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Aviation History
2003
2003 - 2768.PDF
First among equals? JUSTIN WASTNAGE / BRISTOL, BROUGH & LONDON US data transfer rules are hindering the UK's JSF effort The UK has enormous advantages over other countries in the JSF pro gramme. As the only Level 1 partner, it has a direct say in the configura tion of the new fighter, and its industry is deeply integrated into the global supplier network. Plans are also afoot to push for the establishment of a JSF final assembly line in the UK. Despite this, challenges remain for UK companies seeking work on the pro gramme, thanks to continuing battles with the USA over its information release and technology transfer policy. Even BAE Systems, a core member of the Lockheed Martin JSF team, is experiencing problems. The UK joined the JSF system develop ment and demonstration (SDD) phase in January 2001, with around £1.4 billion ($2.36 billion) already committed, and a further £600 million expected for later work. In September 2002, it selected the short take-off and vertical landing (STOVL) F-35B variant, rather than the F-35C carrier variant (CV), as a replacement for its BAE Systems Harriers. The UK Ministry of Defence estimates the 150 aircraft specified will cost around £10 billion, ranking it with the Eurofighter as the most significant aircraft procure ment to be carried out by the UK over the next 20 years. On current projections, the UK is well ahead of other partner nations in recoup ing its development investment, BAE Systems being the only foreign company to form part of the integrated product teams (IFTs) in Fort Worth, Texas and El Segundo, California. Tom Fillingham, JSF vice-president and deputy programme manager for BAE Systems, says the major issue at the begin ning of the project was deciding which team to join. "BAE brings both STOVL capability from the Harrier, and fourth- generation fighter manufacturing capabil ity from the Eurofighter Typhoon pro gramme, so both Boeing and Lockheed Martin were pursuing us." Since the downselect, BAE has gained considerable authority in programme deci sion-making. It has been designated the aircraft integration lieutenant by Lockheed Martin, and as such is playing a direct role in resolving weight conflicts. "Everyone is reducing weight", says Fillingham, "but some suppliers were not thinking on an aircraft level," he says. BAE believes the SDD schedule is still achievable, "but with only six months until the critical design review, there's not much room for manoeuvre". The company expects to ship its first subassemblies by November 2004 ready for final assembly in early 2005 before the flight test programme, beginning in October 2005. Rolls-Royce, as well as developing the lift-fan elements of the STOVL variant, is also involved in the F136 engine, with Rolls-Royce estimates revenues of $3 billion from the production programme General Electric as its partner, to offer from 2009 as an interchangeable alternative for the Pratt & Whitney F135. R-R estimates revenues of around $3 bil lion from the STOVL production pro gramme. The company says: "This will keep Rolls-Royce at the forefront of advanced propulsion development, and maintain our leadership in this market." Chris Cholerton, director of the F135 STOVL programme at R-R, says it is con centrating on component trials before first tests early next year. It has invested $20 million in a new final assembly line for the STOVL components at its Indianapolis, Indiana, facility. There is also a host of smaller UK com panies contracted to work on the pro gramme. GKN Aerospace is designing and producing elements of the airframe and has, in turn, become a supplier of third-tier work packages to other JSF partner nations. Smiths Aerospace has won around $9 bil lion-worth of contracts for systems and elec tronics. Goodrich Aerospace is working on the weapons bay door drive, Martin Barker the JSF ejection seat, and Aircraft Research Associates is part of the windtunnel testing programme. But despite this success, UK companies still see clouds hanging over the JSF. There are concerns, for instance, that future work packages may be hindered by the US Congressional drive for "Buy American" provisions in future defence spending deals. Exclusion fear What the UK MoD fears most is the lack of technology transfer, this being seen as essential to sustaining key national defence industry players such as BAE Systems. While it may be included in the studies and design of the most sophisti cated aspects of JSF, BAE could be excluded if the US Congress approves proposals vili 25 NOVEMBER - 1 DECEMBER 2003 FLIGHT INTERNATIONAL SUPPLEMENT www.flightinternational.com
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