Lockheed C-130 Hercules

"Hercules aircraft" redirects here. For other aircraft called "Hercules", seeHercules (disambiguation) § Vehicles.

TheLockheed C-130 Herculesis an American four-engineturbopropmilitary transport aircraftdesigned and built byLockheed(nowLockheed Martin). Capable of using unpreparedrunwaysfor takeoffs and landings, the C-130 was originally designed as a troop,medevac,andcargo transport aircraft.The versatileairframehas found uses in other roles, including as agunship(AC-130), forairborne assault,search and rescue,scientific research support, weather reconnaissance,aerial refueling,maritime patrol,andaerial firefighting.It is now the maintactical airlifterfor many military forces worldwide. More than 40 variants of the Hercules, including civilian versions marketed as theLockheed L-100,operate in more than 60 nations.

C-130 Hercules
A United States Air Force C-130E
General information
Type	Tactical airlifter
National origin	United States
Manufacturer	Lockheed Corporation Lockheed Martin
Status	In service
Primary users	United States Air Force Royal Canadian Air Force United States Coast Guard Royal Air Force(historical)
Number built	2,500+ as of 2015
History
Manufactured	1954–present
Introduction date	December 1956
First flight	August 23, 1954(1954-08-23)
Variants	Lockheed AC-130 Lockheed DC-130 Lockheed EC-130 Lockheed EC-130H Compass Call Lockheed HC-130 Lockheed Martin KC-130 Lockheed LC-130 Lockheed MC-130 Lockheed RC-130 Lockheed WC-130 Lockheed L-100 Hercules Lockheed Martin C-130J Super Hercules

The C-130 entered service with the U.S. in 1956, followed by Australia and many other nations. During its years of service, the Hercules has participated in numerous military, civilian andhumanitarian aidoperations. In 2007, the transport became the fifth aircraftto mark 50 years of continuous service with its original primary customer, which for the C-130 is theUnited States Air Force(USAF). The C-130 is the longest continuously produced military aircraft, having achieved 70 years of production in 2024.The updatedLockheed Martin C-130J Super Herculesremains in production as of 2024.

Design and development

Background and requirements

TheKorean Warshowed thatWorld War II-erapiston-enginetransports—Fairchild C-119 Flying Boxcars,Douglas C-47 SkytrainsandCurtiss C-46 Commandos—were no longer adequate. On 2 February 1951, theUnited States Air Forceissued a General Operating Requirement (GOR) for a new transport toBoeing,Douglas,Fairchild,Lockheed,Martin,Chase Aircraft,North American,Northrop,and Airlifts Inc.

The new transport would have a capacity of 92 passengers, 72 combat troops or 64paratroopersin a cargo compartment that was approximately 41 ft (12 m) long, 9 ft (2.7 m) high, and 10 ft (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed specifically as a combat transport with loading from a hinged loading ramp at the rear of the fuselage. A notable advance for large aircraft was the introduction of aturboproppowerplant, theAllison T56which was developed for the C-130. It gave the aircraft greater range than aturbojetengine as it used less fuel.Turboprop engines also produced much more power for their weight than piston engines. However, the turboprop configuration chosen for the T56, with the propeller connected to the compressor, had the potential to cause structural failure of the aircraft if an engine failed. Safety devices had to be incorporated to reduce the excessive drag from a windmilling propeller.

Design phase

The Hercules resembles a larger, four-engine version of theFairchild C-123 Providerwith a similar wing and cargo ramp layout. The C-123 had evolved from theChase XCG-20Avitruc first flown in 1950.TheBoeing C-97 Stratofreighterhad rear ramps, which made it possible to drive vehicles onto the airplane (also possible with the forward ramp on aC-124). The ramp on the Hercules was also used to airdrop cargo, which included alow-altitude parachute-extraction systemforSheridan tanksand even dropping large improvised "daisy cutter"bombs. The new Lockheed cargo plane had a range of 1,100 nmi (1,270 mi; 2,040 km) and it could operate from short and unprepared strips.

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.

The Lockheed design team was led byWillis Hawkins,starting with a 130-page proposal for theLockheed L-206.Hall Hibbard,Lockheed vice president and chief engineer, saw the proposal and directed it toKelly Johnson,who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.

A C-130H Hercules flight deck. Aircraft displayed at theNorwegian Armed Forces Aircraft Collection

The first flight of theYC-130prototypewas made on 23 August 1954 from theLockheedplant inBurbank,California. The aircraft,serial number53-3397,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 toEdwards Air Force Base;Jack Realand Dick Stanton served as flight engineers. Kelly Johnson flew chase in aLockheed P2V Neptune.

After the two prototypes were completed, production began inMarietta, Georgia,where over 2,300 C-130s have been built through 2009.

The initial production model, theC-130A,was powered byAllison T56-A-9 turboprops with three-bladepropellersand originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of theC-130Bmodel in 1959. Some A-models were equipped withskisand re-designatedC-130D.As the C-130A became operational withTactical Air Command(TAC), the C-130's lack of range became apparent and additional fuel capacity was added with wing pylon-mounted tanks outboard of the engines; this added 6,000 pounds (2,700 kg) of fuel capacity for a total capacity of 40,000 pounds (18,000 kg).

Improved versions

AMichigan Air National GuardC-130E dispatches its flares during a low-level training mission

Two C-130 Hercules in South Korea, 1984

A C-130 conducts a night flight mission overYokota Air Base

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-bladedHamilton Standardpropellers replaced the Aero Products' three-blade propellers that distinguished the earlier A-models. The C-130B hadaileronsoperated by hydraulic pressure that was increased from 2,050 to 3,000psi(14.1 to 20.7MPa), as well as uprated engines and four-blade propellers that were standard until the J-model.

The B model was originally intended to have "blown controls", a system that blows high-pressure air over the control surfaces to improve their effectiveness during slow flight. It was tested on an NC-130B prototype aircraft with a pair of T-56 turbines providing high-pressure air through a duct system to the control surfaces and flaps during landing. This greatly reduced landing speed to just 63 knots and cut landing distance in half. The system never entered service because it did not improve takeoff performance by the same margin, making the landing performance pointless if the aircraft could not also take off from where it had landed.

An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted. 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 to confuse observers and disguise their true mission.

The extended-rangeC-130Emodel 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 1,360US gallons(5,100 litres)Sargent Fletcherexternal fuel tanks under each wing's midsection and more powerfulAllisonT56-A-7A turboprops. The hydraulic boost pressure to theaileronswas reduced back to 2,050 psi (14.1 MPa) as a consequence of the external tanks' weight in the middle of the wingspan. The E model also featured structural improvements,avionicsupgrades, and a higher gross weight. Australia took delivery of 12 C130E Hercules during 1966–67 to supplement the 12 C-130A models already in service with the RAAF. Sweden and Spain fly the TP-84T version of the C-130E fitted for aerial refueling capability.

TheKC-130tankers,originallyC-130Fprocured for theUS Marine Corps(USMC) in 1958 (under the designationGV-1) are equipped with a removable 3,600 US gallons (14,000 L)stainless steelfuel tankcarried inside the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods each transfer up to 300 US gallons per minute (1,100 L/min) 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). TheUS Navy'sC-130Ghas increased structural strength allowing higher gross weight operation.

Further developments

ARoyal Air ForceC-130K (C.3)

TheC-130Hmodel has updated Allison T56-A-15 turboprops, a redesigned outerwing,updated avionics, and other minor improvements. LaterHmodels had a new, fatigue-life-improved, center wing that was retrofitted to many earlier H-models. For structural reasons, some models are required to land with reduced amounts of fuel when carrying heavy cargo, reducing usable range.

The H model remains in widespread use with theUnited States Air Force(USAF) and many foreign air forces. Initial deliveries began in 1964 (to theRNZAF), remaining in production until 1996. An improved C-130H was introduced in 1974, with Australia purchasing 12 of the type in 1978 to replace the original 12 C-130A models, which had first enteredRoyal Australian Air Force(RAAF) service in 1958. The U.S. 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, with the "3" denoting the third variation in design for the H series. Improvements includedring laser gyrosfor theINUs,GPS receivers, a partialglass cockpit(ADI and HSI instruments), a more capable APN-241 color radar,night vision devicecompatible 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.

The equivalent model for export to the UK is theC-130K,known by theRoyal Air Force(RAF) as theHercules C.1.TheC-130H-30(Hercules C.3in RAF service) is a stretched version of the original Hercules, achieved by inserting a 100 in (2.5 m) plug aft of the cockpit and an 80 in (2.0 m) plug at the rear of the fuselage. A single C-130K was purchased by theMet Officefor use by its Meteorological Research Flight, where it was classified as theHercules 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, namedSnoopy,was withdrawn in 2001 and was then modified byMarshall of Cambridge Aerospaceas a flight testbed for theA400Mturbine engine, theTP400.The C-130K is used by theRAF Falconsfor parachute drops. Three C-130Ks (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.

Enhanced models

A USAF HC-130P refuels aHH-60G Pavehawkhelicopter

TheMC-130E Combat Talonwas developed for the USAF during theVietnam Warto supportspecial operationsmissions in Southeast Asia, and led to both theMC-130H Combat Talon IIas well as a family of other special missions aircraft. 37 of the earliest models currently operating with theAir Force Special Operations Command(AFSOC) are scheduled to be replaced by new-production MC-130J versions. TheEC-130 Commando Solois another special missions variant within AFSOC, albeit operated solely by an AFSOC-gained wing in thePennsylvania Air National Guard,and is a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations able to transmit messaging over commercial frequencies. Other versions of theEC-130,most notably theEC-130H Compass Call,are also special variants, but are assigned to theAir Combat Command(ACC). TheAC-130 gunshipwas first developed during theVietnam Warto provideclose air supportand otherground-attackduties.

TheHC-130is a family of long-range search and rescue variants used by the USAF and the U.S. Coast Guard. Equipped for the deep deployment ofPararescuemen(PJs), survival equipment, and (in the case of USAF versions) aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF versions were also equipped with theFulton surface-to-air recovery system,designed to pull a person off the ground using a wire strung from a helium balloon. The John Wayne movieThe Green Beretsfeatures its use. The Fulton system was later removed when aerial refueling of helicopters proved safer and more versatile. The movieThe Perfect Stormdepicts a real-life SAR mission involving aerial refueling of aNew York Air National GuardHH-60Gby a New York Air National Guard HC-130P.

TheC-130RandC-130Tare U.S. 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 designatedKC-130RorKC-130Twhen equipped with underwing refueling pods and pylons and are fullynight visionsystem compatible.

TheRC-130is areconnaissanceversion developed during the Cold War. Sometimes called "ferret" aircraft, these planes were initially retrofitted standard C-130s.

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

Next generation

Main article:Lockheed Martin C-130J Super Hercules

In the 1970s, Lockheed proposed a C-130 variant withturbofanengines rather than turboprops, but the U.S. Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by theAdvanced Medium STOL Transportproject. The project was canceled and the C-130 has remained in production.

Building on lessons learned, Lockheed Martin modified a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft set numerous short takeoff and landing performance records and significantly expanded the database for future derivatives of the C-130.Modifications made to the HTTB included extended chord ailerons, a long chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading edge extension, a larger dorsal fin and dorsal fins, the addition of three spoiler panels to each wing upper surface, a long-stroke main and nose landing gear system, and changes to the flight controls and a change from direct mechanical linkages assisted by hydraulic boost, to fully powered controls, in which the mechanical linkages from the flight station controls operated only the hydraulic control valves of the appropriate boost unit.

The HTTB first flew on 19 June 1984, with civil registration of N130X. After demonstrating many new technologies, some of which were applied to the C-130J, the HTTB was lost in a fatal accident on 3 February 1993, atDobbins Air Reserve Base,in Marietta, Georgia.The crash was attributed to disengagement of the rudder fly-by-wire flight control system, resulting in a total loss of rudder control capability while conducting ground minimum control speed tests (Vmcg). The disengagement was a result of the inadequate design of the rudder's integrated actuator package by its manufacturer; the operator's insufficient system safety review failed to consider the consequences of the inadequate design to all operating regimes. A factor that contributed to the accident was the flight crew's lack of engineering flight test training.

In the 1990s, the improvedC-130J Super Herculeswas 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.

Upgrades and changes

C-130H with eight-bladed NP2000 propellers

In 2000, Boeing was awarded aUS$1.4 billioncontract to develop an Avionics Modernization Program kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.In September 2009, it was 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.However, in June 2010,Department of Defenseapproved funding for the initial production of the AMP upgrade kits.Under the terms of this agreement, the USAF has cleared Boeing to beginlow-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 isUS$14 million,although Boeing expects that this price will drop to US$7 million for the 69th aircraft.

In the 2000s, Lockheed Martin and the U.S. Air Force began outfitting and retrofitting C-130s with the eight-bladeUTC Aerospace SystemsNP2000 propellers.An engine enhancement program saving fuel and providing lower temperatures in the T56 engine has been approved, and the US Air Force expects to save $2 billion (~$2.58 billion in 2023) and extend the fleet life.

In 2021, the Air Force Research Laboratory demonstrated theRapid Dragonsystem which transforms the C-130 into a lethal strike platform capable of launching 12JASSM-ERwith 500 kg warheads from a standoff distance of 925 km (575 mi). Future anticipated improvements support includes support forJDAM-ER,mine laying, drone dispersal as well as improved standoff range when 1,900 km (1,200 mi) JASSM-XR become available in 2024.

Replacement

In October 2010, the U.S. Air Force released a capability request for information (CRFI) for the development of a new airlifter to replace the C-130. The new aircraft was to carry a 190% greater payload and assume the mission of mounted vertical maneuver (MVM). The greater payload and mission would enable it to carry medium-weight armored vehicles and unload them at locations without long runways. Various options were under consideration, including new or upgraded fixed-wing designs, rotorcraft,tiltrotors,or even anairship.The C-130 fleet of around 450 planes would be replaced by only 250 aircraft.The Air Force had attempted to replace the C-130 in the 1970s through theAdvanced Medium STOL Transportproject, which resulted in theC-17 Globemaster IIIthat instead replaced theC-141 Starlifter.

TheAir Force Research Laboratoryfunded Lockheed Martin and Boeing demonstrators for theSpeed Agileconcept, which had the goal of making a STOL aircraft that could take off and land at speeds as low as 70 kn (130 km/h; 81 mph) on airfields less than 2,000 ft (610 m) long and cruise at Mach 0.8-plus. Boeing's design used upper-surface blowing from embedded engines on the inboard wing and blown flaps for circulation control on the outboard wing. Lockheed's design also used blown flaps outboard, but inboard used patented reversing ejector nozzles.

Boeing's design completed over 2,000 hours of wind tunnel tests in late 2009. It was a 5 percent-scale model of a narrow body design with a 55,000 lb (25,000 kg) payload. When the AFRL increased the payload requirement to 65,000 lb (29,000 kg), they tested a 5 percent-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 box. It would be powered by fourIAE V2533turbofans.

In August 2011, the AFRL released pictures of the Lockheed Speed Agile concept demonstrator. A 23% scale model went through wind tunnel tests to demonstrate its hybrid powered lift, which combined a low drag airframe with simple mechanical assembly to reduce weight and improve aerodynamics. The model had four engines, including twoWilliams FJ44turbofans.On 26 March 2013, Boeing was granted a patent for its swept-wing powered lift aircraft.

In January 2014,Air Mobility Command,Air Force Materiel Commandand the Air Force Research Lab were in the early stages of defining requirements for the C-X next generation airlifter programto replace both the C-130 and C-17. The aircraft would be produced from the early 2030s to the 2040s.

Operational history

Military

A USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrierForrestalin 1963. The aircraft is now displayed at theNational Museum of Naval Aviation.

The first production batch of C-130A aircraft were delivered beginning in 1956 to the463d Troop Carrier WingatArdmore AFB,Oklahoma, and the314th Troop Carrier WingatSewart AFB,Tennessee. Six additional squadrons were assigned to the322d Air Divisionin Europe and the315th Air Divisionin the Far East. Additional aircraft were modified for electronics intelligence work and assigned toRhein-Main Air Base,Germany while modified RC-130As were assigned to theMilitary Air Transport Service(MATS) photo-mapping division. The C-130A entered service with the U.S. Air Force in December 1956.

In 1958, a U.S. reconnaissance C-130A-II of the7406th Support Squadronwasshot down over Armeniaby four SovietMiG-17salong the Turkish-Armenian border during a routine mission.

Australia became the first non-Americanoperator of the Herculeswith 12 examples being delivered from late 1958. TheRoyal Canadian Air Forcebecame another early user with the delivery of four B-models (Canadian designation CC-130 Mk I) in October / November 1960.

In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on anaircraft carrier.During October and November that year, a USMC KC-130F (BuNo149798), loaned to the U.S. Naval Air Test Center, made 29touch-and-go landings,21unarrestedfull-stop landings and 21 unassisted take-offs onForrestalat a number of different weights. The pilot, Lieutenant (later Rear Admiral)James H. Flatley III,USN, was awarded theDistinguished Flying Crossfor his role in this test series. The tests were highly successful, but the aircraft was not deployed this way.Flatley denied that C-130 was tested forcarrier onboard delivery(COD) operations, or for delivering nuclear weapons. He said that the intention was to support theLockheed U-2,also being tested on carriers.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 theNational Museum of Naval AviationatNAS Pensacola,Florida.

In 1964, C-130 crews from the 6315th Operations Group atNaha Air Base,Okinawa commencedforward air control(FAC; "Flare" ) missions over theHo Chi Minh Trailin Laos supporting USAF strike aircraft. In April 1965 the mission was expanded toNorth Vietnamwhere C-130 crews led formations ofMartin B-57 Canberrabombers on night reconnaissance/strike missions against communist supply routes leading to South Vietnam. In early 1966 Project Blind Bat/Lamplighter was established atUbon Royal Thai Air Force Base,Thailand. After the move to Ubon, the mission became a four-engine FAC mission with the C-130 crew searching for targets and then calling in strike aircraft. Another little-known C-130 mission flown by Naha-based crews was Operation Commando Scarf (or Operation Commando Lava), 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.

In November 1964, on the other side of the globe, C-130Es from the 464th Troop Carrier Wing but loaned to322d Air Divisionin France, took part inOperation Dragon Rouge,one of the most dramatic missions in history in the formerBelgian Congo.After communistSimba rebelstook white residents of the city ofStanleyvillehostage, the U.S. and Belgium developed a joint rescue mission that used the C-130s to drop, air-land, and air-lift a force of Belgian paratroopers to rescue the hostages. Two missions were flown, one over Stanleyville and another overPaulisduring Thanksgiving week.The headline-making mission resulted in the first award of the prestigiousMacKay Trophyto C-130 crews.

In theIndo-Pakistani War of 1965,the No. 6 Transport Squadron of thePakistan Air Forcemodified its C-130Bs for use as bombers to carry up to 20,000 pounds (9,100 kg) of bombs on pallets. These improvised bombers were used to hit Indian targets such as bridges, heavy artillery positions, tank formations, and troop concentrations, though weren't that successful.

C-130 Hercules were used in theBattle of Kham Ducin 1968, when theNorth Vietnamese Armyforced U.S.-led forces to abandon the Kham Duc Special Forces Camp.

In October 1968, a C-130Bs from the 463rd Tactical Airlift Wing dropped a pair ofM-12110,000 pounds (4,500 kg) bombs that had been developed for the massiveConvair B-36 Peacemakerbomber but had never been used. The U.S. Army and U.S. Air Force resurrected the huge weapons as a means of clearing landing zones for helicopters and in early 1969 the 463rd commencedCommando Vaultmissions. Although the stated purpose of Commando Vault was to clear LZs, they were also used on enemy base camps and other targets.

During the late 1960s, the U.S. was eager to get information on Chinese nuclear capabilities. After the failure of theBlack Cat Squadronto plant operating sensor pods near theLop NurNuclear Weapons Test Base using a U-2, theCIAdeveloped a plan, namedHeavy Tea,to deploy two battery-powered sensor pallets near the base. To deploy the pallets, a Black Bat Squadron crew was trained in the U.S. to fly the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, took off fromTakhli Royal Thai Air Force Basein an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude in the dark, they arrived over the target and the sensor pallets were dropped by parachute near Anxi in Gansu province. After another six and a half hours of low-altitude flight, they arrived back at Takhli. The sensors worked and uploaded data to a U.S. intelligence satellite for six months before their batteries failed. The Chinese conducted two nuclear tests, on 22 September 1969 and 29 September 1969, during the operating life of the sensor pallets. Another mission to the area was planned as Operation Golden Whip, but it was called off in 1970.It is most likely that the aircraft used on this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382–3991). These two aircraft were delivered toAir Americain 1964.After being returned to the U.S. Air Force sometime between 1966 and 1970, they were assigned the serial numbers of C-130s that had been destroyed in accidents. 64-0506 is now flying as 62–1843, a C-130E that crashed in Vietnam on 20 December 1965, and 64-0507 is now flying as 63–7785, a C-130E that had crashed in Vietnam on 17 June 1966.

The A-model continued in service through theVietnam War,where the aircraft assigned to the four squadrons atNaha AB,Okinawa, and one atTachikawa 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 theRepublic of Vietnam Air Forceas part of theVietnamizationprogram at the end of the war, and equipped three squadrons based atTan Son Nhut Air Base.The last operator in the world is theHonduran Air Force,which is still flying one of five A model Hercules (FAH558,c/n 3042) as of October 2009.As the Vietnam War wound down, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned toAir Force ReserveandAir National Guardunits.

U.S. Marines disembarking from C-130 transports atDa Nang Air Baseon 8 March 1965.

Another prominent role for the B model was with theUnited States Marine Corps,where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness inAntarctica,the U.S. Navy purchased several B-models equipped with skis that were designated as LC-130s. C-130B-II electronic reconnaissance aircraft were operated under the SUN VALLEY program name 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-130 was also used in the 1976Entebbe raidin which Israeli commando forces performed a surprise operation to rescue 103 passengers of an airliner hijacked byPalestinianand German terrorists atEntebbe Airport,Uganda. The rescue force—200 soldiers, jeeps, and a blackMercedes-Benz(intended to resemble Ugandan DictatorIdi Amin's vehicle of state)—was flown over 2,200 nmi (4,074 km; 2,532 mi) almost entirely at an altitude of less than 100 ft (30 m) from Israel to Entebbe by fourIsraeli Air Force(IAF) Hercules aircraft without mid-air refueling (on the way back, the aircraft refueled inNairobi,Kenya).

During theFalklands War(Spanish:Guerra de las Malvinas) of 1982,Argentine Air ForceC-130s undertook dangerous re-supply night flights as blockade runners to the Argentine garrison on theFalkland Islands.They also performed daylight maritime survey flights. One was shot down by aRoyal NavySea HarrierusingAIM-9 Sidewindersand cannon. The crew of seven were killed. Argentina also operated two KC-130tankersduring the war, and these refueled both theDouglas A-4 Skyhawksand NavyDassault-Breguet Super Étendards;some C-130s were modified to operate as bombers with bomb-racks under their wings.The British also used RAF C-130s to support their logistical operations.

USMC C-130TFat Albertperforming arocket-assisted takeoff(RATO)

During theGulf Warof 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the U.S. Air Force, U.S. Navy, and U.S. Marine Corps, along with the air forces of Australia, New Zealand, Saudi Arabia, South Korea, and the UK. TheMC-130 Combat Talonvariant also made the first attacks using the largest conventionalbombsin the world, theBLU-82"Daisy Cutter" andGBU-43/B"Massive Ordnance Air Blast" (MOAB) bomb. Daisy Cutters were used to primarily clear landing zones and to eliminatemine fields.The weight and size of the weapons make it impossible or impractical to load them on conventionalbombers.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.

C-130 Hercules performs a tactical landing on a dirt strip, North Carolina, U.S.

Since 1992, two successive C-130 aircraft namedFat Alberthave served as the support aircraft for the U.S. NavyBlue Angelsflight demonstration team.Fat Albert Iwas a TC-130G (151891) a former U.S. Navy TACAMO aircraft serving with Fleet Air Reconnaissance Squadron Three (VQ-3) before being transferred to the BLUES,whileFat Albert IIis a C-130T (164763).AlthoughFat Albertsupports a Navy squadron, it is operated by the U.S. Marine Corps (USMC) and its crew consists solely of USMC personnel. At someair showsfeaturing the team,Fat Alberttakes part, performing flyovers. Until 2009, it also demonstrated itsrocket-assisted takeoff(RATO) capabilities; these ended due to dwindling supplies of rockets.

The AC-130 also holds the record for the longest sustained flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew 36 hours nonstop fromHurlburt Field,Florida toDaegu International Airport,South Korea,being refueled seven times by KC-135 tanker aircraft. This record flight beat the previous record longest flight by over 10 hours and the two 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 forOperation El Dorado Canyon,the 1986 attack on Libya.

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

During the2003 invasion of Iraq(Operation Iraqi Freedom), the C-130 Hercules was used operationally by Australia, the UK, and the United States. After the initial invasion, C-130 operators as part of theMultinational force in Iraqused their C-130s to support their forces in Iraq.

Since 2004, the Pakistan Air Force has employed C-130s in theWar in North-West Pakistan.Some variants hadforward looking infrared(FLIR Systems Star Safire III EO/IR) sensor balls, to enable close tracking of militants.

In 2017, France and Germany announced that they are to build up a joint air transport squadron atEvreux Air Base,France, comprising ten C-130J aircraft. Six of these will be operated by Germany. Initial operational capability is expected for 2021 while full operational capability is scheduled for 2024.

The Argentine Air Force has five C-130H aircraft that are part of a US-funded security assistance donation. The US has been leasing the aircraft to the Argentine Air Force through the Georgia Air National Guard since June 2023.

Deepwater Horizon Oil Spill

A U.S. Air Force C-130 Hercules aircraft from the 910th Airlift Wing, Youngstown-Warren Air Reserve Station, Ohio, drops oil-dispersing chemicals into the Gulf of Mexico, 9 May 2010.

For almost two decades, the USAF910th Airlift Wing's757th Airlift Squadronand theU.S. Coast Guardhave participated in oil spill cleanup exercises to ensure the U.S. military has a capable response in the event of a national emergency. The 757th Airlift Squadron operates the DOD's only fixed-wing Aerial Spray System which was certified by the EPA to disperse pesticides on DOD property to spread oil dispersants onto theDeepwater Horizonoil spillin the Gulf Coast in 2010.

During the 5-week mission, the aircrews flew 92 sorties and sprayed approximately 30,000 acres with nearly 149,000 gallons of oil dispersant to break up the oil. The Deepwater Horizon mission was the first time the US used the oil dispersing capability of the 910th Airlift Wing—its only large area, fixed-wing aerial spray program—in an actual spill of national significance.TheAir Force Reserve Commandannounced the 910th Airlift Wing has been selected as a recipient of theAir Force Outstanding Unit Awardfor its outstanding achievement from 28 April 2010 through 4 June 2010.

Hurricane Harvey (2017)

Illinois Air National Guard crews assisting with Hurricane Harvey relief load supplies aboard a C-130

C-130s temporarily based atKelly Fieldconductedmosquito controlaerial spray applications over areas of eastern Texas devastated byHurricane Harvey.This special mission treated more than 2.3 million acres at the direction ofFederal Emergency Management Agency(FEMA) and theTexas Department of State Health Services(DSHS) to assist in recovery efforts by helping contain the significant increase in pest insects caused by large amounts of standing, stagnant water. The910th Airlift Wingoperates the Department of Defense's only aerial spray capability to control pest insect populations, eliminate undesired andinvasive vegetation,and disperse oil spills in large bodies of water.

The aerial spray flight also is now able to operate during the night withNVGs,which increases the flight's best case spray capacity from approximately 60 thousand acres per day to approximately 190 thousand acres per day. Spray missions are normally conducted at dusk and nighttime hours when pest insects are most active, theU.S. Air Force Reservereports.

Aerial firefighting

A C-130E fitted with aMAFFS-1 dropping fire retardant.

In the early 1970s, Congress authorized theModular Airborne Firefighting System(MAFFS), a joint operation between theU.S. Forest Serviceand theDepartment of Defense.MAFFS is roll-on/roll-off device that allows C-130s to be temporarily converted into a 3,000-gallonairtankerfor fightingwildfireswhen demand exceeds the supply of privately contracted and publicly available airtankers.

In the late 1980s, 22 retired USAF C-130As were removed from storage and transferred to the U.S. Forest Service, which thentransferred them to six private companiesto be converted into airtankers. One ofthese C-130s crashedin June 2002 while operating nearWalker, California.The crash was attributed to wing separation caused by fatigue stress cracking and contributed to the grounding of the entire large aircraft fleet.After an extensive review,US Forest Serviceand theBureau of Land Managementdeclined to renew the leases on nine C-130A over concerns about the age of the aircraft, which had been in service since the 1950s, and their ability to handle the forces generated by aerial firefighting.

More recently, an updated Retardant Aerial Delivery System known as RADS XL was developed byCoulson AviationUSA. That system consists of a C-130H/Q retrofitted with an in-floor discharge system, combined with a removable 3,500- or 4,000-gallon water tank. The combined system is FAA certified.On23 January 2020,Coulson's Tanker 134, an EC-130Q registered N134CG, crashed during aerial firefighting operations inNew South Wales,Australia, killing all three crew members. The aircraft had taken off out ofRAAF Base Richmondand was supporting firefighting operations during Australia's2019–20 fire season.

Variants

C-130A of theSouth Vietnam Air Force

Bangladesh Air ForceC-130B

C-130E of theIslamic Republic of Iran Air Force

United States NavyC-130T, 2013

AUnited States Coast GuardHC-130J

AMexican Air ForceC-130K

A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule under parachute.

RAAFC-130J-30 at Point Cook, 2006

For civilian versions, seeLockheed L-100 Hercules.

Significant military variants of the C-130 include:

C-130A

Initial production model with four Allison T56-A-11/9 turboprop engines. 219 were ordered and deliveries to the USAF began in Dec. 1956.

C-130B

Variant with four Allison T56-A-7 engines. 134 were ordered and entered USAF service in May 1959.

C-130E

Same engines as the C-130B but with two 1,290 U.S. gal (4,900 L; 1,070 imp gal) external fuel tanks, and an increased maximum takeoff weight capability. Introduced in Aug. 1962 with 389 were ordered.

C-130F/G

Variants procured by the U.S. Navy for Marine Corps refueling missions, and other support/transport operations.

C-130H

Identical to the C-130E but with more powerful Allison T56-A-15 turboprop engines. Introduced in Jun. 1974 with 308 ordered.

C-130K

Designation forRAFHercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)

C-130T

Improved variants procured by the U.S. Navy for Marine Corps refueling, and other support/transport operations.

C-130A-II Dreamboat

Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft

C-130J Super Hercules

Tactical airlifter, with new engines, avionics, and updated systems

C-130B BLC

A one-off conversion of C-130B 58–0712, modified with a doubleAllison YT56gas generator pod under each outer wing, to provide bleed air for all the control surfaces and flaps.

AC-130A/E/H/J/U/W

Gunship variants

C-130D/D-6

Ski-equipped version for snow and ice operationsUnited States Air Force/ Air National Guard

CC-130E/H/J Hercules

Designation forCanadian Armed Forces/Royal Canadian Air ForceHercules aircraft.U.S. Air Force used the CC-130J designation to differentiate the standard C-130J variant from the "stretched" C-130J (company designation C-130J-30). CC-130H(T) is the Canadian tanker variant of theKC-130H.

C-130M

Designation used by theBrazilian Air Forcefor locally modified C-130H aircraft.

DC-130A/E/H

USAF and USN Drone control

EC-130

EC-130E/J Commando Solo– USAF / Air National Guardpsychological operationsversion

EC-130E Airborne Battlefield Command and Control Center (ABCCC)– USAF procedural air-to-ground attack control, also provided NRT threat updates

EC-130E Rivet Rider– Airborne psychological warfare aircraft

EC-130H Compass Call–Electronic warfareand electronic attack.

EC-130V– Airborne early warning and control (AEW&C) variant used byUSCGfor counter-narcotics missions

GC-130

Permanently grounded instructional airframes

HC-130

HC-130B/E/H– Early modelcombat search and rescue

HC-130P/N Combat King– USAF aerial refueling tanker and combat search and rescue

HC-130J Combat King II– Next generationcombat search and rescuetanker

HC-130H/J– USCG long-range surveillance andsearch and rescue,USAFR Aerial Spray & Airlift

JC-130

Temporary conversion for flight test operations; used to recover drones and spy satellite film capsules.

KC-130F/R/T/J

United States Marine Corpsaerial refueling tanker and tactical airlifter

LC-130F/H/R

USAF / Air National Guard – Ski-equipped version forArcticandAntarcticsupport operations; LC-130F and R previously operated by USN

MC-130

MC-130E/H Combat Talon I/II–Special operationsinfiltration/extraction variant

MC-130W Combat Spear/Dragon Spear– Special operations tanker/gunship

MC-130P Combat Shadow– Special operations tanker – all operational aircraft converted to HC-130P standard

MC-130J Commando II(formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command

YMC-130H– Modified aircraft underOperation Credible Sportfor secondIran hostage crisisrescue attempt

NC-130

Permanent conversion for flight test operations

PC-130/C-130-MP

Maritime patrol

RC-130A/S

Surveillance aircraftfor reconnaissance

SC-130J Sea Herc

Proposed maritime patrol version of the C-130J, designed 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") version forUSAF/Air Force Reserve Command's53d Weather Reconnaissance Squadronin support of theNational Weather Service'sNational Hurricane Center

C-130(EM/BM) Erciyes

Turkey's Erciyes modernization program covers modernization of the avionics of C-130B/E variants of the aircraft. In scope of modernization the aircraft is equipped with Digital Cockpit (four-color Multifunctional Display with moving map capability-MFD), two Central Display Units (CDU) and two multifunction Central Control Computers compatible with international navigational requirements, as well as with a multifunction Mission Computer with high operational capability, Flight Management System (FMS), Link-16, Ground Mission Planning Unit compatible with the Air Force Information System, and display and lighting systems compatible with Night Vision Goggles. Other components such as GPS, indicator, anti-collision system, air radar, advanced military and civilian navigation systems, night-time invisible lighting for military missions, black box voice recorder, communication systems, advanced automated flight systems (military and civilian), systems enabling operation in the military network, digital moving map and ground mission planning systems are also included.

Operators

Military operators of C-130 Hercules aircraft;

Current operators

Former operators

ARepublic of China Air ForceC-130H, 2011

APhilippine Air ForceC-130H, 2021

ARoyal New Zealand Air ForceC-130H, 2019

Main article:List of Lockheed C-130 Hercules operators

• Afghanistan
• Algeria
• Argentina
• Australia
• Austria
• Bangladesh
• Bolivia
• Botswana
• Cameroon
• Canada
• Chad
• Chile
• Taiwan
• Colombia
• Denmark
• Ecuador
• Egypt
• Ethiopia
• France
• Gabon
• Germany
• Greece
• Honduras
• India
• Indonesia
• Iran
• Iraq
• Israel
• Italy
• Japan
• Jordan
• Kuwait
• Liberia
• Libya
• Malaysia
• Mexico
• Morocco
• Netherlands
• New Zealand
• Niger
• Nigeria
• Norway
• Oman
• Pakistan
• Peru
• Philippines
• Poland
• Portugal
• Romania
• Saudi Arabia
• Singapore
• South Africa
• South Korea
• Sri Lanka
• Sudan
• Sweden
• Thailand
• Tunisia
• Turkey
• United Arab Emirates
• United States
• Uruguay
• Venezuela
• Yemen
• Zambia

Former operators

• Angola
• Belgium
• Brazil
• North Yemen
• Pahlavi Iran
• South Vietnam
• Zaire
• Spain
• United Kingdom

Accidents

Main article:List of accidents and incidents involving the Lockheed C-130 Hercules

The C-130 Hercules has had a low accident rate in general. The Royal Air Force recorded an accident rate of about one aircraft loss per 250,000 flying hours over the last 40 years, placing it behindVickers VC10sandLockheed TriStarswith no flying losses.USAF C-130A/B/E-models had an overall attrition rate of 5% as of 1989 as compared to 1–2% for commercial airliners in the U.S., according to theNTSB,10% forB-52bombers, and 20% for fighters (F-4,F-111), trainers (T-37,T-38), and helicopters (H-3).

Aircraft on display

Argentina

• C-130B FAA TC-60. ex USAF 61-0964 received in February 1992 now atMuseo Nacional de Aeronáuticasince September 2011.

Australia

• C-130A RAAF A97-214 used by 36 Squadron from early 1959, withdrawn from use late 1978. Stored at RAAF Museum, RAAF Base Williams, Point Cook.Airframe scrapped in February 2022. Cockpit section preserved and gifted to National Vietnam Veterans Museum, Phillip Island.
• C-130E RAAF A97-160 used by 37 Squadron from August 1966, withdrawn from use November 2000; toRAAF Museum,14 November 2000, cocooned as of September 2005.
• C-130H A97-011 delivered in October 1978, withdrawn from use December 2012 toRAAF Museum,Point Cook where it is currently on display.

Belgium

• C-130H Belgian Air Component tailnumber CH13 in service from 2009 until May 2021 is on display at theBeauvechain Air Baseat the First Wing Historical Center.

Brazil

• C-130H Brazilian Air Force FAB-2453 is on display at theMuseu AeroespacialinRio de Janeirosince 2014.

Canada

• CC-130E RCAF 10313 (later 130313) is on display at theNational Air Force Museum of Canada,CFB Trenton
• CC-130E RCAF 10307 (later 130307) is on display in the Reserve Hangar at theCanada Aviation and Space Museum,Ottawa, Ontario
• CC-130E RCAF 130328 is on display at theGreenwood Aviation Museum,CFB Greenwood

Colombia

• C-130B FAC 1010 (serial number 3521) moved on 14 January 2016 to the Colombian Aerospace Museum inTocancipá,Cundinamarca,for static display.
• C-130B FAC1011 (serial number 3585, ex 59–1535) preserved at the Colombian Air and Space Museum withinCATAM AFB,Bogotá.

Indonesia

• C-130B Indonesian Air Force A-1301 preserved at Sulaeman Airstrip, Bandung. Also occasionally used forPaskhasTraining. The airplane is relocated to Air Force Museum in Yogyakarta in 2017.

Norway

• C-130H Royal Norwegian Air Force 953 was retired on 10 June 2007 and moved to the Air Force museum at Oslo Gardermoen in May 2008.

Philippines

• C-130B 4512 Philippine Air Force on display at Mactan Air Base aircraft park.

Saudi Arabia

C-130H at theRoyal Saudi Air Force Museum

• C-130H RSAF 460 was operated by 4 SquadronRoyal Saudi Air Forcefrom December 1974 until January 1987. It was damaged in a fire atJeddahin December 1989. Restored for ground training by August 1993. AtRoyal Saudi Air Force Museum,November 2002, restored for ground display by using a tail from another C-130H.

United Kingdom

• Hercules C3XV202that served with the Royal Air Force from 1967 to 2011, is on display at theRoyal Air Force Museum Cosford.

United States

• GC-130A, AF Ser. No. 55-037 used by the 773 TCS, 483 TCW, 315 AD, 374 TCW, 815 TAS, 35 TAS, 109 TAS, belly-landed at Duluth, Minnesota, April 1973, repaired; 167 TAS, 180 TAS, to Chanute Technical Training Center as GC-130A, May 1984; now displayed atMuseum of Missouri Military History,Missouri National GuardIke Skelton Training Center,Jefferson City, Missouri.Previously displayed atOctave Chanute Aerospace Museum,(former)Chanute AFB,Rantoul, Illinoisuntil museum closed.
• C-130A, AF Ser. No. 56-0518 used by the 314 TCW, 315 AD, 41 ATS, 328 TAS; toRepublic of Vietnam Air Force435 Transport Squadron, November 1972; holds the C-130 record for taking off with the most personnel on board, during the evacuation of SVN, 29 April 1975, with 452. Returned to USAF, 185 TAS, 105 TAS; Flown toLittle Rock AFBon 28 June 1989. It was converted to a static display at the LRAFB Visitor Center, Arkansas by Sept. 1989.
• C-130A, AF Ser. No. 57-0453 was operated from 1958 to 1991, last duty with 155th TAS, 164th TAG,Tennessee Air National Guard,Memphis International Airport/ANGB, Tennessee, 1976–1991, named "Nite Train to Memphis"; to AMARC in December 1991, then sent to Texas for modification into a replica of C-130A-II Dreamboat aircraft, AF Ser. No. 56-0528,shot down by Soviet fightersin Soviet airspace nearYerevan, Armeniaon 2 September 1958, while onELINTmission with loss of all crew, displayed inNational Vigilance Park,National Security Agencygrounds,Fort George Meade,Maryland.
• C-130B, AF Ser. No. 59-0528 was operated by145th Airlift Wing,North Carolina Air National Guard;placed on static display atCharlotte Air National Guard Base,North Carolina in 2010.
• C-130D, AF Ser. No. 57-0490 used by the 61st TCS, 17th TCS, 139th TAS with skis, July 1975 – April 1983; toMASDC,1984–1985, GC-130D ground trainer,Chanute AFB,Illinois,1986–1990; When Chanute AFB closed in September 1993, it moved to theOctave Chanute Aerospace Museum(formerChanute AFB),Rantoul, Illinois.In July 1994, it moved to theEmpire State Aerosciences Museum,Schenectady County Airport,New York, until placed on the gate atStratton Air National Guard Basein October 1994.
• NC-130B, AF Ser. No. 57-0526 was the second B model manufactured, initially delivered as JC-130B; assigned to 6515th Organizational Maintenance Squadron for flight testing atEdwards AFB,California on 29 November 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 in October 1967; transferred to 6593rd Test Squadron atHickam AFB,Hawaii and modified for mid-air retrieval of satellites; acquired by6514th Test SquadronatHill AFB,Utah in Jan. 1987 and used as electronic testbed and cargo transport; aircraft retired January 1994 with 11,000+ flight hours and moved toHill Aerospace MuseumatHill AFBby January 1994.
• C-130E, AF Ser. No. 62-1787, on display at theNational Museum of the United States Air Force,Wright-Patterson AFB,Ohio, was flown to the museum on 18 August 2011. One of the greatest feats of heroism during theVietnam Warinvolved the C-130E, call sign "Spare 617".The C-130E attempted to airdrop ammunition to surround South Vietnamese forces at An Loc, Vietnam. Approaching the drop zone, Spare 617 received heavy enemy ground fire that damaged two engines, ruptured a bleed air duct in the cargo compartment, and set the ammunition on fire. Flight engineer TSgt Sanders was killed, and navigator 1st Lt Lenz and co-pilot 1st Lt Hering were both wounded. Despite receiving severe burns from hot air escaping from the damaged air bleed duct, loadmaster TSgt Shaub extinguished a fire in the cargo compartment, and successfully jettisoned the cargo pallets, which exploded in mid-air. Despite losing a third engine on the final approach, pilot Capt Caldwell landed Spare 617 safely. For their actions, Caldwell and Shaub received theAir Force Cross,the U.S. Air Force's second highest award for valor. TSgt Shaub also received the William H. Pitsenbarger Award for Heroism from theAir Force Sergeants Association.
• KC-130F, USN/USMC BuNo 149798 used in tests in October–November 1963 by the U.S. Navy forunarrestedlandings and unassisted take-offs from the carrierUSSForrestal(CV-59),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 theNational Museum of Naval Aviation,NAS Pensacola,Florida in May 2003.
• C-130G, USN/USMC BuNo 151891; modified to EC-130G, 1966, then testbed for EC-130Q TACAMO in 1981, then changed to TC-130G and used by Fleet Air Reconnaissance Squadron Three (VQ-3) for flight proficiency (bounce bird). In early 1991 it was transferred to AMMARG Davis-Monthan AFB Tucson, AZ. In May 1991 it was assigned as the U.S. Navy'sBlue AngelsUSMC support aircraft, serving as "Fat Albert Airlines" from 1991 to 2002. Retired to theNational Museum of Naval Aviationat NAS Pensacola, Florida in November 2002 where it remains on outside static display reflecting the BLUES colors.
• C-130E, AF Ser. No. 64-0525 was on display at the 82nd Airborne Division War Memorial Museum atFort Liberty,North Carolina. The aircraft was the last assigned to the 43rd AW atPope AFB,North Carolina before retirement from the USAF.
• C-130E-LM, AF Ser. No. 64-0533 – Taken in December 1964 by 314th Troop Carrier Wing, Sewart AFB, TN. Last assigned to 37th Airlift Squadron, Rhein-Main AB, Germany. Transferred toElmendorf AFBfor display, May 2004. Marked as 53-2453.
• C-130E, AF Ser. No. 69-6579 operated by the 61st TAS, 314th TAW, 50th AS, 61st AS; atDyess AFBas maintenance trainer as GC-130E, March 1998; to Dyess AFB Linear Air Park, January 2004.
• MC-130E Combat Talon I, AF Ser. No. 64-0567, unofficially known as "Wild Thing". It transported captured Panamanian dictatorManuel Noriegain 1989 during Operation Just Cause and participated in Operation Eagle Claw, the unsuccessful attempt to rescue U.S. hostages from Iran in 1980. Wild Thing was also the first fixed-wing aircraft to employ night-vision goggles. On display atHurlburt Field,in Florida.
• C-130E, AF Ser. No. 69-6580 operated by the 61st TAS, 314th TAW, 317th TAW, 314th TAW, 317th TAW, 40th AS, 41st AS, 43rd AW, retired after center wing cracks were detected in April 2002; to theAir Mobility Command Museum,Dover AFB,Delaware on 2 February 2004.
• C-130E, AF Ser. No. 70-1269 was used by the 43rd AW and is on display at the Pope Air Park,Pope AFB,North Carolina as of 2006.
• C-130H, AF Ser. No. 74-1686 used by the 463rd TAW; one of three C-130H airframes modified to YMC-130H for an aborted rescue attempt of Iranian hostages,Operation Credible Sport,with rocket packages blistered onto fuselage in 1980, but these were removed after the mission was canceled. Subsequent duty with the4950th Test Wing,then donated to theMuseum of AviationatRobins AFB,Georgia, in March 1988.
• C-130H, AF Ser. No. 88-4401 operated by the Ohio179th Airlift Winghas been retired and is on display at theMAPS Air MuseuminCanton, Ohio

Specifications (C-130H)

C-130H Hercules flight deck

A Hercules deploying flares, sometimes referred to asAngel Flaresdue to the characteristic pattern

Cargo compartment of a Swedish Air Force C-130

Data fromUSAF C-130 Hercules fact sheet,International Directory of Military Aircraft,Complete Encyclopedia of World Aircraft,andEncyclopedia of Modern Military Aircraft.

General characteristics

• Crew:5 (2 pilots,CSO/navigator,flight engineerandloadmaster)
• Capacity:42,000 lb (19,000 kg) payload
  • C-130E/H/J cargo hold: length, 40 ft (12.19 m); width, 9 ft 11 in (3.02 m); height, 9 ft (2.74 m). Rear ramp: length, 123 in (3.12 m); width, 119 in (3.02 m)
  • C-130J-30 cargo hold: length, 55 ft (16.76 m); width, 9 ft 11 in (3.02 m); height, 9 ft (2.74 m). Rear ramp: length, 123 inches (3.12 m); width, 119 in (3.02 m)
  • 92passengersor
  • 64airborne troopsor
  • 74 litter patients with 5 medical crewor
  • 6 palletsor
  • 2–3Humveesor
  • 2M113 armored personnel carriers
  • 1CAESAR self-propelled howitzer
• Length:97 ft 9 in (29.79 m)
• Wingspan:132 ft 7 in (40.41 m)
• Height:38 ft 3 in (11.66 m)
• Wing area:1,745 sq ft (162.1 m²)
• Airfoil:root:NACA 64A318;tip:NACA 64A412
• Empty weight:75,800 lb (34,382 kg)
• Max takeoff weight:155,000 lb (70,307 kg)
• Powerplant:4 ×Allison T56-A-15turbopropengines, 4,590 shp (3,420 kW) each
• Propellers:4-bladedHamilton Standard54H60 constant-speed fully feathering reversible propellers, 13 ft 6 in (4.11 m) diameter

Performance

• Maximum speed:320 kn (370 mph, 590 km/h) at 20,000 ft (6,100 m)
• Cruise speed:292 kn (336 mph, 541 km/h)
• Range:2,050 nmi (2,360 mi, 3,800 km)
• Ferry range:3,995 nmi (4,597 mi, 7,399 km)
• Service ceiling:33,000 ft (10,000 m) empty

23,000 ft (7,000 m) with 42,000 lb (19,000 kg) payload

• Rate of climb:1,830 ft/min (9.3 m/s)
• Takeoff distance:3,586 ft (1,093 m) at 155,000 lb (70,307 kg) max gross weight;

1,400 ft (427 m) at 80,000 lb (36,287 kg) gross weight

Avionics

• Westinghouse Electronic SystemsAN/APN-241 weather and navigational radar

See also

Related development

• Lockheed AC-130
• Lockheed DC-130
• Lockheed EC-130
• Lockheed EC-130H Compass Call
• Lockheed HC-130
• Lockheed L-100 Hercules
• Lockheed LC-130
• Lockheed Martin C-130J Super Hercules
• Lockheed Martin KC-130
• Lockheed MC-130
• Lockheed RC-130
• Lockheed WC-130

Aircraft of comparable role, configuration, and era

• Antonov An-12
• Armstrong Whitworth AW.660 Argosy
• Blackburn Beverley
• Shaanxi Y-8
• Kawasaki C-1
• Short Belfast
• Transall C-160

Related lists

• List of accidents and incidents involving the Lockheed C-130 Hercules
• List of non-carrier aircraft flown from aircraft carriers
• List of United States military aerial refueling aircraft
• List of military electronics of the United States

Sources

• Borman, Martin W.Lockheed C-130 Hercules.Marlborough, UK: Crowood Press, 1999.ISBN978-1-86126-205-9.
• Diehl, Alan E., PhD, Former Senior USAF Safety Scientist.Silent Knights: Blowing the Whistle on Military Accidents and Their Cover-ups.Dulles, Virginia: Brassey's Inc., 2002.ISBN1-57488-544-8.
• Donald, David, ed. "Lockheed C-130 Hercules".The Complete Encyclopedia of World Aircraft.New York: Barnes & Noble Books, 1997.ISBN0-7607-0592-5.
• Eden, Paul. "Lockheed C-130 Hercules".Encyclopedia of Modern Military Aircraft.London: Amber Books, 2004.ISBN1-904687-84-9.
• Frawley, Gerard.The International Directory of Military Aircraft, 2002/03.Fyshwick, ACT, Australia: Aerospace Publications Pty Ltd, 2002.ISBN1-875671-55-2.
• Olausson, Lars.Lockheed Hercules Production List 1954–2011.Såtenäs, Sweden: Self-published, 27th Edition March 2009. No ISBN.
• Olausson, Lars(March 2010).Lockheed Hercules Production List 1954–2012(28th ed.). Såtenäs, Sweden: Self-published.
• "Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation".Air Enthusiast Quarterly(2): 154–162. n.d.ISSN0143-5450.
• Reed, Chris.Lockheed C-130 Hercules and Its Variants.Atglen, Pennsylvania: Schiffer Publishing, 1999.ISBN978-0-7643-0722-5.

External links

• Lockheed Martin official C-130 page
• U.S. Air Force C-130 fact sheet
• C-130 U.S. Navy fact file,andC-130E Hercules Fact Sheet, National Museum of the Air Force site
• C-130hercules.net
• C-130 page on amcmuseum.org
• "Herculean Transport"a 1954Flightarticle
• C-130 takes off and lands on a Carrier USS ForrestalonYouTube
• Newsreel footage from 1955 of blunt nose Hercules prototype(1955) fromBritish Pathé(Record No:63598) atYouTube
• The short filmStaff Film Report 66-12A (1966)is available for free viewing and download at theInternet Archive.