The Greyhound continues to provide carrier-on-board delivery of critical personnel and parts for the Navy's deployed aircraft battle groups. Current plans require the C-2A to perform its mission supporting battle group operational readiness through 2015. Sustaining worldwide Greyhound operations and readiness is possible through a combination of fleet fatigue life management and an ongoing managed service life extension program that includes weapon system modifications.
C-2A Greyhounds with upgraded communications, navigation, instrumentation packages, and a Critical Service Life Extension Program (SLEP) will provide cost-effective, carrier-on-board delivery for the next 20 years. The current fleet of C-2A(R)s is scheduled for a Service Life Extension Program (SLEP) which will extend the life of the C-2 to year 2027. Since the introduction of the new C-2A in the 1980s there have been continued improvements and modifications for this aircraft. These aircraft will undergo an upgrade of navigational systems, including installation of a dual INS system called CAINS II. The installation of the Global Positioning System and Carrier Aircraft Inertial Navigation System have been completed or are planned in the very near future. The Greyhound continues to provide Carrier Onboard Delivery service between shore bases and carriers.
The life span of the C-2 today is 10,000 flight hours and 15,000 landings. Once an aircraft has reached the limit it is no longer serviceable and need the structural enhancements to prolong the use of the aircraft.
Typically, the C-2 will reach its limit on landings before flight hours. Navy officials expect the C-2A SLEP to extend the life of the aircraft to 15,000 flight hours and 36,000 landings. The center wing section of the aircraft needs to be "pulled" (removed) in order to perform the structural enhancement on the center wing. The airframe change includes a tabletop review, bringing in production and planning personnel, and electrical and structural engineers. The first aircraft should be out of the hangar within a year of begining the SLEP.
The avionics block upgrades for the C-2A(R) will provide increased reliability and maintainability. The equipment descriptions are as follows.
ECP 795-92. The GPS provides a satellite based radio positioning, navigation, and time transfer system, thereby giving the aircraft access to highly accurate three-dimensional positioning and velocity information, as well as precise time and waypoint data. Installation of the GPS began in FY95.
ECP 802-92. The incorporation of the dual CAINS II Navigation System provides a more reliable navigation system by removing the obsolete AHRS and doppler radar systems. In addition, this system will provide the necessary interface requirements for the GPS that is currently being installed. The CAINS II began fleet installation in FY98, SLEP upgrade installations began in FY00.
ECP 821-93. The incorporation of the AN/ARC-210 Radio System combines the characteristics of the AN/ARC-159(V)5 and the AN/ARC-175 radios. It also integrates the capabilities and interoperability with HAVEQUICK I/II and Single Channel Ground and Airborne Radio System (SINCGARS).
ECP 727-87. The incorporation of the "L" shaped pitot tubes and static probes enhance the performance of the pitot-static system and improve operating airspeed, altitude, and vertical speed indicators.
ECP 816-93. The removal of MIL-W-81381 wiring has been necessitated due to susceptibility to problems such as arc tracking, hydrolysis, and top coat flaking. These problems lead to wiring system deterioration and hazards affecting the operational safety and reliability. The wiring is replaced with MIL-W-22759.
Ground Proximity Warning System . The C-2A(R) SLEP also installs the Ground Proximity Warning System (GPWS) into the aircraft. The GPWS is a safety alert system that provides a timely warning of unintentional or unsafe closure with the ground or water.
As part of the aircraft's service life management, the C-2A Greyhound completed 23,000 equivalent flight hours of full scale fatigue testing and 2,858 equivalent flight hours of outer wing panel thermal testing. These fatigue tests will allow the Greyhound to remain in service well beyond 2015. Program managers oversaw installation of crash survivable flight incident recorders and global positioning systems into the C-2A fleet, as mandated by the Department of Defense. Verification testing of the structural data recorder set was completed. Also during the year, development of the C-2A operational flight trainer began.
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