Naval Aviation Vision

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JANUARY 2012

NAVAL AVIATION VISION



Naval aviatioN visioN • JaNuary 2012i

Letter from the Leadership of NavaL aviatioN

We serve at a time when our nation is simultaneously at war and acing a fnancial environment never bewitnessed by those currently serving in uniorm. Balancing the challenges o war and the needs or natio

deense amidst fscal realities demands that Naval Aviation ulfll more global commitments while it operates witthe margins o tighter budget constraints. Tese challenges will be successully overcome. As the Honorable LPanetta said when he became the 23rd Secretary o Deense on 1 July 2011: “While tough budget choices will needbe made, I do not believe in the alse choice between fscal discipline and a strong national deense. We will all w

together to achieve both.”

America has a preeminent leadership role in an interconnected world sustained by the conuence o its diplomaintelligence, economic, and military resources. Preserving this role helps protect America’s national interests, whare global in character and realized in part by a military strategy aligned with the nation’s diplomatic strategy. TUnited States must contend with the emergence o near-peer states that can, and will, challenge global economic regional order, and we must continue to meet the challenges o extremism by non-state entities or many years to commilitary strategy that addresses both o these chal lenges is one that: provides capabilities or global reach and dominao the sea as well as the air and space above it, builds and sustains coalitions with other nations, and is supported

credible combat capability throughout the spectrum o conict. Te success o this strathinges on a military capable o inuencing and dominating the world’s maritime doma

Providing resources to ulfll this strategy poses a considerable challenge given budgetary pressures imposed by America’s budget defcit and rising debt

this environment, a orce ocused on global reach and access—rather thintervention and occupation—is the best option, employing deterrethrough global presence, sea control, mission exibility and, when necessainterdiction. Such a strategy is critical to developing the mutual support inherin riendly coalitions and leveraging that support to preserve the integrity vital sea lines o communication. Te naval orce needed today and in the utmust be able to exert sea control, ensure access, deter conict, deeat any thrprovide prompt striking power, and reassure allies and partners.

America’s Navy and Marine Corps—and in particular Naval Aviation—

well suited to these tasks.

Naval Aviation represents a uniquely capable Navy and Marine Cowarfghting and peacekeeping partnership. Deployed with aircra carr



letter from leadership

and amphibious assault ships or as expeditionary units, Naval Aviation orces require no permanent overseas baTey move at will across the world’s oceans, seas, and littorals, and they extend the eects o the sea base deep inlaTey provide our nation’s leaders with “oshore options.” Tese manned and unmanned multimission orces are trainequipped, and deployed to provide a range o responses to threats and crises, and their presence osters coalitionpeace and war.

Naval Aviation is critical to an evolving military shaped by war and fscal pressures. Te vision o Naval Aviation convein this document is aligned to meet international responsibilities and national imperatives. As the architecturenear- and long-term strategic, operational, and fscal decisions, it describes where Naval Aviation is today, outlinestransitions necessary or tomorrow, acknowledges the people at the heart o every operational success, and emphasthe enterprise culture necessary to unveil eciencies in the name o orce sustainment. We share this vision to inoand guide the actions o those serv ing Naval Aviation today, and those whose support is critical to our continued succ

VADM Allen G. Myers, USNCommander, Naval Air Forces

LtGen erry G. Robling, USMCDeputy Commandant or Aviation

VADM David Architzel, USNCommander, Naval Air Systems Command

RADM Kenneth E. Floyd, USNDirector, Air Warare Division

RADM William E. Leigher, USNDirector o Warare Integration



Naval aviatioN visioN • JaNuary 2012iii

Table of ConTenTs

ltt t l n at . . . . . . .

n at T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a taLe of two CeNteNNiaLs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NavaL aviatioN iN aCtioN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

n at Tw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

where we are GoiNG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

traNsformatioN roadmaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ShIpS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

airCrafT Carriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FuTure C ArrIer AIr W INg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

amphibious assaulT ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FuTure AVIATION COmbAT eLemeNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m ANNed ANd uNmANNed AIrCrAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

unmanned sysTems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2navy TaCTiCal airCrafT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . marine Corps TaCTiCal airCrafT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

navy heliCopTers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

marine Corps assaulT supporT airCrafT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . marine Corps unmanned TaCTiCal supporT sysTems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . navy mariTime paTrol and reConnaissanCe airCrafT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

navy and marine Corps Training, logisTiCs, and operaTional supporT airCrafT . . . . . . . . . . speCialized naval airCrafT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

W eApONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . long-range sTandoff Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6mid-range sTandoff Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .direCT-aTTaCk Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Torpedoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . air-To-air Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . non-kineTiC Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

m o v r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

the ChaLLeNGes of traNsitioNs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

iNitiatives aNd CoNCepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIr-SeA b ATTLe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NeTWOrkINg ANd INFOrmATION dOmINANCe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INTegrATION ANd INTerOperAbILITy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

reduCINg T OTAL OWNerShIp COSTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIrSpeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

m ArINe COrpS COmmANd ANd CONTrOL T rANSFOrmATION . . . . . . . . . . . . . . . . . . . .

m ArINe COrpS LOgISTICS T rANSFOrmATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



letter from leadership

CapabiLities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FLeeT reAdINeSS CeNTerS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

reSeArCh , deVeLOpmeNT , T eST , ANd eVALuATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

naval air Warfare CenTer Weapons division

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .naval air Warfare CenTer airCrafT division . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SCIeNCe ANd T eChNOLOgy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

naval aviaTion enTerprise s&T objeCTives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1naval aviaTion and green energy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

peopLe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

T he F ACeS OF N AVAL AVIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

NavaL aviatioN eNterprise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1CrOSS-FuNCTIONAL T eAmS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

CONTrIbuTIONS TO reAdINeSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

i Ct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

acwt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1



Naval aviatioN visioN • JaNuary 20121

naval aviaTion Today



Naval aviatioN today




a T Tw Ct

he year 2011 marked the 100 th anniversary o the birth o U.S. NavalAviation, an organization ounded under quite humble circumstances.

It began, literally, with the stroke o a pen. Spectacular takeos and landingsheralded the coming o aircra at sea in late 1910 and early 1911—but Naval

Aviation ocially started on the desk o Captain Washington I. Chambers,who on 8 May 1911 prepared a requisition or two aircra to be purchasedrom the Curtiss Company—the Navy’s frst aircra. U.S. Marine CorpsAviation measures its origins somewhat dierently, by commemoratingthe date (22 May 1912) on which its frst pilot—1 st Lieutenant Alred A.Cunningham—reported or training at Marblehead, Mass.

Te many commemorative events o the Naval Aviation centennial in2011 invited us to contemplate the ways in which aviation has aectedthe development o modern sea power and contributed to the story o theUnited States in the 20th and 21st centuries. Both o these are perhaps bestillustrated by the Battle o Midway—the 70th anniversary o which this year

will be commemorated alongside the Marine Corps Aviation centennial.Tis engagement between Japanese and American naval orces in June 1942unlocked the potential o modern weaponry to bring a decisive decision atsea—aviation proved it could win battles akin to raalgar or sushima.And it shied the strategic momentum in the Pacifc to the United States,with ramifcations not only or the course o the war but or the politicsand economy o the world. Although it was the Navy that brought the mostorces to bear, the Marine Corps was there as well—and the two serviceswould rarely be apart rom each other aerward.

As Marine Corps Aviation celebrates its own centennial in a series oevents throughout 2012, it is worthwhile to ponder how the MarineCorps’s use o aircra in its amphibious and expeditionary strategies has

transormed how air, sea, and landpower interact and combine

wi t h ea ch ot her .In the past




century, Navy and Marine Corps Aviation grew and developed alongsideeach other—they shared many o the same aircra and training acilities,they went into battle together against the same oes, and they took lossesand shed blood together. Te unique nature o expeditionary warare,

however, dictated that the two air services would also diverge in many important ways.

Te Marine Corps can rightully claim its own frsts and signifcantaccomplishments in the air. Marines conducted U.S. Naval Aviation’s frstbombing raid in orce on 14 October 1918, when Marine Day Squadron 9dropped 17 bombs on a railroad junction in German-occupied Belgium.Although others had developed the tactic, Marine pilots were the frst toimplement the new idea o dive-bombing in organized combat during anattack on Sandinista orces in Nicaragua on 17 July 1927. Marine aviatorsserved alongside their ellow leathernecks on the ront line in places such asGuadalcanal during World War II, where the “Cactus Air Force” not only

struck well-deended Japanese targets rom the air, but also had to endureair attacks and nightly shellings rom Japanese naval orces in return.Marine pilots have own rom aircra carriers, amphibious assault ships,and small combatants; they have own rom jungle strips, mountainousfre support bases, and desert airfelds; and they have gone into combatin nearly every clime on the planet, rom the rigid mountains o Korea,to the steaming jungles o Central America, Southeast Asia, and thePacifc, to the low deserts o Iraq and the high deserts o Aghanistan. AndMarines have also gone into space, rom John Glenn, the frst Americanto orbit the Earth in 1962, to George Zamka, commander aboard ShuttleEndeavor in 2010.

Marine Corps Aviation’s chie mission has always been to support Marineinantry on the ground—in the Solomons Islands, at Okinawa, at theChosin Reservoir, at Khe Sanh, at Kuwait City, at Fallujah, and in KandaharProvince. Marine Corps Aviation is an integral part o the Marine 9-1-1orce—a act well-illustrated in March 2011, when an amphibious ready group and its expeditionary unit were the primary orces to executestrikes as part o Operation Odyssey Dawn o the coast o Libya. As twocentennials come to an end, representing the combined service lives o

two distinct yet conjoined armed orces, a new set o centennialsbeckons. his document outlines where Navy and

Marine Corps Aviation are today—and

where they are going in the frstew decades o the next

100 years.




eA-18g grOWLer m AkeS COmbAT debuT IN OperATION OdySSey d AWN

n at i actE very day, 365 days a year, Naval Aviation is at sea, orward deployed, and ready to respond to

crises anywhere within reach o the world’s oceans. Te stories here document the various waysNaval Aviation makes sea power relevant today.

Operation Odyssey Dawn, the U.S. component o the U.N.-sanctioned eort to protect Libyancivilians rom the orces o Moammar Gadhaf, commenced on 19 March 2011 with a largesalvo o Tomahawk missiles fred rom U.S. Navy ships and submarines. U.S. Naval Aviationorces entered the ray the ollowing day, striking more than 20 integrated air deense systemsand acilities ashore in Libya.

With only 47 hours to plan or their frst combat mission, Navy EA-18G Growlers rom theScorpions o Electronic Attack Squadron (VAQ) 132, diverted rom Operation New Dawn

in Iraq, provided high-powered electronic jamming against communication networks andradars, and launched AGM-88 High Speed Anti-Radiation missiles against Libyan air deensesystems around airfelds and munitions sites. Tis orce was augmented by air crews romthe Vikings o VAQ-129. Growlers engaged surace-to-air missile sites while supporting




Marine Corps AV-8B Harriers rom the 26th Marine ExpeditionaUnit aboard USS Kearsarge(LHD 3). Te Harrier s conducted air strikon Gadhaf loyalist ground orces, halting an armored column 10 misouth o the rebel stronghold o Benghazi. Te Growlers shared sensdata with French Rafales, British Tornados, U.S. Air Force F-16s, a

aircra rom other NAO countries.

“We were the only NAO airborne electronic attack platorm” duriOdyssey Dawn, said Lieutenant Matthew Driskill, an electronic systemoperator with VAQ-129. “We’re made to be plugged into any sortmultinational conict or air operation and used eectively to suppothose assets. Te ability to network with other allied aircra provinvaluable.”

Another frst or Odyssey Dawn was the engagement o P-3C Orioagainst the Libyan Coast Guard vessel Vittoria and two smaller crfring indiscriminately at merchant vessels in the port o Misrata

28 March. Te Orions struck with AGM-65 Maverick missiles, tfrst time this ordnance has been fred on a hostile vessel by a P-3C

Te Navy’s strong presence in the Mediterranean positioned navorces to participate in Odyssey Dawn on short notice. Ten ChieNaval Operations Admiral Gary Roughead stated, “Tat’s what yget when you have a global Navy that’s orward all the t ime. We dosurge, and we don’t ride to the sound o the guns. We’re there . . . reato conduct combat operations.”




FIre SCOuT heAdS TO SeA

USS Halyburton (FFG 40), its two embarked MQ-8B Fire Scout vertical takeo unmanned aerial vehicles,and one SH-60B Seahawk returned rom a seven-month deployment on 3 August 2011. Te warship’saviation detachment was part o Helicopter Anti-Submarine Squadron Light (HSL) 42, Det. 2. Tisdetachment coordinated manned and unmanned ight operations during Halyburton’s patrols throughthe Strait o Hormuz, the Arabian Sea, and Bab Al Mandeb, the entrance to the Gul o Aden. Fire Scout

was pushed to its operational limits during the deployment, setting records or maximum altitude, range,and endurance and recording 438 total ight hours. HSL-42, Det. 2 , supported counterpiracy operationsin the Gul o Aden, with Fire Scout supplying valuable intelligence, surveillance, and reconnaissance(ISR) proo o concept data to special operations orces while operating under Combined ask Force508. Fire Scout ’s capabilities played an important role in the reeing o 13 people captured by piratesaboard M/V Irene SL on 19 March 2011. A Fire Scout was also used to shadow a ship believed tohave been boarded by pirates.

While in the Mediterranean Sea, battle-tested Fire Scout s rom HSL-42, Det. 2, supportedoperating orces as part o NAO Operation Unied Protector during patrols o the Libyancoast to ensure illegal weapons did not all into the hands o pro-Gadhaf orces.

Working in the joint maritime environments o the 5th and 6th Fleets, Fire Scout demonstrated improved dependability and reliability. “he success o thisdeployment has given leverage to the Fire Scout program as a viable platorm toconduct ISR operations in a maritime environment,” said Cmdr. John Schmidt,commanding ocer o Halyburton.







h ArVeST h AWk SWOOpS dOWN ON AFghANISTAN

Helmand Province in southern Aghanistan—with its dispersed settlements, rough terrain, and limited inrastructuroers ideal places or insurgents to conduct guerri lla warare. o fght more eectively in this demanding environmMarines on the ground turned to Naval Aviation or a precise weapon that could be felded as rapidly as possible adeliver persistent presence, intelligence, and high-volume fre. Responding to a mission requirement in record tiNaval Aviation integrated the Harvest Airborne Weapons Kit (HAWK) with intelligence, surveillance, reconnaissan

and weapon systems that allow KC-130J Super Hercules to provide close air support while taking advantage o aircra’s ability to stay on station or up to three hours.

Te Harvest HAWK is a modular weapons/sensor kit consisting o a fre-controlconsole located in the aircra’s cargo compartment, an AN/AAQ-30 targetsight system with inrared, electro-optic sensors, and a V camera.Munitions consist o a launcher or our Hellre missiles and a10-shot Grin missile launcher in the cargo compartment.Harvest HAWK also provides surveillance to disruptimprovised explosive device emplacements.




Harvest HAWK deployed to Aghanistan or the frst time in October 2010 with Marine Aerial Reueler ransp

Squadron (VMGR) 352. Te system saw its frst combat on 4 November, supporting Marines in Sangin. One Helwas fred and fve enemy insurgents were killed, with no civilian casualties or property damage during the frefghtAugust 2011, Harvest HAWK systems had fred 42 Hellre and 11 Grin missiles, own more than 1,300 ight hoand spotted 11 roadside bombs.

elevision monitors provide detailed ground images, allowing operators to engage targets with laser-guided bombs wpinpoint accuracy. Harvest HAWK was the weapon o choice to neutralize insurgents in Marjah, where civilian casualand property damage were major concerns. Te system is capable o hitting time-sensitive as well as stationary targDuring night operations, Marines can track insurgents back to their bases and then take out an entire roadside booperation. “Our Marines now have their very own eye in the sky able to track and eliminate enemy threats, shortenthe kill chain,” said Captain Michelle Guidry, program manager or the KC-130J and Harvest HAWK.




OperATION T OmOdAChI prOVIdeS CrITICAL reLIeF

Within hours ollowing the magnitude 9.0 earthquake and tsunami that struck Japan in March 2011, air operatirom Naval Air Facility Atsugi, Japan, and USS Ronald Reagan (CVN 76) identifed survivors in need o assistaand delivered water, blankets, and ood. Additional helicopters and land-based aircra surveyed the seaborne debfelds or survivors and conducted search-and-rescue missions along the coastline.

On 17 March, less than a week aer the frst earthquake, 14 U.S. ships and their aircra and 17,000 Sai lors and Mariwere involved in the assistance and relie eorts in and around Japan. Tese eorts included 132 helicopter sorties a641 fxed-wing sorties moving both people and supplies, assisting in search-and-rescue eorts, and delivering 129,gallons o water and 4,200 pounds o ood. A total o 24 vessels and 140 Navy and Marine Corps aircra deliverelie supplies and supported rescues during six weeks o operations.

Damage to the Fukushima Daiichi nuclear power plant and several other power stationsadded a layer o complexity and danger to assistance operations that U.S. navalorces were inherently prepared to meet. On March 15, sensitiveinstrumentation on the USS George Washington (CVN73) in Yokosuka, Japan, detected lowlevels o radioactivity rom

the Fukushima

plant. Ronald Reagan also encountered radioactivecontamination during relie light operations o northern Japan. U.S. orces were nonetheless able toconduct operations without pause. Te eet deliveredfve high-pressure water pumps rom Sasebo and 100 nuclear, biological, andchemical suits and masks to the government o Japan or employment at thetroubled plant.

Te Ronald Reagan Carrier Strike Group diverted rom its planned missionin the Central Command area o responsibility to conduct operations o

the coast o east Honshu. Ronald Reagan, with 3,200 Sailors, 2,480 aviatorsand air wing personnel, and 85 aircra, conducted ight operations andserved as a reueling platorm or helicopters rom the Japan Sel-DeenseForce and Coast Guard and civilian authorities involved in rescue andrecovery eorts. Commander, U.S. Pacifc Fleet, Admiral Patrick M. Walsh,emphasized the importance o U.S. orward presence in the region tosupport humanitarian crises and deter aggression. “When you think aboutwhat you can do with a orce that is orward, ready, and has relationshipsalready established in the region, look at Operation Tomodachi.”







naval aviaTion Tomorro



Naval aviatioN tomorrow




W W a gNaval Aviation is executing one o the largest aircra transitions in its history. In the

past two years, new platorms have moved rom development to production and test.Several test aircra are currently on the line at Naval Air Station Patuxent River, Md.,home to the Naval Air Systems Command—Naval Aviation’s organization or research,development, test, evaluation, acquisition, and program management. Te P-8A Poseidon,

the E-2D Advanced Hawkeye, and the F-35B and C versions o the Joint Strike Fighter arebeing evaluated by test pilots and naval ight ocers so they are ully mission ready whenthey join the eet. On the systems ront, the Electromagnetic Aircra Launch System(EMALS)—a completely new all electric carrier-based aircra launch system designed orthe Gerald R. Ford (CVN 78)-class aircra carrier—is progressing on schedule. EMALSuses stored kinetic energy and solid-state electrical power conversion technology, whichpermits a high degree o computer control, monitoring, and automation. Te system wil lprovide the capability to launch all current and uture carrier air wing platorms, romlightweight unmanned aerial vehicles to heavy strike fghters. It is designed to achieveincreased sortie rates, improve reliability, lower operating costs, and better control launchorces resulting in reduced wear and tear on our aircra. Te frst EMALS test launch, anF/A-18E Super Hornet , was conducted at Naval Air Engineering Station Lakehurst, N.J.,on 18 December 2010. Compatibility testing has continued with additional F/A-18E, E-2D

Advanced Hawkeye , -45 Goshawk, and C-2A Greyhound launches. Te frst set o EMALScomponents were delivered to CVN 78 in May 2011. Developing alongside EMALS, anequally revolutionary aircra recovery system, Advanced Arresting Gear (AAG), is underdevelopment and testing at Lakehurst. AAG will be installed on Ford -class carriers and hasthe potential to be retroftted on Nimitz -class carriers. Like EMALS, AAG will contributeto increased sortie generation rates, reduced manning, and lower total ownership costs.



Naval aviatioN tomorrow

Te frst AAG dead-load arrestment at the test site occurred in March 2011, and delivery o AAG system subcomponeor CVN 78 construction are scheduled to begin in the spring o 2012. In addition to traditional aircra and advansystems, unmanned aircra are an increasingly important part o Naval Aviation, supplementing manned system

nearly every mission category. In the coming decades, successors to the current MQ-4C system will provide improcapability in the maritime surveillance role, and unmanned aircra wi ll also play a greater part in combat missiontechnologies currently being developed or the X-47B and Unmanned Carrier-Launched Airborne Surveillance Strike systems continue to mature. Tese examples are just a ew o the many critical programs in Naval Aviatiosweeping recapitalization.

Te platorms, systems, weapons, and personnel described in this section represent Naval Aviation’s uture. Advancand sustaining Naval Aviation warfghting capabilities at an aordable cost is essential to national deense. Collectivand collaboratively, Naval Aviation leaders will work diligently to bring these new capabilities to the eet wpreserving our current readiness.




Tt r

ShIpS

airCrafT CarriersTe U.S. Navy’s aircra carriers, with their embarked carrier air wings, provide the right balance o orward preseand surge capability to conduct warfghting and peacetime operations around the globe in support o natiopriorities. Sailing the world’s oceans, each carrier strike group possesses a versatile, independent, and deadly strikorce capable o engaging targets hundreds o miles at sea or inland. Te mobility and operational independenceaircra carriers provides a unique level o access that does not require host-nation support. Nuclear-powered airccarriers can remain on-station or months at a time, replenishing ordnance, spare parts, ood, consumables, and aircuel while conducting air strikes and other critical missions. Tis capability demonstrates the carrier’s remarkaoperational exibility and sel-reliance that is so vital to conducting time-critical strike operations. Aircra carrand their strike groups are always within reach o where they need to be and are ready on arrival.

Te Navy’s 11 aircra carriers became a completely nuclear-powered orce in May 2009 with the decommissioning o the last conventionally powered carrier andthe delivery o USS George H. W. Bush (CVN 77). USS Enterprise (CVN 65) willbe inactivated in fscal year 2013 aer 51 years o service, resulting in a eet o allNimitz -class aircra carriers. Te last Nimitz -class carrier will serve until 2059.

In 2004, a new design was approved to ensure the aircra carrier’s role as thecenterpiece o the 21st-century carrier strike group.

Construction o Gerald R. Ford (CVN 78), the lead ship o the new class o aircracarriers, began in 2008. Te Ford class is the frst new aircra carrier design in morethan 40 years. Te Ford design boasts improved nuclear reactors and converts allauxiliary systems outside the main propulsion plant rom steam to electric power.Tis change will greatly reduce the requirement or costly steam, hydraulic, andpneumatic piping and the repair o those distributed systems. Te improved reactorand zoned electrical distribution system will also increase electrical generating capacity by nearly 300 percent. Tis will enable new technologies such as the Electromagnetic AircraLaunch System and advanced command-and-control systems. Te new ship design, based onthe Nimitz hull, also includes an advanced arresting gear system, dual-band radar, joint precisionapproach and landing system, and redesigned ight and hangar decks. Te redesigned ight deck allowsgreater exibility during aircra turnaround and launch-and-recovery cycles, leading to a 25-percentincrease in daily sortie generation rate capability. Te second ship o the Ford class, John F. Kennedy (CVN79), began advanced construction phase in December 2010; the frst ceremonial steel cutting was conducted inFebruary 2011. Kennedy is the planned orce-level replacement or USS Nimitz (CVN 68).

o meet the demands o 21st-century warare, Nimitz - and Ford -class aircra carriers will deploy long-range mannand unmanned strike aircra. Advanced weapons and sensors, combined with high-speed seali platorms, trotor aircra, and advanced amphibious assault vehicles, will generate more exible combat power. Joint conceptoperation, centered on the aircra carrier, will leverage the military strengths o all the services, bringing cooperamuscle to the fght and a potent synergy across the warare continuum.



Naval aviatioN tomorrow: ships

When compared to their Nimitz -class counterparts , manpower requirements or Ford -class ships and their embarair wings will be reduced by as many as 1,200 Sailors. Tese manpower reductions, coupled with improved reliabiand reduced maintenance requirements, will enable the Navy to realize total operating cost savings o more thanbillion during the lie o each ship. Te design approach and spiral development o the Ford class will reduce riskintroducing new technologies and capabilities at an aordable pace. Armed with advanced aircra such as the F/A

Super Hornet , EA-18G Growler , F-35C Lightning II , E-2D AdvanHawkeye, and the Unmanned Carrier-Launched Airborne Surveillaand Strike System, these new aircra carriers will provide mariticombat power well into the uture.




FUTURE CARRIER AIR WING

Te carrier air wing o the uture will consist o the ollowing aircraf:

• 44 strike fghters (F/A-18E/F, F-35C, F/A-18E/F Replacement*)

• 5 electronic attack aircra (EA-18G, EA-18G Replacement)

• 5 airborne early warning and command and control aircra (E-2D)

• 19 helicopters (MH-60R/S or MH-60R/S Replacement). Current projections include

deploying 11 helicopters aboard the carrier, with the remaining 8 dispersed to otherships in the strike group

• 2-3 Future Carrier Onboard Delivery aircra will normally be embarked to supportthe air wing and strike group

• Te Navy Unmanned Carrier-Launched Airborne Surveillance and Strike Systemis expected to reach an initial capability in 2018. One option is to have 4-6 aircraembarked.

* he F/A-18E/F Replacement may include a mix o manned, optionally manned,or unmanned platorms.







amphibious assaulT shipsTe Marine Corps is our nation’s amphibious, expeditionary, air-ground teamthat has the exibility to conduct military operations rom the air, land, and sea.Relevant in conventional as well as irregular warare, amphibious orces providehighly versatile options or any joint orce commander tasked with conductingoperations in the littoral regions o the world. Amphibious assault ships are thelargest o all amphibious warare ships, resembling small aircra carriers. In

addition to launching aircra, they deliver Marine expeditionary orces and theirequipment to the beach by way o small watercra. Perhaps more than any otherasset, these ships symbolize the warfghting relationship between the Navy andthe Marine Corps, delivering the fght to the enemy in “every clime and place.”

Large-deck amphibious assault ships were designed to embark, deploy, and landelements o Marine Corps and special operations orces by tilt-rotor and rotary-wing aircra, landing cra, and amphibious vehicles while providing organicground support with fxed-wing aviation. Tese very capable platorms are routinely deployed as the centerpieces o orward-deployed expeditionary strike groups,which also include San Antonio-class, Whidbey Island -class, and/or Harpers Ferry-class vessels with embarked Marine air-ground task orces. Tey provide a unique

tool capable o supporting the ull range o military operations.







lha: amphibious assaulT ship – general purpose

Tese vessels have been modifed to accommodate fxed-wing and tilt-rotor aircra. Each ship can carry a mix o31 rotary-wing and fxed-wing vertical/short takeo and landing and vertical takeo and landing aircra with onair-cushioned landing cra or our utility landing cra, and more than 1,700 troops. Tey can also support sea-basecommand and control o waterborne and aerial ship-to-shore movements. With a eet surgical team embarkedan LHA can unction as a primary casualty receiving and treatment ship with 17 intensive care unit beds, ouoperating rooms, 300 hospital beds, a 1,000-unit blood bank, and dental and X-ray acilities. USS Peleliu (LHA 5)the remaining Tarawa-class LHA, will reach the end o its service lie in 2015.




lhd: amphibious assaulT ship – mulTipurpose

Wasp-class LHDs have an improved ight deck and elevator scheme and can accommodate a mix o 31 rotary-wand fxed-wing aircra. LHDs were the frst amphibious vessels designed to carry both the AV-8B Harrier aircra multiple air-cushioned landing cra. Teir enhanced well decks are capable o carrying three air-cushion or thutility landing cra, and they can embark more than 1,680 troops. Wasp-class LHDs have the same Navy and MarCorps command-and-control acilities as the Tarawa class and also have six operating rooms and 600 hospital beds.LHDs are being modifed to operate the MV-22 Osprey and the F-35B Lightning II . USS Makin Island (LHD 8), the o the Wasp-class LHDs to be commissioned, has a gas-turbine propulsion system and an all-electric auxiliary syst







lha (r): amphibious assaulT ship – general purpose (replaCemenT)

Te America-class LHA (R) will optimize the aviation perormance capabilities o the LHD design and will enhaMarine Corps and special operations amphibious assault missions by enabling the deployment o combat orcelonger ranges and greater speeds. Te enhanced capabilities o the uture aviation combat element—coupled with L(R)’s enlarged hangar deck, improved aviation maintenance aci lities, increased aviation uel capacity, and additioaviation storerooms—will add a warfghting dimension not previously available to the joint orce. Te contractLHA 6, the frst ship o the LHA (R) program, was awarded in June 2007 and delivery is scheduled or the end o fyear 2012. Delivery o LHA 7 is tentatively planned or fscal year 2016.

lh (X): amphibious assaulT ship – general/mulTipurpose (neXT)

Te LH (X) will replace all LHD, LHA, and LHA (R) class ships to capitalize on lessons learned with the LHA design. Some o the enhancements or LH (X) will include center-o-gravity/displacement growth margins ansurace interace point aimed at maximizing the combat power o Marine air-ground task orces. From a shipbuildstandpoint, the strategy is to consolidate amphibious ship designs into a single big-deck class and a single small-dclass (based on the LPD 17 hull orm). Tis strategy will support economies across doctrine, organization, trainiequipment, and supplies.




FUTURE AVIATION COMBAT ELEMENT

Te aviation combat element o the uture will consist o the ollowing aircraf:

• 6 short takeo/vertical landing aircra (F-35B)

• 12 tilt-rotor aircra (MV-22)

• 4 heavy-li helicopters (CH-53K)

• 4 attack helicopters (AH-1Z)

• 3 utility helicopters (UH-1Y)

Aviation combat elements are task organized. he exact composition will vary depending on mission requirements.







m ANNed ANd uNmANNed AIrCrAFT

unmanned sysTemsUnmanned aircra systems (UASs) have experienced explosive growth in the past decade and have proved toinvaluable assets or joint orce commanders. UASs are persistent and highly capable intelligence, surveillance, reconnaissance platorms. Tey can be tasked in real time rom long distances across the battle space and can ooperate beyond line o sight. Whether operating remotely or autonomously, the orward ootprint o UASs is minimwith a small contingent embedded in the operational environment and air vehicle and mission payload opera“ying” missions rom the continental United States.



Naval aviatioN tomorrow: a ircraft

Te smaller UAS types usually provide a shorter-duration line-o-sight reconnaissance capability at the unit leTese lightweight, cost-eective UASs have become integral and essential tools or ground and maritime orces ahave become ubiquitous throughout the operational environment. All services currently employ a variety o syste

rom large to small UASs. In addition to these, several demonstration technologies are under way that are pushing boundaries o mission possibilities or unmanned systems. Te X-47B Unmanned Combat Air System Demonstrais developing technologies or a carrier-capable, low-observable UAS that will contribute to ollow-on acquisitprograms such as the Unmanned Carrier-Launched Airborne Surveillance and Strike System and other uture carair wing aircra. Te X-47B made its frst ight in February 2011, and carrier integration activities and surrogaircra testing is in progress to validate the various interaces required to control the aircra.

Te unmanned systems cross-unctional team was established in 2011 to identiy and address issues associated wthe eective development, integration, and felding o unman

systems in the Navy and Marines Corps. Te team is responsor unmanned issues in all domains—air, surace, underand ground. It provides an organizational architecture

coordinate sharing o inormation, enhance collaborat

opportunities, and acilitate the actions o participatorganizations. It also makes recommendations to sen

leaders, coordinates resolution o identifed barriers issues across all stakeholder organizations, and overseesecient felding o unmanned systems.

Te UAS amily o systems provides the Navy and MarCorps with a tiered, joint, interoperable UAS architector battle space awareness, maritime domain awarenorce protection, and orce application required by supporcommanders. UASs are tailored to support specifc olevels, rom strike groups to individual ships, aircrand ground units. Because o their increasing presenimportance, and integration on the maritime and litto

battlefelds, the roadmaps or unmanned systems are nincluded alongside the manned aircra platorms in mission categories they serve.




navy TaCTiCal airCrafTF-35C Lightning II

Te Joint Strike Fighter program is building a tri-service amily o next-generation, “day one”-capable, strike-fghaircra that is exible and survivable. With its all-aspect stealth strike design, internal weapon carriage, ully umission systems, and unreueled combat radius o greater than 600 nautical miles, the Navy’s F-35C Lightning II complement the capabilities o the F/A-18E/F Super Hornet now serving as the Navy’s premier strike fghter. Te F-will enhance the exibility, power projection, and strike capabilities o carrier air wings and joint task orces.

F/A-18E/F Super Hornet / F/A-18E/F Replacement

Tere are a number o enhancements to the F/A-18E/F Super Hornet that will sustain its lethality well into the century. Upgrades include critical growth capability, enhanced survivability, and the ability to land on carriers wa greater quantity o unexpended ordnance without exceeding maximum landing weight. Avionics upgrades or F/A-18E/F Block II include the APG-79 Active Electronically Scanned Array Radar System, the Inrared Search arack System, and advanced sensor integration. Future avionics upgrades wil l enable network-centric operations, whwil l enhance situational awareness and the transer o data to command-and-control nodes. Te Super Hornet also the critical organic tanking mission or carrier air wings, extending the operational reach o the nation’s sea powe

Naval Aviation continues to study the capabilities required when the F/A-18E/F reaches the limits o its service

beginning in 2025. Te assessment is the initial stage o the requirements and acquisition process; it will evaluate a range o considerations or addressing uture Navy needs and recapitalization issues, including manned, unmannand system-o-systems options. Te capabilities assessed during the study will be urther developed and refned throoperational analytical modeling and simulation, potentially leading to an analysis o alternatives and, eventuallcompetitive y-o between various industry proposals or the F/A-18E/F Replacement.



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F/A-18A/B/C/D

F/A-18E/F BL I/II

F/A-18E/F BL II

F-35C





EA-18G Growler / EA-18G Replacement

Te EA-6B Prowler has long served as the nation’s oremost tactical airborne electronic attack platorm. In Decem2001, the Navy completed an analysis o alternatives or electronic attack, laying the oundation or the replacemo the Prowler with the EA-18G Growler . Te Growler leveraged the investments made in the ALQ-218 receiver systwhich is the heart o the EA-6B Improved Capability III program. Te next step is to replace the ALQ-99 actiJamming System with the Next Generation Jammer (NGJ), with an initial operational capability anticipated in 20Development o NGJ is critical to the Navy’s vision or the uture o airborne electronic attack and is a vital compono the Deense Department’s plan to build a joint system-o-systems electronic attack capability. Te EA-18G is alre

in serv ice, and saw its frst combat sorties in Libya. Full operational capability is scheduled or 2015. By 2032, the E18G Replacement aircra will have begun replacing the EA-18G Growler .

E-2C Hawkeye / E-2D Advanced Hawkeye

Te E-2C Hawkeye provides all-weather airborne early warning, airborne battle management, and command-acontrol unctions or strike group and joint orce commanders. An integral component o carrier air wings, the Euses its radar, identifcation riend or oe, electronic surveillance sensors, and ooard data sources to provide ewarning threat analysis against potentially hostile air, surace, and ground targets. E-2C/D usage o Link-11, LinkCooperative Engagement Capability, and a communication suite connects carrier air wings and strike groups at tactical level to the operational level o warare. Te E-2D Advanced Hawkeye will replace the current E-2C aircbeginning in 2014, with the fnal squadron transition scheduled or 2022. Te E-2D’s electronically scanned arradar will provide enhanced capabilities in the overland and littoral environments, while signifcantly improvperormance against clutter and small targets and providing integrated air and missi le deense capabilities. Te Eis currently undergoing ight testing and has been approved or all our years o low-rate initial production. Inioperational capability or the aircra will be October 2014.

Unmanned Carrier-Launched Airborne Surveillance and Strike System

Te Unmanned Carrier-Launched Airborne Surveillance and Strike System (UCLASS) will provide a persistaircra carrier-based reconnaissance and strike capability to support carrier air wing operations beginning in 2018 timerame. Te system will maximize use o existing technology to launch and control the air vehicle, trandata in support o precision strike, and conduct persistent surveillance operations. It will consist o an air vehicl



20322012

EA-18G

E-2C

EA-6B

EA-18G w/ NGJ

E-2D


remote vehicle control-and-connectivity segment, a carrier segment, and connectiv ity to existing Deense Departmtasking, processing, exploitation, and dissemination systems. Te system will be integrated into carrier-controairspace operations and it will be maintained in accordance with standard eet processes as tailored or unmannapplication. It will contain balanced survivability attributes that will be eective in specifed tactical situations. Foracquisition and contracting strategies are in development.




marine Corps TaCTiCal airCrafTF-35B/C Lightning II

Te Marine Corps’s AV-8B Harrier , EA-6B Prowler , and F/A-18A/C/D Hornet aircrawill be replaced with the F-35 Lightning II B and C models. Te Lightning II combinesmultirole, low-observable, fh-generation capabilities with the exibility required orexpeditionary basing. Te F-35 will allow the Marine Corps to provide a wide range o

air operational options and tactical supremacy to task orce commanders.

EA-6B Prowler / Electronic Warfare System of Systems

Te Marine Corps will continue to y the Improved Capability III EA-6B Prowler as acapability bridge to a scalable system o systems able to support the needs o Marine air-ground task orce (MAGF) and joint commanders. Unmanned systems payloads, groundsystems, and joint improvements to the F-35 under development will enable a distributedelectronic warare capability suitable or Marine operations.



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AV-8B

F/A-18A/C/D

EA-6B

F-35B/C

w/ ELECtroNIC AttACk

PAYLoADS




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MH-60r

SH-60B/F


navy heliCopTers




MH-60R/S Seahawk

Te MH-60R and MH-60S multimission combat helicopters are the pillars o the naval helicopter concept o operatior the 21st century. Tese two variants share 85 percent commonality to acilitate maintenance and logist ics suppFor the frst time, they were deployed as carrier air group squadrons embarked on aircra carriers and strike groescort ships under the leadership o carrier air wing commanders. Te expeditionary squadrons deploy as detachmeembarked on LHAs/LHDs, surace combatants, and logistics vessels. Te MH-60R/S aircra are integral componeo littoral combat ship mission modules, with the MH-60R supporting anti-submarine and surace modules andMH-60S supporting surace warare and mine countermeasures modules.

Te MH-60R/S Replacement is envisioned or the 2032 time rame when the Seahawks reach the end o their planservice lives.

mh-60r / mh-60r replaCemenT

Te MH-60R provides surace and subsurace warare support with its airborne low-requency sonar, inverse synthaperture radar with automatic periscope detection and discrimination modes, electronic support measures, an advanorward-looking inrared system, precision air-to-ground missiles, machine guns, and lightweight torpedoes. MH-60R is the only organic airborne anti-submarine warare asset within strike groups and is critical to ensurmaritime dominance.




mh-60s / mh-60s replaCemenT

Te MH-60S multimission helicopter is currently conducting search-and-rescue, combat search-and-rescue, speoperations orces support, air ambulance, anti-piracy, combat support, and eet logistics operations. (Trough the 20the HH-60H wi ll also provide special operations orces support in addition to the MH-60S.) Its utility has been critto successul humanitarian assistance and disaster relie eorts since the devastating 2004 Indian Ocean tsunami. Usthe orward-looking inrared sensor, Link-16, and an array o current and programmed air-to-ground weaponry as was crew-served weapons, the MH-60S operates independently or as part o a “hunter/killer” team with the MH-6or anti-surace warare missions. In addition, the platorm provides critical airborne mine countermeasures as p

o the littoral combat ship mine countermeasures mission package. Using one o our advanced sensor and weappackages to provide detection, localization, and neutralization o anti-access mine threats, these systems enable naorces to operate and maneuver in littoral and blue-water environments.



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HH-60H

MH-60S

MH-53E

MQ-8B


MH-53E Replacement

Te MH-53E Sea Dragon continues to conduct dedicated airborne mine countermeasures and vertical on-boadelivery, heavy-li missions in the eet. Future plans include transitioning the mine countermeasures capability rthe Sea Dragon to the MH-60S and identiying an MH-53E Replacement or the Navy’s uture heavy-li capabilInitial operational capability will be required in the 2026 time rame.

MQ-8B Fire Scout

Te MQ-8B Fire Scout vertical takeo and landing unmanned aerial vehicle is designed to operate rom all air-capaships with the actical Control System. Initial operational capability is planned or fscal year 2013. With the currelectro-optical/inrared payload and other modular mission payloads, Fire Scout has a range o 125 nautical miles can remain on station or up to fve-and-a-hal hours. Fire Scout is operated and maintained by members o a compoMQ-8/MH-60R/S aviation detachment. Fire Scout conducted a military utility assessment aboard USS Halyburton (F40) to develop eet concepts or operation o the system and to support data collection and intelligence, surveillanand reconnaissance or counterpiracy operations in the Gul o Aden and NAO operations o the coast o Libyaaddition, a Fire Scout expeditionary detachment is currently supporting ull-motion video intelligence, surveillance, reconnaissance requirements in Aghanistan.




marine Corps assaulT supporT airCrafT AH-1Z Viper and UH-1Y Venom

Having achieved ull-rate production and initial operational capability or both the UH-1Y and the AH-1Z, ocusthe H-1 upgrade program has shied toward felding and sustaining these capable airrames. H-1 upgrade aircare equipped with a our-bladed rotor system, 10,000-hour airrames, integrated avionics, glass cockpits, signifcanimproved sensors, and helmet-mounted displays, and have vastly increased payload, range, and time-on-station. UH-1Y has supported combat operations in Operation Enduring Freedom since October 2009, and the AH-1Z deploor the frst time in November 2011 alongside the UH-1Y as part o an “all upgrades” Marine expeditionary unit. AH-1Z/UH-1Y combined deployment showcased the advantages o sharing 84 percent o components, signifcanincreasing maintainability while reducing the logistics ootprint and associated training requirements.

MV-22B Osprey

Te MV-22B Osprey is a tiltrotor vertical/short takeo and landing aircra designed as the medium-li replacementthe Vietnam-era CH-46E Sea Knight assault support helicopter. Te Osprey can operate as a helicopter or as a turbopaircra and incorporates advances in composite materials, airoil design, y-by-wire controls, and digital avionichas twice the speed, six times the range, and three times the payload o the aircra it replaces. In February 2011 V-22 program surpassed 100,000 ight hours and has successully deployed multiple times to Iraq and Aghanistan aboard U.S. naval shipping. It currently supports combat operations in the Centra l Command area o responsibil



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AH-1W

AH-1Z

AH-1Z

UH-1N

UH-1Y

UH-1Y

CH-46E

MV-22B

MV-22B





KC-130J Super Hercules

Te KC-130J Super Hercules is a multimission tactical tanker and assault support aircra well suited to the mission neo orward-deployed Marine air-ground task orces. As the replacement or active-component KC-130 model aircrthe KC-130J provides increased speed, range, and survivability; an improved reueling system; and a digital cockwith heads-up display. Te KC-130J will replace reserve KC-130 aircra beginning in 2015, bringing commonality ainteroperability to active and reserve Marine Corps components. With the addition o the Harvest HAWK mission the KC-130J can be rapidly reconfgured into a platorm capable o persistent targeting and precision fres.

CH-53K Heavy-Lift Helicopter Te CH-53D is reaching the end o its service lie and will be retired by the all o 2012. Approaching 30 years o servithe CH-53E is undergoing required sustainment eorts to maintain its heavy-li capability until delivery o the C53K. Expeditionary heavy-li requirements are expanding and will continue to be critical to successul land- and sbased operations. Te new CH-53K will have heavy-li capabilities not possessed by any o today’s platorms, and contribute directly to the increased agility, lethality, and persistence o Marine and joint task orces. Te CH-53K wtransport 27,000 pounds o external cargo to a range o 110 nautical miles, nearly tripling the CH-53E’s li capabilunder similar environmental conditions, while ftting within the same shipboard ootprint. Te CH-53K also will provli capability under high-altitude and hot-weather conditions. Maintainability and reliability enhancements o the C53K will signifcantly decrease recurring operating costs, and will greatly improve aircra eciency and operatioeectiveness. In addition, survivability and orce protection enhancements will dramatically increase protection

both air crew members and passengers, thereby broadening the depth and breadth o heavy-li operational supporMarine and joint commanders.

Cargo Resupply Unmanned Aerial System

Te Cargo Resupply Unmanned Aerial System (CRUAS) eort supports the Marine Corps’s requirements captured in a jourgent operational needs statement to “get trucks o the roads” in combat zones and minimize the threat o improviexplosive devices to logistics convoys. Te system will provide a low-risk, persistent capability or dispersed orces onbattlefeld that will mitigate the requirement or manned ground vehicles to resupply orces in remote locations. CRUwill also augment manned aviation assault support assets and airdrop methods when weather, terrain, and enemy threelevate the levels o risk. A ground control station at a main operating base and a remote terminal atthe drop-o zone will will deliver cargo by air between main logistical hubs and remote

“spokes.” Tis initiative began as a military user assessment in November2011 that will inorm a ollow-on program o record.



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kC-130J

kC-130t

kC-130J

CH-53E CH-53k





marine Corps unmanned TaCTiCal supporT sysTemRQ-7B Shadow

Shadow is an expeditionary, multimission tactical umanned system that provides dedicated reconnaissance, surveil lantarget acquisition and designation, and communications relay to regimental-sized and larger Marine Corps unSince 2007, Shadow systems have deployed to Iraq, Aghanistan, and elsewhere, where they have own more t20,000 combat hours in support o Marine Corps, joint, and allied operations. Four Marine unmanned aerial vehsquadrons now operate 13 Shadow systems.

RQ-21A Integrator

Te RQ-21A Integrator Small actical Unmanned Aircra System will provide a tactical intelligence, survei llance, reconnaissance capability or Navy special warare operators, amphibious assault ships, and Marine Corps battalion- company-sized units. Te Integrator is a 135-pound unmanned aerial vehicle (ully loaded) with a 37-pound paylconsisting o an electro-optical/inrared sensor ball and communications relay package. Te Integrator completedfrst operational test phase in January 2011 at the Yuma Proving Ground in Arizona. Te Marine Corps procured early operational capability systems in 2011. Te Navy will begin procurement in fscal year 2012 with the purchastwo early operational capability systems.

Scan Eagle

Scan Eagle is a 40-pound vehicle with a cruising speed o 50 knots and a ceiling o 15,000 eet. Designed to y missio 15 hours or more, it is used or both land- and ship-based operations. Te Scan Eagle system includes the Sky Wehydraulic launcher, the Sky Hook retrieving system, and a mobile ground-control element. Te vehicle is equippwith a nose-mounted inertial-stabilized camera turret that carries either a digital camera or inrared sensor. Te SEagle system is being used to fll a capability gap on an interim basis; intelligence, surveillance, and reconnaissaservices will be partially replaced by the RQ-21A beginning in fscal year 2013.

RQ-11B Raven B

Te Raven B provides small Marine Corps units with near-real-time reconnaissance and surveillance inormation. system consists o a ground control station, three air vehicles, and a feld support kit. Te system has an endurance oto two hours with a range o 10 kilometers. It provides day/night live video eedback to users by way o a laptop-baground control station with color electro-optical, black-and-white low-light, and inrared payloads. Raven B systeare currently being upgraded to a digital data link.



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rQ-7B

SCAN EAGLE

rQ-11B

WASP III

rQ-21A


Wasp III

Te Wasp III is a micro aerial vehicle that weighs approximately one pound and has an endurance o 45 minutes a fve-kilometer range. It shares a common ground control station with the RQ-11B Raven B. Te Marine Corpfelding 135 Wasp III systems to answer an urgent operational need or additional man-portable unmanned aircsystems. A program o record decision is expected in fscal year 2012 ollowing eet evaluation.




navy mariTime paTrol andreConnaissanCe airCrafTP-8A Poseidon

Te P-8A Poseidon wil l replace the P-3C Orion, which has reached the end o its service lie. Te Poseidon will provbroad area maritime and littoral anti-submarine and anti-surace warare as well as armed intelligence, surveillanand reconnaissance capabilities to joint warfghters. o keep pace with emerging threats, the P-8A eatures a sensor a

communications suite built within an open architecture to acilitate the insertion o state-o-the-art anti-submarwarare sensors, net-ready technologies, and the latest joint weapons throughout its service lie. Te procurement por the Poseidon provides or a orce with the lethality and capacity needed to support strike groups and the joint baorce in any maritime environment. Initial operational capability or the P-8A Poseidon is 2013.

EP-3E Aries / Future Family of Airborne ISR, Targeting, and InformatioOperations System

Te EP-3E Aries is the Navy’s premier manned airborne intelligence, surveillance, reconnaissance (ISR), targeting, ainormation operations platorm. Upgrades to the aircra have created signifcant multi-intelligence, data-usion, acue-to-kill targeting capabilities essential to support current overseas contingency operations. Tough optimized or anti-surace warare targeting mission in the maritime and littoral environments, recent capability upgrades have impro

EP-3E mission eectiveness in supporting warfghters in all environments around the globe. Multi-intelligence sensodata links, and a exible and dependable P-3 airrame ensure eective support to conventional and nonconventiowarare operations. With the end o the EP-X program, Naval Aviation is developing a amily-o-systems construct toin place by the end o the decade to recapitalize the airborne capabilities currently provided by the Aries aircra. Tsystems include the MQ-4C, the Unmanned Carrier-Launched Airborne Surveillance and Strike System and the M8B. Until then, investment in the EP-3E Joint Common Confguration program will ensure Aries mission systems kpace with current and emerging threats.

MQ-4C Broad Area Maritime Surveillance System

Te MQ-4C Broad Area Maritime Surveillance(BAMS) System is an adjunct to the P-8Amultimission aircra. Te MQ-4C will be orward-deployed, operating under the cognizance o the maritime patrol and reconnaissance orceto leverage manpower, inrastructure, andexpertise. Tis land-based system will providepersistent maritime reconnaissance and basiccommunications relay capabilities rom iveoperational sites (orbits) worldwide in supporto leet commanders and coalition and jointorces. he MQ-4C’s persistence, combinedwith networked sensor data, will enable the unmannedaircra amily o systems to meet requirements more eectively.Te MQ-4C completed its critical design review in February 2011. Itsinitial operational capability is scheduled or fscal year 2016 (one orbit); ulloperational capability is scheduled or fscal year 2020 (fve orbits).

Since 2009, a BAMS Demonstrator has served operationally with 5th Fleet, providing near-real-time, high-resolution tactical imagery in support o combat operations. In addition, thedemonstrator acilitates the tactical integration o unmanned aircra systems into eet operations by: validating concepts o operation; developing tactics, techniques, and procedures; and executing training andprofciency ights. Lessons learned are being used in the development o maritime patrol and reconnaissance capabilit



20322012

P-3C

BAMS-D

P-8A

MQ-4C

EP-3E





navy and marine Corps Training, logisTiCs, andoperaTional supporT airCrafTTraining Aircraft

T-6b TeXan ii joinT primary Trainer

Navy and Marine Corps primary pilot training is transitioning to the -6B Texan II as the -34C TurboMentoretired aer more than 30 years o service. Te -6A will continue to be used or naval ight ocer and Air Fo

combat systems ocer training.

T-45C

Te -45C Goshawk will be the single advanced strike trainer or tailhook pilots and naval ight ocers as the -39GSabreliner is retired and the -45A aircra is retroftted to the -45C confguration. All -45A cockpits will be digitithrough the required avionics modernization program, which consists o a glass cockpit upgrade with two multiunctdisplays, mission display processor, recorder, and cockpit controls. Te virtual mission training system program integrate a virtual multimode radar capability into the -45C to enable basic tactical skills training that will prepstudents or the advanced tactical jet aircra o the uture. By 2020, work will have begun to identiy a replacemor the -45C as this aircra reaches the end o its service lie.



20322012

t-6A/B

t-34C

t-39G/N

t-6A/B

t-45C

t-45A/C





T-44 replaCemenT airCrafT

Te -44A Pegasus and the C-12B Huron are both pressurized, twin-engine, fxed-wing aircra used to condmultiengine aircra training or Navy, Marine Corps, Air Force, and Coast Guard pilots. Te -44C, which upgrathe -44A with a digital cockpit, will become the single multiengine training platorm or Naval Aviation. Te Replacement will be in place by 2032. raining in the C-12B will be discontinued in 2012.

Th-57d sea ranger roTary and TilTroTor Trainer

Te H-57D Sea Ranger will replace the H-57B/C as Naval Aviation’s single rotary-wing and tilt-rotor aircra train

platorm. Future upgrades will include a digital cockpit and passenger protection to enhance training and saety ato match more closely the capabilities o Navy and Marine Corps eet rotary-wing platorms.



20322012

t-44A/C

tC-12B

tH-57B/C tH-57D





Navy-Unique, Fleet-Essential Airlift

Navy-unique, eet-essential airli provides combatant commanders with short-notice, ast-response, intrathelogistics support when and where it is needed. Tis amily o aircra platorms delivers medium- and heavy-capabilities in support o the eet. Designed primarily to provide a reliable and highly exible airborne logiscapability or the wartime movement o personnel and heavy cargo, these aircra respond to immediate demandsthe movement o essential eet personnel and cargo to mobile sea-based orces worldwide.

Te Marine Corps considers the C-9B to be an operational support airli asset. Marine Aviation is pursuing the C-4

as the C-9B Replacement Aircra to meet its medium-li requirements.

C-40a Clipper

Te C-40A Clipper is a Boeing 737-700 next-generation aircra equipped with an oversized cargo door that omultiple passenger and cargo confgurations. Te Clipper is replacing the aging C-9 Skytrain and C-20G Gulfstreeet. Te venerable C-9 has served the eet exceptionally well or years, but with an average aircra age o more t36 years maintenance costs are steadily rising. Te C-40A has increased range, capacity, and uel eciencies to suppsea-based logistics.

kC-130j herCules

Te KC-130J will replace the C-130. With increased perormance, uel eciency, and maintenance reliability,

KC-130J is ully compliant with the Communications Navigation Surveillance/Air rac Management System comes equipped with an electronic ight deck. Scheduled or delivery in fscal year 2017 this aircra can transportto 35,000 pounds o cargo (or 75 passengers) 1,800 nautical miles at 350 knots.



20322012

C-9B

C-40A

C-130t

C-40A

kC-130J





Operational Support Aircraft

Operational support aircra are used to transport high-priority passengers and cargo when requirements aretime-, place-, or mission-sensitive. Tey are stationedworldwide and perorm critical airli missions or thegeographic combatant commanders to and rom remotelocations where commercial sources are not available

or viable.uC-12W huron

he Marine Corps is replacing UC-12B/F aircratwith the UC-12W Huron, which will provide light-licapability through 2032. With a crew o three and amaximum range o 1,900 nautical miles, the Huron cantransport up to eight passengers while ying at a speedo 279 knots at an altitude o 35,000 eet. Te UC-12Wis a deployable light-li aircra equipped with aircrasurvivability equipment and has the radios necessary to operate in the Marine Corps Aviation

Command and Control System.

uC-35 eXTended-range replaCemenT

Te UC-35C/D aircra provides high-speed transport ororward-deployed Marine orces that have time-sensitivepassenger and cargo requirements. Operating orcesrequire a jet transport with increased range and improved

passenger and cargo capabilities. Te UC-35 Extended-Range Replacement aircra will meet these needs.



20322012

UC-12B/F

UC-35C/D

C-20G

UC-12W

UC-12W

UC-35Er


C-20g replaCemenT

Marine Corps Aviation has identifed a need to replace the C-20support Marines. Range, payload, and perormance characterisimilar to those o the C-20G will be required.






UC-12F/M

C-26D

C-20A/D

C-37A/B

C-37A/B

20322012


C-12 Replacement

A C-12 Replacement aircra will be identifed to replace the Navy’s currenteet o UC-12F/M Huron and C-26D Metroliner aircra to provide light-licapability through 2032.

C-37A/B Gulfstream G550

Te C-37A/B Gulfstreamexecutive transport aircra replaces the aging C-20A/Dto provide senior Navy Department personnel with high-speed, long-range

transportation with a secure communications capability. Flying at speeds up to585 knots, the G550 can travel 6,750 nautical miles at 45,000 eet and transport12 or 14 passengers depending on how it is confgured.




speCialized naval airCrafT



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E-6B

F-5N/F

F-16A/B


E-6B Mercury

Derived rom Boeing’s 707 aircra, the E-6B supports U.S. Strategic Command with command, control, andcommunications capabilities to direct and employ strategic orces. Designed to support a exible nuclear deterrentposture, the E-6B uses very-low-requency emergency communications or U.S. Strategic Command airbornecommand post missions and airborne launch control o ground-based intercontinental ballistic missiles. TeBlock I program (initial operational capability in 2013) is designed to improve the mission communicationsystems o the aircra and increase eciencies between airborne command post and Navy communicationspersonnel. Te internet protocol/bandwidth expansion program (2013) and the Block II program (2015) bothprovide increases in line-o-sight and satellite-based data links to allow or greater data throughput supportinghigh-capacity communications. Te service lie extension program (2011) ensures continued airrame viabilitywell into the 21st century.

F-5N/F Tiger II and F-16A/B Fighting Falcon

Navy and Marine Corps adversary squadrons provide advanced training support to active-duty squadrons. TeNavy and Marine Reserve squadrons dedicated to this mission employ the F-5N and F-5F Tiger II as well as F/A-18A+ Hornet s. Te Naval Strike Air Warare Center in Fallon, Nev., maintains a eet o 14 F-16A/B Fighting Falconsthat provide dissimilar, ourth-generation threat replication. Adversary squadrons provide opposing orces orlarge orce exercises, unit-level training, and eet replacement squadron training, and are a key component oradvanced tactical eet training. A replacement platorm is envisioned in the 2025 timerame or the F-5 and F-16.




C-2A Greyhound / Future Carrier Onboard Delivery Aircraft

Te C-2A Greyhound is the Navy’s medium-li/long-range logistics support aircra, transporting high-priority carmail, and passengers between carrier strike groups and orward logistics sites. It can deliver a combined payload10,000 pounds a distance o 1,000 nautical miles, and the interior cabin can be easily rearranged to accommodpassengers, litter patients, or time-critical cargo. Te large cargo ramp at the rear o the aircra allows rear loadand unloading or ast turnaround and can be operated in ight to air drop supplies and personnel. Equipped wan auxiliary power unit or unassisted engine starts, the versatile Greyhound can operate independently rom remlocations. Te aircra is undergoing several modifcations and a serv ice lie extension program, which include structuenhancements, improvements to the avionics system, rewiring, and a new propeller system. Tese modifcations extend the Greyhound ’s service lie until a Future Carrier Onboard Delivery Aircra can be felded. Initial operatiocapability will be required by 2026.

VXX Replacement Presidential Helicopter

A replacement is under development or the 35-year-old VH-3D and the 25-year old VH-60N helicopters, currenproviding transportation or the President o the United States, oreign heads o states, and other dignitaries as direcby the White House Military Oce. Te Replacement Presidential Helicopter (VXX) will provide a hardened, mocommand-and-control transportation capability and a system o integrated systems necessary to meet current uture presidential transport mission requirements.



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C-2A

VH-3D

VH-60N





WeApONS

long-range sTandoff Weapons AGM-84H/K Standoff Land-Attack Missile – ExpandedResponse

Te Stando Land Attack Missile–Expanded Response (SLAM-ER) is a long-range, highly precise, air-launched strike missile capable o attacking fxed and mobile land targets as wellas surace ships. erminal control o the weapon is achieved when the pilot designates theimpact point on the imaging inrared scene transmitted by the weapon to the cockpit display.Man-in-the-loop commands are sent to the SLAM-ER by way o a data-link pod carriedby the launching (or secondary control) aircra. An analysis o alternatives is defning aollow-on weapon solution to meet the maritime stando strike mission currently flledby SLAM-ER and Harpoon Block 1C.

AGM/RGM-84D Harpoon Block 1C

Te Harpoon Block 1C is an air- or surace-launched, anti-ship, all-weather cruise missile

that employs an autonomous active radar seeker to attack a wide variety o surace shiptargets rom stando ranges. Te Harpoon, which entered service in 1977, is currently carried by F/A-18 and P-3C aircra as well as a portion o the Navy’s DDG-51 andCG-47 surace ship classes. Numerous air, surace, and submarine platorms currently deploy Harpoon or 27 international customers. An analysis o alternatives is beingconducted to scope and defne a ollow-on weapon solution to meet the maritimestando strike mission currently addressed by SLAM-ER and Harpoon Block 1C.

Tomahawk Land-Attack Missile

Te Tomahawk Land Attack Missile is a long-range, subsonic cruise missileused or deep land attack warare that is launched rom U.S. Navy surace

ships and U.S. Navy and United Kingdom Royal Navy submarines. Tere arecurrently three main versions: the Block II nuclear variant, which containsthe W80 warhead; the Block III conventional variant, which can carry eithera 1,000-pound unitary warhead or a submunition-dispensing warhead;and the Block IV, or actical Tomahawk, which is network-enabled andcapable o changing targets while in ight. Tomahawk provides on-scenecommanders with the exibility to attack long-range fxed targets orto support special operations orces with a lethal, responsive, preciseweapon system. Potential uture capabilities or the Tomahawk Block IV include improvements to the warhead (the Joint Multiple EectsWarhead System) and a maritime interdiction multimission capability (Multimission Tomahawk). Te ormer system will demonstrate the



20322012

SLAM-Er

HArPooN

toMAHAWk BL II/III

toMAHAWk BL IV

Naval aviatioN tomorrow: weapoNs

military utility o a programmable warhead with increased eects o penetration and blast against ull range o targets, rom area to hardened targets. Multimission Tomahawk adds a moving tarseeker and upgraded data link to the existing actical Tomahawk missile. Te Tomahawk progr

oce is currently investigating industry seeker technologies or maritime interdiction that copotentially be integrated into the existing Block IV weapon system. Additional studies have b

initiated to develop a next-generation supersonic cruise missile capability or Tomahawk twill increase responsiveness against time-critical targets.




mid-range sTandoff Weapons AGM-88E Advanced Anti-RadiationGuided Missile

he Advanced Anti-Radiation Guided Missile (AARGM) upgradeprogram transorms a portion o the existing AGM-88 HARM inventory into lethal strike weapons with enhanced time-critical strike and precision

attack capabilities. Te AARGM upgrade includes: an advanced digitalanti-radiation homing receiver or greater sensitivity and enhanced airdeense system capabilities; an active millimeter wave terminal radar toincrease lethality against modern air deense units, such as surace-to-airmissile radars that use radar shutdown and countermeasures designedto deeat anti-radiation missiles; inertial navigation/global positioningsystems; a weapon impact assessment transmitter to aid and cue thebattle damage assessment process; and an integrated broadcast servicereceiver or network-centric connectivity reception o o-board targetinginormation. AARGM correlates multiple sensors and geo-speciiccapabilities to locate and attack both stationary and fxed targets withprecision while countering enemy tactics designed to deeat anti-radiation

missiles. Initial operational capability or AARGM is fscal year 2012.

AGM-154 Joint Standoff Weapon

Te Joint Stando Weapon (JSOW) is a joint amily o armaments thatpermits Navy and Air Force aircra to attack targets at increased stando distances. Te weapon uses inertial navigation/global positioning systemsor guidance. JSOW provides low- and high-altitude launch capabilitiesto enable launch platorms to remain outside the range o deenses,enhancing aircra survivability. All JSOW variants share a common body but can be confgured or use against area targets or bunker penetration.Te JSOW-C unitary variant adds an imaging inrared seeker and an

autonomous target acquisition capability to attack targets with precisionaccuracy. Te JSOW-C-1 will incorporate new target tracking algorithmsinto the seeker and a strike common weapon data link, giving joint orcecommanders an aordable, air-delivered, stando weapon eectiveagainst moving maritime targets as well as fxed land targets. Te systemwill maintain JSOW-C unctionality to be eective against targets inor through adverse weather conditions, in both day and night. Usedin conjunction with accurate targeting inormation and anti-radiationweapons, JSOW-C-1 will deeat enemy air deenses.

Small-Diameter Bomb Increment II

Te Small-Diameter Bomb Increment II (SDB II) is a joint program thatwill provide warfghters with the capability to attack mobile targets atstando ranges in all types o weather. Tis 250-pound-class weaponaddresses the ollowing additional requirements: multiple ordnancecarriage; precision munitions capability; reduced munitions ootprint;increased weapon eectiveness; minimized potential or collateraldamage; reduced susceptibility o munitions to countermeasures; and anincremental development path to a network-centric operations capability.SDB II integration is planned or the F-35B/C Lightning II .



20322012

HArM BL V HArM BL V / AArGM

JSoW-A/C JSoW-A/C-1

SDB II





direCT-aTTaCk WeaponsGeneral Purpose Bombs

Mark 80/BLU series General Purpose 500-, 1,000-, and 2,000-pound bombs provide blast and ragmentation eagainst a variety o non-hardened targets and are used extensively or direct attack, close air support, and suppressmissions. Te thermally protected warhead is used or Joint Direct Attack Munitions (JDAMs), Laser JDAMs, DMode Laser-Guided Bombs (DMLGBs), and Low Collateral Damage Bombs (LCDBs). General Purpose bombs expected to remain in the inventory through 2032.

Laser Joint Direct-Attack Munition

Te Laser JDAM is a retroft weapon that converts laser-guided bombs currently in the inventory to a dual moconfguration using common components. Te retroft replaces the existing computer control group with inernavigation/global positioning systems that provides fre-and-orget, all-weather terminal guidance. Te retroft stratstreamlines qualifcation timelines, putting a new weapon in the hands o warfghters that much aster. Te Direct-AttMoving arget Capability (DAMC) is intended to provide naval and joint warfghters with a lethal, interoperable, cost-eective precision strike weapon system that can engage moving, semi-mobile, and stationary targets. DAMwill be retroftted to the JDAM weapon and reach initial operational capability in 2012.

Low Collateral Damage Bomb

Te LCDB is ideal or modern urban warare where targetdiscrimination between riendly, noncombatants, and enemy orces requires exceptional blast control. LCDB provides areduced blast that yields lower collateral damage and adheresto the rules o engagement currently dictated by U.S. CentralCommand. A precision strike weapon, LCDB can be usedwith the same guidance kits as those used or laser-guidedbombs, DMLGBs, JDAMs, and Laser JDAMs. LCDB is theresult o a modifcation o an existing weapon system, whichreduced its design, production, and sustainment costs.



20322012

GP BoMBS GP BoMBS

JDAM

LGB

LCDB LCDB




20322012

MAVErICk

HELLFIrE

JAGMtoW

roCkEtS

APkWS II


Joint Air-to-Ground Missile

Te Joint Air-to-Ground Missile (JAGM) is a joint Army-Navy initiative, with the Army designated as the lead servIt is an all-weather, direct-attack, 100-pound-class weapon system that will use a tri-mode seeker (semi-active lamillimeter wave radar, and imaging inrared), multipurpose warhead, and single confguration rocket motor to desthigh-value hardened and non-armored stationary and moving targets. JAGM as a direct-attack capability is envisioas the eventual replacement or the AGM-114 Hellre, AGM-65 Maverick, and tube-launched, optically tracked, wguided missile systems. Treshold platorms include the AH-1Z, the MH-60R, and other joint service manned unmanned aircra. It is expected to reach initial operational capability in fscal year 2016 or the AH-1Z and fscal y2017 or the MH-60R.

Advanced Precision Kill Weapon System II

Te Advanced Precision Kill Weapon System II (APKWS II) provides precision guidance to the existing Hydra 70, 2inch rocket system by placing a laser-guided seeker on existing rocket motors and warheads. APKWS II providesexcellent low-cost, mid-range weapon that is well suited to urban environments. Accurate to within two meters oaim point, the weapon will destroy target sets consisting o personnel, unarmored vehicles, lightly armored vehicarmored personnel carriers, structures, and man-portable air deense systems at ranges rom one and a hal to kilometers. Initial operational capability is expected in fscal year 2012.




Low-Cost Guided Imaging Rocket

Te Low-Cost Guided Imaging Rocket (LOGIR) is a 2.75-inch rocket with a ront-end imaging/inrared guidakit. In 2012, the LOGIR team rom the weapons division o the Naval Air Warare Center will completethe inal deployment testing. Preliminary results exhibit excellent unctionality. Inaddition, researchers have made signiicant theoretical advances thatwill lead to the elimination o nearly all image processingthresholds—technologies that are now beingincorporated into LOGIR.




TorpedoesMK-54

By 2032, the MK-54 will have replaced the current inventory o MK-46 and MK-50 lightweight torpedoes. Te MK-54 created by combining the homing section o the MK-50 with the propulsion unit and warhead o the MK-46 (improor better perormance in shallow water), and adding commercial o-the-shel technology. Te MK-54 has both anaand digital fre control capabilities in addition to a soware upgrade capability. Aircra capable o employing the MKare the SH-60F, MH-60R, P-3C, and P-8A (in 2013). Stil l in the design phase, a special variant o the MK-54—the Hi

Altitude Anti-Submarine Warare Weapon—is an air-launch accessory that allows fxed-wing aircra to employ MK-54 torpedo outside the current air-launch envelope. Beginning in 2016 this variant will provide the P-8A Poseidwith the ability to engage undersea targets with precision at high altitude and long range without the need or dedicaattack runs. Future developments may include a data link allowing in-ight control and mid-course guidance by 2019.



20322012

Mk-46

Mk-50 Mk-54

Mk-54





air-To-air Weapons AIM-9X Block II/P3I Sidewinder

Te AIM-9X Sidewinder is a major upgrade to the AIM-9M short-range air-to-airmissile that provides U.S. fghters with the ability to deeat tomorrow’s advanced threats.Te AIM-9X system contains a ocal-plane-array guidance-control section, a highly maneuverable airrame, and signal processors that enhance kinematics and inraredcountermeasure capabilities. Te AIM-9X Block II/Pre-Planned Product Improvement (P3I)program will provide warfghters with increased lethality, high o-boresight capability, and adata link to take ul l advantage o increased kinematics and range. When combined with theJoint Helmet-Mounted Cueing System, AIM-9X provides a “frst-look, frst-shoot” weaponoption. Sidewinder was originally a “within visual-range missile”; with modernization, ithas become a “beyond visual-range missile.”

AIM-120D/P3I Advanced Medium-Range Air-to-Air Missile

Te Advanced Medium-Range Air-to-Air Missile (AMRAAM) is felded on the F/A-18A/B/C/D Hornet , F/A-18E/F Super Hornet , EA-18G Growler , and AV-8B Harrier .

AMRAAM will also be util ized by the F-35. Te AIM-120D program modernizesprior versions o this missile to maintain a beyond-visual-range engagementcapability. Tis modernization plan includes an enhanced data link, a GPSsystem, improved high o-boresight capability, enhanced kinematics, andimproved electronic counter-countermeasures capabilities through sowareupgrades. Initial acceptance o the AIM-120Ds began in 2009.



20322012

AIM-9M

AIM-9X

AIM-7

AIM-120A/B/C

AIM-9X BL II/P3I

AIM-120D/P3I








non-kineTiC Weapons AN/ALQ-99 Tactical Jamming System

Te AN/ALQ-99 is the primary electronic attack capability carried on Navy and Marine Corps EA-6Bs and Navy E18Gs. Introduced during the Vietnam War, it consists o up to fve externally mounted transmitter pods and an onbosystem. Te system jams high-power surveillance, acquisition, and tracking radars. Te onboard system interceand automatically processes radar signals to jam diverse radar threats with very high radiated power. Te moduarchitecture o the jammer system, which acilitates optimizing transmitters and antennas or a given requency ranalso acilitates tailored mission confgurations. Te EA-6B and EA-18G can carry up to fve ALQ-99 tactical jammpods—two under each wing and one under the uselage.

Next Generation Jammer

Te Next Generation Jammer (NGJ) will replace and improve the capability currently enabled by the AN/ALQsystem, providing a signifcant enhancement to the EA-18G’s capabilities at reduced operations and sustainment coNGJ mitigates growing ALQ-99 obsolescence and inventory issues and provides higher availability and capabilitywill be a vital component o the joint airborne electronic attack system o systems. Te EA-18G, and eventuallyF-35, will employ NGJ as the electronic attack payload. Te NGJ will allow the Department o Deense to condelectronic warare on a broader and more integrated basis than is currently possible. It will be a stand-alone ascapable o perorming a variety o unctions over a wide section o the electromagnetic spectrum. Like the ALQactical Jamming System it will replace, NGJ is designed to be a wide-spectrum jammer that can be used in a vario dierent missions and scenarios. It is scheduled or initial operational capability in 2020.




making our vision real



makiNg our visioN real




T C Tt

ransitions are complex and must be planned, coordinated, and executed very careully. Many entities are involved: the program oce responsible or

the transitioning platorm or system; personnel rom Naval Air System Command(NAVAIR) who provide the program oce with the technical expertise necessary to enact the transition; Director, Air Warare (N88), which connects warfghtingrequirements to resources and unding; the sta o the type wing commander,responsible or both the incumbent and transitioning type/model/series aircra; eetintroduction teams that represent the concerns o the squadrons that actual ly y, operate,and maintain new aircra and systems; and the eet itsel, on whose shoulders rests theresponsibility to maintain specifc warfghting capabilities with old platorms while learningto y and tactically employ new ones.

Te squadron is where much o the heavy liing occurs. Pilots and naval ight ocers already qualifed in one type/model/series aircra must be cycled back through the eet replacement squadronto learn how to y and operate new platorms and systems. Aircrews transitioning rom the SH-60B/Fhelicopter to the MH-60R/S, or example, change to a “glass” cockpit where inormation on airspeed,attitude, altitude, heading, engine perormance, and more is presented on a video display instead o analoggauges. SH-60 maintenance crews must be trained on how to fx and sustain the MH-60 while remainingqualifed to preserve the SH-60 until it is completely gone rom the squadron.

Integrating air and ship systems, such as the Electromagnetic Aircra Launch System (EMALS), pose additiodesign, test, and installation challenges. EMALS is a completely new launch system designed or a new carrier clthat required simultaneous system and ship design, as well as the design and construction o a test acility at LakehuSince the test acility had to be completed frst, it accelerated many design decisions or the overall system and




ship, such as the confguration o the EMALS trough. While launch energies and other key perormance parameters walready known, EMALS hardware had to be designed and tested to meet many other shipboard requirements, suchshock, vibration, deck loads, electromagnetic eects, and the impact o the harsh ight deck environment on the launmotors located in the trough (salt spray, heat, cold, humidity, fre extinguishing agents, etc.).

Another challenging transition is integrating unmanned systems into the air wing o the uture. Te Unmanned ComAircra System Demonstrator program will help manage this risk through the phased testing o shipboard digmessaging and a control architecture using manned surrogates and the X-47B unmanned aircra or operations and around the carrier, including launch and recovery. Te program will ensure that the technologies and operatio

procedures are available to support Unmanned Carrier-Launched Airborne Surveillance and Strike System developm

Te Aviation/Ship Integration team is the executive agent or upgrading legacy ships to meet new aviation requiremeNAVAIR teams support Naval Sea Systems Command at the Program Executive Oce (PEO) or Carriers,

PEO or Littoral Combat Ships, and the PEO or Ships to meet the aviation requirements o new vessels suas Ford -class carriers, Freedom/Independence-class littoral combat ships, Zumwalt -class destroy

Spearhead -class joint high speed vessels, and LHA (R). Te Aviation/Ship Integration team leveramid-lie availabilities o carriers and amphibious assault ships to incorporate major aviat

acility upgrades. An example o this is the joint eort between NAVAIR, Naval Systems Command, and the F-35 Joint Program Oce to manage the integrat

o F-35Bs with LHDs and F-35Cs with CVNs.

Te sum o all t ransitions across the Naval Aviation Enterprise is subject to realities o current and uture deense fscal environments. Tis act, coupwith the increasing complexity o new products and the rising costs to maint

current inventory, presents signifcant challengeterms o aordability. Even as we test and deli

new platorms and systems, we must aupgrade and maintain those currently

the eet, and do so throughout thcomplete lie cycles—which can

30 years or more.

Te ollowing section outlines several initiatives and concepts that are helping Naval Aviation fght better, organizresources more eectively, and meet the many challenges o transition in the coming decades. Here also are descriptio the vital tools and capabilities at Naval Aviation’s disposal that are implementing the vision.




itt Cct AIr-SeA b ATTLe

Te Air-Sea Battle concept leverages current and uture military and technological capabilities that reect unprecedenNavy, Marine Corps, and Air Force collaboration, cooperation, and resource investments. Te capabilities needed to cond

operations described in Air-Sea Battle will inorm Department o the Air Force and Department o the Navy investmplanning and drive institutional change in both departments. Te Air-Sea Battle concept is both a natural and deliberevolution o U.S. power projection and a key supporting component o U.S. national security strategy or the 21st centAir-Sea Battle is a limited operational concept that ocuses the development o integrated air and naval orces to addevolving anti-access and area denial threats—i.e., the ability o an adversary to deny entry o U.S. orces into a theateoperations (anti-access) or to prevent the maneuver o U.S. orces within an area (area denial). Tis concept exploits aimproves on the advantage U.S. orces have in operating across domains. Tis advantage is essential to deeat increasinsophisticated weapon systems such as homing ballistic missiles and supersonic cruise missiles.

Te Air-Sea Battle operational design employs a networked and integrated attack in depth to disrupt, destroy, and deanti-access and area denial threats. Networked actions are tightly coordinated in real time across domains by missiorganized physical and human networks able to command and control air and naval orces in a contested environm




Te orces they direct are organized to conduct integrated operations across all domains: attacking in depth to disrthe ability o adversaries to use command and control to employ anti-access and area denial weapon systems; destroy

or neutralizing weapon systems within eective range o U.S. orces; and deeating an adversary’s weapons to preseessential joint orces to sustain oensive and deensive operations.

Aging hardware, the accelerating anti-access and area denial threats to global stability, and U.S. national interdemand the adoption o a smarter, more collaborative approach to addressing this challenge. Air-Sea Battle provideramework to deter, deend against, and deeat aggression by adversaries employing anti-access and area-denial strateand capabilities. It will also advance the longstanding U.S. role as a trusted partner to maintain the saety and openno the global commons.




neTWorking and informaTion dominanCeWarfghters consistently ace the challenge o understanding the battlefeld, exploiting inormation, and applythat knowledge to achieve victory. Te concept o “inormation dominance” opens new horizons or Naval Aviatto use inormation against adversaries to achieve eective kinetic and non-kinetic results. Te benefts o masterinormation as a main battery o U.S. naval warfghting capability include compressed kill chains, enhanced lethalincreased survivability, synchronized eects, and reduced ratricide and collateral damage.

Naval Aviation will leverage the inormation dominance revolution by improving the core networking capabilitie

tactical data links such as Link 16, common data links such as Hawk Link, and critical enabling networks such as Cooperative Engagement Capability and uture capabilities as they mature. Naval Aviation assets will increasintap into the global inormation grid through redundant and exible pathways to enable command and contcoordination, and enhanced mission execution. In the uture, platorms, weapons, systems, and operators mcognitively collaborate within the battle space to assemble inormation and knowledge that al low U.S. orces to maina decisive advantage over their adversaries. We will pursue these game-changing capabilities through the employmo advanced networking technologies.

Te inormation dominance guiding principle o “every platorm a sensor; every sensor networked,” is drivincloser relationship between the Naval Aviation Enterprise (NAE) and the Naval Inormation Dominance Enterp




(NIDE). In a time o decreasing resources, substantial investments in platorms and systems must be leveraged atheir capabilities integrated across all missions and domains through exible, adaptive networks. Creating a networamily o systems will generate eects greater than the sum o individual components.

o achieve alignment, the NAE and NIDE are laying the oundation or compatible processes to deliver integracapability. Te primary tools are the Naval Aviation integrated capabilities packages and the inormation dominaroadmaps such as intelligence, surveillance, and reconnaissance and integrated targeting and fre control. Requiremeresourcing, acquisition, validation, and science and technology eorts will be synchronized among the enterpriSolutions such as common waveorms, radios, and network management approaches, and modular computenvironments will culminate in machine-to-machine collaboration at the mission soware application level.

Tis collaboration o platorms and systems will frst aim to deliver sucient targeting or uture weapons, enablmore exibility with less complexity. Te right technology solutions wil l also enable better fre control, electronic warbattle management, sensor usion, and unmanned systems. Follow-on increments will lead to a collaborative amo systems where platorms, weapons, and unmanned systems are capable o joining an integrated, survivable, aexible network and discovering other nodes o inormation. Tese assets will rapidly assemble actionable knowlein an ad hoc manner and work together across domains, providing dynamic mission execution as never beore.







inTegraTion and inTeroperabiliTyoday’s exceedingly complex and interdependent weapon systems cannotbe viewed individually—they require a system-o-systems approach indeveloping warfghting capability. o be successul, they must be resourced,developed, tested, and felded as integrated and interoperable systems.

Te development, integration, and testing o weapon systems to deliver air,surace, and subsurace mission capabilities is an inherently governmentalunction. he expertise and tools necessary to improve the delivery o integrated capabilities reside within the Navy; government system engineersin the systems commands and warare centers are ocused on essential missionengineering. Te government’s role is leveraged to provide technical authority across program boundaries to ensure the integrity o mission requirementsis maintained as systems are integrated. Improvements are underway totranslate operational capability at the mission level more eectively intosystem requirements at the program level. Warighting gaps are beingidentifed and resolved while systems are in development, beore they arefelded. Te development and test capabilities o the systems commands’and warare centers’ laboratory and range inrastructures are being linkedtogether to create a realistic operational environment to horizontally integratesystems as well as to validate warfghting capabilities across all domains priorto system deployment. In addition, mission-level processes and tools thatocus on developing, integrating, testing, and delivering warfghting eectsat best value are being implemented and institutionalized. Tese tools are theenablers to support data-driven decision-making on warfghting capability.




reduCing ToTal oWnership CosTsA big part o acquisition strategy is program cost and perormance improvement, which begins with a sounderstanding o requirements, a clear description o what is being procured, and a systematic understandingwhen capabilities and costs are out o synch. During execution, we must balance marginal increases in capabigains versus disproportionate increases in cost to attain the optimum aordable solution. By evaluating how varibaseline assumptions inuence a program’s cost and schedule requirements, we determine technical and programmrisk and uncertainty.

Te V-22 program is an example o total ownership cost reduction at work. Te V-22 cost-per-ight-hour budestimates were developed several years beore the aircra was felded using comparisons with existing rotary- afxed-wing aircra. Te estimate incorporated reliability predictions and repair capability assumptions that were bethe actual cost per ight hour once the aircra became operational. Te V-22 team implemented a plan to reduce coas well as improve readiness through a variety o initiatives, including reliability and maintainability improvemenmaintenance concept changes, additional repair capabilities, improved repair turnaround times, repair price reductioand changes to contract strategy. By June 2011, these eorts resulted in the V-22’s cost per ight hour decreasingnearly 30 percent over the previous two fscal years.

Complete transparency o perormance data is a vital requirement or the successul management and executionacquisition programs. We have made great strides in the past ew years transorming program data into graphic ormthat acilitate understanding and analysis, eectively transorming data into actionable inormation. Te “commainormation center” (CIC) concept in particular has helped organize critical program planning and perormance dor integrated analysis, issue identifcation, action planning, prioritization, decision making, and corrective actollow through. Te CIC has been deployed at both the program and command levels.

Six ocus initiatives are helping to provide the insight, tools, and business processes targeted to enable “should-cmanagement” and achieve better buying power, reduced acquisition cycle times, and lower total ownership cowithin the Naval Aviation portolio:

• Te total ownership cost transparency initiative identifes the drivers o total lie-cycle costs or both legacy anew acquisition programs. A portolio analysis capability wil l also acilitate cross platorm/program analyses astrategic aordability assessments. Understanding o programmatic, technical, and cost-related issues provithe basis or cost reduction, cost avoidance, and inormed should-cost management opportunities.

• Te contractor cost structure and rates initiative is targeted to develop an understanding o contractors’ cost and rate structures and the business pressures and decisions thatdrive cost and rate growth in our programs. Te objective is to engageNaval Air Systems Command (NAVAIR), the DeenseContract Management Agency (DCMA), andindustry to target greater eciency and aordability.




• Te supplier network initiative’s objective is to work with DCMA and other Deense Department services to devea comprehensive understanding o who is supporting Naval Aviation Enterprise programs and to identiy progrand portolio risks and opportunities or risk mitigation and cost improvements.

• Te production management initiative recognizes that NAVAIR’s current portolio o programs is shiing ra research-and-development-centric to a production-centric mode, and we must have insights into productplanning and perormance, as well as into the processes, tools, training, and business disciplines to manage prod

quality, delivery, and cost perormance.• Te business collaboration initiative engages industry in a three-tiered strategy ocused on obtaining grea

eciency and productivity. Te Joint Management Council (JMC) is an important par t o NAVAIR’s overarchbusiness collaboration strategy with industry and directly supports better buying power initiatives. Te JMC loat critical common processes such as supplier management, production/manuacturing/cost-o-poor-quality raproposal quality/cycle time, and alignment with government science and technology to illuminate aordabiand cycle-time reduction opportunities. Te JMC examines these issues within a portolio o programs andconsidered the middle level o NAVAIR’s tiered engagement strategy. In contrast, the program management revis a lower-tier process ocused on program-specifc issues and the business collaborative exchange is the upper-process looking at enterprise-wide issues and NAVAIR strategic initiatives.

• Te enculturation (or “changing the culture”) initiative helps build the proessional work orce or total owners

cost improvements through eective should-cost management. Enculturation includes the disseminationskills and knowledge through ocused training and development, assisting program oces with planning amanagement through project consulting, and managing knowledge.

We are making progress on our transition chal lenges using Naval Aviation Enterprise principles and by collaborating with industry, DCMA, and other Deense Department services on specifcareas o improvement. Te goal is to develop and incorporate acquisitionstrategies and business eciencies that enable eective should-cost management and reduce the total ownershipcosts o our platorms and systems.







airspeed

AIRSpeed is the name o the Naval AviationEnterprise’s continuous process improvementeort. Tis term encompasses al l improvementtools and methodologies that produce readiness,improve quality o lie or Sailors, Marines,and civilians, and assist with meeting costconstraints. Te industry-proven tools usedunder the AIRSpeed eort include heory

o Constraints, Lean, Six Sigma, barrierremoval teams, and Kaizen initiatives. Teirapplication to the processes associated withNaval Aviation maintenance, supply, andadministration is driving the developmento improved operating practices that delivergreater readiness with greater eiciency.Because o its scope and exibility, AIRSpeed can be tailored to the needs o multiple areaswithin the Naval Aviation Enterprise. AIRSpeed enables readiness production by increasingthe speed, reliability, and predictability o

the processes associated with integratedmaintenance and supply replenishment. It hascontributed to reductions in the cycle time o aircrat, engine, and component repair andoverhaul, leading to ewer items in the repairpipeline and more o them available or eetuse. Within the systems commands, AIRSpeed and similar continuous process improvementtool sets reduce the response times and costs o processes employed in the course o acquiring,testing, and sustaining new aircra, weapons,and their related systems.




marine Corps Command and ConTrolTransformaTion

One o Marine Corps Aviation’s highest priorities is to ensure that the Marine Air Command-and-Control Syst(MACCS) is prepared or emerging operational environments while it continues to support current operations. Tsystem enhances capability by improving deployability, exibility, adaptability, Marine air-ground task orce (MAGintegration, data usion, and training.

All uture enhancements to MACCS will ocus on the “command” aspect o aviation command and control. By leveragtechnological advancements and innovation to increase capability, MACCS will ensure that tactical air commanders execute their battle command and management unctions in support o MAGF commanders.

marine Corps logisTiCs TransformaTionMarine Corps Aviation logistics continues to transorm its business practices and processes through End-to-End Alignm(EEA). As a centerpiece o the Marine Corps’s aviation transormation strategy, EEA aects the underlying procesthat support current readiness goals and objectives in all environments. EEA provides squadron commanders witsystem-o-systems approach to planning, scheduling, and executing the sortie-based training program to achieve grecore competency and increased combat power. A ocused continuous process improvement program, EEA harne

best practices rom Teory o Constraints, Lean, and Six Sigma to institutionalize demand-pull logistics across entire aviation logistics chain. A ocus on the production and replenishment o “ready mission sets” by aviation logissquadrons, organic depots, and original equipment manuacturers establishes conditions or successul migrations towthe Marine Aviation Logistics Support Program II (MALSP II). By linking EEA and MALSP II, Marine Corps Aviatsupports legacy, transition, and uture platorms.

MALSP II is transorming a logistics capability rom a historical data-based “push” system to a modern demand-dri“pull” system. In 2011, MALSP II ocused on completing a demand-pull nodal logistics proo o concept in the HornArica, sustaining critical inormation technology known as the “Expeditionary Pack-Up Kit” or detached and deplooperations. Te project oce is also working with the Naval Aviation Enterprise retail policy group on the uturelogistics inventory allowance processes and procedures in support o MALSP II’s initial operational capability goathe end o fscal year 2014.

Te aviation and ground logistics communities have embarked on similar logistics transormation eorts in respoto current operational demands and in preparation or an uncertain uture. Marine Corps Aviation’s MALSP II andground element’s logistics modernization present opportunities or alignment, interoperability, and integration to imprthe overall perormance o MAGFs. MAGF logistics integration seeks to identiy and exploit these opportunities in wthat will positively impact logistic support to naval orces, and provides a orum or constant and dynamic engagembetween the two logistics communities.







CtfleeT readiness CenTers

Naval Aviation’s maintenance and repair organization developed a new way o doing businessin 2005, when the Base Realignment and Closure Act mandated a consolidation o depots andintermediate maintenance detachments into the eight eet readiness centers (FRCs) that exist

today. FRCs provide Naval Aviation with maintenance, repair, and overhaul products and servicesthat enable the eet to project power around the globe. Te FRCs’ mission is to produce quality airrames, engines, components, and support equipment, and provide services that meet the NavalAviation Enterprise’s aircra ready or tasking goals with improved eectiveness and eciency.

Every year, the FRCs produce more than 500 aircra, more than 5,000 engines and enginemodules, and more than 600,000 aircra components or naval aircra at every eet concentrationarea in the continental United States. Te FRCs have a combined workorce o approximately 18,000 personnel in locations around the world. With three FRCs on the East Coast, three onthe West Coast, Support Equipment Facilities in Solomons Island, Md., and FRC Western Pacifcin Atsugi, Japan, the FRCs are geographically dispersed and positioned to provide maximumaircra maintenance and repair support at the lowest cost and highest eciency. Tis streamlined

enterprise enables the Navy to move industrial maintenance capability closer to warfghters whenneeded or greater eciency, agility, and speed. In 2010, or example, this included conducting219 depot-level repairs on aircra at sea.

Te past decade o worldwide combat operations has generated signifcant wear and tear on NavalAviation equipment and personnel. One o the challenges o keeping aging aircra operational isthe premature ailure o parts and their replacement when the original equipment manuactureris out o business or no longer manuactures them. One o the FRCs’ innovative solutions to thisproblem is the direct digital manuacturing o metallic components and other tools. Another isthe use o aluminum and magnesium cold-spray technologies to re-deposit metal or repair o H-60 and H-1 helicopter transmission gearbox casings, which will result in signifcant materialsavings. Digital manuacturing and similar technologies provide Level III maintenance activities

with the capability to restore ormerly unserv iceable cases to ready-or-issue condition.

Commander, Fleet Readiness Centers, is also procuring and developing back-scatter X-ray technology that will result in signifcant man-hour reductions in the time required to inspect wingfttings, hinge points, and hard mounting anges or the F/A-18 and other systems. Tis technology will eliminate the need to remove the wing rom the aircra or nondestructive inspections.Other technological solutions include advanced composite manuacturing, rapid manuacturingtechnology, and three-dimensional manuacturing processes. o mitigate environmental anddurability issues with paint processes, FRCs are investigating the use o robotic paint strippingto reduce workers’ exposure to hazardous materials and new advanced coating technologies suchas powder coating and nonchromate paints to provide more durable surace fnishes.

Naval Aviation aces major challenges in the uture with the transition o legacy systems to newplatorms. Te FRCs ensure new systems have the right support when they are felded and legacy platorms are saely own until the last one is retired. Tey are preparing acilities and capabilitiesto support transitions such as replacing the P-3 with the P-8A. While preparing or this transition,maintenance and sustainment o the aging P-3 will present additional challenges that must bemanaged, such as corrosion caused by age, re-winging, and periodic repairs. With the F-35, theFRCs are building new capability to support the Joint Strike Fighter’s new engines and to providemaintenance or an aircra that wil l operate in demanding physical environments. Te EA-18G,MV-22, AH-1Z, UH-1Y, CH-53K, E-2D, MQ-4C, MQ-8B, and Naval Aviation’s other new platormswill similarly all demand new maintenance and support technologies and acilities.







researCh, developmenT, TesT, andevaluaTionNAVAL AIR WARFARE CENTER WEAPONS DIVISION

Designated the Department o the Navy’s weapons and armament center o excellence, the Naval Air Warare Center Weapons Division (NAWCWD) is theNAE’s principal center or naval weapons, weapons energetics, electronic warare,

threat/target systems, manned/unmanned integrated warare systems, system-o-systems integration, and science and technology applied research. NAWCWDconsists o three primary sites in Caliornia: China Lake, Point Mugu, and SanNicolas Island.

China Lake is NAWCWD’s headquarters, managing more than one millionacres that represent nearly 40 percent o the Navy’s worldwide land holdings.Overlaying this ully instrumented land range is the R2508 airspace complexwhich includes an additional 1,700 square miles o restricted airspace. Terange complex is ideally suited or air-to-air and air-to-surace weaponsand weapon system testing and evaluation as well as eet training andtactics development. NAWCWD bridges the gap between laboratory and

open-air testing with its electronic combat range, used or testing and evaluationo airborne electronic combat systems. Te range provides a realistic electroniccombat environment and oers a wide variety o threat simulations, surrogates,and actual systems, providing an operationally-realistic environment. Currenteorts using these land test environments include the AIM-9X, AIM-120D, AGM-65, AGM-164, AGM-88E, Laser Direct-Attack Munition, Advanced Precision KillWeapon System II, numerous unmanned aerial systems, and mission system suitesor F/A-18, EA-18G, AV-8B, AH-1, and UH-1 aircra.

Te NAWCWD sea range at Point Mugu encompasses 36,000 square miles o instrumented, controlled sea and airspace. Te range supports the testing andevaluation o a wide variety o weapons, sensors, ships, aircra, and specialized




systems or a range o military, government, allied, and private-sector programs. Te sea range hosts numerexercises (joint task orce, composite training unit, combat systems ship qualifcation test, etc.) that veriy tacttechniques, and procedures o various weapon systems such as Harpoon, the Standard Missile amily, AGM-84H

Rolling Airrame Missile, Tomahawk, and Joint Stando Weapon C-1.

San Nicolas Island is located 60 miles south o Point Mugu within the NAWCWD sea range. Tis 14,500-acre islaprovides a 10,000-oot runway, hangar, and logistic support in a controlled maritime test environment. est aciliinclude missile and target launch acilities, littoral target impact areas, radar tracking and instrumentation, electoptical/laser targeting, telemetry, and communication equipment.

Located within these three sites are more than 40 laboratories anearly 2,000 acilities suited or developing and testing weap

systems up to fh generation. NAWCWD is home to the largest appresearch center outside the Naval Research Laboratory, with mthan 100 research scientists, physicists, chemists, and mathematici

generating more than 100 innovative patent actions annuaNAWCWD’s leading research chemist recently discovered a uniway to convert biomass-based alcohol (butanol) into gasoli

diesel, and jet uel using a sustainable green process, helpNaval Aviation and the Navy advance the goal o felding

“Great Green Fleet.”

NAWCWD has charge over NAVAIR’s est Wing PacEchelon IV command composed o Air est and Evaluat

Squadron (VX) 30 and VX-31. Te wing has an invento 53 manned/unmanned aircra o 21 types/mod

series, providing operationally experienced

pilots, naval ight ocers, and engineers executground and airborne testing evaluation o NAE’s weapon and warare systems.




NAVAL AIR WARFARE CENTER AIRCRAFT DIVISION

Located at Patuxent River, Md., Lakehurst, N.J., and Orlando, Fla., the Naval Air Warare Center Aircra Divisio(NAWCAD) acilities support research, development, test, evaluation, engineering, and eet support o Navy aMarine Corps air vehicle systems and trainers. NAWCAD is steward o the ranges, test acilities, laboratories, aaircra necessary to support the eet’s acquisition requirements. One o two product centers within Naval Systems Command, NAWCAD provides a variety o services to the Department o Deense, other ederal agencand nongovernment customers.

NAWCAD operates Naval est Wing Atlantic, composed o the U.S. Naval est Pilot School, Air est and EvaluatSquadron (VX) 23, VX-20, and HX-21. ogether these organizations maintain 140 aircra o 40 types/models/ser

Te Integrated Battlespace Simulation and est Department operates, maintains, and manages the testing and evaluato Navy and Marine Corps aircra. From launch to recovery, every aspect o a mission is simulated to enable engineto assess the perormance, mission eectiveness, and interoperability o avionics and weapon systems. Te departmis a collection o diverse laboratories and acilities, each with its own mission and identity. Tese labs provide a urange testing capability that makes use o modeling and simulation, distributed testing, and ground testing.

Te ully instrumented and integrated Atlantic est Range supports cradle-to-grave testing o aircra and aircrsystems and training or aircrews. est range engineers design, develop, integrate, install, maintain, and operatetest range instrumentation, communications, and digital data gathering and handling equipment at Patuxent Riv

including acquisition, surveillance and tracking radar, special-purpose electronic combat emitters, videographic aphotographic instrumentation, and laser and optical tracking systems.

In 2010, the test range completed 1,924 test events, including 102 remote operations. Tese testight customers included the Program Executive Oce Joint Strike Fighter, PMA-265 (F/A-18 andEA-18G program oce), PMA-231 (E-2C, E-2D, and C-2A program oce), PMA-275 (V-22 jointprogram oce), U.S. Coast Guard, U.S. Air Force, and Naval Sea Systems Command. On a typical




day, tests were conducted on the F-35B, V-22, E-2D, P-8A, F/A-18, MH-60, VH-3, and CH-53. Te workload will contito increase with the F-35B and C.

NAWCAD also operates numerous engineering laboratories at Patuxent River specializing in systems engineericost, air vehicle engineering, propulsion and power, human systems, weapons, energetics, warare analysis, avionresearch, and intelligence.

Patent holders representing 33 inventions developed in the NAWCAD labs were honored in the past year or thwork. Many o these inventions directly support warfghters. Working with the Navy and Marine Corps multimisstactical unmanned air systems program oce, NAWCAD recently integrated and tested two ground control statior the RQ-8B Fire Scout . NAWCAD eorts included: procurement, abrication, integration, and instal lation o intercommunications cabinets; integration o air vehicle operator, mission payload operator, and exterior communicaticabinets; and abrication o antenna mounts and interconnecting cables. In April 2011, these Fire Scout systems deploto Central Command to provide intelligence, surveillance, and reconnaissance services in northern Aghanistan.

Te Naval Air Engineering Station Lakehurst is the critical link between Naval Aviation and carrier strike groworldwide. Lakehurst is the Navy’s lead engineering support activity or existing aircra launch and recovery equipmand support equipment, as well as or the development and test o new systems such as the Electromagnetic AircLaunch System (EMALS) and Advanced Arresting Gear. In 2011, the C-2, -45, E-2D, and F/A-18E/F aircra comple

successul test launches rom EMALS.

Te NAWC raining Systems Division in Orlando, Fla., is responsible or research, development, test, evaluatacquisition, and product support o training systems. Simulation and training are key to ensuring military preparednand to adapting to new and changing roles and missions. Te research, development, and acquisition teams o rainSystems Division, in concert with their military and private industry partners, deliver aviation training systems tenhance capabilities, reduce risk, and lower costs. In 2010 and 2011, the division developed tactical operational itrainers or the MH-60R and EA-18G with ull mission and weapon system simulations, an avionics maintenance traior the MH-60R, and an air crew tactical team trainer or the P-3C designed to be easily adapted or P-8A Poseicrews when that aircra joins the eet.






makiNg our visioN real 1

sCienCe and TeChnologyo meet current and emerging warfghter needs and to deliver uture ocapabilities, the Naval Research Enterprise invests in research in a w variety o areas to provide the best technology solutions to warfghtproblems. Te science and technology portolio is balanced to ensnear-term warfghting needs are addressed without sacrifcing the purso long-term revolutionary capabilities. o do this, innovative soluti

must be developed through investments that span all time rames: neterm (0-5 years) eorts that demonstrate mature technology in operatioenvironments and acilitate transition o technology to acquisition; mterm (6-15 years) eorts that translate research into militarily usetechnology applications; and ar-term (15+ years) research that creates nunderstandings o technologies that oer paradigm-shiing capabilitTe distribution and balance among these eorts is critical to ensure tscience and technology investments are healthy and relevant.

Naval Aviation Enterprise leaders have collectively identiied scieand technology objectives that guide alignment o investments wrequirements. Tese objectives represent the goals o the Naval Aviat

Enterprise, and are used as the baseline or identiying, prioritizialigning, and synchronizing investment eorts throughout the enterpr

Tey represent a broad strategy that provides ocused directionthe uture, while retaining sucient exibility to al

the science and technology communitymeet emerging challeng







Naval Aviation Enterprise Science andTechnology Objectives

Te evolution o autonomous technologies and their use in the battle spaceposes many technical challenges or the Naval Research Enterprise (NAE).Te Autonomous Aerial Cargo/Utility System program is addressing theseissues by developing and demonstrating intelligent autonomous capability or a uture aerial cargo/utility system that can provide timely, aordable,reliable, and shipboard-compatible supply logistics and casualty evacuation.

New aircra will need to carry a diverse suite o both oensive and deensivesystems, including high-power directed-energy weapons and networkedsensors and electronics. Sustained investment in programs such as Variable-Cycle Advanced echnology will deliver propulsion technology or the

next-generation carrier-based tactical aircra and intelligence, surveillance,reconnaissance systems resulting in dramatic improvements in range,cruise speed, endurance, thermal management, power generation, andsignatures. Early research investment in areas such as dynamic interaces,aeromechanics, and structures will address naval-unique technology challenges associated with uture vertical li platorms.

Te NAE strives to reduce tactical petroleum consumption by investingin more ecient engines, decreased aircra drag, power and thermal

management integration, optimized mission planning, andincreased simulator usage. Small business investment inareas such as converting biomass into renewable jet uels

and other green energy projects will provide the NAE with viable alternatives to traditional ossil uels.

Te NAE science and technology program will develop technologies toreduce the cost o all naval systems, including air platorms, weapons, supportequipment, training systems, and aircra carriers. Projects such as theIntegrated Hybrid Structural Management System Future Naval Capability will provide low-impact solutions to reduce maintenance costs and increasereadiness through real-time health monitoring and prognostics capability.

Increasing mission and technological complexity demands new educationand training technologies to maximize the transer o knowledge rom the

classroom and trainer to the operational environment. Development o improved training technologies, such as the Live, Virtual, and Constructiveraining Fidelity Future Naval Capability, will allow aviators to train indynamic, customized, and low-cost environments, resulting in improvedaviator profciency and readiness.




Naval Aviation and Green Energy

Naval Aviation is headed toward a uture powered by green energy. Biouels or poweringaircra—the largest consumers o the 100,000 barrels o oil the Navy uses every day—are highon the agenda to reach that uture. A successul series o biouel aircra test ights completedin 2011 by Naval Air Systems Command began in 2008 when the Navy Fuels eam began to testsmall quantities o biouels at its Patuxent River laboratory.

Based on this evaluation, a procurement specifcation or the jet propulsion 5 (JP-5) biouel was

developed and the team initiated testing with the F/A-18, also known as the “Green Hornet.”Secretary o the Navy Ray Mabus’s announcement o the Navy and Marine Corps’s energy goals,designed to lessen the services’ dependence on oreign oil, helped accelerate the team’s eortsin October 2009. Tese goals include: incorporating lietime system energy costs in Navy andMarine Corps contracts; by 2012, creating a “Green Strike Group” composed o nuclear vesselsand ships powered by biouels and deploying that eet by 2016; by 2015, reducing petroleum usein the Navy Department’s 50,000 commercial vehicle eet by 50 percent; producing at least hal o shore-based energy requirements rom renewable sources; and, by 2020, ensuring at least 40percent o the Navy’s total energy consumption comes rom a lternative sources.

o date, the most promising uel has come rom Camelina sativa (a type o mustard plant). Teoils that come rom crushing the camelina seed are structurally more similar to petroleum than

other bio-based products. Used by the ancient Romans as lamp oil, camelina oil was producedin Europe and Asia throughout the 19th century or a variety o mostly industrial applications.




Aer World War II, however, the crop ell out o avor and is now largely regarded as a minor non-ood crop in Eur

and a weed in North America.

Camelina moved to the oreront o the renewable uels scene only in 2009. It is best grown in rotation with dryla

wheat during the part o the cycle when the land would otherwise lie allow. As a result, camelina does not compwith ood crops, and requires little irrigation. It has even been shown to enhance the yield o subsequent crops by

to 15 percent. In addition, the oil it produces is more cold-tolerant than other biouel eedstocks.

On 22 April 2010 (Earth Day), what appeared to be a routine ight o the Green Hornet attracted hundreds o onlook

For the frst time, the jet was powered with a 50/50 blend o camelina-based biouel and petroleum-based uel. Tight, one o a series o test ights held in 2010 and 2011 at Patuxent River, marked the frst time an aircra has o

aster than the speed o sound on a biomass-derived uel.

Since that frst ight, Naval Air Systems Command has also tested other versions o the F/A-18 Hornet , the EA

Prowler , -45A Goshawk, and AV-8B Harrier fxed-wing aircra using a 50/50 blend o camelina-based uel and JPRotary-wing aircra biouel tests were also conducted on the MV-22 Osprey and the MH-60S Seahawk. Te MH-was tested on both camelina- and algae-based biouels. In September, 2011, the Blue Angels even ew an entire air sh

on the biouel blend. Te fnal scheduled test included the MQ-8B Fire Scout vertical takeo and landing unmanaerial vehicle. Te frst military unmanned aircra to operate with biouel ew or an hour checking perormance

handling. All aircra tested showed no perceivable dierences in ying characteristics or power levels, proving tbiouel-blended uels can be used to operate combat aircra and add to the nation’s energy security.




p

Te Naval Aviation Enterprise (NAE) total orce strategy reects the belie that Naval Aviation’s competitive advant

is, and always will be, its dedicated and highly talented people. Te primary goal o this strategy is to enrich, shape, andeliver a profcient, diverse, and cost-eective total orce comprising Sailors and Marines, government civilians, andcontract support personnel. Teir job is to perorm all o the unctions required or Naval Aviation to fght and winin combat. Te total orce strategy relies on readiness and capability demand signals rom the eet to defne work requirements clearly, shape the workorce correctly, and aect budgeting and programming decisions positively.It is a living management tool—one that is continually assessed, improved, and refned to maintain relevanceand eectiveness.

o accomplish this goal, the NAE will continue to work across the total orce supply chain to overcomesystemic barriers and constraints adversely impacting our ability to deliver the right orce with the rightreadiness, at the right time. Te NAE will apply the tools o continuous process improvement to attack those barriers so we build capability eciently and transition to new platorms successully.




Te NAE has implemented metrics to evaluate the eectiveness o recruiting, training, and assign

personnel. Tese metrics are already helping to assess readiness and the perormance o the end-to-total orce supply chain.

Te NAE will ocus on improving the capability and capacity o the total orce so that it is better prepato meet the challenges o the uture. o accomplish this, the NAE will work to improve the orce’s technskill sets through better training and an emphasis on continuous learning.

In the years ahead, new type/model/series aircra, unmanned systems, and a new class o aircra carrwill enter the eet, providing new capabilities to warfghters and changing manpower requirements. TNAE will assess the personnel support requirements o these transitioning platorms, use that inormatto drive training strategies, and grow the total orce required to support the uture o Naval Aviation.



FpO


Aviation Boatswain’s Mate (Fuels) Airman (AW)Erika D. Williams

itle: Pump Room/Fuels Filter Operator

Unit: USS Bonhomme Richard (LHD 6)

My contribution to Naval Aviation includes providing cl

and bright uel and lubricating oil to embarked aircrsupport equipment, and amphibious assault vehicles. job is multiaceted, as I participate on teams that enosaety precautions and maintain uel quality. My job ainvolves participating in training exercises with fre-fghcrews and damage control parties. My crewmates and Iresponsible or major roles in launching and recovernaval aircra quickly and saely aboard ship. We requework in a ast-paced and oten potentially hazardenvironment: the ight deck, in all climatic conditions. Omost important task is maintaining the saety o our elU.S. personnel. Naval Aviation has given me the opportu

to play a key role in executing our mission: helping naaircra support and transport Marines and equipmeaoat and ashore.

Naval Aircrewman (Operator) 1st Class (AW)Anthony M. McKenna

itle: actical Auxiliary Ground Station Sensor Operator

Unit: Commander, Patrol and Reconnaissance Wing 2,Broad Area Maritime Surveillance (BAMS)Demonstrator Detachment

I work with naval and civilian counterparts on the latest,cutting-edge unmanned platorm in Naval Aviation knownas the BAMS Demonstrator. As a key team member in thedevelopment o tactics, techniques, and procedures in theNavy-designed tactical auxiliary ground station, I use thedata rom the demonstrator’s integrated sensor suite to

provide near-real-time intelligence in support o real-worldcontingency operations. Our job is to provide the eet withwhat they need to complete the mission, as well as lessonslearned or the introduction o BAMS. As an adjunct to theP-8A Poseidon, BAMS is integral to the Navy’s maritimepatrol and reconnaissance orce amily o systems.

Included here are proles of

some of the people who make

Naval Aviation what it is today,

and who are making the force of

tomorrow a reality.

T he F ACeS OF N AVAL AVIATION



FpO


Corporal Carrie R. Carlson

itle: AV-8B Harrier Avionics echnician

Unit: Marine Attack Squadron (VMA) 214

My contribution to Naval Aviation is my duty as a collatduty inspector. My responsibility is to inspect the workmy ellow Marines and ensure the job is complete and aircrat is unctional. I assist the maintenance eortproviding on-the-job training to junior Marines. Our tasto troubleshoot the discrepancies down to aulty wire bunor electronic components and repair the wiring or replacecomponents so the aircra can be returned to mission-restatus. Te most important aspect o my job is ensuring ellow technicians take the time to do each job eectivand eciently. I strive to complete repairs correctly the ftime so Marines do not have to repeat the repair again a

minimum ight time. I want my Marines to know that tdo not need to rush; they should be confdent in their abilito do the job properly. I ensure they have the ability to ask questions while working on the aircra. My job is to trmy uture replacements because their knowledge is the to successul uture missions.

Lieutenant Robert Stochel

itle: E-2C Hawkeye Instructor Pilot/E-2D Advanced Hawkeye Initial Operational est andEvaluation eam

Unit: Airborne Early Warning Squadron (VAW) 120

As an E-2 instructor pilot, you directly aect the nextgeneration o naval aviators in the Hawkeye community.At the beginning o 2012, I and 11 other instructors willlead the operational testing o the E-2D Advanced Hawkeyeover the course o eight months. Ater this evaluation,VAW-120 will begin accepting E-2Ds into our inventory to begin training more instructors prior to the aircra joining the eet in 2013. My love or Naval Aviation beganwhen I was fve, looking through a book called AmericanWarplanes. I excitedly ipped through the pages, comingacross warplanes that naval aviators know by name alone:Corsair, Hellcat, Avenger, Skyraider, Phantom, Intruder,Hawkeye, and Tomcat . From ying o the last conventionalaircra carrier, USS Kitty Hawk (CV 63), to taking part inYellow Sea operations with the Republic o Korea, to signingor my frst aircra at “the Boat,” to walking the beacheso Iwo Jima prior to feld carrier landing practices—theseare just some o the awesome memories I cherish as a navalaviator. As I continue my journey through Naval Aviation,I’m thrilled to know that the Hawkeye community’s utureis secure and healthy and will be taking “cats” and “traps”or many years to come.




Sergeant Jesus J. Castro

itle: KC-130J Super Hercules Aircra CommunicationNavigation Systems echnician CollateralDuty Inspector

Unit: Marine Aerial Reueler ransport Squadron(VMGR) 152

I am responsible or the sae and successul operation oavionics systems on the KC-130J. My contribution to NaAviation is to ensure our avionics systems are ully operatioand able to meet the speedy deployments o VMGR-152 inPaciic heater to support humanitarian missions, trainexercises, and combat deployments to Aghanistan. Betechnically profcient, helping to make missions sae, and trainMarines to be successul technicians are my most impor

contributions to Naval Aviation. Naval Aviation means tothat America has greater presence in the world, not onlyhaving the most powerul Navy but also having the capabilitarrive anywhere on Earth to engage enemies, put troops onground, or provide humanitarian relie at a moment’s noticmeans that by combining an expeditionary orce like the MaCorps with sel-contained air support you give the naval servan advantage over other armed orces.

Lieutenant Commander Geo Hughes

itle: Naval Aviator Production Process andAdversary Ocer

Unit: Commander, Naval Air Forces

For the naval aviator production process, I oversee eetreplacement squadron activities. I ensure their syllabimatch eet requirements and that Commander, Naval AirForces (CNAF), provides them with the requisite amounto aircra, ight time, equipment, and instructors to meettheir missions. I also oversee the operational portion o the Navy’s adversary program and provide the CNAFperspective on uture adversary requirements. I make surethe eet replacement squadrons have everything they needto succeed, and ensure that eet squadrons have the correctamount o adversary support to keep them sharp at the tip o the spear. Becoming a Navy pilot was my childhood dream.

Whether I’m ying a Hornet , an F-5, or a big particle boarddesk, I’m just happy to be here.




Sergeant Nicholas A. Inca

itle: CH-46E Sea Knight Avionics echnician/AerialObserver/Aerial Gunner

Unit: Marine Medium Helicopter Squadron (HMM) 26(Reinorced), 31st Marine Expeditionary Unit

I have contributed to Naval Aviation by becomingavionics collateral duty inspector, which means I inspmaintenance actions and make sure they’re done propand saely. I work on multiple systems, including automatic light control system, communications anavigation, electronic countermeasures, power plaand everything that has an electrical wire attached. Asaerial observer I get to crew the aircra during missioincluding troop and cargo transport, casualty evacuat

and humanitarian aid. Te most important part o my joensuring that all the aircra maintenance is done propand saely, which will keep our squadron’s combat readinat its highest potential and ensure both the aircrew andaircra are sae or ight. When I joined the Marine CoI wanted to be part o a Marine air wing. I sincerely beliNaval Aviation is the best o all the branches o servNaval air power dominates the skies during combat, delivground combat elements to the fght on the ground, provides humanitarian assistance when called on to do

Chie Aviation Boatswain’s Mate (Aircraf Handling)(AW/SW) Anthony A. Tomas Sr.

itle: Crash and Salvage Leading Chie Petty Ocer

Unit: USS Enterprise (CVN 65)

Most o my proessional career o more than 20 years hasbeen immersed in Naval Aviation. I have served on thedecks o USS Dwight D. Eisenhower (CVN 69), USS HarryS. Truman (CVN 75), USS George Washington (CVN 73),and Enterprise. In addition, I’ve trained corpsmen on thehelicopter ight deck o the hospital ship USNS Comfort (-AH 20). Launching and recovering aircra on Enterprise isa unique and very rewarding task. Tere are many complexand ongoing challenges aboard a 50-year-old aircra carrierthat, through persistence and dedication to duty, makemy job gratiying. Ensuring my Sailors are sae, trained,

and understand their positions is my top priority. It is my responsibility to train more than 1,000 Sailors o our shipand air wing in aircra frefghting saety, and I know weare ready to respond when needed. As we get ready or theship’s 22nd and fnal deployment, I could not be more proudo my team on the ight deck and their contributions toNaval Aviation.




n at etTe Naval Aviation Enterprise (NAE) is a partnership among Naval Aviation leaders and stakeholders that suppthe readiness requirements o Naval Aviation by enhancing communication, ostering organizational alignmencouraging interservice integration, stimulating a culture o continuous process improvement, and acilitating chawhen needed. Te NAE remains keenly aware o the single eet-driven metric—Naval Aviation orces eciently deliveor tasking—yet more broadly seeks to advance and sustain Naval Aviation warfghting capabilities at an aordable c

Te NAE provides Naval Aviation leadership with relevant and in-depth inormation, ocused processes, and a culto transparency and col laboration to balance the interests o, and requirements placed on Naval Aviation. As a resuthe NAE, leaders are able to make inormed decisions that beneft all o Naval Aviation, improve warfghting readinand eectiveness, and generate the greatest possible eciencies in a transparent and seamless manner.

Te NAE is spearheaded by Commander, Naval Air Forces, the Marine Corps Deputy Commandant or Aviation, Commander, Naval Air Systems Command. ogether with every major Naval Aviation stakeholder, they align eortensure that Naval Aviation is best served to address challenges and aordability in current readiness, uture readinand total orce. Te NAE is now executing its third two-year strategic plan and has conducted a major update toorganizational structure and governance document. Tese updates ensure that the Enterprise remains relevant to, ocused on, the deliverables expected rom Naval Aviation.




Te NAE has a set o principles that orm the basis o behavior and action. Tese principles encourage leaders to shinormation and participate in dialogue that result in inormed decision-making, and places the welare o NaAviation ahead o individual organizational interests. Tis is the bedrock o the enterprise culture, and it is inextricalinked to the ollowing principles:

• Consistently apply cross-unctional process thinking• Establish and maintain process discipline

• Use consistent, integrated, and hierarchical metrics

• Ensure ull and consistent transparency o data, inormation, and activities

• Establish and maintain accountability or actions and results

• Apply an integrated governance structure

• Maintain a total ownership cost perspective

• ie eorts to a single eet-driven metric: Naval Aviation orces eciently delivered or tasking.




Cross-funCTional TeamsCURRENT READINESS

Te Current Readiness Cross-Function eam brings operators and providers together to produce “ready or taskiNaval Aviation assets at a cost the nation can aord. Te team accomplishes this by working together with leadersteams and the other Naval Aviation Enterprise (NAE) teams to identiy and resolve barriers in producing the rireadiness at the right time at the right cost. Tese leadership teams are composed o Navy wing and Marine Cogroup commanders, program managers, resource sponsors, and leaders rom provider commands representingdierent type/model/series aircra groupings, an Air-Launched Weapons eam, a Carrier Readiness eam, and Naval Aviation Production eam, as well as the 30-plus stas that make up the NAE. Te Current Readiness CroFunctional eam is also the NAE single-process owner or training readiness.

Te Maintenance and Supply Chain Management eam, a sub-team within Current Readiness, oversees maintenaand supply processes to ensure the production o prescribed levels o equipment “ready or tasking” at reduced prodline costs. Tis team ocuses on the eciency and eectiveness o all integrated logistics support processes, includmaterial requirements orecasting, scheduling, contracting, purchasing, buying management, inventory managemdistribution, repair induction, planning, scheduling, diagnostics, repair, quality assurance, and analysis.

TOTAL FORCE

Te otal Force Cross-Functional eam delivers the technically superior, diverse, and cost-eective total orce requito fght and win in combat. Te team enriches the skills o Sailors, Marines, and civilians by adding technical ssets and programmatic improvements to Naval Aviation training. It uses innovations like the People-Master AviaPlan tool, manpower war games, and other workorce planning initiatives, and conducts manpower and manning




assessments or transitioning air systems. It also optimizes the delivery o Sailors and Marines by examining currprocesses, identiying systemic barriers and constraints, and assigning resources to tackle them through continuprocess improvement.

FUTURE READINESS

Te Future Readiness Cross-Functional eam improves the reliability, maintainability, and availability o Naval Avia

systems at optimized costs. During the fscal year 2012 and 2013 budget cycles, 12 uture readiness/total owners

cost initiatives were advanced or unding with an investment o more than $300 million and a calculated return

investment o $2.4 billion. Te team increases awareness o requirements and acquisition processes as well as systeengineering technical reviews and independent logistics assessments or new programs. In addition, the team levera

science and technology projects or uture systems and acilitates the transition to programs o record.

INTEGRATED RESOURCE MANAGEMENT

Te Integrated Resource Management eam maintains a uture-year ocus and manages a balanced risk approach

Naval Aviation resource and investment decision making. Te team concentrates on providing, planning, programm

budgeting, and execution support to resource sponsors developing budgets in the Oce o the Chie o Naval OperatioIt provides an integrated view o the Naval Aviation portolio to the leadership o the Naval Aviation Enterprise,

oers fnancial analysis and recommendations to create a balanced portolio. It also identifes those who need

participate in solving issues and works to resolve fnancial conicts between resource sponsors.




ConTribuTions To readinessTe Naval Aviation Enterprise (NAE) is a partnership as well asa way o doing business. It relies on its members to take actionunder their command and control responsibilities, to commit thenecessary resources (e.g., time, people, unding) and to lend theirpersonal resolve so the best interests o Naval Aviation are servedin a collaborative manner. Te cultural changes, improvements

in aircra and personnel readiness, cost avoidance, and outrightsavings that have resulted rom the NAE are helping to ensurethe right readiness continues to be produced more eciently.Quality data and a culture o collaboration have provided NavalAviation’s leaders with the insight and inormation that assiststhem in managing the transitions and readiness that are required,and gauging the potential impact o eciency initiatives beorethey are implemented.

Qualitative contributions attributable to NAE actions andprocesses include: the establishment o metrics and processesthat link readiness to resource requirements, resulting in

better budgeting and execution; increased transparency andthe elimination o “stovepiped” decisions; the development o aculture o continuous process improvement; and the top-downimplementation o best behavior by leadership.

Quantitative contributions include a dramatic attening inthe cost growth o ying naval aircra or the past six years,avoiding as much as $4 billion in increased costs i the growthhad gone unchecked. NAE uture readiness initiatives now inthe fscal year 2012 budget wil l result in a $1.5-billion return oninvestment over the remaining li e o those systems. Proposedfscal year 2013 initiatives could return as much as $900 million.

Fleet readiness centers originated by the NAE signifcantly changed how Naval Aviation maintenance is perormed, andthey have implemented process changes that surpassed a$1-billion goal o reduced costs, ahead o Base Realignmentand Closure Commission timelines.

We remain a warfghting organization frst and oremost, butwe must do it in a cost-eective way. Across the NAE, it’s clearthat the Navy and Marine Corps team “gets it,” whether it is$192,000 saved annually at Marine Aviation Logistics Squadron24 at Kaneohe, Hawaii, which implemented a new cross-servicerepair process or the P-3 intercommunications system, or

process improvements employed at Fleet Readiness CenterNorthwest’s paint shop that reduced unanticipated maintenancedelays. (his process improvement prevented signiicantundocumented rework removing rust that accumulated onparts during handos. Designated parts were immediately sentor nondestructive inspection and rust prevention, resulting insaving more than $1.2 million.) Many more such examples canbe ound across Naval Aviation as this culture continues to grow.







summary

Naval Aviation is a warfghting orce that is integral to the ability o the Navy, Marine Corps, and jointorces to deter or win regional conicts and major power wars. Our aircra carriers, amphibious assault

ships, carrier air wings, aviation combat elements, and maritime patrol and reconnaissance orces maintaina combat-ready posture that is deployed orward as an instrument o our nation’s will. We understand theimportance o cooperative multinational relationships because no one nation has the resources required toguarantee the complete saety o the world’s oceans and the air space above them. As a key component o a global orce or good, Naval Aviation provides not only sea-based combat power to resolve conict andprotect national and international interests, but also sea-based peace power to provide disaster relie andhumanitarian assistance.

Naval Aviation is a warfghting enterprise that will continue to develop, deliver, and sustain the aircra,weapons, and systems our Sai lors and Marines need to serve America in deense o reedom. We embrace

the privilege o this awesome responsibility with pride, determination, and enthusiasm.



summary 1




image CrediTs CoverdesignbyJenniferFaunce

i-ii U.S.NavyphotobyMassCommunicationSpecialist3rdClassDevenB.King

iii-iv PhotobyErikHildebrandt

1-2 U.S.NavyphotobyMassCommunicationSpecialist2ndClassJamesR.Evans

3-4 CompositeofU.S.NavyandMarineCorpsphotosbyKenCollins

5-6 PhotobyErikHildebrandt

7-8 U.S.NavyphotobyMassCommunicationSpecialist2ndClassGaryGrangerJr.

9-10 U.S.MarineCorpsphotobyCorporalSamanthaH.Arrington

11-12 U.S.NavyphotobyMassCommunicationSpecialist3rdClassDylanMcCord

13-14 LockheedMartinPhotobyPhaedraLoftis

15-16 U.S.NavyphotobyMassCommunicationSpecialist2ndClassJulioRivera

17-18 U.S.NavyphotobyMassCommunicationSpecialist2nd

ClassBrooksB.PattonJr.19-20 U.S.NavyphotobyMassCommunicationSpecialist2ndClassTonyD.Curtis

21-22 U.S.NavyphotobyMassCommunicationSpecialist2ndClassJosephM.Buliavac

23-24 U.S.NavyphotobyChiefMassCommunicationSpecialistJohnLill

25-26 U.S.NavyphotobyMassCommunicationSpecialist2ndClassJulioRivera

27-28 U.S.NavyphotobyMassCommunicationSpecialist1stClassSteveSmith

29-30 U.S.MarineCorpsphotobyCorporalReeceE.Lodder

31-32 U.S.NavyphotobyLizGoettee

33-34 U.S.NavyphotobyKellySchindler35-36 U.S.NavyphotoByMassCommunicationSpecialistSeamanAndrewRivard

37-38 U.S.NavyphotobyMassCommunicationSpecialist3rdClassSebastianMcCormack

39-40 U.S.NavyphotobyMassCommunicationSpecialist3rdClassBryanBlair

41-42 U.S.NavyphotobyMassCommunicationSpecialist1stClassRebekahAdler

43-44 U.S.MarineCorpsphotobyStaffSergeantJamesR.Richardson

45-46 U.S.MarineCorpsphotobyCorporalRichardA.Tetreau

47-48 U.S.NavyphotobyChiefMassCommunicationSpecialistWilliamLovelady

49-50 U.S.NavyphotobyMassCommunicationSpecialist3rdClassNathanParde

51-52 U.S.NavyphotobyRichardStewart

53-54 U.S.NavyphotobyMassCommunicationSpecialist2ndClassNardelGervacio

55-56 PhotobyTedCarlson



61-62 U.S.NavyphotobyMassCommunicationSpecialistSeamanRosaA.Arzola

63-64 U.S.NavyphotobyMassCommunicationSpecialist3rdClassJonathanSunderman



image credits 1

65-66 U.S.NavyphotobyMassCommunicationSpecialist2ndClassOrrinBatiste

67-68 U.S.NavyphotobyMassCommunicationSpecialistSeamanApprenticeMichaelFeddersen

69-70 U.S.MarineCorpsphotobyStaffSergeantJamesR.Richardson

71-72 U.S.NavyphotobyMassCommunicationSpecialist3rdClassBetsyLynnKnapper

73-74 U.S.NavyphotobyMassCommunicationSpecialist3rdClassTimothyA.Hazel

75-76 U.S.NavyphotobyMassCommunicationSpecialist3rdClassShawnJ.Stewart

77-78 U.S.NavyphotobyMassCommunicationSpecialist2ndClassWalterM.Wayman

79-80 PhotobyAndyWolfe,courtesyLockheedMartin

81-82 U.S.NavyphotobyLieutenantMarquesJackson

83-84 PhotobyTedCarlson

85-86 U.S.NavyphotobyMassCommunicationSpecialistSeamanApprenticeBrianReadCastillo

87-88 U.S.NavyphotobyMassCommunicationSpecialist2ndClassJosueL.Escobosa

89-90 U.S.MarineCorpsphotobyPrivateFirstClassKevinA.Crist

91-92 U.S.MarineCorpsphotobyGunnerySergeantScottDunn

93-94 U.S.NavyphotoprovidedbyFRCEast95-96 U.S.NavyphotoprovidedbyNAWCWD

97-98 U.S.Navyphoto

99-100 U.S.NavyphotobyGregVojtko

101-102 PhotobyChristianTurner,AFFTCAerialPhotographer

103-104 USNavyPhotobyMC1RachelMcMarr

105-106 U.S.NavyphotobyMassCommunicationSpecialist2ndClassWalterM.Wayman

107-108 U.S.NavyphotobyMassCommunicationSpecialist3rdClassTravisJ.Kuykendall

107(l) PhotobyTaraCollis,courtesySAIC107(r) U.S.NavyphotobyMassCommunicationsSpecialist3rdClassRyanMcLearnon

107(l) U.S.NavyphotobyMassCommunicationsSpecialist3rdClassKatherineK.Barkley

108(r) U.S.MarineCorpsphotocourtesyofVMA-214

109-110 U.S.NavyphotobyMassCommunicationSpecialistSeamanJesseL.Gonzalez

109(l) U.S.NavyphotobyLieutenantAaronKakiel

109(r) U.S.MarineCorpsphotocourtesyofVMGR-152

110(l) U.S.NavyphotobySeniorChiefMassCommunicationsSpecialistDaveNagle

110(r) U.S.MarineCorpsphotocourtesyofHMM-265

111-112 CompositeofU.S.NavyphotosbyKenCollins

113-114 U.S.NavyphotobyMassCommunicationSpecialist3rdClassBenjaminCrossley

115-116 U.S.NavyphotobyMassCommunicationSpecialist3rdClassBenjaminCrossley

117-118 U.S.NavyphotobyLizWolter

119-120 U.S.NavyphotobyMassCommunicationSpecialist3rdClassAlexanderTidd

121-122 U.S.NavyphotobyMassCommunicationSpecialist3rdClassTravisK.Mendoza




aCknoWledgmenTs

RDML Jerey Peneld, USNNaval Air Systems Command,Integration and Interoperability

Rebecca AhneNaval Air Systems Command,Science and Technology

Kevin DavisInformation Dominance (OPNAV N2/N6)

Doug AbbottsNaval Air Warfare Center Aircraft Division

Desiree JonesNaval Air Warfare Center Weapons Division

David WaltonNAE Total Force Cross-Functional Team

Kim MozingoCommander, Fleet Readiness CentersSenior Executive Advisor

Special thanks to the members of the strategic planning and communications team fromOmnitec Solutions, Inc.

for their expertise in writing, editing, and designing this document.

Thanks to the many others in Naval Aviation who contributed to the creation of this document.

Subject Area Representatives

Mike WarrinerCommander, Naval Air Forces

Deputy Director for the Naval Aviation Enterprise

Robert GhisolNaval Air Systems Command,Strategic Leadership Support

Brett MatthewsHeadquarters, USMC

Aviation Logistics Branch

Gregg SearsAir Warfare (OPNAV N88),

Policy, Plans, and Operations

Rick MeanaAir Warfare (OPNAV N88),

Operations Research Advisor

Micheal KitchensNaval Air Systems Command,

Reducing Total Ownership Cost

Naval Aviation Vision • January 2012

Project SponsorRDML Paul Grosklags, USN

Vice Commander, Naval Air Systems Command

Project DirectorGary E. Shrout

Naval Aviation Enterprise Strategic Communication Coordinator

Project ManagerSuzy Lang

Managing EditorColin E. Babb

Art DirectorKen Collins

Design and LayoutDave Bradford

Research and Editing TeamJohn PierceMimi Kotner

NAE Publication DistributionArlene Guy



Documents

Naval Aviation Vision