Airlift Rising

Industry insiders claim EADS is about to mount a fresh push for its C-295M after hearing some positive noises in recent times from within DMO, although it will have to fight hard to convince elements within the RAAF that their offering is a serious military tactical airlifter rather than a “dressed up civil cargo aircraft” as it is currently perceived.

Meanwhile, there is also talk of performing a further EW upgrade to the C-130Hs and providing greater resources into managing their wingboxes and other fatigue issues until the Airbus A400M becomes available from around 2013. After a couple of years delay and some rather vocal discontent by some European partner nations, Airbus is preparing the A400M to meet a couple of major project milestones this year. These should generate momentum and renewed potential customer interest, starting with first flight of the TP400 engine on its C-130 testbed in the next few weeks, and then the A400M’s first flight towards the end of the northern summer.

The A400M lobby points out that there are few places a Hercules can go that the much larger Airbus airlifter can’t, and that the A400M is a lot more economical to operate than a C-17 on many short to medium range heavylift missions. The A400M will also come, from day one, with an inbuilt podded and centreline hose and drogue air-to-air refuelling and receiving capability, ideal for the Army’s growing fleet of Chinooks and MRH 90s.

Talk last year of a possible acquisition of additional C‑130Js appears to have stalled, but again, this may be due to the slowdown pending the findings of the White Paper. C-130J proponents rightly point out that the RAAF already operates the type, and add that we have had almost 50 years of accident free Hercules service stretching back to the original 12 C-130As of 1958. The USAF is taking more, albeit at a slow pace, and other key allies such as the UK also operate it. But it is no secret that the RAAF has been less than happy with the standard of in-service support of the ‘J’, and would likely want some cast iron service guarantees before adding to the current fleet of 12.

In the meantime, Defence is believed to be targeting the tiring C-130Hs for an EWSP upgrade, with the possible addition of the AAQ-24 (V) Directional Infrared Countermeasures (DIRCM) system similar to that fitted to USAF Special Ops AC/MC‑130s, for added self protection against threats at low and medium altitudes.

A core fleet of about eight airframes may be kept going on a revolving basis from the 12 aircraft currently in the inventory. A structural upgrade of the Hs is unlikely to be performed due to the cost and downtime required, and because comparatively few additional years of service would be realised.

As seen in our update of the KC-30 tanker program from p62 of this issue, there are also some interesting possibilities to be explored at the top end of the airlift spectrum as well. While the DMO is currently holding options with EADS/Airbus for three additional A330s, these options expire at the end of 2008, not long after the White Paper is published.

With the A330 in hot demand by airlines and freight operators alike, especially with the delays to Boeing’s civil 787 program not helping a general shortfall in medium haul capacity worldwide, it is unlikely these options would be able to be extended without some serious financial impost.

And with reports coming out that the government is considering replacing the RAAF’s two 737 BBJ VIP aircraft with a larger type for overseas missions (although one suspects they are being driven from the parliamentary press gallery), there may be an opportunity to convert at least two of those A330 options and possibly specify at least one with a convertible VIP interior. This would give the ADF a very useful surge tanking and transport capacity when required, while also fulfilling a perceived requirement for a larger VIP aircraft, in much the same way as 33SQN’s 707s were utilised throughout the 1990s until replaced in the VIP role by the BBJ.

Of course, industry will no doubt be looking to pitch leased alternatives to a fully owned A330, and this may be more financially attractive when compared to an upfront outright acquisition.

And what of the longrumoured fifth C-17? Both industry and Defence appear to be singing from the same song sheet for the time being, with both sides saying there are no active discussions currently underway. o