Major airlift changes in the offing

The ADF's recent high operational tempo has made the acquisition of a heavy airlifter a priority; the recent deployment to Pakistan simply underlined this.
The acquisition of C-17 heavy airlifters and major developments planned for medium airlift capabilities will provide the means for the future transport, support and mobility of the ADF's combined arms battle groups that are a feature of the recently released Defence Update 2005.

The 2005 Defence Update is succinct: 'While Australia naturally takes a close interest in its neighbourhood, Australian security interests are not defined by geography alone. Australia's position in the global community is extensive and complex.' It goes on to state that this country has many economic, political, trade, financial and cultural links around the world and that as a major trading nation we have a significant stake in the maintenance of a global order that underpins our ability to participate and trade within a global community.

Thus, as Australia retreats from the Defence of Australia-a concept that for years served to deny the Army the mobility, combat weight and network capabilities it is only now acquiring-with the expectation that current tempo of military and humanitarian deployments overseas will continue, consideration is now turning to the means to more effectively support the movement of troops and materiel on such missions, which has been problematic on occasion.

While transport of personnel and equipment of the 140 strong ADF medical team currently providing humanitarian aid to earthquake victims in Operation Pakistan Assist was effected by RAAF B707 and C-130 the transport of four Black Hawk helicopters for essential transport and support tasks was delayed due to the unavailability of heavy airlift aircraft.

Since the RAAF's airlift capabilities are limited to C-130 and B707 (with future support from the A330-based MRTT) there has been considerable reliance on chartered heavy airlifters through coalition allies or through commercial arrangements from companies such as Volga-Dnepr UK (An124) or Queensland-based Adagold which hires out Il-76s through Latvian firm Inversija. But Paul Caldwell (Australian Aviation) points out there have been airworthiness issues with chartered ex-Soviet heavy-lift aircraft that have seen some of them grounded temporarily in Australia and a ban imposed on Australian personnel travelling in them. He adds that this has seen classified equipment being carried without the oversight of Australian personnel.

Following an approach by the manufacturer earlier this year--the Future Heavy Airlifter post-2016 has been on the cards for years--Cabinet's National Security Committee considered the acquisition of a number of Boeing C-17s (four according to one report) and passed this back to Defence, presumably with some sort of a nod since the recently released Defence Update 2005 includes consideration of options for heavy airlift capabilities to supplement the medium-lift C-130J as a new initiative.

It is anticipated that this will translate into a major capital project for a heavy airlift capability, much earlier than originally anticipated, in the Defence Capability Plan 2006-2016. And we surmise that while lip-service will be paid to a competition between the Boeing C-17 and the Airbus A400M, project funding and schedule will be aligned to the C-17, with advantageous scores for early delivery and interoperability if not for cost estimated, at close to $2 billion for four aircraft and their support, a figure which may give Finance Minister Nick Minchin a bout of heartburn. Perhaps we will see the steamroller approach-exemplified in the Abrams purchase-adopted for this acquisition.

What is certain is that Defence will seek innovative ways and means to reduce the impact on the Defence budget of acquiring such an expensive aircraft through private financing initiatives, commercial lease-then-buy arrangements, or staggered outright purchase, with the last being the lowest cost option. There are suggestions that despite statements to the contrary from UK authorities, the RAAF might take over the four C-17s under lease to the Royal Air Force with the lease terms based on the residual. However it is extremely unlikely that the RAF, having paid heavily for depreciation on these aircraft would provide the RAAF with such a financially advantageous deal! The overall cost to the RAF of the seven-year lease and all support equipment for the four aircraft was £750m (AUD$1750m).

And no doubt the RAF's very positive experience with their C-17s operating out of Brize Norton will have strengthened the RAAF interest. In May 2000 it was announced that the RAF would lease four C-17s from Boeing for an initial seven years with an optional two-year extension. At this point the RAF would have the option to buy the aircraft or return them to Boeing.

The UK committed to upgrading the C-17s in line with the USAF so that in the event of them being returned to Boeing the USAF could adopt them. The first C-17 was delivered to the RAF at Boeing's Long Beach facility in May 2001 and flown to RAF Brize Norton by No 99 Squadron which had previously trained with USAF crews to gain competence on the type.

The RAF's fourth C-17 was delivered three months later and the RAF aircraft were some of the first to take advantage of the new centre wing fuel tank. The RAF declared itself delighted with the C-17 and reports began to emerge that they wished to retain the aircraft regardless of progress with the A400M. Although the C-17 fleet was to be a fallback for the A400M, the UK announced in July 2004 that they had elected to buy their four C-17s at the end of the lease, even though the A400M was moving towards production.

They have also placed a follow-on order for one aircraft, though there may be additional purchases later, especially if the A400M does not live up to expectations in operational use. While the A400M is described as a strategic airlifter, the C-17 gives the RAF true strategic capabilities that it would not wish to lose, for example a maximum payload of 77,000 kg compared to the Airbus' 37,000 kg.

No wonder the RAF like their C-17s, after the first year in service the four leased aircraft were operating at more than 200 per cent of their planned rate, flying just over twice the hours on which the support was modelled. Funding for support of the RAF fleet was modelled on a total of 3000 flying hours per full year but there were no additional lease costs associated with the increased level of flying.

Growing confidence in the aircraft and the continuing demonstration of its capabilities, have led to additional challenges. The introduction of defensive aids and an aero medical evacuation capability required familiarisation for armourers, aero medical teams and other support staff. This forward-looking approach proved extremely valuable as both capabilities became essential requirements for flights to Afghanistan and Iraq.

Without doubt the RAF would like to increase its C-17 fleet to at least 12 aircraft and the MoD has made some enquires about outright purchases in the future as well as extending its lease options.

In its reference to consideration being given to acquiring a heavy airlift capability, Defence Update 2005 notes that these would supplement the medium lift C-130 J Hercules aircraft. There was no reference to the 12 H-models, four of which have been equipped with EW self protection and for this reason have been used extensively on tactical operations with considerable impact on their fatigue life compared with the remaining eight aircraft.

But under the $25m Echidna Phase 2B contract Tenix Defence Aerospace Division is upgrading the EWSP on those four aircraft and will install EWSP on the remaining eight aircraft. The EW systems comprise the Elisra SPS-1000 RWR, the AAR-47V2 MAW and the ALE-47 CMDS.

This makes sense in the context of the last Defence Capability Plan (2004-2014) which under Air 8000 Phase 1 includes the proposed refurbishment of the H models to extend their LOT to 2020 with suggested funding of $450m-$600m. But this makes no sense in terms of the latest strategic outlook and the growing need for an airlift capability to match an army comprising readily-deployable highly mobile battle groups.

The new Defence Capability Plan may reflect the view that the H-model fleet should be run down not refurbished, with four aircraft being retained for Special Ops Forces and the carriage of their aircraft deployable boats. Based at Holsworthy, a logical approach would be for these tactical C-130Hs to be the last to be retired from service, thus enabling time for the development of a replacement flight operating C-130J-30s. Projects such as Air 5416 Phase 4B will provide the Electronic Warfare suite and Operational Flight Program 5.4 and its subsequent upgrades will progressively increase the J-30 capability for tactical operations.

As the H-model fleet is rundown so new J-30 models could be phased in. The standard C-130J has essentially the same dimensions as the C-130E/H but the J-30 (stretched version) which the RAAF acquired is 15 feet longer. With its 3,000 nautical mile range, increased speed, and air refuelling capability, it complements the C-5/C-17 airlift team. And no doubt the RAAF would prefer to have a medium airlift fleet comprising the one aircraft type as far as possible.

When the RAAF acquired their C-130J-30 fleet there were ongoing concerns about the type's operational capability. In mid-2004 the Pentagon's inspector general in a 34-page report substantiated the allegation that the C-130J aircraft did not meet contract specifications and therefore could not perform its operational mission. Naturally enough the USAF disagreed with these findings stating that Lockheed Martin was delivering contract-compliant C-130J aircraft, and that upgrades were necessary to meet DoD requirements.

An important step in improving the operational capabilities of the aircraft is the Block 5.4 software improvement to the operational fleet. The upgrade was designed to correct operational limitations present in C-130Js by enhancing the cargo-handling system, as well as advancing the aircraft's communication, navigation and identification systems. Recent (2005) testing of the upgrade by the USAF included formation flying, air drop events, traffic collision avoidance system tests, computer-based approach testing and the most comprehensive noise and vibration tests ever conducted on the C-130.

Prior to the upgrade, the C-130J had limited air drop capability releases with a 28,000-pound limit on the release of container delivery systems even though the maximum allowable weight is 42,000 pounds. A contract has now been let with Lockheed Martin and Australian Aerospace to install Block 5.4 in the RAAF fleet.

The RAAF has persevered with the J-30 model and it is understood that the operators are now very pleased with it. The type is currently serving in Iraq in place of the C-130Hs and presumably will continue to do so with the distinction we tend to acknowledge from our airmen almost as a matter of course.

Defence has been conducting an airlift requirements study which it is believed has considered the upgrade or replacement of the C-130Hs and has led to the decision to soldier on with the DHC-4 Caribous under AIR 5190 Phase 1A. This phase provided funds, in supplement of DMO base funding, to recover and sustain airworthiness and logistics support of the Caribou fleet until the 2010 PWD. To date Phase 1A funds have been used to address shortfalls in Caribou logistic and engineering support through improvement of deeper maintenance support, progressing of engineering tasks (both backlog and running system) and procurement of additional repairable items and spares that have adversely affected aircraft availability.

A through life support (TLS) contract for the type's avionics & aircraft systems has been developed, negotiated and implemented with Australian Aerospace for the Caribou weapon system. The TLS contract will remain active until the Caribou is withdrawn from service.

A new contract for the Caribou Propulsion System is being developed, with an anticipated date for contract signature of June 2006. This project will extend the operation of the Caribou to 2010, from the previously planned withdrawal date of 2002, providing funds to cover increased maintenance costs associated with supporting a 40 year-old aircraft, and to cover costs associated with sustainment of engines and other aircraft equipment. Funding was also utilised to replenish stocks of spares, which were previously deliberately drawn down in anticipation of the aircraft's withdrawal from service.

The Caribou aircraft currently performs both troop and cargo transport functions. The most cost-effective means of continuing to provide this light transport and tactical airlift capability for the ADF over the medium-long term is to extend the life of the ADF's Caribou aircraft until 2010. The acquisition of a replacement Light Tactical Airlift Capability (LTAC) will be considered as part of the AIR8000 review.

The ADF has 14 Caribou transport aircraft that provide the capability to operate from short airfields with rough or soft surfaces. This capability allows for the supply and resupply of combat forces in locations where larger aircraft are unable to operate due to the limited length or condition of the landing strip, and where rotary aircraft are either unavailable or not appropriate for the nature of the supply task.

By Tom Muir, Canberra