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STATEMENT OF
MR. THOMAS LAUX
PROGRAM EXECUTIVE OFFICER
AIR ASW, ASSAULT & SPECIAL MISSION PROGRAMS

AND 

REAR ADMIRAL ANTHONY L. WINNS
UNITED STATES NAVY
DEPUTY DIRECTOR OF AIR WARFARE

 AND

BRIGADIER GENERAL SAMUEL T. HELLAND
UNITED STATES MARINE CORPS
ASSISTANT DEPUTY COMMANDANT FOR AVIATION
HEADQUARTERS, U.S. MARINE CORPS

 BEFORE THE
SUBCOMMITTEE ON TACTICAL AIR AND LAND FORCES
HOUSE ARMED SERVICES COMMITTEE 

ON THE
DEPARTMENT OF THE NAVY ROTORCRAFT PROGRAMS AND FUTURE TECHNOLOGY INITIATIVES AND CONCERNS

 MARCH 04, 2004
 

Mr. Chairman and distinguished members of the Subcommittee on Tactical Air and Land Forces, I am Mr. Thomas Laux, Program Executive Officer for Air Anti-Submarine Warfare, Assault, and Special Mission Programs.  In representing our Navy/Marine Corps team, I am today joined by Rear Admiral Anthony L. Winns, the Deputy Director of Air Warfare, and Brigadier General Samuel T. Helland, Assistant Deputy Commandant for Aviation, HQMC.  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 as evidenced by Operations Iraqi Freedom and Enduring Freedom. In support of joint and coalition operations, maritime forces provided Sea Strike and 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 are essential. 

The versatility of Naval rotorcraft has proven itself to be a vital asset to the Naval battle group.  With more rotorcraft in the battle group than ever before, mission tasking is on the increase, and transformation of the rotorcraft Concept of Operations is key to future operations. 

Since 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 and continues to mature. 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 continue to develop, 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 new MH-60 Sierra and MH-60 Romeo, alongside the legacy  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. 

The funding trend for Navy rotorcraft is rising as we transition more squadrons to these new aircraft. The MH-60R/S investment is $8.3B FY04-09, and will increase an additional $2.0B for FY10-11.   Due to this increase in funding, 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 second year of a comprehensive flight test program that continues to demonstrate that the changes made to the V-22 over the last three years are yielding the weapons system that is needed by the Marine Corps and the nation's Special Operations Forces.  There are currently nine V-22s involved in developmental flight test at NAS Patuxent River, Maryland and Edwards Air Force Base in California.  Another four Block A aircraft have been delivered to the Operational Test Squadron in New River, North Carolina in preparation for an Operational Assessment this summer and an Operational Evaluation scheduled to begin in January 2005.

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.  

V-22 Test Team has flown over 1,200 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, Indianapolis, Indiana, as the engine supplier.  

The AH-1Z and UH-1Y inherit the multitude of missions from the AH-1W and UH-1N, coordinating, directing and executing attacks on ground targets in direct 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.  There are 140 active and 46 reserve AH-1W's in the inventory, with an average age of 11 years.  The UH-1N inventory today is 68 active and 10 reserve aircraft, with an average age of over 27 years.  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.  To fill the UH-1N requirement, we will reuse aircraft now in storage.  Both the AH-1Z and the UH-1Y 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 incorporates 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 Navy currently has 149 in inventory with five of those belonging to the Reserves. The average age of these aircraft is 15.0 years. The SH-60B is anticipated being in service until 2016.  In order to keep the aircraft in service that long, the airframe life has been extended from 10 thousand hours to 12 thousand hours.  The active SH-60B squadrons recently supported Operations Iraqi Freedom and Enduring Freedom and continue to play a vital role supporting Surface Action Group operations in support of the Global War on Terrorism.  The one Reserve squadron continues to support counter-drug operations in the Caribbean and the waters off South America. 

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.  The Navy currently has 73 in inventory with ten of them belonging to the Reserves.  The average age of these aircraft is 11.9 years.  The SH-60F is anticipated to be in service until 2015.  As part of the Carrier Battle Group, these aircraft continue to play a vital force protection role during operations in support of the Global War on Terrorism.  

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 currently has 39 in inventory, 12 of which belong to the Reserves.  The average age is 10.3 years.  These will remain in service until 2013.  Besides the inherent Surface Warfare capability, these aircraft were used to support coalition SOF efforts during the mine clearance operations that allowed humanitarian relief ships into the port of Umm Qasr, Iraq.  Additionally, HH-60H's performed Combat Search and Recovery operations for a Navy F/A-18 pilot who was shot down over central Iraq on 2 April 2003.  The two Reserve squadrons remain mobilized and are currently supporting SOF missions throughout Iraq. 

The Navy will retire the last of its H-46's by the end of this fiscal year.  The H-46 has been the Navy's primary vertical replenishment helicopter but with an average age of 38.7 years, these helicopters are ready for retirement.

Additionally, two other aging airframes are due to be replaced in the near future.  The Navy currently has 50 H-3's in inventory with an average age of 40.2 years.  They are used in a utility role, executive transport, and for Search and Rescue.  The Reserves have eight of these H-3's which support Fleet operations in the Southern California operating area.  The Navy will retire these aircraft by FY08.  The other aging aircraft in Navy rotorcraft inventory is the HH-1N.  The Navy has 27 with an average age of 31.6 years.  These aircraft are used primarily for Search and Rescue.  The Navy plans to retire these aircraft by FY09. 

The TH-57 helicopter is a five-seat aircraft designed by Bell Helicopter Textron, Inc. with a turbo shaft 250-C20 engine manufactured by the Detroit Diesel Allison Division of General Motors Corporation.  The TH-57 is commercially known as the "Bell Jet Ranger."  The mission of the TH-57 aircraft is to provide primary and advanced flight training for student aviators.  The primary flight syllabus teaches the fundamentals of helicopter flight including day/night familiarization and navigation.  The advanced syllabus includes tactics, instruments and deck landing qualifications on a Navy Helicopter Landing Trainer.

The TH-57B/C is the Navy's only primary helicopter pilot training platform, and is expected to remain in that capacity until at least 2025. There are 123 are in the active inventory, with none in the reserves.  All but two are at NAS Whiting Field, FL, tasked with training Student Naval Aviators in basic (visual) and advanced (instrument) helicopter flight. In this role, the TH-57 provides primary helicopter training at a TOC of $508/flight hour, a figure that is significantly below any other fleet asset.  The TH-57 has amassed over 1.5 Million Flight Hours since its introduction into the Navy Fleet in 1982.  The average age of the fleet is 20 years.

Nearly all Navy fleet helicopters will have digital cockpits by 2012. To remain a viable and effective training platform that meets the training requirements of a digital helicopter fleet, the TH-57 cockpit is in need of modernization. The TH-57 must keep pace with the T-6 primary trainer (digital cockpit) and the rapidly changing fleet helicopter pilot training requirements, i.e., integrated digital avionics equipment and skills, and night vision (NVIS) operations. Due to current TH-57 cockpit limitations, digital cockpit skills and NVIS training are performed in higher cost fleet replacement squadron (FRS) aircraft.  Integral to the cockpit modernization effort, the TH-57 also requires energy attenuating seats to protect aircrews in the event of hard landings, and a torque and temperature exceedence warning system that will dramatically decrease transmission over-torques and engine over-temperatures that are frequently encountered in the training environment.  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 2006.  The inventory objective for the MH-60R is 254.

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 Navy will eventually buy 8 of these aircraft for the Reserves giving them identical capability with the active component.  

The MH-60S was approved for full-rate production in September 2002 and is currently deployed with operational sites in San Diego, California, Guam, and Norfolk, Virginia.  The Commander, Operational Test Forces assessed the MH-60S as operationally effective and operationally suitable on August 21, 2003.  This aircraft is replacing the HH-60H, CH-46D, HH-1N, and H-3.  The inventory objective for the MH-60S is 271.  16 of these aircraft are for the Reserves.  The Sierra's primary missions are Anti-Surface Warfare, Combat Search and Rescue, Naval Special Warfare support and Organic Airborne Mine Counter Measures (OAMCM).  These missions will be incorporated through a Block Upgrade plan.  The Navy began receiving the first block upgrade in August 2003 giving the aircraft the first part of a two part OAMCM capability.  The Navy will begin receiving the armed helo block upgrade aircraft in FY06 and the remainder of the OAMCM block upgrade aircraft in FY07.  The Navy will replace the current Reserve SH-60F's and HH-60H's with MH-60S's, thus mirroring the Reserve component capability to the Active component's. 

In January of 2009, under the current Helicopter Concept of Operations, Carrier Battle Groups will deploy with the new aircraft.  It is projected that each Carrier Strike Group will have 8 Sierras and 12 Romeos.  (6 Sierras and 6 Romeos per carrier; 6 Romeos on surface combatants and 2 Sierras per Combat Logistics Force ship)  Each Expeditionary Strike Group could have 4 Sierras and 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.  The airframe and engines are proven performers.  The systems being incorporated in the aircraft are state of the art and will provide an enhanced capability for the crews of these aircraft to employ. 

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 pursuing an Aviation Mine Warfare Concept of Operations that uses the MH-60S operating from within the Strike Groups.  If this Mine Warfare Concept of Operations proves capable of dealing with the threats faced independently, then the future of the Dedicated Airborne Mine Countermeasure Mission will be determined.  

Additionally, Vertical Onboard Delivery of some heavy/large critical logistics items for the Carrier Strike Group is possible only with this asset.  We are studying the future requirements for Vertical Onboard Delivery and potential replacements especially as our Sea Base concept matures.  The Navy currently has 37 MH-53E's with an average age of 13.3 years.   

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 (on a standard Navy day, with engines performing to specification).  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 capabilities of the CH-53E have been in such high demand from our operational forces that within the last three years, both reserve squadrons have been activated to participate in operations in Iraq or Afghanistan. 

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 maintain the heavy lift capability 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.  In response to this requirement, the Operational Requirements Document for the CH-53X Heavy Lift Helicopter has beendeveloped, and is in Joint staffing.  In what will be a new development program, the CH-53X heavy lift helicopter will significantly increase the performance of the current CH-53E, and address maintainability, reliability, interoperability, survivability, and Total Ownership Cost (TOC) requirements.  Moreover, this program will ensure that sufficient heavy lift helicopters will be available to our operational forces well through 2025, as our current force of CH-53E helicopters will see the retirement of roughly a squadron of aircraft a year starting in 2012 due to fatigue life issues.   

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 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 allH-46D aircraft by 2004, and convert three CH-46E to HH-46E to fly search and rescue through 2015. The CH-46Es will gradually be reduced from the current 226 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.   

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 nine VH-60N aircraft entered service in 1989 (eight are in service today - one attrition). Both rotorcraft are produced by Sikorsky Aircraft Corporation, Stratford, Connecticut.  

The Presidential Helicopter Communications Systems are interoperable with applicable existing Department of Defense, White House Military Office, and National Command Authority systems.  

The Presidential Helicopter Replacement (VXX) Program has been accelerated with an Initial Operational Capability scheduled for 2008.  The VXX Program's Operational Requirements Document was approved by the Joint Requirements Oversight Council in December 2003.  A limited competition for the VXX design, testing, and pilot production is on-going with contract award planned by May 2004.

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 VXX, MH-60R and MH-60S programs.   

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. 

We watched closely as our Marines and Sailors have journeyed into harm's way in Operation ENDURING FREEDOM and Operation IRAQI FREEDOM, at times with NAVAIR by their side in the combat zone performing battle damage repairs.  We continued to watch combat operations in Afghanistan and the Horn of Africa, and as fellow aviators in the Army battled on in Iraq.  Sharing these lessons learned at the operator and acquisition levels across services helped us prepare for the Marines' return to Iraq today.   

In a tremendous story of cooperation and dedication we came together with industry and the Fleet to protect their aircraft from the current threat, as best we could.  In record time we incorporated a series of survivability enhancements to our helicopters and refuelers, providing additional protection from shoulder-fired missiles.  Where we could, ballistic armor has been added to protect from bullets.  We began acting on these changes in November, and they continue today.  Some will be completed before departure, some enroute and others on arrival.  We remain in close contact with the deploying Marines, ensuring they have the absolute best we can provide. 

These lessons are also translating into our newer programs.  In several instances the equipment we buy today for an AH-1W will be retained and reinstalled on its replacement AH-1Z.  Other aircraft like the V-22 have tremendous survivability enhancements built-in, from the ground up. 

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, and Sea Basing missions 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.