RAAF C-130J-30, flares
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The C-130 Hercules remains one of the longest-running aerospace manufacturing programs of all time. Since 1956, over 40 models and variants have served as the tactical airlift backbone for over 50 nations. The C-130J looks similar, but the number of changes almost makes it a new aircraft. Those changes also created issues; the program has been the focus of a great deal of controversy in America – and even of a full program restructuring in 2006. Some early concerns from critics were put to rest when the C-130J demonstrated in-theater performance on the front lines that was a major improvement over its C-130E/H predecessors. A valid follow-on question might be: does it break the bottleneck limitations that have hobbled a number of multi-billion dollar US Army vehicle development programs?
C-130J customers now include Australia, Britain, Canada, Denmark, India, Israel, Iraq, Italy, Kuwait, Norway, Oman, Qatar, South Korea, Tunisia, and the United States. American C-130J purchases are taking place under both annual budgets and supplemental wartime funding, in order to replace tactical transport and special forces fleets that are flying old aircraft and in dire need of major repairs. This DID FOCUS Article describes the C-130J, examines the bottleneck issue, covers global developments for the C-130J program, and looks at present and emerging competitors.
The (Private) Labors of Hercules: the C-130J Family
C-130J Hercules
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Most American planes rely on their huge home market as their base, then seek exports. The privately-developed C-130J “Super Hercules” was different. Australia, Britain, Denmark, and Italy were all ahead of the curve, and have been operating this heavily redesigned upgrade of the popular C-130 Hercules transport aircraft for several years. By the time the C-130J finally reached “initial operating capability” for the US military late in 2006, these faster-moving foreign customers were already banding together to create a common upgrade set for their serving fleets. A number of variants are currently flying in transport (C-130J), stretched transport (C-130J-30), aerial broadcaster (EC-130J), coast guard patrol (HC-130J), aerial tanker (KC-130J), special forces (MC-130J), and even hurricane hunter weather aircraft (WC-130J).
The C-130J looks a lot like its predecessors, except for the new 6-bladed Dowty propeller. In reality, a number of changes have been made to its construction and components, and its internal systems are almost wholly new. Unlike most defense programs, however, the C-130J was not a government contract. Lockheed Martin spent almost $1 billion of its own funds developing the update, then began selling it in the USA and abroad. Over 150 have been sold so far.
Super Hercules Promo
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The C-130J’s improvements are mostly clustered around 2 key characteristics: performance, and operational costs. Instead of Rolls Royce 4,600 shp T56 Series III turboprop engines, it uses lighter Rolls-Royce AE2100D3 engines coupled with a 6-blade Dowty R-391 propeller system made of composite materials. The overall system generates 29% more thrust, while increasing fuel efficiency by 15% and offering improved reliability and maintenance. Compared to the earlier production C-130E (note: there was an intermediate C-130H version, the C-130E is 1960s-era but many nations still operate them), maximum speed is up 21%, climb-to-altitude time is down 50%, cruising altitude is 40% higher, and range is about 40% longer.
The enhanced capacity of the “J” variant is especially noteworthy in hot and/or high altitude operations, where the new plane can deliver 40% better payload/range performance than earlier versions. US experience in places like Afghanistan and Iraq indicates that as many as 3 C-130H models may be required to do the job of 1 C-130J in these “hot and high” conditions.
C-130J Cockpit
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The C 130J only requires 3 crew members for most missions instead of 4, and avionics have been changed to incorporate more advanced capabilities into the night-vision-system compatible “glass cockpit” (computer screens, not dials) and heads-up display. A pair of mission computers and 2 backup bus interface units provide dual redundancy for the Hercules’ systems. Equally important, they host an integrated diagnostics system to assist with maintenance and help reduce long-term ownership costs.
The interior of the C-130J has also seen a number of improvements, simplifying and automating key cargo tasks. An automated airdrop system, for instance, delivers parachute loads more precisely. These kinds of additions have dropped the crew from 4 to 2 (pilot, co-pilot). In addition, innovations such as flip-over rollers allow loaders to reconfigure the cargo area for different loads in about 5 minutes rather than the traditional 25 minutes, getting planes out of airstrips quickly and maximizing overall loading/unloading efficiency during larger operations.
An optional aerial refueling system can extend the C-130J’s range significantly, while optional aerial refueling kits can convert the C-130J into an aerial tanker that can handle both helicopters and jets due to its range of flight speeds, and offloads fuel faster than previous KC-130 versions.
Finally, the C-130J Maintenance and Aircrew Training System (MATS) is designed to complement the C-130J, adding a high-tech simulation angle to both flying and maintenance training.
The worldwide fleet of C-130Js exceeded 355,000 flight hours As of August 3/07.
C-130J vs. C-130J-30
via CASR
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The stretched C-130J-30 adds 15 feet of fuselage length over its C-130J counterpart, most of which is placed forward of the wing as the plane stretches from 97’9″ (29.3 m) to 112’9″ (34.69 m). The extra cargo space allows it to add adds 2 standard pallets (to 8), 23 litters (to 97), 8 CDS bundles (to 24), 36 combat troops (to 128), or 28 paratroopers (to 92) over C-130H/J models, and the aircraft’s maximum weight increases by 9,000 pounds (to 164,000 pounds/ 74,393 kg), while maximum allowable cargo payload rises by a ton (to 44,000 pounds/ 19,958 kg).
In practice, maximum normal C-130J-30 payload is 2,000 pounds higher than the C-130J, but 500 pounds lower than the C-130H’s 36,500 pounds. Even so, the extra space comes in handy. C-130J-30s can carry 33% more pallets of equipment or supplies, 39% more combat troops, 31% more paratroopers, or 44% more aeromedical evacuation litters than previous unstretched Hercules versions. The stretched C-130J-30 also shares the C-130J’s ability to use much more of its theoretical cargo capacity in hot or high altitude environments than previous C-130 versions.
In exchange, the stretched C-130J-30 suffers a speed drop of 7 mph (410 mph at 22,000 feet) vs. the C-130J, a 2,000 foot lower ceiling (26,000 feet with full payload), and maximum range at full payload that falls by 115 miles to 1,956 miles. It does outshine the smaller C-130J when carrying only 35,000 pounds of cargo, however: its 2,417 miles is a 576 mile increase over the C-130J, and a 921 mile increase over the C-130H.
Note that except for maximum normal payload, all of the C-130J’s figures remain significantly better than the C-130H, with statistics of 366 mph at 22,000 feet, a 23,000 foot ceiling, and range at maximum normal payload of 1,208 miles.
Other C-130J variants, and roll-on kits in service, include:
As of January 2013, the USAF intends to buy 37 HC-130Js and 94 MC-130Js for special forces use.
KC-130J’s “gunslinger”
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These variants and kits give the C-130J an edge in the global market, and will help Lockheed Martin retain that edge as the 20-ton tactical transport market starts to get crowded in 2020 or so. The type’s strong Special Forces niche has already helped to close orders with export clients like India, who could easily have chosen additional orders of plane types already in its fleet (AN-32, IL-76). The second big edge for the platform is a related niche: multi-role armed transports that can deliver troops and supplies, then provide close-air support for counterinsurgency fights. The KC-130J’s Harvest HAWK kits, and C-130H-derived MC-130W Combat Talon, offer prospective customers an important set of clip-on capabilities that none of its major competitors (A400M, KC-390, MRTA) are even designing, let alone fielding.
Those “ecosystem strengths” are going to become more important in future. The C-130XJ, unveiled in December 2011 at the Credit Suisse aerospace and defense conference in New York, NY, may not offer enough savings by itself to prompt orders from target customers like South Africa. A cheaper base, plus existing modifications available on the market, is more appealing. Likewise, the C-130NG could sell among existing C-130J customers. By themselves, however, its changes might still leave the C-130′s performance lagging behind new jet-powered rivals like Embraer’s multinational KC-390 and HAL/Irkut’s MRTA, behind low-cost turboprop options like China’s Y-9 in price, and very much behind Airbus’ larger A400M in capacity. The existence of clip-on kits and proven specialty variants may have to sell it, especially if it, too, fails to resolve the biggest limitation in today’s medium tactical transport field…
The C-130J and the 20-ton Bottleneck
RAF C-130J & friends
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The C-130J offers a genuine improvement over past versions of the Hercules, especially in hot and/or high-altitude environments where all aircraft lose lift and carrying capacity. It has proven these capabilities during deployments to Iraq and Afghanistan, where its additional reserves of power have come in very handy on the front lines.
On the other hand, the ability to fit into tactical transports is a very common requirement and benchmark for ground systems, including armored personnel carriers. Billions have been spent on R&D for the wheeled Stryker armored vehicle family, and for the USA’s $160+ billion Future Combat Systems MGV armored vehicle family. Both vehicle families were sold as options that would fit into US tactical transports, in order to meet the military’s timeframe goals for deploying units to crisis situations. Both projects failed to meet their goals after spending billions in R&D, leaving the USA’s expensive C-17 fleet overworked, and achievement of the USA’s strategic deployability goals unlikely.
Unlike the pending Airbus A400M, therefore, which offers a larger interior and a 33-35 ton vehicle capacity, the C-130J doesn’t solve the sub-survivable 20-ton armored vehicle limit that has stymied multiple US armored vehicle programs. As such, it represents an improvement that fails to address US tactical airlift’s key bottleneck limitation. Meanwhile, reports from the USAF indicate that C-130Js are often flying with very little weight and/or small cargo, because the demands of counterinsurgency airlift lead to more and smaller requests from a number of front line sources.
The C-130J thus finds itself in the odd position of offering capabilities that are both too great for many tactical needs, while being too small to meet important American strategic goals. Special Forces are also worried that future air defense threats will make the C-130 a non-survivable option for future gunship and insertion roles.
A400M
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That’s the bad news. On the other hand, its major competitor the Airbus A400M went through major delays and contract re-negotiation in System Design & Development, and will have a production backlog of 192 aircraft once deliveries begin in 2013 or so. Future competitors like the Indo-Russian MRTA, and Embraer’s multinational KC-390 are currently in even earlier R&D stages. Which means that any nations needing to replenish a 20+ ton tactical airlift fleet any time soon are limited to a choice of buying the C-130J, or purchasing old designs like Russian AN-12 or Chinese Y-8 aircraft.
As the A400M becomes available, and the 20-ton segment begins to crowd with new offerings, the C-130J will face a very different competitive environment. Without major American C-130J buys, or establishment of the C-130J as a market leader in key segments like Special Operations, recouping its $1 billion investment would have been challenging for Lockheed Martin. Fortunately for the firm, they’ve made considerable progress toward both of these goals.
Turbulent Flight: The C-130J Program
WC-130Js
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The privately-developed Hercules variant has been the subject of heavy criticism and a 2005 near-death budget experience, followed by its reinstatement by Defense Secretary Rumsfeld on the stated grounds that canceling the contract would be almost as expensive as completing it – though a later government report established that its cancellation costs were wildly overstated.
In order to comply with the FY 2006 National Defense Authorization Act, however, Air Force Print News reports that the C-130J contract was converted from the existing commercial item procurement to a traditional military procurement in FY 2006. In technical terms, it was converted from a Federal Acquisition Regulation Part 12 to a FAR Part 15 contract, which includes much more extensive Congressional oversight and cost reporting requirements. In bottom line terms, this involved repricing 39 aircraft, resulting in net savings anywhere from $170-245 million (reports vary). Under the restructured contract, the Air Force said Lockheed will cut the program cost by 8% for the remaining 26 Air Force C-130Js and nearly 12% for 13 Marine KC-130Js.
The Wall Street Journal noted this as a decision by Lockheed to cut its profit margins on the plane, after investing $1 billion in private funds to develop it. Lockheed spokesman Tom Jurkowsky was quoted as saying that “national defense outweighs the continued recovery of funds we invested in its development.” It’s widely suspected in reports from Associated Press et. al. that direct criticism of the FAR Part 12 contract by Sen. John McCain [R-AZ] played a role as well.
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Since FY 2006, American C-130J orders have continued, and the aircraft has continued to expand its export successes as well. C-130J aircraft are now flown and/or under contract by the USAF and Air National Guard, US Marines, and US Coast Guard; and by Australia, Britain, Canada, Denmark, India, Israel, Italy, Iraq, Kuwait, Norway, Oman, Qatar, South Korea, and Tunisia.
According to official Pentagon documents, the C-130J’s past and planned American budget breakdowns include:
Note that each year’s procurement budget almost always includes advance “long-lead time material” orders for the next fiscal year. That way, once the main contract is issued, construction isn’t delayed by long waits for predictable items.
Contracts and Key Events
C-130J: SIGINT roll-on
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The USA’s JMATS contracts for C-130J simulators and training are a critical but separate component, and are covered in their own article. International customers aren’t part of JMATS, so their arrangements may be covered here.
DID has covered C-130J buys in Canada, India, Israel, Iraq, and Norway; and the UAE’s potential buy, as dedicated articles. Important milestones from those purchases may also appear here.
DID also has a separate article covering training and simulators, under the MATS, JMATS, and JMATS-II programs.
Unless otherwise noted, all contracts are issued by the Headquarters Air Force Material Command (AFMC) in Wright Patterson AFB, OH; and the contractor is Lockheed Martin Corporation in Marietta, GA. Note that coverage is complete only from Jan 1/06 forward.
FY 2013
US order; Saudi request; DOT&E report.
Saudi C-130
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June 10/13: Libya. The US DSCA announces the new government of Libya’s official export request [PDF] for 2 stretched C-130J-30 aircraft, 10 Rolls Royce AE 2100D3 engines (8 installed and 2 spares), aircraft modifications, Government Furnished Equipment (including radios), support and test equipment, personnel training package, and a 3-year package for other forms of US Government and contractor support. Libya would would join their neighbor Tunisia as a C-130J-30 customer.
The DSCA request cites “a mix of legacy C-130s” in operation, but pre-revolution reports weren’t clear on their airworthiness, and it’s unclear if the new government has working C-130s to fly alongside its (former Air Libya) BAe-146. The estimated cost for the 2 stretched C-130Js is $588 million, which is a tremendous amount, but they’ll need to build up the associated infrastructure from a very damaged base. The scale of the support is made clear by the request. A USAF logistics specialist will help Libya establish supply systems for flight operations, supply management, inventory control, and documentation procedures. At the same time, 4 contracted Field Service Representatives (FSR) and 1 Logistics Support Representative (LSR) will need to have expertise in airframe, avionics/electrical systems, propulsion systems, ground maintenance systems, and logistics support. As expected, Lockheed Martin is the prime contractor.
Libya has been making a number of announcements about rebuilding its air force, and favoring countries that helped them during the war. It’s hard to give much credit to reports that the country will be buying both Rafale and Eurofighter jets in the near future, though one understands why they might want to repay France and Britain in some way. Meanwhile, transport is a higher priority for a large country with lots of hostile terrain, and a weak central government.
DSCA Libya: 2 C-130J-30
April 29/13: Iraq. Lockheed Martin announces that it has ferried Iraqi C-130J-30s #4-6 to the USAF, as an interim step in delivering them to Iraq. Once the planes arrive in Iraq, they will complete the order, though the contract itself will continue with support services. Lockheed Martin.
Iraq C-130J-30s all delivered
April 4/13: Tunisia. Lockheed Martin announces that they’ve delivered the 1st of 2 stretched C-130J-30 Super Hercules to the Republic of Tunisia, marking the first delivery to an African country.
Tunisia currently operates a fleet of C-130Hs and C-130Bs, but they were bought in the mid-1980s. Lockheed Martin’s 2010 contract involved 2 planes between 2013 – 2014, plus training and an initial 3 years of logistics support. The Tunisian government fell in the meantime, but the new government still needs the planes.
Feb 22/13: Engines. Rolls Royce in Indianapolis, ID receives a $16.8 million modification to a previously awarded indefinite-delivery/ indefinite-quantity contract for more additional power-by-the-hour work in support of the USMC’s KC-130Js.
Work will be performed in Indianapolis, IN, and is expected to be complete in July 2013. Funds will be committed by individual delivery orders, as needed. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-09-D-0020).
Jan 17/13: DOT&E testing. The Pentagon releases the FY 2012 Annual Report from its Office of the Director, Operational Test & Evaluation (DOT&E). The report covers the C-130J platform generally, as well as the HC/MC-130J special forces variants.
The biggest take-away is that the USAF is scrapping plans to field the Block 7.0 upgrade, or incorporate the set into the production line. Block 7.0 has been experiencing delays, and is expected to enter test & evaluation in early 2013, but the results will probably just be used to plan the USAF’s Block Upgrade 8.1.
On the bright side, the C-130J family’s DTADS maintenance support system is a “significant improvement” in multiple areas, but the Windows XP operating system means it can’t connect to government networks. Windows 7 is apparently the minimum.
With respect to the special forces platforms, the HC/MC-130J got a preliminary rating of being as good or better than previous variants, and availability/ maintenance rates were also improvements (vid. Nov 1/12 entry). Key strengths include better takeoffs from short or unimproved runways, expanding the flight envelope for aerial refueling, and improved cargo loading and unloading features. Despite that latter assessment, airdrops create very high workloads and head-down time for the pilot monitoring the drops. The new HC/MC-130Js may also have to do some retrofits to add standard search and rescue equipment: flare launcher tubes, large forward scanner windows, additional oxygen regulators, and intercom panels.
Survivability and situational awareness were another area mentioned, though the specific survivability issue wasn’t detailed. With respect to situational awareness, pilots would like a tactical datalink such as Link 16, so they’re more aware of what’s around them. Inside, the loadmasters want more control over cargo lighting, especially since the night vision lighting is a bit problematic for covert operations. On an audible level, the loadmasters want the intercom system to transmit system tones for diagnostic or defensive system alerts.
Jan 16/13: India support. Rolls Royce Corp. in Indianapolis, IN receives a $6.7 million contract modification for Power by the Hour support to the IAF’s C-130Js.
Work will be performed at Hindan Air Station in New Delhi, India, and is expected to be complete by Jan 30/13. The AFLCMC/WLKCB at Robins AFB, GA manages the contract on behalf of their FMS client (FA8504-07-D-0001-0501-09).
Aug 6/12: Made in India. The Hindu reports that the offset program has begun to bear fruit, with some components now made in India:
“The latest feather in the Tata cap is that certain critical components for the C-130 are now being ‘Made in India’… on the outskirts of Hyderabad. That is the promise held out by Tata Lockheed Martin Aerostructures Ltd., (TLMAL), a joint venture between Tata Advanced Systems and Lockheed Martin. The Friday gone by was a landmark day with TLMAL delivering the first C-130 Center Wing Box (CWB) to Lockheed.”
Nov 9/12: Saudi Arabia The US DSCA announces [PDF] Saudi Arabia’s DSCA request for up to 25 C-130J family aircraft, in a deal that could be worth up to $6.7 billion once a contract is negotiated.
The RSAF currently operates 30 C-130H medium transport aircraft, and another 7 KC-130H aerial refueling tankers with secondary transport capabilities. External engine fleet and depth maintenance contracts take care of them, but as the hours pile up, replacement looms. The Saudis would replace their fleet with just 20 stretched C-130J-30s, and another 5 KC-130Js. On the other hand, the stretched planes offer more room, and the C-130J’s extra power makes a big difference to real cargo capacity in Saudi Arabia’s lift-stealing heat. The request includes:
20 C-130J-30 stretched transports
5 KC-130J aerial tankers, which could be armed in future
120 Rolls Royce AE2100D3 Engines (100 installed and 20 spares)
25 MIDS-LVT Link-16 systems
Plus support equipment, spare and repair parts, personnel training and training equipment, publications and technical data, and U.S. Government and contractor support.
The prime contractors will be Lockheed-Martin in Bethesda, MD (C-130Js); General Electric Aviation Systems in Sterling, VA; and Rolls Royce Corporation in Indianapolis, IN (engines). Implementation of this sale will require the assignment of U.S. Government and contractor representatives to the Kingdom of Saudi Arabia for delivery, system checkout, and logistics support for an undetermined period of time.
Saudi Request: 25
Nov 1/12: MC/HC-130J. Lockheed Martin announces that their HC-130J Combat King II and MC-130J Commando II special operations planes have been formally certified as “Effective, Suitable and Mission Capable” by the USAF’s Operational Test and Evaluation Center.
Oct 23/12: 13 more. An $889.5 million contract modification for the USA’s FY 2012 production aircraft buy of 13 planes: 7 MC-130J CSAR planes and 4 HC-130J Commando IIs for SOCOM, 1 KC-130J for the USMC, and 1 USAF C-130J production aircraft.
Work will be performed in Marietta, GA, and run to July 31/15 (FA8625-11-C-6597, PO 0139).
FY 2012 main buy
FY 2012
Israel buys #3/9; USCG buys 3; Senior Scout SIGINT kit; India’s follow-on request for 6 more; Mexican request; C-130XJ, C-130NG, and SC-130J “Sea Hercules” concepts unveiled; AC-130J gunship appears.
Norwegian C-130J
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Sept 28/12: A $218 million contract modification to buy 3 more US Coast Guard HC-130J Long Range Surveillance aircraft, which will bring the USCG fleet to 9, and add 2 more roll-on mission suites. The 3rd plane will get its mission equipment from a future contract, scheduled for FY 2013. By 2016, the Coast Guard plans to accept these aircraft and base them at Air Station Barbers Point, Hawaii.
The HC-130J’s special mission suite is comprised of a 2-person mission system operator station located behind the pilot and co-pilot, a belly-mounted 360-degree Seaspray 7500 long range search radar, nose-mounted day/night surveillance turret, and an advanced mission communications suite. Work will be performed in Marietta, GS, and Greenville, SC. The contract runs until May 31/16 (FA8625-11-C-6597, PO 0069).
The current Coast Guard C-130 LRS fleet includes 23 HC-130Hs, and 6 HC-130Js based at Air Station Elizabeth City, NC. The USCG’s HC-130Hs are running out of useful service life, and by 2027, the USCG is planning to have a uniform fleet of 22 HC-130Js. See also USCG | Lockheed Martin.
3 USCG HC-130Js
Sept 25/12: Mexico. The US DSCA announces [PDF] Mexico’s official request for 2 stretched C-130J-30 aircraft, 10 AE2100D3 engines (8 installed and 2 spares), aircraft modifications, communication equipment, other Government Furnished Equipment, spare and repair parts, support and test equipment and publications, personnel training and training equipment, and other US Government and contractor support. The estimated cost is up to $412 million, which is very expensive for 2 C-130Js, but there are a number of add-ons to consider, and actual cost will depend on contract negotiations.
The DSCA notice says that Mexico will use the planes as “Presidential support,” but local defense expert Inigo Guevara says that they’re mostly intended for regular defense use. The FAM’s existing tactical transport fleet of 7 old C-130E/K/Ls is reaching its limits, and the recent buy of 4 new C-27J Spartan light tactical transports replaced an original requirement for 5 used C-130H aircraft to upgrade that fleet. The 2 C-130J-30s offer a heavier-lift option with some C-27J engine and avionics compatibility. Guevara says that current requirements will eventually add another 2 Super Hercules transports, leaving a tactical transport fleet of 4 C-27Js and 4 C-130Js. Any VIP modules are likely to be “roll-on, roll-of” options. Guevara adds that:
“The Presidential fleet is getting a new aircraft in the form of a strategic transport (very likely a Boeing 787 Dreamliner), which will replace the current B757 and should arrive by 2016. It is apparently being acquired through a [full turnkey] wet lease.”
Mexico request: 2 C-130J-30s
Sept 21/12: The Air Force’s 19th Special Operation Squadron is retiring its MC-130E Combat Talon I simulator, and they are waiting for an MC-130J simulator to replace it. They do not quite seem to know what to do with it. Any takers? It would be quite the living room conversation piece.
Sept 10/12: Engines. Rolls Royce Corp. in Indianapolis, IN receives a $9.7 million indefinite-delivery/indefinite-quantity contract modification, to meet increased requirements for the USMC’s “power by the hour” per-engine support contract. Translation: the USMC is flying its KC-130J fleet for more hours than the contract had expected.
Work will be performed in Cherry Point, NC, and is expected to be complete in February 2013. All contract funds will expire at the end of the current fiscal year, on Sept 30/12. US Naval Air Systems Command in Patuxent River, MD manages the contract (N00019-09-D-0020).
Sept 5/12: Iraq. The 1st of 6 C-130J-30 Super Hercules for the Iraqi Air Force has completed its first flight, at Lockheed Martin’s Marietta, GA facility. Lockheed Martin.
Aug 30/12: Oman delivery. The 1st C-130J ordered by Oman is formally accepted by the country at a signing ceremony in Marietta. Lockheed Martin initially told DID that the delivery of this plane was likely to happen in early November, but the Sultanate sped up the process and flew its plane home on September 12. Lockheed Martin.
Aug 28/12: Sea Hercules? Defense News reports that Lockheed Martin is working on an SC-130J Sea Hercules modification. It’s designed as a $150 million alternative, to be developed in 3 stages. Stage 1 will involve roll-on/ bolt-on radar and electro-optical sensors, and accompanying processing workstations. Stage 2 would add wing-mounted surface attack weapons, along with upgraded workstations and weapon control systems. Stage 3 would be a full anti-submarine conversion, including sonobuoys, a magnetic anomaly detector boom, extra fuel pods, and 2 added bays for 6 Harpoon missiles.
Lockheed Martin reportedly says they expect to sign at least one contract “in North Africa”. Tunisia, who already has a contract for 2 C-130J-30s that was signed shortly before their revolution, could certainly use that capability. So could Britain, which has its own fleet of C-130s, but no maritime patrol planes since they retired the Nimrod fleets.
Lockheed Martin will have no shortage of competitors around the world. Established competitors include EADS’ CN-235 Persuader, C-295 MPA, ATR-42 MP, and ATR-72 ASW turboprops; and Embraer’s P-99 MP jet. On the development front, Boeing is starting to look at options beyond its P-8A Poseidon, because their customers are saying that they don’t need its full versatility, and find its $200 million price tag prohibitive. Bombardier’s Challenger 600 seems to be the target platform. There’s also some talk in Britain of adding maritime patrol capabilities to its Sentinel R1 ground surveillance jets, based on Bombardier’s Challenger. Saab has options are in development based on the Saab 2000 regional turboprop and Piaggio P-180 executive turboprop, and Russia has a unique offering in development based on its Beriev Be-200 amphibious aircraft.
Aug 8/12: Oman. Flight testing begins for the 1st of Oman’s 3 ordered C-130Js (1 C-130J-30, 2 C-130Js). Oman currently operates a fleet of 3 C-130Hs purchased in the early 1980s, and their first new Hercules is scheduled for delivery later in 2012. Lockheed Martin.
July 23/12: AC-130J. Production begins in Marietta, GA, but the gunship is actually built as an MC-130J Commando II. It will become an “AC-130J” (vid. Feb 19/12 contract) when it’s equipped with a “Precision Strike Package. When queried, Lockheed Martin representatives said that:
“The initial contract is to cross-deck the current MC-130W [DID: link added] equipment to the new AC-130Js. The PSP referenced here is a new package.”
AC-130J Initial Operating Capability is scheduled for 2015, and AFSOC expects to order 16. Lockheed Martin.
AC-130J begins
June 7/12: Norway request. The US DSCA announces [PDF] Norway’s formal request to buy 2 C-130J-30s equipped to the USAF baseline, 9 Rolls Royce AE2100-D3 Engines (8 installed and 1 spare), plus aircraft modifications for Norwegian specifications, Norwegian-compatible communication equipment and support, defensive countermeasure systems, other Government Furnished Equipment, tools and test equipment, publications and technical documentation, personnel training and training equipment, and other forms of US government & contractor support.
If a contract is signed, Norway’s C-130J-30 fleet will rise to 5 planes. The prime contractor will be Lockheed Martin in Marietta, GA, but the proposed sale won’t require any more representatives in Norway. The estimated cost is set at up to $300 million, however, which is about the cost of Norway’s first 4 planes (vid. Nov 7/07 entry). Actual amounts will depend on negotiations, but it looks like Norway is thinking about a significant support contract as well.
Norway request
June 4/12: Norway. Rolls Royce Corp. in Indianapolis, ID receives a $14.3 million (face value) firm-fixed-price contract to purchase spares, field services support and program management, return and repair support, and engineering services support for the Royal Norwegian Air Force’s C-130J fleet at Gardermoen AFB, Norway. Work is to be complete by Jan 31/14. The WR-ALC/GRBKB at Robins AFB, GA manages the contract, on behalf of its Norwegian client (FA8504-07-D-0001-0602).
May 8/12: Canada. The Royal Canadian Air Force formally accepts the 17th CC-130J Super Hercules at a Marietta, GA ceremony, completing the order placed in December 2007. Lockheed Martin.
Canada: all delivered
April 2/12: Engines. Rolls Royce Corp. in Indianapolis, IN receives a $25 million indefinite-delivery/ indefinite-quantity contract modification for contractor logistics support and technical engineering support of USMC KC-130Js’ AE2100-D3 turboprop engines, and R391 propellers.
Work will be performed in Indianapolis, IN, and is expected to be complete in February 2013. All funds will expire at the end of the current fiscal year, on Sept 30/12. US Naval Air Systems Command in Patuxent River, MD manages this contract (N00019-09-D-0020). Navy/USMC C-130Js fall under a separate engine maintenance agreement than the USAF – see also April 6/10, Feb 27/09 entries.
March 9/12: MC-130J “Commando II”. USAF officials announce that the MC-130J’s designation will change from “Combat Shadow II” to “Commando II”.
The 1st aircraft with that designation was the C-46, which flew missions “over the hump” from Burma to China in World War II, conducted covert missions during the Korean War, and flew many missions for the CIA’s “Air America”. Some still fly to this day, for civilian airlines in remote areas. Hopefully, the MC-130J won’t also be adopting the C-46′s reputation as a maintenance nightmare that was dangerous to fly on military operations. USAF.
March 15/12: Norway crash. Norway’s newest C-130J-30 crashes into Sweden’s Mount Kebnekaise at an altitude of almost 5,000 feet, during the international military exercise “Cold Response.” All 5 crew are killed, and the RNoAF is left with just 3 C-130J-30s. Read “Norway Renews Its Tactical Transport Fleet” for full coverage.
Crash
Feb 29/12: AC-130J, etc. A $70 million firm-fixed-price advance procurement contract, buying long-lead items for US AFSOC: 2 AC-130J gunships, 1 HC-130J “Combat King” Combat Search And Rescue, and 4 MC-130J “Combat Shadow” transport aircraft. This is the FY 2013 budget request, but long-lead materials to ensure on-time construction are always in the previous year’s budget.
The AC-130J is new, and hasn’t been talked about much. The current AC-130H “Spectre” and AC-130U “Spooky” gunships remain vulnerable to even light defenses like anti-aircraft cannons, and are often restricted to night flying. On the flip side, they offer unparalleled fire support volume and accuracy, up to and including 105mm howitzer fire, to help special forces and friendly troops out of jams. SOCOM’s heavy gunship fleet has seen predictably heavy usage in recent years, and needs replacement. The hanging question is what capabilities a full C-130J gunship option might have.
Work will be performed Marietta, GA, and is expected to be complete during calendar year 2016. The USAF/AFMC Aeronautical Systems Center at Wright-Patterson AFB, OH manages the contract (FA8625-11-C-6597, PO 0081).
Feb 22/12: Israel #3. Israel buys its 3rd C-130J-30, out of a formal October 2008 FMS request for up to 9 special forces capable planes. It does so by exercising a maximum $58.3 million firm-fixed-price option, on top of previous planning and advance long lead procurement funding (vid. April 8/11).
Work will be performed in Marietta, GA, and expected to be complete by Nov 30/14. The ASC/WLNN at Wright-Patterson AFB, OH is Israel’s Foreign Military Sales agent for these buys (FA8625-11-C-6597, PO 0085).
Israel: 1 C-130J-30
Feb 22/12: Support. A $7.8 million firm-fixed-price contract for C-130J and HC/MC-130J spares for at Moody Air Force Base, GA. Work will be performed in Marietta, GA, and the contract runs through Dec 31/13. USAF AMC’s Aeronautical Systems Center at Wright-Patterson AFB, OH manages the contract (FA8625-11-C-6597, PO 0085).
Feb 22/12: Engines. Rolls Royce Corp. in Indianapolis, IN receives a $45.2 million indefinite-delivery/ indefinite-quantity contract modification, exercising an option for AE-2100D3 turboprop engine and R-391 propeller contractor logistics and technical engineering services, for the USMC’s KC-130Js.
Funds will be committed only as services are needed, and work will be performed in Indianapolis, IN until February 2013. US Naval Air Systems Command in Patuxent River, MD manages this contract (N00019-09-D-0020).
Feb 16/12: #250. The 250th C-130J Super Hercules variant ever built is delivered to Dyess Air Force Base, TX. It’s the 15th of 28 planes that will ultimately be delivered to Dyess AFB by 2013.
To put that in perspective, a Jan 30/11 MC-130J delivery to US Special Operations Command marked the 2,400th C-130 delivered, of all types, since production began. Lockheed Martin.
#250
Jan 31/12: Engines. Rolls-Royce Corp. in Indianapolis, IN receives a $112.2 million firm-fixed-price, requirements type contract, exercising Option V/ Year 6 of the C-130J’s AE2100D3 engine and R-391 propeller support contract. That includes logistics support, program management support, engineering, spares and technical data are included.
Work will be performed in Indianapolis, IN until Jan 31/13. The Warner Robbins Air Logistics Center at Robins AFB, GA manages this contract (FA8504-07-D-0001, #0600).
Jan 31/12: Support. Lockheed Martin in Marietta, GA receives a $63 million firm-fixed-price, fixed-price-award-fee, time-and-material, and cost-plus-fixed-fee contract to support systems unique to the C-130J. Their work will include logistics support, program management support, engineering services, repairs, spares and technical data.
Work will be performed in Marietta, GA until Jan 31/14. The Warner Robbins Air Logistics Center at Robins AFB, GA manages this contract (FA8504-06-D-0001, PO 0020; Delivery order 0700).
Jan 31/12: Norway. Lockheed Martin in Marietta, GA receives a $7.8 million firm-fixed-price, time-and-material contract for spares, field support representatives, program management, return and repair support, and engineering services from the Royal Norwegian Air Force, to support their new 4-plane C-130J fleet.
Work will be performed in Marietta, GA until Jan 31/14. The Warner Robbins Air Logistics Center at Robins AFB, GA manages this contract (FA8504-06-D-0001, #0606).
Dec 28/11: Support. An $8.5 million indefinite-delivery/ indefinite-quantity contract for spares and material in support of the USMC’s KC-130Js. Funds will be obligated by individual delivery orders as they are issued. Work will be performed in Marietta, GA, and is expected to be complete in December 2013. US NAVAIR manages this contract (N00019-09-D-0015).
Dec 13/11: Engines. A $10.6 million firm-fixed-price contract for 9 spare C-130J quick change engine assemblies, under the terms of the Fiscal Year Orientation Committee IV contract. The units are a split buy: 5 units for the U.S. Air Force; and 4 as a Foreign Military Sales effort for Kuwait (q.v. May 27/10, July 20/09 entries). Work will be performed in Marietta, GA, and is expected to be complete by Nov 28/14 (FA8625-11-C-6597, PO 0068).
Dec 7/11: SIGINT kit. Lockheed Martin delivers the USAF’s 4th Senior Scout containerized roll-on, roll-off signals intelligence (SIGINT) system. Senior Scout was 1st fielded in Operation Desert Storm (Iraq) in 1991, but the latest model is enhanced to be structurally compatible with the newest C-130J, adds updated system interfaces and technology enhancements, and offers better maintenance access. Lockheed Martin considers Senior Scout to be part of its DRAGON Shield series of modular ro-ro ISR offerings.
Acceptance testing is about to begin, and if all goes well, the USAF’s other 3 Senior Scouts will be converted to the same standard over the next 2 years. Lockheed Martin.
Dec 2/11: New variants. Flight International reports on Lockheed Martin EVP Ralph Heath’s presentation to the Credit Suisse aerospace and defense conference in New York. The presentation mentions 2 new variants: the stripped-down C-130XJ, without the automatic loading system and other niceties; and a more streamlined C-130NG concept aimed at the market beyond 2020.
Oct 27/11: India request. The US DSCA announces India’s official request to buy up to 6 more C-130Js, which would bring its fleet to 12. The previous May 25/07 request also asked for C-130J USAF baseline aircraft, but the order involved stretched C-130J-30s. It remains to be seen whether India will order more stretched C-130J-30s (likely), or 6 of the smaller C-130Js. The estimated cost is up to $1.2 billion.
Read “India Buys C-130J-30 Hercules for Special Forces” for full coverage.
India request
FY 2011
Israel buys #2; MATS II training contract; Block 7.0 software contract; Australian software innovation; Oman’s request; Crashworthy seating; What India left out. Deliveries: 1st SOCOM HC-130J & MC-130J, Qatar’s 4; India’s induction.
MC-130J enhancements
(click for video)
Sept 29/11: 1st MC-130J delivered. Lockheed Martin delivers the 1st of 20 MC-130J Combat Shadow IIs to United States Air Force Special Operations Command (AFSOC), at Cannon Air Force Base, NM. Delivery had been scheduled for August.
While the HC-130J is the combat rescue model, the MC-130J is the standard special operations insertion and cargo plane. It’s also based on a KC-130J tanker, with the UARRSI boom refueling receptacle, Enhanced Service Life Wing, Enhanced Cargo Handling System, a surveillance and targeting turret, a combat systems operator station on the flight deck, and dual SATCOM. They’re more or less the same planes, actually, just with different roles, and different operators. Initial operational capability is planned for 2012. Lockheed Martin.
Sept 28/11: Qatar. Lockheed holds a delivery ceremony in Marietta, GA for Qatar’s 4 ordered C-130J-30s. Lockheed Martin | Arabian Aerospace.
Qatar – full delivery
Sept 24/11: 1st HC-130J delivered. US Air Combat Command officials receive their 1st HC-130J Combat King II, at Davis-Monthan AFB in Tucson, AZ. Delivery had been scheduled for August.
The new HC-130J will be flown by the testing squadron, then members of the 79th Rescue Squadron will complete the 8 months of training needed to fly and operate the new model. USAF officials expect HC-130Js to begin regular duty at the base in early 2013. USAF | Lockheed Martin.
Sept 16/11: Engines. Rolls Royce Corp. in Indianapolis, IN receives an indefinite-delivery/indefinite-quantity contract modification to increase the ceiling on engine support contract line items for the KC-130J fleet. They include power by the hour, which pays a fixed fee per engine flight hours, and spares. The KC-130J fleet are triple-role aircraft: cargo, aerial refueling, and on-call strike aircraft (with the Harvest Hawk roll-on kit).
Work will be performed in Cherry Point, NC, and is expected to be complete in February 2012. No funding is being committed at time of award, but it’s available if needed. US Naval Air Systems Command in Patuxent River, MD manages this contract, as the KC-130Js are USMC birds (N00019-09-D-0020).
July 11/11: A not to exceed $89 million firm-fixed-price contract modification commits FY 2011 Congressionally-mandated advance procurement funding for 9 C-130J family planes: 1 USAF stretched C-130J-30 aircraft, and 8 US SOCOM HC-130J/ MC-130Js.
These 9 planes will receive their main orders in FY 2012, but advance ordering ensures that manufacturing can start when that order does come in (FA8625-11-C-6597 PO 0029).
May 2/11: Qatar. The 1st of 4 Qatar Emiri Air Force C-130J-30s has completed production at the Lockheed Martin facility in Marietta, GA. It would make its first flight on June 8th. See also Oct 7/08 entry. Lockheed Martin re: rollout, 1st flight.
April 8/11: Israel #2 & 3. Israel exercises $76.2 million in fixed-price not-to-exceed (NTE) options to buy a 2nd C-130J-30 aircraft, and begin planning and advance long lead procurement for the 3rd Israeli aircraft.
This unfinalized contract also includes recurring in-line production modifications for the 2nd aircraft to include but not limited to the following: Block 6X Operational Flight Program (July 30/08 DSCA cited Block 7.0, looks like Israel-specific mods), enhanced service life wing, 2 embedded Global Positioning System Inertial Navigation System Embedded Module IVs with Precise Positioning System and GAS-1 controlled radiation pattern antenna, and a UARRSI receptacle on top of the plane to accept aerial refueling booms. The 657th AESS at Wright-Patterson Air Force Base, OH manages the contract (FA8625-11-C-6597). Lockheed Martin release.
Israel: 1 C-130J-30
April 5/11: MC-130J i3. A $21.4 million contract modification for MC-130J increment 3, to develop 1 trial kit installation, and perform developmental tests of this capability on 1 MC-130J increment 2 aircraft. The overall scope of this effort is to add the C-130J Block 7.0 software upgrades, and “a special mission processor capability that