Head to head?

According to the latest 2011 public Defence Capability Plan (DCP), Air 8000 Phase 2 specifies a requirement for “up to 10 light tactical fixed wing aircraft” to fulfil Defence’s BFA capability, with a core focus on “providing an intra-theatre airlift solution with some inter-theatre application”, complementing the RAAF’s larger C-17 Globemasters and C-130J Hercules and Army CH-47 Chinook helicopters.

“A light tactical fixed wing capability, with significantly greater range, speed and payload capability than those of the Caribou, offers similar range and a practical (although reduced) payload offered by the C-130 but operate into smaller, narrower and softer runways than the C-130,” a Defence spokesperson told Australian Aviation of Phase 2.

“This has several effects: It adds to medium tactical fixed-wing (C-130) capability, particularly where partial C-130 loads are needed; relieves C-130s from tasks over short distances with light loads, making them available for other tasks; and increases the effectiveness of rotary-wing airlift by reducing or eliminating the distance to the final point of delivery. ” For a long time now the RAAF has been known to favour the Alenia C-27J Spartan as its preferred battlefield airlfiter solution, ahead of the

Airbus Military C295

(even though the C295 was originally selected for the previous Air 5190 program to replace the Caribou).

Australian Aviation understands the Defence Capability and Investment Committee (DCIC) met on August 18 to consider bringing forward the Air 8000 Phase 2 acquisition and whether to sole source acquire the C-27J.

But Defence says it is yet to decide if it will hold a competition or opt for a sole-source contract for the BFA, with the program currently at the ‘market solicitation’ stage. “The acquisition strategy for Air 8000 Phase 2 is still to be determined,” the Defence spokesperson said. “The determination of the acquisition strategy will be made at first pass. ” That leaves the door open to Airbus Military to pitch its smaller and cheaper C295.

Airbus Military C295 The C295 is essentially a stretched and upgraded version of its older CN-235 cousin.

Featuring a Thales TopDeck based avionics system, the C295 incorporates four LCD 15x20cm NVG-compatible glass displays in the cockpit.

Longer than the C-27J at 12. 9m, it can carry five NATO standard 463L pallets that are interchangeable with the C-130 and CH-47 Chinook. It has a maximum average payload of 9250kg (depending on configuration), compared to the C-27J’s 11,500kg.

“Our objective now in Australia is to compete in an open tender,” said Airbus Military C295 program manager Valentin Merino.

“There are several things to put on the table before taking a decision. What we are saying is that we have got 10 years of expertise now and our aircraft can save up to 50 per cent of operational costs over 30 years,” Merino said of the C295 program.

“It’s an aircraft that answers Australia’s requirement… They always compare the C-27J as the baby Hercules, and that’s true, it’s half as expensive and half the power, but it’s not half the capability. ” Performance-wise, the twin Pratt & Whitney Canada PW127G powered C295 features a maximum takeoff weight of 23,200kg, maximum landing weight of 23,200kg (at a sink rate of nine feet/second), service ceiling of 25,000ft, maximum cruise speed of 260kt and range of approximately 1000nm (1800km) with a 8500kg payload or 2000nm (3700km) with a 6000kg payload. Short takeoff and landing (STOL) figures are 670m for a takeoff run (at 21,000kg) and a 320m landing roll at a weight of 20,700kg. The aircraft is also cleared for 3g tactical manoeuvres.

The C295 has so far gained a total of 84 firm orders, split between 13 countries – Spain, Poland, Portugal, Finland, Czech Republic, Chile, Brazil, Mexico, Colombia, Jordan, Algeria, Egypt and Ghana.

Seventy-eight C295s have been delivered to date, and the world fleet has clocked over 100,000 flying hours. It has been operationally deployed to Kosovo, Iraq and Afghanistan.

ALENIA C-27J

A modernised development of the Aeritalia G222, the Alenia C-27J Spartan shares engine and some systems commonality with the C-130J Hercules. Thanks to the now defunct Lockheed Martin Alenia Tactical Transport Systems (LMATTS) partnership, the C-27J features a similar NVIS/NVG compatible cockpit and avionics package, Dowty R-391 six-blade propellers and Rolls-Royce AE 2100-D2A engines, offering commonality with the C-130J.

The airframe cross-section of the C-27J is similar to the C-130’s, so while the C‑27J’s cargo hold is shorter than the C295’ (enabling it to load 3. 5 463L pallets to the C295’ five), it is higher, so pallets packed for the C-130 can roll straight into a C-27J without having to be broken down and repacked.

With Air 8000 Phase 2 focusing on a need to be “nteroperable with existing and future ADF aircraft” this commonality may be a tempting proposition for the RAAF’ Air Lift Group (ALG).

“t is not only having the commonality [with the C-130]. It’ also the requirements that the RAAF or a country has for a military tactical aircraft. The C295 is a very good transport aircraft, but it is not a pure, truly military aircraft. And the role of the C-27J and the role of the aircraft that the RAAF needs is of a tactical nature,”said Alenia regional director, Francesco Marchetti.

“he C-27J has a lot of redundancies, just because the aircraft not only has to deliver but it has to come back to the base.

For instance, the C-27J . . . has an independent APU. This will allow starting the aircraft in any condition when there is no external electrical power. The 295 uses their own battery that limits the number of starts that they can do. So again, the C-27J is a real military aircraft,”Marchetti argued.

Aside from meeting basic transport and critical intra-theatre airlift requirements, Marchetti estimates that the C-27J could support the majority of current missions undertaken by the RAAF’ existing C-130 fleet, which includes supporting special forces operations and a myriad of other duties within ALG.

C-27 specifications include a 30,500kg max takeoff weight, a max landing weight of 27,500kg, a service ceiling of 30,000ft, a max cruise speed of 313kt, and operational range of approximately 1000nm (1800km) with a 10,000kg payload or 2300nm (4260km)with a 6000kg payload. Alenia lists a takeoff run of 580m, a landing roll of 340m.

Like the C295, the C-27J is also certified for 3g tactical manoeuvres, but can also hold 2. 5g at a sustained turn rate of 180kt, making it a versatile performer in the air.

The C-27J has 34,000 operational flying hours to date, with the current order book standing at 83 from eight nations including Greece (12), Lithuania (3), Italy (12), Romania (7), Bulgaria (3), Morocco (4), Mexico (4). But the biggest customer is the US, which has ordered 38 C-27Js under the former USAF-US Army Joint Cargo Aircraft (JCA) program, with 8 delivered so far. In total, 39 aircraft have been delivered.

The C-27J has seen operational use in Afghanistan with the United States, Italy and Lithuania.

Interim to Permanent?

As in any Defence acquisition, cost and capability will be the key considerations for Air 8000 Phase 2 – in essence the C295 is cheaper, the C-27J more capable in terms of payload range and climb performance.

And while a decision on a permanent Caribou replacement seems closer, Defence publicly at least is sticking to the program dates published in the Defence Capability Plan for Air 8000 Phase 2, with a ‘year of decision’ in the 2012-13 to 2015-14 financial year range, and first deliveries in the 2014-15 to 2016-17 timeframe.

“The Air 8000 Phase 2 schedule is linked to the need to maintain adequate Air Lift capability,” the Defence spokesperson said. “Any changes to the schedule would need to be considered in the context of other airlift elements and Defence and industry capacity. ”