Pratt & Whitney Gets $1.3 Billion to Mature F-35 Engine Core Upgrade

Pratt & Whitney Gets $1.3 Billion to Mature F-35 Engine Core Upgrade

Oct. 1, 2024 | By John A. Tirpak

RTX’s Pratt & Whitney received a $1.31 billion contract on Sept. 30 to continue maturing its Engine Core Upgrade for the F-35 fighter’s F135 engine. If the program goes according to predictions, the first operational engine should be flying in 2029.

The cost-plus-incentive fee contract covers “design, analysis, rig testing, engine test preparation, developmental hardware, test asset assembly, air system integration, airworthiness evaluation and product support” as the ECU continues development. The Navy, which oversees F-35 contracting at this time, made the award.

The contract comes two months after Pratt said it completed the ECU’s preliminary design review, “affirming the ECU is on schedule.” The upgraded powerplant is intended to increase the durability of the engine, the life expectancy of which suffered in recent years as requirements increased and new equipment was added to the F-35 fighter. It also supports the additional demands that will be placed on the engine as the F-35’s Block 4 upgrade proceeds. The upgrades will require more engine performance, cooling, and electrical power.

Pratt said in July that it expects to conduct the Critical Design Review on the ECU—one of the last steps before fabrication begins—in mid-2025.

Jill Albertelli, president or Pratt’s military engine business, said the contract is “critical to continuing our forward momentum on this program.”

The award “allows us to continue work in the risk reduction phase with a full-staffed team focused on design maturation, aircraft integration, and mobilizing the supply base to prepare for production.”

The F-35 Joint Program Office has decided to make Lockheed Martin, the F-35 prime contractor, the “Lead Systems Integrator” for what is now known as the Power Thermal Management Upgrade to the Power and Thermal Management System, or PTMS, for the F135 engine.

In an Oct. 1 statement, the JPO said said that after “extensive market research” this year, only Lockheed was found to be capable of performing this function.

“Contract award for the upcoming phase of the PTMU program is expected in Fall 2024,” the JPO said. “We will work with Lockheed Martin throughout the entire process to ensure all known PTMU solution options are evaluated for performance and economical retrofitability to existing aircraft; bringing maximum capability to the warfighters while accounting for cost.”

It was not clear from the JPO’s statement whether Lockheed will select the PTMS contractor.

The Government Accountability Office has said a new PTMS is needed because the additional electronics that are part of the Block 4 upgrade will require a more robust cooling system. The existing system is “overtasked,” the GAO said in a May 2023 report, and requires the F135 engine “to operate beyond its design parameters,” increasing wear and tear on the powerplant and requiring excessive maintenance costs of up to $38 billion over the planned 58-year life of the F-35 program.

The existing PTMS is made by Honeywell, but Collins Aerospace—which, like Pratt, is part of RTX—has readied an Enhanced Power and Cooling System (EPACS) proposal for a possible competition.  Collins said last year it could be ready to enter an engineering and manufacturing development effort for EPACS as early as mid-2024.  

The ECU was selected as the way ahead for the F-35’s propulsion needs after the Pentagon chose not to adopt either of the Adaptive Engine Transition Program (AETP) powerplants developed by Pratt and GE Aerospace. The AETP engines weren’t compatible with the Marine Corps F-35B short take-off/vertical landing variant and would have been difficult to adapt to the Navy’s F-35C version as well. The AETPs were expected to deliver as much as a 30 percent increase in performance over the F135.

Air Force Secretary Frank Kendall said last year that one of his main regrets about the fiscal 2025 budget request was that the service couldn’t afford to develop and produce the AETP for its own F-35 fleet.  The Pentagon insisted on the ECU instead to preserve commonality among the variants for all U.S. and foreign users of the fighter.

Pratt insists the ECU will take advantage of many AETP innovations.   

A Pratt spokesperson said the company has delivered “more than 1,200 F135 production engines, with more than 900,000 engine flight hours recorded.”

Pilot Errors Led to $25 Million Loss of MQ-9 Drone in Africa: New Report

Pilot Errors Led to $25 Million Loss of MQ-9 Drone in Africa: New Report

Oct. 1, 2024 | By Unshin Lee Harpley

A previously undisclosed crash of an Air Force MQ-9 crash in Africa in February stemmed from the pilot’s failure to follow the takeoff guidelines and to properly recover the descending aircraft, according to a newly released report.

The Feb. 11 incident, which occurred at an undisclosed location, caused no injuries or damage to civilian property, but it led to the complete loss of a $25.8 million unmanned aerial vehicle. The Reaper, belonging to the 432nd Wing at Creech Air Force Base in Nev., struck the ground just beyond the runway’s departure end.

The Air Force has frequently used Reapers’ ISR capabilities for the U.S.’s counterterrorism efforts across the Middle East and Africa for more than 15 years.

The investigation highlighted two main causes of the crash: the pilot’s oversight in completing the throttle adjustment according to the checklist, and a lack of situational awareness to increase the throttle control in time. At the time of the accident, the MQ-9 was operated remotely by a pilot and a sensor operator from the 12th Expeditionary Special Operations Squadron.

A U.S. Air Force MQ-9 Reaper taxis in for a warm refuel test, where the aircraft is grounded and refueled while powered on but with the engine not running, at Creech Air Force Base, Nevada, Sept. 2, 2021. Warm refuels can increase the MQ-9’s operational agility through reducing turnaround time on the ground. Tech. Sgt. Emerson Nuñez

At 8:30 p.m. UTC, the pilot announced that the Reaper’s Automatic Takeoff and Landing Capability (ATLC) was on and continued to engage the ATLC seconds later, which commanded engine power to 100 percent. However, the pilot did not complete the checklist step to set the throttle to 100 percent leaving it at flight idle (0 percent). This meant there wasn’t enough power during the transition from automated to manual control of the aircraft.

“The cause of the mishap was the pilot’s failure to comply with the takeoff checklist guidance to move the throttle control to 100 percent after initiating an ATLC takeoff, causing thrust to decrease at the transition from ATLC to manual control,” the report noted.

The aircraft took off around 8:31 p.m. While climbing, the pilot indicated plans to turn off the ATLC sooner than expected and continued to disengaged it, triggering warnings of a rapid drop in engine performance. A little more than 30 seconds after takeoff, the sensor operator questioned why they were climbing slowly. Although the aircraft continued to climb briefly, it soon began to descend, leading the sensor operator to mistakenly believe they were experiencing a mechanical failure.

The pilot didn’t begin to increase the throttle until 22 seconds after turning off the ATLC. When the aircraft continued to fall, the pilot declared an emergency and just one second before the Reaper hit the ground, was able to command the throttle to 100 percent.

But by then, it was far too late to regain control, and the drone crashed at 8:32 p.m., just 44 seconds after takeoff, with a nose-low position and at slow airspeed. The landing gear was still retracting, and the engine was “near idle thrust,” resulting in insufficient power before impact.

“The pilot failed to accurately analyze the resulting situation in time and subsequently increased the throttle control too late to recover from a low altitude thrust-deficient descent, resulting in the aircraft impacting the ground,” the investigation concluded.

The analysis also revealed that if the pilot had responded appropriately to the decreasing thrust and adjusted the throttle within 18 seconds of the transition to manual control, the crash could likely have been avoided, as demonstrated by a simulator recreation.

“The Mishap Pilot should have prioritized analyzing the situation and flying the Mishap Aircraft, over transmitting the emergency radio call,” the board noted. “It is reasonable to expect that MP analysis of the situation and execution of the appropriate response should have required less than 18 seconds.”

The investigation also identified two other contributing factors to the accident.

Ineffective crew resource management created distractions during ground operations, limiting the crew’s ability to complete pre-takeoff checklists effectively. The report details that around 8:16 p.m., the mission support officer tried to discuss the Takeoff and Landing Data known as TOLD, but the pilot interrupted, saying, “we’ll get it on the roll.” Before taxiing, the crew was also “initially uncertain what data to load into the Mishap Aircraft” due to confusion with similar callsigns.

Additionally, the pilot turning off the ATLC just 21 seconds after takeoff at a low altitude, further complicated the situation. Although the pilot didn’t break any rules by doing this, waiting until reaching a higher altitude to switch to manual control would have provided more time to handle any problems.

“Delaying turning ATLC off until a higher altitude would have provided more time to recover manually from any anomalies during the transition from automatic to manual control,” the report noted. The report added that the 12th Special Operations Squadron crews were accustomed to turning ATLC off at a low altitude, due to “airspace requirements at Cannon AFB driving turns shortly after takeoff.”

The Air Force has suffered a string of MQ-9 mishaps over the last two years.

In January 2023, a contractor crashed a drone, causing $16 million in damages in California. In May 2023, engine failure led another MQ-9 to crash at an undisclosed location in Africa, where it was destroyed. And in September, another contractor was killed after she walked into the propeller of an MQ-9 during ground testing. The service has also disclosed at least one other MQ-9 crash this year—U.S. Air Forces in Europe announced that a Reaper crashed in Poland in January.

Iran Attacks Israel as More USAF Warplanes Arrive in Middle East

Iran Attacks Israel as More USAF Warplanes Arrive in Middle East

Oct. 1, 2024 | By Chris Gordon

Iran launched a large-scale attack against Israel on Oct. 1, just as additional U.S. Air Force assets rushed into the region.

A barrage of missiles was seen over Tel Aviv and other Israeli cities at around 7:30 p.m. local time. Just a few hours earlier, the White House warned that Iran was preparing a ballistic missile attack and said the U.S. would help defend Israel amid concerns that it would spark a full-scale regional war. 

“Iran conducted a significant attack against Israel today, launching approximately 200 ballistic missiles targeting several locations in Israel,” Pentagon Press Secretary Air Force Maj. Gen. Patrick S. Ryder told reporters. “During the attack, the U.S. military coordinated closely with the Israeli Defense Forces to help defend Israel.” He said the majority of the missiles were intercepted.

Speaking at the White House, President Joe Biden said the “attack appears to have been defeated and ineffective.”

Iran vowed to respond to Israel’s forceful strikes on Lebanese Hezbollah, including one that killed the group’s leader, Hassan Nasrallah, on Sept. 27. Israel has also launched what it called a limited ground invasion of southern Lebanon against Hezbollah targets on Sept. 30. The U.S. has repeatedly pledged to defend Israel from Iran, which backs Hezbollah.

The USS Bulkeley and the USS Cole, which were operating in the Mediterranean Sea, fired a dozen interceptors, Ryder said. American aircraft and land-based air defense systems were not involved in any interceptions, he added. Ryder declined to say if U.S. aircraft provided any intelligence, surveillance, and reconnaissance of the missiles before or during the attack or if U.S. aircraft were involved in the mission. U.S. Air Force KC-135 Stratotanker aerial refueling aircraft flew over the Persian Gulf and Iraq, according to open source flight tracking data.

“We have a wide variety of ISR capabilities throughout the region to monitor and track potential aerial threats, to include aircraft that do that,” Ryder said.

The Pentagon has ordered three additional squadrons of fighter and attack aircraft to the Middle East. A squadron of A-10 Thunderbolt II attack aircraft has already arrived in the region, people familiar with the deployment told Air & Space Forces Magazine. On Oct. 1, U.S. Central Command said a squadron of F-16 Fighting Falcons and a squadron of F-15E Strike Eagles were also on their way to the Middle East.

U.S. fighter aircraft were ready if needed in case Iran launched drones and cruise missiles, a person familiar with the matter said. Fighters are effective against drones and cruise missiles, but have limited capability against ballistic missiles

“Fighter aircraft can perform a variety of missions, including taking down drones, taking down missiles—particular kinds of missiles—as well as providing ISR, electronic warfare, and those types of capabilities, so all of this comes together to provide us with options on how best to respond to any type of attack and to protect our forces,” Ryder said.

American F-15Es and F-16s helped Israel fend off a massive Iranian missile and drone attack in April by helping shoot down around 80 drones, part of an Iranian attack that also involved hundreds of cruise and ballistic missiles, totaling over 300 projectiles.

In that incident, Iran was retaliating for an April 1 attack by Israel on a facility in the Syrian capital of Damascus that killed members of the Islamic Revolutionary Guard Corps (IRGC).

The scope of the latest Iranian strikes was twice as large as April’s attack, Ryder said.

The U.S. Embassy in Jerusalem directed U.S. government employees and their family members to shelter in place, according to a State Department security alert. The embassy added that the U.S. government “reminds U.S. citizens of the continued need for caution and increased personal security awareness as security incidents, including mortar and rocket fire and unmanned aircraft system (UAS) intrusions, often take place without warning.”

The U.S. is increasing the number of warplanes in the region by temporarily extending the deployments of current units so that they overlap with the incoming forces. It conducted a similar move in April before Iran attacked Israel and in October after Hamas attacked Israel.

Before the latest deployments were announced, the U.S. already had squadrons of A-10s, F-16s, F-15Es, and F-22 fighters in the region. The Raptors were sent to the Middle East in August due to concerns about escalation in the region between Israel and Iran. The additional squadrons of A-10s, F-16s, and F-15Es will boost the U.S.’s airpower presence.

In addition to land-based aircraft ordered to the region, the USS Harry S. Truman aircraft carrier strike group is headed towards the Mediterranean Sea, and the Pentagon directed the USS Abraham Lincoln aircraft carrier, which was scheduled to head home, to remain in the Middle East. The Lincoln has an aircraft wing that includes F-35C Lighting II and F/A-18 Super Hornet fighters.

Before the attack, U.S. Secretary of Defense Lloyd J. Austin III spoke to Israeli Minister of Defense Yoav Gallant on Sept. 30 and “reaffirmed U.S. support for Israel’s right to defend itself against Iran, Lebanese Hezbollah, Hamas, the Houthis, and other Iran-backed terrorist organizations,” according to a Pentagon readout of the call.

Austin and Gallant spoke twice on Oct. 1, including after the attack. Biden and Vice President Kamala Harris monitored the event from the Situation Room, the White House said.

“We will consult with the Israelis on next steps in terms of the response and how to deal with what Iran has just done, and we will continue to monitor for further threats and attacks from Iran and its proxies,” National Security Advisor Jake Sullivan said. “Obviously, this is a significant escalation by Iran. … We have made clear that there will be consequences—severe consequences—for this attack, and we will work with Israel to make that the case.”

Looking to the Future of Electromagnetic Attack Systems

Looking to the Future of Electromagnetic Attack Systems

Oct. 1, 2024 | By Adam Stone

In high-end conflict with peer adversaries, the U.S. Air Force faces sophisticated integrated air defense systems and advanced command and control networks. Defeating those systems will require advanced electromagnetic attack systems that can deny, degrade, and disrupt opposing forces.

“Peer-nation adversaries have more sophisticated anti-access area denial capabilities—A2/AD—with kill chains or kill webs that are no longer stagnant,” said Stephanie Fehling, director of electronic attack solutions at BAE Systems. “They’re increasingly more complex and resilient. They’re using a much broader range of the electromagnetic spectrum for their combat operations, and they’re also quickly adapting commercial technologies for use in their operations.”

That changes what success looks like. It’s no longer a matter of using the electromagnetic spectrum, but also “denying our adversary’s use of that same spectrum,” Fehling said. “This is where electromagnetic jamming comes into play, using the spectrum to deny, degrade and disrupt enemy communications — really preventing them from transmitting essential information between themselves, their weapon systems, and their control networks, while preserving our own use of the spectrum.” 

To defeat A2/AD strategies and systems, U.S. forces will need a combination of platforms and capabilities, both built-into fighter aircraft and standoff jammers that contribute from afar.

“In order for other platforms to perform their mission, we need to provide simultaneity, persistence, and computing resources — and of course power,” Fehling said. “That’s what a standoff jammer brings to the fight. It’s the base layer or foundation…required to dominate the spectrum.” 

BAE Systems is involved in rehosting the Compass Call mission from its original long-time host, the EC-130H, to a Gulfstream 550 business jet. The new EA-37B —the EA is for electronic attack—is the Air Force’s premiere airborne electronic attack weapon system,” Fehling said. 

The Compass Call mission “is to disrupt enemy command and control, communications, radars, and navigation systems,” Fehling said. “It’s there to restrict our enemy’s battlespace coordination.”

The new G550 jet platform is superior in almost every way, she added: “A platform that can fly faster, farther, and higher makes that whole team more effective, more lethal, and more survivable.”

Advances in technology are changing the way leaders look at platforms like Compass Call, Fehling said. “The Department of Defense is shifting from purchasing platforms to purchasing capabilities,” she explained. “Industry needs to adapt and provide platform-agnostic capabilities, modular payloads with open system architecture.”

Rapid advances in software and the underlying hardware mean next-generation electromagnetic attack systems will integrate new capabilities into operational systems more readily, Fehling said. The Sensor Open Systems Architecture, or SOSA, will help make that possible. SOSA-compliant hardware will enable rapid upgrades to fielded capabilities, “minimizing the time required to bring important performance improvements to bear,” she said. Those could include instantaneous bandwidth changes, expanded, dynamic range, or faster processing speeds.

Likewise, a recently developed services-based open software architecture makes it possible to containerize applications, enabling more rapid app updates. “Designing an application to a common interface allows a broader segment of industry to participate,” Fehling said. “So that we can put the best of the best in the hands of the warfighter.” 

In this modular environment, designers are handed hardware development kits and software development kits to design their applications using a services-based open software architecture. “This can be really important for a unique requirement or an urgent requirement. It really speaks to the agility that we need to outpace the threat,” she said.

With an open-standards approach, USAF will be better positioned to counter the rapidly evolving threats in the electromagnetic spectrum.

Anduril, in New Partnership, Takes Aim at Space

Anduril, in New Partnership, Takes Aim at Space

Oct. 1, 2024 | By Greg Hadley

Anduril, the Silicon Valley defense startup that’s made a splash as a finalist in the Air Force’s Collaborative Combat Aircraft program, now aims to get into the space business, as well.  

The company announced a partnership with fellow startup Apex on Oct. 1; aiming to build payloads for Apex’s configurable satellite buses and to become a systems integrator for the platform. 

In a conference call with reporters, both Anduril’s top space executive, Gokul Subramanian, and Apex Chief Executive, Ian Cinnamon, made clear that they are interested in helping the Pentagon and intelligence community to proliferate their satellite constellations. 

“We believe in more mass in space,” said Subramanian. “We believe in higher quantity, higher volume, lower cost systems, and doing more and more autonomous processing in space.” 

Cinnamon also called for “getting more attritable mass to orbit, getting a higher volume of systems out, and at an incredibly faster pace than we’re historically used to.” 

Subramanian declined to name specific programs or opportunities of interest to Anduril, but given that Apex’s satellite buses are intended for low-Earth orbit, one likely target is the Space Force’s Space Development Agency. SDA’s Proliferated Warfighter Space Architecture, now under construction, will be a network of small satellites in low-Earth orbit, comprised of satellites for both data transport and missile warning and tracking. 

“We’re a big believer in what the Space Development Agency is doing,” Subramanian said. “With regard to which missions we’ll go after, I’m not ready to disclose that yet, but … we are going to compete on missions where we feel like Anduril can provide a superior solution or a real advantage to the customer.” 

In a release, Anduril noted that it wants to deliver “rapid capability” in areas like “space situational awareness, proliferated LEO architectures, and missile warning and tracking.” 

Subramanian told Air & Space Forces Magazine that the firm intends to compete for work from the entirety of the Space Force and the Intelligence Community. 

In doing so, however, the company will face fierce competition, with a host of startups joining well-established prime contractors jockeying for work. SDA’s entire program is designed to leverage that competition, and it has so far awarded contracts to 10 vendors for its proliferated architecture. 

SDA is also moving fast, awarding deals for the program’s first two tranches and having already released a notice to industry about Tranche 3. 

Anduril thinks it can start competing for contracts faster by leveraging Apex’s architecture and by focusing on “missionized systems, software on unique payloads, all of those things,” Subramanian said.  

The two companies collaborated on an Anduril payload for an Apex satellite in March; Subramanian described the payload as a “mission data processor,” giving the satellite edge processing capability. 

“What we aim to prove is the ability for us to take images using the cameras that the spacecraft had, those were not provided by us, process those images, and we can do all sorts of on-orbit processing, actually manipulate the image on orbit, understand what we’re seeing and what we’re not seeing, and then downlink that data down to earth,” Subramanian said. 

The firm’s core autonomy software, Lattice, provides command and control for the satellite, directing it where to move, where to focus its sensors, and how to process the data. 

In 2025, Anduril plans to launch a satellite procured from Apex and upgraded with mission data processing and “infrared imaging capabilities,” according to a release. 

Besides satellites, Anduril is also wading into other space business. On Sept. 27, Space Systems Command awarded the company a $25 million contract to create a mesh network for the Space Surveillance Network, the group of radar and optical sensors used to monitor thousands of objects in orbit. 

“Traditionally, those systems have had a single way to communicate,” Subramanian said. “Those tend to be slow, they can be fragile, and what we’re doing is augmenting them with multiple modalities of communication … and offering our mesh networking technology to enable that data to get off the site, off the sensor site, and to where it needs to go.” 

Founded in 2017 and backed by venture capital, Anduril initially focused on autonomous systems and accompanying software. More recently, it has made an aggressive push into multiple markets. In addition to its well-publicized work on CCAs, Anduril unveiled a new “family” of low-cost cruise missiles in September. The company is also working on an unmanned autonomous underwater vehicle, solid rocket motor supply, and a reusable autonomous air vehicle for ground defense.  

Lockheed Gets $3.5 Billion for JASSM/LRASM Missiles as It Eyes ‘Extreme Range’ Variant

Lockheed Gets $3.5 Billion for JASSM/LRASM Missiles as It Eyes ‘Extreme Range’ Variant

Sept. 30, 2024 | By John A. Tirpak

Lockheed Martin received two Air Force contracts on Sept. 27, together worth $3.56 billion, for production of the AGM-58B Joint Air-to-Surface Standoff Missile and the AGM-158C Long-Range Anti-Ship Missile, the Pentagon announced. The contracts include missiles for the Air Force, Navy, and partner nations under the Foreign Military Sales program.

The company also recently unveiled plans for a larger variant of the missile with even longer range, called the JASSM-XR.

An Air Force spokesperson could not immediately say how many missiles are included under the contracts nor how many are for USAF and how many are for the Navy and FMS customers, but the larger contract, for $3.23 billion, covers JASSM Lot 22 and is to be completed by the end of July 2032. The Air Force said the quantities are “estimates only” as the contract is undefinitized.

The Air Force procurement portion of the larger contract was worth $1.5 billion, along with $2.1 million of operations and maintenance funding, while the Navy’s portion was $176 million and FMS was $752 million. The FMS portion includes missiles for Japan, the Netherlands, Finland, and Poland.

The smaller contract, worth $358.4 million, is a modification of Lot 8b of LRASM only. The Air Force portion was $145.5 million, while the Navy’s was $123.3 million, and the contract is to be completed by July 31, 2028.

The stealthy JASSM and LRASM are externally almost identical and have a 1,000-pound warhead.

The work for both contracts is to be performed at Lockheed’s Orlando, Fla., facilities. The Air Force’s Life Cycle Management Center awarded the contracts.

Lockheed officials said they are producing about 720 JASSMs per year, en route to about 1,100. The JASSM is one of several munitions for which the Air Force accelerated funding and production in its fiscal 2025 budget request.

An Airman assigned to Dyess Air Force Base, Texas, loads a joint air-to-surface standoff missiles into a 9th Expeditionary Bomb Squadron B-1B Lancer on the flightline at Andersen Air Force Base, Guam, May 9, 2020. U.S. Air Force photo by Tech. Sgt. David Scott-Gaughan

At AFA’s Air, Space & Cyber Conference on Sept. 16, Lockheed announced it is working on the JASSM-XR, for “Extreme Range.”

The new missile is being developed by Lockheed with its own funds and features a missile body extended by several feet, the additional volume of which would be used for fuel. The company declined to state the exact dimensions of the missile or its expected range.

Michael Rothstein, vice president for strategy and requirements for air weapons and sensors at Lockheed Martin Missiles and Fire Control, said in a press conference at AFA that the range would be expanded “significantly” beyond that of the JASSM-ER, the Air Force’s current standard, adding the increase “is not minor.” The JASSM-ER reportedly has a range of about 500 miles, and industry sources speculated that the XR’s additional fuel capacity could double that to about 1,000 miles.

Lockheed officials at the conference said they are trying to anticipate what the Air Force will need relative to JASSM and LRASM and be ready when the service asks for it. Longer range “is an obvious ask,” one said, and the service is not interested in incremental improvements, but “step changes,” he said.

Rothstein said the missile could be test-flown in 2026 but is still “several years out” from being ready for production. Lockheed is “positioning” itself for a longer-range requirement, he said.  

The additional range of the weapon would allow the U.S. to not just strike targets deeper within contested airspace, Rothstein said, but accelerate battle tempo, by allowing launch aircraft to fire sooner and return to a tanker or base right more quickly to reload and mount another sortie.

A Lockheed spokesperson said the XR “lays the groundwork for a more modular design, driving continuous improvements to capacity, capability, and commonality across missile variants, and providing low-risk, low-cost solutions to the government.” The spokesperson noted that the XR is not yet government-funded “or approved.”

The XR would have significant commonality with the JASSM-ER and LRASM, the spokesperson said, and could be carried by bombers, the F-35, F-15, and the F/A-18, but not the F-16. Because of its increased weight versus the standard JASSM or LRASM, If carried by a fighter, the aircraft’s range would be decreased, Rothstein said, but that would be offset by the missile’s longer range.

Modular, “smart”  design can accelerate the overall JASSM/LRASM family production rate, Rothstein said, adding that the company has so far received positive feedback from the Air Force that a much longer-ranged weapon that takes advantage of a hot production line and gets to the field relatively quickly would be welcome.

The JASSM and LRASM are being built on “a mature” production line, Rothstein said, with qualified vendors and components, which means “you can markedly decrease your developments costs” and “development timelines” on a variant.

To take the JASSM/LRASM “to the next stage,” Rothstein said the company is looking for ways to increase modularity and digital design of the missile.

First Guardian Launches into Space Aboard NASA Mission

First Guardian Launches into Space Aboard NASA Mission

Sept. 30, 2024 | By Unshin Lee Harpley

For the first time in the Space Force’s young history, an Active-Duty Guardian launched into orbit this weekend, where he will take on a NASA mission at the International Space Station.

Space Force Col. Nick Hague commanded NASA’s Crew-9 mission, which launched Sept. 28 atop a SpaceX’s Falcon 9 rocket from Space Launch Complex 40 at Cape Canaveral Space Force Station, Fla.

Hague was accompanied by crewmate Aleksandr Gorbunov, a cosmonaut from the Russian space agency Roscosmos. Originally, Crew-9 was set to have four members, but two seats were left vacant to return home a pair of astronauts on the ISS whose Boeing Starliner spacecraft made an unmanned return to Earth due to safety concerns.

“Alex and I had a smooth ride up here,” said Hague upon arrival at the ISS. “I know it’s going to be an amazing expedition, I’m really looking forward to getting to work up here.”

Hague and Gorbunov joined five other crew members at the space station for NASA’s mission ‘Expedition 72,’ both serving as flight engineers for five months. The mission includes conducting experiments on various topics, such as life support systems and genetic analysis.

“I feel privileged to have the opportunity to cast a broader spotlight on everything that Guardians do to make human space flight possible,” Hague said in a release.

United States Space Force Col. Nick Hague, NASA astronaut, listens to U.S. Space Force Col. Ernest Schmitt, Space Delta 4 commander, speak on the DEL 4 mission and capabilities at Buckley Space Force Base, March 28, 2024. Hague will be the first Space Force Guardian launched into space under the Astronaut Corps.(U.S. Space Force photo by Senior Airman Shaun Combs)

Guardians don’t typically operate in space, but the Space Force does plays a crucial role in supporting spaceflight through GPS satellite operations, space domain awareness, and launch operations.

“If the Space Force and its Guardians and U.S. Space Command are not doing their jobs, we don’t explore space,” said Hague. “The average person might not understand that human space flight doesn’t exist if Guardians aren’t doing what they do on a day-to-day basis, whether it’s launching us into space and the range support that we get there or it’s tracking or navigation.”

One key study Hague is exploring revolves around Spaceflight Associated Neuro-ocular Syndrome (SANS), a condition that clouds astronauts’ vision while they’re floating in space. This condition arises from the very low gravity environment experienced in orbit. Hague will participate in two studies led by NASA scientists to better understand and address SANS.

  • Thigh Cuff Study: Hague will wear fitted thigh cuffs for six hours in two sessions to see if they help keep fluids in the legs and reduce head swelling. He’ll use ultrasounds to monitor blood flow and compare the results to data collected without the cuffs.
  • Vitamin B Supplement Study: In this study, the Guardian will test whether daily vitamin B supplements can reduce eye swelling related to SANS and explore how genetics may influence individual responses.

“Hague’s experiences and research may potentially lead to scientific breakthroughs that may not be possible on Earth,” said Steven Platts, chief scientist for human research at NASA’s Johnson Space Center in Houston.

Additionally, the Guardian will collect data on motion sickness during launch and landing and participate in other studies to help NASA tackle various challenges, including preventing injuries during re-entry.

A 1999 graduate of the Air Force Academy, Hague has a bachelor’s degree in astronautical engineering and later earned a master’s degree in aeronautical and astronomical engineering from MIT. He then attended the Air Force Test Pilot School at Edwards Air Force Base, Calif. Upon graduating in 2004, he joined the 416th Flight Test Squadron, putting F-16, F-15, and T-38 aircraft through their paces. He was finally able to join NASA in 2013 to begin astronaut candidate training.

“I applied three times to become an astronaut, I got rejected twice,” said Hague. “It took me 10 years.”

This marks Hague’s third launch and second mission at the space station, albeit his first as a member of the Space Force. His first attempt to reach orbit in 2018 ended abruptly when a rocket booster malfunctioned, but the spacecraft made a safe landing. The following year, he successfully reached the ISS, where he served as a flight engineer for more than six months during NASA’s Expeditions 59 and 60 missions.

After returning home from the NASA’s mission in 2019, Hague served as the director of test and evaluation for the Space Force at the Pentagon. He officially transferred to become a Guardian in 2021.

“NASA and the Space Force have very different functions, but we share a common interest in the free and responsible use of the space domain,” said Secretary of the Air Force Frank Kendall. “We also share an understanding of the importance of integrating with our allies and partners, joining Guardian values to civil space objectives for the collective good.”

Hague is not the first Guardian in space; Col. Michael Hopkins took that honor when he transferred into the Space Force in 2020 while aboard the International Space Station.

VIDEO: Russian Fighter Cuts Off US F-16 During NORAD Intercept

VIDEO: Russian Fighter Cuts Off US F-16 During NORAD Intercept

Sept. 30, 2024 | By Chris Gordon

A Russian Su-35 fighter cut across the front of a U.S. Air Force F-16 conducting a routine intercept of Russian aircraft off the coast of Alaska in a dramatic incident Sept. 23. The U.S. military called the encounter “unsafe,” and said the Russian aviator’s actions were “unprofessional and endangered all.”

The U.S. F-16, which was assigned to North American Aerospace Defense Command (NORAD), made the intercept in the Alaska Air Defense Identification Zone (ADIZ) in international airspace. Video and images released by NORAD show the F-16 shadowing a Russian Tu-95 before a Su-35 fighter cuts across the nose of the F-16 in what is known as a “headbutt” maneuver.

“NORAD aircraft flew a safe and disciplined intercept of Russian Military Aircraft in the Alaska ADIZ,” NORAD commander Air Force Gen. Gregory M. Guillot said in a statement posted on social media. “The conduct of one Russian Su-35 was unsafe, unprofessional, and endangered all–not what you’d see in a professional air force.”

The pilot of the U.S. Air Force F-16, which had a video camera mounted inside, can be heard exclaiming in apparent surprise as the Su-35 Flanker raced past them. The U.S. F-16 appeared to be carrying AIM-9 Sidewinder and AIM-120 AMRAAM air-to-air missiles.

The F-16 is likely from the 18th Fighter Interceptor Squadron, based at Eielson Air Force Base. That is the Viper unit tasked with conducting many of the intercepts of Russian—and recently Chinese—aircraft in the Alaska ADIZ. Russian aircraft entered the Alaskan ADIZ four times in September, according to NORAD. The Sept. 23 intercept involved four Russian aircraft, the command said in a news release at the time.

“We’re postured well to respond when those forces come into the Air Defense Identification Zone of Alaska, and you’ve seen that play out,” Air Force Lt. Gen. Case Cunningham, the head of the Alaskan NORAD Region, Alaskan Command, and the 11th Air Force, told Air & Space Forces Magazine in an interview earlier this month.

The Russian and Chinese flights were all in international airspace as the Alaska ADIZ stretches beyond American and Canadian territory, and ADIZ intercepts around the world often occur, including intercepts of American aircraft.

The Russian Air Force has previously shown it is ready to engage in aggressive tactics, most notably in Syria in which Russian aircraft came close to U.S. fighters, surveillance aircraft, and drones in 2023, though that behavior appears to have decreased this year in the Middle East.

“The biggest risk for all of us is these aircraft are not flying on training missions; they’re on combat missions,” then-Air Forces Central commander Lt. Gen. Alexus G. Grynkewich said of the incidents over Syria in June 2023. “Our aircraft have live weapons on board; the Russian aircraft have live weapons on board. And this kind of behavior just really increases the risk of a miscalculation, some sort of an incident occurring that’s unintentional.”

In July 2023, Russian Su-35 aircraft damaged two U.S. MQ-9 Reaper drones with flares when they passed in front of the drones. That incident came just months after the U.S. was forced to crash an MQ-9 into the Black Sea in March 2023 after a Russian Su-27 clipped the drone’s propeller, rendering the Reaper unrecoverable, according to the U.S. military.

Moody, MacDill Still Closed in Wake of Hurricane Helene

Moody, MacDill Still Closed in Wake of Hurricane Helene

Sept. 30, 2024 | By Greg Hadley

Most base services remained closed at MacDill Air Force Base, Fla., and Moody Air Force Base, Ga., Sept. 30, four days after Hurricane Helene battered the southeast with high winds and torrential rains. Only mission-essential personnel are allowed on base as recovery operations continue.

MacDill, which sits just a few feet above sea level near Tampa Bay experienced flooding in low-lying areas, widespread power outages, and masses of debris on roads, base officials posted on social media. 

Col. Ed Szczepanik and Chief Master Sgt. Raun M. Howell, the commander and command chief of the 6th Air Refueling Wing, said in a video message that some sections of the base—including dorms and base housing—would be temporarily without power Sept. 30 as personnel worked to restore electricity to the whole installation. 

Official and unofficial images posted to social media show the road leading to U.S. Central Command headquarters underwater, and no “C” on the “MACDILL AFB” sign on a hangar, the letter having been blown off by the winds.  

Szczepanik and Howell said the base would remain closed “at least” through Sept. 30. Later, officials posted to Facebook that on-base housing/dormitory residents and those with scheduled medical appointments will be allowed on base Oct. 1

MacDill evacuated its KC-135 tankers ahead of the storm. A spokesperson for the 6th Air Refueling Wing told Air & Space Forces Magazine on Sept. 30 the aircraft have not returned, though “global operations have not been interrupted and our aircraft and personnel are still conducting missions from alternate stations until they can safely return to our airfield.”

The 23rd Wing at Moody was in the storm’s direct path, and 23rd Wing Commander Col. Ben Rudolphi posted on Facebook that the installation remained closed to non-essential personnel “until further notice.” Rudolphi imposed a 5 p.m.-9 a.m. curfew to minimize the workload for law enforcement. 

Tens of thousands of households in Lowndes County, where Moody is located, remain without power, and trees and power lines are downed throughout the area. According to local media reports, many residents lack gas and access to clean water.

On Sept. 30, Rudolphi issued a limited evacuation order “due to uninhabitable living conditions” in the area. That order is in effect through Oct. 6.

Moody evacuated its A-10, MC-130, and HH-60 aircraft ahead of the storm. Officials did not reply to a query about their current locations.  

Other bases in the region are back to work. Tyndall Air Force Base, Fla.; Eglin Air Force Base, Fla.; and Robins Air Force Base, Ga., all escaped the storm with minimal damage.