A Defense Technology Blog
JLTV's Whole New Game
Posted by Paul McLeary at 3/27/2012 1:00 PM CDT
Well, this should make the Senate Armed Services Committee hearing on Army modernization this afternoon a bit more interesting. This morning we learned that Navistar Defense has left the Joint Light Tactical Vehicle (JLTV) team headed up by BAE Systems to strike out on its own, and that BAE is turning to an engine made by commercial manufacturer Ford Motor Company for its family of JLTVs.
Navistar said that it has submitted its Saratoga light tactical vehicle—which it debuted in October at the AUSA convention in Washington—to the Army in consideration for the JLTV, with company spokesperson Elissa Koc telling Aviation Week that by the time of its unveiling, the company had already achieved “an 85 percent solution” for the JLTV, “and we just needed to go that extra 15 percent.” The plan at the time was to submit the vehicle to the Army’s now-scuttled Modernized Expanded Capacity Vehicle (MECV) program—otherwise known as the Humvee recap—while shooting for a “middle ground” approach between the MECV specs and JLTV specs. “We really did go after the gap between those two [programs]” Koc said, adding that “it was ready for production in October.”
That extra 15 percent included reducing the weight of the vehicle, Koc says, while looking for “potential suppliers to integrate a digital backbone” into the vehicle and adding new power generation capabilities. She also points to a high level of commonality between the Saratoga and the thousands of MRAPs that the company has fielded in Iraq and Afghanistan. While the company quoted a $250,000 per unit cost last fall, the Army has subsequently said that it is looking for submissions in the $225,000 range, before armor packages are added. Koc said that the company has met all EMD requirements and that the pricing “is not far off from where we were before.”
BAE Systems, while parting ways with Navistar today also continued its work on the JLTV program, entering a submission for the EMD phase while making its own big announcement that it has selected Ford Motor Company’s Power Stroke 6.7 liter turbocharged diesel engine for its vehicle. Since Navistar was handling the engine integration and was to provide the manufacturing capability for the team’s JLTVs, a BAE spokesperson said that no decision has yet been made on a new production location.
Lockheed Martin, who has also been in the competition from the beginning, also announced today that it was moving forward with an EMD submission. During a call with reporters, Kathryn Hasse, Lockheed Martin’s JLTV program director said that the company has already driven its vehicle a 160,000 combined test miles, while “taking significant cost out of the design, as well as weight.” Pointedly, Hasse was sure to mention that Lockheed has had a “stable team” for seven years working on the program.
The deadline for submissions for the JLTVs EMD phase is today, and the Army is generally expected to award up to three contracts this summer as part of the 33-month EMD process.
Line-up confirmed for JLTV EMD phase
27 March 2012 - 22:20 by Andrew White in Miami
The US DoD has received final bids for the Engineering and Manufacturing Development (EMD) phase of the Joint Light Tactical Vehicle (JLTV) programme.
In line with the 27 March deadline to respond to October's request for proposals (RfP), it has emerged that five bids have been entered for the programme. These include Lockheed Martin and BAE Systems; Oshkosh Defense; and BAE Systems and Northrop Grumman.
In addition, Navistar has also pursued the RfP with a variant of its Saratoga vehicle after a last minute split from the BAE Systems and Northrop Grumman bid while General Tactical Vehicles' Eagle, a joint venture between General Dynamics Land Systems and AM General was also officially entered. The US Army was unavailable to confirm which bids had been received.
Handled on behalf of the US Army and Marine Corps by the army's Program Executive Office for Combat Support and Combat Service Support (PEO CS & CSS), up to three winning bidders are expected to be announced in June. This will comprise delivery of 22 prototype vehicles and associated equipment for a test and evaluation programme.
This, sources informed Shephard, will be followed by a Milestone C decision in 2013 with the downselect of a single bidder for LRIP in 2015. However, it is understood that the DoD will reserve the right to conduct another full and open competition for LRIP should other technology meeting JLTV requirements become available.
The JLTV programme came under close scrutiny last year when government officials threatened to axe the programme in light of current economic constraints. However, Lockheed Martin’s JLTV programme director Kathryn Hasse described to Shephard 'very strong support' from the army and marine corps. She added that PEO CS & CSS's intent was to procure some 50,000 JLTV platforms in the long term.
The Lockheed Martin and BAE Systems offering comprises a maximum gross vehicle weight of 21,500lbs with blast protection equivalent to 'some MRAP vehicles deployed in theatre', Hasse admitted.
'Our improvements removed hundreds of pounds of weight from our TD design, which was already proven in helicopter lift tests. We have incorporated more affordable materials and reduced exotic metals such as titanium. This was accomplished while maintaining the significant blast protection and vehicle capability already demonstrated,' Hasse explained.
On Monday, BAE Systems and Northrop Grumman confirmed that it would submit a proposal for the EMD phase of the programme with a spokesperson saying: 'We have worked hard over the last year to strengthen our team and our offer.'
Glenn Lamartin, BAE Systems JLTV programme manager said: 'We kept the best from the TD phase and applied it to our EMD vehicles.' He described how its offering was 'light enough for transport by air or sea and agile on road and off'. BAE Systems also announced that its solution will include Ford's Power Stroke 6.7 litre turbocharged diesel engine.
Finally, Oshkosh Defense has offered up the latest generation of its Light Combat Tactical All-Terrain Vehicle (L-ATV) which comprises 'MRAP-level' protection.
John Bryant, VP and GM of Joint and Marine Corps Programs for Oshkosh Defense said: 'Our engineers have drawn upon extensive tactical vehicle operating experience in Iraq and Afghanistan to develop the L-ATV, with an eye toward future combat environments.'
Lockheed M's Production-Optimized JLTV is Lighter and Costs Less
Lockheed Martin [NYSE:LMT] today submitted a proposal for a substantially lighter and more affordable Joint Light Tactical Vehicle (JLTV) for the next phase of the U.S. Army and Marine Corps competition.
The Lockheed Martin team optimized its Engineering and Manufacturing Development (EMD) design for production while maintaining the proven force protection, mobility, transportability and reliability of the earlier Technology Demonstration (TD) model.
“Our improvements removed hundreds of pounds of weight from our TD design, which was already proven in helicopter lift tests,” said Scott Greene, vice president of ground vehicles at Lockheed Martin’s Missiles and Fire Control business. “With more than 160,000 combined testing miles behind us, we’ve demonstrated our JLTV can reliably meet protection standards of many existing mine-resistant vehicles in combat today. This vehicle is ready to meet our customers’ needs with lower-cost materials at full-rate production.”
Throughout 2010 and 2011, the team took lessons learned from JLTV’s extensive testing and applied them to an evolved design. The team accomplished this through digital engineering analysis, virtual design builds, component tests and physical stress testing.
“Our EMD design lowers the cost of each vehicle, and not just through economies of scale,” said Kathryn Hasse, Lockheed Martin’s JLTV program director. “We have incorporated more affordable materials and reduced exotic metals such as titanium. This was accomplished while maintaining the significant blast protection and vehicle capability already demonstrated.”
Source : Lockheed Martin Corporation (NYSE: LMT)
Published on ASDNews: Mar 28, 2012
Read more: http://www.asdnews.com/news-41764/Lo...#ixzz1qPL87o4W
Navistar's SARATOGA for those that don't remember................
Israel Aerospace Industries to Present the New RAM MK3 'AT' Configuration- Armored Tank Hunter Vehicle
(Source: Israel Aerospace Industries; issued March 27, 2012)
Israel Aerospace Industries (IAI) will present its new armored tank hunter/killer system: the RAM MK3 'AT' (Anti- Tank) Configuration. The system will be on display during March 27 to 30, 2012 at the Fidae Air Show in Santiago, Chile.
The new configuration is based on the fielded RAM Mk.3 light-weight and high- terrain capability armored vehicle, developed and manufactured by IAI's RAMTA division. As its main weapon system it carries four NIMROD SR (Short-Range) missiles on pop-up launchers. NIMROD SR Weapon System, developed by IAI's MBT Missiles division, is a semi-active laser guided missile. It can be designated by the firing RAM-AT or by an indirect designation, by helicopter, UAV, forward observers etc. The NIMROD SR missile has a range of up to 8 km when launched from the RAM-AT platform.
The RAM MK3 'AT' configuration was developed after a thorough study and field testing period and it is based on recent battlefield requirements that showed the importance of an agile all-terrain vehicle that is mobile and carries a modern and proven laser guided missiles.
"This powerful combination high-maneuverable capability and fire- power allows a mobile combat force to use extreme terrain to its tactical advantage by bringing the sum of these two proven battlefield assets to bear on enemy armor wherever it may be found", said an executive of Ramta.
IAI will present at Fidae 2012 its advanced technological solutions and products. Among IAI's products to be presented: The Barak-8 air and missile defense system, Heron UAS, the ELW-2085 CAEW (Conformal Airborne Early Warning & Control) system and the ELM-2112 persistent ground and coastal surveillance radar. Advanced payloads will be displayed including the POP 300D plug-in Optronic Payload -"Designator" and the MOSP (Multi-Mission-Optronic Stabilized Payload) family. The Panther VTOL (Vertical Take-off and Landing) tactical UAS will also be displayed.
A Defense Technology Blog
More JLTV News
Posted by Paul McLeary at 3/28/2012 1:58 PM CDT
While at the start of the week there had been just three teams competing for the Army/Marine Corps’ Joint Light Tactical Vehicle (JLTV) program, by Wednesday there were six.
The teams that we’ve been covering since 2008 consisted of BAE Systems and Navistar; General Tactical Vehicles (General Dynamics and AM General); and Lockheed Martin. Yesterday, we found out that Navistar was breaking away form BAE and striking out on its own with the Saratoga light tactical vehicle. And today, AM General and Oshkosh announced that they were also both submitting bids for the engineering manufacturing development (EMD) phase. AM General will continue to work with General Dynamics on their joint project while pursuing their independent bid. (To be a fly on the wall at that next meeting, huh?) The company is calling its truck the Blast Resistant Vehicle-Off Road (BRV-O).
Oshkosh, whose bid with Northrop Grumman was shut out of the program when the Technology Development phase was awarded in 2008, is submitting its Light Combat Tactical All-Terrain Vehicle (L-ATV) as a candidate for the program.
In response to my post yesterday where I wrote that BAE Systems is unsure where it will manufacture its JLTVs now that Navistar has left the team, (and a Tweet where I probably got a little too excited) company spokesperson Stephanie Bissell Serkhoshian emails with a fair rebuttal. “We think it’s premature to make a decision on production today given that it begins in 2016. We’ll have all of our production processes in place so that we can competitively make a selection that gives the government best value based on the industrial base at that time.”
The Army is expected to select up to three vehicles some time this summer to participate in the 27-month EMD phase of the program, and then purchase about 50,000 trucks, while the Marine Corps has said it will purchase about 2,500.
AM General Submits Independent Bid for JLTV
Mar. 28, 2012 - 11:33AM
By KATE BRANNEN
U.S. Humvees are shown at Joint Base Balad, Iraq, in February 2011, awaiting transit back to the U.S. Six bids have been made for the Joint Light Tactical Vehicle, an effort by the U.S. military to develop a Humvee replacement. (Staff file photo)
AM General has announced that it has submitted its own bid for the Joint Light Tactical Vehicle (JLTV), an effort by the U.S. Army and Marine Corps to develop a replacement for its Humvees, adding a new team to an already very competitive field.
AM General, the longtime Humvee maker, is already supporting a bid submitted by General Tactical Vehicles, a joint venture formed in 2007 with General Dynamics Land Systems.
The General Tactical Vehicles team received one of three JLTV technology development contracts in 2008, under which it designed and built a number of prototypes for the Army and Marine Corps to test and evaluate.
Now, AM General is offering the Blast-Resistant Vehicle-Off Road (BRV-O), which the company says builds on more than a decade of independent research and development investment.
Companies wanting to compete in the engineering and manufacturing development (EMD) phase of the program had to submit bids by March 27.
“BRV-O features a crew capsule and modular armor already proven effective in government-supervised blast testing,” an AM General news release said.
Oshkosh announced March 27 that it is also joining the race, while Navistar and BAE Systems, which paired for the technology development phase, are now competing separately.
The Defense Department has said it plans to award up to three contracts for the 27-month EMD phase. There are two planned JLTV variants: a Combat Tactical Vehicle that can transport four passengers and carry 3,500 pounds. and a Combat Support Vehicle that can transport two passengers and carry 5,100 pounds.
The Army plans to buy at least 50,000 vehicles with the option to buy more, while the Marines could buy 5,500 vehicles. The new target price per vehicle is $250,000.
In October 2008, the Army awarded three contracts for the technology development phase of the program. Winning teams were Lockheed Martin, a BAE Systems/Navistar team and General Tactical Vehicles. Those teams built and delivered several prototypes, which the Army and Marine Corps evaluated in an effort to refine vehicle requirements.
The Army said all along that it would reopen the competition for the EMD phase of the program, but many predicted the companies that participated in the technology development would have an advantage.
That advantage may not be as firm since the Army and Marine Corps overhauled the requirements to bring down weight and cost, and win back congressional support.
Here are the other teams who have confirmed their bids for the EMD phase:
Formed in 2005, the core Lockheed Martin-led JLTV team includes the tactical wheeled vehicles team at BAE Systems in Sealy, Texas. It also includes Cummins Engine, Allison Transmission, Bosch, Meritor Defense, Lotus Engineering, L3 Combat Propulsion Systems and Vehma International of America.
It was one of three teams that won a contract for the JLTV technology development phase.
“Our improvements removed hundreds of pounds of weight from our [technology development] design, which was already proven in helicopter lift tests,” Scott Greene, vice president of ground vehicles at Lockheed Martin’s Missiles and Fire Control business, said in a statement.
By relying on more affordable materials and reducing the use of exotic metals, like titanium, the industry team was able to bring down cost, according to Kathryn Hasse, Lockheed’s JLTV program director.
General Tactical Vehicles (GTV)
As expected, the joint venture between General Dynamics Land Systems and AM General is also competing for a contract. The team’s vehicle, the Eagle, makes use of a Double-V hull design, which has proved effective against roadside bombs in Iraq and Afghanistan.
“With the GTV JLTV Eagle, we offer a modified non-developmental, low-risk vehicle with inherent manufacturing readiness that is built for program success and an accelerated path to production,” Mark Roualet, president of General Dynamics Land Systems, said in a statement.
BAE Systems teamed up with Navistar Defense in the last round of JLTV, but this time around the companies are submitting separate bids.
The BAE Systems-led team still includes Northrop Grumman and Meritor Defense. With its submission, BAE announced that it had also selected an engine designed and built by Ford. They are calling their vehicle the Valanx.
“We are excited about this significant enhancement to our team and vehicle, and look forward to the possibilities it could offer in the future,” BAE spokeswoman Stephanie Serkhoshian said in an email.
Ford designed and built the 6.7 Power Stroke engine for its F-Series Super Duty trucks.
Navistar will bid with a variant of its Saratoga light tactical vehicle, which Navistar launched in October after conducting its own automotive and blast testing, the company said.
“We made a significant investment in developing the Saratoga on our own nickel because that’s what we do commercially — it is part of our DNA,” Archie Massicotte, Navistar Defense president, said in a news release. “The Saratoga is a solid design and now that we have seen the requirements of the JLTV migrate toward our vehicle capabilities, we are in a position to modify the Saratoga to fit those requirements.”
Oshkosh is offering a variant of its Light Combat Tactical All-Terrain Vehicle (L-ATV).
The company says it has committed significant resources for light vehicle research and development to produce the L-ATV.
“Since 2006, we have aggressively and continuously worked to design, develop and test the L-ATV to deliver a robust, mature solution for the JLTV EMD phase,” John Bryant, vice president and general manager of Joint and Marine Corps Programs for Oshkosh Defense, said in a statement.
Oshkosh also builds the MRAP-All Terrain Vehicle, designed to meet an urgent need in Afghanistan for a lighter MRAP.
US Army Tropic Regions Test Center puts MRAP through its paces
During the worst years of the Iraqi insurgency, the mine-resistant, ambush protected vehicle was developed to protect American Soldiers from the destructive power of roadside bombs and other improvised explosive devices .
U.S. Army Yuma Proving Ground, or YPG, played an extensive role in the rapid initiative to field these life-protecting vehicles, conducting punishing durability testing on virtually all of its variants.
The proving ground, which is located in the desert of southwestern Arizona, has terrain and climate that closely matches those of Iraq, which made it ideal for testing the vehicles under realistic conditions. With the vehicle having proved its mettle and tenacity both here and in theater, the mine-resistant, ambush protected vehicle, or MRAP, was tested at YPG's Cold Region Test Center, or CRTC, at Fort Greeley, Alaska, in the winter of 2010-11, leaving tropics as the last climate in which it had never been put through its paces.
"As operations in Afghanistan and Iraq wind down, the armed forces are becoming more focused on the need to test equipment in arctic and tropical environments," said Ernest Hugh, director of U.S. Army Tropic Regions Test Center, or TRTC, a subordinate command of YPG.
Unlike the other test centers, however, TRTC owns no land and must rely on the permission of host nations to conduct evaluations. Though this is obtained with relative ease thanks to TRTC's strong rapport with the American embassies in the foreign nations in which it conducts tests, there are still the challenges of finding and improving a suitable test site, transporting equipment to it, and housing personnel for multi-month missions far from home.
When TRTC conducted its first test in the nation of Suriname in 2008, it took the efforts of hundreds of people and scores of local contractors to make it a success.
"During the first test, we were completely new to the country," said Julio Zambrano, test officer on the MRAP test. "We didn't know the culture or the normal way of operating. It was a groundbreaking experience with lots of lessons on what to do and what not to do."
Though the test was completed five weeks ahead of schedule, the 20-person crew experienced a great many hardships. The test took place near Moengo, a town of about 7,000 people, and though the crew's housing was upscale by local standards, it was substandard to typical American expectations.
The crew was also isolated: the capital city of Paramaribo was 60 miles away and accessible only by unimproved roads, meaning they only traveled there one day per month. Additionally, throughout the test there were constant concerns from local citizens about the scope and duration of the testing, which required a great deal of deft diplomacy on the part of the testers.
When the MRAP project manager expressed interest in conducting a similar durability test in Suriname in 2011, TRTC officials were determined to maximize convenience and minimize costs.
"We went into this test with a whole new philosophy," said Terry Barton, TRTC's site manager in Suriname. "We can get the contractor to do things with fewer people and much cheaper than the first test. We've learned a lot and come a long way in our knowledge of how to work in Suriname."
Though the MRAP test required a long test course like the Stryker evaluation, TRTC officials were keen to find a more centrally-located facility. After significant inquiries, TRTC officials found a promising site near the village of Afobaka that addressed many of the shortcomings of their prior one. Connected to Paramaribo by a paved and well-maintained highway and close to an airstrip and several other small towns, the site would be easily accessible for personnel and supplies, as well as emergency vehicles in case of an accident. The dirt road course itself snaked through 19 miles of uneven jungle terrain, perfect for putting a combat vehicle through its paces under extreme conditions.
Confident that they had a suitable site, TRTC's senior leaders began to approach officials from the United States embassy in Suriname for assistance in gaining the necessary permissions from the Surinamese government. TRTC officials gave detailed briefings to the commander of the U.S. Military Liaison Office within the embassy, who, in turn, briefed Suriname's national security adviser and Ministry of Defense. The test was ultimately approved at the highest levels of the Surinamese government.
"You develop it piece by piece," said Barton. "Once you have the track and the approvals, then you have to make provisions for a camp for the workers."
Though more accessible than its predecessor, making the new test site ready for business was far from a turnkey operation. The most pressing matter was preparing the test course itself.
"In Yuma and Alaska, the tracks are already established," said Zambrano. "For this test, we start with nothing and have to get authorizations from local governments, petition for radio frequencies, and a lot of other things that are taken for granted at YTC and CRTC. It takes a lot of effort and coordination."
Unlike the Moengo test site, the 19-miles of existing roads through the jungle near Afobaka were designed to accommodate logging trucks, which are light relative to the extremely heavy vehicles used to support bauxite mining. Thus, bridges spanning the several streams across the road had to be strengthened to safely bear the weight of the beefiest MRAP variant, which weighs in at over 30,000 pounds. This retrofitting was performed by the land's owner under TRTC supervision, and was accomplished through the ingenious method of placing an open Connex trailer in the stream bed, then using massive backhoes to pile dirt and extremely thick timbers atop it.
As these repairs were being accomplished, the test courses had to be staked and mapped, and topographical maps produced. The test site needed security fencing and lighting, as well as a concrete pad and shade structure to accommodate maintenance and storage of the test vehicles. Cutting-edge prefabricated trailers were erected to house the 20 personnel that would be at the site for the duration of the test, small cabins with single rooms of about 10 feet by 10 feet, each having a window and sliding glass door.
The doorways opened onto wooden decks that served as a communal outdoor dining area outfitted with sinks, refrigerators, and other kitchen appliances brought by test personnel. There were five such cabins constructed, each taking about three weeks to complete. Due to Suriname's history as a Dutch colony, the construction codes are European-based, but the TRTC crew had experience with them from the 2008 test.
The test site was also outfitted with high speed satellite internet access and already boasted cell phone coverage, making it much more connected to the outside world than the prior location.
"We're able to communicate with anyone at any time," said Barton. "Suriname's telecommunications and online infrastructure has advanced quite a bit in the last few years, and at a much lower cost."
"We talk with Yuma every day by email and phone," added Zambrano. "They want to be sure we have everything we need to be successful. There are challenges that you don't have in Yuma, but we work through them."
As TRTC personnel typically based in Panama spent several days in Yuma in June training on data collection techniques specific to MRAP testing, the carpentry shop was at work rapidly installed wooden cabinets and drawers into a common Conex container. When it was completed, mechanics outfitted this portable tool room with all the items a mechanic needs to work on heavy vehicles. The drawers and cabinet doors were strapped shut, and the trailer was shipped to Suriname along with the test vehicles and other gear.
"Nothing fell," marveled Richard Shadle, heavy equipment mechanic. "Everything was exactly in place when it arrived. They did a heck of a job, and it was completed in one day."
The three MRAPs and most of the crew's gear was sent by ship from Texas, down the Gulf of Mexico, and through the Caribbean before sailing up the Suriname River to the capital city of Paramaribo. The river there is broad, but shallow, and the heavy ship needed to be unloaded within 10 hours of arrival, at high tide, or risk going aground.
Thus when it docked at 3 a.m. on a Sunday morning, TRTC personnel scrambled to send drivers to unload the vehicles, stage them on the pier, and remove the remainder of the crew's gear packed in storage containers. Once customs officials inspected the items, TRTC personnel transported them to a secure warehouse on the outskirts of the city. As soon as the test site was ready for business, TRTC-Suriname logistician Achmad Amatsahlan arranged for a police escort to accompany the convoy transferring all of the equipment, and low boy trailers were rented from local contractors to transport the three vehicles.
"One of the low boys was very old and the distance from the lowest point to the road was about one foot," said Mora. "We had to go extremely slowly over speed bumps on the highway. It was an interesting, but safe trip."
The crew also had to contend with an unexpected storm that hit at the conclusion of the journey.
"Everyone was soaked," recalled Barton. "We couldn't move. We had to stay with the vehicles."
Durability testers do their best to push a test item to its limits. As such, each of the MRAP variants under test was driven across the rugged jungle test courses at its maximum payload capacity, achieved through placing test dummies and multi-ton plates and weights inside the vehicle. By agreement amongst themselves, the three test vehicle operators spend a week driving each MRAP variant under test, and cycle through every three weeks. However, each vehicle had a dedicated data collector for the duration of the test.
"You have to know the vehicle," said Mora. "It's a good idea for a data collector to stay with the same one."
While the test is in progress, the data collector records the time and mile marker any fault occurs at, along with any comments the driver has describing the incident. Upon return to base, the data collector also obtains meteorological data like temperature and humidity from the minute the incident occurred. If the vehicle is put out of a commission and a replacement part isn't at hand, mechanics attempt to buy one over the counter at a heavy equipment dealership in Paramaribo prior to having one shipped from the United States.
Though the test course was on leased property in a rural area, a logging firm is foresting part of the land, which means large logging trucks and other support vehicles were occasionally present when testing was in progress. For safety, test engineer Rolando Ayala rode in a pickup truck serving as escort to the test vehicles. From at least a quarter of a mile in front of the convoy, Ayala radioed the other drivers whenever a non-participating vehicle or person was on the track, giving them the specific mile marker and direction at which he sees them.
Additionally, medic and security officer Eric Nicolaisen followed the convoy in a trailing pickup truck loaded with a well-stocked first responder's aid kit in case of an accident.
"This course isn't that bad," said Jay Bomhower, driver. "We're encountering a lot of dust because it is the dry season, but we get that in Yuma, too."
The several months of test spanned both the dry and rainy seasons, and in the latter the crew had to deal with steep, muddy portions of the test track that were at times virtually impassable. Yet subjecting the vehicles to these types of conditions provided valuable insights into the vehicle's capabilities that could never be generated in a conditioning chamber.
Through the challenges, the test was accomplished thanks to the professionalism and dedication of the YPG personnel who participated.
"The team we put together adapted very well," said Zambrano. "We know what needed to be done. I thank everyone at YPG for their support."
With two vehicle tests under their belts and a sterling relationship with the American embassy and Surinamese government, TRTC personnel are bullish about their ability to successfully and economically conduct valuable future tropical testing in Suriname for a variety of systems, from vehicles to artillery pieces. Suriname would be particularly suitable for the testing of unmanned aerial systems, or UAS.
By Mark Schauer, ATEC
"Suriname has very little air traffic and the corridor is well-defined," said Hugh. "With the proper permissions, we could definitely do unmanned aircraft testing in Suriname. UAS are perfect for jungle surveillance with the right sensors, which need to be tested in the natural environment."
Read more: http://www.asdnews.com/news-41788/US...#ixzz1qTAcC6N4
The Maini Group Launches the Israeli TOMCAR Off-Road Vehicle in India
Tamir Eshel March 29, 2012 12:34 0 comments
TOMCAR is already operated by military and low enforcement forces.
The Indian Maini Group acquired a majority stake in TOMCAR, a company based in Israel engaged in design and manufacture of high performance off road vehicles. At Defexpo 2012 the Indian automotive group is launching the TOMCAR in India. “With the Indian Defence, Paramilitary and Homeland Security scouting aggressively for All Terrain Vehicles, we intend to promote TOMCAR amongst them as part of their modernization drive.” Said Sandeep Maini, Chairman of Maini Group. The Maini Group has created a manufacturing facility in Bangalore to cater for both domestic and overseas customers.
Designed in Israel and built in Israel and the USA, TOMCAR is a military grade, high-performance all-terrain vehicle designed for military, order patrol and first responder use. TOMCAR is deployed by the Israeli Military, the US Customs and Border Patrol and supports the British Army in Afghanistan as a combat support and replenishment vehicle. The Israeli military has also deployed the vehicle on border patrol missions, in an unmanned configuration known as Guardium.
TOMCAR has been customized for special operations, recce and surveillance, military and border forces. In the light strike version TOMCAR can carry Heavy Machine Gun, Anti-Tank guided missile launcher, or Automatic Grenade Launcher. It can also be fitted with a winch for self-recovery. TOMCAR has an option of being customized for both armored and unmanned versions. The vehicle is also air transportable and para-droppable.
TOMCAR all- terrain vehicles feature strong, fully-welded steel tube chassis and heavy duty four-wheel independent suspension. These vehicles are designed to be safe, rugged and extremely dependable.
The Maini Group is engaged in high precision and innovative engineering products for the last four decades and has a strong presence in diverse industry segments. Core capabilities of Maini Group include high precision components for Aerospace and Automative applications, Materials Handling Equipments, Electric Buggies for People and Cargo Movement, Storage and Shelving Systems and Plastics and Composites.