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Aviation History
2003
2003 - 0027.PDF
Cover story right there I can lower the number of air craft. The aircraft will be much safer with a prognostic health management system telling will me not when something is bro ken, but when it will break. This is also a stealth aircraft and will probably fly less than 5% of the time at low level, which is the harshest environment and which killed the airframe and motors on the [Lockheed Martin] F-16 at 4,000h." One factor that will have an impact on the final number of JSFs procured will be whether the USMC sticks to its original plan to operate an all-STOVL force or switches to a mixed fleet of CV versions for use aboard the navy's carriers. The marines' preference is to stick with the shorter-range STOVL derivative, which would boost deck cycles by not having to rely on carrier catapults for arrestor wires for launch and recovery. Furthermore, it would preserve the USMC flexibility to operate the aircraft from other decks, or ashore in forward areas. The marines point to their recent suc cesses in Afghanistan, where the Harrier generated one of the highest sortie rates of the campaign and where four were based only 64km (40 miles) from the frontline. "When we've a STOVL squadron ready for operational use around 2012, we're going to put it aboard a boat and evaluate the useful ness, efficiency and effectiveness to such a time as we decide to continue with STOVL or buy CVs. If it performs like it did during the concept demonstration, it will be a smashing success. If the STOVL JSF operates just at the threshold we may want to rethink it," says Hough. Another consideration is whether a pro posed EF-35 version will eventually replace the USMC's 20 Northrop Grumman EA-6B Prowler electronic attack (EA) aircraft. For now, the USMC is content to wait and watch the outcome of US Air Force's pro posed distributed EA network, while run ning on the EA-6B for another 10-12 years, picking the best airframes from the aircraft the US Navy plans to replace with the EA- 18. "I've not seen anything that gives us a better capability. I'm looking for a 10-year leap that costs less - the air force concept may be the way to go," says Hough. Development setbacks A more urgent requirement is the replace ment of the USMC's 18 squadrons of Boeing CH-46 Sea Knights, which has been progressively delayed by develop ment setbacks to the MV-22. In the near term, the future of the programme hinges on proving by the end of May, to the satis faction of defence undersecretary Pete Aldridge, that the tiltrotor is safe and oper ationally effective. A full-rate production go-ahead is pencilled in for 2005 at the end of a new operational evaluation, but the machine's price will determine whether the marines buy the 360 Ospreys originally envisaged. "It's going to perform flawlessly in my Force opinion. However, the cost is too high. It's projection a $70 million machine and my aim is to from the sea get that down into the 50s," says Hough. will remain a To this end the USMC is looking to Bell key USMC Boeing to adopt the same lean production role technology processes that fighter manufac turers have. "This is big wake-up call for the helicopter industry and they under stand they have to do this to be competi tive in the 21st century," adds Hough. This message has been doubly reinforced by the H-l upgrade programme, beset by extensive development delays and poor cost estimation. The AH-1W proved a reli able gunship in Afghanistan, which seems to vindicate the USMC decision to perse vere with remanufacturing 180 machines into four-bladed AH-1Z Super Cobras and modernising another 100 UH-1Y utility machines with a common General Electric T700-401 turboshaft and avionics suite. The USMC is now debating whether to similarly remanufacture some or all of its 155 Sikorsky CH-53Es or build all-new machines to sustain its heavylift capability. The helicopter can lift 14,500kg (32,0001b) compared to the MV-22's 6,810kg payload, but the machine is structurally in need of revamping, while experiences in Afghan istan of hauling loads over 3,660m (12,000ft)-high mountain passes have highlighted the need for a new engine. "I don't to have to reinvent this machine. It's a workhorse, but I'm looking for better reliability and survivability," says Hough. • www.flightinternational.com FLIGHT INTERNATIONAL 14-20 JANUARY 2003 25
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