The Frogfoot first flew in 1975 and could fly across short-range and low-level battlefields with advanced targeting systems. Since then, the dependable Frogfoot has seen action in several wars throughout the world, becoming the most cost-effective fighter deployed for ground attacks. 

Operational History

The Su-25 saw operational use in several conflicts. During the Soviet-Afghan war in 1981, the Su-25 was tasked with conducting air attacks on mountain military positions; 21 to 23 Su-25s were destroyed during this involvement.

The Iraqi Air Force also used the Frogfoot during the Iran-Iraq conflict (1980–1988) and the Gulf War (1991). During the Iran-Iraq conflict, one Su-25 was shot down by a surface-to-air missile, and two Su-25s were shot down by F-15C US aircraft.

The Su-25 was widely used during the first and second Chechen wars (1994–1995 and 1999–2000), with over 9,000 combat sorties flown. 

By the early 2000s, the Su-25 saw action in several global territories. Starting with the Ethiopian-Eritrean war on May 15, 2000, the conflicts between the Republic of Macedonia and Albanian separatists in 2001, the war in Darfur, and the Ivorian Civil War in 2004.

During the August 2008 battle, both combatant countries, Russia and Georgia, used the Frogfoot. It also took part in Russia’s military operation in Syria in 2015 and was used in Russia’s invasion of Ukraine in 2022.

Sukhoi Su-25 Specs

The Su-25 displayed high performance and good targeting precision starting with the trial operation. It was equipped with two aids to navigation systems and a proven targeting system. The RSDN-10 long-range navigation system was used for accurate positioning, and a new A-325 aid to navigation was used for tactical navigation.

Ten underwing hardpoints were used to carry the Su-25 armament so that the inboard hardpoints of each wing could carry four BD-3-25 pylons or MBD-2-67U multiple ejector racks from which all sorts of bombs, rockets, and gun pods could be deployed. The outboard hardpoints had a PD-62-8 pylon to house the R-60 or R-60M air-to-air missile. One RN-28 adjustable-yield nuclear bomb was added to arm the Soviet forces’ Sukhoi Su-25 versions.

Sukhoi Su-25 Production

The base variant of the Su-25 was produced between 1978 and 1989 to meet the needs of the Soviet air force for a ground-support aircraft. The definitive Su-25 had a longer fuselage, wider wings, and a taller fin. By the early 1990s, enhanced versions of the Soviet fighter Su-25 had been manufactured. Significant variants included the Su-25UB, SU-25BM, and Su-25T. 

Sukhoi Su-25 Performance

The Su-25 was powered by two Tumansky R-95sh twin-spool turbojet engines produced by the Ufa engine-building plant to run on all known varieties of kerosene and even diesel fuel. 

Both engines were separated by a 5mm thick firewall nacelle in the wing root. The R95sh had three low-pressure stage and five high-pressure stage compressors, an axial turbine, and a non-variable nozzle. Each engine gearbox houses generators, as well as hydraulic, oil, and fuel pumps. 

Sukhoi Su-25 Design

The Soviet fighter Sukhoi Su-25 was designed by the Sukhoi design bureau for the close air support (CAS) role. The Frogfoot fuselage was semi-monocoque, riveted, and slab-sided, with an all-welded titanium-armored cockpit, monolith panels creating integrated fuselage tanks, and multiple armor plates covering all critical equipment aboard.

Sukhoi Su-25 Comparisons

During the 1980s, the “Frogfoot” remained the backbone of the Soviet Union’s attack capabilities, and it was instrumental in the development of close-air attack fighters. 

Sukhoi Su-25 Variants

• Su-25: The basic single-seat version of the aircraft, it was produced between 1978 and 1989.
• Su-25K: A Su-25 variant used for commercial export. 
• Su-25UB: A combat trainer with two seats was developed for training flights of soviet pilots. 
• Su-25UBK: A Su-25UB trainer variant designed for export to nations that already have the Su-25K.
• Su-25UBP: It is a Su-25UB variant used as a naval trainer aircraft.
• Su-25UT:  Primary unarmed trainer (sometimes referred to as Su-28) 
• Su-25UTG:  Su-25UT-based naval trainer
• Su-25BM: An improved Su-25 model for ground assault operations featuring a long-range navigation system and two R-195 engines.
• Su-25T: This variant is capable of all-weather and night attacks, has improved sensors, and advanced avionics systems, and can use the KAB-500Kr TV-guided bomb.  

Similar fighters to the Sukhoi Su-25

Sukhoi Su-25 Vs A-10 Thunderbolt II: The Su-25 and the A-10 were both designed for close-air support missions. The Frogfoot had a faster cruising speed than the A-10 and could run on any kerosene or diesel fuel. It could also take off from close range. The A-10, on the other hand, can be refueled in flight and has a greater range and flight time than its Russian counterpart.

Primary Role: Infiltration, exfiltration, and resupply of special operations forces

“Combat Talon I” & “Combat Talon II”

The MC-130E/H aircraft provide global, day, night and adverse weather capability to infiltrate, resupply and exfiltrate U.S. and allied special operations forces.

The MC-130E “Combat Talon I” also has a deep penetrating helicopter refueling role during special operations missions. Some of the MC-130Es are equipped with the Fulton air recovery system; a safe, rapid method of recovering personnel or equipment from either land or water. It involves use of a large, helium-filled balloon used to raise a 450-foot (137m) nylon lift line. The MC-130E flies toward the lift line at 150 miles per hour (241km/h), snags it with scissors-like arms located on the aircraft nose and the person or equipment is lifted off, experiencing less shock than that caused by a parachute opening. Aircrew members then use a hydraulic winch to pull the person or equipment aboard through the open rear cargo door.

The MC-130H “Combat Talon II” conducts infiltrations into politically denied/sensitive defended areas to resupply or exfiltrate special operations forces and equipment. These missions are conducted in adverse weather at low-level and long range. The MC-130H is supported with organic depots for the aircraft, radar, radome, and mission computer.

Both aircraft are equipped with in-flight refueling equipment, terrain-following and terrain-avoidance radar, an inertial and global positioning satellite navigation system, and a high-speed aerial delivery system. The special navigation and aerial delivery systems are used to locate small drop zones and deliver personnel or equipment with greater accuracy and higher speeds than possible with a standard C-130. The aircraft also can penetrate hostile airspace at low altitudes, and crews are specially trained in night and adverse weather operations.

Combat Talons feature highly automated controls and displays to reduce crew size and workload. The cockpit and cargo areas are compatible with night vision goggles. The integrated control and display subsystem combines basic aircraft flight, tactical and mission sensor data into a comprehensive set of display formats that assist each operator in performing tasks efficiently.

On the MC-130H, the pilot and co-pilot displays on the cockpit instrument panel and the navigator/electronic warfare operator console on the aft portion of the flight deck each have two video displays and a data-entry keyboard. The electronic warfare operator also has a data-entry keyboard and two video displays, one of which is dedicated to electronic warfare data. The navigator uses radar ground map displays, forward-looking infrared displays, tabular mission management displays and equipment status information.

Since 1979, a number of MC-130H aircraft have been delivered to the USAF. These later models are equipped with more advanced avionics including the ALR-46 radar-warning receiver and ALE-27 chaff dispenser.

MC-130P

Primary Role: Aerial refueling of special operations forces helicopters

“Combat Shadow”

First flown in 1964, the aircraft has served many roles and missions. Originally designated as the HC-130N/P, Air Force Special Operations Command (AFSOC) aircraft designations were changed in February 1996 to align them with all other M-series special operations mission aircraft. All HC-130N/P aircraft not assigned to AFSOC have retained their rescue aircraft designation.

The MC-130P “Combat Shadow” flies clandestine or low-visibility, low-level missions into politically sensitive or hostile territory to provide air refueling for special operations helicopters. The MC-130P primarily flies its single or multi-ship missions at night to reduce detection and intercept by airborne threats. Secondary mission capabilities include airdrop of small special operations teams, small bundles, and zodiac and combat rubber raiding craft; as well as night-vision goggle takeoffs and landings, tactical airborne radar approaches and in-flight refueling as a receiver.

MC-130P “Combat Shadow” and MC-130E “Combat Talon I” aircraft have similar missions, but the E-models have more instruments designed for covert operations. Both aircraft fly infiltration/exfiltration missions airdrop or airland personnel and equipment in hostile territory. They also aerial refuel special operations helicopters and usually fly missions at night with aircrews using night-vision goggles. The “Combat Talon I”, however, has an electronic countermeasures suite and terrain-following radar that enables it to fly extremely low, counter enemy radar and penetrate deep into hostile territory.

When fully modified, the MC-130P will have a fully integrated inertial navigation and global positioning system (GPS), and night-vision goggle-compatible interior and exterior lighting. It will also have a forward-looking infrared radar, missile and radar warning receivers, chaff and flare dispensers, night-vision goggle compatible heads-up display, satellite and data burst communications, and in-flight refueling capability as a receiver.

One notable external feature is the large “blister” located on top of the aircraft’s fuselage, forward of the wing. Originally designed to house the Cook Electric re-entry tracking system, this feature has been removed and many of the aircraft have since lost the “blisters” as well.

Note: The U.S. Coast Guard operates the HC-130H variant. Primarily used for the role of maritime patrol/search and rescue, the HC-130H is not capable of refueling other aircraft in-flight.

From an early date, the Boeing C-135 was recognized as an excellent airframe for various special missions. One of these was strategic reconnaissance, using the aircraft’s capacious cabin to house large amounts of electronic equipment. Designated RC-135, these aircraft can be detached on a global basis to cover areas of the world where intelligence-gathering is required.

Several RC-135 versions are currently in service. Among these are three dedicated to general Signals Intelligence (Sigint) gathering. All feature large amounts of electronic recording and analyzing equipment on board, and have many aerials on the airframe, including slab-sided cheek fairings where many of the side-facing antennas are grouped. These serve the Automatic Elint Emitter Locator System (AEELS), which gathers signals from across the frequency spectrum, sifts out those of particular interest and relays data to operator stations in the cabin.

RC-135U “Combat Sent”

Two aircraft are designated RC-135U and are characterized by cheek fairings and additional fairings in the chin, boomer, wingtip, tailcone and fin-top positions. Until 1991 they were fitted with “towel rail” antennas above the cheek fairings, but these have been removed. The RC-135Us are believed to have special purposes within the Sigint fleet, and may also be used to trial new equipment.

RC-135V/W “Rivet Joint”

Eight aircraft are designated RC-135V, while six are the essentially similar RC-135W variant. These are the workhorses of the Sigint fleet and are distinguished by having extended “thimble” noses and large plate aerials under the center-section. External differences between the two variants are restricted to a lengthened cheek fairing on the W-model, which also lacks auxiliary air intakes on its engine pods.

Both aircraft are equipped with an extensive array of sophisticated intelligence gathering equipment enabling military specialists to monitor the electronic activity of adversaries. Also known as “RJ”, the aircraft are sometimes called “hogs” due to the extended “hog nose” and “hog cheeks”. “Rivet Joint” is an air refuelable theater asset with a nationally tasked priority. It collects, analyzes, reports, and exploits enemy BM/C4I. During most contingencies, it deploys to the theater of operations with the airborne elements of TACS (AWACS, ABCCC, Joint STARS, etc.) and is connected to the aircraft via datalinks and voice as required. The aircraft has secure UHF, VHF, HF, and SATCOM communications. Refined intelligence data can be transferred from “Rivet Joint” to AWACS through the Tactical Digital Information Link (TADIL/A) or into intelligence channels via satellite and the Tactical Information Broadcast Service (TIBS), which is a nearly real-time theater information broadcast.

RC-135s have been widely used in the 1990’s during Desert Storm, the occupation of Haiti, and more recently over Bosnia. Using automated and manual equipment, electronic and intelligence specialists can precisely locate, record and analyze much of what is being done in the electromagnetic spectrum. The fleet of 14 “Rivet Joint” aircraft increased to 15 in late-1999 with the addition of a converted C-135B.

RC-135S “Cobra Ball”

An altogether more specialized role is undertaken by three RC-135S aircraft which normally operate from Shemya Island, Alaska. In addition to “thimble” noses, electronic receivers mounted in cheek fairings and a teardrop-shaped fairing on the aft fuselage, these also have large circular windows in the fuselage for the photography of foreign ballistic-missile tests at long range. The intelligence equipment includes multiple infrared telescopes and is known as the Real Time Optical System (RTOS). These aircraft allow the U.S. to monitor every reentry vehicle flown from Russian test ranges, to determine the capabilities of each Russian missile, new or old.

Telemetry Intelligence (Telint) is the role of the “Cobra Ball”. With the decrease in foreign ICBM tests following the end of the Cold War, the RC-135Ss may adopt a theatre role spotting battlefield missiles. This is in response to the difficulties caused by the Iraqi “Scud” missiles during the Gulf War.

The RC-135 fleet has consistently proved of great value, both as a strategic reconnaissance tool during peacetime and as a more tactical asset during times of tension.

The McDonnell Douglas KC-10A Extender is an advanced aerial tanker and cargo aircraft designed to provide increased global mobility for U.S. armed forces. Although the KC-l0’s primary mission is aerial refueling, it can combine the tasks of a tanker and transport aircraft by refueling fighters and simultaneously carrying the fighter support personnel and equipment on overseas deployments.

McDonnell Douglas KC-10 Extender Background

Based on the McDonnell Douglas DC-10 Series 30CF Convertible Freighter, the KC-10A Extender emerged victorious in a contest with Boeing’s Model 747 aerial tanker variant to satisfy the U.S. Air Force’s Advanced Tanker Cargo Aircraft requirement. In December 1977, it was selected by the USAF based on integrated assessment of capability, price, life-cycle costs and technical features of the DC-10.

The KC-10’s maiden flight took place on 12 July 1980. The first aerial refueling occurred during testing on 30 October 1980, with the receiver aircraft a C-5 Galaxy. The first KC-10 was delivered to the USAF on 17 March 1981. The 60th and last was formally handed over on 29 November 1988.

In the mid-1990s, the major USAF reorganization that witnessed the elimination of the Strategic Air Command (SAC) resulted in the KC-10 Extender fleet being reassigned among units of the Air Mobility Command (AMC) and Air Combat Command (ACC), before all being controlled by AMC. All KC-10’s, apart from a single aircraft that was destroyed in a fire on the ground in September 1987, are still in service.

McDonnell Douglas KC-10 Extender Features

The KC-10 is powered by three General Electric CF6-50C2 high bypass-ratio turbofan engines, each generating 52,500 pounds of thrust. Versions of the CF6 engine family are installed on most of the DC-10s in commercial airline service and have compiled an impressive reliability record. One of the engines is mounted at the base of the tail above the aft fuselage, and the other two are installed on pylons beneath the wings, one on each side of the fuselage.

Although the KC-10 retains 88 percent of systems commonality with the DC-10-30, it has additional systems and equipment necessary for its Air Force mission. Additions include military avionics, director lights for receiver aircraft, an aerial refueling boom, an aerial refueling hose and drogue system, a 3-seat aerial refueling operator station (ARO) and an aerial refueling receptacle. Several aircraft in the KC-10 fleet have been modified with wing-mounted pods to further enhance aerial refueling capabilities. The hose and drogue WARP (Wing Air Refueling Pod) modification allows for the aerial refueling of two aircraft simultaneously. This is extremely helpful when refueling naval fighter groups – a fighter group can be refueled two at a time, reducing the waiting period of the other aircraft and allowing each aircraft to “save” fuel.

In addition to the DC-10’s standard wing and auxiliary tanks, the KC-10 has a bladder-type supplementary fuel tankage system which includes seven unpressurized integral-body fuel cells, four aft of the wing and three forward, all located in under-deck vented cavities. A crashworthy design makes use of keel beams and strategically placed energy absorption material to protect the tanks. Under-fuselage panels permit direct access to each cell for installation, removal, and system, maintenance and structural inspection. Combined, the tanks carry more than 356,000 pounds (160,200kg) of fuel – almost twice as much as the KC-135 Stratotanker.

During boom refueling operations, fuel is transferred to the receiver aircraft at a maximum rate of 1,100 gallons (4,180 liters) per minute; the hose and drogue refueling maximum rate is 470 gallons (1,786 liters) per minute. The KC-10 can be air-refueled by a KC-135 or another KC-10 to increase its delivery range.

The aerial refueling operator’s station in the KC-10, located aft of the rearward lower fuselage fuel tanks, features improvements in comfort, viewing capability, and environment. Instead of assuming the prone position required by the KC-135, the refueling operator sits in an aft-facing crew seat. Station equipment includes handy refueling controls, a wide viewing window facing aft and additional periscope-type viewing arrangements for traffic management. Accessible from the upper deck, the ARO station is pressurized and has independent thermal control, a quiet environment and an arrangement suited for both training and operational missions. While refueling requires only one operator, two additional seats are provided to accommodate an instructor and an observer.

For cargo-handling, the KC-10 is equipped with a large, upward-hinging cargo door, located on the left side of the forward fuselage, which provides the capability to transport a significant portion of the tactical support equipment of fighter squadrons. The cargo loading system, adapted in part from the commercial DC-10 freighter, has been enhanced with the addition of powered rollers, powered winch provisions for assistance in fore and aft movement of cargo, and an extended ball mat area to permit loading of larger items. The cargo compartment can accommodate loads ranging from 27 pallets to a mix of 17 pallets and 75 passengers. In an all-cargo configuration, the KC-10 accommodates 25 standard 88 x 108-inch 463L cargo pallets in the cabin with aisles down both sides, or 27 pallets with a single aisle.

Other modifications to the aircraft include elimination of most upper deck windows and lower deck cargo doors, and provisions for additional crew. Several configurations exist for personnel and crew accommodations. One arrangement is for a crew of five, plus six seats for additional crew and four bunks. The same area also has space for the installation of 14 more seats for support personnel. In another arrangement, the bunks can be shifted rearward, making room for 55 more support personnel, along with the necessary utility, lavatory and stowage modules, raising the capacity to a total of 80 crew and support personnel. Although all eight of the DC-10 upper deck passenger doors are installed as standard, three are deactivated. Normal entry and exit are through the two forward passenger doors on each side, and the aft right-hand door is available as a ground emergency exit for people in the aerial refueling operator’s station.

McDonnell Douglas KC-10 Extender Statistics

During Operations Desert Shield and Desert Storm (1990-91), the KC-10 fleet provided inflight refueling to aircraft from all branches of the U.S. armed forces as well as those of coalition forces. This allowed for continued air operations without costly and time-consuming ground refueling. Aerial refueling was key to the rapid airlift of materiel and forces. In addition to refueling airlift aircraft, the KC-10, along with the smaller KC-135, moved thousands of tons of cargo and thousands of troops in support of the massive Persian Gulf build-up. The KC-10 and the KC-135 conducted about 51,700 separate aerial refueling operations and delivered over 125 million gallons (475 million liters) of fuel without missing a single scheduled rendezvous.

McDonnell Douglas KC-10 Extender Specifications

The Antonov An-124 Ruslan was designed in the mid-1970s to replace the turboprop-powered Antonov An-22. It is slightly larger than its U.S. counterpart, the Lockheed C-5 Galaxy, but smaller than the An-225 “Cossack” which was originally designed to carry the Russian space shuttle. The first prototype (SSSR 82002, Number 318) flew on 26 December 1982 and made its public debut at the Paris Air Show in 1985. It entered active service with Aeroflot in 1986.

Except for having a low-mounted tailplane, the An-124’s general configuration is very similar to that of the C-5. It has an upward-hinged visor-type nose and rear fuselage ramp/door configuration to allow front and rear drive-on loading/unloading. Unlike the Galaxy, loads are positioned using two electric traveling cranes with a total lifting capacity of 44,100 pounds (20,000kg).

The upper-deck is pressurized and can accommodate 88 troops/passengers in the rear section, aft of the wing. The lower-deck, primarily for freight, is pressurized to a lower differential than the upper-deck and cannot be used normally for passenger carrying.

The 24-wheel landing gear system (two nose and ten main wheel bogies, five per side, each with two wheels) enables the aircraft to operate from unprepared fields, hard packed snow, and ice-covered swampland. It also has a “kneeling” capability which aides in loading/unloading operations.

All electrical systems are quadruple redundant and provide the capability to execute airlift and airdrop missions by day or night, in visual flight rules (VFR) and instrument flight rules (IFR) weather conditions. There are 34 computers functioning aboard the aircraft, combined into four main systems: navigation, automatic piloting, remote control and monitoring.

The integrated flight control and aiming-navigation system is comprised of an autonomous navigation system, altitude and airspeed indicating system, combat formation flight control equipment, short-range radio navigation and landing system, global positioning system (GPS), automatic radio compass, ground surveillance radar, forward-looking weather radar, optical and TV sight, and IFF equipment.

On 26 July 1985, the An-124 set 21 official records by lifting a payload of 377,473 pounds (171,219kg) to an altitude of 35,269 feet (10,750m).

Specifications

During the 1950s the versatile Lockheed C-130 Hercules was originally designed as an assault transport but was adapted for a variety of missions, including: special operations (low-level and attack), close air support and air interdiction, mid-air space capsule recovery, search and rescue (SAR), aerial refueling of helicopters, weather mapping and reconnaissance, electronic surveillance, fire fighting, aerial spraying, Arctic/Antarctic ice resupply and natural disaster relief missions.

Currently, the Hercules primarily performs the intratheater portion of the tactical airlift mission. This medium-range aircraft is capable of operating from rough, dirt strips and is the prime transport for paratroop and equipment drops into hostile areas.

Background

On 23 August 1954, the first of two YC-130A test aircraft (#53-3397) made its maiden flight. 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 30 years. The aircraft type currently serves in over 60 foreign countries and is expected to remain in production well into the 21st century.

U.S. Air Force

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.

* 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.

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.

• 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.
• 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.

Interesting Efforts

C-130 Hercules Lands on U.S.S. Forrestal

When one reviews the encyclopedic range of accomplishments by the C-130 Hercules and its valiant aircrews over the years, surely one of the most astounding took place in October of 1963 when the U.S. Navy successfully landed a Marine Corps KC-130 on the deck of an aircraft carrier.

Operation ‘Credible Sport’

In 1980, following the failure of Operation “Eagle Claw” (aka Desert One) the U.S. military made radical modifications to a C-130H Hercules so it could take off and land almost like a helicopter. The aircraft was equipped with lift rockets slanting downward, slowdown rockets facing forward, missile motors facing backward, and still more rockets to stabilize the plane as it touched down. The mission land in a Tehran soccer stadium, rescue 53 American hostages held captive in Iran, and get out…FAST!

Two aircraft received these special modifications and were redesignated YMC-130H. The first modified plane (#74-1683), created in just a couple of months, crashed on the runway during a training exercise after a rocket discharged prematurely and ripped off the aircraft’s right wing. The second modified plane (#74-1686) was never used and is now on display at Robins AFB in Georgia.

Specifications

Global Airlift:  Anything, Anytime, Anywhere

The Lockheed C-5 Galaxy is a heavy logistics military transport aircraft designed to provide world-wide massive strategic airlift. The CONUS-based fleet can provide delivery of palletized, oversized and outsized cargo, as well as passengers or combat-ready troops, anywhere in the world on short notice. The aircraft can takeoff and land in relatively short distances and taxi on substandard surfaces during emergency operations. The C-5 also plays a limited role in the airdrop and special operations arenas.

Lockheed C-5 Galaxy Background

In 1963, realizing that they needed a jet-powered replacement for the exhausted, turboprop-powered C-133 Cargomaster, the United States Air Force began to study very large logistic transports. After reviewing several airframe designs, they eventually choose one similar to that of the C-141A Starlifter featuring a high-set wing (swept 25 degrees), four underwing jet engines and a T-tail.

This enormous aircraft, first known as the CX-HLS (Cargo Experimental-Heavy Logistics System) transport, was required to carry a payload of 125,000 pounds (56,700kg) over a distance of 8,000 miles (12,875km), or twice that load over a shorter distance. It also had to be able to operate, at maximum weight capacity, from the same runway lengths and semi-prepared runways as the C-141A (8,000 feet (2,438m) takeoff / 4,000 feet (1,219m) landing). Another major requirement, and the most controversial, was the design-life factor for the wing; it must survive for 30,000 flying hours.

The design competition was between Boeing (which entered its initial designs for the Model 747, before it was incorporated as a commercial passenger carrier), Douglas and Lockheed-Georgia. Lockheed won the contract in October 1965 with a design that was an extension of the company’s Hercules/Starlifter series. With a gross weight of 764,500 pounds (346,771kg), Lockheed’s Model 500, later designated C-5A Galaxy, dwarfed not only other Air Force transports but also every other type of aircraft in existence.

Construction of the prototype began in August 1966. The first C-5A Galaxy (#66-8303) was “rolled out” on 2 March 1968 and prepared for initial flight trials at Lockheed’s Marietta plant, located adjacent to Dobbins AFB in Georgia. The maiden flight took place on 30 June 1968 and lasted 94 minutes; Lockheed pilots Leo J. Sullivan and Walter E. Hensleigh were at the controls. (Note: This aircraft was lost following a ground fire on 17 October 1970.)

The first phase of manufacturer’s flight trials proceeded without major problems (except for the loss of a main wheel during a routine landing; the media had a field day with this event). In July 1969, full-scale structural ground static tests resulted in a premature wing failure at 84 percent of the scheduled maximum design load. Nevertheless, while corrective measures were devised, flight tests proceeded in Georgia and California, where the 2nd C-5A had been delivered to Edwards AFB on 4 June 1969 to take part in the 6-month joint Air Force/contractor Category I testing.

C-5A

Commonly described as, “The Box That The C-141 Came In,” the C-5A Galaxy was presented to the United States Air Force, for training purposes, in December 1969. The first operational aircraft were delivered to the 437th Military Airlift Wing (MAW), Charleston AFB, SC, in June 1970.

In the mid-1970s, wing cracks were found throughout the fleet. Consequently, all C-5A aircraft were restricted to a maximum of 50,000 pounds (22,680kg) of cargo each. To increase their lifting capability and service life, 77 C-5As underwent a re-winging program from 1981 to 1987. (In the redesigned wing, a new aluminum alloy was used that didn’t exist ten years prior.) The final re-winged C-5A was delivered in July 1986.

C-5B

In 1982, a new production version, the C-5B, was authorized in which all modifications and improvements evolved in the C-5A program were to be incorporated, including upgraded TF-39-GE-1C turbofan engines, extended-life wings, Bendix color weather radar, triple Delco inertial navigation systems (INS), an improved automated flight control system (AFCS) and a new, more advanced Malfunction Detection Analysis and Recording System (MADAR II). The C-5B dispensed with the C-5A’s complex crosswind landing gear system.

The first flight of the C-5B (#83-1285) took place on 10 September 1985. Delivery of the 50 new aircraft commenced in January 1986 and ended in April 1989. All C-5Bs are scheduled to remain in the active duty force, shared by comparably sized Air Force Reserve associate units.

C-5C

In the late-1980s, NASA had two C-5As (#68-0213 & #68-0216) modified to accommodate complete satellite and space station components. In each aircraft, the troop compartment, located in the aft upper deck, was removed and the aft cargo-door complex was modified to increase the dimensions of the cargo compartment’s aft loading area. Both aircraft are currently assigned to Travis AFB in Fairfield, California and have been redesignated as C-models. (Some unofficial sources claim this modification also enables the C-5C to be used for covert transportation of classified material between Lockheed’s Skunk Works in California and the test center at Groom Lake, Nevada, also known as Area 51. Lockheed and the U.S. government will neither confirm nor deny the authenticity of this speculation.)

Until the introduction of the Russian An-124 “Condor” (1982), the C-5A Galaxy was the largest and heaviest aircraft in the world. With its massive payload capacity, it has the capability to carry fully-equipped, combat-ready troops to any area of the world on short notice and provide the field support necessary to maintain a fighting force. Since 1970, it has opened unprecedented dimensions of strategic airlift in support of national defense and is invaluable to the Air Force mission and world-wide humanitarian relief efforts.

Lockheed C-5 Galaxy Features

• Exterior Setup – Four turbofan jet engines, high-set wing (swept 25 degrees), T-tail, forward and rear cargo loading assemblies, and a visor-type upward-hinged nose.
  
• Upper-Deck Accommodations – The forward upper deck (flight deck) seats a cockpit crew of six, a relief crew of seven, and eight dignitaries or couriers; it also has two bunk rooms with three beds in each. The rear upper deck (troop compartment) seats 73 passengers and two loadmasters. Both upper deck compartments are fully pressurized, air-conditioned and incorporate galleys for food preparation and lavatories.
  
• Cargo Compartment – Capacity: 36 fully-loaded 463L-type cargo pallets (88″ x 108″ @ 10,000 pound (4,536kg) capacity); 270 passengers in the air-bus configuration*; six transcontinental buses; two M1-A1 Abrams main battle tanks; seven UH-1 Huey helicopters; one U.S. Army 74-ton mobile scissors bridge. (A combination of pallets and wheeled vehicles can be carried together when required.)The Galaxy’s massive cargo compartment, with its upward-hinged visor in the nose and outward-opening “clamshell” doors in the rear, accommodates drive-through loading/unloading of wheeled or tracked vehicles using full-width ramps at each end. To accommodate faster, easier loading of outsized or unpowered equipment, each ramp contains an internally-housed winch. For rapid handling of palletized equipment, the forward and rear ramp assemblies can be repositioned to truckbed height, approximately 10 feet (3.0m) above the ground, and the entire cargo floor converted into a rollerized conveyor system. Thirty-six standard 463L cargo pallets can be loaded aboard in about 90 minutes. When palletized cargo is not being carried, the roller conveyors can be turned over to leave a smooth, flat surface to accommodate wheeled or tracked vehicles. The C-5 Galaxy has a 121 foot long cargo floor (one foot longer than the Wright Brothers first flight at Kitty Hawk, North Carolina) and nearly 35,000 cubic feet of available cargo space five times greater than that of the C-141A Starlifter! The entire cargo compartment is pressurized and air-conditioned.* The C-5 only carries passengers or troops in the lower-deck cargo compartment during emergency operations or on special missions authorized by Headquarters AMC.
  
• Landing Gear – The enormous C-5 Galaxy has a very unique landing gear system consisting of a single nose strut, four main bogeys and a total of 28 wheels. The complex system offers “high flotation” capability for unpaved surfaces, freewheel castoring to facilitate ground maneuvering, and an offset swiveling capability (20 degrees left or right) for crosswind landings**. The landing gear system also has the capability of raising each set of wheels individually for simplified tire changes or brake maintenance. Size aside, the aircraft can takeoff or land just about anywhere in the world. To provide maximum logistical flexibility, the C-5’s landing gear assembly also has a three-position “kneeling” system, which can be utilized to lower the aircraft’s cargo floor to truckbed height. “Kneeling” of the aircraft is especially needed when loading outsized or long wheel-based equipment because it reduces the angle of the forward or aft ramp critical areas.** Not adapted to the second production B-model aircraft, and has since been removed from all A-models.
  
• Power Sources – The electrical system has four engine-driven generators, each powerful enough to supply the aircraft with sufficient electricity. Each of the two main landing gear pods carries an auxiliary power unit (APU) and air turbine motor (ATM) to supply electric/pneumatic and hydraulic power, respectively, for engine starts, ground air conditioning and heating, main landing gear kneeling operations, and forward/aft cargo door operations.
  
• Engines – Four General Electric TF39-GE-1C turbofan engines, rated at 41,000 pounds (183kN) of thrust each, mounted on pylons under the wings power the C-5 Galaxy. Each engine pod is nearly 27 feet (8.2m) long, weighs 7,900 pounds (3,583kg) and has an air intake diameter of more than 8.5 feet (2.6m).During engine development, a Boeing B-52E (#57-0119) was modified for use as an engine testbed. The engine was mounted on the right inboard pylon in place of the two J57s normally installed there. The single TF-39 turbofan had nearly as much thrust as four standard J57 turbojets.
  
• Fuel Capacity – The C-5 Galaxy has 12 integral wing tanks with a capacity of 51,450 gallons (332,500 pounds) of fuel enough to fill more than six standard railroad tankers!
  
• Inflight Refueling Capability – The C-5A Galaxy was the first transport aircraft to incorporate inflight refueling capability as an original design feature. The ability to aerial refuel allows the aircraft to stay airborne indefinitely. With aerial refueling, crew endurance is the only limit to the aircraft’s range. (Relief crews are carried on long flights to minimize the crew fatigue factor.)
  
• MADAR – An automatic trouble-shooting system constantly monitors more than 800 test points in the various subsystems of the aircraft. The Malfunction Detection Analysis and Recording System (MADAR) uses a digital computer to identify malfunctions in replaceable units. Failure and trend information is recorded on magnetic tape for analysis.
  
• Avionics – The C-5 Galaxy has sophisticated communications equipment and a triple inertial navigation system (INS), making it nearly self-sufficient. It can operate without using ground-based navigational aids.
  
• Countermeasures – Under the Pacer Snow project, two C-5s received installation of ALE-40 flare dispensers and an AAR-47 missile warning system to provide a measure of self-defense.

Lockheed C-5 Galaxy Statistics

The C-5 Galaxy is specifically designed to transport all types of military fighting equipment and associated personnel. The entire spectrum of military inventory, anything and everything that the Army ever intended to be airlifted rolling and tracked armored equipment (including main battle tanks), bridge launchers, helicopters, bulk cargo, troops, etc. can be transported swiftly and efficiently aboard the C-5. inflight refueling capability gives the aircraft nearly unlimited range and increases its flexibility for troop and cargo delivery.

In the airdrop arena, the C-5 Galaxy is capable of delivering up to 60,000 pounds (27,216kg) of equipment per drop. Standard airdrop operations include the following types of hardware: Hummers, Bradleys, tanks, road graters and Howitzers. The C-5’s aerial-delivery system is compatible with airdrop platforms of 8, 12, 16, 20, 24, 28 and 32 feet in length. Most personnel drops consist of 73 combat-ready troops.

In 1984, a re-winged C-5A flew at a then world record gross weight of 920,836 pounds (417,684kg) after being air refueled. Less than five years later, a C-5B set a new airdrop record of 190,493 (86,406kg) pounds. The drop, consisting of four 42,000 pound (19,051kg) Sheridan tanks and 73 combat-ready troops, occurred over Fort Bragg, North Carolina on 7 June 1989. The C-5 Galaxy also holds the “unofficial” world record for the heaviest drop over a single zone … two 60,000 pound (27,216kg) platforms.

The most dramatic display of the Galaxy’s capability and value was during operations Desert Shield and Desert Storm. Galaxies comprised only 12 percent of the combined airlift fleet, yet they carried 44 percent of all airlift cargo and flew 23 percent of all strategic airlift missions. Ninety percent of Air Force C-5s were used in Desert Shield/Storm, the rest were flying high-priority missions elsewhere around the world.

Overall, the strategic airlift to the Persian Gulf was the largest since World War II. By the cease-fire, Air Force airlifters had moved 482,000 passengers and 513,000 tons of cargo. Viewed in ton miles, the airlift of Operation Desert Shield/Storm was equivalent to repeating the Berlin Airlift, a 56-week operation, every six weeks.

Modernization of the Lockheed C-5 Galaxy

The U.S. Air Force took delivery of the first C-5A in 1969. The fleet was later retrofitted with a new wing in the mid-1980s. With a projected structural service life of over 50,000 hours, structurally, the C-5 could last well into the 21st century, depending on the model and other factors. However, system obsolescence, reliability and maintainability, operating costs, impacts of corrosion, and required repairs all factor in the service life of an aircraft. Currently, the C-5 has the highest operating cost of any Air Force weapon system.

While the C-5 Galaxy has been the backbone of America’s strategic airlift fleet since the early-1970s, reliability rates are dropping because the engines and avionics are showing their age. However, testing and analysis reveal that the C-5 has 80 percent of its structural service life remaining. With modernization, “C-5 operators can realize a 34 percent less cost-per-flying-hour and 44 percent less cost-per-ton-mile of cargo all at 20 percent of the cost of comparable new aircraft.”

Lockheed Martin has submitted a proposal to the C-5 Galaxy Modernization Program to replace existing avionics with a modern, highly-reliable digitalized system on all 126 C-5s in the U.S. Air Force fleet. Partnered with LMAS, Honeywell Defense Avionics Systems is providing a Versatile Integrated Avionics package, an FAA-certified system developed by its commercial sister divisions that is the latest implementation of Honeywell’s integrated modular avionics technology.

Modernization of the Galaxy’s propulsion system would be a follow-on program to the avionics modernization. While the U.S. government has not authorized funds for a new C-5 powerplant until 2003, the program could be moved up after an Analysis of Alternatives has been completed.

Lockheed Martin is teaming with GE Aircraft Engines to offer a new propulsion system anchored by the popular General Electric CF6-80C2 engine. Backed by more than 40 million hours in service, the CF6-80C2 engine can assure operators “like new” aircraft reliability and dramatically improved performance.

With the CF6 engines, the C-5’s initial cruise ceiling will increase from 24,000 feet to 33,000 feet. Also, the new engines will provide the Galaxy with 22 percent greater takeoff thrust, 30 percent less takeoff roll, and 58 percent less time-to-climb than with the C-5’s current TF39 engines while operating at a 17 percent derate.

Lockheed C-5 Galaxy Specifications

Lockheed C-5 Galaxy Fun Facts

• The interior and exterior paint on the C-5 weighs 2,600 pounds.
• The distance of the first flight by the Wright brothers was less than the length of the C-5 cargo floor.
• The cargo compartment of the C-5 will hold 100 model 113 (Beetle) Volkswagens, 106 Vegas, 90 Ramblers, 58 Cadillacs, or 6 standard Greyhound buses.
• More than 100 miles of wiring are required to functionally operate all C-5 aircraft systems.
• The C-5 carries enough fuel for the average American car to make 130 round trips between New York and Los Angeles, or 31 trips around the world.
• Each C-5 engine gulps approximately 42 tons of air per minute.
• The cargo compartment of the C-5 is large enough to hold an eight-lane bowling alley.
• The total engine power of a C-5 equals that produced by 800 average cars.
• Each C-5 tire wears down approximately 0.002 inches per landing.
• Each C-5 wheel brake wears down approximately 0.0005 inches per landing.
• The C-5 contains over five miles of control cables.
• The C-5 can carry 25,844,746 ping pong balls.
• The C-5 can carry 328,301,674 aspirin tablets.
• The C-5 can carry 3,222,857 tortillas.
• Each wing of the C-5 weighs over 40,000, which is equivalent to the weight of a C-130, minus engines.
• Each C-5 contains over four miles of tubing.
• The C-5 can haul 3,934 bushels of wheat.
• The C-5 cargo area is able to carry more automobiles than 13 transport trucks, or two “car-carrying” freight cars.
• Each C-5 engine nacelle is 1 ½ times the length of a Cadillac, large enough to garage a Mustang.
• Fuel capacity of the C-5, 49,000 gallons, would empty 6 ½ rail tank cars.
• Also, its fuel capacity is equal to the volume of an average five-room house.
• Tires on the C-5, (24 on the main landing gear, 4 on the nose landing gear), weigh 4,214 pounds.
• A full C-5 load of first class mail, (at one ounce per letter/37 cents per letter) would require $1,391,200 in postage.
• The environmental control systems of the C-5 has a total cooling capacity of 24 tons; enough to air condition eight average sized homes.
• Fuel weight of the C-5 is about equal to the maximum gross weight of the C-141A model.
• If all the exposed surfaces of the C-5, which is computed to be 33,526.6 square feet, were covered in ice of uniform 1/16″ thickness, it would weigh 9,778.6 pounds.
• Christopher Columbus’ entire three ship crew of 90 could have ridden comfortably in the upper deck of the C-5, leaving the whole cargo compartment for horses, chickens, goats, and trinkets for the Indians.
• Theoretically, the C-5 can hold 2,419,558 golf balls, provided they are not in containers or otherwise restrained.
• There are approximately 1,658,800 fasteners in the C-5 aircraft. They are located as follows: wings-411,900; fuselage-1,182,000; empennage-64,900.

The Boeing C-17 Globemaster III is capable of rapid strategic delivery of troops and cargo to main operating bases, or directly to forward bases in the deployment area. The aircraft is also able to perform tactical airlift and airdrop missions when required. The inherent flexibility and performance characteristics of the C-17 force improves the ability of the total airlift system to fulfill the worldwide air mobility requirements of the United States.

Boeing C-17 Globemaster III Background

In December 1979, the Department of Defense initiated the Cargo-Experimental (C-X) competition to identify a new jet-powered strategic airlifter incorporating exceptional field performance capabilities, a cabin offering large-volume capacity, and a rear loading assembly to accommodate wheeled or tracked vehicles. Also, the aircraft must be capable of airlifting or airdropping outsize loads, including armored vehicles, directly into a combat zone.

Boeing (then McDonnell Douglas) was selected as the prime contractor in August 1981. However, the full-scale engineering and development contract was not signed until December 1985. The winning design, designated the C-17 Globemaster III, incorporated many features proven earlier on the YC-15, a McDonnell Douglas aircraft developed and flight tested in the 1970s as part of the Advanced Medium Short Takeoff and Landing Transport (AMST) program.

The C-17 program was restructured in 1990 following the OSD Major Aircraft Review, reducing the planned buy from 210 to 120 aircraft. After several delays, the first C-17A (T-1 #87-0025) successfully accomplished its maiden flight on 15 September 1991, and deliveries to the 17th Airlift Squadron (AS) at Charleston AFB, SC began on 14 June 1993. On 17 January 1995, the squadron was declared operationally ready. The 14th and 15th Airlift Squadrons soon followed as the wing continued to receive new Globemaster IIIs. Eight C-17s have been delivered to the 97th Air Mobility Wing at Altus AFB, OK, where initial aircrew training occurs. McChord AFB in Tacoma, WA is now receiving new C-17s. McChord’s 62nd Airlift Wing will receive 48 of the versatile airlifters, which will also be operated by McChord’s reserve unit, the 446th Airlift Wing. The Air National Guard unit in Jackson, MS, will also receive C-17s in the future.

The C-17 is possibly the most flexible airlift aircraft to enter the Air Force inventory since the C-130 Hercules. The ultimate measure of airlift effectiveness is the ability to rapidly project and sustain an effective combat force close to a potential battle area. Threats to U.S. interests have changed in recent years, and the size and weight of U.S. mechanized firepower and equipment have grown in response to the improved capabilities of potential adversaries. This trend has significantly increased air mobility requirements, particularly in the area of large or heavy outsized cargo. As a result, additional airlift is needed to meet potential armed contingencies, peacekeeping or humanitarian missions worldwide.

Since 1995, the fleet has amassed more than 250,000 flying hours. The C-17 has been involved in numerous contingency operations, including flying troops and equipment to Operation Joint Endeavor to support peacekeeping in Bosnia and Allied Force Operation in Kosovo. In 1998, eight C-17s completed the longest airdrop mission in history, flying more than 8,000 nautical miles from the United States to Central Asia, dropping troops and equipment after more than 19 hours in the air, a feat repeated in 2000.

Boeing C-17 Globemaster III Features

The C-17 incorporates many of the military jet transport standards a high-set wing (swept 25 degrees), T-tail, rear cargo-loading assembly and heavy-duty retractable landing gear with fuselage blister fairings. The aircraft also features a state-of-the-art “glass cockpit” (with four multi-function displays and a HUD for each pilot), a GEC fly-by-wire control system (featuring a stick rather than the conventional yoke), four high-performance turbofan engines, an advanced supercritical wing section, winglets, and a “blown-flap” system. Maximum use has been made of off-the-shelf and commercial equipment, including Air Force-standardized avionics. The aircraft is operated by a crew of three (pilot, co-pilot and loadmaster).

With a payload of 160,000 pounds, the C-17 can take off from a 7,600-foot airfield, fly 2,400 nautical miles, land on a small austere airfield in 3,000 feet or less. It can be refueled in flight.

• Cargo Compartment – Capacity: 18 fully-loaded 463L-type cargo pallets (88″ x 108″ @ 10,000 pound (4,536kg) capacity); up to 40 containers for Container Delivery System (CDS) airdrops; 102 troops; 48 litter and 54 ambulatory patients and attendants; three AH-64A Apache helicopters; one main battle tank; three Bradley armored vehicles. (A combination of pallets and wheeled vehicles can be carried together when required.)Able to accommodate nearly 100 percent more cargo volume than the C-141B Starlifter, the C-17 can carry virtually all of the Army’s air-transportable, outsized combat equipment. It is also able to airdrop paratroopers and cargo. All cargo is loaded through a large ramp/door assembly in the rear of the aircraft.
• Engines – The C-17 is powered by four fully-reversible Pratt & Whitney PW2040 series turbofans, designated as F117-PW-100 by the Air Force. Each engine is rated at 40,440 pounds (180kN) of thrust and employ thrust reversers that direct the flow of air upward and forward to avoid ingestion of dust and debris.
• Supercritical Wing – Like other military transports, the C-17 uses a “supercritical” wing. These are advanced airfoil designs that enhance the range, cruising speed, and fuel efficiency of jet aircraft by producing weaker shock waves that create less drag and permit high efficiency.
• Winglets – In the mid-1970s, the NASA-Langley Research Center developed the winglet concept through wind tunnel research. Winglets are small, wing-like vertical surfaces at each wingtip of an aircraft that enable the airplane to fly with greater efficiency. They curve flow at the wingtip to produce a forward force on the airplane, similar to the sail on a sail boat. Each C-17 winglet spans 9 feet, 4 inches.
• Powered Lift & STOL Capability – A key element of the C-17 is the special flap system, first developed by a team of researchers at NASA-Langley in the mid-1950s and later demonstrated on the YC-15 prototype. The externally “blown-flap” or “powered-lift” system enables the aircraft to make slow, steep approaches with heavy cargo loads. With this powered-lift system, the engine exhaust flow is directed below and through slotted flaps to produce additional lifting force and allow steeper landing descents. Short Take Off and Landing (STOL) capability is achieved when the trailing-edge flaps are extended into the exhaust flow from the engines during takeoffs and landings. The engine exhaust is deflected downward by the slotted-flaps to augment the wing lift. This allows aircraft with “blown flaps” to operate at roughly twice the lift coefficient of that of conventional jet transport aircraft. The C-17 can operate on small, austere airfields with runways as short as 3,000 feet (914m) and as narrow as 90 feet (27.4m) wide, and can complete a 180-degree three-point “star” turn within 80 feet (24.4m). Also, when fully loaded, the aircraft is capable of backing up a 2 percent gradient slope using the directed flow thrust reversers.
• Composite Materials – Sixteen-thousand pounds of composite materials have been applied to the C-17. Several of the major control surface and secondary structural components of the aircraft are made of composites. The most direct contribution to C-17 applications was the development of the DC-10 graphite-epoxy upper aft rudders. These rudders have accumulated more than 500,000 flight hours since they were introduced into regular airline service in 1976. The high-time rudder alone has flown for 75,000 hours. The control surfaces of the C-17 follow the same multi-rib configuration as the DC-10 rudders.
• Landing Gear – The C-17’s landing gear system consists of a single nose strut with two wheels and two twin-strut tandem gear assemblies, one per side with three wheels per strut. The aircraft can takeoff or land just about anywhere in the world.
• Missile Warning & Fare Dispensing – The C-17 is equipped with Tracor AN/ALE-47 countermeasure flare dispensers and the Lockheed Martin/Alliant Techsystems AN/AAR-47 missile warning system. The AN/AAR-47 is a passive missile warning system with a suite of surface-mounted thermal sensors around the aircraft which detect the thermal signature of the missile exhaust plume. Frequency selection and signal processing techniques are used to minimize the “false alarm” rate. The system provides a warning to the crew, via the cockpit indicator unit, of the presence and direction of the missile threat. A signal is automatically sent to the ALE-47 countermeasures dispenser.AN/ALE-47 is capable of carrying a mix of expendable countermeasures including jammers. The system directly interfaces with the aircraft’s sensors. The aircrew can select the mode of operation of the dispenser for fully automatic, semi-automatic or manual operation. The cockpit control unit can be used to input mission data together with the numbers and types of expendable countermeasures systems loaded into the ALE-47. The cockpit controller updates and displays the status of the dispenser and the numbers and types of countermeasures remaining. The ALE-47 is capable of dispensing the new generation active expendable decoys POET and GEN-X in addition to the conventional chaff and flare decoys which are compatible with the previous generation ALE-40 and ALE-39 dispensers.

Boeing C-17 Globemaster III Service Life

Based on a buy of 120 aircraft, the last C-17 will be delivered in November 2004. The original specification from McDonnell Douglas defined a service life of 30,000 hours. Modification programs will keep the aircraft in line with current and future requirements for threat avoidance, navigation, communications, and enhanced capabilities. These modifications should include global air traffic management (GATM) and automatic dependent surveillance to meet anticipated navigation requirements. Commercially available avionics and mission computer upgrades are being investigated to reduce life-cycle costs and improve performance. Also, upgraded communication systems to enhance worldwide voice and data (including secure) transmission will support command and control.

Records

The C-17 currently holds over 20 world-class airlift records, including payload to altitude time-to-climb, and the Short TakeOff and Landing (STOL) mark in which the C-17 took off in less than 1,400 feet (427m), carried a payload of 44,000 pounds (19,958kg) to altitude, and landed in less than 1,400 feet (427m).

In 1998, eight C-17s completed the longest airdrop mission in history, flying more than 8,000 nautical miles (14,816km) from the United States to Central Asia, then dropping troops and equipment after more than 19 hours in the air.

Boeing C-17 Globemaster III Specifications

“Hurricane Hunters”

The WC-130 Hercules is a modified version of the C-130 transport configured with computerized weather instrumentation for penetration of severe storms to obtain data on storm movements, dimensions and intensity. The WC-130B became operational in 1959, the WC-130E in 1962, the WC-130H in 1964, followed by the WC-130J in 1999.

The WC-130 provides vital tropical cyclone forecasting information. It penetrates tropical cyclones and hurricanes at altitudes ranging from 500 to 10,000 feet (152-3,048m) above the ocean surface to collect meteorological data in the vortex, or eye, of the storm. The aircraft normally flies a radius of about 100 miles (161km) from the vortex to collect detailed data about the structure of the tropical cyclone. The information collected makes possible advance warning of hurricanes and typhoons, and increases the accuracy of hurricane predictions and warnings by 30 percent. Collected data are relayed directly to the National Hurricane Center in Miami, Florida.

The WC-130 is capable of staying aloft almost 18 hours at an optimum cruise speed of more than 300 miles per hour. An average weather reconnaissance mission might last 11 hours and cover almost 3,500 miles (5,633km). The crew collects and reports weather data every 30 seconds.

From the flight deck, the aerial reconnaissance weather officer operates the computerized weather reconnaissance equipment to measure outside air temperature, dew point (humidity), altitude of the aircraft and barometric pressure at that height. The weather officer also evaluates other meteorological conditions such as turbulence, icing, visibility, cloud types and amounts, and ocean surface winds.

Other special equipment on board the WC-130 includes the dropsonde. This is a cylindrically-shaped instrument about 16 inches (40.6cm) long and 3.25 inches (8.3cm) in diameter. The dropsonde is equipped with a high frequency radio and other sensing devices and is released from the rear of the aircraft about every 400 miles (644km), and each pass through the eye. As the instrument descends to the ocean surface, it measures and relays to the aircraft a vertical atmospheric profile of the temperature, humidity, and barometric pressure and wind data. The dropsonde is slowed and stabilized by a small parachute. The Dropsonde System Operator receives, analyzes and encodes the data for transmission by satellite.

The WC-130 is flown exclusively from Keesler Air Force Base, MS, by Air Force Reserve organizations known as Hurricane Hunters. The hurricane reconnaissance area includes the Atlantic Ocean, Caribbean Sea, Gulf of Mexico and central Pacific Ocean areas.

WC-130J

On 12 October 1999, the U.S. Air Force took delivery of its first WC-130J aircraft. Nine others are scheduled for delivery by late-2000.

In September 1998, the C-130J Development System Office (DSO) at Wright-Patterson AFB, OH, signed a contract with Lockheed Martin Aeronautical Systems, Marietta, GA, to modify six C-130Js to the “W”, or weather, configuration. This involved installing and integrating special avionics and weather sensors, as well as making structural modifications. The DSO later exercised contract options to modify an additional four C-130J aircraft.

The WC-130Js will replace the existing fleet of ten WC-130H-model aircraft. The “J-models” are based on the familiar C-130 platform that the Air Force has flown for more than 40 years, but with many improvements, including new engines and avionics, as well as the addition of two mission computers and two head-up displays.

Sensors mounted on the outside of WC-130Js provide real-time temperature, humidity, barometric pressure, radar-measured altitude, wind speed and direction. These are used to calculate a complete weather observation every 30 seconds. These aircraft also deploy dropsondes, instruments ejected out the aircraft and deployed by parachute through the storm to the sea. During descent, they gather real-time weather data and relay it back to the aircraft.

This information is transmitted by satellite directly to the National Hurricane Center for input into the national weather data networks. Forecasters use the data to better predict the path of a storm or hurricane.

LC-130s are specially modified with a wheel/ski landing gear configuration for operation in Arctic and Antarctic regions. Originally built for the U.S. Navy, most of these C-130 variants are being handed over to the New York Air National Guard’s 109th Airlift Wing. Antarctic Development Squadron 6, more commonly known as VXE-6, supported Operation Deep Freeze for over 44 years!

The LC-130’s predecessor, the C-130D, was first introduced in 1956. During 1957, the U.S. Air Force conducted extensive testing of the wheel/ski configured aircraft (#55-0021) which could be operated from both conventional runways and snow/ice covered surfaces in Arctic regions and for resupply missions to units along the Distant Early Warning (DEW) line. The tests proved the aircraft could successfully do what had already been done by other wheel/ski configured aircraft, like the C-123J.

The wheel/ski configured C-130Ds were only built for the U.S. Air Force. They were, and still are, the largest aircraft to be equipped with skis. The modification involved installation of a nose and two main skis fitted around conventional landing gear. The nose ski measured 10 feet (3m) long by 6 feet (1.8m) wide, while the main skis were 20 feet (6m) long by 6 feet (1.8m) wide. The undersides were coated with Teflon to reduce surface friction and resist adhesion to ice and snow. Each ski weighed approximately 2,000 pounds (907kg).

Ski landings are similar to normal landings, however, takeoffs are another matter. Because of the friction of the skis on the snow, the runs are longer, especially on warmer days when the surface is softer. Under “sticky snow” conditions, eight JATO* (Jet Assisted Takeoff) bottles, installed aft of the main landing gear doors; four on each side, were often used to literally “blast” the aircraft off the snow. Each JATO bottle is capable of adding an extra 1,000 pounds of thrust for approximately 12 seconds during takeoff.

Also, because of the long distances the aircraft was expected to fly, two 450-gallon underwing pylon fuel tanks were installed, and provisions were made for two 500-gallon cargo compartment tanks. In 1966, two 450-gallon tanks were installed in the inboard wing dry-bay area.

The Air Force’s confidence in the C-130D was confirmed when it was later compared with the C-123J. While the C-123J could carry a maximum load of 9,820 pounds (4,454kg) and fly 772 nautical miles (1,430km) and return, the C-130D could carry the same load 1,240 nautical miles (2,296km) and return. In addition, its cruise speed was considerably higher.

*  The British more accurately refer to this system as RATO (Rocket Assisted Takeoff).