At the end of 2003, the Air Force transport fleet included
112 C-17, 124 C-5, 45 C-141, 449 C-130, 59 KC-10 and 543 KC-135 airlifters and
cargo/tanker aircraft. Of those, only the C-17 is still in production, with
Boeing’s current multi-year production contract calling for delivery of 180
aircraft through 2008. However, General John Handy, commander of the U.S.
Transportation Command and Air Mobility Command, has said the military needs a
minimum fleet of 222 C-17s.
All transport assets were called into heavy use during OEF
and OIF, with the C-5 handling about 48 percent of cargo shipments into both
theaters. The C-17 also played a significant role there by joining the C-130 on
intra-theater deliveries straight to the front. The C-141 role in Iraq
increased significantly in the second half of 2003, as the other airlifters
were gradually drawn down. The KC-10 and KC-135 were hailed as the unsung
heroes of both conflicts for keeping the transport and combat air fleets
refueled around-the-clock.
The C-5
The Pentagon’s stated goal is to keep the C-5 structurally
sound and flying through at least 2040. A consortium of users and maintainers
in all commands, known as the Requirements and Planning Council, meets
regularly to identify and prioritize issues that need to be addressed to meet
that goal. Those are then passed on to the Air Mobility Command, which uses the
Council’s recommendations to determine which programs to implement during each
program objective memorandum cycle.
At present, that list includes several additional
modification and upgrade programs to the emergency power system, hydraulic
surge valves, malfunction analysis detection and recording system, as well as
various software sustainment upgrades, global air traffic management (GATM)
modifications and a variety of ongoing sustainment activities, such as an
anti-skid modification for the landing gear, thrust reverser modifications,
etc.
About 30 items on that list have not yet been funded—some
are not immediately necessary. The requirement for GATM, for example, won’t
occur until 2010, but it is essential in enabling aircraft to operate in more
direct and desirable routes through crowded international airspace.
Two of the largest modifications programs are the Avionics
Modernization Program (AMP), which will run from June 2004 and through 2007,
and the Reliability Enhancement and Re-Engining Program (RERP), which will
begin when AMP is completed. The RERP system design and demonstration phase
began in 2000 and runs through 2008, although the major activity will be
concluded by 2007. Three aircraft will be modified during that time. While
neither program is designed to extend the life of the airframe, they are
intended to substantially enhance reliability and performance while meeting
stricter airspace regulations over Europe.
“There are 114 C-5s scheduled for the avionics mod; two of
those were done during development, and 112 will be completed during
production,” Lieutenant Colonel Francis Geiser, chief of the Modernization
Division at the Warner-Robbins Air Logistics Center, Robins AFB, GA, said.
“The Air Force position is that all 114 will get the new
engines, but that stretches out through 2017, and there are no DoD or White
House approved budgets that run out that far. In 2010, someone may decide to
retire some of the fleet instead.”
At present, only the 50 B models, the newest in the fleet,
have been budgeted for the engine and cockpit upgrades, at which point they
will be redesignated as C-5M.
“The glass cockpit for the C-5 is in the latter stages of
development, with flight tests on the second stage of software,” said program
deputy director Al Fatkin. “That digitizes the cockpit and installs the Global
Air Traffic Management system required by the International Civil Aviation
Organization for better navigation and communication.
“There will be an all new multifunction display replacing
the analog dials, and the flight management system will be replaced by one from
Honeywell (the Versatile Integrated Avionics platform). It also will have
terrain collision avoidance and new digital radios (replacing the 25 Hertz
system with 8.33 and SATCOM) that will allow us to fly in international
airspace in Europe.”
When an aircraft is scheduled for AMP, the user command
gives up ownership to the Air Force Materiel Command, which is then also
responsible for any other repairs that may be required while in their
possession. The average time from handover to return will be about 12 weeks
when the program first begins, but program officials predict the learning curve
will bring that down to about eight weeks by the time it is operating at full
rate.
“My division manages the production line, working any legacy
issues and to liaison with the local base for support,” Geiser says. “It’s a
very tightly scheduled line because we can’t keep these aircraft out of service
any longer than necessary. Approximately three acceptance flights are conducted
after the mods are complete and before the aircraft is returned to the using
command.”
The installation sites for AMP will be at Dover AFB, DE, and
Travis AFB, CA.
“For RERP, it is anticipated each aircraft will be out of
service for about one year for re-engining,” Geiser said. “When it gets into
steady state, we will induct three aircraft each quarter, so we will be working
on 12 during each year.”
The current General Electric TF39 will be replaced with GE’s
CF-6 engine, which is standard on many large commercial airliners.
“The big part remaining is designing of a new pylon to handle
the increased thrust of the engine. That is now in critical design review and
in about a year they will start flight testing,” Fatkin said of the effort now
underway by B.F. Goodrich Aerostructures Group, Chula Vista, CA.
“The re-engining will increase reliability, driving them to
higher mission capable rates, including cost savings from reduced fuel
consumption. They also will stay on the aircraft longer than the old engines
before they have to be overhauled.”
Lockheed Martin, Marietta, GA, which built the C-5, is the
prime contractor on RERP during the development phase, although no contract has
yet been awarded for the actual re-engining effort.
About 50 other reliability modifications also are part of
RERP, including one to bring the actuator and valves back up to their original
reliability.
“Every time you overhaul a component, you may not get it
back to its original capability, so the idea is to get those parts back to like
new configuration or improve the design if there have been improvements in the
materials or technology,” Fatkin explains.
Another is a new Hamilton Sundstrand, Windsor Locks, CT, APS
3400 auxiliary power unit, incorporating a dual (left- and right-hand) silicone
elastomer isolation system developed by Lord Aerospace, Cary, NC, for the
Airbus A340-500/600 commercial aircraft and Dassault Falcon 7X programs.
What About Us?
The C-141C also has been upgraded to carry the remaining 46
aircraft in the fleet through to a scheduled retirement in 2006. That program,
which installed a new glass cockpit, has now been completed, giving each
aircraft a new All-Weather Flight Control System consisting of a digital
autopilot, advanced avionics display and Ground Collision Avoidance System.
Destined for a much longer continuation of its 45 years in
service is the KC-135, with only three of the fleet’s 490 aircraft remaining
before its own re-engining program concludes in FY05. The Air Logistics Center,
Tinker AFB, OK, will complete two of those this year, replacing the old Pratt
& Whitney TF33 engines with General Electric F108s, a military version of
the popular CFM56-2 commercial engine.
The KC-135 fleet, which was heavily exercised in OIF,
recently acquired the new “Pacer CRAG” (compass, color weather radar and
embedded GPS/INS) cockpit, which also includes reduced vertical separation
minima, an enhanced traffic collision avoidance system, a terrain awareness warning system and navigation safety upgrades - flight data recorder/cockpit
voice recorder/ emergency locator transmitter.
The next cockpit addition is GATM, in a program extending
through the end of 2015 and preparing the KC-135 to continue its dual global
operations role as both tanker and airlifter.
C-17
The C-17 has been in a constant state of block upgrades
throughout its production life. As a result, Air Force officials say if a
design issue were to result in an order to ground all involved C-17s, the
likelihood is that it would impact only a fraction of the fleet that began
entering service in 1995.
Two major upgrades are planned for the C-17 by Boeing
Integrated Defense Systems in the coming decade—a modernized flight control
computer to give it GATM compliance and a spoiler control electronic flap
computer. Development began with a systems integration award to BAE SYSTEMS
Platform Solutions (Johnson City, NY) in April 2003. BAE’s CsLEOS real-time
operating system will provide the foundation for the new capabilities as well
as an open architecture for future enhancements.
The new system will give the C-17 full-authority fly-by-wire
stability augmentation, stall protection, autopilot, flight director and ground
proximity warning functions. Boeing says the upgrade will improve aircraft
reliability, increase functionality and mitigate parts obsolescence issues.
The two new computers, major components of the existing
electronic flight control system controls, will be installed on aircraft for
deliveries beginning in mid-2005, including the most recent 60-plane Air Force
order.
Even with a relatively new airframe, the C-17 cockpit
technology is due some enhancements.
The C-17 is beginning to field a capability that will enable
the Tanker Airlift Control Center (TACC) to send/receive data with individual
airplanes, in-flight or on the ground.
The ability to operate within civil aviation is driving some
programs. Several cockpit upgrades are planned and/or in work to keep the C-17
compliant with civil air traffic rules. The C-17 program office is currently
certifying a controller-pilot data link capability and an aircraft dependent
surveillance system for operational use.
Additionally, according to an AMC spokesperson, “Air Force
Research Labs are investigating the possibility/concept of fusing various radar
and imaging system inputs into a real-time, plain-view look at a runway
environment, regardless of weather conditions, that allows pilots to safely
deliver much-needed cargo.”
Longevity
A tribute to the technology capabilities of the aerospace
industry and the aircraft management by the Air Force have created a flexible
airlift fleet that set new standards during recent operational times and have
raised the bar for the future just a little bit higher.