RECORD VERSION STATEMENT BY
MAJOR GENERAL WILLIAM T. CROSBY
PROGRAM EXECUTIVE OFFICER, AVIATION
BEFORE THE
SUBCOMMITTEE ON TACTICAL AIR AND LAND FORCES
COMMITTEE ON ARMED SERVICES
UNITED STATES HOUSE OF REPRESENTATIVES
ON DEPARTMENT OF DEFENSE ROTORCRAFT MODERNIZATION PROGRAMS
SECOND SESSION, 112TH CONGRESS
MARCH 27, 2012
NOT FOR PUBLICATION UNTIL RELEASED BY THE
COMMITTEE ON ARMED SERVICES
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Chairman Bartlett, Representative Reyes, distinguished Members of the Subcommittee on Air and Land Forces and distinguished members of the subcommittee, I am pleased to be here today to discuss Army Aviation Modernization. I welcome this opportunity to testify before you and appreciate the tremendous and ongoing support this committee has provided to our Army and our Soldiers stationed around the world. I know you all will agree that our Soldiers have performed magnificently and our families have sacrificed much for our nation over the past ten years.
After a decade of continuous deployment and the associated stress and strain on the Army and its assigned weapon systems, and as the Army’s operational posture changes, we have assessed our current situation to ensure the correct strategy is in place to successfully overcome current and future challenges.
Today we are faced with uncertain strategic and operational environments coupled with declining resources. The Army’s Aviation Modernization strategy reflects the need to be able to support the current fight, set priorities, make prudent choices, and continue to modernize our Army Aviation systems in ways that provide the best force for our Nation within the resources available. We recognize that this is a tough time for our nation and share in the economic responsibility of finding new and innovative ways of acquiring and sustaining our Army Aviation weapon systems smarter, faster, more affordably and more effectively. We realize that we must take an appetite suppressant as we bridge that gap and take calculated risks in some areas.
In taking some of those risks, we also have to make sure that the impact on our Soldiers is minimal. We will adapt to the current budget realignments the best way we can and maintain an open line to our deployed forces and combat commanders. As such, we continue to modernize our airframes and tackle obsolescence and sustainment challenges. Long term sustainment is key to the logistical support of our aviation platforms.
As the Army’s materiel developer of Army aircraft and weapon systems, the Program Executive Office for Aviation has taken a proactive approach to our Aviation Modernization Plan that ensures a balanced, long range approach. We recognize that
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we must adapt our plan while avoiding the natural tendency to cut our investment programs to meet short term mandates. Our plan accepts risk in some modification improvements, minimizes the impacts to our industrial base by preserving our multi-year contracts, and extends the production plan by three to five years in the long term (reducing quantities in the near-term). This was done to preserve our Science & Technology (S&T) investments in a future vertical lift, maintain our path to address the deficiencies in the Scout mission area, and continue our procurement and modernization of our current platforms and our Unmanned Aircraft Systems (UAS).
Further, strategies to develop Future Vertical Lift (FVL) while sustaining the current fleet and accepting a level of risk in some current mission areas have to be considered in a balanced approach. Future Vertical Lift will have to be scalable within available resources with priority given to the utility and attack fleet.
In continuing support to our Soldiers, the latest generation of Apache, the AH-64D Longbow Apache Block III, will enter service this year. We are continuing our commitment to maintain the Apache fleet as the world’s premier attack helicopter with our modernization strategy. The new Apaches are stronger, faster and much less constrained in extreme combat conditions. Improvements include an enhanced digital electronic engine control unit, which improves the responsiveness of the rotorcraft’s twin GE T700-701D engines, along with composite main rotor blades and more powerful computer systems that even allow pilots to remotely fly unmanned aircraft. Our current Block III procurement objective will be 634 remanufactures and 56 new builds. The program is currently undergoing Initial Operational Test & Evaluation at the National Training Center in Fort Irwin, California. Modernization focus areas include the overall Block III program, an advanced crew station, advanced sensors and Aviation Survivability Equipment (ASE), advanced weapons, and improvements to the platform and sustainment. The Army is planning a multi-year contract with the Apache Block III program after a full rate production decision.
Unmanned Aircraft Systems (UAS) continues to be a capability in high demand, and we continue to respond to requests from theater for additional UAS assets. We are currently supporting a significant Raven small UAS surge effort, doubling Raven assets in Afghanistan. We are gearing up for the Gray Eagle Initial
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Operational Test & Evaluation this year, and this crucial milestone will pave the way for moving that key system into full rate production. Preparations are already being made for Manned Unmanned Systems Integration Capability (MUSIC) Exercise 2 after a very successful demonstration of the first MUSIC event at Dugway Proving Ground, Utah last September. The exercise showcased many of the advancements in interoperability and the manned-unmanned teaming community. It set the stage for future interoperability improvements to benefit our Army’s deployed forces.
We recognize that in some geographic locations, such as Afghanistan, circumstances dictate the need for Vertical Takeoff and Landing (VTOL) capabilities. While the Shadow, with its highly accurate and sustainable Reconnaissance, Surveillance and Target Acquisition (RSTA) capability, continues to provide an integral asset to the ground commanders’ battlefield awareness, there are distinct advantages to having VTOL capability in remote and difficult terrain. VTOL capability would also provide a closer match in capability between the manned and unmanned systems to expand the Soldiers’ options in teaming operations. The Army is dedicated to the VTOL capability, and we are working on the deployment of three Army ARGUS A160s (AAA) to Afghanistan this summer as part of a Quick Reaction Capability.
The next generation of UAS will be marked with three capability focus areas: greater flexibility to the user, superior capability, and advanced autonomy. They will be network resident, enabling the UAS to be responsive to networked commands and broader more force pervasive requests for Reconnaissance, Surveillance and Target Acquisition and Intelligence, Surveillance and Reconnaissance (ISR), and capable of optimizing planning and usage. Current generation single payload, single sensing modularity platforms will give way to multi-spectrum, multi-sensor platforms capable of finding targets down to dismount and IED size efficiently and effectively. Lastly, those systems will have increased intelligence and autonomy on the vehicle systems to improve on the capability per person force structure. In other words, we’re going to do more processing on the platforms to allow for less post-processing, exploitation and dissemination.
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Our most current pioneering effort in UAS is the development of the Ground Based Sense and Avoid (GBSAA) system. Over the past decade, UAS have become an integral part of the United States military. However, a significant challenge hindering the ability of the U.S. military to operate, to test, and to train UAS in the U.S. National Airspace System (NAS), is the inability to comply with Federal Aviation Regulations which require the ability to “see and avoid other aircraft.” Manned aircraft see and avoid routinely, but with no pilot in the cockpit, UAS must develop an alternate means of compliance to this requirement in order to achieve the ultimate goal of routine and unfettered access to the NAS and ultimately to international airspace, which is required to maintain strategic overwatch through worldwide force protection of our UAS. Developing and validating a technological capability to “sense and avoid” will satisfy this alternate means of compliance. Significant effort and accomplishments in the development of GBSAA, as a practical solution to gain initial access to the NAS, have resulted in GBSAA providing an impending and immediate solution with significant promise to incrementally improve and ultimately be an element of the final integrated NAS access solution for UAS. The final solution involves integration with Airborne Sense and Avoid (ABSAA) systems. Current funding requirements will further support data collection, data analysis, safety case development, equipment procurement, and testing. Additionally, funding would provide the ability to research and develop new technologies to support incremental improvements of the system, which will ultimately allow unfettered and unrestricted airspace integration of UAS into the NAS. A need exists for a reconfigurable and deployable system, which could be utilized in a variety of other ways including U.S. border patrol and a capability to respond to national emergencies. A deployable GBSAA system would enable UAS to fly side-by-side with manned platforms using this deployable GBSAA system as the operator’s eyes in the sky.
Army Aviation OPTEMPO at its highest point ever and the Chinook is the rotary wing aircraft of choice in the OEF theatre. We are continuing to field the CH-47F Chinook helicopters to our units, and our tenth delivery this April will be to the 16th Combat Aviation Brigade (CAB) in Alaska. The CH-47F features an all new machined airframe, with a common avionics architecture system cockpit that meets all future force
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digitized interoperability requirements, full authority digital automatic flight controls system, among many other integrated improvements. A follow on CH-47F Improved Cargo Helicopter multiyear contract (FY13-17) will allow the Army to complete modernization of its legacy Army National Guard/Army Reserve CH-47D Chinook Fleet with a 10.1% savings (~$373 Million) in procurement cost. With 83% of the Army’s Chinook fleet originally manufactured in the 1960s, replacing these aircraft at a reduced procurement cost is a prudent course of action. We have also streamlined the modernization process and charged one product office to manage all modernization efforts for the Chinook helicopter fleet such as replacing the floor with an integrated roller system, implementation of Condition Based Maintenance tools, development of advanced rotor blade configuration, avionics upgrades, hostile fire detection and other protection systems. The Cargo On/Off Load System (COOLS) replaces the current floor on the CH-47F, and significantly reduces the workload for aircrews and allows rapid, in flight re-configuration to support a wide range of missions. Flight testing will take place Summer 2012 and these COOLS kits will be fielded to units to support upcoming deployments. The full rate production decision will be made in the 1st quarter, FY13. The Army celebrated the Chinook’s 50th anniversary last September, exactly 50 years since the Chinook’s first flight. This milestone speaks volumes about the aircraft’s proven relevance and capabilities as the Army’s only heavy lift helicopter and continues to be vital to Overseas Contingency Operations (OCO) and our nation’s Homeland Security needs.
Modernization efforts of the Army’s Utility UH-60M helicopters continue and are focused on three specific efforts: our continuous modernization of the UH/HH-60M fleet, the digitization of the UH-60L cockpit, and completing the development and testing of fly-by-wire (FBW) technology this year. Currently, 331 UH-60Ms and 93 HH60Ms have been delivered so far. The UH-60M provides extensive capability beyond the legacy UH-60A/L platforms in that it provides a fully integrated glass cockpit that improves situational awareness and reduces operator work load in a complex combat environment through digital moving map displays, multi-band radio systems and improved aircraft survivability equipment. The system's reliability, availability and maintainability have also evolved with the integration of a real-time vehicle health
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management system reducing overall maintenance and sustainment costs. The Army’s current procurement objective for the UH-60M Baseline is 1,367 aircraft. To preserve our multi-years with this system, the Army plans to reduce the number of UH-60Ms purchased in FY14-18 and extend the planned procurement through FY26. The Army has incorporated the flexibility to procure lower annual quantities in the new multi-year contract currently in negotiation.
Production of our UH-72A Lakotas remains on schedule and cost with 209 of 345 delivered to the Army. Serving as the Army’s newest helicopter, the Lakota supports our Active Army and National Guard missions. The Security & Support Battalion Mission Equipment Package (S&S MEP), the latest LUH configuration adds an Electro-Optical / Infra-red Sensor, a searchlight, and data collection, display and downlink systems and supports counter-drug, law enforcement, border patrol, and Homeland Security missions across the U.S., Hawaii and in Puerto Rico. The LUH program has been touted as a model acquisition program throughout the Army.
Under the Utility Helicopters Project Office, effort is also underway on the Improved Turbine Engine Program (ITEP) which will develop the next generation engine bringing reduced fuel usage, increased performance, improved reliability and lower maintenance. It’s use will provide significant fuel savings for current UH-60 Black Hawks and AH-64 Apaches with a reduction in cost of operations and dependence on oil, improvement in range, endurance and on-station (loiter) aircraft capability, and will save lives now lost moving and protecting fuel on the battlefield and lightens the logistics load. Leveraging today’s ITEP investment will provide Future Vertical Lift platforms with significantly increased capabilities that will meet the warfighters’ unique mission requirements. This translates to a 25% specific fuel consumption decrease, 35% production and maintenance cost decrease and will incorporate a Condition Based Maintenance plus (CBM+) package, 65% horsepower to weight increase with 20% engine life design increase. Engine level demonstrations are slated to begin in FY12. Our current procurement plan is to have Low Rate Initial Production in FY19. The ITEP is also aligned with the Army Operational Power and Energy Strategy, the DoD Operational Energy Strategy, and the National Defense Strategy.
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The Army is undertaking key modernization efforts in the Project Office for Aviation Systems that include Automated Aviation Logistics (AAL) and Degraded Visual Environment (DVE). AAL will replace the Unit Level Logistics System-Aviation (Enhanced) and the Unmanned Aircraft Systems-Initiative (UAS-I) with a best of breed, state of the art family of systems for all manned and unmanned aircraft in both conventional and special operations tactical units. The end result will be game changing capabilities for net-centric Aviation maintenance, supply, operations, safety, training, and readiness information in both connected and disconnected environments; seamless interfaces to the Global Combat Support System-Army (GCSS-Army) & the logistics enterprise; and elimination of today’s knowledge gaps which force commanders and maintainers to make decisions based on incomplete and anecdotal information. AAL’s Aircraft Notebook (ACN), Aviation Data Exploitation Capability (ADEC), and Aviation Logistics Enterprise-Platform (ALE-P) are scheduled to begin fielding in FY14 in concert with GCSS-Army.
Degraded Visual Environment (DVE) is an effort to mature and acquire obscurant penetration sensor technologies for rotary wing flight operations. Army aircrews often encounter flight conditions that severely restrict the flight crews’ visibility due to brownout, whiteout, or other natural or manmade atmospheric obscurants. DVE technologies will provide aircrews with real-time visual information of the terrain and obstacles encountered during combat and training flight operations. Potential DVE solutions may include a combination of both active and passive sensor technologies, enhanced flight control systems, and the integration of flight symbology. The integration of obscurant penetrating technologies on the Army’s rotary wing fleet will both save lives and resources while increasing combat capabilities.
Army Aviation Aircraft Survivability Equipment (ASE) modernization efforts continue to focus on detecting and defeating highly proliferated Man-portable Air Defense Systems (MANPADS) and small arms munitions, the greatest threats to the preponderance of the Army Aviation fleet. The Common Missile Warning System (CMWS) detects infrared-seeking missiles and protects aircrews and passengers by employing expendable countermeasures. CMWS is also being upgraded to detect unguided small arms fire to provide better threat situational understanding to Army
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aircrews. The Advanced Threat Infrared Countermeasures (ATIRCM) system provides laser-based countermeasure protection to select aircraft deployed in Afghanistan and the Common Infrared Countermeasures (CIRCM) system will provide laser-based countermeasure protection to the greater Army Aviation fleet as well as US Marine Corps assault platforms. As the National Military Strategy shifts focus to the Asia-Pacific Theater, the Army is readdressing the significant capability gap against Radio Frequency (RF)-guided threats. These multiple ASE modernization efforts are being integrated to optimize aircrew situational understanding and enable off-boarding of geo-located threat data to inform route planning and operational commanders.
Any further funding decrements to ASE programs will jeopardize aircrew and passenger survivability against IR-seeking missiles and small arms fire. While the Army has no procurement for a new Radar Warning Receiver (RWR), the ASE program office is seeking to leverage US Navy RWR modernization efforts with limited Army RDTE funds to replace the current RWR, which is wholly inadequate for employment in the RF threat-heavy Asia-Pacific Theater. Further funding cuts would also hamper efforts to integrate ASE to provide comprehensive threat situational understanding, coordinated countermeasures, and off-boarding of geo-located threat data to air and ground operational commanders.
The Army senior leadership recognized the magnitude of work required to acquire, field, sustain, and modernize the Army’s Fixed Wing fleet and on October 2011, we stood up our newest Project Office for Fixed Wing aircraft. This office is pursuing several aircraft acquisitions, some of which includes the modification of six new C12V1’s (Hawker Beech B-200 series aircraft) with the latest military communications, navigation, surveillance, and aircraft survivability equipment for worldwide deployability. There is also ongoing procurement to provide the Golden Knights with three new Twin Otter 400 aircraft to support their recruiting and parachute demonstration missions. While working to acquire new aircraft and retire the Army’s older fleet models, the office will perform a series of modifications to ensure the Army’s current fleet continues to operate in accordance with all civil and military requirements.
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The venerable OH-58D Kiowa Warrior has been maxed out over the years and continues to be the aircraft of choice with our ground commanders as well as the aircraft with the highest op-tempo. We continue to push capability improvements to the field to address Operational Needs, reduce aircraft weight, enhance maintainability, improve safety, and address obsolescence and weight reduction, part of which is the Cockpit and Sensor Upgrade Program (CASUP)/OH-58F initiative.
CASUP is designed to address avionics obsolescence inherent to an aircraft that has not undergone a comprehensive, modernization effort since the designation modification from the unarmed OH-58D Army Helicopter Improvement Program (AHIP) to the armed OH-58D Kiowa Warrior in 1990. Obsolescence will be addressed through modernization interoperability, Aircraft Survivability Equipment (ASE), armament and lethality, sensors, digital cockpit display/ processor/controls, navigation guidance, and communication / identification. CASUP’s capability increase is largely centered on the Nose-Mounted Sensor (NMS), which will replace the current, and obsolete, Mast-Mounted Sensor (MMS). Additionally, CASUP will fully integrate several aircraft systems that are currently federated, redesign and replace the entire aircraft wiring harness, and add a capability to integrate future digital weapons systems. CASUP/OH-58F First Unit Equipped (FUE) is scheduled for 2016 and will modify all OH-58D aircraft to the new configuration. Work began on the first series of production and engineering aircraft in spring 2011. Pre-flight, ground test runs are scheduled in summer 2012, with First Flight of the CASUP/OH-58F configuration occurring in early 2013. The Army plans to convert all OH-58D aircraft to the OH-58F configuration through the CASUP production line. Squadron fieldings will take place from FY16 through FY21.
Fielded fleet upgrade efforts are on going to reduce weight, address obsolescence, improve reliability, and increasing capability. These efforts include: Manned-Unmanned Teaming (MUM-T) which allows the OH-58D to view video from UAS and other aircraft in real time; analyzing options for the .50 Cal Machine Gun to provides a more reliable weapon system over the existing M3P gun; Lightweight Floor Armor which increases the safety of the aircrews; the Common Missile Warning System (CMWS) which increases the aircraft and crew's survivability against surface-to-air threats; and the Health and Usage Monitoring System (HUMS) which increases safety and
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reliability through the monitoring of critical aircraft systems and components. The Army is fielding the reduced weight missile launcher, the composite weapons pylon, and the light weight multi-function displays. In addition, the Army is fielding the single channel Full Authority Digital Engine Control (FADEC) to address safety. The OH-58D continues to maintain the highest operational tempo of any Army Aviation asset.
An analysis of alternatives (AoA) validated the need for manned reconnaissance and recognized the benefit of Manned/Unmanned Teaming as it applies to closing the capability gaps we believe we will see in the future. The analysis clearly states that the only way to completely address those gaps is with a new-start aircraft development program. Our assessment is that a new-start program is too costly.
As we look to the Kiowa Warrior future and bridge to the Armed Aerial Scout (AAS), we look to ourselves and ask, what is that new capability? With the current budget environment, there is no way we are going to be able to implement all the new capabilities for the future of the entire aviation fleet plus a new start AAS right now. So we have developed a strategy that states: take risk in the scout area and focus on that new Future Vertical Lift (FVL) capability down the road with an Aim Point of 2030.
Our path forward with the AAS does not involve a fly-off, but rather a demonstration which will enable us to make an informed decision on a path ahead and to find a materiel solution to replace or extend the current fleet of our aging OH-58D Kiowa Warrior helicopters. The AAS demo will clearly define whether we execute a Service Life Extension Program (SLEP) of the OH-58 aircraft, consistent with what we have done to the other platforms, or if we pursue an alternative material solution option that represents a medium risk program with achievable and affordable requirements within the current and future fiscal environment.
The funding is in place, awaiting approval to execute the demonstration from the Defense Acquisition Executive. The proposed April 2012 demonstration schedule was based on receiving authorization NLT December 2011. Since authorization was not provided in December 2011, the schedule has shifted to late spring/early summer depending upon the date authorization is received. A draft Acquisition Decision Memorandum (ADM) has been written and is currently being reviewed with OSD AT&L.
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Upon receipt of the revised ADM, the Request for Information (RFI) will be released to industry and will include a timeline for submission of written RFI responses and execution of the demonstration. It is anticipated that the slip will not impact the position in the POM but the decision point for the Army. The Army will continue to execute the current programs (CASUP and planning for a Service Life Extension Program) at their resourced levels until such a time a decision is made by the Army. If the determination offers an affordable and capable alternative, resourcing of the resultant program will be accomplished using existing program funds within the aviation portfolio. The Analysis of Alternatives recommended the AAS be capable of hovering at 6,000 feet above ground level at 95 degrees Fahrenheit Hover Out of Ground Effect (HOGE) (“High/Hot”); 550 KM Range; one hour station time at 212 KM; and 135 knots Airspeed.
As the budgets come down, we recognize that it will be difficult to resource Army Aviation at the same level in the future. We continue to successfully modify, upgrade, and remanufacture current existing platforms to extend the life of our aircraft and keep our aircrews safe. Even with all of the great work we are doing upgrading and supporting the current fleet, now is the time to invest in the S&T required to develop the future fleet. We are still flying third generation vertical lift platforms designed during the Vietnam War era, nearly 50 years ago. Our current fleet will not last forever and there are bounds to our ability to upgrade current designs to meet future needs. The requirement for vertical lift will not decrease in the current or future military engagements compounded at times with extensive humanitarian assistance and disaster relief efforts.
Army Aviation is part of an early stage Science and Technology effort by the Pentagon and the U.S. Army to engineer, build and deliver a next-generation helicopter with vastly improved avionics, electronics, range, speed, propulsion, survivability, operating density altitudes and payload capacity. The Army-led Joint Future Vertical Lift (JFVL) program is a broadly-scoped Pentagon effort, including input, officials and working group members from OSD, other military services, Coast Guard, Special Operations Command and NASA, among others.
The focus of JFVL is to get at the three major tenets: improve the performance, improve the survivability and significantly reduce the operating cost. While the JFVL
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program includes the exploration of light, medium and heavy lift helicopter variants, the effort will initially focus on medium lift options. The next-generation aircraft will have to be a whole lot less expensive to operate than the current fleet.
Building a new aircraft from the ground up is part of an overall strategic effort to harness the best new technologies, allow for the platform to be upgraded as new technologies emerge, integrate systems into a common architecture and, perhaps most of all, drive down costs. Affordability is the utmost priority with the JFVL effort.
Development and fielding of the next-generation family of aircraft depends on the capabilities of the U.S. technology base to design, mature, deliver, and sustain these aircraft. U.S. vertical lift industry members, using independent research and development funding, can aid technology development in this sector. This initiative provides uncommon unity of effort and focus of both DoD and industry, reducing redundancy and collaborating on identified areas of greatest need. The publication of the DoD Strategic Plan for Future Vertical Lift Aircraft focuses on resources on high-priority areas.
Since the delivery of the Report to Congress, significant and concrete activities continue to evolve. The Army, as the lead service for this Joint effort, is heading the development of a Joint Initial Capabilities Document with a target release date of spring 2012 for staffing. This effort is informed by a design tradeoff analysis being conducted by a Joint team of DoD aircraft preliminary designers.
To complement the DoD concept design effort, the Army has awarded four concept trades and analysis (CT&A) contracts to Boeing, Sikorsky Aircraft, the Bell-Boeing Team, and the AVX Aircraft Co. These four efforts will perform design trades using the same set of attributes as those used by the DoD team, to ensure that both industry and the government understand the potential solution space to address the capability gaps identified in the Capabilities-Based Assessment (CBA) process.
In addition, the Army has focused its Aviation S&T effort toward a Joint Vertical Lift Technology Demonstrator program, with plans to develop two flying demonstrators for first flights in the 2017 timeframe. This involves a major funding commitment for Aviation S&T. At the end of the CT&A phase, contracts will be awarded to build actual
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flying demonstrator platforms to mature the critical technology enablers defined during the CT&A effort.
These will be the first DoD vertical lift demonstrators developed since the Army/NASA XV-15 in 1977. A similar effort, focused on the mission systems for the next-generation vertical lift platforms, is being defined for initiation in FY12. Mission equipment demonstrators will be integrated into the platform demonstrators, with a targeted first flight of the complete demonstrator air vehicle in the FY19 timeframe.
Finally, the Army’s Program Executive Office (PEO) Aviation and the Navy’s PEO Air ASW, Assault and Special Mission Programs are collaborating to develop an acquisition strategy for a potential new, joint program to develop and field the next generation of vertical lift aviation in the 2030 timeframe. Future Vertical Lift aircraft is an integral part of our long range plan and part of our balanced approach to maintain our investments. 2030 is the aim point for a new system to replace our aging fleets, and our initial effort will be focused on our attack and utility mission areas, which comprises about 75% of our current fleet. Science and Technology investments today in subsystems like the Improved Turbine Engine program (ITEP) and the other identified enabling technologies are critical to maintain our planned schedule. Additionally, we continue to execute our multi-year contracts which have gained our taxpayers significant savings over the prices that would have resulted had the Army awarded single year contracts.
Conclusion
Army Aviation programs and their foundations are solid and we have a modernization strategy for the future. Our aircraft and equipment are the best America can provide and have displayed readiness and flying hour OPTEMPO rates that far surpassed expectations. More importantly, we have successfully answered the calls to integrate our capabilities with various combined arms teams, sustaining forces and joint agencies.
With the current resource environment, we are going to have to take the best solution we can with the best potential for success without compromising safety. Identify what those impacts are early, and determine the best course of action to give our Soldiers what they need at a price we can afford. As our Army cares for the aging
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fleet, we will continue to support the development and execution of a new investment strategy that will provide for new platforms ready to field in the 2025 timeframe and beyond.
The credit for Army Aviation’s success and continued support from senior leaders belongs to the Soldiers on the ground who will always be our utmost priority. Our relationship with the ground force is the best that it has ever been in army aviation’s history. Achieving such a high level of professional excellence took years of hard work by a new generation of air and ground warriors who fully respect the warfighting accomplishments of each other. It is our dedication to supporting the ground commander that helped to establish a collaborative environment among the various members of the aviation enterprise over the past several years and will serve as the foundation for our future success. Whatever we do, we cannot allow our tremendous relationship in supporting the ground force commander to degrade. It is this strong relationship that will be the lens by which we look towards the future and the benchmark by which we will measure success. As we move ahead, Army Aviation will continue to ensure that we reduce the burden on the Soldier.
The next several years will be pivotal for Army Aviation. The resources provided to the Army to conduct Aviation operations while modernizing and posture for the next generation of aviation capabilities will determine the Army’s ability to continue to accomplish its mission and to be postured to meet future commitments. To execute these plans, we need your continued leadership and support to provide full, timely, and sustained funding so we will be ready for current and future challenges.
I look forward to your questions.
MAJOR GENERAL WILLIAM T. CROSBY
PROGRAM EXECUTIVE OFFICER, AVIATION
BEFORE THE
SUBCOMMITTEE ON TACTICAL AIR AND LAND FORCES
COMMITTEE ON ARMED SERVICES
UNITED STATES HOUSE OF REPRESENTATIVES
ON DEPARTMENT OF DEFENSE ROTORCRAFT MODERNIZATION PROGRAMS
SECOND SESSION, 112TH CONGRESS
MARCH 27, 2012
NOT FOR PUBLICATION UNTIL RELEASED BY THE
COMMITTEE ON ARMED SERVICES
2
Chairman Bartlett, Representative Reyes, distinguished Members of the Subcommittee on Air and Land Forces and distinguished members of the subcommittee, I am pleased to be here today to discuss Army Aviation Modernization. I welcome this opportunity to testify before you and appreciate the tremendous and ongoing support this committee has provided to our Army and our Soldiers stationed around the world. I know you all will agree that our Soldiers have performed magnificently and our families have sacrificed much for our nation over the past ten years.
After a decade of continuous deployment and the associated stress and strain on the Army and its assigned weapon systems, and as the Army’s operational posture changes, we have assessed our current situation to ensure the correct strategy is in place to successfully overcome current and future challenges.
Today we are faced with uncertain strategic and operational environments coupled with declining resources. The Army’s Aviation Modernization strategy reflects the need to be able to support the current fight, set priorities, make prudent choices, and continue to modernize our Army Aviation systems in ways that provide the best force for our Nation within the resources available. We recognize that this is a tough time for our nation and share in the economic responsibility of finding new and innovative ways of acquiring and sustaining our Army Aviation weapon systems smarter, faster, more affordably and more effectively. We realize that we must take an appetite suppressant as we bridge that gap and take calculated risks in some areas.
In taking some of those risks, we also have to make sure that the impact on our Soldiers is minimal. We will adapt to the current budget realignments the best way we can and maintain an open line to our deployed forces and combat commanders. As such, we continue to modernize our airframes and tackle obsolescence and sustainment challenges. Long term sustainment is key to the logistical support of our aviation platforms.
As the Army’s materiel developer of Army aircraft and weapon systems, the Program Executive Office for Aviation has taken a proactive approach to our Aviation Modernization Plan that ensures a balanced, long range approach. We recognize that
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we must adapt our plan while avoiding the natural tendency to cut our investment programs to meet short term mandates. Our plan accepts risk in some modification improvements, minimizes the impacts to our industrial base by preserving our multi-year contracts, and extends the production plan by three to five years in the long term (reducing quantities in the near-term). This was done to preserve our Science & Technology (S&T) investments in a future vertical lift, maintain our path to address the deficiencies in the Scout mission area, and continue our procurement and modernization of our current platforms and our Unmanned Aircraft Systems (UAS).
Further, strategies to develop Future Vertical Lift (FVL) while sustaining the current fleet and accepting a level of risk in some current mission areas have to be considered in a balanced approach. Future Vertical Lift will have to be scalable within available resources with priority given to the utility and attack fleet.
In continuing support to our Soldiers, the latest generation of Apache, the AH-64D Longbow Apache Block III, will enter service this year. We are continuing our commitment to maintain the Apache fleet as the world’s premier attack helicopter with our modernization strategy. The new Apaches are stronger, faster and much less constrained in extreme combat conditions. Improvements include an enhanced digital electronic engine control unit, which improves the responsiveness of the rotorcraft’s twin GE T700-701D engines, along with composite main rotor blades and more powerful computer systems that even allow pilots to remotely fly unmanned aircraft. Our current Block III procurement objective will be 634 remanufactures and 56 new builds. The program is currently undergoing Initial Operational Test & Evaluation at the National Training Center in Fort Irwin, California. Modernization focus areas include the overall Block III program, an advanced crew station, advanced sensors and Aviation Survivability Equipment (ASE), advanced weapons, and improvements to the platform and sustainment. The Army is planning a multi-year contract with the Apache Block III program after a full rate production decision.
Unmanned Aircraft Systems (UAS) continues to be a capability in high demand, and we continue to respond to requests from theater for additional UAS assets. We are currently supporting a significant Raven small UAS surge effort, doubling Raven assets in Afghanistan. We are gearing up for the Gray Eagle Initial
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Operational Test & Evaluation this year, and this crucial milestone will pave the way for moving that key system into full rate production. Preparations are already being made for Manned Unmanned Systems Integration Capability (MUSIC) Exercise 2 after a very successful demonstration of the first MUSIC event at Dugway Proving Ground, Utah last September. The exercise showcased many of the advancements in interoperability and the manned-unmanned teaming community. It set the stage for future interoperability improvements to benefit our Army’s deployed forces.
We recognize that in some geographic locations, such as Afghanistan, circumstances dictate the need for Vertical Takeoff and Landing (VTOL) capabilities. While the Shadow, with its highly accurate and sustainable Reconnaissance, Surveillance and Target Acquisition (RSTA) capability, continues to provide an integral asset to the ground commanders’ battlefield awareness, there are distinct advantages to having VTOL capability in remote and difficult terrain. VTOL capability would also provide a closer match in capability between the manned and unmanned systems to expand the Soldiers’ options in teaming operations. The Army is dedicated to the VTOL capability, and we are working on the deployment of three Army ARGUS A160s (AAA) to Afghanistan this summer as part of a Quick Reaction Capability.
The next generation of UAS will be marked with three capability focus areas: greater flexibility to the user, superior capability, and advanced autonomy. They will be network resident, enabling the UAS to be responsive to networked commands and broader more force pervasive requests for Reconnaissance, Surveillance and Target Acquisition and Intelligence, Surveillance and Reconnaissance (ISR), and capable of optimizing planning and usage. Current generation single payload, single sensing modularity platforms will give way to multi-spectrum, multi-sensor platforms capable of finding targets down to dismount and IED size efficiently and effectively. Lastly, those systems will have increased intelligence and autonomy on the vehicle systems to improve on the capability per person force structure. In other words, we’re going to do more processing on the platforms to allow for less post-processing, exploitation and dissemination.
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Our most current pioneering effort in UAS is the development of the Ground Based Sense and Avoid (GBSAA) system. Over the past decade, UAS have become an integral part of the United States military. However, a significant challenge hindering the ability of the U.S. military to operate, to test, and to train UAS in the U.S. National Airspace System (NAS), is the inability to comply with Federal Aviation Regulations which require the ability to “see and avoid other aircraft.” Manned aircraft see and avoid routinely, but with no pilot in the cockpit, UAS must develop an alternate means of compliance to this requirement in order to achieve the ultimate goal of routine and unfettered access to the NAS and ultimately to international airspace, which is required to maintain strategic overwatch through worldwide force protection of our UAS. Developing and validating a technological capability to “sense and avoid” will satisfy this alternate means of compliance. Significant effort and accomplishments in the development of GBSAA, as a practical solution to gain initial access to the NAS, have resulted in GBSAA providing an impending and immediate solution with significant promise to incrementally improve and ultimately be an element of the final integrated NAS access solution for UAS. The final solution involves integration with Airborne Sense and Avoid (ABSAA) systems. Current funding requirements will further support data collection, data analysis, safety case development, equipment procurement, and testing. Additionally, funding would provide the ability to research and develop new technologies to support incremental improvements of the system, which will ultimately allow unfettered and unrestricted airspace integration of UAS into the NAS. A need exists for a reconfigurable and deployable system, which could be utilized in a variety of other ways including U.S. border patrol and a capability to respond to national emergencies. A deployable GBSAA system would enable UAS to fly side-by-side with manned platforms using this deployable GBSAA system as the operator’s eyes in the sky.
Army Aviation OPTEMPO at its highest point ever and the Chinook is the rotary wing aircraft of choice in the OEF theatre. We are continuing to field the CH-47F Chinook helicopters to our units, and our tenth delivery this April will be to the 16th Combat Aviation Brigade (CAB) in Alaska. The CH-47F features an all new machined airframe, with a common avionics architecture system cockpit that meets all future force
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digitized interoperability requirements, full authority digital automatic flight controls system, among many other integrated improvements. A follow on CH-47F Improved Cargo Helicopter multiyear contract (FY13-17) will allow the Army to complete modernization of its legacy Army National Guard/Army Reserve CH-47D Chinook Fleet with a 10.1% savings (~$373 Million) in procurement cost. With 83% of the Army’s Chinook fleet originally manufactured in the 1960s, replacing these aircraft at a reduced procurement cost is a prudent course of action. We have also streamlined the modernization process and charged one product office to manage all modernization efforts for the Chinook helicopter fleet such as replacing the floor with an integrated roller system, implementation of Condition Based Maintenance tools, development of advanced rotor blade configuration, avionics upgrades, hostile fire detection and other protection systems. The Cargo On/Off Load System (COOLS) replaces the current floor on the CH-47F, and significantly reduces the workload for aircrews and allows rapid, in flight re-configuration to support a wide range of missions. Flight testing will take place Summer 2012 and these COOLS kits will be fielded to units to support upcoming deployments. The full rate production decision will be made in the 1st quarter, FY13. The Army celebrated the Chinook’s 50th anniversary last September, exactly 50 years since the Chinook’s first flight. This milestone speaks volumes about the aircraft’s proven relevance and capabilities as the Army’s only heavy lift helicopter and continues to be vital to Overseas Contingency Operations (OCO) and our nation’s Homeland Security needs.
Modernization efforts of the Army’s Utility UH-60M helicopters continue and are focused on three specific efforts: our continuous modernization of the UH/HH-60M fleet, the digitization of the UH-60L cockpit, and completing the development and testing of fly-by-wire (FBW) technology this year. Currently, 331 UH-60Ms and 93 HH60Ms have been delivered so far. The UH-60M provides extensive capability beyond the legacy UH-60A/L platforms in that it provides a fully integrated glass cockpit that improves situational awareness and reduces operator work load in a complex combat environment through digital moving map displays, multi-band radio systems and improved aircraft survivability equipment. The system's reliability, availability and maintainability have also evolved with the integration of a real-time vehicle health
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management system reducing overall maintenance and sustainment costs. The Army’s current procurement objective for the UH-60M Baseline is 1,367 aircraft. To preserve our multi-years with this system, the Army plans to reduce the number of UH-60Ms purchased in FY14-18 and extend the planned procurement through FY26. The Army has incorporated the flexibility to procure lower annual quantities in the new multi-year contract currently in negotiation.
Production of our UH-72A Lakotas remains on schedule and cost with 209 of 345 delivered to the Army. Serving as the Army’s newest helicopter, the Lakota supports our Active Army and National Guard missions. The Security & Support Battalion Mission Equipment Package (S&S MEP), the latest LUH configuration adds an Electro-Optical / Infra-red Sensor, a searchlight, and data collection, display and downlink systems and supports counter-drug, law enforcement, border patrol, and Homeland Security missions across the U.S., Hawaii and in Puerto Rico. The LUH program has been touted as a model acquisition program throughout the Army.
Under the Utility Helicopters Project Office, effort is also underway on the Improved Turbine Engine Program (ITEP) which will develop the next generation engine bringing reduced fuel usage, increased performance, improved reliability and lower maintenance. It’s use will provide significant fuel savings for current UH-60 Black Hawks and AH-64 Apaches with a reduction in cost of operations and dependence on oil, improvement in range, endurance and on-station (loiter) aircraft capability, and will save lives now lost moving and protecting fuel on the battlefield and lightens the logistics load. Leveraging today’s ITEP investment will provide Future Vertical Lift platforms with significantly increased capabilities that will meet the warfighters’ unique mission requirements. This translates to a 25% specific fuel consumption decrease, 35% production and maintenance cost decrease and will incorporate a Condition Based Maintenance plus (CBM+) package, 65% horsepower to weight increase with 20% engine life design increase. Engine level demonstrations are slated to begin in FY12. Our current procurement plan is to have Low Rate Initial Production in FY19. The ITEP is also aligned with the Army Operational Power and Energy Strategy, the DoD Operational Energy Strategy, and the National Defense Strategy.
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The Army is undertaking key modernization efforts in the Project Office for Aviation Systems that include Automated Aviation Logistics (AAL) and Degraded Visual Environment (DVE). AAL will replace the Unit Level Logistics System-Aviation (Enhanced) and the Unmanned Aircraft Systems-Initiative (UAS-I) with a best of breed, state of the art family of systems for all manned and unmanned aircraft in both conventional and special operations tactical units. The end result will be game changing capabilities for net-centric Aviation maintenance, supply, operations, safety, training, and readiness information in both connected and disconnected environments; seamless interfaces to the Global Combat Support System-Army (GCSS-Army) & the logistics enterprise; and elimination of today’s knowledge gaps which force commanders and maintainers to make decisions based on incomplete and anecdotal information. AAL’s Aircraft Notebook (ACN), Aviation Data Exploitation Capability (ADEC), and Aviation Logistics Enterprise-Platform (ALE-P) are scheduled to begin fielding in FY14 in concert with GCSS-Army.
Degraded Visual Environment (DVE) is an effort to mature and acquire obscurant penetration sensor technologies for rotary wing flight operations. Army aircrews often encounter flight conditions that severely restrict the flight crews’ visibility due to brownout, whiteout, or other natural or manmade atmospheric obscurants. DVE technologies will provide aircrews with real-time visual information of the terrain and obstacles encountered during combat and training flight operations. Potential DVE solutions may include a combination of both active and passive sensor technologies, enhanced flight control systems, and the integration of flight symbology. The integration of obscurant penetrating technologies on the Army’s rotary wing fleet will both save lives and resources while increasing combat capabilities.
Army Aviation Aircraft Survivability Equipment (ASE) modernization efforts continue to focus on detecting and defeating highly proliferated Man-portable Air Defense Systems (MANPADS) and small arms munitions, the greatest threats to the preponderance of the Army Aviation fleet. The Common Missile Warning System (CMWS) detects infrared-seeking missiles and protects aircrews and passengers by employing expendable countermeasures. CMWS is also being upgraded to detect unguided small arms fire to provide better threat situational understanding to Army
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aircrews. The Advanced Threat Infrared Countermeasures (ATIRCM) system provides laser-based countermeasure protection to select aircraft deployed in Afghanistan and the Common Infrared Countermeasures (CIRCM) system will provide laser-based countermeasure protection to the greater Army Aviation fleet as well as US Marine Corps assault platforms. As the National Military Strategy shifts focus to the Asia-Pacific Theater, the Army is readdressing the significant capability gap against Radio Frequency (RF)-guided threats. These multiple ASE modernization efforts are being integrated to optimize aircrew situational understanding and enable off-boarding of geo-located threat data to inform route planning and operational commanders.
Any further funding decrements to ASE programs will jeopardize aircrew and passenger survivability against IR-seeking missiles and small arms fire. While the Army has no procurement for a new Radar Warning Receiver (RWR), the ASE program office is seeking to leverage US Navy RWR modernization efforts with limited Army RDTE funds to replace the current RWR, which is wholly inadequate for employment in the RF threat-heavy Asia-Pacific Theater. Further funding cuts would also hamper efforts to integrate ASE to provide comprehensive threat situational understanding, coordinated countermeasures, and off-boarding of geo-located threat data to air and ground operational commanders.
The Army senior leadership recognized the magnitude of work required to acquire, field, sustain, and modernize the Army’s Fixed Wing fleet and on October 2011, we stood up our newest Project Office for Fixed Wing aircraft. This office is pursuing several aircraft acquisitions, some of which includes the modification of six new C12V1’s (Hawker Beech B-200 series aircraft) with the latest military communications, navigation, surveillance, and aircraft survivability equipment for worldwide deployability. There is also ongoing procurement to provide the Golden Knights with three new Twin Otter 400 aircraft to support their recruiting and parachute demonstration missions. While working to acquire new aircraft and retire the Army’s older fleet models, the office will perform a series of modifications to ensure the Army’s current fleet continues to operate in accordance with all civil and military requirements.
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The venerable OH-58D Kiowa Warrior has been maxed out over the years and continues to be the aircraft of choice with our ground commanders as well as the aircraft with the highest op-tempo. We continue to push capability improvements to the field to address Operational Needs, reduce aircraft weight, enhance maintainability, improve safety, and address obsolescence and weight reduction, part of which is the Cockpit and Sensor Upgrade Program (CASUP)/OH-58F initiative.
CASUP is designed to address avionics obsolescence inherent to an aircraft that has not undergone a comprehensive, modernization effort since the designation modification from the unarmed OH-58D Army Helicopter Improvement Program (AHIP) to the armed OH-58D Kiowa Warrior in 1990. Obsolescence will be addressed through modernization interoperability, Aircraft Survivability Equipment (ASE), armament and lethality, sensors, digital cockpit display/ processor/controls, navigation guidance, and communication / identification. CASUP’s capability increase is largely centered on the Nose-Mounted Sensor (NMS), which will replace the current, and obsolete, Mast-Mounted Sensor (MMS). Additionally, CASUP will fully integrate several aircraft systems that are currently federated, redesign and replace the entire aircraft wiring harness, and add a capability to integrate future digital weapons systems. CASUP/OH-58F First Unit Equipped (FUE) is scheduled for 2016 and will modify all OH-58D aircraft to the new configuration. Work began on the first series of production and engineering aircraft in spring 2011. Pre-flight, ground test runs are scheduled in summer 2012, with First Flight of the CASUP/OH-58F configuration occurring in early 2013. The Army plans to convert all OH-58D aircraft to the OH-58F configuration through the CASUP production line. Squadron fieldings will take place from FY16 through FY21.
Fielded fleet upgrade efforts are on going to reduce weight, address obsolescence, improve reliability, and increasing capability. These efforts include: Manned-Unmanned Teaming (MUM-T) which allows the OH-58D to view video from UAS and other aircraft in real time; analyzing options for the .50 Cal Machine Gun to provides a more reliable weapon system over the existing M3P gun; Lightweight Floor Armor which increases the safety of the aircrews; the Common Missile Warning System (CMWS) which increases the aircraft and crew's survivability against surface-to-air threats; and the Health and Usage Monitoring System (HUMS) which increases safety and
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reliability through the monitoring of critical aircraft systems and components. The Army is fielding the reduced weight missile launcher, the composite weapons pylon, and the light weight multi-function displays. In addition, the Army is fielding the single channel Full Authority Digital Engine Control (FADEC) to address safety. The OH-58D continues to maintain the highest operational tempo of any Army Aviation asset.
An analysis of alternatives (AoA) validated the need for manned reconnaissance and recognized the benefit of Manned/Unmanned Teaming as it applies to closing the capability gaps we believe we will see in the future. The analysis clearly states that the only way to completely address those gaps is with a new-start aircraft development program. Our assessment is that a new-start program is too costly.
As we look to the Kiowa Warrior future and bridge to the Armed Aerial Scout (AAS), we look to ourselves and ask, what is that new capability? With the current budget environment, there is no way we are going to be able to implement all the new capabilities for the future of the entire aviation fleet plus a new start AAS right now. So we have developed a strategy that states: take risk in the scout area and focus on that new Future Vertical Lift (FVL) capability down the road with an Aim Point of 2030.
Our path forward with the AAS does not involve a fly-off, but rather a demonstration which will enable us to make an informed decision on a path ahead and to find a materiel solution to replace or extend the current fleet of our aging OH-58D Kiowa Warrior helicopters. The AAS demo will clearly define whether we execute a Service Life Extension Program (SLEP) of the OH-58 aircraft, consistent with what we have done to the other platforms, or if we pursue an alternative material solution option that represents a medium risk program with achievable and affordable requirements within the current and future fiscal environment.
The funding is in place, awaiting approval to execute the demonstration from the Defense Acquisition Executive. The proposed April 2012 demonstration schedule was based on receiving authorization NLT December 2011. Since authorization was not provided in December 2011, the schedule has shifted to late spring/early summer depending upon the date authorization is received. A draft Acquisition Decision Memorandum (ADM) has been written and is currently being reviewed with OSD AT&L.
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Upon receipt of the revised ADM, the Request for Information (RFI) will be released to industry and will include a timeline for submission of written RFI responses and execution of the demonstration. It is anticipated that the slip will not impact the position in the POM but the decision point for the Army. The Army will continue to execute the current programs (CASUP and planning for a Service Life Extension Program) at their resourced levels until such a time a decision is made by the Army. If the determination offers an affordable and capable alternative, resourcing of the resultant program will be accomplished using existing program funds within the aviation portfolio. The Analysis of Alternatives recommended the AAS be capable of hovering at 6,000 feet above ground level at 95 degrees Fahrenheit Hover Out of Ground Effect (HOGE) (“High/Hot”); 550 KM Range; one hour station time at 212 KM; and 135 knots Airspeed.
As the budgets come down, we recognize that it will be difficult to resource Army Aviation at the same level in the future. We continue to successfully modify, upgrade, and remanufacture current existing platforms to extend the life of our aircraft and keep our aircrews safe. Even with all of the great work we are doing upgrading and supporting the current fleet, now is the time to invest in the S&T required to develop the future fleet. We are still flying third generation vertical lift platforms designed during the Vietnam War era, nearly 50 years ago. Our current fleet will not last forever and there are bounds to our ability to upgrade current designs to meet future needs. The requirement for vertical lift will not decrease in the current or future military engagements compounded at times with extensive humanitarian assistance and disaster relief efforts.
Army Aviation is part of an early stage Science and Technology effort by the Pentagon and the U.S. Army to engineer, build and deliver a next-generation helicopter with vastly improved avionics, electronics, range, speed, propulsion, survivability, operating density altitudes and payload capacity. The Army-led Joint Future Vertical Lift (JFVL) program is a broadly-scoped Pentagon effort, including input, officials and working group members from OSD, other military services, Coast Guard, Special Operations Command and NASA, among others.
The focus of JFVL is to get at the three major tenets: improve the performance, improve the survivability and significantly reduce the operating cost. While the JFVL
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program includes the exploration of light, medium and heavy lift helicopter variants, the effort will initially focus on medium lift options. The next-generation aircraft will have to be a whole lot less expensive to operate than the current fleet.
Building a new aircraft from the ground up is part of an overall strategic effort to harness the best new technologies, allow for the platform to be upgraded as new technologies emerge, integrate systems into a common architecture and, perhaps most of all, drive down costs. Affordability is the utmost priority with the JFVL effort.
Development and fielding of the next-generation family of aircraft depends on the capabilities of the U.S. technology base to design, mature, deliver, and sustain these aircraft. U.S. vertical lift industry members, using independent research and development funding, can aid technology development in this sector. This initiative provides uncommon unity of effort and focus of both DoD and industry, reducing redundancy and collaborating on identified areas of greatest need. The publication of the DoD Strategic Plan for Future Vertical Lift Aircraft focuses on resources on high-priority areas.
Since the delivery of the Report to Congress, significant and concrete activities continue to evolve. The Army, as the lead service for this Joint effort, is heading the development of a Joint Initial Capabilities Document with a target release date of spring 2012 for staffing. This effort is informed by a design tradeoff analysis being conducted by a Joint team of DoD aircraft preliminary designers.
To complement the DoD concept design effort, the Army has awarded four concept trades and analysis (CT&A) contracts to Boeing, Sikorsky Aircraft, the Bell-Boeing Team, and the AVX Aircraft Co. These four efforts will perform design trades using the same set of attributes as those used by the DoD team, to ensure that both industry and the government understand the potential solution space to address the capability gaps identified in the Capabilities-Based Assessment (CBA) process.
In addition, the Army has focused its Aviation S&T effort toward a Joint Vertical Lift Technology Demonstrator program, with plans to develop two flying demonstrators for first flights in the 2017 timeframe. This involves a major funding commitment for Aviation S&T. At the end of the CT&A phase, contracts will be awarded to build actual
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flying demonstrator platforms to mature the critical technology enablers defined during the CT&A effort.
These will be the first DoD vertical lift demonstrators developed since the Army/NASA XV-15 in 1977. A similar effort, focused on the mission systems for the next-generation vertical lift platforms, is being defined for initiation in FY12. Mission equipment demonstrators will be integrated into the platform demonstrators, with a targeted first flight of the complete demonstrator air vehicle in the FY19 timeframe.
Finally, the Army’s Program Executive Office (PEO) Aviation and the Navy’s PEO Air ASW, Assault and Special Mission Programs are collaborating to develop an acquisition strategy for a potential new, joint program to develop and field the next generation of vertical lift aviation in the 2030 timeframe. Future Vertical Lift aircraft is an integral part of our long range plan and part of our balanced approach to maintain our investments. 2030 is the aim point for a new system to replace our aging fleets, and our initial effort will be focused on our attack and utility mission areas, which comprises about 75% of our current fleet. Science and Technology investments today in subsystems like the Improved Turbine Engine program (ITEP) and the other identified enabling technologies are critical to maintain our planned schedule. Additionally, we continue to execute our multi-year contracts which have gained our taxpayers significant savings over the prices that would have resulted had the Army awarded single year contracts.
Conclusion
Army Aviation programs and their foundations are solid and we have a modernization strategy for the future. Our aircraft and equipment are the best America can provide and have displayed readiness and flying hour OPTEMPO rates that far surpassed expectations. More importantly, we have successfully answered the calls to integrate our capabilities with various combined arms teams, sustaining forces and joint agencies.
With the current resource environment, we are going to have to take the best solution we can with the best potential for success without compromising safety. Identify what those impacts are early, and determine the best course of action to give our Soldiers what they need at a price we can afford. As our Army cares for the aging
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fleet, we will continue to support the development and execution of a new investment strategy that will provide for new platforms ready to field in the 2025 timeframe and beyond.
The credit for Army Aviation’s success and continued support from senior leaders belongs to the Soldiers on the ground who will always be our utmost priority. Our relationship with the ground force is the best that it has ever been in army aviation’s history. Achieving such a high level of professional excellence took years of hard work by a new generation of air and ground warriors who fully respect the warfighting accomplishments of each other. It is our dedication to supporting the ground commander that helped to establish a collaborative environment among the various members of the aviation enterprise over the past several years and will serve as the foundation for our future success. Whatever we do, we cannot allow our tremendous relationship in supporting the ground force commander to degrade. It is this strong relationship that will be the lens by which we look towards the future and the benchmark by which we will measure success. As we move ahead, Army Aviation will continue to ensure that we reduce the burden on the Soldier.
The next several years will be pivotal for Army Aviation. The resources provided to the Army to conduct Aviation operations while modernizing and posture for the next generation of aviation capabilities will determine the Army’s ability to continue to accomplish its mission and to be postured to meet future commitments. To execute these plans, we need your continued leadership and support to provide full, timely, and sustained funding so we will be ready for current and future challenges.
I look forward to your questions.
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