Thaipaperwork MS005 - Lockheed C-130 Hercules.pdf - Nowy folder - kosmo92.mt

PAPERWOR 5

M O D E R N S S E R I E S

C-130 “Hercules”

wing, updated avionics, and other minor improvements. The C-130E/H carries 6,700

gallons of fuel in six integral wing tanks. Under each wing of the C-130E/H is an external

pylon fuel tank with a capacity of 1,300 gallons. A pressure refueling point is in the aft

side wheel well fairing for ground refueling. As a response to the role played by the

tactical airlift fleet in Operation Just Cause and in the Persian Gulf War, Congress

approved the procurement of more C-130H's to replace the aging E models. Delivery

The C-130 Hercules primarily performs the intratheater portion of the airlift mission.

began in July 1974 [other sources state April 1975]. More than 350 C-130Hs and

The aircraft is capable of operating from rough, dirt strips and is the prime transport

derivatives were ordered for active and reserve units of the US services, including

for paradropping troops and equipment into hostile areas. Basic and specialized versions

eight funded in FY 1996. Production of the H has now ended. Units in Military Airlift

perform a diversity of roles, including airlift support, DEW Line and Arctic ice resupply,

Command, the Air National Guard and Air Force Reserve are equipped with this model.

aeromedical missions, aerial spray missions, fire-fighting duties for the US Forest

The Night Vision Instrumentation System was introduced from 1993; TCAS II in new

Service, and natural disaster relief missions. In recent years, they have been used to

aircraft from 1994. ANG and AFRC C-130Hs are used in fire-fighting missions.

bring humanitarian relief to many countries, including Haiti, Bosnia, Somalia, and

Specifically modified aircraft are used by the 757th AS, AFRC, based at Youngstown-

Rwanda.

Warren Regional Airport ARS, Ohio, for aerial spraying, typically to suppress mosquito-

spread epidemics. Seven LC-130Hs, modified with wheel-ski gear, are operated by ANG’s

Four decades have elapsed since the Air Force issued its original design specification,

109th AW in support of Arctic and Antarctic operations.

yet the remarkable C-130 remains in production. The turbo-prop, high-wing, versatile

While continuing to upgrade through modification, the Air Force has budgeted to resume

"Herc" has accumulated over 20 million flight hours. It is the preferred transport

fleet modernization through acquisition of the C-130J version. Compared to older C-130s,

aircraft for many US Government services and over 60 foreign countries. The basic

the C-130J climbs faster and higher, flies farther at a higher cruise speed, and takes off

airframe has been modified to hundreds of different configurations to meet an ever-

and lands in a shorter distance. This new model features a two-crew-member flight

changing environment and mission requirement. The C-130 Hercules has unsurpassed

system, 6,000 skip Allison AE 21 00D3 engines and all-composite Dowty R391 propellers,

versatility, performance, and mission effectiveness. Early C-130A, B, and D versions are

digital avionics and mission computers, enhanced performance, and improved reliability

now retired.

and maintainability. Beginning in FY 1996, the Air Force started procuring C-130Js as

replacements for the older C-130Es and Hs. Priority for replacement will be combat

delivery aircraft. C-130J will ensure total force structure numbers are maintained,

C-130 Missions & Variants

while reducing costs of ownership. The current program procures 12 C-130Js, i.e., two

per year from FY96 to FY01. This program could be expanded in FY02 to procure 12 C-

Missions

Specialized Variant

130Js a year to replace the active duty and ARC C-130Es which are nearing the end of

Tactical Airlift

All

their useable service life.

Aerial Tanker

KC-130B, KC-130F, KC-13H, HC-130H(N), HC-130N,

HC-130P, KC-130R, KC-130T

The WC-130E/H is used in weather reconnaissance and aerial sampling. The plane is

Command & Control

EC-130E (ABCCC), EC-130G, & EC-130Q

modified to penetrate hurricanes and typhoons to collect meteorological data that make

Maritime Patrol

C-130H-NP/PC-130H

advanced warnings of such storms possible. Weather reconnaissance equipment gathers

Special Operations

MC-130E & MC-130H

information on movement, intensity and size of storms; outside air temperature;

Search & Rescue

SC-130B/HC-130B, HC-130E, HA-130H, HC-130H(N),

humidity; dewpoint; and barometric pressure. WC-130s are assigned to active and

HC-130N, & HC-130P

Reserve units at Keesler Air Force Base, Miss.

Humanitarian Relief

All

Staff/VIP Transport

VC-130B & VC-130H

The HC-130 is an extended-range, combat rescue version of the C-130 transport aircraft.

Reconnaissance

RC-130B

Capable of independent employment in the no-to-low threat environment. Its primary

Airborne Hospital

C-130E (AEH)

mission is to provide air refueling for rescue helicopters. The HC-130 can perform

Arctic & Anarctic Support

C-130BL/LC-130F, C-130D, LC-130H, & LC-130R

extended searches in a permissive environment and has the capability to airdrop

Drone Control

GC-130A/DC-130A, DC-130E, & DC-130H

pararescuemen and survival equipment to isolated survivors when a delay in the arrival

Electronic Warfare

EC-130E (CL), EC-130E (RR), EC-130H

of a recovery vehicle is anticipated. Flights to air refueling areas or drop zones are

Space & Missile Operations

JC-130A, JC-130B, & NC-130H

accomplished at tactical low altitude to avoid threats. NVG-assisted, low-altitude air

Test & Evaluation

NC-13A, NC-130B, JC-130E, NC-130E, JC-130H, & RC-

refueling and other operations in a low-threat environment are performed by specially

130S

trained crews. The crew can perform airborne mission commander (AMC) duties in a no-

Weather Reconnaissance

WC-130B, WC-130E, WC-130H

to-low threat environment when threat conditions permit. The maximum speed is 290

Gunship

AC-130A, AC-130E, AC-130H, & AC-130U

knots (at high altitude), with a low-altitude cruise speed of 210 to 250 knots. Range,

depending upon internal fuel tank configuration, is 3,000 to 4,500NM (no wind).

The initial production model was the C-130A, with four Allison T56-A-11 or -9 turboprops.

Conceptual studies of the C-130A, were initiated in 1951. The first prototype flight took

The C-130 Avionics Modernization Program (C-130X AMP) will modify approximately 525

place in 1954 and the first production flight followed on April 7, 1955. A total of 219 were

aircraft to establish a common, supportable, cost effective baseline configuration for

ordered and the C-130A joined the U.S. Air Force inventory in December 1956. Two DC-

AMC, ACC, ANG, AFRC, PACAF, USAFE and AFSOC C-130 aircraft. The contractor will

130A's (originally GC-130A's) were built as drone launchers/directors, carrying up to four

design, develop, integrate, test, fabricate and install a new avionics suite for

drones on underwing pylons. All special equipment was removable, permitting the

approximately thirteen variants of C-130 Combat Delivery and Special Mission models.

aircraft to be used as freighters, assault transports, or ambulances.

The installation schedule requires a throughput of between 65 and 85 aircraft per year

through 2010. The acquisition strategy is currently in development. The C-130 AMP is

The C-130B introduced Allison T56-A-7 turboprops and the first of 134 entered Air Force

being worked jointly by Warner-Robins ALC (GA) and Aero Systems Center (OH) (virtual

service in April-June 1959. The B model carries additional fuel in the wings, and has

SPO) with the Development System Manager located at ASC.

upgraded engines and strengthened landing gear. C-130B's are used in aerial fire

fighting missions by Air National Guard and Air Force Reserve units. Six C-130B's were

Design Features

modified in 1961 for snatch recovery of classified U.S. Air Force satellites by the 6593rd

Test Squadron at Hickam Air Force Base, Hawaii.

Several A models, redesignated C-130D, were modified with wheel-ski landing gear for

In its personnel carrier role, the C-130 can accommodate 92 combat troops or 64 fully

equipped paratroops on side-facing seats. For medical evacuations, it carries 74 litter

service in the Arctic and for resupply missions to units along the Distant Early Warning

patients and two medical attendants. Paratroopers exit the aircraft through two doors

line. The two main skis are 20 feet long, six feet wide, and weigh about 2,000 pounds

on either side of the aircraft behind the landing-gear fairings. Another exit is off the

each. The nose ski is 10 feet long and six feet wide. The D model also has increased fuel

capacity and provision for jet -assisted takeoff. The D models were flown by the Air

rear ramp for airdrops.

National Guard and were recently replaced with C-130H models.

The C-130 can deliver personnel, equipment or supplies either by landing or by various

aerial delivery modes. Three primary methods of aerial delivery are used for equipment.

In the first, parachutes pull the load, weighing up to 42,000 pounds, from the aircraft.

C-130E is an extended-range development of the C-130B, with two underwing fuel tanks

and increased range and endurance capabilities. A total of 369 were ordered for MAC

When the load is clear of the plane, cargo parachutes inflate and lower the load to the

(now AMC) and TAC (now ACC), with deliveries beginning in April 1962. A wing

modification to correct fatigue and corrosion on USAF’s force of C-130Es has extended

ground.

the life of the aircraft well into the next century. Ongoing modifications include a Self-

The second method, called the Container Delivery System, uses the force of gravity to

Contained Navigation System (SCNS) to enhance navigation capabilities, especially in

pull from one to 16 bundles of supplies from the aircraft. When the bundles, weighing up

low-level environments. The SCNS incorporates an integrated communications/

to 2,200 pounds each, are out of the aircraft, parachutes inflate and lower them to the

navigation management system that features the USAF standard laser gyro inertial

navigational unit and the 1553B data bus; installation began in 1990. Other modifications

ground.

include enhanced station-keeping equipment, 50 kHz VHF Omnirange/lnstrument

The Low Altitude Parachute Extraction System is the third aerial delivery method. With

Landing System (VOR/ILS) receivers, secure voice capability, and GPS capability.

LAPES, up to 38,000 pounds of cargo is pulled from the aircraft by large, inflated cargo

Another major modification installs a state-of-the-art autopilot that incorporates a

parachutes while the aircraft is five to 10 feet above the ground. The load then slides to

Ground Collision Avoidance System. Military Airlift Command is the primary user, with

a stop within a very short distance. Efforts are underway to increase the maximum load

more than 200 E models. The Air Force Reserve and Air National Guard also fly the E

model.

weights for LAPES aerial delivery to 42,000 pounds.

The C-130's design maximum gross weight is 155,000 pounds (175,000 pounds wartime)

with a normal landing weight of 130,000 pounds. The operating weight is approximately

Similar to the E model, the C-130H has updated T56-A-T5 turboprops, a redesigned outer

80,000 pounds. The airplane is capable of airlifting 92 ground troops, 64 fully equipped

structural service life of the C-130 airframes, which depends on mission severity,

paratroopers, or 74 litter patients. It can also carry 45,000 pounds of cargo.

fatigue, and corrosion factors.

FUSELAGE: The fuselage is a semimonocoque design and divided into a flight station

A severity factor accounts for the difference between normal civilian flying and military

and a cargo compartment. Seating is provided for each flight station. The cargo

flying (low level, shortfield landings, etc.). Mission profile determines the severity

compartment is approximately 41 feet long, 9 feet high, and 10 feet wide. Loading is

factor, which is averaged over the aircraft's most recent two year history. This

from the rear of the fuselage. Both the flight station and the cargo compartment can be

translates airframe clock hours into equivalent airframe damage hours which indicate

pressurized to maintain a cabin pressure-altitude of 5000 feet at an aircraft altitude

the higher aging rate of the military airframes. On average, Active C-130 aircraft fly

of 28,000 feet.

approximately 600 hours per year, while ARC C-130E and C-130H aircraft fly about 375

hours and 450 hours per year, respectively.

WINGS: The full cantilever wing contains four integral main fuel tanks and two bladder-

type auxiliary tanks. Two external tanks are mounted under the wings. This gives the C-l

Currently, the critical fatigue component for the C-130 fleet is the center wing box,

30 a total usable fuel capacity of approximately 9680 U.S. Gallons.

which is structurally more susceptible to the stresses of mission profile and payload.

The center wing box has a limit of 60,000 relative baseline hours (flight hours multiplied

EMPENNAGE: A horizontal stabilizer, vertical stabilizer, elevator, rudder, trim tabs, and

by the mission severity factor).) A corrosion limit of 40,000 flight hours is based on

a tail cone make up the empennage. This section consists of an all-metal full cantilever

historical data and engineering judgment. It considers corrosion factors not considered

semimonocoque structure. It is bolted to the aft fuselage section.

in airframe fatigue analysis. Actual airframe service life depends on which limit, fatigue

or corrosion, is reached first.

POWER PLANT: (prior to the C-130J) Four Allison turboprop engines are attached to the

wings. The engine nacelles have cowl panels and access doors forward of a vertical

The average age of the active duty C-130 fleet is over 25 years old, while the average

firewall. Clam-shell doors are located aft of the vertical firewall. Air enters the engine

age of Guard and Reserve C-130s is 15 years old. The average age of the C-130E model is

through a scoop assembly at the front of the nacelle.

over 28 years and average flying time is approximately 19,800 hours; the newest E-

model being produced in 1972. Based on projected operations tempo and overall mission

PROPELLERS: (prior to the C-130J) Four Hamiliton Standard electro-hydromatic,

severity, C-130E aircraft have an average remaining service life of 15 years. Material

constant-speed, full feathering, reversible-pitch propellers are installed on each engine.

solutions such as selective repair, a service life extension program (SLEP), or

LANDING GEAR AND BRAKES: The modified tricycle-type landing gear consists of dual

procurement of new aircraft are several ways to influence and resolve aging of the C-

nose gear wheels and tandem mains. Main gear retraction is vertically, into fuselage

130 fleet.

fairings, and the nose gear folds forward into the fuselage. Power steering is

incorporated into the nose gear. The landing gear design permits aircraft operation from

The service-life of the HC-130N/P is based upon the aircraft’s wing box and operations

rough, unimproved runways. The brakes are hydraulically operated, multiple-disc type.

tempo. Based on the current operations tempo, the fleet will begin to lose airworthiness

The braking system incorporates differential braking and parking brake control. A

in 2013.

modulating anti-skid system is provided.

AUXILIARY POWER UNIT (APU) (C-130H): The APU supplies air during ground operation

for engine starting and air conditioning. One 40 KVA AC generator is mounted on the

Specifications

Primary Function

ntratheater airlift.

APU as an additional AC power source. Emergency electrical power during flight is also

Contractor

Lockheed Aeronautical Systems Company.

available up to 20,000 feet.

Power Plant

Four Allison T56-A-15 turboprops; 4,300 horsepower,

each engine.

GAS TURBINE COMPRESSOR (GTC) AND AIR TURBINE MOTOR (ATM) (C-130E): C-13OE

Length

97 feet, 9 inches (29.3 meters).

model aircraft have a GTC which supplies bleed air for engine start, air conditioning, and

Height

38 feet, 3 inches (11.4 meters).

operation of an ATM. The ATM powers a 20 KVA electrical generator to supply auxiliary

Wingspan

132 feet, 7 inches (39.7 meters).

electrical power on the ground only.

Speed

374 mph (Mach 0.57) at 20,000 feet (6,060 meters).

Ceiling

33,000 feet (10,000 meters) with 100,000 pounds

OIL: The C-130 has four independent oil systems with a 12 gallon capacity for each

(45,000 kilograms) payload.

engine. Oil is serviced through a filler neck located on the upper right engine cowling.

Maximum Takeoff Weight

155,000 pounds (69,750 kilograms).

Operating Weight:

83,000 Pounds

FUEL: The fuel system consists of a modified manifold-flow type incorporating fuel

Maximum Useable Fuel:

60,000 Pounds

crossfeed, single point refueling (SPR) and defueling, and fuel dumping. Latest USAF

Maximum Allowable Cabin Load:

36,000 Pounds

versions incorporate blue foam for fire suppression.

Normal Passenger Seats Available: Up to 92 troops or 64 paratroops or 74 litter

patients.

ELECTRICAL: AC electrical power for the C-130H model is provided by five 40 KVA

Maximum Number of Pallets:

generators, 4 driven by the engines and one driven by the APU. On the E model, the

Range

2,356 miles (2,049 nautical miles) with maximum

power is supplied by four 40 KVA engine-driven generators, and a 20 KVA generator

payload;

driven by the ATM. DC power is provided from AC sources through four 200 ampere

2,500 miles (2,174 nautical miles) with 25,000 pounds (11,250 kilograms) cargo;

transfomer rectifiers and one 24 volt, 36 ampere-hour battery.

5,200 miles (4,522 nautical miles) with no cargo.

Unit Cost

HYDRAULIC: Four engine-driven pumps supply 3000 psi pressure to the utility and

$22.9 million (1992 dollars).

Crew

Five (two pilots, a navigator, flight engineer and

booster systems. An electric AC motor-driven pump supplies pressure to the auxiliary

loadmaster); up to 92 troops or 64 paratroops or 74 litter patients or five standard

system and is backed up by a handpump. The hydraulic system maintains constant

freight pallets.

pressure during zero or negative "g" maneuvers.

Minimum Crew Complement Four

(two pilots, one flight engineer, and one loadmaster)

AIR CONDITIONING AND PRESSURIZATION: Two independent air conditioning systems

Allows for a 16 hour crew duty day (12 hour for airdrop crews) (from show at the

for the flight deck and cargo compartment are operated from engine bleed air in flight

aircraft to parking at the final destination).

and by the GTC/APU on the ground.

Crew Complement Six

crews will normally carry one navigator as well and an extra loadmaster in addition to

OXYGEN: Both models have a 25 liter liquid oxygen (LOX) type system which provides

the minimum crew complement.

for 96 man-hours of oxygen at 25,000 feet. It uses diluter-demand automatic pressure-

Augmented Crew Complement

Nine

breathing regulators. Portable units are also provided. System pressure is maintained

(three pilots, two navigators, two flight engineers, and two loadmasters)

at 300 psi.

Allows for a 18 hour crew duty day (from show at the aircraft to parking at the final

destination)

FLIGHT CONTROLS: The primary flight control system consists of conventional aileron,

Date Deployed

April 1955.

elevator, and rudder systems. Hydraulic power boost is incorporated in each system.

Inventory Active force, 98; ANG, 20 Bs, 60 E's and 93 H's; Reserve, 606.

WING FLAPS: The wing flaps are high-lift, Lockheed-Fowler type and are of conventional

The most significant issue for the C-130 entails the reassignment of CONUS-based

design and construction. Normal operation is by hydraulic motor. Emergency operation is

active duty C-130s from USACOM to USTRANSCOM. As the single manage for DoD

by manual crank.

transportation, the consolidation of these air mobility assets under USTRANSCOM lends

further credence to USTRANSCOM’s single manager charter. Furthermore, as the Air

ANTI-ICING: Engine bleed air is used for anti-icing the wing and empennage leading

Force component of USTRANSCOM, AMC now exercises both service authority (i.e., train,

edges, the radome, (radome anti-icing may be removed in some models, check with

organize, equip, and provide) and operational control over these forces. This arrangement

aircraft forms) and engine inlet air ducts. Electrical heat provides anti-icing for the

eliminates confusion and yields more effective and efficient service to the air mobility

propellers, windshield, and pitot tubes.

customer. (Theater CINCs will continue to exercise combatant command and operational

control of overseas-assigned C-130 forces.)

Service Life

Although service life computations are not used to determine grounding or airframe

restrictions, the Air Force does use service life estimates as a planning tool to

anticipate when major aircraft structural events can be expected. A key issue is the

11A*

10A*

9A*

44D*

44C* 44B* 44A*

44A*

44B*

44C*

44D*

Thaipaperwork MS005 - Lockheed C-130 Hercules.pdf

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