C-130J Hercules
The new C-130J has the familiar silhouette, but it is a brand new airplane with the performance to prove it. Compared to the earlier production C-130E, maximum speed is up 21%, climb time is down 50%. Cruising altitude is 40% higher, range 40% longer. With new engines and props, the J can reach 28,000 feet in just 14 minutes. And for tricky low altitude maneuvers, new avionics and dual head up displays make it easier and safer to operate. It also offers reduced manpower requirements, lower operating costs, support costs, and life-cycle costs.
While continuing to upgrade through modification, the Air Force has budgeted to resume fleet modernization through acquisition of the C-130J version. This new model features a two-crew-member flight system, 6,000 shp Allison AE21 00D3 engines and all-composite Dowty R391 propellers, digital avionics and mission computers, and improved reliability and maintainability.
The Air Force currently has approximately 700 models "E" and "H" C-130s of different configurations that perform various tasks, most notably, theater long- range, day-or-night airland or airdrop missions. The Air Force has begun buying the modernized "J" model C-130, which will climb higher and faster, fly at higher cruise speeds, and take off and land in a shorter distance than the "E" and "H" models. The "J" model will replace the older "E" and "H" models. Lockheed invested $1 billion to develop the new plane, but Pentagon budget priorities have resulted in fewer US government orders than expected. As of mid-2001 The Air Force had ordered 37 of a planned buy of 168 planes, and Lockheed has also sold them to the Marines, the Coast Guard and numerous foreign countries.
The C-130J is a modification of the C-130H, undertaken by Lockheed Martin at company expense, with intended sales to the United States and various foreign markets. The C-130J modification includes a two-crew member flight station, upgraded Allison AE 2100D3 engines, enhanced performance, and improved reliability and maintainability. The C-130J/J-30 integrated digital technology provides the capability to airdrop in instrument conditions without zone markers, as a baseline feature of the aircraft. When the high resolution ground mapping capability of the APN-241 Low Power Color Radar is coupled with the dual INS/GPS and digital mapping systems, the C-130J/J-30 provides single-ship or formation all weather aerial delivery. This means the entire J/J-30 fleet will be all weather airdrop capable. C-130Js will be delivered as weather (WC), electronic combat (EC), and tanker (KC) configured aircraft.
The new C-130J is more than an evolutionary leap. It was developed in response to Air Force concerns about the growing cost of operating its older tactical airlift fleet and from a desire to take advantage of technology that could offer significant operational leverage in supporting combat forces at the point of attack. The "J" introduces new technologies and designs that will significantly reduce the life-cycle cost of operating the aircraft while dramatically improving overall system reliability. These new technologies will make aircraft maintenance simpler and far less frequent than earlier generations of this same aircraft. The C-130J incorporates state-of-the-art technology that significantly improves performance and reduces ownership costs. Lockheed Martin projections show the C-130J/J-30 will lower cost of ownership as much as 45% depending on the scenario used. Early model C-130s require more than 20 maintenance manhours per flight hour (MMH/FH). The C-130J/J-30 will require 10 or less MMH/FH.
The standard C-130J has essentially the same dimensions as the C-130E/H but the J-30 (stretched version) is 15 feet longer. The J-30 incorporates two extension plugs, one forward and one aft. The foward plug is 100 inches long while the rear plug is 80 inches for a total of 180 inches or 15 feet. With its 3,000 nautical mile range, increased speed, and air refueling capability, it complements the C-5/C-17 airlift team. The J-30 can work in the strategic, as well as tactical or intratheater, environment. The J-30 can be an effective force multiplier in executing the US Army Strategic Brigade Airdrop (SBA). The J-30 can airdrop 100% of the SBA requirement. No longer is it necessary to expend scarce heavy lift resources on strategic contingency requirements. Whether it's a channel, special airlift, training, or contingency airdrop mission, the J-30 can handle it all at a significantly reduced cost.
| Cargo Floor Length | 40 ft | 55 ft | 37% |
| 463L Pallets | 5 | 7 | 40% |
| Medical Litters | 74 | 97 | 31% |
| CDS Bundles | 16 | 24 | 50% |
| Combat Troops | 92 | 128 | 39% |
| Paratroopers | 64 | 92 | 44% |
The first C-130J-30 ordered by the U.K. Royal Air Force rolled off the production floor on October 18, 1995. Its first flight was made on April 5, 1996. To ensure service for the Hercules well into the current millennium, twenty-five next-generation C-130Js were ordered from Lockheed Martin in the early 1990s. The RAF acquired two versions of the C-130J: fifteen of the longer fuselage aircraft, known by the RAF as the C. Mk. 4, and ten of the standard C-130J, known as the C. Mk. 5. The arrival of the first C-130Js meant the return of some early C-130Ks to the manufacturer for refurbishment and redelivery to new customers. The remaining examples retained in RAF service are now used for tactical, special, and some strategic operations.
Beginning in FY 1996, the Air Force started procuring C-130Js as replacements for the older C-130Es and Hs. Priority for replacement will be combat delivery aircraft. C-130J will ensure total force structure numbers are maintained, while reducing costs of ownership. The current program procures 12 C-130Js, i.e., two per year from FY96 to FY01. This program could be expanded in FY02 to procure 12 C-130Js a year to replace the active duty and ARC C-130Es which are nearing the end of their useable service life.
For the first time in the 40-plus year history of the popular Hercules transport, the US Air Force and Lockheed Martin Aeronautical Systems signed a commercial practices contract for the sale of C-130Js. Awarded on 06 November 1996, the basic contract includes an initial order for two aircraft, associated data, and spares, funded in fiscal year 1996. The contract also contains five years of options through the year 2000 for additional aircraft, interim contractor support, data, training, and support. By late 1996 Aeronautical Systems had completed assembly of the first "production" C-130J (Serial # 5440), one of 12 ordered by the Royal Australian Air Force.
Due to system immaturity, operational testing was initially segmented into three phases of testing: Phase 1A, Phase 1B, and Phase 2. Phase 1A evaluated the ability of the aircraft to be used to train pilots. Phase 1B evaluated the aircraft’s ability to perform the air/land mission. Phase 2, planned for FY06, will evaluate the ability to perform all missions to include airdrop. Based on the evaluation of test results conducted from Phase 1A and Phase 1B, the aircraft is not operationally effective. The airdrop mission cannot be evaluated until deficiency corrections are implemented and the developmental tests are completed in FY06. Aircrew workload issues, software discrepancies, and cargo loading and constraint requirements are still major issues. The using commands (United States Air Force, Air Force Reserves, and Air National Guard) are unable to verify manpower requirements to field this system until the crew workload evaluation is complete.
One of the near-term issues requiring resolution is the vulnerability of the aircraft to Man Portable Air Defense Systems (MANPADS). The Air Force is concerned with the proliferation of heat-seeking, shoulder-fired missiles that pose a threat to large aircraft. To combat this threat, the Air Force has initiated a program called "Large Aircraft Infrared Countermeasures (LAIRCM)" to equip some, but not all, C-130 and other transport and tanker aircraft with lasers capable of jamming infrared guided missiles. Another near term possible issue being debated is the allegation that the new C-130J is extremely vulnerable to gunfire striking its wings and causing fires, and the Air Force should consider installing gas generators to reduce the risk of fire.
C-130J acquisition by the Air Force took place in a nontraditional manner. As a commercial off-the-shelf system, this latest version of the venerable C-130 aircraft presented new issues concerning whether or not it was covered by the live fire test and evaluation (LFT&E) requirements of Title 10 United States Code (USC) Section 2366 and Department of Defense (DoD) Regulation 5000.2-R.
The LFT&E statute ties the Live Fire Test (LFT) program to formal milestones found in standard DoD acquisition programs. However, the C-130J acquisition is not structured according to these milestones because of the nontraditional acquisition approach. To preserve the spirit of LFT&E and "do the right thing," the Air Force and the Office of the Secretary of Defense (OSD), Director, Operational Test and Evaluation (DOT&E), jointly committed to a C-130J LFT&E program that meets the intent of a high-quality LFT&E program, whether or not this is required by law. This commitment was formalized in a memorandum signed by both agencies in March 1998.
The backdrop for the joint Air Force and DOT&E memorandum is a C-130H and C-130J vulnerability analysis completed in 1996. This analysis identified the major ballistic vulnerability contributors and areas where data voids existed. In response to the study findings, the Air Force structured a multiphase C-130 Vulnerability Reduction Program (VRP) to better quantify the aircraft's vulnerabilities and investigate the feasibility of vulnerability reduction approaches. In addition, DOT&E and the Air Force agreed on other vulnerability areas to investigate under a C-130J LFT&E.
The Air Force agreed to fund the VRP and other testing and analysis efforts that would have been conducted as part of the C-130J acquisition. OSD agreed to fund the hydrodynamic ram testing and a mission abort study through its Joint Live Fire (JLF) program. All of the LFT&E program elements were added to the C-130J Test and Evaluation Master Plan. As the elements are completed, the results will be reported to DOT&E and included in the reports required by the LFT law. Through this spirit of doing the right thing, the USC Section 2366 requirements will be met, a more survivable weapon system will result, and the lives of operators will be protected to the maximum extent possible.
In its FY01 report, DOT&E determined that the aircraft was not operationally suitable. The evaluated reliability, maintainability, availability, and logistics supportability during Phase 1B were found to be below operational requirements. Deficiencies were noted with on-aircraft integrated diagnostics and fault isolation systems, portable maintenance aids, maintenance technical orders, and the availability of spare parts. Additional contractor field service representatives were determined to be required to assist in the maintenance of the aircraft for the foreseeable future.
President Bush’s FY2003 budget included funding for the acquisition of new C-130J and KC-130J aircraft over five years. The President’s budget request included a proposal for a multi-year procurement of C-130J aircraft for the Air Force, with funding for the purchase of 60 C-130J aircraft over 5 years built by Lockheed in Marietta.
The Pentagon's inspector general in a 34-page report [dated 23 July 2004] that substantiated the allegation that the C-130J aircraft does not meet contract specifications and therefore cannot perform its operational mission. The Air Force conditionally accepted 50 C-130J aircraft at a cost of $2.6 billion even though none of the aircraft met commercial contract specifications or operational requirements. The Air Force also paid Lockheed Martin more than 99 percent of the C-130J aircraft's contracted price for the delivered aircraft. As a result, the Government fielded C-130J aircraft that cannot perform their intended mission, which forces the users to incur additional operations and maintenance costs to operate and maintain older C-130 mission-capable aircraft because the C-130J aircraft can be used only for training.
The Inspector General recommended that the Assistant Secretary of the Air Force for Acquisition should stop the System Program Office from contracting for additional block upgrades until a contract-compliant aircraft is designed, developed, and delivered; use Federal Acquisition Regulation Part 15 for future modifications that add to the scope of the statement of work to the C-130J multiyear contract (F33657-03-C-2014); increase contract withhold amounts for acceptance of noncompliant aircraft; and develop a schedule for completing outstanding retrofits to accepted and fielded aircraft.
The Assistant Secretary of the Air Force for Acquisition nonconcurred with the finding and recommendations. The Assistant Secretary stated that the commercial acquisition strategy of the C-130J was legitimate, the Air Force properly managed the program, and DoD provided effective oversight. The Assistant Secretary stated that Lockheed Martin is delivering contract-compliant C-130J aircraft, and that upgrades are necessary to meet DoD requirements. He also stated that the use of Federal Acquisition Regulation Part 12 was appropriate. In addition, withholds were consistent with the contract, and the Air Force did not have problems motivating Lockheed Martin to correct within-scope deficiencies. The Assistant Secretary also stated that all outstanding retrofits had been scheduled or completed.
The U.S. Air Force's C-130J Hercules deployed for the first time in December 2004. The deployed force included maintainers, operators and support Airmen from Rhode Island Air National Guard’s 143rd Airlift Squadron, Maryland ANG’s 135th AS, Air Force Reserve’s Command’s 815th AS at Keesler Air Force Base, Miss., and California ANG’s 115th AS at Channel Islands ANG Station.
From October to December 2004, testers at Edwards AFB determined the final adjustments needed to bring the C-130J Hercules' Block 5.4 upgrade software improvement to the operational fleet. The upgrade was designed to correct operational limitations present in C-130Js by enhancing the cargo-handling system, as well as advancing the communication, navigation and identification systems. The 418th Flight Test Squadron's recent testing included formation flying, air drop events, traffic collision avoidance system tests, computer-based approach testing and the most comprehensive noise and vibration tests ever conducted on the C-130. Prior to the upgrade, the C-130J had limited air drop capability releases with a 28,000-pound limit on the release of container delivery systems even though the max allowable weight is 42,000 pounds.
The weight limit was put in place because of safety issues with the buffer stop assembly system that secures the pallets only able to withstand so much pressure. However, with the low velocity air drop capability, the C-130J aircraft would be able to drop the maximum weight, given that the low-velocity pallets are bigger than standard pallets and are held in place by anchors rather than the buffer stops. The software was returned to the manufacturer and was as of early January 2005 undergoing modifications to correct these deficiencies. Software testing was expected to continue in February 2005 with completion expected in May, and the upgrades scheduled to be operational within the C-130J by the fall 2005.
The CC-130J aircraft, with its extended (by 15 ft) fuselage, provides additional cargo carrying capacity for the USAF combat delivery mission. The longer aircraft can handle up to 128 combat troops, 92 paratroopers or a combination of passengers and their cargo up to the compartment capacity. Compared with the older Hercules’ capacity of 92 combat troops or 64 paratroopers, planners said it makes mathematical sense to use the longer aircraft. Fewer sorties could mean fewer risks to aircraft, crews and troops. While minimizing potential risks ranks above and beyond cost benefits, the Js have also contributed to substantial savings in that arena.
In February 2005, back-to-back sorties — eight flown in eight days — cleared the air drop envelope on the stretch C-130J for the container delivery system, or CDS, to carry up to nearly 40,000 pounds of equipment packaged in bundles. The CDS is used in combat to deliver the ‘bacon and bullets’ to warfighters in the field, and of the 168 bundles released Jan. 24 through 28, none were damaged and testers attained a 100 percent survivability rate. During the sorties, Army testers had a specific objective as to what the damage rate can be expected in order to calculate how much equipment is needed to be dropped so that warfighters on the ground receive the amount needed. The 100-percent survivability rate means the stretch C-130J doesn’t have to carry extra equipment and supplies for the Army.
The C-130J Hercules from the Maryland Air National Guard is on its first deployment in Iraq in December 2004. The deployment group met initially in Baltimore in July 2004 to map out the strategy to get everything in place. There were many details that had to be worked and each team member worked hard to complete their specific mission. The culmination of the six months of work came 10 December 2004 when the first C-130J to deploy into combat left Quonset, Rhode Island.
The Pentagon plans to save more than $5 billion by ending the C-130J program in fiscal 2007 and scrapping the purchase of 63 aircraft that was planned through 2011. The FY 2006 budget proposed to end production of the Air Force’s C-130J at 53, rather than the 168 originally projected. At $66.5 million, Secretary Rumsfeld said that the aircraft had become increasingly expensive to build and to maintain, especially given the ability to modernize existing C-130s.
The Air Force said that shutting down the C-130J line will cost between $500 million and a billion dollars.
Previous years’ Congressional appropriations procured eight C-130Js for the 135th AG, Baltimore, MD, four CC-130Js, a stretched version of the basic J, for the 143rd AW, Quonset Point, RI, and four CC-130Js for the 146th AW, Channel Islands, CA. The 193rd SOW, Harrisburg IAP, PA, has received one EC-130J per year from FY 97 to FY 01 for a total of five aircraft, three of which have been modified into EC-130J Commando Solo aircraft and two into Super J/Senior Hunter aircraft. The FY 03 budget appropriated funding for one additional (sixth) EC-130J. A subsequent appropriation of $23M was provided for Super J capability.
If future C-130Js and the associated spares and support equipment are not funded, the ANG will continue to have two mixed units of Js and Es.The 143 AW at Rhode Island and the 146 AW at Channel Islands have 4 CC-130Js and 4 C-130Es each. A mixed fleet severely impacts unit operational capability, aircrew and maintenance training, logistics, and manpower issues. Not funding future J model acquisitions delay overall modernization of the ANG C-130 fleet and reducing the combat capability of the MAF as a number of C130Es may be forced into premature retirement.
Operational testing of the C-130J, which is not scheduled until November 2005, will determine whether the plane will meet full operational requirements.
DOD has mandated Global Air Traffic Management (GATM) and navigation safety (nav safety) capabilities for the C-130J weapon system. USAF C/CC/EC/WC-130J aircraft, in their present Block 5.3 configuration, are partially GATM/nav safety compliant. Capabilities provided in the Block 5.3 configuration include Required Navigation Performance (RNP)-10 (miles), RNP-5, Basic Area Navigation (BRNAV), Traffic Alert and Collision Avoidance System (TCAS) Version 7.0, FM immunity for Instrument Landing System (aka protected ILS), and the aircraft communications system software necessary to operate VHF communications radios with 8.33 MHz frequency seperation. These RDT&E funds will enable development, integration, and testing of the remaining GATM/nav safety requirements needed on USAF C/CC/EC/WC-130J aircraft. These capabilities include RNP-4, RNP-1, Terrain Approach Warning System (TAWS), Selective Availability Anti-Spoofing Module (SAASM) Global Positioning System (GPS), Local Area Augmentation System (LAAS), Wide Area Augmentation System (WAAS), Mode Select (Mode S) Beacon Transponder System with data link capability, Automatic Dependent Surveillance-Address (ADS-A), Automatic Dependent Surveillance-Broadcast (ADS-B), satellite communications (SATCOM) voice and data link capability, high frequency data link (HFDL), Controller-Pilot Data Link Communications (CPDLC), and AMC Mobility 2000 (M2K) communications. C/CC/EC/WC-130J aircraft will be modified using a 'block upgrade' strategy. The full GATM/nav safety requirement will be met in four block upgrades: Block 6.0, which begins with FY03 RDT&E funding and continues with FY04 RDT&E funding, Block 7.0, which will start in FY05, Block 8.0, which will start in FY07, and Block 9.0, which will start in FY09. The proportion of GATM/nav safety requirements allocated to Blocks 6.0 thru 9.0 was determined via a design trade study conducted by Lockheed Martin (the C-130J prime contractor) and verified by the C-130J system program office and AMC.
