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Information Technology Pioneers

Retirees and former employees of Unisys, Lockheed Martin, and their predecessor companies

In this Chapter

  1. Introduction [left]
  2. Canadian Business by Gene McCarthy
  3. Japanese Navy by Don Lovely
  4. Japanese P-3C by Art Francis
  5. European Business by Dick Lundgren
  6. Egyptian Navy by John Booher
  7. Australia by Dick Lundgren
  8. Africa by Dick Lundgren
  9. Taiwan by Dick Lundgren
  10. Thailand by Dick Lundgren

 

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International Systems Chapters

1. Introduction

The Canadian Patrol Frigate (CPF) is probably the most successful international program. Winning took real teamwork as described in the attached newsletter article, contributed by Gene McCarthy. This newsletter also discusses wins of the domestic AN/UYK-43 and AN/UYK-44 computer developments. Canada provided UNIVAC with a second marketplace for Anti-Submarine Warfare systems as related below by Gene McCarthy.
   CP140 was won when we had an International Division under John Vold. Marketing director then was John Spearing, Canadian Marketing Manager was Gene McCarthy. Jim Rapinac was head of TSD at that time while Dick Seaberg ran the Navy Division, Dale Maus had ASD, Army, Air Force, FAA; all of us under then VP/GM Ernie Hams. I was the DSD marketing VP when we won CPF program in 1983. [Rapp]

   We also have Japanese Navy programs, input from Don Lovely and a Japanese P-3-C program input from Art Francis.
     The German Navy programs began with 642B deliveries to the German Navy computer center in Wilhelmshaven Germany in the late 60's. A second program delivered 1830B computers to the Fast Patrol Boat program beginning with the computer center at Hollandse Signaal Apparatan (HSA) in Hengelo, Netherlands. A third program to deliver AN/UYK-7 computers to the German's Patrol Frigate program had an interesting beginning, also at HSA. See Anecdotes! [lab]

 David P. Andersen has written about the German Otto Versand voice system.
   Dick Lundgren has written newsletter articles about Norwegian defense systems, the Netherlands, German business, and France.

2. Canadian Business -

History of Sperry Univac DSD in Canada
   As the US Navy (USN) was developing new airborne Anti-Submarine Warfare (ASW) aircraft and capabilities, the Canadian Department of National Defence (DND) decided that as a NATO member they also would need to develop a Long Range Patrol ASW aircraft with state-of-the-art systems capability. They had the choice of buying what the USN was developing, from the USN, or developing their own ASW aircraft and systems. Of course they chose to develop their own.
   During early 1973, the Canadian DND asked for Concept Definition Phase proposals from multi-engine aircraft companies. DND was asking for an ASW and troop carrying capabilities in one configuration. Boeing, McDonnell Douglas (MD) and Lockheed California Aircraft Company (CALAC) responded. MD responded with their DC-10, Boeing with their 707 and Lockheed with their P-3C. Sperry Univac DSD proposed to MD as well as Lockheed. Boeing was operating independently. The DND was enthralled with the MD DC-10, but the DND required more than two for the available program dollars. If MD had not stopped building DC-8s, they would have been the leader. The Avionics System they and Sperry Univac proposed was well received.
   The final Request for Tender went out to Boeing and Lockheed. Stan Foote, Director International Marketing, {Editor's Note: Stan Foote was an officer in parts of Boslaugh's book} asked his Marketing Manager, Gary Holthusen, to bring in a sales person with ASW experience for assignment to the Canadian Long Range Patrol Aircraft (LRPA) Program. I [Gene McCarthy] was asked to move from Naval Air Development Center (NADC) to Eagan to take the position. I accepted after talking with Gary and then Stan.
   DSD already had a team working on the proposal with Lockheed. Therefore my job was to get the lay of the land and talk to the DND Air Force people managing the Program. Major Ziglegansberger was the technical leader of the program and our expert in ASW signal processing. I also met the General, Program Director, and the Colonel, Program Manager and Contracts Director as well as the folks who would enforce the political requirements which are known as Industrial Benefits. Overall, it was insinuated that Boeing could probably use our help as well as Lockheed. The Air Force Program team seemed to want a jet rather than the propeller plane those Americans down there are in love with.
   After meeting with several City Managers, we selected Winnipeg to place our factory because of its high tech work force, prominent national politicians and, of course, Winnipeg’s close proximity to Eagan.
   I kept thinking that there would be one winner with two bidders. That amounts to a 50% chance of winning. That would be considered a great chance in some leagues, but not this one. I therefore made plans to visit Boeing. I put together the team with the proper skills and the presentation materials needed. I then argued with my managers to allow me to visit Boeing and they agreed, providing I pitched the S-3 1832 computer. I made a call to the Boeing Program Manager and he agreed to host a meeting where he would have the appropriate people in the meeting. I knew they preferred a distributed system, so I also had Paul Williams prepared to present the UYK-20.
   The only statement the Program Manager managed during or after the AN/AYK-10 presentation was no thanks. I said I had one more presentation and he agreed. Paul gave the UYK-20 pitch, which did raise a few eyebrows and a lot of interest. Then they wanted to know why I was presenting a shipboard computer for an airborne application. I said that I went on the basis that the aircraft was a 707 and the vibrations and the ambient parameters would be benign. The program manager shot back, “how long would the computer run last if a 30" hole suddenly blew in the fuselage at 30 thousand feet”? I answered that no one on the plane would know, or care, if that calamity indeed happened. The Program Manager thought for a few seconds and then said, "I guess you’re right about that." We went on to bid a six-computer system and a high percentage of the software, including two Univac 1108-based ground systems. The overall dollars were about the same regardless of which prime won. Sleep comes a lot easier with a 100 percent chance of winning.
   Lockheed did go on to win the eighteen CP-140 aircraft program based on price and the not-stated proximity of the U.S. Navy. We did open an assembly plant west of the Winnipeg airport with Gerry Smith and Glenn Johnson selected by Bob Faust to manage the plant. Many cables and electronic boards were assembled and installed into the AN/AYK-10 computer in Winnipeg for the CP-140 program.
   As I was meeting with the CP-140 program folks in the DND Headquarters building in Ottawa, I was asked by Gary Holthusen to visit Lt. Cmdr. Carruthers of the Canadian Navy who had some questions concerning the AN/UYK-20 computer. I called Cdr. Carruthers and made an appointment to meet with him. I called the Commander from the lobby and he came down to meet me. He also took the opportunity to brief me on the makeup of the Navy as well as the organization he was part of, Directorate of Maritime Combat Systems. Jim Carruthers worked for DMCS-7, Systems Engineering, led by CDR. John Matthewson. DMCS-7 was responsible for all the subsystem interfaces that go onto a given ship class. DMCS-1 thru 6 are assigned as Navigation systems, Radar systems, Communication systems, Sonar systems, Gun systems, Machinery Control etc. A Navy Captain is responsible for DMCS.
   Cdr. Carruthers was tasked with developing a mini Command and Control system, known as ADLIPS for the newest destroyer class ships, the DDH-280 Class - for which new computers and software were required. Jim was interested in learning about the U.S. Navy AN/UYK-20 for the computer system. He had previously investigated all the competition’s computer offerings, but I was the first Sperry Univac marketing person he had the chance to talk to. I told him about the AN/UYK-20 and had several more meetings with Jim and interested military and engineering personnel from the other sections of the DCMS. At one meeting with about 30 Canadian DMCS engineers, I had Mel DeBlauw answering their questions for about two hours concerning just about every technical nuance imaginable, with Mel answering the questions from his memory to their satisfaction. One more question was asked about some minute detail on packaging and Mel held his chin with his fingers and really stared with a deep frown for a couple of minutes and said, 'I just don’t have that detail on the tip of my tongue.' The audience roared and Jim Carruthers and John Mathewson were proud of the knowledge base of Sperry Univac.
   Jim ended up ordering eighteen UYK-20 computers for the ADLIPS program. The Software was developed by Litton Systems Canada, the ADLIPS Contractor. After buy-off at our Clearwater Plant, DMCS had them consigned to a storage crib in Clearwater until the program was ready for them.
   In the meantime, the U.S. Navy approved a development contract to double the amount of the UYK-20 memory. I told Jim that we had the Development contract and after talking to his colleagues and the ADLIPS program people, he called me to Ottawa to meet with him and his DMCS superiors, Cdr. Matthewson and the Captain. Since the new expanded memory would go into the same slots as the previous memory, Jim asked if Sperry Univac would buy back the unused memory of the computers in storage and insert the new expanded memory, and they would pay the difference in price. I said it sounded reasonable to me but I would have to check our contracts department.
It sounded good to my management, Tom Knops and John Spearing; however, Don Blattie, our Contracts Manager, said the memories in storage were officially bought and accepted by the Canadian Navy and would therefore be considered as used equipment by our U.S. Navy contract, which called for exclusively new equipment. We could not put them into the next computers coming down the line. I felt as though I was in a vise until I asked Don Blattie about the Foreign Navies that were buying UYK-20 Computers. Do they also require exclusively new equipments in their contracts? At least one did not. The exchange was made and the Canadians bought the first sixteen Expanded Memory AN/UYK-20 computers our company sold.
   The CPF program is discussed with the “CPF Anatomy of a WIN.” The Canadian Navy went on to build eight ships of a planned 16 ships. An abstract of Jim Carruther's SHINPADS paper printed in the April 1979 Naval Engineers Journal may be a useful definition of SHINPADS:

ABSTRACT: "The SHipboard INtegrated Processing And Display System (SHINPADS) is a Canadian Forces Trademark and is not really a system. It is rather a concept of ship integration—not combat system integration or propulsion and machinery system integration but ship integration. It encompasses the entire ship system including all combat system equipments, marine engineering systems, and extending into administrative support hardware. It is a concept based upon the idea of synergism, a property which is best explained by stating the whole is greater than the sum of its constituent parts. When the normal horizons of the subsystem designer are discarded and the entire ship is considered as an entity, the number of constituent parts available increases dramatically. But how does one “get it all together”?
   The answer is a distributed system approach in which former local subsystem equipments are made to function as global ship resources. Whereas until recently [where shipboard computers were concerned] “bigger was better,” a distributed approach requires more numerous small processors to be considered. Of course information must be made available to all processors, so a high speed data exchange method must be provided. Enter the SHINPADS Data Bus which not only provides this “ship central nervous system” capability but replaces tons of point-to-point wiring in the process. Other aspects of the concept include standardization of hardware, software, and interfacing.
   The SHINPADS concept is considered to provide redundancy and system survivability at a reduced life-cycle cost. It is suggested that such survivability cannot otherwise be achieved. The CPF software was developed in Eagan, and the SHINPADS Manufacturing was performed in our Sperry DSD Winnipeg Facility.

3. Japanese Navy Projects by Don Lovely

   Beginning in about 1970 Univac was asked by NAVSEC to support the development of a Japanese Navy (JN) Command and Control (C & C) operational program for a new Japanese destroyer class the DDG 168, Tachikaze [then designated DDG-2308] via a Foreign Military Sales (FMS) contract with the USN. The Japanese Navy is officially known as the Japanese Maritime Self Defense Force (JMSDF). This system became known as Weapon Entry System (WES), included a one CP-642B computer system with six Hughes OJ-194 consoles. The WES interfaced with two MK-152 [Univac 1219] computers, each part of the two MK-74 MFCS and the MK-68, a 5-inch gun GFCS.
   Jim LaCroix was the first program manager and later the marketing interface to NAVSEC and to the JN Maritime Staff Office (MSO). Then John McKee became the program manager for the DDG-2309. During the 2308 project Univac hired Y. Tamagawa [Tommy] to help provide a direct interface to MSO in Tokyo. Tommy had been a JN Captain and was previously the Japan’s Naval Attaché to the US. The corresponding NAVSEC personnel were Cdr. Don R. Pennington and Juris Ukstins.
   Since the project was to host JN officers, Capt. Erick Swenson required the operational software development be performed off-site from St. Paul. Univac decided that the operational program specification, simulation and test program development, and program certification be done by Navy Systems, St. Paul and the operational program development and JN officer OJT be done at the Technical Services Division (TSD) site in Valencia, California.
   Program specification began in April 1972. Responsible for the specifications were Larry Duder, Roger Schendel, Ralph Mikkelson, Don Lovely and Richard Kelley (of Valencia) under the direction of project engineer Ed Temmers. The simulation program was developed under the direction of Jim Overocker. Valencia software developers included Richard Kelly, Jim Blowers, Gene Balster, Kaz Furuya, and John Oesleby under the direction of Len Olson. The program certification effort was led by Roger Schendel and the WES operational program was officially certified and accepted by NAVSEC in September 1974.
   The JN officers on-site at Valencia were Lt. Murakami, Lcdr. Saito, Lcdr Okuma, Lcdr. Kato, and Lcdr. Nozaki. The excellent rapport established with these officers was very helpful in supporting contacts and communication during the development of the several follow on ship combat C & C software development efforts for the JN by TSD Valencia. Eventually Murakami, Okuma, and Nozaki became Rear Admirals and Kato became a Vice Admiral in the JN. Taki Saito left the JN then from 1976 to 2002 headed the St. Paul Univac to Lockheed Martin Tokyo office.
   In early 1975 the Program Generation Center (PGC) at Valencia was moved to the JN base at Yokosuka, Japan. Initial on site software support was provided by Gene Balster with field engineering support by Ralph Takayama. Working on board the DDG 168, Tachikaze at the Nagasaki shipyard from June 1975 to February 1976 was Ed Keenan to provide software installation assisted by the field engineer, Ernie Trettel. In September 1976 the DD-168 arrived at Long Beach, California for three months of Ships Qualification Trials (SQT), again supported by Ed Keenan and Ernie Trettel.
   In September 1976 Univac delivered the first AN/UYK-20 PGC to Oki Electric for the development of UYK-20 software programs by NEC, Hitachi, and Mitsubishi for the DDG 2309 ship. Al Noda from Valencia and Jim Sprecher, St Paul provided extended on site software development and field engineering support. Later a number of additional AN/UYK-20 PGCs were installed at various Japanese companies.
   Rear Admiral Ryo Nozaki pictured in 1989. Then Lcdr. Nozaki was in Univac St. Paul and Valencia during 1973/74 to participate in the development of the DDG 168 software.
During 1975 - 1977, Valencia developed an upgraded version of the WES operational software program for the DDG-2309 ship. This ship later became the DDG-169 Asakaze. The software was developed at Valencia and integrated and certified in 1976 at Yokosuka. Additionally, an Operator Training Program was developed for the Japanese PGC. The in country integration team consisted of Gene Balster, Francis Cartwright, and Kaz and Elaine Furuya. After delivery of the program to the Japanese PGC; Kaz and Elaine Furuya supported program maintenance at Yokosuka from September, 1976 to June, 1977. From June, 1978 to March, 1979 Ed Keenan and Jim Sprecher provided shipboard software and field engineering support at Nagasaki.
   During 1977 Univac signed an agreement to provide software development support in Japan for MELCO to help develop a C & C system for the DD-52 [became DD-122 - Hatsuyuki class - a 12 ship class]. The C & C system was a dual AN/UYK-20 system using OJ-194 consoles. Ralph Mikkelson starting in March 1978 spent 3 1/2 years on-site at Kamakura, Japan. Harold Russell from Univac San Diego was there for 6 months and Vinc Aye from Valencia was also on-site for 2 1/2 years.
   From 1977 to 1978 a two CP-642B computer Tactical Data System (TDS) operational and simulation program was developed at Valencia for the DDH-2403, which became the DDH-143 Shirane. Len Olson was the project engineer, Dick Kelley software development supervisor and Jim Cross program manager for this effort and all follow-on JN C&C program developments. Don Lovely was the proposal manager for these JN bids. The TDS program was integrated and certified at Yokosuka in 1979. The in country integration team consisted of Neal Clark, Laura Domoto, Will Edwards, Carroll Hershey, John LeFeber, and Anne Reeder. John O’Dwyer provided software support and Jim Sprecher provided field engineering support for two years (1979-1981) at the IHI Tokyo shipyard, where the ship was built. This TDS system was also installed on the DDH-144 Kurama.
   From 1979 to 1981 a two-bay two-processor AN/UYK-7 computer operational and simulation program was developed at Valencia for the DDG 2310 contract, which became the DDG-170 Sawakaze and also was later installed on the DDG 2311 (DDG-171 Hatakaze). The DDG 2310 was initially integrated at the USN ICSTF facility at San Diego and completed and certified at Yokosuka in June, 1983. The in country integration team consisted of Carroll Hershey, Joe Dunn, Neal Clark, John Wasko, Brad Card, Sheila Ahlgrimm, Doug Speiss, Bob D’Alo, Jim Logan, Ron Nishimoto and Anne Reeder. Jim Sprecher provided field engineering support from January 1982 until 1983 at the Nagasaki shipyard. An upgraded software version for DDG 2312 was later installed on the DDG-172 Shimakaze.

4. Japanese P-3C by Art Francis

   The Japanese P-3C effort begin when Dick Kuhns and Don Lovely wrote a description document on the P-3C aircraft systems and ground support facilities and presented it to MSO in April 1975.
   MSO decided to build a fleet of 100 P-3C aircraft. Kawasaki Heavy Industries (KHI) was selected to build these aircraft under a Lockheed Burbank license. The computer to be used on the Japanese aircraft would be the Univac AN/ASQ-114 (CP-901) used by the U.S. Navy’s P-3C fleet. These computers would be supplied by Univac to Japan via FMS with the U.S. Navy. MSO also decided to build a Ground Support Computer Complex (GSCC) to support the P-3C and CP-901 software. The first elements of the GSCC would be a Program Generation Center/Software Development Facility (PGC/SDF). MSO desired to have the PGC/SDF operate identical to four facilities that the U.S. Navy used, but to be one facility in Japan and share as much equipment as possible. The four U.S. Navy facilities were:

  • CS-1 PGC at the Naval Air Development Center (NADC) in Warminster, Pa. The following software programs were written in CS-1. The System Test Program used to run diagnostics and other tests on avionics equipment on the P-3C aircraft. The Simulation software for the SDF.
  • CMS-2Q PGC at NADC. The P-3C Operational Airborne Software was written in CMS-2Q.
  • SDF at NADC. The SDF was used for software checkout and debug for the Operational Airborne Software. Japan also wanted to use the SDF for crew training.
  • SYCOL PGC at the Naval Air Test Center (NATC) at the Patuxent River Naval Air Station in Maryland. Software for the Anti-Submarine Warfare Operations Center (ASWOC) was written in SYCOL.

   A Univac Eagan proposal for the PGC/SDF was developed during 1977-1979. The initial team consisted of Don Blattie (Contracts), Tom Knops (Marketing), Woody Spitzmueller (Program Management) and Don Stang (Engineering). In 1978 Art Francis transferred from the Univac TSD Warminster site to Eagan to be the Project Engineer. In 1979 Ken Nelson (Software) was added to the team. Knops, Spitzmuller and Nelson all had previous P-3C software experience at Warminster.
   In 1979 a contract was awarded to Univac for the PGC/SDF. The contract was a direct contract with JMSDF via the Japanese Trading Company Sumitomo. P-3C avionics equipment used in the SDF were obtained by the Japanese from the U.S. Navy via FMS and shipped to Eagan. Woody Spitzmueller was Program Manger, Art Francis was Project Engineer, Don Stang was lead hardware and Ken Nelson was lead software.
   The proposal included the design and development of a unique piece of equipment for the PGC/SDF referred to as the Transfer Control Unit (TCU) and helped convince MSO to select Univac for the contract. Because the four proposed centers would share equipment and cables only one could operate at a time. The TCU provided the capability to switch electronically between centers in seconds with no physical change in equipment or cables. It also provided some additional aids to the SDF operators such as the loading of sonobouys and weapons on the simulated aircraft. The TCU was designed in Eagan and built at Univac Salt Lake City.
   Two CP-901 computers were proposed. One computer was dedicated to the SDF as the simulated aircraft computer. The other computer was host to the compilers and simulation software. The second computer required some hardware changes to accommodate the CMS-2Q complier.
   MSO wanted the PGC to perform in the exact same manner as the Compiling Systems used by the U.S. Navy. The commercial equipment used by the U.S. Navy was obsolete and could not be provided. To resolve this problem, two Univac 1600s, new tape units, disks and printers were proposed. Simulation software was developed to provide an environment along with the new hardware so that the compliers functioned in the same manner as they did at the U. S. Navy sites.
   The PGC/SDF was designed, built, tested and certified in Eagan. Additional project personnel included Ed Keenan, Rue Shibata, and Denny Moe. The contract also included the design and development of racks and cabinets. Marv Williams was the lead installation design engineer. Equipment racks were designed to meet Japanese earth quake requirements. Bob Pagac was responsible for subcontracts. The lead test engineer was Al Kochevar.
   In November of 1981 a Northwest 747 was chartered and the entire system was shipped to Tokyo and trucked to Asugi Naval Air Station southwest of Tokyo. The building used to house the PGC/SDF was under construction but the area for the PGC/SDF was a completed shell ready for use. Univac Eagan along with Fujitsu installed the raised floor, installed all the equipment and ran all the cables. Univac Eagan then tested and recertified the system. This was all completed by the end of March of 1982. Denny Moe remained in Japan full time for a year to provide hardware support.
   During the time frame of the PGC/SDF design and development in Eagan, 22 JMSDF Officers were trained at Eagan by Bob McCabe and his training organization under a FMS contract.
   From 1981 through 1996, 108 CP-901 computers were built and shipped to Japan. This includes the aircraft computers, PGC/SDF computers, ASWOC computers, and the Integration Test Facility (ITF) computer at KHI. The initial computers were contracted under FMS contracts, but in 1984 the contract method was changed and contracts were direct to JMSDF via Sumitomo. Most of this period, Bob Pagac was the Program Manager.
   In 1979 MSO designated Fujitsu as the maintenance contractor for the CP-901 in Japan. Univac received a contract from Fujitsu via Sumitomo in 1984 to provide hardware maintenance training. Bob McCabe’s training organization provided the training in Japan. Bob Pagac was the Program Manager. During this time period, Tommie Tomagawa and Taki Saito provided in country support.
   In the late 80’s and early 90’s Unisys developed the AN/ASQ-212 (CP-2044) computer to replace the CP-901 on the U.S. Navy’s P-3C aircraft. MSO also had a desire to update the CP-901 computer on the Japanese P-3C aircrafts. In August 1991, Rob Sedlach (Marketing), Jim Olijnek and Bob Pagac (Program Management) and Art Francis (Engineering) made a one day presentation on the CP-2044 at Sumitomo. The presentation was attended by about 50 MSO Officers and Japanese Industry personnel.
   MSO wanted the replacement computer to be built in Japan and designated Toshiba as the builder. Univac developed a proposal in 1992-3 for Toshiba to build the CP-2044 under a Manufacturing License Agreement. A proposal was also generated to supply piece parts and test equipment. A license agreement and a contract for the first six computers and test equipment were awarded to Unisys by Toshiba via Sumitomo in 1994. The contract provided for the delivery of three knock-down kits built in the U.S., two partial knock-down kits with some computer modules being only piece parts and the sixth computer being all piece parts. Don Blattie and Tim Recer (Contracts), Bob Pagac (Program Management) Art Francis (Project Engineer) and Taki Saito (In Country Support) supported the proposal, license and contract negotiations. The first computer and test equipment were delivered in 1995. Follow on contracts through 2006 would provide 40 to 60 percent of the piece parts for a total of 45 computers. The following personnel also worked on the piece parts contracts: Les Nelson (Systems Engineer and Project Engineer), Gus Granger (Contracts), Chuck Hobus (Clearwater Program Management) and Marv Burns (Quality Control).
   By the time Japan agreed to purchase the CP-2044, a major obsolescence problem had occurred. The bubble memory built by Hitachi that was used in the U.S. computer was no longer available. Toshiba required that a military replacement part must be used. After several negotiations it was agreed that a Raymond Engineering military disk would be used. Ray Hedin (Lead Hardware Engineer) along with a staff of hardware, mechanical and firmware engineers made the required changes to the computer. The knock-down kits were built at Unisys Pueblo, Colorado. The piece parts kits were but together at Unisys Clearwater, Florida. KHI also signed a contact with Unisys via Sumitomo for test equipment in 1994. This equipment was also delivered in 1995. Installation of the test equipment at Toshiba and KHI was supported by Unisys Engineering.
   A Japanese CP-2044 lab was established in 1993 in Eagan for the development and checkout of related contract items. Steve Bennett was the Lab Technician responsible for this lab until he retired in 2005. After the CP-2044 was selected to replace the CP-901 on the Japanese P-3C, upgrades to the PGC/SDF were required.

   MSO designated Fujitsu as the Japanese contractor to perform these changes and it was referred to as the GSCC Upgrade. Univac developed a proposal in 1992-3 for Fujitsu to make these changes. The changes included a complete set of software tools to develop and upgrade CP-2044 software running on Sun Workstations in the PGC and the capability to host the CP-2044 simulation software on Sun Workstations in the SDF. A contract was awarded by Fujitsu via Sumitomo to Unisys in 1993. Don Blattie and Tim Recer [Contracts], Bob Pagac [Program Management] Art Francis [Project Engineer] and Taki Saito [In Country Support] supported the proposal and contract negotiations. The changes were designed and developed in Eagan by Gary Reetz [Lead Systems Engineer], Pam Johnson [Software Technologist] and a staff of software engineers. In July of 1995 a team of four Fujitsu engineers trained in Eagan for four weeks and witnessed the test and certification. John Rachac developed the test procedures and led the test team. After certification the system was shipped to a Fujitsu facility in Namazu, Japan for testing by Fujitsu. Loral supported this testing for a period of two weeks. After the Fujitsu testing, the system was shipped to Atsugi Naval Air Station and installed in the GSCC. Loral engineers supported Fujitsu and JMSDF personnel at the GSCC for a period of seven months. Les Nelson, on a temporary assignment, worked fulltime in Japan on this support. Gary Reetz, Pam Johnson, and other software engineers rotated back and forth between Eagan and Atsugi to provide support.
   During this time period, Unisys supported the Japanese computer upgrade under FMS contracts with the Naval Air War Center (NAWC) at Warminster, Pa. Mary Markov was the Program Manager and Art Francis was the Project Engineer. Bernie Gaub and his staff of software engineers upgraded the simulation software that was developed for use in Eagan for the U.S. Navy’s CP-2044 software checkout and test. Ray Hedin and his engineers designed and built a kit that would convert a U.S. Navy CP-2044 to a Japanese CP-2044 and back again. A large group of software engineers working on both the U.S. Navy and Japanese CP-2044 developed a CP-2044 software training course and helped teach the course to JMSDF Officers at NAWC in Warminster, Pa.
   During the time period that MSO was updating the P-3C computer, they also were updating the radar to new ISAR/SAR radar. Toshiba was building and installing the new radar under a license with a U.S. Contractor. The installation required a unique set of installation trays with fans. In 1996, Toshiba awarded Loral a contract via Sumitomo to obtain these trays in the U.S. and ship them to Japan. Multiple contracts for trays through 2006 have been awarded. Personnel involved in these contracts were Gus Granger (Contracts), Bob Pagac [Program Management], Art Francis and Les Nelson [Project Engineer], Marv Burns [Quality Control] and Steve Bennett [Testing].
With the installation of the new radar, Sensor Station Three (SS-3, non-acoustic operator station) workstation on the Japanese P-3C required an update. MSO selected Fujitsu to make this change. MSO required that no software changes in the CP-2044 could be made to accommodate the new display. In 1995 Fujitsu requested Loral to propose equipment that could accept the output from the CP-2044 for a stroker type of display and convert and combine the data with the output from the radar on a new raster type of display to be supplied by Fujitsu. Hue White along with other engineers developed a proposal to modify the Video Display Controller (VDC) used with the CP-2044 on U.S. Navy P-3Cs. Also involved in this proposal was Tim Recer (Contracts), Bob Pagac [Program Management], Art Francis [Project Engineer], Gary Reetz [Systems Engineer] and Taki Saito [In Country Support].

   In 1996 Fujitsu via Sumitomo awarded Loral a contract to design and develop the modified VDC. A prototype was designed, built and tested in Eagan by Ray Hedin and a staff of hardware engineers, Rob Nelson and a staff of firmware engineers, Gary Reetz [Systems Engineer] and Marv Burns [Quality Control]. Test equipment was built in Eagan and shipped to Loral Clearwater to be used in production of the Japanese VDC. The first production unit was tested on the test equipment for Fujitsu, certified and shipped to the Fujitsu Test Facility in Nasu, Japan in 1998 to be used by Fujitsu as a test lab unit. A total of 28 production units were built at Lockheed Martin Clearwater and shipped to Fujitsu under follow on contracts with the last unit being shipped in 2004. The following personnel also worked on the follow on contracts: Gus Granger [Contracts], Les Nelson [Project Engineer], and Steve Bennett [Lab Technician].
In 2000 MSO decided to update the Japanese P-3C with the Missile Warning and Dispensing System used on the U.S. Navy’s P-3Cs. MSO selected KHI to perform this update. KHI requested a proposal from Lockheed Martin Eagan in 2000 to provide installation designs for the Missile Warning and Dispensing System. KHI via Sumitomo awarded a contract to Lockheed Martin in 2001. Lockheed Martin made deliveries of drawings and documents to KHI in 2001 and 2002. KHI signed a license in 2002 to use the installation designs on 12 aircraft. Personnel involved in this contract were Gus Granger [Contracts], Bob Pagac [Program Management], Art Francis and Les Nelson [Project Engineer], Gary Reetz [Systems Engineer] and other Lockheed Martin engineers.
   In 1997 MSO started looking at requirements needed to replace the P-3C. Japanese Industry was tasked to determine what these requirements would be. During the time frame of 1997 to 2006 Lockheed Martin Eagan has had numerous meetings with the following Japanese Companies: KHI, Toshiba, Fujitsu, MELCO and NEC. Lockheed Martin has received contracts from Toshiba to develop and teach a course on software development, perform various studies and modeling and simulation for the aircraft replacement. Lockheed Martin has also received contracts from MELCO to perform various studies. Personnel involved in these meetings and contracts were Gus Granger [Contracts], Bob Pagac [Program Management], Art Francis [Project Engineer], Les Nelson [Systems Engineer and Project Engineer], Gary Reetz [Systems Engineer], Pam Johnson [Software Technologist], Taki Saito, and other Lockheed Martin engineers.

5. European Business

Dick Lundgren's newsletter articles about Norway, the Netherlands, Germany, etc. have been combined into a *.pdf document. David P. Andersen has written about the German Otto Versand voice system. Manfred Weise has provided a set of slides about German Business history. A bit about France - written by Dick and Lowell.

In 1964 the French Navy purchased CP-642B computers and peripherals to begin integration of their fleet with the U.S. Navy’s Naval Tactical Data System. UNIVAC developed the French programming center CPM (Centre de Programmation de la Marine) in Paris near the Eiffel-Tower for software and hardware training (1966/67).The on site Program Manager was Bob Fischer who reported to Leon Findley in St. Paul. The long time on site Marketing representative even after Bob returned stateside was Ray Costello. The French really wanted to do it themselves so we didn’t do much more business with them. [lab]
Although in 1977 a fleeting flicker of French romance was rekindled with Thompson-CSF and realized by W. S. Howe on a 3-month assignment in Paris (direct quote: “That may have been one of the best jobs I ever had!”). The product sold to Thompson, which included installation and training support, was a software generation system based on the AN/UYK-20 computer and commercial peripherals. The Mini Systems group, under Bob Potter at that time, was the responsible organization. The greater potential of this relatively minor business with France was never realized and the ember died out and remains cold until today. [rfl]

6. Egyptian Navy by John Booher

   In 1988, a $22.7 million contract was awarded to PARAMAX for the Egyptian Navy Fire Control system (ENFCS). A 63 member Electronic Systems ENFCS Team was responsible for developing, testing, integration and delivery of four systems for the Egyptian Navy Romeo, diesel-powered attack submarines. The Romeo was originally designed in the 1950s by the former Soviet Union and subsequently built for Egypt by the Peoples Republic of China. The role of PARAMAX was modernize its fire control/antisubmarine warfare capabilities. At that time, the state-of-the-art onboard combat control system integrated information from nine sensor subsystems and presented the coordinated track environment to two operator consoles. The system then sent firing data to eight weapon tubes, and allowed the operator to assign weapon presets to three different weapon types, and control up to eight weapons simultaneously from the consoles.
   ENFCS was much more than a simple fire control system. It included all aspects of combat data systems for surface, shallow water, and sub-surface applications. It was an important first step toward the future Open Architecture Combat Control Systems based on modular design of hardware, software, and firmware with considerable spin-off potential.
   This system included new design and subcontractor development of operator consoles with embedded processors, PARAMAX developed firing and distribution equipment and all software and firmware associated with combat system control. In addition, PARAMAX was responsible for in-country electronics integration of all sensor and weapon systems with the ENFCS Combat Control System. These touch-sensitive operator consoles were the first PARAMAX designed consoles to have undergone and, subsequently passed environmental testing.
   The contract was completed in 1995, on time and well within cost, with successful At Sea Acceptance Testing of the systems for all four Egyptian submarines in Egyptian waters of the Mediterranean. This was a very exciting and rewarding program for me. As program manager, I started the program with the nine lives of a cat but finished with the number significantly decreased. At the award of the contract the initial phase was the selection of the Program Staff. The initial choice was the Project Engineer, Rod Ewert, and with his assistance, the gathering of an excellent program team. All of the project team did excellent work over the development segment of the program. During the Lab Acceptance testing, the Egyptian Officers who were there for the acceptance were very impressed with the system. The representatives from the Naval Warfare Center who observed the tests stated “one of the best run programs we have ever seen”. The in-country activities were again very rewarding working with the other contractors and the Egyptian Navy. < BR>   The part of the program that impacted the number of lives that I have to live was during the final design stages when I was in Alexandria, Egypt with Dan O Keefe, one of the design engineers. We had completed the meetings and were in the process of returning to the U.S. We rented a Limousine (old Mercedes with no seat belts) to take us from Alexandria to Cairo (3 ½ hours across the desert) to catch the plane to the USA. The drivers make money by getting you to Cairo fast so they can bring different passengers back. I do not remember what happened but it was relayed to me later by Dan O Keefe.
   We were going out of Alexandria on the dessert highway at about 100 mph when a front tire blew. The limo flew off the road, and as it came down head first and slammed into the sand/rocks, the rear door came open and Dan was ejected, bruised bit not damaged. The auto rolled a couple of times and Dan said when it came to a stop, he ran over to see how we were. Apparently the driver and I had been thrown out a side window. He found the driver embedded in the sand and in the process of dying. He found me about 20 meters outside the car also embedded in the sand and rock. No other cars stopped and Dan found a Bedouin Tribe in the desert area. They moved the driver and myself to there tents and Dan walked over a mile to the nearest telephone to call the Contractor Office in Cairo. They called the U.S. Consul who sent his doctor and ambulance out to get me. By the time they arrived, the driver was dead and I was flailing. By the time they got me back into Alexandria, my head was twice its normal size with fluids. They opened my scalp to relieve the pressure to prevent brain damage. Alexandria doesn’t let planes land after dusk because of all the military installations, but they made a dispensation and let Swiss Air fly in and transport me to Geneva. I did not remember anything until Saturday Evening, three days after the accident. I was sent back to the USA on the following Wednesday (one week after the accident). I was in a wheel chair but could walk somewhat tentatively. On Friday, they had me talk to the doctor at Plant 1. He said to not work for one month and then ½ time until I recovered. I went home and was bored out of my mind so I went to work Monday full time. [jb]

Thiw is just a follow up to the TPS-59 Project - from Larry Pierson.

Carl Rumsey was the marketing manager and Larry Pierson was the program manager. We also were in country for six weeks installing a program generation center on their site. The individuals in country were larry Pierson, Marvin Williams, and a field engineer - don't recall his name. When we completed the installation, the field engineer stayed in-country and provided another six weeks of training. The training in St. Paul lasted for 22 weeks for the two Egyptian Navy Officers. The chauffer for the two officers was Robert Larson's [financial expert] father-in-law. The eight AN/UYK-7 computers and fan-out were the last units manufactured by Sperry-Eagan.

7. Australia

This section stays below the equator to feature our legacy in Australia. Our first Australian customer was the Royal Australian Navy (RAN) which began the acquisition of their first NTDS-equipped ships in 1972. Bruce Grewenow was assigned as program manager for what became known as the RAN NCDS (Naval Combat Data System) for the three DDGs, HMAS (Her Majesty’s Australian Ship) Perth, Hobart, and Brisbane. The NCDS was developed from the Junior Participating Tactical Data System (JPTDS) used in the USN DDGs at the time. The core team of Univac engineering personnel included Morley Moe, Denny Drake, Tom Grendzinski, Jim Heidbrink, and Jerry McGee, and the interface to the USN side was PM Faith Rawdon-Smith.

The RAN NCDS project involved the design and construction of a Combat Data Systems Centre (CDSC) in Canberra, extensive modifications to existing software, and completed system installation on the three RAN DDGs in 1977.
The original NCDS was based on the UYK-7 computer which eventually came to be replaced by UYK-43 computers in the 80s, at which time the mission and simulation systems were also brought up to the modernized USN DDG standard. An often overlooked aspect of international sales is Offset. What does the host country get other than the systems they buy?

In the case of the Australians, Univac later established a joint venture company (C3I) with EMI Australia (EMI worked closely with us in the CDSC) and we transferred mil-spec circuit board technology to Morris Productions in Sydney.

The UYK-20 computer also found its way down under with a small sale to Singer-Librascope for use in a RAN Submarine program. In the early 80s, the RAN began adding six FFG ships with NTDS capabilities. They are currently operational as decommissioning for the first three DDGs began in the late 90s.

In 1977-78, we took on a study to extend NCDS capability to smaller RAN ships. Members of the original NCDS core team participated as did other employees from what was the Sperry Univac International Systems Division at that time.
The Small Ships Combat Data System (SSCDS) study effort included ISD employees Max Tiede, Ernie Lantto, Steve (Wyatt) Howe, Pat Gartner, Chuck Burk, and others. The potential business looked good until the Australian voters at the time opted for a change in government which resulted in the wind coming out of the RAN’s sails for the SSCDS implementation aboard ships.

The Royal Australian Air Force (RAAF) has also been a customer for our P-3C maritime surveillance systems. The RAAF’s experience with the P-3 goes back to 1968 when they took delivery of their first Lockheed P-3Bs, and in 1977 they got their first P-3Cs with the Univac CP-901 computer. In 1995 computer upgrades (and many others) were in order. Work began in Greenville, TX in 1997 with LM-Eagan under contract to E-Systems to provide the CP-2044 computer as well as other hardware and software enhancements.
Australia’s neighbor New Zealand has also had P-3Bs going back to 1966. However, their upgrades and life extension programs have taken a different path involving other contractors.

8. Africa

Our company does not have an extensive business history in Africa, but there are two notable stories at Africa’s geographical extremes. The earlier story began in Johannesburg, South Africa (officially the Republic of South Africa or RSA) in 1969.

We were the Univac Division of Sperry Rand Corp. at that time, and headquarters in New York City had decided to set up a subsidiary in South Africa. Glen Hambleton was the head of the old DSD Education Department at that time, reporting to Roy Hegler. Glen was tapped to relocate with his family to Johannesburg and become part of the “landing crew” to establish the subsidiary.

Others from St. Paul who went with Glen were Dave Klinzman and Art Larson, and they were joined by an overseas American Eli Hiller and the British Robin Luggard-Brayne. There were some early sales successes with commercial 1106s and 1107s, supplemented by DSD’s 1004/1005 punched card handling equipment. Sales were accomplished either through the newly established subsidiary or through various “agents” at that time. Maintenance services for the commercial computers were handled by Univac France. The office clearly had an international atmosphere.

There were no sales of DSD military equipment to South Africa, although Glen became aware of DSD equipment in South Africa when they received calls for logistic support from a NASA Apollo tracking station just outside Johannesburg. The NASA tracking stations worldwide were using the extremely high reliability DSD computers (primarily used in USN shipboard applications) for processing and transmitting tracking data. T his equipment included the 642B and 1218 computers as well as the 642B EMU (Expanded Memory Unit) and the 1540 magnetic tape handler. Over the years NASA continued to be a good customer for Sperry’s commercial 490 and 1100 series at the Johnson Space Flight Center in Houston and at other sites.

An interesting side story to the NASA tracking stations occurred in 1967 when two young engineers/instructors paid training visits (for DSD equipment updates) to the NASA tracking stations worldwide. The training was carried out by Walt Dietz (married guy) and Paul Burley (single, irresistibly dashing, and with a great future ahead of him in the best company in the computer industry). Both had memorable eye-opening experiences at Atlantic, Pacific, and Australian tracking sites as well as in transit between them.

Glen Hambleton was also later very active in the pursuit of the Russian ARTS (Air Traffic Control) business. For that purpose Glen was assigned to the London Office from late 1973 to 1976 with many trips into Moscow and many memorable stories. Woody Knight was the controller for the Russian ARTS proposal team. Although Russian ARTS did not pan out for us, much later Lockheed Martin did form a joint venture with a Russian company for building rockets.

Egypt, at the northern extremity of the African continent, was the customer for our effort in the Romeo Class Submarines. The Romeo Class Subs were Russian-designed, Chinese-built, and American-modernized. The name on our door was PARAMAX at the time we got this turn key contract from the Egyptian Navy which covered the range from system specification and design through total system installation, test and acceptance on board each of the subs. The initial effort began in early 1988 when Quint Heckert and others did the initial survey of the boats and then wrote the system requirements paper and the basic specification. Within two weeks the price and proposal were delivered to the Egyptian Navy. By the end of the year we were under contract to develop the system. The system was initially priced based on the TMD (Tactical Mode Display) with its embedded 502. We, however, changed that soon after award to the new MMD (Multi-Mode Display) that we developed for this effort. The MMD was 680xx based and since we had developed a CMS-2 compiler for the 680xx we had all the tools including a lot of the software required to do the job. Besides Quint, the other key players for this Egyptian program were John Booher, Dan O’Keefe, Rod Ewert, and Dick Wagner. At the Legacy website you can find more details about the Egyptian Submarine program provided by contributing authors John Booher (including his near fatal automobile accident in Egypt) and Quint Heckert [including lots of info about other submarine programs as well].

A second Egyptian program was the AN/TPS-59 air defense radar system. This program, originally from the mid-80s, involved the UYK-7 computer (including the fan-out tester) and the S-2049 data terminal set (USQ-69 displays) from Sperry-Eagan. It was an FMS case via the USN to the Arab Republic of Egypt under program manager Carl Rumsey. Depot-level hardware training took place in 1987 at the Eagandale facility, and was performed by Bob Vogel and Owen Hefner from the Customer Training Department for two Egyptian military officers. It was interesting to note that the two officers were chauffeured daily to and from the Eagandale building [a cultural norm for them/a cultural oddity for us]. In 2001 Lockheed Martin’s Naval Electronics & Surveillance Systems (NE&SS)-Radar Systems unit in Syracuse was awarded a contract for the refurbishment of the eight Egyptian TPS-59 systems, following an earlier similar refurbishment in 1995.

9. Taiwan by Dick Lundgren

Legacy of International Programs – Focus on Republic of China (Taiwan)
Ever since the Communists forces under Mao Zedong gained control of mainland China in 1949 and the Koumintang Government under Chiang Kai-shek fled to Taiwan (Formosa), the U. S Government has supported the Republic of China (Taiwan). The mainland Peoples’ Republic of China still claims Taiwan as a renegade province while Taiwan continues to maintain autonomy. The economy of Taiwan experienced a transformation “miracle” from a labor-intensive agrarian base to capital-intensive commodity production and high technology. For a long time the mainland remained mostly agrarian while politics insured economic stagnation, but in the past two decades political changes have unleashed the energy and entrepreneurship of the Chinese peoples. It remains to be seen how current economic events will impact the relationship between the two Chinas.

Until recently, the role of LM-Eagan in support of the Republic of China (Taiwan) has been mostly indirect. Our naval shipboard systems have only come into the ROCN (Republic of China Navy) as a result of government-to-government sales. With U.S. Government approval, the USN sold four previously decommissioned Kidd Class DDGs to Taiwan. The Kidd class was also known as the Ayatollah class (the Imperial Iranian Navy was the first intended customer) and then became known as the “Dead Admirals” class for Adm. Kidd and three other admirals all of whom died in WWII Pacific Combat. In December 2005, the ROCN took delivery of the first two DDGs, the Kee Lung (formerly USS Scott, DDG-995) and the Su Ao (formerly USS Callaghan, DDG-994). In November 2006 they received the Ma Kong (formerly USS Chandler, DDG-996) and the USS Kidd, DDG-993). These ships had all been considerably modernized with the New Threat Upgrade and NTDS. The ships’ systems contain USN legacy equipment from LM-Eagan, and support has been provided to the shipyard in Kaohsiung, Taiwan as needed.

LM-Eagan began a different program in support of Taiwan security in 2003. This program, dubbed Po Sheng (Broad Victory), is Taiwan’s biggest C4ISR program (Command, Control, Communications, Computers, Intelligence, Surveillance and Reconnaissance). Po Sheng is a foreign military sales program designed to enhance C4ISR capability for the air force, navy, army, joint defense platforms, and command and operations centers. Taiwan has been characterized as an “Electronic Fortress” under the Po Sheng program. This program is on-going and involves large efforts for LM in Eagan and San Diego.
Lockheed P-3 aircraft have also been used by Taiwan. The ROCAF operated at least two P-3s in a highly classified CIA black program from mid-1966 to early-1967. The electronic surveillance mission was completed and the aircraft returned to the U.S. Other LM aircraft, currently in use in Taiwan, include F-16 Fighting Falcons and C-130 Hercules.

10. Thailand by Dick Lundgren

What do Anna Leonowens, the Emerald Buddha, the River Kwai bridge and RTADS have in common? The answer is Thailand, or more specifically the Kingdom of Thailand (or Ratcha Anachak Thai). Historically Thailand has tenaciously and cleverly protected its independence, and in fact it was the only southeast Asian state to avoid colonial rule, quite a feat considering its location between French Indo-China and the British rule in Burma, India, and Malaysia. Much credit goes to political savvy in playing off the two giant colonial powers against each other.

Following WWII Thailand emerged as a strong ally of the U.S., although a string of military regimes ruled the country until stable prosperity and democracy arrived in the 80s. The Thai have been influenced by many developments in the west, and when the need was at hand to modernize their Air Defence System, they turned to Unisys. Unisys became the prime contractor for RTADS, the Royal Thai Air Defence System, a countrywide air defense system which went into operation in 1990. As prime contractor Unisys was responsible for all functions, including system engineering, system design, hardware procurement, software development, system integration, training, integrated logistics support and systems test. In May of 1991, Unisys also began the Joint Air Defence Digital Information Network (JADDIN) system. JADDIN, which is designed to work in conjunction with RTADS, is an integrated air defense information system whose mission is to provide for the exchange and display of digital information, air tracks, and command and control information at key Thai military service air defense sites. The JADDIN system supports Army, Navy and Air Force centers within the command structure of the Royal Thai Supreme Command. JADDIN consists of the latest technology in work stations, systems and application software, voice and data transmission communications equipment, and large screen displays. All software applications were done in Ada requiring more than 230,000 lines of code. JADDIN equipment is located at the Royal Thai Air Defence System (RTADS) Air Operations Centre/Sector Operations Centre in Bangkok and at eleven remote sites throughout Thailand. JADDIN installation began in Thailand in June 1993 with system acceptance following in late 1993.
Other units of Lockheed Martin have provided three squadrons of F-16s to the Royal Thai Air Force (RTAF) as well as six C-130Hs.