C-5A Airplane Characteristics-Continued Cargo compartment: Length excluding ramps (feet). Length including ramps (feet). Height (feet) Width (feet) - Total volume including ramps (cubic feet) --- Palletized volume including ramps (36 463L pallets) (cubic feet)- Forward loading opening: Height (feet). Width (feet). Aft loading opening: Height (feet1). Width (feet). Cargo floor height above ground (level kneeled) (inches) – 121. 1 144. 6 13.5 19.0 34, 734 19, 020 13.5 19.0 9.5 19.0 73 ---49,000 U.S. gallons (318,500 pounds) 2,400 U.S. gallons per minute (15,600 pounds per minute) .-1,380 U.S. gallons per minute (8,970 pounds per minute) -28 (4 nose and 6 each on 4 main gear bogies) .49 x 17–20, type VII, 26 ply rating Number of wheels___ 35.9 Main struts (feet). 25.9 Wheel base (center of main gear footprint to center of nose gear strut) 72.8 With the ramp lowered to the ground, aft cargo opening will accommodate vehicles or other loads up to 12.5 feet high. The CHAIRMAN. You are going to start off with the original contract? General JEFFREY. Yes, sir. The CHAIRMAN. Go right ahead. General JEFFREY. Let's have the next slide, please. This chart shows the C-5, on the right the C-141, C-130, and C-140, all Lockheed airplanes in relative scales to give you an idea of the size comparison of these four airplanes all of which have been produced by the Lockheed-Georgia Co. Next slide. This is a picture of the General Electric TF39 turbofan engine which is used in the C-5. It develops 41,000 pounds of thrust. It is one of the biggest, most powerful engines that has been developed in the United States. It has been working very satisfactorily on the airplanes, and up to this point in time we have had what we refer to as no inflight emergencies or in-flight unsatisfactory conditions associated with the engine, on all of the flights flown in the airplane to date. The engine is being built at Evandale, Ohio, as I said, by the General Electric Co. C-5A MISSION Provide fast reaction capability through airlift of combat and support units of all services under war or emergency conditions. Airlift military logistics supplies including ballistic missiles and items of outsize equipment. This chart indicates the mission of the C-5A. Primarily it is to haul Army equipment, provide a quick reaction capability in case of an emergency, and, incidentally, will carry those troops necessary to drive or handle that equipment onboard. This is not a troop transport. It can carry a considerable number of people in an emergency situation, but only in emergency situations, since it is not equipped to seat, nor is it equipped with emergency escape provisions such as would be necessary in commercial airlines, et cetera. The next slide. This slide indicates the military load of cargo to which I just referred. This would be a typical load of heavy Army equipment, and the people necessary to drive that equipment on and off the airplane at its point of origin and at its destination. The next slide. C-5A PROGRAM BASIC REQUIREMENTS Very high payload and cargo volume. Support area airfield operations. Rapid turnaround and high reliability. This slide indicates the basic requirements for the airplane. High payload. It had to have a long range. It had to be able to get there, wherever the emergency condition existed without having to stop. It has to carry a big load. It had to be able to land in relatively small areas. It had to be able to land, if necessary, on the grass, rather than on a paved runway, and it had to have a rapid turnaround capability meaning that once it landed we had this 100,000 or 200,000 pounds of cargo that we had to get off the airplane, and get it off in a hurry. This was something that we never had faced before in the country, as a matter of fact, to try to unload this weight of cargo in a very short period of time, and get the airplane turned around. The airplane had to have a high degree of reliability, because at the places that it might be expected to land, there might not be substantial maintenance facilities, spare parts, et cetera. Next slide. The CHAIRMAN. I understand that this airplane was designed for an emergency, for rapid response. General JEFFREY. Yes, sir. The CHAIRMAN. Now, is it designed for sustained offensive of any kind? My understanding is it gets the material over there until the heavy ships can bring the other stuff that is needed for whatever kind of an emergency may develop. General JEFFREY. You are right, sir. That is exactly right, sir. The CHAIRMAN. I want to be sure. General JEFFREY. It does have a sustained capability. The CHAIRMAN. Go right ahead. General JEFFREY. This is a cutaway drawing of inboard profile of the airplane. Looking at the top picture up there, this is looking down on the airplane from the top, and it shows the passenger compartments where they will be located up in the front cockpit, a small passenger section ahead of the wing area, and then the 75 troops which will be associated with the equipment onboard are carried in a com partment back of the wing and above the cargo compartment. Down below indicates the same thing, with the cargo compartment. Mr. GUBSER. Is that lower cargo compartment ever pressurized? General JEFFREY. It is always pressurized. Mr. GUBSER. What is that pressure input? General JEFFREY. This airplane has a complete drive-through capability. You can drive a vehicle in the back end of it and out the front of it. So this is a pressure door at the back and one up front. Does that answer your question? Mr. GUBSER. Yes, it does. General JEFFREY. The next slide, please. This is another view of the airplane showing the typical load of military equipment. Next slide. Since, as I mentioned, the airplane could be required to operate on rather austere airfields and have a quick turnaround capability, the airplane has some 28 wheels, which spreads the load over a broad area on the ground, and therefore, we say it has a very light footprint. As we indicate, you can see how the doors are opened fore and aft, and permit even the heavy tanks to drive right through. The airplane also has the capability to kneel down, it can kneel the landing gear to lower the cargo compartment to truck-bed height. It doesn't require external jacking to do this. In order to change a tire you can raise up one of the landing gears on the ground and change the tire and put the landing gear back down without having jacked up the airplane. The airplane also has a crosswing capabiltiy so all the wheels caster and go down the road like an old hound dog going down a trail, sort of crossways. We have tried this capability and it is working very well. The next slide. This is a payload range comparison for the C-5 with the other airplanes as indicated down below, the C-133, the C-141, and the C-130. C-5A FLIGHT TEST PROGRAM Current status.-Five aircraft delivered to flight test; 90 flights, 260 hours. Results to date.-Flight characteristics good-stall tests completed; performance good-achieved .85 mach at 35,000 feet; engine performance, excellent. Problem to date.-Normal development problems; no major problems. I just point out, that up on this curve you can see that this airplane would carry a payload on the left of some 100,000 pounds for in the neighborhood of 6,000 miles. It would carry there, following the red line up 200, and I believe 225,000 pounds for about 3,000 miles, and it will carry 265,000 pounds for a distance of about 2,700 miles. You can see how that red line at the top, or those two red lines, compare with the lines down below. The dotted red line at the top of the chart is the load that the airplane could carry with what we call a reduced load factor to 2.25 g. limitation, as compared to 2.5 g. factor on the solid red line. Indications at the present time are that the airplane will meet these requirements. The next slide. This would indicate a typical 5,500 nautical mile mission profile, as we call it, with a 100,000-pound payload, taking off on a tropical day of 8912 degrees Fahrenheit. The MIL-C numbers at the top there have to do with the fuel reserves, the specified military fuel reserves, and the altitude is indicated on the left. Next slide. A few words about the current status of the program. We have flown some 90 flights to date on four airplanes for a total of about 260 hours. The stall tests have been completed. For an indication of some high degree of entertainment, if might be interesting sometime if some of you could ride one of these airplanes to a stall. The airplane stalls well, the performance is good, achieved a speed in excess of that required in the contract, and, as I mentioned, engine performance has been excellent. I have flown the airplane and I find that its handling characteristics are comparable to or better than other airplanes that I have flown of this type. I was very much impressed with the flight in this airplane. The CHAIRMAN. Do you have any troubles now with the landing gear? Didn't you have some troubles with the landing gear? General JEFFREY. We had some troubles with the landing gear initially, Mr. Chairman. These have been corrected. The CHAIRMAN. Is this unusual? General JEFFREY. This is not an unusual situation; no, sir. With regard to problems, this would have been one that I had mentioned. This would have been considered, the landing gear problem, a normal development problem with the airplane. We have had some minor problems with the retraction and extension of the wing flaps. We have problems that we could expect with the pressurization of the fuselage. The airplane is so big that we say it is kind of like pressurizing a barn, or pressurizing a hangar. It has so many holes in it, that is, places where the cables go through into the wings, and so many rivets and bolts and this sort of thing, it is just very difficult to find all of the leaks and stop them up. This is being done, and we don't anticipate any undue difficulty in accomplishing these. Right now the airplane, as near as we can project it, is going to meet or better all of the performance characteristics that were laid down at the time that the contract was awarded. Next slide. Contract covered 8-year period (1965–73). Necessary to provide for undue risks to contractor and the Government. All contractors bid to and signed firm contracts, in competition. Now, I want to go now to the contract, unless there are some questions about the airplane. This contract covered an 8-year period. I think this is very significant because it is an unusual sort of an arrangement. It was, therefore, due to the length of time covered here, necessary to try to provide in the contract for undue risks that might accrue to the contractor as well as to the Government; such things as changes in the law, which could not be anticipated at the time the contract was awarded. Labor rates, for instance. War. These things were to attempt to prevent either significant losses, unforeseen losses to the contractor, or at the same time windfall profits to the contractor. The CHAIRMAN. Let me ask you this: This is what you call a total package contract? General JEFFREY. Yes, sir. The CHAIRMAN. Has this approach ever been tried before in airplane procurement? General JEFFREY. Not to my knowledge, on anything of this size, Mr. Chairman. The CHAIRMAN. Whose idea was this? General JEFFREY. I'm afraid that I don't know the answer to that. It was evolved in the Department of Defense by a number of people, I would say. The CHAIRMAN. Is this the same sort of thing that you had in the TFX? General JEFFREY. No, sir, this is not the same sort of thing we had in the TFX. The TFX was not a total package program. The CHAIRMAN. This is the first time anything like this was ever attempted? General JEFFREY. On this kind of a scale; yes, sir. The CHAIRMAN. Even though this is virtually a follow-on aircraft; isn't it? General JEFFREY. There was not a great deal of new technical development involved in this airplane. In other words, we considered this airplane to be well within the state of the art in transport airplanes; yes, sir. The CHAIRMAN. So the Air Force did not resist this sort of a venture? General JEFFREY. I didn't mean to imply that, Mr. Chairman. It is my opinion that the fixed price-the total package contract to which you referred is basically a fixed-price contract that includes research, development, and production quantities, and some of the support for the airplane. It is my opinion that under conditions where there is no development involved, such as building a dam, or building a bridge, that this contract has certain merits. I want to tie together here the total package and a fixed-price contract-these two things together. The Corps of Engineers of the U.S. Army historically have built things on a fixedprice contract, such as dams, bridges, levees, and this sort of thing. There generally is little development involved, if any. We have been building the same way as long as we can remember. I do not believe that this is a good contractual approach for a weapons system that is subject to change as a result of the threat with which it might be faced-the weapons system, where we are trying to beat the other fellow by building the best piece of equipment we can. If we build it to a fixed-price contract, total package type of contract, it is my opinion that we will suffer in the long run as far as quality is concerned. The CHAIRMAN. While you regarded this as within the state of the art, you were not enthusiastic about this concept as a whole? Can you answer that yes or no? General JEFFREY. Yes, sir. I was not. The CHAIRMAN. Could I conclude, or do I conclude, that former Secretary Charles is identified as the father of the total package concept? |