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CC-130 over BC
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DID has covered the growing realization in the US military that its aging aircraft fleet will begin posing serious challenges in the coming years. In a related vein, consider the problems that Canada is currently experiencing. In 2005, Chief of the Defence Staff Gen. Rick Hillier said that “Our [CC-130 E/H] Hercules fleet right now is rapidly going downhill. We know that three years and a little bit more than that, the fleet starts to become almost completely inoperational and we will have to stop supporting operations – or else, not be able to start them.”

The CC-130s are used in a wide variety of roles, from tactical transport to aerial refueling and even search and rescue. The Canadian Forces do not own any other aircraft in a similar class, which makes replacement essential. EADS tried to remain in the running with its Airbus A400M, and other alternatives were proposed, but the specific requirements set by Canada’s Department of National Defense (DND) tended to exclude alternatives. In December 2008, a program worth almost C$ 5 billion got underway to buy 17 of Lockheed’s privately-developed C-130J “Super Hercules” planes.

In this revised Spotlight article, DID can offer additional details regarding the Canadian procurement program, and the thinking behind it; some background that points up the parallels between the issues faced by the Canadians, and the experiences of other air services; and some insight into why the buy took so long, after the C-130J was declared Canada’s preferred choice in an “expedited” process. Despite these delays, and the supposed urgency of the situation, Canada’s DND appeared to be ignoring a USAF offer of early delivery… but that may have changed.

• The Transports and the Damage Done: Issues With the Fleet
• Live Rust: What To Do Until the New Planes Arrive?
• Bite the Bullet: Canada’s Procurement Approach and Process
• Comes a Time: Key Developments and Contracts [updated]
• Someday: Facing the Future, At Last?
• Appendix A: Are You Ready for the Country – Possible Competitors C-130J, C-130M, A400M… IL-76?
• Appendix B: Walk On – Additional Readings & Sources
  
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RAAF C-130J-30, flares
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Most American planes rely on the US market as their base, then seek exports. The privately-developed C-130J “Super Hercules” was different. Australia, Britain, Denmark, and Italy were all ahead of the curve, and have been operating this heavily redesigned upgrade of the popular C-130 Hercules transport aircraft for several years. By the time the C-130J finally reached “initial operating capability” for the US military late in 2006, these faster-moving foreign customers were already banding together to create a common upgrade set for their serving fleets. A number of variants are currently flying in transport (C-130J), stretched transport (C-130J-30), aerial broadcaster (EC-130J), coast guard patrol (HC-130J), aerial tanker (KC-130J), and even hurricane hunter weather aircraft (WC-130J).

Canada, India, Norway and Qatar recently moved to join the global C-130J customer base. In America, meanwhile, some momentum is building. C-130J purchases are taking place under both annual budgets and supplemental wartime funding, in order to replace a US tactical transport fleet that’s flying old aircraft and in dire need of major repairs.

The C-130J program has been the focus of a great deal of controversy in America – and even of a full program restructuring in 2006. Some early concerns from critics were put to rest when the C-130J demonstrated in-theater performance on the front lines that represented a major improvement over its C-130E/H predecessors. A valid follow-on question might be: does it break the bottleneck limitations that have hobbled a number of multi-billion dollar US Army vehicle development programs?

This DID FOCUS Article describes the C-130J, examines the bottleneck issue, covers global developments for the C-130J program, and looks at present and emerging competitors. The latest news is an American contract to finance a number of special forces modiciations…

• The (Private) Labors of Hercules: the C-130J
• The C-130J and the 20-ton Bottleneck
• Turbulent Flight: The C-130J Program
• Contracts and Key Events [updated]
• Additional Readings & Sources, incl. emerging competitors & Special Operations requirements
  
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VH-71 Concept
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In June 2005, the U.S. Navy selected the US101 for a new fleet of “Marine One” helicopters for the President of the United States. The US101 is an American variant of AgustaWestland’s successful EH101 multimission medium helicopter; it beat out Sikorsky’s S-92 Superhawk, which is already in use as a VIP state transport in countries like South Korea. Lockheed Martin, which leads Team US101 as prime contractor, received a $1.7 billion contract from the Navy for the Marine One program’s systems development and demonstration phase.

Based on the current contract schedule, the first US101 ready to transport the President is expected to be available in 2009, with the entire fleet of 28 US101s scheduled for delivered to the Marine One squadron by late 2015.

This is DID’s FOCUS Article for the program. Amidst questions surrounding the program, and rumors of cutbacks or cancellation amidst delivery schedule slippage for the key Increment 2 helicopters, the Navy has reached an agreement to proceed with the VH-71 – despite a cost per aircraft that now approaches the President’s Air Force One 747s. The latest additions include over $500 million to pay for system development…

• VH-71: The New Marine One Helicopter Program
• VH-71 Marine One: Contracts & Events [updated]
• Additional Readings
  
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F-16B & X-35
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In an exclusive June 2006 interview, Israeli Air Force (IAF) chief procurement officer Brigadier-General Ze’ev Snir told Israel’s Globes publication that the F-35 Joint Strike Fighter was a key part of their IAF recapitalization plans, and that Israel intends to buy over 100 of the fighters to replace their F-16s over time. The 100-plane deal would cost at least $5 billion by Israeli estimates, and will be the F-35A conventional take-off Air Force version. Snir added that “The IAF would be happy to equip itself with 24 F-22s but the problem at this time is the US refusal to sell the plane, and its $200 million price tag.”

As it turned out, Israel’s request for its first 75 F-35s would make Israel the aircraft’s first firm customer outside of the United States, and end up costing them about $15 billion – or $200 million per plane. The question now is the contract, which must deal with that sticker shock, and with issues like the incorporation of Israeli technologies, before it can be signed. Israel appears to be in less of a hurry than many expected, and is examining alternatives; Lockheed Martin is in as much of a hurry as many expected…

• F-35 for Israel: Key Issues
• Contracts and Key Events
• Additional Readings
  
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C-17 vs. AN-124
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The long-range C-17 Globemaster III heavy transport aircraft remains the backbone of US Air Mobility Command inter-theater transport around the world, and its ability to operate from shorter and rougher runways has made it especially useful during the Global War on Terror. Recent buys by Australia, Britain, and Canada have broadened the plane’s its global use. Now NATO, who has relied on the SALIS arrangement and its leased super-giant AN-124s from Russia, is looking to buy and own 3 C-17s as NATO pooled assets with multinational crews. Participating countries will receive allocated flight hours relative to their participation (a Dutch MvD release says they expect 500 flight hours per year for EUR 10-15 million per year over 30 years), and thus far they include 12 nations: Bulgaria, Estonia, Finland, Hungary, Lithuania, the Netherlands, Norway, Poland, Romania, Slovenia, Sweden, and the United States.

This order will not materially change the coming shut-down of C-17 production, but it does look like the inauguration of a pool that will fill a gaping hole in Europe’s defense capabilities – its complete lack of heavy airlift. This article will cover NATO C-17 acquisition program, including its structure and ongoing announcements.

Program is now an adequate name, as NATO SAC has signed a contract; this article will soon become DII subscription-only content. Notable by its absence: Italy – as well as a number of other European countries, who are moving ahead with a parallel EU pool of Airbus A400Ms…

• The NATO C-17 Pool
• Contracts, Notifications & Key Events [updated]
• Additional Readings
  
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Norwegian C-130H by
Torbjorn Kjosvold
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Back in February 2007, the Norwegian Forsvarsnett said:

“The Armed Forces have six C-130H Hercules transport aircrafts today [DID: 335 skv, out of Oslo-Gardermoen]. These were bought in 1969 and are outdated. Recent updates have made them able to be operational until 2012-15, but it is now known that the planes need further work done to them still. Therefore the Norwegian government has started investigating the possibility of either renting or buying up to four new planes of the type Hercules C-130J.”

Faced with the prospect of further C-130H refurbishment work on one hand, and entreaties by the A400M consortium on the other, Norway needed to decide what to do. They did, and the decision promptly came under political attack – but a deal is done now for 4 C-130J variants, and the first aircraft has been delivered…

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350-ISR layout
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Despite all of the high-tech fighter hours flown in theater, Hawker Beechcraft’s twin-propeller King Air 350 continues to gain traction as an affordable, long-endurance option for light cargo delivery in remote areas – and effective manned battlefield surveillance and attack. Iraq’s Air Force was the first to order them, and an initial 6-plane order from the US Marines/Navy followed in July 2008.

US Secretary of defense Robert Gates has pushed hard to improve ISR capabilities on the front lines, and one of those planned purchases reportedly involves about 30 King Air 350/ C-12 aircraft. The C-12s have proven to be very useful as a component of the Army’s Project ODIN, which has combined the respective advantages of UAVs and manned aircraft to improve aerial surveillance and response over Iraq. Project ODIN is credited with a number of successes on the ground, and the concept is being exported to Afghanistan. Part of that process involves buying new and updated versions…

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CC-177, Inuvik
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When Canada announced a program to replace its aging CC-130 Hercules fleet in November 2005, there was a great deal of speculation about where the C-17 might fit in. The fast answer was that it didn’t, but speculation revived following the Liberal government’s defeat and the formation of a new Conservative Party government. The new government justified that speculation, creating a separate Strategic Airlift competition – and the shape of its specifications suggested that Canada was about to reprise Australia’s recent move and buy at least 4 of Boeing’s C-17 Globemaster III aircraft. Australia, Britain, and the USA already operate the C-17; NATO is scheduled to buy 3-4 as a shared strategic airlift solution, but the procurement is in limbo.

Canada has traditionally resisted buying strategic airlift, choosing instead to participate in NATO’s SALIS consortium that leases ultra-heavy AN-124 aircraft for such roles. Other leased alternatives to the C-17s were available to Canada, including one based on Canadian soil – but in the end, the C-17 was the sole realistic competitor for this C$ 3.4 billion (USD$ 3 billion) program, and is entering service in Canada as the CC-177.

Canada has now taken delivery of its “CC-177s,” and begun flying missions. With new planes, however, comes new ancillary equipment…

• Canada’s Strategic Airlift RFP & Contracting Process (i.e. Continue reading…) [updated]
• Canada’s CC-177s: Key Contracts & Events [updated]
• Appendix A: Alternative Proposals
• Appendix B: Additional Readings
  
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IAF: Jaguar, Mirage 2000
SU-30K, MiG-27, MiG-21BiS
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“It’s the biggest fighter aircraft deal since the early 1990s,” said Boeing’s Mark Kronenberg, who runs the company’s Asia/Pacific business. DID has offered ongoing coverage of India’s planned multi-billion dollar jet fighter buy, from its early days as a contest between Dassault, Saab, and MiG for a 126 plane order to the entry of American competitors and even EADS’ Eurofighter. What began as a lightweight fighter competition to replace India’s shrinking MiG-21 interceptor fleet appears to have bifurcated into two categories now, and two expense tiers.

That trend got a sharp boost in March 2006, when Press Trust of India (PTI) reported a surprise pullout by the CEO of Dassault on the eve of the RFP. The Mirage 2000v5 will no longer be fielded for the India deal, even though India already flies 40 Mirage 2000Ds, and its senior officials have touted standardization as a plus factor. So, what’s going on?

In a word, lots. The participants changed, India’s view of its own needs is changing, and the nature of the order may be changing as well – but with the release of the official $10 billion RFP, the competition can begin at last. DID offers an in-depth look at the MRCA/MMRCA competition’s changes, the RFP, and the competitors; and also offers an updated timeline regarding competitive moves since this article was published in March 2006.

The RFP responses were submitted in April 2008. The latest developments include an Indian partnership for Saab, interesting allegation from the Russians,reports of French agreement for full transfer of Thales AESA radar technology and source codes, and an additional offer from Dassault – who is expressing concerns over an aspect of this competition that DID noted back in 2006…

• India’s MRCA (Multi-Role Combat Aircraft): Changes (i.e. “Continue reading…”)
• MMRCA: The RFP, Please…
• The Competitors: Analysis
• MMRCA: Updates and Developments [updated]
• Appendix A – MMRCA: The Naval Angle
• Appendix B – Dassault’s Move: Au Revoir, Mirage
• Additional Readings
  
  Continue Reading… »

C-5 Galaxy
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DID’s FOCUS articles offer in-depth, updated looks at significant military programs of record. This FOCUS Article explains what the C-5 AMP/RERP program involves, what it’s so critical to the future of American airpower, and why it’s such a challenging project. It also covers developments on the political and contracting fronts.

When it was introduced, back in 1970, the C-5 Galaxy was the largest plane in the world. A second construction program in 1981-1986 delivered 50 more; 4 have been lost in crashes, for a total fleet of 126. Each C-5 aircraft can carry 265,000 pounds of cargo for 4,000 miles (roughly double that of the newer C-17A), or 125,000 pounds for 8,000 miles. Its hinged nose can even be raised to make loading or unloading easier, and the Galaxy’s ability to lift even the heaviest main battle tanks into theater made it a critical part of the transatlantic air bridge that would reinforce Europe in the event of a Russian attack. During the 2003 run-up to Operation Iraqi Freedom I, C-5s proved their worth again as they helped clear logistics bottlenecks in Europe.

Sunrise? Sunset?
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Even so, the fleet is not without its issues. The C-5 has the highest operating cost of any Air Force weapon system, and those costs stem from extremely high maintenance demands as well as poor fuel economy. Availability rates routinely hover near 50%. To add insult to injury, the Russians not only built a bigger plane (the AN-124), they sold it off at the end of the Cold War to semi-private operators, turning it into a commercial success whose customer list now includes… NATO. Meanwhile, the USA needs long-range, heavy load airlift. The AN-124’s commercial success may get its production line restarted, but the C-5 has no such hope. C-17s cost more than $200 million per plane – about the cost of a 747-8 freighter, but still a lot of money.

The US Air Force believed it could save money by upgrading the older C-5s to renew their avionics (AMP) and engines (RERP). Their hope was that this would eliminate the problems that keep so many C-5s in the hangar, cut down on future maintenance costs, and grow airlift capacity without adding new planes. Unfortunately, the program is program experiencing major cost growth, and a battle is ongoing between C-5M and C-17 supporters in Congress.

The C-5M program wound up being cut in size, and cut in two. The C-5A and C-5B/C fleets are now slated for different treatment, which will deliver fewer of the hoped-for benefits in exchange for lower costs and lower risk. The latest developments involve contruction work, and an option for some AMP kits…

• The C-5’s AMP/RERP Changes
• The AMP/RERP Program
• Contracts & Key Events, 1999 – Present [updated]
• Additional Readings & Sources
  
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