C-5M Reliability Enhancement and Re-Engining Program (RERP)
C-5 Propulsion Modernization is a follow-on program to C-5 AMP. While the US government did not authorized funds for a new C-5 powerplant until 2003, the program moved ahead after an Analysis of Alternatives was completed in the summer of 1999. Lockheed Martin teamed with GE Aircraft Engines (GEAE) to offer a new propulsion system anchored by the popular GE CF6-80C2 engine. Backed by more than 40 million hours in service, the CF6-80C2 engine can assure operators "like new" aircraft reliability and dramatically improved performance. With the CF6 engines, the C-5's initial cruise ceiling will increase from 24,000 feet to 33,000 feet. Also, the new engines will provide the C-5 with 22 percent greater takeoff thrust, 30 percent less takeoff roll, and 58 percent less time to climb than with the C-S's current TF39 engines while operating at a 17 percent derate. The re-engined aircraft will meet FAR 36, Stage 3 noise requirements.
The need for a modernized, cost-effective, and reliable C-5 fleet had long been recognized. The C-5 Reliability Enhancement and Re-Engining Program (RERP) will significantly contribute to meeting established war-fighting strategic airlift requirements. Besides the Propulsion System replacement, improvements in structural integrity and an improved product support structure constitute a large step towards increasing fleet availability. Other hardware, operational, maintenance, and logistics management improvements will be considered to enhance reliability. The purpose of the Pre-EMD phase is to identify the most cost effective and operationally efficient solution.
Avionics capability required for modernization that is not complete at the end of AMP development will be captured and funded in RERP, which is Phase II of the C-5 modernization program. The C-5 modernization program was approved in FY04 to use the contractor supported weapon system (CSWS) support concept. Initial spares in support of CSWS will be purchased with 3010, BP11 funds instead of 3010, BP16 funds. This project is comprised of low technical risk efforts supporting fielded weapons systems and, therefore, was assigned to Budget Activity 7, Operational Systems Development.
Reliability Enhancement and Re-engining Program (RERP) is Phase II of an Air Force planned two-phase modernization effort for the C-5 (Phase I is the Avionics Modernization Program (AMP)). RERP accounts for $11 billion of the overall upgrade cost. RERP is a comprehensive modernization effort to improve aircraft reliability, maintainability and availability. RERP will enable the C-5 to achieve wartime mission requirements by increasing fleet availability (mission capable rate, departure reliability) while reducing total ownership costs (TOC). The upgrades will enable the C-5 fleet to meet and likely exceed AMC's reliability goal of 75 percent. As of late 2005 C-5 reliability rested at slightly more than 60 percent.
This effort centers around replacing TF39 engines with a more reliable, commercially Off-the-Shelf (COTS) turbofan engine with increased takeoff thrust and stage three noise compliance. These new engines (along with new pylons, wing attach fittings and upgrades, and thrust reversers) increase payload capability and access to communication, navigation, surveillance/air traffic management (CNS/ATM) airspace. The modification also decreases aircraft time to climb, increases engine-out climb gradient for takeoff, improves transportation system throughput, and decreases engine removals.
The C-5 required re-engining for three main reasons. The first was to eliminate the greatest source of non-mission capable rate for the C-5. The second reason was to enable the C-5 to meet Key Performance Parameters (KPPs) defined in the ORD. Finally, re-engining would provide the C-5 with an engine that would be technologically maintainable for its projected operational life. According to the ORD, the aircraft required a higher thrust propulsion system than that currently achieved with the TF39 system.
The prime contractor, Lockheed Martin Aeronautics Company (LMAC), Marietta, Georgia, competitively selected General Electric Aircraft Engines, headquartered in Cincinnati, Ohio, to integrate a propulsion system that allowed the C-5 to meet time-to-climb requirements for access to GATM airspace. The new system also would insure optimum payload could be carried within takeoff climb gradient requirements and would meet Stage III Noise Pollution requirements. To this end, program managers identified and initiated plans to implement structural improvements to complement the power plant replacement and to assure that reliability enhancements kept the platform viable to the year 2040.
The CF6 was selected to power the C-5M program based on its ability to provide an affordable, commercially based solution that enables the venerable Super Galaxy to meet or beat every operational requirement well into the next millennium. A 58% faster time-to-climb capability, 20% increase in cargo loads and 34% improvement in cost per flying hour are just three of the important elements that power the Super Galaxy to unmatched mission superiority. As a side benefit, the new engine will be FAR 36, Stage III noise compliant.
The engine system contained the core gas generator, high-pressure compressor section, diffuser/combustor, and high-pressure turbine, the low-pressure fan/turbine, and the integral components and systems necessary for control, monitoring, and safe operation. The components and systems included, but were not limited to, a fuel pump, fuel metering unit, fuel flow-meter, a lubrication system, an ignition system, instrumentation-sensor system, electrical system, control and monitoring system, and an accessory gearbox. The engine received functionality support from a number of internal systems. These included the Engine Assembly, Engine Fuel and Control System, Engine Oil System, Engine Ignition System, Engine Accessory Drive, and Engine Mount System. The Propulsion System also included the following subsystems: Throttle Quadrant, Fire Detection, Fire Extinguishing, Engine Vibration Monitoring System, Engine Start Panel, and the Nacelle Anti-Ice Panel.
This effort would allow the C-5 to meet the Break Rate of 10.5 per 100 sorties or less (Key Performance Parameter [KPP]). In addition, it also established the Fix Rate as follows: four-hour fix rate of no less than 30.1 percent; 12-hour fix rate of no less than 62.9 percent; and 24-hour fix rate of no less than 82.4 percent (KPP). The effort improved payload capability and time-to-climb to meet airspace requirements and to meet the minimum climb gradient at established wartime weights.
The increase in engine reliability to an estimated 10,000+ hours engine time on wing (based on commercial experience and warranty) resulted after Lockheed Martin Aeronautics (LM Aero), Palmdale, California, conducted competitive engine/pylon selection with AF oversight/monitoring. At the end of the fiscal year, the Air Force selected all major system suppliers at a total cost estimated at $10.3 billion. The System Design and Development (SDD) phase plans called for three aircraft (two C-5Bs, one C-5A). The total program consisted of 112 aircraft plus spare engines.
Additionally, numerous other system modifications will be performed (e.g., auxiliary power units, electrics, hydraulics, fuel system, fire suppression system, pressurization/air conditioning system, landing gear, and airframe) to increase fleet availability and reduce TOC.
The Operational Requirement Document (ORD) AMC 006-97-I/II/III, draft Rev#1, identified all the C-5 RERP threshold/objective parameters along with the Key Performance Parameters (KPP’s). The contractor shall as a minimum continue the trade study process to identify a sufficient number of improvement candidates to ensure all the KPP’s are met. Also, identification of improvement items must continue until all threshold values have been met, unless there is strong justification of the unreasonableness of the threshold or it is shown to be cost or operationally prohibitive. Also, structural integrity improvements must be identified that are needed to ensure the integrity of the airframe beyond the year 2040.
The Government anticipated awarding a fixed-price contract to Lockheed Martin Aeronautics Company (LMAC) on or around 01 June 2001. The Air Force’s minimum needs are only satisfied by one source, LMAC. As a result of a definition phase, which ended in September 1999, the C-5 DSO determined that full and open competition is not a viable alternative. The C-5 DSO also determined that it would not be cost effective to develop a second source for this effort. LMAC is the only aircraft manufacturer that has the existing capability to modernize the C-5 as they own/control the C-5 source data.
The C-5 Development Systems Office, Aeronautical Systems Center (ASC) conducted an Engineering and Manufacturing Development (EMD) Phase and Production Phase of the C-5 Reliability Enhancements and Re-Engining Program (RERP). This ACAT ID program focuses on the modernization of the full fleet of 126 C-5s starting with 50 C-5Bs. Beginning with no more than two C-5B aircraft in the EMD Phase, the Low Rate Initial Production (LRIP): Lot 1 (OT&E 2 C-5Bs), Lot 2 (5 C-5Bs) and Lot 3 (7 C-5Bs) and three production lots of 15, 15 and 4 each. All LRIP and production lots will be firm fixed priced options. Also included as an option will be the installation of RERP on one C-5A aircraft and required testing. The Air Force is anticipating a contract award in the 2nd Quarter of FY01.
The EMD Phase continued through FY06. The Production Phase started in FY04 and continue through FY10. A dedicated Qualification Operational Test and Evaluation (QOT&E) program was conducted prior to production of the remaining C-5B fleet. The contractor was required to provide and perform during the EMD Phase of the C-5 RERP, the following tasks: (a) system and subsystem design, development, procurement, manufacture, integration and test of the pre-production C-5 RERP systems hardware and software to demonstrate airworthiness of the air vehicle, (b) Deliver data, (c) QT&E activities, (d) Support QOT&E activities, (e) Maintenance support, (f) Training services, (g) Procure / design / manufacture depot support equipment, (h) Develop and implement Logistics Support Plan, (i) Reliability and maintainability program on C-5 RERP hardware system.
During the Production Phase of the C-5 RERP, the Contractor provided and performed the following tasks: (a) Procurement / manufacture / performance of functional and acceptance tests of C-5 RERP systems hardware and software, (b) Develop/deliver data, (c) Maintenance support and refurbishment of the thirty-four remaining C-5B aircraft, (d) Training services, (e) Modification aircrew training devices/maintenance training devices to reflect C-5 RERP configuration, (f) Continue reliability and maintainability program on C-5 RERP configuration.
On 04 August 2000 the CF6-80C2L1F turbofan engine was selected by Lockheed Martin Corporation to power the C-5 Galaxy transport aircraft Reliability Enhancement and Re-engining Program (RERP). This engine is a model of the highly successful CF6-80C2 engine family. The C-5 re-engining program is part of a multi-phase effort by the U.S. Air Force (USAF) to modernize its fleet of 126 C-5 aircraft to achieve increased mission effectiveness and readiness. The C-5 RERP effort will lead to sales of more than 500 CF6-80C2L1F propulsion systems, plus service support from GE.
On 05 December 2001 Lockheed Martin Corp., Marietta, Ga., was awarded a $1,115,000,000 (not-to-exceed) cost-plus-award-fee time and materials contract (F33657-02-C-2000) to provide for reliability enhancement and reengining, Systems Development and Demonstration [SDD] in support of the C-5 aircraft. Four C-5B model aircraft [versus the two initially planned] received higher thrust General Electric CF6 engines under the SDD phase. The Air Force planned to upgrade the B models first, with the older A models to be upgraded later. At that time, the program to re-engine the entire fleet of 126 aircraf was estimated to cost between $7 billion and $9 billion by the year 2019. The Air Force SDD contract was scheduled the completion by May 2007 with Low Rate Initial Production (LRIP) scheduled from January 2006 through May 2010. The C-5M production was scheduled to begin in January 2008 and continue through June 2013.
Three RDT&E test articles were funded in FY04 for installation and flight test in FY05/06/07. RERP's Preliminary Design Review (PDR) completed in Jan 03 and the Air-vehicle Critical Design Review (CDR) completed in Mar 04.
Avionics capability required for modernization that is not complete at the end of AMP development will be captured and funded in RERP. The C-5 modernization program was approved in FY04 to use the contractor supported weapon system (CSWS) support concept. Initial spares in support of CSWS will be purchased with 3010, BP11 funds instead of 3010, BP16 funds. This project is comprised of low technical risk efforts supporting fielded weapons systems and, therefore, was assigned to Budget Activity 7, Operational Systems Development. As described above, RERP includes a new start effort for avionics capability required for modernization, but which may not be complete at the end of AMP development.
The approved FY02 acquisition strategy called for the modification of the entire C-5 aircraft fleet starting with the 50 B-models first. System Development & Demonstration (SDD) includes 1 C-5A and 2 C-5Bs. The program acquisition strategy is to consider every opportunity to use commercially available components and processes to modernize C-5 products and processes to meet or exceed required system performance and support, so as to renew the weapon system until 2040.
The program acquisition strategy also seeks to construct a government/industry partnership to identify solutions, assign responsibility, and execute to achieve AMC requirements. Fleet availability, ownership cost, and system performance will be used to balance solutions against program cost. Lockheed Martin Aeronautics Co has been selected as the prime contractor through a sole source arrangement. Lockheed has selected General Electric (Powerplant), Goodrich (Pylon), and Honeywell (Avionics) as the major subcontractors.
The C-5 Systems Group (C5SG/PK) anticipated issuing, on or about 6 December 2005, a sole source solicitation to Lockheed Martin Corporation, 8 South Cobb Dr, Marietta, GA 30063-3000 for Low Rate Initial Production (LRIP) for the C-5M Reliability Enhancements and Re-engining Program (RERP). Lot 1 is for one aircraft and encompasses: advance procurement of long lead items and options for fabrication and material; installation; initial spares; studies and analyses; rapid repair and response; and associated data. The period of performance for the long lead items is FY 06 - FY 09. Options for Lot 2 (3 aircraft) and Lot 3 (five aircraft) will be added and also will include training. This acquisition is a follow on to System Development and Demonstration being performed on a sole source basis by Lockheed Martin Corporation (F33657-02-C-2000).
