FLUG REVUE May 2003: C-130J record order boosts Lockheed Martin

“SUPER HERCULES” COMES OF AGE

By Karl Schwarz

Almost five years elapsed between the first delivery and the roll-out on 17 February of the 100th J version of the legendary Hercules – a stark contrast with the heady days in the mid-1960s when up to 150 C-130's were built every year. But, despite everything, the C-130J is one of big-ticket airlifter programmes in the world, probably exceeded only by the Boeing C-17. Over 1,500 Lockheed Martin employees in the Marietta, Georgia plant and hundreds of supplier companies from all over the world are involved.

C-130J

They can all breathe a sigh of relief, for on 14 March the US Department of Defense awarded an order worth $4.05 billion for 40 airlifters (CC-130J, US Air Force) and 20 tankers (KC-130J, US Marine Corps). Overnight this boosted total orders by 50% from 118 to 178.

Before this contract, which has taken months to negotiate, the backlog was looking somewhat thin, with 94 aircraft already delivered. But now a production rate of twelve aircraft per year, which is reasonable from a business point of view, is assured through to 2009. According to Lockheed Martin, the new multi-year contract will bring $500 million of savings to the customer.

And as far as the manufacturer is concerned the deal has also benefits, as this secure basis means it can step up its export efforts. For up to now the C-130J was no real best-seller. Only four countries have chosen the new version of the Hercules, and those four are by no means satisfied with the way this, by far the most modern version of the C-130, entered service.

For example, the launch customer, the Royal Air Force, complained of a delivery slippage of over two years, while it took 24 months for the Royal Australian Air Force to formally accept their C-130J-30's in the configuration ordered. Again, the Pentagon test team was hardly flattering about the new Hercules and stated in a report at the beginning of 2001 that it was neither suited for military service nor effective.

The various criticisms have largely revolved around the same points: excessive noise and cabin vibration due to the six-blade propeller, the high cooling requirements of the new systems, maintenance problems due to immature logistics systems and, above all, an annoying surfeit of error messages from the state-of-the-art avionics. Most of the latter turned out to be false alarms, but they were still a nuisance.

With version 5.3 of the software, which was released in September 2001 and is gradually being retrofitted, Lockheed Martin believes it has the problems under control. According to the USAF, however, although 50 nonconformances have been cleared, there are still 43 outstanding points. Nevertheless, the new software brings considerable improvements, such as the ability to carry out radar approaches. Moreover, fully automatic formation flights are possible, including with older C-130's on which the Coordinated Aircraft Positioning System has been installed.

Whereas most C-130J users are using version 5.3 of the software operationally and are flying in crisis areas such as Afghanistan, the USAF is planning another operational test phase at the beginning of 2004 with the next software release 5.4, in which the remaining defects should have been eliminated. 5.4 will also contain interfaces for the integration of electronic self-defence systems. In the case of the USAF, these include radar warning receiver and missile approach warning system (ALR-56M, AAR-47) as well as chaff and flare dispensers (ALE-47). The US Marine Corps plans to install parts of the BAE Systems IDECM.

While the USMC can live with version 5.3 of the software for the time being, it has another problem. In the KC-130J tankers, the hoses contained in the under-wing Mk.32B-901E pod have proved insufficiently stable and reliable when extended. The aerodynamics of the pod and the internal hose guide have been modified in several stages. Handling is now satisfactory, at least when the hose contains fuel. The US Marine Corps is now hoping to be able to declare the first squadron operational in October, eighteen months behind schedule.

Assuming that everything works, the KC-130J will offer significantly improved performance compared with the presently used KC-130F/R/T, some of which are over 40 years old. The tankers will be able to deliver 26,080kg of fuel to helicopters or fighter aircraft 925km away from base, up from 17,235kg. If another tank is installed in the cargo bay, capacity rises to as much as 37,145kg.

Once the teething problems have been overcome, the C-130J will thus be a valuable asset. As Air Vice-Marshal Ray Conroy of the RAAF pointed out, “It represents a quantum leap in technology, with a head-up display, a glass cockpit, new engines and propellers, integrated avionics suite and a computer-controlled maintenance system.”

Nor does the USAF doubt the potential of the aircraft. It is simply that the development costs were underestimated – after all, the C-130 had been an established model. It is therefore now thinking of gradually releasing capabilities such as landing on unprepared strips or the dropping of parachutists.

An avionics upgrade in several blocks is also necessary in order, amongst other things, to satisfy the requirements for global air traffic control standards. Possible enhancements include an improved GPS, a datalink and a VHF radio set with 8.33 kHz channel spacing.

Lockheed Martin is hoping that the upgrades will enable it to maintain its Hercules production line for many years to come and hence to continue a success story whose maiden flight took place nearly 50 years ago.

From FLUG REVUE 5/2003

Last updated 7 April 2003

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