FLUG REVUE November 2003: Raytheon pushes CTAS for NATO AGS

RAYTHEON CTAS CHALLENGES TIPS

By Karl Schwarz

“No, we certainly weren't asleep” says Robert A. Bushnell, responsible for marketing Raytheon's Co-operative Transatlantic AGS System (CTAS). It was more a case of having to concentrate first on the smooth running of the UK Airborne Stand-off Radar System (ASTOR) programme before the company could set its sights on new sales opportunities.

Raytheon CTAS

However, Raytheon's late entry to the competition – the CTAS solution was only officially presented to NATO in February – means it now has an uphill struggle to catch up with the rival Transatlantic Industrial Proposed Solution (TIPS) team. For TIPS partners EADS and Northrop Grumman have had a long head start in which to lobby undisturbed at all levels and to sign up partners with illustrious names such as Thales of France and Galileo Avionica of Italy.

“Political considerations can overrule virtually all other arguments,” Norman W. Ray, President of Raytheon International in Brussels, is well aware. Nevertheless, the former Vice Admiral, who also served in the NATO Headquarters in the 1990s, is hopeful that “in view of the unfavourable budgetary situations in many member states, sound business sense will prevail in NATO. At any rate, we have a solution that more than meets the requirements and is a lot less expensive.”

“We aren't naive,” he instist, “We know that we have to change the prevailing mindset.” This is because the Raytheon concept is radically different from TIPS, notably, the radar is mounted beneath a Global Express business jet instead of in the A321. The jet is equipped with only three operator consoles (instead of perhaps 15), which means that data evaluation and dissemination have to be largely carried out by the ground stations. According to Raytheon, this is not a disadvantage; on the contrary, it fits better with the Network Centric Warfare concept of the future. Bandwith problems with the transmission of massive amounts of data are not expected.

In the matter of range (approx. 9,250km), the Global Express has a clear advantage, the Americans argue. Use of the Transatlantic Co-operative Airborne Radar (TCAR) is mandatory, but the two teams are proposing different-sized versions. Raytheon's variant, at 4.25m, may be 1.2m shorter, but this, it argues, should be more than compensated by the higher altitude (13,700m), which will increase the probability of detection, especially in mountainous terrain.

Another major advantage of the Global Express, according to Raytheon, is the fact that it will be possible to utilise data regarding structural alterations and the aerodynamic effects of the radome from the ASTOR programme, thus saving a lot of time and money. Again, the operating costs associated with its solution are more favourable.

At the end of the concept definition phase, which has been running since July, Raytheon will submit two tenders, as requested by NATO. The first will be for eight Global Express jets plus 49 ground stations and the second for five manned platforms plus a further seven unmanned air vehicles (UAVs). Which UAV will be used has yet to be investigated. Raytheon appears to favour the Predator B from General Atomics, but Northrop Grumman's Global Hawk has not been ruled out. Between the two there are considerable performance differences and even greater price discrepancies.

As well as needing convincing technical solutions and attractive prices, Raytheon must also satisfy the strict NATO rules on pro rata industrial participation by all the nations that will be providing resources for the Alliance Ground Surveillance (AGS) system. Raytheon is teaming with BAE Systems, and since September Alenia Marconi Systems of the UK/Italy has also been on board. No doubt there will be intensive efforts to recruit further partners up to the last minute, for example, at a workshop that was held in Brussels in the middle of September.

As mentioned above, the tender submission date is 21 November. The winner could then be announced next February. Whether the $350 million design and development contract will then actually be awarded in 2004 remains to be seen. To achieve the required initial operational capability of three aircraft by 2010, Raytheon would need a production order early in 2007.

As far as prices are concerned, they are keeping their cards close to their chest for the moment. The $3.15 billion sum NATO has earmarked for procurement of the AGS system “dates from before the CTAS era, however. We shall have to keep below that figure,” says Robert Bushnell.

From page 50 of FLUG REVUE 11/2003

Last updated 10 October 2003

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