Lockheed C-5 Galaxy

The Lockheed C-5 Galaxy is a large military transport aircraft built by Lockheed. It provides the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsize and oversize cargos, including all air-certifiable cargo. The Galaxy has many similarities to its smaller C-141 Starlifter predecessor, and the later C-17 Globemaster. The C-5 is among the largest military aircraft in the world.

The C-5 Galaxy had a complicated development; significant cost overruns were experienced and Lockheed suffered significant financial difficulties. Shortly after entering service, fractures in the wings of many aircraft were discovered and the C-5 fleet were restricted in capability until corrective work was conducted. The C-5M Super Galaxy is an upgraded version with new engines and modernized avionics designed to extend its service life beyond 2040.

The C-5 Galaxy has been operated by USAF since 1969. In that time, it has been used to support US military operations in all major contingencies including Vietnam, Iraq, Yugoslavia and Afghanistan; as well as in support of allies, such as Israel during the Yom Kippur War and NATO operations in the Gulf War. The C-5 has also been used to distribute humanitarian aid and disaster relief, and support the US Space Shuttle program run by NASA.

Design

The C-5 is a large high-wing cargo aircraft. It has a distinctive high T-tail, 25 degree wing sweep, and four TF39 turbofan engines mounted on pylons beneath the wings. The C-5 is similar in layout to its smaller predecessor, the C-141 Starlifter. The C-5 has 12 internal wing tanks and is equipped for aerial refueling. It has both nose and aft doors for "drive-through" loading and unloading of cargo. The C-5 is also known as FRED (fucking, sometimes written as "fantastic", ridiculous, economic/environmental disaster) by its crews due to its maintenance/reliability issues and large consumption of fuel.

Operational History

The first C-5A was delivered to the USAF on 17 December 1969. Wings were built up in the early 1970s at Altus AFB, Oklahoma, Charleston AFB, Dover AFB, Delaware, and Travis AFB, California. The C-5's first mission was on 9 July 1970, in Southeast Asia during the Vietnam War. C-5s were used to transport equipment and troops, including Army tanks and even some small aircraft, throughout the later years of the US action in Vietnam. In the final weeks of the war, prior to the Fall of Saigon, several C-5s were involved in evacuation efforts; during one such mission a C-5A crashed while transporting a large number of orphans.

C-5s have also been used to deliver support and reinforce various US allies over the years. During the Yom Kippur war in 1973, multiple C-5s and C-141 Starlifters delivered critical supplies of ammunition, replacement weaponry and other forms of aid to Israel, the US effort was named as Operation Nickel Grass. The C-5 Galaxy's performance in Israel was such that the Pentagon began to consider further purchases. The C-5 was regularly made available to support American allies, such as the British-led peacekeeper initiative in Zimbabwe in 1979.

On 24 October 1974, the Space and Missile Systems Organization successfully conducted an Air Mobile Feasibility Test where a C-5A Galaxy aircraft air dropped a 86,000 lb Minuteman ICBM from 20,000 ft over the Pacific Ocean. The missile descended to 8,000 ft before its rocket engine fired. The 10-second engine burn carried the missile to 20,000 ft again before it dropped into the ocean. The test proved the feasibility of launching an intercontinental ballistic missile from the air. Operational deployment was discarded due to engineering and security difficulties, though the capability was used as a negotiating point in the Strategic Arms Limitation Talks.

The C-5 has been used for several unusual functions; during the development of the secretive stealth fighter, the Lockheed F-117 Nighthawk, Galaxies were often used to carry partly disassembled aircraft, leaving no exterior signs as to their cargo. It remains the largest aircraft to ever operate in the Antarctic; Williams Field near McMurdo Station is capable of handling C-5 aircraft, the first of which landed there in 1989. The C-5 Galaxy was a major supply asset in the 1991 international coalition operations against Iraq's invasion of Kuwait, known as the First Gulf War. C-5s have routinely delivered relief aid and humanitarian supplies to areas afflicted with natural disasters or crisis, multiple flights were made over Rwanda in 1994.

The wings on the C-5As were replaced during the 1980s to restore full design capability. The USAF took delivery of the first C-5B on 28 December 1985 and the final one in April 1989. The reliability of the C-5 fleet has been a continued issue throughout its lifetime, however the C-5M upgrade program seeks in part to address this issue. Their strategic airlift capacity has been a key logistical component of U.S. military operations in Afghanistan and Iraq; following an incident during Operation Iraqi Freedom where one C-5 was damaged by a projectile, the installation of defensive systems has become a stated priority.

The C-5 AMP and RERP modernization programs plan to raise mission-capable rate to a minimum goal of 75%. Over the next 40 years, the U.S. Air Force estimates the C-5M will save over $20 billion. The first C-5M conversion was completed on 16 May 2006; C-5Ms began test flights at Dobbins Air Reserve Base in June 2006. The USAF decided to convert remaining C-5Bs and C-5Cs into C-5Ms with avionics upgrades and re-engining in February 2008. The C-5As will receive only the avionics upgrades.

In response to Air Force motions towards the retirement of the C-5 Galaxy, Congress implemented legislation that placed set limits upon retirement plans for C-5A models in 2003. By 2005, 14 C-5As were retired. One was sent to the Warner Robins Air Logistics Center (WR-ALC) for tear down and inspection to evaluate structural integrity and estimate the remaining life for the fleet. 13 C-5As were sent to the Air Force's Aerospace Maintenance and Regeneration Group (AMARG) for inspection of levels of corrosion and fatigue.

The U.S. Air Force began to receive refitted C-5M aircraft in December 2008, full production of C-5Ms began in the summer of 2009. In 2009, the Congressional ban on the retirement of C-5s was overturned. The Air Force seeks to retire one C-5A for each 10 new C-17s ordered. In October 2011, the 445th Airlift Wing based at Wright-Patterson Air Force Base retired or reassigned all of its remaining C-5s; it has since reequipped with C-17s. In early February 2012, it was announced that the remaining 27 C-5As at Kelly Field, Texas; Memphis, Tennessee; and Martinsburg, West Virginia would be retired in fiscal years 2013 and 2014. Kelly is to receive C-5Ms currently assigned to Westover, Massachusetts and the other two wings are scheduled to receive C-17s.

On 13 September 2009, a C-5M set 41 new records; flight data was submitted to the National Aeronautic Association for formal recognition. The C-5M had carried a payload of 176,610 lb (80,110 kg) to over 41,100 ft (12,500 m) in 23 minutes, 59 seconds. Additionally, 33 time to climb records at various payload classes were set, and the world record for greatest payload to 6,562 ft (2,000 m) was broken. The aircraft was in the category of 551,160 to 661,390 lb (250,000 to 300,000 kg) with a takeoff weight of 649,680 lb (294,690 kg) including payload, fuel, and other equipment.

DISCLAIMER: The material content provided on this page is generated by another sources and consequently features user-generated content. While we do our best to stop offensive material appearing, ekotriyanggono.com cannot be held responsible for all of the material that may be displayed on this page. If you object to any article or picture, please leave us a comment in this page.

Lockheed C-130 Hercules Models

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 now the main tactical airlifter for many military forces worldwide. Over 40 models and variants of the Hercules serve with more than 60 nations.

The C-130 entered service with U.S. in the 1950s, followed by Australia and others. 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, Boeing B-52 Stratofortress, Tupolev Tu-95, and Boeing 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.

C-130 Hercules Models:

C-130A model

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 aircraft 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. Aircraft 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 from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. As the C-130A became operational with Tactical Air Command (TAC), the C-130'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 aircraft 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 Hercules (FAH 558, c/n 3042) as of October 2009.

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 Air Force Base and Mactan Air Force Base 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 "daisy cutter" M-121 10,000 lb (4,534 kg) bombs to clear "instant LZs" for helicopters. These would later be used by South Vietnam forces in a last-ditch air support effort to turn back communist troops. 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. The Royal Canadian Air Force became another early user of the C130 with the delivery of its first B model in 1960.

An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 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

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 wing's 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 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.

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-130 H model

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 C-130A 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.

C-130 K model

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 the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.

Later C-130 models

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 versions are also Special variants but are assigned to Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties. The HC-130 is a family of long-range search and rescue variants used by the USAF and the US Coast Guard. 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 two stretched versions.

Next generation

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. 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. However, in June 2010, the Pentagon approved funding for the initial production of the AMP upgrade kits. 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.

DISCLAIMER: The material content provided on this page is generated by another sources and consequently features user-generated content. While we do our best to stop offensive material appearing, ekotriyanggono.com cannot be held responsible for all of the material that may be displayed on this page. If you object to any article or picture, please leave us a comment in this page.

The C-27J Spartan Design and Development

In 1995, Alenia and Lockheed Martin began discussions to improve Alenia's G.222 using C-130J's glass cockpit and a more powerful version of the G.222's T64G engine and four-blade propellers. The companies began a program for the improved G.222, named C-27J in 1996. This was a U.S. military type designation based on the G.222's C-27A U.S. designation. Then the design was changed to use the C-130J Super Hercules's Rolls-Royce AE 2100 engine and six-blade propeller. Alenia and Lockheed Martin formed Lockheed Martin Alenia Tactical Transport Systems (LMATTS) for the development of C-27J in 1997. The C-27J has a 35% increase in range and a 15% faster cruise speed than the G.222.

By 2005, the U.S. Army had identified the need to replace its aging C-23 Sherpa lifter. The Sherpa's performance was inadequate in the hot, high terrain of Southwest Asia. In lieu of adequate fixed-wing airlift availability, the U.S. Army's CH-47 helicopter fleet was being worked hard to fill the "last tactical mile" transporting supplies to forward located troops. The C-27J as intended by the U.S. Army to give "Direct Support" capability, and reduce the stress on their CH-47 fleet.

The LMATTS joint venture was later dissolved when Lockheed Martin chose to offer the C-130J in 2006 as a contender in the same U.S. Army and U.S. Air Force Joint Cargo Aircraft (JCA) competition in which the C-27J was competing. Alenia Aeronautica then paired with L-3 Communications to form the Global Military Aircraft Systems (GMAS) joint venture to market the C-27J. Boeing later joined Alenia and L-3 Communications as a GMAS team member.

The GMAS team bid the C-27J in the Joint Cargo Aircraft competition against Raytheon and EADS North America's C-295. Both the U.S. Army and Air Force JCA orders combined are expected to top 100 aircraft. The JCA will eventually replace the existing Short C-23 Sherpa, Beechcraft C-12 Huron and Fairchild C-26 Metroliners in the Army National Guard, and will become a substitute tactical airlift platform for those Air National Guard airlift groups or airlift wings losing C-130 aircraft to retirement or Base Realignment and Closure (BRAC) action redistribution of aircraft (C-130H/C-130J). The C-27J completed the U.S. Department of Defense's Early User Survey evaluations by November 2006, flying 26 hours and surpassing all the JCA program requirements. The GMAS team also announced that the C-27J will be assembled at a facility at Cecil Field, Duval County, Florida.

While the final selection of the JCA was expected to be announced in March 2007, the decision came on 13 June 2007, when the Pentagon selected the C-27J as its Joint Cargo Aircraft. A contract worth US$2.04 billion was awarded to the L-3 Communications team for 78 C-27Js along with training and support on 13 June 2007.[10] At this time, the U.S. Army had requirement for up to 75 aircraft in the Army National Guard; the Air Force had a requirement for up to 70 aircraft in the Air Force Special Operations Command and the Air National Guard.

On 22 June 2007, Raytheon formally protested the award of the JCA contract to the Alenia C-27J. On 27 September 2007, the GAO announced that it had denied Raytheon’s protest, thereby allowing the Pentagon to go ahead with the C-27J procurement. Prior to Raytheon's protest, the first C-27J aircraft were to begin delivery to the joint U.S. Army-Air Force test and training program in June 2008. The first flight of a U.S. C-27J occurred on 17 June 2008.

Romania ordered seven C-27Js for delivery from 2008 to replace Antonov An-24 and Antonov An-26 aircraft, beating the EADS CASA C-295. However, the order was blocked by the government in February 2007 upon a legal challenge filed by EADS. In June 2007, the order was confirmed again when the Romanian court rejected EADS' complaint. The Romanian government officially signed the contract for the delivery of seven C-27Js on 7 December 2007, with the first two Spartans delivered on 12 April 2010.

As of 2011, orders stand at Italy (12), Greece (12), Bulgaria (3), Lithuania (3), Morocco (4), Romania (7), Mexico (4) and United States (38).

DISCLAIMER: The material content provided on this page is generated by another sources and consequently features user-generated content. While we do our best to stop offensive material appearing, ekotriyanggono.com cannot be held responsible for all of the material that may be displayed on this page. If you object to any article or picture, please leave us a comment in this page.

Boeing C-40

The Boeing C-40 Clipper is a military version of the Boeing 737-700C airline transport. It is used by both the United States Navy and the United States Air Force.

Design and Variants

C-40A

The C-40A Clipper provides critical logistics support to the United States Navy. Its flight deck features a flight management computer system with an integrated GPS. The C-40A is compatible with future GATM/FANS operating environment (RNP-1). It is RVSM capable. It has the Traffic Alert and Collision Avoidance System II on board. It also has an enhanced ground proximity warning system, predictive wind shear, head-up display and TACAN/UHF/IFF functions. The U.S. Navy Reserve, which operates and maintains the aircraft, was the first customer for the newest member of the Boeing 737-700C Next-Generation family. The Clipper was ordered by the U.S. Navy to replace its fleet of aging C-9B Skytrain IIs. The C-40A is the first new logistics aircraft in 17 years to join the U.S. Navy Reserve. Currently, the Navy Reserve provides 100 percent of the Navy's worldwide in-theater medium and heavy airlift.

The Clipper meets or exceeds international noise and environmental requirements that plague the current fleet of Naval Reserve C-9s. It is also more fuel-efficient and offers increased range and payload capabilities. The 737-700C aircraft is certified to operate in an all-passenger (121 passengers), all-cargo or combination ("combi") configuration that will accommodate up to three cargo pallets and 70 passengers on the main deck.

The Navy purchased the airplanes using standard commercial practices, and ordered six of the 737-700C models. The first two of four aircraft were delivered on 21 April 2001 to Fleet Logistics Support Squadron Five Nine (VR-59) at the Naval Air Station/Joint Reserve Base Fort Worth, Texas. The remainder were delivered later in the year. The fifth and sixth aircraft were delivered to in August 2002 to VR-58 at the Naval Air Station Jacksonville, Florida. A seventh one was acquired on 22 November 2004, the eighth was in February 2005,[4] and the ninth was on 25 May 2006 that were delivered to VR-57 at the Naval Air Station North Island, California. The Navy plans to purchase up to 23 additional Clippers as it continues to replace its aging fleet of C-9B aircraft. The C-40A provides superior fuel efficiency, range and payload and meets or exceeds international environmental and noise restrictions.

C-40 B

The United States Air Force selected the C-40B, a military version of the 737-700 Boeing Business Jet, to replace the aging fleet of C-137 aircraft for U.S. combatant commanders. The Air Force awarded the medium lift contract in August 2000. The 89th Airlift Wing acquired its first C-40B aircraft in December 2002. Both units are based at Andrews Air Force Base, Maryland. The 15th Airlift Wing, Hickam AFB, Hawaii, acquired its C-40B for U.S. Pacific Command in February 2003. The 86th Airlift Wing, Ramstein AB, Germany, acquired its C-40B for U.S. Air Forces in Europe in December 2004.

The cabin area is equipped with a crew rest area, distinguished visitor compartment with sleep accommodations, two galleys and business class seating with worktables.

The C-40B is designed to be an "office in the sky" for senior military and government leaders. Communications are paramount aboard the C-40B which provides broadband data/video transmit and receive capability as well as clear and secure voice and data communication. It gives combatant commanders the ability to conduct business anywhere around the world using on-board Internet and local area network connections, improved telephones, satellites, television monitors, and facsimile and copy machines. The C-40B also has a computer-based passenger data system.

C-40C

The C-40C is intended to replace the three aging C-22s (militarized Boeing 727s) operated by the Air National Guard and National Guard Bureau to airlift personnel. By using commercial off-the-shelf acquisition practices and a new lease program for the C-40C model, the Air Force reached a benchmark for aircraft procurement. The C-40C was the first military aircraft to be acquired in this manner. The 201st Airlift Squadron, Washington, D.C. Air National Guard, acquired two C-40C aircraft in October 2002. The Air Force Reserve 932d Airlift Wing, Scott AFB, Illinois has acquired three C-40C aircraft in 2007.

DISCLAIMER: The material content provided on this page is generated by another sources and consequently features user-generated content. While we do our best to stop offensive material appearing, ekotriyanggono.com cannot be held responsible for all of the material that may be displayed on this page. If you object to any article or picture, please leave us a comment in this page.

Lockheed C-130 Models

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 now the main tactical airlifter for many military forces worldwide. Over 40 models and variants of the Hercules serve with more than 60 nations.

The C-130 entered service with U.S. in the 1950s, followed by Australia and others. 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, Boeing B-52 Stratofortress, Tupolev Tu-95, and Boeing 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.

C-130 Hercules Models:

C-130A model

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 aircraft 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. Aircraft 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 from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. As the C-130A became operational with Tactical Air Command (TAC), the C-130'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 aircraft 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 Hercules (FAH 558, c/n 3042) as of October 2009.

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 Air Force Base and Mactan Air Force Base 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 "daisy cutter" M-121 10,000 lb (4,534 kg) bombs to clear "instant LZs" for helicopters. These would later be used by South Vietnam forces in a last-ditch air support effort to turn back communist troops. 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. The Royal Canadian Air Force became another early user of the C130 with the delivery of its first B model in 1960.

An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 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

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 wing's 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 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.

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-130 H model

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 C-130A 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.

C-130 K model

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 the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.

Later C-130 models

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 versions are also Special variants but are assigned to Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties. The HC-130 is a family of long-range search and rescue variants used by the USAF and the US Coast Guard. 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 two stretched versions.

Next generation

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. 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. However, in June 2010, the Pentagon approved funding for the initial production of the AMP upgrade kits. 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.

DISCLAIMER: The material content provided on this page is generated by another sources and consequently features user-generated content. While we do our best to stop offensive material appearing, ekotriyanggono.com cannot be held responsible for all of the material that may be displayed on this page. If you object to any article or picture, please leave us a comment in this page.

Boeing C-17 Globemaster III

The Boeing C-17 Globemaster III is a large military transport aircraft. It was developed for the United States Air Force (USAF) from the 1980s to the early 1990s by McDonnell Douglas; the company later merged with Boeing. The C-17 is used for rapid strategic airlift of troops and cargo to main operating bases or forward operating bases throughout the world. It can also perform tactical airlift, medical evacuation and airdrop missions. The C-17 carries the name of two previous, but unrelated piston-engine, U.S. military cargo aircraft, the Douglas C-74 Globemaster and the Douglas C-124 Globemaster II. In addition to the U.S. Air Force, the C-17 is operated by the United Kingdom, Australia, Canada, Qatar, United Arab Emirates and NATO Heavy Airlift Wing.

Design

The C-17 is 174 feet (53 m) long and has a wingspan of about 170 feet (52 m). It can airlift cargo fairly close to a battle area. The size and weight of U.S. mechanized firepower and equipment have grown in recent decades from increased air mobility requirements, particularly for large or heavy non-palletized outsize cargo. The C-17 is powered by four Pratt & Whitney F117-PW-100 turbofan engines, which are based on the commercial Pratt and Whitney PW2040 used on the Boeing 757. Each engine is fully reversible and rated at 40,400 lbf (180 kN) of gross thrust. The thrust reversers direct engine exhaust air upwards and forward, reducing the chances of foreign object damage by ingestion of runway debris, and providing enough reverse thrust to back the aircraft up on the ground while taxiing. The thrust reversers can also be used in flight at idle-reverse for added drag in maximum-rate descents. The aircraft requires a crew of three (pilot, copilot, and loadmaster) for cargo operations. Cargo is loaded through a large aft ramp that accommodates rolling stock, such as a 69-ton (63-metric ton) M1 Abrams tank, other armored vehicles, trucks, and trailers, along with palletized cargo. The cargo compartment is 88 feet (26.82 m) long by 18 feet (5.49 m) wide by 12 feet 4 inches (3.76 m) high. The cargo floor has rollers for palletized cargo that can be flipped to provide a flat floor suitable for vehicles and other rolling stock. Maximum payload of the C-17 is 170,900 lb (77,500 kg), and its Maximum Takeoff Weight is 585,000 lb (265,350 kg). With a payload of 160,000 lb (72,600 kg) and an initial cruise altitude of 28,000 ft (8,500 m), the C-17 has an unrefueled range of about 2,400 nautical miles (4,400 km) on the first 71 aircraft, and 2,800 nautical miles (5,200 km) on all subsequent extended-range models that include sealed center wing bay as a fuel tank. Boeing informally calls these aircraft, the C-17 ER.[40] The C-17's cruise speed is about 450 knots (833 km/h) (0.76 Mach). The C-17 is designed to airdrop 102 paratroopers and their equipment. The U.S. Army BCT Ground Combat Vehicle is to be transported by the C-17. The C-17 is designed to operate from runways as short as 3,500 ft (1,064 m) and as narrow as 90 ft (27 m). In addition, the C-17 can operate from unpaved, unimproved runways (although with greater chance of damage to the aircraft). The thrust reversers can be used to back the aircraft and reverse direction on narrow taxiways using a three- (or more) point turn.

Development difficulties

A static test of the C-17 wing in October 1992 resulted in the wing failing at 128% of design limit load, which was below the 150% requirement. Both wings buckled rear to the front and failures occurred in stringers, spars and ribs. Some $100 million was spent to redesign the wing structure; the wing failed at 145% during a second test in September 1993. A careful review of the test data however, showed that the wing was not loaded correctly and did indeed meet the requirement. The C-17 received the "Globemaster III" name in early 1993. In late 1993, the Department of Defense gave the contractor two years to solve production and cost overrun problems or face termination of the contract after the delivery of the 40th aircraft. By accepting the 1993 terms, McDonnell Douglas incurred a loss of nearly US$1.5 billion on the development phase of the program. In April 1994, the C-17 program remained over budget, and did not meet weight, fuel burn, payload and range specifications. It also failed several key criteria during tests to evaluate its airworthiness. There were technical problems with mission software, landing gear, and so on. In May 1994, a proposal to cut the aircraft's production to as few as 32 aircraft emerged, but was rescinded. A July 1994 GAO document revealed that Air Force and DoD studies from 1986 and 1991 stated the C-17 could use 6,400 more runways outside the U.S. than the C-5, it was later discovered that this study had only considered the runway dimensions, but not their strength or Load Classification Numbers (LCN). The C-5 has a lower LCN, but the USAF classify both in the same broad Load Classification Group (LCG). When considering runway dimensions and their load ratings, the C-17's worldwide runway advantage over the C-5 shrank from 6,400 to 911 airfields. However, the C-17's ability to use lower quality, austere airfields was not considered. A January 1995 GAO report revealed that while the original C-17 budget was $41.8 billion for 210 aircraft, the 120 aircraft already ordered at that point had already cost $39.5 billion. In March 1994, the U.S. Army had decided it no longer needed the 60,000 lb (27,000 kg) Low Altitude Parachute Extraction System (LAPES) delivery with the C-17, feeling that the 42,000 lb (19,000 kg) capability of the C-130 was sufficient; C-17 testing was limited to this lower weight. Issues with airflow prevented the C-17 from meeting its airdrop requirements. A February 1997 GAO report revealed that a C-17 with a full payload could not land on 3,000 ft (910 m) wet runways; simulations suggested 5,000 ft (1,500 m) was required. The YC-15 was transferred to AMARC to be made flightworthy again for further flight tests for the C-17 program in March 1997. By the mid-1990s, most of the problems had been resolved. The first C-17 squadron was declared operational by the U.S. Air Force in January 1995. In 1996, DoD ordered another 80 aircraft for a total of 120. In 1997 McDonnell Douglas merged with its former competitor, Boeing. In April 1999, Boeing proposed to cut the price of the C-17 if the Air Force bought 60 more, and in August 2002, the order was increased to 180 aircraft.

Continued production

Due to a dwindling order backlog, Boeing was to deliver 13 C-17s in 2011. The company is transitioning to a lower production rate of 10 C-17s per year from a high of 16 per year to extend the production line through 2012 as it works to sign additional international orders. The C-17 production line was previously slated to be closed several times, but was extended due to new orders received. The C-17 workforce will be reduced by approximately 1,100 through the end of 2012, mostly through the elimination of a second shift at the C-17 final assembly plant in Long Beach. There have been 230 production C-17s delivered, including 210 to the USAF in April 2011. This does not include the "T-1" prototype, which is used by the USAF for testing and development. In January 2010, the USAF announced that it would end Boeing's performance-based logistics contracts to maintain the aircraft, which was a key source for projected profit growth for the company.

DISCLAIMER: The material content provided on this page is generated by another sources and consequently features user-generated content. While we do our best to stop offensive material appearing, ekotriyanggono.com cannot be held responsible for all of the material that may be displayed on this page. If you object to any article or picture, please leave us a comment in this page.