Aero Precision - Premier C130 Aftermarket Support
Aero Precision - Premier C130 Aftermarket Support
Aero Precision - Premier C130 Aftermarket Support
  •  C-130 Forum Post Feed

    • Casey
      By Casey · Posted
      Looks like you did quite the refurb job on her.  It is good to see a retired aircraft with a new lease on life.  
    • Robert Podboy
      Six Hercs against Zika
      By Robert Podboy · Posted
      The 910th is home to the DoD’s only aerial spray capability and dedicated aerial spray maintenance flight. The mission: Wing mission briefing 12092015.pdf?ver=2016-02-03-081707-173  A ride with the mosquito hunters:  
    • Sonny
      Happy Birthday MTcrewchief
      By Sonny · Posted
      Ken, Happy Birthday. I hope the knee is good enough for you to dance and that your day is filled with fun, family and friends.   Sonny
    • Army Aviator
      The Patches that I knew
      By Army Aviator · Posted
      I was one of the two army OH-6A crew chiefs wounded at the same time by the 122 rocket that hit your C-130. We had just finished closing up our birds and walking away, waving at the load master (whom I now know as Norm Thomas) when the whole world turned upside down. I was blown over the revetments where the Lochs were sitting.
    • larry myers
      USAF Inventory
      By larry myers · Posted
      Darn, Bob, you took the words right out of my mouth. I'm thinking the C-27 will do a great job for the USCG.   
    • MHeflin
      By MHeflin · Posted
      Had trouble yesterday getting the images to load. Also, opening line should have been "been meaning to post this for quite some time", but fat-fingered incorrectly.
    • Sonny
      By Sonny · Posted
      A man was walking in the city, when he was accosted by a particularly dirty and shabby-looking bum who asked him for a couple of dollars for dinner.

      The man took out his wallet, extracted two dollars and asked, "If I gave you this money, will you take it and buy whiskey?"

      "No, I stopped drinking years ago," the bum said.

      "Will you use it to gamble?"

      "I don't gamble. I need everything I can get just to stay alive."

      "Will you spend the money on greens fees at a golf course?"

      "Are you NUTS! I haven't played golf in 20 years!"

      The man said, "Well, I'm not going to give you two dollars. Instead, I'm going to take you to my home for a terrific dinner cooked by my wife."

      The bum was astounded. "Won't your wife be furious with you for doing that? I know I'm dirty, and I probably smell pretty bad."

      The man replied, "That's OK. I just want her to see what a man looks like who's given up drinking, gambling, and golf.
    • bobdaley
      USAF Inventory
      By bobdaley · Posted
      For the USCG, the C-27 were free, they'll probably keep them a long time. For the USAF, they never really wanted them, they just did not want the Army to have them, just like the Caribou. Bob
    • Railrunner130
      USAF Inventory
      By Railrunner130 · Posted
      It seems to me that the C-27J will only be a stop-gap airplane until C-130Js or something else can be procured. The reason USAF was able to rid of them is because there's no PDM cycle developed for them and they didn't want to spend the cash. The C-27J going to other organizations doesn't fix this issue.
    • MHeflin
      By MHeflin · Posted
      I've been meaning to do this for quite some time, but not managed to get around to it. I had the honor of leading the project to construct the site and relocate 0496 from Hemet Valley, CA to US Army Yuma Proving Ground, AZ, where she serves as an Air Transportability Test Bed.
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  • ABOUT THE C-130

    Proposals were received from Boeing, Douglas, Fairchild and Lockheed. Lockheed won the competition and was awarded a contract to produce two prototype YC-130 aircraft on July 2, 1951. The first flight of the YC-130 took place on Aug. 23, 1954, at Lockheed's Burbank, Calif., plant. The airplane's performance was exceptional and far exceeded both the USAF’s and even some of Lockheed’s own engineer’s expectations. Its four turbo-prop engines enabled YC-130 to take-off in only 800 feet. In addition to its tremendous lift capability, the aircraft also proved to be far more maneuverable than expected while meeting or exceeding all of the other USAF performance requirements.
    As for early challenges, one of the major obstacles was foregoing the urge to incorporate new technologies. At the time, Lockheed was designing and producing the most advanced aircraft in the world. To many within the company the YC-130 was ungainly and represented a step backwards in aircraft engineering. For perspective, in the 1950s, aviation design had moved into the jet-age with sleek airframes with swept-back wings being the norm. In contrast, the YC-130 used an un-swept, high-wing design that placed the fuselage on the ground and was powered by four turbo-prop engines.
    The first production C-130A had its first flight at Marietta, Ga., on April 7, 1955. It was similar to the prototypes but featured a revised nose, four powerful Allison T56-A-lA turbo-prop engines, each delivering 3,750 horsepower and driving a three-bladed Curtiss-Wright electric-reversible propeller.
    An early problem developed with the propeller pitch-changing mechanism that was corrected by adopting a hydraulic model, and eventually, a four-bladed Hamilton Standard propeller was adopted.
    The C-130 was not a giant-sized aircraft by the standards of its time, but it featured a large unobstructed, fully-pressurized cargo hold which could rapidly be reconfigured for the carriage of troops, stretchers or passengers box. Coupled with its tremendous lift capacity, long-range, and austere landing field capabilities, it gave the air forces of the world something that had not previously existed: a tactical airlifter. The C-130’s high-wing design places the cargo floor at truck-bed height above the ground. The C-130 also features an integral "roll- on/roll-off" rear-loading ramp and the ability to be quickly reconfigured cargo, troop transport or airdrops of troops and/or equipment into battle zones. More impressively, it could fulfill the need for low landing speeds and short-field capability while still being able to maintain a cruising speed of 365 miles per hour at an altitude of ~35,000 feet.
    Moreover, the C-130 airframe immediately was recognized to have incredible versatility, prompting it to be quickly adapted for use in supporting special mission requirements. The first of some 70 different variants – a “drone launcher/director” or DC-130A – was built in 1959. As is the case with many of the special mission C-130s, all of the special equipment was removable, thus permitting the aircraft to be used as freighters, assault transports, or air ambulances.
    The first C-130A (#53-3129) flew on April 7, 1955, and deliveries began in December 1956. The “A” model featured four three-bladed Allison T56-A-9 turboprops. A total of 231 aircraft were produced.
    Deliveries of the C-130B began in June 1959. A total of 230 were produced. The “B” model introduced the four-bladed Allison T56-A-7 turboprops, carried additional fuel in the wings and had strengthened landing gear.
    Deliveries of the C-130E began in April 1962. The “E” was an extended-range development of the C-130B. The maximum ramp weight of the E-model increased to 155,000 pounds (70,307 kilograms), 20,000 pounds (9,072 kilograms) more than the B-model. Its fuel capacity was increased by over 17,000 pounds (7,711kilograms). More powerful Allison T-56-A-7A engines were used and a pair of 1,360-gallon under-wing external fuel tanks was added. A total of 491”E” models were produced.
    Deliveries of the C-130H began in July 1974. The “H” model was fitted with updated T56-A-T5 turboprops, a redesigned outer wing, updated avionics and other minor improvements. 1087 “H” models were produced.
    A commercial version of the C-130 designated the L-100 was also produced in the 1960s, 70s and 80s. The L-100 evolved into the L-100-20 and the L-100-30. The -20’s fuselages were lengthened by some 100-inches and the -30s by some 180-inches. The “dash 30” (-30) configuration was eventually adopted for use on the C-130H. Compared to the “short” models of the C-130 with a 40-foot cargo compartment, the C-130H-30 has a 55-foot cargo compartment providing space for 30 percent more cargo or 40 percent more personnel.
    The C-130J is the newest-generation of the C-130. It is a military derivative of the Lockheed Martin Aeronautics baseline model 382J-01G civil aircraft configuration. The “J” incorporates an integrated digital avionics suite with head-up displays, new propulsion system and other major systems upgrades that reduce operating costs and crew size while offering significant performance improvements.
    Adapted form Lockheed C-130 Programs Fast Facts Dated 8 May 2012