<p>Long recognised as the backbone of the USAF's tactical airlift force at home and overseas, the C-130 Hercules has been in quantity production for over 40 years and there seems little evidence of a reduction in demand for this versatile machine. Indeed, new-build examples of the C-130H are still being purchased for service with first and second-line elements of the Air Force, thus confirming that no other aircraft is able to satisfy the unique role of hauling personnel, vehicles, equipment and supplies with anything like the same degree of facility.
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<p>The C-130 is an all-purpose transport for every mission except the strategic airlift job performed by the larger C-141B and C-5. Included in its transport duties is the airdrop mission, delivering airborne forces to an LZ (landing zone) in combat. The USAF has about 160 C-130Es equipped with AWADS (Adverse Weather Aerial Delivery System) to aid in navigation during low-level airdrop operations and about 380 aircrews qualified in the airdrop mission. A substantial number of these will be assigned to the composite wing at Pope AFB, North Carolina, to support the US Army's 82nd Airborne Division at adjacent Fort Bragg.
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<p>The C-130 Hercules was first flown in the form of a YC-130 prototype on 23 August 1954. The C-130 design is based on a high wing, unobstructed cargo compartment, 'roll on/off' ramp, palletized cargo floor, and flat level floor at truck-bed height above the ground.
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<p>This configuration, since copied widely, owes its origin to large transport gliders of World War II, especially the Leister CG-10, and to the postwar glider which preceded the twin-engined C-123 Provider, the only previous USAF transport with this layout. The C-130 introduced the Allison T56 turboprop engine, which evolved into the 4,900-shp (3,653-kW) T56-A-15 powerplant found today on production C-130Hs and other upgraded variants. The Hercules, thus, was a mix of the right ingredients at the right time: its pragmatic configuration, substantial power and capability to make rough-field landings or low-level LAPES (Low-Altitude Parachute Extraction System) maneuvers, and to supply deliveries to a combat zone, have made the C-130 not just a successful workhorse, but a valuable contributor—in the airlift role—to combat actions in Vietnam, Grenada, Panama and the Persian Gulf. The proven design led to spinoffs for gunship, rescue, tanker, drone-controller, reconnaissance and other missions.
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<p>USAF versions of the C-130 no longer in inventory include YC-130, C-130A, C-130A-II, JC-130A, RC-130A, TC-130A, C-130B, JC-130B, RC-130B, VC-130B, WC-130B, AC-130E, DC-130E, JC-130E, NC-130E, DC-130H, JC-130H, and RC-130S.
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<p>The C-130E, of which 377 went to the USAF (and 109 to other users) is powered by T56-A-7 engines with increased power to improve take-off performance in hot weather or from airfields at high altitude. The E model also benefits from an internal fuel capacity increased from 6,870 US gal (20,006 liters) to 6,960 US gal (26,347 liters) to stretch the 'legs' of this tactical transport on longer, trans-oceanic missions. Maximum take-off weight went up from 124,200 lb (56,337 kg) in the C-130A to 175,000 lb (79,380 kg). The E model also introduced larger external underwing tanks.
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<p>The C-130H, was first delivered to the Air Force in April 1975 and is powered by improved T56-A-15 engines. The powerplants and a number of other features introduced in the H model, including improved brakes and strengthened center-wing design, have been retrofitted to earlier Hercules. Some C-130H transports can be fitted internally for medical evacuation duties.
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<p>The C-130D Hercules was a ski-equipped version for operations in Arctic climes. Of 13 airplanes which once held this designation, six were later re-named C-130D-6 on removal of their skis. Though the ski C-130Ds never were assigned an L prefix (for 'winterized'), they were replaced by four LC-130H ski-equipped airplanes in 1984.
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<p>The C-130 Hercules has played a role in every American conflict since the aircraft's inception in 1956. During Operation Desert Storm, C-130s moved substantial numbers of troops but did not carry out any airdrops. In the intra-theater tactical airlift role, some 145 C-130s in the Persian Gulf (assisted by a few C-21A Learjets) carried out 52,300 sorties and carried 514,600 passengers and 490 million lb (222 million kg) of cargo. During the ground campaign, C-130s flew over 500 sorties per day. C-130s in the Persian Gulf also flew some 170 medical evacuation sorties.
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<p>Continuing production of the C-130H has permitted the Air National Guard to gradually dispose of its ageing C-130Bs and create an all C-130E/H force. Although more than 2,000 examples of the Hercules have now been completed by Lockheed, production continues at a steady pace, with the USAF having recently placed a succession of small contracts for the current C-130H derivative. Most of these machines were earmarked for service with second-line elements of the Air National Guard and Air Force Reserve, but some recent acquisitions have been delivered to units of the Air Combat Command.
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<p>Looking ahead, Lockheed has been developing a new version in order to take advantage of the latest technology and has laid down a batch of five aircraft to undertake development and launch production of the C-130J Hercules II in both civil and military guises. Begun as a private venture in conjunction with major sub-contractors, Lockheed expects to concentrate on production of the C-130J with effect from 1997 onwards, despite still awaiting a launch order at the time of writing.
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<p>Externally, the most visible indication of change will relate to the powerplant installation, with the proven T56 turboprop having given way to Allison's AE 2100D3 engine driving six-bladed Dowty R391 propellers. Improvements don't stop there, though, for the C-130J will also feature a completely redesigned 'glass cockpit' incorporating head-up and head-down display units for the two-man flight deck crew plus the now almost obligatory mission computer systems as well as a more complex array of defensive countermeasures that includes chaff/flare dispensers and a missile warning system.
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<p>Expected to fly for the first time shortly before the end of 1995, the C-130J is now a likely candidate to replace about 150 C-130Es that remain active with various USAF echelons. Indeed, two of the first five C-130Js have now been reserved for the USAF, which, after professing only indifference for some considerable time, is now beginning to show definite signs of interest in the latest addition to the 'Herky-bird' family.
