C130 Hercules

Operators Eye C-130 Center Wing Box Options

Oct 7, 2009

Lee Ann Tegtmeier

Operators of mature C-130 Hercules have three good options for upgrading the aircraft's center wing box, the high-stress area where wings, empennage and landing gear meet. The first option is refurbishing the wing, the second option is installing a new standard wing and the third option is installing the enhanced service life wing, which flies on new C-130J models. Each choice extends the Hercules' service lives, at different costs.

About 1,500 C-130s operate in 72 countries, and of these, only 180 are J models, says Jim Grant, Lockheed Martin VP of air mobility. The bulk of them are B, E and H models with service life remaining. "We see customers operating them at least 30 years, across the customer base," with some more than 40 years, he says. That equates to about 25,000 hours equivalent service life, depending on how the aircraft fly.

With defense budgets getting smaller, many military operators want to lengthen the lives of their C-130s but face fatigue issues with the center wing box. Refurbishing or replacing the center wing box is a good way to do that. The lead time for new Lockheed Martin wings can be 28-30 months, so some operators want an option sooner, and for less cost.

Option One

TIMCO Aviation Services, MacAulay-Brown and Kellstrom developed a rehabilitation solution for C-130 center wing boxes (CWB) to restore them to "zero time," based on replacing more than 90% of parts with ones with the Lockheed Martin hologram. All of the CWB's critical structural components, including spars, wing planks and rainbow fittings, are new, says Ray Hauck, TIMCO SVP military business development. This solution is particularly designed for C-130B, E and H models and costs around $5 million to $6 million, with the functional check flight.

The zero-time CWB solution takes advantage of TIMCO's C-130 experience, which includes completing 123 CWB and programmed depot maintenance visits since the 1980s, when the MRO could concurrently refurbish the CWB and finish a PDM in 132 calendar days, from landing to takeoff. The U.S. Coast Guard is a current C-130 PDM customer and also is having TIMCO complete progressive structural inspection baseline work on some aircraft. TIMCO has completed heavy maintenance on C-130s from countries such as Bolivia and Ecuador, as well as for a few customers flying the C-130 commercial variant.

The TIMCO team's refurbished CWB package, including the new or refurbished wing, attaching hardware and new structural vertical beams, gives operators an airplane that can fly another five to 20 years, depending on what type of wing was installed.

TIMCO completes the project within 4/1000ths of an inch tolerance. "We've perfected this over the years" and have a very regimented work process flow detailing every task and tolerance, says Hauck. "That way you make schedule, you bring the quality to the table that needs to be there, and you keep your costs down."

The final steps TIMCO takes to insert new wings are similarly exacting, Hauck says: "You get the existing structure nailed in so nothing can move. You slide it in to make sure the alignment's perfect, then you change one beam at a time," precisely replacing the old with the new, "until your alignment is still dead on."

TIMCO has two "seed boxes" and wing panels ready to go for a customer interested in a refurbished CWB.

Grant says Lockheed looked at a refurbished option for customers with end-of-life CWBs but decided to stick to replacing them with new versions.

Option Two

Lockheed Martin makes a new center wing box kit, which takes the OEM about five months to create, but the lead time for it is 28-30 months, according to Grant. Lockheed Martin has delivered 13 standard center wing box kits to the U.S. Air Force, its sole customer so far, and has 51 on order, he says. However, Lockheed Martin has discussed the CWB kit with L100 (the commercial, legacy version of the C-130) operators as well as a number of international customers, "but we haven't closed on those yet," says Grant.

The U.S. Air Force is installing standard center wing boxes, which have a service life of 38,000 equivalent base hours, on HC-130N, HC-130P, EC-130H and C-130H (FY74 and older), according to Jeff Huggett, C-130 modification chief and C-130 CWR program manager for 560 ACSS/GFLB at Robins AFB. Robins AFB receives a center wing box from Lockheed Martin every two to three weeks, and there have been no delivery delays, he says. It takes about five months to install the kit.

To maintain original manufacturing tolerances, Robins' 402nd Maintenance Wing uses traditional optics and modern laser trackers. Precision optical alignment occurs multiple times during the replacement process. Engineers use extensive shoring and fixtures to level and restrain aircraft for the center wing box modification; fixtures around the aircraft were recapitalized from a similar replacement program that took place during the 1990s, Huggett notes. The unit also developed tooling, shop aids, work stands and processes to ensure a repeatable process, he says.

Third Option

The enhanced service life wing on the C-130Js have two to three times the life span of previous models because of better structural support, including more robust stringers, upper and lower rainbow fittings and engine mounts. Huggett says the enhanced service life wing box is designed to serve as a form, fit and function replacement, although its installation requires some plumbing and wire routing modifications. It also costs about $300,000 more than the standard center wing box.

The U.S. Air Force is installing the enhanced center wing box on special mission aircraft with more difficult mission flight profiles. These include MC-130H, AC-130U and C-130H (FY78 and newer). So far, Lockheed has delivered seven ESL kits but has 37 on order.

Lockheed Martin's Grant says the international community is looking at how to bundle CNS/ATM avionics upgrades with a CWB replacement, particularly for C-130H customers who want to fly their aircraft another 20 years. Operators considering this substantial avionics investment most likely would upgrade their center wing box simultaneously, believes Grant. "Because the center wing box lead time is in the 28-30 month range, the avionics could clearly be done in that time period, as well," he says.

Grant thinks the enhanced wing is a particularly good investment for H models, some of which have been flying at high operations tempo in Iraq or Afghanistan, "so they're flying ahead of where they thought they'd be."


Hercules operators may refurbish or replace this high-stress area of the aircraft.

USAF Sees New C-130 AMP Competition

Jan 19, 2010



By Amy Butler
Washington


In the latest chapter of the on-again, off-again U.S. Air Force program to upgrade avionics on the C-130 airlifter fleet, service officials say the once-dead project is now funded and will move forward.

The Air Force says it has not yet ironed out a procurement strategy, but industry officials suggest the program will go ahead with a competition to build kits. Last month, a contest to manufacture C-130 Avionics Modernization Program (AMP) kits was quashed. The Air Force said the “government will readdress the [issue] once a way forward for the AMP program has been determined.”

This reversal was brought about at the direction of the Office of the Secretary of Defense (OSD), leading up to the Fiscal 2011 budget release on Feb. 1. The Air Force had pushed for reduced C-130 AMP funding, while the civilian leadership in OSD put it back into the budget.

This bill could put the squeeze on other Air Force budgeting priorities such as the KC-X tanker competition, F-35 and planned new starts for a Long-Range Strike (or bomber) aircraft and a Space-Based Space Surveillance satellite system.

The funding decision is forcing the Air Force to rethink its procurement strategy for the cockpit upgrade kits. These are needed to ensure that the C-130 has proper CNS/ATM (communications, navigation and surveillance/air traffic management) equipment required to gain access to preferred routes in dense airspace. And, the new direction for C-130 AMP is merely the latest chapter in the project’s complex history.

The competition to build the kits was forged in the wake of the scandal that landed Boeing’s former chief financial officer, Michael Sears, and top Air Force procurement official, Darleen Druyun, in jail after they admitted to conducting illegal job talks. Druyun acknowledged that while she was still at the Air Force, she unfairly steered contracts to Boeing (her future employer). These included the development of the C-130 AMP kit.

Following her admission, the Government Accountability Office recommended that the Air Force recompete the full-rate production of AMP kits. Recompeting the development phase was found to be disadvantageous to taxpayers because Boeing had already conducted three years of work on its contract. The program’s estimated value is $5.8 billion.

In 2005, the effort was descoped and the number of airframes was reduced to 222 (221 after an aircraft loss) from more than 500 aircraft.

Against this backdrop, Gen. Norton Schwartz, Air Force chief of staff, said the C-130 AMP was under review during the Fiscal 2011 budget discussions last fall, and the AMP price tag was a worry—an indication that the program was in trouble.

Industry officials at multiple companies now assert that a restructured competition is forthcoming. They say the Air Force will conduct a new competition to downselect to a single contractor for production of AMP kits. The earlier solicitation was expected to identify two possible candidate contractors. Losers in the original AMP contest—Lockheed Martin, L-3 Communications and BAE Systems—are likely players. Lockheed Martin—which manufactures the C-130 and was considered the front-runner in the development competition that Boeing won—is eager to enter the fray, whether it is for “installs or an alternative approach to the need for CNS/ATM. As the C-130 manufacturer, we consider ourselves to be ideally qualified to provide that solution,” says Jim Grant, vice president for air mobility programs.

The single company selected from the forthcoming competition will then be pitted in a shootout with Boeing to see which can offer the best option, say industry officials.

Boeing says that since the 2005 revamp, it has been on schedule and budget in developing the AMP kits. Flight testing has finished, and the third C-130 to receive the AMP modification is slated for arrival at an Air Force facility in Little Rock, Ark., in preparation for training. Certification of Boeing’s kit awaits final approval from the government.

The C-130 AMP was initiated to modernize, standardize and reduce total ownership costs for the United States Air Force C-130 fleet, including specialized versions in service with the Air Force Special Operations Command (AFSOC). It consolidates 13 Mission Design Series into one common core avionics suite with five mission families: One for Combat Delivery, which constitutes the majority of the C-130 fleet, and four for the unique Special Operations mission requirements.
The central element of Boeing's AMP configuration is Communication, Navigation, Surveillance/Air Traffic Management compliance, without which the C-130 fleet would be prohibited from certain worldwide air-navigation routes. An upgraded, common fleet offers dramatic life cycle cost benefits including greater reliability, simplified fleet-wide training, and a flexible architecture designed to reduce crew size and accommodate future technology insertion.

Boeing is expected to provide the AMP modifications and upgrades to 222 USAF C-130 transport aircraft.

The C-130 AMP
Modern Digital Glass Cockpit featuring six 6x8 Multi-Function Displays (MFDs), pilot and co-pilot wide field of view Head Up Displays (HUDs), two Communication and Navigation Control Panels (CNCPs), and Night Vision Imaging System (NVIS) compliance
Open System Architecture that is both modular and net ready. This permits reduction in crew size through elimination of the navigator, while allowing for the addition of future capabilities
Performance Based Contractor Logistics Support that employs Integrated Vehicle Health Management; establishing a fleet-wide integrated training approach and implementing a common spares base. Boeing's support approach makes the C-130 fleet more available and more affordable to operate.
Prepares the C-130 for another 30 years of service - Boeing's AMP ensures the affordable long-term combat relevance of today s C-130 fleet.
Program Milestones
Boeing awarded AMP contract June 2001
First preliminary design review November 2003
First critical design review June 2004
First aircraft received January 2005
First flight AMP 1 (H2) September 2006
Second aircraft received April 2005
First flight AMP 2 (H2.5) March 2007
Third aircraft received November 2007
Low Rate Initial Production 2009

C-130 Fleet Upgrade with New Goodrich Boltless Wheels and Carbon Brakes Will Benefit U.S. Air Force, International Operators

SINGAPORE AIRSHOW -- Goodrich Corporation (NYSE: GR) is rapidly accomplishing program objectives under its contract with the U.S. Air Force to upgrade the service's C-130 transport fleet with new boltless wheels and carbon brakes. Goodrich's Aircraft Wheels and Brakes team completed the critical design review 60 days after contract award. Goodrich is currently under contract to perform qualification activities, support flight testing, and provide retrofit equipment for the Air Force's C-130 fleet. Qualification activities are expected to be completed in the first quarter of 2011, followed by initial hardware deliveries to the Air Force.
The upgrade program is progressing rapidly in part because Goodrich performed much of the pre-work design and development activities prior to the contract award. Jeff Atkinson, director of military programs, Goodrich Aircraft Wheels and Brakes, said, "The Air Force required us to conduct extensive design and development testing of our candidate hardware prior to contract award in order to fully substantiate our proposal.
"Our C-130 carbon brakes are designed to last eight times longer and weigh 20 percent less than the current steel brakes, and a tire change using Goodrich's C-130 boltless wheel takes 80 percent less time than the current bolted wheel," continued Atkinson. "We are seeing strong international interest in the upgrade because of the significant weight and maintenance savings, and expect to begin international deliveries in late 2011. Our low-risk design and validation approach combined with advanced aircraft wheel and brake technologies will provide the worldwide C-130 community with significant performance, cost and maintainability benefits throughout the life of the fleet."
Goodrich DURACARB carbon braking systems provide lighter weight, longer life, higher performance and lower cost of ownership compared to steel braking systems. Goodrich boltless aircraft wheels employ a lock-ring design dramatically lowering maintenance time and cost, as well as parts count, when compared to traditional bolted aircraft wheels. Goodrich aircraft wheels and brakes are in service on more than 20,000 military, commercial, regional and business aircraft produced by aircraft manufacturers such as Airbus, Boeing, Bombardier, Cessna, Embraer, Lockheed Martin and Northrop Grumman.

The agreement secures the Rolls-Royce AE 2100 as the engine of choice for all variants of the C-130J to 2025. The engine agreement will service US Government and International contract requirements between 2014 and 2018.

Jeannot a écrit:Sauf votre respect mais je crois que pour le moteur nous y sommes déjà au 4500 cv avec 4591 pour le série III et 5250 pour le serie IV.

http://www.rolls-royce.com/defence/products/transporters/t56.jsp