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Page 1: n COVER STORY Wings of change

September 2007 BOEING FRONTIERS12

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Support Systems plays role in aidingthe evolution of USAF bomber fleetBy deBBy arkell

Since the days of drummers leading armies into battles, warfare has evolved continually. The lightning-speed tech-nological advances of recent decades have cast profound

changes on the military, enabling it to transform its arsenal of weap-ons and warfighting techniques to be continuously relevant and combat-ready.

The United States Air Force bomber fleet is no exception. This fleet includes about 164 aircraft—a mix of B-1s, B-2s and the venerable B-52, which first appeared in the mid-1950s. All three have played and will continue to play significant roles in conflict and peacekeeping missions around the globe, and each was either

made by Boeing or a heritage company or features Boeing as a major subcontractor.

With the youngest members of the bomber fleet dating back 20 years, however, and the Air Force’s next-generation bomber likely many years away, keeping these aircraft relevant for today’s war-fighters—maintaining aging aircraft and continuing to integrate the latest in battlefield technology—has become critically impor-tant. Thus, the enhancements and modifications performed by Integrated Defense Systems’ Support Systems people are vital to the ongoing relevance of this crucial element of modern warfare.

“Boeing’s goal is to support the current bomber platforms, meeting the customer’s needs to avoid obsolescence and maintain combat relevance until the replacement can be fielded—keeping the platforms as usable assets to the Air Force,” said Scot Oathout, B-52 program director. “Yet we’re not just sustaining these plat-forms, but changing their missions entirely. And Boeing employ-ees are leading the way.”

Wings of changeA U.S. Air Force B-1B Lancer bomber peels away from a four-ship formation during a training mission over the U.S. state of Georgia. The B-1 fleet recently passed the 500,000-flying-hour milestone and has proven to be a workhorse of the U.S. Air Force’s bomber fleet. B-1s are used primar-ily for show-of-force deterrence and for swift precision strikes.

U.S. Air Force photo

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HISTORICAL BOMBER STRATEGIESBoeing and its heritage companies have been involved in the

evolution of all three bombers, having originally built all or parts of each. Now it’s maintaining and enhancing them to meet current operator needs.

The B-52 made its debut in 1952 and went into service in 1954 as a high-altitude, long-range nuclear bomber. The B-1B, designed to be a swift nuclear deterrent, first flew in 1984 and was delivered in 1985. The B-2, taking to the skies in 1989, was a stealthy nuclear air-defense penetrator.

Early bomber battle strategies focused on the destruction of en-emies’ factories, communications and other infrastructure. As air-craft systems and payload deployment were imprecise, weapons had to be capable of significant damage to ensure the destruction of the target. The Cold War and nuclear proliferation led to a need for high-speed displays of force, or deterrent capabilities, in addi-tion to nuclear capability.

As politics and technology changed, so did Air Force require-ments. Bombers had to fly farther and for longer. As the Cold War nuclear threat waned, precision weapons were introduced. As other technological advances boosted troop mobility, the goal no longer was massive destruction of enemy targets using imprecise weapons—but war on swift, mobile target sets, attacking the en-emy with pinpoint accuracy.

MISSION: MODIFICATIONIDS Support Systems employees around the United States have

stepped up to the challenge, upgrading these bomber platforms in a multitude of ways. These enhancements have kept the platforms current with technological innovations. They’ve also changed their role from that of a single-mission capability to a flexible, versatile, networked asset in the Air Force fleet.

Enhancements to bomber platforms fall into four categories: weaponry, modernization, connectivity and sustainment. Support Systems people play a role on all fronts. Here’s a look at each category.

Bombers, at a glance

Here’s a closer look at Boeing’s heavy bombers.

B-1• Built in 1980s by Rockwell International (now part of Boeing).

• Converted from nuclear to conventional weapons missions in 1990s.

• Flight speed: Mach 1.25.

• Gross takeoff weight: 477,000 pounds (216,000 kilograms).

• Number in U.S. Air Force fleet: 67.

• Primary mission: Considered the workhorse of the U.S. Air Force bomber fleet, B-1s carry a large, flexible payload and are used for strategic attack and interdiction, close air support, swift precision strikes and show-of-force deterrence.

• Enhancements in development by Integrated Defense Systems in Long Beach, Calif., include data links, front and rear cockpit upgrades, Central Integrated Test System, Gyro Stabilization System replace-ment.

• Combat operations include Desert Fox (Iraq, 1998), Allied Force (Kosovo, 1999), Enduring Freedom (Afghanistan, 2001) and Iraqi Freedom (Iraq, 2003).

B-2• Built by an industry team including Northrop Grumman, Boeing and

Vought Aircraft Industries. Boeing was—and remains—responsible for one-third of the aircraft’s systems and structural elements.

• Entered U.S. Air Force operational fleet in 1993.

• Known as the “stealth bomber” because of its ability to elude enemy radar.

• Number in U.S. Air Force fleet: 21.

• Primary mission: long-range flight, to attack key targets early in a conflict to minimize the opponent’s capabilities.

• Flight speed: high subsonic.

• Recent enhancements by IDS Support Systems in Seattle include the addition of smart-bomb racks in the B-2’s two bomb bays and Ultra High Frequency Satellite Communication.

B-52• Built by Boeing in Seattle and Wichita, Kan.; most modifications occur

during Program Depot Maintenance in Oklahoma.

• First entered military service in 1954.

• Number in U.S. Air Force fleet: 76.

• Primary mission: long-range, heavy bomber that can carry the widest array of weapons in the U.S. Air Force bomber fleet, including air-launched cruise missiles

• Flight speed: high subsonic.

• Can carry up to 70,000 pounds (31,800 kilograms) of mixed payload.

• Combat operations include all major offensives from Vietnam through Operation Iraqi Freedom.

• Recent enhancements include B-52 Combat Network Communica-tions Technology program, Avionics Midlife Improvement and Electronic Countermeasure Integration programs.

U.S. Air Force photo

The B-52 first entered military service with the U.S. Air Force in 1954 in its primary mission as a long-range, heavy bomber. It can carry a wide array of weapons, including air-launched cruise missiles.

Kevin FLynn photo

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Future improvementsBoeing is working with the U.S. Air Force customer and, in the case of the B-2 program, prime contractor Northrop Grumman, to devise ways to keep Boeing bombers relevant well into the future. Here are some examples of technologies Integrated Defense Systems Support Systems is considering for future application.

B-52 Airborne Electronic Attack is an enhancement based on the capabilities of the EA-18G Growler and is one that would fundamentally change the mission of the B-52. AEA—also known as Core Component Jammer—would enable the B-52 to stand off at long distances and use jamming technology to protect other U.S. Air Force assets in theater, such as B-2 stealth aircraft. IDS Support Systems expects to be in the predemonstra-tion phase by late 2007.

B-1 The B-1 program is developing a targeting radar to distinguish between multiple stationary and moving targets simultaneously in all weather. This would enable pilots to accurately identify targets passed along by ground forces. Data gathered by the radar also could provide intel-ligence, surveillance and reconnaissance information, complementing that gathered from airborne warning and command system aircraft or unmanned combat vehicles.

B-2 A new B-2 upgrade is the Massive Ordnance Penetrator, a 30,000-pound (13,600 kilogram) penetrating bomb developed by Boeing in St. Charles, Mo., for the Defense Threat Reduction Agency. The B-2 could carry two of the bombs for use on extremely “hard,” or fortified, deeply buried targets. The B-52 program is designing the carriage and release equip-ment for the B-2. Capitalizing on its experience in weapons integration, it is using a B-52 as a test platform. The U.S. Congress added funding for this program in its 2007 budget.

Weaponry. Weaponry upgrades entail changing the payload carried on the aircraft and integrating advanced weapons systems. All three bombers originated with nuclear capability but now have expanded their role to include conventional weapons.

Today’s global positioning systems allow weapons to be in-creasingly precise. This means bombers can service many more targets per sortie than before—and can deploy munitions accu-rately from higher, safer altitudes.

The warfighter must also be able to identify and track these tar-gets. Boeing Support Systems in January demonstrated the ability to track moving targets using an infrared targeting pod on the B-1 and is working to deploy this technology to the fleet. The B-52 program also has successfully integrated Litening Pods on the B-52—these pods include Low Light TV, Infrared, Laser Designator and Data Link capabilites—and is currently developing a universal interface allowing the use of Litening, Sniper or Advanced Targeting Pods.

As advanced new weapons emerge, bombers must be upgraded to accommodate them. That’s a complex endeavor involving updating and integrating software, hardware, and electrical and mechanical enhancements to the aircraft.

Boeing just completed the $2.8 billion Conventional Mission Upgrade Program for the U.S. Air Force, changing the B-1 from a nuclear alert bomber to conventional weapons carrier.

“During Operation Desert Storm the B-1 was standing nuclear alert while the B-52 and B-2 were carrying conventional weap-ons,” said Greg Burton, B-1/B-2 program director. “B-1s and B-52s are delivering the vast majority of Joint Direct Attack Munitions in the three most recent conflicts. The enhancements we’ve completed on the B-1 are widely regarded as a tremendous accomplishment.”

Modernization. As weapons systems are upgraded, replacing decades-old technology onboard the aircraft with state-of-the-art systems becomes critical. The B-52’s Avionics Midlife Improve-ment (AMI) and Electronic Countermeasure Integration (ECMI) are prime examples of Support Systems’ modernization efforts.

The B-2—called “the stealth bomber” because of its ability to elude enemy radar—was built by an industry team featuring Northrop Grumman, Boeing and Vought Aircraft Industries. Boeing built primary structural components for the B-2 including outboard and aft-center sections of the bomber’s fuselage, and supplied the bomber’s fuel systems, weapons delivery system and landing gear. Boeing remains responsible for one-third of the aircraft’s systems and structural elements.

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The AMI upgrades bolster offensive avionics systems, such as those needed for weapons guidance. ECMI upgrades focus on defen-sive avionics systems such as radar jammers, which jam radar signals attempting to identify the aircraft or to launch a missile against it.

“AMI replaces the heart and soul of the B-52’s offensive system with a 21st-century system: computers, data storage, memory and navigation systems,” said Oathout. “Navigation systems are a criti-cal part of an offensive system, and Boeing has undergone a six-year effort to make sure these navigation system upgrades are right.”

Other modernization activities include work done by B-1 em-ployees in Long Beach, Calif., who are on contract to replace old displays and gauges with a “glass cockpit”—upgrading mono-chrome, analog displays to digital, LCD multifunction displays—and connecting these to existing controls and data sources.

“These new displays integrate a variety of applications into a single display, called data fusion,” said Rich Parke, B-1 Advanced Programs manager. “Similar to how a Boeing employee’s job might require the use of PowerPoint, Excel and Word, these new displays integrate software applications and provide simultaneous support to a variety of mission activities.”

These might include close air support to troops under fire; stra-tegic attack interdiction; maritime interdiction; and nontraditional intelligence, surveillance and reconnaissance, such as taking aer-ial photos of a particular location and transmitting them back to

Employees support bombers around the U.S. More than 1,000 Boeing employees in the United States work on U.S. Air Force bomber programs in support of the B-1, the B-2 and the B-52. These platforms are vital to the Air Force’s need for global preci-sion strike capabilities in a world of diminished forward basing. The modifications and upgrades provided by Integrated Defense Systems Support Systems give these aircraft new capabilities and increase the platforms’ role in network-centric warfare. Whether at a Boeing facility or a customer base, Boeing employees provide valuable services to these much-needed aircraft.

Employee locations:Long Beach, Calif. (B-1)

Oklahoma City (B-1, B-2)

Seattle (B-2)

Palmdale/Edwards Air Force Base, Calif. (B-1, B-2, B-52)

Wichita, Kan. (B-52)

U.S. Air Force Bases where B-1s, B-2s and B-52s are stationed and receive maintenance:Dyess AFB, Abilene, Texas (B-1)

Edwards AFB, Calif. (B-1)

Ellsworth AFB, Rapid City, S.D. (B-1)

Whiteman AFB, Knob Noster, Mo. (B-2)

Minot AFB, Minot, N.D. (B-52)

Barksdale AFB, Bossier City, La. (B-52)

Oklahoma City Air Logistics Center (B-1, B-52)

Jennifer Tsai explains a prototype B-1 Network Centric display to Nick phan. Tsai and phan are development engi-neers in the B-1 Advanced Information Engineering organization of Integrated Defense Systems.

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the Combined Air Operations Center via data link. Indeed, the B-1 and B-52 did this during the Joint Expeditionary Forces Experi-ment 2006 exercise.

Connectivity. New, enhanced software integrates a tremendous volume of data into a single source. As a result, an aircraft’s con-nectivity is important. Connectivity enables bombers to transmit and receive large volumes of data between aircraft and to and from ground forces in real time. It serves as the framework for the role of the B-52, B-1 and B-2 in network-centric operations.

The B-2 program is working on Extreme High Frequency Satellite Communication. This will enable the B-2 to communi-cate securely with satellites at high bandwidth data rates that allow users to view streaming video and connect it to the global informa-tion grid. The Air Force has a goal of networking all assets so that information is received by all in real time.

IDS Support Systems also is in the development phase of the B-52 Combat Network Communications Technology (CONECT) program. It allows aircraft to receive and transmit data electroni-cally—even directly to a weapon—instead of relying on voice channels.

Connectivity enhancements, coupled with weapons and sys-tems upgrades, make the bomber an incredibly versatile and flex-ible aircraft. Because battle plans can change while a bomber is en route to the theater, digital retargeting of munitions in real-time in the cockpit allows aircrews to adapt quickly. By transmitting information electronically, troops can convey more data faster, and directly into the weapon. Also, this data can come from the ground, a central command center in the theater, or via satellite.

The first B-52 arrived in Wichita, Kan., in August for a nine-month CONECT modification program to install the datalinks. Following major modification, each bomber then will travel to Edwards Air Force Base, Calif., for flight testing.

The B-1 and B-2 will receive similar enhancements. The Fully Integrated Link integrates the B-1 into the global information grid, providing beyond-line-of-sight and line-of-site secure connectiv-ity. It will allow the weapon system to respond more quickly to

By the numbers

5 Percentage of bomber sorties in Afghanistan by the B-1—which delivered 40 percent of total bomb tonnage

30 Percentage of the B-2 aircraft Boeing is responsible for under subcontract to Northrop Grumman

35 Number of hours of the first B-52 mission during Operation Desert Storm—the longest nonstop combat sortie in history

40 Percentage of all JDAMs (Joint Direct Attack Munitions) delivered to date that have come from a B-1

744 Number of B-52s built by Boeing

500,000 Total number of flight hours flown by the B-1 fleet

emerging threats identified by offboard sensors and be retasked by command authorities, and to employ weapons against time-critical targets using real-time digital information. Along with upgraded displays, the crews’ situational awareness, survivability and mis-sion effectiveness are dramatically enhanced.

“Precision strikes anywhere, anytime are the B-1’s forte,” said U.S. Air Force Col. James Hall, Commander 555th Aircraft Sustainment Squadron, Tinker Air Force Base, Okla. “As more capa-bility is added through ongoing upgrades to sensors and data links, the B-1 will be even more effective in projecting global power.”

Sustainment. Keeping a platform maintained and operationally effective is another critical area for the U.S. Air Force. IDS Sup-port Systems devotes significant resources to keeping bomber air-craft flying, taking care of aging parts and performing periodic maintenance.

In Wichita, Kan., Ken Scherban (left) and Richard Tolman inspect a B-52 External Weapons pylon in the Weapons Integration Lab prior to installation of the newly developed Integrated Weapons Inter-face Unit. The IWIU replaces several pieces of obsolete weapons-release equipment and preserves the combat capability of the B-52.

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Boeing B-2/Air-Launched Cruise Missile/Conventional Air-Launched Cruise Missile Program Manager John Griffith noted the B-2 requires a greater level of maintenance than other bomber aircraft, as low-observable materials used on the B-2 are not as du-rable as those of an F-22 or Joint Strike Fighter.

“After each mission the B-2 needs surface preparation and restoration,” Griffith said. “This makes it more costly to operate than a newer, smaller aircraft, and we’re continually working with [prime contractor] Northrop Grumman to improve maintenance capabilities and lower costs.”

The age of the B-52 also is a factor. The B-52 Life Cycle Man-agement Process takes a critical look at aging issues. It determines what makes most sense: to sustain current parts, structures or sys-tems or to develop a solution that would integrate newer technol-ogy—leveraging synergies to ensure best value for the customer.

Likewise, the B-1 Central Integrated Test System program is an enhancement that tracks the “health” of the aircraft and provides the best path for troubleshooting and maintaining the airplane. Structur-al instrumentation tracks the health of the airframe and allows the Air Force to make informed decisions on use and maintenance.

STAYING POWERAll four elements of bomber enhancement together make these

platforms highly effective in combat and show-of-force situations. Day after day, around the clock, U.S. Air Force bombers can be

found flying over various locations around the world. Indeed, the bomber has evolved into an incredibly versatile and flexible air-craft, capable of meeting the needs of the modern warfighter. In March, the B-1 passed the 500,000 flying-hour milestone and has proven to be the workhorse of the Air Force’s bomber fleet.

“The B-1 continues to be the bomber of choice for our com-batant commanders, leveling enemy positions with pinpoint accu-racy,” said Col. Jeffrey Smith, 28th Bomb Wing Commander at Ellsworth Air Force Base, S.D. “We are proud of its successes and equally proud of the men and women who designed, built and fly this national asset, defending our freedoms well into the future.”

While the B-1 and B-2 are relatively new, the B-52 is nearly 50 years old. From a structural-life perspective, however, IDS Support Systems leaders believe all three platforms still have a lot of life left in them. Current projections for B-1 and B-52 validate a service life beyond 2040.

“I believe they’ll continue to be useful,” said Burton. “The chal-lenge for Boeing is in putting together a positive, affordable solu-tion and approach for the Air Force customer.”

Indeed, last year’s reorganization of IDS businesses that placed all bomber programs into one organization—Support Systems—means the opportunity for sharing ideas and developing affordable solutions is much stronger.

“Our enhancements take advantage of the synergy between platforms,” said Griffith. “We expect now that we’re all under the same leadership in Support Systems we’ll get even more synergy, now and into the future.”

Ultimately, the needs of the warfighter have evolved and Boeing bomber aircraft have evolved with them. And IDS Support Systems continues to work hard to bring this segment of global warfare into the 21st century.

“It’s more than enhancing the capabilities and supporting the platform. The enhancements being made to Boeing’s bombers have fundamentally changed the mission the aircraft perform,” said Oathout. “We’ve stepped up to the challenge, and that’s why we’re still here.” n

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Q: Describe the role of IDS Support Systems when it comes to maintaining and modernizing the B-52.

A: IDS Support Systems plays an important role in maintaining and modernizing the B-52 platform. We have dedicated staff working with the B-52 customers to address aircraft operational issues and to enhance and upgrade aircraft capabilities. We’ve been successful in maintaining a good working relationship with our B-52 customers as well.

Q: What are you currently working on in support of the B-52?

A: Right now I’m working with the B-52 Air Force Reserve wing to inte-grate a software tool kit that they’ve developed to improve the utility of targeting pods on the B-52. The B-52 currently supports the targeting pod called Litening. Near term we hope to be able to support the Sniper advanced targeting pod, which allows the aircrew to locate and identify targets using high-resolution, forward-looking infrared sensors. They’re also used for precise delivery of laser-guided munitions.

Another project involves working with various B-52 Air Force customers and Boeing engineers to prepare for the B-52 participation in the 2008 Joint Expeditionary Force Experiment (a large-scale event that occurs every two years).

Q: What’s it like from an engineering perspective to work on an aircraft that’s more than 50 years old?

A: Maintaining and modernizing a 50-year-old aircraft is challenging. Fortunately, we have a very experienced and dedicated B-52 team here in Wichita to support this aircraft. The B-52 remains an effective bomber through continued modernization efforts supporting today’s mission needs. The B-52 maintains an 80 percent mission-capable rate, and it’s an awesome aircraft!

B-52 Systems Engineer Giao Vu sits in front of the B-52 navigator station in the System Integration Laboratory in Wichita, Kan., which is one of several on site used to conduct integration testing/ system verification and customer demonstra-tions.TED WHITESIDE pHoTo

‘It’s an awesome aircraft’ Meet Giao Vu, who works on modernizing the B-52Integrated Defense Systems employee Giao Vu is a systems engineer and a member of the B-52 Product Development Team in Wichita, Kan. An 18-year Boeing veteran, Vu recently shared with Boeing Frontiers a bit about her role in enhancing this U.S. Air Force warfighter.


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