May 2011 - Navy
By RADM Casey Coane
At the end of March, AUSN traveled to Seattle to visit The Boeing Company and get you an update on the C-40A and the P-8 programs. Our hosts were Mr. Tom Crawford, Senior Manager Business Development, Defense, Space & Security, and Mr. Fred Smith, Senior Manager, P-8 Business Development. As Mr. Smith was called out of town, Mr. David Robinson helped us with the P-8. We also met with Mr. Dave Pouilot, Director Production P-8 Program.
First the C-40
The Navy now has eleven C-40A aircraft flying out of San
Diego (VR-57), Ft. Worth (VR-59), and Jacksonville (VR-58).
VR-56 is slated to have C-40As at NAS Oceana, but since
the hanger isn’t ready, two of their three airplanes are being
operated from Ft. Worth and Jacksonville. The twelfth C-40A
was funded in FY-10, is under contract, and will be delivered
to Oceana later this year. In the FY-12PB the Navy has
added three more C-40A in FY-14 and two in FY-16. As part
of the FY-11 Defense Budget, there is one additional C-40A
under consideration; but without a final budget as this
article is written, we are not sure if it will survive this year.
The Marines operate two aging C-9s and are looking very
seriously at Boeing C-40As as well.
The C-40A is built on one of two current 737 production
lines. A third 737 line produces the P-8A Poseidon. After a
record number of 737 deliveries in 2010 (376), Boeing
plans to ramp up to 38 per month in the next two years, or
almost two 737s for every manufacturing day. All 737 fuselages
are assembled in Wichita, Kansas, by a Boeing supplier,
(including the C-40A with cargo door) and delivered to
Renton, Washington, by rail. They are then moved to the
737 assembly line where they enter one end of the assembly
building on a dolly and the completed 737 exits the
other end to be made ready for flight test and delivery.
Navy C-40As are flown back to Wichita for installation of
the Navy interiors and acceptance. These lines, while not
actually in continuous motion, are almost that as the
aircraft move nose-to-tail from station-to-station. Wing
join is done in the second position. Engines are built up on
a short line in the same building and installed near the
final position before roll out. Today, Boeing has total orders
for the Next-Generation 737 family of 5,691. They have
delivered 3,555. With a full order book, any Navy purchases
of the C-40A have to be worked carefully to get a production
position within the funded budget year.
The C-40A can be operated in three configurations but
most often is seen with three standard cargo pallet positions
forward and seventy seats aft. Boeing figures show a 98%
mission-capable rate for the C-40. Boeing
provides logistics support for the aircraft
under the Contractor Logistics Support
contract. The Navy benefits from a large
network of airlines worldwide that operate
the 737 tied into the Boeing logistics system.
This makes part support for our far-ranging
C-40As much easier than if the Navy
operated a service unique platform. Major
scheduled maintenance, what our airline
pilot members would recognize as a “C”
Check, are done under contract with Delta
Technical Operations in Atlanta, GA. Navy
C-40As are operated worldwide in response
to Navy unique missions moving passengers
and cargo on short notice. Missions routinely range from
ship crew and Air Wing movements to NEO (Non-combatant
Evacuation Operations). The Air Force also has VIP variants
of the C-40, four C-40Bs for combatant commanders and
staff, and six C-40C for VIP transport. The mission of the
Air Force C-40 fleet is drastically different from the C-40A.
Last month, the Secretary of Defense (SECDEF) began
numerous efficiency initiatives, one of them is to assign
Transportation Command (USTRANSCOM) as the executive
agent for all Commercial Variant Aircraft. The objective is
to reduce redundancies, increase mission effectiveness,
and facilitate more efficient utilization of these aircraft.
Unfortunately, such discussions can upset budget planning
for future Navy C-40A acquisitions. AUSN strongly
supports maintaining our C-40A fleet as a Navy unique
asset.
And now the P-8
The P-8A program is on target and on budget! The RAG
squadron, VP-30, will receive aircraft in 2012 and the first
deployable squadron at NAS Jacksonville is due to reach
Initial Operational Capability (IOC) in 2013. All P-8
Poseidon aircraft are built on a third 737 line separate from
regular airline 737 aircraft. This is because of International
Tariff and Arms Regulations (ITAR), read that security
issues. When the aircraft rolls off the line in Renton,
Wash., a test flight takes place which terminates at Boeing
Field in Seattle. There, it enters a separate facility where it
will proceed through six stations where the internal
systems installations and integration will take place. That
is where we found T-6, the last test aircraft before Low Rate
Initial Production (LRIP) begins.
Before traveling to Boeing Field, we visited the facility
housing the P-8 production line. It is also the building
where the structural and fatigue test work is done. See the
accompanying photo on next page of the P-8A airframe
undergoing the wing bend load test. It was fascinating to
see the airframe in the test structure fully instrumented
with strain gauges and all the weights and hydraulics used
to apply aerodynamic loads. Although the 737 is well
understood, differences such as particular flight dynamics
in the ASW environment, internal weapons bay, and wing
and fuselage hard points caused the Navy to require
Boeing to build an airframe on the actual production line
with normal production processes and, then, accomplish
the required testing to 150% of maximum expected load.
The aircraft achieved that goal with no structural failures.
The second test article is now being instrumented in a
second structure for fatigue testing. When ready for test
next April, the test will age the aircraft one year each day.
Later, at the systems integration facility, we saw T-6
painted in Navy livery with flight deck and sensor stations
complete. As a P-3 fellow, I can tell our P-3 veterans that
this aircraft is beautiful and long overdue. The flight deck
is very much a 737 with the addition of weapons/search
stores controls on the center console pedestal. New to
P-3 pilots is the head-up display (HUD). The aircraft
comes with an Air Force style aerial refueling receptacle.
Flight time is limited to eighteen hours due to engine oil
limitations.
Airline pilots familiar with the 737 engines would notice
a blister on the side of the engine cowling. This is necessary
to house the large 160 KVA generator. That said, in a pinch,
an airline––737-700, -800, or -900ER (extended range)––
engine could be installed. Noticeable on the forward fuselage
sides and the tail are the threat warning systems and
chaff dispensers, a standard part of the aircraft. There are
four hard points on the wings (two each) and two centerline
stations. The weapons bay has five stations and can
carry anything that the Joint Strike Fighter bay can carry.
The five operator stations are on the port side in the
“tube.” They are identical stations and any one can be
assigned duties for any of the planed positions. Although,
if necessary, they can be removed and replaced through
the forward cabin door, upgrades will be accomplished via
software. The next technology infusion for the P-8A is
planned for the 2015-2016 time frame. What strikes a P-3
veteran first is the open space in the cabin. There is lots of
room for growth and the aircraft comes wired for a sixth
station should that be desired. There is plenty of room as
well for sonobuoy storage in addition to the preloaded
stores. There is also room for a number of seats for additional
crew members or passengers. Having flown a
number of missions in the EP-3 Aires aircraft, it is easy to
see how this aircraft could be adapted for the EP-3 followon
should the service finally decide to make that move.
Many of our readers may remember the article we did in
April of 2010 on the F-35 program. No doubt that aircraft
will be a game changer when delivered. It is a leap in stealth
for the Navy, and that is a significant accomplishment
given our at-sea environment. I mention this, because as a
game changer, it is a program with some risk that the
technology and cost are deliverable as expected. By
contrast, the P-8A program is low risk and that is significant
as well. The airframe is tried and true with thousands in use.
The logistics, as with the C-40A, benefit from existing
contracts and worldwide support. When the Navy P-8A
squadrons arrive at the US locations, they will be at bases
that already operate Navy C-40As. While the P-3 has aged,
the sensor and systems technologies have continued to
advance such that the sensors, consoles, and software for
the P-8A are also mature and ready to go.
AUSN thanks Boeing for their hospitality and help in
preparing this article.