The C-5A and B are FINALLY getting some upgrades, bout diggity dang time!
<BLOCKQUOTE id=quote><font size=1 face="Verdana, Arial, Helvetica" id=quote>quote:<hr height=1 noshade id=quote>C5 Avionic and Engine Upgrades Rolling
Aviation Week & Space Technology
10/25/2004, page 39
David Hughes
Washington
New cockpit avionics allow aging transport to match capability of today's commercial jets
C-5 Upgrades Rolling
The effort to upgrade the fleet of C-5A and B models is gaining steam with completion earlier this month of the first C-5 to receive a new avionics system. The aircraft has just entered into a reengine program.
The U.S. Air Force wants to install new avionics on the flight decks of 112 C-5 A and Bs over the next four years, but the production schedules have not been set yet for the Reliability Enhancement Reengining Program (RERP). The first "production" aircraft with a new cockpit recently installed at Dover AFB, Del., is now in RERP at Marietta, Ga. It is expected to make a first flight with the General Electric CF6-80C2 in the third-quarter 2005.
Lockheed Martin Aeronautics Co. could earn $5-9 billion on the two upgrades with RERP accounting for the bulk of the potential revenue and avionics bringing in $600 million of the total. The avionics upgrade will put the C-5 on par with many of today's commercial flight decks.
The Avionics Modernization Program (AMP) provides the C-5 with six 6 X 8-in. liquid crystal displays on the front panel and one on the flight engineer's station. The integrated avionics system uses Honeywell Versatile Integrated Avionics (VIA) processors and replaces numerous avionics boxes used to support the aging C-5 analog cockpit suite.
THE VIA PROCESSOR software is compartmentalized with six partitions for code supporting different avionics functions. Honeywell's flight-management systems will provide storage for up to 200 waypoints (versus about 10 when inertial navigation systems were first introduced in the C-5 in the 1980s). It will be possible to electronically upload, via a data loading system, flight plans prepared on the ground.
AMP will also provide satellite communications capability and a high-frequency data link to the C-5. These and other new capabilities will make it possible for the aircraft to comply with Global Air Traffic Management requirements for satellite communications, navigation and surveillance set by the FAA and the International Civil Aviation Organization.
Other modern equipment being added include an enhanced ground proximity warning system, a traffic alert and collision avoidance system, and a 12-channel GPS/Inertial navigation system. Some analog flight control and autopilot components will be replaced with digital units.
RERP upgrades include a new pylon being developed by Goodrich Aerostructures Group. General Electric is supplying CF6-80C2 commercial engines, and Hamilton Sundstrand is providing Auxiliary Power Units and other system modifications. The CF6 engines are also used on Boeing 747s, including Air Force One, and have a departure reliability of 99.9% in the span of 10 million flight hours.
The first C-5 equipped with Honeywell integrated avionics, including seven 6 X 8-in. flat panel displays (below) and new flight management systems, is also receiving GE CF6s. Credit: LOCKHEED MARTIN
The new 60,000-lb.-thrust engines will be derated to 50,000 lb. because the aircraft can't handle that much power. The CF6s are replacing 42,000-lb.-thrust GE TF-39s. Lockheed Martin says derating CF6s will improve the engine's time on wing and reduce maintenance costs. The new powerplants will reduce time to climb to 31,000 ft. to about 20 min. from approximately 30 min. (at 769,000-lb. takeoff weight on a hot day). It also will make the aircraft compliant with Stage 3 noise rules.
Mission-capable rates are expected to rise to the mid 70% range from about 60% for the C-5A and to the mid 80% range from the low 70s for the C-5B. A large part of the improvement will be due to the new engines, but RERP also includes 73 modifications that affect other systems such as fuel, hydraulics, electrical, environmental and flight control systems as well as landing gear.
Avionics systems are being ordered in lots. The first is for eight aircraft with a second, for 18 aircraft, already under contract. The third and fourth lots of 18 aircraft each are in negotiations.
JUNE SHREWSBURY, Lockheed Martin vice president of strategic airlift, says recurring cost of the modifications per aircraft (not including nonrecurring development costs) will be up to $65 million for RERP and $3.5 million for AMP. The upgrades will extend the life of each aircraft (both A and B models) to about 2040. Aircraft receiving both RERP and AMP will be designated the C-5M after modernization is complete.
Aircraft from Air Mobility Command, the Air National Guard, Air Force Reserve Command and Air Education and Training Command are all involved in AMP and RERP upgrades. The improvements are expected to be completed by 2015.
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