Sustainment for 3 Aircraft at Estimated $300 Million

Vertex Aerospace Division Supporting US and Dutch Aircraft

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340 Operators, 1.8 Million Flight Hours

Live savers

DA62 Multi-Purpose Platform

At its annual media trip, Boeing presented its T-X solution for the US Air Force (USAF) trainer of the future. The company is very proud that it took only 36 month from the start of planning until the first flight. Boeing's main partner, responsible for the fuselage, is Saab.

All tests are done by industry, following the requirements and guideline book of the USAF. At the end, all test data has to be handed over to the USAF on 28 June 2017. Boeing built two of T-X demonstrators, BT-X1 and BT-X2, which are equal. These are more than just demonstrators, though, as they are series ready, Boeing pointed out. "They could be handed over tomorrow," one Boeing official said. If Boeing wins the tender, production will take place at Boeing's St. Louis, MI/USA facility, expected to support approximately 1,800 jobs in the region. Story here

The cockpit is reconfigurable and offers a growth capability. As to who will provide the cockpit, Boeing stayed mum, i.e. did not disclose any information. It is offering a great field of view for both seats, and can be used by small and large personnel. Another built-in option is air-refuelling. As part of the concept, the T-X can also go supersonic with its afterburner, which is not an USAF requirement. “Boeing is meeting all the requirements,” the official said. No other capabilities were disclosed.

Looking into the future, the T-X could be also the future trainer for the US Navy or other nations, as well as a light fighter. The aircraft has the possibility/growth capability of hard points, e.g. for sensors or weapons. These are no requirements stated by USAF, but gives industry better export chances. This is the first time in the US that  industry had to pay for design and production by themselves. There has not been an USAF order for the demonstrators this time, just requirements. In the end, 351 jets could be ordered, but Boeing thinks there is an opportunity for 2,000+ in the world.

Andre Forkert


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Key developments from Boeing

Air-to-Air refuelling capacities are rare, the western world relies on the US

There are a lot of very old commercial derivatives in the military world out there, e.g. E-3 AWACS (on a Boeing 707 frame) or OC/RC-135 on a C-135 frame. There is a need for replacement and Boeing thinks the Boeing B737 is the best choice to do so.

The B737 is one of the largest commercial fleet worldwide, with 9,000+ in operation and another 4,000+ on order. There are 50+ airframes built each month. So far 180+ B737 derivatives are delivered for the Military Forces. Using the B737 airframe give you a minimize development risk and cost. It provides a great sensor/antenna size and placement.

And it enables future growth capabilities as historical 20-40% growth for DoD commercial derivatives programmes is already planned in. It offer a reduced militarized aircraft performance impacts with a significantly less range and altitude impact penalty and less airframe/engine stress with a higher mission payload and range. According to Boeing the commercial B737 has a availability of 99% (MIL 95%) with a 80% less depot time compared to business jets, also used for those purposes. The B737 is designed for high tempo and long life (30+ Years). Maintenance sites (400+ B737 service centers, 1,500+ airports with B737 operations) and spare parts are easily available around the world. That means lower (overall Operating) costs, especially when fuel costs are part of the calculation.

One of the main counterparts at the moment (on the US market) is the Gulfstream G550 for ISR-/C2-capabilities. The only official program is the “Joint Stars” (for the E-8 JSTARS on B707 produced in 1967) in the US, contracts are expected by the end of the year. Next a replacement of the RC-135/W RIVET Joint should come up down the timeline. But also smaller Airbus frames are in mind in other parts of the world. But also the NATO E-3 stationed in Geilenkirchen, Germany have to get a life time extension and upgrade or being replaced, or the OC-135 Open Skies.

Available are the “normal” B737 NG (New Generation), but also the B737MAX. According to Boeing customers are looking at a transition to the MAX, maybe with a mixed fleet for some while. Boeing could even partner with other companies, just delivering the platform and partners doing the integration and sensors.

Boeing is not only using the B737, but also the B767 for military derivatives, e.g. for the tanker role or the AWACS of Japan.

Andre Forkert


Today the US Navy invited media to a visit to see the Boeing P-8A POSEIDON stationed at Whidbey Island Naval Air Station (north of Seattle). Stationed there is one of the two Fleet Training Centers (FTC) with the 2nd being in Jacksonville, FL. They are responsible for crew training and the transition from the P-3 ORION to the P-8A POSEIDON.

The P-8A POSEIDON is a Multimission Maritime Aircraft (MMA) and a modified 737-800ERX. The P-8 conducts anti-submarine warfare (ASW), anti-surface warfare (ASUW), and shipping interdiction, along with an early warning self protection (EWSP) ability, otherwise known as electronic support measures (ESM). This involves carrying torpedoes, depth charges, HARPOON anti-ship missiles, and other weapons.

It is able to drop and monitor sonobuoys, is designed to operate in conjunction with the Northrop Grumman MQ-4C TRITON Broad Area Maritime Surveillance unmanned aerial system (UAS(.

Other users are India (P-8I NEPTUNE), the Royal Australian Air Force (RAAF), and the UK's Royal Air Force (RAF), with the Royal Norwegian Air Force (RNoAF) not being a customer yet, but has publicly stated an interest and is working together with the US government on the FMS process. Inside the P-8A, the crew can work at five workstations. A 6th workstation is planned and integration should start later this year. Also on board are three rotary launcher (for 10 buoys) and single launcher for the up to 129 buoys as a standard mission package. The crew can select of different buoys types. For example with the sonobuoys AN/SSQ-53F (passive, just listening) or the SSQ-62E (active, with pinging).

As a next step new types will be available: SSQ-53G (like the SSQ-53F but with GPS-signal) or the SSQ-62F (like SSQ-62E but with GPS-signal). The buoys can also measure the water temperature and depth for tactical reasons. Under wing weapon stations can carry Boeing AGM-84D Block IC HARPOON anti-ship missiles. In the future there will be two more under wing weapon stations available, not approved yet. And there are another five in the front fuselage, mines will be the most probably used weapons there.

Also on board is the Raytheon Mark 54 Lightweight Hybrid Torpedo (LHT), the standard 12.75in (324mm) ASW torpedo used by the US Navy (USN). One of the main P-8A capabilities will be the High Altitude Anti-Submarine Warfare Weapon Capability (HAAWC) Air Launch Accessory (ALA), turning a Mark 54 torpedo into a glide bomb for deploying from up to 30,000ft (9,100 metres).

The USN has 12 VPs (Patrol Squadrons), so far there are seven squadrons of P-8A POSEIDONs implemented, six at the east coast and one on the west coast, the rest is still on P-3. The VP4 (mission squadron) was just transitioned from the P-3 ORION and has currently two airplanes at Whidbey Island Naval Air Station. All other squadrons have between four and nine airplanes.

At the moment, Boeing is delivering 1-2 aircraft to the USN each month. 111 P-8A are funded so far, but more (117) are wanted by the USN to replace the 200+ P-3 ORION. All ORIONs will stay in service with the reserves – for several more years. In Whidbey Island there are 23 P-3 left.

The transition training takes six months. 80% of the training is based on simulation, the rest inside the real P-8A. With the P-3 ORION it was more like 50/50. There are several simulation levels available, from a desktop trainer to a Full Flight Simulator Level D (FFS). There are three FFS available at Whidbey Island Naval Air Station, four more to come and another ten in Jacksonville, FL/USA.

Each pilot gets 29 sets of simulation training with four hours (2 hrs. in each pilot seat). In the FFS every training is possible. Everything is software based, so new capabilities and features can fast an easily be implemented. At the end there is one instructor for one trainee in the Weapon Tactics Trainer (WTT), the high-end simulator for the crew. A crew consist of two to three pilots and three operators (acoustic and non-acoustic), depending on the type and length of mission. With the 6th workstation there will be another operator added. The mission commander can be a pilot or one of the “backseater.”

Duration at the moment is 11+ hours, but air-to-air refuelling will be one of the next capabilities upgrades and make the missions even longer. But the P-8A can fly faster and reach the mission area faster, has more range and duration, and with the new technologies there are more capabilities available and possible in the future. The aircraft has a built in growth capability of 24,000 pounds. With the rise of submarines operated worldwide, the crews will have a lot to do in their career.

Andre Forkert


SNC & Embraer to partner


Boeing Assembly of USAF T-X in St. Louis to Support 1,800 Jobs

Collaboration in Next-Generation Electronic Countermeasures

The question is up there as to whether or not it is worth it, but we have decided to go with it.”

- Mönch Publications - Latest Issues -

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