Tag Archives: procurement

Retro Procurement: Carrier On Wayward Son

Back in the early 90s, Brazil was looking to get a carrier. And supposedly, they were offered one of the Forrestals but turned it down in favor of the smaller, cheaper Foch. Well, we’ll take that deal, Uncle Sam. So, let’s go buy a Forrestal or two and wholeheartedly embrace naval aviation, power projection, and all those good things. This will let us develop some serious force projection capability, and provide lessons for future posts procurement projects.

The carriers themselves are early fleet carrier designs, but are still quite useful. There’s not any upgrades we’d want to apply; the biggest issue is one of placement of the portside elevator, which isn’t easily fixable. The issue was corrected on the later Kitty Hawk class, and if Uncle Sam is willing to sell us some of those instead, we’d oblige. Otherwise, the Forrestals will do. They have Sea Sparrows and Phalanxes and that is all the close-in defense that they need.

Carriers are useless without an air wing, so what would we put in our new flattops? The Forrestals are big enough to carry just about anything we might want that is carrier-capable, unlike the earlier Midways. We’ll start our air wing off in the Danger Zone: two fighter squadrons of Grumman Tomcats, each with twelve of the big planes. The latest model is the F-14D, with glass cockpit, APG-71 radar, and most importantly, GE F110-400 engines instead of the awful TF30s.

Next, we’ll take two light attack squadrons, each with 12 A-7E Corsair IIs. This offsets the cost of the Tomcats mentioned earlier, especially since the US Navy had mostly replaced their A-7s with Hornets by this point. While we could also use Hornets here, the greater range of the Corsair IIs makes them our preferred choice. Our attack aircraft load continues with a “Medium Attack” squadron of 10 A-6E Intruders, plus four KA-6D Intruder tankers. The Intruder is a great attack aircraft, capable of hauling a large bombload over a good distance. Having a tanker variant is also useful for long-range strikes so as to be less dependent on land-based tankers. While I could relax the desired tankers, the US Navy’s retirement of the A-6 Intruder fleet in the 90s means that I’d go for both at the ‘used aircraft’ discount. Intruders would be also useful operating from land bases.

For antisubmarine operations, we’ll add a squadron of 10 S-3B Vikings and another of six SH-60Fs. Pretty typical.

AEW&C is super important, since that gives us radar higher up and allows us to separate the radar signature from the carrier location. For that, the only real option is the E-2C Hawkeye. We’ll take a half dozen of those. We’ll also want some electronic warfare support, so we’ll add four EA-6B Prowlers for electronic attack.

And that about covers our air wing, give or take a couple C-2 Greyhounds for resupply. But those as often as not are at a shore base.

Borgundy’s Helicopter for All Seasons

Time to do a procurement post for something I have been putting off: Utility Helicopters. This is a really crowded market, and the fact that we can probably get rid of anything on the really large end as being to similar to the CH-47 that we’ve already bought doesn’t help us very much. Since there are so many plausible options, let’s look at what we need, and then throw on some nice-to-haves that could hopefully narrow the field. That’s a lot more interesting than a deep dive into costs, and much more practicable for me (in that I’m actually willing to write it and I don’t need to track down pricing data).

First, just to simplify things a little, we want a fully combat-ready helicopter that’s been purchased by at least one other nation. Probably obvious, but it needs saying. No reinventing the rotor for this.

Next, we want a capacity of about a squad’s worth of men. As I write this, it occurs to me that I haven’t talked as much as I should about organization, and I certainly haven’t talked much about light infantry. We’ll pick ten combat-laden men as the minimum required capacity. Somewhat arbitrary, but that should cover most squad options. Note the emphasis on combat-laden; this is not a question of overall passenger capacity, but immediately usable passenger capacity for men ready to go into the fight.

Cargo capacity isn’t a huge deal, mostly because we already have CH-47s. I have no particular requirements for cargo capacity, other than there should be some. Certainly anything that meets the troop requirement above will have sufficient cargo capacity for our purposes.

We would also require medevac capability, but that is also no great burden, as most utility helicopter models available already have the capability to be easily reconfigured for stretchers.

Clearly, our utility helicopter should also have the ability to mount door guns, but again, this is no great burden. That’s a pretty standard utility helicopter feature. It would also be nice if we could mount pylons with some rockets for some extra support/attack capability. Also no great burden.

Now, let’s get on to some actual, difficult requirements. We’d like versions available with an aerial refueling probe. Specifically, we’d like this to facilitate longer-range search and rescue operations as well as long range special operations deployments. Fulfilling this is actually quite the tall order by the rules of our procurement game.

That gets us nicely to the UH-60 Blackhawk as our overall utility helicopter choice. It’s not the cheapest option, but it’s also not the most expensive, and it has the variants we want, namely the HH-60 with the refueling boom. And yes, that variant has been exported to South Korea. The Blackhawk is a proven choice, with plenty of export buys as well as good combat service. It also has an available gunship variant. As we’ll see in another post, it’s also one of the few utility helicopters to have an actual production electronic warfare variant. The Blackhawk is available with a bunch of integrated FLIR options (again, thanks HH-60), and there’s even a couple naval versions, should we want them.

Deploying the 6.8 mm SPC 2 Cartridge

The 6.8 mm SPC cartridge was designed to improve the firepower of US special operations forces without requiring the issuing of an entirely brand new rifle. It’s one of many alternative calibers for the AR-15. While it had the backing of Remington, and was designed with the help of some active special operations forces, a number of issues have come up to get in the way of its popularity. These include (in no particular order) two different SAAMI specifications for the cartridge, more effective 5.56 mm cartridges, ready availability of 7.62x51mm carbines, a whole bunch of other important gear that’s not going to pay for itself, and the round not being a non-NATO standard has mean that it hasn’t been adopted by the organizations that worked to develop it. However, a middle eastern special forces unit has adopted the weapon as a compact carbine. Let’s take a look.

This unit contracted with LWRC for the gun, with the goal of having a very short barrel (8.5″) and plenty of firepower. Given a relatively large order of more than 30,000 carbines, LWRC decided to make some changes. To ensure reliable feeding, they worked with Magpul to design 6.8-specific magazines. These are wider than standard AR-15 magazines, and the magwell on the new guns was widened to accept them. The new magazines have that same great windowed PMAG design, hold 30 rounds, and weigh 1.32 lbs fully loaded.

Other than the aforementioned 8.5″ barrel, the rifle has a quadrail handguard, pistol-length buffer tube, PDW-length stock, and a short-stroke gas piston system. The top rail of the handguard is removable to clean or service the gas piston. The rifle is the SIX8-UCIW. A version with a longer barrel, as well as an SBR version are available for civilian purchase, though obviously without select fire capability.

LWRC also worked with ATK (the parent company of Speer) to get a round that would function well in a rather short barrel. ATK obliged with a special round that will do the job, even with military flash suppressants. And yes, it’s SPC II spec.

Ok, what do we think? Well, it’s a solid execution of the “PDW” concept for a protective detail rather than for rear echelon troops. A short, relatively light package with plenty of firepower is exactly what this will deliver. I’m not a big fan of ‘nonstandard’ cartridges for general issue (who, admittedly are not expected to have super-short 8.5″ barrels), but I like the thought process here. Another tool in the toolbox, and one that fills a useful niche at that.

OH-58D Kiowa Warrior

Usually our procurement posts are all about buying shiny new stuff. And that’s fine. But sometimes you can get some “pre-owned” stuff for a great price, often from major powers who have decided they don’t want it for no good reason. Let’s take a look at one such item now: the OH-58D Kiowa Warrior.

The OH-58D is a derivative of Bell’s venerable and popular 206 JetRanger. The -58D had a more powerful engine than earlier models, and added a Mast Mounted Sight. This globe-shaped module above the main rotor contained a thermal imager plus a laser rangefinder/designator, and allowed the Kiowa Warrior to observe the enemy while the fuselage is obscured by terrain. The OH-58D has two hardpoints that can take small rocket pods, Stinger missiles, or Hellfire missiles.

We should also take a brief moment to talk about the related trainer. The TH-67 is a Bell 206B-3 purchased for use as a primary trainer. It’s available with IFR-rated instruments if desired. It’s another great choice if we’re considering the OH-58, since we’d get some fleet parts commonality. Plus, it’s a common, reliable, and cheap civilian aircraft, and a trainer should be cheap and reliable to facilitate plenty of flying hours.

The Bell 206 family is very popular on the civilian market, and is still in production. As a result, getting spares shouldn’t be a problem. Current models (the model 206L-4) have a strengthened tailboom and improved gearboxes. Other options on offer from Bell include replacing the tail and tail rotor with those of the Bell Model 427, replacing the main rotor and gearbox with those from the Bell Model 4071, and upgrading to a bigger Honeywell HTS900 engine with over 800 hp.

Once we get our hands on the Kiowa Warriors, we can also start considering options for sensor upgrades in the MMS, tinkering with the communications suite, and adding a blue force tracker. As is, the OH-58Ds were very successful in Iraq and Afghanistan. The US Army2 had wanted to replace them with the gold-plated and ill-fated RAH-66 Commanche and then the ARH-70, which also went way overbudget. Currently, the Army has no scout helicopters and is trying to fill the void with other things. Oh, and complain to Congress.

We’d like to take the perfectly good ones they’re trying to sell through the Excess Defense Article and Foreign Military Sale program.


  1. The Bell 407 and 427 are themselves derivatives of the 206 by way of the twin-engine JetRanger development projects of the 80s. 
  2. Who has never known what the words “good enough” mean when they can dream of “better.” 

Retro Procurement: Harriers for Luchtburg?

The year is 1993. A small Central American state, wealthy by the sale of unregulated and questionably ethical banking services to nations the world around, finds the firehose of Soviet arms slowing to an occasional drip when the Russians remember they sell weaponry. At the same time, in a newly multi-polar world, with trade opportunities abounding and the demand for questionably ethical banking services skyrocketing, Luchtburg finds itself in ever higher demand. Its interests overseas grow day by day.

Its defense apparatus is poorly suited to overseas interests. Having bought primarily from the Soviets, Luchtburg has a bunch of short-ranged interceptor-type fighters and interdictor-style attack aircraft, little access to smart munitions, and a token navy based around export-model Kilos and various frigates with anti-ship missiles. Not a great force for projecting power around the world, it must be said. So what’s a newly-flush nation to do? Buy weapons from Uncle Sam, of course. Eager to flip a previously-Soviet-friendly nation to to the side of truth, justice, and the American way, the United States invites a delegation from the Luchtbourgish Ministry of Defense to talk about Luchtburg’s future role on the world stage.

The answer, of course, is aircraft carriers. The problem is, Luchtburg might be flush, but it isn’t flush enough to buy a Nimitz-class, and the Americans aren’t selling, either. What the Americans propose instead is this: buy a bunch of the brand-new Night Attack Harriers and two old, recently decommissioned LPHs: USS Iwo Jima and USS Okinawa. No Tarawas are on the table. They still have too much life in them. No Wasps either; they’re too new. The most the Americans will do is maybe build a ski jump onto the Iwo Jimas, and perhaps extend the flight deck a few feet either way.

Is it a good buy?

The Harriers

The Harriers are a no-brainer. They’re pretty much the most recent ground attack aircraft built, support tons of modern American smart weapons, and have no replacement in sight. The latter point is important, given that it means they’ll see future upgrades and maintenance over the years. Luchtburg doesn’t want to buy a dying system, and the Harrier is just hitting its stride.

In the future, the Americans may be open to selling us the AV-8B Harrier II+. The Plus model includes a radar scavenged from old US Navy Hornets, and can carry the new AMRAAM missile. Of course, we aren’t close enough to the Americans for that yet, but having a fighter with modern BVR missile capability would be a huge win for the Luchtbourgish Air Force, even if it doesn’t go supersonic.

Accident rates may be higher for the Harrier than for more conventional aircraft, but the Harrier II is still new, and the Americans are still making airframes and parts. We’ll buy a few extra, and keep a tab open with McDonnell Douglas.

The Iwo Jimas

Now for the Iwo Jima-class LPHs. This is a slightly harder question. At first glance, they look like your standard straight-deck not-quite-aircraft-carrier. Big open flight deck, deck edge elevators, hangar deck of reasonable size. The Harrier is small and the elevators and hangar are sized for biggish helicopters, so from that perspective, the Iwo Jimas are big enough.

They have some downsides, though. For one, they aren’t quite as fast as we might like, with a top speed of 21 knots. For another, they have a slight operational problem, owing to their single-shaft design. Rather than describe it, I’ll quote an evocative passage from Marines & Helicopters:

One characteristic was first noticed shortly after the Iwo Jima left the dock on 5 September 1961 for her initial tests at sea. […]

Obviously such an innovative design was going to have a number of small discrepancies on her first shakedown. The Iwo Jima did. One of the most serious was described in the initial reports as: “serious hull vibrations at high power.” […]

This characteristic vibration was never to be cured in any of the class. At about 15 knots the entire ship began to shake every time one of the blades of the screw took a bite of the water. At that speed it was slight throughout all the ship, but more pronounced in the stern and bow Marine berthing areas. As the speed increased, the vibration increased correspondingly in frequency and severity.

Embarked Marines learned to recognized it and within a short period actually could tell how fast the ship was going by the rattle of the decks. It was as if the builders had given each man aboard the vessel his own private speedometer. As the Iwo Jima and her sister ships reached 21 knots the pounding became more pronounced and was inescapable anywhere on board. To the builders this was “severe vibration at high power.” To all Marines who experienced it, it was “the twenty-one knot thump.”

Amusing, but less than ideal, and perhaps concerning for aviation operations where 20 knots of wind over the deck is already a bit less than might be desired.

Speaking of, just how well is the type actually suited to flying Harriers? Take a look at it from above, and it strongly resembles the later Tarawa type, with the exception of some more rounded deck edges. Take a measuring tape to it, though, and you’ll find that the flight deck is only 600 feet long, against 800 feet on the Tarawa. That’s not so great. How big a deal is it, exactly, though?

In a previous post, I found some reference material on Harrier takeoff rolls and worked through some examples. By the book, with a 20-knot headwind (nearely all the Iwo Jimas can muster), you can fly a 26,000-pound Harrier off of a 500-foot deck. (Figure we’ll leave a 100-foot margin to allow for easier spotting.) The Harrier II’s maximum takeoff weight is some 31,000 pounds. I suspect the book has some margin for error: in DCS, I can pretty readily get a 30,000-pound Harrier off the Tarawa with room to spare.

Still, though, the Iwo Jimas give up a lot of capacity. I think the right decision for Luchtburg is still ‘sure, throw them in’, especially given that, at this stage of their careers, they won’t cost that much more than a Harrier. Luchtburg’s shipyards can get up to speed on aircraft carrier-ish projects by building a ski jump and an aft deck extension to provide a bit more off-the-deck capability.

Cool Hornet Features

The F/A-18 Hornet is a really neat aircraft. While it didn’t win our Retro Light Fighter contest, it’s still an awesome plane with a couple unique options. Let’s take a look.

ATARS
ATARS, or Advanced Tactical Airborne Reconnaissance System, combines image capture, datalink and image storage capability in one package. It’s got both visible-spectrum and thermal cameras, two data storage units, an interface with the APG-73 radar to save synthetic aperture radar imagery, and a datalink. That datalink can transmit to any Common Imaging Ground/Surface Station compatible system. The coolest part about ATARS is that the package fits in the gun bay of a F/A-18D, so it doesn’t require a big, heavy, draggy pod.

Night Attack Variant
The Guy in the Back isn’t a very popular feature amongst fighter pilots. The regular -D model Hornet has the usual second set of flight controls there. But under the Night Attack program, these were replaced with a dual-sidestick layout of the back seat cockpit of the Strike Eagle. Also, the center Multipurpose Color Display and Upfront Controller were transposed. This gave a position optimized for using the targeting pod and guiding weapons. I’m surprised Fishbreath hasn’t gone for this more, being a carrier-capable, smaller, cheaper strike fighter. The Night Attack layot could be swapped back to a conventional trainer rear cockpit, with center stick and throttles. This was not common practice though.

Griffin III: OMFV Frontrunner?

At AUSA 2018, we saw three possible candidate vehicles for the OMFV Bradley Replacement: BAE’s CV90 Mk. IV, Rheinmetall/Raytheon’s Lynx, and General Dynamics’ Griffin III. Of these, the Griffin III looks to be the frontrunner right now, in so far as it very closely matches what the US Army says it wants. Let’s take a look.

Griffin III is based on the ASCOD hull. This checks our already in service box; the ASCOD is used by Spain and Austria, and was the basis for Britain’s Ajax (and related family of vehicles). It is a newer chassis than the CV90, which is also in service in Norway, Sweden, Denmark, Finland, and some other places. The Lynx is not in service in any version anywhere, which is points against it, though it is also a contender in Australia’s new IFV competition.

Both the CV90 Mk IV and Lynx have 35mm guns. However, US Army really wants a 50mm. Both BAE and Rheinmetall claim to be able to oblige. General Dynamics, on the other hand, went ahead and mounted the XM913 50mm gun in their AUSA show vehicle. General Dynamics also has a turret design with an incredible +85/-20 elevation range, which looks pretty spectacular on a show floor and is expressly directed at urban warfare scenarios that the US Army worries about. A near-vertical autocannon looks great for anyone who remembers Grozny.

Continuing to hit all the cool future features, General Dynamics has partnered with Aerovision for UAV integration. The Griffin III comes with a nine tube vertical launcher for Aerovision’s Switchblade UAV/Missile, with all the related digital datalink equipment installed. The turret can also accommodate ATGMs, but these weren’t fitted for the show model.

Additional systems fitted for the show model were the Iron Fist (hard kill) APS system, with associated radars and launchers, a gunshot locating system, and Armorworks Tacticam multispectral camouflage. A situational awareness system (i.e. a whole bunch of cameras) was also fitted. I’d guess it’s Leonardo DRS’ system, but this wasn’t stated.

Protection levels are not clear yet. At the show, the Griffin III model as configured weighed about 38 tonnes. With all of the supplemental armor kits mounted, the vehicle would weigh about 50 tonnes.

In terms of capacity, the Griffin III is at a bit of a disadvantage, being designed around no more than six dismounts, where the CV90 can accommodate eight and the Lynx can hold nine. But the US Army has stated that it’s happy enough with a lower capacity vehicle. Their documents indicate that six or even five dismounts is acceptable, and their plans call for a six vehicle platoon with five dismounts in each one.

Let’s also talk about the crewing needs. General Dynamics designed the Griffin III to have space for a three man crew, but automation and crew aids sufficient to enable a two man crew. They’ve done a good job of hedging their bets, being prepared to deliver the future-looking vehicle the Army says it wants, but being prepared for a more conservative design if that ends up winning out.

It’s still really early in the race, and the US Army might change the requirements somewhat. But it’s clear that General Dynamics did their homework when putting the Griffin III together. They seem to have a reasonable idea of what the Army wants, and what tradeoffs they might be willing to accept.

The OMFV Program

Stop me if you’ve heard this one before. The US Army is looking to replace it’s Bradley Infantry Fighting Vehicles with…

Okay, yeah. We’ve been down this road a few times. And we at the Soapbox are super skeptical. But let’s look at this “Optionally Manned Fighting Vehicle” anyway.

Obviously, it’s supposed to do double duty as a UGV. Not really a surprise there. We do have some ground drone kits, so that might work out okay.

It’s also supposed to be “better” than the Bradley in terms of protection, dash speed, and lethality. Unsurprising. Better can be kind of an annoying word though, because it make you vulnerable to the sort of Lucy-with-the-football stuff we’ve seen before.

Hopefully continuing the trend of this program having some restrictions in it to help it actually go somewhere, the Army is keenly interested in buying something that’s a derivative of someone else’s already-in-service vehicle.

We also see that they’re looking to fit a pair of the new OMFVs in a C-17, giving a maximum weight of about 38.75 tonnes. Or can be stripped down to that weight. Again, this is pretty reasonable given the capacity they want, which we’ll get to in a minute.

The fun begins when we look at the manning numbers. The US Army is specifically requesting a crew of 2 and capacity for 5 dismounts. Let’s look at those in turn.

A crew of two means some faith in your sensors and computer systems for observation and fire control. In practice, this means distributing the gunner’s work between the computers, the driver, and the commander. There have been tests of two-man armored fighting vehicle crews in Germany, the United States, and Israel going back to the 90s. The conclusion has been that it works if you had quality situational awareness aids (i.e. electronic sensors with some computer systems for ‘sensor fusion’), and faith that those aids would actually work. The Israelis have been working on a next gen combat vehicle called the Camel, which also has a crew of two. So it’s very possible, but it requires some forward thinking. Big Army is not usually fond of being forward thinking, so good on them.

Five dismounts is a bit more than half of the old GCV’s goals. It’s nice to see the Army realizing what gave them so much trouble last time and trying something else. Five dismounts reduces the size of the armored volume. It also is smaller than the standard six-man dismount capability that seems to be the common standard. The army is not changing the number of dismounts per platoon though; they’re planning to have six OMFVs in each platoon.

I’m coming around to the idea of smaller, well-protected vehicles with fewer dismounts. I’m a little skeptical of a platoon of six vehicles with thirty dismounts though. That seems a lot for one platoon commander (probably some Lt.) to manage. Maybe modern technology makes it easier. Maybe they plan to give platoon command to some other rank. Or maybe they know something I don’t.

Looking for STARS

No, this doesn’t involve a trip to the Arklay mountains. Today, we’re looking into aerial systems for monitoring ground combat and enemy forces, also known as ISR (Intelligence, Surveillance, and Reconnaissance). This is an often-overlooked capability, and while such systems are not foolproof, not having them can lead to a lot of embarrassment. The notion was a key part of late-Cold War Airland Battle tactics, where ISR platforms could provide targeting data for long range weapons to atrit Soviet forces before they made contact with friendly ground troops.

In terms of current capabilities, the United States has the only serious capability worth writing home about, using the E-8C JSTARS. These put a powerful, GMTI/SAR capable radar on a Boeing 707 airframe. They have proven to be extremely effective when deployed, and were sorely missed by the Europeans during their recent Libya “intervention.”1 Of course, we can’t just buy these, because the 707 is long since out of production. Also, the USAF hasn’t really decided how it wants to proceed to replace or recondition the E-8Cs. We’ll look at other people’s ISR platforms as well as things that were proposed to replace the JSTARS.

The UK operates four Sentinel R1s, built by adding the appropriate radar systems to a Bombardier Global Express business jet. This is a relatively low-cost airframe, being a business jet, though the usual UK small orders means the net result is still going to be expensive. Also, lots of the analysis and battle management workstations are ground-based, for better and for worse. A Global Express 6000 derivative was one of the proposals for a JSTARS replacement.

Brazil has deployed three R-99s, ERJ-145 conversions with the appropriate SAR capable radar, to monitor illicit narcotics tracking and other illegal activities in the Amazon basin as part of the SIVAM. Unfortunately, I don’t know that much about the radar system deployed, and this one wasn’t proposed for the JSTARS replacement, so it’s not using that particular radar package.

Gulfstream also has an offering to replace the JSTARS that is based on their G550 SEMA variant, though with more radar focus than EW-focus. The SEMA version of the G550 is in use by the Israeli air force and has recently been purchased by Australia. There’s also a significantly reworked G550 variant, originally used with Conformal Early Warning2 arrays by the Israeli air force in the AEW&C role. The CAEW variant has also been purchased by the US Navy for monitoring their missile test ranges, and is to be reworked by L3 with electronic warfare systems in the conformal fairings to replace the EC-130H Compass Call in USAF service.

Boeing has a 737-derivative, which is pretty similar to the P-8, other than having a radar optimized for a different mission. Radar options for the JSTARS replacement proposal were similar to those of the bizjets. Annoyingly, the product page for this is no longer on Boeing’s website. The strangest thing about Boeing’s proposal (sparse as the details are) is that it didn’t do all that much to take advantage of the extra space, weight, and power capabilities of the 737 platform.

At the end of the day, 8-10 analysts doesn’t require a 737, and if you’re not going to load it up with a big radar, you can go with a smaller, more fuel-efficient jet.

Let’s also talk about the Global Hawk. The RQ-4B Block 40/RQ-4D variants come equipped with a small version of the MP-RTIP radar originally intended for the E-10A. That’s a pretty fantastic radar, and the RQ-4D3 is the highest-flying option. It does not operate in adverse weather conditions though.

Alright, let’s get picking. We’re going to want some RQ-4Ds because of that fantastic radar and because it’s a pretty natural fit for a UAV. There’s a big NATO buy at the moment, and we’d like to get in on that model. We’re also going to want a manned option though, which means we’re going to have to sort through the business jet contenders. In terms of radar systems, all of the JSTARS replacement offerings had a similar radar fit, which doesn’t help us much. According to the Business & Commercial Aviation 2018 buyer’s guide, the G550 is a little cheaper than the Global Express 6000, but the difference is probably too small to matter.

What is different is that there are a lot more military G550 variants in service. There’s also the flight tested CAEW airframe, which is useful for a few other purposes besides the AEW&C role it was originally intended for. So we’ll go with that one, since it gives us a few more options for related aircraft down the line. We especially like the idea of an electronic attack version.


  1. Or whatever we’re calling “it’s not a war because shut up” these days. 
  2. If I was going to go with a business jet derivative for AEW&C the G550 CAEW would be it, because it has a pretty nice radar, and the conformal array fit is cool. But the Wedgetail radar is a more powerful one. 
  3. The RQ-4B Block 40 that a bunch of NATO partner nations are buying. Because that totally deserves a new designation.