Collins Aerospace to support L3Harris in bringing new capabilities to the cockpit of 176 C-130H aircraft for the United States Air Force

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  5 février 2020 | International, Naval

  Navy awards a $178M contract to update GPS systems

  By: Nathan Strout The Naval Information Warfare Center Pacific has awarded Booz Allen Hamilton a $178 million contract for to modernize GPS systems in partnership with the Air Force's Space and Missile Systems Center, the company reported Jan. 24. The Naval Information Warfare Center heads the Navy's research, development, and engineering efforts for space systems, and its Positioning, Navigation and Timing Division oversees research and development for the service's navigation sensors and systems. Under the contract, Booz Allen will support the modernization of the GPS architecture, specifically through programs such as Military GPS User Equipment, GPS III and the Next Generation Operational Control System. In other words, the company will help the Navy and Air Force modernize all three segments of the GPS enterprise, from the user terminal to the ground system to the new GPS III satellites. Booz Allen will provide system definition, requirements synchronization, capability improvement, cybersecurity engineering, platform integration and testing and acquisition program management. The contract comes at a key moment for GPS, with the first GPS III satellite on orbit and online and the military working to ensure that ground systems are capable of fully interacting with and utilizing the new satellites' more advanced features, including increased accuracy and stronger anti-jamming capabilities. While the Next Generation Operational Control System being custom built to work with the GPS III satellites is years behind its original schedule, the Air Force has contract with Lockheed Martin to provide a contingency operations software update that allows the current ground segment to work with the new, more advanced satellites. According to a Jan. 30 report from the Pentagon's Director of Operational Test and Evaluation, slips in scheduling to all three segments of the GPS enterprise have caused testing delays. Those delays, especially to the user segment, could lead to integration issues for those platforms developed to rely on GPS. “The Air Force has improved the GPS Enterprise schedule by addressing schedule and performance risks; however, articulation of program risks with stakeholders continues to be incomplete, increasing the probability of unmitigated risks causing further program problems and delays,” the report warned. The Air Force plans to conduct operational testing of the enterprise in 2020. https://www.c4isrnet.com/battlefield-tech/space/2020/02/04/navy-awards-a-178m-contract-to-update-gps-systems

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  18 février 2019 | International, Aérospatial, Naval

  SPAWAR Fosters Innovation, Industry Engagement at WEST 2019

  Elisha Gamboa, Space and Naval Warfare Systems Command Public Affairs SAN DIEGO (NNS) -- Space and Naval Warfare Systems Command (SPAWAR) joined 10 other Navy commands at the U.S. Navy Information Warfare (IW) Pavilion to demonstrate the critical teamwork required in today's information driven environment during WEST 2019, Feb. 13-15, at the San Diego Convention Center. The Navy's IW pavilion at the conference, co-hosted by the U.S. Naval Institute (USNI) and Armed Forces Communications and Electronics Association (AFCEA), showcased the Navy's role in the information domain through the use of speakers, panels, subject matter experts and capability displays. As part of the speaker series, SPAWAR Commander Rear Adm. Christian Becker stressed the command's mission of delivering information capabilities to the fleet from seabed to space to protect the Navy and the nation from attack, promote prosperity, and preserve strategic influence. “The proliferation of advanced technologies makes staying ahead of the competition a constant challenge,” said Becker. “To outpace our adversaries we must take every opportunity to innovate, lead and drive new ways to speed delivery of advanced capability to the warfighter now and into the future.” Emphasizing information as a key domain of warfare, Becker also announced that SPAWAR will be changing the names of its Echelon III systems centers, SPAWAR Systems Center Atlantic and SPAWAR Systems Center Pacific, to Naval Information Warfare Center Atlantic and Naval Information Warfare Center Pacific respectively, effective Feb. 18. “While the centers' mission will remain the same, the new names reflect the centers' focus, core capabilities, and importance in the full spectrum of warfighting,” Becker said during his address to the industry on Feb. 13. “The names also improve clarity of mission and purpose with our stakeholders across the fleet and industry and throughout the broader Information Warfare Community and Naval Research and Development Enterprise.” To provide attendees with a comprehensive understanding of the Navy's information warfare community, this year's Navy IW pavilion featured three ways for industry to engage with Navy IW professionals — the Navy IW theater speaking series, the Navy IW engagement zone and Navy IW technology demonstrations. The speaker series covered topics focused on the evolution and present state of the information warfare domain ranging from rapid prototyping, enabling ‘compile to combat in 24 hours,' cybersecurity, military intelligence, enhancements in military training and technology, and extensive insight into the IW community status and mission areas. In an effort to foster innovation, an engagement zone meeting area provided a platform for attendees to connect with more than two dozen program managers, business portfolio managers and subject matter experts from multiple IW commands. “WEST provides a terrific opportunity to meet with industry experts on a wide range of technology areas to accelerate learning in support of PEO C4I's Information Warfare mission outcomes” said Capt. Kurt Rothenhaus, program manager of the Navy's Tactical Networks Program Office (PMW 160), at the Program Executive Office Command, Control, Communications, Computers and Intelligence (PEO C4I). Surrounding the engagement zone, the IW pavilion also hosted 18 technology demonstrations spotlighting various systems and capabilities that support and facilitate information warfare, from seabed to space. Highlighting innovation in acquisition was SPAWAR Systems Center Pacific's rapid prototyping exhibit, demonstrating some of the latest tools available to defense acquisition professionals to deliver capability to the warfighter at the speed of relevance. “SSC Pacific has a long, proud history as first-adopters of disruptive, information-based technologies and novel engineering methods,” said Carly Jackson, SPAWAR Systems Center Pacific's director of prototyping-Information Warfare. “Our world class scientists and engineers have been at it again — emboldened by the urgency of calls from our fleet commanders — thriving in the power and complexity of the cresting waves of technology and innovation, and setting new standards for speed, scale, and rigor as we rapidly prototype and field capabilities to our Nation's Sailors and Marines.” Also popular with attendees was the SPAWAR Systems Center Pacific additive manufacturing exhibit, demonstrating modern technology developments in 3D printing of antennas for Naval applications. PEO C4I demonstrated the Consolidated Afloat Networks and Enterprise Services (CANES), the Navy's next generation tactical afloat network. CANES will take advantage of the new business model of open architecture, Service Oriented Architecture, and rapid commercial off-the-shelf insertion, in order to bring fiscal savings to the Navy, as well as operational agility to the warfighter. To encourage and facilitate industry connections and partnerships, SPAWAR also had representatives from the command's Office of Small Business Programs on hand to provide information on how to do business with SPAWAR. “The IW Pavilion provides a platform for us to inform our small business industry partners about current and future requirements needed to support SPAWAR's mission,” said Mark McLain, SPAWAR Office of Small Business Program director. “SPAWAR recognizes that small businesses drive innovation and the creation of new industries, and tapping into their specialized capabilities and experience will assist in growing our industrial base of capable companies that can provide innovative, agile, and affordable solutions for today's and tomorrow's Navy.” Other displays ranged from unmanned under water vehicles used for operational decision making, cutting-edge position, navigation and timing technologies, artificial intelligence and machine learning applications, military satellite and nanosatellite communication systems, research and development of commercial cloud services and more. The premier naval conference and exposition on the West Coast, WEST is now in its 29th year of bringing military and industry leaders together. Co-sponsored by AFCEA International and the U.S. Naval Institute, WEST is the only event in which the makers of platforms and the designers of technologies can network, discuss and demonstrate their solutions in a single location. SPAWAR identifies, develops, delivers and sustains information warfighting capabilities supporting naval, joint, coalition and other national missions. SPAWAR consists of more than 10,000 active duty military and civil service professionals located around the world and close to the fleet to keep SPAWAR at the forefront of research, engineering and acquisition to provide and sustain information warfare capabilities to the fleet. https://www.navy.mil/submit/display.asp?story_id=108628

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  22 avril 2020 | International, Aérospatial

  Daily Memo: Powering Down

  Guy Norris As the airframers go, so goes the aircraft engine industry. After spending most of the past decade accelerating production to keep pace with unprecedented airliner delivery rates the engine makers have spent the past month in reverse thrust. But as production lines slow, and in some cases come to a full stop, the grim guessing game about the industry's post-COVID-19 pandemic future can begin. For every engine company, anchored midway between their own supply chains and Airbus, Boeing and Embraer in particular, all scenarios paint a bleak picture and the potential impact of the virus-triggered crisis is alarming on at least three key levels. Near term, all must weather the storm and rapidly shrink capacity by 40% or even more to match the new realities of the slower airframe production rates now expected for the next couple of years. Second, having long since focused the core of their business models on the aftermarket, they must adjust to significantly lower revenues from a near term reduction in demand for maintenance, repair and overhaul (MRO) services. Third, with nearly all their resources dedicated to survival, reduced revenues and spending trimmed, development of new engines and propulsion technology is expected to slow significantly—at least in the near term. However, all the manufacturers know that in the mid-to-longer term the environmental pressures on performance will return and so will the relentless demand for lower emissions and greater innovation. Already committed programs will therefore continue, albeit potentially stretched over longer test and development schedules. From a volume perspective, GE Aviation and Safran's CFM joint venture is expected to see the greatest change. Having delivered 1,736 LEAP-1s and 391 CFM56-5/7s in 2019, output from the combined French and U.S. operations will decline significantly in 2020 in lockstep with urgent reductions in production at Airbus and Boeing. CFM, which was previously on track towards a planned annual production rate of more than 2,000 LEAP-1s by the end of 2020, cannot comment on numbers while its parent companies remain in a dark period prior to earnings calls at the end of April, but is expected to slash this target by around half. GE Aviation, which was already expecting a leaner 2020 before the COVID-19 pandemic because of delays to the GE9X-powered Boeing 777-9 and slow-downs to the GE90-115/GEnx-1 powered 777-200LR/300ER and 787 programs, is eyeing the even more troubling impact of the crisis on its aftermarket business. Although around a quarter of GE Aviation's revenues come from its military and other businesses, just 30% comes from commercial engine sales. A much larger portion of its revenue—approximately 45%—comes from MRO services. While some programs, like the CFM56 for the P-8 maritime patrol aircraft as well as military fighter engine efforts, will continue much as before, the company has already taken drastic action to stem losses by furloughing half of its engine manufacturing workers for four weeks. This move, taken in early April, followed an announcement in late March that it was reducing its workforce by 10% (around 2,500 employees), in direct response to the collapse of its MRO workload which the company estimates will be down by around 50% through mid-year at least. However, given the exodus of around two-thirds of the world's airline fleets into storage (almost 17,000 aircraft), the short to medium outlook for engine MRO would be described as dire at best. Compounding the issue for many of the OEMs is that the higher value aftermarket engines powering the widebody fleet, particularly the older generation Airbus and Boeing models, now look increasingly unlikely to ever return to service—at least in their existing guise. For Rolls-Royce, this problem is particularly acute as the UK engine maker focused increasingly on the widebody market over the past decade, widening its exposure to reliance on the support revenue from aftermarket work on older fleets of 747 and 777s as well as older A330s. With full-time premature retirement a possibility, including the previously unthinkable sunsetting of relatively young Trent 900-powered A380s as well as the rapid decline of the RB211-535 powered 757 and Trent 500-powered A340-600 fleets, the company can no longer bank on the expected rebound in deferred maintenance coming out of the crisis. Rolls has also rushed to mitigate losses by enacting measures aimed at saving at least £750 million ($937 million) in cash this year. These include a 10% salary cut for the global workforce and canceling dividend payments. Further moves are expected as the company adjusts to rate reductions announced by Airbus involving the Trent-powered A330no and A350-900/1000, as well as yet-to-be announced rate cuts for the Trent 1000-powered 787 which will shortly be revealed in detail by Boeing. Pratt & Whitney, now part of Raytheon Technologies, is similarly impacted across the board with production of the PW1000G geared turbofan reduced for the A220/A320neo families and commercial revenues hit by falling aftermarket revenues for the PW2000/PW4000 and V2500. Measures such as 10% pay cuts through year-end, as well as furloughs, are being introduced while research and development spending is being frozen. Deliveries of military engines, in particular the F135 for the F-35 fighter and PW4000 for the KC-45A tanker remain unaffected. The early retirements of the PW4000, as well as some CF6-powered fleets, is also significantly impacting revenues for German engine maker MTU. https://aviationweek.com/air-transport/aircraft-propulsion/daily-memo-powering-down