Description

The Weapon System

The C-5 Galaxy is a heavy transport aircraft designed to provide worldwide massive strategic airlift of outsized cargo. One of the largest aircraft in the world, the C-5 can take off and land in relatively short distances. Ground crews can load and off load the C-5 simultaneously at the front and rear cargo openings since the nose and aft doors open the full width and height of the cargo compartment. The C-5 can carry a maximum load of 840,000 pounds. It is able to take off fully loaded within 8,300 feet and land within 4,900 feet. Because of the C-5šs unique capacity, it is in high demand for support of contingency operations. As of April 2002, the C-5 had accounted for 13% of all airlift missions in support of Operation Enduring Freedom, but had carried 25% of all passengers and 47% of all cargo.

Reliability and mission capable rates have always been major issues for the C-5. The C-5 R-TOC approach has two main efforts. The Reliability Enhancements and Re-engining Program (RERP) and the Avionics Modernization Program (AMP). These major upgrades address two of the principal O&S cost drivers and readiness degraders in the C-5 system. A number of other cost reduction initiatives are also planned or ongoing.

Production Status, Population, and Planned Life

Lockheed-Georgia Co. delivered the first operational Galaxy in June 1970. In March 1989, the last of 50 C-5B aircraft were added to the 76 C-5A and C models in the Air Force's airlift force structure, for a total of 126 airplanes. Three current modification and upgrade programs are in the acquisition process: 1) HT90 high pressure turbine (HPT) engine improvements is a $178M ACAT III program; 2) the RERP is an ACAT ID program, projected to cost $8B; and 3) the AMP is an $850M ACAT II program.

Prime contractor: Lockheed Martin Aeronautical Systems

Office of Primary Responsibility: C-5 System Program Director, Warner-Robins AFB, GA

R-TOC Focus Areas: (From USD (AT&L) memorandum dated May 10, 1999)

1. Reduced demand from weapon systems via reliability and maintainability improvements

• Replacement of HT-90 high-pressure turbine hardware allows the engines to operate more efficiently. By using proven materials and technology, this mod will double the turbine life up to 3200 hours, thereby reducing engine overhaul requirements by 50%.
• The Fuel Flow Mod replaces an unreliable, poor performing indicator and engine mounted transmitter with state-of-the-art digital technology.
• The new anti skid hub incorporates a wheel speed detector that is more robustly designed and will eliminate the tire deflation valve assembly, a source of many maintenance problems. The new anti skid hub design will not require the removal of the wheel speed detector each time the tire is removed, thus saving unneeded wear and tear on system components.
• The Reliability Enhancements and Reengining Program (RERP) will consist of new engines (commercial off-the-shelf), structural upgrades and subsystem modifications to reduce O&S costs, increase reliability, and improve fleet availability. A contract was awarded to Lockheed Martin in December 2001. The reliability enhancements (spread among the electrical system, avionics, flight controls, landing gear, fuel and hydraulic systems, and structure) will account for about 1/3 of the projected $8B in life cycle TOC reductions, while the re-engining will account for the rest.
• The SPO is developing an initiative via the Air Force Manufacturing Technology program to apply lean concepts to depot repair. The target is to reduce depot flow days. Lean concepts have been applied to the pylon shop, landing gear and tire shops, and the paint shop.

2. Reduced supply chain response times, leading to reduced spares, system support footprint, and depot needs

• The C-5 Avionics Modernization Program (AMP) combines three user requirements into one program. It replaces an obsolete and unreliable automatic flight control system with a state of the art COTS system. The AMP involves a considerable cultural change for the AF, with commercial capabilities driving the military. It will reduce TOC by designing in the ability to easily missionize emerging commercial standards and technology, rather than relying on uniquely military solutions. It installs communications and navigation systems required for Global Air Traffic Management (GATM) compliance, and installs SECDEF-required navigation safety equipment in TCAS (Collision Avoidance) and TAWS (Terrain Avoidance). AMP Supply Support will be through a Contractor Operated Supply Support concept. The Contractor is required to provide a 95% fill rate to the Main Operating Bases with AMC responsible for transportation to the Forward Supply Points.
• The AMP and RERP management has been reorganized into a single organizational team, with LM lead and the SPO following.
• A Virtual Prime Vendor arrangement provides for supply and parts inventory management by LM, allows the government to reduce parts inventory, and simplifies the procurement of hard-to-get parts. Strategic sourcing, an initiative sponsored by HQ, Air Force Materiel Command, is developing comprehensive supplier relationships through a disciplined process of purchasing materials. The strategic supplier initiative cuts across weapon systems, centers, and agencies, and has initially been implemented for hydraulic manifolds, flight control surfaces, structural repair, and mechanical repair. Benefits and savings include reduced administration, economies of scale, and more assured parts supply. The objective of these initiatives is to reduce the systems "Not Mission Capable - Supply" rate to 8.5% (down from about 15% in 2002).

3. Competitive sourcing of product support, leading to streamlining and overhead reductions

• The program office intends to develop a contractor logistics support arrangement for the new engines developed under RERP.

Links:

• AF fact sheet
• Lockheed Martin fact sheet
• FAS fact sheet