United States General Accounting Office

GAO Report to the Honorable

John McCain, U.S. Senate

April 1998 INTRATHEATER

AIRLIFT

Information on the Air

Force’s C-130 Aircraft

GAO/NSIAD-98-108

GAO United States

General Accounting Office

Washington, D.C. 20548

National Security and

International Affairs Division

B-274598 

April 21, 1998

The Honorable John McCain

United States Senate

Dear Senator McCain:

This report responds to your August 1997 request for information on the

Air Force’s C-130 program. Specifically, you asked us to answer the

following questions.

• What is the mission of the current and planned C-130 fleet?

• What are the C-130 requirements for the Air National Guard and Air Force

Reserve?

• What is the C-130 procurement history in the Guard and Reserve units?

• What are the Air Force plans for retiring excess C-130s in the Master

Stationing Plan (MSP)?

• Is the Air Force’s process for retiring C-130 aircraft when replacement

aircraft become available effective?

• What is the Air Force C-130J requirement and what other alternatives were

considered?

• What is the C-130J logistics support funding shortfall?

Background The C-130 Hercules aircraft is a medium-range, tactical airlift aircraft

designed primarily for transporting personnel and cargo. The aircraft was

originally flown in 1954 and has been under continuous production ever

since. The Air Force currently has approximately 700 C-130s of various

configurations in its current C-130E and H fleet. The average age of the

active duty C-130 fleet is over 25 years old, while the average age of the

Guard and Reserve C-130s is about 15 years old. These aircraft are under

the management and control of the Air Mobility Command (AMC)1

 and are

operated by the active Air Force, the Air National Guard, and the Air Force

Reserve.

The Air Force has just begun buying a new J model C-130. Lockheed

Martin Corporation is developing the J aircraft as a commercial venture

and expects it to (1) lower the cost of ownership of the fleet and (2) climb

higher and faster, fly at higher cruise speeds, and take off and land in a

shorter distance than the existing fleet. The J will have the same structural

1

The C-130 fleet was under the control of the Air Combat Command (ACC) from October 1993 until

April 1997 when it was reassigned to AMC.

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characteristics as previous C-130 models; however, it differs in that it

includes, among other things, an advanced integrated digital avionics

system, a new engine and composite propellers, a heads-up display, and a

redesigned flight station to facilitate operation by a three-man versus a

five-man crew. The J can also be bought in a stretched version.2

The aircraft is currently undergoing developmental tests and the Federal

Aviation Administration (FAA) certification process is expected to end in

June 1998. See appendix I for an illustration of the C-130J aircraft, along

with the contractor’s comparison of the capabilities for the C-130E, H, and

J. At the time of our review, 23 Air Force C-130Js were on contract, with

delivery of the first aircraft initially scheduled for December 1997. The

schedule has slipped, however, and delivery of the first aircraft is now

scheduled for October 1998. The schedule has been delayed due to

technical problems and the pending FAA certification.3

The following sections provide the answers to each of your specific

questions. Our scope and methodology for obtaining this information are

discussed in appendix II.

What Is the Mission of

the Current and

Planned Fleet?

The current C-130 fleet is comprised of 12 different variants and the

missions vary with each variant. While most of the current fleet is

comprised of combat delivery aircraft, many of the C-130 variants perform

specialized missions.

The combat delivery C-130 fleet, designated as C-130Es and C-130Hs, is

used in a wide variety of wartime and peacetime missions. In wartime, the

C-130 combat delivery aircraft primarily performs the intratheater portion

of the airlift mission, leaving the long-range intertheater transport mission

to larger aircraft such as the C-5 and C-17. These C-130s primarily provide

rapid transportation of personnel or cargo for delivery by parachute to a

designated drop zone, or by landing at austere locations within the conflict

area. These aircraft are also the primary aeromedical evacuation aircraft in

a conflict.

2

The stretched version, the C-130J-30, provides additional room in the aircraft so that more pallets or

equipment can be carried.

3

The C-130J aircraft is a military version of a commercial variant of the C-130J, which is called the

382J. The 382J must be FAA certified, and that certification must be completed before the military

C-130Js can be delivered to the Air Force.

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In peacetime, the combat delivery C-130 is used for training flights,

regularly scheduled channel operations,4

 and special assignment missions.5

It is also used in fire fighting and humanitarian relief missions. For

example, it has been used to airlift heavy equipment into remote areas of

other countries to build airports and roads, and transport local goods.

In addition to the missions performed by the basic combat delivery C-130

aircraft, 11 other variants perform specialized missions. These missions

include (1) weather reconnaissance, performed by the WC-130 aircraft;

(2) special communication missions, performed by the EC-130 aircraft;

and (3) search and rescue, performed by the HC-130 aircraft.

The 12 different C-130 models that are currently in the fleet and their

respective missions are summarized in table 1.

4

Channel operations are regularly scheduled airlift service supporting multiple user organizations.

5

Special assignment missions are exclusive airlift service to a single user to meet special requirements,

such as a unit mobility exercise.

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Table 1: Summary of Air Force C-130

Aircraft Missions for Models Currently

in the Fleet

Totals as of January 12, 1998

Model

Total

no. Primary missions

AC-130H/U”Spectre”/

“Spectre” Gunship

21 Close air support, air interdiction, and

armed reconnaissance

C-130E “Hercules”a 236 Intratheater airlift and airdrop; can

operate from rough dirt strips and is used

for delivering troops and equipment by

parachute into hostile areas

C-130H “Hercules”a 286 Intratheater airlift and airdrop; can

operate from rough dirt strips and is used

for delivering troops and equipment by

parachute into hostile areas

EC-130E “ABCCC” 7 Airborne battlefield command and control

center

EC-130E “Commando Solo” 6 Psychological warfare—airborne radio

and TV broadcast

EC-130E “Senior Hunter” 2 Airlift for the Air Force Intelligence

Command, called the Senior Scout

mission

EC-130H “Compass Call” 15 Jamming/electronic warfare

HC-130 30 Search and rescue

LC-130H 7 Ski-equipped for Antarctic and Arctic

support of scientific activities

MC-130E/H “Combat Talon I/II” 38 Global day, night, adverse weather

special operations airdrop

MC-130P “Combat Shadow” 28 Air refueling for special operation forces’

helicopters in hostile territory and airdrop

of special operations teams

NC-130 (A, E, H) 4 Test aircraft

WC-130H 10 Weather reconnaissance

Total 690

aThe C-130E and C-130H models are both combat delivery aircraft and are only separated in this

table to identify amounts associated with each model design.

Source: Developed by GAO using data from Air Force and C-130 System Program Office.

Appendix III provides further details on these C-130 models.

The Air Force plans to buy the C-130J as a one-for-one replacement of

C-130Es and C-130Hs as they reach their service life. Air Force officials

told us that the basic missions of the C-130 fleet will not change when the

new C-130J aircraft enter the fleet. However, it appears that these missions

will be expanded. Specifically, Air Force officials told us that, as part of

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the Air Force’s planned C-130J procurement, it is planning to buy the new

stretched C-130J-30. We were further told that because this aircraft will

provide more room/airplane capacity, it could be used to augment

intertheater missions, like strategic brigade airdrops.6

 Final decisions

regarding the procurement of the C-130J-30 and the aircraft’s use,

however, will not be made until fall 1998.

What Are the C-130

Requirements for the

Air National Guard

and Air Force

Reserve?

At the time of our review, peacetime and wartime requirements for the Air

National Guard and Air Force Reserve combat delivery aircraft inventory

totaled 264 aircraft. Requirements for the Guard and Reserves’ C-130

combat delivery aircraft are established in the Air Force’s C-130 MSP, which

was delivered to Congress in 1997.

The source of the requirements for these unit’s special mission C-130s

varied depending on the model. For example, we found that:

• The requirements for the weather reconnaissance WC-130 were set at 10

aircraft by Congress.

• The requirements for the ski-equipped LC-130, according to officials from

the National Science Foundation (NSF) and Air National Guard, are set at

10 aircraft. These aircraft are used to conduct operations in support of

military taskings and in support (deliver supplies, people, fuel, and

scientific equipment) of the NSF’s polar research missions.

• The requirements for the psychological warfare EC-130, the search and

rescue HC-130, and adverse weather special operations MC-130 emanated

from theater commander in chiefs. According to Air Force officials, the

specific required number of these aircraft is classified.

Total combat delivery and special mission C-130 inventory for the Air

Force Guard and Reserve7

 was 352 aircraft as of January 1998. 

Appendix IV shows the inventory and locations for these aircraft. As of

March 1998, Air Force officials stated that decisions regarding their plans

for the future C-130 inventory had not been made.

6

Strategic brigade airdrop is the long-range delivery of an entire Army brigade and its equipment.

7

Inventory for the remaining portions of this report covers C-130s authorized for performance of the

units’ mission and does not include the additional aircraft used for training and as backup for aircraft

undergoing maintenance.

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What Is the C-130

Procurement History

in the Guard and

Reserve Units?

For the past 21 years, with the exception of five aircraft,8 Congress has

directed the procurement of C-130s for the Air National Guard and Air

Force Reserve units. According to C-130 program officials, the Air Force

has not requested these aircraft because aircraft in those units have many

years of service life remaining. Figure 1 shows the annual procurement of

the 256 aircraft that Congress directed for the Guard and Reserve since

1978.

Figure 1: Air Force, Air National Guard, and Air Force Reserve C-130H and C-130J Procurements From 1978 Through 1998

78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98

0

10

20

30

40

888

6

8 8

10

16 16

8

17

20

13

16

27

17 16

6

13

8 7

Fiscal year

Number of aircraft

Source: Developed by GAO using Air Force, Air National Guard, and Air Force Reserve data.

8

These five aircraft were originally requested by the Air Force for active Air Force units but were

subsequently scheduled to go to the Reserves at Keesler Air Force Base in Mississippi.

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What Are Air Force

Plans for Retiring

Excess C-130s in the

MSP?

Both the Joint Chiefs of Staff’s (JCS) June 1996 Intratheater Lift Analysis9

and the Air Force C-130 MSP10 reviewed the service’s combat delivery

aircraft inventory and determined that there were more C-130s in

inventory than required for military operations in Korea and Southwest

Asia—the two major regional contingencies the Department of Defense

(DOD) uses for force structure planning purposes.11 About 50 C-130 aircraft

were identified in the Air Force MSP as excess over requirements. Thirty of

these were in the Air National Guard and Air Force Reserve units and the

remaining were in the active duty force.

We were told that reductions in the active duty force structure was

achieved by reclassifying some of the combat coded aircraft and

designating others as ground trainers. Reductions in the Air National

Guard were expected to be 24 aircraft (from 190 to 166 aircraft) and the

Air Force Reserve Command units were to be reduced by 6 aircraft (from

104 to 98 aircraft). According to Air Force officials, these reductions were

not made. In accordance with restrictions in the Conference Reports on

the 1998 Department of Defense Appropriations Act and the National

Defense Authorization Act for Fiscal Year 1998, these reductions were not

taken. Specifically, the reports recommended that the Air National Guard

and the Air Force Reserve C-130 aircraft remain at current levels—levels

before the MSP. At the time of our review, Air Force officials told us that

the Air Force was in the process of designing a plan for retiring excess

C-130s.

Is the Air Force

Process for Retiring

C-130 Aircraft When

Replacement Aircraft

Become Available

Effective?

Although the Air Force has a process governing the retirement of its

aircraft, it has not been able to implement the process effectively. As a

result, some C-130 aircraft have been retired with substantial service life

remaining and/or shortly after the aircraft had been modified. The Air

Force, however, appears to be making changes to improve this process.

9

Congress directed DOD in fiscal year 1991 to assess, among other things, its intratheater lift

requirements and develop an integrated plan to meet them. This report, according to Joint Staff

officials, addressed this directive.

10In September 1994, Congress requested this plan and asked that it include the active duty and reserve

components C-130 units and be based on the National Military Strategy and current contingency plans

of the JCS.

11To determine additional C-130 requirements for worldwide contingencies unrelated to these

scenarios, the Joint Staff surveyed the theater commanders. Even with their additional requirement,

the C-130 combat delivery fleet still exceeded the number needed for intratheater lift.

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Air Force Instruction 16-40212 governs the process for retiring aircraft. The

process begins with a document called the Force Structure Plan Outlook.

This document tells the commands how many aircraft are excess to

requirements in a given year, usually as a result of budget constraints or a

change in requirements for the fleet. Once a decision has been made to

excess a certain number of aircraft, the commands are to review:

(1) The aircraft’s remaining service life.

(2) The recent maintenance history on the aircraft. Program depot

maintenance and other inspection records are reviewed, at this point, to

assess whether the aircraft had a lot of corrosion problems, maintenance

troubles, and/or a known history of performance problems.

When a decision to excess a specific aircraft is finalized, Air Force

headquarters is to determine whether other users—that is, active duty,

guard and reserves, and ultimately other agencies—could use the aircraft.

If other users were not identified, the aircraft should be retired.

The Air Force has retired C-130s with service life remaining on the aircraft.

Program officials told us that such retirements have generally been driven

by congressional direction to buy more C-130s than the Air Force

requested in its annual budget requests. Program officials told us that,

accordingly, it was difficult to control the retirement of C-130 aircraft.

They stated that, since retirement from the fleet had been based on

congressionally directed acquisitions replacing existing C-130 aircraft,

they were not retiring aircraft because the service life had expired. Of the

49 C-130s retired between June 1991 and May 1997, 36 were C-130Bs with

old technology and 13 were newer C-130Es. Of the 13 C-130Es, all had an

average of 14 years of service life still remaining.

In addition, annual congressional appropriation language states that, with

the exception of safety modifications, no modifications may be done if the

service plans to retire an aircraft in less than 5 years after modifications.

We noted that of the 49 C-130 aircraft the Air Force has retired since 1991,

40 had modifications13 within 5 years of retirement, totaling about

$9 million. Program officials told us that it is difficult to control

modifications of C-130 aircraft because the Air Force does not generally

know 5 years in advance when a C-130 aircraft will leave the fleet.

12Aerospace Vehicle Assignment, Distribution, Accounting, and Termination, dated April 26, 1994.

13Safety modifications are not included in this amount.

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The Air Force appears to be taking steps to improve its C-130

modifications and retirement process. Specifically, in October 1997, the

Vice Chief of Staff, in a message to the lead Air Force commands for C-130

aircraft, stated that additional C-130J congressional adds should be

expected for fiscal year 1998 and beyond and that the commands should

plan and program accordingly. Air Force officials have stated that they will

incorporate this direction in the development of their C-130 retirement

plan. In that regard, an AMC Tiger Team looking at the C-130 fleet has

recommended to the Air Force Chief of Staff that 150 C-130Es with the

worst service life problems be replaced with C-130J-30s. We were told,

however, that final decisions were not expected on the retirement of the

old C-130s and procurement of the Js until late fall 1998. Until these

decisions are made and the plan released, it is too early to determine how

well this directive will be implemented.

What Is the Air Force

C-130J Requirement

and What Other

Alternatives Were

Reviewed?

As of March 1998, the Air Force had not decided how many C-130Js will be

required. According to C-130 program officials, although the Air Force has

a documented requirement for the C-130J as the need arises, a large-scale

C-130J program is not needed at this time because the service life of the

first C-130E will not expire until 2002. Accordingly, the Air Force has only

been requesting one or two C-130Js per year since 1996 for the active

force.14 As previously shown in figure 1, the remaining J acquisitions were

congressionally directed buys for the Guard and Reserve.

The Air Force began procuring the J in accordance with directions from

the Air Force Chief of Staff to use fiscal year 1994 Guard and Reserve

procurement funds to buy two C-130Js. Originally, the two J models were

going to the active duty Air Force, which provided the Air National Guard

two C-130Hs as a swap. These two J models will now be going to the Air

Force Reserves at Keesler Air Force Base, Mississippi, following the flight

test program.

The justification for the new C-130J buys, according to requirements,

acquisition, and budget documents, is to reduce the cost of ownership of

the C-130E and H fleet, with anticipated cost savings associated with the

new technology and the reduced crew and maintenance needs of the J

aircraft. A review of the C-130J program office’s life-cycle cost estimate

was completed in June 1996 by the Air Force Cost Analysis Improvement

Group. The report stated that operations and support savings are forecast

14According to current Air Force basing plans, however, all C-130Js on contract are now scheduled to

go to Guard and Reserve bases.

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from a program of 135 C-130Js bought over the 1996 to 2014 time frame

with the new technology and the reduced crew and maintenance needs of

the J aircraft.15 Air Force officials, however, acknowledge that savings

associated with this commercial buy will not be substantiated until several

years after delivery/transfer of ownership is taken by the Air Force, which,

as previously stated, is now expected in October 1998 for the first J

aircraft.

Additionally, during our review, some Air Force officials expressed

concern that the normal requirements process was not followed in the

recent J buys. They stated that requirement documents for the EC-130Js

and WC-130Js were written after the Air Force had made a commitment to

buy the aircraft. For example, Congress appropriated funds for two

unrequested EC-130Js—one in fiscal year 1997 and one in fiscal year 1998.

An October 7, 1997, memorandum from the Office of the Secretary of the

Air Force for Acquisition noted, however, that a validated operational

requirements document had not yet been generated. Additionally, these

officials noted that there have been concerns that the EC-130J buy may not

address all of the problems in the current EC-130 fleet—primarily, the lack

of adequate space on the aircraft. There are 12 crew stations aboard the

EC-130 aircraft and we were told that there is barely enough room for the

broadcasting equipment needed for each station. The Air Force has looked

at the wide body Boeing 757 as a replacement for the current EC-130 fleet,

but has since decided to use the J.

Regarding alternatives to the J, we were told that alternatives have been

evaluated and rejected in the past. Specifically, in December 1996, an

unsolicited proposal was submitted to modernize the C-130 fleet.

Appendix V summarizes the Air Force’s reasons for rejecting this proposal.

In addition to rejecting prior alternatives to the J for cost and technical

reasons, Air Force officials told us that the alternatives were premature

since the first C-130E is not scheduled to retire until 2002. Air Force

officials also told us that the Air Force is currently considering alternatives

presented by an AMC tiger team. Among other things, the goals of the AMC

effort included developing an integrated plan to improve reliability and

maintainability of the fleet, produce greater commonality in the fleet, and

provide an overall acquisition strategy for the C-130 weapon system.

After review of specific problems in the C-130 fleet, which included the

inability of the fleet to meet Global Air Traffic Management requirements

15This amount includes the 1994 H/J swap C-130Js also. The cost estimate includes the cost to maintain

the 135 Js from fiscal year 1997 through fiscal year 2041.

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and structural/corrosion problems of the aging fleet, the tiger team

recommended that the Air Force (1) modify 360 of the “best structural”

C-130s with a block modification process that would essentially put a new

front end, including a new engine and cockpit, on the older C-130 aircraft16

and (2) replace aircraft with the worst service life/structural/corrosion

problems—about 150 in this category—with new C-130J-30s. Final

decisions on both matters, however, are not expected until the fall of 1998.

What Is the C-130J

Logistics Support

Funding Shortfall?

Air Force C-130 officials stated that funding shortfalls for the C-130 fleet

have historically been a problem, primarily because Congress has added

C-130 aircraft to their budget without providing the needed funding for

logistics support. This support includes spare parts, training, and

maintenance that is normally provided with a weapon system. These

officials further stated that the Air Force was able to deal with the

shortfalls in the past because a large logistics support infrastructure was

in place for the C-130E and C-130H models, which helped them to absorb

the shortfalls. However, they noted that because the C-130J is so different

from those prior models, the majority of the support in the current

infrastructure cannot be used for the J aircraft.

Additionally, these officials noted that the Air Force, with its constrained

budgets and various weapon system priorities, has not budgeted for these

funding shortfalls. According to these officials, without the needed

support funding, it is possible that some C-130J aircraft may have to be

cannibalized to support others in the fleet or the unsupported C-130Js may

have to be parked on the ramp at some locations.

The latest Air Force funding shortfall document reported a cumulative

logistics support shortfall through fiscal year 2003 of $302.11 million for

the 23 C-130J aircraft on contract through 1998, the 1 requested in 1999,

and the 2 that are expected to be bought in 2002 and 2003. Table 2

presents the annual and cumulative logistic support funding shortfalls

associated with the C-130J program as of January 7, 1998.17

16According to Air Force officials, this modified block process, which will result in a configuration

referred to as a C-130X, entails a number of extensive modifications done at one time. This will bring

the fleet up to date technologically and provide commonality within the fleet.

17The amounts associated with the funding shortfall varied a number of times, during our review,

because items to be purchased and/or the funding assumed to be available changed. Air Force officials

said estimates for the funding shortfall will continue to vary as long as uncertainties, such as annual

congressionally directed acquisitions and related decisions on basing, exist.

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Table 2: Air Force C-130J Shortfall

Dollars in millions

Budget year 1994 1996 1997 1998 1999 2000 2001 2002 2003

Aircraft quantity 2 5 9 7 1 0 0 2 2

Annual shortfall 0 0 $-11 $-69 $-5 $-70 $-65 $-55 $-27

Cumulative shortfall 0 0 $-11 $-80 $-85 $-155 $-220 $-275 $-302

Source: C-130J Program Office (as of Jan. 7, 1998).

C-130J program officials told us that the lack of commonality of the J with

the existing fleet is causing the Air Force to fund the following.

• Interim Contractor Support (ICS). This includes not only the typical ICS

costs such as on-site contractor personnel, technical data, and repair of

reparables, but also a commercial supply support system. This support

system is needed because, unlike the previous C-130 models, the Air Force

does not yet have a database to determine the mean time between failure

rates of the C-130J spares. As a result, the correct amount of spares to

maintain the fleet’s mission capable rate is not known. Hence,

provisioning for the C-130J will be contracted out with this contractor

support supply system.

• C-130J training systems (simulators) and the associated costs of training

flight and maintenance crews. Current plans are to buy five flight

simulators for pilot training, a maintenance trainer, and a loadmaster

trainer.

• C-130J peculiar support equipment. This is the support equipment peculiar

to the J and includes new or modified support equipment like testers, and

special tools needed to test, remove, replace, or handle the C-130J unique

items on the aircraft.

Air Force officials stated that the J’s funding problems are further

exacerbated because the aircraft are being assigned to several different

bases rather than a single base. Specifically, the 23 Air Force C-130Js on

contract are assigned as follows: 9 WC-130Js and 4 combat delivery Js will

be located at Keesler Air Force Base, Mississippi; 2 EC-130Js will be

located at the Air National Guard unit in Harrisburg, Pennsylvania; and 8

combat delivery C-130Js will be located at the Air National Guard unit in

Baltimore, Maryland. These different base assignments result in redundant

logistical support such as maintenance and training costs at each base.

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Additionally, there has been much discussion between the Air Force and

the Director of Operational Test and Evaluation (DOT&E) regarding the

scope of Live Fire Test (LFT) for the C-130J program. An agreement was

reached in March 1998, between the two and will be reflected in the C-130J

Test and Evaluation Master Plan and appropriate live fire test plans. While

there is currently a funding shortfall associated with the LFT program, the

Air Force has agreed to fund about $5.5 million for the following tests:

(1) the wing dry bay, (2) the composite propeller, (3) engine fire

suppression (combat and non-combat), (4) the vulnerability analysis, and

(5) the engine blade containment. DOT&E will fund the hydrodynamic ram

testing and the mission abort assessment, which will be about $2.2 million.

Air Force and contractor officials have been working to remedy the C-130J

shortfall with such efforts as commercial supply support system, also

called shared logistics. Shared logistics places high-cost, low-use support

equipment at a centralized location, rather than at each base, while high

usage and special mission spares are placed at each of the bases where the

C-130J will be located. Air Force officials said that, according to data

provided by Lockheed Martin, costs for spares would total about

$20 million per base for a new aircraft like the C-130J if each C-130J base

was provided a full complement of spare parts. Under the shared logistics

concept, only $4 million would be required for each C-130J base compared

with the previously stated $20 million. Savings from this concept have

already been incorporated into the Air Force’s budget plan. Although no

location has been selected for the centralized site, several have been

suggested, including options for putting the centralized location where

most of the planes will be based or at a location with access to overnight

delivery services to facilitate just-in-time deliveries.

In addition to the shared logistics savings, Congress has provided about

$24 million in the fiscal year 1998 budget to help fund C-130J support

shortfalls.

Agency Comments DOD concurred with our report. DOD provided technical suggestions for

clarification and we have incorporated these suggestions in the text of the

report, where appropriate. The DOD comments are reprinted in 

appendix VI.

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We are sending copies of this report to appropriate congressional

committees and the Secretaries of Defense and the Air Force. We will also

provide copies to other interested parties upon request.

Please contact me at (202) 512-4841, if you or your staff have any questions

concerning this report. Major contributors to this report are listed in

appendix VII.

Sincerely yours,

Louis J. Rodrigues

Director, Defense Acquisitions Issues

Page 14 GAO/NSIAD-98-108 Intratheater Airlift
Page 15 GAO/NSIAD-98-108 Intratheater Airlift
Contents

Letter 1

Appendix I 

C-130J Hercules

Cargo Aircraft

18

Appendix II 

Scope and

Methodology

21

Appendix III 

Detailed Mission

Descriptions for C-130

Models

23

Appendix IV 

Air National Guard

and Air Force Reserve

C-130 Inventory

31

Appendix V 

Summary of Air Force

Reasons for Rejecting

the Unsolicited C-130

Modernization

Proposal

33

Appendix VI 

Comments From the

Department of

Defense

34

Page 16 GAO/NSIAD-98-108 Intratheater Airlift
Contents

Appendix VII 

Major Contributors to

This Report

35

Tables Table 1: Summary of Air Force C-130 Aircraft Missions for

Models Currently in the Fleet

4

 Table 2: Air Force C-130J Shortfall 12

 Table I.1: Contractor Comparison of C-130E/H/J/J-30

Performance Capabilities and Capacity Characteristics

19

 Table IV.1: Air National Guard C-130 Aircraft 31

Table IV.2: Air Force Reserve C-130 Aircraft 32

Figures Figure 1: Air Force, Air National Guard, and Air Force Reserve

C-130H and C-130J Procurements From 1978 Through 1998

6

Figure I.1: C-130J-30 20

Abbreviations

ABCCC Airborne Battlefield Command and Control Center

ACC Air Combat Command

AMC Air Mobility Command

DOD Department of Defense

DOT&E Director of Operational Test and Evaluation

FAA Federal Aviation Administration

ICS Interim Contractor Support

JCS Joint Chiefs of Staff

LFT Live Fire Test

MSP Master Stationing Plan

NSF National Science Foundation

Page 17 GAO/NSIAD-98-108 Intratheater Airlift
Appendix I 

C-130J Hercules Cargo Aircraft

The C-130J Hercules is the next generation medium-range tactical cargo

and personnel aircraft that will be introduced into the existing C-130 fleet

of Es and Hs. It is intended to replace aging C-130E/Hs as they approach

the end of their service life. Even though the C-130 fleet has been known

as the “workhorse” for the active duty Air Force, the Air National Guard,

and the Air Force Reserve, the Navy and other governments use the

airplanes as well.

Development of the C-130J consists of the state-of-the-art technology,

according to Lockheed Martin—the contractor for the “J”—and will

reduce manpower requirements, operating costs, and life-cycle costs.

Although the C-130J essentially has the same structural characteristics as

previous models, there are some significant differences. These include the

advanced two-pilot flight station with fully integrated digital avionics

system with color multi-functional liquid crystal displays and head-up

displays; navigation systems with dual embedded Global Positioning

Systems, mission planning system, low-power color radar, digital map

display, and new digital autopilot; simplified fuel system with provisions

for adding a receiver aerial refueling probe or tanker aerial refueling pods;

an extensive built-in test integrated diagnostics with an advisory, caution,

and warning system; and higher power turboprop engines with more

efficient, six-bladed all composite propellers.

According to Lockheed Martin, the above enhancements will enable the

airplane to climb higher and faster, fly farther at a higher cruise speed, and

take off and land in a shorter distance than the existing C-130 fleet. Table

I.1 presents the contractor’s comparison of the J and J-30 capabilities with

those of previous models and figure I.1 shows a C-130J-30 model.

Page 18 GAO/NSIAD-98-108 Intratheater Airlift
Appendix I 

C-130J Hercules Cargo Aircraft

Table I.1: Contractor Comparison of

C-130E/H/J/J-30 Performance

Capabilities and Capacity

Characteristics

Some capabilities and/or

capacities C-130E C-130H C-130J C-130J-30

Maximum payload (pounds) 39,000 39,000 41,700 39,300

Maximum payload range

(nautical miles) 1,860 1,745 2,450 2,450

Maximum effort take off roll

(feet) 3,300 3,000 1,950 1,950

Cruise speed (knots) 280 300 340 340

Paratroops capacity 64 64 64 92

Troop seats 92 92 92 128

Cargo floor length (feet) 40 40 40 55

Litters 74 74 74 97

Airdrop 463L pallets 5 5 5 7

Container delivery system

bundles 16 16 16 24

Runway length/width/taxiway

(feet) 3,000/60/45 3,000/60/45 3,000/60/45 3,000/60/45

All weather aerial delivery Partial Partial Yes Yes

Source: Lockheed Martin Corporation.

Figure I.1 is a picture of the C-130J-30 aircraft.

Page 19 GAO/NSIAD-98-108 Intratheater Airlift
Appendix I 

C-130J Hercules Cargo Aircraft

Figure I.1: C-130J-30

Source: Lockheed Martin Corporation.

Page 20 GAO/NSIAD-98-108 Intratheater Airlift
Appendix II 

Scope and Methodology

To accomplish our objectives, we interviewed a number of officials within

the Office of the Secretary of Defense; the Joint Chiefs of Staff; the Office

of the Secretary of the Air Force; the Air Mobility Command, Scott Air

Force Base, Illinois; the Air Combat Command, Langley Air Force Base,

Virginia; the Air Force Materiel Command, Wright-Patterson Air Force

Base, Ohio; the Air Education and Training Center, Little Rock Air Force

Base, Arkansas; Air National Guard Headquarters, Washington, D.C.; Air

National Guard Readiness Center, Andrews Air Force Base, Maryland; Air

National Guard, Harrisburg, Pennsylvania; the Air Force Reserve

Command, Robins Air Force Base, Georgia; the Warner-Robins Air

Logistics Center, Robins Air Force Base, Georgia; Air Force Reserve

Components in Baltimore and Minneapolis; Lockheed Martin, Arlington,

Virginia; Air Force Audit Agency; the National Science Foundation,

Virginia; and the Defense Contract Management Command, Marietta,

Georgia.

To ascertain the mission of the current and planned C-130 fleet, we

reviewed the Air Combat Command’s C-130 Total Force Plan Briefing,

C-130 Combat Delivery Mission Area Plan, and Combat Air Forces

Concept of Operations for Theater Airlift; the Air Mobility Command’s

1998 Air Mobility Master Plan; Operational Requirements Documents for

the various C-130 model designs; the Joint Chiefs of Staffs Intratheater Lift

Analysis; the Air Force C-130 Master Stationing Plan; prior and current

C-130 Selected Acquisition Reports; and Air Force headquarters’ written

responses in this area.

To obtain the Air National Guard and Air Force Reserve C-130

requirement—including current and planned inventory and the C-130

procurement history for these units, we obtained such information from

the headquarters Air National Guard, Washington, D.C.; the Air Force

Reserve Command, Robins Air Force Base, Georgia; and the Air Logistics

Center, Warner-Robins Air Force Base, Macon, Georgia.

To ascertain the Air Force plans for retiring C-130s identified as excess

aircraft in the C-130 Master Stationing Plan, we reviewed the Final C-130

Master Stationing Plan, and Public Law 103-335, section 8125, which

requires the plan. In addition, we obtained written responses from Air

Force headquarters, Air National Guard, Air Force Reserves headquarters,

and the Air Mobility Command on this matter.

To determine the effectiveness of the Air Force’s system for retiring old

aircraft when new C-130s enter the fleet, we reviewed listings of

Page 21 GAO/NSIAD-98-108 Intratheater Airlift
Appendix II 

Scope and Methodology

modifications in the C-130 System Program Offices’ Time Compliance

Technical Orders that were done to C-130B and E models retired since

1978, and applicable laws and regulations regarding modifying and retiring

aircraft. We also obtained views from C-130 program officials on how

retirement of the fleet was done in the past and how they expect it will be

done in the future.

To determine the Air Force requirement/justification for the C-130J

aircraft and whether or not alternatives to buying the new J model were

considered, we reviewed the C-130J Operational Requirement Document;

the Single Acquisition Management Plan and other applicable program

documentation; Senate Report 104-267, which required the Secretary of

Defense to report by March 1997 on the benefits of remanufacturing the

C-130 fleet and the Under Secretary of Defense for Acquisition and

Technology’s April 29, 1997, letter to congressional defense committees on

this subject; Wright-Patterson Air Force Base’s assessment of an

unsolicited proposal to remanufacture the C-130 fleet; and data provided

by Air Force headquarters regarding the requirement for the program. We

also toured the C-130J-30 on display at Ronald Reagan National Airport.

To ascertain the Air Force logistic support funding needs for the C-130J

aircraft, we reviewed the October 1995 and November 1996 C-130J

contracts and applicable documentation for subsequent options that were

exercised, and the quarterly C-130J Defense Acquisition Executive

Summary Report for the C-130J program. We also obtained views,

perspectives, and supporting documentation from officials at Air Force

headquarters, Air Combat Command, Air Mobility Command, and the

C-130J System Program Office at Wright-Patterson Air Force Base

regarding the reasons for the funding shortfalls and initiatives/efforts to

reduce the shortfalls.

We conducted this review from January 1997 to March 1998 in accordance

with generally accepted government auditing standards.

Page 22 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

C-130 model: C-130E and H Hercules (Combat delivery models)

Commands: Air Mobility Command, Air Combat Command, Air Force

Reserve, Air Education and Training, Air National Guard, and Air Force

Special Operations Command

Mission:

The C-130 Hercules combat delivery models perform the intratheater

portion of the airlift mission. Their primary mission is to provide rapid

transportation of personnel or cargo for delivery by parachute to hostile

areas, or by landing at rough, dirt strips within those areas. The C-130 E/H

models can also be used as tactical transports and can be readily

converted for aeromedical evacuation or aerial delivery missions. The

C-130 is the primary tactical aeromedical evacuation aircraft. During

peacetime, it joins on mercy flights throughout the world, bringing food,

clothing, shelter, doctors, nurses, and medical supplies as well as moving

victims to safety.

Special equipment/features:

The C-130H is generally similar to the E model but has updated

turboprops, a redesigned outer wing, updated avionics, and other minor

improvements. In its airlift configuration, the C-130E/H can carry up to 

92 combat troops with equipment, 64 paratroopers, 74 litter patients, or

6 standard 463-L pallets. It can transport various configurations of rolling

stock, including some oversize vehicles.

C-130 model: AC-130H Spectre

Command: Air Force Special Operations Command

Mission:

The AC-130H is a gunship with primary missions of close air support, air

interdiction, and armed reconnaissance. Additional missions include

perimeter and point defense, escort, landing, drop and extraction zone

support, forward air control, limited command and control, and combat

search and rescue.

Special equipment/features:

These heavily armed aircraft incorporate side-firing weapons integrated

with sophisticated sensor, navigation, and fire control systems to provide

firepower or area saturation during extended periods, at night, and in

Page 23 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

adverse weather. The sensor suite consists of a low light level television

sensor and an infrared sensor. Radar and electronic sensors also give the

gunship a method of positively identifying friendly ground forces as well

as effective ordnance delivery during adverse weather conditions.

Navigational devices include an inertial navigation system and global

positioning system.

C-130 model: AC-130U Spectre Gunship

Command: Air Force Special Operations Command

Mission:

The AC-130U’s primary missions are nighttime close air support for special

operations and conventional ground forces; air interdiction; armed

reconnaissance; air base, perimeter, and point defense; land, water, and

heliborne troop escort; drop, landing, and extraction zone support;

forward air control; limited airborne command and control; and combat

search and rescue support.

Special equipment/features:

The AC-130U has one 25-millimeter Gatling gun, one 40-millimeter cannon,

and one 105-millimeter cannon for armament and is the newest addition to

the Air Force Special Operations Command’s fleet. This heavily armed

aircraft incorporates side-firing weapons integrated with sophisticated

sensor, navigation, and fire control systems to provide firepower or area

saturation at night and in adverse weather. The sensor suite consists of an

all light level television system and an infrared detection set. A multi-mode

strike radar provides extreme long-range target detection and

identification. The fire control system offers a dual target attack capability,

whereby two targets up to 1 kilometer apart can be simultaneously

engaged by two different sensors, using two different guns. Navigational

devices include the inertial navigation system and global positioning

system. The aircraft is pressurized, enabling it to fly at higher altitudes and

allowing for greater range than the AC-130H. Defensive systems include a

countermeasures dispensing system that releases chaff and flares to

counter radar infrared guided anti-aircraft missiles. Also infrared heat

shields mounted underneath the engines disperse and hide engine heat

sources from infrared guided anti-aircraft missiles.

Page 24 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

C-130 model: EC-130E “Command Solo”

Command: Air National Guard

Mission:

EC-130E Commando Solo, the Air Force’s only airborne radio and

television broadcast mission, is assigned to the 193rd Special Operations

Wing, the only Air National Guard unit assigned to the Air Force Special

Operations Command. Commando Solo conducts psychological

operations and civil affairs broadcasts. The EC-130E flies during either day

or night scenarios and is air refuelable. Commando Solo provides an

airborne broadcast platform for virtually any contingency, including state

or national disasters or other emergencies. Secondary missions include

command and control communications countermeasures and limited

intelligence gathering.

Special equipment/features:

Highly specialized modifications include enhanced navigation systems,

self-protection equipment, and the capability to broadcast color television

on a multitude of worldwide standards.

C-130 model: EC-130E Airborne Battlefield Command and Control Center

(ABCCC)

Command: Air Combat Command

Mission:

The EC-130E is a modified C-130 “Hercules” aircraft designed to carry the

ABCCC capsules. While functioning as an extension of ground-based

command and control authorities, the primary mission is providing

flexibility in the overall control of tactical air resources. In addition to

maintaining control of air operations, ABCCC can provide communications

to higher headquarters, including national command authorities, in both

peace and wartime environments.

Special equipment/features

These one of a kind aircraft include the addition of external antennae to

accommodate the vast number of radios in the capsule, heat exchanger

pods for additional air conditioning, an aerial refueling system, and special

mounted rails for uploading and downloading the capsule. The ABCCC

system is a high-tech automated airborne command and control facility

featuring computer generated color displays, digitally controlled

Page 25 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

communications, and rapid data retrieval. The platform’s 23 fully

securable radios, secure teletype, and 15 automatic fully computerized

consoles, allow the battlestaff to analyze current combat situations and

direct offensive air support.

C-130 model: EC-130H “Compass Call”

Commands: Air Combat Command and Air Force Materiel Command

Mission:

Compass Call is the designation for a modified version of the C-130

“Hercules” aircraft configured to perform tactical command, control, and

communications countermeasures. Specifically, the aircraft uses noise

jamming to prevent communication or the transfer of information

essential to command and control of weapon systems and other resources.

It primarily supports tactical air operations but also can provide jamming

support to ground force operations.

Special equipment/features

Modifications to the aircraft include an electronic countermeasures

system (Rivet Fire), air refueling capability, and associated navigation and

communications systems. Rivet Fire demonstrated its effect on enemy

command and control networks in Panama and Iraq.

C-130 model: HC-130

Commands: Air Combat Command, Air Force Reserve, and Air National

Guard

Mission:

The HC-130H/N’s mission is search and rescue. The HC-130P does aerial

refueling of combat search and rescue helicopters and deployment of

para-rescuemen. The HC-130P deploys worldwide to provide combat

search and rescue coverage for U.S. and allied forces. Combat search and

rescue missions include flying low-level, preferably at night aided with

night vision goggles, to an area where aerial refueling of a rescue

helicopter is performed or para-rescuemen are deployed. The secondary

mission of the HC-130P is peacetime search and rescue. HC-130P aircraft

and crews are trained and equipped for search and rescue in all types of

terrain, including arctic, mountain, and maritime. Peacetime search and

Page 26 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

rescue missions may include searching for downed or missing aircraft,

sinking or missing water vessels, or missing persons. The HC-130P can

deploy para-rescuemen to a survivor, escort helicopters to a survivor, or

airdrop survival equipment.

Special equipment/features:

H/N aircraft are equipped with an advanced avionics package.

Improvements are being made to the HC-130P to provide improved

navigation, enhanced communications, better threat detection, and more

effective countermeasures systems. When fully modified, the HC-130P will

have a self-contained navigation system, including an inertial system and

global positioning system. It will also have a missile warning system, radar

warning receiver, and associated chaff and flare dispenser systems.

C-130 model: LC-130H

Command: Air National Guard

Mission:

The primary mission of this model is Arctic support. Two specific missions

are support of (1) the National Science Foundation in Antarctica and

(2) assorted national and international scientific activities in Greenland.

(The Navy also operates seven LC-130 aircraft in Antarctica. These aircraft

move large amounts of cargo, personnel, and fuel throughout the

continent.)

Special equipment/features:

LC-130s are specially equipped with landing gear wheel/ski modification

for operation in Arctic regions.

C-130 model: MC-130E Combat Talon I and MC-130H Combat Talon II

Commands: Air Force Special Operations Command, Air Force Reserve,

and Air Education and Training Command

Mission:

The mission of the Combat Talon I/II is to provide global, day, night, and

adverse weather capability to airdrop and airland personnel and

equipment in support of U.S. and allied special operations forces. The

MC-130E also has a deep penetrating helicopter refueling role during

special operations missions.

Page 27 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

Special equipment/features:

These aircraft are equipped with in-flight refueling equipment,

terrain-following, terrain-avoidance radar, an inertial and global

positioning satellite navigation system, and a high-speed aerial delivery

system. The special navigation and aerial delivery systems are used to

locate small drop zones and deliver people or equipment with greater

accuracy and at higher speeds than possible with a standard C-130. The

aircraft is able to penetrate hostile airspace at low altitudes and crews are

specially trained in night and adverse weather operations. Nine of the

MC-130Es are equipped with surface-to-air Fulton air recovery system, a

safe, rapid method of recovering personnel or equipment from either land

or water. It involves use of a large, helium-filled balloon used to raise a

450-foot nylon lift line. The MC-130E flies toward the lift line and snags it

with scissors-like arms located on the aircraft nose. The person or

equipment is lifted off, experiencing less shock than that caused by a

parachute opening. Aircrew members then use a hydraulic winch to pull

the person or equipment aboard through the open rear cargo door. The

MC-130H features highly automated controls and displays to reduce crew

size and workload.

C-130 model: MC-130P Combat Shadow

Commands: Air Force Special Operations Command, Air Education and

Training Command, and Air Force Reserve

Mission:

The MC-130P Combat Shadow flies clandestine or low visibility, low-level

missions into politically sensitive or hostile territory to provide air

refueling for special operations helicopters. The MC-130P primarily flies its

single- or multi-ship missions at night to reduce detection and intercept by

airborne threats. Secondary mission capabilities include airdrop of small

special operations teams, small bundles, and rubber raiding craft;

night-vision goggle takeoffs and landings; tactical airborne radar

approaches; and in-flight refueling as a receiver.

Special equipment/features:

When modifications are complete in fiscal year 1999, all MC-130P aircraft

will feature improved navigation, communications, threat detection, and

countermeasures systems. When fully modified, the Combat Shadow will

have a fully integrated inertial navigation and global positioning system,

and night-vision goggle-compatible interior and exterior lighting. It will

Page 28 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

also have a forward-looking infrared radar, missile and radar warning

receivers, chaff and flare dispensers, and night-vision goggle-compatible

heads-up display. In addition, it will have satellite and data burst

communications, as well as in-flight refueling capability as a receiver. The

Combat Shadow can fly in the day against a reduced threat; however,

crews normally fly night, low-level, air refueling and formation operations

using night-vision goggles.

C-130 model: NC-130A, E, H

Command: Air Force Materiel Command

Mission:

Test aircraft.

C-130 model: WC-130H

Command: Air Force Reserve

Mission:

The WC-130 Hercules is a high-wing, medium-range aircraft used for

weather reconnaissance missions. It is a modified version of the C-130

configured with computerized weather instrumentation for penetration of

severe storms to obtain data on storm movements, dimensions, and

intensity. The WC-130 is flown exclusively from Keesler Air Force Base by

Air Force Reserve organizations known as the Hurricane Hunters. The

hurricane reconnaissance area includes the Atlantic Ocean, Caribbean

Sea, Gulf of Mexico, and central Pacific Ocean areas. The WC-130 is

capable of staying aloft nearly 18 hours during missions. It is equipped

with two external 1,400 gallon fuel tanks, an internal 1,800 gallon fuel tank,

and uprated engines. An average weather reconnaissance mission might

last 11 hours and cover almost 3,500 miles while the crew collects and

reports weather data.

Special equipment/features:

Weather equipment aboard the aircraft provides a high-density, high

accuracy horizontal atmospheric sensing capability. Sensors installed on

the aircraft measure outside temperature, humidity, absolute altitude of

the aircraft, pressure altitude, wind speed, and direction once per second.

This information, along with an evaluation of other meteorological

Page 29 GAO/NSIAD-98-108 Intratheater Airlift
Appendix III 

Detailed Mission Descriptions for C-130

Models

conditions, turbulence, icing, radar returns and visibility, is encoded by the

on-board meteorologist and transmitted by satellite to the National

Hurricane Center. Special equipment measures the atmosphere vertically

by using an expendable instrument, which is dropped from the aircraft.

The 16-inch long cylinder is dropped every 400 miles while on a weather

track and in the center or eye of a hurricane. A vertical atmospheric

profile of pressure, temperature, humidity, barometric pressure, wind

speed, and direction is received from the instrument as it descends to the

ocean surface, slowed and stabilized by a small parachute. From this

information, the system operator analyzes and encodes data for satellite

transmission to the National Hurricane Center.

Page 30 GAO/NSIAD-98-108 Intratheater Airlift
Appendix IV 

Air National Guard and Air Force Reserve

C-130 Inventory

Table IV.1: Air National Guard C-130

Aircraft (inventory as of January 12,

1998)

Model Location Inventory

C-130E Baltimore, Md. 8

C-130E Quonset, R.I. 8

C-130E Channel Island ANG Sta, Calif. 12

C-130E Reno, Nev. 8

C-130E Boise, Idaho 4

C-130E Peoria, Ill. 8

C-130E Little Rock, Ark. 8

C-130E Selfridge, Mich. 8

Total C-130E 64

C-130H Schenectady, N.Y. 4

C-130H Nashville, Tenn. 12

C-130H Charleston, W.Va. 8

C-130H Louisville, Ky. 12

C-130H Minneapolis/St. Paul, Minn. 8

C-130H Dallas, Tex. 8

C-130H Oklahoma City, Okla. 8

C-130H St. Joseph, Mo. 8

C-130H Charlotte, N.C. 12

C-130H Cheyenne, Wyo. 8

C-130H Savannah, Ga. 8

C-130H Wilmington, Del. 8

C-130H Martinsburg, W.Va. 12

C-130H Kulis, Alaska 8

C-130H Mansfield Lahm Airport, Ohio 8

C-130H Hickam, Hawaii 4

C-130H McEntire, S.C. 1

C-130H New Orleans, La. 1

Total C-130H 138

Total ANG C-130 Es and Hs 202

EC-130E Harrisburg, Pa. 5

HC-130H Kulis, Alaska 2

HC-130N/P Suffolk, N.Y. 4

HC-130P Moffet NAS, Calif. 4

LC-130H Schenectady, N.Y. 7

Total ANG Special Mission

C-130s 22

Grand total ANG C-130 Aircraft 224

Source: Developed by GAO using Air National Guard data.

Page 31 GAO/NSIAD-98-108 Intratheater Airlift
Appendix IV 

Air National Guard and Air Force Reserve

C-130 Inventory

Table IV.2: Air Force Reserve C-130

Aircraft (as of January 12, 1998) Model Location Inventory

C-130E Portland IAP, Oreg. 0

C-130E Patrick AFB, Fla. 0

C-130E Eglin AFB, Fla. 0

C-130E Minneapolis/St. Paul, Minn. 8

C-130E Keesler AFB, Miss. 8

C-130E Willow Grove, Pa. 10

Total C-130E 26

C-130H Gen. Mitchell IAP, Wis. 10

C-130H Youngstown, Ohio 16

C-130H Pittsburgh, Pa. 8

C-130H Dobbins, Ga. 8

C-130H Niagara Falls, N.Y. 8

C-130H Peterson AFB, Colo. 14

C-130H Maxwell AFB, Ala. 8

Total C-130H 72

Total AFR C-130Es and Hs 98

HC-130N/P Patrick AFB, Fla. 5

HC-130P Portland IAP, Oreg. 3

MC-130E Eglin AFB, Fla. 8

MC-130P Eglin AFB, Fla. 4

WC-130H Keesler AFB, Miss. 10

Total AFR Special Mission C-130s 30

Grand total AFR C-130 Aircraft 128

Source: Developed by GAO using Air Force Reserve data.

Page 32 GAO/NSIAD-98-108 Intratheater Airlift
Appendix V 

Summary of Air Force Reasons for Rejecting

the Unsolicited C-130 Modernization

Proposal

On December 16, 1996, an unsolicited proposal was submitted to the Air

Force to modernize the C-130 fleet. The proposal anticipated a 21-month

schedule to fabricate prototypes at a firm fixed-price of $50 million, with

projected potential fleet-wide savings of $6 billion.

The C-130 Program Office review of the unsolicited proposal concluded

that, although the proposal was technically feasible, it was impractical due

to cost, schedule, and technical risks. The actual evaluation is labeled FOR

OFFICIAL USE ONLY, precluding a detailed explanation of those risks in

this report. However, generic examples of the risks included:

• aggressive concurrency in program schedule;

• reliance on reverse engineering in lieu of original manufacturer equipment

data because of proprietary rights of original manufacturer;

• use of unproven technology;

• inadequate support equipment, manuals, training, and spares for the

prototype, and for the test and evaluation effort;

• inadequate software development and integration for an undefined

avionics suite, including lack of crew-member workload analysis;

• an additional $15 million for the test and evaluation effort would be

required over the firm fixed-price proposal of $50 million; and

• insufficient substantiation of the $6-billion claimed savings.

In recommending nonapproval of the unsolicited proposal, the C-130

Program Office also cited the lack of program requirement, funding, and

direction for the proposed C-130 program as additional reasons for

rejection. Finally, the Program Office concluded that the proposal was not

unique and innovative as prescribed in the Federal Acquisition Regulation

for unsolicited proposals. Hence, even if the proposal was acceptable, it

would not qualify for an exception to full and open competition.

Page 33 GAO/NSIAD-98-108 Intratheater Airlift
Appendix VI 

Comments From the Department of Defense

Page 34 GAO/NSIAD-98-108 Intratheater Airlift
Appendix VII 

Major Contributors to This Report

National Security and

International Affairs

Division, Washington,

D. C.

Steven Kuhta

Thomas Denomme

Marion A. Gatling

Delores Cohen

Michele Mackin

Office of the General

Counsel

William T. Woods

John Carter

Kansas City Field

Office

Greg Symons

Chicago Field Office Daniel Hauser

(707196) Page 35 GAO/NSIAD-98-108 Intratheater Airlift
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