The NGAD isn't dead and remembering the first Strike Eagle
The NGAD isn't dead and remembering the first Strike Eagle
It may come down to the engines for the NGAD, and looking back on the first Strike Eagle
“Air power may either end war or end civilization.”
-Winston Churchill
Mission Briefing
Next-Generation Fighter Program Update
Let’s hope this project doesn’t go the way of the A-12 Avenger: ambitious but in some ways ahead of its time. Fortunately, there is some good news: the U.S. Air Force remains committed to its ambitious Next Generation Air Dominance (NGAD) program despite needing to address cost concerns and better integrate drone wingmen. In an exclusive interview with Defense News, Secretary Frank Kendall highlighted the necessity for a redesign to control costs and enhance compatibility with collaborative combat aircraft (CCA).
Redesigning for Cost Control
Secretary Kendall emphasized the importance of a cost-effective design for NGAD. The revamped platform may feature a less complex, smaller engine than initially planned to manage expenses. He reaffirmed the vitality of the "family of systems" concept for NGAD and mentioned that the design is under review to determine if it can be simplified and made more affordable.
NGAD's Mission and Components
NGAD aims to replace the F-22 Raptor in the 2030s. The program includes a crewed sixth-generation fighter with adaptive engines and autonomous drone wingmen, known as collaborative combat aircraft. This highly classified initiative will also feature advanced sensors, weaponry, and technology to enhance connectivity with satellites and other aircraft. Top Air Force officials stress that these innovations are crucial for maintaining air superiority in future conflicts.
Financial Challenges and Strategic Adjustments
The high cost of NGAD has raised concerns, especially as the Air Force faces budget constraints. The anticipated price of an NGAD fighter could reach $300 million per unit, three times the cost of an F-35, limiting the potential fleet size. Kendall noted the need to find a balance between cutting-edge capabilities and affordability, ideally aiming to lower costs closer to those of the F-35.
Leveraging Past Initiatives
Kendall pointed to the Aerospace Innovation Initiative as a foundation for NGAD's technology. While the initial design concept from this initiative is costly, the Air Force is exploring ways to streamline the platform to accelerate deployment and reduce expenses. The integration of CCAs is a crucial factor in the redesign process.
Reevaluating Propulsion Systems
In the end, it may all come down to the engine: The Air Force is reconsidering NGAD's adaptive engine technology to curb costs. Retired Lt. Gen. Clint Hinote indicated that the Next-Generation Adaptive Propulsion program's expenses significantly impact NGAD's overall budget. Secretary Kendall confirmed the need for a cost-effective propulsion system while maintaining the engine's advanced capabilities for improved range and fuel efficiency.
Industry and Development
General Electric Aerospace and Pratt & Whitney are developing adaptive engines for NGAD. These engines promise significant advancements by adjusting their configuration to optimize performance for different flight conditions. Despite their high costs, these engines are seen as revolutionary in propulsion technology.
Congressional and Budgetary Considerations
Kendall echoed former Secretary Deborah Lee James' view that NGAD is too crucial to cut for budgetary reasons. The Air Force plans significant R&D investments in NGAD, aiming for more than $2.7 billion in FY25 and projecting up to $8.8 billion by FY29. However, efforts to retire older F-22A Raptors to free up funds for NGAD have faced resistance from Congress.
Moving Forward
In May 2023, the Air Force issued a classified solicitation for NGAD's engineering and manufacturing development contract, with Lockheed Martin and Boeing as the primary contenders. While the contract was expected to be awarded in 2024, Kendall remained cautious about confirming specific timelines, highlighting the ongoing assessment of the program's direction and funding.
Conclusion
The Air Force's NGAD program represents a significant leap in military aviation technology, but balancing innovation with affordability remains a key challenge. As the service navigates budgetary constraints and strategic priorities, the successful integration of advanced technologies and cost-effective solutions will be crucial for the program's future.
This week in aviation history
First Flight of the F-15 Strike Eagle
8 July 1980: the prototype McDonnell Douglas F-15 Strike Eagle, a fighter-bomber variant converted from the second two-seat F-15B Eagle trainer, made its maiden flight. Originally designated TF-15A, the aircraft, numbered 71-0291, had first flown almost seven years earlier, on October 18, 1973.
Origins and Development
The Strike Eagle began as a private venture by McDonnell Douglas. It was designed to be operated by both a pilot and a weapons system officer (WSO), capable of carrying bombs, missiles, and guns for ground attack roles while maintaining air superiority capabilities. The airframe was strengthened, doubling its service life to 16,000 flight hours. The Strike Eagle transitioned into an Air Force project in March 1981, entering production as the F-15E. The first production model, 86-0183, had its first flight on December 11, 1986.
Technical Specifications
The McDonnell Douglas F-15E Strike Eagle is a two-seat, twin-engine, multi-role fighter. It measures 63 feet, 9 inches in length, has a wingspan of 42 feet, 9¾ inches, and a height of 18 feet, 5½ inches. The aircraft's empty weight is 31,700 pounds, with a maximum takeoff weight of 81,000 pounds. Powered by two Pratt and Whitney F100-PW-229 turbofan engines, it produces 17,800 pounds of thrust each, or 29,100 pounds with afterburner.
Armament and Capabilities
The F-15E Strike Eagle can carry AIM-7 Sparrow and AIM-9 Sidewinder air-to-air missiles, 2,000-pound laser-guided bombs, targeting designators, and jettisonable fuel tanks. Its maximum speed is Mach 2.54 (1,676 miles per hour) at 40,000 feet, with a sustained speed of Mach 2.3 (1,520 miles per hour). The service ceiling is 60,000 feet, with a combat radius of 790 miles and a maximum ferry range of 2,765 miles.
Combat and Payload
Despite being optimized as a fighter-bomber, the F-15E retains air-to-air combat capabilities. It is armed with a 20mm M61A1 Vulcan 6-barrel rotary cannon with 512 rounds, and can carry four AIM-9M Sidewinder heat-seeking missiles, four AIM-7M Sparrow radar-guided missiles, or a combination including AIM-120 AMRAAM long-range missiles. The aircraft can carry up to 24,500 pounds of bombs and missiles for ground attack.
Operational History and Legacy
Aircraft 71-0291 served as a dedicated test aircraft at McDonnell Douglas, painted in various camouflage schemes over the years, including the "European 1" camouflage. It was retired from active duty in the early 1990s and used for battle damage repair training at Warner Robins Air Force Base in Georgia. It is reported to be on display at the Royal Saudi Air Force Museum in Riyadh, Saudi Arabia, in RSAF colors and markings.
In case you missed it
All about the aforementioned F-15B that was modified to a Strike Eagle, and then served for NASA:
Photo Outlet
A somewhat unusual view of an S2BC Helldiver, the only remaining flying example, which belongs to the Comemorative Air Force:
Post Flight Debrief
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-Tog