To be fair to the likes of Drayson, when he made his promises he probably asked junior advisors what Government / MoD policy was. He’d have been told “Acquire source code and establish Software Support Cells. Bidders have to complete a Compliance Matrix – non complaint, no contract”.

But, like so much policy and regulations, it doesn’t keep up with technological advances or reflect reality. Or the fact that for 14 years our leaders have been systematically stripping MoD of the expertise and funding necessary to comply with this policy. Both Gray and Haddon-Cave reports dwell on this.

The last time I had to consider a SSC it soon became blindingly obvious that the only reason it was being pushed by the Service concerned was because the Military ILS Manager happened to be enthusiastic software amateur. When asked for a “sustainability plan” which involved a through-life guarantee of a fully staffed and funded SSC, the system toppled. In other words, a policy is only an aspiration until fully funded.

Yes, they may have set up an SSC, but the moment they had a funding or staffing problem, and a gap appeared in, for example, the configuration control audit trail, then you’d be in deep poo. This is precisely what happened on the likes of C130 and Nimrod; infinitely simpler systems.



This is part of a much larger problem. We, as a country, try to punch far above our weight, and the Government won’t (can’t) feed us enough to balance the scales at weigh-in.

I'm just wondering if something has been lost in the detail here.

Programming source code, or making alterations to source code has to be strictly controlled. It’s recognised across the IT world as an essential element of good control and governance. There has to be a gate keeper, who checks the alteration, tests it in isolation, before allowing the change to occur. It is the foundation stone of ensuring that the systems work effectively and without bugs.

If you have all or one of the partner nations making alterations independently, then those aircraft will then have to be treated as independent entities as new central ‘updates’ will no longer be guaranteed compatible. It makes sense to have a central code processing centre.

To guarantee independent action, the UK would need to have assurance that it has the ability to make and process alterations whenever it wants, without asking permission from the US. This might mean that UK coders are integrated into the processing house structure, and that the UK retains a cold site within the UK which is capable of undertaking the work. In the event of a crisis, our coders can start up at the cold site, and make whatever alterations we choose.

Perhaps it is worth seeing the F35 as more akin to the iphone when O2 held the monopoly. We might be happy to join the ride, because you get a very slick product, with a huge support structure driving, and access to fantastic apps. But if your relationship with O2 turns sour and they start hitting you with huge bills, you want to know that you have the ability to ‘jail break’ the phone. But its probably far better to stay on the train, and work together.

I think you are missing the point Walter, by 9000 miles or so.

No, Walter is on point. A majpr reasons why the Bush Jr. admin. did not want to "sell" F-22's to Australia or Japan is that Israel also wanted or wants F-22's. ( The Israelis never actually pay for their aircraft. Calling the freebies "sales" is P.R. )

The problem is Israeli reverse engineering and subsequent sales to China. Japanese reverse engineering is also a potential problem.

And why should the USA entrust all to the EU provinces formerly known as UK?

[COLOR="Navy"]MiG-15 Design & Development:

In the immediate wake of World War II, the Soviet Union captured a wealth of German jet engine and aeronautical research. Utilizing this, they produced their first practical jet fighter, the MiG-9, in early 1946. While capable, this aircraft lacked the top speed of the standard American jets of the day, such as the P-80 Shooting Star. Though MiG-9 was operational, Russian designers continued to have issues perfecting the German HeS-011 axial-flow jet engine. As a result, airframe designs produced by Artem Mikoyan and Mikhail Gurevich's design bureau began to outpace the ability to produce engines to power them.

While the Soviets struggled with developing jet engines, the British had created advanced "centrifugal flow" engines. In 1946, Soviet aviation minister Mikhail Khrunichev and aircraft designer Alexander Yakovlev approached Premier Joseph Stalin with the suggestion of buying several British jet engines. Though not believing that the British would part with such advanced technology, Stalin gave them permission to contact London.

Much to their surprise, the new Labour government of Clement Atlee, which was friendlier towards the Soviets, agreed to the sale of several Rolls-Royce Nene engines along with a licensing agreement for overseas production. Bringing the engines to the Soviet Union, engine designer Vladimir Klimov immediately began reverse-engineering the design. The result was the Klimov RD-45. ...

]MiG-15 - Korean War MiG-15 Fighter

Well, fair's fair, we gave it to the USA as well...... :cool:

Actually the point SHOULD be what we have signed up to buy (or not) under the contract....:ouch::ouch::ouch::ouch:

How's that fence balancing act working for you?

Believe China is underway with the design of its 5th gen stealth fighter.
Bet the codes come with that for an extra few quid.


Never mind that 800 pound gorrilla that seems to tie up lots of your resources and strategic thought.

Actually I missed this thought the first time around.

Is the 'missing' code actually REQUIRED for what we anticipate the aircraft's role to be?

There is masses of code in modern aircraft that has been left after development, some is for BIT checks/ maintenance reports etc etc. Some is for future functionality and so on. It does seem reasonable that some of it is kept confidential if not actually required.

We sold stuff to the Saudis which wasn't as capable as the RAF hardware, was there screaming and gnashing of teeth then? We were quite happy to take their money or oil chits.

Car manufacturers have lots of access codes to get 'inside' your engine management system and other equipment. They tend not to advertise how to access those - and nobody says a dicky bird.

Perhaps this is just one more storm in a teacup, stirred by moral entrepreneurs.

West Coast's 'balancing act' comment made me do something I haven't done in a while - think and consider an alternative view. I have just go off teh outrage bus - Sorry to disappoint folks.

The sell out of tech to the Soviet Union by left leaning politicans did result in the MiG 15's engine and the evolutions of it.
(I suppose there is irony around the MiG15 is the reverse engineering of the AA2 Atoll from a dud Sidewinder which was reportedly carried back in one. Thank God the Reds never got their hands on a B29.)

The UK can't moan in fairness about this - as the country is a province of the EUSSR, and there is no Special in the Special Relationship anymore.
Business is, after all, business.

'We' can't demand a special place in anyone's hearts if we are shown to have welched on the deal of confidentiality in the past. Similarly the US machine can't point too judgemental a finger eastwards across the atlantic whilst wearing the robes of a blushing virgin of innocence.

I suppose that this could be ironed out if the UK still had an organic arms industry which hadn't been sold or given to either the east or west - Could we adopt SAAB or Dassault?

I could still stand seeing some re-engined, glass cockpit Buccaneers in the strike / CAS role - make sure that they are amphibious for the CVSs.

Er, yes they did.

Russian B-29 Clone — The TU-4 Story, by Wayland Mayo, Page 10

It does seem reasonable that some of it is kept confidential if not actually required.

It doesn't matter whether or not the software is required for current functionality of the aircraft. Especially if the software is currently essential. That means its security is important.

In addition to security issues, there are property rights to consider.

The RAF or MoD doesn't have unlimited rights to modify the software. Neither does the USAF or the USN/USMC, without additional negotiations and payments due.

I'm quite sure that UK contracts for purchase of C-17's, C130's, F-4's or Douglas Dauntlesses have not included unlimited rights to modify things, at least without voiding warranties.

There's this tradition of Anglo-Saxon law and precedent. Or maybe that tradition is becoming obsolete because Anglo-Saxons are becoming obsolete, in the New World as well as the Old. From each according to his ability to each ... That's the new order, right?

If UK people want to hack F-35 systems and thereby void warranties, I suppose the UK is free to pursue that option.

Finnpog,

Your argument loses ALL credibility when you spout such nonsense as;

"as the country is a province of the EUSSR, and there is no Special in the Special Relationship anymore."

I think that you'll find that it still is rather special, which is why the UK is the only other Tier One partner and is intimately involved in developing the aircraft and all aspects of it's systems. We were a part of the down select from the XF-32 and XF-35 and a myriad of UK companies have been involved in the design concept from day one.

Source code software is commercial in confidence in extremis on a whole host of industrial projects from lifts, trains, fire protection systems, car engine management systems to all manner of military systems. Add in a state of the art stealth capability that is cutting edge and is it any wonder that Lockheed-Martin are keen to hold onto said source soft ware codes.

I recall a conversation with a VERY senior bod in Lockheed-Martin about ten years ago who made it plain that even the US military didn't have a cat in hells chance of obtaining C-130J source software code from his company.

As someone else alluded to earlier, what do you want the source code for anyway? The F-35 will be depot serviced at 3 locations worldwide and the sensitive bits will only be serviced by LM personnel.

If you want to know what the MoD's latest position on software safety is, you need to get into this site's Standards Of Best Practice:https://ssei.org.uk/documents/

One of the key aspects with software safety on this scale isn't access to the source code per se, but confidence that the software is safe based on the processes used to develop it and the evidence presented about the product.

Having sufficient confidence (true confidence, not "it'll be ok because, gov...") will be the tricky bit.

sw

What would we (UK) do with the source code anyway?

after not very much time you'd end up with (from a software POV) 2 completely differant aircraft

American JSF

and

British JSF


the 2 differant source codes would be incomptable, so if the yanks produce an update for AMRAAM it wouldn't work on British JSF's (or their customers) without the brits producing their own update

and if the brits integrate ASRAAM it wouldn't work on US JSF (or their customers) without producing their own update (likley?)

repeat ad infinitum

their really can only be one code to rule them all

by asking for 1xmoon (on a stick) and settling for less we (the UK) have either been very clever or very stupid and only time will tell

Well, we don't do that in Oz. We do as we're told so, why aren't we getting it? ;)

What are you talking about?:confused:

I just love the gullibility of someone who thinks we'll be getting the same software/stealth/capability in the first place. :cool:

Why you need the source code
 

I am only a civilian software engineer - don't want to intrude too much but I can say why we need the source code.

There are always specific needs for each user that have to be customised. This often involves writing programs that interact with the system that you have purchased.

Usually one expects documentation to tell you how to do that but documentation is as hard to create as the actual software so there is never ever enough of it in any rapidly developing advanced system. In cases where people are not sure how to do something it's great to have the source code as a reference - in fact essential. It tells you what's really happening instead of the bull**** that the docs spout.

Code is always full of bugs - especially code from big companies. So being able to discover why something isn't working yourself without waiting for some overworked LM employee to get back to you is important.

It is scary for any company to hand over this kind of stuff but they want the defence contract and they are getting paid very well indeed so I think they can **** hand it over.

Surely what is required is for LM to demonstrate that they have satisfactorily verified the integrity of the code by showing the verification methods used to the customer, if the customer is not happy with those verification processes then they need to point out what they consider is wrong with those methods and ask for it to be re-examined.

Do Airbus or Boeing release their source codes?

It's not ownership of, or an ability to change the source code that is the issue here (as some people seem to think). It's access to the source code to analyse it. Essentially, it is considered necessary to assure the safety of the aircraft.


Thor Nogson:

In principle, yes. In practice, it's likely to be much much harder (too hard?)

Possibly, no and no.



Two's in:

As above, it's not ownership that's at stake here, it's access. But as you imply, the MoD has no access to the source code "for the US bits of the Apache". As a matter of interest, they did arrange access to the source code for the Flight Management Computer by a US company on their behalf.



pr00ne:

Not sure of the relevance of these questions but I'll give one answer as a matter of interest. No, the RAF does not have access to C-130J software code ... but they did arrange it for UK companies acting on their behalf. This is despite:

Surely one of the issues is that we are not just purchasing some of these aircraft, we are a contributing development partner.

Special relationship = one way street = load of bollaux

OP

Oh well, let's just hope it's enough to finally persuade our beloved government to dump this over-priced toy, stick with Typhoons and let the US be as snotty as they like. In fact while we're at it, maybe they could finish their murderous (and utterly pointless) crusade over in Afghanistan on their own too? Simples!

I can't imagine any particular scenario where we go to war in a way dramatically unpopular with the U.S; after all as I understand, they still have overide codes on our Sub' ICBM's ?

It would be polite to leave the bang-seats down to individual control though...

CirrusF
 

Are you not alluding to the performance charactristics of the Jaguar?

Cirrus F,

The islander / Defender has a lot going for it, whichever way it takes off ( I trust the sternward option was tongue in cheek ) there is in fact another aircraft well proven at this sort of thing; it's called the Harrier, which although a British product is now a ' Boeing ' as 'British ' Aerspace has so many ' managers ' there's no-one left to build aircraft.

It's been a long time since I have lost ALL credibility. Hoorah (and how cute).

The world has changed since the UK went into the JSF project. The sovereign state has nor become part of the EU bloc.

We have seen over recent years that there is more of a drive to Euro projects (Typhoon, Tornado, Jaguar, Merlin, A400) than US - and then it's the things we needed but couldn't do (Chinook, Herk, Phantom, Sentry).

As the sole Tier 1 mate, in at $1Bn as opposed to Italy's measly $800M (figures from jsf.com) then 'our' access to the F35 will / should be more privileged than anyone else's' save the US. (A few extra Hundred Millions from Turkey, Denmark & Norway too).

Now if BAE Systems take the learning and reverse engineer it for evolution into the next new euro-stealth alongside Panavia / Sepecat / Eurofighter / EADS then the commercially sensitive innovations will leak away to the nasty foreigners - and hence a strengthening of the NoForn.

At the point at which my credibility evaporated I said that the 'special' in 'special relationship' was not there...and that is because we now have a more special relationship with the EU.

A singular EU defence / offence framework will see a NATO-Light and the associated drive to interoperability - so maybe we have been forced towards a TTFN position for procurement.

Maybe I read it incorrectly...maybe not.

The issue is called in official channels "Operational Sovereignty". Without source code for the aircraft you have no operational sovereignty over its use, meaning America can unilaterally prevent you using the aircraft if it wanted to. I'm wouldn't know if it can be done instantaneously or not, but it certainly can be done. Ask the Iranians what happened after the Shah was deposed when they tried to use the Tomcat weapons system? I think they lost at least Two aircraft that way.

Making the statement that American/British/Australian interests will always synchronise during the life cycle of the aircraft is highly dangerous.

By not investing in, and having access to, the source code effectively now means that whatever future the British Military aviation industry thought it had is now gone. It is condemned forever to build components only, because the real knowledge is encapsulated in the software, and you cannot catch up, especially after the USA keeps investing in the software for the next Twenty years. Furthemore, if you think you are going to integrate home grown ordnance, think again. You just lost that industry as well.

Arguments about patents and intellectual property are specious. All countries reserve the right to ignore patents for defence purposes.

As for software bugs, yes they do exist. apart from the well known incident when F22 Fighters crossed the International dateline, guess what happened the first time an (Australian) F18 attempted to fire a Sidewinder missile in the Southern Hemisphere?

One solution to this mess would be to put the software in escrow - meaning that you could have access to it in extremis.

And another thing ....
 

Whatever the software code availability ins 'n outs - has anybody on here had a thought about Avweek's 24th November report that the JSF program (sic) is 16 (that's one-six/sixteen) billion dollars over cost?
To get back on timeline, more flight test aircraft are also needed.
"Trubble at 't mill" ahead indeed, unless Avweek's another rumour network ...

I just popped over and had a read of that. Not easy times.
Whilst I have chuntered about the situation, having seen this photo
http://www.aviationweek.com/media/im...dwardsUSAF.jpg
I do think that it would not look out of place in an episode of Battlestar Galactica.

Finnpog,

we've signed up for $2bn (Tier 1), Italy for $1bn, Netherlands for $800mn (both Tier 2).
Next is Turkey for $175mn - Tier 3. Canada, Australia, Denmark & Norway for slightly less.

JSF.mil > Program > International Participation

By not investing in, and having access to, the source code effectively now means that whatever future the British Military aviation industry thought it had is now gone. It is condemned forever to build components only,


F-35 software does not consist of a single, unitary software load. There's lots of software embedded in component subsystems, most notably the radar, engine management, and E/O tracking/threat warning systems.

And what about the RAF's Typhoon? is that merely a component?



because the real knowledge is encapsulated in the software

You've seen the future. All hardware is about to de-materialize into software.

We'll ride in software cars and airplanes fueled by software, eat software, and live in software houses, which will be heated or cooled by software.

and you cannot catch up ...

You're right. There's no hope for Britain. No more aviation industry, and no more BritishF-35 sorties if the US Dept. of Def. sends its super secret ABORT MISSION signal to UK F-35's.

Boo hoo hoo.

Elmo:


You already do, and without the software, the machine is just so much junk.

What does the signed agreement/contract state?

All else is wasted electrons.

It's ok, there are plenty to go around :ok:

:{:{:{:{if you have a problem with source codes, don't buy anything not requiring your 'own' design....

bring back the TSR-2..:{

I bet you haven't given the cloth heads the source codes for the Typhoooons!:suspect:

I thought about the escrow option Sunfish, but if they're unwilling to hand over the codes for their Allies, then a third party has a snowballs chance of getting their hands on it!

My experience as a software developer of 21years is the basis for my answer, my reason for perusing the forums is my goal to fly (a student at the moment) - Just thought I would say :) .

I observe from the above the general admonishment at the lack of desire to provide the "software" which I read as source code to the F35 project. I also acknowledge the question of whether it can be used to justify an aircrafts airworthiness (I presume as a criteria for acceptance).

Airworthiness and software dont really mix, there may be certain revisions of software accpected for airworthiness purposes but each revision, compatibility may need to be tested etc for insurance purposes as there is no simple answer to airworthiness and software compatibility in any respect.

If I may provide a little background and I apologise if I am trying to teach some to suck eggs..

Since the 70's software development moved from the procedural paradigm to the object orientated paradigm, to put this into laymens terms when working in an object orientated environment both the code and data are encapsulated together into a class (e.g. a rudder) that has parameters and functions that are expected of that object and have predicted outputs.

The object orientated paradigm was embraced whole heartedly by the various military organisations (and commercially) as it allows each individual real life object to be designed as such - e.g. if you think simply a rudder was designed to behave as a rudder, each rudder class could be individually be checked to see if it behaved like a rudder by putting it into a test environment and feeding it parameters - from the inputs you have expected outputs you can check against.

Encapsulation in this manner has added benefits in that should you change anything to do with the rudder you need only perform the extensive tests on the rudder classes to check the input and output parameters. If the test harness for the rudder class passes all parameters it should not have any impact on the overall software environment however it is not uncommon for full regression tests to be performed.


With encapsulation being the key to the modern programming paradigms, it is not unusual to publish a class, its interfaces and what they do, but not necessarily how it goes about accomplishing this.

Whilst I cannot relate to who has what contract with whom, if there is a smart algorithm hidden in certain classes within the source code then I am not entirely suprised it is hidden. The whole point of object orientated programming is that as a subscriber you need to know a given instance of a class (an object) behaves in a particular way when provided parameters, you do not need to know the implementation as to how or why but just how to provide the paramters. This is the concept of using librarys of code (and pre-dates object orientation).

Publishing the class model of the above is often referred to as the API - the applications programming interface - you get given the details as to the input and expected output but not the detail as to what goes on inbetween. Each developer need not know how each component works but what is expected..

Getting the full source code as to how and why something works is a nice to have, if you have found a flaw in for example the rudder then you can reverse engineer what is there and try improve to adapt to your requirements. However, reverse engineering code takes on average (in my experience) around 2-3 times more effort than starting from scratch as you are required to figure out what was trying to be achieved in the first place.

My whole point in writing the above is it may not necessarily be that the software is being witheld but the implementation. I can agree with those that feel if you have paid for the F35 then you should get all that goes with it, however if given the published API for the hardware you should be able to write any software you like regardless of implementation - if you want to write some software to work outside the published limits then that is a bespoke environment.

Apologies to all in that I dont have a military or "true" aviation background but I thought I may add some value to this discussion.

It's not about the reliability of the software, it's primarily about the vendor being able to disable your new toy at a distance if they want to.

The secondary question is the integration of home developed weapons systems, although that may be "do-able" if there are published API's (application programming interfaces) for the various systems, like some PC programs have.

More than that, I would not know.

I can't imagine any particular scenario where we go to war in a way dramatically unpopular with the U.S; after all as I understand, they still have overide codes on our Sub' ICBM's ?

If 00^2 has heard it, it's a proven fact.

Test and reverse engineer all you like, you'll never find the MISSION ABORT "Easter egg" in British F-35's!

Put it this way in plain Colonial English, there had not better be one.
:rolleyes:

Modern elmo,

I can't work out if you're being sarcastic or just plain crass, the type written word doesn't show inflection very well. please tell me its USA sarcasm.

I've been reluctant to post on here as there has been some good knowledgeable posts in amongst a lot of uninformed waffle. Source code is not the be all and end all; there are ways to demonstrate the software is acceptably safe without the UK needing it be delivered to them. This is dependent on which standard/rules the UK wants to conform to - the case for SCA is no longer a foregone conclusion.

as for the magic code which tells aircraft to switch off. really?......really? and how would that work then? Say, if you chose to operate with no active or passive transmission devices? do they put the magic code in C130 too? what about F-15?
what happens if the magic code accidentally operated mid-flight in a peace-time mission? I can only assume you are joking?