RU-38 Twin Condor
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The nature of the current war puts a high premium “persistent, pervasive stare” capability, also known as technical Intelligence, Surveillance, and Reconnaissance (ISR). America has been reminded (yet again) that these tools cannot replace human intelligence and social networks, but when used properly they create significant advantages for a counter-insurgency force. Right now, about 80% of the U.S. military’s aerial ISR assets – from UAVs to planes like the U-2 – are busy in the U.S. Central Command (CENTCOM) area of operations. Most of those are in Iraq and Afghanistan.

Defense Secretary Robert Gates has been pushing the ISR idea. He’s pressing the US military to speed up procurement, and deploy more ISR platforms in theater. He’s also putting his money where his mouth is. A task force was set up, and approval was given to “reprogram” funds from other areas, in order to fund these additional ISR projects. Congressional defense committees have now approved a FY 2008 request to reprogram $1.2 billion. According to Pentagon sources, these monies will buy 21 manned ISR aircraft, add to the RQ-11 Raven, RQ-7 Shadow, MQ-5 Hunter, MQ-1 Predator, and MQ-9 Reaper UAV systems in theater, and buy more Scan Eagle UAV detachments for the Navy and Marines.

These changes will do much more than just improve surveillance…

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RAF C-130K
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On Aug 19/08, L-3 Communications announced that its SPAR subsidiary in Edmonton, Alberta, Canada had been awarded a USD $18 million contract from the U.K. Ministry of Defence, under the Royal Air Force’s Hercules Outer Wing Replacement Plan. L-3 SPAR will perform outer wing replacements on 3 C-130K aircraft, using techniques developed to extend the lifespans of Canada’s extremely old CC-130 fleet.

“24-Year, GBP 1.5B contract to Maintain UK’s Hercules Fleet” covered ongoing efforts under one of Britain’s innovative “future contracting for availability” arrangements. This extra effort is outside of the HIOS arrangement, however, as it is required in order to let these RAF C-130Ks meet their planned retirement dates, instead of being withdrawn early. On June 27/08, Britain’s National Audit Office issued a report that pointed up serious issues with Britain’s C-130 fleet, thanks to additional hours being flown in support of front-line needs. Note that American C-130s are facing similar issues, for similar reasons:

“Increased stress on the aircraft has been caused by landing on unpaved airstrips in Iraq and Afghanistan, additional use of air drops, as well as a change from transporting people and equipment over long distances to making short flights in theatre. More ‘wear and tear’ has resulted, and increased maintenance costs. Fatigue, which decreases the life span of the wings, is accumulating more rapidly than in the past. The Department has had to retire four aircraft during 2006 and plans to retire a further five C-130Ks during this year, ahead of their planned retirement date of 2010. The Department will also need to address shortened wing life on the newer C-130J….”

C-23B Sherpa
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DID’s coverage of the WALRUS super-heavy cargo airship’s cancellation noted complaints from combat commanders that C-130s were not able to get equipment close enough to the front lines due to short airfield restrictions. Delays in buying a small cargo aircraft to fill that role, replace aging C-23 Sherpas et. al., and ferry troops, supplies, and/or small vehicles within a theater of operations were making that problem worse. “The JCA Program: Key West Sabotage?” looked at the different levels of urgency and priority in the US Army and US Air Force and the resulting Congressional SNAFUs, and covered early-stage developments leading up to the award.

JCA could be worth up to $6 billion before all is said and done, and the finalists were a familiar duo. After EADS-CASA’s CN-235 and a shortened version of Lockheed Martin’s C-130J were disqualified for failing to meet requirements, JCA became yet another international competition between EADS-CASA’s C-295M vs. Alenia’s C-27J. The decision was expected in March 2007, but it seems we now have a clear winner: the C-27J team. Oddly, we can’t quite tell yet how much they’ve won – and if you thought the joint decision and contract announcement would end the inter-service and Congressional politicking, think again. The contractor side of the equation has bee equally fractious, with Boeing pulling out of the partnership and EADS North America commenting on rumors of talks with Alenia Aerospace.

Two rare bright spots come from US SOCOM, who is about to turn a C-27J into a “Baby Spooky” gunship, and the US DoD’s recent SAR report…

• Canned Feud: The Transport of Seville vs. the Spartan Salesmen
• Hello, My Baby, Hello, My Honey…
• A Great Big Bunch Of You: Contracts and Key Events [updated]
• Stop, Look, and Hasten: Additional Readings
  
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C-5 Galaxy
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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. 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.

Sunrise? Sunset?
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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, which isn’t far from the cost of a 747-8 freighter, but is 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.

DID’s FOCUS Article explains why the C-5 AMP/RERP program is such a challenging project, and covers developments on the political and contracting fronts – including the apparent removal of C-5A aircraft from the program, and a testing milestone at Lockheed…

• The C-5’s AMP/RERP Changes
• The AMP/RERP Program
• Contracts & Key Events, 1999 – Present [updated]
• Additional Readings & Sources
  
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Old as the hills…
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In January 2007, the big question was whether there would be a competition for the USA’s KC-X proposal, which will cover 175 production aircraft and 4 test platforms. The cost for this first phase alone is likely to reach $35+ billion spread over about 20 years, but the USAF believes that adding new plane types to America’s 40-50 year old aerial tanker fleet is its #1 priority, lest unpredictable age or fatigue issues like the ones its F-15A-D fleet is experiencing ground its aerial tankers – and with them, a substantial slice of the USA’s total airpower. KC-Y and KC-Z contracts will follow in subsequent decades, in order to replace all 530 KC-135s/ Boeing 707s (195 active; ANG 251; Reserve 84) that were delivered until 1965, as well as the USAF’s 59 larger KC-10 tankers delivered from 1979-1987.

“US Debating Aerial Tanker Types, Mix” offers in-depth coverage of the lead-up to the KC-X RFP, explaining many of the military & policy issues in play as the USA contemplates its own choices. Then came the contractor decisions, and responses. What would Boeing propose? The KC-767, the KC-777, or both? Would Northrop and EADS elect to play, bringing their Airbus KC-30/A330 MRTT?

In the end, it was Team Boeing’s KC-767 Advanced (767-200 derivative) vs. the Team Northrop Grumman KC-30B (Airbus A330-200/200F derivative). Each aircraft system has its strengths, and each system also had risk factors as lobbying continued right down to the wire. Boeing claimed lower KC-767 operating costs, and received a union endorsement. EADS promised to open production of A330F civilian jets in the USA if it won. Most observers correctly pointed out that all this lobbying was important, as the financial stakes involved meant there was going to be a huge political fight no matter which side won.

That has proven to be the case. The Airbus A330 MRTT was picked, but an explosive GAO decision brought the competition to a halt. The Pentagon has taken the decision out of the USAF’s hands, and released a revised KC-X RFP – but the quesrtion is now whether Boeing will bid. Meanwhile, an article in a Seattle newspaper aims to clarify the mathematics driving the Airbus choice…

• The Contenders and The Cargo Factor (i.e. continue reading…) [updated]
• KC-X: Teams & Locations
• KC-X RFP: Key Developments [updated]
• Additional Readings
  
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C-20, ready
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Northrop Grumman Technical Services, Inc., of Herndon, VA received a 4-year, $252.3 million firm-fixed-price C-20 Contractor Logistics Support (CLS) follow-on contract. The U.S. Air Force, Army, Navy and Marine Corps all operate C-20 aircraft, which is the military designation for Gulfstream III/IV business jets. The Oklahoma City Air Logistics Center at Tinker AFB, OK manages this contract (FA8106-08-C-0010).

Northrop Grumman’s release adds additional members of the team: M7 Aerospace of San Antonio, TX; Jet Aviation subsidiary Savannah Air Center in Savannah, GA; and Rolls-Royce North America in Montreal, Canada. Together they will provide depot maintenance, supplies, flight line maintenance and field team support for the C-20s at Ramstein Air Base in Germany; Hickam Air Force Base and Marine Corps Air Station Kaneohe Bay in Hawaii; Sigonella, Italy; and Andrews AFB in MD.

C-20A-D models are Gulfstream IIIs, while C-20G/H models are the longer range Gulfstream IV. They can carry up to 12 passengers, or light cargo. VIPs, including American political figures, are frequent passengers. Past Speakers of the House have used C-20s, for example. The jets briefly made the news in 2007, when current House Speaker Nancy Pelosi [D-CA] tried to pressure the Pentagon to grant her larger planes, and carry “supporters” on her flights. The Pentagon responded with a denial of the aircraft request, and an explicit list of conditions regarding the passengers and purposes that were considered appropriate on these military flights.

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 and Norway 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 a contract for heads-up displays…

• 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
  
  Continue Reading… »

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 MinDef release says they expect 500 flight hours per year for EUR 10-15 million per year over 30 years), and thus far they include: Bulgaria, the Czech Republic, Estonia, Finland, Hungary, Italy, Latvia, Lithuania, the Netherlands, Norway, Poland, Romania, Slovakia, 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 actually a misnomer so far. There has been talk, and spending bills have been introduced in some countries. Even so, the SAC has yet to get underway, despite an originally-planned in-service date of late 2007…

• The NATO C-17 Pool
• Contracts, Notifications & Key Events [updated]
• Additional Readings
  
  Continue Reading… »

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. So far, 3 of the 6 invited bidders have submitted their correspondng industrial offset proposals, which are coming due…

• 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
  
  Continue Reading… »

C-17 over Hawaii
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The C-17 Globemaster III remains the backbone of US Air Mobility Command inter-theater transport efforts around the world, and its ability to operate from shorter and rougher runways has made it especially useful during the Global War on Terror. The USA may cap production at 191 planes (though the House has inserted 10 more in the FY 2008 bill), but a fierce fight is underway to preserve the program and even think tanks are lobbying hard. Meanwhile, various upgrades (including LAIRCM defensive systems) continue – along with heavy usage that is accumulating fatigue hours far faster than originally planned.

Which brings us to the subject of maintenance. The rising cost of maintenance has made it a greater concern to the world’s militaries, and new contract vehicles are reflecting that. Under the C-17 Globemaster III Sustainment Partnership, Boeing has total system support responsibility for the big transport aircraft, including materiel management and depot maintenance, for fleets around the world. The goal is total aircraft sustainment support under a single contract, with the goal of achieving improvements in logistics support and mission readiness while reducing operating and support costs. The initial contract had an estimated total value of $4.9 billion, which is likely to grow slightly just as Boeing’s customer base has done via deliveries to Australia (4), Britain (6), Canada (4), Qatar (2), and a likely NATO buy (3).

While the C-17 may have limited production time in its future, the C-17 Globemaster Sustainment Partnership is likely to continue for many years. This is DID’s FOCUS Article covering that effort; it will be backfilled and updated as time goes on. The latest addition involves an award for successful performance under the GSP…

• The C-17 Globemaster III
• The C-17 Globemaster III Sustainment Partnership
• The C-17 PE/PI Program
• Contracts and Key Events, FY 2004-Present [updated]
• Additional Readings & Sources
  
  Continue Reading… »