C-130 Upgrade Project - Avionics

In the C-130 world there has been, for a number of years, a growing global movement to upgrade avionics to combat increasingly unreliable systems, update systems facing obsolescence and to install systems which meet modern air traffic regulations. The New Zealand C- 130 Life Extension Project (LEP) is taking a giant leap in this global movement by replacing the entire suite of avionics in one all-encompassing upgrade. In fact there is only one avionics system from the legacy aircraft which will remain in the Modified Aircraft and even that system is being updated so it can communicate across a databus with the central Flight Management System (FMS).

In addition to the FMS, the extensive cockpit upgrade includes the installation of an Electronic Flight Instrument System (EFIS), digital Engine Instrument Display System (EIDS), Digital Fuel Quantity and Gauging System (DFQGS), the addition of Traffic Collision Alert System (TCAS), the introduction of an Enhanced Ground Proximity Warning System (EGPWS), integrated navigation sensors, and fully upgraded digital internal and external communications.

Image WN-07-0035-05-tn.jpg. C-130 LEP Cockpit Mockup at L-3 Spar Aerospace in Edmonton.

Sweeping changes of this magnitude in an aircraft’s cockpit present many challenges in preparing aircrew and maintainers in the safe operation of the upgraded aircraft. One of the main challenges that many countries have faced is providing truly representative simulation training for their crews. Many upgraded C-130 fleets push this issue to one side, initially training in full motion simulators which do not represent their own cockpit configurations, followed by extensive training in their actual aircraft. Extensive use of the actual aircraft for training introduces the risk of reduced aircraft availability for operational tasking.

Image WN-07-0035-01-tn.jpg: SQNLDR Dane Fea and SQNLDR Simon Williams assess the PTT at CAE’s facilities in Montreal.

To mitigate this risk a costed option for a procedural trainer was included in the Best and Final Offer for the LEP contract. Once L-3 Spar Aerospace was selected as the Prime Contractor the PTT costed option was able to be exercised. The originally proposed PTT (pictured) consisted of a small number of touch screens attached to a wireframe. Subsequent negotiations have advanced the device to a hybrid trainer – half way between a procedural trainer and a Fixed Training Device. When referring to the device, it is not unusual to hear people use the phrase ‘Part Task Trainer on steroids’. Spar has subcontracted the design and manufacture of this hybrid device to CAE in Montreal.

Image WN-07-0035-04-tn.jpg: The originally proposed Part Task Trainer.

The final PTT design, based on CAE’s Simfinity ™ architecture, is built around touch screen technology with significant enhancements added, including fully working control yoke, throttles, condition levers and rudder pedals. The cockpit is enclosed in a shell similar to the real aircraft and caters for pilot and flight engineer training – the device does not provide a navigator station. Outside of the cockpit shell are three large rear projection screens which, coupled with industrial projectors, provide advanced visuals powered by CAE’s Medallion-S ™ software. The two visual databases included with the PTT are Vancouver in Canada and Nellis Air Force Base in Nevada, USA. These two databases provide a variety of approaches and airfield environs for aircrew training. The PTT visuals not only cater for varying locations, but also provide for excellent day/night scenarios and a variety of weather simulations. The Simfinity hardware and software will provide for all emergencies in the Modified Aircraft’s updated Flight Manual. The PTT will not only allow aircrew to gain familiarity with the aircraft systems, but will also cater for maintenance training in engine running procedures.

Image WN-07-0035-02-tn.jpg:The touch screen Instructor Operator Station is used to input emergencies and control scenarios executed in the PTT.

The NZ Resident Project Team (NZRPT) visited CAE Montreal in late January 2007 and was impressed with the progress CAE has made with the device. There are still a number of software and hardware changes that will be made before CAE hosts the final Critical Design Review (CDR) in April this year. The final design details presented at the CDR will enable the RNZAF to fine tune their future plans for flight crew and maintenance training courses for the modified C-130s.

The RNZAF has indicated that future plans for flight crew and maintenance training for the Modified C-130s will involve a combination of PTT training, training in a non-representative full motion simulator, and training on the actual aircraft. The exact extent of each phase of training will be more accurately determined after the PTT CDR. The PTT will provide the planned training in a dedicated facility based at RNZAF Base Auckland in the vicinity of No. 40 Squadron for easy access by aircrew and maintainers alike. Negotiations are still underway to determine if the PTT will also be used at Spar Aerospace in Edmonton for initial Aircrew and Maintainer ground training.

The accompanying photos indicate that the PTT has progressed a considerable way from the design phase. Once fully completed, this device will provide the RNZAF with a valuable tool for bridging the gap between non-representative full motion simulation and the Modified C- 130 Aircraft. While the PTT should not be considered a simulator – it is designed for procedural training only – the physical flight controls incorporated coupled with the realistic visuals will provide a level of immersive training in this hybrid device rarely experienced in a procedural trainer.

Image WN-07-0035-03-tn.jpg: The advanced visuals are projected outside the replicated cockpit shell.

Read more on this subject see Air Force News March 07 issue 79 C-130 Hercules Upgrade