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 Lockheed C-130 Hercules

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Fly Emirates
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PostSubject: Lockheed C-130 Hercules   Sun Jul 25, 2010 11:18 am

Kemarin ini sempat ngobrol2 sama om Polar dan om Is tentang
Hercules....jadi ogut bikin thread ini buat menambah wawasan tentang
herky.....

Lockheed C-130 Hercules

From Wikipedia, the free encyclopedia

C-130 HerculesRoleNational originManufacturerFirst flightIntroducedStatusPrimary usersNumber builtUnit costVariants
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USAF C-130E
Military transport aircraft
United States
Lockheed
Lockheed Martin
23 August 1954
December 1957
In production, in service
United States Air Force
United States Marine Corps
Royal Air Force
others in Operators
2,262 as of 2006[1]
US$62 million[citation needed]
C-130J Super Hercules
AC-130 Spectre/Spooky
Lockheed DC-130
Lockheed EC-130
Lockheed EC-130E Rivet Rider
Lockheed HC-130
Lockheed LC-130
Lockheed MC-130
Lockheed WC-130
Lockheed L-100 Hercules

The Lockheed C-130 Hercules is a four-engine turboprop
military transport aircraft
designed and built originally by Lockheed, now Lockheed Martin. Capable of using unprepared runways
for takeoffs and landings, the C-130 was originally designed as a troop,
medical evacuation, and cargo transport
aircraft. The versatile airframe has found uses in a variety of other
roles, including as a gunship (AC-130), for airborne assault, search and rescue, scientific research support, weather
reconnaissance, aerial refueling, maritime patrol and aerial firefighting. It is the main tactical airlifter for many military
forces worldwide. Over 40 models and variants of the Hercules serve with
more than 60 nations.

During its years of service the Hercules family has participated in
countless military, civilian and humanitarian aid operations. The family has the longest
continuous production run of any military aircraft in history. In 2007,
the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tupolev

Tu-95, and KC-135 Stratotanker—to mark 50
years of continuous use with its original primary customer, in this
case, the United States Air Force. The C-130
is also the only military aircraft to remain in continuous production
for 50 years with its original customer, as the updated C-130J Super Hercules.



Design and development

Background and requirements

The Korean War, which began in June 1950, showed that World

War II-era transports—C-119 Flying Boxcars, C-47 Skytrains and C-46 Commandos—were inadequate for modern
warfare. Thus on 2 February 1951, the United States 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 would have a capacity for 92 passengers, 72 combat
troops or 64 paratroopers in a cargo compartment that is approximately
41 feet long, 9 feet high, and 10 feet wide. Unlike transports derived
from passenger airliners, it was designed from the ground-up as a combat
transport with loading from a ramp at the rear of the fuselage. This
was first pioneered on the WW II German Junkers Ju 252 and Ju 253 "Hercules" transport prototypes in
WWII. The Boeing C-97 also had a
retracting ramp through clamshell doors, but could not be used for
airdrops of cargo.

The Hercules also resembled a larger 4-engined brother to the C-123 Provider with a similar wing and
cargo ramp layout. That plane evolved from the Chase XCG-20 Avitruc
which was first designed and flown as a cargo glider in 1947.[2]
The rear ramp not only makes it possible to drive vehicles onto the
plane (also possible with forward ramp on a C-124), but to airdrop or
use low-altitude extraction for Sheridan

tanks or even dropping improvised "daisy cutter"
bombs.

A key feature was the introduction of the T56 turboprop
which was first developed specifically for the C-130. At the time, the
turboprop was a new application of jet engines which used exhaust gases
to turn a shafted propeller which offered greater range at
propeller-driven speeds compared to pure jets which were faster but
thirstier. As was the case on helicopters of that era such as the UH-1
Huey, turboshafts produced much more power for their
weight than piston engines. Lockheed would subsequently use the same
engines and technology in the Lockheed L-188 Electra. That plane
was a disappointment as an airliner, but quite successfully adapted as
the P-3 Orion patrol plane where speed and endurance
of turboprops excelled.

The new Lockheed cargo plane design possessed a range of 1,100 nmi
(1,300 mi; 2,000 km), takeoff capability from short and unprepared
strips, and the ability to fly with one engine shut down. Fairchild,
North American, Martin and Northrop declined to participate. The
remaining five companies tendered a total of ten designs: Lockheed two,
Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The
contest was a close affair between the lighter of the two Lockheed
(preliminary project designation L-206) proposals and a four-turboprop
Douglas design.
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The two YC-130 prototypes; the blunt nose was replaced with radar on
later production models.


The Lockheed design team was led by Willis Hawkins, starting with a 130 page proposal for the Lockheed

L-206
.[3]
Hall Hibbard, Lockheed vice president and chief engineer,
saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed
aircraft, and remarked, "If you sign that letter, you will destroy the
Lockheed Company."[3]
Both Hibbard and Johnson signed the proposal and the company won the
contract for the now-designated Model 82 on 2 July 1951.[4]

The first flight of the YC-130 prototype
was made on 23 August 1954 from the Lockheed plant in Burbank, California.
The aircraft, serial number 53-3397,
was the second prototype but the first of the two to fly. The YC-130
was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and
Dick Stanton served as flight engineers. Kelly Johnson flew chase in a P2V Neptune.[5]

Production


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C-130H Hercules flight deck


After the two prototypes were completed, production began in Marietta, Georgia, where more than 2,300 C-130s have been
built.[6]

The initial production model, the C-130A, was powered by Allison

T56-A-9 turboprops with three-blade propellers.
Deliveries began in December 1956, continuing until the introduction of
the C-130B model in 1959. Some A models were re-designated C-130D
after being equipped with skis. The newer C-130B had ailerons
with increased boost—3,000 psi (21 MPa) versus 2,050 psi (14 MPa)—as well as
uprated engines and four-bladed propellers that were standard until the
J-model's introduction.

C-130A model


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Mexican Air Force C-130A


The first production C-130s were designated as A-models, with
deliveries 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 assigned to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional airplanes
were modified for electronics intelligence work and assigned to Rhein-Main Air Base, Germany while
modified RC-130As were assigned to the Military Air Transport Service
(MATS) photo-mapping division. Airplanes equipped with giant skis were
designated as C-130Ds, but were essentially A-models except for the
conversion. Australia became the first non American force to operate the
C130A Hercules with 12 examples being delivered during late 1958-early
1959. These aircraft were fitted with 3 blade AeroProducts propeller of
15' diameter. As the C-130A became operational with Tactical Air Command (TAC), the airplane's lack of
range became apparent and additional fuel capacity was added in the form
of external pylon-mounted tanks at the end of the wings. The A-model
continued in service through the Vietnam

War, where the airplanes assigned to the four squadrons at Naha AB, Okinawa and one at Tachikawa Air Base, Japan performed yeoman's service,
including operating highly classified special operations missions such
as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet mission over
Laos and North Vietnam. The A-model was also provided to the South
Vietnamese Air Force as part of the Vietnamization program at the end of
the war, and equipped three squadrons based at Tan Son Nhut AFB. The
last operator in the world is the Honduran Air Force, which is still
flying one of five A model Hercs (FAH 558, c/n 3042) as of
October 2009.[7]

C-130B model

The C-130B model was developed to complement the A-models that had
previously been delivered, and incorporated new features, particularly
increased fuel capacity in the form of auxiliary tanks built into the
center wing section and an AC electrical system. Four-bladed Hamilton
Standard propellers replaced the Aero Product three-bladed propellers
that distinguished the earlier A-models. B-models replaced A-models in
the 314th and 463rd Troop Carrier Wings. During the Vietnam War four
squadrons assigned to the 463rd Troop Carrier/Tactical Airlift Wing
based at Clark and Mactan Air Fields in the Philippines were used
primarily for tactical airlift operations in South Vietnam. In the
spring of 1969, 463rd crews commenced COMMANDO VAULT bombing missions
dropping M-121 10,000 lb (4,534 kg) bombs to clear
"instant LZs" for helicopters. As the Vietnam War wound down, the 463rd
B-models and A-models of the 374th Tactical Airlift Wing were
transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units. Another prominent role for
the B-model was with the United States Marine Corps, where
Hercules initially designated as GV-1s replaced C-119s. After Air Force
C-130Ds proved the type's usefulness in Antarctica, the US Navy
purchased a number of B-models equipped with skis that were designated
as LC-130s. An electronic reconnaissance variant of the C-130B was
designated C-130B-II. 13 aircraft were converted and operated under the
SUN VALLEY program name. They were operated primarily from Yokota Air
Base, Japan. All reverted to standard C-130B cargo aircraft after their
replacement in the reconnaissance role by other aircraft. The C-130B-II
was distinguished by its false external wing fuel tanks, which were
disguised signals intelligence (SIGINT) receiver antennas. These pods
were slightly larger than the standard wing tanks found on other
C-130Bs. Most aircraft featured a swept blade antenna on the upper
fuselage, as well as extra wire antennas between the vertical fin and
upper fuselage not found on other C-130s. Radio call numbers on the tail
of these aircraft were regularly changed so as to confuse observers and
disguise their true mission.

C-130E model


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Brazilian Air Force C-130E


The extended range C-130E model entered service in 1962 after
it was developed as an interim long-range transport for the Military Air
Transport Service. Essentially a B-model, the new designation was the
result of the installation of 1,360 US gal
(5,150 L) Sargent Fletcher external fuel tanks under each wings
(mid-section) and more powerful Allison T56-A-7A turboprops. The
hydraulic boost pressure to the ailerons was reduced back to 2050 psi as a
consequence of the external tanks weight in the middle of the wingspan.
The E model also featured structural improvements, avionics
upgrades and a higher gross weight. Australia took delivery of 12 C130E
Hercules during 1966-67 to supplement the 12 C130A models already in
service with the RAAF.

C-130F/ KC-130F / C-130G models


The KC-130 tankers, originally C-130Fs
procured for the US Marine Corps (USMC) in 1958
(under the designation GV-1) are equipped with a removable
3,600 US gal (13,626 l) stainless steel fuel
tank carried inside the cargo compartment. The two wing-mounted hose
and drogue aerial refueling pods each transfer up to
300 US gal per minute (19 l per second) to two aircraft simultaneously,
allowing for rapid cycle times of multiple-receiver aircraft formations,
(a typical tanker formation of four aircraft in less than 30 minutes).
The US Navy's C-130G has increased
structural strength allowing higher gross weight operation.

C-130H model

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Japan Air Self-Defense Force
C-130H

The C-130H model has updated Allison T56-A-15 turboprops, a
redesigned outer wing, updated avionics and other minor improvements.
Later H models had a new, fatigue-life-improved, center wing that
was retro-fitted to many earlier H-models. The H model remains in
widespread use with the US Air Force (USAF) and many foreign
air forces. Initial deliveries began in 1964 (to the RNZAF), remaining in production
until 1996. An improved C-130H was introduced in 1974, with Australia
purchasing 12 of type in 1978 to replace the original 12 C130A models
which had first entered RAAF Service in 1958.

The United States Coast Guard employs the HC-130H for long range
search and rescue, drug interdiction, illegal migrant patrols, homeland
security, and logistics.

C-130H models produced from 1992 to 1996 were designated as C-130H3
by the USAF. The 3 denoting the third variation 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 device compatible
instrument lighting, and an integrated radar and missile warning system.
The electrical system upgrade included Generator Control Units (GCU)
and Bus Switching units (BSU)to provide stable power to the more
sensitive upgraded components.[citation needed]

C-130K model


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Royal Air Force C-130K (C.3)


The equivalent model for export to the UK is the C-130K, known by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30
(Hercules C.3 in RAF service) is a stretched version of the
original Hercules, achieved by inserting a 100 in (2.54 m) plug aft of
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 use by its Meteorological Research Flight, where it was
classified as the Hercules W.2. This aircraft was heavily
modified (with its most prominent feature being the long red and white
striped atmospheric probe on the nose and the move of the weather radar
into a pod above the forward fuselage). This aircraft, named Snoopy,
was withdrawn in 2001 and was then modified by Marshall of Cambridge Aerospace as flight-test bed for A400M turbine, 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.[8]

Later
C-130 models & variants



The MC-130E Combat Talon was developed for
the USAF during the Vietnam War to support special operations missions throughout Southeast Asia,
and spawned a family of special missions aircraft. 37 of the earliest
models currently operating with the United States Special
Operations Command are scheduled to be replaced by new-production
MC-130J versions. The EC-130 and EC-130H Compass Call are versions
also used by Special Operations.
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USAF HC-130P refuels a HH-60G Pavehawk helicopter


The HC-130P/N is long range search and
rescue variant used by the USAF (to include the Air Force Reserve Command and the Air National Guard) that was developed from the
earlier HC-130P. Equipped for deep deployment of Pararescuemen (PJs), survival
equipment, and aerial refueling of combat rescue helicopters, HC-130s
are usually the on-scene command aircraft for combat SAR missions. Early
versions were equipped with the Fulton surface-to-air
recovery system, designed to pull a person off the ground using a
wire strung from a helium balloon. The John Wayne movie The Green Berets features its
use. The Fulton system was later removed when aerial refueling of
helicopters proved safer and more versatile. 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 US Navy and USMC models, both
equipped with underwing external fuel tanks. The USN C-130T is similar,
but has additional avionics improvements. In both models, aircraft are
equipped with Allison T56-A-16 engines. The USMC versions are designated
KC-130R or KC-130T when equipped with underwing refueling
pods and pylons and are fully night vision system compatible.

The RC-130 is a reconnaissance version. A single
example is used by the Islamic Republic of Iran Air
Force, the aircraft having originally been sold to the former Imperial Iranian
Air Force.

The Lockheed L-100 (L-382) is a
civilian variant, equivalent to a C-130E model without military
equipment. The L-100 also has 2 stretched versions.

Next generation

Main article: C-130J Super Hercules


In the 1970s, Lockheed proposed a C-130 variant with turbofan
engines rather than turboprops, but the US Air Force preferred the
takeoff performance of the existing aircraft. In the 1980s, the C-130
was intended to be replaced by the Advanced Medium STOL Transport
project. The project was canceled and the C-130 has remained in
production.

In the 1990s, the improved C-130J Super Hercules was
developed by Lockheed (later Lockheed Martin). This model is the newest
version and the only model in production. Externally similar to the
classic Hercules in general appearance, the J model has new turboprop
engines, six-bladed propellers, digital avionics, and other new systems.

Improvements and
upgrades


In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics
Modernization Programme kit for the C-130. The program was beset with
delays and cost overruns until project restructuring in 2007.[9]
On 2 September 2009, Bloomberg news reported that the planned Avionics
Modernization Program (AMP) upgrade to the older C-130s would be dropped
to provide more funds for the F-35, CV-22 and airborne tanker
replacement programs.[10]
However, in June 2010, the Pentagon
approved funding for the initial production of the AMP upgrade kits.[11][12]
Under the terms of this agreement, the USAF has cleared Boeing to begin
low-rate initial production (LRIP) for the C-130 AMP. A total of 198
aircraft are expected to feature the AMP upgrade. The current cost per
aircraft is {US$|14 million}} although Boeing expects that this price
will drop to US$7 million for the 69th aircraft.[9]


Operational
history

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A Hercules deploying flares, sometimes referred to as Angel Flares
due to the characteristic shape



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USMC KC-130F Hercules performing takeoffs and landings aboard the
aircraft carrier USS Forrestal (CVA-59)
in 1963. The aircraft is now displayed at the National Museum of Naval
Aviation.


The Hercules holds the record for the largest and heaviest aircraft
to land on an aircraft carrier.[13]
In October and November 1963, a USMC KC-130F (BuNo 149798),
bailed to the US Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on
the USS Forrestal
at a number of different weights.[14]
The pilot, LT (later RADM) James Flatley III, USN, was awarded the Distinguished Flying
Cross for his role in this test series. The tests were highly
successful, but the idea was considered too risky for routine "Carrier Onboard Delivery" (COD)
operations. Instead, the C-2 Greyhound was developed as a dedicated COD
aircraft. The Hercules used in the test, most recently in service with
Marine Aerial Refueler Squadron 352 (VMGR-352)
until 2005, is now part of the collection of the National Museum of Naval
Aviation at NAS Pensacola, Florida.

While the C-130 is involved in cargo and resupply operations daily,
it has been a part of some notable offensive operations:

In 1964 C-130 crews from the 6315th Operations Group at Naha AB,
Okinawa commenced FAC/Flare missions over the Ho Chi Minh Trail in Laos
supporting USAF strike aircraft. In April 1965 the mission was expanded
to North Vietnam where C-130 crews led formations of B-57 bombers on
night reconnaissance/strike missions against communist supply routes
leading to South Vietnam. In early 1966 Project BLIND BAT/LAMPLIGHTER
was established at Ubon RTAFB, Thailand. After the move to Ubon the
mission became a four-engine forward air controller (FAC) mission with
the C-130 crew searching for targets then calling in strike aircraft.
Another little-known C-130 mission flown by Naha-based crews was
COMMANDO SCARF, which involved the delivery of chemicals onto sections
of the Ho Chi Minh Trail in Laos that were designed to produce mud and
landslides in hopes of making the truck routes impassable.[citation needed]

In November 1964, on the other side of the globe, C-130Es from the
464th Troop Carrier Wing but loaned to 322nd Air Division in France,
flew one of the most dramatic missions in history in the former Belgian
Congo. After a Congolese rebel group named "Simba" took whites in the
city of Stanleyville hostage, the US and Belgian developed a joint
rescue mission that used the C-130s to airlift and then drop and
air-land a force of Belgian paratroopers to rescue the hostages. Two
missions were flown, one over Stanleyville designated as RED
DRAGON/DRAGON ROUGE and another over Paul is called BLACK DRAGON/DRAGON
NOIR during Thanksgiving weeks.[15]
The headline-making mission resulted in the first award of the
prestigious MacKay Trophy to C-130
crews.

In October 1968 a C-130B from the 463rd Tactical Airlift Wing dropped
a pair of M121 10,000 pound bombs that had been developed for the
massive B-36 bomber but had never been used. The US Army and US Air
Force resurrected the huge weapons as a means of clearing landing zones
for helicopters and in early 1969 the 463rd commenced COMMANDO VAULT missions. Although the stated
purpose of COMMANDO VAULT was to clear LZs, they were also used on enemy
base camps and other targets.[citation needed]

The MC-130 Combat Talon
variant carries and deploys the among the largest conventional bombs in the
world, the BLU-82
"Daisy Cutter" and GBU-43/B Massive
Ordnance Air Blast bomb, also known as the MOAB. Daisy Cutters were
used during the Vietnam War to clear landing zones and to
eliminate mine fields. The weight and size of the weapons make it
impossible or impractical to load them on conventional bombers. The GBU-43/B MOAB is a
successor to the BLU-82 and can perform the same function, as well as
perform strike functions against hardened targets in a low air threat
environment.

The AC-130 also holds the record for the longest sustained flight by a
C-130. From 22 October to 24 October 1997, two AC-130U gunships flew
36.0 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South
Korea while being refueled 7 times by KC-135 tanker aircraft. This
record flight shattered the previous record longest flight by over 10
hours while the 2 gunships took on 410,000 lb (190,000 kg) of fuel. The
gunship has been used in every major U.S. combat operation since
Vietnam, except for Operation Eldorado Canyon, the 1986 attack on Libya.[16]

In the Indo-Pakistani War of 1965, the Pakistan Air Force modified/improvised several aircraft
for use as heavy bombers, and attacks were made on Indian bridges and
troop concentrations with some successes. No aircraft were lost in the
operations, though one was slightly damaged.[17]
In the Indo-Pakistani War of 1971, a Pakistan Air Force C-130 Hercules was shot down by the Indian Air Force MiG-21.[citation needed]

It was also used in the 1976 Entebbe raid in which Israeli commando
forces carried a surprise assault to rescue 103 passengers of an
airliner hijacked by Palestinian and German terrorists at Entebbe Airport, Uganda.
The rescue force—200 soldiers, jeeps, and a black Mercedes-Benz
(intended to resemble Ugandan Dictator
Idi
Amin's vehicle of state)—was flown 2,200 nmi (2,532 mi; 4,074 km)
from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without mid-air
refueling (on the way back, the planes refueled in Nairobi,
Kenya).

During the Falklands War (Spanish: Guerra de las
Malvinas
) of 1982, Argentine Air Force C-130s undertook highly dangerous,
daily re-supply night flights as blockade runners to the Argentine
garrison on the Falkland Islands. They also performed
daylight maritime survey flights. One was
lost during the war. Argentina also operated two KC-130s tankers during the war, and these refueled both the Skyhawk and Navy Super Etendards which sank 6 British ships.
The British also used their C-130s to support their logistical
operations.

During the Gulf War of 1991 (Operation Desert Storm), the
C-130 Hercules was used operationally by the US Air Force, US Navy and
US Marine Corps, along with the air forces of Australia, New Zealand,
Saudi Arabia, South Korea and the UK.

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PostSubject: Re: Lockheed C-130 Hercules   Sun Jul 25, 2010 11:18 am

Recent history

During the invasion of Afghanistan in
2001 and the ongoing support of the International Security
Assistance Force (Operation Enduring Freedom), the C-130 Hercules
has used operationally by Australia, Belgium, Canada, Denmark, France,
Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea,
Spain, the UK and the United States.

During the 2003 invasion of Iraq (Operation Iraqi Freedom),
the C-130 Hercules has been used operationally by Australia, the UK and
the United States. After the initial invasion, C-130 operators as part
of the Multinational
force in Iraq used their C-130s to support their forces in Iraq.

One RAF C-130 was shot down on 30 January 2005, when an Iraqi
insurgent brought it down firing with a ZU-23 anti-aircraft artillery gun while the
plane was flying at 164 ft (50 m) after it had dropped SAS special forces paratroopers.[18]
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USMC C-130T Fat Albert performing a JATO takeoff


A prominent C-130T aircraft is Fat Albert, the support
aircraft for the US Navy Blue
Angels flight demonstration team. Although Fat Albert supports a
Navy squadron, it is operated by the US Marine Corps (USMC) and its crew
consists solely of USMC personnel. At some air shows featuring the team, Fat Albert takes
part, performing flyovers and sometimes demonstrating its jet-assisted
takeoff (JATO) capabilities.

Civilian usage


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A C-130E fitted with a MAFFS dropping fire retardant


The U.S. Forest Service
developed the Modular Airborne
FireFighting System for the C-130 in the 1970s, which allows regular
aircraft to be temporarily converted to an airtanker for fighting wildfires.[19]
In the late 1980s, 22 retired USAF C-130As were removed from storage at
Davis-Monthan
Air Force Base and transferred to the U.S. Forest Service who then
sold them to six private companies to be converted into airtankers (see U.S. Forest Service
airtanker scandal). After one of these aircraft crashed due to wing
separation in flight as a result of fatigue stress cracking, the entire
fleet of C-130A airtankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s have been used to
spread chemical dispersants onto the massive oil slick in the Gulf
Coast in 2010.[citation needed]

It was used by Pakistan Government to evacuate 150 Pakistani
Citizens, mostly students from Uzbekistan
during the ethnic clashes and civil unrest in June 2010.[citation needed]

Variants

Military variants

Significant military variants of the C-130 include:


  • C-130A/B/E/F/G/H/T tactical airlifter
  • C-130J Super Hercules
    tactical airlifter, with new engines, avionics, and updated systems
  • AC-130A/E/H/U Spectre/Spooky gunship
  • C-130D/D-6
    ski-equipped version for snow and ice operations United States Air Force / Air National Guard
  • DC-130A/E and GC-130 unmanned aerial vehicle control
  • EC-130E/J Commando Solo USAF / Air National Guard psychological
    operations version
  • 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 attack.[20]
  • EC-130V

    AEW variant used by USCG for counter-narcotics missions [21]
  • HC-130N / P / P/N USAF aerial refueling
    tanker and combat search and rescue
  • HC-130H/J USCG long-range surveillance and search and rescue
  • JC-130 and NC-130 temporary and
    permanent conversion for flight test
    operations
  • KC-130F/J/R/T 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. Several examples formerly operated by the United States Navy's Antarctic Development Squadron SIX
    (VXE-6) in support of the National Science Foundation
    subsequently transferred to the Air National Guard for the same mission
  • MC-130E/H Combat Talon I/II (special operations)
  • MC-130W Combat Spear (special operations)[22]
  • MC-130P Combat Shadow (special operations)
  • YMC-130H three modified under Operation Credible Sport for second
    Iran hostage crisis rescue attempt
  • PC-130 maritime patrol
  • RC-130 reconnaissance
  • SC-130 search
    and rescue
  • TC-130 aircrew training
  • VC-130 VIP transport
  • WC-130A/B/E/H/J weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command in support of the NOAA/National Weather Service's National Hurricane Center
  • CC-130E/H

    Hercules - designation for Canadian Forces Hercules aircraft
  • C-130K Hercules
    designation for Royal Air Force Hercules C1/C2/C3 aircraft

For civilian versions, see Lockheed L-100 Hercules.


Operational losses

Main article: List of C-130 Hercules crashes


The C-130 is a reliable aircraft. The Royal Air Force recorded an
accident rate of about one aircraft loss per 250,000 flying hours over
the last forty years, placing it behind Vickers


VC10s and Lockheed Tristars with
no flying losses.[23]
However, more than 15 percent of the 2,350-plus production has been
lost, including 70 by the United States Air Force and the United States Marine Corps while
serving in the war in Southeast Asia. By the nature of the Hercules' worldwide
service, the pattern of losses provides an interesting barometer of the
global hot spots over the past fifty years.[24]

Aircraft on display

AustraliaC-130E RAAF A97-160, c/n 4160Airlifter

with 37 Squadron from August 1966, withdrawn from use
November 2000; to RAAF Museum, 14 November 2000, cocooned as of
September 2005, same March 2007.[25]

CanadaC-130E RCAF 10315, later 130315, c/n 4070Service

with many squadrons including 436, 435, 436 (again), 413, 8
Wing, and 426 Transport Training Squadron, by June 2005. Ground trainer,
July 2006; to be installed in building, December 2007.[26]

NorwayC-130H Royal Norwegian Air Force 953, (USAF
68-10953)
c.n. 4335Retired 10 June 2007 and moved to the Air Force
museum at Oslo
Gardermoen in May 2008.[27]

Saudi ArabiaC-130H RSAF 460, c/n 4566Operated
by 4
Squadron Royal Saudi Air Force, December 1974, same January
1987. Burned on ground, air conditioner fire - in airfield corner at Jeddah,
December 1989. Restored for ground training by August 1993, same March
2002. At Riyadh Air Base Museum, November 2002,
restored for ground display. Tail swap with RSAF 473, c/n 5235.[28]

United StatesC-130A USAF 55-0037, c/n 3064Airlifter

with 773 TCS, 483 TCW, 315 AD, 374 TCW, 815 TAS, 35 TAS,
109 TAS, belly-landed at Duluth, MN., April 1973, repaired; 167 TAS, 180
TAS, to Chanute Technical Training Center as GC-130A, May 1984, same,
June 1990; now displayed at Octave Chanute Aerospace Museum,
Rantoul Aviation Complex, Rantoul, Illinois. as of November 1995, same, July 2006.[29]C-130A

USAF 56-0518, c/n 3126Airlifter with 314 TCW, 315 AD, 41 ATS,
328 TAS; to South Vietnamese
Air Force 435 Transport Squadron, November 1972; holds the C-130
record for taking off with the most personnel on board, during
evacuation of SVN, 29 April 1975, with 452. Back to USAF, 185 TAS, 105
TAS; gate guard at Little Rock AFB Visitor Center by March
1993, same June 2003.[30]C-130A

USAF 57-0453, c/n 3160Various airlifter assignments from 1958
to 1991, last duty with
155th TAS, 164th TAG, Tennessee Air National Guard, Memphis
International Airport, Tennessee, 1976-1991, named "Nite Train to
Memphis"; to AMARC in December, 1991, then sent to Texas for
modification into replica of C-130A-II 56-0528, shot down by Russian
fighters over Soviet Yerevan, Armenia
on 2 September 1958, while on ELINT mission with loss of all crew. Now
displayed in National


Vigilance Park, National Security Agency grounds, Fort George Meade, Maryland.
Three-blade prop replaced later four-blade version.[31]C-130D

USAF 57-0490, c/n 3197Ops with 61st TCS, 17th TCS, lost no. 1
prop in flight,
belly-landed, repaired, July 1975, 139th TAS with skis, July 1975-April
1983; to MASDC, 1984-1985, GC-130D ground trainer, Chanute AFB, Illinois,
1986-1990; Chanute TTC closed, September 1993, airframe to Octave Chanute Aerospace Museum,
Rantoul,
Illinois,
July 1994; moved to Empire


State Air Museum, Schenectady County Airport, New York,
placed at Stratton ANGB gate, October 1994, same, August 2008.[32]NC-130B

USAF 57-0526, c/n 3502Second B model manufactured, initially
delivered as JC-130B;
assigned to 6515th Organizational Maintenance Squadron for flight
testing at Edwards AFB, California on 29 Nov 1960; turned over to 6593rd
Test Squadron's Operating Location No. 1 at Edwards AFB and spent next
seven years supporting Corona Program; "J" status and prefix removed
from aircraft Oct 1967; transferred to 6593rd Test Squadron at Hickam
AFB, Hawaii and modified for mid-air retrieval of satellites; acquired
by 6514th Test Squadron
at Hill AFB in Jan 1987 and used as electronic testbed and cargo
transport; aircraft retired Jan 1994 with 11,000+ flight hours and moved
to Hill Aerospace Museum by January 1994,
same September 2008.[33]KC-130F

USMC BuNo 149798, c/n 3680Used in tests in October-November
1963 by the U.S. Navy for unarrested landings and unassisted take-offs from the carrier USS Forrestal, it remains the record holder for
largest aircraft to operate from a carrier flight deck, and carried the
name "Look Ma, No Hook" during the tests. Retired to the National Museum of Naval
Aviation, NAS Pensacola, Florida
in May, 2003.[34]C-130G

USMC BuNo 151891, c/n 3878Modified to EC-130G, 1966, then
testbed for EC-130Q in 1981. To
TC-130G in May 1990 and assigned as Blue
Angels support craft, serving as "Fat Albert Airlines" from 1991 to
2002. Retired to the National Museum of Naval
Aviation at NAS Pensacola, Florida,
November 2002.[35]C-130E

USAF 64-0525, c/n 4009On display at the 82nd Airborne Division
War Memorial Museum at Fort
Bragg, North Carolina. Aircraft was the last assigned to the 43rd AW at
Pope AFB, NC prior to retirement from the USAF.[36]C-130E

USAF 69-6579, c/n 4354Ops with 61st TAS, 314th TAW, 50th AS,
61st AS; at Dyess AFB as
maintenance trainer as GC-130E, March 1998, same, May 2005; to Dyess AFB
museum, January 2004.[37]C-130E

USAF 69-6580, c/n 4356Ops with 61st TAS, 314th TAW, 317th TAW,
314th TAW, 317th TAW, 40th
AS, 41st AS, 43rd AW, center wing cracks, April 2002, to Air Mobility
Command Museum, Dover AFB, 2 February 2004.[37]C-130E

USAF 70-1269, c/n 442343rd AW, to Pope Air Park, Pope AFB, 2006.[38]C-130H

USAF 74-1686, c/n 4669Airlifter with the 463rd TAW; one of
three C-130H airframes modified
to YMC-130H for aborted rescue attempt of Iranian hostages, Operation Credible Sport, with
rocket packages blistered onto fuselage in 1980, but these were removed
after mission was canceled. Subsequent duty with the 4950th Test Wing, then donated to the Robins AFB museum, Georgia, in March 1988.[39]

Specifications
(C-130H)



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Data from
USAF C-130 Hercules fact sheet,[40]
International Directory of Military Aircraft,[41]
Complete Encyclopedia of World Aircraft,[42]
Encyclopedia of Modern Military Aircraft[43]

General characteristics


  • Crew: 5 (two pilots, navigator, flight engineer and
    loadmaster)
  • Capacity:

    • 92 passengers or
    • 64 airborne troops or
    • 74

      litter patients with 2 medical personnel or
    • 6 pallets or
    • 2–3

      HMMWVs or
    • 2
      M113 armored personnel carrier


  • Payload: 45,000 lb (20,000
    kg)
  • Length: 97 ft 9 in (29.8 m)
  • Wingspan:
    132 ft 7 in (40.4 m)
  • Height: 38 ft 3 in (11.6 m)
  • Wing

    area:
    1,745 ft² (162.1 m²)
  • Empty weight: 75,800 lb
    (34,400 kg)
  • Useful load: 72,000 lb (33,000 kg)
  • Max takeoff weight: 155,000 lb
    (70,300 kg)
  • Powerplant: 4× Allison


    T56-A-15 turboprops, 4,590 shp (3,430 kW) each

Performance

  • Maximum speed: 320 knots (366 mph, 592 km/h) at 20,000
    ft (6,060 m)
  • Cruise speed: 292 kn (336 mph, 540 km/h)
  • Range: 2,050 nmi (2,360 mi, 3,800 km)
  • Service ceiling: 23,000 ft (7,000
    m)
  • Rate of climb: 1,830 ft/min (9.3 m/s)
  • Takeoff

    distance:
    3,586 ft (1,093 m) at 155,000 lb (70,300
    kg) max gross weight;[43]
    1,400 ft (427 m) at 80,000 lb (36,300 kg) gross weight[44]


Avionics


  • Westinghouse Electronic Systems
    (now Northrop Grumman) AN/APN-241 weather and navigational radar[45]

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PostSubject: Re: Lockheed C-130 Hercules   Sun Jul 25, 2010 11:54 pm

Wouuuwwww...MANTAB..Om Fly Emirates........C-130 Hercules Emang mendunia....begitu banyak " PERAN & TUGAS " yang berhasil di embannya ( C- 130 Herky Series). goodz goodz

Untuk melengkapi ulasan Om FE.....ttg detail Sosok C-130 Hercules..adabaiknya kita juga melihat proses produksi C-130 Hercules di Lockheed Martin Aeronautics Company.


C-130J c/n 5638 & 5639 for India


C-130J c/n 5638 for India


MARIETTA, Ga., July 13th, 2010 -- The next two Lockheed Martin C-130Js
for Dyess AFB, near completion at the company’s Marietta facility. The
aircraft will soon enter flight test prior to delivery later this year.
Dyess will receive 28 new Super Hercules to be flown by the 317th
Airlift Group, making it the world’s largest single C-130J operator.
[Lockheed Martin photo]


The HC/MC-130 Super Hercules aircraft are produced at the Lockheed
Martin Aeronautics Company. Each aircraft goes through 13 different
stations during production. (Courtesy photo)


MARIETTA, Ga., June 9th, 2010 -- The first three C-130J Super Hercules
for India take the final positions on Lockheed Martin’s assembly line in
Marietta, Ga. India will receive six aircraft plus support, with the
first aircraft arrival in India scheduled for February 2011. The six
C-130Js will give the Indian Army and Air Force new special operations
capabilities using the world’s most advanced airlifter. (Lockheed Martin
photo)


MARIETTA, Ga., April 6th, 2010 -- The first of a new fleet of combat
rescue tankers for the U.S. Air Force's Air Combat Command left Lockheed
Martin's main assembly building here, April 3.The plane is now in the
painting facility, then will enter production flight testing.The
aircraft represents a new configuration of the world's most advanced
airlifter and will be formally presented to the Air Force at a ceremony,
April 19, then delivered later this year. The HC-130J will undergo
flight testing to meet an Initial Operating Capability date in mid-2012.
[Photo Lockheed Martin]
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