Contract Award: DRS to enhance critical situational awareness on Growler aircrafts

News Report

As announced in a recent press release, Finmeccanica's DRS has been awarded a $7.9 million contract from Boeing to further design, develop and integrate the Joint Tactical Terminal – Receiver (JTT-R) for the EA-18G Growler aircraft, for which DRS has been supporting with initial JTT-R integration since July 2009.

The Technology

Joint Tactical Terminal provides critical data links to battle managers, intelligence centers, air defenders, fire support elements, and aviation nodes across all services and aboard airborne, sea-going, subsurface, and ground mobile mission platforms.

The JTT-R provides the capability to receive near real-time threat, survivor and Blue Force Tracking data for presentation of critical situational awareness information to the user. It receives this critical data via Integrated Broadcast Service and Common Interactive Broadcast waveforms over UHF Satellite Communications links. The JTT-R can be mounted in fixed and rotary wing aircraft, surface, and stationary or mobile ground platforms and vehicles to supply the tactical data link to battle managers, intelligence centres, air defence, fire support and aviation nodes.

Within the terms of the contract, The JTT-R serves as a replacement to the legacy U.S. Navy’s EA-18G Growler's Multi-mission Advanced Tactical Terminal (MATT), which is reaching end-of-life with the impending transition to the common interactive broadcast (CIB) waveform.

The U.S. Navy’s EA-18G Growler is a variant of the combat-proven F/A-18F Super Hornet Block II that conducts Airborne Electronic Attack (AEA) missions. It is the U.S. Navy replacement for its current AEA aircraft, the EA-6B Prowler. Growler missions are mainly electronic attack (EA) and suppression of enemy air defences (SEAD), particularly at the start and on-going early stages of hostilities.

Comments

“We are honored to support Boeing and the U.S. Navy by bringing this increased, critical situational awareness capability to the EA-18G Growler,” said DRS ICAS president Logen Thiran. “The JTT-R will further ensure this aircraft remains the most advanced U.S. Navy airborne electronic attack platform.”

References: DRS (1), Naval-Technology (2), argreenhouse (3)

Boeing's Distributed Targeting System provides enhanced situational awareness for Super Hornet aircrews

News Report

As announced in a recent press release, Boeing has started production of the new Distributed Targeting System (DTS) for the F/A-18E/F Super Hornet strike fighter. DTS provides enhanced targeting capability for the Super Hornet. It is part of the U.S. Navy’s F/A-18E/F Network Centric Warfare Upgrades program and the F/A-18E/F Flight Plan, which will ensure that the Super Hornet remains ahead of emerging threats in coming decades.

The U.S. Navy granted approval for Low Rate Initial Production of DTS following successful completion of initial operational assessment flight testing at Naval Air Weapons Station China Lake, Calif., and Naval Air Station Patuxent River, Md., between September 2010 and March 2011. Air Test and Evaluation Squadrons VX-31 and VX-23 conducted the tests. DTS is on schedule to achieve Initial Operational Capability in January 2013.

The Technology

Boeing's Distributed Targeting System uses onboard hardware and software processing to produce precise targeting solutions for Super Hornet aircrews.

The DTS upgrade adds an image-exploitation processor and mass memory unit. The system compares synthetic-aperture radar maps from the aircraft’s active-array radar with stored geo-registered SAR maps and generates precise target coordinates for GPS-guided weapons. DTS enhances Super Hornet aircrews’ situational awareness when engaging air-to-ground targets.

Comments

“Distributed Targeting will continue to expand the Super Hornet’s already advanced multirole capability for the warfighter,” said Kory Mathews, F/A-18 and EA-18 Programs vice president for Boeing after the first tests of the system in 2010. “Distributed Targeting is a powerful tool that will provide Super Hornet aircrews with highly precise targeting capability when identifying and engaging ground target sets. This is another phase of our evolutionary approach to continuous capability enhancement for the Navy’s combat-proven Super Hornet.”

“Distributed targeting is going to be a real game-changer for Super Hornet aircrews,” said Kevin Fogarty, Boeing F/A-18 and EA-18G Mission Systems director. “DTS increases pilot and aircrew situational awareness and precision targeting when engaging air-to-ground targets, in part by using geo-registration technology.”.

The Context

The U.S. Navy F/A-18 E and F Super Hornet maritime strike attack aircraft, manufactured by Boeing, flew for the first time on November 29, 1995. In May 2009, Boeing received a contract worth $48.9m for the development of Distributed Targeting System for the Super Hornet aircraft.

References: Boeing (1,2), AirForce Technology (3)

Contract Award: General Dynamics to provide additional Mission Planning Systems for U.S. Navy aircrafts

News Report

As announced by U.S. DoD, General Dynamics was recently awarded a $20,585,146 modification to a previously awarded firm-fixed-price contract to exercise an option for the full-rate production of 80 Type 3 Advanced Mission Computers (AMC) for the U.S. Navy F/A-18E/F and E/A-18G aircraft.

The U.S. Naval Air Systems Command, Patuxent River, Md., is the contracting activity.

The Technology

General Dynamics' Advanced Mission Computer is the nerve center of the Super Hornet, providing situational awareness and combat systems control to the flight crew. A ruggedized, high-performance/high-reliability integrated information processing and mission & display-processing system, the AMC relies on a Commercial Off-the-Shelf (COTS), open systems architecture. It performs general purpose, input/output, video, voice and graphics processing and is designed to operate reliably in the extreme environmental conditions of today’s high-performance fighter aircraft.  The AMC is also able to process the high-speed data flows from the latest in sensor technology, and it communicates with aircraft systems over several databuses, including MIL-STD-1553, fibre optic Fibre Channel, and Local PCI.

The Context

General Dynamics has been delivering AMCs for the F/A-18 since 2002.  Since then, the nature of the work on this program has expanded from production for newly produced aircraft to include supplying Navy efforts to retrofit operational aircraft.

A $30.6 million contract was awarded to General Dynamics on March 2010 for the production of 118 Type-3 AMS for the F/A-18 Super Hornet aircrafts.

In the meantime, on November 2011 the U.S. Navy selected Boeing to jointly develop a new Type 4 Advanced Mission Computer (AMC) system for the F/A-18E/F Super Hornet and EA-18G Growler. The Type 4 AMC system will offer improved aircraft performance and image and mission-processing functions, and is scheduled to replace the existing Type 3 AMC. The new system will better position the war-fighters for future U.S. Navy Flightplan capability upgrades, i.e. technology insertion plan to ensure the modernisation of the aircraft ahead of future threats.

References: U.S. DoD (1), General Dynamics (2), Naval Technology (3), Avionics Intelligence (4)

UK MoD to enhance integrated Aircraft Defence Capabilities

News Report

As announced in a recent press release, UK Ministry of Defence has begun a development programme to make aircraft better equipped in the hostile environments that UK aircraft are likely to encounter during future operations.

The Defence Science and Technology Laboratory (Dstl) working with UK industry, has brought together the country’s leading scientists and engineers to develop the Common Defensive Aids System (CDAS). This would allow air forces to more easily upgrade existing platforms with new technology and more easily reprogram such defensive aids systems (DAS) for different missions.

This development, CDAS Technology Demonstrator Programme (TDP), is a project to establish that the concept works practically, and will be achieved through collaboration - a partnership between UK MoD and an industry team led by Finmeccanica's Selex Galileo, and comprising Thales, QinetiQ and BAE Systems.

The Technology

Defensive aids systems (DAS) consist of two parts, sensors, which identify the threat, and effectors, which employ appropriate countermeasures to defeat that threat, for example flare or chaff deployment. Historically, DAS sensors and effectors, sometimes different on different aircraft, have communicated through different, proprietary interfaces developed by the supplier companies.

CDAS represents a new systems approach, based on an ‘open architecture’ - components which can freely communicate with any other component regardless of manufacturer, to improve the modularity of sensors and effectors and coherence of the DAS across aircraft.

The CDAS TDP includes a current missile warning system built by BAE North America, a new infrared threat-warning system being developed by Thales, a developmental system for detecting hostile gunfire from the ground and a laser warning system, all feeding into the DAS controller. On the output side of the demonstrator system is a next-generation laser countermeasure built by Selex Galileo. Other countermeasures could include chaff (tiny pieces of material to confuse radar systems) or flares. A Qinetiq on-board planning system has also been integrated into the TDP.

The Context

John Bowker, Team Leader at Dstl said: “The ‘eureka moment’ really came along when we developed the new ’CDAS spine’ concept which now feeds into the MOD’s CDAS programme.”

The CDAS spine concept, evolved from the battle proven Helicopter Integrated DAS (HIDAS) on UK Apaches, was recognised by Dstl scientists and engineers as the most effective model to input into the DAS upgrade on Chinook helicopters. The implementation of this upgrade was undertaken with the assistance of global defence specialists including Agusta Westland, Boeing Helicopters, Selex Galileo, BAE Systems, QinetiQ and UK MoD's Defence Equipment and Support (DE&S), who drove the project.

The CDAS would also mean the UK MoD would be able to more fully exploit competition in the defence market because technologies built by different contractors could be used together. Integrating different systems would also enable the UK MoD to configure aircraft for specific missions without having to make major changes to the architecture.

In February 2010, the UK MoD awarded SELEX Galileo a 4 year contract to lead the Common Defensive Aids System (CDAS) Technology Demonstrator Programme (TDP) in support of the UK strategy for air platform protection. Under the TDP, SELEX Galileo is providing a coherent cross platform approach to both acquisition and support of defensive aids suites for both new build and legacy helicopters. The common architecture leverages the UK's existing investment in the Selex Galileo HIDAS (Helicopter Integrated Defensive Aids System) suite in service on the UK Army Air Corps' Apache AH.1 attack helicopter and the Project Baker DAS fit developed for the Royal Air Force Chinook fleet under an urgent operational requirement.

After 18 months of studies and a further 18 months of hardware development, DSTL has now put together a technology demonstrator programme (TDP) in partnership with four defence firms, showing how different sensors and countermeasures can work together under one DAS controller.

DSTL plans to conduct flight trials of the technology by the end of December, after which it will be up to the Defence Equipment and Support (DE&S) department to decide how the system will be manufactured and rolled out across the UK’s air fleet.

Comments

“This collaborative approach allowed us to quickly find the best equipment solutions to improve protection to aircraft and personnel," said John Bowker, Team Leader at Dstl. "As MOD’s science and technology specialists, Dstl works with industry and academia to increase our knowledge base and develop effective solutions. The Chinook upgrade is a great example of this and is in Afghanistan right now helping to save lives. Sharing ideas is the most effective way of getting the best capability to the front line.”

References: UK MoD (1), The Engineer (2), SELEX Galileo (3)

Discussing the JTRS GMR "graceful termination"

Here in this blog we already discussed about the JTRS GMR program termination (look here). As previously stated, the JTRS program has been beset by delays and cost overruns. Problems included a decentralized management structure, changing requirements, and unexpected technical difficulties that increased size and weight goals that made it harder to add the required waveforms.

Large cost overruns and numerous schedule delays forced the US Army's hand in canceling the JTRS Ground Mobile Radio system. The program has been canceled in line with the Nunn-McCurdy statute, which calls for a program's termination once unit-procurement costs exceed the original estimate by 25 percent unless it is deemed essential to national security.

The US Army now plans to conduct a full and open competition early next year for a lower-cost alternative, said Major Christopher Kasker, a US Army spokesman. US Army spokesmans also reiterated that the backbone of the Army's networking strategy will be the waveforms and not the specific hardware transmitting them.

In the recent days, a couple of interesting posts appeared on the blog of CJ Components (one and two), where David Howe provides additional insights on the fate of the program.

I have been following the JTRS Radio project for years. One time down at a Reality of Radio course at AFCEA I had the chance to see a real-time simulation of the JTRS network in action. At the time they were running a maximum of about 30 nodes. JTRS had been a project of about 15 years and was still short of network goals. The question I had, which I guess has been the question since inception of the project, was "Can the full network requirement of JTRS be met"?
Speaking before the Subcommittee on Tactical Air and Land Forces, U.S. House of Representatives Armed Services Committee on Oct. 26, 2011, Lt. Gen. William Phillips, principal military deputy to the Assistant Secretary of the Army for Acquisition, Logistics and Technology was asked about the cancellation of that program. "The Ground Mobile Radio went through a rigorous comprehensive review between the Army and the Secretary of Defense,” he explained. “That took about 60 days of intensive review of the program itself. Up front I will state that the GMR program itself is critical to the Army’s network strategy,” he said. “We must have a GMR radio that will run the Wideband Networking Waveform and the Soldier Radio Waveform – that’s absolutely critical. So when we say ‘termination,’ I’ll use these words: It’s a ‘graceful termination.’ The current contract is with Boeing. We are going to let that contract expire in March of ’12. And it will terminate on its own. We are not going to renew the contract.”

“Sir, at the end of the day this is positive for us,” he stated. “We will get this radio quicker. It will be at a lower cost than what the formal program would have delivered. And we will get it in what we call ‘Capability Set ‘13 – ’14’, so eight brigades that will deploy into combat operations will have a GMR radio running those two waveforms.”

A new RFP will be forthcoming for a 2-channel radio and the concept of putting the solution in the lap of industry will begin.

As the termination of the JTRS GMR was announced just a couple of days ago, the question of a possible affect on the JTRS HMS (Handheld Manpack Small Form Factor) naturally arose. I was in a meeting down at AUSA with the U.S. Army discussing desired tactical headsets and military handsets to be used with the PRC-154 and PRC-155 Rifleman Radios. I think this case is a bit different than the JTRS GMR, as GD has an award and is providing HMS radios to the Army. Yet, as with the JTRS GMR, could there be a similar move to transfer funding from public to industry?

Army leaders have testified before Congress about the importance of building a secure integrated network that connects soldiers on the battlefield, the letter states, noting that JTRS HMS radios connect the soldier to the network and WIN-T is the broadband wide-area transport of information to the network. “Without the JTRS HMS and WIN-T programs, there is no network modernization for our soldiers,” states the letter, which urges House appropriators to remain supportive of fully funding the efforts during the conference process.

References: CJ Components (1,2)

Controlling the drones during the battle

News Report

An interesting report on Military.com illustrates how crews piloting the latest version of the U.S. Army’s Apache attack helicopter will be able to control unmanned aircrafts during battles.

The Apache will be the first aircraft where the pilots will be able to control drones, according to Lt. Col. Dan Bailey, an Apache pilot who is the U.S. Army’s project manager for the new attack helicopter. Crews flying the older Apaches often communicate with drone operators by radio during missions. Crews in the new Apaches will be able to see the same video that a drone operator sees on their screens. They will even be able to take control of a drone to fly it to way points and zoom its cameras and sensors in on targets.

The Technology

The Apache Block III program will add open systems architecture electronics to create more standardization and “switchability,” extended range sensing, extended-range fire control radar, extended range missiles, wideband network communications for high-bandwidth networking, and high capacity data fusion computers to merge off- and on-board sensor imagery into a single shared picture of the battlefield.

One of the planned electronic enhancements to the AH-64D Block III include advanced “Level IV” control of UAVs from inside the helicopter. Level IV means that the pilot in the chopper can do everything but launch and land his drone: he can steer the UAV and its sensors and see everything it sees. For the delicate tasks of launching and landing, the pilot hands over control to an operator on the ground.

The Block III's UAV control installation (its so-called "tactical control data-link radio") fits inside the same mast-mounted radome in which the Longbow fire-control radar is fitted on D-model Apache.

The Context

Despite cuts to some of the unmanned components of the U.S. Army's ambitious Future Combat Systems in the 2008 budget, the U.S. service is driving on with development of the systems and procedures for controlling aerial drones from manned helicopters.

The U.S. Army first proved the concept of UAV-chopper teaming six years ago, according to Larry Plaster, Boeing's director of Apache modernization. "We did a test program in conjunction with the Army's Aviation Applied Technology Directorate, called Aviation Manned-Unmanned System Technology Demonstration Program, and we demonstrated Level IV UAV control."

As already discussed in this blog, several U.S. Army's organizations were recently involved in the first ever Manned-Unmanned Systems Integration Capability exercise (MUSIC), where a live demonstration was held before an audience of leaders from across the US Department of Defense as well as civilian onlookers. The event established seamless integration of Apache Block II and Kiowa Warrior helicopters, along with the US Army's complete fleet of Unmanned Aircraft Systems (UAS), which is comprised of the Raven, Puma, Hunter, Shadow and Gray Eagle. Video was exchanged flawlessly among all the systems. Additionally, the ability to control the UAS payloads of the larger aircraft were demonstrated.

On the piloted side were an Apache AH-64D Longbow attack helicopter and an OH-58D Kiowa Warrior armed scout helicopter. The Apache established communications with a MQ-1C Gray Eagle—the Army’s largest unmanned aircraft—while both were in flight over the airfield. The helicopter crew received video from the Gray Eagle just like they would from their own on-board sensors, then relayed the signal to a new Universal Ground Control Station.

Comments

“We can use the drone as a remote sensor to identify hostiles,” said Lt. Col. Dan Bailey. “That drone is now part of our Apache but it is forward where we might not want to be. I think it is going to be a huge game changer for the Army.”

“There are places in Afghanistan that the current aircraft can’t fly,” Bailey said. “With the upgrades, we will be able to go to those places where the enemy tends to hide from us.”

References: Military.com (1), Boeing (2), DefenseIndustryDaily (3), AviationWeek (4)

Boeing's new Cyber Engagement Centre

News Report

As announced in a recent press release, Boeing opened in October a new Cyber Engagement Center in Annapolis Junction. The 32,000-square-foot facility will provide a collaborative environment where security experts work together to address current and evolving cybersecurity challenges.

The CEC offers secure meeting areas as well as dynamic data analysis, information sharing, traffic intelligence, analytics and other capabilities for commercial and defense customers. It is staffed by cybersecurity experts and research-and-development (R&D) teams from across the Boeing enterprise.

The Centre

The CEC is a working operations facility that supports four key missions:

• Connect with customers: Building on Boeing’s commitment to customer collaboration, the facility offers secure meeting areas and dynamic experimentation spaces to discuss customer needs, analyze operating environments, identify threats and deliver security solutions.
• Continuous innovation: The CEC is staffed with information security experts focused on today’s missions and research and development teams chartered with preparing for the future.
• Live environment demonstrations: The CEC utilizes Boeing’s vast global network -- which supports more than 250,000 employee, customer and supplier user accounts logging in from more than 1,000,000 networked devices -- to deliver interactive demonstrations of Boeing’s products and services as they protect company assets in live environments.
• Protect Boeing’s global network: The CEC is home to one of Boeing’s Information Technology Operations Centers (ITOC) and Computing Security, Monitoring and Response (CSMR) facilities where IT experts are constantly monitoring the company’s network to ensure delivery of key applications and defend against cyber threats using many of Boeing’s own security capabilities.

The Context

Boeing has extensive experience in cybersecurity, acquired through developing, deploying and defending complex systems for customers as well as protecting its own global network. The company has made substantial investments in cybersecurity R&D and acquisitions over the past several years, while connecting capabilities from across the organization to bring the best of Boeing to customers.

Recent acquisitions eXMeritus and Kestrel have brought industry-leading data analysis and secure information-sharing capabilities. Narus and SMSi added real-time traffic intelligence solutions and analytics capabilities to help protect and maintain the integrity of distributed IP networks for government carriers and critical infrastructure employees.

Boeing also supports cyber education programs at high schools and universities, including the National Collegiate Cyber Defense Competitions and the U.S. Air Force's CyberPatriot program, i.e. the national high school cyber defense competition created by the U.S. Air Force Association (AFA) to excite, educate, and motivate the next generation of cyber defenders and other science, technology, engineering, and mathematics (STEM) graduates U.S. nation needs.

Comments

"The risks to industry and government cybersecurity grow every second of every day," said John Hinshaw, vice president and general manager, Boeing Information Solutions. "We've established this center to work collaboratively with our customers to help defend their critical infrastructure -- as well as our own."

"Our recent acquisitions have enhanced our ability to deliver the full-spectrum, defense-in-depth solutions our customers need," said Hinshaw.

References: Boeing (1,2), U.S. Cyber Patriot (3)

JTRS GMR: program terminated

News Report

As announced by InsideDefense.com and then reported by several other news sources, the US Defense Department communicated that the US Army's Joint Tactical Radio System Ground Mobile Radio program (JTRS GMR) has been terminated.

"I can confirm the program has been terminated," said Air Force Lieutenant Colonel Melinda Morgan, a Pentagon spokeswoman. A notice from Frank Kendall, the acting under secretary for acquisition, was sent to the House of Representatives' and Senate Armed Services Committees on last Thursday night, she said.

The System

The Joint Tactical Radio System, Ground Mobile Radios (JTRS GMR) is a software-programmable radio system providing secure, reliable, multi-channel voice, data, imagery and video communications for mobile military users. The system was expected to deliver networked communications on-the-move at the tactical edge supporting information sharing and combat readiness between service branches.

The JTRS is built on the Software Communications Architecture (SCA), an open-architecture framework that tells designers how hardware and software are to operate in harmony. It governs the structure and operation of the JTRS, enabling programmable radios to load waveforms, run applications, and be networked into an integrated system. A Core Framework, providing a standard operating environment, must be implemented on every hardware set. Interoperability among radio sets is increased because the same waveform software can be easily ported to all radios.

The Object Management Group (OMG), a not-for-profit consortium that produces and maintains computer industry specifications for interoperable enterprise applications, is working toward building an international commercial standard based on the SCA.

The US Army hasn’t released its most current assessment of the radio, which was scrutinized this year in a six-week Network Integration Evaluation field exercise at Fort Bliss, Texas, and White Sands Missile Range, New Mexico, with other JTRS radios. In a systems integration test last year, the radio “continued to demonstrate deficiencies” it had in 2009, including difficulty establishing a network and low message completion rates, the Pentagon’s director of operational testing reported.

The Context

Boeing is the prime contractor for the JTRS GMR program. Other team members include Northrop Grumman (ground vehicle systems integration and network management), Rockwell Collins (waveform and hardware development), BAE Systems (waveform and hardware development), Harris (hardware).

The JTRS program has been beset by delays and cost overruns. Problems included a decentralized management structure, changing requirements, and unexpected technical difficulties that increased size and weight goals that made it harder to add the required waveforms. Large cost overruns and numerous schedule delays forced the US Army's hand in canceling the JTRS Ground Mobile Radio system. To that end, US DoD has told Lockheed Martin, the prime contractor of the air and sea version of JTRS, to restructure that program with an eye toward affordability.

The program has been canceled in line with the Nunn-McCurdy statute, which calls for a program's termination once unit-procurement costs exceed the original estimate by 25 percent unless it is deemed essential to national security. Concerning the JTRS GMR program, the statute was triggered after the planned purchase was slashed over the summer from 86,209 radios to 10,293. That reduction caused the radio’s unit price to rise by more than 50 percent, triggering the cost reporting law.

The US Army now plans to conduct a full and open competition early next year for a lower-cost alternative, said Major Christopher Kasker, a US Army spokesman. US Army spokesmans also reiterated that the backbone of the Army's networking strategy will be the waveforms and not the specific hardware transmitting them.

References: InsideDefense.com (1), Chicago Tribune (2), GAO (3), Boeing (4), AOL Defense (5), Bloomberg (6)

Contract Award: Boeing to provide Twister Data Framework technology to US Securities and Exchange Commission

References: Boeing (1,2), SMSi (3)

News Report

As announced in a recent press release, Boeing's subsidiary Solutions Made Simple Inc. (SMSi) recently received a data integration contract from the U.S. Securities and Exchange Commission (SEC). Under the terms of the agreement, SMSi will provide software licenses and support for its Twister Data Framework technology to the SEC as part of the agency's effort to better access and manage data stored across its enterprise.

The Technology

SMSi's Twister product is designed to extract, share and query information stored in an unlimited number of data sources and applications.

Twister enables organizations implementing business intelligence and analysis strategies to extract, transform, and load data from across the enterprise to create consistent, accurate information. By linking legacy data and applications, Web-based technologies, and third-party applications into an efficient pipeline that coordinates the data retrieval, enrichment, and delivery processes, Twister allows analytics users to exploit information enterprise-wide. By using Twister, organizations can quickly process digital information and automatically connect an unlimited number of disparate data sources and applications without the need for manual processing or metadata.

Unlike traditional “single threaded” Extract Translate and Load (ETL) tools, Twister operates in a completely parallel environment. The Twister framework can be distributed across hundreds of systems, allowing users to take full advantage of COTS hardware. As data arrives into the Twister environment, it is seamlessly spread across the appropriate data cluster. Once the data has been processed it can be reassembled and delivered to a variety of applications in any format.

The Context

Boeing acquired SMSi in August 2011, which now operates within the Information Solutions division of Boeing's Network & Space Systems business. SMSi employs approximately 65 people and is based in Reston, Va.

Comments

"We are thrilled that the SEC has chosen Twister to enable better management and intelligence of large volumes of data," said John Hinshaw, vice president and general manager of Boeing Information Solutions. "Twister has proven to be a valuable tool for the U.S. Intelligence Community and Department of Defense customers. The SEC contract demonstrates Twister's potential to serve the broader federal market’s data integration needs as well."

"Our customers continuously look for better, more cost-effective ways to manage data across disparate networks, and SMSi has terrific capability to do that," said Hinshaw referring to the SMSi's acquisition, "We've worked with SMSi for a number of years and see their team and products as strong complements to our existing capabilities. SMSi adds important vertical content to Boeing's product portfolio for two high-growth markets that are key priorities for our customers: C4ISR and cybersecurity"

Further Reading:

• Twister Data Integrator (pdf)

Boeing demonstrates advanced satellite communications in support of US command and control

References: Boeing (1, 2), SatNews (3), GlobalSecurity (4)

News Report

As announced in a recent press release, Boeing announced that it has successfully demonstrated high-data-rate transmissions between a Family of Advanced Beyond Line-of-Sight Terminals (FAB-T) and a test terminal for the Advanced Extremely High Frequency satellite (AEHF). This was one in a series of development tests that are demonstrating extended data rate voice, text and data communication with a FAB-T unit.

FAB-T will provide the U.S. Air Force and U.S. Navy with protected wideband satellite communications in support of command and control of U.S. nuclear forces.

The Technology

The FAB-T Nuclear Command and Control Network and Communication System program develops the architecture to support a family of satellite communications terminals for airborne, ground-fixed and ground-transportable applications. FAB-T provides the critical link enabling strategic nuclear command and control using the Milstar Extremely High Frequency (EHF) and Advanced Extremely High Frequency (AEHF) waveforms. This capability enables the command and control of the AEHF and Milstar satellites and provides the President and strategic leadership the secure communications with forces to direct a strategic nuclear response.

FAB-T is an information and communications system, rather than a simple satellite radio terminal. The system is modular, reconfigurable, scalable and upgradeable. FAB-T provides multiple channels to enable simultaneous links via various beyond line-of-sight capabilities. The system is programmable and reconfigurable, allowing high-data-rate communications to be customized by the warfighter in the theater. FAB-T provides the framework for the highest data exchange rates available, providing communications on the move.

The recent demonstration, conducted in August at Northrop Grumman Aerospace Systems in Redondo Beach, Calif., involved a FAB-T unit and an AEHF Universal System Test Terminal (AUST-T) communicating through a ground AEHF payload.

Using the latest program hardware, the terminal team successfully conducted extended data rate (XDR) re-key, XDR text communications, and dual FAB-T log-on with the AEHF payload. In separate testing essential to operating the fielded FAB-T system, Boeing also interfaced with the AEHF Satellite Mission Control Subsystem, demonstrating XDR capability with the AEHF ground satellite.

The Context

Boeing is working to provide the US Air Force with a fully capable, affordable system that supports the existing Milstar satellite constellation, its ground and airborne command-and-control terminals and the new AEHF satellite constellation. The program continues to make measurable progress against its planned baseline.

FAB-T is managed by the US MILSATCOM Systems Directorate at Los Angeles, California. The MILSATCOM Systems Directorate executes an annual budget over $2.4B as it plans for, acquires and sustains space-based global communications in support of the President, Secretary of Defense, and combat forces. The MILSATCOM enterprise consists of satellites, terminals and control stations and provides communications for over 16,000 air, land and sea platforms.

Boeing has assembled for FAB-T a best-of-industry team, comprised of the nation's leading satellite systems, communications terminals and high performance data link providers, to execute the terms of the contract for the first increment. Principal members include Harris, L-3, TRW and ViaSat.

The FAB-T program completed an Integrated Baseline Review in September of 2010 and expects to complete full capability terminal functional qualification in 2012, flight testing in 1QFY2013 and exercise low rate initial production option in 3QFY2013.

In April 2011, the U.S. Air Force installed, integrated and successfully flight-tested a FAB-T on a test version of an RC-135 Rivet Joint reconnaissance aircraft. The flight test demonstrated successful integration on the RC-135 aircraft using the FAB-T platform integration interface control documentation. The flight test team communicated from the air with test locations on the ground via a Milstar satellite. As part of the in-flight testing, voice, data, and text were shared between the aircraft and the ground users who were part of the demonstration network.
Boeing is conducting hardware qualification, and integration is continuing on the extended data rate (XDR) software for the system. There are many test events planned with the AEHF and Milstar satellites, including the flight test and interoperability testing with other EHF terminals. Boeing and the Air Force have multiple intersegment and satellite payload tests planned prior to on-orbit testing. FAB-T's XDR capability will provide US Air Force personnel with anti-jam, low probability of interception (LPI), low probability of detection (LPD), and improved data rates compared with earlier systems and software.

Comments

"With more than half of the system integration tests successfully completed, the FAB-T program is well on its way to starting system qualification testing in 2012," said Paul Geery, Boeing FAB-T vice president and program manager. "Boeing is committed to ensuring that the FAB-T program is successful and that we can deliver this advanced capability to the warfighter."

"These demonstrations are key progress indicators toward the start of functional qualification tests and increase warfighter confidence that FAB-T will support the required missions," Geery said.

Related Posts

• Raytheon's first AEHF SMART-T delivered to US Armed Forces

United States’ E-4B National Airborne Command Center returns to duty

References: Boeing (1), US Air Force (2), The Aviation Zone (3)

News Report

As reported in a recent press release, Boeing has successfully completed a regularly scheduled programmed depot maintenance (PDM) on one of the United States’ four E-4B National Airborne Command Centers on schedule. The E-4B was returned to home station Offutt Air Force Base, in Nebraska, on Sept. 19.

A Boeing field team at Offutt Air Force Base now will support final modifications to return the aircraft to operational status. The aircraft was delivered from Boeing’s E-4B partner L-3 in Greenville, Texas, where it received new paint, following maintenance and some minor modifications performed at Boeing’s Global Services & Support facility in Wichita.

The System

The Boeing E-4B serves as the National Airborne Operations Center for the president, secretary of defense and the Joint Chiefs of Staff. In case of national emergency or destruction of ground command control centers, the aircraft provides a highly survivable, command, control and communications center to direct U.S. forces, execute emergency war orders and coordinate actions by civil authorities. To provide direct support to the president, secretary of defense and the Joint Chief of Staff, at least one E-4B is always on alert at one of many selected bases throughout the world.

The E-4B is a militarized version of the Boeing 747-200. It is a four-engine, swept-wing, long-range, high-altitude airplane capable of being refueled in flight.

The main deck is divided into six functional areas: a command work area, conference room, briefing room, an operations team work area, and communications and rest areas. An E-4B crew may include up to 112 people, including a joint-service operations team, an ACC flight crew, a maintenance and security component, a communications team and selected augmentees.

The E-4B has electromagnetic pulse protection, an electrical system designed to support advanced electronics and a wide variety of communications equipment. Other improvements include nuclear and thermal effects shielding, acoustic control, an improved technical control facility and an upgraded air-conditioning system for cooling electrical components. An advanced satellite communications system improves worldwide communications among strategic and tactical satellite systems and the airborne operations center.

The Context

The E-4B evolved from the E-4A, which had been in service since late 1974. The first B model was delivered to the Air Force in January 1980, and by 1985 all aircraft were converted to B models. All E-4B are assigned to the 55th Wing, Offutt Air Force Base, Nebraska.

In August 1994, the E-4B assumed an additional role. With the approval of the JCS chairman, the E-4B supports the Federal Emergency Management Agency's (FEMA) request for assistance when a natural disaster occurs. The E-4B may be asked to fly the FEMA Emergency Response Team to the disaster site, and become the FEMA command and control center until the emergency team's own equipment and facilities can be set up. With E-4B support, the emergency team's response is a matter of hours, as opposed to days.

Air Combat Command (ACC) is the Air Force single-resource manager for the E-4B, and provides aircrew, maintenance, security and communications support. The Joint Chiefs of Staff actually control E-4B operations and provide personnel for the airborne operations center.

Comments

“This was an extremely challenging programmed depot maintenance because of the over-and-above issues that we uncovered on this aging aircraft,” said Glenn Winkler, Boeing program manager for the E-4B. “It is very important that we perform well because there are only four of these jets in the fleet, so getting it back into service as quickly as possible is very important to our customer.”