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The Communication Medium for Navy PEOs

Aviation Tactician Rear Adm. Donald Gaddis PEO Tactical Air Programs

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October 2013

Volume 1, Issue 1

Program Spotlight: Littoral Combat Ship

Grim Reapers O Ballistic Missile Defense O Guided Munitions Ship Modernization O Distance Learning O Airborne ISR

Navy Air/SEA PEO FORUM

2013

Editorial Calendar Special Carrier Focus Edition

November [1.2]

Q&A: Rear Admiral Thomas Moore PEO Aircraft Carriers

Rear Admiral Mathias W. Winter PEO Unmanned Aviation and Strike Weapons

Rear Admiral David Lewis PEO Ships

Special Section:

Special Section:

USV/UUV Systems and Launch and Recovery Technologies

DECember [1.3] Q&A:

Q&A:

Seabasing

Carrier Onboard Delivery Replacement

Special Section:

Features:

Features:

Features: Ship Self-Defense Precision Guided Munitions

Strategic Comms Maritime ISR Capabilities Airbone Electronic Warfare

View From the Hill:

Program Spotlight:

U.S. Representative Jo Bonner

F-35

Modeling & Simulation in Ship Design Fleet At-Sea Replenishment Corrosion Control

Program Spotlight: CANES

Program Spotlight:

Tradeshows:

Carrier Flight Ops

ASNE Day

ISSUE

FEB

2014

2.1

Q&A Rear Admiral Joseph A. Horn Jr. Program Executive Officer PEO Integrated Warfare Systems

APR

Lieutenant General Christopher C. Bogdan

2.2

Program Executive Officer PEO Joint Strike Fighter

JUN 2.3

Rear Admiral Mathias W. Winter Program Executive Officer PEO Unmanned Aviation and Strike Weapons

AUG

Rear Admiral James Murdoch

2.4

Program Executive Officer

Special Section

Rear Admiral David Lewis

2.5

Program Executive Officer

Navigation Systems

Rear Admiral David Johnson

2.6

Program Executive Officer PEO Submarines

Aircraft Communication Systems Carrier Refueling and Complex Overhaul

Carrier

Radar Systems

Aircraft

Jammers

Arrest/Launch

Life Boats

Sea to Sea Weapons

Ship Corrosion

Propulsion Systems

Energy Conservation

PEO Ships

DEC

program spotlight

TradeShows

Closing Date

Air ASW (Anti Submarine Warfare)

ASNE Day

2/4

Undersea Weapons Program

Sea Air Space

3/20

Underwater Robotics

PEO Littoral Combat Ships

OCT

Features

GPS Receivers On Board Fire Prevention Vibration Reduction Airborne ISR Biofuels MLP (Mobile Landing Platform) Ruggedized Hardware Patrol Boats Ballistic Missile Defense

Ford Class Carrier

View From the Hill LCS Update

JHSV (Joint High Speed Vessel)

HiPer Craft

LRLAP (Long Range Land Air Projectile)

Fleet Maintenance & Modernization

7/30

UUV (Underwater Unmanned Vehicle)

International Workboat Show

9/29

Joint Strike Fighter (F-35)

Surface Navy Symposium

12/18

Mega Rust

5/30

navy air/sea peo forum

October 2013 Volume 1, Issue 1

Features

Cover / Q&A

Grim Reapers F-35C

Special Section: Mine Warfare

Bridging the Gap

Taking Aim

The Navy’s first F-35C Lightning II carrier variant aircraft squadron, the Grim Reapers of Strike Fighter Squadron (VFA) 101, hosted a rollout ceremony for their new aircraft at the squadron’s home at Eglin Air Force Base, Fla.

Naval mine warfare can be used offensively to destroy surface ships or submarines, or defensively to create safe zones around ally vessels. Leaders in mine warfare countermeasures discuss recent technologies available to the U.S. Navy.

In order to maintain, monitor and refine class maintenance plans for all naval vessels and ensure material readiness for the projected service life, planning and management are key.

By Nora McGann

Bombing is a critical component of warfare, but is limited by imprecision. That problem has been significantly diminished by the development of precision-guided munitions (PGMs) that strike with remarkable accuracy, enhancing mission success.

By Melanie Scarborough

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9

21

25

4

6

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Program Spotlight: Littoral Combat Ship

Elevating Maritime Surveillance

Naval Distance Learning

Leadership Insight: Ballistic Missile Defense

This $37 billion program is intended to be small and agile for use in shallow waters close to shore.

Shipbuilders discuss the capabilities of each variant.

By Joe north

Knowing where enemies are, how many there are, what they’re doing, how they’re supplied and what kind of support they have can give our forces a distinct edge. The U.S. Navy employs this technology to great benefit.

By Nora McGann

Departments

The Navy College Program Distance Learning Partnership is a continuously expanding program that helps sailors utilize their skills from service to earn credit to receiving a degree.

By Brian O’Shea

Exclusive interview with Captain Jim Kilby, deputy for Ballistic Missile Defense and Aegis, discussing methods for detecting, tracking and eliminating incoming ballistic missile threats.

Industry Interview

2 Editor’s Perspective 3 UnderWay/People 14 Main Deck 27 Resource center

Steve Weatherspoon

28

Director F-35 Carrier Variant Program Manager Lockheed Martin Aeronautics

17 Rear Admiral Donald Gaddis PEO Tactical Air Programs U.S. Navy

“We’re adding process to an already burdensome process, which means more time and money is added to programs of record. We need to move in the opposite direction, which is counterintuitive to many.”

- Rear Adm. Donald Gaddis

EDITOR’S PERSPECTIVE

Navy Air/Sea PEO Forum Volume 1, Issue 1 • October 2013

The Communication Medium for Navy PEOs Editorial

Editor Brian O’Shea briano@kmimediagroup.com Managing Editor Harrison Donnelly harrisond@kmimediagroup.com Online Editorial Manager Laura McNulty laurad@kmimediagroup.com Copy Editor Sean Carmichael seanc@kmimediagroup.com Correspondents Peter Buxbaum • Henry Canaday Nora McGann • Melanie Scarborough Marc Selinger

Art & Design

Art Director Jennifer Owers jennifero@kmimediagroup.com Senior Graphic Designer Jittima Saiwongnuan jittimas@kmimediagroup.com Graphic Designers Scott Morris scottm@kmimediagroup.com Eden Papineau edenp@kmimediagroup.com Amanda Paquette amandak@kmimediagroup.com Kailey Waring kaileyw@kmimediagroup.com

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U.S. Navy Secretary Ray Mabus recently told the public that all Navy and Marine weapons programs are being examined for possible cuts or cancellation, and cuts will have to be made over the next couple of years.

“Everything’s got to be on the table. There are no sacred cows now,” Mabus recently said. “No matter how well we do it, they’re going to be incredibly hard choices.”

He has not given specifics about what programs may be cut or cancelled, and he has urged lawmakers to let the Pentagon make the difficult decisions as to what should be cut in the $500 billion decrease in spending over the next decade if sequestration is not ended.

Brian O’Shea Editor Current law requires an across-the-board cut of all Pentagon spending accounts, which will not allow the services to prioritize their spending levels. He added the U.S. Navy is doing what it can to protect training and readiness, but warned that this area may soon be in jeopardy in 12-18 months if the cuts remain in place.

It’s also been reported that training and maintenance spending has been decreased to protect funding for deployments, but that again, if the cuts remain in place, funds for deployment will also soon be affected.

“Unless we act to address the damage of continuing resolutions and sequestration, there are options which may be limited or just not available in the future,” said Mabus.

Under review are the Navy’s service contracts, which make up approximately 25 percent of the Navy’s $160 billion annual spending budget.

Senator Carl Levin, chairman of the Senate Armed Services Committee, said that for the automatic cuts to be lifted a deal would have to include more spending cuts, reductions in entitlement programs and new revenues.

Sending sailors on deployment without proper training is one of the worst things decision makers could do. If they’re so concerned about their political career, they should realize that losing men and women who gave their lives for our nation will end that career faster than they can say “reelection.” If you have any questions concerning Navy Air/Sea PEO Forum do not hesitate to contact me.

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Michael J. Fisher Chief U.S. Border Patrol U.S. Customs and Border Protection

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UNDERWAY

Compiled by KMI Media Group staff

Missile Defeats Fast-moving Targets Raytheon Company and the U.S. Navy demonstrated the Griffin missile’s combat-proven capabilities in a maritime environment by successfully engaging fast-moving small boats from various platforms throughout a series of at-sea tests.

During one of the tests, the MK-60 Patrol Coastal Griffin Missile System was integrated on a Cyclone-class patrol coastalclass ship, where the missile was employed against remote-

controlled boats simulating a threat to the ship.

“The Griffin missile and the MK-60 System provide the accuracy and lethality required to meet the requirements of our operational testing,” said Captain Mike Ladner, major program manager of Surface Ship Weapons, U.S. Navy Integrated Warfare Systems 3.0 program office.

The most recent test, conducted at the Navy’s Point Mugu, Calif., sea test range, marked the completion

of a quick reaction assessment that will lead to fielding of the Griffin missile on forward deployed patrol coastal ships later this year.

“The Griffin missile is ideally suited for protecting Navy ships against the increasing small boat threat,” said Harry Schulte, vice president of air warfare systems for Raytheon Missile Systems. “Griffin is fully developed, lightweight and precise. It is designed with confined lethality to minimize collateral

effects and maximize operational effectiveness.”

The MK-60 Patrol Coastal Griffin Missile System includes a proven laser targeting system as well as a Navy-designed launcher and battle management system featuring the Griffin missile. This system will provide the Navy’s patrol coastal class ships with their first operational capability against small boat threats outside of current gun range.

Successful Missile Intercept In a recent Missile Defense Agency test, the U.S. Navy fired a standard missile-3 block IB (SM-3), made by Raytheon Company, from the USS Lake Erie. The SM-3 eliminated the mediumrange ballistic missile target.

“We remain on track to deliver this critical capability in time for a 2015 deployment

in support of global combatant command requirements, and specifically phase two of the European Phased Adaptive Approach,” said Taylor Lawrence, Ph.D., president of Raytheon Missile Systems.

The test was the 26th successful intercept for the SM-3 program and the fifth back-to-

back successful test of the next-generation SM-3 Block IB guided missile.

“The missile continues to perform, increasing confidence in the SM-3 Block IB’s readiness for production,” said Mitch Stevison, Ph.D., Raytheon Missile Systems’ SM-3 program director.

PEOPLE

Rear Adm. David Gale

Rear Admiral David Gale, who has been selected for his second star, will be deputy commander for surface warfare, SEA-21, Naval Sea Systems Command, Washington, D.C. Gale is serving as commander, Regional Maintenance Center, Norfolk, Va.

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Navy Captain Bruce L. Gillingham has been nominated by Secretary of Defense Chuck Hagel for appointment to the rank of rear admiral (lower half). Gillingham is currently serving as fleet surgeon to the commander, Fleet Forces Command, Norfolk, Va.

is serving as director, Operations Division, Office of Budget, Office of the Assistant Secretary of the Navy for Financial Management and comptroller/director, Operations Division, Fiscal Management Division, N821, Office of the Chief of Naval Operations, Washington, D.C.

Rear Admiral Bret Batchelder will be commander, Joint Enabling Capabilities Command, U.S. Transportation Command, Norfolk. Batchelder

Rear Admiral Kyle Cozad will be deputy director, Joint Force Coordination, J-3, Joint Staff, Norfolk. Cozad previously served as chief of naval operations strategic

studies group fellow, Chief of Naval Operations Strategic Studies Group, Newport, R.I. Reserve Rear Admiral Deborah Haven will be commander, Defense Contract Management Agency International, Fort Lee, Va. Haven previously served as commanding officer, Navy Reserve Logistics Support Unit, Fleet Forces Command, Norfolk.

Rear Admiral Clinton F. Faison will be

assigned as deputy chief, Bureau of Medicine and Surgery, Washington, D.C. Faison is currently serving as commander, Navy Medicine West/ Commander, Naval Medical Center, San Diego, Calif.

Rear Admiral (lower half) Michael J. Dumont will be assigned as deputy director for strategic initiatives, J-5, Joint Staff, Washington, D.C. Dumont previously served as chief of staff, U.S. Naval Forces Europe-Africa, Naples, Italy.

NPEO 1.1 | 3

Program Spotlight

Littoral Combat Ship: Freedom Variant Affordable, lethal, survivable, deployed, from concept to delivery.

To defend against the world’s ever-evolving seagoing threats, the U.S. Navy developed a concept that would revolutionize naval operations with a multi-mission ship able to address surface, mine, submarine, airborne and future threats. The ships would need to accommodate current and advancing technologies easily and affordably, which would prepare the service for imminent budgetary challenges, operational threats and technological advancements. It would also need to align with the nation’s defense strategy, and must be flexible and interoperable.

Working with the U.S. Navy and industry teammates including Marinette Marine Corporation and Gibbs & Cox, Lockheed Martin has designed and produced the Freedom-variant littoral combat ship (LCS) to meet these requirements—from concept to delivery—in six years. LCS offers an affordable, reconfigurable platform that is crucial to national and global security, and the warships are a critical element of the nation’s future fleet.

“The Lockheed Martin-led LCS team is providing the U.S. Navy with a powerful ship that brings comprehensive, mission-focused capability that can adapt to multiple needs within a short period of time,” said Joe North, vice president of littoral ship systems for Lockheed Martin’s Mission Systems & Training business. “The Navy has said that this program is critical to ensuring the continued safety and security of our coastal waters.”

Current Program At the Marinette Marine Corporation (MMC) shipyard in Marinette, Wis., where the Freedom-variant LCSs are built, four of the warships are in various stages of construction, with two more ships in the procurement process for long lead materials.

The nation’s first LCS, USS Freedom, is currently deployed to Southeast Asia, and the USS Fort Worth (LCS 3) is currently completing a scheduled maintenance period in her homeport in San Diego after being delivered to the U.S. Navy two months early and on budget.

4 | NPEO 1.1

By Joe North

While ship construction is efficiently to the Navy, takprogressing steadily, Freedom ing advantage of $74 milis proving the LCS concept lion in investments made by today on its Southeast Asia Fincantieri, MMC’s parent deployment. During its 8,300 company, in the shipyard. As mile transit from San Diego the LCS program matures to Singapore, the ship arrived and lessons are incorporated at and left each port of call on from the lead ship, costs contime, and the Navy/industry tinue to decline. Since the team had people and equipfirst LCS was built, each ment ready to address maintecontract award to Lockheed Joe North nance needs that arose along Martin from the Navy under the way. Since its arrival in the dual-buy acquisition plan in April, the ship has participated in sevhas been 20 percent less than the lead eral multi-national exercises, including the ship and, at minimum, 5 percent less than ongoing Cooperation Afloat Readiness and its predecessor. The second ship, USS Fort Training, or CARAT, now in its 19th year. In Worth, was delivered on budget and ahead the nine-nation exercise, Navy officials said of schedule. that Freedom, participating for the first time, “Since the 10-ship dual buy announceallowed for collaborative activities not before ment, we have become more efficient with possible, due to its ability to operate in shaleach hull we build,” said North. “As we tranlow waters. Several allied nations also found sition into serial production, we’re applying the ship’s characteristics to be more compatlessons learned from supporting the U.S. ible with their fleets, allowing for more joint Navy in maintaining the team’s first and training and engagement opportunities. second ships, in line with the construction process, which saves the Navy cost on follow-on ships.”

Minimal Manning, Maximum Technology A Ship for the Future In addition to its shallow draft, speed, flexibility, multi-mission capability and other As the U.S. Navy plans for threats of the unique characteristics, LCS features high future, the LCS class is positioned to adapt levels of automation to support the ship’s quickly and affordably using its modular, minimally manned crew. This includes an flexible design. And while the lead ship of the advanced combat management system, class has experienced growing pains, as all remote vehicles to prevent crewmembers new ship classes do, the industry team has from venturing into mine fields, a ship sysadeptly incorporated lessons learned into tem health monitoring capability, laser-based each follow on hull based on operational fluid monitoring and machinery control sysfeedback. Having such a forward-looking vestems. Using advanced automation, the LCS sel as part of the U.S. Navy’s fleet is crititakes a significant step in accommodating cal for addressing unknown future threats. current and future technological advances.

Lockheed Martin looks forward to continuing to bring this capability to the U.S. Navy. O Delivering Affordability Joe North is the vice president of littoral ship systems at Lockheed Martin’s Mission To align with the Pentagon’s defense Systems and Training. strategy and the focus on the Pacific region, the Navy plans to build 52 of the warships.

For more information, contact NPEO Editor Brian O’Shea With affordability at the forefront of the at briano@kmimediagroup.com or search our online industry’s priorities, Lockheed Martin conarchives for related stories at www.npeo-kmi.com. tinues to deliver the Freedom-variant LCSs www.NPEO-kmi.com

Grim Reapers F-35C The Navy stands up VFA 101, the first F-35C fleet replacement squadron.

By Naval Air Forces Public Affairs

The Navy’s first F-35C Lightning II carrier variant aircraft squadron, the Grim Reapers of Strike Fighter Squadron (VFA) 101, hosted a rollout ceremony for their new aircraft at the squadron’s home at Eglin Air Force Base, Fla., October 1.

The rollout ceremony commemorated the long, storied history of the Grim Reapers and the establishment of VFA-101 as the Navy’s first F-35C fleet replacement squadron.

Retired and active duty servicemembers from the Navy, Marine Corps, and Air Force attended the ceremony, as well as industry partners from Lockheed Martin, Northrop Grumman, Pratt and Whitney, and BAE Systems.

Commander, U.S. Fleet Forces Command, Admiral Bill Gortney; commander, Naval Air Forces, Vice Admiral David H. Buss; and Lockheed Martin executive vice president and general manager, F-35 Lightning II Program, Lorraine M. Martin provided remarks about the Navy’s new aircraft and the legacy of the Grim Reapers.

Gortney recognized the significance of the rollout ceremony and spoke about the future importance of the fifth-generation fighter in enhancing the flexibility, power projection, and strike capabilities of future carrier air wings and joint task forces.

“Today, we formally recognize the next generation of Naval Aviation—the F-35C,” said Gortney. “The most important revolution is fusing these weapons systems with the rest of the weapon system. Our cruisers, destroyers, P-8s, Tritons and operational and tactical headquarters—the decision makers.”

Buss spoke about how the Navy’s stealth fighter will ensure that future carrier air wings are capable of fulfilling two important missions—assure access and project power.

“Our Navy needs aircraft capable of overcoming a variety of threats—surface-to-air missiles, air-to-air missiles, and tactical aircraft,” said Buss. “The F-35C brings stealth capability to the ultimate sea base—the flight deck of a nuclear-powered aircraft carrier—for the first time in our history.

“The F-35C mixed with the capabilities of the F/A-18E/F Super Hornet, EA-18G Growler, E-2D Hawkeye, MH-60R/S helicopters will provide carrier-based Naval Aviation the ability to fulfill these requirements well into the future,” said Buss, regarding the Navy’s ability to combat future threats.

Martin spoke about the unique design and capabilities of the F-35C, which complements the capabilities of the F/A-18E/F Super Hornet, the Navy’s current premier strike fighter.

“With its rugged structure to withstand the tough environments aboard our carriers, advanced avionics, high resolution sensors, fused targeting and combat information networks linked directly into the grid, the F-35C will become a critical, lethal node in the strike group network,” said Martin. www.NPEO-kmi.com

The official party stands at attention during the rollout ceremony for the U.S. Navy’s first F-35C Lightning II carrier variant aircraft squadron the Grim Reapers of Strike Fighter Squadron (VFA) 101.

[Photo Courtesy of Lockheed Martin/by Angel DelCueto]

Vice Commander, 33rd Fighter Wing, Captain Paul Haas provided a brief overview of the history of the Grim Reapers, a nickname that has served three difference squadrons—Fighter Squadron (VF) 10, VF-101 and now Strike Fighter Squadron (VFA) 101—since June 1942.

VFA-101 sailors and officers then paid tribute to the Grim Reapers legacy by honoring the first two commanding officers of the original Grim Reapers of VF-10, Vice Admiral James H. Flatley Jr., and Captain William R. Kane, who both received the Navy Cross for their service during World War II. Flatley was represented by his son, retired Rear Admiral James H. Flatley III, and Kane was represented by his daughter, Chris Kane Andrews.

“The legacy of the Grim Reapers is one, quite literally, for the history books. Not only for its past legacy, but also of the expectations of the future,” said Martin. “With the F-35C under this squadrons command, VFA-101 will once again have the opportunity to fly their flag and leave their mark on aviation history.”

VFA-101 received the Navy’s first F-35C June 22, 2013, from Lockheed Martin, becoming the Navy’s first F-35C squadron, and completed its first check flight in the squadron’s new aircraft August 14, a milestone that reinforced the Navy-industry partnership and represented a step forward in the development of the Navy’s next generation fighter. As the F-35C Fleet Replacement Squadron, VFA-101 trains Navy aircrew and maintenance personnel to fly and repair the F-35C. O For more information, contact NPEO Editor Brian O’Shea at briano@kmimediagroup.com or search our online archives for related stories at www.npeo-kmi.com.

NPEO 1.1 | 5

Elevating Maritime

Surveillance

By Nora McGann NPEO Correspondent

Triton Endurance: 30 hours Length: 47.6 feet Wingspan: 130.9 feet Height: 15.3 feet Weight: Max design gross take-off: 32,250 pounds.

Airspeed: 310 knots Ceiling: 60,000 feet Range: Greater than 9,950 nautical miles (maximum unrefueled range) Payloads: Communications relay capability, beyond line

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of sight and line of sight communications and a number 360-degree field of regard sensors: multi-function active sensor maritime radar, electrooptical / infrared sensor, automatic identification system receiver and electronic support measures Propulsion: Rolls-Royce AE3007H Contractor: Northrop Grumman

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X-47B Wingspan: 62.1 feet Length: 38.2 feet Height: 10.4 feet Aircraft Carrier Takeoff Gross Weight: 44,500 pounds (approximately) Speed: High subsonic

Payload Provisions: 4,500 pounds, plus allowance for electro-optical, infrared, radar and electronic support measures sensors Propulsion: Pratt & Whitney F100-220U Contractor: Northrop Grumman

U.S. Navy achieves a turning point in unmanned aviation.

With the first successful carrier launch and arrested landing of the X-47B Unmanned Combat Air SystemDemonstration (UCAS-D), and the first flight of the MQ-4C Triton, the Navy’s new high-flying drone, spring 2013 may likely be considered a turning point in naval aviation. While the X-47B is a demonstration craft whose research is intended to reduce the risk of future unmanned systems operating in a carrier environment, and therefore is not intended to be fielded, the Navy has concrete plans to deliver the Triton to the fleet.

Launching into History The UCAS-D program is the first step in developing carrier-compatible unmanned aircraft. When the program started it was managed by DARPA under the name Joint Unmanned Combat Air Systems (J-UCAS), but was dissolved in 2006. The Navy picked up the program and in August 2007 awarded Northrop Grumman a $636 million cost-plus-incentive-fee development contract for the X-47B. In December 2012, the X-47B completed carrier-deck operations aboard the USS Harry S. Truman, and a naval aviation milestone was reached on May 13, 2013, when the George H.W. Bush made history as the first carrier to successfully launch of an unmanned aircraft. During its 65-minute flight, the aircraft made several low approaches to the carrier, crossed the Chesapeake Bay, and landed at Naval Air Station Patuxent River (Pax River), Md. Control of the aircraft was also successfully passed from an operator onboard the George H.W. Bush to one at the Mission Test Control Center at Pax River.

“The UCAS-D activities will validate the feasibility to operate unmanned aircraft in the harsh carrier environment.

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Unmanned aircraft have the potential to provide a persistent intelligence, surveillance and reconnaissance [ISR] capability and carrier-based strike,” explained Jamie Cosgrove, public affairs officer for NAVAIR. In the early summer, the UCAS program conducted arrested landing tests at Pax River before the at-sea demonstration in early July. On July 10, the UCAS-D made its first arrested landing on the George H.W. Bush. Days later on July 15, the aircraft completed its final at-sea trials. According to a NAVAIR press release, during these tests, the aircraft completed 16 precision approaches, including five planned waveoffs, nine touch-and-go landings, two arrested landings, and three catapult launches. The aircraft failed two additional arrested landings.

Prior to these trials, Pratt & Whitney’s technology that powers the aircraft, kept a small team of flight test engineers at Pax River to support the flying, which occurred nearly every day. “Predominantly we are building up experience for the arrested landings. Pax River has a runway with both a catapult launch system like a carrier has as well as a wire that runs across the runway, which simulates landing on a carrier.

We have to get several landings that are almost to the point of uneventful before we can get to an arrested landing on a carrier,” said Jimmy Reed, director of advanced engine programs at Pratt & Whitney.

Pratt & Whitney has been working with Northrop Grumman since 2004 and provides the jet engine and unique exhaust system for the aircraft. Since the X-47B is a demonstrator program, its power source was built around an existing engine, unlike if it were a new aircraft whose engine would be built from the ground up. Based on the X-47B’s size, weight, performance characteristics and required thrust, Pratt & Whitney selected the F100-PW220 engine as the starting

NPEO 1.1 | 7

point. “This engine powers the F-16; it is probably one of the most reliable engines in service today,” Reed explained. The F100-PW220 gives the aircraft about 16,000 pounds of thrust—without the afterburner or augmentor. As this is sufficient for the craft’s desired performance, “We took the afterburner off and replaced the back end of the engine with a brand new exhaust system. We re-designated the PW220 engine as 220U—U for unmanned-and made minor modifications, and then added this unique exhaust system.”

The two vehicles currently being tested are not intended for operational use. “The UCAS program has developed the concept of operations [CONOPS] and demonstrated the technologies for follow-on unmanned carrier based aircraft. The program has demonstrated the ability to seamlessly integrate unmanned systems into the carrier environment, with only small incremental changes to the existing equipment and CONOPS,” concluded Cosgrove.

Game Changing Surveillance The Navy’s MQ-4C Triton unmanned aircraft system (formerly known as the Broad Area Maritime Surveillance Program) upped its game—literally—on May 22 when it completed the first test flight of its super high flying drone in Palmdale, Calif. During this first 80-minute flight, the Triton was controlled by Navy and Northrop Grumman personnel on the ground and reached an altitude of 20,000 feet. This flight began the start of tests to validate the aircraft, and the Navy plans to deliver the first of these aircraft to the fleet in the 2017 timeframe.

The Triton will join the Navy’s maritime patrol and reconnaissance force family, complementing the manned P-8A Poseidon, which is replacing the P-3C Orion. It will also bring unprecedented surveillance capabilities to the Navy. “The primary game change that the Triton will bring is persistent ISR; we’re going to be able to fly 24 hours in each aircraft and eventually man the orbit 24/7. That persistent ISR will be the span of view of the sensor that we’ll have at altitude,” explained Sean Burke, deputy program manager for Triton.

As an adjunct to the P-8, the Triton surveillance capabilities will identify targets for the P-8 to prosecute. “We’ll be able to be out on station at high attitude and with the ability to descend to low altitude if necessary, and we can do this 24 hours at a pop with each aircraft …

On the open ocean and in the littorals, we will find the targets, and if we have to prosecute it we’ll pass it off to the manned aircraft to do the technical prosecution,” Burke said.

The Navy’s testing phase is intended to mature the aircraft before delivering it to the fleet. In terms of capabilities, the Navy has three primary software builds, or integrated functional capabilities (IFC) 1, 2 and 3. The first software build, IFC 1, supports the first phase of the test program and is being used for the envelope expansion flights, which the Navy launched in May with the inaugural Triton flight.

According to Burke, “The Navy has now entered into the envelope expansion phase, which is building up into the air vehicle performance envelope and testing out the flight control systems, and we’ll be doing that work sometime in the fall.”

IFC 2 is scheduled for next year and will work toward integrating sensor and sensor systems to be used for operational assessment.

“Right now, while we continue with the envelope expansion flights, we’re working on IFC 2 and the sensor integration in the systems integration lab. We’ll be completing the sensor and IFC 2 integration in the lab over the course of the summer—testing, qualifying, and certifying it. That software, at the completion of the envelope expansion 8 | NPEO 1.1

flights [IFC 2], will be loaded into the aircraft. That’s the capability that will be taken into the next phase of the test program, and will support our operational assessment next year,” Burke said.

The Navy is working on the coding for the full capability load— the IFC 3 build—and once IFC 2 has been integrated into the aircraft, IFC 3 will be tested, qualified and certified in the lab before being loaded onto the aircraft. When the IFC 3 testing is completed, that functionality will be tested in an operational evaluation (OPEVAL); once OPEVAL is completed, the capability will be delivered to the fleet. The Navy will stand up five orbits, corresponding with the service’s numbered fleets stationed across the globe, and the service anticipates standing up the first orbit in the 2017 timeframe.

Powering the Triton is the Rolls-Royce AE 3007 turbofan engine; the company also powers the Global Hawk and the Fire Scout.

Highly reliable and fuel efficient, the engine enables the Triton and other unmanned vehicles to execute long-endurance missions, which is a critical capability for these aircrafts. “The AE 3007 is a high bypass, two shaft engine featuring a wide-chord, single-stage low pressure [LP] compressor, 14-stage high pressure [HP] compressor followed by an effusion-cooled annular combustor, two-stage HP turbine and a three-stage LP turbine,” explained Tom Hartmann, senior vice president, U.S. government programs at Rolls-Royce.

The turbofan core of the AE 3007 is in the 8,000-pound thrust class and is derived from the AE 1107C-Liberty engine.

“It was initially developed to create a turbofan member of the AE common core family for the growing regional jet and medium/ large business jet markets, but has subsequently been developed as a growth version for military aircraft applications,” Hartmann continued. The engine’s reliability in the civilian and military markets—it has more than 50 million engine flight hours—has helped RollsRoyce gain a foothold in the UAV market. “In developing a new air system, it is important to reduce risk and unknown factors wherever possible. Selecting a proven engine means one less thing to worry about in development.”

In addition to persistent ISR, the Triton will bring enhanced connectivity to the Navy’s maritime patrol and reconnaissance force.

“We’re going to have real time data going back to the P-8, the carrier, and the land-based intelligence sections, and this real time data enables tactical decision making. We’re looking at Triton as a tactical asset for the Navy in addition to being a strategic one from up high,” said Burke.

Throughout the testing phase, the Navy has adopted what potentially could be a cost-saving method for analyzing this data: Instead of sending the data out to be reviewed and assessed, the team will do it internally. “Rather than having to send a collected data package out to the National Geospatial-Intelligence Agency, and using their analysis tools to come up with a rating of performance and map it to how well the aircraft is performing to our requirements, we’ve been able to internalize that approach. We’ve got the software tools to help do that analysis ourselves, we’ve trained people to do that analysis, and, leveraging what the P-8 started to do, we’re going to follow that same approach. By doing it internally, we get a more timely product with the same rating accuracy that we then map to how it performs to our requirements,” said Burke. O For more information, contact NPEO Editor Brian O’Shea at briano@kmimediagroup.com or search our online archives for related stories at www.npeo-kmi.com.

www.NPEO-kmi.com

Special Section: Mine Warfare

Hidden Threats

Keeping the U.S. Navy’s ships at sea safe from mines.

Mine warfare is traditionally seen as the strategic, operational and tactical use of sea mines and their countermeasures as part of a nation’s defensive or offensive military capability.

Mine countermeasures include locating the mines, avoiding the mines by rerouting, and, if rerouting is not an option, picking the best path and looking for the mines to destroy them.

We asked several industry leaders in mine warfare countermeasures the following question: What sea mine warfare countermeasures do you offer the U.S. Navy to detect, identify, destroy or passively avoid enemy mines, and how do you see this technology evolving over the next decade?

Tom Mason

Senior Program Manager General Dynamics Advanced Information Systems We work closely with the U.S. Navy on a variety of missions, both on the surface and underwater.

Designing, developing and deploying the open-architecture-based technological backbone of the Independencevariant littoral combat ship, we are dedicated to helping the U.S. Navy keep pace with emerging technologies and address the fast-changing mission requirements of its fleet.

Since 2011, we have been an integral part of the design and construction of the surface mine countermeasure (SMCM) unmanned underwater vehicle (UUV) system known as Knifefish.

The first heavyweight class mainstream SMCM UUV, Knifefish is part of the littoral combat ship mine warfare mission package and provides Navy commanders and sailors with enhanced minehunting capability to reliably detect and identify volume, bottom and buried mines in high-clutter environments.

With the ability to act as an off-board sensor while the host ship stays outside the minefield boundaries, Knifefish

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enhances situational awareness and significantly reduces risk to Navy personnel.

Being built to be compatible with an open architecture platform ensures that Knifefish will continue to evolve to meet the Navy’s current and future mission needs. Our approach to open architecture enables modularity of the mission package for platform flexibility and quick reconfiguration in response to the dynamic mission requirements the fleet will encounter on a daily basis. In April, our team completed the successful critical design review for Knifefish and is currently developing the system hardware and software to integrate the approved design via the fabrication of the engineering development model that includes three UUVs. In terms of where this technology is headed, in order to keep pace with fast-changing mission needs, unmanned systems must continue to advance towards autonomy, completing more missions with less operator intervention and control. Along with

saving valuable time and money, autonomy can lead to extended platform endurance when assets are efficiently utilized. It is also essential that developers of unmanned systems continue to design common control solutions that are adaptable, flexible and scalable. The open architecture environment we have developed at General Dynamics enhances our customer’s capabilities and accelerates time to mission.

We will see the increased use of unmanned systems across a variety of platforms in equally varied industries.

The veil between the government and commercial industries will continue to be lifted as the private and public sectors experience and respond to the same types of challenges. From oil and gas to agriculture, weather and environmental industries, the increase in shared challenges between the government and commercial sector will help foster information sharing and collaboration that will drive innovation and enhance mission-critical capabilities.

NPEO 1.1 | 9

Special Section: Mine Warfare

Dan Pressler

Business Development Manager for Mine Defense Systems Exelis Our Exelis mine defense systems business has a 40-year legacy of developing advanced mine countermeasures that tackle the sea mine threat, and we remain a trusted supplier to the U.S. and allied navies. Our minesweeping systems meet the critical need of keeping shipping and travel routes clear of anti-shipping mines by rapidly detonating magnetic and acoustic mines.

We have designed and produced a family of next-generation minesweeping systems to help navies defeat current and future magnetic and acoustic sea mines, including our MK 105 Mod 4. We are the prime contractor for the Navy’s high-speed airborne mine countermeasures (AMCM) influence minesweeping system, which has been used on every U.S. Navy mineclearing operation since 1972. Our MK 105 Mod 4 technology creates an electromagnetic field resembling the signature of a ship and is generated by a gas turbine/generator set

installed on the hydrofoil sled, which enables the Navy to accomplish their mission at a more rapid rate.

Additional capabilities that we’ve developed to help navies detect, identify, destroy or passively avoid enemy mines include the following: • Organic Airborne & Surface Influence Sweep System (OASIS) —rapidly clears shipping waterways layered with magnetic and acoustic influence mines that lie in wait for surface ships and submarines.

• Modular Advanced Remote Controlled Surface Sweep (MARC S3) —detonates magnetic and acoustic mines and allows naval forces to safely conduct remote mine-clearing operations with significantly less risk to our men and women in uniform.

• Mechanical Mine Sweeping System that defeats moored mines, by a cable or chain

mooring attached to an anchor that rests on the bottom.

In terms of the future, we see sea mine warfare countermeasures playing an increasingly important role in the national security landscape as threats continue to move toward the air and sea. Sea warfare is rapidly changing.

Our adversaries are not only advancing their technologies at accelerated rates, but are also relying heavily on low-technology capabilities, such as improvised sea mines. As sea warfare evolves, so will the need for protection against sea threats. Our navies require cost-effective systems that will provide them with the flexibility and agility they need to prevent aggression and protect our waters. Technologies will need to be smaller, more modular and have the capability to be operated remotely and from multiple platforms.

We are already beginning to see this shift as our naval and air forces adapt toward this new air/sea environment.

Greg Black

Director of Undersea Sensors Raytheon Integrated Defense Systems Raytheon provides both the AN/ AQS-20A Minehunting Sonar and the AN/ASQ-235 Airborne Mine Neutralization System (AMNS), which are two of the components in the mine countermeasure mission package for the Littoral Combat Ship class.

Supporting mine-clearing operations in both deep-ocean and littoral waters, AN/AQS-20A detects, localizes and identifies bottom, close-tethered and volume mines, and AMNS re-acquires 10 | NPEO 1.1

and neutralizes mines found by AN/ AQS-20A. Considered critical components of the Navy’s organic mine countermeasure arsenal, the advanced technologies of these systems deliver a comprehensive, end-to-end solution—detect to neutralize—enabling the Navy to effectively execute its mission in a timely manner with reduced risk to its ships and crews.

AN/AQS-20A has been successfully integrated with and effectively operated

from the remote multi-mission vehicle (RMMV). In addition, the AMNS has been successfully integrated into the MH-60S helicopter.

AN/AQS-20A is a critical element of the U.S. Navy’s mine countermeasure capability and the only minehunting sonar sensor developed, tested and certified for RMMV deployment.

The AN/AQS-20A system is towed undersea to scan the water in front and to the sides of the vehicle as well www.NPEO-kmi.com

as below for anti-shipping mines. The system uses sonar and electro-optical sensors to provide high-resolution images of mines and mine-like objects as well as high-precision location information.

AMNS is deployed from the MH-60S multi-mission helicopter to locate and destroy underwater antishipping mines previously detected by the AN/AQS-20A mine hunting sonar.

The Raytheon produced Launch and Handling System deploys and operates remotely operated underwater vehicles developed in conjunction with the AMNS program by BAE systems

in the U.K. The underwater vehicles traverse to the anticipated location and perform a sonar search as part of the reacquisition process. The system also allows for visual identification by the operator residing in the helicopter via an onboard camera.

Once the threat has been reacquired and positively identified, the operator authorizes and commands detonation, destroying the mine.

With a constant focus on performance, reliability and affordability, Raytheon is committed to continuous improvement, leveraging advancements in a broad range of

technologies—both internal and external—to optimize the capability, flexibility and affordability of our systems for our customers. The mine threat is real and proliferating. Advanced technologies like AQS-20 and AMNS provide an effective solution to address the mine threat. Understanding the mine warfare problem, technological complexities, as well as the asymmetry related to the threat and the imperative for an effective solution or deterrent, Raytheon continues to drive towards and invest in solutions for the warfighter that are highly capable, costeffective and sustainable. O

For more information, contact NPEO Editor Brian O’Shea at briano@kmimediagroup.com or search our online archives for related stories at www.npeo-kmi.com.

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NPEO 1.1 | 11

Naval Distance Learning

By Brian O’Shea NPEO Editor

Sailors utilize job skills and training to earn degrees.

The Navy College Program Distance Learning Partnership (NCPDLP) was launched in 1999 to provide distance-based undergraduate degree programs to sailors. In the Navy, a rating is the job classification sailors earn through training and experience. While many degrees are rating relevant, many are not. Examples of rating-relevant degrees are an electronics technology degree for an electronics technician, a criminal justice degree for a master-atarms, or a health sciences degree for a hospital corpsman.

The original idea was to move senior enlisted personnel toward obtaining a degree. That was when an enlisted education requirement existed for an E-8 to have an associate degree; however, the requirement was rescinded before it went into effect, said Emmett

Williams, Navy Voluntary Distance Education program manager for the Center for Personal and Professional Development’s Voluntary Education Directorate.

The NCPDLP pilot program began with approximately five academic institutions being paired with a number of Navy ratings to provide degree programs directly related to ratings. This idea was so well received the program expanded to approximately 17 schools, which collectively provided at least one rating-relevant degree program for every Navy rating.

“Degrees may or may not be rating relevant,” said Williams.

“When the program was expanded, degrees were added so sailors could earn a degree that was not rating relevant. However, the

Navy College Program Distance Learning Partnership (NCPDLP) In responding to sailors’ need for greater access to higher education, Navy College Program has developed partnerships with colleges and universities to offer rating relevant degrees via distance learning to sailors everywhere.

These new education partnerships provide associates and bachelor’s degree programs relevant to each rating, and make maximum use of military professional training and experience to fulfill degree requirements. The program also provides opportunities to take courses through distance learning so that sailors anywhere will be able to pursue a degree.

The goal of the Navy College Program Distance Learning Partnership Schools is to support both the sailor’s mobile lifestyle and educational goals with rating

12 | NPEO 1.1

relevant degree programs. Courses are offered in a variety of formats, such as CD-ROM, videotape, paper, or over the Internet. Contact a Navy college office or the Virtual Education Center about degree programs available from partnership schools.

Schools in the program include: • American Military University • Berkeley College • Bismarck State College • Brandman University • Central Texas College • Charter Oak State College • City University of Seattle • Coastline Community College • Columbia College • Dallas TeleCollege

• • • • • • • • • • • • • • • • • •

DeVry University ECPI University Empire State College Excelsior College Florida National University Florida State College At Jacksonville Fort Hays State University Governors State University Granite State College Hawaii Pacific University Jones International University Lamar University Liberty University Norfolk State University Old Dominion University Olympic College Regent University Rio Salado College

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closer the degree program is to the sailor’s rating, the more ratingrelevant credits are likely to be accepted by the academic institution. This is an advantage for sailors because every credit accepted by an academic institution is one credit closer to completing their degree at no additional cost to sailors or the Navy.”

The program then expanded in 2007 to allow sailors to earn any degree they desired, even if it wasn’t rating relevant. This was the first major opening of the partnership between the Navy and academic institutions. During that period, the number of NCPDLP academic institutions increased to approximately 30 and the amount of degree programs expanded to 260.

In 2009-10, the partnership was expanded again to provide more options for sailors. As of 2013 there are now 45 academic institutions and 345 degree programs. The main goal of the program is still to provide distance-based degree programs for sailors.

There are a couple of ways in which to gauge the success of NCPDLP. First, partnering academic institutions are required to report some basic data for each degree program every six months, including the number of enrollments, course completions, agreements and degree completions. Another measure of success is the number of partnering institutions that provide a lower tuition rate for the partnership.

“This saves the Navy and sailors money,” said Williams. “Some of those academic institutions will extend these savings to family members and veterans as well. An added benefit is that the program ensures some oversight of the partner institutions, so sailors have outside assistance when working with the schools to earn a degree.”

From the looks of it, NCPDLP will likely continue to grow due to inquiries made weekly on the status of the partnership and when the NCPDLP might be looking to open it up for more academic institutions or degree programs. There are challenges to the expected growth.

“However, we have a capacity issue,” said Williams. “First, the resources available are limited. One requirement for the partnership

• • • • • • • • • • • • • • • • •

Roger Williams University Saint Joseph’s College of Maine Saint Leo University San Diego City College Southern New Hampshire University Strayer University Thomas Edison State College Tidewater Community College Trident Technical College Trident University International Troy University University Of Maryland University College University of Oklahoma University of Phoenix University of the Incarnate Word Upper Iowa University Vincennes University

https://www.navycollege.navy.mil

is that each degree program must be in the Servicemembers Opportunity Colleges Degree Network System [SOC DNS]. There are limits in the number of degree programs based on the finances of SOC DNS. Additionally, the manpower available to operate the partnership is limited. Consequently, there is only so much capacity based on the resources available.”

Plans for future expansion of the NCPDLP will be based on targeted enrollment, said Williams. The idea of targeted enrollment is to solicit specific degrees from partnering institutions based on the needs of the Navy.

“We would probably look at duplicative degree programs in NCPDLP, as well as areas where we might need to grow,” said Williams. “For example, do we have too many business administration degrees, or do we need a cybersecurity degree? Based on that sort of information, we could grow the NCPDLP program that suits the needs of sailors as well as the Navy. Our bottom line, after all, is to help equip sailors with strong analytical skills, the ability to make informed decisions, and avenues to pursue their lifelong educational goals. NCPDLP will continually seek to do just that.”

For more information, sailors can contact their local Navy College Office, the Virtual Education Center at 1-877-838-1659 or Emmett Williams at 757-492-5092. O For more information, contact NPEO Editor Brian O’Shea at briano@kmimediagroup.com or search our online archives for related stories at www.npeo-kmi.com.

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NPEO 1.1 | 13

MAIN DECK Anti-Fast Inshore Attack Craft Capability In 2010, MBDA launched CWSP (Compact Warfare System Package) to provide fast patrol boats and logistics ships with an integrated combat system for both self-defense and the means to secure sensitive coastal zones. In this respect, CWSP’s common architecture has, up to now, incorporated MBDA’s automated, twin turret Mistral missile SIMBAD-RC air defense system, and a twin launcher Marte Mk2/N missile system for the anti-ship role. However, in recognition of the growing complexity of operations in the littoral, MBDA is now offering CWSP with an additional capability, namely that provided

by Brimstone, to counter agile high-speed craft operating in potentially large numbers often in wellcoordinated formations. These fast inshore attack craft (FIAC), when operating together, can overwhelm the defenses of wellarmed naval craft equipped with medium-caliber gun systems.

In May 2013, MBDA successfully carried out a surface-tosurface, rapid salvo firing of three Brimstone missiles in a trial scenario representing just such a FIAC attack. Each of the missiles hit its intended target.

This trial followed on from two previous Brimstone successes

against FIAC targets. With its all-weather, fire-and-forget, single-buttonpush, salvo-firing capability, Brimstone is therefore both a logical and significant addition to the capability already offered by CWSP. Brimstone, in its air-launched version, has proven its unerring accuracy during UK RAF combat operations in Libya and Afghanistan. This level of accuracy is now being offered in a surface-to-surface version, in which Brimstone is deployed within sealed canisters in a modular launcher (single to six-pack configurations are possible) housed on a vessel’s weather deck. In its maritime version, Brimstone’s on-deck footprint is minimal making it suitable for installation on a wide range of craft.

CWSP, which has been self-funded

by MBDA, benefits from the company’s extensive experience in air defense C2 systems as well as in air defense and anti-ship guided weapons. This experience has enabled MBDA to offer its customers a turnkey combat system solution providing the high fire power of missiles and guns combined within a modular architecture incorporating radar and EO sensors, user-friendly C2 as well as air and surface engagement and mission-planning modules.

Fabrication Begins on 30th DDG 51 Destroyer Ralph Johnson Huntington Ingalls Industries has started fabrication of the U.S. Navy’s next Aegis guided missile destroyer, Ralph Johnson (DDG 114).

The ship will be the 30th Arleigh Burke-class (DDG 51) destroyer built at the company’s Ingalls Shipbuilding division.

“The DDG 51 program continues to be a model of success for our company,” said DDG 51 Program Manager George Nungesser. “We have talented, experienced shipbuilders working on this program, and they have provided excellent quality on Aegis destroyers since the program’s inception.”

The start-of-fabrication milestone signifies that 100 tons of steel have been cut for DDG 114. Ingalls uses state-of-the-art robotic cutting machines to ensure the steel is cut and fabricated to exact Navy specifications. Ralph Johnson is expected to be delivered in the first half of 2017.

Georgeann McRaven, the ship’s sponsor, visited Ingalls to observe a special start-of-fabrication ceremony. She is wife of U.S. Navy Admiral William McRaven, commander, U.S. Special Operations Command.

14 | NPEO 1.1

“It was just fantastic, and I learned so much about shipbuilding,” Georgeann McRaven said.

“It was nice to meet so many shipbuilders.

They’re all so dedicated to their jobs and proud of what they do. I feel like they’re serving in the military as well because they’re building great ships for us.”

DDG 114 is named to honor U.S. Marine Corps Private First Class Ralph Henry Johnson, who was awarded the Medal of Honor for his heroic actions that saved others during the Vietnam War. Johnson shouted a warning to his fellow Marines and hurled himself on an explosive device, saving the life of one Marine and preventing the enemy from penetrating his sector of the patrol’s perimeter. Johnson died instantly. The Charleston, S.C., native had only been in Vietnam for two months and a few days when he was killed at the age of 20.

On April 20, 1970, President Richard M. Nixon posthumously awarded the Medal of Honor, the highest recognition and honor a member of the United States military can receive.

On September 5, 1991, 23 years after his heroic

act, the Veterans Hospital in Charleston was renamed the Ralph H. Johnson Veterans Hospital.

Ingalls is also building the destroyer John Finn (DDG 113). Construction began last September, and its keel laying is set for November 4. John Finn is expected to be delivered to the Navy in the later part of 2016.

On June 3, Ingalls was awarded a $3.3 billion multi-year construction contract to build five more DDG 51 destroyers, ensuring Ingalls will build DDGs for the next decade. Upon delivery of the FY17 DDG, Ingalls will have built 35 of the ships.

To date, Ingalls has delivered 28 DDG 51 ships to the U.S. Navy. This highly capable, multi-mission ship can conduct a variety of operations, from peacetime presence and crisis management to sea control and power projection, all in support of the United States’ military strategy. DDGs are capable of simultaneously fighting air, surface and subsurface battles. The ship contains myriad offensive and defensive weapons designed to support maritime defense needs well into the 21st century. www.NPEO-kmi.com

Compiled by KMI Media Group staff

Navy and Marine Corps Small Tactical UAS Enters Production Phase The Department of the Navy announced earlier this year that the RQ-21A small tactical unmanned aircraft system (STUAS) received Milestone C approval, authorizing the start of low rate initial production.

With MS C approval, the RQ-21A program, managed by the Navy and Marine Corps STUAS program office (PMA-263) at NAS Patuxent River, enters the production and deployment phase of the acquisition timeline, according to the PMA-263 Program Manager, Colonel Jim Rector.

“This milestone allows us to provide our warfighter with a unique capability—an organic UAS capable of operations from both land and sea,” said Rector. “The RQ-21A will provide persistent maritime and land-based tactical reconnaissance, surveillance and target acquisition data collection and dissemination capabilities.”

The Navy awarded Insitu Inc. an engineering manufacturing development contract for STUAS in July 2010. Since then, the government/industry

team has executed land-based developmental tests (DT), operational tests at China Lake, Calif., in December 2012 and conducted the first seabased DT from USS Mesa Verde (LPD 19) in February.

Concurrently, Marines are flying an early operational capability (EOC) system at Twenty Nine Palms, Calif., for pre-deployment preparation. Lessons learned from EOC will be applied to operational missions in theater.

The aircraft is based on Insitu’s Scan Eagle UAS, which has flown more than 245,000 hours in support of Navy and Marine Corps forward deployed forces via a services contract. The RQ-21A system has a 25-pound payload capacity, ground control system, catapult launcher and unique recovery system, known as Skyhook, allowing the aircraft to recover without a runway.

The RQ-21A includes day/night full motion video cameras, infrared marker and laser rangefinder, and automatic identification

system receivers. The ability to rapidly integrate payloads allows warfighters to quickly insert the most advanced and relevant payload for their land/maritime missions and counter-warfare actions.

“The expeditionary nature of the RQ-21A makes it possible to deploy a multi-intelligence capable UAS with minimal footprint, ideal for amphibious operations such as a Marine expeditionary unit conducts,” Rector said. “The RQ-21A can be operated aboard ship, and then rapidly transported ashore as either a complete system or just a “spoke,” or control center, making this system ideally suited for humanitarian or combat operations, where getting real-time intelligence to the on-scene commander is crucial.”

The Department of the Navy plans to purchase a total of 36 STUAS systems, each with five aircraft. Initial operational capability is scheduled for the second quarter of fiscal year 2014.

Navy Autonomous Aerial Refueling Tests Underway The Navy continues to demonstrate multiple technologies that promise to significantly increase the endurance and range of carrierbased unmanned aircraft.

As part of the Unmanned Combat Air System Demonstration (UCAS-D) program, the Navy and industry partner Northrop Grumman completed another phase of its autonomous aerial refueling (AAR) test, September 6, in Niagara Falls, N.Y., to demonstrate the capability to refuel unmanned aircraft in flight.

“The AAR segment of the UCAS-D program is intended to demonstrate technologies, representative systems and procedures that will enable unmanned systems to safely approach and maneuver around tanker aircraft. We are demonstrating both Navy and Air Force style refueling techniques,” said Captain Jaime Engdahl, Navy Unmanned Combat Air System program manager. The Navy, Air Force and the Defense Advanced Research Projects Agency have been working closely since 2001 to develop technologies and mature operating concepts for AAR, according to Engdahl.

In preparation for this phase of the AAR testing, Calspan Aerospace developed, built and tested an inert refueling probe that they installed on the nose of a surrogate unmanned aircraft, a Learjet inflight simulator. In August, the AAR UCAS-D team arrived at the Calspan facility, and while a team from Northrop Grumman installed the X-47B’s navigation, command and control, and vision processor hardware and software on a Calspan Learjet aircraft, the government team installed the government developed the refueling interface system and tanker operator station on an Omega 707 tanker aircraft. The team then conducted initial ground and taxi tests, which culminated in the first AAR test flight August 28. The team then conducted a series of flights

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using the surrogate aircraft equipped to fly autonomously behind an Omega K-707 tanker.

The AAR test was designed to assess the functionality of final X-47B AAR systems and navigation performance, as well as to test the government tanker refueling interface systems. The AAR program is using similar digital messaging and navigation processes that have been demonstrated by the UCAS-D team aboard the aircraft carrier.

“Demonstrating AAR technologies and standard refueling procedures is the next logical step for our demonstration program. The team has shown that we can use the same systems architecture, Rockwell Collins TTNT datalink, and Precision Relative GPS algorithms to extend the concept of distributed control of autonomous systems from the aircraft carrier to the airborne refueling environment,” said Engdahl.

“The initial tests showed excellent system integration as well as good navigation and vision system performance.”

The next phase of AAR testing will continue later this fall, exercising end-to-end AAR concept of operations with a complete autonomous rendezvous, approach, plug and safe separation utilizing X-47B software and hardware installed in the Lear surrogate aircraft. Data from the demonstration will be used to assess system performance for multiple AAR refueling technologies, validate the AAR procedures and concepts, and support further development of future unmanned systems.

“By demonstrating that we can add an automated aerial refueling capability to unmanned or optionally manned aircraft, we can significantly increase their range, persistence and flexibility,” said Engdahl, who is very impressed with the system’s performance thus far. “This is a game-changer for unmanned carrier aviation.”

NPEO 1.1 | 15

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Aviation Tactician

Q& A

Meeting Costs, Schedules and Performance Parameters Rear Admiral Donald Gaddis PEO Tactical Air Programs A 1980 graduate of Auburn University, Rear Admiral Donald Gaddis was commissioned through the Aviation Officer Candidate School in Pensacola, Fla. Upon completion of flight training and designation as a naval flight officer, he reported for his initial fleet tour in 1983 with the Red Rippers of VF-11, deploying onboard USS John F. Kennedy (CV-67) to the Eastern Mediterranean flying in support of the multinational peacekeeping forces in Lebanon.

In 1986, Gaddis reported to Air Test and Evaluation Squadron (VX) 4 in Point Mugu, Calif., where he was assigned as the AIM-54C air-to-air missile system project officer and operations department head until 1989. Upon completion of this tour, he served aboard USS Dwight D. Eisenhower (CVN-69) as assistant air operations officer and flag tactical action officer; he was assigned to the CruiserDestroyer Group 12 (CCDG-12), which included Red Sea operations in support of Desert Shield, and counter-narcotics operations in the Caribbean Sea aboard USS Bainbridge (CGN-25) and USS Yorktown (CG-48). In 1992, he reported to VF-84, Jolly Rogers, where he served as operations and maintenance department heads and deployed on Med Cruise 2-93 to the Adriatic Sea and Red Sea, flying combat air patrol and tactical reconnaissance missions in both Bosnia and Iraq.

Following this tour, he joined the chief of naval operations staff in 1994 and served as the fleet’s requirements officer for the AIM-9M, AIM-9X, AIM-7, AIM-54, AIM-120 air-to-air missiles and the Joint Helmet Mounted Cueing System.

In 1997, Gaddis was designated an aerospace engineering duty officer and proceeded to earn a master’s degree in financial management from the Naval Postgraduate School in Monterey, Calif., before he arrived at the Naval Air Systems Command, Patuxent River, Md. Since 1999, he has served as deputy program manager for the F/A18 Test and Evaluation, operations officer for Program Executive Officer (Tactical Aircraft Programs); executive assistant to the commander, Naval Air Systems Command; program manager for F/A-18 and EA-18G (PMA-265); and program manager for presidential helicopters (PMA-274). In October 2008, he was assigned as commander, Naval Air Warfare Center Aircraft Division and assistant commander for Research and Engineering, Naval Air Systems Command.

In September 2010, he assumed his current position as Program Executive Officer for Tactical Aircraft Programs (PEO[T]) at the Naval Air Systems Command, providing acquisition, engineering and technical services to the Navy for the F/A-18A-F, EA-18G, EA-6B, E-2, C-2, E-6B, AV-8B, aircraft protection systems, aircraft launch and recovery equipment, naval undergraduate flight training systems, air traffic control systems and combat ID, air-to-air missiles, air warfare and information distribution systems.

A graduate of the Navy Fighter Weapons School-Top Gun, he has accumulated more than 2,300 flight hours as a radar intercept officer in the F-14A/F-14B/F-4S aircraft to include 523 traps in the F-14 Tomcat. Gaddis’ personal decorations include the Legion of Merit www.NPEO-kmi.com

(three awards), Meritorious Service Medal (three awards), Strike Fighter Air Medal, and various other personal and unit awards.

Q: There are 14 program executive officers [PEOs] in the U.S. Navy who report directly to the assistant secretary of the Navy for Research, Defense and Acquisition [ASN (RDA)] Sean Stackley.

Included among that portfolio is the Program Executive Office for Tactical Aircraft [PEO(T)]. What makes the PEO[T] portfolio unique and separate from the others?

A: Let me start by saying that the Naval PEOs have more similarities than differences. We face the same challenges in terms of trying to meet costs, schedules and performance parameters. Working in the acquisition environment is non-linear; it’s complex and dynamic.

Hyperactivity is a good characterization of it. We’re similar because we all deal with the vagaries of working in an acquisition bureaucracy that is too big, filled with too many people who all think they have the ability to say no. It’s hierarchical, with too much depth and breadth. It’s overly burdensome, and quite frankly, in my opinion, reductions are overdue.

For every acquisition catastrophe, we’ve added layers of oversight. We add more law, more policy, added more to the SECNAV NPEO 1.1 | 17

5000.2, and then we add staff to administer all that was added.

We’re adding process to an already burdensome process, which means more time and money is added to programs of record. We need to move in the opposite direction, which is counterintuitive to many. What we’ve done to ourselves is just the opposite of what we need to do.

Instead, we need to delegate. Simplify. Cut redundant organizational layers. Tailor aggressively. We don’t think in the context of time, which costs money. We need fewer people, who are adept at navigating the process, and more people who are good and experienced at systems engineering, test and evaluation and acquisition logistics. I’d rather have a more experienced procuring contracting officer [PCO] than anything else. We need skill sets good at execution and program management, not process management.

Q: Can we get back to the counterintuitive part? Isn’t acquisition failure partially due to lack of oversight?

A: I don’t believe that to be the case. More oversight does not equal better program outcomes. PEOs and PMAs [program management airs] need to do their jobs better, independent of the level of oversight. If you review the successful programs, they have similar attributes—fully vetted and stable operational requirements; solid independent cost estimates; realistic integrated master schedules [IMS]; a solid risk-management process that

is resourced and integrated into the IMS; a strict adherence to weight control and weight growth; and full funding to support all of the above. Intangible things, such as trust, transparency of data, real empowered integrated product teams and strong leadership, both at the program and engineering level, are just as important a factor in their success.

Here’s my point: Program success hinges on the fundamentals of program management. It’s what we do at Naval Air Systems Command [NAVAIR]—independent of oversight. I’ve seen acquisition decision memorandums [ADMs] written for major acquisition category 1D programs that actually said a senior oversight council would mitigate a red schedule risk. No. The way to mitigate risk is to do the things I mentioned above. Mature your critical technology elements through demonstrated events. Be uncompromising with entrance criteria into major design reviews. Do weekly earned value management. Analyze the heck out of the requirements and ensure flow down to all the subs. Know how your program’s requirements are linked from concept of operations [CONOPS] all the way down to the lowest level of your specification tree, then trace it all the back to a V&V test matrix.

In 1996, the SECNAV 5000.2 identified 20 documents that were mandatory for milestone decisions—11 statutory and nine regulatory. Today, 69 documents are required—that’s a 300 percent increase. Why did we add all this, and does it really lead to better program outcomes? The Packard Commission, in 1986, stated that excellence in management will not emerge by

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18 | NPEO 1.1

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legislation or directive. The commission urged placing responsibility and authority in the hands of those at the working level.

We’re going in the opposite direction: too many checkers and not enough doers in this business.

Q: You’ve talked about the similarities between the PEOs. Discuss how PEO[T]’s portfolio is unique and different.

A: If it flies on or off an aircraft carrier, it’s probably in the PEO[T] portfolio, with the exception of helicopters. I have a wide range of programs and capabilities, both in development and already fielded, that’s pretty exciting. The package of war fighting capabilities that the F/A-18 E/F Super Hornet and EA-18G Growler with the E-2D Advanced Hawkeye brings to the carrier air wing is astounding. These platforms are kinetic and non-kinetic killers. We’re projected to field the next-generation jammer on the EA-18G in the 2020 timeframe. Operation Navy [OPNAV] has made some prescient choices in its investment strategy, as we will be testing and fielding a series of active and passive kill chains, and integrated fires, all of which will be data linked together at the tactical edge of the battle space.

My portfolio is different because I’m most likely the only one who has both a vertical and horizontal organizational structure that best fits the work we do. AEW [airborne early warning] platforms, fighters, air-to-air missiles, data link programs and jammers all report directly to me. I’ve created management levers and own the trade space to optimize systems-of-systems capabilities, which is extremely important when engineering integrated fires, for example. The organizational structure itself now becomes a risk reducer.

A very unique aspect of my portfolio is the From the Air Program Office [PMA-298]. It’s a truly horizontal PMA that cuts across all my direct reports. It’s a first of its kind. PMA-298’s job is to ensure that systems-of-systems requirements flow down to specific platforms, weapons and data link waveforms. I’ve asked them to identify any gaps during the engineering flow-down process. For example, if we have to change an E-2D specification, F/A-18 E/F specification, waveform specification or air-to-air missile specification to optimize an active or passive kill chain, then I can make the change quickly. Since I own the trade space, it’s up to PMA-298 to demonstrate that capability, too, by producing a systems-of-systems test and evaluation plan. No more coalition of the willing.

Q: You mentioned data links. Is the Multifunctional Information Distribution System [MIDS] Program Office [PMA/PMW-101] in your portfolio? Why? A: Yes. The MIDS Program Office has bounced from Program Executive Office Command, Control, Communications, Computer and Intelligence [PEO(C4I)] to PEO[T], back to PEO[C4I], then to the Joint Tactical Radio System [JTRS] PEO, now back to PEO[T].

I feel strongly that the program office is in the right place now for three reasons: • It’s not just a radio, it’s a capability, • aircraft integration can make or break programs, and • success of the OPNAV systems-of-systems roadmaps is tied to how we do with the first two. www.NPEO-kmi.com

MIDS is a war fighting capability. Aircrews are using MIDS/ LINK 16 in ways we never dreamed of at program inception—integrated fires, precision strike, digital machine-to-machine targeting, and distributed electronic warfare operations enhanced situational awareness to name just a few. Fielding the capability successfully depends on how well you do aircraft integration. Integration of the box, data link wave form, implementation of the message set, cabling, power supply, antenna, mission computer and weapons all have to be engineered and tested together to successfully field a capability. If you treat MIDS as just a radio, you will fail.

We’re currently on contract for the tactical targeting network technology [TTNT] waveform integration into the MIDS-JTRS box, which is a key enabler to future systems-of-systems capabilities. It’s a 12-month contract that gets us through a full preliminary design review followed by a full-scale engineering and manufacturing development contract and integration into the E-2D. Most likely, the EA-18G Growler will follow. In fact, it’s my belief that aircraft integration is so important—for example, the E-2D IPT reports directly to the MIDS Advanced Tactical Data Link [ATDL] IPT and then to the MIDS program manager. The TTNT IPT also reports to the ATDL IPT. Again, I’m modifying the organizational structure to best fit the work; it reduces risk by eliminating stove-piping and providing for an end-to-end engineering approach.

I just reviewed early results from our Trident Warrior 13 and Flex 13 experiments. That’s pretty exciting, too, as it demonstrates the Department of the Navy is absolutely on the right path and making the right investment decisions. For the experiment, we integrated prototype TTNT radios into the E-2D Advanced Hawkeye and the EA-18G Growler. We also implemented the network centric collaborative targeting [NCCT] message sets into both platforms. The results were much better than expected. I’ve worked at NAVAIR for more than 15 years, and have not seen better experimentation results. We wanted to see tests with joint netted sensors, NCCT messages and TTNT radios, fused tracks, EA-18G and E-2D sensor netting, E-2D support of SIGINT [signals intelligence] and network-enabled weapons, MTI correlation with IP-based TTNT, TDOA [time difference of arrival] and geo-location, and the work with RJ and JSTARS. It all went better than planned. We’re absolutely on the right path with distributed operations and advanced data link and messaging.

Q: What is your role and responsibilities as the Program Executive Officer for Tactical Aircraft?

A: I’ve been asked that before. Under Secretary of Defense for Acquisition, Technology and Logistics [AT&L] Frank Kendall asked me that question when I assumed this job three years ago. It can be as simple as saying, “execute” the programs, which is very true.

But, I believe my responsibility is foremost to be a leader. We don’t talk enough about leadership in the acquisition business. There is no substitute for leadership. For example, you have to know the difference between descriptive communication and directive communication. You have to question everything, especially the assumptions. You have to have a strong backbone in this business.

You have to know when to hold your ground. Make data-driven decisions, but at the same time trust your gut.

You also need to be extremely careful about drinking your own bath water. There is a scene from the movie The Matrix that should resonate with everyone in this business. Morpheus is letting Neo NPEO 1.1 | 19

targeting—a huge leap in capability from 1979. Each air carrier wing [CVW] is or will be equipped with 44 Hornets and five Growlers—the Hornet family is the naval aviation strike arm. I was PMA-265 when the first Growler, EA-1, made its maiden flight in 2007 and, since then, Boeing has produced 92 aircraft. We already have five Growler squadrons with combat experience.

Boeing really has been a great partner for the U.S. Navy. You know, since 1999, Boeing has delivered every E/F/G off the production line three months early, a remarkable performance.

The platforms will serve us for quite a long time, too. In 2030, F/A-18 E/F will still make up roughly two-thirds of our CVW force structure. So, we’ll continue to make current and future readiness investments in the platform.

F/A-18C Hornets assigned to the Wildcats of Strike Fighter Squadron (VFA) 131 fly over the aircraft carrier USS Dwight D. Eisenhower (CVN 69) during Carrier Air Wing (CVW) 7’s fly-off. Dwight D. Eisenhower is returning to homeport at Norfolk, Va., after operating in the U.S. 5th and 6th Fleet areas of responsibility supporting Operation Enduring Freedom and conducting maritime security operations and theater security cooperation efforts. [Photo courtesy of U.S. Navy/by Mass Communication Specialist 2nd Class Ryan D. McLearnon]

choose whether he wants to swallow the red pill or the blue pill. If Neo swallows the blue pill, then he can “believe whatever he wants to believe.” If he swallows the red pill, then he will know “how deep the rabbit hole goes.” That’s us in acquisition. Don’t swallow the blue pill. Don’t drink your own bath water. Be realistic. Lead.

One of the biggest changes we need to incorporate at the leadership level today is how to manage across organizational seams. I need to spend more time managing the seams. Our programs are so complex and the various components that make up a “system,” or acquisition program, reside in Naval Air Systems Command, Naval Sea Systems Command, Space and Naval Warfare Systems Command and NAVICP [Naval Inventory Control Point] all at the same time.

Fast accurate and agile communication is required to make programs successful. The velocity of information slows down across the seams. I’ve seen it lead to miscommunication and misunderstanding, and eventually to poor decision making. It makes the program manager’s job that much harder. I believe it will get more complex as the Navy desires to network together its ships, aircraft, data links, sensors and weapons to deliver war fighting effects. Appreciative inquiry doesn’t always exist in this business, so have a thick skin.

Q: This year marks the 35th anniversary of the Hornet family of aircraft. It’s been a great aircraft for the U.S. Navy. How long will the Navy continue to fly the F/A-18 and its variants?

A: A huge milestone to be sure—35 years! The U.S. Navy and its international partners have accumulated well over 8 million flight hours on the platform. It has been a remarkable evolution—from an F/A-18A equipped with only the AIM-7 Sparrow and the ability to drop MK-80 series “dumb” ordnance to today’s F/A-18 E/F Block II Super Hornet and the EA-18G Growler.

Today’s aircraft delivers high-volume, integrated precision fires, cued targeting information and engagement of time sensitive 20 | NPEO 1.1

Q: How are your programs executing in the current fiscal environment?

A: In the face of all we’ve been through, remarkably well—but only through extraordinary efforts of the civilian and military workforce. We’re executing despite two furlough periods; continuing resolutions to the budget, which have become the new normal; conducting drill after drill to find balance in a sequestered budget—as of today, we still have no fiscal 2014 appropriated funds because of the government shutdown. I don’t know, how do you think we’re doing?

The cumulative effects of multiple continuing resolutions over the past several years continue to destabilize our execution plans.

We’re always re-planning the re-plan. Then, Congress or the FMB [Office of Fiscal Management and Budget] marks us for “poor execution,” some of which is justified, but much of it is not due to poor execution; it’s a result of the budget environment. Then, we get behind in our planning for contract awards in the next fiscal year, which leads to more execution marks, and the cycle starts all over again. It’s frustrating. I think everyone in the defense department is doing their best, but I do firmly believe that the programs are doing a remarkable job in spite of the environment.

Q: What is PEO[T]’s outlook for 2014?

A: Well, I’d like to see stability in the budgeting and resourcing process, but I can’t worry about the things I can’t control. We just need to execute and keep getting better at our jobs. Getting Next Generation Jammer off to a quick start in the TD phase is vitally important. We’re working the E-2D fiscal 2014 MYP procurement with Northrop Grumman right now. We continue to invest in the F/A-18 E/F and EA-18G Growler “flight plan” capabilities. One of our biggest priorities in PEO(T) is to ensure we deliver EMALS [electromagnetic aircraft launch system] and AAG to CVN-78 on time. The new Ford-class carrier is one of the Navy’s top priorities, and we have to do our part to make it successful. Lastly, we have a great workforce here at PEO[T]. We get great support from NAVAIR competencies. We need to take care of our people, too. O www.NPEO-kmi.com

Modernizing naval ships for future force structure requirements.

By Nora McGann NPEO Correspondent

The Navy’s surface modernization programs for the Arleigh Burke (DDG-51) class destroyers and the Ticonderoga-class guided-missile cruisers are key to the service’s recapitalization efforts and support the surface combatant’s future force structure requirements.

Work on the Ticonderoga class will enable the cruisers to fulfill mission requirements for their intended 35-year service lives. Currently, the USS San Jacinto (CG56), Leyte Gulf (CG-55), Philippine Sea (CG-58), Chancellorsville (CG-62), Bunker Hill (CG-52), Lake Champlain (CG-57), Princeton (CG-59), Mobile Bay (CG-53), Normandy (CG- 60), Monterey (CG-61), www.NPEO-kmi.com

Gettysburg (CG-64), Antietam (CG-54), Hue City (CG-66), Cowpens (CG-65) and Shiloh (CG-67) have completed repair availabilities.

The Arleigh Burke (DDG-51) was commissioned July 4, 1991. Close to 20 years later, in mid-2010, the Navy embarked on a modernization program for that destroyer class so that they may remain mission ready. Upgrades are planned for the first 28 ships in the class, concluding with the USS Porter (DDG-78); to date, the Arleigh Burke (DDG-51), Barry (DDG-52), John Paul Jones (DDG-53), Stout (DDG-55) and the Benfold (DDG-65) have completed modernization availabilities.

Phased Upgrades The improvements will be conducted in two phases, the first of which involves improvements to the hull, mechanical and electrical (HM&E) equipment, while the second focuses on combat system and war fighting upgrades.

The HM&E modifications extend the mission life of the vessels. Such mission life extension upgrades reduce support costs and better align the life cycle support needed to meet operational readiness requirements. “Control system upgrades are incorporated to eliminate the need for single-function consoles and are replaced NPEO 1.1 | 21

with common re-configurable workstations. The ships also receive a full integrated bridge navigation system [IBNS], incorporating computer-based voyage management and allowing the crew to navigate electronically,” explained Captain Ted Zobel, program manager for in-service surface combatants.

Both the cruisers and destroyers are equipped with the Aegis weapon system (AWS), and upgrades to the system are critical to enhance capabilities in air dominance, undersea warfare and force protection. In this sense, “the cornerstone of the combat systems modernization for both cruisers and destroyers involves a wholesale upgrade of the AWS computing infrastructure, replacing legacy equipment with the latest commercial computing technology, fiber optics and software upgrades,” Zobel continued.

According to NAVSEA, there may be additional upgrades to further improve capabilities in undersea warfare, including the AN/SQQ-89A(V)15 integrated undersea warfare, which offers state-of-the-art technology for antisubmarine warfare. To improve force protection, these ships may receive upgrades to the cooperative engagement capability, providing superior situational awareness, as well as modifications to the ship’s vertical launch systems so that the Evolved Sea Sparrow Missile can be incorporated. Additionally, the MK-160 gun computing system may be upgraded and the Arleigh Burke class will receive integrated air and missile defense, incorporating ballistic missile defense.

Tight Times When dealing with aging assets— remember, the first Arleigh Burke destroyer was launched in 1991 and the Ticonderoga cruisers were built between 1983 and 1994— and reduced budgets throughout DoD, what are some of the tradeoffs the Navy may encounter when looking at ship modernization? How does the Navy balance these budget realities with the needs of the fleet?

The cruiser and destroyer modernization programs plays a key part of the service’s recapitalization strategy, which could be considered a balancing act among a number of critical, and in many ways, equally important factors.

“The Navy is pursuing a proven acquisition approach that carefully evaluates the critical factors necessary for ensuring best value,” Zobel said. “To ensure economic 22 | NPEO 1.1

carrier upgrades In September, the USS Dwight D. Eisenhower (CVN-69), homeported in Norfolk, Va., entered Norfolk Naval Shipyard (NNSY) to begin its 14-month drydocking planned incremental availability (DPIA). DPIA focuses on modernization of the carrier’s propulsion plant and repairs.

According to NAVSEA’s release, this will be NNSY’s largest DPIA to date, with over 850,000 man-days, about half of which includes NNSY teams. In June, the Puget Sound Naval Shipyard began a 16-month DPIA on the John C. Stennis (CVN74), and some of these employees will work on the Eisenhower as well.

An industry partner, Vigor has completed work on the Ronald Reagan (CVN-76) and is currently working on the John C. Stennis. The company has also modernized others in the CVN-68, guided DDG-51 and FFG-7 classes. “Vigor is in the midst of its third consecutive fiveyear multi-ship/multi-option contact

viability, the Navy is balancing requirements for system performance, affordability, schedule, competition, quality of life, industrial base factors [including consideration of the building yards, other private yards and the Navy shipyards], risk, and fleet priorities in its procurement of the modernization programs,” he concluded.

As the Navy modernizes the DDG-51s and constructs additional vessels, they have prioritized commonality between the different iterations for both HM&E and combat systems upgrades. “The AEGIS Baseline 9 equipment and computer programs, which deliver integrated air and missile defense, are over 95 percent common between the DDG modernization ships and DDG-113 now in construction,” Captain Mark Vandroff, program manager for the DDG-51 program said. “Many of the key HM&E systems, such as Gigabit Ethernet Data Multiplex System and IBNS, are procured as government furnished equipment for both modernization and new construction DDG 51s from a common contract. This provides both quantity discounts in cost upfront to the Navy as well as efficiencies in training and support costs over time.”

for carrier work, and we’re competing to secure a fourth MSMO contract for carrier work this year,” Gene Kegley, vice president of Vigor Shipyards, which is the business unit of Vigor Industrial that handles Navy and Coast Guard work.

For over 20 years, the company has provided repair and modernization services for the Navy in the Pacific Northwest and has seen programs—and budgets— come and go and knows the impact cuts will have on shipyards. “Unless Congress reaches a long-term solution on defense spending priorities, shipyards across the country expect to see fewer work availabilities and smaller projects when the ships do come in for service. The best solution would be to prioritize spending in a logical way. Ships need upkeep, repair and modernization to remain in service. Cutting funding for this work does not make that need go away,” he concluded.

Looking Forward The Navy currently has four destroyers under contract for construction: DDG113 and DDG-114 at Huntington Ingalls Industries, and DDG-115 and DDG-116 at General Dynamics Bath Iron Works. How does the service plan, then, for the life cycle maintenance of these vessels? “A few factors that drive the maintenance philosophy for new construction for the DDG-51 program are the cost to repair, criticality of a given equipment to the mission and the performance expectations of the system.

These are usually measured by metrics such as ‘mean time between failure’ and ‘mean time to repair,’” Vandroff explained.

There are a number of ways that maintenance is evaluated, including contractor data requirement lists such as failure mode and criticality analyses, reliability and maintainability analyses, and failure reports, or through government and contractor working groups. O For more information, contact NPEO Editor Brian O’Shea at briano@kmimediagroup.com or search our online archives for related stories at www.npeo-kmi.com.

www.NPEO-kmi.com

LEADERSHIP INSIGHT

Ballistic Missile Defense Keeping our country safe from incoming threats.

The Aegis Ballistic Missile Defense System is a United States Department of Defense Missile Defense Agency program developed to provide defense against incoming ballistic missiles. The system is designed to intercept ballistic missiles post-boost phase and prior to reentry. Captain Jim Kilby, Deputy for Ballistic Missile Defense and Aegis OPNAV N96F (within the Surface Warfare directorate) gave Navy Air/Sea PEO Forum an exclusive interview regarding the capabilities and challenges of this sytem.

Q: How is the Asia pivot going to affect the Navy’s role of the ballistic missile defense [BMD] system?

A: At the request of the commander, U.S. Pacific Command, Navy is making plans to forward deploy an increased number of BMD capable ships in Yokosuka, Japan. This process will take place over the next several years and is being planned in conjunction with Navy’s plan for strategic homeporting on a global basis.

Q: When an incoming ballistic missile is detected, what is the process to eliminate the threat?

A: The Missile Defense Agency has developed two distinct means of destroying threatening ballistic missiles and installed them aboard selected Aegis cruisers and destroyers.

One engagement technique kills the threat in space and a different technique destroys the target within the earth’s sensible atmosphere. The BMD computer program aboard the ship utilizes specialized waveforms to detect the incoming ballistic missile. The shipboard weapons control system calculates a fire control solution and, depending upon geometry, launches an SM-3 missile to destroy the incoming ballistic missile in space or an SM-2 Block IV missile to destroy the target within the atmosphere. Both techniques have been tested on the live fire test range and proved successful against ballistic missile targets.

Q: What are biggest challenges in the seabased BMD system? www.NPEO-kmi.com

A: Engaging ballistic missile targets is a complex physics problem which requires precise positioning of the firing ship relative to the threat missile’s launch point and the asset that we are attempting to protect. Ballistic missiles also fly much faster and higher than the targets that the shipboard Aegis system was originally designed to engage.

This requires good intelligence so that the ship can be correctly positioned for ballistic missile defense, as well as defensive systems that are operating at the peak level of their capability.

Additionally, Navy BMD is in high demand among the combatant commanders who are in charge in forward theaters, and we currently do not have a sufficient number of BMD ships to fulfill all demands using Navy’s preferred deployment lengths and inter-deployment dwell periods. As a result, Navy BMD ships are making longer, more frequent deployments than would otherwise be required. Because of this high operational tempo for current BMD ships, Navy and the Missile Defense Agency are working closely together to increase the quantity and quality of BMD ships as quickly as possible.

Q: How does the Navy measure its BMD system’s success?

A: Principally by testing performance on the live fire range at the Pacific Missile Range Facility in Hawaii. Since 2002, MDA and the Navy have conducted 31 live fire tests, designed to be both exacting and operationally realistic. The scorecard is currently 25 direct hits in 31 attempts, a phenomenal record of success for any missile development program.

Q: What makes the SM-2 and SM-3 missile ideal for intercepting incoming ballistic missiles?

A: They are energetic enough to get into position for a successful intercept and sophisticated enough to eliminate positional errors by communicating with the firing ship while en route to the target. The positional data is updated four times per second while the missile is in flight and the error is steadily

“flown out” as the engagement proceeds.

This makes the placement of the SM-2 or SM-3 highly accurate by comparison to many other types of guided missiles. The SM-3 kills its target via so-called “hit-to-kill,” whereby a physical collision between the threat missile and interceptor occurs. The SM-2 Block IV incorporates a blast fragmentation warhead, which is very effective within the atmosphere.

Q: How does the AEGIS Radar System [SPY-1A] detect incoming ballistic missiles?

A: The AN/SPY-1A radar is the oldest in the SPY series that is currently deployed and is not currently included among the ships that have been modified for BMD service. This radar is installed in the Baseline II cruisers, hull numbers 52-58, and features a non-digital signal processor—the expense of engineering a BMD capability using this radar was assessed and rejected as too expensive.

The other variants of SPY-1, namely SPY-1B, SPY-1B(V), SPY-1D and SPY-1D(V), have fully electronic signal processing and are compatible with the BMD mission. They detect ballistic missiles by one of two means: • A “search fence” of high and programmable energy waveforms is established along the trajectory that a threat ballistic missile must travel to hit the defended asset. When the ballistic missile travels through this “electronic barrier” in the sky, it is captured, assessed, and put into track by the combat system.

• A remote cue from a high quality sensor such as AN/TPY-2 radar or STSS satellite is provided to the firing Aegis ship, usually via a satellite data link. The combat system then commands the SPY radar to intensely search the vicinity of the remote cue and the target is acquired in a more conventional way.

Q: What is the benefit of using the SPY-1A over other radars systems that are available?

A: The SPY-1A is not used for BMD service due to signal processing limitations.

NPEO 1.1 | 23

LEADERSHIP INSIGHT Q: How many Aegis equipped ships does the U.S. Navy currently possess, and are there plans to increase this amount over the next five years?

A: The Navy currently has 27 BMD capable ships ready for tasking by the combatant commanders. Navy and MDA are steadily increasing the number over time by modifying non-BMD ships, modernizing destroyers for BMD service during their scheduled midlife upgrades, and building new destroyers from the keel up to be BMD-capable.

Q: What has been learned in the approximately 30 test of the Navy’s BMD system since 2002?

A: The system has been judged both operationally effective and operationally suitable by the commander, Operational Test Force, on the basis of these tests. As aforementioned, the scorecard is currently 25 kills in 31 attempts. Additionally, the computer models that we use in missile design have been updated and validated on the basis of actual flight test data. Finally, the lessons

learned in the flight test program have been incorporated into the tactics, techniques and procedures that the fleet uses to conduct BMD operations.

Q: How has the threat of ballistic missiles increased over the past five years?

A: On an unclassified basis, the threat has proliferated from just a few countries to an ever-increasing number of countries and non-state actors. Additionally the threat has grown, smaller, faster and shifted to solid fuel, all of which make successful engagement more challenging.

Q: Can you describe the communications and battle management network involved in coordinating the Navy’s role in the BMD?

A unitary medium-range ballistic missile target launches from the Pacific missile range facility and flies northwest towards a broad ocean area of the Pacific Ocean. The guided-missile cruiser USS Lake Erie (CG-70), equipped with the second-generation Aegis Ballistic Missile Defense weapon system, used a launch-on-remote doctrine to engage the target with a Standard Missile-3 (SM-3) block IA guided missile. [Photo courtesy of U.S. Navy by Mass Communication Specialist 2nd Class Mathew J. Diendorf]

A: The Command and Control Battle Management Communications Network, typically abbreviated as C2BMC, has been designed, funded and fielded by the Missile Defense Agency. It can best be thought of as the “connective tissue” that can link any BMD sensor to any BMD shooter on a global basis. It is comprised of the latest stateof-the-art computer and communications equipment arranged in a rather complex architecture to ensure that a rising ballistic missile is detected, tracked, paired with an engagement asset, and then managed through kill assessment.

Q: Is there anything else you would like to add?

A: Navy has been working closely with the Missile Defense Agency to develop, field and perfect BMD capability, because we recognize that this mission is important to the combatant commanders and the nation.

The success on the test range that Aegis BMD has demonstrated convinces us that this capability is both useful and effective.

We are committed to employing Navy BMD to assure access to forward theaters and to protect our forces, personnel and allied partners against the rising threat of ballistic missiles. O

The Arleigh Burke-class guided-missile destroyer USS Decatur (DDG 73) returns to homeport San Diego, April 19, after completing an eight-month, ballistic missile defense deployment to the 5th and 7th Fleet areas of operation. While operating in the Arabian Gulf, the ship and her boarding team conducted 88 “approach-and-visit” operations that helped strengthen U.S. Navy ties with local mariners. [Photo courtesy of U.S. Navy by Mass Communication Specialist 2nd Class Rosalie Garcia]

24 | NPEO 1.1

For more information, contact NPEO Editor Brian O’Shea at briano@kmimediagroup.com or search our online archives for related stories at www.npeo-kmi.com.

www.NPEO-kmi.com

By Melanie Scarborough NPEO Correspondent

Precision-guided munitions have revolutionized Naval warfare, increasing success and efficiency. moving target capability is proving particularly effective because it Although bombing is a critical component of warfare, it historiprovides the ability to strike in GPS-denied environments. cally bore the disadvantage of being imprecise. Pilots were dependent “Adding GPS/INS/laser guidance allows the weapon to engage on weather that allowed sufficient visibility for them to take good aim fixed targets in any weather condition while adding clear-weather at their targets, and even then bombs often went astray and caused capability to engage fast-moving targets or fixed targets that have civilian casualties. That problem has been significantly diminished large target location error,” said a Navy spokesman. Weather is always by the development of precision-guided munitions (PGMs) that strike a consideration and often a challenge, especially in the winter, the with remarkable accuracy, enhancing mission success. spokesman said, which is why the Navy counts itself fortunate to have Generally, PGMs are air-launched and guided either by laser, eleca wide range of PDMs that forces can choose from, spetro-optical sensors, global positioning systems (GPS) cific to targets and weather. or inertial navigation systems (INS). Since lasers and Baseline JDAM is a coordinate-seeking weapon electro-optical sensors rely on visual sighting of tarimmune to weather conditions. Both preplanned targets, experts agree that the future is in GPS/INS gets and reactive target coordinates can be generated guidance, which operates independent of weather. prior to release and no after-release support is required (Experts may say the future is a dual mode system (i.e., launch and leave). Laser JDAM utilizes a semiwith both laser and GPS/INS capability). active laser detector compatible with all U.S. and NATO The development of PGMs means not only airborne and ground-laser designators. improved destruction of military targets but lower Other PGMs the Navy says are especially useexpenses as well. “Precision guidance offers tremenful include direct and time-sensitive weapons—the dous savings because now the warfighter only has Scott Wuesthoff Hellfire, Griffin, Maverick and the advanced precision to put one weapon on target to ensure mission suckill weapon system (APKWS)—that have provided the Navy with a cess,” said Scott Wuesthoff, director, Boeing Direct Attack Weapons. multi-mission, multi-target, precision-strike capability in support of “The beauty of all this is that it reduces collateral damage and costs.”

Operation Enduring Freedom.

Most PGMs are created by adding a guidance system to unpowered ordnance, turning “dumb” bombs into “smart” ones. In its St. Charles, Mo., production facility, Boeing builds the joint direct attack Mission Flexibility Accomplished munition (JDAM), a tail kit that ordnance crews can install within minutes on unguided warheads. The tail kit contains GPS/INS with Another variation on the baseline is JDAM extended range (JDAM small motors that move the fins; the motorized tail fins steer the ER), which provides triple the range of a conventional JDAM for addiweapon to a precise location in its GPS coordinates. The resulting tional stand-off and threat protection for the warfighter. The modweapons are capable of reliably defeating multiple high-level targets ular add-on wings are used with a conventional 500-pound and in a single pass—in any weather—with minimal risk to the aircraft.

2,000-pound JDAM and are designed to unfold in flight, tripling the In addition to the tail kits, Boeing produces laser JDAMS, a modweapon’s glide range to more than 40 miles. Like the other JDAM variular laser sensor kit installed in the front of JDAM weapons that adds ations, the JDAM ER wing kit is assembled within minutes at weapon the capacity to prosecute targets of opportunity, including moving build-up time for ranges beyond 15 miles. and maritime targets, with a high degree of accuracy and reliability.

The advantages of JDAMs include low cost, near-precision accuAccording to a Navy spokesman, the laser JDAM with direct attack racy, high reliability, all-weather capability, and a large enough www.NPEO-kmi.com

NPEO 1.1 | 25

inventory to support operations around the world. “In the present possible. “The current trend for our military forces is to field weapenvironment, cost is key—one weapon, one target,” said James Dodd, ons that offer greater levels of precision,” Strusz said. “We’re at the vice president, Boeing Global Strike, Weapons & Missile Systems. point now where we are able to offer weapons that have been refined “Anything you can do to help the warfighters achieve their goal with to the point where they are capable of offering extreme precision. one weapon, while giving them the capabilities they’re asking for in Weapons that use modern SAL seekers have shown they can reliably an affordable way, you have supported your customer.” strike within a meter of an intended target.”

The decision of which PGM to utilize is dependent upon many The Navy expects that next-generation weapons will use profactors, including mission, platform and availability. Of the PMApulsion, wing kits, or a combination of both to reach further dis201 portfolio, the Navy reports that the most commonly used is the tances. Additionally, the PGMs of the future will be network-enabled JDAM, followed by laser JDAM. Of the PMA-242, the most commonly and use multi-mode sensor technology. Multi-mode seekers capaused is the APKWS Hellfire and Griffin. ble of addressing multiple target scenarios and support all weather Texas Instruments—now Raytheon—was the first to develop employment requirements will be pursued in the future, the Navy laser guided bombs (Paveway) during the Vietnam War. Since said. then Raytheon has continued to advance the capability and was Boeing believes that as global security moves away from the first to introduce dual mode systems (GPS/INS and laser).

Afghanistan to other locations and adversaries, two areas are Raytheon’s Enhanced Paveway combines the accuracy likely to change: For one, GPS availability canof laser-guided weapons with the GPS/INS advantage not always be guaranteed, yet the accuracy proof being immune to weather conditions. As a result, the vided by GPS will be a necessity in future conflicts.

Enhanced Paveway lowers the necessary weapon invenConsequently, Boeing is developing both midtory while raising the mission success rate. “Paveway course and terminal guidance capability to suphas revolutionized tactical air-to-ground warfare by proplement GPS. Secondly, because several countries viding the warfighter unparalleled accuracy and standhave very capable air defenses requiring weapon off capability, proving itself in every major conflict in engagement from standoff range, Boeing is develwhich it has been used,” said Taylor W. Lawrence, Ph.D., oping JDAM range extension kits to provide this Raytheon Missile Systems president. additional range.

According to Raytheon, the Paveway guided bombs Wuesthoff predicts that Boeing’s PGMs of the James Dodd are the most widely used PGM in history. During operfuture will have increased seeker capabilities couations in Libya, for instance, the vast majority of PGMs pled with the ability to push the weapon greater disused by allied forces came from the Paveway family. tances, keeping the pilot or crews out of harm’s way.

The company also says that no competing prod“You will also see the ability to ‘talk’ to the weapon uct offers the breadth of warhead compatibility as the through data links, thus giving the warfighter the Paveway family of weapons. Control sections are fully opportunity to better control the weapon and its compatible with MK series warheads and the BLUimpacts,” he said. “This is a tremendous capabil109, and size varies from 250 pounds for counterinity that will also reduce the cost for a successful surgency/low yield to 2,000 pounds—and even 5,000 mission.” pounds for “bunker buster” penetration. Additionally, Dodd agrees that the next generation of PGMs the Paveway provides a full range of cockpit selectable will—literally—provide more bang for the buck. “As terminal impact angles and headings with a mature we miniaturize technology with increased reliability Tim Strusz height-of-burst. and then package it in ways that give warfighters the Arlington, Va.-based ATK is developing a family desired effects they need, you’re going to see a new of precision guided munitions that include small glide weapons generation of affordable precision-guided munitions appear.” (known as Hammer and Hatchet ) and a low-cost, lightweight guided At Raytheon, incorporation of the next generation of seeker techadvanced tactical rocket (GATR) with a precision guided rocket nology, guidance logic and navigation is being employed to expand launcher (PGRL). The GATR incorporates the same semi-active laser high-speed maneuvering target engagement and overall weapon seeker technology used in the JDAM weapon, employing a penetratperformance. Raytheon will announce the next generation of ing warhead programmed from the cockpit to deliver impact fuzing Paveway bombs and their capabilities later this year. to defeat soft targets or delayed fuzing to penetrate hardened targets.

Taking budget considerations into account, the Navy anticipates “The GATR provides a tactical employment envelope as much as that it will continue to make measured changes, such as converting 50 percent greater than currently fielded laser-guided rockets and unguided weapons into PGMs, rather than major overhauls. “Our optimized terminal performance against hardened, stationary, and ability to make incremental improvements has advanced the commoving targets,” explained Tim Strusz, business development manbat-proven capability of direct attack and precision strike weapons ager for ATK Guided Weapons. “GATR provides the warfighter the without the need for costly investments in new production,” said confidence of “lock on before launch” and the flexibility to successthe spokesman. “The effort of our acquisition professionals in develfully engage multiple target types with unprecedented precision. oping these technologies provides our sailors the right tools for success, which is a priority for all of us who serve at NAVAIR.” O The Next Generation Although 100 percent accuracy is probably unattainable, the next generation of PGMs is being developed to get as near that ideal as 26 | NPEO 1.1

For more information, contact NPEO Editor Brian O’Shea at briano@kmimediagroup.com or search our online archives for related stories at www.npeo-kmi.com.

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The advertisers index is provided as a service to our readers. KMI cannot be held responsible for discrepancies due to last-minute changes or alterations.

NPEO RESOURCE CENTER Advertisers Index American Military University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 www.amuonline.com/navy General Dynamics Advanced Integrated Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4 www.gd-ais.com/open-architecture Jones International University. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 www.jiumilitary.com Raytheon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 www.raytheon.com

Compiled by KMI Media Group staff

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INDUSTRY INTERVIEW

Navy Air/Sea PEO Forum

Steve Weatherspoon Director F-35 Carrier Variant Program Manager Lockheed Martin Aeronautics Steve Weatherspoon is responsible for successfully delivering the F-35C, the Navy’s first stealth strike fighter, to the fleet.

Q: What are your primary business areas with the Navy?

A: Lockheed Martin’s history with the U.S. Navy is a long one. We have a proud legacy of providing innovative naval systems—the Aegis combat system, the MK 41 vertical launching system, the SPY-1 radar, the P-3 Orion, the S-3 Viking, and others.

A Lockheed Martin-led team also built the USS Freedom—the first of our nation’s newest class of surface combatant, the Littoral Combat Ship.

That tradition of innovation continues with the F-35C Lightning II, the world’s first carrier-suitable stealth strike fighter. The F-35C also brings significant innovations in sensors and networks, enabling detection and destruction of re-locatable targets, and the ability to get that unique information back into the Navy’s networks.

Q: How have you adjusted your Navy-related business to maximize efficiencies?

A: The F-35 program was built on maximizing efficiencies. Economies of scale and commonality of the F-35 program are leading to lower development, operational and sustainment costs for the F-35C. Operational and support costs have historically been more than 60 percent of the total cost of owning and operating fighter aircraft. The F-35 is expected to reduce life cycle costs via greater reliability, an increase in time between part failure rates, improved sortie generation rates, a more efficient supply chain, and an airframe designed for an 8,000-hour service life. The F-35 program’s information infrastructure and supply chain have been completely integrated for the operational environment. Aircraft are supported around the world through efficient distribution and warehousing provided by partner suppliers. The program is investigating even more opportunities for affordability by 28 | NPEO 1.1

leveraging the outstanding at sea infrastructure already in place in Naval aviation.

In the end, we recognize the unique operating environment at sea and are tailoring our solutions for the way the Navy successfully operates.

Q: How do you coordinate your business development efforts to match what the Navy is looking for?

A: While leveraging the affordability benefits of commonality, we worked closely with the Navy and F-35 Joint Program Office to customize the F-35C specifically for carrier operations. The result is unique wing and flight controls on the F-35C that deliver low approach speed, and precise low-speed handling qualities. The structure and landing gear are strengthened specifically for catapult launches and arrested landings aboard aircraft carriers. A variant-unique wingfold allows flexible spotting and handling on carrier flight decks.

Q: How would you describe your after-sale support capabilities?

A: Sustainment is a crucial part of what Lockheed Martin offers to our Navy partners, again, representing more than 60 percent of the total life cycle cost. As such, the F-35 was designed with sustainment in mind to control cost at the individual aircraft, squadron, service and global fleet levels. The system is real and has already supported over 10,000 hours of development and fielded operations at seven locations.

Q: What do you see as major challenges over the next 12 months?

A: One of the key remaining challenges is completing software integration efforts on the F-35. We are executing a logical buildup plan to integrate all of the software in steps that support these capabilities. To date, we’ve coded more than 95 percent of the 8.6 million lines of code on the F-35. More than 86 percent of that software code is currently in flight test.

Our top priority moving forward is to continue to complete development while executing our plans to support the initial operating capability dates of the U.S. Navy, Air Force and Marine Corps. We remain committed to cost effectively delivering the F-35’s unprecedented fifth-generation capabilities to the warfighter.

Q: Is partnering with other companies an important part of your business strategy?

A: Partnering with other companies is something we’ve done since the beginning of the F-35 program.

The F-35 is developed, produced, and supported by an international team of leading aerospace companies. Lockheed Martin is the prime contractor, alongside principal partners Northrop Grumman and BAE Systems. Another partner company, Pratt & Whitney, builds the F-35’s F135 propulsion system, one of the most powerful, reliable and efficient fighter engines in the world.

Q: How do you measure success?

A: We measure success in several ways: by earning a position as Naval aviation’s valued contractor, by delivering an F-35C that operates safely and efficiently at sea, and by providing the F-35C war fighting breakthroughs we have promised—long-range stealth from the sea, high-resolution fused sensors, and full connectivity to the 21st century carrier strike group.

We look forward to celebrating many more milestones with the Navy as we move toward F-35C initial operational capability in 2018. O www.NPEO-kmi.com

Special Carrier Focus Issue Next Issue

Cover and In-Depth Interview with:

Rear Adm. Thomas J. Moore Program Executive Officer Aircraft Carriers U.S. Navy Features Leadership Insight Exclusive interview with Admiral Cecil D. Haney, Commander, U.S. Pacific Fleet, discussing the U.S. Navy’s shift to focus on Asia Pacific.

Ship Self-Defense Ships are threatened from long-range and close-in, so defense measures need to have stand-off capabilities against complex threats as well as against more simple—yet still deadly—threats.

Program Spotlight Carrier Flight Ops Managing the flight activity on an aircraft carrier is no small feat. Sailors must be aware of everything going on at all times to maintain smooth operations.

Special Section

View From the Hill

Carrier Onboard Delivery

U.S. Representative Jo Bonner, R-Ala., voices his support for the littoral combat ship, the Navy’s close to shore, stealthy and agile surface combat vessel.

The C-2 Greyhound has done yeoman’s work since the mid1960s. What are the options for carrier onboard support aircraft?

Terry Harrington, Account Executive • terryh@kmimediagroup.com • 301-670-5700 x158