C-130 Hercules military transport aircraft flying east over my residence and veering south to approach the Davis-Monthan AFB runway from the southeast to the northwest.
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Lockheed C-130 Hercules
From Wikipedia, the free encyclopedia
en.wikipedia.org/wiki/Lockheed_C-130_Hercules
C-130 Hercules
Straight-wing, four-engine turboprop aircraft flying over water
USAF C-130E
Role: Military transport aircraft
Country of origin: United States
Manufacturer: Lockheed
Lockheed Martin
First flight: August 23, 1954
Status: In service
Major clients:
United States Air Force
United States Marine Corps
Royal Air Force
Royal Canadian Air Force
Produced: 1954–present
Total built: Over 2,500 as of 2015[1]
Unit cost:
C-130E $11.9 million[2]
C-130H $30.1 million[3]
Variants:
AC-130 Spectre/Spooky
Lockheed DC-130
Lockheed EC-130
Lockheed HC-130
Lockheed Martin KC-130
Lockheed LC-130
Lockheed MC-130
Lockheed WC-130
Lockheed L-100 Hercules
Developed into: Lockheed Martin C-130J Super Hercules
The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft engineered and manufactured initially by Lockheed, now Lockheed Martin.
Capable of operating from unpaved runways for takeoffs and landings, the C-130 was originally intended as a troop, medivac, and cargo transport vehicle. The adaptable airframe has found applications in a broad spectrum of functions, including as a gunship (AC-130), for airborne assault, search and rescue, scientific research support, weather reconnaissance, aerial refueling, maritime surveillance, and aerial firefighting.
It currently serves as the primary tactical airlifter for numerous military forces globally. Over 40 models and variations of the Hercules, including a civilian variant marketed as Lockheed L-100, operate in more than 60 countries.
The C-130 commenced service with the U.S. during the 1950s, followed by Australia and other nations. Throughout its operational history, the Hercules series has taken part in various military, civilian, and humanitarian assistance missions. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tu-95, and KC-135 Stratotanker—to achieve 50 years of continuous service with its original principal user, in this instance, the USA Air Force. The C-130 Hercules is the longest continuously produced military aircraft, with production exceeding 60 years and the updated C-130J Super Hercules still in production today.[4]
Contents [hide]
1Design and development
1.1Background and requirements
1.2Design phase
1.3Enhanced variants
1.4Further improvements
1.5Later models
1.6Next generation
1.7Upgrades and modifications
1.8Replacement
2Operational history
2.1Military
2.2Civilian
3Variants
4Operators
5Accidents
6Aircraft on display
6.1Australia
6.2Canada
6.3Colombia
6.4Indonesia
6.5Norway
6.6Saudi Arabia
6.7United Kingdom
6.8United States
7Specifications (C-130H)
8See also
9References
10External links
Design and development[edit]
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Background and requirements[edit]
The Korean War, which began in June 1950, revealed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains, and Curtiss C-46 Commandos—were inadequate for modern warfare. Consequently, on February 2, 1951, the U.S. Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport was to accommodate 92 passengers, 72 combat troops, or 64 paratroopers within a cargo bay approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from commercial airliners, it was to be designed from the ground up as a combat transport with loading facilitated by a hinged loading ramp at the rear of the fuselage.
A significant feature was the introduction of the Allison T56 turboprop engine, initially developed specifically for the C-130. At the time, the turboprop represented a novel application of turbine engines that utilized exhaust gases to turn a propeller, providing better range at propeller-driven speeds compared to conventional turbojets, which, although faster, consumed more fuel. Similar to helicopters of that era, like the UH-1 Huey, turboshafts produced substantially greater power for their weight than piston engines. Lockheed would later use the same engines and technology in the Lockheed L-188 Electra. That aircraft encountered financial failure in its civilian version but was successfully adapted into the Lockheed P-3 Orion maritime patrol and submarine attack aircraft, where the effectiveness and endurance of turboprops excelled.
Design phase[edit]
The Hercules resembled a larger four-engine sibling of the C-123 Provider with a comparable wing and cargo ramp design that transitioned from the Chase XCG-20 Avitruc, which initially was designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also featured a rear ramp, allowing vehicles to drive onto the aircraft (possible also with a forward ramp on a C-124). The ramp on the Hercules was additionally utilized for airdropping cargo, which included low-altitude recovery for Sheridan tanks and even releasing large improvised “daisy cutter” bombs.
The new Lockheed cargo aircraft design possessed a range of 1,100 nautical miles (1,270 miles; 2,040 kilometers), capability of taking off from short and unpaved runways, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop opted out of participation. The remaining five companies submitted a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The competition was closely contested between the lighter of the two Lockheed (initial project designation L-206) proposals and a four-turboprop Douglas design.
Willis Hawkins led the Lockheed design team, starting with a 130-page proposal for the Lockheed L-206.[6] Hall Hibbard, Lockheed’s vice president and chief engineer, reviewed the proposal and forwarded it to Kelly Johnson, who was not enthusiastic about the slow-moving, unarmed aircraft, remarking, “If you sign that letter, you will ruin the Lockheed Company.” [6] Nevertheless, both Hibbard and Johnson endorsed the proposal, allowing the company to secure the contract for the now-designated Model 82 on July 2, 1951.[7]
The initial flight of the YC-130 prototype took place on August 23, 1954, from the Lockheed factory in Burbank, California. The aircraft, serial number 53-3397, was the second prototype but the first of the two to take to the skies. The YC-130 was flown by Stanley Beltz and Roy Wimmer for its 61-minute journey to Edwards Air Force Base; Jack Real and Dick Stanton acted as flight engineers. Kelly Johnson piloted a chase plane in a Lockheed P2V Neptune.[8]
Following the completion of the two prototypes, production commenced in Marietta, Georgia, where over 2,300 C-130s were manufactured through 2009.[9]
The first production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and initially featured the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A models were fitted with skis and redesignated C-130D.
As the C-130A became operational with Tactical Air Command (TAC), the aircraft’s range limitations became apparent and furthergas capacity was incorporated in the form of external pylon-mounted tanks at the tips of the wings.
Enhanced versions[edit]
A Michigan Air National Guard C-130E releases its flares during a low-altitude training exercise.
The C-130B model was created to upgrade the A-models that had been previously supplied, and included new functionalities, notably greater fuel capacity through auxiliary tanks integrated into the central wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aeroproducts three-blade propellers that characterized the earlier A models. The C-130B featured ailerons with increased pressure—3,000 psi (21 MPa) compared to 2,050 psi (14 MPa)—as well as more powerful engines and four-blade propellers that remained standard until the introduction of the J model.
An electronic reconnaissance version of the C-130B was designated C-130B-II. A total of 13 aircraft were modified. The C-130B-II was recognized by its fake external wing fuel tanks, which concealed signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft boasted a swept blade antenna on the upper fuselage, along with additional wire antennas positioned between the vertical fin and upper fuselage absent on other C-130s. The radio call numbers on the tails of these aircraft were frequently altered to mislead observers and mask their actual mission.
The extended-range C-130E model entered service in 1962 after being developed as a temporary long-range transport for the Navy Air Transport Service. Essentially a B model, the new designation resulted from the installation of 1,360 US gal (5,150 L) Sargent Fletcher external fuel tanks beneath the midsection of each wing and more powerful Allison T56-A-7A turboprop engines. The hydraulic pressure on the ailerons was reduced back to 2050 psi due to the weight of the external tanks in the center of the wingspan. The E model also presented structural enhancements, avionics upgrades, and an increased gross weight. Australia received 12 C-130E Hercules aircraft between 1966–67 to supplement the 12 C-130A models already operational with the RAAF. Sweden and Spain operate the TP-84T version of the C-130E fitted for aerial refueling capability.
The KC-130 tankers, originally C-130F procured for the US Marine Corps (USMC) in 1958 (under the designation GV-1), are outfitted with a detachable 3,600 US gal (13,626 L) stainless-steel fuel tank housed in the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods can each transfer up to 300 US gal per minute (19 L per second) to two aircraft simultaneously, allowing for rapid cycle times among multiple-receiver aircraft formations (a standard tanker formation of four aircraft in less than thirty minutes). The US Navy’s C-130G has enhanced structural strength enabling higher gross weight operations.
Additional improvements[edit]
Royal Australian Air Force C-130H, 2007
The C-130H model features updated Allison T56-A-15 turboprops, a redesigned outer wing, updated avionics, and other minor enhancements. Later H models incorporated a newly designed, fatigue-life-improved, middle wing that was retrofitted to many earlier H models. For structural reasons, some versions are required to land with specific quantities of fuel when carrying heavy cargo, limiting usable range. The H model continues to see widespread use with the USAF and numerous foreign air forces. Initial deliveries began in 1964 (to the RNZAF), with production continuing until 1996. An upgraded C-130H was introduced in 1974, with Australia acquiring 12 units in 1978 to replace the initial 12 C-130A models, which had first entered RAAF service in 1958.
The United States Coast Guard utilizes the HC-130H for long-range search and rescue, drug interdiction, unlawful migrant patrols, homeland security, and logistics.
C-130H models produced from 1992 to 1996 were designated as C-130H3 by the USAF. The “3” signifies the third iteration in design for the H series. Improvements included ring laser gyros for the INUs, GPS receivers, a partial glass cockpit (ADI and HSI instruments), a more capable APN-241 color radar, night vision system-compatible instrument lighting, and an integrated radar and missile warning system. The electrical system upgrade encompassed Generator Control Units (GCU) and Bus Switching Units (BSU) to deliver stable power to the more sensitive upgraded components.
Royal Air Force C-130K (C.3)
The corresponding model for export to the UK is the C-130K, recognized by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30 (Hercules C.3 in RAF service) is a lengthened version of the original Hercules, accomplished by inserting a 100 in (2.54 m) plug behind the cockpit and an 80 in (2.03 m) plug at the rear of the fuselage. A single C-130K was purchased by the Met Office for utilization by its Meteorological Research Flight, where it was designated the Hercules W.2. This aircraft underwent extensive modifications (with its most notable feature being the long red and white striped atmospheric probe on the nose and the relocation of the weather radar into a pod above the forward fuselage). This aircraft, named Snoopy, was retired in 2001 and subsequently modified by Marshall of Cambridge Aerospace as a flight-testbed for the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.
Subsequent models[edit]
The MC-130E Combat Talon was created for the USAF during the Vietnam War to support special operations missions in Southeast Asia, leading to both the MC-130H Combat Talon II and a series of other special mission aircraft. 37 of the earliest models currently in operation with the Air Force Special Operations Command (AFSOC) are scheduled to be replaced by newly manufactured MC-130J variants. The EC-130 Commando Solo is another special missions variant within AFSOC, though operated solely by an AFSOC-gained wing in the Pennsylvania Air National Guard, functioning as a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations capable of transmitting messages over commercial frequencies. Additional variations of the EC-130, particularly the EC-130H Compass Call, are also specialized variants, yet are assigned to the Air Combat Command (ACC). The AC-130 gunship was initially developed during the Vietnam War to provide close air support and other ground-attack responsibilities.
USAF HC-130P refuels a HH-60G Pavehawk helicopter
The HC-130 is a series of long-range search and rescue variants employed by the USAF and the U.S. Coast Guard. Equipped for the deep deployment of Pararescuemen (PJs), survival gear, and (in the case of USAF variants) aerial refueling of combat rescue helicopters, HC-130s are typically the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF models were also fitted with the Fulton surface-to-air recovery system, designed to retrieve a person from the ground using a wire connected to a helium balloon. The John Wayne film The Green Berets showcases its application. The Fulton system was later removed as aerial refueling of helicopters proved safer and more flexible. The movie The Perfect Storm depicts a real-life SAR mission involving aerial refueling of a New York Air National Guard HH-60G by a New York Air National Guard HC-130P.
The C-130R and C-130T are U.S. Navy and USMC variants, both equipped with underwing external fuel tanks. The USN C-130T is similar, but features additional avionics upgrades. In both versions, aircraft are fitted with Allison T56-A-16.engines. The USMC variants are referred to as KC-130R or KC-130T when equipped with underwing refueling pods and pylons, and they are entirely compatible with night vision systems.
The RC-130 functions as a reconnaissance version. A singular unit is utilized by the Islamic Republic of Iran Air Force, with the aircraft having been originally acquired for the former Imperial Iranian Air Force.
The Lockheed L-100 (L-382) is a civilian variant that corresponds to a C-130E model but lacks military equipment. The L-100 also offers two stretched modifications.
Subsequent generation[edit]
Main article: Lockheed Martin C-130J Super Hercules
In the 1970s, Lockheed proposed a C-130 variant featuring turbofan engines instead of turboprops; however, the U.S. Air Force favored the takeoff capabilities of the existing aircraft. In the 1980s, there were plans for the C-130 to be replaced by the Advanced Medium STOL Transport project. This initiative was eventually canceled, allowing the C-130 to remain in production.
Building upon lessons learned, Lockheed Martin converted a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft achieved numerous short takeoff and landing performance records and significantly enriched the database for future C-130 derivatives. Modifications to the HTTB encompassed extended chord ailerons, a lengthened chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading-edge extension, a larger dorsal fin and dorsal fins, and the inclusion of three spoiler panels on each upper wing surface. It also featured a long-stroke main and nose landing gear system, as well as adjustments to the flight controls that transitioned from direct mechanical linkages aided by hydraulic assistance to fully powered controls, where the mechanical connections from the flight station controls solely operated the hydraulic control valves of the respective assistance unit. The HTTB made its inaugural flight on June 19, 1984, with civil registration N130X. After showcasing numerous new technologies, some of which were later integrated into the C-130J, the HTTB was lost in a catastrophic accident on February 3, 1993, at Dobbins Air Reserve Base in Marietta, Georgia. The crash stemmed from the detachment of the rudder fly-by-wire flight control system, leading to a total loss of rudder control capacity while performing ground minimum control speed tests (Vmcg). The detachment was the consequence of an inadequate design of the rudder’s integrated actuator package by its manufacturer; the operator’s insufficient system safety review neglected to account for the implications of the faulty design across all operational conditions. A contributing factor to the mishap was the lack of engineering flight test training among the flight crew.
In the 1990s, the enhanced C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This version is the most recent iteration and the only one currently in production. While externally resembling the classic Hercules, the J model is equipped with new turboprop engines, six-bladed propellers, advanced avionics, and various new systems.
Upgrades and modifications[edit]
In 2000, Boeing secured a US$1.4 billion contract to produce an Avionics Modernization Program kit for the C-130. This initiative faced considerable delays and cost overruns until project restructuring was undertaken in 2007. On September 2, 2009, Bloomberg reported that the intended Avionics Modernization Program (AMP) upgrade for the older C-130s would be canceled in order to allocate more funding for the F-35, CV-22, and airborne tanker replacement programs. However, in June 2010, the Department of Defense approved financing for the preliminary production of the AMP upgrade kits. Under this agreement, the USAF authorized Boeing to commence low-rate initial production (LRIP) for the C-130 AMP. A total of 198 aircraft are expected to feature the AMP upgrade, with the current cost per aircraft being US$14 million, though Boeing anticipates that this figure will reduce to US$7 million for the 69th aircraft.
An engine enhancement initiative aimed at reducing fuel consumption and lowering temperatures in the T56 engine has been authorized, with the US Air Force estimating potential savings of $2 billion and an extension of fleet lifespan.
Replacement[edit]
In October 2010, the Air Force issued a capabilities request for information (CRFI) targeting the development of a new airlifter to succeed the C-130. The new aircraft is to accommodate a 190% greater payload and undertake the mission of fixed vertical maneuver (MVM). This enhanced payload and mission capacity would enable it to transport medium-weight armored vehicles and deliver them to locations with limited runway availability. Various options are being explored, including new or upgraded fixed-wing designs, rotorcraft, tiltrotors, and even airships. Development may commence in 2014, with operations expected by 2024. The C-130 fleet of approximately 450 aircraft could be replaced by only 250 airplanes. The Air Force previously attempted to replace the C-130 in the 1970s through the Advanced Medium STOL Transport project, which ultimately resulted in the C-17 Globemaster III, which replaced the C-141 Starlifter instead. The Air Force Research Laboratory financed Lockheed and Boeing demonstrators for the Velocity Agile concept, which aimed to develop a STOL aircraft capable of taking off and landing at speeds as low as 70 knots (130 km/h; 81 mph) on airfields shorter than 2,000 feet (610 m) and cruising at speeds exceeding Mach 0.8. Boeing’s design incorporated upper-surface blowing from embedded engines on the inboard wing and blown flaps for flow control on the outboard wing. Lockheed’s design also utilized blown flaps on the outboard section, but the inboard area featured patented reversing ejector nozzles. Boeing’s design amassed over 2,000 hours of wind tunnel testing by late 2009. It was a 5% scale model of a narrowbody configuration with a 55,000 lb (25,000 kg) payload. When the AFRL raised the payload requirement to 65,000 lb (29,000 kg), it examined a 5% scale model of a widebody design with a 303,000 lb (137,000 kg) take-off gross weight and an “A400M-size” 158 in (4.0 m) wide cargo container. It would be powered by four IAE V2533 turbofans. In August 2011, the AFRL shared images of the Lockheed Velocity Agile concept demonstrator. A 23% scale model underwent wind tunnel testing to showcase its hybrid-powered lift, combining a low drag airframe with simple mechanical assembly to minimize weight and enhance aerodynamics. This model constituted four engines, including two Williams FJ44 turbofans. On March 26, 2013, Boeing was awarded a patent for its swept-wing powered lift aircraft.
By January 2014, Air Mobility Command, Air Force Materiel Command, and the Air Force Research Lab were in the early stages of defining specifications for the C-X next-generation airlifter project, which aims to replace both the C-130 and C-17. An aircraft could be produced from the early 2030s to the 2040s. If specifications are established for operation in contested airspace, procurement of C-130s would cease by the end of the decade to avoid having them in service by the 2030s when operational conditions may hinder their performance. The development of the airlifter is heavily contingent upon the Army’s “tactical and operational maneuver” strategies. Two distinct cargo aircraft might still be developed to serve tactical and strategic missions separately, but the direction to pursue will need determination before the C-17s must be retired.
Operational history[edit]
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Military[edit]
USMC KC-130F Herculesperforming takeoffs and landings aboard the aircraft carrier Forrestal in 1963. The aircraft is now exhibited at the National Museum of Naval Aviation.
The initial production aircraft, C-130As, were first delivered beginning in 1956 to the 463d Troop Carrier Wing at Ardmore AFB, Oklahoma, and the 314th Troop Carrier Wing at Sewart AFB, Tennessee. Six additional squadrons were allocated to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional aircraft were modified for electronic intelligence tasks and assigned to Rhein-Main Air Base, Germany, while adapted RC-130As were designated for the Navy Air Transport Service (MATS) photo-mapping division.
In 1958, a U.S. reconnaissance C-130A-II of the 7406th Support Squadron was shot down over Armenia by MiG-17s.[28]
Australia became the first non-U.S. force to operate the C-130A Hercules, with 12 units being delivered from late 1958. These aircraft were equipped with AeroProducts three-blade, 15-foot diameter propellers. The Royal Canadian Air Force became another early user with the delivery of four B-models (Canadian designation C-130 Mk I) in October/November 1960.[29]
In 1963, a Hercules set and still maintains the record for the largest and heaviest aircraft to land on an aircraft carrier.[30] In October and November of that year, a USMC KC-130F (BuNo 149798), lent to the U.S. Naval Air Test Center, completed 29 touch-and-go landings, 21 unarrested full-stop landings, and 21 unassisted takeoffs on Forrestal at various weights.[31] The pilot, LT (later RADM) James H. Flatley III, USN, received the Distinguished Flying Cross for his involvement in this testing sequence. The trials were highly successful; however, the concept was deemed too hazardous for routine “Carrier Onboard Delivery” (COD) operations. Consequently, the Grumman C-2 Greyhound was developed as a dedicated COD aircraft. The Hercules utilized in the test, which most recently served with Marine Aerial Refueler Squadron 352 (VMGR-352) until 2005, is now part of the collection at the National Museum of Naval Aviation at NAS Pensacola, Florida.
In 1964, C-130 crews from the 6315th Operations Group at Naha Air Base, Okinawa began forward air control (FAC; “Flare”) missions over the Ho Chi Minh Trail in Laos, supporting USAF strike aircraft. In April 1965, the mission was extended to North Vietnam, where C-130 crews led formations of B-57 bombers on nighttime reconnaissance/strike operations against communist supply lines leading to South Vietnam. In early 1966, Project Blind Bat/Lamplighter was established at Ubon RTAFB, Thailand. After relocating to Ubon, the mission transformed into a four-engine FAC mission with the C-130 crew searching for targets and subsequently calling in strike aircraft. Another lesser-known C-130 mission conducted by Naha-based crews was Operation Commando Scarf, which entailed delivering chemicals onto sections of the Ho Chi Minh Trail in Laos to create mudslides and landslides, aiming to render truck routes impassable.[citation needed]
In November 1964, on the other side of the planet, C-130Es from the 464th Troop Carrier Wing, though lent to the 322d Air Division in France, executed some of the most dramatic missions in history within the former Belgian Congo. Following the capture of white residents in the city of Stanleyville by communist Simba rebels, the U.S. and Belgium organized a joint rescue operation that utilized C-130s to airlift and subsequently drop and air-land a contingent of Belgian paratroopers to save the hostages. Two missions were conducted, one over Stanleyville and another over Paulis during the Thanksgiving week.[32] This headline-making endeavor resulted in the inaugural award of the prestigious MacKay Trophy to C-130 crews.
During the Indo-Pakistani War of 1965, in a desperate measure, the transport No. 6 Squadron of the Pakistan Air Force converted its entire small fleet of C-130Bs for use as heavy bombers, capable of carrying up to 20,000 lb (9,072 kg) of bombs on pallets. These makeshift bombers targeted Indian objectives, such as bridges, heavy artillery positions, tank formations, and troop concentrations.[33][34] Certain C-130s even operated with anti-aircraft weapons fitted on their ramp, reportedly shooting down some 17 aircraft and damaging 16 others.[35]
The C-130 Hercules was employed in the Battle of Kham Duc in 1968 when the North Vietnamese Army compelled U.S.-led forces to abandon the Kham Duc Special Forces Camp.
In October 1968, a C-130B from the 463rd Tactical Airlift Wing dropped a pair of M-121 10,000-pound bombs that had been designed for the large B-36 bomber but had never been utilized. The U.S. Army and U.S. Air Force revived these massive munitions as a means of clearing landing zones for helicopters, and in early 1969, the 463rd began Commando Vault missions. Although the stated purpose of COMMANDO VAULT was to clear LZs, they were also employed against enemy base camps and other targets.[citation needed]
During the late 1960s, the United States aimed to gather intelligence on Chinese nuclear capabilities. After the unsuccessful effort of the Black Cat Squadron to deploy operational sensor pods near the Lop Nur Nuclear Weapons Test Base using a Lockheed U-2, the CIA implemented a plan known as Heavy Tea to position two battery-powered sensor pallets near the site. To deploy the pallets, a Black Bat Squadron crew received training in the U.S. to operate the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, departed from Takhli Royal Thai Air Force Base aboard an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude under the cover of darkness, they arrived over their target and dropped the sensor pallets by parachute near Anxi in Gansu province. After an additional six and a half hours of low-level flight, they returned to Takhli. The sensors functioned and transmitted data to a U.S. intelligence satellite for six months before their batteries expired. The Chinese conducted two nuclear tests on 22 September 1969 and 29 September 1969 during the operational lifespan of the sensor pallets. Another mission to the region was planned under Operation Golden Whip but was canceled in 1970.[36] It is highly likely that the aircraft used for this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382-3991). These two aircraft were delivered to Air America in 1964.[37] After being returned to the U.S. Air Force between 1966 and 1970, they were reassigned the serial numbers of C-130s that had been lost in mishaps. 64-0506 is currently flying as 62-1843, a C-130E that crashed in Vietnam on 20 December 1965, and 64-0507 is currently flying as 63-7785, a C-130E that crashed in Vietnam on 17 June 1966.[38]
The A-model continued in operation through the Vietnam War, where the aircraft assigned to the four squadrons at Naha AB, Okinawa, and one at Tachikawa Air Base, Japan, rendered exceptional service, including executing highly classified special operations missions such as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet operation over Laos and North Vietnam. The A-model was also transferred to the South Vietnamese Air Force as part of the Vietnamization program at the war’s conclusion, equipping three squadrons based at Tan Son Nhut AFB. The last operator globally is the Honduran Air Force, which is still operating one of five A model Hercules (FAH 558, c/n 3042) as of October 2009.[39] As the Vietnam War came to a close, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were relocated back to the United States where mosthad been allocated to Air Power Reserve and Air National Guard elements.
U.S. Marines debark from C-130 transport aircraft at the Da Nang Airbase on 8 March 1965.
Another notable role for the B model was within the USA Marine Corps, where Hercules, initially identified as GV-1s, replaced C-119s. Following the demonstration of the variant’s effectiveness in Antarctica by Air Force C-130Ds, the U.S. Navy acquired several B-models fitted with skis, which were termed LC-130s. C-130B-II electronic reconnaissance aircraft operated under the SUN VALLEY program title primarily from Yokota Air Base, Japan. All were reverted to standard C-130B cargo planes after their reconnaissance duties were assumed by other aircraft.
The C-130 was also deployed in the 1976 Entebbe operation in which Israeli commando forces launched a surprise mission to liberate 103 passengers of a hijacked airliner by Palestinian and German terrorists at Entebbe Airport, Uganda. The rescue team — comprising 200 soldiers, jeeps, and a black Mercedes-Benz (designed to mimic Ugandan Dictator Idi Amin’s official vehicle) — was transported approximately 2,200 nautical miles (4,074 km; 2,532 mi) at an altitude of less than 100 feet (30 m) from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without in-flight refueling (on the return journey, the aircraft refueled in Nairobi, Kenya).
During the Falklands War (Spanish: Guerra de las Malvinas) of 1982, Argentine Air Force C-130s conducted extremely risky, nightly resupply flights to the Argentine base on the Falkland Islands, acting as blockade runners. They also executed daytime maritime surveillance missions. One was lost during the conflict. Argentina additionally utilized two KC-130 tankers throughout the conflict, which refueled both the Douglas A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to serve as bombers with bomb racks under their wings. The British also employed RAF C-130s to facilitate their logistical efforts.
USMC C-130T Fat Albert executing a rocket-assisted takeoff (RATO)
In the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was actively used by the U.S. Air Force, U.S. Navy, and U.S. Marine Corps, alongside the air forces of Australia, New Zealand, Saudi Arabia, South Korea, and the UK. The MC-130 Combat Talon variant also conducted the initial strikes using the largest conventional bombs globally, the BLU-82 “Daisy Cutter” and GBU-43/B “Massive Ordnance Air Blast” bomb (MOAB). Daisy Cutters were deployed to clear landing zones and eliminate minefields. The size and weight of these munitions render it impractical to load them onto standard bombers. The GBU-43/B MOAB serves as a successor to the BLU-82 and can execute similar tasks, as well as strike capabilities against fortified targets in a low aerial threat environment.
Since 1992, two consecutive C-130 aircraft named Fat Albert have functioned as the support aircraft for the U.S. Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (151891), while Fat Albert II is a C-130T (164763). Even though Fat Albert assists a Navy squadron, it is manned by the U.S. Marine Corps (USMC), and its crew is exclusively composed of USMC personnel. At some airshows featuring the crew, Fat Albert participates, conducting flyovers. Up until 2009, it also showcased its rocket-assisted takeoff (RATO) capabilities, which ceased due to decreasing supplies of rockets.
The AC-130 also holds the record for the longest continuous flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew for 36 hours non-stop from Hurlburt Field Florida to Taegu (Daegu), South Korea, while being refueled seven times by KC-135 tanker aircraft. This record flight broke the previous longest-duration flight record by over 10 hours while the two gunships took on 410,000 lb (190,000 kg) of fuel. The gunship has been employed in every significant U.S. combat operation since Vietnam, with the exception of Operation El Dorado Canyon, the 1986 raid on Libya.
C-130 Hercules conducting a tactical landing on a dirt strip
During the invasion of Afghanistan in 2001 and the ongoing support of the International Security Assistance Forces (Operation Enduring Freedom), the C-130 Hercules has been operationally utilized by Australia, Belgium, Canada, Denmark, France, Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea, Spain, the UK, and the USA.
In the course of the 2003 invasion of Iraq (Operation Iraqi Freedom), the C-130 Hercules was operationally used by Australia, the UK, and the USA. Following the initial invasion, C-130 operators as part of the Multinational force in Iraq utilized their C-130s to support their units within Iraq.
Since 2004, the Pakistan Air Force has employed C-130s in the War in North-West Pakistan. Some variants have been outfitted with forward-looking infrared (FLIR Systems Star Safire III EO/IR) sensor balls for close monitoring of Islamist militants.
Civilian[edit]
A C-130E equipped with a MAFFS-1 discharging fire retardant
The U.S. Forest Service developed the Modular Airborne FireFighting System for the C-130 in the 1970s, which allows standard aircraft to be temporarily converted into airtankers for wildfire suppression. In the late 1980s, 22 retired USAF C-130As were taken from storage at Davis-Monthan Air Force Base and transferred to the U.S. Forest Service, which subsequently sold them to six private companies to be converted into air tankers (see U.S. Forest Service airtanker controversy). Following an incident in which one of these aircraft crashed due to wing separation during flight, attributable to fatigue stress cracking, the entire fleet of C-130A air tankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s were utilized to dispersion chemical agents onto the massive oil spill in the Gulf Coast in 2010.
A recent development of a C-130-based airtanker is the Retardant Aerial Delivery System devised by Coulson Aviation USA. The system consists of a C-130H/Q upgraded with a ground discharge system, paired with a detachable 3,500- or 4,000-gallon water tank. The integrated system is FAA certified.
Variants[edit]
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C-130H Hercules cockpit
A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule via parachute.
C-130s from the: U.S., Canada, Australia, and Israel (foreground to background)
RAAF C-130J-30 at Point Cook, 2006
Brazilian Air Force C-130 (L-382)
For civilian versions, see Lockheed L-100 Hercules.
Notable military variants of the C-130 include:
C-130A/B/E/F/G/H/K/T
Basic tactical airlifter models
C-130A-II Dreamboat
Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft
C-130J Super Hercules
Tactical airlifter, featuring new engines, avionics, and updated systems
C-130K
Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)
AC-130A/E/H/J/U/W
Gunship variants
C-130D/D-6
Ski-equipped version for snow and ice missions United States Air Force / Air National Guard
CC-130E/H/J Hercules
Designation for Canadian Armed Forces / Royal Canadian Air Force Hercules aircraft. U.S. Air Force used the CC-130J designation to differentiate between standard C-130Js and “stretched” C-130Js (Company designation C-130J-30s).
DC-130A/E/H
USAF and USN Drone control
EC-130
EC-130E/J Commando Solo – USAF / Air National Guard psychological operations variant
EC-130E – Airborne Battlefield Command and Control Center (ABCCC)
EC-130E Rivet Rider – Airborne psychological warfare aircraft
EC-130H Compass Call – Electronic warfare and electronic assault.
EC-130V – Airborne early warning and control (AEW&C) variant utilized by USCG for counter-narcotics missions
GC-130
Completely Grounded “Static Display”
HC-130
HC-130B/E/H – Early model combat search and rescue
HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue
HC-130J Combat King II – Next generation combat search and rescue tanker
HC-130H/J – USCG long-range surveillance and search and rescue
JC-130
Temporary modification for flight test operations
KC-130F/R/T/J
United States Marine Corps aerial refueling tanker and tactical airlifter
LC-130F/H/R
USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations; LC-130F previously operated by USN
MC-130
MC-130E/H Combat Talon I/II – Specialized operations infiltration/extraction variant
MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship
MC-130P Combat Shadow – Special operations tanker
MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command
YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt
NC-130
Permanent modification for flight test operations
PC-130/C-130-MP
Maritime patrol
RC-130A/S
Surveillance aircraft for reconnaissance
SC-130J Sea Herc
Proposed maritime patrol variant of the C-130J, configured for coastal surveillance and anti-submarine warfare.
TC-130
Aircrew training
VC-130H
VIP transport
WC-130A/B/E/H/J
Weather reconnaissance (“Hurricane Hunter”) variant for USAF / Air Force Reserve Command’s 53d Weather Reconnaissance Squadron in support of the National Weather Service’s National Hurricane Center
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