Defence Update – New Heres for RAAF?

It would use the same, albeit improved airframe, but have new engines and propellers, and a modern databus cockpit with digital rather than analogue systems. The “glass cock- pit” would be similar to that used in the Boeing 747-400 and 767 series commercial jets, and flown by two pilots.

The RAAF wants to have the first of the replacement aircraft coming into service in early 1997, with delivery of 12 aircraft completed by mid 1999.

This would push the mainstay of the ADF’s airlift capability out well beyond the year 2010. This is part of an overall integrated plan in this vital airlift area which almost certainly will include replacing the aging 1960s vintage Caribou light transports and possibly, depending on whether new aircraft types become available, later replacement of the 12 H model Hercs with No 36 Squadron.

But purchase of an initial 12J model C-130s will be expensive, at around $40m a copy. A Critical Design Review by Lockheed on the J model proposal is scheduled for June this year.

RAAF long term planners have for some time been examining the question of replacing the C-130Es which came into service in 1966. The H models with No 36 Squadron entered service in 1978. The two squadrons based at Richmond, west of Sydney, represent the serial “work horses” of the Australian Defence Force.

An alternative to the J model could be a refurbished H model, but clearly senior RAAF officers and the men who fly them regard even the H models as elderly aeroplanes using outmoded technology which are costly to maintain.

The RAAF recently jumped an important hurdle in having its J model recommendation endorsed by the top level Defence Force Structure Policy and Programming Committee (FSPPC). This has now flowed into the Defence Budget process. (The 1994-95 Federal Budget has been brought forward three and a half months this year to May 10).

If budget approval is forthcoming, the RAAF is prepared to enter into negotiations with Lockheed virtually immediately. RAAF planners also are mindful that the Royal Air Force also is considering replacing its current H models with J models. The RAF is seeking a decision on this by the end of the year. If the RAF does order the C-130J in large numbers there would be considerable cost benefits for Australia. United States Air Force and RAF Hercules were extensively used during the Gulf War, an operations which consumed much of the remaining fatigue life of the aircraft. However the RAF C-130s underwent a rewinging upgrade several years ago, and in this aspect are therefore better off in terms of wing structural integrity than those of the RAAF. It will be interesting to see what actually happens with the RAF’s apparent preference for the J model. UK industry is said to be naturally more interested in refurbishing the H models which carry a lot of British instrumentation.

Another factor is the push for a European Future Large Aircraft (FLA), which some observers see as a future replacement for the C-130s. But given the regular program delays on a range of new European aircraft, it seems unlikely the RAF will be able to wait for the FLA to reach the production stage.

The RAAF currently has underway a Mission Capability Study on strategic and tactical airlift requirements in the early 21st century, which amongst other things is certain to endorse the need for a replacement for the now 30 year old Caribou tactical STOL transports.

The study aims to determine what part of the airlift capability should be undertaken by C-130s and what should be handled by a new light transport with rough strip and short takeoff and landing attributes. The RAAF is believed to hold that the Caribou cannot be expected to remain in service after about the year 2000. They have been costly to operate, service and maintain for some years now. Earlier proposals to re-engine them did not eventuate.

The Italian G-222 is seen as a leading contender, but there are others almost certainly to emerge as competitors once the replacement requirement is spelt out.