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Aero Precision provides military aviation aftermarket solutions for c-130


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  • core_pfield_11
    C-130H: 1st MAPS, Dyess, 1978-1981. C-130E: 7405th Ops Sq, Rhein-Main (Ther Berlin For Lunch Bunch), 1982-1987. C-130E: 41st TAS, 39th TAS, 317th TAW, 23 Wg, 1988-1992. 9th AF Stan/Eval, Shaw AFB, 1993-1996. HQ AFMC Stan/Eval, Eglin AFB, 1997-2000. HQ AFMC/DO, Wright-Patterson AFB, 2000 -2004
  • core_pfield_12
    Beavercreek, Ohio
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    Retired Chief; working in defense industry

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  1. Hush

    Happy Birthday Herc!

    On this day in 1954, marked the first flight of the C-130 Hercules! Some interesting history from Wikipedia: Background and requirements The Korean War showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were no longer adequate. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, 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 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (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 key feature was the introduction of the Allison T56 turboprop powerplant, which was developed for the C-130. At the time, the turboprop was a new application of gas turbines, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. They also produced much more power for their weight than piston engines. Design phase The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs. The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. 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 by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6]Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7] The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, 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 to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8] After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9] The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D. 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 with wing pylon-mounted tanks outboard of the engines; this added 6,000 lb of fuel capacity for a total capacity of 40,000 lb.
  2. Below is a link from a web site called The War Zone about the 130J demo (Forget The Fighters, Lockheed's LM-100J Super Hercules Demo Slayed At Farnborough). It also has some additional 130J videos on the demo pilot, MAFFS and The Four Horsemen. http://www.thedrive.com/the-war-zone/22238/forget-the-fighters-lockheeds-lm-100j-super-hercules-demo-slayed-at-farnborough
  3. he Air Force plans to fly its war-tested 1950s-era C-130 aircraft well into the 2030s By Kris Osborn - Warrior Maven The Air Force plans to fly its war-tested 1950s-era C-130 aircraft well into the 2030s and beyond through a sweeping, multi-pronged technical overhaul, designed to enable the propeller-flown aircraft to perform its high-risk troop transport and combat support missions for decades to come. While there have been many innovations, upgrades and technological enhancements to the aircraft since it originally surfaced in the mid-1950s, the historic cargo plane may wind up flying for more than 80 years, according to current Air Force plans. The service is giving the platform new propeller technology, radios, glass cockpit touchscreen displays, digital avionics, collision avoidance technology and reinforced "wing-boxes," service officials said. The airframes themselves are a key focal point of the effort, Air Force developers explain, which includes replacing and reinforcing the “center wingbox” of the aircraft where the wings mount to the fuselage. “The C-130 center wing box replacement program replaces time-limited center wing boxes on applicable variants of the C-130s. Center wing box installations are underway at Warner Robins Air Logistics Center for legacy C-130s and C-130Js as flight hours require,” Maj. Emily Grabowski, Air Force spokeswoman, told Warrior Maven. As for when a C-130 needs maintenance upgrade to preserve and maintain service life, the Air Force uses an assessment metric referred to as “equivalent baseline hours.” The wing-boxes are changed once the aircraft reaches a certain “severity factor” in its operational service time. This is necessary because the wear and tear or impact of missions upon and airplane can vary greatly depending upon a range of factors such as the altitude at which a plane is flying, Air Force weapons developers said. “Low-level flight may be three to four times the severity factor of flying at a higher level,” one senior Air Force official told Warrior. Called an Avionics Modernization Program by Air Force developers, the upgrades also include adding new 8.33 radios to the aircraft to improve communication and initiatives to upgrade cockpit voice recorders and digital data recorders. C-130s will also receive new collision-avoidance technology designed to prevent the planes from hitting terrain or colliding with one another mid-air As a propeller-driven aircraft, the C-130s are able to fly at low altitudes, land in more rugged conditions and withstand harsh weather such as obscurants. The propellers make the aircraft’s engines less susceptible to debris flying in and causing operational problems for the engines. An Air Force C-17, by contrast, needs to operate in more defined conditions, such as areas with longer, separated or unobstructed runways. Flying debris or uneven terrain could of course present complications for C-17 engines, whereas the C-130 is specifically designed for low-altitude, high risk combat zones with uneven terrain – scenarios requiring both durability and maneuverability. In fact, in so-called “hot” or active combat zones, C-130s often airdrop weapons, supplies and even troops when called upon by Commanders. These factors inform a large part of the calculus for the ongoing Air Force effort to replace the C-130s existing hydromechanical propeller control system with a new Electronic Propeller Control System (EPCS). Electronic Propeller Control System modification is underway for all C‑130Hs, Grabowski said. “The T-56 3.5 engine, 8-bladed propeller, and EPCS are undergoing operational test and evaluation at Eglin Air Force Base, Florida. These modifications were tested individually and are now undergoing test together to determine their combined operational effectiveness,” she added. An essay written by the National Guard Association of the United States further elaborates upon the merits of moving to electronic propeller control systems. “EPCS improves safety by accelerating response time when throttles are rapidly advanced; an issue in previous mishaps. The legacy propeller control system uses 1950’s technology and is a significant maintenance cost driver,” a 2015 National Guard Association “C-130 Propulsion Upgrade” paper for Congress states. Acceleration improvements such as this naturally bring tactical advantages as well; more maneuverable aircraft better able to handle and accelerate are less vulnerable to enemy ground missile attacks. “EPCS kits replace 54H60 propeller mechanical controls with a system based on digital computer software, offering improved reliability, and more precise performance. EPCS represents a 50-year leap in prop control technology for C-130 operators with the 54H60 propellers,” a statement from EPCS-maker Hamilton Sundstrand states. The original 1999 US Patent Application for Electronic Propeller Control Systems, submitted through United Technologies by a small group of inventors, explains that the new electrical system improves the mechanisms controlling the “pitch angle” of a propeller blade. This improves maneuverability, creates faster acceleration from the throttle and optimizes the connectivity between the propeller controls and the movements of the propeller blades. A stable pitch angle, described as the angle between the horizontal and vertical axes of the aircraft, is essential to aircraft performance and flight stability. “The apparatus converts mechanical inputs of the propeller and airframe systems to electronic signals, which can be measured by the electronic control. The apparatus also receives and converts the electronic control's commands into hydraulic pressure and flow changes through an electro-hydraulic servo valve,” the Patent Abstract writes. More Weapons and Technology - WARRIOR MAVEN (CLICK HERE) --- Kris Osborn, Managing Editor of WARRIOR MAVEN (CLICK HERE) can be reached at krisosborn.ko@gmail.com --