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.

It was characterized by its variable-geometry wings, a twin tail, and a sophisticated fire control system, all along with advanced avionics for reconnaissance missions.

Since entering service with the US Navy in 1974, the F-14 has had several triumphs in air-to-air and air-to-ground operations.

F-14 Tomcat Operational History

Throughout the 1950s, the US Navy’s air superiority level saw a step backward in front of the new threat from the Soviets, who were making outstanding advancements in both propulsion and guidance systems, as well as their initiative of testing thermonuclear bombs.

What made things worse was the unsuccessful F-111B aircraft project, a naval version of the General Dynamics F-111 that was made to meet differing Navy and USAF objectives with a single aircraft. To meet its demand for a new long-range, high endurance interceptor with low landing speeds for aircraft carrier missions, the US Navy published a request for proposal (RFP) that was ended by the approval of the F-14 design in 1969 offered by its manufacturer, Grumman Aerospace Corporation. 

The Grumman F-14’s first flight was in December 1970. Four years later, the Tomcat entered service on the US Navy frontlines. By that time, this interceptor fighter had the power to hit up to 24 targets simultaneously above a 100km range using AIM-54 Phoenix missiles. 

Throughout 36 years of flying until it retired from the fleet with the US navy in 2006, the F-14 has seen action in many battles where it showed high flying performances and many features such as its airframe capability of withstanding the stress of catapult launches and harsh landings.

As the F-14 showed high reliability, it was the Navy’s first line of defense during the cold war. The Tomcat was engaged with Libyan aircraft over the Gulf of Sidra two times during this war. The first one was in August 1981, when two Libyan Sukhoi Su-22 launched a short-range heat missile on two US Navy F-14s; the last two responded by shooting down both of the Libyan aircraft. The second action was in January 1989, when the Navy F-14s shot down two Libyan MiG-23s in the same region.

In the early 1980s, the F-14 Tomcat was used by the Islamic Republic of Iran during the Iran-Iraq War (1980–1988), where it showed high performance in both air-to-air and air-to-ground actions. 

Due to a miscommunication, two F-14s came under the Somali defense force’s fire while they were on a reconnaissance mission over the Somali port of Berbera in 1983. Both Tomcats were unharmed.

In all its combat mi1ssions, only one F-14 Tomcat fighter was lost in 1991 by an Iraqi surface-to-air missile.

F-14 Tomcat Specs

From many perspectives, the F-14 Tomcat is a well-designed fighter with modern avionics, armaments, and an advanced reconnaissance system to accomplish carrier-based air superiority fighter missions.

The F-14’s broad body nose section houses two cockpits, the majority of the avionics and flight control equipment, and a powerful Hughes AN/AWG-9 radar inside the braced radome enables the Tomcat to track up to 24 targets at once, at ranges of up to 100km.  A Tactical Air Reconnaissance Pod System (TARPS) is installed on board the F-14 for reconnaissance missions.

The F-14 has up to eight air-to-air missiles. The pilot had a wide range of choices thanks to a combination of AIM-7 Sparrow medium-range semi-active radar-homing, AIM-9 Sidewinder short-range heat-seeking, and AIM-54 Phoenix long-range hypersonic missiles. A single 20mm M61A-1 Vulcan six-barreled rotary gun with 675 rounds was mounted for close-in operations. Later, the F-14D was updated in the 1990s to employ a variety of precision and non-guided bombs.

Grumman F-14 Tomcat Production

The F-14 Tomcat air superiority fighter design started in 1967 and was manufactured by the US Grumman Aerospace Corporation. Then it was optimized for extended stand-off loiter capabilities. It flew for the first time in 1970 and showed many modifications, especially in the engine type and avionics systems. Which led to the appearance of three enhanced versions the F-14A, F-14B, and F-14D.

Grumman F-14 Tomcat Performance

Early Tomcat F-14As were powered by Pratt & Whitney TF30 turbofan engines that produced 93kN (20,900lbf), but reliability issues forced General Electric to replace them with F110-GE-400 turbofans in the 1980s. These engines are capable of producing 73.9kN (16,610lbf) of thrust or up to 125kN (28,200lbf) of thrust when used with afterburners. They could boost the Tomcat up to 53,000ft (16,000m) and Mach 2.34, launching it off an aircraft carrier without the need for afterburners. Performance was maximized at all speeds thanks to a sophisticated fuel control system and movable air intake and exhaust nozzles. 

Grumman F-14 Tomcat Design

The F-14’s most distinguishing design feature was its variable geometry wings, which were a fundamental solution to Navy requirements for a long-range, high-endurance fighter and low landing speeds for carrier operations. The Tomcat’s broad airframe, made of steel, titanium, and composites, provided 40 to 60 percent of the lift generated by its design, depending on wing position. The variable geometry wings are automatically modified to optimize flight dynamics in various conditions, including fully extended to a 20-degree angle for takeoff, landing, or loitering on patrol, and pulled back to a 68-degree angle for supersonic flight. The sweeping wings made flight controls more difficult, but the twin tails increased stability.

Grumman F-14 Tomcat Comparisons

Grumman F-14 Tomcat Replacement

After a service history full of success, the Tomcat was retired by the US Navy in 2006. Later, the F-14 was replaced by the Boeing F/A-18E Super Hornet. One of the reasons for the F-14’s early retirement was the high maintenance cost associated with a complicated variable wing system. 

Grumman F-14 Tomcat Variants

• F-14A: Equipped with TF-30 engines and an avionic AN/AWG-9 radar system.
• F-14B: A better-equipped F-14A with a powerful F110-GE-400 engine and an RHAW (Homing and Warning) system.
• F-14D: In this final variant, the AWG-9 was replaced by the newer AN/APG-71 radar, along with newer digital avionics systems.

Similar fighters to the Grumman F-14 Tomcat

• F-14 Tomcat vs MiG-23: the US fighters  F-14 and the Russian MiG-23, can operate carrier-based missions. The MiG-23 was light and graceful, but its wingspan was not much broader than the F-14 with its wings swept. Despite having just one engine, the MiG-23 possessed excellent acceleration and speed. It can reach Mach 2 at sea level, but had a poor turn rate and a limited range, so the pilot couldn’t see what was behind him.

This front-line fighter aircraft designed by the Sukhoi Design Bureau was intended for numerous missions: the destruction of both enemy fighters in medium-range by air-to-air missiles AAMS and small ground targets within visual range with bombs, and unguided rockets; besides providing air cover for own troops.  

Su-27 “Flanker” Operational History

The Su-27 was developed as a study in the mid-1970s when the VVS (Soviet Air Force) and associated aviation research institutions such as the TSAGI (Central Aerodynamic and Hydrodynamic Institute) began to detect a trend in US fighters design (Grumman F-14 Tomcat) resulting in better maneuverability.

The project of the Su-27 was a collaborative effort between the State Research Institute of Aircraft Systems (GosNII AS), the Sukhoi Design Bureau (OKB), the OKB Engine Design Bureau, industrial organizations, and numerous other research, and engineering. As a result, it incorporated the most recent expertise acquired by the Soviet aerospace industry. 

Like the MIG-29, The Sukhoi Su-27 is classified as a supersonic all-weather counter-air fighter by the US Department of Defense (DoD). It possesses a look-down/shoot-down weapons system as well as BVR (Beyond Visual Range) air-to-air missiles. The Su-27 significantly outperforms prior Soviet fighters in terms of range, thrust-to-weight ratio, and maneuverability. It has formidable capabilities against cruise missiles and low-flying aircraft  thanks to its huge coherent-pulse Doppler radar and hefty weaponry.

The Sukhoi Su-27 has seen battle, but it has never fired a shot in anger. Aside from keeping Western surveillance planes at bay around the northern borders, The Soviet air force ordered the deployment of Su-27s in the last phases of the Afghan War. The Flankers provided top cover for strike aircraft near the Pakistani border but did not engage in battle with Pakistan Air Force fighters.

Later, during the civil conflict in Georgia in 1993, Russian peacekeeping troops utilized Su-27s, one of the aircraft fighters was shot down by Abkhazi insurgents. After one year, and at the start of the First Chechen War on December 21, 1994, two to six Flankers and MIG-31 interceptors patrolled the airspace around Chechnya, directed by an A-50 AWACS aircraft.

One other interception was when NATO held a naval drill in the Black Sea in the spring of 1997. The Russian Air Force replied by sending Su-27 interceptors to accompany Russian bombers and surveillance planes trailing NATO ships and generally keeping an eye on the situation.

Unfortunately, no aircraft type is immune to accident attrition, and several Su-27s have been lost in crashes. In some situations, hardware failure was the reason whether owing to manufacturing problems or other factors like bird strike, whilst in others, ATC (Air Traffic Control) or pilot mistakes. 

In February 1989, a Su-27 “Flanker” crashed. The port engine was on fire, according to a misleading signal in the master warning panel. The pilot immediately ejected, and the fighter crashed into a forested location. Despite the mishaps, the Su-27 remains a popular aircraft in the Russian Air Force, and its pilots hold it in high regard. There have been no tragic accidents with the type due to design or manufacturing flaws over the years. 

The Flanker has been in service for two decades and remains one of the most competent fighters in the world. The Su-27 appears to be the basis of the Russian Air Force’s heavy fighter component for the foreseeable future. Its powers have gained distinction not just in Russia, Belarus, and Ukraine, but also in several other countries like Kazakhstan, Vietnam, China, and India.

Sukhoi Su-27 “Flanker” Specs 

The Su-27 multi-role fighter contains many sophisticated technological features such as a multi-mode radar, an optoelectronic targeting system that includes an infrared search and track (IRST) unit, and a TV sighting subsystem comparable to the Hughes TISEO system (Target Identification System, Electro-Optical) as well as advanced weapons and with the ability to carry up to 10 AAMs (Air-to-Air missiles).

Sukhoi Su-27 Production

The first design of the Sukhoi Su-27 “Flanker” soviet union’s most advanced fighter was optimized for air combat purposes began in the mid-1970s by the Russian Sukhoi OKB then it was quickly moved from prototype to production by the Sukhoi Company following its first flight in October 1977. This Russian fighter Costs around $41.2 million. 

Sukhoi Su-27 Performance 

The Su-27 is powered by Two Lyulka AL-31F after-burning turbofans, 27,557 lb thrust each. This type of engine gives the aircraft good combat thrust-to-weight ratio determining maneuverability, acceleration and speed in a dogfight (tactical air combat type). 

Each engine is equipped with a single-stage afterburner. The inlet is equipped with 23 variable guide vanes. There are four fan stages slotted into their respective discs. The by-pass ratio is estimated at .50. The overall compressor pressure ratio is 24; it consists of variable inlet guide vanes followed by a nine-stage high-pressure spool.

The engine is equipped with an annular-type combustion chamber with 24 downstream burners fed from the inner manifold. The turbine is a single-stage high-pressure unit with air-cooled blades. The low-pressure turbine is a two-stage type. The afterburner has two flame holder rings, and the afterburner exhaust nozzle assembly consists of interlinked primary and secondary units angled down approximately 5°.

Sukhoi Su-27 Design 

The Sukhoi OKB’s preliminary design (PD) branch had evolved by the start of 1970. the fundamental design and aerodynamic characteristics of the highly maneuverable Su-27 as an air superiority fighter. The first ‘Flanker-A’ prototype is a blended wing/body design (BWB); this single lifting body is formed by airfoils with complex curvature. flew on May 20th, 1977, and went into service in 1984 as the “Flanker-B.” with the capacity of having onboard up to 2 pilots.

Sukhoi Su-27 Comparisons

Sukhoi Su-27 vs MIG-29

Both of the MIG-29 and Su-27 Russian fighter aircrafts, attempted to outperform Soviet state-of-the-art to catch, or better still, surpass, the level of performance reached by then-current western fighters. The Su-27 is considerably larger than the MiG 29 and is reportedly equipped with a more sophisticated fire-control system.

The lighter MiG-29, with reduced operational expenses, was meant for deployments closer to the frontlines and battle against lightweight F-16s and F-18s, but the heavier Su-27 was built to take on the heavyweight F-15 Eagle, the premier fighter equipped in any NATO air force.

It escorted bombers over Europe for the duration of the war. There were just a few Luftwaffe planes that could compete with them, but overall, they were superior to German aircraft. Up to the war’s end, Mustangs shot down 4,950 enemy aircraft. A greater number of enemy aircraft were destroyed by this unit than by any other USAAF fighter in Europe. Both the British and American air forces made use of them.

P-51 Mustang Operational History 

In 1940, the United Kingdom and the Luftwaffe were at odds. The RAF needed new planes, but the country’s significant manufacturers could not supply them. Despite not fulfilling German fighter specifications, the British Purchasing Commission wanted Curtiss P-40s.

Although the Curtiss P-40 was well-designed, it lacked speed and altitude. Curtiss was also unable to reach the quota. Curtiss offered North American P-40 production licenses. However, NAA President Kindleberger objected to the proposal and proposed a completely different design to the British.

Before the war, Kindleberger visited Heinkel and Messerschmitt and examined German liquid-cooled engine aircraft ideas. Those visits subsequently proved helpful to them. NAA debuted the NA-73, a new design powered by an Allison in-line liquid-cooled engine, just 117 days later.

During low-flight testing, the plane functioned beautifully. The Royal Air Force’s excitement drove the first orders for the aircraft that would become known as the Mustang. The US Army Air Corps also confirmed its interest in the type by purchasing 500 A-36 ground-attack planes in 1941.

However, the Allison V12 engine meant the Mustang couldn’t compete with the German Messerschmitt 109G and Focke-Wulf 190.

In 1942, new P-51 B/C models with Rolls Royce Merlin engines had a more extended range and a faster speed of 50 mph. The first long-range, propeller-driven escort fighter was born. Squadrons of P-51s could now accompany bombers in Europe, and P-51s had the range, speed, and endurance to fly alongside B-29s. Fighters shielded bombers throughout their flight, decreasing casualties until the war’s end.

After NAA installed a better engine, they also enhanced the other aspects of the aircraft. The P-51D Mustang was the most recent variant to enter service before the war ended in 1943. Until WWII ended, P-51s supplied much-needed long-range, high-altitude escort for the US and British bombing campaign against Germany.

Following WWII, North America continued to produce planes, introducing the H variant. Mustangs also served in Korea. By 1946, around 15,000 Mustangs had been built.

North American P-51 Mustang Specs 

Mustang features a low-drag fuselage and wings with laminar flow. It’s a low-wing fighter that demonstrates the capabilities of wartime aviation. The Mustang wasn’t the most agile plane, but it was excellent as an escort fighter and perfected at high altitudes.

North American P-51 Mustang Design 

P-51 Mustang’s mission was designed to escort bombers. Each wing of the Mustang holds 92 gallons, while the fuselage has 85 gallons. Optional 110-gallon drop tanks could be installed under each wing, increasing fuel capacity to 489 gallons and range to 1,650 miles.

The P-51 Mustang has a low-drag and laminar flow wing to reduce drag. Even its distinctive radiator beneath the fuselage was designed to provide propulsion by venting hot air to offset drag via the Meredith effect. The retractable landing gear was another need for performance. P51-Ds’ design allowed them to fly long distances with drop tanks, drop them, and match German fighters with engine advancements.

Browning 0.50 caliber machine guns were installed on each wing. Mustangs could carry rockets and bombs under their wings. Strong armor panels in front and behind the cockpit protected the pilot from the incoming fire on some level. A camera in each wing records when the weapons are discharged.

The P-51 Mustang was a magnificent aircraft that assisted the Allies in gaining air superiority over Europe. However, its one-of-a-kind radiator design presented a challenge. Because it was underneath the plane, it was quickly shot and would obstruct the plane’s flight.

North American P-51 Mustang Performance 

The P-51D Mustang was equipped with Packard V-1650 Merlin engines to make up for its lack of power. Its Rolls Royce of the UK roots may be traced back to its V12 engines in a 60-degree configuration, which produced 1,400 horsepower. The Mustang’s maximum speed with the Merlin engine was greater than 430 miles per hour. 

In Merlin engine air enters through an intake under the nose section and is forced through a large centrifugal supercharger. The Merlin 65’s supercharger was designed to deliver sea-level horsepower up to 9,150 m. (30,000 ft). 

The Mustang’s aerodynamic body, wing design, and updated solid engines made it a true escort fighter capable of flying long distances, doing incredible maneuvers, climbing swiftly, and diving effectively.

North American P-51 Mustang Production 

Nearly 8,000 P-51-D Mustangs were produced, making up most of the Mustang’s production. In comparison, more than 15,000 P-51 Mustangs were made in total.

North American P-51 Mustang Comparisons

During WWII, the P-51 Mustang was compared with the British Spitfire, the German Messerschmitt Bf 109G6, and the Focke-Wulf Fw 190. Although the Spitfire and Messerschmitt Bf 109 were introduced before the Mustang, both were great planes. While the Spitfire was more maneuverable, the Mustang provided excellent range and pilot comfort. The Mustang outperformed the Bf 109 in practically every race regarding speed and performance. With its updated design, the Fw 190 competed head-to-head with the Mustang.

North American P-51 Mustang’s Replacement 

Following WWII, the P-51 Mustang’s development was continued with the P-51H, subsequently reclassified as the F-51. They remained in service until 1953, when F-86F jet fighter bombers replaced them.

North American P-51 Mustang’s Variants 

• P-51 Mustang A: The first Allison-powered version was built in 1941. Its engines restricted its performance.
• P-51 Mustang B/C: Second models with Merlin engines were constructed, delivering improved performance. The first models were produced in 1942.
• P-51 Mustang D: The P-51D was the most common model, with various upgrades to the airframe and canopy.
• P-51 Mustang H: A lighter variant was created before the war’s end, but it did not battle. The last one was finished in 1946.

Some of the Aircraft Compared With Mustang

• P-51D Mustang vs Spitfire MK.XIV: The Spitfire had a higher climb rate, speed, and maneuverability, while the P51D was the best escort fighter with higher ranges.
• P-51D Mustang vs Focke-Wulf Fw190 D-9: While the P-51 Mustang was quicker and ascended somewhat higher, the FW190 outperformed the P-51 at slower speeds, resulting in improved agility in turns and rolls.
• P-51 Mustang vs F6F Hellcat: The P-51 dominated Europe, while the US Navy Hellcat ruled the Pacific. The Hellcat was a little slower to climb and had less range than Mustang. However, the Hellcat was a carrier-based aircraft that was very reliable.
• P-51 Mustang vs F-86F: The P-51 Mustangs were replaced by the F-86F jet aircraft. It is faster and naturally surpasses the Mustang.

References

• National Museum of the United States Air Force
• National Air and Space Museum (si.edu)
• RAF Museum

After demonstrating outstanding performance and widespread success, the F-15 air-superiority fighter was adopted by the forces of Japan, Saudi Arabia, South Korea, and Singapore.

F-15E Strike Eagle Operational History

As early as 1967, when the US Air Force faced a new generation of Soviet fighters while waging a separate war in Vietnam, it was clear that something had to be done to recover air dominance for many years. This entailed developing a fighter capable of defeating all opponents in every sphere of an aerial battle, utilizing “state-of-the-art” technology that had not yet been conceived.

Most of the main aircraft manufacturers were given the new air-superiority fighter development contracts, despite being presented with a set of arduous conditions that any reasonable person would have rejected. Not so for McDonnell Douglas, which came up with the answer to numerous air force issues after thousands of hours of intricate computer analysis. They christened it the F-15 “Eagle,” a fitting moniker that mimics its feathered cousin in every way: it is agile, strong, and with unrivaled vision.

Since its first flight in December 1986, the F-15E has shown its high capability in performing tactical military air-to-air and air-to-ground missions. 

The F-15E Strike Eagle was deployed during the Gulf War, where it was extensively used in two significant events; the Desert Shield and the Desert Storm in 1990, where the Eagle launched a laser-guided bomb and shot down an Iraqi helicopter. 

The American military has lost a total of three F-15E fighters during the war in Iraq; two in Desert Storm and one in Operation Iraqi Freedom. Moreover, during this campaign, the F-15 air superiority plane had won 36 of the 39 air-to-air victories over Iraqi troops. 

In 2011, the F-15E was also employed by the American military during their intervention in Libya one F-15 crashed during this operation due to a mechanical problem.
As the US F-15 fighter demonstrated its effective combat capabilities, it was adopted by Japan’s Air Self-Defense Force, which possessed 200 Mitsubishi F-15Js by the end of 2022. The Royal Saudi Air Force was also a fan, owning 211 F-15s.

F15-E Strike Eagle Specs

Anyone who has had the opportunity to get a close look at the McDonnell Douglas F-15 Eagle can’t help but be amazed by the size of this jet, which bills itself as a “fighter pilot’s dream.”

Thanks to its high engine thrust-to-weight ratio, low wing loading, and multi mission avionics suite most other fighter aircraft lack, the F-15 is a highly agile aircraft.
The F-15 cockpit houses a head-up display that provides the pilot with essential flight information during, day or night flights. The E model can operate low-altitude flights at night and in any weather conditions thanks to its LANTIRN system and targeting from long ranges by the sophisticated APG-70 radar system. 

The F-15E is also fitted with a range of payloads and precision-guided weapons.

F-15E Strike Eagle Production

Boeing’s production plant for this excellent aircraft is currently operational and should remain so until at least 2022. More crucially, with several of the world’s premier air forces recently ordering F-15 Strike Eagle variants, the original Eagle airframe’s useful life is safe for at least the next few decades.

F-15E Strike Eagle Performance

The F-15E fourth-generation aircraft is propelled by two Pratt & Whitney F100-PW-220 or F100-PW-229 engines, characterized by their digital electronic engine control systems that not only make it possible to accelerate from idle power to maximum afterburner in less than four seconds but also permit acceleration while in a vertical climb. Each F100-PW-220 engine can provide 25,000 pounds of thrust while the F100-PW-229 provides 29,000 pounds. 

F-15E Strike Eagle Design

The aircraft’s ability to track, acquire, and attack opposing aircraft as well as its design that enables one person to engage in air-to-air combat safely and successfully makes it a fan favorite.

The Strike Eagle’s metal and semi-monocoque fuselage was designed by McDonnell Douglas to perform optimized ground attack operations. The combination of high thrust-to-weight engines and low-wing loading made the F-15 more maneuverable. 

F-15E Strike Eagle Comparisons

Similar fighters to the F-15E Strike Eagle

F-14 Tomcat vs MiG-25: For many years, the Soviet MiG-25 Foxbat heavyweight interceptor and the American F-15 Eagle air superiority fighter were the heaviest and most competent aircraft for air-to-air combat in each respective air force. The Foxbat was substantially heavier than any fighter aircraft class, necessitating longer runways and more fuel, but it could carry far greater weaponry and fly much higher and faster. Although it did reach Mach 3.08, it never routinely flew above Mach 2.5. The aircraft was designed primarily for long-range air-to-air combat, employing the most powerful air-to-air missiles of the time.

The F-15 was intended similarly, primarily for air-to-air warfare with a secondary air-to-ground duty, although it lacked access to specialized ordnance. The Eagle made up for its inferior air-to-air missiles in part by having a greater range, the capacity to take off from shorter runways, and enormously better capabilities while fighting at shorter ranges, when the MiG-25 was at its weakest.

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