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"Overlooking Runway 25 - Right, at Los Angeles International Airport"
"Hercules In The Landing Pit"
On The Scene In Northern Iraq
Feature Date: January, 2005
Event Date: 29 December 2004
The Air & Ocean Logistics- Customs Broker Attorneys
International Trade Consultants
"Overlooking Runway 25 - Right, at Los Angeles International Airport"
On The Scene -- With U.S. Forces In Iraq!
A 2005 Countryman & McDaniel
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"One Brick Short of A Runway" "Hercules In The Landing Pit" On The Scene In Northern Iraq A C130 Tactical Supply Aircraft
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The Time: Late Night
The Date: Wednesday 29 December 2004
The Place: U.S. Air Force Base, Northern Iraq
U.S. Air Force
C-130 "Hercules"
Tactical Supply Aircraft -- And So Much More A Current World
Leader -- THE Legend The World Standard
of Heavy Lift For Nations of The World Since 1954 --
Still In Production First Flight - Aug.
1954 History of Building:
Currently being built in 2005 for nations around the
world. Type: - tactical
cargo lift & Combat Hadow & tanker
configurations. Power Plant: 4
Allison AE 21 00D3 turboprops: each 4,591 skip. Accommodation: crew
of 2, with provision for 3rd person, plus the loadmaster;
and 64 paratroops;
or 74 litter patients
plus attendants; or 54 passengers on
palletized seating; or Up to five 463L
standard freight pallets, etc. The
C-130
Hercules Span: 132
ft 7 in, Length:
97 ft 9 in, Height:
36ft10in. Weights:
empty 75,562 lb, Max
Payload: 41,790 lb, gross 175,000 lb. Performance:
Ceiling : (at
147,000 lb) 30,560 ft. T-O Run:
1,800-3,290 ft. Landing Run: (at
130,000 lb) 1,400 ft. Range
with 40,000-lb payload 3,262 miles. The Mighty
Hercules Still in production,
the
Lockheed
C-130 Hercules
transport aircraft t flew Aug. 23, 1954, the first of
two YC-130A
test
aircraft. The airframe was #53-3397. It was flown from
Burbank, California, to Edwards Air Force Base by
Stanley Beltz (pilot) and Roy Wimmer (co-pilot). Only
the two YC-130 prototypes (#53-3396 was the first
built) were assembled at Lockheed's "Skunk Works"
plant in Burbank, while more than 2,000 subsequent
aircraft have been built in Marietta, Georgia.
The initial
production model was the C-130A, with four
three-bladed Allison T56-A-9 turboprops. A total of
219 were ordered. The first production C-130A
(#53-3129*) flew on 7 April 1955 and deliveries began
in December 1956. Two DC-130As (originally GC-130As)
were built as drone launchers/directors, carrying up
to four drones on underwing pylons. All special
equipment was removable, permitting the aircraft to be
used as freighters (accommodating five standard
freight pallets), assault transports, or
ambulances. Five decades have
elapsed since the Air Force issued its original design
specification, yet the
remarkable
C-130 Hercules
remains in production. The venerable
"Herk"
is the most successful military transport since the
Douglas C-47 and has accumulated over 20 million
flight hours. More than
900
C-130s and
derivatives have been delivered to the U.S. Air Force
during the past 50 years. The aircraft type currently
serves in over 60 foreign countries and is expected to
remain in production well into the 21st century.
Active duty began
in 1959. The
C-130B
entered service in June 1959. A total of 134 were
delivered to the Air Force. The B-model introduced the
four-bladed Allison T56-A-7 turboprops, carries
additional fuel in the wings, and has strengthened
landing gear. A few C-130Bs, used for aerial fire
fighting missions, are still in service with Air
National Guard units. Six
C-130Bs
were modified in 1961 for mid-air snatch recovery of
classified Air Force satellites. During the Vietnam
Conflict, some Air Force C-130As
were converted into gunships. In addition to their
side-firing 20mm Vulcan cannons and 7.62mm Miniguns,
they also possessed sensors, a target acquisition
system, and a forward looking infra-red (FLIR) and
low-light television system. Several A-models,
redesignated C-130D,
were fitted with wheel/ski landing gear for service in
the Arctic and for resupply missions to units along
the Distant Early Warning (DEW) line. The two main
skis are 20 feet (6m) long, 6 feet (1.8m) wide, and
weigh about 2,000 pounds (907kg) each. The nose ski is
10 feet (3m) long and 6 feet (1.8m) wide. The D-model
also has increased fuel capacity and provision for
jet-assisted takeoff (JATO). These were flown by the
Air National Guard and have been replaced by the
LC-130H
variant. The
C-130E is an
extended-range development of the C-130B. A total of
369 were ordered and deliveries began in April 1962.
The maximum ramp weight of the E-model increased to
155,000 pounds (70,307kg), 20,000 pounds (9,072kg)
more than the B-model. Its fuel capacity was increased
by over 17,000 pounds (7,711kg). More powerful Allison
T-56-A-7A engines were used and a pair of external
fuel tanks with a capacity of 1,360 gallons were slung
beneath the wings, between the engines. A recent wing
modification to correct fatigue and corrosion on the
USAF's fleet of E-models has extended the life of the
aircraft well into the 21st century. Similar to the
E-model, the C-130H
has updated T56-A-T5 turboprops, a redesigned outer
wing, updated avionics, and other minor improvements.
Delivery began in July 1974 [other sources state
April 1975]. More than 350 C-130Hs and derivatives
were ordered for active and reserve units of the U.S.
services. The H-model has become the most produced of
all
C-130 models,
with orders for 565 as of the end of 1979. U.S. Navy &
Marines: The
C-130 Hercules
first entered naval service in 1960 when
four
LC-130F's
were obtained for Antarctic support missions. These
ski-equipped "Herks" were soon followed by 46
KC-130F
models procured by the Marine Corps in 1962 for the
dual role of assault transport and aerial tanker for
fighter and attack aircraft. That same year the Navy
obtained seven C-130F's
without inflight refueling equipment to serve its
transport requirements. The
KC-130F
made its
first test flight in January 1960 as the GV-1 under
the old Navy designation system. The tanker version
can refuel two aircraft simultaneously from the 3,600
gallons in its cargo compartment. The fuel is routed
to two detachable pylon pods located below the outer
wing, containing refueling gear. In 1965, the Navy
procured a number of C-130Gs
to provide support to Polaris submarines and the
exchange of their crews. Essentially the same as the
F-model, these aircraft have increased structural
strength, allowing higher gross weight operation. All
models feature crew and cargo compartment
pressurization, single-point refueling and a Doppler
navigation system. The four of these aircraft were
later modified as TACAMO communications relay aircraft
and were redesignated EC-130G. After replacement by
the E-6A, three aircraft were returned to transport
configuration (albeit with no cargo ramp) as
TC-130Gs,
one now serving as the Blue Angels support aircraft,
Fat Albert. One other model, the
EC-130Q,
served in two VQ squadrons. This version had a
permanently installed VLF radio transmitter system
used to supplement shorebased communications
facilities and acted as a strategic communications
aircraft, communicating with ballistic-missile
submarines. Statistics:
More than 145 Hercules aircraft were deployed in
support of Operations Desert Shield and Desert Storm.
These aircraft moved units to forward bases once they
arrived in the theatre. From 10 August 1990 to the
cease-fire, Air Force C-130s
flew 46,500 sorties and moved more than 209,000 people
and 300,000 tons of supplies within the Area of
Responsibility (AOR). They provided logistical
support, aeromedical evacuation of the wounded, and
battlefield mobility once the fighting started. During
the "100-hour" ground campaign, C-130s flew more than
500 sorties a day! Features:
The
C-130 design
employs a cargo floor at truck-bed height above the
ground, an integral "roll on/roll off" rear loading
ramp, and an unobstructed, fully-pressurized cargo
hold which can rapidly be reconfigured for the
carriage of troops, stretchers or passengers. The
Hercules can also be committed for airdrops of troops
or equipment and for LAPES (Low Altitude Parachute
Extraction System) delivery of heavy
cargoes. *Aerial
Delivery of Cargo - Three primary methods of
aerial delivery are used for equipment or supplies.
In the first, parachutes pull the load, weighing up
to 42,000 pounds (19,051kg), from the aircraft.
When the load is clear of the plane, cargo
parachutes deploy and lower the load to the ground.
The second method, called the Container Delivery
System (CDS), uses the force of gravity to pull
from one to 16 bundles of supplies from the
aircraft. When the bundles, weighing up to 2,200
pounds (998kg) each, are out of the aircraft,
parachutes deploy and lower them to the ground.
LAPES is the third aerial delivery method. With
LAPES, up to 38,000 pounds (17,237kg) of cargo is
pulled from the aircraft by large cargo parachutes
while the aircraft is five to 10 feet (3m) above
the ground. The load then slides to a stop within a
very short distance. *Wings and Fuel
Tanks - The full cantilever wing contains four
integral main fuel tanks and two bladder-type
auxiliary tanks. Two external tanks are mounted
under the wings. This gives the
C-130
a total usable fuel capacity of approximately 9,530
gallons. *Landing
Gear - The modified tricycle-type landing gear
consists of dual nose gear wheels and tandem mains
and permits aircraft operation from rough,
unimproved runways. Main gear retraction is
vertically, into fuselage blister fairings, and the
nose gear folds forward into the fuselage. Power
steering is incorporated into the nose
gear. *Electrical
Systems - AC electrical power for
the
C-130H model
is provided by five 40 KVA generators, 4 driven by
the engines and one driven by the Auxiliary Power
Unit (APU). On the E-model, the power is supplied
by four 40 KVA engine-driven generators, and a 20
KVA generator driven by the Air Turbine Motor
(ATM). DC power is provided from AC sources through
four 200 ampere transformer rectifiers and one 24
volt, 36 ampere-hour battery. *Hydraulic
Systems - Four engine-driven pumps supply 3,000
psi pressure to the utility and booster systems. An
electric AC motor-driven pump supplies pressure to
the auxiliary system and is backed up by a hand
pump. The hydraulic system maintains constant
pressure during zero or negative "g"
maneuvers. Stretched
Herks: A number of military operators use the
civilian version of the Hercules, which bears the
Lockheed designation L-100. Certificated in February
1965, the basic L-100 was broadly equivalent to the
C-130E,
without pylon tanks or military equipment. The
L-100-20 was given plugs fore (5 feet/1.5m) and aft
(3.3 feet/1m) of the wing. The L-100-30 has a full
15-foot (4.6m) fuselage stretch. Roles and
Variants: The C-130
Hercules is
arguably the most versatile tactical transport
aircraft ever built. Its uses appear almost limitless:
airlift and airdrop, electronic surveillance, search
and rescue, space-capsule recovery, helicopter
refueling, landing (with skis) on snow and ice, and
aerial attack. It has even landed and taken off from a
carrier deck without benefit of arresting gear or
catapults. Twenty-four
MC-130H
(Combat Talon II) aircraft have been acquired
to supplement the Talon I. Equipment includes
an in-flight refueling receptacle;explosion
suppressant fuel tanks: modified cargo ramp area for
high-speed aerial delivery; AN/APO-1 70 precision
turning, terrain-following, and terrain-avoidance
radar dual radar altimeters; dual INS; integrated GPS
receiver flight stabilized Infrared Detection Set;
extensive communications suite; fully integrated glass
cockpit; and improved infrared & electronic
defensive countermeasures. The 1st, 7th, and 15th SOSs
employ the Combat Talon II, supporting
unconventional warfare units from their bases in
Japan, Europe, and CONUS, respectively. The
58th
Special Operations
Wing at
Kirtland AFB, N. M., is responsible for
MC-130H
mission
qualification training. MC/HC-130
Combat
Shadow/Tankers:
Twenty-eight active-duty MC-130P
Combat Shadow
aircraft (formerly HC-130N/P)
are dedicated to special missions. Nine are assigned
to the SOS, Eglin AFB, Fla. Five each are assigned to
17th SOS, Kadena AB, Japan, and to the 67th; RAF
Mildenhall, UK. The 5th SOS (AFRC), based at Duke
Field, Fla., and the 58th SOW at Kirkland AFB, N. M.,
have 5 & 4 aircraft, respectively, the latter for
training. All are modified with secure communications,
self-contained inertial navigation, and
countermeasures systems, and NVG compatible lighting.
The aircraft's primary mission is to conduct
single-ship or formation in-flight refueling of
special operations forces helicopters in a low-threat
to selected medium-threat environment. These missions
involve NVG low-level flights using minimal lighting
and communications-out procedures. These
SOF
MC-130Ps are
being further modified with advanced integrated
navigation equipment, including digital scan radar,
ring-laser gyro INS, FLIR, GPS, and dual nav stations.
They are also receiving new missile warning systems
and countermeasures for refueling missions in hostile
environments. Fifteen have been fitted with an
in-flight refueling receptacle to extend their range
indefinitely. Nine additional
Search & Rescue HC-130
tanker aircraft are located with an active-duty unit
at Patrick AFB, Fla.; 20 others are assigned to
various AFRC & ANG units. (Data similar to those
for C-130.) Today:
Hundrdreds of C-130 aircraft from many nations bring
their "Hurcules"
lift for disaster relief supplies to the victims --
such as those of the Dec. 26 2004 Tsnami. The
C-130 is
one hell of an airplane. In times of need
--
IT --
for the past 50 years
-- is THE
airplane. McD * This aircraft lost
its left wing to fire during its third flight. It was
repaired and the aircraft was later converted into an
AC-130A gunship which was retired from service on 10 Sept
1995.
Up to 92
equipped troops; or
Max
Cruising Speed: 400 mph,
Most readers
of this feature were not yet alive when the 1st
C-130
lifted off in her test trials in 1954. While it was a
different -- non Internet - non digital world in 1954
-- all the increddible technical 21 Century challenges
since then have been easily overcome by the true
"Hercules"
-- the world's #1 cargo carrier --
the
C-130 "Hercules". In
the past 50 years, this aircraft has saved more lives
than any plane in world history. Wherever there is a
world disaster, there is a flock of
C-130s.
*Cargo
Compartment - The C-130 can carry more
than 42,000 pounds (19,051kg) of cargo. Rollers in
the floor of the cargo compartment enable quick and
easy handling of cargo pallets and can be removed
to leave a flat surface, if needed. Five 463L
pallets (plus a ramp pallet for baggage) may be
loaded onto the aircraft through the
hydraulically-operated main loading ramp/door
assembly located in the rear of the aircraft. The
ramp can also be lowered to the ground for loading
and unloading of wheeled vehicles. Tie-down
fittings for securing cargo are located throughout
the compartment. In its personnel carrier role, the
C-130
can accommodate 92 combat troops or 64
fully-equipped paratroopers on side-facing, webbed
seats. For aeromedical evacuations, it can carry 74
litter patients and two medical attendants.
PROLOG TO DISASTER - On Thurs. Dec. 30 2004, The U.S. Central Command, at MacDill Air Force Base in Tampa, Florida broacast the following story --
December 30, 2004Release Number: 04-12-64
FOR IMMEDIATE RELEASEAIRCRAFT MISHAP IN NORTHERN IRAQBaghdad, Iraq -- A U.S. military C-130 suffered a mishap on landing at an airbase in northern Iraq at 11:50 p.m. on Dec. 29. The aircraft was conducting a regularly scheduled mission when the incident occurred.
There were 11 crew members and passengers on board and all have been accounted for.
While the cause of this incident is still under investigation, there is no evidence to suggest the incident was caused by hostile fire. There is no further information at this time.
A board of qualified officers will investigate the incident.
HQ U.S. Central CommandMacDill AFB Fla.
In the Darkness, Dec. 29 2004 --
-- The Combat Crew of This MC-130H Talon-2 Special Operations Plane --
-- Had Shared The Basic Instinct of All Airmen --
-- That An Actual Runway Would Be There For Landing At A U.S. Base -- It was Not.
Hercules Escaped The Pit - But Just Barely
Crash of a MC-130H Talon-2 Special Operations plane in Iraq...this was not a "hard landing" as described by the media, but a gross error on the part of the airfield manager and construction crews. The runway was "One Brick Short."
"The Missing Brick"
During the week of Dec. 20, U.S. C-23 Sherpa aircraft flew into this U..S operated airfield in Iraq during the day and saw there was construction equipment on the runway. Yet there was no NOTAM (Notice To Airmen) posted warn to planes to follow. A trench was being dug in the runway, and it was not marked. Its a long runway and the C-23 Sherpas landed just beyond the construction. The C-23 crews filed a safety hazard report that was immediately forwarded to higher headquarters and to the Air Force wing based here. How?Well, it seems the construction continued and still was not marked or noated as a NOTAM -- or anything.
Hercules After The Pit
On the night of Dec.29 -- this MC-130H Talon-2 Special Operations plane didn't see the construction. It wound up going through what is now a large pit on the runway.
Unbelievably -- there were no deaths -- just several injuries & life time counseling needs for the passengers. Not a great 50th Anniversary for the C-130
While this was quite the set of communication failures somewhere in the systems --
-- Lesser planes than the mighty C130 Hercules would not have been so forgiving. Thanks Lockheed! Don't try this at home.
Correction Fron Our Reader -- April 2006The top photo in your feature "One Brick Short of a Runway" is not an Air Force C-130. It is in fact a U.S. Marine Corps KC-130T of VMGR-234 based at Dallas, Texas. I flew many hours in 308 and have a particular bond with this particular Herk. She is a a relatively newer model built in the 1980's and delivered to VMGR-234 while we were still based at NAS Glenview in suburban Chicago."The Air Force calls their C-130's "Hercules'". In the Marine Corps we lovingly call our KC-130's "BattleHerks". It is not just a difference in names, it is the difference of the mindset of the men and women who meticulously care for them and the aircrews who push them to the incredible limits of their design in the execution of their missions." - A USMC Flight Engineer explaining the difference between USAF and USMC Lockheed C-130 variants.
TomRe-Correction Fron Our Reader -- June 2007 -- Questionable 'correction'
Regarding the above statements, stating that it was a Marine KC-130, instead of a USAF MC-130, I remanin unconvinced, in that the numbers under the cockpit windows - the tail number of the aircraft - is not 308, as stated, but is instead 0012. The radome is also the "canoe" which is a characteristic of MCs. I do not know of any other varsion of C-130 which has this type of nose - and the one picture I was able to find of KC-130T 308 does not have this type of radome....Just my two cents -- from Anonymous JournalistRe-Re-Correction Fron Our Reader -- August 2007 -- Questionable 're-correction'
In regards to the anonymous correction, the gentleman that left that correction did not correctly read the correction he was correcting. The "top photo" to which Tom was referring is the one, the first one, at the top of the article. That Herc is correctly identified as a Marine KC-130, and the remaining photographs correctly identify the aircraft about which this article is written. Which is a USAF MC-130, tail number 0012.David - Loadmaster, USMCEd Note: Thanks for your contributions -- which have now been posted to the feature. You studied the situation well and raise some interesting facts which we may have missed. Perhaps there are further answers. All these discussions between warriors are important to document the record of those who risk so very much on our behalf.
McD
The Dedication of This Feature Is Simple: To the 50th anniversary of the Hercules C-130
SPECIAL NOTE: The historic dangers of carriage by air & sea continue to be quite real. Shippers must be encouraged to purchase high quality marine cargo insurance from their freight forwarder or customs broker. It's dangerous out there.
INDEX TO OUR "One Brick Short of A Runway" PAGE SPECIAL FEATURES:C-23 SherpaLockheed C-130C-130 PredatorRAF HerculesFAA Notice To Airmen (NOTAMs)
Take A Break - Our LAX Videdo - Home Theme! - this is where your Cargo Letter staff lives!
Thanks To Our Contributors For The "One Brick Short of A Runway" Feature:Anonymous*The Doc - a huge supporter of our effort & your interest
Dean Ekman
Scott Madry
Eric L. Richardson
John C. Watson
* Anonymous contributor(s) who wish to be anonymous
NOTE: Please Provide Us With Your Additional Information For This Loss.
EDITOR'S NOTE FOR SURVEYORS, ATTORNEYS & MARINE ADJUSTERS: The Internet edition effort of The Cargo Letter now celebrates it's 11th Year of Service -- making us quite senior in this segment of the industry. We once estimated container underway losses at about 1,500 per year. Lloyd's put that figure at about 10,000 earlier this year. Quite obviously, the reporting mechanism for these massive losses is not supported by the lines. News of these events is not posted to the maritime community. Our new project is to call upon you -- those handling the claims -- to let us know of each container loss at sea-- in confidentiality. Many of you survey on behalf of cargo interests with no need for confidentiality. Others work for the lines & need to be protected. As a respected Int'l publication, The Cargo Letter enjoys full press privileges & cannot be forced to disclose our sources of information. No successful attempt has ever been made. If a personal notation for your report is desired -- each contributor will be given a "hot link" to your company Website in each & every report. Please take moment & report your "overside" containers to us. If you do not wish attribution, your entry will be "anonymous." This will will benefit our industry -- for obvious reasons! McD
* NOTE: The Cargo Letter wants you to know that by keeping the identity of our contributors 100% Confidential, you are able to view our continuing series of "Cargo Disasters." Our friends send us materials which benefit the industry. The materials are provided to our news publication with complete and enforceable confidentiality for the sender. In turn, we provide these materials to you.
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