The plane is large enough to fit six Greyhound buses, lined up two abreast. Lockheed and Martin Marietta merged in 1995 to form Lockheed Martin. is the original designer of the C-5 airlifter. Lockheed Martin predecessor Lockheed Corp. The aircraft, which has been in the Air Force transport fleet since 1970. The C-5 is larger than a Boeing 747 and is one of the largest military transport aircraft in the world.
GLASS COCKPIT UPGRADE UPGRADE
Lockheed Martin will provide engineering and technical services to produce a hardware and software prototype architecture that will move the display upgrade project into engineering and manufacturing development.
Related: Universal Avionics adds to InSight display system portfolio with Hawker 800XP upgrade This design approach seeks to reduce the risk of grounding any of the Air Force's C-5M fleet while they are waiting delivery of mission-critical avionics components, and to improve overall aircraft availability. This order is part of an overall Air Force effort called the Replacement Multifunctional Controls and Displays (RMCD) program to adapt existing interfaces with the C-5M avionics backplane to avoid any development that would drive a redesign of the entire avionics suite, Air Force officials say. Officials of the Air Force Life Cycle Management Center at Robins Air Force Base, Ga., are asking the Lockheed Martin Aeronautics segment in Fort Worth, Texas, to build a hardware and software prototype architecture for replacing the C-5M's current multifunction display unit. Air Force fleet of 52 C-5M Super Galaxy giant four-engine cargo jets under terms of a $34.7 million order announced Tuesday. will upgrade the multifunction displays in cockpit avionics of the U.S. – Military avionics experts at Lockheed Martin Corp. The CUP and CSIMP programme are critical to ensure the continuing availability of the aircraft.ROBINS AIR FORCE BASE, Ga. With these findings, the CSIMP programme was launched, which consists of two streams: Safety Enhancements and Operational Enhancements. They had also identified several operational and comfort modifications in the cargo area. As a result, the RNLAF deemed that certain Cabin Safety Improvements were necessary in order to meet a subset of these JAA Occupant Safety regulations. Prior to the CSIMP upgrade the aircraft had been found non-compliant with some of the civil Occupant Safety regulations. A traffic Collision Alert System (TCAS) and an Enhanced Ground Proximity Warning System (EGPWS) were also installed as part of the upgrade, and the cockpits were made night vision capable. The system is based on CMC Electronics’ Flight Management System (FMS) integrated with an Inertia Reference System (IRS), VHF Omni-range Radio (VOR), Distance Measuring Equipment (DME), Automatic Direction Finder (ADF) and Global Positioning System (GPS). The installation of a Communications, Navigation and Surveillance system for Air Traffic Management (CNS/ATM) was also required to enable the RNLAF’s aircraft to fly through civil airspace. The new digital displays ease pilot workload, which increased situational awareness, making the aircraft safer to fly. As part of CUP, the analogue instruments were replaced with digital displays to create a “glass cockpit” environment. Prior to the upgrade, the C-130H cockpit consisted almost entirely of analogue instruments. The modifications to the RNLAF C-130s consisted of a Cockpit Upgrade Programme (CUP) and Cabin Safety Improvement Programme (CSIMP). In addition, all four aircraft received avionics and safety modifications under Cockpit Upgrade and Cabin Safety Improvement programmes (CUP and CSIMP respectively).Īll four aircraft are back in use by RNLAF and are now among the safest and most capable C-130Hs in the world. Once on site, ‘recovery’ began, returning the two EC-130Qs to C-130H build standard, as well as ensuring, where possible, that the aircraft systems matched those of the RNLAF’s first two C-130H-30. The last leg of each aircraft’s journey was again by land, a short but complex trek to Cambridge. The restoration work was to be performed at Marshall’s Cambridge site, which meant the two EC-130Q airframes were dismantled and then transported separately, travelling overland from Tucson to the port of Houston, followed by a sea journey terminating at Tilbury Docks in the UK. In addition to upgrading the RNLAF’s existing two C-130H-30s, we supported the service in its acquisition of two EC-130Qs from the United States. The recovery and upgrade of two C-130s for the Royal Netherlands Air Force (RNLAF) was one of the most extensive and complex engineering projects ever undertaken by Marshall.
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