8.1 Intent Issue Beech Aircraft IRB CITY OF SALINA
REQUEST FOR COMMI SS I ON ACT ION DATE TIME
1/11/93 4:00 P.t~.
AGENDA SECTION: Administration ORIGINATING DEPARTMENT: APPROVED FOR
ND' 8 City Manager AGENDA:
1 TEM
I BY: Dennis M. Kissin~er BY:
Resolution No. 93-4544
A RESOLUTION EXPRESSING THE INTENTION OF THE CITY OF SALINA, KANSAS,
TO ISSUE INDUSTRIAL REVENUE BONDS IN AN AMOUNT NOT TO EXCEED
$60,000,000 FOR THE PURPOSE OF PROVIDING FUNDS FOR THE CONSTRUCTION,
IMPROVEMENT AND EQUIPPING OF A NEW FACILITY AND FOR THE PURCHASE OF
MACHINERY AND EQUIPMENT TO BE LOCATED THEREON FOR BEECH AIRCRAFT
CORPORATION.
Background:
Beech Aircraft Corporation has announced its intent to submit a proposal in a major
U.S. Defense Department competition for furnishing the Joint Primary Aircraft
Training System (JPATS). Beech has chosen Salina, Kansas as its primary location
for production, flight testing and program management, if they are successful in being
awarded this contract. In order to effectively prepare its proposal, Beech needs to
establish as closely as possible its production facility, machinery and equipment
costs. They have been working closely with City of Salina and Airport Authority
officials on this project. This Resolution provides Beech with the ability to
ascertain their costs of financing (through the IRB method), as well as calculate tax
costs. In this contract award competition, quality, cost and overall value are
critical. Actions such as these assist Beech Aircraft in the cost aspects of their
proposal, thus enhancing the possibility of their success, with resultant economic
benefits to Salina.
Two city staff analysis memoranda and other related information are attached.
Recommended Action:
Approve Resolution Number 93-4544.
COMMISSION ACTION
NOTION BY
SECOND BY
TO:
C I T Y 0 F
SllLinn
TO:
FROM:
DATE:
SUBJECT:
CITY MANAGER · DENNIS M. KlSSlNGER
City-County Building · 300 West Ash Street · P.O. Box 736
Salina, Kansas 67402-0736
TELEPHONE (913) 826-7250 · FAX (913) 826-7244
MEMORANDUM 93-1
City Commission
Dennis M. Kissinger
January 8, 1993
Beech J.P.A.T.S. P~'oject and Requested IRB Financing
Salina
'111!'
Project Background; Local Involvement
In early 1992, upon learning of Beech Aircraft Corporation's interest
in competing for the J.P.A.T.S. contract, Salina economic development
professionals made early contact with Beech officials to encourage them to
consider Salina for the project, asking what Salina could do to assist in
their decision-making regarding project location. Salina representatives
recognized early on, the extraordinary economic development opportunity
this project would present for the successful community. This contact
continued our policy of working closely with Beech and other existing local
industries regarding opportunities for expansion.
Information was provided to Beech over the next several months,
while their corporate planning was underway. Beginning in September
1992, formal meetings between Salina and Beech representatives were held
to discuss project specifics and details of any Beech, Airport Authority
and City actions which might be necessary to have Salina as the primary
project site in the J.P.A.T.S. proposal. A Salina Project Team was
formed, led by the Airport Authority Executive Director, Chamber
President, County Administrator and City Manager. Also included on the
Salina team were the City Attorney, Airport Authority Attorney, City
Director of Planning and City/Airport Authority financial advisors. A
Beech Project Team included their Corporate Affairs Director, Salina Plant
Manager, Project Manager, Accounting and Legal Counsel. Together, this
was referred to as the Beech/Salina Working Group.
The Beech/Salina Working Group spent an extensive amount of time
and effort analyzing in detail the options available for project financing,
ownership vs. airport authority lease issues, impact on current leases, and
the various legal and financial implications of different strategies.
After careful review, the current plan as proposed was agreed upon as
the most effective, from the standpoint of the City, the Airport Authority
and Beech. The project as proposed today was to be recommended to
Beech corporate management, and the governing bodies of the City and
Airport Authority.
Memorandum 93-1
Page 2
Recent Beech/Salina Project History
In 1989, the Salina City Commission (with current Commissioners
Warner and Ryan on at that time) unanimously approved an Industrial
Revenue Bond resolution authorizing up to $20 million in IRBs for
expansion, capital improvements, machinery and equipment related to
bringing a portion of the Beechjet production to Salina. Actually, only
$5.2 million of the authorization has been used. At the time, Beech
officials projected an increase of between 35 and 50 jobs, with a payroll
increase of $1 million. Actual results were: increase of over 300 jobs
(260 dedicated to Beechjet). Payrolls increased from $5.4 million in 1988
to $14.3 million in 1992, an increase of $8.9 million.
The economic impact of the Beechjet project in Salina has far
exceeded anyone's expectations at the time. Beech Salina employment grew
from 312 in 1988 to the present 613. This success at Beech can be viewed
as one of the reasons Salina's economy remained relatively strong during
the recent national recession. These 300 additional industrial employees
produce positive impacts which reverberate throughout the community.
For example, the United Way and other charitable support from Beech and
its employees grew from $50,000 in 1989, to $125,000 in 1993.
Projections of J.P.A.T.S. Impact
While looking at the fact the Beechjet 1989 IRB project far exceeded
expectations, we must be careful in assuming too much for the J.P.A.T.S.
project, should it occur. Beech officials are extremely conservative on
these matters (as they were in 1989). They clearly wish to make sure
they are not seen as "over-promising" in this unpredictable climate. While
we can all hope that current J.P.A.T.S. projections would be exceeded,
we must use conservative, reasonable numbers in benefit analysis. We all
agree that it is better to understate and be pleasantly surprised than to
overstate and be disappointed. In Roy Dudark's analysis memorandum,
prepared in accordance with our economic development tax exemption
policy, he uses conservative assumptions developed in consultation with
Beech officials and Tim Rogers. With production jobs involved in the range
of $10 to $14 per hour, Mr. Dudark has used $11.25/hr. in his
calculations.
In addition, Mr. Dudark has used a figure of $28.5 million for actual
expected expenditures, as compared to the $22-$25 million discussed at the
Beech briefing as initial investment, and the $60 million in total IRB
authorization requested.
Staff realizes these varying numbers can be confusing. It is really
difficult for Beech or anyone else at this point to predict total
expenditures during the project life. However, in order to do analysis
calculations, we must use a "middle-ground" of reasonable assumptions.
Memorandum 93-1
Page 3
The $28.5 number was used by Mr. Dudark to project taxes potentially
foregone during a ten-year period. If that projection is too high (as it
was in 1989), the foregone tax revenue projections are also too high.
Conversely, if $60 million was ultimately to be spent, both the tax
consequences and the economic benefits (jobs, etc.) are probably
understated.
Staff agrees with the applicant that it is best to set the maximum
IRB amount at $60 million. This covers the relatively "firm" projections
for initial building and equipment expenditures, replaces the $15 million
in the previous (Beeehjet-related) authorization, and allows the company to
respond to opportunities which might occur during the project period
providing additional growth and investment in facilities, equipment and
jobs at Beech Salina. This authorization of IRBs in amounts higher than
current projected expenditures is common in major Kansas industrial
projects. For example, the major aviation companies in Wichita (Boeing,
Cessna, Beech) have significant IRB authority already granted by Wichita
or Sedgwick County. In fact, Boeing currently has a $2 billion IRB
authorization from the City of Wichita, without firm project expenditure
projections.
City's Economic Development Tax Exemption Policy
As you know, economic development tax exemptions in Kansas are
available by two means: (1) A 1986 Kansas constitutional amendment,
passed statewide and in Saline County, allows the use of property tax
exemptions for the creation of basic industrial jobs; (2) Under Kansas
state law, industrial projects financed through the use of Industrial
Revenue Bonds are automatically property tax exempt for ten years.
It is under this second (IRB) provision that Beech is making
application to the City Commission for this project. Even with the use of
IRBs, the City still uses its tax exemption policy, established by
Resolution in 1991. That policy contains a formula for calculating the
amount of property tax exemption generally available to an industrial firm
locating or expanding in Salina. The normal maximum abatement would be
100% for years 1-5, and 50% in years 6-10, even for IRB projects.
However, the city's policy does contain a provision, designed for use in
just this type of project, which allows the City Commission to deviate from
the regular formula, based on the unusual nature and magnitude of a
project and extraordinary benefits of the project to the community.
The J.P.A.T.S. project meets the above criteria: (1) The highly
competitive defense contract process and the city's consideration of this
at the pre-bid stage, certainly qualify as "unusual nature", with the full
10 years tax exemption an important factor in whether this project would
proceed in Salina. (2) The investment and high-paying jobs projection
clearly qualify this as potentially bringing extraordinary economic benefit
to the community.
Memorandum 93-1
Page 4
By passing the IRB Resolution as proposed, the Commission would
be making a specific finding of extraordinary benefit under its tax
exemption policy, and ailowing the full ten year exemption specified in
state law for IRB projects.
Summary and Recommendation
The Salina community has at its disposal certain economic development
"tools". Those include, local training capabilities, IRB capabilities, tax
exemption capabilities, a strong business support system, and specific
facility capabilities based on having an Airport Authority at a former
military base. Other communities, in Kansas and in other states, have
their own set of "tools". The J.P.A.T.S. contract consideration will be
extremely competitive, with seven major corporations making proposals.
The Navy and Air Force will be looking carefully at the aircraft
capabilities, as well as the total cost (a real "value" decision). We can
fully expect that the other communities involved, with Northrop,
Lockheed, etc. will be recognizing this outstanding economic development
opportunity, and be using all the economic development "tools" at their
disposal to maximize their chance of success.
It seems appropriate and logical that Salina also maximize our
J.P.A.T.S. chances by working in partnership with Beech Aircraft
Corporation in using our own "tools". By passage of this IRB Resolution,
and the ordinance authorizing Airport Authority G.O. bonds, the Salina
City Commission would be making the most effective use of the resources
and capabilities at its disposal. City staff strongly recommends approval.
PLANNING AND DEVELOPMENT
Salina, Kansas 67402-0736
'llJl'
TO: Mayor and City Commission
FROM: Roy Dudark, Director of Planning & Development/~
Date: January 11, 1993
Subject: Beech Aircraft IRB Tax Exemption
Introduction
Beech Aircraft Corporation has announced plans to complete final
assembly and flight testing of the Beech PC-9 MK II trainer in
Salina, if selected for the Joint Primary Aircraft Training System
(JPATS). The U.S. Navy and U.S. Air Force is scheduled to award
the contract in February, 1994. Industry observers indicate that
the JPATS program may have a longevity of up to 15 years with as
many as 800 planes produced.
Nature of Project
The JPATS project would be housed in a new 150,000 building
addition to the company's nearly 600,000 square foot existing
operation in Salina. Employment associated with the JPATS program
in Salina is expected to number 200 people, including
manufacturing, flight testing, and program management personnel.
The estimated capital cost of the project is $8.5 for the building
and $20 million for machinery and equipment. Beech Aircraft is
requesting that the buildings and equipment associated with the
JPATS program be totally exempted from ad valorem taxes for 10
years, in accordance with Kansas Statutes governing Industrial
Revenue Bond projects.
Amount of Property Tax Exemption
The city's tax exemption policy is structured to produce a level of
tax exemption in relationship to the number of new jobs created and
the amount of capital investment. Based on 200 new jobs and $28.5
million of investment, the stated criteria results in an exemption
of 626%. Under normal circumstances, the actual exemption would be
limited to 100% for years 1 - 5 and 50% for years 6 - 10. However,
the adopted policy resolution grants the City Commission the right
to deviate from the criteria for economic development projects
which, due to their unusual nature or magnitude, offer
extraordinary benefits to the community.
Staff Report
Page 2
As shown on the attached spreadsheet, a 100% tax exemption for 10
years amounts to an estimated $4,098,601. Due to the depreciated
value of the machinery and equipment, 70% of the total or
$2,850,558 would be exempted during the first five years.
The tax exemption request will affect five taxing districts in
proportion to their respective mill levy. The largest impact will
be to the State Education Fund, which with a 1992 mill levy of
32.000 or 31.4% of the total levy, would not receive revenues
totalling $1,286,961 over the 10 year period. The City of Salina
would have the second largest impact of $1,200,890. Such "lost"
revenues is predicated on the assumption that the project would
occur without the tax exemption. The actual dollar amount of the
exemption will depend upon final assessed values and future mill
levies. At the end of 10 years, the property would become fully
taxable and generate about $206,000 per year.
Beech Aircraft will also receive the following additional economic
incentives:
State Job Tax Credits ($1,500/employee)
State Investment Tax Credits ($1,000/$100,000)
State/Local Sales Tax Exemption ($3,400,000 x 6.9%)
City Waiver of Building Permit Fees
$300,000
85,000
234,600
16,433
Total $636,033
While not quantifiable with available information, the project will
require an increase in local governmental expenditures to provide
public services to the manufacturing facility as well as the new
households and school age children resulting from the added
employment and population growth.
Project Benefits
The proposed manufacturing facility will produce both economic and
fiscal benefits to the community. Economic benefits are both
temporary and permanent. Temporary benefits involve the purchase
of materials and employment of workers to construct the building as
well as the purchase of machinery and equipment. These benefits
are reflected in the $28.5 million cost of the project. Permanent
benefits include direct expenditures for wages as well as induced
activity in the form of retail sales. Beech Aircraft intends to
hire 200 employees to fill various positions including sheet metal
worker. On average, each position will receive $11.25/hr. for an
annual wage of about $22,500. Economic benefits flow from this
direct annual increase in payroll as follows:
Staff Report
Page 3
Direct New Jobs Created
Direct Payroll Increase ($22,500 avg.)
Secondary Spin-off Jobs (.64 of direct)
Secondary Payroll Increase ($15,000 avg.)
Effective Buying Income (.65 of payroll)
Retail Sales Increase (.43 of payroll)
200
$4,500,000
128
1,920,000
4,173,000
2,760,600
The manufacturing facility and related economic activity will also
generate fiscal benefits through taxation of retail sales.
Estimated sales tax revenue resulting from the project over a 10
year period is shown below.
Sales Tax Receipts
City $ 331,200
County 124,200
U.S.D. 305 -0-
Library -0-
State $1,352,400
Total $1,807,800
Additional financial benefits resulting from the project include
property taxes collected on new dwelling units to house employee
families and state aid received for new students in the school
system. These revenues will help offset the increased public
service costs.
Conclusion
Beech Aircraft and the proposed JPATS project appears to meet the
intent and purpose of a property tax exemption based on the
manufacturing nature of the business and demonstration of economic
benefit. An analysis of the costs and benefits of the project has
been provided. The Board of City Commissioners may, at its
discretion, approve a tax exemption for the project under Kansas
Statutes when deemed to promote the best interests of the City of
Salina.
Attachment: Tax Exemption Calculations
ATTACHMENT
Beech Aircraft Tax Exemption Request 1/11/93
Assessed Percent
Year Valuation Exemption
1 $7,019,000 100%
2 $6,304,000 100%
3 5,589,000 100%
4 4,874,000 100%
5 4,159,000 100%
6 3,444,000 100%
7 2,734,000 100%
8 2,0]9,000 100%
9 2,019,000 100%
10 2,019,000 100%
Totals $
Mill Levy
Share of Total Levy
Valuation Data
Cost of Buildings & Improvements
Estimated Appraised Value (.95)
Assessed Value (25%)
Cost of Equipment (Dept. over 7 yrs. )
Assessed Value (25%)
Total Mill Levy
Taxes
Exempted
$715,980
643,046
570,112
497,]77
424,243
351,309
278,884
205,950
205,950
205,950
$4,098,60]
$8,500,000
8,075,000
2,019,000
20,000,000
5,000,000
102.006
................ Taxes Exempted ..................
City county USD 305 Library State Ed.
$209,782 $152,504 $83,054 $35,083 $224,817
188,412 136,969 74,593 31,509 201,916
167,043 121,434 66,133 27,935 179,015
145,673 ]05,899 57,672 24,362 ]56,114
]24,303 90,364 49,2]2 20,788 133,212
102,934 74,829 40,752 17,214 110,311
81,713 59,402 32,351 13,665 87,569
60,343 43,867 23,890 10,092 64,668
60,343 43,867 23,890 ]0,092 64,668
60,343 43,867 23,890 ]0,092 64,668
$1,200,890 $873,002 $475,438 $200,831 $],286,961
29.849 21.718 1].882 5.057 32.000
29.3% 21.3% 11.6% 4.9% 31.4%
State Misc.
$10,740
9,646
8,552
7,458
6,364
5,270
4,183
3,089
3,089
..3,089
$61,479
1.500
1.5%
Tax Exemption Data
Base Exemption
Added Jobs Above Base
Added Investment Above Base
Total Calculated Exemption
Total Allowed Exemption
25%
398
203
626%
100%
Beech Aircraft Corporation
Corporate Affairs Department
PO Box 85
Wichita KS 67201-0085
316 676 7689
COeechcrafi
A_- ~1 ifa- Company
News Release
Jan. 7, 1993
Jim Gregory
Tel. (316) 676-7689
Fax. (316) 676-8867
Beech Leads Stronq OPATS Traininq Team
SALINA, Kan. -- The Joint Primary Aircraft Training System (JPATS) covers all
aspects of training, from courseware to airframe. Beech Aircraft leads a
world-renowned team to propose the most cost effective, low-risk training
system solution for U.S. Air Force and Navy primary pilot training.
Since Beech and British Aerospace (mAe) signed a teaming agreement in
June, both companies have been working closely together on the JPATS Ground
Based Training System (GBTS).
If Beech wins the JPATS award, employment associated with the program in
Salina will number about 200 people, including manufacturing, production
flight test, and program management personnel. These 200 people are expected
to generate an annual payroll estimated at $4.5 million.
Additionally, Beech will need another 150,000 square feet of
manufacturing space.
o
Beech chose mAe to develop the GBTS because of the company's extensive
experience in the design and development of aviation training systems. In
addition to BAe's own civilian primary flight training colleges, the company
is prime contractor for the Royal Saudi Air Force (RSAF) primary pilot
training system. This includes the design, development, implementation and
support of a total PC-9 training system and is similar in concept to the
requirements of the U.S. Air Force and Navy.
-more-
JPATS... 2
BAe is totally familiar with the needs of the primary student, having
produced and operated a PC-9 GBTS to satisfy those needs.
The requirements of the GBTS for the U.S. Air Force and Navy are in early
stages of definition. Full development of GBTS components will begin after
the contract is awarded. However, to ensure that the PC-g MkII GBTS is
tailored to the current requirements and closely integrated with the aircraft,
a combined Beech/BAe team has been established at Beech~s Wichita facility,
including permanent BAe program and engineering representatives.
The fundamental message promoted by the Beech/BAe team is one of a total
training solution. To this end, the GBTS will be based on a suite of training
devices and complementary courseware to enable the most cost effective
training of primary students. The Instructional Systems Development Process
will be used to determine learning objectives by device, and will provide an
ongoing feedback loop. The backbone of the training will be hands-on flying
in the PC-9 MkII aircraft, which will be supplemented by ground based training
and integrated throughout the syllabus.
All training devices will support courseware developed in conjunction
with Air Force and Navy subject matter experts. This team approach is
expected to produce knowledgeable and capable students, who will be able to
progress with confidence to the next stage of pilot training.
It is clear that the Beech team has the tools, the most relevant
experience, and the ability to produce the best total training value for
JPATS.
Beech Aircraft, a unit of Raytheon Companyj is a leading aviation
company. It builds, markets and supports a full line of general aviation
aircraft, ranging from piston-powered models to jets, for the commercial,
military and regional airline markets.
-bac-
('~h~ The
Beechcrafter
A publication about Beech Aimraft Corporation June 16, 1992
Beech Aircraft chooses British Aerospace Defence
to provide JPATS ground based training systems
Beech Aircraft Corporation and the
Military Aircraft Division of British
Aerospace Defence, Ltd., have signed a
teaming agreement to collaborate on the
U.S. Military Joint Primary Aircraft
Training System (YPATS) competition.
Beech is seeking to be the prime
contractor for the JPATS program,
including aircraft and ground based
training systems. This new training
system will replace current U.S. Navy
T-34 and U.S. Air Force T-37 training
systems.
Beech will offer a missionized
version of the Pilatus PC-9 advanced
turboprop trainer. Deliveries of the new
entrant, to be called the Beech PC-9
MkII, are scheduled to begin in 1997.
British Aerospace will be responsible
for development of the ground based
training system to include aircraft flight
simulators, cockpit procedure trainers,
courseware technical data, and computer
based training. Most of the ground based
training system, like the PC-9 MkII
aircraft, will be manufactured in the
United States.
The Military Aircraft Division, based
at Warton Aerodrome near Preston,
England, has already developed and
operated a complete PC-9 training system
for the Royal Saudi Air Force of Saudi
Arabia. Under that program, British
Aerospace provides maintenance
training, courseware, training aids,
simulators and aircraft.
Beech Aerospace Services, Inc.,
Beech Aircraft's wholly owned military
Beech Aircraft President Jack Braly
aircraft support subsidiary in Madison,
Miss., will provide the contractor logistic
support for YPATS if the Beech team
wins the Air Force and Navy competi-
tion. BASI already supplies contractor
logistics support to all branches of the
U.S. military.
'The addition of British Aero°
space, with its extensive experience in
training systems, in particular with the
PC-9, strengthens the Beech JPATS
team," said Jack Braly, president of
Beech Aircraft. "We have put together
an excellent team, with Feech and
Pilatus building the aircraft, Beech
Aerospace providing the logistics
support, and British Aerospace
developing the ground based systems."
More than 135 PC-9s are in service
eechcrafl
throughout the world serving principally
as primary trainers, logging more than
61,000 hours and more than 128,000
landings in a training environment.
British Aerospace has unique
experience in PC-9 ground based training
systems, including simulators and
training systems for the combat-tested
Royal Saudi Air Force (RSAF). RSAF
crews transition from the PC-9 to the
British Aerospace Hawk and then on to
advanced aircraft such as F-15s and
Tornados. In the United States, British
Aerospace and McDonnell Douglas
jointly provide the T45 Goshawk for
U.S. Navy pilot training.
Since Beech Aircraft began building
trainers in 1940, it has established a long
and proud history of providing economi-
cal high performance trainers for the U.S.
military. Current Beech airplanes in the
U.S. military's training inventory include
the T-34C and the T44A turboprogs.
Beech's newest military training aircraft
is now flying in U.S. Air Force colors as
the T-IA Jayhawk Trainer, a variant of
the popular Beech jet business aircraft.
The Beech YPATS team is steeped in
the tradition of providing professional
training and high performance, high
quality systems for the military training
role.
Beech Aircraft, a Raytheon Com-
pany, has been involved in aircraft
training systems since 1940. It currently
produces tanker/transport jet trainers for
the U.S. Air Force and target missiles for
the U.S. Air Force, Navy and Army.
I
/
I
Martin-Baker
The
Beechcrafter
A publication about Beech Aircraft Corporation Jan. 7, 1993
Beech offem outstunding JPATS candidate
Bccch flies first production PC-9 Mkll
The first Beech-built lnxxluction
pmto~ of the company's loint Prima7
Aircratt Training System (mATS)
aircraft, the Beech PC-9 IVlkl/, made its
maiden ~ght last month from the
company's nirport in Wichita.
"The fast ~ght was a success," said
Beech's director o
mATS Program. "We
= met or exceeded nil of
~ our objectives."
If Beech wins the
mATS award,
Rlemer employment associ-
nmnber about 200 people, including
manufnctm'ing, production ~ght test,
and program tnanagement personnel.
These 200 people are expected to
Additionally, Beech will need
another 150,000 square feet of manufnc-
Beech is competing to be the prime
contractor for the U.S. military's Joint
Prima~ AircraR Training System. This
new training system will replace current
U.S. Air Force T-37 and U.S. Navy T-34
See I~-9 MkII on page 2
Beech Ai~ off~ =
total training system
for JPATS com~
The Joint Primary Aircraft Training
Sysimn (mATS) covers all aspects of
Iraining, from coursew~e to airframe.
Beech Aircraft leads a world-renowned
See Beech team on page 4
Beech'. flint produc~lon prototype of JPATS PC-9 MI(Il
-. ,~,, ,,.-w~,':;~,m~..._ ~ ..~ 7
U~. A~ ~ T-lA ~
~ay~wk's ~ ~ ~b~ ~ ~
& ~y's f~ ~ B~g~ W.
Va
~A~~~a
~f-~ a~ s~ f~ ~
Jay~w~ ~ ~~ ~ght ~-
See Jay~ on ~ge 3
laSmlCtor Pilot OP) transition to the
new U.S. Air Force T-lA Sayhawk is
now underway.
IP transition m the In-ocess of
training the instructors who will tench the
first student classes -- began in Septetn-
bet, bringing the T-lA one step closer to
coming on line as the Air Form's new
The fn~t class of prospective tanker/
training in the Jayhawk in January at
Reese Ah- Force Base, Texas.
As of the end of August, Beech
Aircraft had delivered 21 Sayhawks to the
Air Fot~.e. A Iotal of 29 we~ scheduled
to be delivered by tbe end of 1992.
The T-lA Jayhawk is a mililarized
version of the Beechjet 400A busine~
aixcralL Both are powered by twin Pratt
& Whitney JTISD-5 engines, d~veloping
2,900 pounds of thrust each and giving
the airplane a top speed of 468 knots.
Jayhawk reigns as Air Force's choice for pilot training
Beech news round-up
1991. As thc manager, ho is responsible
for ail activities o£ thc Salina Divisioa.
Die~ is a hoard member of thc
Salina United Way and was chairman of
the Planning and AHocations Committee.
He serves as a board member of Bank IV
- Salina, and is on the local board of Boy
Scouts of America.
Beech iai-gets flown worldwide
The MQM-10~ and AQM-3? are
Beech's supersonic and subsonic ~rge~s.
The MQM-10? is a ground-lannched,
reusable target deployed by the U.S. Air
Force, Army, and Navy, as well as
international customers. The supersonic
AQM-37 is an air-launched vehicle used
by the U.S. Navy and NATO nations.
MQJVIo 107
Becanse it has so man), capabilities,
thc MQM-10'7 has be~ deployed for the;
Iraining of air d~fcnse crews in suplx)rt of
numerous weapons systems. It averages
20 flights per whi¢l¢ loss in more than
B,000 missions. Th~ U.S. Air Force flies
Dieker named to Beech's Executive
Management group
$ohn W. Dieker,
Manager- Salina
Division, has been
named to Beech
Aimrafl's Executive
Management group.
Dieker joined
the company in
19/8 as Staff Assistant- Manufacturing,
Special Projects in Wichita. In 1981, he
became Assistant Foreman - 2nd Shift
Machine Shop ~ons and the
following year he was named General
Foleman - Fabrication at the Selma,
Alabama plant.
His duties in Selma were expanded
to include Facility Maintenance, and in
1986 he accepted a transfer to the Salina
Manufacturing. He was promoted to
Manager - Manufacturing in 1989 and
was named Manager - Salina Division in
PC-9 Mkll completes first flight
the $5-6 billion range.
The team ~hat Beech has assembled
is experienced in providing total training
~ystems for military applications.
For instance, Beech has been
building training aircraft for the U.S.
military since World War II. Addition-
ally, with the Air Force Jayhawk pro-
gram, Beech is experienced in
missio~i~g foreign aircraft designs to
U.S. military requirements.
Bfil~ Aerospace has developed a
PC-9 Iralning system for the Royal Sandi
training systems.
At its manufacturing facilities in
Wichita, Beech is also conslrucling a
second production prototype PC-9 Midi
for the JPATS program. These Beech PC-
9 MklI prototypes will participate in an
operational flight evaluation scheduled
for this year.
Thc PC-9 l~rlI is a missionized
Pilatus PC-9. Missionization includes a
~utized cockpit, 0/0 ejection seats, a
bird proof canopy, and single point
refueling capability.
The upgraded engine provides added
power to accommoda~ a slight increase
in missionization weight and is also
designed to provide for lower life-cycle
co~s due to being flat-rated at 1,2~0 shaft
horsepower, down fiom the available
1,708 shaft horsepower.
Test flights of Beech's engineering
demonsUafion aircraft with the upgraded
PT6A-68 engine have verified perfor-
mance characteristics of the PC-9 M~H~
'Everyone who has flown the Beech
~PATS airplane has been impressed with
its performance,' Riemer said. 'It meets
ail of the performance and handling
requirements."
~PATS calls for more ihan 700 new
aircraft. Total value of the contract is in
AQM-3?
Developed for the U.S. Navy, tho AQM-
37 has been updated
for improved perfor-
mance throughout its
career. Versions can
operam from 1,000 to
100,000 feet and at
~ up to Mach 4.
AQM-37
MQM-107
.~....
1i-/
~.'. ~' ~.~ 3~' '
q,~ ~.~-- .~,~;.:' ,. - . ·
~12N
Air Force. This training system includes
courseware, hardware, and instructors,
and is being used to train military pilots
who transition to the Hawk and F- 15.
Pilatus Aircraft Ltd. is a renowned
manufacturer of training aircraft. The
Beech/Pilatus team has delivered nearly
9,000 training aL, craft worldwide.
Beech Aerospace Services, Inc.
located near Jackson, Miss., will provide
conlractor logistics supl~rt for ~e
JPATS. BASI employs 2,200 people in
49 states and nearly 40 counlries.
2 The Beechcrafler
Beechcrd[! today: A leading aviation company
Beech Aircraft Coqxn-agon enten
1993 as a leading aviation company, with
products and services in many markets,
both domestic and in~malional.
Beech today is a company with
annual sales in excess of $1 billion. The
cmpo~ation's president is Jack Braly, who
provides leadership and management
direction to one of
the world's largest
manufacturers of
aviation products.
About half of
Beech's revenue is
· genera~ from the
Bmly manufacture and
sale of new commercial aircraft The
remainder comes primarily from military
aircraft and target missile sales, and the
activities of its two major subsidiaries,
Beech Holdings, Inc., and Beech Aero-
space Services, Inc., as well as subcon-
tract manufacturing for such firms as
Boeing and McDonnell Douglas.
In business aviation, Beech is
recognized most widely as the manufac-
turer of the King Air line ofjetprops.
Over the past 29 years, Beech has built
nearly 5,000 King Airs -- most of them
fa' corporate operation.
In recent years, Beech has also
emerged as a jet manufacturer. Its
Beechjet 400A has established a signifi-
cant niche in the business ~ranspon
market, and has also won endorsement
from the U.S. military with its selection
ns the U.S. Air Force T-IA Sayhnwk.
Beech has always been known ns a
builder of fine high performance piston
aixcxaft. The company has been the
largest manufacturer of piston-powered
nirplanes for the past half-decade.
In the speclnli~.ed regional airline
market, Beech is recognized as one of the
leadi,~g manufacturers of 19-passenger
airliners in the world, and the premier
In thc military market, Beech has
btilt Irnining nmi special mission aircraft
fa' the U.S. military almost continuously
since 1940. Contractor support, handled
through Beech's subsidiary, Beech
fa' an increasing percentage of Beech's
government income.
Missioniziog commercial aircraft for
the military continues to be an important
part of Beech's business. Current
programs include C-12s and the T-lA
layhawk.
The C-12 -- a version of the King
Air -- has been a staple of the U.S.
military inventory since 1974. Most
recently, C-12s in utitity and special
electronic intelligence configurations
played a key role in Desert Storm.
The T-lA Jayhawk-- the U.S. Air
Fowe version of the Beechjet-- will soon
come on line as the trainer for the next
generation of tanker/transport pilots.
Meanwhile, Beech is a major
contender for the prime conWact to
provide the Air Force and Navy with their
next Irainer-- IPATS, or $oint Primary
Aiwrafl Training System. Beech is
teamed with Pilatus AL-craft, British
Aerospace, and Beech Aerospace Ser-
vices, Inc., to provide a total Waining
system to fulfill the JPATS role.
Much of Beech's milita~ business
originates in commercial ah~lanes
missionized for military usage-- but not
aH of it. Since the 1950s, Beech has
been building missile targets for military
Waining operations.
The subcontracts business muuds
out Beech's structure today. This also
has been a Beech activity since World
Wnr II. Today Beech builds Boeing 737
control surfaces under subcontract, and
composite landing gear doors and
winglets fa' the C-17 tmnslx~t under
subcontract to McDonnell Douglas.
'. U.$.AIR FORCE
Providing more than ~ demidea of ®x~ -_:lanes with military training airr, raft,
Beech la well-poaltloned to offer a total training ayatem for the JPATS role.
Jayhawk training underway from page I
mentation System (EFIS) is capable of
progressive disphys to allow students to
increase proficiency at a mensured pace.
Tbe Air Force has placed orders for a
total of 113/ayhawks to do_re. It is
projected that as
many as 180
Jayhawks will be
~ ~ Air Force mission.
'The Jayhawks
will replace T-38
amgoq trainers cun~tly
pilots,' said James M. Gregory, director -
Corporate Affairs at Beech Aircraft. 'This
will ultimalely extend the service life of
the T-38, which is also used to train
future fighter and bomber pilots."
Both Jayhawk and Beechjet are
manufactured entirely in the United
States, at Beech facilities in Wichita nmi
_Beec__hjet production was transfen~
to the United States in the late 19~s,
bringing with it hundreds of jobs for
activity in the company's jet factories
has more than doubled to meet Sayhawk
and Beechjet demand, aiditional tooling
has been fabricated to support increased
deliveries.
lan. 7, 1993 3
Beech leads s[mng training team
team to propose the most cost effective,
low-risk training system solution for U.S.
Air Force and Navy primary pilot
Since Beech and British Aerospace
(BAe) signed a teaming agreement in
Iune, both companies have been working
closely toge~et on the ~PATS C, mund
Based Training System (GBTS).
Beech chose BAe to develop the
6BTS because of ~e company's exten-
sive experience in the design and
development of aviation training systems.
In addition to BAe's own civilian
prima~ flight training colleges, the
company is prime contractor for the
Royal Saudi Air Force (RSAF) primary
pilot training sys~m. This includes the
design, development, implementation and
support of a total PC-9 training system
and is similar in concept to the require-
ments of the U.S. Air Force and Navy.
BAe is totally familiar with the needs
of the primary student, having produced
and currently operating a PC-9 GBTS to
The requirements of the GBTS for
the U.S. Air Force and Navy ate in early
stages of definition. Full development of
GBTS components will begin after the
conlract is awarded. However, to ensure
that the PC-9 lVncll GBTS is tailored to
the current lv. quirements and closely
integrated with the aircraft, a combined
Beech/BAe team has been established at
Beech's Wichita facility, including
permanent BAe program and engineering
representatives.
The fundamental message promoted
by the Beech/BAe team is one of a total
training solution. To this end, the GBTS
will be based on a suite of training
devices and complementary courseware to
enable the most cest effective training of
prinmry students. Thc Instructional
Systems Development Process will be
used to determine learning objeclives by
device, and will provide an ongoing
feedback loop. The backbone of the
training will be hands-on flying in fl~e
supplemented by ground based training
and integrated throughout the training
All training devices will support
courseware developed in conjunction
with Air Force and Navy subject matter
experts. This team approach will
produce knowledgeable, capable
students, who may progress with
confidence to the next stage of pilot
Iraining.
It is clear that the Beech team has
the tools, the most relevant expedence,
and the ability to produce the best total
training solution for JPATS.
JPATS
GROUND BASED TRAINING SYSTEM
lComputer
Based
nstruction
~oursew imulatom~
Training-~
Management ·
BEECH SystemJ
BAe BASI
lCaleCtronic~~
ssr°°~l~
ontractor-'~
ogistics~
Part Task~~
Tmine~
4 TI~B~
TRAINERS AND SIMULATORS
Beech Building Two PC-9 Mk. 2
Prototypes for JPATS FlYoff
EDWARD H. PHILLIPS/WICHITA, KAN.
Beech Aircraft Corp. officials had
planned this summer to fly a Pilatus
PC-9 modified to meet Joint Primary Air-
craft Training System requirements, and
have scheduled the first flight of a pro-
duction prototype PC-9 Mk. 2 aircraft in
1993.
Beech selected the Swiss-built military
trainer as its JPATS contender primarily
because "the aircraft was well suited to
Beech's methods of manufacturing and
engineering, had low fife-cycle costs and
the performance to meet joint service re-
quirements,'' David H. R.iemer, director
of the JPATS program at Beech, said.
The two companies signed an agreement
to develop the aircraft in August, 1990.
Riemer said Beech has full responsibility
for design, engineering and flight testing
of the two-seat trainer. About 80 person-
nel are assigned to the project, including
two test pilots.
A standard PC-9 trainer is being used
by Beech to develop the JPATS-config-
ured PC-9 Mk. 2 version. The aircraft's
Pratt & Whitney Canada PT6A-62 turbo-
prop engine has been replaced with a
PT6A-68 version fiat-rated to 1,270 shp.
The aircraft was scheduled to partici-
pate in initial evaluations at Wright-Pat-
terson AFB this summer, which have
now been cancelled, Riemer said. The fi-
nal operation and evaluation phase of the
competition is planned for September and
October, 1993.
RJemer said the -68 powerplant was se-
leered because it would meet projected
life-cycle costs and provide the power nec-
essary to meet the Mk. 2's performance
criteria. The time between overhaul inter-
val for the -68, however, has not been
decided, he said.
The turboprop-powered Embraer Tu-
cano H--another potential JPATS con-
tender and a competitor to the PC-9 Mk.
2--also is powered by a -68 engine and
uses a Full Authority Digital Engine Con-
trol (FADEC) to eliminate the engine's
characteristic and undesirable surge when
takeoff or maximum power is applied.
Beech officials said the -68's surge will
be eliminated, but would not verify if a
FADEC will be installed to resolve the
problem.
In addition to the Mk. 2's engine up-
grade, Beech engineers are redesigning the
aircraft's canopy, aft fuselage and empen-
nage in an effort to improve bird strike
protection, maintenance access and flying
qualities respectively, according to Riemer.
The revised windshield structure is fabri-
cated from a heavier, thicker stretched
acrylic and will withstand the impact of a
four-lb, bird at 270 kt. "without penetra-
tion of .the canopy," he said.
Other significant changes being incor-
porated into the JPATS aircraft include
single-point refueling, cockpit pressuriza-
tion to a maximum differential of 3.5
psid., installation of two lightweight,
Martin-Baker Mk. 16 ejection seats fea-
turing zero-zero capability, and modifi-
cation of the rear seat to improve
instructor visibility.
The cockpit meets JPATS criteria for
accommodating both male and female pi-
lots. "We drew on our experience with
the T-IA Jayhawk program to help us
with that requirement," Riemer said. In
1990 Beech was selected to provide 180
Jayhawks for the Tanker Transport
Training System already in operation
with the U. S. Air Force. Deliveries be-
gan in January, 1992, and at the end of
June Beech had delivered 17 T-IA air-
craft.
Except for structural and configuration
Be~ala/r]gatllS PC-g Mk. 2 JPATS candidate wifl ~,co, perate numerous first flight efa Mk. 2 preducflon protetype is scheduled for oarly 1993,
airframe and cockpit modiflcatlens to meet joint service requirements, fellewed by first fliglit ef the second p~etetype in the spring.
U.$.AIR FORCE
~04~
'1
48 AVIATION WEEK & SPACE TECHNOLOGY/August 3, 1992
' ~RAII~ERS AND SIMULATORS
changes to the empennage, the Mk. 2
trainer's overall dimensions are similar to
those of the standard PC-9. Beech began
building two production prototype air-
craft in 1991, and the fuselage of the first
prototype is nearly complete.
Beech has received a new wing from
Pilatus for installation on the first Mk. 2.
Wingmate was completed in mid-July.
Fitting the wing to the fuselage was ac-
complished "without any problems--ev-
erything fit," according to Riemer.
Although essentially the same as the PC-
9's standard wing, the new wing's fuel
capacity has been increased to 185 U.S.
gal.
/PATS engineers are using CATIA
and CAD-CAM methods to transform
the PC-9 into the Mk. 2 version. Because
no major alterations to the baseline air-
frame are anticipated, "we do not plan to
conduct any wind tunnel work" on the
Mk. 2 version, Riemer said. The structur-
al changes, new engine/propeller installa-
tion and other modifications will increase
weight by about 700 lb., Riemer said.
An avionics vendor is scheduled to be
selected in early 1993. To help evaluate
avionic installations proposed for the air-
craft, one Mk. 2 prototype will feature a
Bendix-King suite for both the student
and instructor cockpits. The other will
have a Collins-designed system. Both ven-
dors will include two-tube electronic
flight instrument systems as specified by
/PATS.
In addition, competition has begun to
select U.S.-based vendors for airframe
components such as hydraulic pumps,
electric motors, valves and other parts for
various airframe systems.
FIRST PROTOTYPE TO FLY IN 1993
Riemer expects to fly the first prototype
Mk. 2 in winter, 1993, and the second
aircraft should make its first flight that
spring. Since January of this year, Beech
/PATS demonstration pilots Erik Ander-
son and Robert Newsome have conducted
more than 500 flights to acquaint U.S.
Navy, U. S. Air Force and civilian pilots
with the PC-9's capabilities.
"The U. S. Navy and Air Force want
an error-tolerant and safe aircraft as well
as an excellent trainer," Anderson said.
He served more than seven years as an
Air Force instructor pilot flying Cessna
T-37B aircraft before joining the/PATS
program at Beech in January.
This AVIATION WEEK & SPACE TECH-
NOLOGY pilot flew the PC-9 demonstrator
twice, with Anderson occupying the in-
Cockpit section of first production prototype PC-9 Mk. 2 is being built at Beech using production
tooting. Access panel for single-peint refueling is lecated ferward of wing leading edge cutect.
structor seat for both flights. During
more than two hours of flying, I per-
formed basic acrobatic maneuvers includ-
ing loops, spins, aileron and barrel rolls as
well as other military maneuvers that in-
duced load factors of up to 6g on the
aircraft and pilots. I also flew the aircraft
in its slow flight and stall regime and in
the traffic pattern to evaluate its low-
speed qualities.
The aircraft's cockpit is well laid out,
and I especially liked the single power
lever and flap controls that were conve-
uiently located adjacent to each other on
the left cockpit sidewall. Both the throttle
and control stick are configured for hands
on throttle and stick operation. The large
flight and navigation electronic flight in-
strument system and engine instrument
displays were easy to see and interpret.
Ready for departure, I advanced the
thrust lever to takeoff power and the PC-9
accelerated rapidly. A large amount of
right rudder was needed to track the cen-
terline, but it was relatively easy to keep
the aircraft headed straight down the run-
way.
I rotated at 70 kC and climbed the air-
craft at 140 KIAS to an altitude of 11,500
ft, Thc PC-9 handled extremely well dur-
ing the climb phase, and visibility from the
cockpit was exceptionally good--almost
like fitting outside the aircraft. I quickly
realized that although powered by a turbo-
prop engine, the PC-9 flies like a jet.
After leveling off, I made some steep
bank tums and found the controls well
harmonized with light stick forces. The
aircraft responded immediately to my in-
puts, although after each power change I
had to adjust rudder trim using the rock-
er switch on the throttle. I finally learned
that small changes in power settings had
to be made slowly to avoid overshooting
desired torque, but every power change
required use of rudder trim to keep the
ball centered.
In keeping with its trainer mission, I
performed some typical military training
maneuvers to sample the aircraft's behav-
ior-including its temperament when the
same aerohatic maneuvers were intention-
ally botched.
During a fully-developed left spin, for
example, after three turns I intentionally
released the stick and rudder pedals. Ini-
tially, the rotation rate increased and the
nose-down pitch attitude oscillated. Af-
ter two more tums, however, the air-
craft's nose dropped and the rotation
slowed dramatically as the PC-9 flew it-
self out of the spin with no assistance
from me.
Loops were simple to execute. Starting
at an entry airspeed of 180 kt. from level
flight, I used a smooth, constant 4g pull-
AVIATION WEEK & SPACE TECHNOLOGY/August 3, 1992 49
TRAINERS AND SIMULATORS
up. The large canopy made locating the
horizon at the top of the maneuver an
easy task. Stick forces remained comfort-
able during the loop and were not exces-
sive during the recovery.
Next, Anderson applied maximum
power and climbed the aircraft vertically
until airspeed dissipated. As the aircraft
stopped climbing, it began a slow torque
roll to the left. Anderson released the con-
trols. The PC-9 slowly entered a whip
stall, pitched over on its back and quickly
built up airspeed as Anderson recovered
to level flight.
The aircraft's slow flight and stall char-
acteristics are excellent for an entry-level,
high-performance military trainer. Dur-
ing stalls with flaps and landing gear re-
tracted and extended at pitch attitudes as
high as 30 deg., I held the stick full aft
and was able to pick up a low wing with
rudder alone as the aircraft continued to
buffet and mush downward. There was
no tendency to stall, roll off and enter the
incipent spin phase. When I released back
pressure on the stick, the PC-9 recovered
immediately without adding power.
Throughout the aerobatic and stall ma-
neuvers, I found the aircraft to be predict-
able and exceptionally benign--important
traits that help build confidence in stu-
dent pilots.
Although I had not flown a turboprop-
powered military trainer before, after two
hours in the aircraft I felt comfortable
flying the PC-9. The aircraft retains its
good traits in the traffic pattern as well.
There is little pitch change when landing
gear and flaps are extended. Good visibili-
ty through the canopy helps both crew-
members spot traffic, and the aircraft
makes no special demands of the pilot
when landing.
On final approach, I trimmed the air-
craft for 90 kt. and reduced power slowly
over the runway threshold. I had no prob-
lem timing when to initiate the flare, and
the PC-9 landed smoothly on its main
gear. After each touch-and-go landing, it
was not necessary to retract the flaps---
that was done during climbout to pattern
altitude.
In addition to being prime contractor
for the Beech/Pilatus team, Beech Aircraft
Corp. in June selected British Aerospace
Defense, Ltd., as the third team member
to develop the PC-9 Mk. 2 ground-based
training systems (GBTS) (^W&ST June 22,
p. 32). Riemer said British Aerospace was
selected because "we liked their primary
training capabilities and the fact that they
were a Iow-risk partner."
The company has developed and al-
ready administers a PC-9 training sys-
tem for the Royal Saudi Air Force's
fleet of PC-9s. Most of the PC-9 Mk. 2
training system will be developed in the
U.S. with about 30% accomplished in
the United Kingdom, D. M. Gray, pro-
ject manager, JPATS ground based
training for British Aerospace, said.
Riemer said Beech and British Aero-
space will use flight test data from the
Mk. 2 program in developing the comput-
er-based training system.
"We intend to select computer hard-
ware as close to bid date as possible" to
help ensure technical superiority, Joseph
Grubiak, program manager for the
GBTS, said. He emphasized that Beech
and British Aerospace "are highly sensi-
tive to the whole issue" of fielding a
JPATS training system that is not only
capable of accommodating changes, but
capable of quickly incorporating such
changes throughout the system.
It remains uncertain if the Air Force
and Navy will require a dome-type visual
simulator capability to teach essential ba-
sic maneuvers such as formation flying.
Instead, Grubiak envisions the services
calling for a three-tier system that consists
of a cockpit procedures trainer, an instru-
ment flight training device without visual
capability, and a full-up, operational mo-
tion base simulator device with complete
visual capabilities.
He expects the Air Force and Navy to
outline specifically the type and sophisti-
cation of simulation devices they want
when the draft request for proposals is
issued in October. ~
British Aerospace developed the PC-9 ground-based training system The JPATS program will use similar equipment to train air force and navy
currently in use by the Reyal Saudi Air Force, including flight simulators, student pilets.
50 AVIATION WEEK & SPACE TECHNOLOGY/AugusT 3, 1992
TRAINERS AND SIMULATORS
Competitors Set Strategies
To Win JPATS Competition
DAVID A. FULGHUM/WASHINGTON
The Pentagon is still two or three
months away from defining a ground-
based system to guide fledgling pilots
through Air Force and Navy primary
flight training, but aerospace contractors
already are exploring strategies to help
capture the prized contract.
The ground-based training portion of
the Joint Primary Aircraft Training Sys-
tem (JPATS) may only amount to 10-
15% of the program's total acquisition
cost (industry officials estimated 20-
25%). However, ground-based elements
will assert a far larger influence on the
program's selection process
and final configuration.
Defense officials are de-
manding a seamless match be-
tween the ground-based
training system (GBTS) and
the actual aircraft. The quality
and timeliness of data trans-
ferred from the builders of the
aircraft to the simulator man-
ufacturer will be the critical el-
ements, Air Force officials
predicted.
"If the information is
passed on time and complete,
they will avoid reworks [of the
simulator design] and save
money," a senior Air Force of-
ficial said. "If not, simulator
[delivery] will be late and cost
more. That's where we think
there could be a hiccup in the
program."
Moreover, defense officials
would like contractors to de*
velop a training management
system (TMS) that not only would link all
elements of the JPATS ground based sys-
tem, but that also could be adapted as a
common management tool for Air Force
and Navy training aircraft programs.
A number of aerospace ~rime contrac-
tors have announced teaming arrange*
ments with companies specializing in
simulators and other ground training sys-
teras, including LTV/Loral,
Hughes and Beeehcraft/British Aero-
space and Rockwell/CAE-Link. Arrange*
ments made by other contenders are
expected to be announced soon.
The Pentagon is unhappy with the new
ground-based training systems it has
bought for the Air Force's multi-engine
T-I and Navy's T-45 advanced trainer.
The introduction of changes into these
systems is difficult to manage in a rapid,
organized manner because they are not
electronically integrated.
Changes incorporated in any one part
of the training curricnlum---courseware,
classroom lectures, simulators or air-
craft--are not automatically reflected in
the materials of other training sections.
These holes in the training management
system (TMS) have producaxl what is
called "negative learning," in which les-
sons in one part of the curriculum conflict
with those of another. Instructors spend
expensive training time correcting these
system- induced inconsistencies.
The problem of updating simulators is
not a new one. It is endemic in operation-
al units, and even part of the Air Force's
premier stealth fighter wing is awaiting
updates that will match the simulators to
their aircraft. Nevertheless, it is a problem
the military hopes to solve.
"We have a clearer vision of where we
want to go than when TMSs for the T-I
36 AVIATION WEEK & SPACE TECHNOLOGY/August 3, 1992
and T-45 were designed," a senior Air
Force official said. A simulator is needed
into which aircraft modifications can be
inserted on an "interactive, real time ba-
sis.'' And once JPATS is operating, the
Air Force and Navy would like to adopt
the training management system through-
out their aircraft training establishment.
For the present, "we don't want to dic-
tate the solution," an Air Force official
said. "[We will] let industry tell us."
However, aerospace officials doubt that
the Air Force and Navy can afford a
completely new ground-based TMS for
the Joint Primary Aircraft
Training System competition.
Therefore, industry's only cost
efficient option may be to take
the best components from ex-
isting ground training systems
and add to them.
'~rhere are lots of good
pieces, but integration is diffi-
cult,'' an aerospace industry
official said.
But in addition to the formi-
dable difficuities of tying di-
verse · systems into a
manageable whole, Air Force
officials anticipate problems
with the builders of the train-
ing management system in
use. These contractors must be
convinced to turn over propri-
etary information to other
contractors in order to make
amalgamation--and thus the
hoped for seamless training
system--possible.
As a first step in defining
CSBTS, the operational requirements doc-
ument (ORD) has just been released by
the JPATS program office at Wright-Pat-
terson AFB, Ohio. This first cut at the
requirement calls for the Air Force and
Navy to split use of 56 operational flight
trainexs, 50 instrument flight trainers, 12
cockpit procedural trainers, 7 ejection
seat ~ainers and 7 egress trainers, in ad-
dition to classroom computer equipment.
Firmer numbers will be published in
However, if a manufacturer can offer a
system that allows fewer simulators to do
the necessary amount 'of work, the added
tion process, Air Force officials said.
i
-,'TRAINERS AND SIMULATORS
Beyond the ground based portion of
the JPATS program, operational demon-
strations have begun at Wright-Patterson
of early versions of many candidate air-
craft. Competitors are about at the one-
year mark from the date they must fly an
aircraft that meets ali the Pentagon's re-
So far, Orumma~Augusta has shown
surprisingly few changes in its S-211 in
what competitors believe is a bid to cap-
ture the lowest acquisition price. Others
like Lockheed and LTV will concentrate
on higher performance and greater capa-
bilities to outweigh higher initial acquisi-
tion costs.
Lockheed, for example, will try to
duce life cycle costs by incorporating
technologies developed for other pro-
grams such as Pilots Associate, a comput-
erized surrogate crewman, and the F-117
simulator. Moreover, Navy indications
that the service wants SPATS to pick up
the training load now carried by T-2 air~
cra~ has led Lockheed to advertise the
high performance of its MB-339.
However, Air Force officials st~d_~astly
said they do not want to expand the
JPATS training syllabus to include any-
thing taught in the advanced T-1 or T-38
trainers.
LTV officials claimed flying the Pampa
2000 can greatly improve what a pilot
learns in the last 10 hours of primary
training by providing a fast aircraft that
can perform more advanced aerobatics.
This capability would better represent
the next, more advanced, level of flying,
thus easing the transition to higher perfor-
mance aircraft. Other aircraft scheduled
to fly at Wright-Patterson include the
Northrop/Embraer Tucano H, Spanish-
built CASA 101, Czechoslovakian-built
L-39, Beechcraft/Pilatus PC-9 and Rock-
well/MBB Fan Ranger.
Despite publication of the ORD, cer-
tain key program elements remain vague.
How many aircraft and simulators will
the Air Force and Navy ultimately be
able to afford? And how many pilots will
the services need to produce in coming
years? Production costs will be largely
~ ,in~t.m°ney in techn°~gies iii.:
i'!:i~he milita~.rnay ulti~ely :ii".':'
.'i' de¢ide :.are .unneceSsary~fn'lls .'.
based on those numbers, industry officials
said.
The current unofficial Pentagon esti-
mate of the number of SPATS aircraft
needed is 765. This is roughly 50 fewer
aircraft than in the official trainer road-
map. With the base force and, thus pilot
production, still a subject of congressional
debate, service officials predict the total
buy will drop even further.
Aerospace companies are attempting
the calculations on their own, "an expen-
Simulat~ teel~elegies develeped fer black pre-
grams like the SR-71, F-il7 and B-2 (pictured
llere) are being reuted te the Jeint Primary
Aircraft Training System pregram.
sive and time consuming effort" deemed
necessary because cost will be critical in
the JPATS competition, an offieiai said.
There also is the problem of obtaining
corporate funds for technological invest-
ment with no guaranteed return. SPATS
program managers around the industry
are under pressure from senior financial
officials to cut costs. Thus, there is little
to invest in areas not sure to be part of
~ Force requirements. This has lef~
SPATS officials in a quandary.
"We're having not to go too far for-
ward on any one approach," a senior
aerospace official said.
Aerospace contractors and defense offi-
cials are at a standoff. Contractors do not
want to invest money in technologies the
military may ultimately decide are unnec-
essary frills or just too expensive to in-
elude, Conversely, the Ah' Force does not
want to overspecify requirements for fear
it may suppress creative solutions to ob-
taining a high quality, but low cost, pri-
mary training aircraft.
Another source of confusion is the ba-
sic requirement for maximum use of off-
the-shelf equipment. Contractors claim
that very little of this equipment can
me6t the demands of military training
aircraft without substantial modifica-
tions--including a requirement for an
on-board oxygen generation system or at
least a system that does not involve liq-
uid oxygen.
"It's a total disconnect," an aerospace
official said. "Until (Pentagon require-
ments) get clearer, no one can say what
the trainer or the cockpit will look
like." []
AVIATION WEEK & SPACE TECHNOLOGY/August 3, 1992
I