JCA - Official Statements

FJCA - Official Statements
(The Future Joint Combat Aircraft was formally known as the Future Carrier Borne Aircraft - FCBA)

This section documents progress on the Future Joint Combat Aircraft (FJCA) Programme via official statements.  Statements are given in date order.

Source: Select Committee on Defence, Session 2003-2004, Defence - Sixth Report - Defence Procurement
Date: 14 July 2004

Further memorandum by the Ministry of Defence
 

PROJECT SUMMARY

  1.  The Future Joint Combat Aircraft (FJCA) will replace the capability currently provided by the RN's Sea Harrier and the RAF's Harrier GR7/9 in the second decade of this century. The aircraft will be operated in a joint force, from both the new aircraft carriers and land bases, in the manner of the current Joint Force Harrier.
 

  2. The Short Take Off and Vertical Landing (STOVL) variant of the US-led Joint Strike Fighter (JSF) has been selected to meet the requirement, and the UK is currently engaged in the System Development and Demonstration (SDD) phase of that programme, as the only Level 1 collaborative partner.
 

POLICY CONTEXT AND CAPABILITY GAP

  3.  The original FCBA requirement was intended to provide the Royal Navy with a new multi-role fighter/attack aircraft to replace the Sea Harrier from about 2012. There has been no significant change to the requirement, in terms of the aircraft's capabilities, since the Staff Target was approved in 1996. The Strategic Defence Review (SDR), however, concluded that we should plan to replace Invincible class carriers with two new larger aircraft carriers and establish the Joint Force 2000 (since renamed Joint Force Harrier), comprising RN and RAF elements. Therefore, the FCBA project assumed a common aircraft to replace both the Sea Harrier FA2 and RAF Harrier GR7, capable of being deployed in both land and sea based operations. FCBA was later renamed FJCA to reflect the move away from a purely sea based capability.
 

  4.  The important features of the Key User Requirements (KURS) are to provide a single seat supersonic aircraft, incorporating advanced "stealth" technology, that is capable of performing multi-role (ground attack, reconnaissance and air defence) operations from aircraft carriers and land bases, in pursuit of independent UK objectives or as part of coalitions with the US or other allies. Reliance on US framework capability has been fundamental to the success of operations in the Gulf since 1991 although, as indicated in the New Chapter to the Strategic Defence Review, there could still be a need for the UK to operate independently or as a lead nation in a coalition.
 

  5.  Interoperability is a key tenet for JSF in terms of maintaining commonality within the three variants of the aircraft and across national fleets. In addition, there are multiple information exchange requirements that seek to ensure interoperability within the Network Enabled Capability of the future.
 

  6.  As development has progressed, the work to mature the design to meet weight targets necessary to achieve desired performance levels has proved much more demanding than expected. Whilst the problem affects all three variants, it is the STOVL performance projections that present the greatest concern given the tighter margins associated with this variant. A significant rebaselining of the SDD phase is in staffing for approval by the US Defense Acquistion Board (due June 2004), which will allow for additional design effort to ensure requirements are satisfied through a range of options, including air vehicle weight reduction. The initial assessment of the outcome of this work is not likely to be possible before Summer 2004, when the necessary data will start to become available to estimate overall performance with a higher degree of confidence than is possible now. Until then, performance against the KURs is difficult to predict, but the re-baselining will unavoidably carry with it a significant time and cost penalty to the JSF programme. The predicted ISD for the US Marine Corps STOVL aircraft, for example, is expected to slip from 2010 to 2012, whilst the overall cost of the SDD phase will rise by some $7 billion, from $33 billion to $4l billion, although not all of the cost increase is attributable to the additional design effort. The consequential impact on the JCA programme is still being assessed.
 

  7.  The current UK planning assumption is for 150 Short Take Off and Vertical Landing (STOVL) aircraft. Final numbers will depend on the outcome of ongoing work to confirm overall future offensive air capability requirements.
 

COSTS

  8.  The spend on the project to 31 March 2004 is £342 million, of which some £144 million was incurred by the end of 2001-02 on the UK's contribution to the US JSF Concept Demonstration Phase and UK Feasibility Studies. Despite the $7 billion increase to SDD, the UK contribution (in cash terms) to the phase remains at $2 billion, which equates to £1.4 billion using current mandated exchange rate assumptions. This contribution will be paid over an 11-year period that began in October 2001.
 

  9.  The current estimated cost of the JCA Demonstration phase including costs incurred on UK national work is £2.57 billion (50% confidence), against an approval (at 90% confidence) of £2.2 billion.The growth of £337 million reflects areas of cost increase offset by decreases elsewhere. The increases include emergent aircraft system requirements, exchange rate fluctuation and a systematic re-examination of overall risk. The intention is further to examine cost, time and performance trade options to bring the programme back to within approval by March 2005.
 

  10.  Overall aircraft numbers, which have yet to be determined, will drive the cost of the programme. It is currently estimated to be in the region of £7-10 billion.
 

IN -SERVICE DATE (ISD) AND SERVICE LIFE

  11.  The FJCA ISD is defined as the ability to conduct sustained operations with 8 aircraft. As a result of a new investment strategy to take forward Joint Force Harrier (JFH) into the era of FJCA and Future Carriers (CVF), we plan to increase the offensive capability of our carrier-borne aircraft by upgrading the Harrier GR7 to GR9 standard and withdrawing the Sea Harrier FA2 from service in the period 2004 to 2006. ISD approval for FJCA will be sought in the Production/Support Main Gate, which is not likely to be required before late 2006, on the basis of current US programme timescales. The FJCA Out of Service Date is envisaged to be in the 2040s.
 

ACQUISITION APPROACH

  12.  FJCA is in the UK Demonstration phase of the CADMID cycle, although it predates Smart Acquisition. The JSF programme that is providing the solution is also pre-Smart Acquisition but accords with its principles. The joint US/UK programme office operates as an integrated project team, including close partnering arrangements between the programme office and the prime contractor, and operational staffs are contributing to the development of the requirement. The concept of "cost as an independent variable" means that through life affordability has been taken directly into account, along with lethality, survivability and supportability, in the evolution of requirements and design solutions. The US programme has also made significant "front end" investment, for example through the Technical Maturation Program, designed to reduce risk by proving technology before it was offered to both companies for potential incorporation in their solutions, and in the Concept Demonstration aircraft flown by both companies.
 

  13.  Seven other countries have now joined the JSF programme: Italy and the Netherlands as Level 2 Participants, and Australia, Canada, Denmark, Norway and Turkey as Level 3 Participants. Israel and Singapore have joined as Security Co-operation Participants (SCP) in JSF. SCP status is a separate bilateral arrangement with the US and does not involve accession to the joint programme MOU.
 

  14.  Alternative options considered for FJCA were a "navalised" Typhoon, the US F18E/F, the French Rafale and an updated Harrier. JSF was the clear value for money winner, on both cost and capability grounds.
 

  15.  JSF is an incremental acquisition programme. The SDD phase will provide a fully developed and tested aircraft as well as trained pilots. The Production and Support phases will be conducted on a multilateral collaborative basis and will be the vehicles for purchasing aircraft and support. An incremental approval approach to the phases is envisaged to minimise the risk inherent in concurrent development and production programmes. Block upgrade programmes will be the means to introduce performance updates, as required, throughout the life of the aircraft beyond ISD. It is too early to comment on the potential UK options for the post ISD work.
 

INDUSTRIAL ISSUES

  16.  UK participation as a full collaborative partner in the JSF programme represents a significant opportunity for UK industry and the UK economy. UK companies have won, on merit, substantial high quality work valued in excess of £4.5 billion and this is expected to continue in the future production and support phases of potentially the largest military procurement programme ever. BAL Systems is a main player in the Lockheed-Martin team developing the aircraft and aircraft systems, and Roll Royce has major roles in the STOVL propulsion system (contracted with Pratt and Whitney) and the Fl 36 engine programme (contracted with General Electric), which will eventually compete against the Pratt and Witney F135 engine for aircraft fits. The requirement for the partner nations and world wide Third Party Sales is estimated to amount to between 3,000 and 5,000 aircraft, at a production cost that could reach over $3008n. UK industry can be expected to play a significant part in this work.
 

  17.  Central to the continued involvement of UK companies in the high technology areas of the JSF programme is Information and Technology release. Whilst a number of difficult issues remain to be resolved, the UK has achieved considerable success in obtaining release of sensitive data at both a Government to Government and Government to Industry level. The release of information to meet the requirements of our involvement during the SDD phase is almost complete.
 

  18.  The requirement to provide the UK with the ability to operate and support the aircraft on a sovereign basis was set out in the UK Exchange of Letters (EOL) between the US and UK Defence Secretaries in January 2001. The UK intends during the next two years to refine further the detailed data release requirements and will work closely with our US colleagues in both Government and Industry to establish a jointly agreed sustainable plan. There are a number of issues to be considered in the context of a best value solution for the UK, including the establishment of an in-country assembly facility.
 

IN -SERVICE SUPPORT

  19.  Support arrangements are currently being examined, including the desirable extent of collaborative support and the role of industry in direct support. Detailed plans for the transition from the current Harrier fleet to FJCA will be formulated nearer the time.
 

NEXT STEPS

  20.  The intention is for the UK to play a full part with the US over the next few months to determine the efficacy of the SOD re-baselining efforts. Once the necessary initial data is available in the Summer, an assessment will be made of the ability of the STOVL variant to meet UK KURs, together with impacts, if any, on the design of the CVF.
 

  21.  Despite these problems, other areas of development are proceeding satisfactorily. For example, the first mechanical component for the SDD phase aircraft was produced in November 2003, and the F135 engine that will be fitted to the first production batches of the aircraft has passed its Critical Design Review ahead of schedule and testing is well advanced. The propulsion system for the STOVL variant, comprising the Fl 35 engine and the lift fan and roll ducts, is scheduled to commence testing in April 2004, some six weeks ahead of schedule.
 

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Source: Select Committee on Defence, Session 2002-2003, Defence - Eighth Report - Defence Procurement
Date: 9 July 2003

FUTURE JOINT COMBAT AIRCRAFT—FJCA FORMERLY FUTURE CARRIER BORNE AIRCRAFT FCBA

  The Future Joint Combat Aircraft (FJCA)—formerly the Future Carrier Borne Aircraft (FCBA)—will replace the capability currently provided by the RN's Sea Harrier and the RAF's Harrier GR7/9 in the second decade of this century. The aircraft will be operated in a joint force, from both the new aircraft carriers and land bases, in the manner of the current Joint Force Harrier.

  The Secretary announced on 17 January 2001 that the Joint Strike Fighter (JSF) had the best potential to meet the FJCA requirement. The UK accordingly joined the System Development and Demonstration (SDD) stage of the JSF programme as a Level 1 collaborative partner. On 26 October 2001 Lockheed Martin was selected as the prime contractor for the JSF programme, the UK having participated in the source selection process. On 30 September 2002 the Defence Secretary announced that the UK had selected the Short Take Off and Vertical Landing (STOVL) variant to meet its FJCA requirement.

Operational Requirement
  The Future Carrier Borne Aircraft (FCBA) requirement was originally intended to provide the Royal Navy with a new multi-role fighter/attack aircraft to replace the Sea Harrier from about 2012. There has been no significant change to the requirement, in terms of the aircraft's capabilities, since the Staff Target was approved in 1996. The Strategic Defence Review (SDR), however, concluded that we should plan to replace Invincible class carriers with two new larger aircraft carriers and establish the Joint Force 2000 (since renamed Joint Force Harrier), comprising RN and RAF elements. Therefore the FCBA project, now restyled Future Joint Combat Aircraft (FJCA), envisaged a common aircraft to replace both the Sea Harrier FA2 and RAF Harrier GR7, capable of being deployed in both land and sea based operations.

  UK and US requirements are largely the same and UK staffs have participated in development of the JSF Joint Operational Requirements Document (JORD), which includes UK specific requirements.

Trade-offs
  Trade-offs are an essential part of the procurement process in the JSF programme, using the "cost as an independent variable" process. This means that, in the evolution of requirements and design solutions, affordability is taken directly into account along with lethality, survivability and supportability. The initial JSF trade-off studies were completed in the autumn of 2000, in time to allow the competing prime contractors to include results in their respective SDD bids.

Numbers
  The current UK planning assumption is for 150 Short Take Off and Vertical Landing (STOVL) aircraft. Final numbers will depend on the outcome of ongoing work to confirm overall future offensive air capability requirements.

Strategic Defence Review
  The requirement for FCBA and other future fast jets was closely scrutinised in the SDR. The Joint Force 2000, now renamed Joint Force Harrier, arising from the SDR has brought all Naval and RAF Harrier squadrons under a unified command and control structure, with squadrons capable of operating from ashore or afloat as required. In addition, the SDR noted that the US JSF was a strong contender to meet our requirement for a Future Carrier Borne Aircraft.

Military Capability
  JSF is a single seat supersonic aircraft, incorporating advanced "stealth" technology, that is capable of performing multi-role (strike, reconnaissance and air defence) operations from aircraft carriers and land bases. Our analysis of the available options demonstrated that, on a through life basis, JSF should meet most cost-effectively our military requirements.

Equipment to be Replaced and In-Service Date
  Pre-SDR the FCBA was planned to succeed the Sea Harrier FA2 from 2012, and following the SDR, FJCA will also succeed Harrier GR7/9 from 2015. As a result of a new investment strategy to take forward Joint Force Harrier (JFH) into the era of FJCA and Future Carriers (CVF), we plan to increase the offensive capability of our carrier-borne aircraft by upgrading the Harrier GR7 to GR9 standard and withdrawing the Sea Harrier FA2 from service in the period 2004 to 2006. The FJCA in-service date remains defined as the ability to conduct sustained operations with 8 aircraft, and is currently planned for late 2012.

Acquisition Approach
  JSF is a collaborative programme, which runs to US procurement procedures. It could be considered to be in the Demonstration Phase of the Smart Procurement process. JSF Concept Demonstration was run on a competitive basis between consortia led by Boeing and Lockheed Martin under cost plus fixed fee (subject to maximum price) contracts placed by the US Government. The SDD contract is on a similar cost plus award fee basis. The US Government also has a contract on a similar basis with Pratt & Whitney for the development of the engine. UK industry is teamed with Lockheed-Martin and Pratt & Whitney. In addition to participation in the SDD phase, there will be work on national requirements. This will probably be undertaken through Lockheed-Martin for risk containment reasons but this has not yet been finally decided.

Alternative Acquisition Options
  Should the JSF programme fail to deliver a suitable STOVL aircraft a number of alternatives would need to be considered, but this would potentially have implications for factors such as cost and in-service date. A non-STOVL solution would also impact on the CVF programme. However, in selecting the Adaptable carrier design, we will be designing in the flexibility to adapt the warship if necessary at some point in the future, as circumstances dictate.

Collaboration
  The JSF programme is managed from a US Joint Project Office (JPO) in Washington, which has a total of about 150 staff, currently including 10 UK staff. There is no formal work-share agreement within the MoU for SDD, but a number of UK companies have competed successfully to win significant work with the US prime contractor. Seven other countries have now joined the JSF programme: Italy and the Netherlands as Level 2 Participants, and Australia, Canada, Denmark, Norway and Turkey as Level 3 Participants.

  Israel and Singapore have signed Letters of Intent (LoI) to become Security Co-operation Participants (SCP) in JSF. SCP status is a separate bilateral arrangement with the US and does not involve accession to the joint programme MOU.

   The eventual JSF production requirement, extending across the MOU participating nations, is at least 3,000 aircraft.

Export Potential
  JSF has a considerable potential to generate export opportunities including for UK industry. The entire JSF production run, including exports, will exceed 3,000 aircraft and may approach 5,000 aircraft, estimated to be worth some $400 billion.

Industrial Factors
  The industrial implications of the alternative solutions to the FJCA requirement were taken into account in determining the UK's choice of aircraft. UK participation as a full collaborative partner in the JSF programme represents a significant opportunity for UK industry. They have won, on merit, substantial high quality work and this is expected to continue in the future production and support phases of potentially the largest military procurement programme ever.

Smart Acquisition
  The JSF programme accords with Smart Acquisition principles. The joint US/UK programme office operates as an integrated project team, including close partnering arrangements between the programme office and the prime contractor, and operational staffs are contributing to the development of the requirement. The concept of "cost as an independent variable" is a further indicator of the iterative approach to the programme, as cost is seen as another "engineering parameter" against which potential technical solutions have to be measured and moderated if they produce unsatisfactory outcomes. The US programme made significant "front end" investment, as evinced by the Technical Maturation Program, a risk reduction measure to prove technology before it was offered to both companies for potential incorporation in their solutions. This early investment was also seen in the Concept Demonstration aircraft flown by both companies. In addition to proving flying qualities, those aircraft were used to prove various "lean manufacturing" techniques aimed at reducing both build and through life costs.

Acquisition Phases, Milestones and Costs
  (All figures expressed in resource terms at outturn prices, except where stated otherwise)

  The JSF Concept Demonstration Phase ended in October 2001. On 26 October 2001 Lockheed Martin was chosen as the contractor for the SDD phase of the JSF programme. SDD started in October 2001 and will last for some 11 years. UK entered the SDD phase as a full collaborative partner with the US, having participated in the selection of Lockheed Martin as the US prime contractor. The purpose of the SDD phase is to mature, complete and evaluate the detailed design of the aircraft and to integrate key equipment prior to Manufacture. The Manufacture phase for UK aircraft is likely to commence in 2008.

  Some £143 million had been spent by the end of 2001-02 on the UK's contribution to the US JSF Concept Demonstration Phase and UK Feasibility Studies. The current estimated cost of the Demonstration phase is £2.32 billion, against an approval of £2.36 billion. The UK SDD contribution to the US in cash terms under the MOU remains at $2 billion, which equates to £1.4 billion using current mandated exchange rate assumptions. This contribution will be paid over an 11 year period beginning from October 2001.

  Overall numbers, which have yet to be determined, will drive the cost of the programme. It is currently estimated to be in the region of £7-10 billion.

In-Service Support
  Support arrangements are currently being examined, including the desirable extent of collaborative support and the role of industry in direct support. Detailed plans for the transition from the current Harrier fleet to FJCA will be formulated nearer the time.

Front Line, Storage and Reserves
  The numbers have yet to be determined, but the planning assumption is 150 aircraft.

Interoperability
  JSF STOVL will offer good interoperability with the US and the other NATO allies who buy JSF. It will also be designed to be fully interoperable with legacy UK systems.

Disposal of Equipment Replaced
  Disposal has yet to be considered. But the aircraft may be of interest to existing overseas STOVL customers, although the aircraft are likely to have a limited useful life remaining.

In-Service Life
  FJCA is planned to have a 30-year service life.

Development Potential
  It is too early to comment on the potential options for the further development, update or use of JSF.

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Source: Select Committee on Defence, Session 2000-2001, Ninth Report - Major Procurement Projects
Date: 9 May 2001

Letter from the Ministry of Defence (10 April 2001)

FUTURE CARRIER BORNE AIRCRAFT (FCBA)

  The Future Carrier Borne Aircraft (FCBA) is planned to replace the capability currently provided by both the RN's Sea Harrier and the RAF's Harrier GR7 aircraft in the second decade of this century in a joint force to operate from new aircraft carriers or from land bases.

  As the Defence Secretary announced on 17 January 2001, we have concluded that the US Joint Strike Fighter (JSF) has the best potential to meet our FCBA requirement. We have accordingly decided to join the US as a full collaborative partner in the next stage of the programme—Engineering and Manufacturing Development (EMD)—subject, of course, to the decisions of the new US Administration on the future of the programme.

OPERATIONAL REQUIREMENT

  1.  The FCBA requirement was originally intended to provide the Royal Navy with a new multi-role fighter/attack aircraft to replace the Sea Harrier from about 2012. There has been no significant change to the requirement, in terms of the aircraft's capabilities, since the Staff Target was approved in 1996. The Strategic Defence Review, however, concluded that we should plan to replace Invincible class carriers with two new larger and more capable aircraft carriers and establish the Joint Force 2000 (since renamed Joint Force Harrier), comprising RN and RAF elements. Therefore the FCBA project envisages a common aircraft to replace both the Sea Harrier FA2 and RAF Harrier GR7, capable of being deployed in both land and sea based operations.

  2.  Under a Memorandum of Understanding signed in December 1995, the UK is a full collaborative partner in the JSF Concept Demonstration phase, which began in November 1996. This will end upon start of EMD planned for October 2001. The UK will continue to be the only full collaborative partner during the next phase of the programme. Signature of a Memorandum of Understanding in January 2001 for EMD has allowed us to participate in the selection of the winning consortium, a process known as Source Selection, which commenced in February and is due to end by October 2001. UK/US requirements are largely the same and UK staffs have participated in development of the JSF Joint Operational Requirement Document (JORD) and included UK specific requirements.

TRADE-OFFS

  3.  Trade-offs are an essential part of the procurement process in the JSF programme, using the "cost as an independent variable" process. This means that, in the evolution of requirements and design solutions, affordability is taken directly into account along with lethality, survivability and supportability. The JSF trade-off studies were completed in the autumn of 2000, in time to allow the competing prime contractors to include results in their respective bids.

NUMBERS

  4.  The current planning assumption is for 150 aircraft, but final numbers will depend on the version of JSF—Carrier Variant (CV) or Short Take-Off and Vertical Landing (STOVL)—selected and the outcome of ongoing work to confirm overall future offensive air capability requirements.

STRATEGIC DEFENCE REVIEW

  5.  The requirement for FCBA and other future fast jets was closely scrutinised in the SDR. The Joint Force 2000, now renamed Joint Force Harrier, arising from the SDR has brought all Naval and RAF Harrier squadrons under a unified command and control structure, with squadrons capable of operating from ashore or afloat as required. In addition, the Strategic Defence Review noted that the US Joint Strike Fighter (JSF) was a strong contender to meet our requirement for a Future Carrier Borne Aircraft. Current plans envisage that FCBA will start entering service in 2012 (see paragraph 6).

MILITARY CAPABILITY

  6.  JSF is a single seat, supersonic aircraft, incorporating advanced "stealth" technology, that is capable of performing multi-role (strike, reconnaissance, and air defence) operations from aircraft carriers and land bases. Our analysis of the available options demonstrated that, on a through life basis, JSF would be the most cost-effective solution to our military requirement.

EQUIPMENT TO BE REPLACED AND IN -SERVICE DATE

  7.  Pre-SDR the FCBA was planned to succeed the Sea Harrier FA2 from 2012. Following the SDR, FCBA will now also succeed Harrier GR7 from 2015. As previously planned, out-of-service dates for Sea Harrier and Harrier GR7 continue to be 2012 and 2015 respectively. The FCBA in-service date is defined as the point where we have the ability to conduct sustained operations with eight aircraft, and is currently planned for late 2012.

ACQUISITION APPROACH

  8.  JSF is a collaborative programme which runs to US procurement procedures. The current concept demonstration phase of the programme could be compared to the Assessment Phase of the Smart Acquisition process. JSF Concept Demonstration is being run on a competitive basis between consortia led by Boeing and Lockheed Martin under cost plus fixed fee (subject to maximum price) contracts placed by the US government. Both consortia involve British companies. By the nature of the competition itself and the contract pricing mechanism, the prime contractors are expected to maximise competition wherever possible at sub-contract level. The US government also has a contract on a similar basis with Pratt & Whitney for the development of the engine. A separate MoD contract was also placed on BAe Systems to examine the viability of a marinised Eurofighter.

ALTERNATIVE ACQUISITION OPTIONS

  9.  Should the JSF programme fail to deliver a suitable aircraft, a number of alternatives could be considered. These include the possible development of a Short Take-Off But Arrested Recovery marinised Eurofighter; an off the shelf purchase of a conventional catapult-launched aircraft, such as the Rafale M or F/A18 E/F; and options related to an advanced Harrier design.

COLLABORATION

  10.  We contributed $200 million, under the MoU with the US, to the $2 billion JSF Concept Demonstration Phase. The UK contribution to the next phase (EMD) will be £1.3 billion, with a further £600 million for additional work on national requirements. The JSF programme is managed from a US Project Office in Washington, which has a total of about 150 staff, currently including nine from the UK. The UK has no direct contractual relationship with the JSF prime contractors for the current phase. There is no formal workshare agreement within the MoU for Concept Demonstration, but a number of UK companies have competed successfully to win work with the US prime contractors.

  11.  The eventual US production requirement, extending across the US Air Force, Navy and Marine Corps, could approach 3,000 aircraft.

EXPORT POTENTIAL

  12.  JSF has a considerable potential to generate export opportunities for UK industry, whichever consortium wins. The JSF production run, including exports, may approach 5,000 aircraft estimated to be worth some $400 billion.

INDUSTRIAL FACTORS

  13.  The industrial implications of the alternative solutions to the FCBA requirement were taken into account in determining the UK's choice of aircraft. UK participation as a full collaborative partner in the JSF programme represents a significant opportunity for UK industry. UK companies have already played a significant role in the programme to date. They are well placed in both of the bidding consortia to win, on merit, substantial high quality work, both in the next phase and over the life of potentially the largest military procurement programme ever.

SMART ACQUISITION

  14.  The JSF programme accords with Smart Acquisition principles. The joint US/UK programme office operates as an Integrated Project Team, including close partnering arrangements between the programme office and the competing companies, and operational staffs are contributing to the development of the requirement. The concept of "cost as an independent variable" is a further indicator of the iterative approach to the programme, as cost is seen as another "engineering parameter" against which potential technical solutions have to be measured and moderated if they produce unsatisfactory outcomes. The US programme has significant "front end" investment, as evinced by the Technical Maturity Program, a risk reduction measure to prove technology before it is offered to both companies for potential incorporation in their solutions. This early investment is also seen in the Concept Demonstration aircraft both companies are currently flying. These aircraft are also being used to prove various "lean manufacturing" techniques aimed at reducing both build and through life costs. Early consideration is being given to an innovative support philosophy, including a major role for industry in direct support.

ACQUISITION PHASES, MILESTONES AND COSTS

  15.  The JSF Concept Demonstration phase, begun in November 1996, is now coming to an end. The next stage will be the EMD phase of the programme. The Secretary of State for Defence announced UK participation in this on 17 January. EMD is expected to start in October 2001 and last for some 11 years.

  16.  The main risk areas currently identified for JSF are technology transfer, avionics software, aircraft controllability, thrust/weight ratio, and safety management. A main aim of Concept Demonstration is to reduce these risks to an acceptable level before the programme moves into the EMD phase.

  17.  Approval was given for expenditure of £160 million (2000-01 outturn prices to cover both our contribution to the US JSF Concept Demonstration Phase and UK Feasibility Studies. Approval has been given for expenditure of £1.3 billion (2000-01 outturn prices) to cover the UK contribution to EMD and a further £600 million for additional work on national requirements. This will be paid over an 11 year period beginning in October 2001.

  18.  Overall numbers and the choice of variant, both of which have yet to be determined, will drive the cost of the programme. It is currently estimated to be in the region of £7-10 billion (2000-01 outturn prices—the increase from last year reflects the change to outturn prices). Peak expenditure is likely to occur in 2013-14 and 2014-15.

IN -SERVICE SUPPORT

  19.  Support arrangements are currently being examined. This includes consideration of the extent of collaborative support. Detailed plans for the transition from the current Harrier fleet to FCBA will be formulated nearer the time.

FRONT LINE, STORAGE AND RESERVES

  20.  The numbers have yet to be determined, but the planning assumption is 150 aircraft.

INTEROPERABILITY

  21.  JSF (STOVL or CV) will offer good interoperability with the US and any other NATO allies who buy the aircraft. It will, of course, be fully interoperable with legacy UK systems: able to be fitted with extant UK weapons and able to communicate with other UK platforms.

DISPOSAL OF EQUIPMENT REPLACED

  22.  Disposal has yet to be considered. Either aircraft type may be of interest to existing overseas STOVL customers, but the aircraft are likely to have a limited useful life remaining.

IN -SERVICE LIFE

  23.  FCBA is planned to have a 25-year service life.

DEVELOPMENT POTENTIAL

  24.  It is too early to comment on the potential options for the further development, update, or use of JSF.

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Source: The following "Briefing Note" was issued by the Director of Corporate Communication (Royal Air Force)
Date: 17 January 2001

JOINT STRIKE FIGHTER

ISSUE

1. The Joint Strike Fighter (JSF) has been selected to meet the requirement to replace the Harrier GR7 and Sea Harrier FA2 aircraft of Joint Force Harrier early in the next decade.

TIMING

2. Information should be released to personnel immediately.

BACKGROUND

3. Having examined various options to meet the Future Carrier Borne Aircraft (FJCA) requirement, and following the JSF Concept Development phase, JSF is the favoured option to meet our needs. Accordingly, the UK has decided to join the US as a collaborative partner in the next stage of the JSF programme (Engineering and Manufacturing Development (E&MD)). JSF will be a stealthy, single seat, supersonic aircraft, capable of performing multi-role operations from aircraft carriers and land bases. In addition to a purely land-based version, 2 other variants of the JSF are being developed:. one that takes off using a ski-ramp and lands vertically, like the Harrier; and a second that is launched with a catapult and lands with the aid of an arrestor wire.

4. The UK has been a full collaborative partner with the US in the Concept Development phase of the JSF programme since 1996. Today, the UK signed a Memorandum of Understanding (MOU) with the US Government covering the E & MD phase. Signature of the MOU will enable the UK to participate in the selection of the prime contractor, for which 2 consortia, one led by Boeing and the other by Lockheed Martin, are competing. Demonstrator aircraft from both consortia have successfully completed a series of initial flight trials, some undertaken by the RN and RAF test pilots engaged in the programme. The US and the UK have also agreed a set of principles that will provide a framework for UK involvement in the JSF programme in the longer term. The aim of this is to ensure that the UK retains the military and industrial capabilities to manage JSF effectively through its life. The cost to the UK of the E & MD phase will be approx £2 billion. A number of European countries are also considering participation in the JSF programme.

5. It is expected that JSF will form a major part of the UK's future offensive air capability for several decades to come, along with Eurofighter and other air systems. The decision on which variant to purchase, and how many, has not yet been made and will depend on the outcome of further study.

KEY POINTS

• JSF has been selected to meet the FJCA requirement. It will form a major part of the UK's future offensive air capability.
• There are 3 variants of JSF including conventional and STOVL carrier versions; demonstration aircraft have completed initial flight trials, although STOVL flying will not commence until Spring.
• UK has joined US as a collaborative partner for the E & MD phase. This will enable the UK to participate in the selection of the prime contractor.
• Boeing and Lockheed Martin are the prime contenders.
• A framework of principles has been agreed aimed at ensuring the UK retains military and industrial capabilities to manage the JSF through its life.
• The decision on which variant to purchase, and how many, will depend on the outcome of further study.

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The following is recorded in the "Defence White Paper 1999", dated 21 December 1999:

Joint Force 2000

34. The SDR recognised that the RN Harrier FA2 and RAF Harrier GR7 aircraft provide complementary capabilities. Building on our success in operating them together from aircraft carriers, Joint Force 2000 will combine both aircraft fleets in a single joint force able to operate from either land bases or carriers. From 2003, the RN Harrier FA2 force will collocate with the RAF Harrier GR7s, front line units will be based at RAF Cottesmore and a Joint Operational Conversion Unit will be formed at RAF Wittering. We expect that Joint Force 2000 will eventually operate a common aircraft type, the Future Carrier Borne Aircraft.

35. The current Flag Officer Naval Aviation (a Rear Admiral) is head of the Joint Force 2000 implementation team and will become the first Commander of a new Group embedded within RAF Strike Command, with responsibility for Joint Force 2000, RAF maritime patrol aircraft and RAF Search and Rescue helicopters. Joint Force 2000 itself will be commanded by an RAF Air Commodore reporting to the Rear Admiral.

The following is recorded in "House of Commons Select Committee on Defence - Eighth Report Session 1998-99,  Written Evidence", 3 November 1999

Future Carrier Borne Aircraft—FCBA

The Future Carrier Borne Aircraft, FCBA, is planned to replace both the RN's Sea Harrier and the RAF Harrier GR7 in the second decade of the next century, in a joint force to operate from the new aircraft carriers or from land bases. While the Short Take-Off and Vertical Landing version of the US Joint Strike Fighter is a strong contender to meet this requirement, other options are also being studied, with a view to selecting an aircraft type in 2000-01. Meanwhile, the UK is a full collaborative partner with the US in the JSF Concept Demonstration phase.

OPERATIONAL REQUIREMENT

  1.  The FCBA requirement was originally intended to provide the Royal Navy with a new multi-role fighter/attack aircraft to replace the Sea Harrier from about 2012. There has been no significant change to the requirement, in terms of the aircraft's capabilities, since the Staff Target was approved in 1996. The Strategic Defence Review, however, concluded that we should plan to replace Invincible class carriers with two new larger aircraft carriers and establish the Joint Force 2000, comprising RN and RAF elements. The FCBA project, therefore, now envisages a common aircraft to replace both the Sea Harrier FA2 and RAF Harrier GR7. A strong contender for the FCBA requirement is the Short Take-Off and Vertical Landing, STOVL, version of the US Joint Strike Fighter, JSF. Under a Memorandum of Understanding signed in December 1995, the UK is a full collaborative partner in the JSF Concept Demonstration phase, which began in November 1996. UK/US requirements are largely the same and UK Operational Requirements staffs are participating in a joint US/UK process of requirement definition.

TRADE-OFFS

  2.  Trade-offs are being conducted in the JSF element of the FCBA programme, using the "cost as an independent variable" process. This means that, in the evolution of requirements and design solutions, affordability is taken directly into account along with lethality, survivability and supportability. The JSF trade-off studies will be completed in the autumn of 2000, in time to inform the decision on the selected design for the JSF. In parallel, other FCBA options are being studied in order to compare them with the JSF. Trade-offs for FCBA options are being considered in preparation for the selection of the aircraft type in 2000-01.

NUMBERS

  3.  The likely number of FCBA required has changed as a result of the SDR. Final numbers will be determined in the work leading to the selection of the FCBA.

STRATEGIC DEFENCE REVIEW

  4.  The requirement for FCBA and other future fast jets was closely scrutinised in the DR. The Joint Force 2000 arising from the SDR will bring all Naval and RAF Harrier squadrons under a unified command and control structure, with squadrons capable of operating from ashore or afloat as required. Current plans envisage that FCBA will start entering service in 2012—see paragraph 6.

MILITARY CAPABILITY

  5.  FCBA will be a multi-role aircraft capable of fighter, attack and reconnaissance missions.

EQUIPMENT TO BE REPLACED AND IN-SERVICE DATE

  6.  At the start of Concept Demonstration, the FCBA was planned to succeed the Sea Harrier FA2 from 2012. Following the SDR, FCBA will now also succeed Harrier GR7 from 2015. As previously planned, out-of-service dates for Sea Harrier and Harrier GR7 continue to be 2012 and 2015 respectively. The FCBA in-service date is defined as the Royal Navy's receipt of the 10th aircraft, and is currently planned for late 2012.

PROCUREMENT APPROACH

  7.  During JSF Concept Demonstration, the competition is between consortia led by Boeing and Lockheed Martin under cost plus fixed fee, subject to maximum price, contracts placed by the US government. Both consortia involve British companies. By the nature of the competition itself and the contract pricing mechanism, the prime contractors are expected to maximise competition wherever possible at sub-contract level. The US government also has a contract on a similar basis with Pratt & Whitney for the development of the engine. The procurement route and contractual arrangements for FCBA options other than JSF would depend on the specific option chosen.

ALTERNATIVE PROCUREMENT OPTIONS

  8.  We are studying the estimated costs and merits of other potential solutions for FCBA. These include the possible development of a short Take-Off But Arrested Recovery. STOBAR aircraft, potentially a marinised Eurofighter, off the shelf purchase of a conventional catapult-launched aircraft, such as the Rafale M, and options related to an advanced Harrier design. The relative strengths and weaknesses of these options will be examined in the Combined Operational Effectiveness and Investment Appraisal.

COLLABORATION

  9.  We are contributing $200 million, under the MOU with the US, to the $2 billion JSF Concept Demonstration Phase. The JSF programme is managed from a US Project Office in Washington, which has a total of about 150 staff, currently including nine UK staff. The UK has no direct contractual relationship with the JSF prime contractors for the current phase. There is no formal workshare agreement within the MoU for Concept Demonstration, but a number of UK companies have competed successfully to win work with the US prime contractors. Arrangements for potential UK involvement in the next phase have not yet been decided.

  10.  The JSF project is fully funded within the current four year US Government budgetary cycle. We understand that the eventual US production requirement, extending across the US Air Force, Navy and Marine Corps, could approach 3,000 aircraft.

EXPORT POTENTIAL

  11.  The export potential of FCBA will depend on the aircraft selected.

INDUSTRIAL FACTORS

  12.  Downselection from three to two prime contractors for the JSF requirement was made by the US before Concept Demonstration started. Further downselection will take place at the end of the current phase. The industrial implications of the alternative solutions to the FCBA requirement will be taken into account in determining the UK's eventual choice of aircraft.

SMART PROCUREMENT

  13.  The JSF programme accords with Smart Procurement principles. The joint US/UK programme office operates as an integrated project team, including close partnering arrangements between the programme office and the competing companies, and operational staffs are contributing to the development of the requirement. The concept of "cost as an independent variable" is a further indicator of the iterative approach to the programme, as cost is seen as another "engineering parameter" against which potential technical solutions have to be measured and moderated if they produce unsatisfactory outcomes. The US programme has significant "front end" investment, as evinced by the Technical Maturity Program, a risk reduction measure to prove technology before it is offered to both companies for potential incorporation in their solutions. This early investment is also seen in the Concept Demonstration aircraft both companies are currently building. These aircraft are being used to prove various "lean manufacturing" techniques aimed at reducing both build and through life costs. Early consideration is being given to an innovative support philosophy, including a major role for industry in direct support.

ACQUISITION PHASES, MILESTONES AND COSTS

  14.  The JSF Concept Demonstration phase, begun in November 1996, will last for four years. If JSF were chosen to meet the FCBA requirement, the next stage would be the Engineering and Manufacturing Development phase of the JSF programme. No commitment has been entered into by the UK beyond Concept Demonstration. The next key decision point is the selection of the FCBA solution in late 2000/early 2001, when decisions will be taken on subsequent acquisition phases.

  15.  The main risk areas currently identified for JSF are technology transfer, avionics software, aircraft controllability, thrust/weight ratio, and safety management. A main aim of Concept Demonstration is to reduce these risks to an acceptable level.

  16.  Approval has been given to expenditure of £152 million, at 1998-99 prices, to cover both the contribution to the US JSF Concept Demonstration Phase and UK Feasibility Studies. Expenditure, also at 1998-99 prices, is shown in the table below.

  17.  Overall FCBA numbers and hence the total cost of the programme, which could be in the region of £5 to £7 billion, have yet to be determined. Peak expenditure is likely to occur in 2013-14 and 2014-15.

IN -SERVICE SUPPORT

  18.  Support arrangements will depend on the FCBA solution selected, and are currently being examined. For JSF, this includes consideration of the extent of collaborative support. Detailed plans for the transition from the current Harrier fleet to FCBA will be formulated nearer the time.

FRONT LINE, STORAGE AND RESERVES

  19.  The numbers have yet to be determined.

INTEROPERABILITY

  20.  A JSF solution to the FCBA requirement would offer good interoperability with the US and any other NATO allies who buy JSF. Of other options, marinised Eurofighter would offer interoperability within NATO, but only enable operations from a UK carrier; while Rafale M would offer good interoperability with the French carrier force and others who purchase it.

Disposal of Equipment Replaced

  21.  Disposal has yet to be considered. Either aircraft type may be of interest to existing overseas STOVL customers, but the aircraft are likely to have a limited useful life remaining.

In-Service Life

  22.  FCBA is planned to have a 25-year service life.

Development Potential

  23. It is too early to comment on the potential options for the further development, update or use of the chosen FCBA solution.

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A milestone American DoD press release is quoted here:

Nov. 16, 1996

DEPARTMENT OF DEFENSE SELECTS THE BOEING COMPANY AND LOCKHEED MARTIN CORPORATION TO DEVELOP JOINT STRIKE FIGHTER DEMONSTRATOR AIRCRAFT

Secretary of Defense William J. Perry announced selection of The Boeing Company, Seattle, Wash., and Lockheed Martin Corporation, Bethesda, Md., to build the Joint Strike Fighter aircraft that will demonstrate the capability to meet the needs of the Air Force, Navy, Marine Corps and Royal Navy.

The JSF will fulfil stated service needs. For the U.S. Navy, JSF provides the first-day-of-war, survivable strike fighter aircraft to complement F/A-18E/F aircraft; for the Air Force, JSF provides a multi-role aircraft (primary-air-to-ground) to replace the F-16 and A-10 and to complement the F-22; for the Marine Corps, JSF provides short takeoff and vertical landing (STOVL) aircraft to replace the AV-8B and F/A-18A/C/D; and for the Royal Navy, the JSF provides STOVL aircraft to replace the Sea Harrier.

These concept demonstration efforts are budgeted at $2.2 billion, including propulsion efforts funded under a separate contract.

These contracts were awarded today.

This phase will feature flying aircraft demonstrators, ground and flight demonstrations, and continued refinement of each contractor's concept for the next generation strike fighter. The most visible element for the overall concept demonstration will be the flight demonstrators representing the contractors' preferred weapon system concept (PWSC) family of aircraft. Each contractor will build two flying concept demonstrator aircraft (CDA) to demonstrate key critical features of each contractor's concept.

During flight test programs at the Air Force Flight Test Center, Edwards Air Force Base, Calif., and the Naval Air Warfare Center, Aircraft Division, Patuxent River, Md., the following features will be demonstrated:

• Common/modularity for an affordable family of multi-service variants

• Short takeoff, vertical land, hover and transition

• Low-speed carrier approach flying and handling qualities

Also during execution of the contracts, The Boeing Company and Lockheed Martin Corporation will implement those innovative management and business practices that will focus on achieving affordable unit flyaway costs and reduced life-cycle cost for future production of JSF aircraft.

The source selection culminates a highly successful joint Navy, Marine Corps, Air Force and Royal Navy process that exhaustively evaluated proposals from all offerors. The entire process was conducted electronically, including issuance of the Request for Proposal and a thorough evaluation of each offeror's proposal. A continuing JSF program goal has been to apply information technologies to facilitate communications, eliminate paper, improve efficiency, and, most importantly, improve affordability in the management and execution of the program.

Milestone II for engineering and manufacturing and development (E&MD) is planned in FY 2001. First delivery of operational aircraft is anticipated in FY 2008.

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Last revised: 23 September, 2003