17 août 2020 | International, Aérospatial
COLOGNE, Germany — With mainland Europe and the United Kingdom pursuing their own sixth-generation fighter programs, differing views have started to emerge about how many nations should partake in the action.
At issue is whether the British Tempest and the German-French-Spanish Future Combat Air System can coexist in the long run without cannibalizing the continent's defense budget.
What's more, while leaders in the U.K. have openly advertised their appetite to pick up partner countries for Tempest, Paris and Berlin are divided about admitting additional members, besides Spain, for fear of slowing down their effort.
German defense officials early this year told Bundestag lawmakers they consider it risky to keep the circle of participants too small because team Tempest could go around snagging up contributors, though that concern has yet to bear out.
To Dirk Hoke, the CEO of Airbus Defence and Space, the issue comes down to the budget. His company is the co-lead for the FCAS program along with France's Dassault Aviation. Notably, the French have the lead for the Next-Generation Fighter, envisioned as the central aircraft for the larger program of supporting drones and command-and-control equipment.
“Europe can't afford two new systems,” Hoke said in a virtual panel discussion organized by a German defense industry lobbying association.
That is especially the case, he argued, because a competition between the U.K. and members of the European Union would reinforce the perception that Britain's divorce from the bloc has weakened the intra-continental defense alliance — a notion that leaders on both sides of the Channel have been trying to dispel.
Finding a way to merge FCAS and Tempest should become a top priority for decision-makers once a Brexit agreement on future trade and defense relations is in the bag, according to Hoke. Until then, he said, “we simply have to be patient.”
In order to be prepared for “an opportunity to negotiate at eye level,” both projects should continue to work through their technology development so that eventual touchpoints for cooperation are already far along, he explained.
In contrast, Dassault Aviation CEO Eric Trappier has urged caution when it comes to broadening the FCAS circle too soon.
“I don't know if there won't be some new partners in the future,” he said during a company earnings call late last month. “We must not exclude them.”
Noting that Spain already was admitted to the program after Germany and France had kicked it off, Trappier said the companies involved were still learning to work together. “We have to get to know each other and share our work together,” he said.
“If we change partners every six months, I can tell you that we will not reach 2040,” he added, referring to the envisioned in-service date for the futuristic weapon.
The next big milestone for the program is fielding a demonstrator aircraft in 2026.
21 avril 2021 | International, Aérospatial
France has recently completed a series of test flights to move forward with certification of the A400M’s capability to refuel helicopters during flight, day and night.
15 janvier 2020 | International, Aérospatial
By: Sebastian Sprenger COLOGNE, Germany — Lockheed Martin's Sikorsky and Boeing have submitted their proposals for the German military's envisioned heavy transport helicopter program, the companies announced. Sikorsky is offering a version of the CH-53K designed for the U.S. Marine Corps, while Boeing is pitching the H-47 Chinook. The offers, due on Jan. 13, come in response to a request for proposals published by the Bundeswehr last summer. Government officials will spend the greater part of 2020 analyzing the submissions, with a second and final request for offers pegged for the end the year. The multibillion-dollar STH program, short for Schwerer Transporthubschrauber, is meant to replace the German fleet of decades-old CH-53G copters. Deliveries from the winning bidder are slated to begin in 2024 and last through the early 2030s — that is if the program receives budgetary support from the government and lawmakers when the time comes for a contract next year. Both companies have assembled a group of German suppliers that would oversee areas such as maintenance, simulators and documentation in an effort to maximize domestic industry participation. The Bundeswehr initially wanted a no-frills, off-the-shelf cargo helicopter that would be easy on the defense budget. Notably, the Germans also want to use the STH choppers for combat search-and-rescue operations, with plans to raise that mission profile throughout the Air Force's ranks. But last year's solicitation came with an unexpected level of complexity, Frank Crisafulli, Sikorsky's director of international business development for heavy helicopters, told reporters during a company presentation in Bonn, Germany, on Monday. “Folks were caught by surprise,” he said. The added complications are due, for example, to the Bundeswehr's goal of having the helicopters certified in accordance with European civilian aviation regulations. In addition, German officials want a weather radar better than the one offered in the Marine Corps version of the CH-53K, plus a multilayered radio communications setup," Crisafulli said. As envisioned, the STH program would plunge the German military into a model of contractor-driven support popularized by the U.S. Defense Department under the moniker of performance-based logistics, or PBL. The idea is that the government can save money by dictating to contractors what level of readiness it wants for its hardware, and then letting vendors figure out how to meet those objectives within a given budget. Pentagon auditors previously affirmed the basic premise of performance-based logistics, with one key caveat: The government must have enough insight and clout in the programs to be able to set sensible performance benchmarks at rates favorable to taxpayers. According to Mike Schmidt, CEO of Rheinmetall Aviation Services, one of Sikorsky's key local partners, the concept is relatively new for Germany. At an STH industry day in 2018, “nobody knew what PBL was,” he said. At stake for the contractors is a 40-year relationship with Germany over the life cycle of the program. Boeing has portrayed its Chinook offering as a low-risk and low-cost option because more than 950 of the aircraft are already used by 20 countries. Sikorsky has played up the aerial-refueling capabilities of the CH-53K, especially in conjunction with the Lockheed Martin-made KC-130J tanker, to increase range. https://www.defensenews.com/global/europe/2020/01/14/lockheed-boeing-enter-germanys-heavy-transport-helicopter-race/
5 juillet 2021 | International, Aérospatial, Naval, Terrestre, C4ISR, Sécurité
La ministre des Armées, Florence Parly, est revenue sur le programme franco-allemand d'avion de patrouille maritime (Maritime Airborne Warfare System) à l'occasion d'une rencontre avec l'association des journalistes de défense (AJD) qui s'est tenue à Paris le 2 juillet. Le 23 juin, le Bundestag a voté en faveur de l'acquisition de cinq avions de patrouille maritime Boeing P-8A Poséidon pour un montant évalué à 1,77 milliard de dollars comprenant le soutien et les équipements associés. La ministre des Armées reconnaît ainsi une divergence d'opinion « sur le fait de satisfaire un besoin intermédiaire » de la part de l'Allemagne. Cependant, selon elle, « il est trop tôt pour dire ce qui va se passer (...) ; je mets toute mon énergie pour faire en sorte que les choses aboutissent ». S'agissant du drone MALE européen, Florence Parly se montre confiante : « nous avons calé les différents éléments du contrat. J'espère que ce contrat pourra être mis en vigueur dès que les derniers sujets de financement évoqués par certains de nos partenaires auront été définitivement résolus ». L'Usine Nouvelle, 5 juillet