Hi
This is a tentative first post here. As a Kiwi now transplanted to the West Island and former serving member ( nothing special: RNZEME; mid '70's mid 80's) I do like to follow the progress and trials of the NZDF and have enjoyed lurking in this forum for several years as part of that.
Welcome aboard.
I must say that, from this remote location, I do feel quite proud of the progress that the NZDF has made towards the objective of being able to deploy and sustain a viable combat force. While it is sad to see the RNZAF as a shadow of it's former self and the Navy reduced to two combat vessels, but the progress towards the integration of the three services seems to be a far cry from what it seemed to be in my day.... bits of everything, obsolete gear and none of it much use for anything.
I particularly enjoy following the progress of capital procurements which, by and large, seem to be executed with a certain degree of smarts.... certainly more so than some ADF projects. The possible exception to this seems to have been the C-130 LEP, which seems to have been a something of a waste to money and effort if the following is correct (other than to give the RNZAF experience in managing a major engineering project):
Well the LEP has actually turned out to have been a blessing in disguise because it has given the NZG and NZDF the opportunity to fully evaluate the NZDF airlift capabilities and needs for the next 30 - 50 years without having the millstone of new expensive fixed wing transport aircraft around their necks.
That seems, to me, to be a relatively poor ROI. Wouldn't it make sense to attempt to maximize whatever life is left in the Hercs by reducing unecessary airframe hours by prioritizing the reintroduction of short range, light tactical transport capability (C295 or C-27J), before getting too excited about C-17's or the like? From what I've read it's the short range stuff that has the greatest impact on airframe fatigue life.
Short answer, no the C130s have really reached their maximum life. NZ7001 - 03 are the oldest H models ever with 01 being the test aircraft for the H series back in 1964 / 65. You are right about Andover replacements though and we would presume that this will be a major part of the study.
Surely a focus on reintroduction of this capability, sooner rather than later (the C295 would get my vote) would ease the pressure on the Hercs and then allow the luxury of a bit more time to consider their appropriate replacement? By that I mean let the A400 become established into service elsewhere, before buying some. (I tend to agree with my old contemporary, Ron Mark, that the C-17 would be overkill for NZ and just soak up too much of the limited money available for capital procurements).
Ok, the C27J offers better capability than the C295. It has ability to carry more L463 pallets and at full height which the C295 cannot. The cross section of the C295 is narrower and lower than that of the C27J hence any pallets going into the C295 have to be double handled and loaded to a lower height. This means that the pallets have to be turned 90 degrees from normal to be loaded length ways into the C295 and since the pallets cannot be loaded to full height extra pallets may be needed which could mean an extra sortie. Compared to the C295, the C27J has far longer range and lifting capability because of it's more powerful engines and greater fuel capacity. In a NZ and Pacific context that difference is quite important.
Ron Mark hasn't got his head past the 1990s thinking and into the 21st Century military and defence ethos and strategic thinking. NZDF is now focussed on a completely different mission since the 1990s and it actually has a long term out look. It now is starting to actually operate as an Expeditionary Force which it always as been; this being in the form of the Joint Amphibious Task Force. This means that it will have the maritime and airborne platforms required for it to perform that capability. I acknowledge that two important parts of it are missing (fast jet strike and rotary wing CAS) but the rest of the basics are in place and the skills are being acquired.
The C17 offers NZDF a very capable tool that, if acquired, will dramatically enhance its ability to deploy its JATF and other NZDF assets as required. Much of the equipment that NZDF now has no longer fits into the C130 Hercules hence the C130 no longer meets the strategic air transport capability requirement. This means that there are only two aircraft left to meet that requirement. The C17 which is now going out of production but a mature and proven platform in service with the USAF, RAF and RAAF plus a couple of other nations or the A400M which is very new, unproven beset by delivery problems and hasn't achieved IOC yet. The NZG has stated that it will not purchase platforms that are not mature and not reached FOC with any of our friends or partners. IMHO the C17 offers us the best choice for Strategic Air Lift and we will get our monies worth out of it, just as we have with the C130s.
The C17s are not the only aircraft replacing the C130 / B757 / B200 aircraft. A C27J type aircraft may be acquired but until the study is finished w just don't know. The only reason the C17 has come to light is because of the Minister and the fact that the white tails have a finite and ever diminishing amount of purchase time left on them.
Addition: Amphibious now doesn't just mean its traditional definition of manoeuvre from the sea to out flank an enemy, but can also mean manoeuvre from the air to out flank an enemy. Think about C17s and A400s landing forces well behind enemy lines in the outback and establishing a beach head from which to force the enemy to divide his forces or to respond.
Just as a note, the C17 with a full load (164,900lb) needs a 3,500ft x 90ft runway to take off; the A400 with a full load (81,570lb) needs exactly the same; The C130J-30 with a full load ((40,000lb) needs a 5,000ft x 80ft runway to take off. Now I saw that on a graphic on another site so I'll try and hunt down the original.
