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Aviation History
2003
2003 - 1205.PDF
i :i:x. UHFA/HF radios, as well as a Northrop electromechanical inertial navigation system and a single Rockwell Collins multifunction display, TAWS and TCAS. The aircraft's twin Rolls-Royce T56- 425 turboprops will remain, but will be fitted with the same eight-bladed Hamilton Sunstrand propellers being fitted to the C-2's sister-design, the E-2 Hawkeye. Goldberg says structural enhance ments will be carried out during full-scale depot maintenance and will include new wiring as well as repairs and enhancements. The North Island facility will perform all engineering oversight and production, while Northrop Grumman carries out fatigue tests, design and engineering. Meanwhile, the USAF's Lockheed C-5 Galaxy transport is receiving an avionics modernisation programme (AMP) and reliability enhancement/ re-engining programme (RERP) that will keep the aircraft operational until 2040. The AMP includes FMS, seven mul tifunction displays, an upgraded flight control system and autopilot. Other enhancements include an embedded global positioning system/I NS, EGPWS and TCAS. Honeywell pro vides the core processor and software partitions, but Lockheed Martin Aeronautics will provide the software to integrate the display units. The first software load was installed last December, and a second block is due to be flown next month. "We will be developing and testing additional blocks of software through year-end 2003, with verification testing to be done and concluded by third quarter 2004," says June Shrewsbury, vice- president strategic airlift, Lockheed Martin Aeronautics. "Four blocks are scheduled for development, with installation of the [final] software slated for the summer of next year." The production software will be installed on eight aircraft by 2005. If funding permits, 112 aircraft should receive the avionics package by 2007. The RERP will replace the 41,000lb-thrust (182kN) General Electric TF39-1C with the same company's CF6-80C2, derated from 60,000lb to 50,000lb-thrust to minimise life cycle costs. Along with better performance, the new engines will meet Stage III noise standards. Lockheed Martin has completed preliminary design, with the critical design phase to be completed in December. Engine installation will begin late next year, with the first flight scheduled for October 2005. A low- rate initial production decision will be made by 2006, with the actual number of aircraft to be retrofitted depending on available funding. Shrewsbury says 73 improvements targeting 53 areas of reliability enhancements have been defined. The major systems include fuel, hydraulic and electrical systems, as well as environmental/pneumatic, flight controls and landing gear. Also included will be an inspection of the keel beam and aft fuselage skins, with any necessary repairs. example, Jaguar A availability rose from 71% to 77% between 1997 and 2002. The SMA says that as a fleet such as the Jaguar approaches the end of its life, "we look at all the aircraft and decide which need the most repairs. These are then taken out of service and cannibalised so that all usable parts can be used as spares for the remaining aircraft in the fleet." Economies of scale are also achieved by working with the UK. The 70-odd Franco-German Transall CI60 transports are less of a success, how ever. The aircraft are 36 years old and must last at least another six years before they are replaced by Airbus Military A400Ms. Last year's report indicates the C160's availability dropped from 69% in 1997 to 55% in 2002 and annual maintenance costs are €180 million ($207 million). But Ascencio says: "The Transall does not pose any particular problems while awaiting the A400M." SIMMAD awards maintenance contracts on a competitive, pan-European basis. Last year it awarded the maintenance of AUSTRALIA F-111: a corrosive problem PETER LA FRANCHI / CANBE Within the Royal Australian Air Force, economic service life issues are a major focus, particularly for the General Dynamics F-111, Boeing F/A- 18 Hornet and Lockheed AP-3C Orion. RAAF F-111 maintenance and operating costs average A$1 billion ($644 million) a year, a major drain on limited Department of Defence funds. F-111 fleet flying hours have been dropping in the past five years, and are nearing half the total targeted in 1997. In October 2002, the Australian DoD reported a shortfall of 1,041 h against the targeted 3,600h after the fleet was grounded due to wing-cracking prob lems and an in-flight explosion in a fuel tank. The report also stated: "With the exception of the [BAE Systems] Hawk RRA and the [Lockheed Martin] C-130J, all air force aircraft have exhibited ageing factors that have resulted in increased inspections, repair, and fatigue and cor rosion management. Accordingly, support costs have risen and will con tinue to increase year by year." RAAF planning calls for the F-111 to remain in service until at least 2015-20, while the F/A-18 will continue until 2012-15. Revised studies of the effec tive service life of both types were ordered by the government last year, and the findings are due late next year or early 2005. But if the current F-111 availability trend continues, the type will face a major crisis as early as 2005-7. This has led to speculation about an CONTINUES ON P40 www.flightinternational.com FLIGHT INTERNATIONAL 20-26 MAY 2003 39
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