First female fighter pilot becomes first female wing commander
The woman who became the Air Force's first female fighter pilot in 1993 is adding another first to her list of achievements. Col. Jeannie Leavitt has become the first woman to take command of an Air Force combat fighter wing Friday in North Carolina.
During her 20 years in the Air Force, Leavitt says she's familiar with being in its leading ranks of women, but believes she has earned her position through performance, not favoritism.
"It helped that once we started flying, people began to see that we were there because of our abilities and not our gender," Leavitt said in an exclusive telephone interview with The Associated Press. "I don't see it as a `first' sort of thing. I see it as an incredible opportunity, an incredible honor, to lead a unit with its history and heritage."
Leavitt has logged more than 2,500 hours in the F-15 Strike Eagle, including 300 hours flying in combat primarily in Iraq and Afghanistan.
The 45-year-old from St. Louis, Mo., takes over the 4th Fighter Wing at Seymour Johnson Air Force Base, one of only three units of F-15Es, the service's premier fighter jets. Leavitt will be in charge of the wing's 5,000 active duty men and women, with 12,000 civilians in the base population.
Read more: http://www.foxnews.com/us/2012/05/31/first-female-fighter-pilot-becomes-first-female-wing-commander/#ixzz296OTpvox
Friday, October 12, 2012
Thursday, October 11, 2012
Raytheon to develop next-generation power technology for naval systems
Raytheon to develop next-generation power technology for naval systems
Raytheon has been awarded two Phase 2 contracts under the Office of Naval Research's (ONR) Compact Power Conversion Technologies (CPCT) program. The program aims to deliver better fuel economy and architectural flexibility for critical mission systems on future surface ships and submarines. "As the U.S. Navy develops the platforms and mission systems that ready our warfighters for requirements of the future, there's an increasing need to provide more efficient and more capable power systems," said Joe Biondi, vice president of Advanced Technology for Raytheon's Integrated Defense Systems business. "Our continued power technology innovation supports our customers' long-term goals and ensures warfighters can leverage the most advanced technologies possible."
Raytheon has been awarded two Phase 2 contracts under the Office of Naval Research's (ONR) Compact Power Conversion Technologies (CPCT) program. The program aims to deliver better fuel economy and architectural flexibility for critical mission systems on future surface ships and submarines. "As the U.S. Navy develops the platforms and mission systems that ready our warfighters for requirements of the future, there's an increasing need to provide more efficient and more capable power systems," said Joe Biondi, vice president of Advanced Technology for Raytheon's Integrated Defense Systems business. "Our continued power technology innovation supports our customers' long-term goals and ensures warfighters can leverage the most advanced technologies possible."
NATO names Allen to succeed Stavridis as supreme commander
NATO names Allen to succeed Stavridis as supreme commander
US General John Allen will take over as NATO supreme commander and be replaced as head of alliance forces in Afghanistan by Joseph Dunford, currently US Marine Corps deputy commander, US Defense Secretary Leon Panetta said Wednesday. Allen, who succeeds Admiral James Stavridis in a post traditionally held by a US officer, led the NATO campaign in Afghanistan from July 2011. Panetta made the announcement after a meeting of NATO defence ministers in Brussels. Both nominations by President Barack Obama are subject to US Senate confirmation.
US General John Allen will take over as NATO supreme commander and be replaced as head of alliance forces in Afghanistan by Joseph Dunford, currently US Marine Corps deputy commander, US Defense Secretary Leon Panetta said Wednesday. Allen, who succeeds Admiral James Stavridis in a post traditionally held by a US officer, led the NATO campaign in Afghanistan from July 2011. Panetta made the announcement after a meeting of NATO defence ministers in Brussels. Both nominations by President Barack Obama are subject to US Senate confirmation.
Wednesday, October 10, 2012
'Vortex surfing' could be revolutionary
Migrating birds, NASCAR drivers and Tour de France bicyclists already get it. And now the Air Force is thinking about flying gas-guzzling cargo aircraft in formation -- 'dragging' off one another -- on long-haul flights across the oceans.
Flight tests with C-17s "vortex surfing" at Edwards Air Force Base, Calif., Sept. 6 and Oct. 2, have demonstrated potentially large savings of fuel and money by doing what geese do naturally. Tests show that flying in formation might be smarter than flying alone for Airmen, and not just for birds.
As one effort in the Air Force drive to reduce its overall fuel consumption, vortex surfing may be the wave of the future.
"The concept, formally known as Surfing Aircraft Vortices for Energy, or $AVE, involves two or more aircraft flying together for a reduced drag effect like what you see with a flock of geese," said Dr. Donald Erbschloe, the Air Mobility Command chief scientist.
A series of test flights involving two aircraft at a time, allowed the trailing aircraft to "surf" the vortex of the lead aircraft, positioning itself in the updraft to get additional lift without burning extra fuel.
Early indications from the tests promise a reduction of fuel consumption by up to 10 percent for the duration of a flight. Over long distances and with even a small fraction of Air Mobility Command's average of more than 80,000 flights a year, the fuel and cost savings could reach into the millions of dollars, experts say.
Next up: The Air Force Research Laboratory will analyze the data from for possible applications to other aircraft on a variety of missions.
Dr. Erbschloe said larger air mobility aircraft like the C-17 can fly in formations that are potentially easy to maintain and which do not require the planes to be exceptionally close together.
"The test flights were flown at longitudinal separations of 4,000 or greater," said William Blake, one of the key developers of $AVE at the AFRL.
According to AFRL officials, modified C-17 formation flight system software enabled precise auto-pilot and auto-throttle systems to ensure the trailing aircraft achieved and maintained proper flight position without active assistance from pilots.
"The autopilot held the position extremely well -- even close to the vortex," said Capt. Zachary Schaffer, an aircraft commander on one of the test flights. "The flight conditions were very safe; this was as hands-off as any current formation flying we do."
Other pilots found differing levels of ride quality and discovered some flight test points might be difficult for long-endurance flights.
"The key will be finding the right balance of quality for improving fuel efficiency and ride," said Maj. Eric Bippert, another aircraft commander on one of the test flights.
Bippert said being a part of the test program with so many talented engineers was a remarkable experience, and the concept could eventually impact global air transportation, overall.
"AMC has done really well with fuel efficiency at the operational level," said Erbschloe. "The command has worked to gain efficiencies from the 'low-hanging fruit' such as optimizing flight routing, reducing weight where possible, and by not carrying excess fuel. $AVE offers significant efficiency gains, if employed in concert with these initiatives."
He said early indications show the tests meet AMC criteria of the concept regarding safety and minimization of aircrew and aircraft strain while also being operationally sensible with a viable return on investment.
"AMC consumes 20 percent of the fuel used by the overall federal government, so we're constantly looking for pragmatic ways to improve our fuel efficiency," said Erbschloe.
"Assured energy advantage for our Air Force is only possible through revolutionary energy initiatives like $AVE," said Dr. Mark Maybury, Air Force chief scientist, upon hearing the results of the tests.
The $AVE concept was previously highlighted in the 2011 Energy Horizons study, sponsored by the Secretary of the Air Force and chaired by Maybury.
The tests were the culmination of an ongoing, combined effort between AMC, the AFRL, the 412th Test Wing, the Air Force Life Cycle Management Center, the Defense Advanced Research Projects Agency, the Boeing Company and NASA Dryden Flight Research Center.
Flight tests with C-17s "vortex surfing" at Edwards Air Force Base, Calif., Sept. 6 and Oct. 2, have demonstrated potentially large savings of fuel and money by doing what geese do naturally. Tests show that flying in formation might be smarter than flying alone for Airmen, and not just for birds.
As one effort in the Air Force drive to reduce its overall fuel consumption, vortex surfing may be the wave of the future.
"The concept, formally known as Surfing Aircraft Vortices for Energy, or $AVE, involves two or more aircraft flying together for a reduced drag effect like what you see with a flock of geese," said Dr. Donald Erbschloe, the Air Mobility Command chief scientist.
A series of test flights involving two aircraft at a time, allowed the trailing aircraft to "surf" the vortex of the lead aircraft, positioning itself in the updraft to get additional lift without burning extra fuel.
Early indications from the tests promise a reduction of fuel consumption by up to 10 percent for the duration of a flight. Over long distances and with even a small fraction of Air Mobility Command's average of more than 80,000 flights a year, the fuel and cost savings could reach into the millions of dollars, experts say.
Next up: The Air Force Research Laboratory will analyze the data from for possible applications to other aircraft on a variety of missions.
Dr. Erbschloe said larger air mobility aircraft like the C-17 can fly in formations that are potentially easy to maintain and which do not require the planes to be exceptionally close together.
"The test flights were flown at longitudinal separations of 4,000 or greater," said William Blake, one of the key developers of $AVE at the AFRL.
According to AFRL officials, modified C-17 formation flight system software enabled precise auto-pilot and auto-throttle systems to ensure the trailing aircraft achieved and maintained proper flight position without active assistance from pilots.
"The autopilot held the position extremely well -- even close to the vortex," said Capt. Zachary Schaffer, an aircraft commander on one of the test flights. "The flight conditions were very safe; this was as hands-off as any current formation flying we do."
Other pilots found differing levels of ride quality and discovered some flight test points might be difficult for long-endurance flights.
"The key will be finding the right balance of quality for improving fuel efficiency and ride," said Maj. Eric Bippert, another aircraft commander on one of the test flights.
Bippert said being a part of the test program with so many talented engineers was a remarkable experience, and the concept could eventually impact global air transportation, overall.
"AMC has done really well with fuel efficiency at the operational level," said Erbschloe. "The command has worked to gain efficiencies from the 'low-hanging fruit' such as optimizing flight routing, reducing weight where possible, and by not carrying excess fuel. $AVE offers significant efficiency gains, if employed in concert with these initiatives."
He said early indications show the tests meet AMC criteria of the concept regarding safety and minimization of aircrew and aircraft strain while also being operationally sensible with a viable return on investment.
"AMC consumes 20 percent of the fuel used by the overall federal government, so we're constantly looking for pragmatic ways to improve our fuel efficiency," said Erbschloe.
"Assured energy advantage for our Air Force is only possible through revolutionary energy initiatives like $AVE," said Dr. Mark Maybury, Air Force chief scientist, upon hearing the results of the tests.
The $AVE concept was previously highlighted in the 2011 Energy Horizons study, sponsored by the Secretary of the Air Force and chaired by Maybury.
The tests were the culmination of an ongoing, combined effort between AMC, the AFRL, the 412th Test Wing, the Air Force Life Cycle Management Center, the Defense Advanced Research Projects Agency, the Boeing Company and NASA Dryden Flight Research Center.
Navy Evaluating Second Electromagnetic Railgun Prototype
The Office of Naval Research's (ONR) Electromagnetic (EM) Railgun program is evaluating the second of two industry railgun prototype launchers at a facility in Dahlgren, Va., officials announced Oct 9.
The EM Railgun launcher is a long-range naval weapon that fires projectiles using electricity instead of traditional gun propellants such as explosive chemicals. Magnetic fields created by high electrical currents accelerate a sliding metal conductor, or armature, between two rails to launch projectiles at 4,500-5,600 mph.
The Navy is pursuing development of the launcher system through two industry teams -- General Atomics and BAE Systems -- to reduce risk in the program and to foster innovation in next-generation shipboard weapons.
"It's exciting to see how two different teams are both delivering very relevant but unique launcher solutions," said Roger Ellis, EM Railgun program manager.
General Atomics has delivered its prototype launcher to Naval Surface Warfare Center (NSWC) Dahlgren Division, where engineers have engaged in a series of tests similar to the evaluations conducted on the prototype demonstrator made by BAE Systems that arrived Jan. 30.
"We're evaluating and learning from both prototype designs, and we'll be folding what we learn from the evaluations into the next phase of the program," said Ellis.
Both General Atomics and BAE Systems are commencing work on concept designs for a next-generation prototype EM Railgun capable of increased firing rates. This includes continued development of automatic projectile loading systems and thermal management systems for the barrel. Officials plan to evaluate the concept designs at the end of the year.
The EM Railgun is an Innovative Naval Prototype being managed by ONR's Naval Air Warfare and Weapons Department. The two prototype demonstrators incorporate advanced composites and improved barrel life performance resulting from development efforts on laboratory railgun systems located at the Naval Research Laboratory and NSWC-Dahlgren Division.
The EM Railgun laboratory demonstrator based at NSWC-Dahlgren Division fired a world record setting 33-megajoule shot in December 2010. One megajoule of energy is equivalent to a 1-ton car traveling at 100 miles per hour.
The EM Railgun launcher is a long-range naval weapon that fires projectiles using electricity instead of traditional gun propellants such as explosive chemicals. Magnetic fields created by high electrical currents accelerate a sliding metal conductor, or armature, between two rails to launch projectiles at 4,500-5,600 mph.
The Navy is pursuing development of the launcher system through two industry teams -- General Atomics and BAE Systems -- to reduce risk in the program and to foster innovation in next-generation shipboard weapons.
"It's exciting to see how two different teams are both delivering very relevant but unique launcher solutions," said Roger Ellis, EM Railgun program manager.
General Atomics has delivered its prototype launcher to Naval Surface Warfare Center (NSWC) Dahlgren Division, where engineers have engaged in a series of tests similar to the evaluations conducted on the prototype demonstrator made by BAE Systems that arrived Jan. 30.
"We're evaluating and learning from both prototype designs, and we'll be folding what we learn from the evaluations into the next phase of the program," said Ellis.
Both General Atomics and BAE Systems are commencing work on concept designs for a next-generation prototype EM Railgun capable of increased firing rates. This includes continued development of automatic projectile loading systems and thermal management systems for the barrel. Officials plan to evaluate the concept designs at the end of the year.
The EM Railgun is an Innovative Naval Prototype being managed by ONR's Naval Air Warfare and Weapons Department. The two prototype demonstrators incorporate advanced composites and improved barrel life performance resulting from development efforts on laboratory railgun systems located at the Naval Research Laboratory and NSWC-Dahlgren Division.
The EM Railgun laboratory demonstrator based at NSWC-Dahlgren Division fired a world record setting 33-megajoule shot in December 2010. One megajoule of energy is equivalent to a 1-ton car traveling at 100 miles per hour.
New Carrier Launch and Recovery System Takes UAV Into the Future
A shipboard-capable system designed to support both the launch and recovery of the Scan Eagle unmanned aerial vehicle (UAV) successfully completed final demonstration flight testing Sept. 27 at a testing range in eastern Oregon, the Navy announced today.
Sponsored by the Office of Naval Research (ONR), the Compact Launch and Recovery System (CLRE) will provide a small-scale solution for the unmanned surveillance craft's operations.
"This system's shipboard capability is unique," said John Kinzer, who manages ONR's Air Vehicle Technology Program. "It's more compact than other systems, so you can install it on a small special operations boat-or save additional space on a larger ship, since space is always at a premium on any vessel."
The Scan Eagle is designed to provide the warfighter with advanced capabilities for real-time situational awareness and force protection information.
CLRE uses a compressed-air launcher to shoot the Scan Eagle into the sky. Once airborne, the UAV transmits real-time electro-optic and infrared (IR) imagery to a ground station where it can be recorded for analysis.
To land, small hooks on the UAV's wings catch hold of rope suspended from the system's extendable mast and arms. Once the mission is completed, the whole system can be folded up, like a folding chair or table, for storage.
Developed by Insitu Inc., the system is smaller and lighter than the current SuperWedge launcher and Skyhook recovery systems combined. Its design accommodates all weight classes of the company's Scan Eagle UAV design, including a model equipped with an IR camera, and provides the same air vehicle successful recovery rate.
The system currently is trailer mounted for testing and ease of towing behind ground vehicles, but Insitu is exploring modifications of this version for rapid deployments. Its turntable base allows for mounting to a variety of integration structures.
Today, it is primarily the U.S. Marine Corps that uses Scan Eagle, but other forces - including the U.S. Coast Guard-also could have uses for the unit. Coast Guard officials attended testing last week.
Sponsored by the Office of Naval Research (ONR), the Compact Launch and Recovery System (CLRE) will provide a small-scale solution for the unmanned surveillance craft's operations.
"This system's shipboard capability is unique," said John Kinzer, who manages ONR's Air Vehicle Technology Program. "It's more compact than other systems, so you can install it on a small special operations boat-or save additional space on a larger ship, since space is always at a premium on any vessel."
The Scan Eagle is designed to provide the warfighter with advanced capabilities for real-time situational awareness and force protection information.
CLRE uses a compressed-air launcher to shoot the Scan Eagle into the sky. Once airborne, the UAV transmits real-time electro-optic and infrared (IR) imagery to a ground station where it can be recorded for analysis.
To land, small hooks on the UAV's wings catch hold of rope suspended from the system's extendable mast and arms. Once the mission is completed, the whole system can be folded up, like a folding chair or table, for storage.
Developed by Insitu Inc., the system is smaller and lighter than the current SuperWedge launcher and Skyhook recovery systems combined. Its design accommodates all weight classes of the company's Scan Eagle UAV design, including a model equipped with an IR camera, and provides the same air vehicle successful recovery rate.
The system currently is trailer mounted for testing and ease of towing behind ground vehicles, but Insitu is exploring modifications of this version for rapid deployments. Its turntable base allows for mounting to a variety of integration structures.
Today, it is primarily the U.S. Marine Corps that uses Scan Eagle, but other forces - including the U.S. Coast Guard-also could have uses for the unit. Coast Guard officials attended testing last week.
Tuesday, October 9, 2012
Navy Bets On Arleigh Burkes To Sail Until 2072
Navy Bets On Arleigh Burkes To Sail Until 2072http://defense.aol.com/2012/10/05/navy-bets-on-arleigh-burkes-to-sail-until-2072-40-years-afloat
These destroyers are and will long remain the Navy's mainstay. The Arleigh Burke class to which the Murphy belongs is built to carry the Aegis anti-aircraft system that defends the entire fleet, including the prized aircraft carriers. The Chief of Naval Operations himself, Adm. Jonathan Greenert, has explicitly said that the Navy is building the smaller, cheaper Littoral Combat Ships to take on supporting missions, so the fleet can free up destroyers to face the most dangerous and high-tech foes: submarines, long-range missiles, jet fighter-bombers, and more, all integrated into "anti-access" networks like those being developed by the Chinese. Updating the Arleigh Burkes to keep up with the threat will be a heroic effort.
Central to those upgrades is a radically new radar, the Air and Missile Defense Radar (AMDR), using a technology already proven in aircraft called an "active phased array" or Active Electronically Scanned Array (AESA). The "passive" SPY-1 arrays on current destroyers draw their power from a single transmitter inside the ship; "active" systems have hundreds or thousands of tiny transmitters built into the array's surface, which lets them generate a larger number of more powerful beams, all individually scanning for targets.
These destroyers are and will long remain the Navy's mainstay. The Arleigh Burke class to which the Murphy belongs is built to carry the Aegis anti-aircraft system that defends the entire fleet, including the prized aircraft carriers. The Chief of Naval Operations himself, Adm. Jonathan Greenert, has explicitly said that the Navy is building the smaller, cheaper Littoral Combat Ships to take on supporting missions, so the fleet can free up destroyers to face the most dangerous and high-tech foes: submarines, long-range missiles, jet fighter-bombers, and more, all integrated into "anti-access" networks like those being developed by the Chinese. Updating the Arleigh Burkes to keep up with the threat will be a heroic effort.
Central to those upgrades is a radically new radar, the Air and Missile Defense Radar (AMDR), using a technology already proven in aircraft called an "active phased array" or Active Electronically Scanned Array (AESA). The "passive" SPY-1 arrays on current destroyers draw their power from a single transmitter inside the ship; "active" systems have hundreds or thousands of tiny transmitters built into the array's surface, which lets them generate a larger number of more powerful beams, all individually scanning for targets.
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