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  • core_pfield_11
    Started out at Pope 86-90, then on to Yokota from 90-94, McGuire 94-97, Osan 97-98, then to Kadena (18 WG) 98-04, Edwards 04-06 then to Robins (06-present) in the AF Corrosion Prgm Office
  • core_pfield_12
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  1. Lockheed Martin rolls out first C-130J slated for German Air Force Pentagon’s No.1 weapons supplier Lockheed Martin Corp rolled out the first C-130J Super Hercules transport aircraft of the Luftwaffe (German Air Force). The new C-130J with other five transport planes, which Luftwaffe curently buying, will become part of a joint Franco-German squadron at Evreux airbase, France. According to the formal notification on May 4 by the Pentagon’s Defense Security Cooperation Agency (DSCA), the sale to Germany will be worth $1.4 billion. It comprises three long-fuselage C-130J-30s and three KC-130J refuelers. Currently, the German pilots are being trained on the C-130J at Little Rock Air Force Base in Arkansas ( South Central region of the United States) and at Ramstein Air Base in Germany. The C-130J Super Hercules provides significant performance improvements and added operational capabilities that translate directly into increased ground and air combat effectiveness. https://defence-blog.com/lockheed-martin-rolls-out-first-c-130j-slated-for-german-air-force/
  2. Built on the Backs of Giants: Cannon's First AC-130J Ghostrider By Senior Airman Marcel Williams, 27th Special Operations Wing Public Affairs / Published July 20, 2021 Airmen with Hurlburt Field, Florida and Cannon Air Force Base delivered a new AC-130J Ghostrider gunship to the 27th Special Operations Wing’s specialized fleet July 19, 2021. The arrival of Cannon’s first AC-130J Ghostrider represents a significant expansion of force generation capacity as the Air Force Special Operations Command structures for the reemergence of great power competition, tightening fiscal constraints, and the accelerating rate of technological change, demanding significant transformation to ensure Air Commandos are ready to successfully operate in this new environment. “The transformation into the AFSOC we need, certainly nests well within the accelerate, change or lose direction from the Chief of Staff of the Air Force. This is one of the most recent, and probably one of the most tangible examples of how we’re actually getting after accelerate, change or lose.” said Col. Terence Taylor, 27 SOW commander. The AC-130J is a heavily modified C-130J aircraft that provides many capabilities to carry out close air support, air interdiction and armed reconnaissance. “The engines are more powerful, the engines are more efficient, and it has a more accurate weapons system and precision guided munitions. The lethality has increased exponentially.” said Maj, Ryan Whitehead, 27th Special Operations Group AC-130J Ghostrider aircraft commander. The AC-130J is the fifth generation gunship replacing the fleet of AC-130U Spooky and AC-130W Stinger II gunships. AC-130 gunships have an extensive combat history dating back to Vietnam where gunships destroyed more than 10,000 trucks and were credited with many life-saving, close air support missions. “The AC-130J has been built on the backs of giants, evolving from four variants of the AC-130 to the AC-119 and AC-47. The Air Commands who fly, maintain, and support the AC-130J are committed to continuing that proud heritage by developing into a force that presents challenges to our nation's adversaries in new ways and places” said Lt Col Saylor, 27 SOG Detachment 2 commander . This aircraft will increase capacity requirements while bringing diverse technology ensuring the platform's relevance for decades to come.
  3. USAF Defends C-130 Cuts as Service Looks to Future of Tactical Airlift July 14, 2021 | By Brian W. Everstine The Air Force faces an uphill fight with its plans to cut five units worth of C-130s, largely from the Guard and Reserve. The service, however, says the tactical airlift fleet can afford to absorb some risk and that there could be future lift possibilities outside of the venerable Hercules. USAF wants to cut 55 C-130 tails, down to a fleet size of 255. Lt. Gen. David S. Nahom, the deputy chief of staff for plans and programs, said that number “covers what we need for our tactical airlift fleet and includes support to the homeland.” Nahom, speaking during a July 14 AFA Mitchell Institute for Aerospace Studies event, said the Air Force is “taking into account all the missions that our C-130 crews do every day.” But both Congress and the National Guard have questioned recently whether that is true. National Guard Bureau chief Gen. Daniel R. Hokanson told the House Appropriations defense subcommittee in May that he needs the Guard to “retain every single one of those flying squadrons because of what they bring for our nation.” Plans, such as the Mobility Capabilities Requirements Study, do not take into account what C-130s do at home, he said. Lawmakers have largely agreed. The same House panel on July 13 passed its version of the fiscal 2022 Defense funding bill, which includes four more C-130s than what was requested in the Pentagon’s proposal. Nahom said the Air Force is working closely with the Guard and Reserve to find ”mutually agreeable replacement missions, and we’ve been successful in some places.” For example, Maxwell Air Force Base, Ala., has been selected to host the Air Force’s MH-139 Grey Wolf formal training unit. This mission would replace the Reserve’s 908th Airlift Wing and its aging C-130Hs. “There’s ways we can do this, and in a very positive way with the Guard and Reserve, and we’re certainly going down that road,” Nahom said. Additionally, airlift capacity and capability is in a relatively safe position, compared to other missions, such as combat aircraft. This means the Air Force can more safely remove some capacity and resources from tactical airlift and shift it to areas that need more funding and personnel. Going forward, the Air Force is also looking at new ways to meet tactical airlift needs. “When you say tactical lift, everyone goes straight to the C-130,” he said. “I’m looking at some future tactical lift. There’s some technologies out there right now that I think we need to stick our nose in and keep an eye on. Because when you look at logistics under attack and how we’re going to move things in a modern battlefield, it may not be in a Herk.” This could include AFWERX’s “Agility Prime” effort to create a “flying car” for both commercial industry and the military. The Air Force is watching the Army’s Future Vertical Lift program, which is developing a next-generation helicopter for that service. And, the Air Force is talking with industry about some other capabilities that could provide lift in areas with smaller runways, or no runway at all, he said.
  4. I've been out and about to various locations around the USAF C-130 fleet. In many cases, the forward station cans have been removed for daily ops and/or safety wired closed. That doesn't mean they are not used, there are tons of lazy crew members with leatherman's that will not hesitate to cut the safety wire instead of making the long walk to the back. SMH...
  5. Connecticut Guard upgrades C-130H fleet June 24, 2021 (by MSgt. Tamara Dabney) - The Connecticut Air National Guard, home of the 103rd Airlift Wing ‘Flying Yankees’, is upgrading its fleet of C-130H Hercules aircraft. The first of seven H3 model C-130s arrived at Bradley Air National Guard Base in June 2021. The H3s will replace the Connecticut Guard’s current fleet of aircraft, which consists of H1 models. http://s9.addthis.com/button0-rss.gif http://s9.addthis.com/button1-addthis.gif The avionics packages of the C-130H1 and C-130H3 aircraft are displayed, side-by-side, June 2, 2021, at Bradley ANGB. The Connecticut Air National Guard received H3 model C-130s as part of a plan to upgrade the unit's fleet of aircraft. [USAF photo by MSgt. Tamara R. Dabney] In November 2020, the United States Air Force selected Guard units to receive C-130J Super Hercules aircraft as part of a plan to upgrade C-130 fleets across the force. J models, introduced in 1999, are the newest model C-130s available. Units, such as the 103rd, that currently have H1s and have not been selected to receive Js, are upgrading to H3s. “For the last seven years, we've been flying the oldest H models in the fleet, the 1974 model H1s,” said Col. Stephen R. Gwinn, 103rd Airlift Wing Commander. “As a product of the acquisition of more J models into the Air National Guard, we've had the opportunity to retire H1s, and take some of the other unit’s H3s.” In 2013, the Connecticut Guard underwent a mission conversion to become a tactical airlift wing. As part of the conversion, the Connecticut Guard replaced its C-21 A Learjet fleet with H1s. The H3s that the Connecticut Guard will be receiving for this year’s upgrade was produced between 1992 and 1996, which is 18 to 20 years newer than the H1s. Because the H3s are newer, replacement parts are more readily available. The upgrade will enable the 103rd to continue its current mission with greater efficiency, using more advanced technology. “From a maintenance perspective, I would equate this to working on a 1974 car and trying to find the pieces and parts, versus working on a car from the early to mid-90s,” said Col. Thomas Olander, 103rd Maintenance Group Commander. “Obviously, the technology that we currently have in our H1 variants is the 1970s, analog technology. What you're seeing in these 1990s variants is more digital technology.” Like mileage on a car, the number of hours that an aircraft has flown is tracked. Fewer flight hours on an aircraft signify less wear and tear. The 103rd’s new fleet of H3s will have thousands of fewer flight hours than the H1s in its older fleet. “The H3s we’re receiving average about 10,000 total flight hours versus our current fleet, in which each airplane averages almost 30,000 flight hours,” said Olander. “We're gaining about 20 years of life and about 20,000 flight hours on each airplane. So, this is a significant upgrade from our current fleet. We're hoping that, between failures of parts, less wear and tear on the engines will ultimately result in less unscheduled maintenance on these aircraft, which makes them more available to the Operations Group to fly them.” The C-130, often referred to as the workhorse of air mobility, was first introduced in 1957. The four-engine turboprop aircraft operates globally, during peace and wartime, and performs a wide range of operational missions, including combat air support, natural disaster relief, aeromedical evacuation, weather reconnaissance, and Antarctic ice resupply. Though the C-130H has undergone multiple upgrades, the H3 and H1 appear to be identical when viewing the outside of the aircraft. Among other similarities, both the H1 and H3 models can carry up to 92 troops or 42,000 pounds of cargo, depending on how the aircraft is configured. Notable differences between the two models can be found in the avionics packages. Avionics package improvements in the H3 include ring laser gyroscopes for the inertial navigation system, GPS receivers, night vision device compatible instrument lighting, and an integrated radar and missile warning system. “The majority of the airplane [H3] is absolutely identical [to other C-130H models],” said Gwinn. “The biggest difference in this airplane is the cockpit. It's a big deal when you're in the airplane and flying because it's a much better system with a lot less room for error. It's a lot more accurate, so it actually is going to keep us safer when doing things like flying in the weather or flying in formation.” The 103rd’s mission is to provide tactical airpower and mission support, domestically and worldwide. The H3 upgrade will contribute to the 103rd’s mission capabilities by reducing manpower requirements, lowering operating costs, and providing life-cycle cost savings over the H1s. “You'll get more production out of the airplanes, which will make us able to respond better to the domestic operations,” said Gwinn. “You'll get more productivity out of the airplanes because they'll require a lot fewer man-hours to fix and get over to operations, which means that our execution rate in the operations group will be that much better. The capabilities that we gain bring the risk down, and it's all about risk management.” Gwinn piloted the 103rd’s first H3 flight from West Virginia to Connecticut. According to Gwinn, the H3 is not only more technologically advanced, but also more comfortable to operate. “First and foremost, the one I flew was definitely quieter,” said Gwinn. “We're flying an airplane that was designed and built in the 1990s, so it actually has modern avionics and systems and more creature comforts. It has more radios that worked well, and systems in the airplane that were more fluid and smoother than the H1. Then, last but not least, there's actually a toilet in this airplane, which is a big deal for our female crewmembers and all of our crew members for our long flights across the ocean and traveling around the world.” Gwinn feels the H3s will help maintain the relevance of the 103rd’s mission. “We feel that being given this H3s is setting us up for long-term success and relevancy in the Air National Guard,” said Gwinn. We're going to work hard to make them even better and modernize them.” The 103rd C-130H upgrade is expected to be complete by September 2021.
  6. From 165th AW PA Today one of our very own C-130H3s returned after receiving the C-130H3.5 conversion package, this included the NP2000 eight bladed propellers and an upgraded engine compression section. These upgrades increase efficiency, aircraft performance, makes it safer, and reduces maintenance man-hours. The rest of our C-130 fleet will continue to transition to the new propellers over the next year.
  7. 189th AW selected as ANG C-130J training hub May 27, 2021 (by MSgt. Jessica Roles) - Recently, the 189th Airlift Wing’s 154th Training Squadron was selected by Air National Guard leaders, to be the official home of the Guard’s C-130J training program. http://s9.addthis.com/button0-rss.gif http://s9.addthis.com/button1-addthis.gif Aircraft line the rows of the flightline in preparation for flight Oct. 8, 2020, at Little Rock AFB. The 189th AW is home to the C-130H training mission, conducting training for Guardsmen, active duty, international and inter-service students. [ANG photo by MSgt. Jessica Roles] This preliminary decision is a milestone in solidifying the future for the 189 AW. While nothing changes for the foreseeable future for the unit’s C-130H training, the 154 TRS will stay in the business of what they do best… training TAC airlifters! The C-130 has supported the Air National Guard mission for more than 50 years, transporting troops, cargo, vehicles, and much more. While the 189th’s formal training mission of training crews in the C-130H aircraft will continue for the lifecycle of the aircraft, the mission does not stop as the newer J models will slowly be integrated into the 189th fleet. The incorporation of the new aircraft also means the strengthening of our continued relationship with the 314th Airlift Wing, also located at Little Rock Air Force Base. “The 189 AW looks forward to a continued strong partnership with the 314th as we provide premier C-130 training to the Total Force and our allied partners,” said Col. Dean Martin, 189 AW commander. “Our aircrew and maintainers are top-of-the-line and we are ready to take the next step in support to our nation and state.” Although the most current information shows the wing receiving the first two J-model aircraft in the summer of 2023, the wing will continue its deliberate planning and coordination to be prepared to receive additional aircraft. “This is not the first time the Air Force has recapitalized its fleet and will likely not be the last time,” said Col. Jay Geaney, 189th Operations Group commander. “The wing itself has hosted many different types of aircraft since its inception and has taught us to be versatile and adaptable to change. The wing will operate in a split-fleet configuration for many years to come, which will require all our aircrew and maintenance expertise to train Airmen and support our mission.” The transition will ensure the wing is able to continue its legacy of training top C-130 aircrew. The combined efforts of the 314th and 189th Airlift Wings show great promise in the continued training of combat airlift support around the globe.
  8. Still sitting there rotting away...worthless condition now, acft and all the spares inside. Word is that after Kadafi was killed, Libya inquired about these and what it would take to restore them...they were laughed at.
  9. Amphibious MC-130J Transport Is On Special Operations Command's Wishlist There have been proposals for a waterborne C-130 Hercules in the past, but the U.S. special operations community might just make it a reality. By Thomas Newdick and Joseph Trevithick May 19, 2021 SOCOM The U.S. military is once again looking at the potential of an amphibious C-130 Hercules variant to operate from littoral areas in support of special operations forces. The project, which in its early stages, has yielded an artist’s concept of an MC-130J Commando II multi-mission combat transport fitted with large underslung floats mounted on the fuselage. The MC-130J is the latest Air Force special operations version of the Hercules, intended to penetrate into denied areas to insert, extract, or resupply special operations forces, as well as refuel helicopters and tilt-rotor aircraft. The new effort, known as the MC-130J Amphibious Capability, or MAC, came to light today in a briefing given by U.S. Air Force Colonel Ken Kuebler, U.S. Special Operations Command’s (SOCOM) Program Executive Officer for Fixed Wing (PEO-FW), at the annual Special Operations Forces Industry Conference (SOFIC). At a media roundtable later in the day, Kuebler added that feasibility and operational studies regarding the project are going on now and that the command is working with unspecified “innovative partners” to hopefully prove out a lot of the concept using digital design tools. This, in turn, could help speed up the research and development and help keep costs low. SOCOM A slide from Colonel Kuebler's briefing that mentions the MAC concept as one of a number of "focus areas" for SOCOM PEO-FW. It's important to note that, while the concept art in Kuebler's briefing, seen at the top of this article, shows huge floats added to an MC-130J, he stressed that the MAC concept is looking for an amphibian aircraft able to operate from the land, as well as bodies of water. A basic floatplane would not be able to operate from land, but adding wheels to the floats could give it this capability. There are other possibilities, as well, for how the aircraft could be made truly amphibious. The basic idea of a waterborne C-130 has been around for decades and it is a concept that certain parts of the Pentagon have mulled in the past. In fact, the aircraft's original manufacturer, Lockheed, pitched a fully amphibious Hercules with a boat-like hull back in the 1960s, without success, though the U.S. Navy did at least undertake studies using a radio-controlled scale-model version. Lockheed has since evolved in Lockheed Martin, which is the current manufacturer of the C-130J family, including the MC-130J. Lockheed A model of a C-130 with a boat hull as well as wheeled landing gear. Lockheed An artist’s conception of a boat-hulled Hercules. The possibility of fitting a C-130J variant with pontoon-like floats attached to the fuselage, as seen in the PEO-FW concert art, is not new, either. Lockheed Martin proposed just a version of the aircraft in the late 1990s, reportedly after receiving interest from the U.S. Navy as a way to insert and extract SEAL teams, and their specialized watercraft, in littoral areas. Lockheed Martin Older Lockheed Martin artwork depicting a C-130J floatplane. Of course, strapping big floats to a Hercules would impose severe drag and weight penalties, reducing range and load-carrying capabilities, although it is not unheard of for seriously large aircraft to operate on floats. However, with the amphibious requirement in mind, it may be the case that the concept art is a simple reuse of older floatplane artwork, and not necessarily exactly what SOCOM now has in mind for its seagoing Hercules. While a boat-like hull would not have such an adverse effect on performance, it would require more significant redesign and it’s not something that Lockheed Martin has been known to be working on of late. Lockheed Martin Another artist's conception of a Hercules floatplane. Regardless of the exact configuration, an amphibious MC-130J could offer new and novel capabilities for the U.S. special operations community, particularly as part of future expeditionary and distributed operations. The U.S. military, as a whole, has been exploring concepts of operations in recent years that focus heavily on being able to operate from austere and remote areas with very limited infrastructure in the event that large, established bases are destroyed or are otherwise unavailable. Air Force MC-130J crews already train to operate in exactly these kinds of environments and there have been many efforts in the past to expand the ability of the Commando II, as well as the older MC-130H Combat Talon II, to operate from very confined areas with little or no infrastructure. You can read more about these initiatives in this past War Zone feature. At the same time, the U.S special operations community at large is currently in a process of examining how it could contribute to higher-end conflicts, including against near-peer adversaries, such as China or Russia, and especially in the broad expanses of the Asia-Pacific region. This includes operating from small islands in the Asia-Pacific region, where there might not even be sufficient space on certain tiny islands to establish a proper airstrip quickly. An amphibious aircraft could be the perfect solution, especially in times of conflict, when existing airfield infrastructure might be placed under considerable threat, if not destroyed in a first wave of attacks. During the media roundtable, Colonel Kuebler said that potential conflicts with “peer and near-peer” opponents and other “emerging threats” were some of the drivers that had prompted the MAC project. He also acknowledged that the aircraft could be particularly valuable in the Pacific, but also pointed out that it would be able to operate from anywhere there is water. An amphibious C-130 could potentially perform a wider array of missions beyond those of the standard MC-130J, as well, and Kuebler said he "would not make that assumption" when asked if the MAC aircraft would have the exact same mission set as the Commando II. If a waterborne Hercules finally comes to fruition, various elements of the U.S. military, beyond just the special operations community, could very well be interested in acquiring them. A 2016 U.S. Marine Corps ‘toolkit’ of existing and notional capabilities for use in developing tabletop wargames includes a section on seaplanes, with a clear emphasis on operations in the Pacific. A slide from that document, seen below, provides data on a float-equipped Cessna 208 Caravan, the Bombardier (now Viking Air) CL-415MP amphibian, and the Japanese US-2 amphibian, as well as their respective ranges operating from Manila in the Philippines. U.S. Marine Corps “Seaplanes are a proven, cost-effective operational capability that can provide lines of communication to remotely dispersed EAB sites that lack port or airfield infrastructure,” the document read. EAB refers to Expeditionary Advance Base Operations, a broad concept for executing expeditionary and distributed operations the Marine Corps has been developing, which you can read more about here. The inclusion of the US-2, presently only in service with the Japanese Self-Defense Forces, and primarily used for search and rescue, underscores both the relevance of such aircraft in the Pacific and other missions they can perform, including in non-combat disaster relief and humanitarian assistance roles. China is also busily working on a much larger amphibian of its own, the AG600, which is widely expected to have a significant military, or at least paramilitary, role, especially in support of man-made islands and other infrastructure in the hotly contested South China Sea. With all this in mind, beyond the Navy and Marine Corps, the U.S. Coast Guard could be another service that might be interested in an amphibious Hercules. It is a C-130 operator and a waterborne version could operate as a long-range search and rescue aircraft, allowing survivors to be picked up directly from the sea, thousands of miles from the shore, providing the weather and sea conditions permitted it. It's also worth remembering that the Coast Guard operated HU-16 Albatross amphibian aircraft into the 1980s. A seaplane variant of the Hercules could also lend itself to the kinds of aerial firefighting missions that are now undertaken by Air National Guard C-130s with the Modular Airborne Firefighting System, or MAFFS. While it remains to be seen how the MAC effort will progress, and what specific kinds of roles a potential MC-130J amphibian might take on, Kuebler made clear that he felt there was "enough command interest" to be hopeful that this long-discussed concept will finally become a reality. https://www.thedrive.com/the-war-zone/40694/amphibious-mc-130j-transport-is-on-special-operations-commands-wishlist?fbclid=IwAR3Il_3NK-3HY_u7CO_UMlES1Qp6tiX0vZ7JeJ4ZSU6T6D4zwD0BNMtKO1Y
  10. AC-130J #1 that went inverted while in OTE at Eglin (damaged beyond repair)…now ground trainer at Kirtland. Congrats to our teammates in the Simulators Division on the recent successful delivery of an Enhanced Fuselage Training Device to the 58th Special Operations Wing at Kirtland Air Force Base! Working in partnership with various stakeholders, to include Lockheed Martin and Air Force Special Operations Command, the division led an effort to convert an operational MC-130J aircraft – which had sustained damage – to a training device that will provide realistic simulation capabilities for approximately 200 MC-130J and HC-130J loadmasters and special mission aviators annually. The device frees up operational aircraft from being used for static ground training and overall provides a training capability that was not previously available. This is just another example of the Simulators Division providing our warfighters with the enhanced training tools they need to fight and win!
  11. Metalbasher


    Hard landing caused $21 million in damage to Ramstein cargo plane, Air Force finds February 17, 2021 (by Jennifer H. Svan) - Pilot error caused $21 million in damage to an Air Force cargo plane that landed hard during a training flight at Ramstein Air Base in April, the service said following the release of an accident investigation board’s findings. http://s9.addthis.com/button0-rss.gif http://s9.addthis.com/button1-addthis.gif The C-130J Super Hercules pilot reduced power to the engines 70 feet above the ground and fully idled them at 45 feet, an Air Force statement said Tuesday. That caused the plane to drop down onto the runway too quickly, the statement said. The pilot, who was simulating a landing on a dirt airstrip, known as a maximum effort landing, should have started to pull the power at about 20 feet in order to land “in the center of the runway touchdown zone,” the report said. A reduction in thrust accelerates the “sink rate” of the C-130J and leaves the aircraft’s propellers unable to generate high-velocity airflow over the wings, the report said. The accident caused no significant injuries or damage to civilian property, the investigation report said. The aircraft was assigned to the 37th Airlift Squadron, based at Ramstein. The failure by both the pilot and the aircraft commander, who was also the instructor pilot, to identify and stop “the excessive sink rate … in a timely manner were substantially contributing factors” to the accident, the statement said. The landing caused significant damage to the center wing, both outer wings, the left and right main landing gear assemblies and engines, including the mounting structures, the report said. Visible damage to the plane included a buckled lower fuselage, pulled rivets and cracked sealant, images included in the report showed. Although the investigation board found no evidence that the operations tempo contributed to the accident, the pilot noted that one of two sorties he planned to prepare him for the April 23 evaluation flight was canceled due to coronavirus restrictions at the time. The report noted that the squadron’s high operations tempo, supporting both U.S. Air Forces in Europe and Air Forces Africa missions, leaves less time for local training missions, which are particularly important for less experienced air crews. “The lack of local training sorties, combined with local area restrictions, make it difficult to practice critical combat airlift skills, to include maximum effort takeoffs, approaches, and landings,” the report said
  12. L-3 Waco awarded $667 million contract by: Roland Richter Posted: Dec 1, 2020 L-3 Communications Integrated Systems of Waco with facilities at the TSTC airport has been awarded an estimated $667,877,734 contract for maintenance of C-130 aircraft. The contract describes the work as including unscheduled depot-level maintenance for C-130 H aircraft and programmed maintenance for all C-130 types, including painting for the C-130J. Work will be performed at the facility in Waco. The C-130 is a four engine turbo prop aircraft with many versions in use, ranging from cargo carriers, troop carriers, and even gunships and can often operate from unimproved airstrips. The announcement was made by the Department of Defense.
  13. Air Force selects next C-130J locations Secretary of the Air Force Public Affairs / Published November 25, 2020 WASHINGTON (AFNS) -- The Air Force has selected Louisville Air National Guard Base, Kentucky; McLaughlin ANGB, West Virginia; Naval Air Station Joint Reserve Base, Texas; and Savannah ANGB, Georgia as the preferred locations to receive C-130J Super Hercules aircraft to replace their aging C-130Hs, pending the outcome of environmental assessments. The Air Force evaluated all C-130J candidate locations against objective criteria based on mission requirements. The preferred alternatives were the highest scoring locations based on that criteria. The C-130J reduces manpower requirements, lowers operating and support costs, and provides life-cycle cost savings over earlier C-130 models. Compared to older C-130s, the “J” model climbs faster and higher, flies farther at a higher cruise speed, and takes off and lands in a shorter distance. C-130J major system improvements include advanced two-pilot flight station with fully integrated digital avionics, color multifunctional liquid crystal and head-up displays, and state-of-the-art navigation that includes a dual inertial navigation system and GPS. The aircraft also features fully integrated defensive systems, low-power color radar, digital moving map display, new turboprop engines with six-bladed all-composite propellers and a digital autopilot. The C-130J also includes improved fuel, environmental and ice-protection and an enhanced cargo-handling system. Kentucky, West Virginia and Texas will begin receiving eight aircraft, each in 2021. Georgia will receive new aircraft if they become available in the future.
  14. Aircrew Faulted for Landing Too Fast, Destroying C-130 in Camp Taji Mishap Nov. 19, 2020 | By Brian W. Everstine A C-130H crew landed too quickly, causing the aircraft to oscillate and then overrun the runway before crashing into a concrete barrier in June at Camp Taji, Iraq, destroying the Hercules, according to an Air Force investigation. The C-130H, tail number 94-6706, assigned to the 165th Airlift Wing of the Georgia Air National Guard and flown by a crew from the Wyoming Air National Guard’s 153rd Airlift Wing, was flying a theater airlift sortie from Ali Al Salem, Kuwait, when the mishap occurred on June 8. All 26 aircrew and passengers survived, with four sustaining non-life-threatening injuries. The aircraft was a total loss valued at $35.9 million. The C-130, callsign CROME60, took off without incident from Ali Al Salem and began its descent 59 minutes later into Camp Taji at about 10 p.m. local time for a night-vision landing, according to an Air Force Accident Investigation Board report released Nov. 18. During the descent, the aircrew turned earlier than its planned turn point and did not descend to the lower altitude as described in its flight plan. The C-130 engaged its flaps to 100 percent while flying at about 157 knots indicated airspeed, though the recommended speed for 100 percent flaps is 145 knots indicated airspeed, according to the investigation. Two miles out from the airfield, the C-130 was flying at about 1,000 feet above the recommended glideslope for a landing at Camp Taji. GPS data showed that when the C-130 crossed the runway threshold at the base, it was flying 151 knots, with the recommended landing speed for a C-130 at its loaded weight being 105 knots. Because of the excessive speed, and the fact the C-130 was at a nose-down attitude, the aircraft generated lift causing it to oscillate or “porpoise” down the runway—an up and down movement similar to how the sea mammal swims. By the time the aircraft’s engines engaged reverse thrust and allowed it to settle onto wheels so its brakes could engage, there was only about 1,000 feet of runway left. It overran the runway, and ultimately slammed into the concrete barrier 600 feet beyond the end of the tarmac. In the impact, all propellers, still in reverse, and the front of their reduction gear boxes came off their engines. Two external fuel tanks hit the barrier, and debris from aircraft parts scattered across the aircraft and the ground around it. All 26 aircrew and passengers were able to escape through paratroop doors. The report states the primary cause of the mishap was the excessive speed above the landing velocity, which caused the oscillation during landing. Additionally, the aircrew failed to adequately assess risk, follow proper procedures, and had poor communication throughout the incident, the report states.
  15. Originally a slick and converted at Robins under the Combat Loss Replacement (CLR) program to created the MC-130W. Then down to Eglin where CLSS from Robins converted it to a gunship (AC-130W (cut out holes for 30MM etc, added SOPGM tubes etc). Palletized 105 didn't come about until later. Not sure about dates and names...its kind of hazy...first referring to them as MC-130Ws and then to AC-130Ws...they couldn't make up their mind, heck they even updated TOs to reflect MC-130Ws and then changed to AC-130W. The article says it was converted to AC-130W in 2012 but achieved it's first kill in 2011, assuming while they were being referring to as MC-130W.
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