Aircraft Parts Jacksonville Fl - Above: An aeronautical engineer prepares to perform repairs on a C-130T Hercules cargo plane in Jacksonville, Florida. The C-130T proved to be a maintenance intensive and inefficient aircraft. Much of its mission can be accomplished by the Navy's C-40 Clipper jet aircraft, shown below landing at Naval Air Station Kaneohe Bay, Hawaii.
On July 10, 2017, a Marine KC-130T Hercules crashed in rural Mississippi during a training flight from Naval Air Station Cherry Point, North Carolina. All 16 soldiers on board the plane were killed. The Navy and Marine Corps immediately stopped flying their C-130Ts and officially grounded them on September 1, 2017. A subsequent investigation revealed the cause of the crash: a corroded propeller that had been abandoned by an Air Force repair facility and had been accepted by the Marines. Without proper inspection, the Corps concluded that the Navy's other C-130 propellers were likely defective. Therefore, each aircraft required four new, undamaged propellers before it could resume flight. The replacement process continued, but as of April 2019, nearly two years after the Mississippi disaster, only 6 of the Navy's 24 C-130Ts were operational.
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It begs the question: Are these maintenance aircraft worth the vast resources they use and the potential danger they pose to the crew?
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Should the Navy and Marine Corps switch to the C-40 Clipper for logistics transport whenever possible? The C-40, a military version of the Boeing 737-700C transport aircraft, is designed to carry passengers (A-rig) but can be configured to carry a combination of passengers and cargo (B-rig) or six freighters. move the standard. Pallet (C-rig). Currently, the C-40 is commonly operated in both A-rig and B-rig configurations, but requires authorization from the parent air wing for C-rig flights. The Hercules, on the other hand, was never meant to be a passenger plane. Although the Navy now uses it exclusively to carry passengers and cargo, it was designed around powerful turbofan engines and a propeller system for short takeoff/landing capabilities, and has served all kinds of roles: paratrooper and dropper. Air cargo, tactical air-to-air refueling, storm chasers, even heavy ships.
One of the reasons for minimizing the number of Navy C-130s, perhaps enough to handle the loads that the C-40s cannot handle, is in the way that the fleet has found alternative logistics solutions while most of the C-40 They cannot. He was waiting for spare parts on the beach. After the 2017 crash, the Naval Air Logistics Office (NALO) quickly devised innovative ways to transfer the bulk of the logistics load to the Navy's five C-40 squadrons. The C-40's flight time increased significantly, and squadron crews were adept at reconfiguring aircraft from fully or partially manned configurations to aircraft capable of handling limited packaged loads. Even today, as more C-130s become available, C-40s handle 70 percent of Nalo duties due to improved capability and reliability.
The Navy and Marine Corps have found other ways to meet mobility needs, such as using commercial carriers, a solution that is sometimes more cost-effective than using service assets. Units also relied on local resource allocation, procurement of supplies, or freight when available, eliminating transportation costs associated with logistical moves within the continental United States and around the world. Specialized units that relied solely on the Hercules to transport their equipment, such as the Marine Fleet Review Team, found scheduling solutions with the Air Force's Air Mobility Command.
The aging C-130T presents an ongoing maintenance challenge that significantly reduces the aircraft's availability and ability to perform logistics tasks. The C-130T is one of the most maintenance-intensive military assets, requiring more than 100 hours of maintenance per flight hour. Additionally, the way parts are made available for maintenance actions is an inefficient process that further prevents timely maintenance. With the aircraft now in the twilight of its life, parts are no longer mass-produced or readily available, and most must be ordered individually with longer lead times than usual. The consequences are clear: regular delays. Utilizing civilian sources of Boeing 737 commercial aircraft components, the C-40 provides increased reliability and stability.
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The Navy's C-130 program is a prime example of a costly program that should be scaled back or terminated as soon as possible. According to the Congressional Budget Office's 2018 study of aging airframe operating costs, the cost of operating an Air Force C-130H model increases 7 percent annually as it reaches 25 years of age.
Navy C-130s introduced between July 1991 and December 1996 are now in that age range. Also, the C-130's average cost per flight hour is much higher than the C-40's at $3,918, at $6,272, according to Nalu.
The Hercules is also slower, which means longer missions, longer flights, more flying hours to the same location, more overnight stops (RON) and higher per diem costs for the C-130T crew. A C-40 out of NAS Fort Worth can reach the western Pacific in two days and fly about 19 hours with one RON stop and two refueling stops. A C-130 requires approximately 33 flight hours and requires at least three RON stops with the possibility of a third refueling stop.
Other numbers show the result. From October 1, 2018 to April 2, 2019, C-40s in all theaters flew 563 missions, 6,917 flight hours and moved 44,500 passengers and 5.4 million pounds of cargo. Using the NALO report's metrics, the cost to the military of these logistics operations was approximately $23.5 million, compared to $27.5 million for their commercial implementation. During the same time period, C-130s were assigned to 242 missions, flying 3,170 hours to move 2,249 passengers and 5.3 million pounds of cargo at a cost of $22 million against an estimated commercial cost of $9.7 million. It's true that a C-130 can move cargo that a C-40 can't—wheeled vehicles and large belly-loadable containers—but the productivity savings speak for themselves.
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Currently, the Navy has 24 C-130Ts spread across five squadrons, with roughly one in four aircraft available for duty at any given time. Consolidation of up to two squadrons, one on each US coast, with six aircraft each, could be achieved while still supporting geographic combatant commanders. Each C-130T can still be assigned to the European, Central, Pacific and Africa Commands, with both squadrons also able to periodically fly batches of aircraft when they are not at home and under phased care and inspection. They are placed, send. A 50 percent reduction in aircraft reduces demand for parts and focuses maintenance efforts on fewer aircraft, significantly reducing costs and manpower requirements.
In the maintenance and manpower sector, significant changes are required. Currently, guardsmen are encouraged to change aircraft platforms each tour to facilitate a full career, but after the Navy reported an 82 percent increase in aircraft accidents across all aircraft platforms from 2013 to 2017 (a peak known as "Worst in the Army" by
It seems clear that maintenance personnel recruited to Hercules squadrons are expected to remain for several tours or even the majority of a career. The C-130T experience must be maintained as long as the aircraft continues to fly.
Declining the Navy's aging C-130Ts allows the money saved to be reinvested in the C-40, ensuring their ability to support most Navy and Marine Corps logistics needs even as their fleets age. Additionally, authorization to program the C-40 as a full-load C rig must be passed by the Air Wing to the platform planning agency.
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The loss of 16 troops was tragic and preventable. But the resulting suspension taught the naval aviation logistics community that it could manage with fewer C-130Ts. Reducing and consolidating Hercules squadrons means better use of naval resources. It can even save human lives.
2. US Comptroller's Office, "Fiscal Year (FY) 2018 Department of Defense (DOD) Fixed-Wing and Helicopter Reimbursement Rates," 12 Oct. 2018.
Petty Officer Coffman is the Chief Operations Officer at the Naval Air Logistics Office in New Orleans, Louisiana. Previously, he served a four-year tour as a C-130T cargo handler with the 54th Fleet Logistics Support Squadron.
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