As this issue of Proceedings went to press, the new administration was involved in extensive review of Department of Defense (DoD) programs and had yet to put its imprint on the defense budget submission to Congress for fiscal year (FY) 2002. This will delay the President's budget submission to Congress until as late as June and cause turmoil in development of the Program Objective Memorandum for FY 2003. A protracted election added to the confusion by delaying nominations and confirmations of appointees to critical positions in the budgetary chain. Meanwhile, funding challenges are manifest across the board as the Office of the Chief of Naval Operations (OpNav) strives to modernize the force and concurrently maintain warfighting readiness.
Affecting determination of the balance between readiness and modernization is the recent "alignment" of some components of OpNav and infusion of "healthy friction" into the budgetary process. Chief of Naval Operations (CNO) Admiral Vernon Clark established a new advocate for fleet readiness in the N4 branch, Rear Admiral Ken Heimgartner (N43). The CNO separated requirements from resources in the new N7 office led by Vice Admiral Dennis McGinn, who has taken over the resource sponsors, formerly called the "warfighting barons." The N8 office, under Vice Admiral Edward Giambastiani, remains in charge of assessment and resourcing, and will continue to determine resources applied to both readiness and modernization programs. The CNO also realigned fleet requirements organizations by putting in place a relationship between aviation and surface type commanders that follows the precedent set by the submarine force. For example, the Commander, Naval Air Force Pacific Fleet, is the lead type commander for aviation issues.
Tactical Aircraft Developments
Despite the hue and cry for increased readiness in the face of modernization, naval aircraft and weapon development passed many significant milestones in 2000. But regardless of the status of future budgets, the Navy Department is faced with continued stress on its operating budget because of high operational tempo and related acceleration of wear and tear on deployed forces. Routine budget planning does not provide sufficiently for continuous operations such as Operation Southern Watch, when aircraft routinely carry weapon loads configured for contingencies. This has a cascading ill effect on airframe and weapon life expectancies—especially for fully loaded aircraft subjected to catapult and arrested landing stresses. These effects are seen in the workhorse of patrolling operations, the F/A-18 Hornet, which now faces advanced "fatigue life expended" condition. Neither the FIA-18E/F nor the Joint Strike Fighter (JSF) is programmed to arrive in time to ease this situation, and the F-14 Tomcat has been extended in service as long as is feasible economically. OpNav and Naval Air Systems Command are attempting to keep readiness at acceptable levels through development of a strike master plan that categorizes specific issues by bureau number and looks at affordable options across the F/A-18 community.
The F/A-18C/D remains the mainstay of deployed carrier air wing power projection and has validated the Navy's strike fighter concept. In Operation Southern Watch, Iraqi hostile action might prompt either an air-to-ground or air-to-air reaction, thus requiring weapon loads for both options. The Hornet's array of air-to-air weaponry includes the AIM-9 Sidewinder, AIM-7 Sparrow, and AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM). Air-to-ground options are even more formidable: the Joint Direct Attack Munition (JDAM), Joint Stand-Off Weapon (JSOW), Stand-Off Land Attack Missile-Expanded Response (SLAM-ER), High-Speed Anti-Radiation Missile (HARM), laser-guided bombs, and unguided Mk 80 bombs.
Research-and-development activity for the F/A-18C/D in 2000 included successful operational assessment of the Joint Helmet-Mounted Cueing System (JHMCS) and AIM-9X Sidewinder. Together the two are termed the High Off-Boresight System (HOBS), designed to counter the MiG-29 with the helmet-- mounted sight and short-range missile. Both systems entered limited-rate initial production in 2000. The AIM-9X is planned for initial operational capability (IOC) on the F/A-18C/D in 2002. In addition to high off-boresight seeker and kinematic capability, it brings improved infrared counter-counter measures against flare countermeasures and better range performance across the board. Commenting on the ability of the AIM-9X to win back the close-in "knife fight" with the MiG-29, the Operational Test Director of Air Test and Evaluation Squadron (VX)-9, Lieutenant Commander Buck Dodick, said, "This changes everything." Testing of JHMCS in the air-toground role at China Lake in 2000 revealed its usefulness in close air support and forward air controller (airborne) (FAC[Aj) missions as well. Although HOBS is being developed on the F/A18C/D, the JHMCS IOC is planned for the E/F model, with CID outfitting to follow later.
Last year, the F/A-18E/F Super Hornet completed its operational evaluation (OpEval) with flying colors. This event was critical to the Navy, and it occurred under intense congressional scrutiny and on-site monitoring by the Government Accounting Office (GAO). The program garnered the top recommendation of the commander of the Operational Test and Evaluation Force for introduction to fleet service and multiyear procurement—which means considerable savings to the Navy. Success was made all the sweeter when it was announced in February that the program was awarded the Collier Trophy, the annual award for the most significant advance in aerospace in the United States. On completion of OpEval, F/A-18E/F aircraft were transferred from VX-9 to Strike Fighter Squadron (VFA)-122, the fleet readiness squadron based at Naval Air Station (NAS) Lemoore, in preparation for training of the F/A-18E/F cadre. The F/A-18E/F aircraft destined for assignment to the first fleet squadrons were well into production in 2000. The first transition squadron, VFA-115, returned from cruise, handed in its Hornets and began transition to Super Hornets for its 2002 deployment. F-14 Tomcat aircrews designated to receive two-place F/A-18F aircraft were offered the opportunity to visit the production line in St. Louis. According to Commander Brian Gawne, commanding officer of Fighter Squadron (VF)-41, which will transition to the Super Hornet in 2002, "It really made it real for us; we saw and touched the actual aircraft we will be flying."
Developmental work on flight envelope clearance and weapon integration continued in 2000. The Raytheon Advanced Targeting Forward-Looking Infrared (ATFLIR), destined to replace the NITEHawk targeting FLIR and specially designed for the F/A-18E/F, began flying at Naval Air Warfare Center China Lake in 2000. In accordance with new acquisition reform regulations that call for incremental or block improvements to aircraft and weapon systems to speed entry into service, the Super Hornet-or "Rhino" as the fleet has named it to avoid confusion "on the ball"-will deploy with preliminary weapons and systems integrated; later blocks will receive upgrades and further clearances. As noted by Captain Mark Clemente, Commander, Fighter Wing Atlantic, after his inaugural hop, "My flight in a Super Hornet was impressive. It has great flying qualities, is nimble, and the ability to move the nose around in a high alpha fight is impressive—especially with the increased size of the aircraft over the earlier models. The backseat has a great plan with advanced crew station, helmet mounted cueing system, and the active electronically scanned array (AESA) radar. We'd like to have it all right now rather than wait. My guess is that the 'Rhino' is going to be an aircraft that will be beloved by those who fly and maintain her."
Outstanding F-14 strike performance during Kosovo operations in 1999 was noted the following May when VF-41 received the coveted McClusky Award for the top attack squadron. It was the first Tomcat squadron to be so honored. Although at the sunset of notable service, the F-14 continues to provide impressive capability at minimal cost. Kosovo underscored the need for the Low-Altitude Navigation and Targeting Infrared for Night (LANTIRN) pod to be upgraded to enable the Tomcat to release the GBU-24 laser-guided bomb at maximum range. Last year saw this modification successfully go through its developmental paces in preparation for an early 2001 OpEval. Developmental work on the 2000-pound JDAM and the GBU-24E/B matured in 2000, with IOC expected in mid-2001. The Digital Flight Control System (DFCS) with improved 4.4 upgrade software to provide handling improvements has been installed in all deploying Tomcats. DFCS also improves performance "behind the boat," enabling more Tomcat pilots to win the Top Ten Hook Award. Moreover, it has given them the edge in slow-flight air combat maneuvering, as shown in their eye-watering performance against Hungarian MiG-29s during exercises in 2000.
Reflecting other needs gathered from Kosovo and Desert Storm, the F-14 flew technical demonstrations of the Kaiser Helmet-Mounted Cueing System (HMCS) in January 2000 and an Elta Synthetic Aperture Radar High Resolution pod in October. The pod can target through the weather and be flown both on the Tomcat and Super Hornet. The HMCS was found to be an important enhancement for the successful FAC(A) missions conducted by Tomcat aircrews in Kosovo; it serves as a model for the Joint HMCS being integrated into the F/A-18E/F.
Other Navy Aircraft Developments
Work on the EA-6B follow-on program entered concept definition as the analysis of alternatives began in early 2000. Although Boeing is proposing an F/A-18E/F variant—the FIA-18G—the analysis is looking at a variety of options for the joint electronic aerial attack mission. Meanwhile, both Marine Corps EA-6B squadrons and joint Navy-Air Force expeditionary units are constantly in demand by deployed forces. The EA-6B program office, under Captain John Scheffler, has been extremely busy working on the follow-on aircraft while continuing to support the EA-6B community. The continuing upgrade to Block 89A configuration for the entire community remains a top priority, and the operational requirement to upgrade to night-vision-device configuration was developed and brought under contract during 2000.
Concept development on the aircraft that was envisioned as the common airframe for the E-2, C-2, and S-3 aircraft was terminated in 2000 because of cost. The E-2 Hawkeye program will continue on its path to a new mission computer upgrade and cooperative engagement capability (CEC) components that form the basis for the Hawkeye 2000 upgrade, which is scheduled to deliver its first model in late FY 2001. The E-2 program also is studying a radar modernization program to take advantage of technology and make a giant leap in radar sensor performance. The E-2C continues to play an essential role in the cooperative engagement capability integrated with surface ship sensors and weapons. The CEC program is scheduled to complete its technical evaluation with a fleet battle group this year in anticipation of OpEval. Related to the essential role of the E-2 in CEC are Office of Naval Research initiatives to use the E-2C as a key player in command and control and as contributor to larger network-centric warfare efforts.
The MH-60S is a new-production helicopter that shares a common cockpit with the MH-60R. (The designation recently changed from CH-605; M means multimission.) The MH-60R is a planned conversion of the 241 existing SH-60B, SH-60F and HH-60H airframes to a common airframe, now designated as the MH-60R vice SH-60R. The option of new-production MH-60R aircraft in lieu of remanufacture is being examined—if approved, advance procurement would be sought in FY 2002 for production in 2003. The MH-60S will replace the CH-46 in the vertical replenishment role and can be adapted to other missions, such as combat search and rescue (CSAR) and airborne mine countermeasures. The first of 237 MH-60S aircraft is scheduled to arrive in the fleet in 2002 and replace the CH-46 by 2004. Multimission design allows any MH-60S airframe to be configured with extended-range fuel tanks, ballistic floormats, CSAR-specific navigation equipment and weaponry, and FLIR. The Army Hellfire missile, developed for the AH-64 Apache and used by the H-60 fleet today, will give the MH60S the same potent attack capability. Plans call for a MH-60S configuration with airborne mine countermeasures Systems currently under development. The aircraft will use a carriage, stream, tow, and recovery system to deploy various mine detection and classification arrays.
Marine Aircraft Development
The MV-22 Osprey remains the centerpiece of the Marine Corps plan to retire the aging CH-46 medium-lift fleet and bring revolution to the concept of operational maneuver from the sea by introducing a dramatic increase in range, speed, and payload. The Osprey concluded its long-awaited OpEval in 2000 with a grade of "operationally effective and suitable for land-based operations." Evaluators called for additional testing of the blade-fold wing stow system before final determination is made on shipboard effectiveness and suitability. Pending investigation results, the fatal MV-22 crash in December after a crash earlier in 2000 led to delay of the decision for full-rate production, but did not dampen Marine support for the program. (See page 89.)
While the MV-22 grabs the headlines, the Marine Aviation Plan calls for enhancement of all the Corps' aviation mission areas. The AH-IW Cobra and UH-- 1N Huey helicopters are to undergo major upgrades. The 4BN/BW program will remanufacture 180 AH-lW Super Cobras and 100 UH-IN Hueys with a common four-bladed rotor system. (They will be redesignated as AH-1Z and UH-lY.) The AH-1Z conducted its first flight last December. It is scheduled to be flown to NAS Patuxent River as part of a 30-month flight-test program to validate the AH!Z's and UH-lY's flying qualities and performance. Two more AH-lZs and the first two UH-lYs will follow later this year. The remanufacture program will "zero-time" airframes and significantly improve speed, range, maneuverability, and lift capability. It is expected that common support equipment and spare parts as well as improved technology will lower costs considerably. From GE-T700 engines to art glass cockpits, there is more than 85% commonality between the two aircraft.
The Corps' heavy-lift CH-53E Super Stallion is receiving an Integrated Mechanical Diagnostics Health and Usage Monitoring System (IMD HUMS). Monitoring and diagnostic capabilities include continual rotor track and balance, engine performance and health monitoring, gearbox and drive-train health monitoring, structural usage and fatigue life tracking, and maintenance condition trending. IMD HUMS results in increased mission readiness and safety through early identification of degraded components. The system can detect degradation to a number of aircraft components, especially in critical drive-train components. In routine operations, system data are downloaded postflight into a ground-based diagnostic system that ties directly into the Naval Aviation Logistics Command Management Information System and makes it available to a variety of maintenance and engineering support activities. Operational evaluation of IMD HUMS is scheduled for 2001.
The AV-8B Harrier II Plus program looks back on 2000 as a year of challenges and ultimate success. While upgrading the AV-8B under the remanufacture program, the program office shortened the long list of back firewalls on order by aggressive management of Rolls Royce F402 engine issues. Colonel Tom White, the AV-8B Program Manager, said that he expects to eliminate bare firewalls in the 147-aircraft community this year; thereafter, he will start building reserve engine assets. The remanufacture program is outfitting the AV-8B with night-vision cockpits and surplus FIA-18 APG-65 radars (made available as F/A18Cs upgrade to the APG-73). By 2001, the Harrier will have the AIM-120 AMRAAM missile in addition to its LITENING II targeting FLIR, which was integrated in 2000. Current plans call for procurement of 47 additional LITENING pods by the end of 2001.
Boeing and Lockheed Joint Strike Fighter demonstrators took to the air late in 2000 and subsequently were handed over to the services for evaluation. The Boeing X-32A conventional take-off and landing (CTOL) demonstrator flew in September, followed by the Lockheed Martin X-35A CTOL variant in October. The X-35A Air Force variant was delivered to Edwards Air Force Base for an evaluation that concluded in November. The X-35C Navy variant took to the air in December, initiating the test program to ascertain carrier suitability as well as flying qualities and performance. Both competitors are expected to fly short takeoff and vertical landing (STOVL) variants in 2001. Selection of one company for engineering and manufacturing development is planned for late 2001 after the demonstrators are subjected to comparative performance trials by government test teams. The Marine Corps Aviation Plan specifies the STOVL variant as replacement for both the FIA-18 and AV-8B.
Other Aviation Developments
Last year, much progress was made in unmanned aerial vehicle (UAV) concepts. The Marine Corps has maintained steady interest in a host of UAV configurations, from micro- and mini-UAVs for urban warfare, to tactical UAVs for supporting Marine air-ground task forces (MAGTFs) with sensors, to ultimately combat-configured UAVs that carry weapons. In early 2000, the Deputy Commandant for Aviation, Lieutenant General Fred McCorkle, predicted that he expects UAVs will be in the forefront of naval aviation and the JSF will be the last manned aircraft. The tactical UAV program selected Schweiter Helicopters in 2000 as winner of the competition for the most cost-effective proposal for the tactical mission. The medium-range endurance UAV program is under development, as is the unmanned combat aerial vehicle (UCAV) that eventually may well supplant manned aircraft in high-risk missions. The Global Hawk UAV received a positive assessment in preparation for its October Milestone II decision. The Defense Department had contracted with Northrop Grumman to build five prototype Global Hawk reconnaissance aircraft for a high-altitude, long-endurance UAV advanced concept technology demonstration. This process will "fast-track" development and deliver limited numbers of UAVs to unified commanders for assessment prior to full-scale production. Although the Air Force has managed the program to date, the Navy has been evaluating Global Hawk as an adjunct to the multimission maritime aircraft program. This past February, Global Hawk won the 2000 Collier Award, marking the significance of the large, high-endurance UAV to U.S. armed forces.
The Marine Corps' aging fleet of 51 active-duty KC-130F/R and 28 reserve KC-130T aircraft are scheduled to be replaced by 79 KC-130Js; a major upgrade to the venerable Hercules that includes state-of-the-art revamping of the avionics, new engines with high-tech propellers, and reduction in maintenance man-hours and manpower needed to crew and maintain the aircraft. The Corps has 11 KC130Js under contract, including the three to be received in FY 2001. The first KC130J flew last June 2000; since then, it has demonstrated the ability to refuel fixed-wing aircraft at various altitudes up to 30,000 feet and speeds from 185 to 250 knots. Helicopter refueling will be demonstrated later this year.
The Marines continued to develop the replacement for the now out-of-service Hawk missile under the complementary low-altitude weapon system (CLAWS) program, which features a High Mobility Multipurpose Wheeled Vehicle (HMMWV) equipped with AMRAAM missiles. Boeing and Raytheon are both competing for this program, which is in the program definition and demonstration phase. The Corps will select one contractor in 2001. Concurrently, MAGTF air defense command-and-control systems will be upgraded under the Common Air Command and Control System (CAC2S) program.
The Air Force-led JDAM program has received high marks from fleet F/A-18 aviators who have carried and used it in combat missions. Experience and fleet feedback are being factored into a product improvement program analysis that is looking at terminal seeker options and extended range kits. Funding for FY 2001 was expected to take the JDAM production order to more than 12,000 kits for the Air Force (lead service) and Navy. To date, the program has been a hallmark of acquisition reform—costs have varied only slightly from the original winning bid from Boeing of $14,000 per kit.
The AGM-154 JSOW program is studying integration of a tactical data link into existing stand-off systems to provide the capability to target relocatable, potentially moving targets. The effort is part of an Advanced Concept Technology Demonstration (ACTD) called Network Centric-Responsive Strike. Raytheon will integrate Link-16 data link capability in 2001.
P-3 Orion aircraft have continued to "soldier on" despite community-wide obsolescence and configuration problems. Earlier initiatives for replacement of the P-3 ultimately were canceled for reasons of cost. However, the nascent multimission aircraft concept promoted by outgoing Secretary of the Navy Richard Danzig in late 2000 resulted in discussions that may lead to an analysis of alternatives for the concept. Unsolicited proposals to date have ranged from commercial airline platforms to UAVs such as the Global Hawk.
Aviators are about to benefit from a major upgrade to precision landing aids. While increasing safety and reliability and reducing costs, the Joint Precision Approach Landing System (JPALS) uses GPS technology to fine-tune the precision approach beyond anyone's imagination. JPALS can be installed on any aviation-- capable ship and any shore station. During 2000, test pilots successfully demonstrated the capability of Local Area Differential GPS (LDGPS) in performing precision approaches at NAS Patuxent River. In February, it was demonstrated at sea on the USS Theodore Roosevelt (CVN-71), using shipboard relative LDGPS, which compensates for relative movement of the ship in providing azimuth and glide slope information to aircraft.
In preparation for the full-rate production decision, the SLAM-ER was declared "operationally suitable and operationally effective" in mid-2000. During OpEval, it scored four direct hits in four test firings. SLAM-ER is a retrofit program that adds planar wings to extend range to 150 nautical miles and improve aerodynamic performance, adds a warhead with increased penetration and lethality, and updates software to improve final aimpoint designation. Boeing was awarded a $36A million contract for FY 2001 production of the SLAM-ER and retrofit of 700 missiles.
Observations
Secretary of Defense Rumsfeld has yet to reveal his plan for the services, which clouds the upcoming budget process greatly. Scuttlebutt abounds regarding aircraft carrier force structure and other major Navy Department programs. The wisest sage could not forecast what lies ahead in June, when Congress will finally get to see administration proposals for fiscal year 2002.
David Parsons is vice president for Navy and Marine Corps development at Whitney, Bradley, and Brown, Incorporated, in Vienna, Virginia. An F-14 naval flight officer, he formerly was the editor of Approach.