Auto GCAS technology uses information gathered from Global Positioning System data and incorporates it with Digital Terrain Elevation Data maps to enable aircraft to reference terrain below. In the event that an aircraft is flown dangerously close to the ground, this critical data enables the aircraft to automatically execute avoidance maneuvers without pilot intervention. Photo: USAF, AFRL

The U.S. Air Force completed the final 103rd test flight in the testing for the Automatic Ground Collision Avoidance System (Auto GCAS), part of the Automatic Collision Avoidance Technology (ACAT) /Fighter Risk Reduction Program. Researchers hope the lessons learned during these tests will lead to the virtual elimination of fighter aircraft mishaps.

The cooperative program was conducted by the Air Force Research Laboratory (AFRL) in conjunction with the Air Force Flight Test Center and NASA Dryden. The Auto GCAS flight testing effort has collected data over the course of over 141 flight hours, with more than 1,600 automatic recoveries executed. The F-16 test aircraft will now be transitioned to the Air Force Flight Test Center 416th Flight Test Squadron, who will begin production flight testing in the next phase of the ACAT program. The Auto GCAS software was recently transitioned to Aeronautical Systems Center, with the goal of incorporating the system into F-16 production aircraft in 2014.

Auto GCAS technology uses information gathered from Global Positioning System data and incorporates it with Digital Terrain Elevation Data maps to enable aircraft to reference terrain below. In the event that an aircraft is flown dangerously close to the ground, this critical data enables the aircraft to automatically execute avoidance maneuvers without pilot intervention.

Onboard for the final test flight was Lockheed Avionics Design Engineer Charles Canney and NASA project pilot Nils Larsen. The flight took place over a widespread area including portions of California from Edwards Air Force Base to Death Valley and the peaks and canyons of the Sierra Nevada Range. The flight evaluated the ability of the system to fly at low levels without “nuisance fly-ups,” or unwarranted activations of the system. Additionally, the system’s collision avoidance capability was evaluated with the execution of numerous mishap profiles that are typically seen in the F-16 fleet.

Mr. Canney, who has served as part of the design team for Lockheed since 1989, flew aboard many of the collision avoidance runs throughout this testing effort. He described the final test flight as “the best flight anyone has ever had,” and stated, “As Nils got down low, I could see dirt being kicked up off of the desert floor and no nuisance activations.”

Raytheon has developed an all new airframe and wings for the new SDB-53/B Small Diameter Bomb. The weapon was selected for the next generation SDB-2, to enter service in 2014. Photo: Raytheon

The U.S. Air Force has awarded the Raytheon Company (NYSE: RTN) US$450 million for the development and production of GBU-53/B for the Small Diameter Bomb increment II program. SDB II is the next generation of the lightweight, aerial precision-strike standoff weapon designed with integral capability to accurately strike moving and fixed targets in adverse weather conditions. Raytheon has developed an all-new, streamlined bomb casing and folding swept-wing for the new weapon (shown in the photo above), departing from the MBDA designed ‘Diamond Back’ configuration used by the Boeing designed SDB (photo on left). The SDB family of weapons developed by Boeing quadruples the number of weapons an aircraft can carry, enabling aircrews to attack more targets on each sortie.

Raytheon’s proposal was selected over a competing offer from Boeing and Lockheed Martin. Raytheon will begin producing the new weapons in 2013 with initial deliveries completing the first production lot by late 2014. The GBU-53/B incorporates an three-modal seeker featuring millimeter-wave radar, a semi-active laser (SAL) and an uncooled imaging infrared. The use of an uncooled thermal imager is a unique implementation of such sensor in aerial weapons, demonstrating the maturity and high resolution achieved with bolometric technology. “Our uncooled IIR seeker met all the warfighter’s requirements and reduced the weapon’s total life-cycle cost and logistics footprint” said Dr. Taylor W. Lawrence, Raytheon Missile Systems president. The tri-modal terminal seeker is a derivative from the seeker systems used in the 120mm Medium Range Munition for the M-1A2 tank and the cancelled XM-501 Precision Attack Missile. Raytheon also integrated a new ‘multi effect warhead’ designed to defeat armored targets, structures and soft target in the open with minimal collateral damage.

The SDB II multi-effect warhead defeats armored targets by penetration with shaped charge generated plasma jet. The effect is augmented by blast and fragmentation. Photo: Raytheon

Raytheon conducted a successful technical demonstration program, during which the company tested and verified that its form factored tri-mode seeker could seamlessly transition between modes. The GBU/53-B seeker proved its reliability during flight testing when it flew 26 missions in 21 days without a single hardware failure.

A U.S. Air Force accident investigation board determines that the crash of an Air National Guard MQ-1B Predator drone on April 20th in Southern California was caused by pilot error. Photo: U.S. Air Force

A U.S. Air Combat Command accident investigation board determined the cause of a crash of a Predator MQ-1 B unmanned aerial vehicle at Southern California Logistics Airport during an April 20 training mission was human error. According to the report, the crash was caused by a student pilot’s failure to recognize the aircraft’s speed was too low for the weather conditions and aircraft configuration. Unexpectedly difficult wind conditions at the field during the landing contributed to the mishap, officials said.

UAV Crash statistics have shown that most accidents involving remote piloted UAVs are caused in the takeoff and landing phases. To eliminate this risk most modern UAVs are equipped with automatic take-off and landing systems (ATOL). However, the U.S. Air Force insists on flying their UAVs with remote pilots.

The Predator crashed on April 20th was an Air National Guard aircraft from the 163rd Reconnaissance Wing at March Joint Air Reserve Base, Calif., operated by members of the 3rd Special Operations Squadron under the supervision of instructors from the 163rd Operations Group Formal Training Unit also based at this base. The investigation found that during final approach the Predator stalled after approaching landing at insufficient air speed. This resulted in a hard landing that exceeded design limitations for the aircraft. Upon impact, the left wingtip dragged on the ground, causing the aircraft to leave the prepared runway surface and subsequently break apart. While no injuries occurred as a result of the accident, the aircraft and one inert Hellfire training missile were a total loss. The estimated damage to government property, including a runway light, is valued at about $3.7 million.

A U.S. Air Force accident investigation board determines that the crash of an Air National Guard MQ-1B Predator drone on April 20th in Southern California was caused by pilot error. Photo: U.S. Air Force

A U.S. Air Combat Command accident investigation board determined the cause of a crash of a Predator MQ-1 B unmanned aerial vehicle at Southern California Logistics Airport during an April 20 training mission was human error. According to the report, the crash was caused by a student pilot’s failure to recognize the aircraft’s speed was too low for the weather conditions and aircraft configuration. Unexpectedly difficult wind conditions at the field during the landing contributed to the mishap, officials said.

UAV Crash statistics have shown that most accidents involving remote piloted UAVs are caused in the takeoff and landing phases. To eliminate this risk most modern UAVs are equipped with automatic take-off and landing systems (ATOL). However, the U.S. Air Force insists on flying their UAVs with remote pilots.

The Predator crashed on April 20th was an Air National Guard aircraft from the 163rd Reconnaissance Wing at March Joint Air Reserve Base, Calif., operated by members of the 3rd Special Operations Squadron under the supervision of instructors from the 163rd Operations Group Formal Training Unit also based at this base. The investigation found that during final approach the Predator stalled after approaching landing at insufficient air speed. This resulted in a hard landing that exceeded design limitations for the aircraft. Upon impact, the left wingtip dragged on the ground, causing the aircraft to leave the prepared runway surface and subsequently break apart. While no injuries occurred as a result of the accident, the aircraft and one inert Hellfire training missile were a total loss. The estimated damage to government property, including a runway light, is valued at about $3.7 million.

General Atomics began flight testing of the new, multi-mission jet-powered Predator C Avenger Unmanned Aerial System. The aircraft continued flight testing since its first flight in April 2009. A second, slightly larger Avenger is currently in production, scheduled to join the first aircraft later in 2010. With a 44-foot long fuselage, 66-foot wingspan, and 6,000 lb payload capacity, tail two will be slightly larger than tail one and will feature increased payload capacities. A third aircraft is also in production. The new Avenger is capable of flying at over 400 KTAS and can operate up to 50,000 feet for 20 hours. The Avenger’s avionics are based upon the battle-proven Predator B/MQ-9 Reaper.

“The test program for Avenger is proceeding along very well, with some results exceeding our expectations,” said Frank Pace, president, Aircraft Systems Group, General Atomics Aeronautical Systems, Inc. The first aircrat ‘Tail one is currently averaging two to three flights a week, with the capacity to support a more aggressive schedule as range availability allows. Since May 2010 flight tests were transferred from GA-ASI’s Gray Butte Flight Operations Facility in Palmdale, Calif., to Naval Air Station (NAS) China Lake, Calif., allowing increased envelope expansion. The aircraft has demonstrated the ability to be launched in only 30 to 45 minutes from hangar to flight. According to GA-ASI the test aircraft have demonstrated outstanding handling, confirming analytic models, simulations and wind tunnel results. The fuel burn rates also have been up to ten percent better than models had predicted, yielding increased endurance. Additionally, a new approach in the test process has reduced the number of flights required to ensure that the engine meets all operating constraints significantly.

“With the capability to perform manned aircraft missions, Avenger offers the war fighter unrivaled persistent situational awareness and strike mission affordability,” said J. Neal Blue, chairman and CEO, General Atomics Aeronautical Systems, Inc. “For the cost of one manned fighter aircraft, multiple-swarm configured Avengers can blanket an area of interest, providing unprecedented 24/7 ISR coverage, target identification, and neutralization, mission flexibility, and attrition tolerance.”

Avenger is designed to perform high-speed, long-endurance, more covert, multi-mission Intelligence, Surveillance, and Reconnaissance (ISR) and precision-strike missions over land or sea. It features a variety of internal weapons loads, including 2,000 lb Joint Direct Attack Munition (JDAM), an Electro-optical/Infrared (EO/IR) sensor, and an all-weather GA-ASI Lynx Synthetic Aperture Radar/Ground Moving Target Indicator (SAR/GMTI), maximizing both long loiter ISR and weapons carriage capabilities.

Avenger has drawn significant interest from both U.S. and allied forces and is a significant candidate for the United Kingdom’s upcoming SCAVENGER UAS Program. Utilizing proven systems and operating from the same, continually improving ground control stations as Predator and Reaper, it offers unique advantages in terms of performance, cost, timescale, and adaptability. The aircraft is capable of supporting coalition operations, in both benign and higher threat environments, and will ensure immediate NATO interoperability by working in tandem with Royal Air Force, U.S. Air Force, and Italian Air Force Predator-series aircraft.

An HH-60G Pave Hawk from the 66th Rescue Squadron, Nellis Air Force Base, Nev., flies over the desert terrain of southern Nevada during a training mission. The 66th Rescue Squadron's primary mission is the recovery of downed pilots and is one of only five active duty rescue squadrons in the Air Force. (U.S. Air Force photo by Tech. Sgt. Robert W. Valenca)

Sikorsky Aircraft Corporation and Lockheed Martin Corp. (NYSE:LMT) are joining forces to compete to replace the U.S. Air Force’s fleet of 112 Combat Search and Rescue HH-60G Pave Hawk helicopters. The agreement positions Sikorsky as prime contractor, with Lockheed Martin as the major subsystems supplier.

The team will offer an advanced version of Sikorsky’s UH-60M Black Hawk helicopter for the Air Force’s HH-60 Personnel Recovery Recapitalization program (HH-60 Recap) calling for replacement of existing helicopters with an equal number of new platforms, requiring minimum airframe modification or mission systems development. The initial operational capability is expected in fiscal year 2015, as the first four helicopters are declared mission ready.

Sikorsky and Lockheed Martin have already teamed on two Navy S-60 programs – the SH-6B and MH-60R/S, systems deployed on the later could be implemented in this USAF program. In April 2010, the companies announced a teaming agreement to compete jointly for the U.S. Navy’s revived VXX Presidential Helicopter program. The companies will share facilities, experience and engineering talent for both opportunities.

An HH-60G Pave Hawk, assigned to Nellis Air Force Base, Nev., fires off flares while demonstrating evasive maneuvers during a firepower demonstration held at the Nevada Test and Training Range. (USAF photo by Airman First Class Brian Ybarbo)

This Synthetic Aperture Radar (SAR) image showing an extinct volcano crater in Southern California, was taken by the new MP-RTIP radar operating in SAR mode. The sensor being integrated into the Global Hawk will be able to pick moving targets simultaneously to the SAR operation. Photo: USAF Electronic Systems Center

Work on the Multi-Platform Radar Technology Insertion Program (MP-RTIP) is progressing, with the sensor and first software baseline delivered to Edwards Air Force Base, Calif., for integration on a Global Hawk unmanned aircraft. Forthcoming flight testing conducted up to this point has been performed in Mojave, Calif., on a scaled composites test bed aircraft, known as “Proteus.” A total of 259 test flights were completed, with 1,062 hours of radar “on” time.

MP-RTIP capability was operationally demonstrated for the Army during a recent ground exercise at the National Training Center in Fort Irwin, California, where the MP-RTIP sensor was flown to demonstrate its unique capabilities in an operationally relevant environment. “Several members of the Operations Group at the NTC were pretty happy with what they saw” said Col. Jim Shaw, MP-RTIP program director.

Shaw said the systems tests confirmed ground moving target indicator (GMTI) and synthetic aperture radar (SAR) dedicated modes, where each of the modes operated separately and serially. The tests on the Global Hawk will employ the two modes concurrently and simultaneously. The Proteus will continue test flying the MP-RTIP on nine flights, assessing improved performance of concurrent radar modes. Colonel Shaw said that operating the radar in this concurrent (SAR+GMTI) has been a technical challenge, since operation of the two modes in most SAR/GMTI radars has sofar been limited to serial operation. Providing the two modes simultaneously ensure that warfighters can collect SAR data without interrupting GMTI tracks. Northrop Grumman is also developing maritime surveillance and maritime imaging modes for the MP-RTIP radar.

After the concurrent mode testing is completed, the MP-RTIP team at the Electronic Systems Center (ESC) will move into a support role, as the Global Hawk Program Office at Wright Patterson AFB, Ohio, will have the lead as the new sensor is integrated into the RQ-4B Block 40 aircraft. 16 new Global Hawk aircraft scheduled for delivery beginning in 2011 will be equipped with the new radar. These aircraft are scheduled for fielding in Grand Forks air force base in North Dakota.

Read more on the RQ-4B, its planned production model blocks and sensors on Defense-Update.com

Proteus operating as MP-RTIP RQ-4 Surrogate platform

The U.S. Air Force has deployed the 30th and last MC-12 ISR Aircraft to Afghanistan in July 2010. Photo: US Air Force

The 30th MC-12 Liberty was recently deployed to the U.S. Central Command area of responsibility completing the initial deployment plan, an Air Force official announced July 9. MC-12 Liberty ISR aircraft are currently operating with three units in SOuthwest Asia: the 361st Expeditionary Reconnaissance Squadron operating from Kandahar, Afghanistan and the 4th Expeditionary Reconnaissance Squadron stationed in Bagram, Afghanistan and the 362nd Expeditionary Reconnaissance Squadron in Balad air base, Iraq.

Lieutenant General David A. Deptula, deputy chief of staff for Intelligence, Surveillance and Reconnaissance at Headquarters Air Force. US Air Force photo.

According to Lt. Gen. David A. Deptula, the deputy chief of staff for Intelligence, Surveillance and Reconnaissance at Headquarters Air Force, the aircraft has had a positive impact in theater. He added that the MC-12s assisted in the capture of hundreds of insurgents, and the discovery of weapons caches and improvised explosive devices. The MC-12 fleet has flown more than 5,000 combat sorties and taken more than 22,000 hours of full-motion video and more than 40,000 images to date. ”This project is an unqualified success, and the model for how we should develop and deliver quick-reaction ISR capabilities,” General Deptula said.

“The MC-12W is the fastest weapons system delivered from concept to combat since the P-51 Mustang in World War II” said “We mobilized a significant industry base and every resource at our disposal, and delivered the first Federal Aviation Administration-certified aircraft in six months and three weeks, It began flying combat sorties in less than eight months.”

In April 2008, Secretary of Defense Robert M. Gates established a Department of Defense-wide ISR Task Force to identify and recommend solutions for increased ISR in the CENTCOM AOR. Secretary Gates tasked Air Force officials July 1, 2008, to acquire 37 “C-12″ class aircraft to augment unmanned systems. It was less than eight months from funding approval to the delivery of the first aircraft in theater. The entire operational fleet of 30 aircraft was deployed in only 13 months.

Lt. Gen Craig Koziol, DOD ISR Task Force director. Photo: USAF

“The entire Project Liberty team worked seamlessly to get this airborne ISR capability to the AOR as quickly as possible,” said Lt. Gen Craig Koziol, the DOD ISR Task Force director. “From concept to all the sensor integration efforts required to get this platform deployed, the team demonstrated superb focus to get this quick reaction, airborne ISR capability fielded to support (Operation Enduring Freedom and Operation Iraqi Freedom).”

The aircraft are military versions of the Hawker Beechcraft Super King Air 350 and Super King 350ER. They are equipped with an electro-optical infrared sensor, and other sensors as the mission requires. The EO/IR sensor also includes a laser illuminator and designator in a single sensor package. A fully operational system consists of a modified aircraft with sensors, a ground exploitation cell, line-of-sight and satellite communications data-links, and a robust voice communications suite. The MC-12 capability supports all aspects of the Air Force Irregular Warfare mission — counter insurgency, foreign internal defense and building partnership capacity — and is capable of worldwide operations.

With the Air Force MC-12 program winding down, the U.S. Army is gearing up to replace its Guardrail aircraft with C-12 based platforms, equipped to carry out a wider range of missions, beyond the traditional electronic surveillance performed by the Guardrail.

The U.S. Air Force began operating MC-12 ISR Aircraft at Bagram and Kandahar fields in Afghanistan earlier in 2010. In June this year, the Army received proposals from several U.S. companies for the delivery of similar aircraft known as 'EMARSS', to provide close ISR support to the land forces. Photo: US Air Force

The Boeing Company [NYSE: BA] confirmed today the submission of a proposal for the U.S. Army Enhanced Medium-Altitude Reconnaissance and Surveillance System (EMARSS). According to Dennis Muilenburg, president and CEO, Boeing Defense, Space & Security, Boeing brings the value of a large system integrator that also is able to work at a fast pace to place tools in warfighters’ hands as soon as possible. “We are committed to delivering early and to providing a mission system that works as promised to bring soldiers home safely.” Said Muilenburg. The Army’s EMARSS request for proposals calls for a persistent capability to detect, locate, classify/identify, and track surface targets in day or night, near-all-weather conditions with a high degree of timeliness and accuracy.

Other competitors for the program include Northrop Grumman and L-3 Com. The service is expected to announce the award in late September. Boeing submitted its proposal on May 25.