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	Director, Operational Test & Evaluation
FY97 Annual Report

C-130J AIRLIFT AIRCRAFT

	Air Force ACAT IC Program 28+ aircraft Total program cost (TY$) $1.327M+ Average unit cost (TY$) $47.4M+ Full-rate production N/A Prime Contractor Lockheed - Martin Aeronautical Systems

SYSTEM DESCRIPTION & CONTRIBUTION TO JOINT VISION 2010

The C-130J Hercules II is a medium-range, tactical airlift aircraft designed primarily for transport of cargo and personnel within a theater of operations. The cargo area will be adaptable to accommodate a combination of passenger, cargo and/or aeromedical airlift missions. Variants of the C-130J will perform missions including special operations (EC-130J), and weather reconnaissance (WC-130J).

The C-130J retains many structural characteristics of the C-130H, having the same overall interior and exterior dimensions. However, significant differences include an advanced integrated digital avionics system, a redesigned flight station to facilitate a two-person cockpit, a new propulsion system providing improved performance, and cargo compartment enhancements.

The C-130J supports the concept of Joint Vision 2010 and focused logistics.

The C-130J aircraft is a contractor-initiated substitute for the C-130H-3. Creation of a C-130J acquisition program was directed to provide USAF oversight of aircraft development. The C-130J aircraft procurement is proceeding under a commercial acquisition strategy.

Contractor DT commenced in spring 1996 and will not be completed before summer 1998. Government qualification test and evaluation will begin after government acceptance of the aircraft. Besides the previously defined military utility testing, additional testing will be required by the Air Force during QT&E. The extent is still being determined. OT&E will commence upon completion of QT&E.

The Director determined that the C-130J qualifies as an LFT&E covered system under section 2366, title 10 USC, which requires realistic survivability testing. In his memorandum, dated November 3, 1995, the Director determined that a waiver request from full-up system level testing could be submitted if the Air Force Service Acquisition Executive (SAE) certified that system level testing would be unreasonably expensive and impractical.

In January 1996 a TEMP was submitted for approval. It was returned disapproved because the test program was not executable due to lack of funding and the live fire program was insufficient. The TEMP is under revision and will be submitted for approval when details of the DT&E and QT&E can be fully defined.

The Air Force completed a vulnerability assessment of the C-130J in August 1996. Results validated the Director's assessment that significant component testing and evaluation would be necessary to understand uncertainties in the vulnerability of the aircraft. The Air Force SAE certified that full-up system level testing would be unreasonably expensive and impractical, but the LFT&E Alternative plan was returned by the Director without approval because the Air Force did not include actual testing of components and subsystems.

The Director and the Air Force SAE are working on a joint memorandum which will stipulate the live fire test program to include actual testing of components and subsystems. The OT&E test team has been in place at the C-130J factory since the fall 1995. The DOT&E staff is participating in all test planning working groups and integrated test team meetings. The OT&E plan is under development. The TEMP is being updated.

The contractor's development and testing program is behind schedule. A number of C-130J requirements will not be included in the FAA's type certification of the commercial aircraft (designated as the 382J). Therefore, the start of QOT&E will be delayed due to additional required Air Force qualification testing.

Among the tests that have been conducted as part of FAA certification are stall characteristics. The C-130J's stall performance is very different from previous models of the C-130. A contractor- proposed modification will probably satisfy the FAA for certification purposes, but has not been evaluated by the Air Force. Also, the heads-up display (HUD), which is intended as a primary flight instrument, has very limited space from which the pilot can view all of the planned symbology. Inability to resolve this issue could significantly restrict the physical stature of pilots eligible to fly the C-130J. Noise levels in certain parts of the aircraft and the ability of a three-person crew to safely and effectively perform tactical missions (hardware/software/human integration) still require investigation.

In addition, the C-130J program is unexecutable in FY98 and beyond due to inadequate funding for logistics support. The program funds are insufficient to purchase spare parts, interim contractor support, logistics data, and training equipment for the aircraft currently on contract. Logistics shortfalls will severely impact mission reliability and availability. The C-130J data collection system appears incompatible with existing Air Force systems. This may extend the need for contractor logistics support.

The Air Force has yet to submit an acceptable LFT&E plan which includes adequate testing of components and subsystems. Since the Air Force was directed to submit this plan two years ago, twenty-six additional aircraft have been put on contract. A significant number of aircraft may be fielded which may require modifications if the LFT&E results so indicate.