A New Dawn for Airlift.

The ageing of America's airlift fleet and the post-Cold War need for Euro-Nato forces to deploy out-of-area have jointly created demands for transport aircraft upgrades and a wave of new purchases and leasing arrangements.

America's logistic needs have been defined in the recent Mobility Requirements Study for 2005 (MRS-05) as a peak strategic daily airlift of about 88 million tonne-kilometres. Approximately 40 per cent of that total can be provided by the Civil Reserve Air Fleet (Craf), but the US Air Force's Air Mobility Command (AMC) can contribute only a further 54 per cent, leaving a 6 per cent shortfall.

The need to increase the AMC capacity by around 10 per cent arises for three principal reasons: the ageing of Lockheed Martin C-5s, the limited number of Boeing C-17s authorised and the withdrawal of the Lockheed Martin C-141s. The C-141 fleet, which peaked at 266 units, has already been run down to 88 in FY 2001, and the last C-141 is due to be retired in FY 2007.

The replacement for the C-141 is the Boeing C-17, but only 120 are currently being funded for the US Air Force. A batch of 15 C-17s with an enhanced communications suite for Special Operations Low Level missions appears likely to receive funding for long-lead items in FY02, and it is hoped that this will be followed by 50 to 60 more.

Upgrades

One item draining US Air Force budgetary resources is the need to upgrade existing transports. For example, to use the principal trans-ocean airways, they have to be modified for automatic dependent surveillance (ADS). In essence, Global Air Traffic Management (GATM) is based on aircraft automatically reporting their position, heading and speed via satellites, This requires GPS receivers, satellite communications equipment and datalinks.

Another fleet-wide upgrade is the Large Aircraft Infrared Countermeasures programme. In addition, the older aircraft require upgrades to maintain serviceability and wartime survivability. For example, although the Lockheed Martin C-141 Starlifter will be retired by 2007, 63 have undergone a joint USAF/Raytheon upgrade programme to C-141C standard. This includes a new autopilot, a glass cockpit and defensive countermeasures with a missile approach warning system.

Some Lockheed Martin C-5 Galaxies must also be upgraded. Part of the airlift shortfall can be eliminated by giving the C-5 more powerful engines (to increase payloads in hot/high take-offs) and by increasing availability. A Pentagon study has recommended having the 50 C-5Bs upgraded, and deferring until 2009 a decision on the 74 older C-5As. This Reliability Enhancement and Re-engining Program (RERP) is estimated to be worth up to $ eight billion.

Last August Lockheed Martin selected the General Electric CF680C2L1F turbofan to replace the C-5's TF39. This could be worth up to 504 engines and $ 2.6 billion. Derated to 222.4 kN, the CF6 will still provide a 22 per cent thrust increase and a corresponding decrease in take-off run. It will also halve the time to cruise altitude, and comply with FAR 36 Stage 3 noise regulations. Typical payload capacity between the US and Germany will be more than doubled.

By the time these words are published, Lockheed Martin will probably have an initial contract to fit CF6s to two C-5Bs. The earliest will fly in the first quarter of 2005, leading to initial operational capability in 2008. The programme is to be completed by 2016.

Goodrich has been awarded an initial contract for the CF6 pylons. Further aspects of the C-5 modernisation include improved hydraulics and a modified undercarriage.

An earlier phase of C-5 modernisation began in 1999, when Lockheed Martin was awarded the Avionics Modernisation Program (AMP) contract. The AMP prototype will fly in July 2002 and all 124 C-5s will have the system by the autumn of 2006.

There is plenty of life left in the C-5 airframe, and it can be modernised for around one-quarter the cost of a new C-17. The Air Force hopes to keep the C-5 in service until around 2040.

New Production

In the case of the Boeing C-17 Globemaster III, hundreds of improvements are being incorporated on the production line. For example, Block 8 (aircraft 33 to 40) changes include Sierra Technologies APN-243A(V) station-keeping equipment. Block 9 (41 to 48) C-17s introduced lightweight engine nacelles and a GEC precision landing receiver. Block 10 (Nos 49 to 57) features a new form of tailplane construction, dual-row paradrop capability and crew protective armour. Block 11 (58 to 70) has a new data-transfer device in place of the loadmaster's laptop. Block 12 (Nos 71 to 85) is currently being delivered with the new centre-section fuel tank, the GATM navigation equipment and LCD-based multi-function displays.

The C-17 line is currently producing fifteen aircraft per year, but by 2004 this will have fallen to eight units, and the last C-17 for the Air force is due to be delivered in FY 2005.

In September of this year Britain is due to take delivery of four C-17As leased from Boeing. These aircraft will, in principle, bridge the RAF logistics gap until the Airbus Military A400M becomes available.

There are few other potential military customers. Canada intends to buy or lease six C-17s or A400Ms, but Australia has decided that it will not acquire aircraft in this class. Japan needs large military transports, but is currently attempting to develop an indigenous design to replace the Kawasaki C-1.

One way to keep the C-17 production line open would be to produce a commercial outsize cargo version with the extra fuel capacity of the Block 12, but with in-flight refuelling provisions and electronic countermeasures deleted. Last December, Boeing and the US Air Force issued a request for information to more than 20 US airlines, proposing joint government-industry purchasing of this BC-17X. In essence, the Pentagon would guarantee purchasers a certain level of peacetime Department of Defense business, and in return would have access to the aircraft in times of emergency.

An Air Force-commissioned Commercial Application of Military Airlift Aircraft (Camaa) study has indicated a market for ten such aircraft. This would add usefully to the 50 extra C-17s that the Air Force hopes to fund over a five-year period, bringing the annual rate closer to the 15 aircraft that Boeing needs in order to achieve its $150 million target price. The company hopes to sign the BC-17X contract by the end of this year, so that the deliveries can take place from 2004 to 2006.

Eastern Promise

Early this year Hindustan Aeronautics (Hal) signed an agreement with the Ilyushin Aviation Complex and Aviaexport on the development of a twin-turbofan high-wing transport, primarily aimed at replacing the Indian Air Force's 110 Antonov An-32s. This Il-214 might be compared to the Kawasaki C-1, but it will be somewhat heavier and far more capable.

Tanker-Transports

The principal potential market for tankers is provided by the US Air Force's eventual need to replace the 40-year old Boeing KC-135, of which the service has 472 active examples, even though the total is believed to be 546. It currently appears that, due to corrosion problems, the Air Force will begin retiring the KC-135 around 2013, rather than 2040, as planned. Subject to several ongoing studies, it is tentatively planned that the new "KC-X" will be selected around 2010. Boeing sees a modified 767 in this role, and has recently formed a Military Aerospace Support business unit to market it. Japan may well be the launch customer for the 767 tanker.

Another potential market is provided by Britain's Future Strategic Tanker Aircraft (FSTA) project, which may be run as a private finance initiative (PFI), and will replace the current VC10 and TriStar fleets from around 2007. Air-Tanker (a consortium of Eads Airbus, Rolls-Royce teamed with Boeing, Cobham, Brown & Root Services and Thales Defence), BAE Systems, and the Sercoled Strategic Support Management are competing for this contract, which could be worth up to $ 20 billion over a 30-year period. It is anticipated that the FSTA bids will be based on about 30 Airbus A310s or up to 25 Boeing 767s. Following bidding in July, a go-ahead decision is scheduled for mid-2002, leading to contract signature in early 2003. Britain's FSTA may be linked to Australia's Air 5402 project, aimed at replacing the current four 707 tanker-transports from around 2005.

Airbus has been marketing the A310 MRTT (Multi-Role Tanker-Transport) for several years. The programme has recently been launched with a German Air Force order for four of its seven A310s to be converted by Eads Airbus and Lufthansa Technik (LHT). First delivery will take place in late 2003.

Italy will shortly announce the choice of an aircraft to replace its four converted B.707s, the aim being to build up a six tanker-transport fleet. The Boeing 767-200 is reported to be favoured.

Turboprops

Lockheed Martin is endeavouring to keep the C-130J Hercules line running at an economical rate. The C-130 series is probably the world's most widely used aircraft in its class, with 57 overseas customers and dozens of upgrade programmes. However, orders for the second generation C-130J have been slow. The principal problem is that the US Air Force foresees a need for up to 168 C-130Js, but has other funding priorities.

The current sales situation is that the Air Force and its reserves have ordered 32 C-130Js, the US Coast Guard 6, and the Marine Corps 11, giving a national total of 49 aircraft. Britain has ordered 25, Italy 22, Australia 12 and Denmark 3, giving 62 international sales and a global total of 111.

It is confidently expected that Italy will firm up its option on two more C130Js. Other good prospects include Canada with 12 aircraft, Saudi Arabia possibly up to 24, Kuwait 4, Israel and Bahrain. The USMC is reported to need a total of 51 KC-130J tankers.

As a smaller complement for the Hercules, Lockheed Martin is teamed with Italy's Alenia on the C-27J Spartan programme, which is basically the well-established G.222 with two of the Rolls-Royce Allison AE2100 turboprops and much of the flight deck equipment from the C-130J. Three C27Js are in flight test, and the first of a twelve-aircraft batch for the Italian Air Force is scheduled for delivery before the end of the year.

Thanks to its commonality with the C-130J and the largest cabin cross-section in its class, the C-27J was regarded as the favourite in the abortive contest to replace Australia's Caribou. However, following a review of logistic needs, the Caribou is now to remain in service until at least 2010, and new studies of its replacement will not start until 2005.

The principal rivals for the C-27J in Australia were the less expensive Casa CN-235 (of which over 230 are in service) and the stretched C-295 with Pratt & Whitney Canada PW127G engines. The CN-235 was originally developed by Casa in co-operation with IPTN, now Dirgantara Indonesia. The latter recently received an order for 20 CN-235s for the Nigerian Government, in a barter.

In January 2000, the Spanish Air Force signed a launch order for nine C-295s, the first due for delivery at midyear. Last December it was announced that Switzerland had chosen the C-295M over the C-27J in view of the Spanish aircraft's lower procurement and operating costs. Subject to parliamentary approval, a contract for two aircraft is expected to be signed in October.

Casa has now become the centre of the Military Transport Aircraft (MTA) division of Eads, marketing a range of products from the C-212 with a three-tonne payload, through the CN-235 with six tonnes, up to the C-295 with over nine tonnes. In addition, Eads is the major partner in the Airbus Military Company (AMC), responsible for the A400M, which will be assembled in Seville.

In November 2000, AMC announced that the turboprop engines for the A400M would be TP400s, combining the core of the Snecma M88 with a three-shaft power-train developed by Rolls-Royce. These companies will each have 24.8 per cent of the engine work. The other partners in the engine consortium are Germany's MTU (24.8 per cent), Spain's ITP (13.6), Italy's FiatAvio (8) and Belgium's Techspace Aero (4). Assembly of the engines will be performed by MTU.

Transport Aircraft (by payload capacity)

Aircraft                Thrust/Power     Wing area       Max wt
Powerplant                  kN/kW         [m.sup.2]        kg

Casa CN-235-500            2 x 1300         59.10         16 500
2 x GE CT7-9C
Kawasaki C-1               2 x 64.50        120.50        45 000
2 x P&W JT8D-M-9
Casa C-295M                2 x 1975         59.10         23 200
2 x P&WC PW127G
LM/Alenia C-27J            2 x 3460         82.00         31 800
2 x Rolls-Royce AE2100
Ilyushin II-214            2 x 100          n/a           55 000
2 x Rolls-Royce BR715
Lockheed Martin C-130J     4 x 3460         162.10        70 300
4 x Rolls-Royce AE2100
Airbus Military A400M      4 x 8500         221.50        124 000
4 x TP400
Antonov An-70              4 x 10 300       n/a           112 000
4 X Progress D-27
Boeing C-17                4 x 181          353.20        265 352
4 x P&W F117

Aircraft                Payload         Range       Speed
Powerplant                 kg             km         km/h

Casa CN-235-500           6000           1225        454
2 x GE CT7-9C
Kawasaki C-1              7900           1300        806
2 x P&W JT8D-M-9
Casa C-295M               9700           1350        482
2 x P&WC PW127G
LM/Alenia C-27J           10 000         2150        580
2 x Rolls-Royce AE2100
Ilyushin II-214           18 500         5000        850
2 x Rolls-Royce BR715
Lockheed Martin C-130J    19 300         4900(*)     680
4 x Rolls-Royce AE2100
Airbus Military A400M     32 000         4800        780
4 x TP400
Antonov An-70             47 000         1350        800
4 X Progress D-27
Boeing C-17               76 657         4800        820
4 x P&W F117

Notes:

Payload is maximum available, and range is corresponding distance.
Speed is maximum cruise speed.

(*) indicates author's estimate.

In June 2000, Dasa (Eads) signed an agreement with Northrop Grumman on co-production of the latter's APN-241E weather and navigation radar for the A400M. As used on the C-130H/J, this is the only radar certificated by the US Air Force for all-weather aerial delivery.

The following July, ministers from the seven A400M partner nations issued a statement that they firmly intend to procure the aircraft. The individual commitments were given as: Belgium 7, France 50, Germany 73, Italy 16, Spain 27, Turkey 26 and Britain 25. Luxemburg intends to acquire one A400M, and Portugal has asked to join the programme with an order for four, bringing the initial total to 229. It is anticipated that the A400M will be formally launched at the Paris Airshow, with a unit price of around $ 85 million.

The Netherlands will reportedly help to pay for some of the German A400Ms in return for guaranteed access to the aircraft. In February the European Air Group (EAG) of seven air forces (Belgium, France, Germany, Italy, the Netherlands, Spain and the UK) signed their Air Transport and Air Refuelling Exchange of Services agreement.

An Interim International Programme Office (IIPO), staffed by representatives of the launch customers, was opened in Toulouse at the beginning of this year to manage procurement issues until an A400M programme division is formed by Ooccar (Organisme Conjointe de Cooperation en matiere d'ARmament). The A400M is due to enter service in 2007.

The Antonov An-70 failed to win support from Western Europe, and the completion of flight testing is delayed by the prototype's emergency gear-up landing, following a double engine failure after taking off from Omsk on January 27. In January 2000, the Ukrainian president had announced the allocation of about $ 350 million in that year's state budget to launch the construction of five (of 65) An-70s and 25 Progress D-27 engines. All five were to be delivered in 2003, but the Aviant production facility had not received a contract at the start of this year. Russia was said to be close to funding a five-aircraft batch of its eventual total of 164 An-70s.

In short

* "Structural upgrades, coupled with avionics and flight deck modernisation, are now big business"

* "A few air forces are developing requirements to transport heavy outsize loads over strategic distances"

* "The high unit cost of large aircraft is encouraging international co-operation and innovative financing."

RELATED ARTICLE: Maximum Payload vs. Range

This maximum payload-versus-range comparison (based on the figures provided in tabular form elsewhere in this article) highlights a few unsuspected features, notably the surprisingly low range of the An-70 at max. payload, the high payload of the C-17 and the rather positive ratios (including speed) boasted by the A400M which, it is worth reminding here, is turboprop-powered. The speeds, materialised by the yellow bars, have been added to show the relatively low variations amongst categories.

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