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	Director, Operational Test & Evaluation
FY97 Annual Report

ARLEIGH BURKE (DDG-51) GUIDED MISSILE DESTROYER
WITH THE AN/SPY-1D RADAR

	Navy ACAT IC Program 57 systems Total program cost (TY$) $56,515.8M Average unit cost (TY$) $946.5M Full-rate production 1QFY87 Prime Contractor Bath Iron Works (Shipbuilder) Ingalls Shipbuilding, Inc. (Shipbuilder) Lockheed Martin (AEGIS Weapon System)

SYSTEM DESCRIPTION & CONTRIBUTION TO JOINT VISION 2010

The ARLEIGH BURKE (DDG-51) class of multi-mission, guided missile and battle force-capable destroyers form the core of the Navy's surface combatant force for the 1990's and beyond. These ships are designed for forward presence and are capable of precision engagement of targets ashore and full-dimensional protection of joint and allied forces operating at sea and in the littorals. As described in the section on the Navy Area Theater Ballistic Missile Defense (NATBMD), planned upgrades to the AEGIS Weapon System and Standard Missile will give DDG 51 a ballistic missile defense capability. DDG-51's armament includes a mix of 90 missiles to support its missions, housed in two MK-41 vertical launch systems. The ship uses a computer controlled machinery control system and an up-rated LM 2500 gas turbine propulsion system to provide a maximum speed of at least 30 knots.

The AEGIS Weapon System (AWS), which includes the SPY-1D radar and vertically launched SM-2 surface-to-air missiles, provides DDG-51's area defense anti-air warfare capability. For ASW, DDG-51 uses the SQQ-89 surface ASW combat system, the LAMPS MK III ASW helicopter, over-the-side torpedoes, and vertically launched ASW standoff weapons. DDG-51 also employs TOMAHAWK and HARPOON missiles, and has a five-inch gun for anti-surface and strike warfare missions. The Phalanx close-in weapons system, along with the SM-2 missiles and gun, provides self-defense against anti-ship missiles. The DDG-51 AEGIS Combat System is the integration of the AWS, the SQQ-89, and the ship's anti-surface, strike warfare and self-defense systems.

DDG 51s are being constructed in flights to incorporate technological advancements during construction. Flight II, authorized in FY92, incorporates improvements to the SPY radar and communications systems and adds active electronic countermeasures. Flight IIA, authorized in FY94, adds hangar facilities to accommodate two helicopters, deletes HARPOON, and replaces Phalanx with the Enhanced Sea Sparrow Missile (ESSM). FOT&E of a Flight IIA ship will occur in FY00 - FY02.

The SPY-1D radar system is the multi-function, phased-array, three-dimensional (range, altitude, and bearing) radar which conducts search, automatic detection, and tracking of air and surface targets. The SPY-1D also provides mid-course guidance for the SM-2 missile. SPY-1D is a variant of the SPY-1B radar system on later TICONDEROGA (CG-47) class cruisers, tailored for a destroyer-sized ship. The AN/SPY-1D(V), under development for installation in later Flight IIA ships, is an improved system with better performance against targets in clutter, additional moving target indicator (MTI) wave forms, and greater ability to counter deceptive Electronic Attack measures.

The DDG-51 program has undergone continuing OT&E since inception. DOT&E's FY91 report contains a complete summary of the eleven periods of testing prior to commissioning of the ship, along with assessments and significant deficiencies.

OT-IIIA, conducted from January to February 1992, was the first at-sea operational test of the interoperability and performance of the fully integrated DDG-51 combat system and served as the operational evaluation of the ship's full combat capability. In addition, OT-IIIA addressed the total ship, submitting propulsion, auxiliary and electrical systems to rigorous at-sea testing. In the combat systems area, the ship was found to be generally operationally effective and suitable with the exception of ASW. A special annex to our FY92 Annual Report detailed the full scope of OT-IIIA as well as OT-IIIA1, which was conducted in September and October 1992 to demonstrate correction of deficiencies in the reliability of the ship's gas turbine electrical generators and the electrical plant.

FOT&E (OT-IIIB) was conducted aboard USS CURTIS WILBUR (DDG 54) in June 1994, primarily to resolve outstanding ASW issues. DDG 54 successfully demonstrated the capability to support action against ASW threats simultaneously with Anti-Air Warfare (AAW) and Strike Warfare (STW) in independent and limited combined operations as a member of a surface action group (SAG). All major deficiencies in the AN/SQQ-89(V)6 with the Mk 116 Mod 7 ASWCS were corrected. Details of the performance of the AN/SQQ-89 are included in our 1994 annual report.

Also in June 1994, prior to the inclusion of Live Fire Testing under DOT&E oversight, the Ship Shock Trial was successfully conducted on USS JOHN PAUL JONES (DDG 53). The DDG 53 Ship Shock Trial demonstrated the ability of this DDG 51 Class ship to perform its primary missions after experiencing an underwater explosion (UNDEX) at a uniform shock factor level two thirds of the design shock factor value.

As part of the DDG-51 LFT&E program, a Total Ship Survivability Trial (TSST) was conducted aboard USS LABOON (DDG 58) in August 1995. The TSST demonstrated the ability of this DDG 51 Class ship and its crew to control the damage resulting from simulated weapons hits, reconfigure systems after damage, and fight hurt after the damage occurred. The TSST damage was derived through damage scenario-based engineering analysis, supported by extensive ship checks to determine the extent of damage for each of four hits in three scenarios conducted over a three-day period.

FOT&E (OT-IIIC) was conducted in conjunction with Combat System Ship Qualification Trials (CSSQT) aboard USS RAMAGE (DDG 61) during several periods of at-sea operations between September 11, and December 1, 1995. This test, which was limited to FOT&E of the Mk 34 Gun Weapon System (GWS), was designed to evaluate gunnery performance against surface, air, and land targets. We found the GWS to be operationally effective against land targets and most other threats it was designed to engage. Further refinement of the software and interfaces to the ship's sensors would increase effectiveness against some types of threats. The system is operationally suitable. Details are provided in our 1996 annual report.

The AN/SPY-1D(V) underwent its first phase of operational testing in FY96. The test (designated OT-IIF1) was conducted at the Aegis land-based test site at Moorestown, NJ during May, and examined performance of the radar engineering development model against simulated and actual targets in both clear and electronic attack conditions. The testing made use of modeling and simulation to permit examination of targets at very low altitudes in sea clutter. The simulations were required because of flight restrictions, limited availability of realistic threat targets, and the physical location of the test facility. The test included 1180 presentations of a variety of targets and 44 hours of live aircraft services by jamming and target aircraft. Based on the results of this test, the improved radar was assessed as potentially operationally effective and suitable and recommended for continued development. The Navy authorized limited-rate initial production in January 1997.

Work on a comprehensive update of the Test and Evaluation Master Plans and development of detailed plans for the test of DDG 51 Flight II (DDG-51 OT-IIID and SPY-1D OT-IIIB) commenced mid-year and will continue into FY98. Preliminary plans call for a two-phase test aboard USS MAHAN (DDG 72), the first Flight II ship. The first phase will be conducted in conjunction with CSSQT and DT&E events during Q3FY98, and the second phase will be conducted while the deployment readiness of MAHAN's battle group is being tested in a Joint Task Force Exercise (JTFEX).

LFT&E activity for DDG 51 Flight I is nearly complete, except for the Navy's continuing effort to extrapolate the results of the DDG 53 Shock Trial to full design conditions, which is expected to conclude in December 1997. LFT&E of Flights II and IIA continues with completion expected at the end of FY01.

A Vulnerability Assessment Report that provides a comprehensive survivability evaluation of the DDG 51 Flight I has been completed by the Navy. A summary of our independent assessment will be included in next years annual report. DDG 51 Flight I underwent a comprehensive LFT&E program which identified areas to improve both the LFT&E program and the ship itself. These include the LFT&E program areas of modeling & simulation, analysis, and ship design issues in the as-installed shock hardness of several SPY-1D radar components, the 5"54 gun and other components. Most of these improvements are planned for DDG 51 Flight IIA and its LFT&E program.

The operational testing in SPY-1D(V) OT--IIF1 showed improved radar performance including better low altitude detection and better detection performance in clutter compared to the operational SPY-1D radar. Several areas were identified as needing improvement in the continuing development process, particularly operational suitability. Now in the EDM phase, these issues will be evaluated during OPEVAL scheduled for 2003.

OT&E of ARLEIGH BURKE was perhaps the most comprehensive operational testing ever conducted by the Navy. Tests of this scope and complexity presented special challenges to the T&E community. Specifically, the DDG 51 OT demonstrated a need for greater involvement of operational commanders in the test. These operational warfare commanders are required for realistic tasking and employment of the test ship and cooperating/supporting forces and in the coordination of opposing forces. At the suggestion of DOT&E, the Navy assigned a Destroyer Squadron Commander to coordinate forces involved in OT-IIIB, and we anticipate that operational commanders will be involved in OT-IIID.

During OT-IIIC, we learned that OT can be combined with DT and training evolutions without sacrificing independence and objectivity. The concept of combined testing is particularly appropriate for tests involving live weapon firings because safety considerations generally mandate highly structured tests. Future OT will be combined with other evolutions when it makes sense, and current plans call for combining a portion of OT-IIID with CSSQT/DT-IIID and JTF exercises.

The JOHN PAUL JONES (DDG 53) Shock Trial conducted in FY94 revealed weaknesses in the as-installed shock hardness of several SPY-1D Radar components, the MK 45 5"-54 caliber gun, and other components, all but two of which have been resolved or corrected.

The Total Ship Survivability Trial (TSST) conducted aboard USS LABOON (DDG 58) in FY95 revealed weaknesses in chilled water system design and associated casualty control procedures, and in the consistency of documentation for combat, engineering, and damage control systems. The DDG 51 Program Manager has implemented procedural changes, has modified training for controlling casualties to the chilled water system, and is implementing "Common Diagrams" for DDG 68 and follow ships.