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| FY98 Annual Report | |||
C-17 AIRLIFT AIRCRAFT
| Air Force ACAT IC Program: | Prime Contractor | |
| Total Number of Systems: | 120 | Boeing |
| Total Program Cost (TY$): | $41,185M | |
| Average Unit Cost (TY$): | $343M | Service Certified Y2K Compliant |
| Full-rate production: | 1QFY96 | Yes |
SYSTEM DESCRIPTION & CONTRIBUTION TO JOINT VISION 2010
The C-17 is a four-engine turbofan aircraft capable of airlifting large payloads over intercontinental ranges without refueling. It is intended to allow delivery of outsize combat cargo and equipment directly into austere airfields. The C-17 is required to deliver passengers and cargo over intercontinental distances, provide theater and strategic airlift in both airland and airdrop modes, and augment aeromedical evacuation and special operations missions.
Significant features of the C-17 include: supercritical wing design and winglets to reduce drag, in-flight refueling capability, externally blown flap configuration, direct lift control spoilers and high impact landing gear system, a forward and upward thrust reverser system that provides backup capability, cargo operating systems that permit operation by a single loadmaster, a two-person cockpit, and maximum use of built-in test features to reduce maintenance troubleshooting times.
The C-17 supports the Joint Vision 2010 operational concept of focused logistics.
BACKGROUND INFORMATION
IOT&E of the C-17 was conducted in four phases from May 1992-June 1995. Based upon results of IOT&E testing and live fire testing, DOT&E submitted an Operational and Live Fire Test and Evaluation Report (B-LRIP) to Congress in November 1995. The report assessed the operational effectiveness and suitability of the aircraft to conduct operational missions within the context of the existing airlift system. The C-17 was judged to be operationally effective (with limitations) and operationally suitable. Survivability was not sufficiently evaluated to make an assessment. A full-rate production decision, Milestone IIIB, was made in November 1995.
A three-year period of FOT&E commenced in June 1996. It is being conducted by the Air Mobility Command (AMC), with management by the Air Mobility Command Headquarters Test and Evaluation Directorate, Scott AFB, IL, and test execution by the Air Mobility Warfare Center's Flight Test Squadron (33 FLTS) at McGuire AFB, NJ, utilizing a detachment (Det 1) stationed at the test location, Charleston AFB, SC. The primary FOT&E objectives include completing deferred IOT&E tests, developing and refining employment procedures and tactics, and addressing IOT&E deficiencies.
A major observation from IOT&E cited deficiencies associated with personnel airdrop, including both equipment and procedural shortcomings. Specific areas requiring further evaluation during FOT&E include exit rate for static line personnel drops, combination paratrooper and bundle drops, and development/refinement of personnel airdrop formations.
TEST AND EVALUATION ACTIVITY
The C-17 integrated test team continued to sustain an aggressive test schedule. Follow-on Operational Test and Evaluation, which commenced in 1996, continued toward conclusion in 1998. Similarly, DT&E testing continued at Edwards AFB, evaluating aircraft modifications and upgrades, as well as participating in FOT&E testing.
Approximately 80 percent (106 of 136) of items identified in IOT&E have been closed. This includes "deficiencies" (did not meet Operational Requirements Document (ORD) requirement), "inadequacies" (qualitative assessment that failed), "recommendations" (met criteria but had problems which could be improved), and "deferrals" (test not accomplished during IOT&E). Only 2 of 11 deficiency items (improved fault isolation/built-in test and modification of litter stanchions) remain unclosed. Both have efforts in progress. Litter stanchion modification will likely close by the end of FOT&E, while improvement of fault detection and isolation will be an ongoing effort.
Significant IOT&E items that have been satisfactorily addressed and closed include the exit rate for static-line paratrooper drops, 40 bundle container delivery system drops, and cargo compartment temperature distribution.
High visibility FOT&E items still in progress include the determination of adequate formation element spacing for strategic brigade airdrop, improvements to the on-board inert-gas generating system, and determination of adequate paratrooper static-line length.
The C-17 System Program Office (SPO) rigorously executed a comprehensive Year 2000 remediation effort, addressing all aspects of C-17 business. The joint SPO/Boeing team performed a thorough inventory and assessment of all C-17 weapon system components, support equipment, and business systems. The assessment ensured no limitation to C-17 operation after January 1, 2000.
The C-17 eclipsed the 100,000 flight-hour mark in August 1998. A formal report addressing reliability, maintainability and availability (RM&A) performance has yet to be released; however, results indicate that all RM&A measures are meeting requirements with the exception of the Mission Capable (MC) and Fully Mission Capable (FMC) measures. Results of both measures, averaged over three different measurement periods, are presented below, together with standards from the 1993 and 1998 ORD.
C-17 100,000 Flight-Hour Mission Capable (MC) and Fully Mission Capable (FMC) Rates
Measured Values
|
Jun 93-Aug 98 |
Aug 95-Aug 98 |
Aug 97-Aug 98 |
|
|
MC |
84.18% |
87.39% |
87.39% |
|
FMC |
46.39% |
51.56% |
60.74% |
Standards
|
1993 ORD |
1998 ORD |
AMC FY98 Standards |
|
|
MC |
82.5% |
90.0% |
87.5% |
|
FMC |
74.7% |
80.0% |
77.5% |
Notes:
Measurements taken over various time periods all ending at the 100,000 flight-hour point (August 1998). Standards for MC are "threshold" (minimum acceptable) values while FMC standards are deemed "objective" values (goals).
Actual values for MC surpassed the 100,000 flight-hour standard specified in 1993; however, the standards were increased in the 1998 ORD, when it was felt that higher rates were attainable. Mission Capable Rate hovered at approximately 90 percent in 1997 before spare shortfalls and other difficulties encountered in the first half of 1998 dropped the MC rate to 87.4 percent, just under the AMC FY98 standard. The measures for FMC, although all well below both the 1993 and 1998 ORD objectives, do exhibit an increasing growth. Full mission capability is primarily being impacted by the poor reliability of the on-board inert gas generating system (OBIGGS) which provides inert gas to the empty space within the aircraft fuel tanks. Reliability improvement of the OBIGGS is a continuing effort.
Upon completion of FOT&E and subsequent report preparation, 33 FLTS/Det 1 will terminate operations at Charleston AFB. This is expected to occur in July 1999, at which time remaining OT will transfer to the 33 FLTS at McGuire AFB, AMC's parent test organization.
On-going DT&E will continue at Edwards AFB under the heading of the follow-on flight test program. This effort is budgeted to continue through FY05. AFOTEC-Det 5 at AFFTC will maintain involvement through ongoing communication with the Program Office.
TEST AND EVALUATION ASSESSMENT
Upon conclusion of FOT&E, nearly all items (deficiencies, inadequacies, recommendations and deferred tests) identified during IOT&E are expected to be closed. The most highly visible challenge currently facing the program is the effort to reduce strategic brigade airdrop formation spacing and subsequent drop zone pass time. The current 40,000-foot formation element spacing was established based upon the criteria of no allowable paratrooper interactions while under canopy. A model developed by the Air Force Institute of Technology (AFIT), to simulate vortices behind formation aircraft and predict paratrooper interactions, has facilitated convergence on an acceptable formation spacing with an acceptable interaction probability (less than 2 percent at a spacing of 28,000 feet between aircraft formation elements). A test plan is being developed by the USAF and USA to evaluate this spacing in early calendar year 1999. Some DOT&E concern still exists regarding the fidelity of the AFIT model and the quality of the data used to support the model. The Program Office and AMC/TE indicated that data from over 3,000 mannequin drops have been inputted; however, the majority of the data has been qualitative data collected via observation. Very limited vortex mapping data has been collected. An additional concern, discovered during recent testing, may also impact Strategic Brigade Airdrop. The apparent limited ability to perform simultaneous dual-row airdrops (release of two rows of cargo positioned side-by-side in the aircraft) necessitates a sequential release of certain sized pallets to prevent costly collisions of the cargo platforms in the air. The resultant effect is an increase in delivery time and required drop zone length. The overall effect on SBA execution time, if any, has yet to be determined.
The Program Office is developing a new TEMP which will address continuing flight tests, particularly the Follow-On Flight Test Program at Edwards AFB, and continued operational testing by the 33 FLTS at McGuire AFB. The current TEMP was approved in 1995 and contained substantial information on FOT&E, which is now nearing completion.
Challenges to developmental and operational flight-testing in 1999 include constraints to individual project budgets, test resources, and aircraft availability for test. Test requirements and associated costs will have to be scrutinized. Additionally, only a single dedicated aircraft exists for flight-testing. Requests for flight test time on operational aircraft are in stiff competition with high operational mission demands. These challenges may affect the amount of testing conducted for both aircraft modification and upgrade.
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