Archive for the 'LCS' Tag
It is always a good time to back up and review where we are with the LCS. Now that we have doubled down on both hulls with their transmogrification in to a FF, it is especially important to see if we are reinforcing success or reinforcing failure.
Before we do that, let’s look at what was done with the last class of sub-DD/DDG sized ships. Let us look back at what previous generations brought to the fleet prior to the computer systems and superior technology of today.
Let’s keep it focused on one area in particular; just the timeline, milestones, and performance. For our benchmark, let’s look at the FFG-7 class, the OLIVER HAZARD PERRY (OHP), a run of 51 ships, compared to where we are with LCS, a planned run of 52 ships (32 LCS and 20 FF).
OHP Hull-1 was commissioned in 1977.
LCS Hull-1 was commissioned in 2008.
Roll the clock forward roughly six years.
OHP by year six, through the end of 1983: 37 ships commissioned, 34 for the USN, 3 for the RAN.
LCS by year six, through the end of 2014: 4 ships commissioned.
We should note as well the operational history of the OHPs by 1983. FMC in all mission areas, full deployments with all Fleets. By the end of 2014, LCS is little more than creeping through further developmental testing … yet, we are committed to seeing the class through to whatever end it will have.
Why the optimism that this is the ship we want to send our Sailors to war in? Let’s jump to page 195 of the Pentagon’s Director, Operational Test & Evaluation 2014 Annual Report.
Further commentary on my part is not necessary. Some very cold, quiet, and self-reflective moments are needed by all to ponder why we are still here going there. For those responsible for this decision, perhaps ask yourself this; is there really anything wrong with others who measure your decisions and to still find them wanting?
What is there to gain by critics in to continuing to beat the undead?
Perhaps, if nothing else, to keep reminding future leaders that when it is their turn, that they can do better. Other generations have, so can theirs.
Below are just a few of the, ahem, highlights. There are many more.
The 2014 operational testing identified shortcomings in air defense, reliability, and endurance, and significant vulnerabilities in cybersecurity. When equipped with the Increment 2 SUW Mission Package, LCS 3 was able to defeat a small number of Fast Inshore Attack Craft under the particular conditions specified by the Navy’s reduced incremental requirement and after extensive crew training and tailoring of the tactics described in Navy doctrine; however, testing conducted to date has not been sufficient to demonstrate LCS capabilities in more stressing scenarios consistent with existing threats.
The core combat capabilities of the Independence class variant seaframe remain largely untested.
The MCM Mission Package has not yet demonstrated sufficient performance to achieve the Navy’s minimal Increment 1 requirements.
… end-to-end mine clearance operations have been limited by low operator proficiency, software immaturity, system integration problems, and poor Remote Minehunting System (RMS)/RMMV reliability.
… the Airborne Mine Neutralization System (AMNS) did not meet the Navy’s requirement for mine neutralization success. Failures of the host MH-60 aircraft’s systems and its associated Airborne MCM kit severely limited AMNS availability.
LCS is not expected to be survivable in high-intensity combat because its design requirements accept the risk that the ship must be abandoned under circumstances that would not require such an action on other surface combatants.
While both seaframe variants are fast and highly maneuverable, they are lightly armed and possess no significant offensive capability without the planned SUW Increment 4 Mission Package or Increment 2 Anti-Submarine Warfare (ASW) Mission Package.
… (LCS-3) Based on fuel consumption data collected during the test, the ship’s operating range at 14.4 knots is estimated to be approximately 1,961 nautical miles (Navy requirement: 3,500 nautical miles at 14 knots) and the operating range at 43.6 knots is approximately 855 nautical miles (Navy requirement: 1,000 nautical miles at 40 knots).
The ship’s Mk 110 57 mm gun system performed reliably during operational testing, and the ship was able to demonstrate the core capability for self-defense against a small boat in two valid trials. The Navy attempted to collect additional data from swarm presentations, but the data were invalid. The 57 mm gun failed to achieve a mission kill during one swarm presentation, and the target killed by the 57 mm gun during a second swarm presentation had previously been engaged by 30 mm guns.
…The LCS 3 anchoring system could not securely anchor the ship in an area with a bottom composed of sand and shells. Despite repeated efforts, the ship was unable to set the anchor. It appears that the anchor and chain are too light and there are too many friction points along the anchor chain’s internal path from the chain locker to the hawse pipe to allow the anchor and chain to pay out smoothly.
DOT&E still has no data to assess the core mission capabilities of the Independence class variant seaframe.
LCS reliability problems also forced the ship to remain in port for repairs instead of conducting at-sea RMS testing as planned. … the Navy had not yet demonstrated that it could sustain operations of more than one 14-hour RMMV sortie per week (i.e., 10 to 12 hours of RMS minehunting per week). Unless greater minehunting operating tempo is achieved, the Navy will not meet its interim area clearance rate requirements.
So much personal and professional capital has been invested in this ship – and in this timeframe, what utility does this have for the Fleet commander? Even more importantly, what are we putting our Sailors in and deploying forward?
Yes, it is always a good time to look at LCS/FF and ask, “What hath we wrought?”
We are joined by RADM Rowden: OPNAV N96 (CNO’s Director for Surface Warfare), future Commander, Surface Forces, and author of the CIMSEC Article Surface Warfare: Taking the Offensive. We discuss his concepts for Sea Control, the development of LCS, perspectives on DDG 1000, and his plans as incoming Commander, Surface Forces.
Since its publication in April’s Proceedings, I’ve been pleased that “It’s Time for a ‘Sea Control Frigate’” has helped start a discussion about a new small surface combatant (SSC) on message boards, the blogosphere, and social networking platforms. The article describes how a modified version of the Coast Guard’s National Security Cutter with improved survivability features and combat systems could offer a terrific supplement to the Littoral Combat Ship (LCS). With the attention the article received, various readers had questions concerning some ideas brought up, so I’ve taken the time to address them.
Analyzing Cost and Production
Many asked how the projected cost for the ship could cost $800 million with the last national security cutter price costing $735 million. Surely the upgrades mentioned in the article are greater than $65 million. They are indeed. However, what was probably missed is that the $735 million order for the last NSC was for a single ship – economies of scale can drastically reduce the cost per unit due to various efficiencies gained. For example, when the Coast Guard ordered several at a time, pre-NSC #5, the cost was substantially less. My math: the 2006 per unit cost for an NSCs (in a bulk order) was $584 million – when we account for inflation, it goes up to a current value of $650 million, or $85 million less than the last single contract. (The Coast Guard had to order the later ships one by one because it wasn’t written into the budget at the time –and it was uncertain if the 7th and 8th NSCs would even be funded). Thus, a procurement cost of $684 million, which is used in the article and various other official reports, is an average between all the ships. Most likely a base hull would be even less than this, as the price doesn’t include the initial hull design costs (this was incorporated into the NSC program), there are increased economies of scale, and various items included in the NSC price are not be needed on a navy frigate (eg: the complex stern boat launching apparatus). While I estimated $800 million by adding the cost of a VLS, an upgraded 76mm gun, a new radar, and various survivability upgrades, in accordance with navy and congressional reports, a fixed price will likely creep closer to the $900 million mark due to inflation over the next few years and other add-ons the Navy incorporates (this would happen with all of navy shipbuilding though).
Ship Force Numbers and Value Metrics
The latest LCS estimates are at $550 million per ship including mission modules vs. $800 million for a sea control frigate. Assuming we have the same budget to work with, and we’re deciding between a basic LCS only, we’ll either have to choose between 20 LCSs, or 13-14 frigates. This led many to question if it’s worth having a lesser amount of warships for the same price. First of all, for the most part, comparing these numbers are like apples and oranges – who cares about the amount of a certain ship if they can’t do the missions that we need them to do, especially cost efficiently? However, as much of a red herring the argument is, politically, it’s still hard to rationalize, especially since many elected officials find it easier to talk about our ship count in terms of our budget, vice a thoughtful debate on capabilities and requirements. In contrast, one good metric to take into consideration is the average number of ships at sea on missions per day. 20 LCSs on a 3 crews-2 ships-1 deployed plan, averages 20 total days a quarter of underway time on assignments, or 4.5 ships per day. 14 stateside frigates on a traditional deployment cycle average 32 days a quarter out to sea on assignments, or 4.9 ships per day. This means that despite a lesser amount of ships, the sea control frigate still has more underway time doing planned missions than the LCSs. I calculated this data from the class average of underway hours per quarter, and verified this by known historic and planned deployment operational schedules for frigates/destroyers and littoral combat ships.
At first, this may seem contradictory to statements made by officials like Rear Admiral Rowden, who recently claimed that 26 forward deployed LCSs equate to 120 CONUS-based single-crewed ships. This kind of statement is misleading. The Admiral is correct for certain missions and events like foreign nation cooperation and training, humanitarian assistance and disaster relief (HADR), vessels in distress or under pirate attack, counter-narcotics operations, and little-to-no notice popup missions like special ops support. For example, let’s take an earthquake in a Southeast Asian country. The LCS is perfectly fitted to get underway immediately from Singapore, speed to the location, and provide necessary humanitarian assistance, all within hours. However the same can’t be said about the majority of tasking and deployments that have requirements already defined by combatant commanders relating to sea control, like naval escort, focused operations, and deep-water anti-submarine warfare. These missions all require more consecutive days-at-sea, which helps explain the reason why, by design, the LCS averages less mission days per ship than frigates and destroyers.
That’s not to say the 3-2-1 cycle isn’t the right method with the LCS. On paper, minus the sea swap trap, it’s actually a smart plan that saves money and optimizes the ships very well. It’s also necessary to have a flexible warship forward deployed for the reasons stated above, but only for quick back and forth missions in the littoral environment, not sustained blue-water deployments. If we do end up purchasing LCS variants, most of these ships will regrettably end up getting pulled from the presence and shaping missions they were designed for to support these missions.
Determining Feasible Designs
Earlier this month, a request for information (RFI) came out that asked the shipbuilding industry on input for a follow-on to the LCS from mature designs, which led many readers to ask what’s actually on the table. The context of the RFI may seem like it’s targeting a number of different ships and shipbuilders, but it’s in fact just a formality required in the consideration process for any future acquisitions; there are actually only a few possibilities here. The foreign contender with the best shot, if any, is Norway’s Fridtjof Nansen-class frigate because of its past relationship working with NAVSEA and Lockheed Martin. Although any proper frigate is preferred over the LCS because it’s better optimized for operating in blue water environments, I’m partial to the sea control frigate because of its large flight deck and hangar spaces, which gives it the flexibility to support drones and manned helicopters together, something that will likely become the norm within the next 30 years. However, the truth is because of the timeliness of the request and decision making process, together with the red tape that a foreign design has to go through (which was touched on in the original article), it’s probably too late in the process already to even consider a foreign design, regardless or not if it meets what the Navy’s looking for. This is unfortunate; we’ve essentially locked ourselves in a box by not starting this process earlier (or coming up with an organic solution for that matter).
There are several different variants of the LCS that are likely to be considered alternatives– most concepts have been pitched publically in some manner, mostly to international navies under the banners of “International LCS” and “Surface Combat Ship”. These variants could include similar features to a sea control frigate, such as a Mk 41 VLS supporting ESSM and ASROC, a CEAFAR or SPY-1F radar and fire control system, other survivability features, and for the LCS-1 class, an upgraded 76mm gun. However, there are still some problems with this: unlike the NSC hull which was built with reserved spaces that can accommodate a VLS and other systems without hull modifications, a variant of the LCS would likely require design changes more substantial than any NSC-derivative. One industry news source remarked that an international LCS design pitched to Israel that incorporated some of the above mentioned weapons features had an estimated cost of over $700 million (this was in 2008, so it would likely be even more today). Another claimed a rough order-of-magnitude cost would be $800 million, equivalent to a sea control frigate. However, the price pitched to the Navy by Lockheed or Austal might not even matter – with the trends of the LCS shipbuilding program, it’s possible that whatever price is proposed will balloon up even further. This is probably not a risk the navy would want to already take for a program already under heavy scrutiny for its ever-rising costs, especially with a fixed-price option on the table for a sea control frigate. Secondly, it’s likely that no design changes will be able to offer an improved endurance and range; therefore, even with upgrades in weapons and survivability, it would still be ill-suited for blue water missions. Moreover, the manning structure and contractor reliance wasn’t made to accommodate long lasting blue-water missions either, which means even some small casualties that are normally fixed by a DDG/FFG ship’s force could and throw off an entire mission; something probably not ideal for optimizing the readiness kill chain.
This leads us back into re-examining the numbers. With the same budget, an up-armed LCS design with a higher unit cost reduces the number of LCSs that are produced. For example, an improved LCS costing $650 million each (which by all estimates are very optimistic) buys only 17 ships, three less than planned. As the LCS cost continues to increase, the ship price per unit gap continues to close, until its relatively the same price.
Block some time out today to watch the speech by Acting Deputy Secretary of Defense Christine Fox that kicked off the AFCEA-USNI West2014 Conference. She was strong, direct, and the substance of her comments should be considered a good source of Indications & Warnings for what our Navy will be faced with going forward.
In some ways, she spoke as a prophet of the Church of the Hard Truth, and that was refreshing. More of that tone from her and others. It is healthy and gets people’s attention.
Some points to ponder from her speech as I heard it – with a little commentary from my part from what I saw, unspoken, between the lines;
Pacific Pivot: She rightfully reminded everyone of the fundamentals. The Pacific is predominately a maritime theater, and that aspect needs to be central to the military side of the refocus. This cannot be just a military effort, it must be a diplomatic, informational, and economic rebalance to the Pacific. Yep, she kicked off with D.I.M.E. It was at that point that I knew I was going to like a lot about what she had to say.
China: In the near term, we should look at the military growth of China in the maritime theater as a drive to thwart the freedom of movement of others in her sphere of influence, as China sees it.
Disengagement: If the influence and presence of the USA decreases, regional rivalries will increase. In the Pacific, American military presence is a stabilizing force, not a provocative force.
Complacency & Assumptions: We cannot assume American dominance going forward or that we can operate in the permissive environment we have enjoyed for the last couple of decades. We need to reassess our ability to bring force from over the horizon and under the surface in order to get around Anti-Access and Area-Denial systems.
LCS: Though she didn’t address LCS directly, it was clearly there in her warnings that we cannot build a Fleet for a specific kind of fight. Our platforms need to be flexible, and more importantly, survivable in combat. “Niche” platforms are not what we need to invest our limited resources in.
Unsexy but Important: She reminded all that in previous drawdowns, enabling forces were ignored in a rush to save “combat” assets. When actual war comes, we are significantly hampered by the lack of those enablers we ignored in the lean years. Sacrificing enablers for combat units in peace is a false economy.
Hollow Force: We know what creates a hollow force, all we have to do is look at the 1970s. We need to make sure we don’t ignore that history. This will be the 5th drawdown in living memory, and when the next conflict comes, forces will be used more than what was sold during the drawdown.
Personnel Compensation: The post-911 benefit plus-ups are not sustainable and the costs are impacting readiness and modernization. That and the fact we need a BRAC are well known, but there is no political will to address it.
Force Levels: The upcoming QDR will show that there will be no “Peace Dividend” from the last decade of conflict. That being said, the military must get smaller in the next 5 years. We just need to ensure a tighter fit between strategy and budget resources in order to get it right. In theory strategy should drive budgets, but the reality is that budgets force one to make strategic decisions and define priorities. Budgets and strategy are hard-linked together.
One final note on style. Yes, style. In both style and substance, Fox was strong. We are lucky to have someone like her at the front of the conversation, and if I may offer – whatever her future holds, the Pentagon needs to make sure a place is found to have her out front of the public and decision makers.
As you watch the video, remember that though superficial, it is true that regardless of how good or important the information you want to present, you have to deliver it in a manner that gets and keeps people’s attention. You have to make sure your style matches your substance, or the substance is lost.
Fox was not dry, stilted, nervous, or excessively wonky. She was humble without being cheesy, but most important – the hard truths she delivered were presented with an upbeat but serious tone. Even a few smiles thrown in. The happy warrior style.
That is how you do it. Again, the national security community needs to encourage and create opportunities for Fox to come more from out of the background. This drawdown will be done right or wrong based on a the results of intellectual battles in the marketplace of ideas. In this conversation, I think we have identified a High Value Unit.
Grant Greenwell and Chris Barber join us for the 7th edition of Sea Control. We careen around the road, covering with particular attention intelligence collection, the DDG-1000, and force planning for Amphibious Operations. Join us for Episode 7, the Defense Knitting Circle (Download).
Sea Control comes out every Monday. Don’t forget to subscribe on Xbox Music or Itunes!
VADM Al Konetzni, USN (Ret.) – “Big Al, the Sailor’s Pal…” – everyone who has met or worked with him has their memory. Mine was a brief and accidental encounter a bit over a decade ago at an event outdoors at Pearl. Adult beverages, cigars, and a magnetic leader who was that rare combination of fresh air and seemingly out of another time. Had the effect on JOs that I really never say another Navy Flag Officer have. In a word; unique.
Last week I ran in to Dave Booda’s recollections of his run in with Big Al once in Annapolis;
I just thought he was another guy using the urinal next to me at Riordan’s, a local bar in Annapolis.
“So, what do you want to do when you graduate?”
“Uh, I’m deciding now between Surface Warfare and Submarines”
“Ah, I remember those days. I keep thinking I’ll retire but they always pull me back in. The key is to just take it one tour at a time.”
We were taught to avoid living in the present by procrastinating our happiness. If you constantly say “I’ll be happy when I graduate”, you’ll miss out on what it’s all really about … Take it from Al Konetzni. Stop waiting to live in the future,
Good advice, and like much good advice – difficult to put in to practice.
That evidently has been simmering in my nogg’n for a week, because it came to the fore yesterday when I read the latest apologia on LCS – this time from our own pal, Craig Hooper, now with Austal;
DARPA is working on a program to use Independence variants of LCS as “platforms for medium altitude, long-endurance, fixed-wing unmanned aircraft for strike and ISR missions,” Hooper said. “This is a sign of what is to come — energy weapons, rail guns, unmanned craft. Embrace this. The future is in flexible platforms that capable of quickly and cost-effectively integrating new payloads. That’s what my two ships can do.”
Stop. I’ve seen this movie before.
The homing torpedo will end the submarine threat. You don’t need carriers in the nuclear age. We will have an all nuclear surface fleet. The Royal Navy will never need guns again, everything will be missiles – and it won’t need those carriers either – the RAF can cover it. We must get rid of the A-6 so we can move forward with the A-12 …. errrr …. F-18. We must decom the SPRU-CANS early so we can invest and recapitalize with DDG-1000 (nee SC-21). We don’t need frigates. NLOS will handle the surface fires requirements.
Yes, it is always better to get rid of what you have that works now, because the promise of the future is perfect, clean, shiny and … well … new and perfect and clean and shiny … and transformational!
It is comfortable to live in the future, to assume that all plans, systems, and CONOPS play out in line with with you want – or need – it to be. Making the present work is hard – but going to war in the present when you have neglected the “now” for the fuzzy future is even harder.
Reality is tough to get right.
For each weapon, there is a counter. One tactic/weapon does not work in every situation. Money and technology is not universally accessible. A single point of failure is just failure. Technology risk is real and usually higher than industry and program managers think.
I think we have learned this lesson again in spades over the last decade from LCS to F-35. If nothing else, perhaps we should hedge and mitigate more; we should have a set of requirements and stick with them instead of chasing shadows that only add cost, weight, and lost treasure.
Are those lessons sinking in? I think so as things start to displace water and make shadows on the ramp (or not) – then yes, reality starts to overtake the PPT. That is what seems to be happening – goaded on by a gang of ruthless facts; a move away from the transformational mindset. Smart and inline with historical experience, if a bit late.
So, Craig has job to do, but so do others.
But any weapons changes on the horizon for LCS won’t happen until the Navy revises its requirements for its newest vessels, said Rear Admiral Thomas Rowden, director of Surface Warfare.
“I’m the keeper of the keys for requirements,” Rowden said. “And I am here to tell you that LCS meets the requirements.”
Well, that is subject to debate – but at least he is sticking. Enough chasing shadows with LCS. Make it the best as we can, and move on with what treasure we have left to move on with.
Get what you have now right, or dump it. In the future, focus on the evolutionary, not revolutionary so we avoid another lost decade. Build a little, test a little, learn a lot. Prototype, test, evaluate, deploy. Work for the future, but in the spirit of Big Al; you are living, building, and deploying now – make the best of it.
Well – all 4-stars are terminal, in a fashion – and when a 4-star is about to head out of the service at the pinnacle of their career, a cynic might look askew at last minute conversions – but I don’t think that is always fair. There can be something else going on when a Admiral or General goes off the reservation; “The Craddock Effect.”
In May 2009 as General Craddock was heading out the door at SHAPE, he gave a speech that said what everyone inside the lifelines knew about NATO and AFG and the story of half-truths we all sold. It was nice to hear in the open what was said behind closed doors – but one had to wonder what the impact might have had if he made the speech a year or so earlier in mid-tour – when he wasn’t a lame duck – when the full truth of his opinion could have informed the public debate … but … it was what it was.
There is a lot be be said for working within the system. Highly successful men and women get to where they are by having a track record of “making it happen” without burning those they work for and with. They often think that once they reach a certain level – then they can make things work. It usually doesn’t work that way.
When they they are running out of time or after soaking long enough that they reach a moment of clarity – often a refreshing wave of candor can come from a senior leader. It is a wave that isn’t quite at odds with what they have said in the open before – but sounds more like the missing chapters of a book half read.
In that light – over at his CFFC blog, Admiral Harvey has a post out that from my perspective is, in a word; remarkable. It is somewhere between a splash of cold water and sobering slap to the face to the professional drift our Navy has been under for a decade+.
This is Admiral Harvey from his blog;
When I look at some of the big issues we’ve encountered over the past three years with programs such as LPD-17, Aegis 7.1.2, VTUAV (Fire Scout), and the many software programs (e.g. R-Admin) installed on our ships, it is apparent to me that we were not doing our jobs with a focus on the end user, our Sailors. In these instances, the desire/need to deliver the program or system became paramount; we did not adhere to our acquisition standards and failed to deliver whole programs built on foundations of technical excellence. Then we accepted these flawed programs into the Fleet without regard to the impact on our Sailors.
Yes, yes – great Neptune’s trident – YES! Sailors are our greatest asset – not our most costly liability.
I would personally add two things – everyone and Admiral Harvey knows this problem is much older than his three years at CFFC – and to change this will take the right people in the right places in power. How do we get them there? Hard question.
His comments are so spot on. Just to drag out the usual suspect; designing manning plans for LCS that has Sailor burn-out considered a feature as opposed to a bug, and is baked in to the design that we will have to deal with for decades? How do you fix that? … but let’s not get in the Admiral’s way here;
… we have entered a period in which the resources we have now and can expect in the future will no longer support the behaviors of the past. The likelihood of decreasing budgets and increasing demand for Naval forces leave us with no margin for delivering poorly designed, poorly delivered or unnecessarily burdensome programs to the Fleet. We must keep the Fleet and our Sailors at the center of the programs, systems and platforms we deliver and ensure operational effectiveness is the bottom line of our efforts, not simply increased efficiencies.
Though my selfish side wishes he put this out years ago, the professional side of me has to give him a nod to a timing that he felt worked best given his responsibilities. More responsibilities do not always translate in to more freedom to speak.
I’ve been a fan of Admiral Harvey’s curious intellect, open mind, and tolerance of other views for a long time, and this is a very welcome addition to the conversation that must be brought to the front – larger, louder, and to more readers.
To fix these problems, the hour is already late, and more delay just means a more difficult fix later.
There is more at his post to to reflect on what is creating the dysfunction we have watched over the last decade in our Navy. Admiral Harvey states the catalyst for his post was the book by Bob Lutz, the Vice Chairman for Product Development at General Motors; Car Guys vs. Bean Counters: The Battle for the Soul of American Business. When you think of GM from the last few decades, one car that should be in anyone’s “GM Bottom 5″ would be the Pontiac Fiero. As a smart friend pointed out to me at the linked article;
The Pontiac Fiero an economy commuter car? That’s how GM marketed the sporty coupe, which was Pontiac’s first 2-seater since 1938. GM had originally intended the Fiero to be a sports car (hence, the Ferrari-sounding name), but budget constraints forced them to ditch the original suspension design and steal parts from other GM cars. The result was a sporty coupe that didn’t actually deliver racing performance with a meager 98-hp 2.5-liter I4 engine in a heavy body.
Sure, let’s go there again to what remains the poster child to what Admiral Harvey describes – to the gift that keeps on giving.
Isn’t speed and handling performance are most important for a sports car? Likewise, aren’t offensive and defensive firepower performance the most important for a warship? With the similar failure of basic core competencies – couldn’t one say “GM:Pontiac Fiero” as “USN:LCS?”
Another quote from Admiral Harvey’s post;
… upon his return to GM, Lutz found that the design teams had moved away from an organization focused on product excellence and the end user – the customer – and instead transformed into a company driven by complex business processes, executive boards and working groups focused on eliminating “waste,” “streamlining” operations, and achieving “efficiencies.” As a result, GM produced generations of automobiles that met all the technical and fiscal internal targets yet fell far short of the mark in sales – what really counted.
Does that sound like OPNAV/NAVSEA track record as of late? Designing warships that meet all the technical and fiscal internal targets (except maybe cost, stealth, IOC, etc), but fail to meet the fundamental test of warfighting capability?
Interesting thing about the Fiero – by 1988 they actually go the design right – but by then it was too late and most of the run was – ahem – sub-optimal. Is that where we are going with LCS? The first 43 sub-optimal …. but the last dozen, success!?
Bravo Zulu to Admiral Harvey for putting this out there. Maybe after a few years with the gold watch and reflection, down the road someone might go with a Shoomaker option – I don’t know. In the word of the American songwriter Kris Kristofferson; freedom’s just another word for nothing else to lose.
Admiral Harvey – enjoy your freedom.
Put a few things in your nogg’n for a minute. Put a little Eisenhower mixed in with the Navy’s shipbuilding performance over the first decade of this century – the lost decade of shipbuilding with such wonderfully run programs such as DDG-1000, LPD-17, and the ever-changing LCS – then leaven it a healthy cynicism that any Business Ethics professor at the post-graduate level can give you. Sprinkle generously with a knowledge of the exceptionally generous retirement packages our retiring Flag Officers receive.
As that soaks in, read this.
Chuck Goddard, a former program executive officer for ships (PEO Ships) for the U.S. Navy’s Naval Sea Systems Command (NAVSEA), has been named president and chief executive of Wisconsin-based Marinette Marine, builders of the LCS 1 Freedom-class littoral combat ships (LCS).
The announcement was made June 13 by Fred Moosally, a former Navy captain and Lockheed executive who is president and CEO of Fincantieri Marine Group, the Italian parent of Marinette Marine.
Goddard, who retired from the Navy in 2008, previously supported a number of programs at Lockheed’s Maritime Systems and Sensors division, which oversaw the company’s LCS effort.
A recurring theme over at the homeblog has been the cringe-inducing revolving door between the uniformed Flag Officer on day one – and the employee of the once overseen defense contractor on day two. It doesn’t smell right, and it isn’t. There should be at least a 5-year “cooling off period” between retirement from active duty for Flag Officers and employment by companies they may have had a relationship with while in an official capacity within, lets call it, 5-years of retirement.
“5-n-5 to keep faith in the system alive.” I’m sure there are better slogans, but that’s a start.
Goddard doesn’t come right to MMC from active duty though – after he left active duty he went to, shocking I know,
… Mr. Goddard was with Lockheed Martin for three years as director of Aegis Program Integration and Capture Manager for the Aegis Combat Systems Engineering Agent (CSEA) competition.
Our friend Tim Colton makes a good point.
… he has no industrial or business experience of any kind whatever – working in a naval shipyard doesn’t count – and is, therefore, totally unqualified to run a ship construction company.
Why is he running it then? I’ll let you ponder that as well.
Has he done anything wrong? No, of course not – that isn’t the point. The system is the system and all indications are that everything that Goddard has done in his professional capacity both in uniform and since retirement is exceptional and above board – again, that isn’t the point.
People, rightly, wonder what has happened to the Navy’s ability to build an affordable, efficient, and effective Fleet. There is cynicism and a lack in trust from Congress to the deckplates about the word of Navy Flag Officers. It doesn’t happen by accident. Revolving doors from Fleet to Food Trough does not help as people will question motivation, candor, and priorities.
Oh, one last note – if Goddard’s name rings a bell, here is why.
Along with co-host and fellow USNIBlogg’r EagleOne, we hosted a panel discussion this weekend focused on just one thing; the Joint High Speed Vessel (JHSV).
To discuss this curious little ship for the full hour, we brought together John Patch, CDR USN Ret., Associate Professor of Strategic Intelligence at the US Army War College’s Center for Strategic Leadership, and “Leesea” a former SWO who has managed sealift ships for the Military Sealift Command since 1980 to include the original charter of the HSV WestPac Express.
Why do we need JHSV, what requirement does it meet? How is the program from a manning, shipbuilding, and development perspective viewed? What missions can/should it do and how should it be armed, if at all?
Grab a fresh cup of coffee, and click here to give it a listen and help us ponder.
Here is something that has come at me from multiple sources – you can blame George Talbot for this post.
All of a sudden – everyone wants to talk about fuel and LCS – so let’s talk about fuel. I was going to do this on my home blog – but decided this was a better venue.
Join me in the LCS pain, because all of this discussion is based on a ship and CONOPS that still is in its changing infancy as emerging realities about the program manifest themselves. All we have to work with are vignettes, computer models, and the low-impact test drive going on in the Caribbean right now – none show a clear picture.
Estimates on line missions – MIW, ASUW, ASW – are even fuzzier as the Mission Modules are not ready for prime-time, and even after they “are,” there won’t be enough to swap-out to any meaningful extent during a deployment, much less the infrastructure and equipment to do so forward deployed to any meaningful extent. It will be years until you get a data sample worth anything – if then.
In that light – I request that everyone keep an open mind with this post – especially you engineers. Don’t fall in love with details – have a wide standard deviation when it comes to the numbers. Any numbers others, or I use are in very large pixels. That shouldn’t stop the conversation. Be flexible, and let’s dive in.
Note the bolded section below,
“But there are troubling indications that Austal’s bid could get scuttled by politics, potentially dealing Mobile a second devastating blow while the city is still recovering from the tanker tragedy.
One of the key advantages of Austal’s LCS is that it is far more fuel-efficient than Lockheed’s heavier ship, particularly at high speeds. The cost savings over a 30-year life cycle could exceed $2 billion per vessel, according to internal Navy documents.
That’s significant at a time when Navy Secretary Ray Mabus, a former Mississippi governor, is trying to cut back on the Navy’s skyrocketing fuel costs.
It’s Austal’s contention, however, that the Navy’s Request for Proposals does not include life-cycle costs as a factor in the LCS contest.
While Mabus and other top Navy officials have disagreed, a top Pentagon acquisitions executive confirmed Austal’s assessment. “
SECNAV is not bluff’n about being Green. The RFP may not have included life-cycle costs, but that was then and this is now.
Take the SECNAV’s push towards Green – and then fold in the CNO’s Guidance for 2010;
We increased our focus on Total Ownership Costs (TOC) and are integrating that into every step of the Two-Pass Six-Gate acquisition review process.
We will inject discussion of TOC into all stages of program review stages ….
Total ownership and manpower costs will be key components of all programatic discussions and decisions.
Therefore – everyone needs to pivot, ponder, and discuss. LCS is going to happen – we can mitigate the pain (especially during the Terrible ’20s) by ensuring that we have the best value Tiffany; I would bet a P-3 JO’s per diem that this concern was a major driver in the CNO’s statement.
Go back to the bolded paragraph above. $2 bil per ship savings of one design over another if that ship is rode hard and left up wet through crew swapping and max time deployed. That would be with a 25kts+ avg – but let’s run with it to make a point. A lower estimate I have seen has a delta of $400 mil based on 3-months per year deployed on average.
Let’s cut the high estimate in half and call it $1 bil (no one knows what the price of fuel will be over the next 20 years, much less the effect of an overweight LCS and/or partial MMs installed) and let’s round down the platform costs (I am feeling nice today and won’t include the higher estimates over the run and the costs of MMs) and say that at the end of the production run, each ship costs $500mil. You could replace or build the ship twice with the dollars saved.
Harumph? OK, move the decimal place over one. $40 million. Enough to think about? Well, $40milx55= $2.2 billion.
We also have this from Defense Daily,
GD’S LCS BURNS LESS FUEL AT HIGHER SPEEDS, NAVY DOCUMENT SHOWS: The General Dynamics variant of the Littoral Combat Ship (LCS) uses less fuel per hour during higher rates of speed than the Lockheed Martin vessel, according to a Navy document. The one-page LCS Consumption Curves shows that both ships use about the same amount of fuel, or barrels, per hour between zero and 16 knots. At five knots, the General Dynamics aluminum trimaran uses 3.2 barrels per hour versus 3.9 for Lockheed Martin’s semi-planing monohull. At 14 knots, the General Dynamics ship uses 11.3 barrels per hour while the Lockheed Martin ship uses 12.7. At 16 knots, the Lockheed Martin ship uses 18.4 barrels per hour while the General Dynamics ship uses 15.5, according to the document. At 30 knots, the General Dynamics trimaran burns through 62.7 barrels per hour, while the Lockheed Martin monohull uses 102.9 barrels per hour, according to the document. At 40 knots, the Lockheed Martin ship burns through 138 barrels per hour while the General Dynamics ship uses 105.7 barrels per hour. But how often will the Navy operate either ship beyond 16 knots? According to Lockheed Martin, LCS won’t be spending a lot of time cruising at top speed. “Fuel economy is dependent on the operational profile of the ship. The Navy’s LCS mission profile, a significant criteria used to design LCS, results in the ship operating at speeds below 16 knots more than 90 percent of the time,” Kimberly Martinez, a company spokeswoman, told Defense Daily yesterday. “At this speed, Lockheed Martin’s analysis indicates its design displays better fuel efficiency due to its economical 16-cylinder diesel engines.”
And Lockheed Martin maintains that its semi-planing monohull design meets all of the Navy’s requirements. “Fuel efficiency is just one component of total ownership cost. Acquisition cost, manpower, maintenance, training and support costs are other key elements and Lockheed Martin believes its design provides the most cost-effective balance across all elements,” Martinez added. The Navy declined yesterday to comment for this article. Fuel consumption has become the focal point of efforts by Mobile, Ala.-based Austal USA and Sen. Jeff Sessions to point out that the General Dynamics-Austal USA-built LCS is more fuel efficient. At last week’s Senate Armed Services Committee hearing, Sessions raised the issue of fuel consumption during questioning of Navy leadership. Sessions asked (Defense Daily, 3/2)
Let’s chew some more.
On Baggett’s thesis linked to early on in the post, on page 38 you have this little graph – you can find the background data there.
So. Will the SECNAV want a more fuel efficient warship? Will the COCOMs want ships to be able to show up as needed throughout their AOR? Will the Maritime Component Commander want a ship that isn’t an unnecessary burden on what few replenishment assets he has available? Will the Commanding Officers of LCS want to carry the most fuel possible?
If the future is the Pacific, then with the practical nature of PACFLT ops, especially when we have so few “unsexy” replenishment platforms, is range even more critical?
From what I have seen, 5 knots gets you max range, with LCS-2 going significantly farther than LCS-1 at any speed (due to capacity). Don’t get wrapped up in the “why the h311 do it at 5 kts …”, but work with me here to make a point.
Using the Defense Daily numbers, at 5 knots LCS-2 can probably make San Diego – Pearl (refuel) – Tokyo without going below 50%; LCS-1 would be on fumes as she pulled in for the same transit, but would probably make it to Tokyo. The leg from Pearl to Tokyo is about 3,350 nm.
So, you’re SECNAV. Assume all other planning assumptions are a wash between LCS-1 and LCS-2 models – what call do you make?
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