A day without Heavy Armor. Could the MEU survive???

Just a heads up.

Later today I'm going to expand on a discussion that me and B. Smitty have been having on heavy armor and the Marine Corps.

B. Smitty is a heavy armor advocate and I'm just not so sure.

Want to know what Infantry...what USMC Infantry fears (we're talking conventional warfare...not an insurgency)?  Its not tanks...modern Infantry can handle tanks...what modern infantry fears is artillery fire.

With that in mind I penned an article stating that the BAE CV90120 should be the Marines next MBT.

But barring that a few other items come to mind....if we can't get the CV90120, then how about the turret from the Stryker MGS mounted to a Marine Corps vehicle...say the MPC or even the AAV?

If that proves a non-starter then perhaps its time to make a Marine Corps Aviation, secondary mission, a primary one...anti-armor support...AH-1Z's and UH-1Y's can handle the work...if they're swamped then the AV-8B and future F-35 along with F/A-18's can mix it up here too...

And last but certainly not least, Marine artillery could help fill the gaps.  But the point is this...what we need worry about is not tank on tank warfare but direct fire support for the Infantry.  My contention remains that the M1 is just too heavy to provide that support in the MEU and larger units as we're currently comprised.

Give the mission (if its ever required) to an Army detachment assigned to the Marines and find a smaller lighter vehicle to get it done.

Gates..the Ugly American and Europe.

I originally posted my thoughts on this subject.  No need.  And this is purely for American readers.  Want to know how Europeans feel about you?


About your spending for their defense?


About the expense of basing units on their soil to defend their interests?


Read ....


Think Defense
Especially the comments...and...

Defense and Freedom 

Long story short.  This marriage is dead.  Leave Europe to their own devices.  The UK, and the rest of them.  Lets see how they do in their next war.  The bastards will be begging for help.  Personally, I'm tired of the America bashing.

GRAPHIC! DO NOT WATCH IF YOU ARE EASILY DISTURBED. Pakistani Police kill a young man for stealing a cell phone.

And these barbarians are suppose to be our ally?  I don't think anything in the Middle East is worth our association with them...not even oil.  Barbarism.

Armed Scout Helicopter...a tale of three companies.

AH-6I

AAS-72X

AAS-72X

AAS-72X

OH-58II

OH-58II

OH-58 II

The Armed Scout Helicopter competition is a tale of three companies.  Two of those companies have the savy, have the knowledge of "publicity" and the modernity to realize that information on their products will help in the arena of public debate.  One company is a dinosaur.  Lost in the days when newspapers led the way and everyone sat in front of the TV to hear Walter Cronkite.

As much as I pound on EADS and Euro Copter they're doing it right.  They're claiming market share on the civilian side of the market in the US and they're trying real hard to get into the military market here in a big way.

Bell Helicopter is a leader in the industry and has several projects its leading on.  Its well established with the Department of Defense with its current offerings being the current Scout Helicopter, the AH-1Z, the UH-1Y and the V-22.  Its maintaining market share in the civilian market with its offerings there.

Boeing is a dud.  Its biggest military claim to fame is the F-15, its partnership with Bell on the V-22 and its Chinook helicopter.

But its playing the game old school.  This time old school isn't good school.

I wanted this post to be a description of the three contenders for the contract after watching Trimble's video on the AH-6I that he posted today.

I can't do that.  No information is publicly available on the AH-6I except from "established sources"...I won't play that game.

Check out the websites of the two companies that actually do care enough to make their information available to us lowly bloggers and those that happen to read them.

Websites you should check out.

Bell Helicopter's Scouts Out

EADS EuroCopter's AAS-72X

This should be the USMC's next Main Battle Tank.

If HQ Marine Corps is paying attention to the tyranny of weight...the continuing need for large caliber direct fire support and the idea that logistics are as important as tactics then the BAE CV90120 will be the Marine Corps next main battle tank.

Advantages over the M-1
1.  Lighter yet has the same firepower.
2.  Has equal cross country mobility...maybe more mobility due to its lighter weight.
3.  Lower fuel consumption.
4.  Less cube space aboard ship.
5.  Allows easier transportation to shore.
6.  Compatible with Trophy defense system.

Liabilities in comparison to the M1.
1.  Not able to stand up to other MBT's in combat.

Its quite clear.  If the Marine Corps is to continue to operate all weather, direct fire weapon systems in support of the Infantry then tanks are a must.  The M1 is too heavy, too thirsty and takes up too much space aboard ship to be compatible with continued Marine Corps service.

Time to give BAE a call.

Principal Characteristics

EFV will come back...

This story by Fabey illustrates a private thought that I've had and one that is being confirmed by HQ Marine Corps.

The EFV will be stripped of it complex drive system will be fitted with current but high tech jet pumps for its amphibious mission and will come online stripped down, and renamed the Amphibious Combat Vehicle.

The whole story is worth a read but this caught the eye...

Traditionally, an AOA of this type would take about 18 months, Flynn said June 9 at an event in Washington sponsored by the Center for Strategic and International Studies.

“We’re trying to get to six to nine months,” Flynn says, adding that he hoped the aggressive schedule would “energize the acquisition process” for the vehicle.

A speedy acquisition process isn't how things are usually done and points to a single sourced program.  Another tidbit that caught my attention is that the Congressional delegation has suddenly stopped it protests and holding up of the Defense budget.

All this points to General Dynamics winning the project through a sole sourced program probably to be announced either late this year or early next.

BAE fans shouldn't be too depressed though.  If I was a betting man then I'd lay every cent in my pocket that they'll win the upgrade contract...which leads to the wildcard in this whole thing.  If BAE is able to design an attractive enough upgrade package then it could essentially make the expense of a new EFV/ACV moot.  The AAV could theoretically continue in service --- just with new built vehicles.

Blast from the past...CH-37 Mojave.

CH-37 Mojave.

USS Freedom. Tired already?

110607-N-DB113-082 PACIFIC OCEAN (June 7, 2011) An MH-60R Sea Hawk helicopter assigned to Helicopter Maritime Strike Squadron (HSM) 77 prepares to land aboard the littoral combat ship USS Freedom (LCS 1). (U.S. Navy photo by Mass Communication 2nd Class Aaron Burden/Released)

Ignore the helicopter and blow the pic up and take a good look at this ship.  It just entered service and its looking tired and worn out.  I know visuals mean nothing but I wonder.  Has limited manning finally caught up with ship upkeep?  Is operating skeleton ships crews actually the way we want to go if we desire to keep these ships in service for 20 plus years?

I can't say because I don't have the facts or the skill sets to know for sure.  What I do know is that the USS Freedom is looking tired...very tired.

F-35.com

Lockheed Martin (seems like a LM day huh?) has a new website here.

F-35.com

Skunk Works Air Ships.

One Million Pounds of Cargo By Air

The revived interest in very large cargo airships can be directly linked to global commerce. More than 36 billion tons of cargo — everything from flowers to food to Formula 1 race cars — are shipped around the world annually. But in the last twenty years, the military has also seen a need to quickly move large quantities of everything from relief supplies to tanks into areas that often don’t have adequate — if any — infrastructure. A ship can carry a large load inexpensively, but it takes two to three weeks to get from China to the United States. A 747 air freighter can get cargo around the world in hours, but the cost is about sixty cents per ton mile, and space is limited. With a hybrid airship, a large quantity of good can be shipped around the world in about three days for around twenty-five cents per ton mile. The Lockheed Martin Skunk Works is developing a family of airships to fill that middle niche. By 2016, the captain of an airship nearly the length of three football fields and capable of carrying one million pounds of cargo (shown here) could issue the traditional "Up ship" command before starting a trip across the Atlantic.

SkyFreighter Cargo Box

The second in a family of hybrid airships, called SkyFreighter, is a regional lifter capable of carrying seventy tons of cargo. First flight of a 400-foot-long SkyFreighter is expected to come in 2014. This shot shows a fully equippped Stryker armored vehicle in the SkyFreighter cargo box, illustrating the airship's military potential. The cargo box for all three hybrid airship variants will have a roll-on/roll-off capability for vehicles.

P-791

The hybrid airship demonstrator was given the identifier P-791. The company-funded demonstrator, which is 123 feet long, fifty-three feet wide, and thirty feet high, was built in 2005. First flight came on 31 January 2006. All of the major components — cockpit, engines, fuel lines, control surfaces, ACLS pads — are attached on the outside of the envelope. The envelope is woven Vectran, a lightweight, high-strength material similar to Kevlar. The engines and propellers are mounted on aluminum rings that allow vectoring up and down and left and right for climbing, descending, and steering. The forward engine mounts are lashed to the envelope, while the two aft engines are attached with a composite, wishbone-shaped assembly that fits along the contours of the envelope. The engine/propeller/mount combinations, called thrusters, give P-791 a top speed of about thirty knots.

SkyLiner

The third and largest variant of the hybrid airship family is called SkyLiner. This behemoth, expected to be flown in 2016, will measure 800 feet long and be capable of lifting 500 tons of cargo. SkyLiner will be used on international or transoceanic routes. The Air Cushion Landing System pads on SkyLiner, which will measure eighty feet long and thirteen feet tall, will retract to reduce drag. The projected commercial market could support a fleet of several hundred SkyLiners. All three airship variants will have long, rectangular cargo containers attached underneath the envelope. The flight deck is located in front. Each box will have a roll-on/roll-off capability and will accommodate containers or pallets. The SkyLiner cargo box is 300 feet long, fifty feet wide, and thirty feet tall with an upper and a lower deck.

P-791

The Lockheed Martin hybrid airship demonstrator, called P-791, is 123 feet long, fifty-three feet wide, and thirty feet high, was built in 2005. First flight came on 31 January 2006. Company test pilot Eric Hansen made the first two flights and was followed by Bill Francis. The pilots sat side by side in an enclosed gondola with flight engineer Tim Blunck. A total of six flights, each about thirty minutes long, were carried out in the P-791 test program. The tests were mostly ground handling demonstrations. When out of ground effect, the airship crew remained in the traffic pattern at Palmdale, staying below 2,000 feet.

SkyTug

A year after going on contract, Aviation Capital Enterprises, based in Calgary, Alberta, Canada, announced on 17 March 2011 that it had teamed with the Skunk Works to develop, build, test, and certify to US Federal Aviation Administration standards a family of hybrid airships designed for heavy lift, economical cargo transport. Aviation Capital will market the hybrid airship to the commercial market, while Lockheed Martin retains rights to the military market.The first variant, called SkyTug (shown here), will be like a super-sized helicopter, only at about one-tenth the cost. SkyTug will have a range of up to 1,000 nautical miles at a cruise speed of sixty knots. It will be used on four- to eight-hour missions to support remote drilling sites or mines where there is no infrastructure for aircraft. The 290-foot-long SkyTug is scheduled to be flown in early 2013. The two airships called for in the initial contract will be built in Palmdale, as will any additional SkyTugs in the future.                                                                Artist concept by Joel Derrick 

Cargo Box Comparison

The second in a family of hybrid airships, called SkyFreighter, is a regional lifter capable of carrying seventy tons of cargo. An airship this size could be an enabler for countries to expand their economies. First flight of a 400-foot-long SkyFreighter is expected to come in 2014. This shot shows a comparison between the SkyFreighter (red box), C-5 Galaxy transport (yellow box), C-17 (blue box), and short fuselage C-130 (green line near the wall). The P-791 hybrid airship demonstrator, now filled only with air instead of helium, is in the background.

Blast from the past...Convair Kingfish.

via Wikipedia...

KINGFISH
After cancellation of the B-58B in mid-1959, Convair turned to a completely new design, similar to their earlier entry in name only. The new "Kingfish" design had much in common with the Convair F-106 Delta Dart, using a classic delta wing layout like most of Convair's products. It differed in having two of the J58 engines buried in the rear fuselage, and twin vertical surfaces at the rear. The intakes and exhausts were arranged to reduce radar cross section, and the entire aircraft had the same sort of angular appearance as the later Lockheed F-117. The leading edges of the wings and intakes continued to use pyroceram, while other portions used a variety of materials selected for low radar reflection, including fiberglass. The new engines reduced the cruise speed to Mach 3.2 compared to the "Fish"'s Mach 4.2, but range was increased to about 3,400 nm (6,300 km).
In August 1959 the teams met again to present their latest designs. Lockheed had produced an aircraft similar to the "Kingfish", the A-11, but it was more "conventional" in layout. Although the A-11 had somewhat better performance than "Kingfish", the panel generally preferred Convair's design due to its much lower RCS. Johnson expressed skepticism of Convair's claimed RCS, and complained that they had given up performance to achieve it: "Convair have promised reduced radar cross section on an airplane the size of A-12. They are doing this, in my view, with total disregard for aerodynamics, inlet and afterburner performance."
In the end it was not performance that decided the outcome; during the U-2 project Lockheed had proven its ability to design advanced aircraft in secret, on-time, and under-budget. In contrast, Convair had massive cost overruns with the B-58 and no secure facility similar to the Skunk Works. Lockheed promised to lower the RCS in a modified version of the A-11 known as the A-12, and that sealed the deal. The A-12 entered service with the CIA in the 1960s, and was slightly modified to become the Air Force's SR-71.

Another tantalizing 'what if' we had gone this way airplane...

Lockheed Martin's Paris Air Show Website.

LM has launched their Paris Air Show website here.  Make sure you check it out...well worth it.  But I have a question mixed with a suggestion for them.

LM!  If you know they hate your product and continuously run it down, then why even waste time talking to them?  I don't care who they write for...its just not worth it.  Boycott your haters guys!  And don't be fooled by wolves in sheeps clothing.

UPDATE:::

Wow.  Either great minds think alike...Lockheed Martin threatened to pull advertising --- something but I noticed that Aviation Week has an article up --- "Face to Face : Lockheed Martin CEO Robert Stevens" ...no big you say????  Oh yeah...much big!  Ya see the byline is by Joe Anselmo...he's a business writer that occasionally graces ARES with a fluff piece on the Chinese...but another name is there that stood out simply because I had never seen it before.  Anthony Velocci, Jr.  He's the freaking Editorial Director for Aviation Week.  Long story short (pure speculation on my part) he was there to ride herd on his writers. I guess someone with a much bigger megaphone than mine has been complaining about biased stories too.