ARLINGTON, Va. — The U.S. Navy is proposing to retire its only expeditionary helicopter squadron dedicated to support of special operations forces with the service’s 2023 budget request. 

Helicopter Sea Combat Squadron 85 (HSC-85), a reserve squadron based at Naval Air Station North Island, California, is equipped with MH-60S Seahawk helicopters to support “Naval Special Warfare forces and other special operations forces training and readiness,” according to the Department of the Navy’s 2023 budget highlights book. 

The drawdown of HSC-85 would begin in 2023 with reduction in manpower and flying hour reductions would begin in 2024. Unless the MH-60S aircraft are needed elsewhere in the fleet, the aircraft would be placed in storage. The Navy estimates the program savings would amount to $312.5 million over the Future Years Defense Plan.  

HSC-85 originally was established as Helicopter Anti-Submarine Squadron 85 (HS-85) in 1970 at NAS Alameda, California, and equipped with the SH-3A Sea King helicopter, later upgrading to the SH-3D and SH-3H versions. The squadron moved to NAS North Island in 1993 and in October 1994 was redesignated Helicopter Combat Support Squadron 85 (HC-85), shifting to the roles of search and rescue, logistics and range support. 

The squadron was redesignated HSC-85 in February 2006 and equipped with MH-60S helicopters. In 2011, special operations support became its primary role, and it was equipped with an older version of the Seahawk, the HH-60H. The Navy planned in 2016 to deactivate HSC-85 and its East Coast counterpart, HSC-84, but HSC-85 survived. The squadron in 2018 upgraded to the Block III version of the MH-60S. 

ARLINGTON, Va. — Secretary of Defense Lloyd J. Austin III announced April 26 that the president has made the following nominations: 

Navy Vice Adm. Lisa M. Franchetti for appointment to the grade of admiral, and assignment as vice chief of naval operations, Washington, D.C. Franchetti is currently serving as director for Strategy, Plans and Policy, J5, Joint Staff; and senior member, U.S. Delegation to the United Nations Military Staff, Washington, D.C.  

Navy Vice Adm. Stephen T. Koehler for reappointment to the grade of vice admiral, and assignment as director for Strategy, Plans, and Policy, J-5, Joint Staff; and for appointment as senior member of the Military Staff Committee of the United Nations, Washington, D.C. Koehler is currently serving as commander, 3rd Fleet, San Diego.  

Navy Rear Adm. Sara A. Joyner for appointment to the grade of vice admiral, and assignment as director, Force Structure, Resources and Assessment, J-8, Joint Staff, Washington, D.C. Joyner is currently serving as chief of legislative affairs, Washington, D.C.  

Navy Rear Adm. Craig A. Clapperton for appointment to the grade of vice admiral, and assignment as commander, Fleet Cyber Command; and commander, 10th Fleet, Fort George G. Meade, Maryland. Clapperton is currently serving as commander, Combined Joint Task Force, Cyber, 10th Fleet, Fort George G. Meade, Maryland.  

Navy Rear Adm. (Select) Richard J. Cheeseman Jr. for appointment to the grade of vice admiral, and assignment as deputy chief of naval operations for personnel, manpower, and training, N1, Office of the Chief of Naval Operations; and chief of naval personnel, Washington, D.C. Cheeseman most recently served as commander, Carrier Strike Group 10. 

ARLINGTON, Va. — The Marine Corps’ VH-92A presidential support helicopter has achieved initial operational capability, according to the Department of the Navy.  

The VH-92A, built by Lockheed Martin, has been going through testing and crew training and achieved IOC on Dec. 28, 2021. No announcement by the program office was made at the time. The IOC was announced in the Navy Department’s budget highlights book for fiscal 2023 which was published in mid-April. 

The VH-92A reaching IOC was confirmed April 26 during a hearing of the Seapower subcommittee of the Senate Armed Services Committee by Frederick Stefany, who is performing the duties of the assistant secretary of the Navy for Research, Development and Acquisition. 

“We achieved IOC of the VH-92 — the presidential helicopter — and we are now starting the commissioning process with the White House to get that helicopter into the White House’s fleet,” Stefany said.  

The presidential helicopter fleet is flown by Marine Helicopter Squadron One (HMX-1). Currently HMX-1 flies the VH-3D Sea King and VH-60N Black Hawk helicopters. 

The fiscal 2023 budget proposal funds the VH-92A program at $45.6 million and “continues developing product improvements for incremental incorporation to the VH-92A capability baseline to include enhancements to Wide Band Line of Sight [WBLOS] communication capability, cockpit upgrades, government furnished equipment, shipboard interoperability, software upgrades and commences developing product improvements for distributed network communications and vehicle performance enhancements.” 

The planned fleet of VH-92As will include 21 operational aircraft and two test aircraft. Full operational capability of the VH-92A is planned for the second quarter of fiscal 2023. 

ARLINGTON, Va. — The U.S. Marine Corps has deactivated two helicopter squadrons in its march toward Force Design 2030, but one of the squadrons will be reactivated later this year, the service said. 

Marine Heavy Helicopter Squadron 463 (HMH-463) — a CH-53E Super Stallion squadron known as Pegasus — was deactivated on April 21 at Marine Corps Air Station Kaneohe Bay, Hawaii. The unit, which had been based in Hawaii since 1971, had been drawing down over the year and transferring its helicopters to other squadrons.  

Marine Light Attack Helicopter Squadron 367 (HMLA-367) — a unit known as Scarface — had operated AH-1Z Viper and UH-1Y Venom helicopters from Kaneohe Bay since 2012. It was deactivated on April 22, also at Kaneohe Bay. 

However, HMLA-367 will be reactivated later this year at Marine Corps Air Station Camp Pendleton, California, where four other HMLA squadrons are stationed with Marine Aircraft Group 39. 

The two squadrons are the second and third to be deactivated as part of Force Design 2030, the Marine Corps concept to build a lighter, more agile force able to operate and survive inside an enemy’s targeting zone. An MV-22B Osprey squadron, Marine Medium Tiltrotor Squadron 166 (VMM-166), was deactivated late last year.  

The Corps still maintains two MV-22B squadrons at Kaneohe Bay — VMM-268 and VMM-363 — with Marine Aircraft Group 24. The service plans to establish a new KC-130J Super Hercules squadron at Kaneohe Bay to support the mobility of Marine forces in the Pacific. 

SAN DIEGO — General Atomics Aeronautical Systems Inc. has integrated the Leonardo Seaspray 7500E V2 multi-mode radar onto an MQ-9A Block 5 remotely piloted aircraft and performed its first test flight on April 14, the company said April 26. The maritime-focused radar is also being fitted for the MQ-9B SeaGuardian. 

“The benefits of this Maritime Patrol Radar in the complex littoral and maritime intelligence, surveillance and reconnaissance environment will add world-class situational awareness for our RPA,” said GA-ASI Vice President of International Strategic Development Robert Schoeffling. 

Designed and manufactured in Edinburgh, United Kingdom, the Leonardo 7500E V2 radar is the latest variant of the highly successful Seaspray Active Electronically Scanned Array radar family, featuring updated processor and receiver technology to meet the evolving demands of the ISR mission set. The 7500E V2 is the largest and most capable Seaspray AESA radar and enhances the operationally proven 7500E.  

The Seaspray greatly enhances the capabilities of GA-ASI RPA and builds on the already close working partnership between GA-ASI and Leonardo.  

“Seaspray’s long-range, wide-area maritime and ground surveillance capability makes it an ideal fit for the MQ-9A and MQ-9B,” said Tony Innes, vice president of sales, Radar and Advanced Targeting at Leonardo. The V2 offers significant range increases for certain critical modes, improved maritime detection and the ability to handle a high number of targets, while improving on its already-capable over-land mode suite.” 

WASHINGTON — A team of researchers from the U.S. Naval Research Laboratory recently demonstrated the feasibility of terrestrial microwave power beaming by transmitting 1.6 kilowatts of power over 1 kilometer, the most significant power beaming demonstration in nearly 50 years, NRL said April 20. 
   
Microwave power beaming is the efficient, point-to-point transfer of electrical energy across free space by a directive microwave beam. The project, Safe and COntinuous Power bEaming – Microwave (SCOPE-M), was funded by the Office of the Undersecretary of Defense for Research and Engineering’s Operational Energy Capability Improvement Fund and led by project principal investigator Christopher Rodenbeck, Head of the Advanced Concepts Group at NRL. 
   
Within 12 months, NRL established the practicality of terrestrial microwave power beaming and beamed 1 kilowatt of electrical power over a distance of 1 kilometer using a 10 gigahertz microwave beam. SCOPE-M demonstrated power beaming at two locations, one at the U.S. Army Research Field at Blossom Point, Maryland, and the other at The Haystack Ultrawideband Satellite Imaging Radar transmitter at the Massachusetts Institute of Technology. 
   
“The reason for setting those targets is to push this technology farther than has been demonstrated before,” said Paul Jaffe, power beaming and space solar lead.

“You don’t want to use too high a frequency as it can start losing power to the atmosphere,” Rodenbeck said. “10 GHz is a great choice because the component technology out there is cheap and mature. Even in heavy rainfall, loss of power is less than five percent.

”In Maryland, the team exceeded their target by 60% by beaming 1.6 kW just over 1 kilometer,” he said. “At the Massachusetts site, the team did not have the same peak power, but the average power was much higher, thereby delivering more energy. Jaffe said these demonstrations pave the way for power beaming on Earth, in space and from space to Earth using power densities within safety limits set by international standards bodies. 
   
“As engineers, we develop systems that will not exceed those safety limits,” Jaffe said. “That means it’s safe for birds, animals, and people.” 
 
Jaffe went on to say that during past experiments with laser power beaming using much higher power densities, the engineers were able to successfully implement interlock systems so if something approached the beam it would turn off. 
   
“We did not have to do that with SCOPE-M because the power density was sufficiently low that it was intrinsically safe,” Jaffe said. 
   
Brian Tierney, SCOPE-M electronics engineer, said the Department of Defense is interested in wireless power beaming, particularly wireless power beaming from space, and that a similar rectenna (rectifying antenna) array as used for SCOPE-M could be used in space. A rectenna is a special type of receiving antenna for converting electromagnetic energy into direct current electricity in wireless power transmission systems. 
   
“Although SCOPE-M was a terrestrial power beaming link, it was a good proof of concept for a space power beaming link,” Tierney said. “The main benefit of space to Earth power beaming for the DoD is to mitigate the reliance on the fuel supply for troops, which can be vulnerable to attack.” 
   
Besides being a DoD priority, Rodenbeck said power beaming is the ultimate green technology. Unlike other sources of clean energy, which provides intermittent and sporadic electrical power, power beamed from space to Earth can provide power continuously, 24 hours a day, seven days a week, 365 days a year. 
   
“That is something no other form of clean energy can do today,” Rodenbeck said. “From the standpoint of technology readiness level, I feel we are very close to demonstrating a system we can truly deploy and use in a DoD application.” 
   
   

PHOENIX — Honeywell has successfully demonstrated several advanced alternative navigation technologies intended to help ensure seamless navigation, even when GPS signals are blocked, interrupted or unavailable, Ahjay Rai of Honneywell said in an April 20 release.

Testing took place on both an Embraer E170 aircraft and an AgustaWestland AW139 helicopter. 

Alternative navigation systems use sensors such as cameras, star trackers, radars and radios to augment and or aid inertial navigation systems. These systems correct inertial navigation systems in environments where global navigation satellite systems are denied. 

“Our customers are seeing an increase in both intentional and unintentional navigational disruptions, including jamming for GNSS-based navigation,” said Matt Picchetti, vice president and general manager of Navigation and Sensors at Honeywell Aerospace. “There hasn’t been a single set of solutions that meet all our customers’ operational needs, so we decided to create one. Our modular and scalable alternative navigation technologies are setting a new benchmark in terms of reliability and performance in GNSS-denied environments compared with what is available in aviation today.” 

Alternative navigation technologies provide position, velocity and heading information in GNSS-denied environments. The successfully demonstrated technologies onboard the E170 and AW139 include: 

• Vision Aided Navigation: Honeywell’s Vision Aided Navigation system achieved GPS-like performance on both the Embraer E170 and AW139 platforms during GPS-denied conditions. Additionally, the technology showed 67% improvement in GPS-denied performance compared with earlier testing last year. The system uses a live camera feed and compares it with maps to provide a passive, not jammable, and highly accurate absolute position. 
• Celestial Aided Navigation: Honeywell’s Celestial Aided Navigation system on the Embraer E170 achieved an accuracy of 25 meters circular error probability of 50% (CEP50). This represented a 38% improvement in GPS-denied performance compared with tests last year. Most importantly, this is the first time a Resident Space Objects-based (RSOs) navigation solution was demonstrated on an airborne platform, as most competing solutions rely only on star-based navigation. The system utilizes a star tracker to observe stars and RSOs to provide a passive, not jammable solution with GPS-like accuracy in GPS-denied or spoofed conditions. 
• Magnetic Anomaly Aided Navigation: Honeywell conducted the world’s first real-time magnetic anomaly-aided navigation on an airborne platform, the Embraer E170. This is a historic milestone, as almost all previous magnetic tests were done in special environments to mitigate electromagnetic noise. Honeywell demonstrated this passive, not jammable, all-weather, 24/7 technology on an embedded platform, which measures earth’s magnetic strength and compares it with magnetic maps to accurately identify the position of the vehicle. 

Additionally, Honeywell demonstrated inertial navigation systems, when paired with the GPSDome (anti-jamming device), showed significant improvement in position accuracy and integrity performance in the presence of GPS jamming. The ability of GPSDome to enable tracking of GPS satellites under more aggressive jamming environments reduces performance degradations that come with GNSS-denied conditions. 

Alternative navigation prototype systems will be available in 2022, with initial deliveries expected to start in 2023. 

ARLINGTON, Va. — The Marine Corps’ new CH-53K King Stallion heavy-lift helicopter achieved initial operational capability on April 22, Deputy Commandant for Aviation Lt. Gen. Mark Wise said in an April 25 release.

The first fleet CH-53K squadron, HMH-461, now has at least four CH-53Ks, the minimum number needed to reach IOC and the number needed for a detachment to deploy with a Marine Expeditionary Unit.

“In addition to meeting IOC criteria, the CH-53K successfully completed a thorough initial operational test and evaluation period that resulted in over 3,000 mishap free hours flown in various challenging environments and terrain,” the release said.

“My full confidence in the CH-53K’s ability to execute the heavy lift mission is the result of successful developmental and operational testing conducted by Air Test and Evaluation Squadron (HX) 21 and Marine Operational Test and Evaluation Squadron (VMX) 1,” Wise said in the release.

The first deployment of the CH-53K is set for 2024. The Corps plans to field 5.25 fleet HMH squadrons with CH-53Ks. Col. Jack Perrin, the CH-53K program manager, told reporters earlier this month the “.25” is an extra four aircraft for one of the squadrons, with each of the other four squadrons to be equipped with 16 helicopters. Other CH-53Ks will be assigned to a fleet replacement squadron and test squadrons, while others will be in process through the maintenance pipeline.

The Marine Corps’ seven HMH squadrons equipped with the older CH-53E in recent years have operated with only 12 helicopters instead of 16 because of attrition over the years. One CH-53E squadron was deactivated last week and two more will be deactivated in the course of the commandant’s Force Design 2030 plan.

“The success to date of the CH-53K is a reflection of the hard work and effort by the Marines, Sailors and civilians at VMX-1, H-53 Program Office [PMA-261] and Marine Heavy Helicopter Squadron [HMH] 461, and the support we have received over many years from across the Department of the Navy and our industry partners,” Wise said.

The CH-53K is capable of providing nearly three times the lift capability of the CH-53E.

“The most notable attribute of the King Stallion is its ability to maintain increased performance margins in a degraded aeronautical environment, for example at higher altitudes, hotter climates and carrying up to 27,000 [pounds] out to 110 nautical miles; whereas, the CH-53E would be limited to a 9,628-pound external load in the same environment,” the release said.

“The King Stallion boasts an engine that produces 57% more horsepower with 63% fewer parts relative to its predecessor, which translates to an expanded capability to deliver internal and external cargo loads, providing the commander a mobility and sustainment capability the MAGTF [Marine Air-Ground Task Force] has never had before.”

Supporting the Corps’ Force Design 2030, “the CH-53K will complement connectors that will enable littoral maneuver and provide logistical support to a widely disaggregated naval force.”

The Marine Corps has a requirement for 200 CH-53Ks. Full-rate production is planned for 2023. Full operational capability is scheduled for 2029.

ARLINGTON, Va. — The U.S. Navy has proposed in its 2023 budget to decommission the amphibious command ship USS Mount Whitney (LCC 20) during fiscal 2026. 

The Mount Whitney has served as the flagship of the U.S. 6th Fleet since 2005, when it replaced the USS LaSalle (AGF 3).  

The Navy is proposing the retirement of the Mount Whitney because its retirement “is mitigated by staff operating ashore,” the service said in its 2023 budget highlights book, citing a savings of $179.7 million over the Future Years Defense Plan. 

The 6th Fleet staff normally is stationed ashore in Naples, Italy. The Mount Whitney is homeported in nearby Gaeta.  

The Mount Whitney is a Blue Ridge-class amphibious command ship. It was commissioned on Jan. 16, 1971, and served until 2005 as the flagship of the U.S. 2nd Fleet. It underwent conversion to a Military Sealift Command ship and is operated by a hybrid Navy/Civilian Mariner crew but remains a commissioned ship under the command of a Navy captain. If retired in 2026, the ship will have served 55 years.  

Currently, the Mount Whitney is deployed to the Red Sea and Gulf of Aden where it serves as the flagship of commander, Task Force 153, a new task force of the Combined Maritime Forces, an international coalition operating under commander, U.S. 5th Fleet/Naval Forces Central Command. 

GOLETA, Calif. and ORLANDO, Fla. ― Teledyne FLIR announced the release of its high-performance Hadron 640R combined radiometric thermal and visible dual camera module on April 25.

The Hadron 640R design is optimized for integration into unmanned aircraft systems, unmanned ground vehicles, robotic platforms and emerging AI-ready applications where battery life and run time are mission critical.

The 640 x 512 resolution Boson longwave infrared thermal camera inside the Hadron 640R can see through total darkness, smoke, most fog, glare, and provide temperature measurements for every pixel in the scene. The addition of the high definition 64 MP visible camera enables the Hadron 640R to provide both thermal and visible imagery compatible with today’s on-device processors for AI and machine-learning applications at the edge, the company said.

“The Hadron 640R provides integrators the opportunity to deploy a high-performance dual-camera module into a variety of unmanned form factors from UAS to UGV thanks to its incredibly small size, weight, and power requirement,” said Michael Walters, vice president product management, Teledyne FLIR. “It is designed to maximize efficiency and its IP-54 rating protects the module from intrusion of dust and water from the outside environment.” 

The Hadron 640R reduces development costs and time-to-market for integrators and original equipment manufacturer product developers by offering a complete system through a single supplier, Teledyne FLIR. This includes offering drivers for market-leading processors from NVIDIA, Qualcomm, and more, plus industry-leading integration support and service from a support team of experts. It also offers flexible 60 Hz video output via USB or MIPI compatibility. Hadron 640R is a dual use product and is classified under U.S. Department of Commerce jurisdiction.