As the Navy moves forward in determining its future requirements for ferrying critical supplies and personnel from shore to aircraft carriers, Northrop Grumman [NOC] believes modernizing the current fleet of C-2A Greyhounds is the best option for the service, but that could face a stiff challenge by the V-22 in production under the partnership of Boeing [BA] and Bell [TXT].
Northrop Grumman’s C-2A has been performing the mission for decades. However, the aircraft will start reaching the end of their service life in the years ahead, and the Navy is in the process of drawing up plans for the future carrier onboard delivery (COD) mission.
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Normal false EN-US MicrosoftInternetExplorer4 Northrop Grumman’s C-2A landing on an aircraft carrier. Photo: Northrop Grumman
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Northrop Grumman says it can leverage ongoing production of the E-2D Hawkeye, since the airframe is a variant of the C-2As, to provide an affordable solution to the Navy.
The modernization would include adopting the E-2D’s cockpit avionics and more fuel efficient engines, and structural improvements as needed, including using the wings being installed on the Hawkeyes, Steve Squires, Northrop Grumman’s director of C-2 programs, said. Those changes would be a “huge improvement” over what’s currently on the C-2As, he said.
“We want to converge the configuration and the improvements we made in the E-2D and we want to migrate those improvements to the C-2,” said, Squires, who plans to present the company’s plan today at the Navy League’s Sea Air Space exposition just outside Washington.
The Navy is currently defining requirements for the future COD program and a down-select is expected in 2016, although that could change given the budget environment in Washington.
Boeing has previously stated that it intends to offer the V-22 Osprey tilt-rotor aircraft for the COD program, believing the Ospreys have the flexibility to perform the cargo role as well as other missions for the Navy.
“With the capability to deliver not only to the main carrier but to other ships in the task force, using vertical takeoff and landing or even hover and hoist, the V-22 can do the work of both fixed wing and rotorcraft assets,” said Joe Weston, Boeing’s senior manager for V-22 business development, said.
 Normal false EN-US MicrosoftInternetExplorer4 A Boeing-Bell V-22 hovering above an amphibious assault ship. Photo: U.S. Navy
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The Navy currently operates 35 C-2As. The Marine Corps is procuring the bulk of V-22s currently in production, with a handful of variants going to the Air Force.
Squires said the Greyhounds are already capable of operating on aircraft carriers and integrated into flight deck operations, will use less fuel and that modernization and lifetime costs will be cheaper. He said they can undergo modernization without disrupting naval operations.
“It’s a lower overall price,” he said. “The C-2 currently is less expensive to operate.”
Northrop Grumman also maintains that that C-2 has a longer range and payload advantages over the V-22, saying the airplane can fly 1,300 nautical miles without refueling.
Boeing asserts that because the V-22 is newer, it can keep maintenance costs down, and is capable of mid-air refueling to keep it flying at extended ranges. Weston said the V-22 could also perform other missions for the Navy, such as anti-submarine warfare and intelligence and reconnaissance.
“Add to these the advantages of an existing fleet and a hot production line and the V-22 offers an excellent multirole solution,” Weston said.