26 juin 2024 | International, C4ISR, Sécurité
Expect heavier hand, ‘bite’ from DOD zero-trust office, boss says
The memo will give the young office “bite," its top boss said.
23 juillet 2020 | International, Terrestre
Private equity firm buys Humvee-maker AM General
By: Joe Gould and Jen Judson
WASHINGTON — Humvee-maker AM General has been acquired by KPS Capital Partners, a private equity firm known for buying financially distressed manufacturers, the companies announced Wednesday.
KPS acquired AM General of South Bend, Indiana, from MacAndrews & Forbes in a deal in which terms were not disclosed. AM General has largely been stagnant since losing the competition for the U.S. Army's Joint Light Tactical Vehicle in 2015 to Oshkosh.
Following its loss in the JLTV competition, the company turned to the international market to continue growing its Humvee business, such as through offering to foreign customers a multipurpose truck with a military-grade rolling chassis from its Humvee design with a la carte add-ons.
KPS Partner Jay Bernstein said in a joint statement that the firm would continue to work with AM General's chief executive, Andy Hove, as well as its management and employees “to build on this great platform, organically and through acquisition.”
“We intend to leverage the Company's commitment to research, technology, innovation and new product development, as well as its heritage and iconic brand name,” Bernstein's statement read.
Hove said the firm would work with KPS “to continue to execute our strategy and invest in our very ambitious growth plan.”
“KPS' demonstrated commitment to manufacturing excellence, continuous improvement and commitment to invest in technology and innovation will only enhance the Company's ability to compete in today's military and commercial marketplace,” Hove said.
“Plenty of industrial companies and investment firms had considered buying AM General,” James Hasik, senior fellow at the Center for Government Contracting at George Mason University, told Defense News July 22. “And plenty of companies have considered teaming with AM General for a bid on a forthcoming production program.”
AM General has continued to try to adapt to the needs of the U.S. military, bringing a robotic combat vehicle to an Army demonstration last year as the service mulls the future of robots on the battlefield. The company also competed for the Squad Multipurpose Equipment Transport vehicle program but was not selected.
Yet, AM General has remained a single-product firm with the Humvee, Hasik noted, and the future of the Humvee is “hard to call.”
Many militaries around the world use Humvees, and the U.S. Army plans to keep some in its fleet, but the U.S. Marine Corps is divesting its stock. According to Hasik, it's possible that since the Humvee is less expensive than the JLTV and would likely be relegated to noncombat roles, the Army might choose to purchase pickup trucks instead.
“The Humvee was developed in part because the Army's pickup trucks of the 1970s were unimpressive, but that was 50 years ago, and automotive technology has advanced,” he said. “Today's pickup trucks are much cheaper to buy and operate, and that's what the Canadian Army has done.”
While AM General has come up with some novel ideas, “nothing has stuck,” Hasik said. For several years, the company has shown up at trade shows touting a howitzer on a Humvee, like it did at London's DSEI exposition in late 2019. Still, the U.S. Army is struggling to figure out how it would fit into formations.
The good news for KPS is that the company has a running factory with “efficient, medium-speed production of 4x4 military trucks and a production team who know how to do that,” Hasik said. “That's an important skill set, as it works better for military programs than enlisting a pickup truck factory, which must make them in the hundreds of thousands to make money.”
AM General has advertised on its website that it could build bigger trucks, and the Army has just issued a request for information for a program to replace all of its heavy trucks, Hasik pointed out. “It could also build small trucks, similar to the Humvee, for future autonomous applications. There's no guarantee, but we might see lots of those in a few years.”
“All in all, I suspect that KPS didn't buy AM General just to wring some more efficiencies out of the Humvee program. The folks there probably see some of these upside possibilities as well,” he added.
https://www.defensenews.com/land/2020/07/22/private-equity-firm-buys-humvee-maker-am-general/
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30 juillet 2020 | International, Aérospatial
Air Force Eyes New Industrial Base Model
7/29/2020 By Connie Lee The Air Force wants to shake up the industrial base and is looking to move away from relying on large, traditional prime contractors and instead bring in new talent, the service's top weapons buyer said. The service needs “a new industrial base model that's not a defense industrial base model,” said Will Roper, the Air Force's assistant secretary for acquisition, technology and logistics. “We have to have a new model that encourages companies to come in and work with [the] military, but not necessarily put them on a path to become a defense prime.” Such an approach would help the United States counter adversaries such as China, which has a larger industrial base, Roper said during a webinar hosted by the Mitchell Institute for Aerospace Studies. The 2018 National Defense Strategy listed China as a great power competitor. “Our defense primes are going to continue to be heavy movers and shakers for us, but we're not going to win against China long term” without bringing in additional industry players, he said. “If they've got a nationalized industrial base, they have access to their entire talent pool. They have access to every company that's within their border. And we are only working with a small subset” of industry. To encourage these changes, the service has been taking steps such as setting up AFVentures.The effort is a collaboration between the Air Force Small Business Innovation Research/Small Business Technology Transfer Program and AFWERX to invest in companies that may have technology useful to the military. Some of the funding is coming from private investors. Over the last year and a half, the service has added over 1,000 companies to its industrial roster, Roper said. Many of these firms are working on research-and-development prototypes, which may lead to contracts for steady work later down the road, he noted. Through AFWERX, the Air Force has been giving out awards and making different levels of “bets” on technology, with small bets totaling between $50,000 to $75,000; medium bets worth between $1 million to $3 million; and big bets from $5 million to $50 million, according to the service. “It begins with getting companies through that front door so that they can move on to steady-state contracts and programs of record supporting the warfighters,” Roper said. Until recently the push to move away from the standard defense industrial base model through AFWERX has only been experimental, he noted. The service must make it the standard practice for acquiring new weapons, he said. “This is the year that we have to make it codified, steady-state across the Air and Space Force,” he said. “It's imperative. It's the bread and butter of winning the competition long term.” https://www.nationaldefensemagazine.org/articles/2020/7/29/air-force-eyes-new-industrial-base-model
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22 mai 2020 | International, C4ISR, Sécurité
Opinion: Aviation’s Cybersecurity Imperative
Remzi Seker May 22, 2020 With the expansion across the aviation industry of connectivity and computing services, cybersecurity has become ever more important. Connecting people, processes and assets creates new vulnerabilities and multiple attack points—from flight-critical avionics to passenger inflight entertainment networks and airline backend operations. Information about systems, protocols and technologies such as software-defined radio are now readily available well beyond the industry. Demand for greater efficiency meanwhile continues to increase connectivity and accelerate computerization within aviation infrastructure, including aircraft. Fortunately, ongoing efforts to protect aircraft, airlines and passengers from cybersecurity threats have been largely unaffected by the global pandemic, suggesting an opportunity for the industry to ramp up cybersafety programs and training amid the current slowdown. The comprehensive, coordinated nature of aviation cybersecurity initiatives means committees have long carried out their work primarily through virtual meetings, so those efforts are able to continue in full swing. With slowdowns taking place in other areas, the industry can address cybersafety at a more rapid pace. The aviation industry and its stakeholders have been working hard to tackle cybersecurity challenges comprehensively—from the supply chain and the maintenance of aircraft to operations. Such efforts remain essential so that cyberthreats affecting safety can be mitigated before they materialize, whether that happens during flight through physical access to a bus, by interfering with equipment through Wi-Fi or remotely disrupting operations. The need to weigh cyberthreats according to their safety impact, a practice referred to as “cybersafety,” requires a different perspective than that of IT cybersecurity. Cybersafety differs from traditional IT cybersecurity because of the need for safety certification, which relies on guaranteeing a system's behavior, or “determinism.” This unique characteristic of aviation cybersafety means that solutions widely used across traditional computing systems may pose serious certification challenges. Imagine rolling out security patches for every avionics component on a commercial aircraft. Tackling cybersafety challenges requires a coordinated, comprehensive, global effort. Multiple agencies are cooperating to establish much-needed standards. For example, the U.S. FAA and the European Union Aviation Safety Agency have been working with the RTCA and the European Organization for Civil Aviation Equipment to set harmonized cybersecurity standards. Efforts to secure the aviation ecosystem also include dedicated committees such as the FAA's Aviation Rulemaking Advisory Committee Aircraft System Information Security/Protection working group. Similarly, the Aerospace Industries Association has established the Civil Aviation Cybersecurity Subcommittee. In the U.S., the Aviation Cyber Initiative (ACI) is led by the Defense Department, Department of Homeland Security and FAA. The ACI includes experts representing government, defense, industry and academia who collaborate to tackle aviation cybersecurity threats. The Aviation Information Sharing and Analysis Center shares global threat intelligence among aviation companies. Globally, the International Civil Aviation Organization (ICAO) leads this work. Its Trust Framework Study Group (TFSG) includes experts from the FAA, EASA, commercial industry and academia and has established three important working groups. Academic institutions play a critical role in advancing cybersecurity research and training, too. Embry-Riddle Aeronautical University, for example, develops engineering solutions and provides degree, certification and training programs in aviation cybsersecurity. Faculty researchers contribute expertise to cyberdefense and preparedness efforts by serving on national and international committees and working groups and by organizing the annual Aero-Cybersecurity Symposium. Aviation's impeccable safety culture positions it well to combat and defeat cybersafety risks. In the years ahead, the industry will need to invest in expanded education and training as well as research to secure high-assurance systems that can be updated with minimal impact on certification. Computerization and Cyberphysical Systems As computing becomes ever more affordable, functions that were traditionally implemented through hardware are now being realized through software, and inclusion of software has supported increased customization. Cyberphysical systems are designed to perform a set of functions with limited impact on the physical environment, such as temperature control, welding and parts assembly. One feature of cyberphysical systems is a failsafe property that involves shutting down—an approach that is clearly not desirable midflight. Connectivity Inexpensive and ubiquitously available computing, combined with advancements in networking, have accelerated the networking of devices. The Internet of Things concept does not require any form of certification or service-quality assurance, let alone any safety requirement or oversight. Rather than leveraging the Internet of Things, the aviation industry might consider using “networked wings” to underscore its safety commitment. Remzi Seker is the associate provost for research at Embry-Riddle Aeronautical University. The views expressed are not necessarily those of Aviation Week. https://aviationweek.com/air-transport/safety-ops-regulation/opinion-aviations-cybersecurity-imperative