Enviado por: paraquedista em Dezembro 12, 2004, 10:54:56 pm
Portugal desistiu de projecto europeu
J. B. C.
O C-130J da Lockheed Martin é a escolha do ministro da Defesa português, Paulo Portas, para substituir os seis C-130H que presentemente equipam a Força Aérea Portuguesa (seis aparelhos, sendo três do modelo alongado).
Nesse sentido, Portas anunciou, em Agosto de 2002, a desistência de participação de Portugal na construção e aquisição do futuro avião militar europeu de transporte estratégico, argumentando com o preço elevado. O avião europeu, o A400M da Airbus, terá, no entanto, quase o dobro da capacidade do C-130J (37 toneladas contra 21,2) e as medidas do porão permitem-lhe acomodar cargas com dimensões inacessíveis ao C-130J, como por exemplo um helicóptero de transporte do tipo Super Puma que seja eventualmente necessário deslocar para uma missão humanitária em Timor, Moçambique ou Kosovo. O C-130J é, aliás, considerado como um avião de transporte táctico e não estratégico. Tal como os vários modelos C-130 que o precederam, sofre de limitações ao nível da capacidade de transporte que o inferiorizam na vertente estratégica, apesar da comprovada performance táctica dos seus antecessores, com provas dadas em mais de 60 forças aéreas de todos os continentes.
A participação portuguesa no A400M incluía uma quota-parte no projecto industrial, proporcional ao número de aparelhos a adquirir, de que se encarregaria, nomeadamente, a OGMA (polimento de parte da fuselagem e superfícies de controlo de voo).
O projecto A400M é o resultado de um estudo em que participaram inicialmente seis países europeus (Reino Unido, França, Alemanha, Bélgica, Espanha, Itália), mais a Turquia, com o objectivo de criar um avião que substituísse os aparelhos presentemente mais utilizados na Europa em missões militares de transporte (C-130 Hercules e C-160 Transall). O estudo concluiu que muitas das missões previstas para o futuro estão fora do alcance da capacidade do C-130 ou do C-160.
Do núcleo fundador, apenas a Itália abandonou o projecto A400M. A Alemanha reduziu a encomenda de 73 para 60 aparelhos, devido a dificuldades orçamentais, e a Turquia baixou de 26 para 10 aviões. Todos os outros mantiveram o compromisso primitivo.
Portugal aderiu ao programa já depois do seu arranque, com uma encomenda de três aviões (metade dos actuais seis C-130 da FAP, devido à maior capacidade do A400M), depois retirou-se e, em Fevereiro de 2001, manifestou informalmente a vontade de aderir de novo, então com quatro unidades, mais tarde de novo reduzidas para três, até à saída final (?) anunciada em Agosto de 2002 pelo ministro da Defesa.
A que proposito e que esta noticia tera sido colocada ???
A novas informacoes ?
A falta de coisas para escrever no DN?
Muito estranho, o DN tem um total de 3 diferentes artigos sobre o C130 J e apenas para criticar a "POTENCIAL" decisao de Paulo Portas sobre a aquisicao destes avioes...
Enviado por: Luso em Dezembro 12, 2004, 11:05:04 pm
A notícia é despropositada a menos que sirva para mostrar que a participação nacional em programas de armamento nem sempre é vista como prioritária (contraste com a Bombardier).
Além do mais já se sabe como são os americanos em contrapartidas. Nem sei porque insistem em sistemas de armas americanos, que estão sempre a fazer-se esquisitos ou caros.
Enviado por: papatango em Dezembro 12, 2004, 11:05:09 pm
Ou seja, puseram um tipo qualquer (um sapateiro) a tratar do assunto. Se o escandalo de informação errada for descoberto e o Diario de Noticias desmentido, não há problema, a culpa é do tonto do jornalista.
Se isto não fosse anedótico era triste.
Espero estar enganado, porque se não, tería que concluir que a bandalheira e a falta de respeito pelos leitores, chegou também aos jornais, no caso ao Diario de Noticias.
Cumprimentos
Enviado por: Tiger22 em Dezembro 12, 2004, 11:10:48 pm
Quem se surpreendeu com essa notícia?
Enviado por: Luso em Dezembro 12, 2004, 11:17:38 pm
O que é certo é que alguém aproveitou a situação para meter umas farpas, coisa que não o fez há mais tempo.
Enviado por: papatango em Dezembro 12, 2004, 11:17:49 pm
Se as redações aceitam este tipo de gente incompetente, acredito que os responsáveiis das redações são co-responsáveis pelos disparates e pelas meias notícias publicadas.
O que me preocupa é que quando se trata de noticias que conheço, tenho facilidade em descobrir a careca ao mentiroso. O problema é quando se fala de temas de outras áreas. Aí, se houver mentiroso, vai ficar com a peruca.
Cumprimentos
Enviado por: Luso em Dezembro 12, 2004, 11:19:48 pm
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"POGO Statement on C-130J Inspector General Audit
(Source: Project On Government Oversight – POGO; issued July 23, 2004)
An audit released today by the Pentagon's Inspector General concluded that, since 1999, the U.S. Air Force has purchased 50 new C-130J transport aircraft - an upgraded version of the decades-old Hercules prop cargo airlifter - despite a host of deficiencies that make the aircraft unable to perform its missions.
The Pentagon's audit is the first in-depth government study of the C-130J and explores the reasons why the aircraft is overpriced and why many of the estimated 50 C-130Js delivered by manufacturer Lockheed Martin primarily to Air Force units are problem-plagued.
"This is yet another sad chapter in the history of bad Pentagon weapons systems acquisitions," said POGO Senior Defense Investigator Eric Miller. "For years, the Air Force has known it was paying too much for an aircraft that doesn't do what it's supposed to. Yet it has turned a blind eye."
"The air crews who have to fly these aircraft should be very angry. They've been betrayed by the very government that should be ensuring that the weapons they receive are safe and effective," Miller continued.
Some of the deficiencies that the audit alluded to include:
--The aircraft's six-blade propeller becomes pitted and delaminates (layers of composite material separate) in severe weather conditions ranging from heavy rain to sleet, a condition that requires either repair or blade replacement. As a result, some of the aircraft received by the Air Force are being used only for training missions and are not considered combat ready;
--Several of the aircraft delivered to an Air Force reserve unit in Biloxi, Mississippi intended to be "Hurricane Hunters" have been unable to perform missions that, by their very nature require flying in bad weather. The reason: The above-mentioned propeller problems, and radar and data transmission systems that are not working properly;
--One of the aircraft's selling points over the old C-130H model is that the crew size can be reduced from five to three - two pilots and a loadmaster - making it cheaper to operate. This has yet to be proven in testing, and on most test and training flights a fourth crew member is traveling in the cockpit;
--Although the aircraft has been in production since 1997, the new U.S. model has not yet been certified to conduct air-drop operations, one of the aircraft's most basic missions;
The C-130J is believed to be the only aircraft ever to be designated a "commercial item" - a process intended to make acquisition of true commercial items such as computers, office equipment, and automobiles that can be purchased in the everyday marketplace easier - but in this case, however, the designation reduces oversight and transparency. The Inspector General audit concludes that the aircraft does not meet the conditions for a commercial designation.
The audit also said that despite the failings attributed to the new C-130J models, the Air Force has already paid Lockheed Martin more than 99 percent of its contracted price. "As a result, the government fielded C-130J aircraft that cannot perform their intended mission, which forces the users to incur additional operations and maintenance costs to operate and maintain older C-130 mission-capable aircraft because the C-130J aircraft can be used only for training," the audit concluded.
A full copy of the Inspector General audit, "Acquisition: Contracting for and Performance of the C-130J Aircraft," can be viewed at the I.G. web site, http://www.dodig.osd.mil (http://www.dodig.osd.mil) .
POGO investigates, exposes, and seeks to remedy systemic abuses of power, mismanagement, and subservience by the federal government to powerful special interests. Founded in 1981, POGO is a politically-independent, nonprofit watchdog that strives to promote a government that is accountable to the citizenry. "
Portanto não será novidade.
A menos que a POGO estivesse a fazer frete a algum partido político português.
Ou então outra fonte:
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Air Force Faulted on 50-Plane Purchase
Transport Craft Fail Key Readiness Tests
By R. Jeffrey Smith
Washington Post Staff Writer
Saturday, July 24, 2004; Page A01
The Air Force spent $2.6 billion to buy 50 transport planes that do not meet the military's requirements, preventing squadrons based in six states from being fully prepared for their missions in the Middle East and elsewhere, the office of the Defense Department's inspector general disclosed yesterday.
After conducting a lengthy investigation set off by a whistle-blower's phone call, the inspector general's office concluded that the Air Force used an inappropriate procedure to buy the C-130J transport planes from Lockheed Martin Corp. and then mismanaged its production. It also said that senior Defense Department weapons-acquisition officials failed to provide the program with "effective oversight."
The 34-page report from the inspector general's office is its second major critique this year of the Air Force's top acquisitions official, Marvin R. Sambur. In April, Joseph E. Schmitz, the Pentagon's inspector general, accused Sambur's office of mismanaging contract negotiations for the production of a refueling aircraft derived from the Boeing 767. Schmitz said the Air Force had circumvented the required procedures to sign a contract costing from hundreds of millions to several billions of dollars more than necessary.
A classified paragraph in the April report said the Boeing 767 program shared "the same unsound acquisition and procurement practices that are currently evident in the C-130J program."
Sambur, in a statement appended to the new report, said that the C-130J program is "properly managed," the manufacturer is meeting its delivery schedule and the planes have been cleared to drop equipment over land and water and to conduct medical evacuations. The planes will soon be able to perform other missions, including airdrops of troops and heavy equipment, he said.
Other military officials confirmed yesterday that the planes have not passed key readiness tests, and so no C-130J has been used as planned by the Air Force Reserve, the Air National Guard or the Marine Corps in combat zones or military assaults. Specially modified versions have also not been approved for psychological operations and electronic warfare or for monitoring hurricanes.
That means that two squadrons in Mississippi -- as well as others in California, Rhode Island, Maryland, North Carolina and Pennsylvania -- are either relying on a dwindling number of older planes to assist the military's Central Command or are unable to carry out their missions at all, according to the report, signed by Assistant Inspector General Mary L. Ugone.
Air Force and reserve officials said yesterday that pilots are training for these functions and that the planes may be ready for more missions within the next year or so. Lt. Col. Guy Walsh, commander of the 175th Wing of the Maryland National Guard in Baltimore, confirmed that the C-130J transport planes that the wing has had since 1999 or 2000 are still not rated as mission-ready and are undergoing modifications at their base. But he said that "the progress I've seen has been tremendous."
Maj. Wayne Bunker of the Marine Corps Aerial Refueler and Transport Squadron 252, based in Cherry Point, N.C., said he has a "favorable" attitude toward the dozen new C-130Js that have been based there for the past 18 months. But, he said, that "it's not desirable" to be unable to use them operationally, and that making the transition from an older squadron has been burdensome. The aerial refueling pod on the C-130Js never worked, he said, forcing mechanics to pull the pods off older planes and to retrofit them onto the new ones.
An Air Force spokeswoman declined to comment. But Lockheed spokesman Joe Stout said in a written statement that the C-130J program is meeting cost, schedule and contracting commitments and that the company supports the written comments of Sambur. He also noted that Australian, British and Italian military pilots have flown the plane into Iraq and Afghanistan.
The C-130J was conceived by Lockheed in the mid-1990s as a commercial aircraft and was sold to the Air Force as an "off-the-shelf" plane requiring minimal modifications for military use. But Lockheed has not sold a single one of the propeller-driven planes to a commercial user, and the purchase price of a basic plane has risen steadily from $33.9 million in 1995 to at least $62 million in 2004.
The planes are undergoing a fourth set of modifications and, as of the end of 2003, had 33 outstanding deficiencies considered capable of causing "death, severe injury or illness, major loss of equipment or systems, or directly restrict[ing] combat or operational readiness," according to the inspector general's report. Congress has approved spending $4 billion for the planes, and the entire program is likely to cost more than $7.5 billion.
Under Pentagon contracting rules, commercial-style acquisition relieves contractors of the obligation to furnish cost and pricing data to military auditors. It also means Pentagon reviews of the production are truncated, and it enables contractors to be paid -- often in full -- for weapons systems before they have been tested to ensure that they meet combat needs.
In eight years, the inspector general's report said, "not one C-130J delivered aircraft was fully compliant with the contract specification. . . . The Air Force did not properly manage the program." It cited the fact that Sambur's office paid Lockheed "almost the full price" for every deficient plane and approved a new multiyear contract in March 2003 despite the absence of a "stable design."
"It's pretty outrageous," said Eric Miller, an analyst at the Project on Government Oversight, a nonpartisan research group that has studied the C-130J program. "Cooperation with a defense contractor is one thing, but turning a blind eye to inferior workmanship is another. . . . It makes you wonder if anybody cares or is accountable." "
Que cada um tire as suas conclusões.
E talvez o jornalista não seja assim tão incompetente.
Enviado por: Spectral em Dezembro 12, 2004, 11:51:52 pm
Enviado por: Luso em Dezembro 12, 2004, 11:56:24 pm
Há que lembrar certas coisas, aparentemente graves.
Enviado por: p_shadow em Dezembro 13, 2004, 05:05:26 am
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Ou seja, puseram um tipo qualquer (um sapateiro) a tratar do assunto. Se o escandalo de informação errada for descoberto e o Diario de Noticias desmentido, não há problema, a culpa é do tonto do jornalista.
20 valores por esta apreciação "da coisa", papatango :roll: ).
Um orgão de comunicação, seja a SIC, o DN ou uma rádio "jukebox", têm um dever para com os cidadãos. Tá no seu código deontológico!
Para mim, isto é aproveitamento das fraquezas de um povo. :D )
Citar
Agora o momento da notícia é que é suspeito
É a guerra, meus senhores, é a guerra !!
Habituem-se, haverá certamente novos capítulos (Casa Pia?).
Cumptos
Enviado por: Luso em Dezembro 13, 2004, 09:52:29 am
2 hipóteses para a renovação de transporte táctico, após o abandono do A400 (nem vou falar do C17)...
- 6 C130 melhorados (os existentes);
- 6 C130 J (com bastantes problemas).
O abandono do A400 não implicava a compra do "melhor no papel" C130J?
Enviado por: papatango em Dezembro 13, 2004, 07:50:59 pm
O abandono do A-400 foi provavelmente politico, mas fez algum sentido porque da forma como as coisas funcionam na EADS o avião só vai sair lá para o ano de 2015.
A verdade é que em Portugal, (a quem de direito), os problemas do C-130J não passaram ao largo e não eram desconhecidos.
Sa não, porque acham que tería aparecido a solução de repotênciamento dos actuais C-130H?
A questão dos C-17, faría sentido de outra maneira? (por muito tonta que seja)
Ao optar por continuar a operar os actuais aviões com um Overhaul completo, Portugal perderia no entanto a vantagem da diferença entre o C-130H e o C-130J em termos de maior capacidade de carga e de maior alcance.
Portanto, a forma de colmatar isto, é com um avião que chegue mais longe que o C-130H. Solução?
C-17.
Mas a opção C-17 (que como disse é tonta*) ocorre por absoluta falta de outra opção válida.
Portanto, dizer que o C-130J é o favorito de Portas, quando tudo o que conhecemos aponta exactamente para o facto de Portugal ter estado de pé atrás (e por isso se falou nos C-17 e em modernizar os C-130H) relativamente ao avião, é no minimo especulação jornalistica com intuitos politicos.
Cumprimentos
*NOTA:
A opção C-17 é tonta, partindo dos dados conhecidos sobre os custos de operação do avião e da sua taxa de inoperacionalidade.
Enviado por: Luso em Dezembro 13, 2004, 09:50:33 pm
Disso não há dúvida!
Mas o que é que se poderá fazer?
Enviado por: Luso em Dezembro 13, 2004, 11:33:14 pm
E já agora, o Rui Elias que tão bem escreve é o nosso Rui "Taliban" Elias?
Enviado por: p_shadow em Dezembro 14, 2004, 05:05:59 am
Poderia ser feito nas OGMA que possivelmente ficaria habilitada a fazer esses trabalhos noutros operadores de C-130, à semelhança do que faz na área da manutenção. É o que acontece em Espanha, por exemplo.
Sou contra a compra de 3 aeronaves, fosse A400 ou C-17, mesmo que possuindo consideráveis vantagens técnicas em relação ao C-130.
Sabendo que dessas 3 aeronaves apenas 2 estariam operacionais a qualquer momento (na melhor das hipóteses), e conhecendo a percentagem de horas de voo para missões de treino/conversão/etc, será fácil de constatar que a disponibilidade para as restantes operações ficaria áquem do desejado... Mesmo tendo em conta que o sucessor do Aviocar será capaz de suportar eficentemente destacamentos dentro do teatro europeu ou no Magreb...
Cumptos
Enviado por: Miguel em Dezembro 14, 2004, 01:12:29 pm
Citação de: "p_shadow"
A Grécia moderniza a sua frota de C-130H (+-10) por €100milhões, o Egito está a receber 3 por €30milhões, entre muitos exemplos que demonstram que a modernização deste aparelho é a melhor solução para a FAP e para as finanças do país.
Poderia ser feito nas OGMA que possivelmente ficaria habilitada a fazer esses trabalhos noutros operadores de C-130, à semelhança do que faz na área da manutenção. É o que acontece em Espanha, por exemplo.
Sou contra a compra de 3 aeronaves, fosse A400 ou C-17, mesmo que possuindo consideráveis vantagens técnicas em relação ao C-130.
Sabendo que dessas 3 aeronaves apenas 2 estariam operacionais a qualquer momento (na melhor das hipóteses), e conhecendo a percentagem de horas de voo para missões de treino/conversão/etc, será fácil de constatar que a disponibilidade para as restantes operações ficaria áquem do desejado... Mesmo tendo em conta que o sucessor do Aviocar será capaz de suportar eficentemente destacamentos dentro do teatro europeu ou no Magreb...
Cumptos
Alinho tambem, que seria a melhor opção para a FAP era modernizar os C130H nas OGMA
Enviado por: JLRC em Dezembro 15, 2004, 01:47:46 pm
C-130 Hercules Upgrade Contract Signed
(Source: New Zealand Ministry of Defence; issued Dec. 15, 2004)
New Zealand’s C-130 Hercules aircraft fleet is about to get a 15-year life extending upgrade with much of the actual conversion work being completed in New Zealand.
The $226 million project contract was signed on Tuesday with suppliers L-3 Communications Spar Airspace. Defence Minister Mark Burton said that this was another significant step in re-equipping all three services of the NZDF.
“Since the 2002 release of the Defence Long-Term Development Plan, 22 major re-equipment projects have been advanced. They include investments in seven new purpose-built naval vessels, a $352 million upgrade of our P-3 Orion fleet, the purchase of two 757-200 jet aircraft to replace our ageing 727s, and the recent acquisition of a new fleet of Light Operational Vehicles.
“Our Hercules fleet is the workhorse of the Air Force, used for a wide range of military airlift tasks and civilian agency requirements. The C-130s provide support to deployed forces, transporting both personnel and/or large freight items. They can operate in conflict areas and on short and poorly prepared airfields. The C-130 fleet also supports counter-terrorism operations undertaken by the Police and the New Zealand Defence Force, as well as providing Antarctic supply flights and support disaster relief missions.”
Mark Burton noted that the C-130 life extension and the C-130 communications and navigation equipment would both be upgraded together, with the two projects running in parallel to maximise efficiency and cost effectiveness.
Modification work is scheduled to begin in early 2006 with the first aircraft being modified at L-3 Spar’s facility in Edmonton, Canada and the second to fifth aircraft upgraded in Blenheim at Safe Air Ltd. The life extension project will include the replacement of structural components in the wing and aircraft fuselage to manage fatigue, as well as upgrades to the mechanical and electrical systems. The communications and navigation upgrade will ensure the aircraft are interoperable with our Defence and security partners. The upgrades also include ground-based support and training facilities.
“This government has been committed from day one to building a modern, sustainable, well-equipped Defence Force, and this investment in our C-130 fleet is another clear example of that commitment. This major upgrade will extend the life of the aircraft, increase the reliability and availability of the fleet, and improve and modernise the C-130s communications and navigation systems,” said Mark Burton.
-ends-
Enviado por: JLRC em Dezembro 17, 2004, 05:13:15 pm
(Source: US Air Force Air Mobility Command; issued Dec. 16, 2004)
SCOTT AIR FORCE BASE, ILL. ---The U.S. Air Force's C-130J Hercules -- the newest variant of the versatile C-130 aircraft -- deployed for the first time this month.
The deployed force includes maintainers, operators and support Airmen from Rhode Island Air National Guard’s 143rd Airlift Squadron, Maryland ANG’s 135th AS, Air Force Reserve’s Command’s 815th AS at Keesler Air Force Base, Miss., and California ANG’s 115th AS at Channel Islands ANG Station.
Lt. Col. Chris Hair, chief of Air Mobility Command's operations modernization division, said many of these Guard and Reserve Airmen are the same people who have worked so hard for the past two years preparing the J model for operational deployment.
"We've maximized the use of taxpayer dollars to give them the combat capability that they paid for," he said. "The men and women in those units -- those Guard and Reserve warriors -- should be immensely proud of the contributions they've made to get this aircraft ready. Most of the actual work has fallen on their backs as the experts who fly this airplane day in and day out."
The aircraft will fly the same mission earlier-model C-130s are now accomplishing, Colonel Hair said. During the past two years, we've worked very hard to prepare this aircraft for combat operations, and there is no doubt in any of our minds that this aircraft is ready to get out there and do what it was designed to do," he said.
The J-model can climb faster and higher, fly farther at a higher cruise speed and take off and land in shorter distances than other C-130s, Colonel Hair said. That should make the J-model even more effective in a combat environment, he said.
"It's time for the C-130J to take its place alongside other C-130 aircraft -- those heroes of tactical airlift," Colonel Hair said. "The C-130 has always been a versatile aircraft, capable of a variety of missions. The J-model is a continuation of that proud history.”
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Enviado por: typhonman em Dezembro 18, 2004, 02:48:02 pm
Enviado por: Miguel em Dezembro 18, 2004, 03:49:12 pm
Enviado por: JLRC em Janeiro 21, 2005, 04:36:05 pm
(Source: US Air Force Air Mobility Command; issued Jan. 20, 2005)
SCOTT AIR FORCE BASE, ILL. --- When the C-130J -- the newest variant of the versatile C-130 Hercules -- deployed for the first time nearly a month ago, Air Mobility Command officials said they were confident the aircraft would perform to their expectations.
According to the C-130J deployed mission commander, during the first few weeks of the aircraft's deployment, the J model has met and in some cases exceeded those expectations.
Col. Lawrence Gallogly, commander of the 746th Expeditionary Airlift Squadron, said the C-130J has performed admirably, and all indications are the aircraft is ideally suited for conditions that require the higher power settings and increased cargo-carrying capacity of the C-130J.
"We have only had [about four weeks] of flying in the theater, but we have already logged in excess of 393 flying hours, carried over 1,743 passengers and over 627 tons of cargo," said the colonel. And, he said as unit personnel become more familiar with the J model and its payload capacity, he expects those numbers will be even higher.
Colonel Gallogly said one of the biggest benefits of the J model has been the aircraft's increased cargo capacity. He said two C-130Js can provide the cargo carrying capacity of almost three E and H model C-130s. "This is a force multiplier for the theater commander," added the colonel.
Aside from the improved power capabilities and increased cargo capacity, Colonel Gallogly said the addition of the J models alongside the older C-130 aircraft has been nearly transparent.
"We have assimilated [the C-130Js] into the pre-existing C-130 squadron with no noticeable difference," explained the colonel. "Of course we have a little good natured ribbing that goes back and forth between aircraft types, but it's all in fun. We've actually had quite a few E and H model crewmembers fly with us as observers during our orientation rides in theater, and I think they have been very impressed."
Lt. Col. Mark Sheehan, 746th EAS director of operations, agreed that the orientation flights have changed more than a few opinions.
"There were a great many urban legends about the C-130J throughout the other units," said Colonel Sheehan. "We provided a briefing to wing leadership and offered the opportunity for observers and operations group staff to fly with C-130J crews. Once they see the difference in performance and capability, they quickly agree that the C-130J is an outstanding tactical airlifter."
In addition to its deployed mission success, Colonel Gallogly said the aircraft is also performing well in the area of "spare parts availability;" something some C-130J critics said would be a problem in a deployed environment.
"Part of our job here is to identify which C-130J parts will be our high-failure-rate parts and which [parts] might hold up better than expected," explained the colonel. "Thus far, the supply system has been great at keeping up with the few needs we have had. Our mission capable rate is much higher than the fleet average, and spare parts simply have not been an issue."
Although AMC officials are happy with the C-130J's initial success, the colonel said C-130J operators and maintainers still have a lot to learn, and he expects even more success from the newest member of the Hercules family.
He credits the aircraft's successes to a total force effort of active-duty, Air National Guard and Air Force Reserve personnel.
"We would not be here on this deployment today had it not been for a truly joint effort," he said. "We often hear the phrase 'one team one fight,' but we have lived it on several levels."
Those "levels," according to the colonel, include the AMC headquarters staff, particularly the AMC's Operations Modernization Division, for getting the aircraft and the crews ready to deploy. He also credited Guard units in Rhode Island, Maryland and California, and Reserve personnel in Mississippi, who supported the deployment with C-130J aircrews and maintenance personnel.
Colonel Sheehan said he also thinks the C-130J has performed "extremely well" during the first month of its deployment, and he also credits the aircraft's success to the maintenance personnel and crews who worked hard to integrate the new aircraft into the deployed operations.
"We are part of the normal day-to-day operations and working the same shifts and missions as the other C-130 squadrons," he said. "This combat test is validation of both the aircraft and the training developed by the initial cadre of instructors. And when we return home, we can provide feedback to the [field training unit] at Little Rock [AFB, Ark.] and further refine training for future C-130J crews."
Colonel Gallogly added that it's great to see the C-130Js operating alongside their active-duty counterparts as a single, integrated operation.
"I’m proud to be part of [the C-130J's first deployment]," he said. "I hope it will set the standard of future deployments of the “J” and mark the beginning of a long and storied history of the next generation of Hercules."
General John W. Handy, commander of Air Mobility Command and U.S. Transportation Command, has closely monitored the C-130J’s progress.
“I am extremely pleased with the performance of the C-130J during this deployment,” he said. “That success is a testament to the dedicated, professional team of Airmen supporting the mission and the magnificent C-130J. Together, they are setting a pace that will be hard to beat!”
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Enviado por: Luso em Janeiro 25, 2005, 02:04:17 pm
Estas incongruências são cada vez mais comuns nas FA dos EUA.
http://www.defense-aerospace.com/cgi-bi ... ele=jdc_34 (http://www.defense-aerospace.com/cgi-bin/client/modele.pl?session=dae.3665030.1082546293.QIZYdcOa9dUAADF0I74&modele=jdc_34)
"C-130J Flunks Testing
The C-130J cargo aircraft essentially flunked its initial evaluation by the Pentagon’s top independent tester, Tom Christie, Director of Operational Test and Evaluation.
Christie’s new report dubs the C-130J as “neither operationally effective nor operationally suitable,” and notes that the Air Force intends to deploy the aircraft despite “limited capabilities” to the Central Command early this year, before it completes the second phase of operational testing.
Christie’s report was released just after the Pentagon leaked a proposal that it intends to terminate the C-130J cargo aircraft program. The C-130 Hercules has become a legend in military transport. However, the program to develop the C-130J, an aircraft that is “70 percent” different than previous models, has been characterized by inefficiency, waste, and a misguided acquisition strategy that doubled its original cost. In fact, none of the 50 or so aircraft already acquired by the Air Force had been certified as combat ready, according to a highly critical audit last summer by the Department of Defense Inspector General.
Though the cost-cutting measure is a good idea, in upcoming months, the Secretary of Defense appears headed for a dogfight with several members of Congress who are acting on behalf of defense contractors and in their own political self interest, rather than looking out for the taxpayers and the nation’s fighting men and women. Earlier this month, 24 U.S. Senators sent a letter to President Bush asking that he not allow the C-130J program to be eliminated.
The Senators’ letter disingenuously touts the merits of the original legendary C-130, not the “J” model. But Christie’s report said the C-130J “has more than 70 percent new equipment, relative to previous C-130 models,” and some have even said the C-130J should even have a new name of its own because it is so different than the original C-130.
Among the criticisms contained in Christie’s report:
-- Problems confronting the C-130J include “funding of logistics support and training systems; hardware, software and technical order deficiencies; manufacturing quality; subsystem reliability; failure to meet required measures of system effectiveness; and resolution of documented deficiencies."
-- Major aircrew workload issues remaining include cargo loading and constraint requirements.
-- The aircraft’s defensive systems have yet to demonstrate that they will work properly and the aircraft’s airdrop mission has yet to be evaluated by Christie’s office.
-- Issues still confronting the weather reconnaissance version of the aircraft include radar performance in hurricane reconnaissance missions, propeller anti-ice protective cover peeling, and excessive vibration. "
Enviado por: papatango em Abril 21, 2005, 09:48:47 pm
No caso de Portugal voltar a entrar na "carruagem" do A-400, também será necessário fazer muito bem as contas, porque 3 x A-400, não fazem a mesma coisa que 6 x C-130J. Além de que, tais alterações retiraríam qualquer credibilidade a Portugal (sem comentários sarcásticos
)O outro problema, pelo que entendo, são os motores. A possibilidade de os motores do C-27J e dos Hercules serem os mesmos, era uma vantagem logística, vantagem que se perde com a compra do C-295.
Cumprimentos
Enviado por: Luso em Abril 21, 2005, 09:57:57 pm
Já nem sei o que dizer. C130 recauchutados?
Enviado por: papatango em Abril 21, 2005, 10:09:38 pm
No entanto, para concluír com alguma precisão é necessário analisar as características dos aparelhos, com mais detalhe, consumos vazio e com carga.
Se a possibilidade de Portugal voltar ao A-400 ocorrer, ainda agarro no Excel, e no Microsoft Flight Simulator, para fazer umas contas.
Entre outros delirios, deveriamos considerar os Iliushin-76
Cumprimentos
Enviado por: Luso em Abril 21, 2005, 10:29:42 pm
Ia citar a tua intervenção e estragei-te o post!
Desculpa.
É o que acontece quando se é moderador e muito distraído...
Enviado por: JLRC em Abril 22, 2005, 12:39:29 am
Citação de: "papatango"
Entre outros delirios, deveriamos considerar os Iliushin-76
Cumprimentos
O Iliushin não digo, mas o Antonov não sei se seria um grande disparate. A Alemanha só não o encomendou por causa da Airbus. Qual é a sua opinião, Papatango?
Enviado por: Maginot em Abril 22, 2005, 08:07:22 am
Enviado por: papatango em Abril 22, 2005, 07:23:50 pm
Como sabemos, é um produto russo/ucraniano, pelo que isso implica, tripulação elevada e manutenção cara. Os custos de combustível pocdem ser proibitivos. Mas para aqueles lados têm petroleo, por isso combustível não é problema.
Já nós, temos que pensar duas vezes.
De aí, ao Antonov-70 é um saltinho., só que o avião pouco passa de protótipo:
(https://www.forumdefesa.com/forum/proxy.php?request=http%3A%2F%2Fwww.airforce.ru%2Fshow%2Fmaks99%2Flazinkov%2FMAKS1999_An-70_01.jpg&hash=b62fe3477c5f7fa790121d15f4e81511)
Como o JLRC disse, o AN-70 provavelmente não foi vendido à Alemanha por causa do Airbus A-400M.
O mais grave, é que o AN-70, deverá ter um preço idêntico ao do Hercules C-130. Uma capacidade de carga máxima de 47 toneladas, contra 19 toneladas no C-130J e 38 toneladas no A400-M,
A capacidade de transporte de tropas é de 300 homens no AN-70 (cerca de 120 no Hercules).
Com 20 toneladas de carga, o alcance dos aviões é o seguinte:
1.800 Km para o actual Hercules C-130H (com menos de 20T)
3.300 Km para o Hercules C-130J (ligeiramente menos que 20T)
6.750 Km para o Airbus A400M
7.400 Km para o Antonov AN-70
Infelizmente, o programa foi azarado por vários problemas (acidentes) que são normais nos projectos russos.
Esse é o principal problema. O outro é o problema dos sistemas pouco comuns nos países ocidentais. No entanto, este ultimo quesito parece que não foi considerado, na aquisição do C-295.
Enviado por: JLRC em Julho 02, 2005, 03:08:12 pm
Don't be fooled -- it may look like your run-of-the-mill C-130, but the new J-model is a flying computer, with enough avionics for some major high-tech muscle.
By Capt. Vanessa Hillman
Air Force News
The faster more powerful C-130 Hercules J-models and the stretch version C-130J-30s have arrived in Southwest Asia, bringing state-of-the-art technology to the war on terrorism.
Airmen with the Rhode Island Air National Guard's 143rd Airlift Squadron, the California ANG's 146th AS and the Maryland ANG's 135th AS joined forces here as the 746th Expeditionary Airlift Squadron supporting airlift missions in Iraq, Afghanistan and the Horn of Africa.
Looking at the aircraft from the outside, the untrained eye would be hard-pressed to see what the "J" fuss is about, but inside the aircraft it becomes obvious.
(https://www.forumdefesa.com/forum/proxy.php?request=http%3A%2F%2Fimg182.imageshack.us%2Fimg182%2F4510%2Fsoldiertechc130j16xg.jpg&hash=103ac7c07b0681f058aed9cff36b1350) (http://http)
Herculees, Herculees: Airmen unload a C-130J Hercules after its arrival. (U.S. Air Force photo by Tech. Sgt. Randy Mallard)
The removal of the manual cargo locking system that required the loadmaster to walk to the front of the bay to lock cargo down gives loadmasters a break, said Master Sgt. Kevin Dodd, a loadmaster with the 746th EAS deployed from the 143rd AS.
"There is no manual cranking of the cargo straps," he said. "(In the J-model) you flip a switch throughout the plane to lock the cargo in place, cutting fatigue time down."
Also, pilots can "feather" the props when loading and unloading troops.
With feathering, pilots "can turn the propellers as the troops walk in or out the back of the aircraft," Sergeant Dodd said. This eliminates the massive blast in the faces of people boarding.
The high-tech Herk comes equipped with intense amount of avionics that are light years ahead of the previous models.
The new C-130J is a big flying computer, said Staff Sgt. Shea Reed of the 379th Expeditionary Aircraft Maintenance Squadron deployed from the 163rd AS. Combining such high technology and extreme desert heat can pose challenges for maintainers.
"Anything will have problems in this heat, and there is more of a tendency for the avionics to short out, but that's something you can control," she said. Especially with the J-model.
The improvement to the aircraft's air-conditioning system, intended to prevent difficulties with the avionics, is a bonus to those who work on it, Sergeant Reed said.
New avionics means a new mindset for the crew, said Master Sgt. Kevin Givens of the 379th EAMXS' avionics communications and navigation systems section deployed from the 143rd AS.
The plane went from one computer cable line to nine, with each having a redundant system, totaling 18, Sergeant Givens said. If a crew chief, loadmaster or other person on the team makes a change it can affect a number of other systems. It makes us work as a team he said.
"It creates a closer bond (among the crews)," Sergeant Givens said. "We get to learn more about their jobs, and they get to learn about ours."
Avionics troubleshooting is another benefit of the new design, said Tech. Sgt. Russell Giroux, of the 379th EAMXS' avionics communications and navigation systems section deployed from the 146th AS.
"Pilots and avionics technicians (get) more information to troubleshoot because the computer narrows what is wrong or gives you a fault code," he said. "You find your answer faster, saving time and money."
However, all the advances would make for one big paperweight without the bird's new muscle.
"Power is what gives us the capability over the other models -- that is the biggest difference," said Lt. Col. Dan Walter, 746th EAS operations officer deployed from the Rhode Island ANG.
The four upgraded engines deliver more raw power, equaling shorter takeoff distances, flying at higher altitudes and better fuel economy.
"The additional speed and certain circumstances can double the capability (of the previous C-130 models)," Colonel Walter said.
If two C-130s, one being a J-model, took off at the same time with equal cargo heading for the same destination, the J-model could arrive faster, aircrews could unload their cargo quicker and fly back with enough time to give them enough crew rest to fly another mission the next day, Colonel Walter said.
Copyright © 2005 Military.com.
Enviado por: typhonman em Julho 24, 2005, 06:27:29 pm
Enviado por: tsahal em Julho 25, 2005, 05:48:19 pm
Enviado por: typhonman em Julho 25, 2005, 08:51:25 pm
Enviado por: Luso em Julho 25, 2005, 11:55:55 pm
Citação de: "Typhonman"
Ja pulamos 2 x o A400... Por mim iamos para o C130J/C27J
- E não há duas sem três!
Enviado por: tsahal em Julho 25, 2005, 11:57:37 pm
Enviado por: typhonman em Julho 26, 2005, 01:01:15 am
Enviado por: Rui Elias em Agosto 01, 2005, 09:47:39 am
Eu concordo, mas parece que os C-27J são neste momento uma carta fora do baralho, e os C-130J irão por esse caminho, infelizmente.
Os C-295 da CASA parece que virão mesmo.
Quanto aos C-130, entre a modernização dos actuais e os C-130J, eu preferiria esta última solução, mas do mal o menos.
Mas continuo a acreditar que dadas a sucessivas solicitações desses aparelhos, a FAP se deveria dotar de 8 unidades em vez das 6 actuais.
Qunato à hipótese A-400M, julgo que já escrevi no passado o que penso.
Portugal, dado o estado quantitativo, qualitativo e constragimentos orçamentais conhecidos, não deveria embarcar em projectos para já megalómanos (mesmo que para entregas para 2020), e contentar-se para há como uma frota de 8 aparelhos C-130.
O que não impediria que se fizessem estudos e projecções para comprar 2 ou 3 A-400M para essa altura.
Na minha opinião, os A-400M não são substitutos dos C-130, mas aparelhos complementares.
Uns são mais estratégicos, os outros são estratégicos e tácticos.
Para entrarmos na corrida pelos A-400M, mais valia ter aceite na altura própria a "oferta" da Boeing para os 2 C-17, aproveitando a proposta para modernização dos actuais 6 C-130H, e asim passarmos a ter uma verdadeira capacidade de projecção aérea mais estratégica.
O exemplo recentíssimo de vermos C-130 para o Afeganistão terem que fazer 2 escalas para lá chegar é confrangedor.
É a minha opinião.
Enviado por: typhonman em Agosto 17, 2005, 06:38:42 pm
Enviado por: Get_It em Setembro 06, 2024, 10:19:34 am
(5 de Setembro de 2024)
Citação de: Agnes Helou / Breaking Defense
The Egyptian armed forces are moving forward with procurement of the nation’s first two C-130J-30 Super Hercules tactical airlifters from Lockheed Martin, becoming the 23rd operator of the aircraft, according to a company announcement today (https://news.lockheedmartin.com/2024-09-05-Lockheed-Martin-Welcomes-Egypt-to-the-C-130J-Super-Hercules-Fleet).Fonte: https://breakingdefense.com/2024/09/egypt-getting-first-2-super-hercules-tankers-lockheed-martin-says/ (https://breakingdefense.com/2024/09/egypt-getting-first-2-super-hercules-tankers-lockheed-martin-says/)
"Welcoming Egypt to the C-130J Super Hercules global fleet is an honor that truly represents the longstanding partnership between our two nations and with Lockheed Martin," said Rod McLean, vice president and general manager of Lockheed Martin’s Air Mobility and Maritime Missions line of business, in a statement. "With these new C-130J-30s, the Egyptian Air Force's tactical airlift presence will deliver unmatched capabilities and aligned force amplification to serve Egypt, North Africa and the world."
In 2022 the US government approved a Foreign Military Sale of 12 aircraft in a deal that at the time was estimated worth a total of $2.2 billion (https://www.dsca.mil/press-media/major-arms-sales/egypt-c-130j-30-super-hercules-aircraft). Today, Tim German, capture director at Lockheed Martin’s Aeronautics division, said that the company "expects" that 10 additional aircraft will be delivered after the first two as part of a "staggered order." An exhibition publication reported the first two will be delivered by 2026, a detail Lockheed did not confirm.
The head of Egypt's air force apparently made the announcement during a stop at Lockheed's booth at Egypt's first air show (https://twitter.com/LMMiddleEast/status/1831706024752951336). The Ministry of Defense did not immediately respond to Breaking Defense's off-hours request for additional comment.
[continua]
Cumprimentos,
Enviado por: tenente em Setembro 09, 2024, 04:38:14 pm
Abraços
Enviado por: CruzSilva em Setembro 10, 2024, 11:04:03 pm
A Força Aérea Egípcia optou pelo C130J contra o C390.Afinal...
Abraços
Enviado por: Get_It em Setembro 30, 2024, 05:04:42 pm
(27 de Setembro de 2024)
Citação de: NOAA
Today, NOAA announced that it has awarded a contract to Lockheed Martin Aeronautics, based in Georgia, for two specialized C-130J Hercules aircraft to become the next generation of NOAA hurricane hunter aircraft. The four-engine aircraft is a proven platform for hurricane reconnaissance. The planes will be modified to serve as flying laboratories in support of NOAA's hurricane and environmental research.Fonte: https://www.noaa.gov/news-release/noaa-awards-contract-for-next-generation-hurricane-hunter-aircraft (https://www.noaa.gov/news-release/noaa-awards-contract-for-next-generation-hurricane-hunter-aircraft)
"NOAA is continuing to make critical investments to help protect lives and property," said NOAA Administrator Rick Spinrad, Ph.D. "These new aircraft will be filled with state-of-the-art technology developed by NOAA and our partners, greatly enhancing our ability to gather critical data on hurricanes, atmospheric rivers and our changing climate."
Funded in part by the 2023 Disaster Relief Supplemental Appropriations Act, the fully-instrumented aircraft are expected to join NOAA's fleet in 2030. They will replace the long-serving WP-3D Orions, which have operated since the mid-1970s.
The contract covers acquisition of two C-130J Hercules aircraft and the NOAA-specific design efforts, with options for additional aircraft. With demand for specialized weather data continuing to grow from the research and emergency response communities, modernizing NOAA's aircraft fleet is critical to delivering on these future operational and science demands.
When aircraft data are available, hurricane track and intensity forecasts are improved by more than 15-20% in track accuracy and 10-15% in intensity forecasts. Longer lead-time for tropical cyclone forecasts are imperative as coastal populations and infrastructure continue to grow and evacuation decision times increase.
"Adding these highly capable C-130J aircraft to our fleet ensures NOAA can continue to provide the public, decision-makers and researchers with accurate, timely and life-saving information about extreme weather events," said Rear Adm. Chad Cary, director of the NOAA Commissioned Officer Corps and NOAA Marine and Aviation Operations. "NOAA is using our more than 50 years of experience gathering data on hurricanes and other atmospheric phenomena to enhance the capabilities of these specialized new aircraft."
The new C-130Js are cargo-type aircraft, which will allow NOAA to accommodate larger science payloads. They will be equipped with a variety of updated instrumentation developed from experience with NOAA's current WP-3D Orion aircraft and from across the U.S. government.
Both new aircraft will be customized with the same Multi-Mode Radar as the P-3s, as well as new automated dropsonde launchers, high speed internet connectivity, vertically scanning doppler radar and instrument ports for a variety of research instruments for surface winds, waves and oceanographic sensing. The C-130Js will also be able to launch and control uncrewed aircraft systems that expand the reach of the aircraft into new and under-measured areas of the storm environment.
These new aircraft will continue the legacy of the P-3s by supporting hurricane forecasting and research, tornado research, atmospheric rivers research and forecasting, satellite calibration and validation, fire weather and atmospheric chemistry and pollution tracking. The aircraft will also carry expanded mission capabilities that include long endurance coastal mapping, gravity measurements and transport capabilities to support worldwide deployments.
The C-130Js will be based at the NOAA Aircraft Operations Center in Lakeland, Florida, along with NOAA's other specialized environmental data-gathering aircraft. The fleet is operated, managed and maintained by a combination of NOAA Corps officers and civilian personnel.
Cumprimentos,
Enviado por: Lusitano89 em Outubro 03, 2024, 02:14:06 pm
Enviado por: Get_It em Outubro 25, 2024, 10:25:33 am
(24 de Outubro de 2024)
Citação de: Scramble
On 21 October 2024, the US Navy announced that the mission aircraft selected for the Take Charge and Move Out (TACAMO) role will be named E-130J.Fonte: https://www.scramble.nl/military-news/tacamo-e-130j (https://www.scramble.nl/military-news/tacamo-e-130j)
he E-130J is based on the Lockheed Martin C-130J-30 Super Hercules. The new aircraft will replace the Navy’s E-6B Mercury fleet of the TACAMO mission. The common name, like Mercury, has not been selected yet.
The US Navy's Airborne Strategic Command, Control and Communications Programme Office (PMA-271) is procuring the E-130J through the TACAMO Recapitalisation Programme. The solicitation, which closed in April 2024, is for a prime contractor to integrate TACAMO mission systems, including the Collins Aerospace Very Low Frequency (VLF) subsystem, into government-furnished C-130J-30 aircraft. Contract award is scheduled for January 2025.
The E-130Js will be operated by the Strategic Communications Wing (SCW) 1, based at Tinker AFB (OK). Three pre-production aircraft were purchased in FY2023: one to be used for air vehicle testing, the other two for mission systems testing. The US Navy envisions purchases of three production aircraft in FY2027 and another six in FY2028.
With the new designation, the US Navy is following the Air Force's example, abandoning the traditional Mission Design Series (MDS). Earlier, the USAF announced that the Gulfsteam G550 intended for use with the 43rd Electronic Combat Squadron would henceforth be called EA-37B.
This Is Our First Look At The Navy's Next "Doomsday Plane," The EC-130J TACAMO (https://www.twz.com/45086/this-is-our-first-look-at-the-navys-next-doomsday-plane) (5 de Abril de 2022)
Cumprimentos,