Aerial Refueling of the PAK FA/T-50:
The C-17 has had more money-driven last hurrahs than The Who. Even so, FY 2010 featured the USAF’s last planned orders of C-17 Globemaster III short field, heavy-lift transport jets.
The Pentagon had been trying to end the program for years, but 3 factors led Congress to keep adding new C-17s to the budget, year after year: (1) deep doubts about the premises, pre-9/11 vintage, and quality of the Pentagon’s mobility studies; (2) uncertainty concerning the C-5 Galaxy super-heavy transport’s upgrade programs; and (3) a fleet wear tempo much higher than originally forecast, driven by constant requests from theater for C-17s.
All things end, and there were no new C-17s bought in the FY 2011 or FY 2012 budgets. That would leave the USA with a total ordered fleet of 223, once they’re all under contract. At long last, they are.
Final USAF C-17 purchases, by year, are 15 in FY 2008, 8 in FY 2009, and 10 in FY 2010. Foreign orders have kept the production line alive, and in 2012, a single C-17 was ordered to replace an aircraft that had been destroyed. Order placement may not conform exactly, depending on the progress and timing of negotiations. Those numbers, coupled with greater certainty in the cut-down C-5 upgrade program, and a looming budget crises in the USA, make it likely that the end has finally come. Enhancements and maintenance will continue to attract significant budgets, but USAF production will end. In response, Boeing is throttling back annual C-17 production. In order to keep the C-17 production line and sales cycle alive, they’ll have to depend on foreign orders from export customers like the UAE, India, etc., orders for a civilian transport version to provide outsize cargo and/or remote equipment delivery, or some other contingency.
The expected total of 223 USAF C-17s sits just above the program’s original goal of 210 planes, which may be a fortunate thing. The Global War on Terror created very heavy demand for C-17s, resulting in increased flying hours that are wearing out the fleet early. Adding additional aircraft will help the fleet as a whole last longer, by distributing flight hours across more planes. At the same time, US vehicle programs continue to exceed the weight limit of lesser transports, ensuring robust future demand.
Unless otherwise noted, Boeing Defense, Space and Security’s Global Mobility Systems unit in Long Beach, CA executes the contracts, which are issued by by the 516th AESG/PK at Wright-Patterson Air Force Base, OH. Note that separate contracts exist for F117 engines, and for other “government furnished equipment” that is part of the final, operational aircraft.
No more comingJanuary 25/17: Besides Trident, the UK has been unsurprisingly cleared to receive continued C-17 logistics support services, and equipment from the US. Valued at an estimated cost of $400 million, provisions in the contract include continued support for eight RAF C-17 Globemaster transport aircraft once the previous deal expires in September.
February 25/16: C-17 transport aircraft used by the UAE military are to be fitted with infrared countermeasure systems in a program that could cost up to $225 million. The provision of AN/AAQ-24(V)N Large Aircraft Infrared Countermeasures (LAIRCM) equipment, and logistics support was approved by the US State Department as a Foreign Military Sale. Eight C-17s will receive a LAIRCM system which includes three Guardian Laser Transmitter Assemblies (GLTA), six Ultra-Violet Missile Warning System (UVMWS) Sensors AN/AAR-54, and one LAIRCM System Processor Replacement (LSPR).
December 1/15: Boeing has finished production of the final C-17 Globemaster III aircraft and it will make its way to Qatar next year. The completion of the plane will see the Long Beach plant close at a loss of 400 jobs. Since its inception in 1991, 279 Globemasters have been produced at the California facility, but lack of international demand for the plane has rendered keeping the plant open financially unfeasible. C-17 fleets are currently operational in UK, Canada, Qatar and Australia.
April 27/15: Boeing took a flyer and privately financed the production of 10 C-17A Globemasters. With a series of Commonwealth countries expressing interest, five are still left unsold.
Sept 12/13: Era ending. Boeing delivers the USAF’s 223rd and last C-17A Globemaster III, which flies off to its assignment at Joint Base Charleston, SC. It marks the end of an era that began with the C-17’s 1st flight, on Sept 15/91.
In a follow-on release, Boeing says that C-17 production for all customers will end in 2015, with the closure of the Long Beach, CA assembly line after the last 22 C-17s are delivered. It’s possible that a couple of additional orders might materialize, but that’s not enough. As Boeing Defense, Space & Security President Dennis Muilenburg put it:
“Our customers around the world face very tough budget environments. While the desire for the C-17’s capabilities is high, budgets cannot support additional purchases in the timing required to keep the production line open…”
Boeing will take a charge of < $100 million this quarter, and expects to begin the layoff process in 2014 for nearly 3,000 employees in Long Beach, CA; Macon, GA; Mesa, AZ; and St. Louis, MO. They had throttled back production to try and keep the line open for foreign sales, but the number of customers with the budget to buy them was always limited, and so was the amount of extra time those orders could give the production line. Sources: Boeing video feature | Boeing releases, Sept 12 and Sept 15/13.
Final USAF delivery, Plant shutdown announcement
June 19/12: One more. Boeing receives a $169.8 million firm-fixed-price contract for 1 USAF C-17A replacement aircraft. Boeing has confirmed that this contract is for the USAF.
It is needed to replace the C-17 lost in the 2010 accident, but the contract doesn’t include important “government-furnished” items like engines (another $35-38 million), military communications and defensive systems, etc. See the February 2011 entry for average C-17 costs.
Work will be performed in Long Beach, CA, and will be complete by May 23/13. The ASC/WLMK at Wright-Patterson AFB, OH manages the contract (FA8614-06-D-2006, DO 0010).
+1 C-17
Jan 23/12: Finis. Boeing in Long Beach, CA receives a $693.4 million firm-fixed-price contract modification to delivery order (DO) 0006, for 5 more USAF C-17s. DO 0006 is noted on May 16/11, and bought the 1st 5 aircraft of the USAF’s FY 2010 order. This agreement and contract is confirmed as closing the books on USAF C-17 production, by bringing the order to its expected 10.
+5 C-17s
Work will be performed in Long Beach, CA, and is expected to be complete by March 20/13. The ASC/WLMK at Wright-Patterson AFB, OH manages the contract (FA8614-06-D-2006, DO 000603).
May 16/11: A $962.5 million firm-fixed-price delivery order against the basic C-17 production contract, for 5 of the FY 2010 C-17A aircraft. At this time, $471.6 million has been committed.
Boeing representatives said that a contract for the other 5 is expected later in 2011 (FA8614-06-D-2006, DO 0006).
+5 C-17s
February 2011: According to the USAF’s FY 2012 budget documents [PDF], flyaway costs for the last set of FY 2010 C-17s is around $193 million each, rising to a full operational cost per aircraft of about $256 million once spares, site support, training, etc. are also factored in.
All planned USAF orders (incl. FY 2010) and existing export orders would see the C-17 production line end at the end of November 2012, with the USAF taking the final delivery. [Addendum: A subsequent order from Australia pushes this to the end of December 2012.]
Jan 20/11: Boeing announces the 2nd phase of C-17 Program Production Rate and Work Force Reductions. 1,100 employees cut, 900 in Long Beach, CA, as production drops from its high-water mark of 15 C-17s per year down to 10 per year.
Boeing hopes to keep the line open longer this way. The tradeoff is added fixed costs from running the line for more years, vs. the potential for new orders each extra year the line is still running. Recent experience with export orders shows latent demand around the globe, and once the C-17 line stops, strategic airlift options will shrink to rented Russian/Ukrainian AN-124s, or the medium-heavy lift Airbus A400M.
Planes are replaceableJuly 28/10: Crash. A USAF C-17A (tail number 00-0173) crashes at Elmendorf AFB, Alaska, killing all 4 crew aboard. The crew were preparing for Elmendorf’s Arctic Thunder Air Show, which went ahead on July 31/10. The crash is attributed to pilot error.
Crash
June 22/10: A $1.5 billion contract modification to buy 8 more C-17 aircraft for the USAF. At this time, $734.4 million has already been committed (FA8614-06-D-2006).
February 2010: Budgets. The USAF’s FY 2011 budget submission [PDF] gives an average C-17 flyaway cost to date of around $201 million over the entire program, rising to a full “weapon system cost” of $267.5 million once required spares and support are also factored in. Despite this, it also notes that:
“The FY2010 appropriation of $2.5B “for the procurement of ten C-17 aircraft, associated spares, support equipment and training equipment as required” is not sufficient for this requirement. Shortfall estimated at $530M.”
These 10 aircraft would push total USAF buys to 223. That’s 13 more than the original program goal of 210, and far more than the 180 plane fleet the USAF would have had without Congressional intervention. On the other hand, the 223 were built over a longer manufacturing time frame than originally planned, and in the face of a fleet whose first C-17s are going to be retiring early due to heavy usage.
Feb 6/09: FY 2009. A firm-fixed-price contract to McDonnell Douglas Corporation of Long Beach, CA for an amount not to exceed $2.95 billion. This is an unfinalized contract to buy 15 more C-17A Globemaster III strategic transport aircraft in FY 2009, and separate contracts can be expected for engines and government furnished equipment that is part of the final, operational plane. At this time, $114.6 million has been committed. Wright-Patterson Air Force Base, OH will manage the contract (FA8614-06-D-2006).
Budgets to the end of FY 2008 would bring the American fleet to 205 aircraft, and the FY 2009 budget calls for 8 more.
+15 C-17s
Additional Readings$142 million to Lockheed Martin for additional PTDS. (June 8/10)
The US Army is using tethered aerostats with multi-mission sensors to provide long endurance intelligence, surveillance, reconnaissance (ISR) and communications in support of coalition forces in Iraq and Afghanistan.
The aerostat-based Persistent Threat Detection System (PTDS) is one of the ISR tools the Army uses to detect improvised explosive devices (IEDs) buried along roadsides…
An aerostat is a lighter-than-air craft that relies on a ground tether for movement and often for power as well, as opposed to blimps which are self-powered, free-flying craft. DID has more coverage of military applications of aerostats.
The aerostat for the PTDS [PDF] is smaller than the aerostat used in the Tethered Aerostat Radar System (TARS), which provides surveillance along the US-Mexican border. The PTDS aerostat is 115 feet long with 74,000 cubic feet of helium and a 1,102 pound payload; the TARS aerostat made by Lockheed Martin is 1,640 feet long with 420,000 cubic feet of helium and a 2,205 pound payload.
In addition, the mooring for the PTDS aerostat is mobile and relocatable, making it suitable for use in combat situations and difficult terrain.
In addition to the aerostat, the PTDS includes:
The PTDS uses a wide-area, secure communications backbone to communicate threat information from multiple sensors to the commanders in the field.
Contracts and Key EventsJanuary 25/17: Another FMS cleared by the State Department is the provision of ten 74K Persistent Threat Detection System (PTDS) Aerostats and related equipment, support, and training to the government of Saudi Arabia. Estimated in the region of $525 million, the sale also includes: 14 Ground Moving Target Indicator (GMTI) Radars; 26 MX-20 Electro-Optic Infrared (EO/IR) Cameras; and 10 Communications Intelligence (COMINT) Sensors. PTDS is a large helium-filled lighter than air system designed by Lockheed Martin to provide soldiers long range intelligence, surveillance, reconnaissance and communication assistance.
June 8/10: Lockheed Martin announces that it received a $142 million award from the US Army to proivde additional PTSD to support coalition forces in Afghanistan. The majority of the work on the systems will be performed in Akron, OH, with additional work in Cape Canaveral, FL, Moorestown, NJ, and Owego, NY.
Oct 7/09: Lockheed Martin announces that it received a $133 million award to provide the US Army with 8 additional PTDS to support coalition forces in Iraq and Afghanistan.
Nov 29/06: Lockheed Martin announces that it received a $77.5 million contract to provide additional PTDS to support coalition forces in Iraq and Afghanistan. Lockheed Martin will assemble and test the integrated aerostats, sensors, ground stations and mooring systems at its Defense and Surveillance Systems facility in Akron. Lockheed Martin delivered its first PTDS unit to the Army in 2004.