Jefferson Morley. Salon.com, 5 April 2012.
http://defensealt.org/Hmesu7

Excerpt:

… the Reapers are now launched from two locations and carry out five sorties per day. The Air Force anticipates that activity will double in 2013 to four locations and 14 sorties a day. By 2015, the scope of the Reaper program is expected to double again to nine locations carrying out 46 sorties a day. By 2016, the plan is that Reapers will be launched from 11 locations carrying out 66 sorties per day.

U.S. Air Force. February 2012.
http://defensealt.org/HA4Mbm

Center for Strategic and Budgetary Assessments, 17 January 2012.
http://www.scribd.com/doc/78566480/Defeating-Iran-s-Anti-Access-Weapons

Adam J. Hebert. Air Force Magazine, November, 2010.
http://defensealt.org/HqU73L

Excerpt:

…ill-advised calls to cut the Pentagon budget follow as predictably as the tides. Without credible analysis of strategy or requirements, critics are once again declaring defense spending to be out of control.

Editor’s Comment:

In his editorial Security Isn’t Cheap Adam J. Herbert cites the work of the Sustainable Defense Task Force as a case in point of critics of Pentagon spending recommending cuts “without credible analysis of strategy or requirements.” As a member of the task force I differ over the credibility of our analysis. But let me speak to where I agree with Mr. Herbert:

• “Security is not cheap.” In fact it is extremely expensive. When the country is hit with a financial disaster we owe it to the country and our military to reexamine our national security strategy and make sure priorities are clear and that our military investments are cost-effective. In the last twelve years of Pentagon budgets the planning has proceeded as though there is no resource constraint. Unfortunately, that is true of the last QDR as well. Those days are clearly over – Secretary Gates has said as much.

• “A well-trained, well-equipped, professional military is not cheap. If the nation wants it to cost less, the nation will probably have to ask it to do less.” Exactly. Since the end of the Cold War the U.S. military has steadily advanced its global reach and engagement. Missions have proliferated, including many that should be done by civilians in the State Department and other agencies. Significant numbers of U.S. troops still remain in Europe, even though there is no military threat to Europe that allies can’t handle. The most important take-away lesson from the wars in Iraq and Afghanistan is that long low-intensity land wars are not cost-effective uses of U.S. military power and should be avoided whenever possible. Hopefully we can all agree there should never again be such a “war of choice.”

• “There are certainly ways to reduce defense spending…” Yes, and one that will save around $45 billion in Air Force modernization accounts is available in a choice about how to modernize the fighter fleet. The Air Force has decided to replace its aging F-16s with just about the most expensive new fighter one can dream up, the F-35. In today’s fiscal environment either the Air Force will end up with a lot fewer of these planes than planned, or they will choose to get ahead of the budget crunch and modernize with new block versions of the still best of class F-16s and limit the buy of F-35s this decade to a few squadrons for high-intensity air-superiority missions. If serious air competition emerges a decade from now we can then roll out production of F-35s (or perhaps a less costly follow-on to the F-16), planes presumably much improved with ten years or more of further fighter technology development.

Thomas P.M Barnett. China Security, October 2010.
http://www.comw.org/qdr/fulltext/1010Barnett.pdf

Excerpt:

In sum, ending China’s free-riding is arguably more important for long-term system-wide stability than continuing to deter China’s military invasion of Taiwan. As globalization’s networks continue to expand at a rapid pace, America’s ability to play sole Leviathan to the system naturally degrades dramatically. That means, while the likelihood of China’s military invasion of Taiwan dissipates with each passing year, the likelihood of America’s “imperial exhaustion” most certainly surpasses it in strategic importance in the near term.

History will judge US strategists most severely if our choice to maintain “access” to East Asia by triggering a regional arms race precludes our ability to draw China into strategic co-management of this era of pervasively extending globalization—without a doubt America’s greatest strategic achievement. I cannot fault the AirSea Battle Concept as an operational capability designed to keep us in the East Asian balancing “game.” But my fear is that it will—primarily by default and somewhat by “blue” ambition—serve America badly in a strategic sense, absent a proactive political and military engagement effort to balance its negative impact on the most important bilateral relationship of the modern globalization era.

Editor’s Comment:

Barnett alerts us to a prospective instance when leading with military capability is likely to be a disservice to strategic interests.

Winslow Wheeler. Straus Military Reform Project, 24 February 2010.

Under the Freedom of Information Act, the Straus Military Reform Project has obtained almost two years of monthly reports from the Defense Contract Management Agency on Lockheed-Martin’s production of the F-35 “Joint Strike Fighter.” The most recent of those reports show deterioration from previous reports in several respects.

The Defense Contract Management Agency’s (DCMA) most recent reports cover the months July through November, 2009. These will soon be available at the Straus Military Reform Project website.

Major elements of the July through November reports can be summarized as follows:

The F-35 assembly line at Forth worth is being cannibalized for parts to support flight testing. This may be the first time an assembly line has been cannibalized for parts for such a tiny number of flight test aircraft as Lockheed-Martin has been able to get into the air. See summary of August report below.

Continuing and sometimes deteriorating nature of the delays at Lockheed-Martin’s (L-M) Fort Worth plant refutes the L-M contention that things are getting better and that the F-35 program learned from the past and with new design techniques is avoiding the kinds of problems experienced by “legacy” aircraft programs.

The cause, nature and implications of the “stand down” mentioned in the November report could well be important, but details are redacted in the DCMA reports and the press is yet to uncover the nature of the “stand down.” It is a matter looking for an explanation.

Some details from the reports follow:

July Report: Page 4 talks about a new DCMA estimate to complete System Design and Development, but the numbers are redacted. DCMA calls the L-M estimate “inadequate.” This DCMA estimate is before the Pentagon’s second independent Joint Estimating Team (JET II) estimate was finished and available, and is presumably independent. Most importantly, it clearly was available for SecDef Gates Forth Worth visit in August. Was it briefed to him? If so, why was Gates so positive about the program at that visit; if it was not, is that an example of why the F-35 program manager, General Heinz, was fired: i.e. that troubling information was not getting to Gates on this high visibility program.

Page 4 also mentions without further discussion a “BF-4 STOVL Upper Lift Fan Door incident.” The context is the rising costs of the overall system, but there are no details. Given that the Short Take Off and Vertical Landing (STOVL) F-35B is on a short schedule to deployment, is this a problem that will further complicate the schedule for the F-35B?

Page 4 identifies a “Corrective Action Plan” to address “EVMS,” “Earned Value Management system” or the system that LM uses to measure and report execution of the program and its budget. I understand it to be the core method DOD uses to monitor and manage the program. Results of the plan are due to DCMA in August. (The October Report states that the plan was submitted, but no specifics are reported. It is only stated that “a more focused Review will occur in three to five months by the DCMA….” [Page 4 of October Report.]). There has been some reporting on the failure to meet EVMS criteria in the press. The threat to L-M is that it will have to maintain its “certification” to perform EVMS calculations—if it is lost, L-M could end up not legally eligible to be a contractor to the federal government.

August Report: L-M is cannibalizing the production line to provide spare parts for the flight test program (pp. 3 & 4). These cannibalizations are “causing significant workload to supply chain personnel and are disrupting the production line.” There is no further discussion or explanation. This may be the first time a development aircraft’s production line was cannibalized for spares.

September Report: “Execution of the Flight Test Schedule continues to be a significant Program concern.” (Page 3.)

“The volume of major CR’s [Change Requests] is projected to continue.” “…the number of major changes has exceeded projections. Additionally, the impact of timing these changes and the disruption to the floor were not anticipated.” (Page 3.) This would seem to be exactly the kind of thing that L-M promised would not happen: i.e. that they had learned from previous programs and with the benefits of advanced computer design, the F-35 would not have the kinds of design disruptions so common with “legacy” aircraft.

Page 4 addresses another delay issue: ”Wing-at-Mate” problems. These, I understand, have to do with the decision to mate the wing to the fuselage before the wing is “stuffed”. The plan was to mate the completed wing to the fuselage. But, because of delays, L-M decided to add wing components after mating, which – being inefficient — slows things down more.

“Composite production is not meeting the demands of the production operations – composites for the AFT and Empennage assemblies are paced by the availability and quality of composites.” (Page 4.) Again, the modern design feature of composites, said to not just reduce weight (of the over weight aircraft) but to facilitate design and fabrication is proving to be a source of delay and complication.

October Report: Flight test schedule still “a significant Program concern.” “AF-1 continues to be in a maintenance period as of this report, progressing towards taxi tests and first flight.” (Page 3.) This is an example of a problem addressed in earlier DCMA reports: aircraft coming off the production line incomplete and incapable of flight. They are sent to adjacent hangars for post-production production. This pre-first flight “maintenance” would seem to be a misleading misnomer.

Mentions that the program is about to get its “sixth schedule revision.” (Page 3.)

More on the “Wing-at-Mate overlap” which appears to be improving. (Page 3.)

November Report: Due to the need for the sixth schedule revision — coming in early 2010 — “Recent Program summary charts, scorecards, and management briefings do not consistently depict performance to the master schedule baseline.” (Page 3.)

The graph on page 6 shows Low Rate Initial Production (LRIP) aircraft delivery rate is on average 80 days late. The rate significantly deteriorated in April and stayed at that deteriorated rate. Individual aircraft deliveries are significantly above that: AF-6 will be 92 days late; AF-7 will be 142 days late. A sentence presumably explaining the increased delay was redacted. (Page 6.) This category is rated “red” by DCMA. On the other hand, DCMA confirms public reports that while LRIP 1 & 2 aircraft are months late, the “risk” that LRIP 3 aircraft will be late is rated as “low.”

Suppliers’ Delivery Rate (Page 8.) is also getting worse, now down to about 75% on-time. This category is also rated “red” by DCMA.

The Management Reserve of money is gone, “further straining the financial management of the Program.” Amounts are redacted. Given USATL Carter’s decision to used LRIP production money for SDD, how much of that will go to L-M’s management reserve slush fund, rather than directly to SDD activities?

A section is titled “Maintenance and Quality Verification Stand-Down” immediately followed by several redacted lines. Later the section states “This incident triggered a maintenance and quality verification stand-down to determine systemic root causes for increasing aircraft impoundment and suspension of operations incidents to date.” And later, “The focus areas are Software, Rework/Repairs, System Check Out Procedures (SCOPs) and Aerospace Equipment Instructions (AEIs).” (page 4.) The discussion in the section titled “Improve Software Productivity” refers to “F-35 stand-down events” and explains that a “Joint Process Review” effort to address software issues was “postponed until further notice as it was overcome by F-35 stand down events that took precedence.” (Page 18.)

This “stand down” would appear to have some significance, but has not been reported to the public by L-M or DOD.

Note: for links to the DCMA reports cited here see Winslow Wheeler, Pentagon Reports Document Continuing Lockheed-Martin Failures, Center for Defense Information, 24 February 2010.

Director of Operational Test and Evaluation (DOT&E), pp. 21-25, January 2010.
http://www.comw.org/qdr/fulltext/DOTE F-35 JSF 2009 Annual Report.pdf

Tony Capaccio. bloomberg.com, 19 January 2009.
http://www.bloomberg.com/apps/news?pid=20601103&sid=a0UQXRzi1Fhc

Excerpt:

Sixteen of 168 planned flights were completed in fiscal 2009, the second year of flight testing, according to Michael Gilmore, the Pentagon’s director of weapons testing. The program calls for 5,000 sorties to prove the aircraft’s flying capabilities, electronics and software.

The development phase must now be extended by at least one year, to October 2015, according to Gilmore, the former head of the Congressional Budget Office’s defense unit.

George C. Wilson. Government Executive, 19 January 2010.
http://www.govexec.com/dailyfed/0110/011910cdam1.htm

Excerpt:

“There ain’t no education in a second kick of a mule.”

for more on the F-35 see: http://www.comw.org/wordpress/dsr/gates-calls-for-delay-in-pentagon-purchases-of-lockheed-f-35s-capaccio

Tony Capaccio. Business Week, 07 January 2010.
http://www.businessweek.com/news/2010-01-07/gates-calls-for-delay-in-pentagon-purchases-of-lockheed-f-35s.html

Excerpt:

One recent study agreed with a similar one from a year earlier that predicted a 2 1/2 year delay in development beyond the current target of October 2014 and an added cost of $16.5 billion. The new estimate recommended the Pentagon add $314 million to the five-year plan to beef up testing. Gates did so.

Editor’s Comment:

With Afghan war costs rising and political pressure to reign in the federal deficit mounting Gates needs to reduce the year to year Pentagon procurement budget for big ticket items. Postponing and stringing out the acquisition of major platform buys (such as a new fighter aircraft like the F-35) is one way to get some of those savings without having to take on the much harder political task of canceling programs or cutting structure. Unfortunately such an approach usually makes an acquisition program more costly when production efficiencies of scale are lost as fewer units are manufactured each year over a longer period.

This article says, “More than $2.8 billion that was budgeted earlier to buy the military’s next-generation fighter would instead be used to continue its development.” So it may seem that this decision simply shifts spending from production to development accounts with neutral effect on the Pentagon topline. However the article doesn’t adequately address whether Gates may have been facing increased development costs overlapping ambitious production schedules which would have cost much more in the next five years than had been previously planned. This decision delays the onset of large production costs to the years after 2014.

The Navy has indicated it will need to buy more F/A-18s if the F-35 doesn’t appear when it had previously been promised. But the Navy’s requirement assumes there are no carrier cuts (and associated Naval combat wing cuts) in this period. If there are, it will make those F/A-18s redundant.

And what if five years from now drones are proving themselves to be the combat craft of the future at the very time the F-35 is meant to start appearing in operational units in significant numbers? Maybe then the buy of the next generation manned fighter plane can be in the range of 1200 units instead of the 2400 units in the current plan. Then we could realize real savings in this acquisition program. (for some options on future fighter buys and program savings see: David Axe, “Congressional Budget Office’s Plans to Save the Air Force”, War is Boring, 18 May 2009.)

If five years from now drones play a more central role in air combat power and there are fewer carriers in the fleet the decision to slow the F-35 acquisition program down will prove to be a very practical one.

Colin Clark. DoD Buzz, 23 October 2009.
http://www.dodbuzz.com/2009/10/23/hill-aides-call-for-jsf-restructure/

Greg Grant. DoD Buzz, 16 September 2009.
http://www.dodbuzz.com/2009/09/16/gates-dismisses-fighter-gap/

Bryant Jordan. DoD Buzz, 16 September 2009.
http://www.dodbuzz.com/2009/09/16/a-plane-for-all-seasons/

Otto Kreisher. Congress Daily, 16 September 2009.
http://www.govexec.com/dailyfed/0909/091609cdam1.htm

Greg Grant. DoD Buzz, 15 September 2009.
http://www.dodbuzz.com/2009/09/15/u-s-air-dominance-eroding/

(AFP) – 06 August 2009.
http://defensealt.org/HHXuVj

Jon Soucy. American Forces Press Service, 29 July 2009.

Editor’s comment: The Project on Defense Alternatives has recommended that the USAF reduce its tactical combat fleet by two wing equivalents. This reduction would allow for a considerable number of tactical aircraft to move over the the Air National Guard thus improving its fleet age composition. If the Air Guard still needs to replace old F-16s in the period 2015-2025 it should do so by a staged buy of the latest block F-16 C/D. Transition to the Joint Strike Fighter could begin in the 2020s.

John Noonan. Weekly Standard blog, 26 July 2009.