• IDECM FOTD Clears Another Hurdle
• Global Hawk Readies for EMD
• Flight Testing of ATIRCM/CMWS Shifts to Government
• Buff Upgrades Continue
• Italy Accepts First C-130J
• Errata

P-3 Replacements Proposed

The US Navy recently initiated the process for replacement of its EP-3E and P-3C aircraft. "The Multimission Maritime Aircraft (MMA) will perform armed intelligence, surveillance and reconnaissance; anti-submarine warfare (ASW); and anti-surface warfare (ASUW)," explained CDR Alan Easterling, deputy program manager for the MMA at the Naval Air Systems Command (NAVAIRSYSCOM). "Initial operational capability (IOC) for the MMA is scheduled for late 2014, with one full squadron of Surveillance & Intelligence variants (7 aircraft for missions currently flown by EP-3s) and another of Search & Attack variants (10 aircraft for present P-3 missions) ready to deploy, plus two training aircraft for each squadron, for a total of 21 aircraft." A grand total of 251 aircraft are envisioned.

According to Hank Davis, director of Boeing's Maritime Airborne Systems Group (Seal Beach, CA), the company has identified a 737 variant as its candidate for the MMA. "Our target aircraft is the 737-700 increased-gross-weight aircraft," explained Davis. "It can make a 1,500-mi. transit each way with 4 hrs. on station and adequate fuel on top homeplate without breaking a sweat. At altitude at Mach 0.78, it burns the same fuel as a P-3 at Mach 0.5."

EW defense capabilities will be advanced over existing P-3 expendable countermeasures. While systems such as directed infrared countermeasures and the Suite of Integrated Radio-Frequency Countermeasures will not be considered, specific capabilities and functionality envisioned for next-generation EW defense will be key. "The towed decoy is definitely a possibility. Beyond current capabilities, the MMA aircraft will need to defend itself while on precision-strike missions. The P-3C flew multiple attack sorties into Kosovo, including 14 SLAM missions. You need serious countermeasures capabilities in this sort of over-land warfare," noted Commander Easterling.

Another major EP-3 replacement issue is in hosting large synthetic-aperture radars (SARs). Trying to drag a big chin radar through the air -- as aboard the EP-3E and the earlier EP-2H -- isn't an option at Mach 0.8. "The 737 can provide for any foreseen SAR or dish-based systems," continued Davis. "Further, we can migrate the functionality of the EP-3E and P-3C directly to the 737 MMA. The Anti-surface Warfare Improvement Program and Block Mod Update P-3 capabilities of the current Update-III suite can be hosted easily by the 737."

Another issue in replacing the EP-3E is that very-high-frequency signals are line of sight, making flight at high altitudes necessary to compensate for the curve of the earth and thus catch transmissions being radiated from great distances. The EP-3, sharing an almost identical airframe with the P-3, is limited in how high it can fly because its pressure hull can accommodate only a small differential between cabin pressure and outside ambient air pressure. This limits the P-3 variants to altitudes of 30,000 ft. or less. Lockheed Martin Aeronautics (Marietta, GA) is looking at reengineering and updating the P-3 to be able, among other things, to fly at significantly higher altitudes. "Orion 21 would have improved propulsion, an advanced flight station, improved electrical and electronics systems employing fiber optics and wave-division multiplexing, and superior environmental controls," explained Rob Weiss, MMA program director for Lockheed Martin Aeronautics. "Part of an improved environmental system would be a reengineered hull and pressurization system allowing for a greater differential in cabin pressure and outside ambient air pressure. This, in turn, would enable flight at higher altitudes than those now within the operating realm of the EP-3E and P-3C. Orion 21 would also enjoy increased maximum gross weight and zero fuel weight." Lockheed Martin is also investigating making the Orion-21 concept available as a retrofit to existing P-3 models.

In September 1999, the Navy completed a two-year MMA concept study that examined single-platform, manned air-vehicle alternatives to the P-3C and EP-3. In March 2000, NAVAIRSYSCOM received approval from the Office of the Secretary of Defense (OSD) to initiate the formal concept exploration. Subsequently, Boeing and Lockheed Martin were identified as two of four participants in the first phase of the MMA concept exploration. The other competitors in the initial contract stage are Northrop Grumman and Raytheon. Guidelines are for non-recurring manufacturing costs not to exceed $800 million and recurring costs not to exceed $55 million per aircraft (based upon a 251 aircraft buy).

"Concept exploration has two principal elements," concluded Easterling. "The first is the analysis of alternatives (AOA). The concept-study effort of July-December 2000 runs concurrently with the AOA, which began in June and runs until July 2001. The next step will be program definition and risk reduction, a Milestone-I decision made by OSD, targeted for the first quarter of FY02. Subsequently, an RFP [request for porposals] will be released, based upon a functional-level specification defining the new platform(s) to meet the mission-statement requirements for 'Broad Area Maritime Surveillance Armed Reconnaissance.'"

Introduced in 1969, the P-3C will begin to reach the end of its fatigue life in FY02, with the EP-3E approaching the end of its fatigue life starting in FY05. -- K. Sherman *

IDECM FOTD Clears Another Hurdle

The Sanders (Nashua, NH) Integrated Defensive Electronic Countermeasures (IDECM) Radio Frequency Countermeasures (RFCM) fiber-optic towed decoy (FOTD) has successfully completed the US Navy's operational assessment (OA).

This latest test was an operational assessment of the ability of the FOTD "to identify, prioritize and respond to a selected subset of threats using the preprogrammed EW techniques," explained CDR Scott Howe, the Navy's deputy program manager for IDECM. "This was the first operational test of the ALE-55 FOTD. We limited the number of threats and the flight conditions to see if the preprogrammed techniques could be generated with this decoy and be effective against the specific subset of threats. That was successfully demonstrated, and we are gratified that RFCM earned the highest rating possible in an operational assessment."

The IDECM RFCM system includes an onboard receiver, processing system and transmitters developed and manufactured by ITT Industries' Avionics Division (Clifton, NJ), along with offboard countermeasures, including the FOTD and deployment canister developed by Sanders.

The test was flown by China Lake-based Navy Air Test and Evaluation Squadron Nine (VX-9) aboard an F/A-18E with E/F avionics installed. To conserve test decoys, a reel-out/reel-in decoy was used instead of the decoy launcher to be used in a production configuration. "The principal question," continued Howe, "was whether the system had the potential for effectiveness and for operational suitability. The answers were 'yes.'"

While this test was being planned, the Navy was also conducting a developmental test of the onboard transmitter, which was tested in August by the Naval Air Weapons Center (NAWC) Weapons Division at China Lake to see if it was responsive to a similar subset of threats. The developmental test was completed in August. "Preliminary indications are that that went well," said Howe. These elements, along with the Navy's operational assessment and production-readiness review with Sanders, meet the criteria to enter into low-rate, initial production (LRIP).

Next to come are the technical evaluation and operational evaluation with the same equipment aboard a production F/A-18E/F. Developmental testing for the technical evaluation is scheduled to begin Q1FY01, with the operations evaluation set for Q4FY01-Q2FY02. If those steps yield an operationally effective and suitable rating, the criteria for Milestone III, full-rate production, will have been met -- a decision on which will be made in Q3/Q4FY02. The initial fleet-deployment target is one F/A-18E/F squadron in March 2004. The goal is to provide the system for every F/A-18E/F squadron that deploys thereafter. No official value has not been announced for the program.

"This program has had a lot of overrun and restructuring problems and, as a result, a checkered reputation," conceded Howe. "But since July 1999, contractor cost- and schedule-performance data has been very, very good."

While the overall IDECM suite for the F/A-18 originally included protection against infrared-guided weapons with the Common Missile Warning System (CMWS) and flare launchers, the Navy's portion of CMWS is currently unfunded. "If this program can be made to meet cost and scheduling requirements, it may be reinstated as part of the IDECM system," Howe said. "We still have a valid CMWS requirement for the F-18E/F."

Another remaining technical hurdle is the development of a tow line that will stand up to the temperatures in the afterburner plume. Development is basing its work on the AN/ALE-50 tow line performance, although the tow lines are different; you can't pull on the ALE-55 fiber-optic line or it breaks. So, the new design has a tow line with the fiber-optic and copper signal line wrapped around it helically so as to provide for tow-line stretching and contraction. Then, both of these lines have to be coated to stand up to the afterburner plume. Progress on this part of the program continues.

The IDECM combination of onboard receivers and technique generators and offboard countermeasures is also being considered for deployment aboard the USAF's B-1B bomber and F-15 fighter, although funding for such upgrades remains uncertain at this time. -- K. Sherman *

The US Air Force Aeronautical Systems Center Reconnaissance Systems Program Office (ASC/RA) is preparing to move the RQ-4A Global Hawk High-Altitude Endurance

Unmanned Reconnaissance System program into the engineering-and-manufacturing-development (EMD) phase. A request for proposals for this phase of the program, valued in excess of $10 million, is expected to be issued in the first quarter of FY01, followed by a sole-source contract award to Northrop Grumman's Ryan Aeronautical Center (Rancho Bernardo, CA).

During the EMD phase, the company will continue development of the Global Hawk unmanned aerial vehicle (UAV), including global-air-traffic-management, collision-avoidance and see-and-avoid functions, as well as outfitting the aircraft with anti-jam GPS equipment. The EMD contract would also call for planning and coordination of testing -- both developmental and initial operational test and evaluation. Continued development of other systems for the Global Hawk would also be covered under the contract and are to include Block-10 avionics; active, electronically scanned arrays and new payloads (in addition to the synthetic-aperture radar and electro-optic/infrared sensors already fitted aboard the UAV). Signals-intelligence (SIGINT) systems, a moving-target indicator and foliage-penetrating radar are among the equipment under consideration for fit aboard the Global Hawk. Although currently available SIGINT payloads could be carried only if other sensors are left behind, a company source held out the hope that electronics miniaturization is creating smaller, lighter, very capable equipment which could overcome weight-limit problems. Also, plans for two 1,000-lb. hard points on the wings could overcome internal space limits and provide a place for carrying SIGINT or defensive avionics. A solid-state data recorder is also said to be under consideration for the UAV.

At press time, the ASC/RA was considering awarding Northrop Grumman an incentive contract next month, although no value for such a contract, should one be awarded, was announced. The EMD phase is expected to run until the end of September 2007. -- B. Rivers *

Flight Testing of ATIRCM/CMWS Shifts to Government

Government flight tests of the Advanced Threat Infrared Countermeasures/Common Missile Warning System (ATIRCM/CMWS), developed by Sanders (Nashua, NH), are set to begin in November, following the system's completion of contractor flight testing at Sanders' facilities in Merrimack, NH, and sled testing at Holloman AFB, NM.

For the contractor flight tests, the US Army furnished an EH-60 helicopter, which Sanders then outfitted with the ATIRCM/CMWS. The Army also brought in five missile seekers, which the ATRICM/CMWS-equipped helicopter was then able to defeat during static (i.e., the missile seekers were not moving) testing. Following these successful trials, the system then moved to the sled testing.

JED spoke with Sanders officials just as the sled tests had gotten underway. At that point, only two tests had been completed, but in both instances the ATIRCM/CMWS had been successful in defeating the missiles -- actual missiles this time around, not just seekers. Testing against actual missiles, one company source noted, allows Sanders to "find out exactly how the system works against the actual missile going the actual speeds" and provides additional data with which to "fine tune" the ATIRCM/CMWS. The source noted that there had, at that point, been "no real crises." In fact, he noted that, in speaking on the telephone with those involved in the testing at the Holloman range, "you could hear in their voices that they're very pleased and excited."

A decision on low-rate, initial production of the ATIRCM/CMWS is slated for the second half of FY02, with a Milestone-III decision by the Army scheduled for the following year.

Despite the program's recent successes, however, the US Air Force is still requesting that it be allowed to withdraw from the program (see "USAF Bails Out of CMWS Production," JED, December 1999, p. 25), a move that would throw a stick in the spokes of the Navy's ATIRCM/CMWS procurement plans, as the Navy was counting on the USAF to perform testing of the system aboard fast-moving, tactical aircraft. Although he declined to comment on the USAF's status on the ATIRCM/CMWS program, Paul Eggbert, director of advanced development for infrared countermeasures at Sanders, told JED, though, that on the Army side, "things are looking very good." The Army helicopter fleet has become "the brunt and the focus of the program," as the service plans to install the ATIRCM/CMWS aboard its AH-64D, MH-60K/L, CH-47, MH-47, UH-60 and EH-60 helicopters. Moreover, he noted, the Navy has shown some interest in outfitting its H-60 series of helicopters with the ATIRCM/CMWS, in addition to equipping its F/A-18E/F Super Hornets and AV-8B Harriers, as currently planned. -- B. Rivers *

Buff Upgrades Continue

The venerable B-52H Stratofortress will receive further upgrades in order to keep the aircraft viable until the end of its service life, or about 40 more years, as outlined in the US Air Force (USAF) Bomber Roadmap. While a program to upgrade the aircraft's multi-mission computer is already underway (see "B-52H Computer Upgrade to Enhance Potential Role as Standoff Jammer," JED, June 2000, p. 24), the latest upgrades to be announced will focus on the aircraft's electronic-support-measures (ESM) subsystems, radar warning receiver (RWR) and self-protection jammer.

Lockheed Martin Systems Integration (Owego, NY) was recently selected by the Boeing Co. (Wichita, KS) -- the aircraft's manufacturer -- to provide new ESM subsystems for the B-52H, or Buff, as it is commonly called. This upgrade will replace the AN/ALR-20A RWR currently fitted aboard the bomber. Under the B-52H Situational Awareness Defensive Improvement (SADI) program, Lockheed Martin was awarded an initial engineering-and-manufacturing-development (EMD) contract valued at $10 million to design and deliver four prototype ESM subsystem upgrades over the next three years. The upgrades will provide the Buff with advanced threat detection and location, precision targeting and jammer cueing.The total value of the ESM-upgrade program could rise to $50 million over the next eight years.

In winning the EMD award, Lockheed Martin beat out the team of Sensytech, Inc. (Newington, VA), and the Georgia Institute of Technology (Atlanta, GA). Last year, both had received contracts for the program-definition and risk-reduction phase of the program (see "Contractors Selected for B-52 SADI Program, JED, November 1999, p. 31), following a competition that also included Northrop Grumman Corp. (Los Angeles, CA), Litton Industries (Woodland Hills, CA), Condor Systems (San Jose, CA) and ITT Avionics (Clifton, NJ).

The Buff's self-protection jammer, meanwhile, will also receive an upgrade. The USAF recently contracted Nothrop Grumman's Electronic Sensors and Systems Sector (Rolling Meadows, IL) to upgrade the B-52H's AN/ALQ-155, which one source called "a fairly unsophisticated jammer," noting that it employs only one jamming technique: continuous-wave noise jamming. Northrop Grumman's upgrade will add modern jamming techniques to the system and integrate the ALQ-155 with the Buff's sensors, presumably including the upgraded ESM systems to be provided under the SADI program.

The value of the initial contract for the jammer upgrade stands at $2.1 million, but a source at Nothrop Grumman told JED that the program could be worth as much as $180 million, should the USAF decide to move ahead with a full-rate production of 76 systems plus spares.

This series of upgrades underway for the B-52H could also have the added benefit of making it a more attractive option as the follow-on suppression-of-enemy-air-defenses (SEAD) aircraft sought by the Defense Department to replace the EA-6B Prowler. A variant of the B-52, dubbed the EB-52, is one of the alternatives being evaluated for such a role (see "SEAD: Operation Allied Force and Beyond," JED, January 2000, p. 51; and "Analysis of Potential Prowler Successors Officailly Underway," JED, March 2000, p. 23). -- B. Rivers *

Italy Accepts First C-130J

"This is an airplane designed for a pilot and his dog. The pilot is there to feed the dog. The dog is there to bite the pilot if he tries to touch anything." So says a Lockheed Martin test pilot, neatly summing up the philosophy behind the C-130J aircraft, which the Italian Air Force recently began accepting.

Following earlier acquisitions by the United Kingdom's Royal Air Force and the Royal Australian Air Force, Italy received its first "J" in August, and the Italian Air Force's C-130J training center in Pisa is about to begin construction. A total of 22 C-130J have been ordered by Italy, with a total value of $1.6 billion (to include aircrew training and 5 years of factory support).

The J looks like the H-model aircraft, but is a different airplane, featuring a digital "glass" cockpit, integrated avionics, a new power train engine/propeller and enhanced EW self-protection capabilities controlled by the pilot rather than a dedicated systems operator. With a total crew of three -- two pilots and a loadmaster -- the J offers a 40-percent increase in range, altitude, endurance, fuel consumption and gross weight. "Higher, further, faster and smarter," said Peter Simmons, Lockheed Martin's media-relations manager for the C-130J program.

Tom Potteiger of Lockheed's Aircrew Training Department (Marietta, GA) noted, regarding EW self-protection, the J is far more capable, automated and programmed in analyzing threats, employing 48 threat-management programs. As opposed to the earlier 4-in. threat display on the H model, the J model has a large, color threat display overlaying the entire radar scope that can be piped to any crew station. The J is equipped with the Lockheed Martin AN/ALR-56 radar warning receiver and has two new main mission computers that control displays and provide threat analysis. Threat information is taken from the -56 air box, sent to the mission computer and then displayed in layered full color. The mission computer also manages the AN/ALE-47 countermeasures-dispensing system. Missile warning is provided by the AN/AAR-47, and passive infrared countermeasures are provided by the Lockheed Martin AN/ALQ-157. In addition, a laser warning receiver is carried by the Italian Air Force C-130Js.

While the Lockheed aircrew training done in Marietta is classroom work, each service accepting the C-130J has a set of specialty trainers installed at their respective training sites. Reflectone - BAE Systems (Tampa, FL) supplies all the trainers -- except those used by the Royal Australian Air Force, which are supplied by CAE (Montreal, Quebec, Canada). There are four trainers: a full four-axis moving weapons-systems trainer; a "knobology" task trainer for teaching button-pushing and display reading; a "rearend in a box" loadmaster trainer; and a maintenance-diagnosis trainer. Lockheed claims that the C-130J requires 70-percent less maintenance than the C-130H, and that 90 percentof the J's electronic-systems maintenance can be accomplished through laptop-computer interface.

The USAF, USAF Reserves, Air National Guard and US Marine Corps (USMC) have also taken delivery of the J for operational units located in Little Rock, AR; Baltimore, MD; and Biloxi, MS. The first USMC AC-130J is now being flight-tested at NAS Patuxent River, MD.

"The J's mission computer and software capabilities far surpass those of the F-16's fire-control computer," asserted Simmons. "In fact, a lot of the J's software integration is the result of work done on the F-22. This is a highly automated, integrated aircraft. It's not a trash hauler with a computer stuck in the back." -- K. Sherman *

Errata

Last month's article entitled "Sub ESM System Successfully Completes OPEVAL" (JED, September 2000, p. 27) contained some inaccuracies regarding the contract structure for the AN/BLQ-10 program. The initial contract for two Virginia-class and four Los Angeles-class systems is valued at $32.6 million. The current options for two Virginia-class and six Los Angeles-class systems is valued at approximately $45 million. The value of the entire fleet deployment would depend on the lot size (concurrent systems being developed) and timing of the buys. The $45 million referred to here is for the completion of the current options. Production of these eight systems will run through 2004. If the Navy chooses to upgrade the rest of the fleet it could take five years or more (at four systems per year). The total value of the current low-rate, initial production contract that is $95 million.

JED apologizes for the error. *

PROGRAM MONITOR

Sanders (Nashua, NH), received a $5.7-million contract for five air traffic control radar beacon, Identification Friend or Foe Mk-XII systems (AIMS). AIMS is used on US Navy Ticonderoga-class cruisers (CG 47), Arleigh Burke-class destroyers (DDG 51) and Nimitz-class aircraft carriers (CVN 68). Work is to be completed by September 2002....Comptek Amherst Systems, Inc. (Buffalo, NY), was awarded a $3.1-million contract to build and deliver a Mobile Remote Emitter Simulator (MRES) system. This will be the third MRES delivered as part of a purchase program with a total value of $17.8 million to the company....Lockheed Martin Corp., Missiles & Fire Control (Orlando, FL), received a $19.3-million contract for Target Acquisition Designation Site/Pilot Night Vision Sensors (TADS/PNVS) for the AH-64 Apache helicopter. Work is to be completed by July 2002....Northrop Grumman Corp. (Linthicum Heights, MD) was awarded an $11-million contract for ten AN/APG-68 fire-control radars for installation aboard F-16 aircraft. Work is to be completed by May 2002....ITT Night Vision (Roanoke, VA) was tasked with producing 2,252 AN/AVS-9 night-vision-intensifier sets for various Navy platforms. Work is to be completed by August 2001....The Naval Air Warfare Center Training Systems division (Orlando, FL) has awarded a $100-million contract to The Boeing Co., Training Systems Management Division (St. Louis, MO), for the F/A-18E/F training-systems program. The program will upgrade Trainer Set #1, which includes six trainers and one Weapons Tactical Trainer Side 4 S2 trainer. The contract also provides funding for the procurement of an additional Maintenance Trainer Set #2, which includes five trainers. Work is to be completed by December 2004....DRS Technologies, Inc. (Parsippany, NJ), recently received an $11.8-million contract for engineering and development work for second-generation forward-looking infrared (FLIR) sighting systems intended for the Abrams M1A2 Main Battle Tank system-enhancement package, the Bradley M2A3 Infantry Fighting Vehicle and the M1025 and M1114 HMMWVs....Cryptek Secure Communications, Inc. (Chantilly, VA), was awarded a $7-million contract by the Naval Air Warfare Center, Aircraft Division (Patuxent River, MD). The contract calls for the implementation of a multi-level security system in support of the Joint Engineering Data Management Information and Control System. Work is to be completed by February 2002....Northrop Grumman Corp. (Melbourne, FL) was awarded a $6.3-million contract for the pre-engineering and development phase of the Radar Technology Insertion Program, supporting the Joint Surveillance Target Attack Radar System aircraft. Work is to be completed by October 2000....Concurrent Technologies Corp. (Johnstown, PA) received a $3.7-million installment of a $33.4-million contract for the development and prototyping of the Next-Generation Command and Control System (NGCCS) Tactical Operation Center (TOC) 3-D. The NOCCS TOC 3-D will provide an infrastructure and approach for enabling the rapid evaluation of candidate command, control, communications and computers, intelligence, surveillance, and reconnaissance (C⁴ISR) and related technologies by employing the power of geospatially accurate visual computing networks and leading display technologies. Work is to be completed by December 2004....Motorola Systems Solution Group (Scottsdale, AZ) was awarded a $14.5-million contract for eight AN/TSQ-179(V)1 Common Ground Stations. The work was let by the US Army Communications-Electronics Command (Ft. Monmouth, NJ)....Ball Aerospace Technologies Corp. (Westminster, CO) received a $7.6-million contract for the design, test and demonstration of a low-observable S-band, multibeam phased-array antenna system. Work is to be completed by February 2002....Northrop Grumman Field Support Services, Inc. (Jacksonville, FL), was awarded a $7.1-million contract for the installation of 47 embedded global positioning systems (GPS); 50 digital flight control systems; 25 miniaturized airborne GPS receivers; six Low-Altitude Navigation and Targeting IR for Night (LANTIRN) systems; four night-vision-imaging systems and nine fast tactical imaging systems aboard US Navy F-14B and F-14D aircraft. Work is to be completed by January 2001. * 

PEOPLE MONITOR

Sanders (Nashua, NH) named Brian F. Walters director of F-22 Development Programs. Walters will lead a team of 300 people responsible for the company's F-22-related engineering-and-manufacturing-development programs and digital-receiver product-improvement programs Walters succeeds Bob Gosselin, who has retired....Condor Systems, Inc. (San Jose, CA), appointed Bob Eisenberg to the post of chief operating officer. Eisenberg formerly worked for SCI Systems (Huntsville, AL), where he managed that company's sales group....Litton Industries (Woodland Hills, CA) named John C. Donehoo president of the company's Electro-Optical Systems division (Garland, TX). Donehoo came to Litton in 1997 from positions with Teledyne Industries Power Systems Division (Mobile, AL) and Continental Motors, Aircraft Products Division (Mobile, AL). Since joining Litton, Donehoo has served as vice president of program management for the division. He replaces Steve A. Lambert, who has left the company....ITT Industries, Inc. (White Plains, NY), appointed Henry J. Driesse president of its Defense Products and Services group (McLean, VA). Driesse, a member of the JED Advisory Board, formerly served as vice president and general manager of ITT Industries, Avionics Division (Clifton, NJ)....FLIR Systems, Inc. (Portland, OR), named Earl Lewis Chairman of the Board of Directors. Lewis will also assume the roles of president and chief executive officer in November. Lewis formerly served as president and chief executive officer of Thermo Instrument Systems, Inc. (Waltham, MA)....Northrop Grumman Corp., Integrated Systems Sector (Dallas, TX), appointed Diego A. Ruiz Palmer international vice president of Central and Southern Europe. Palmer's responsibilities include strengthening key customer relationships and overseeing business development opportunities in the North Atlantic Treaty Organization (NATO). He will be working with the sector's European team (Brussels, Belgium)....Boeing Military Aircraft and Missile Systems (St. Louis, MO) named VADM John Lockard vice president and general manager of Engineering and executive focal point for Lean Enterprise activities. Lockard succeeds Al Haggerty, who will retire in April 2001....European Aeronautic Defense and Space Company (Munich, Germany) has appointed Aloysius Rauen the new head of the company's military-aircraft business unit. Rauen succeeded Dr. Karl-Heinz Hartmann. Rauen formerly served as the head of corporate strategy at DaimlerChrysler AG (Stuttgart, Germany). *