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    1991 Kuwaiti KAF 332 L-100-30 c/n 4949, damaged

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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
  • Currently Active UsersCurrently Active Users

    There are currently 132 users online. 1 members and 131 guests

    Most users ever online was 958, 02-18-2010 at 12:23 PM.

    1. Casey
  • Recent Forum Posts

    cynthjohnson

    Greybull WY

    If you ever need pics I live in Greybull. Would be happy to help.

    cynthjohnson 4 Hours Ago Go to last post
    jconner2

    Bad case of CRS!

    I came to Dyess in December of 65. 1966 was basically an air crew training year. Big buildup for SEA support. The two squadrons (C-130) were the 346th

    jconner2 8 Hours Ago Go to last post
    Ronc

    turbine overheat detectors and keyers

    MINHAS866,
    During testing you want to limit the use to prevent the keyer from overheating so that it can respond to an actual turbine overheat condition.

    Ronc 13 Hours Ago Go to last post
    MINHAS866

    turbine overheat detectors and keyers

    hi to all.
    in turbine overheat detection system its written that keyers duty cycle 30 seconds on and 60 sec off if keyer or flasher is limited

    MINHAS866 15 Hours Ago Go to last post
    Sonny

    Jury Duty

    As a court clerk, I am well-versed in the jury-selection process. First a computer randomly selects a few hundred citizens from the entire county to report

    Sonny 16 Hours Ago Go to last post
    tinwhistle

    Bad case of CRS!

    Sam McGowan has a couple of books out that may be of some help. Google Sam McGowan and you should come up with the titles, etc.

    tinwhistle 20 Hours Ago Go to last post
    victorp1

    Battery preflight and start procedure?

    The Lockheed Baseline FM 382C, Section 5 (Nonstandard Operations), has a procedure named "ENGINE STARTING WITHOUT AC ELECTRICAL POWER". This

    victorp1 1 Day Ago Go to last post
    jflimbach

    Greybull WY

    I was down there a while back in 2013 surveying 0459 for a customer and noticed 57-0511 sitting next to it and went over for a look. Was interested because

    jflimbach 1 Day Ago Go to last post
    victorp1

    what kind of valve housing

    With revision 26 to the AFM the L-382 is authorized to operate with servo gov valve housings on the outboard positions.

    victorp1 1 Day Ago Go to last post
    bobdaley

    Greybull WY

    Oh I got you now. That is or was a firefighting museum, maybe closed.
    The airplanes you asked about are PB-4Y2 old Navy Patrol bombers used to

    bobdaley 1 Day Ago Go to last post
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