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STATEMENT OF
REAR ADMIRAL THOMAS J. KILCLINE, JR.,
UNITED STATES NAVY
HEAD, AVIATION PLANS AND REQUIREMENTS BRANCH OF THE NAVY AIR WARFARE DIRECTORATE

AND

TOM LAUX
PROGRAM EXECUTIVE OFFICER
AIR  ANTI-SUBMARINE WARFARE, ASSAULT,
AND SPECIAL MISSIONS
UNITED STATES NAVY

BEFORE THE HOUSE ARMED SERVICE COMMITTEE
ON THE
DEPARTMENT OF THE NAVY ROTORCRAFT PROGRAMS AND FUTURE TECHNOLOGY INITIATIVES AND CONCERNS

MARCH 12, 2003

Mr. Chairman and distinguished members of the Subcommittee on Tactical Air and Land Forces, I am Rear Admiral Thomas J. Kilcline, Head, Aviation Plans and Requirements Branch in the Directorate of Air Warfare.  In representing our Navy Marine Corps team, I am today joined by Mr. Thomas Laux, Acting Program Executive Officer (Air Anti-Submarine Warfare, Assault, and Special Mission Programs), Colonel Raymond E. Schwartz, Head, Aviation Weapons Systems Requirements Branch, HQMC, and Captain Wayne Tunick, Head, Helicopter Requirements, Directorate of Air Warfare, USN.  We are pleased to appear before you to provide an update on the Department of the Navy rotorcraft programs and future technology initiatives and concerns.  I, and my Navy and Marine Corps colleagues in the rotorcraft community, sincerely appreciate your interest in our rotorcraft program capabilities and initiatives.

As you are keenly aware, rotorcraft are essential to Navy/Marine Corps deployed forces. In support of joint and coalition operations, maritime forces will provide Sea Strike, Sea Shield capabilities of unprecedented range and accuracy, global connectivity of great capacity and survivability, and streamlined logistics to support joint forces throughout the battle space. To meet the Sea Shield requirements, dominance in the missions of Anti Submarine Warfare, Anti Surface Warfare, Mine Interdiction Warfare, and Naval Special Warfare will be essential.  

Future air combat trends are changing, as evidenced by the Fiscal Year 2003 Pilot Training Pipeline - 42 percent of new Navy pilots are designated rotary wing pilots.  With more rotorcraft in the Naval battle group than ever before, mission tasking is on the increase, and transformation of the rotorcraft Concept of Operations is key to future operations.

With Chief of Naval Operations approval of the Naval Helicopter Concept of Operations in January 2002, the rotary wing transformational initiative took a major step forward. Simultaneously, the Marine Aviation Campaign Plan established a vision for Marine Corps rotorcraft operations in the future. Because of the diverse applications and distinctly different battle group missions, the Navy and Marine Corps offer unique solutions to meet specific needs. However, rotorcraft are the common thread required to realize the offensive capabilities of the Carrier Strike Group, Expeditionary Strike Group, and Surface Action Group. 

As these rotorcraft Concepts of Operations mature, our challenge is to provide the highest value and responsiveness in answering Warfighter requirements for effective, reliable, interoperable, and affordable weapons systems. The Navy Helicopter Concept of Operations and the Marine Aviation Campaign Plan are the linchpins of a modern, total force solution to increase Fleet capability and lethality in the littorals.

The Navy Helicopter Concept of Operations outlines the neck-down of the Navy's battle group helicopter force from seven type/model/series to three, the MH-60 Sierra and MH-60 Romeo, and the MH-53E with the overall objective of greatly expanding war fighting capability while significantly reducing costs.  This plan capitalizes on efficiencies of singular maintenance, logistics, and training pipelines, while satisfying the needs of both active and reserve forces. The Concept of Operations will change the helicopter force structure and command structure in order to get the maximum war fighting capability of these two new helicopters and the men and women who will fight with all three of them.

The Marine Aviation Campaign Plan is a vision for Marine Aviation to attain the highest possible combat readiness to support Expeditionary Maneuver Warfare while at the same time preserving and conserving our most precious assets: our Marines, our sailors, and our equipment.  The Marine Aviation Campaign Plan incorporates technological advancements, innovative personnel management, balanced operations tempo, and Operational Risk Management to make our aviation units even more prepared for combat operations.

Readiness is a key transformation objective for the Navy and Marine Corps.  In pursuing this readiness, we must also ensure that we are exhibiting good stewardship of taxpayer dollars and meeting our warriors' needs and expectations. From the government perspective, forging better partnerships with the rotary wing industry is key to meeting our future objectives.  As competition for dollars increases, these partnerships will be even more valuable. 

Our current partnerships with industry have achieved much.  Key rotorcraft industry partners are (1) Sikorsky, (2) Lockheed Martin, (3) Bell Helicopter Textron, (4) Boeing, (5) General Electric Aircraft Engines, (6) Rolls Royce, and (7) Northrop Grumman.  They and numerous smaller companies form a cadre of suppliers to the Navy/ Marine Corps Team - building platforms and engines, designing systems and tools for complex applications, and investing dollars into research and development.  This Government/Industry Team has made significant progress in the transformational process.

Although we've seen a downward trend in rotorcraft contractual funding over the past five years, we anticipate a major change in that trend. From 1998 to 2002, Navy/Marine Corps rotorcraft programs spent $6 billion with industry. From 2003 through 2008, we anticipate the business base to more than triple.  Expanded business opportunities exist for our rotorcraft industry partners in the future.

Some recent milestones within our community include the following:

The MV-22 is designed to replace the Marine Corps CH-46E and CH-53D helicopters.  It will be the Marine Corps' only medium lift assault support aircraft.  The CV-22 is designed to provide Special Operations Forces with a high-speed, long-range, vertical take-off/landing aircraft capable of penetrating politically or militarily denied areas to support special operational missions and activities.  To meet interoperability requirements the V-22 must have communication assets and frequency coverage, encryption devices, and data link protocols that are tactically effective. V-22 is being designed to be interoperable with U.S., Allied, combined, and coalition forces.

After two aircraft mishaps that identified major discrepancies in the aircraft flight control system, specifically in the hydraulics system and software, the V-22 program underwent a major restructuring.  That effort included independent program reviews that were comprehensive, with the goal of ensuring that the organizational, technical, and programmatic issues have been adequately addressed, and the development of a plan that represented a rational approach to return to flight-testing and program recovery.  I am pleased to report that the program is now in the middle of a comprehensive flight test program that will demonstrate that the changes made to the V-22 over the last two years will yield the weapons system that is needed by the Marine Corps and the nation's Special Operations Forces.  The initial flight test results, which have included high rate of descent (HROD) flight testing, a shipboard testing period aboard the USS IWO JIMA, and parachute drop testing at Fort Bragg, North Carolina, are promising. 

We continue to work through the challenges facing our V-22 program, with positive results.  We also have active oversight from the Office of the Secretary of Defense. All experts have been engaged, and we are performing to our test plan.

As of this week, the V-22 Test Team has flown 278 flight hours since the return to flight in late May 2002.  The V-22 program is produced by Bell Helicopter Textron, Inc., Dallas/Fort Worth and Amarillo, Texas, and The Boeing Company, Philadelphia, Pennsylvania, with Rolls Royce as the engine supplier.

The AH-1Z and UH-1Y inherit the multitude of missions from the AH-1W and UH-1N, which involves coordinating, directing and executing attacks on ground targets in support of Marine Air/Ground Task Force operations.  The AH-1W Attack Helicopter is tasked with escort, close air support, supporting arms control, visual and armed reconnaissance, anti armor, anti helicopter, and anti fixed-wing operations.

The UH-1N is a combat utility helicopter tasked with airborne command and control, supporting arms control, special operations support, visual reconnaissance, and assault support operations.  We are making great strides in our efforts to upgrade both aircraft.

Our current H-1 Fleet is facing obsolescence challenges on the modern, asymmetrical battlefield.  The H-1 Upgrade Program is the most cost-effective alternative to replacing these aging and obsolescent platforms.

The H-1 Upgrade program, with Bell Helicopter Textron, Inc., Dallas/Fort Worth, Texas, as industry lead, is remanufacturing 180 AH-1W and 100 UH-1N helicopters to state-of-the-art AH-1Z and UH-1Y configurations. Both aircraft feature the latest technology in rotor and drive train design, avionics, sensors and weapons. Approximately 84 percent of the parts are common between these two aircraft, making them far more maintainable, supportable, survivable and deployable than current generation H-1 aircraft.

The UH-1Y complements the MV-22 in the assault support mission area, primarily in terms of small team insertions (reconnaissance and surveillance) and its ability to operate in restricted landing zones due to urban terrain and obstacles.  

The AH-1Z will continue to provide fire support and escort for the Marine ground forces with increased time-on-station, combat radius and ordnance. 

The H-1Z/Y Upgrade features the largest single-piece composite component ever built for a rotary wing aircraft - the rotor yoke.  The rugged composite structure of the rotor yoke is currently proving the importance of these survivability advancements. Current ballistics testing results show that it can take a direct hit from a 23mm weapon and maintain sufficient "fly home" integrity.  In place of the old analog cockpit, the aircraft upgrade includes an all-glass digital cockpit and are incorporating the Thales Top Owl helmet-mounted display, which could become the standard Helmet Mounted Display for all Marine Corps rotorcraft. This helmet puts all flight data, Forward Looking Infrared imagery and Night Vision imagery right on the pilot's visor in a look-through presentation.  General Electric Corporation, Lynn, Massachusetts, manufactures the T700 engines for all H-1 Upgrade aircraft.

The H-1 Upgrade program is a prime example of the importance of an Integrated Test Team.  The H-1 Integrated Test Team is comprised of test pilots as well as military and civilian engineers, logisticians, and others who support the team.  Members include active duty military, government civilians, and industry partners.

The SH-60B Seahawk is an armed multi mission, ship based naval helicopter designed to extend the sensor range of surface combatants for anti submarine warfare as well as performing surface vessel surveillance, targeting, and destruction.  The aircraft is based aboard cruisers, destroyers, and frigates.

The SH-60F is a carrier-based version of the H-60 that provides close in Anti Submarine Warfare protection for the Carrier Battle Group. Its AQS-13 dipping sonar is the only dipping sonar available to the Navy today.

The HH-60H armed helicopter is a carrier based variant of the H-60 that provides the Navy with a multi mission platform capable of conducting Navy's strike/special warfare support, Surface Warfare, and combat search and rescue.

The Navy's Helicopter Concept of Operations will ultimately reduce six different type/model/series of Navy helicopters currently operating to two new H-60 variants: the MH-60R and the MH-60S.

The MH-60R configuration, currently being tested at Patuxent River, Maryland, will replace the aging SH-60Bs and SH-60Fs starting in Fiscal Year 2007 and perform the Sea Shield missions of anti submarine warfare and surface warfare command and control and secondary rotary wing missions.

This new variant incorporates improved weapons, a new low frequency dipping sonar, imaging radar, upgraded electronic-support systems, and integrates the self-defense systems. 

The MH-60S was approved for full-rate production in September 2002 and is currently deployed with three operational units/sites, HC-3 in North Island, San Diego, California, HC-5 in Guam, and HC-6 in Norfolk, Virginia.  This aircraft is replacing the HH-60H, CH-46D, HH-1N, and H-3.  The Sierra's primary missions are Anti Surface Warfare, Combat Search and Rescue, Naval Special Warfare support and Organic Airborne Mine Counter Measures.  These missions will be incorporated through a Block Upgrade plan.

Sierras and Romeos are going to prove themselves in the battle groups of the future.  Beginning in Fiscal Year 2008, under the current Concept of Operations, Carrier Battle Groups will begin the transition to the new aircraft.  It is projected that each Carrier Strike Group will have 8 Sierras and 12 Romeos.  (6 Sierras and 4 Romeos per carrier; 8 Romeos on surface combatants and 2 Sierras per Combat Logistics Force ship)  Each Expeditionary Strike Group will have 2 to 4 Sierras and 2 to 4 Romeos.

Sikorsky Aircraft Corporation, Stratford, Connecticut, manufactures the H-60 series helicopters.  The H-60 has been in production since the 1970s.  Additionally, Lockheed Martin Systems Integration, Owego, New York, is the lead avionics integrator for both the Romeo and Sierra.  General Electric Corporation, Lynn, Massachusetts, manufactures the T700 engines for all H-60 series aircraft.

Dominant maneuver from the sea requires the rapid build up of force at the strategic point of decision.  The H-53 provides the Navy and Marine Corps with the rapid heavy lift required to assure this capability.  The MH-53E provides the dedicated airborne mine countermeasures critical to the Sea Shield, Sea Strike, and Sea Basing pillars of Sea Power 21.  We are currently studying whether the MH-60S can replace the MH-53E in the dedicated airborne mine countermeasures role.  In addition, Vertical Onboard Delivery of some heavy/large critical logistics items for the Carrier Battle Group is possible only with this asset.

The CH-53E allows the Marine Corps to transport its light armored vehicle and M198 Howitzer.  The CH-53E is capable of lifting 32,000 pounds, transporting the load 50 nautical miles and returning.  They can also retrieve downed aircraft.  The aircraft are equipped with refueling probes giving indefinite range, and there are provisions to carry 55 troops.

The CH-53D primary mission is transportation of equipment, supplies, and personnel during the assault phase and subsequent operations ashore.  Capable of lifting 14,000 pounds, it is one of two Marine Corps medium lift helicopters scheduled to be replaced by the V-22. 

H-53 industry partners are Sikorsky Aircraft Corporation, Stratford, Connecticut, and General Electric Corporation, Lynn, Massachusetts. The Marine Aviation Campaign Plan establishes the requirement to operate the CH-53E through the year 2025 with a continuing need for heavy lift to support expeditionary maneuver warfare and the underlying concepts of operational maneuver from the sea, other expeditionary operations, sustained operations ashore, and Sea Basing. 

The H-46 helicopter has been the workhorse of Marine Corps helicopter aviation for over 30 years.  The Marine Corps CH-46E performs assault support, medium lift and transport of combat troops during amphibious operations and subsequent operations ashore.  The Navy CH-46Ds, HH-46Ds, and UH-46Ds perform critical replenishment of ships at sea.  The HH-46Ds also perform search and rescue missions.  The Boeing Company, Philadelphia, Pennsylvania, built H-46 aircraft in the 1960s and 1970s.  It has had several major upgrades including: airframe conversions of H-46D and H-46F to CH-46E in the late 1970s, and the Safety, Reliability, and Maintainability Program which started in the late 1980s and completed in the early 1990s.  H-46 aircraft are powered by two General Electric T-58 Series engines.  The current plan is to retire most H-46D aircraft by 2004, with only six Marine HH-46Ds flying search and rescue through 2015. The CH-46Es will gradually be reduced from the current 228 to 5 by 2015, the last year the H-46 will be in the rotorcraft inventory.  USMC CH-46Es are scheduled to be replaced by the MV-22.  Navy HH-46D will be replaced by MH-60S helicopters by September 2004.

The H-3 Sea King helicopter is in operational draw down phase and is scheduled to be completely phased out by 2009.  There are 50 H-3s, which are designed for both ship and shore based operations to provide logistics support, range support, and search and rescue capability.  Additionally, four H-3s are configured to provide Executive transportation and one serves as a test bed for modifications and improvements to the Presidential VH-3D.  The H-3 was manufactured by Sikorsky Aircraft Corporation, Stratford, Connecticut.

The VH-3D Presidential Helicopter mission, is to provide helicopter transportation for the President and Vice-President of the United States, members of the President's Cabinet and Foreign Dignitaries as directed by the Director, White House Military Office.  The VH-3D fleet is augmented by the VH-60N aircraft. 

Both aircraft are shipboard compatible and air transportable in C-5 and C-17 aircraft, and both have VIP cabin interior, extensive communications capability, self-contained navigation, and are Electro-Magnetic Pulse hardened.

Eleven VH-3D aircraft entered service in 1974/75, and eight VH-60N entered service in 1989. Both rotorcraft are produced by Sikorsky Aircraft Corporation, Stratford, Connecticut.

The Presidential Helicopter fleet does not participate in the joint force operational construct.  All aircraft Communications Systems are interoperable with applicable existing Department of Defense, White House Military Office, and National Command Authority systems.

 The VH-3D Replacement Programs Operational Requirements Document is currently being reviewed by the Joint Requirements Oversight Council.  A proposed acceleration of the VH-3D Replacement Program of Record is under consideration.  We have released a Broad Agency Announcement to Industry to assist the scope of the effort required to reconfigure and test new helicopters for the Executive Transport Mission.

As missions evolve, our acquisition processes are transforming to meet ever-changing demands in a joint operational environment. The Joint Requirements Oversight Council emerges as a principal forum in which senior military leaders address requirements from a joint perspective.  For example, in a memo dated 23 August 2002, the Council validated and approved Change Three to the Operational Requirements Documents for the Mid-Life Upgrade to the UH-1 and AH-1, to include the interoperability Key Performance Parameters.  Another example of Council involvement is the recent review and approval of both the Mission Need Statements and Operational Requirements for the MH-60R and MH-60S programs.  The Council revalidated the MH-60S Operational Requirement Document as part of the Full Rate Production decision and is in the process of reviewing the updated MH-60R Operational Requirement Document prior to Operational Testing.

As the Naval services seek to re-capitalize, we do so with a blueprint that has been validated by recent world events.  In the past, under the "two major theater war" construct, naval forces deployed in two major configurations: the Aircraft Carrier Battle Group with embarked Air Wings and the Amphibious Ready Group with embarked Marine Expeditionary Units.  Surface combatants and submarines did not typically deploy with the Amphibious Ready Group.  This meant that in operations other than benign tactical conditions the amphibious ready group had to await in-theater augmentation from the Carrier Battle Group.

The new Global Concept of Operations organizes the fleet into Carrier Strike Groups, Expeditionary Strike Groups, and Surface Action Groups.  This change involves more than just in-theater assignment of forces from Carrier Battle Groups to Amphibious Ready Groups, the new groups will train together and deploy as a cohesive unit.  In addition it transitions our naval forces from 19 to 37 independent strike groups.  Navy/Marine rotorcraft constitute the common thread that effects the realization of these concepts, and it is with this backdrop that we look ahead to transition the technologies required to accomplish our vision.

As in all Navy/Marine Corps programs, safety is of primary concern.  The average age of helicopters continues to increase while operations in the most demanding environments such as Afghanistan and the Persian Gulf become the norm.  The plans that have been previously discussed provide a roadmap to replace aging aircraft with new aircraft that have improved capability to operate in these challenging environments.       

The Navy and Marine Corps transformation is underway.  We will continue to encourage our industry partners to seek innovative solutions to the challenges we face in meeting the Sea Strike, Sea Shield campaigns of the future.  By working together we will be ready to take on new challenges and prevail against asymmetric threats.

Mr. Chairman, thank you again for this opportunity to share with the Subcommittee the challenges and successes of our Navy/Marine Corps rotorcraft communities.