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I captured this beauty berthed in dock at Aberdeen Harbour Scotland on Saturday 13th April 2019.
I also captured her leaving with three minesweepers on Sunday 14th April 2019, I posted those photos at the weekend here on Flickr.
Below is my description from Sundays post.
Today Sunday 14th April 2019 I decided Torry Docks overlooking Aberdeen Harbour Scotland was the place for me to be, various ships entering and leaving the harbour though I knew that four war frigates had arrived a day or so ago with whispers of today as their departure day, camera loaded, I decided to dedicate my afternoon down at Aberdeen Harbour Scotland, waiting on these beauty's to leave.
Tonight at 20pm I was rewarded , I post a few of the shots I captured of HDMS Thetis F357 leaving followed by the minesweepers behind her.
Meeting fellow photographers and enthusiasts who also arrived to see these beauty's head out to the North Sea made the evening a bit of an event, I had a great experience , loved it .
HDMS Thetis is a Thetis-class ocean patrol vessel belonging to the Royal Danish Navy.
In mid-1990s the ship served as a platform for seismic operations in the waters near Greenland. In 2002 she took over the role from her sister ship Hvidbjørnen as a platform for Commander Danish Task Group.
The role was handed over to Absalon in September 2007. From February - April 2008 Thetis served as a protection vessel for the World Food Programme chartered ships, carrying food aid, off the Horn of Africa. In 2009 the ship served as staff ship for the NATO Mine Countermeasure Group 1.
Kingdom of Denmark
Name:Thetis
Laid down:10 October 1988
Launched:14 July 1989
In service:1 July 1991
Identification:
IMO number: 3993600
MMSI number: 219522000
Callsign: OUEU
Status:in active service
General characteristics
Class and type:Thetis-class patrol frigate
Type:Off Shore Patrol Frigates
Displacement:3,500 tons full load
Length:112.3 m (368 ft 5 in)
Beam:14.4 m (47 ft 3 in)
Height:37.0 m (121 ft 5 in)
Draft:6.0 m (19 ft 8 in)
Installed power:
3 Detroit Diesel GM 16V 7163-7305 à 460
1 Detroit Diesel 6L-71N 1063-7005 à 120 Kw (EMG)
Propulsion:
3 × MAN B&W Diesel 12v28/32A-D à 2940 kW (3990 hk), single shaft
1 Brunvoll azimuth thruster (800 kW)
1 electrical Brunvoll bow thruster (600 kW)
Speed:>21.8 knots (40.4 km/h; 25.1 mph)
Range:8.700 nautical miles (16.112 km; 10.012 mi) at 15 knots (28 km/h; 17 mph)
Endurance:60 days
Boats & landing
craft carried:2 7m RHIBs
Complement:52 + aircrew and transients (accommodation for up to 101 in total)
Sensors and
processing systems:
1 Terma Scanter Mil 009 navigational radar
1 Furuno FR-1505 DA surface search radar
1 Plessey AWS-6 air search radar
1 SaabTech Vectronics 9LV 200 Mk 3 fire control system
1 SaabTech CTS-36 hull-mounted sonar
Thales TMS 2640 Salmon variable depth sonar
FLIR Systems AN/AAQ-22 SAFIRE thermal imager
Electronic warfare
& decoys:
1 Thales Defense Ltd Cutlass radar warning receiver
1 Thales Defense Scorpion radar jammer
2 Sea Gnat launchers (for chaff and flares)
Armament:
1 76-mm 62-cal. OTO Melara Super Rapid DP
7 12.7 mm heavy machine guns
4 7.62 mm light machine guns
1 depth charge rack and MU90 Advanced Lightweight Torpedo for anti-submarine warfare
Aircraft carried:1 Westland Lynx Mk.90B helicopter.From approx. 2016: MH-60R
Aviation facilities:Aft helicopter deck and hangar
Four Thetis class frigates for the Royal Danish Navy have been built by the Svendborg Shipyard with headquarters on the island of Funen in Svendborg, Denmark. The Thetis (F357) and Triton (F358) were commissioned in 1991, and Vaedderen (F359) and Hvidbjornen (F360) in 1992.
The Thetis Class are multi-role frigates for fishery protection, surveillance, air-sea rescue, anti-pollution and ice reconnaissance.
THETIS DESIGN
The frigates have a double-skinned hull divided by ten bulkheads into watertight compartments. The basic hull shape corresponds to that of a high-speed trawler. There are no bilge keels, but stabilisation is achieved by a combination of fin stabilisers from Blohm and Voss and a controlled passive tank system supplied by Intering.
The frigates are ice-strengthened and are able to proceed through 80cm of solid ice. The hull has an icebreaking bow and stem lines suitable for operations in ice with only one propeller. To minimise ice formation on the superstructure, all winches, capstans, etc. are placed under deck. The allowed amount of icing is 375t.
Maximum continuous speed is 20kt in 4m seas. The ships can stand wind gusts of 150kt during light ice conditions and operate in all sea conditions at speeds of 4kt to 5kt. The ships have an endurance of 8,300nm at varying speeds with a 10% fuel reserve.
COMMAND AND CONTROL
Infocom Electronics, based in Sonderborg, Denmark produced the frigate’s integrated information system, which is based on a digital fibre-optic switch with digital multipurpose subscriber stations.
The system handles all internal and external communications, including data link and message handling for the ship’s Command, Control and Communications (C3) system, supplied by Terma Elektronik of Lystrup, Denmark.
WEAPONS
The armament consists of one Oto Melara 76mm Super Rapid main gun, one or two 20mm guns from Oerlikon and depth charge throwers. The Super Rapid gun has a rate of fire of 120 rounds a minute and range of 16km. The fire control system is the Saab Systems 9LV 200 mk3. A FLIR Systems Inc AN/AAQ-22 SAFIRE thermal imaging system is used for surveillance.
HELICOPTER
The frigate has a landing deck with a landing spot for a single helicopter. Helicopter support arrangements include a Glide Path Indicator (GPI) and a flight refuelling system. The hangar is equipped for helicopter maintenance and has capacity to hold a Lynx helicopter without having to fold the helicopter tail.
SENSORS
The frigates are fitted with a BAE Systems AWS-6 air and surface search radar operating at G band, a Terma Scanter Mil surface search radar operating at I band, a Furuno FR-1505 DA navigation radar operating at I band and a Saab Systems 9LV mk3 fire control radar operating at I and J bands.
Sonar equipment consists of a Saab Systems hull-mounted type CTS 36 RDN and a Thales Underwater Systems (formerly Thomson Marconi) TMS 2640 Salmon Variable Depth Sonar (VDS).
COUNTERMEASURES
“The Thetis Class frigates are ice-strengthened and are able to proceed through 80cm of solid ice.”
The countermeasures suite includes the Thales Defence Ltd Cutlass radar warning receiver, a Thales Defence Scorpion radar jammer and two Sea Gnat launchers for chaff and infrared flares.
PROPULSION
The propulsion machinery consists of three MAN B&W V28/32 diesel engines with combined power of 9,000kW. The fitted bow thruster is able to hold the bow against an athwartship wind of 28kt. A retractable azimuth thruster is capable of propelling the ship at 10kt.
The bow and azimuth thruster are produced by Brunvoll A/S. There is also a shaft generator of 1,500kW, supplied by Volund Motorteknik A/S, and three GM diesel motors with Volund Teknik generators, each with an output of 480kW.
The machinery is controlled by an integrated ship control and surveillance system (SCSS) designed by Soren T. Lyngso. The system allows the vessel to sail with unmanned engine rooms, the entire installation being controlled, and visually supervised from the bridge or from other locations in the ship.
Namesake: Thetis is encountered in Greek mythology mostly as a sea nymph or known as the goddess of water, one of the fifty Nereids, daughters of the ancient sea god Nereus..
Newspaper Article On 2019s War Exercise In Scotland.
E River Clyde is set to play host to the largest military exercise in Europe.
The Faslane Naval Base will be at the heart of the biggest 'tactically-focused' training operation - called Exercise Joint Warrior - from 16 to 26 April.
The multi-national event is conducted in the spring and autumn of each year, with the base hosting key Royal Navy and RAF personnel involved in it.
They will be joined by another 150 personnel, many of them reservists, with a joint warfare operations centre set up at the base to co-ordinate and manage the massive exercise.
A total of 32 separate naval units from eight different countries are taking part, as well as a considerable military air presence and multiple land forces.
Faslane will berth many of the vessels during the exercise, with the ships using the base for quick and easy access to some of the maritime training areas off the west coast.
The UK, USA, Germany, Netherlands, France, Norway, Denmark and Canada are all contributing and Royal Navy Flagship, HMS Bulwark, will be hosting the Commander United Kingdom Task Group and Commander Standing NATO Maritime Group 1.
Meanwhile the UK's joint force HQ will deploy to practice its command function both afloat on the high-readiness helicopter and commando carrier, HMS Illustrious, and ashore. The aim of the exercise is to provide the highest quality training for all three armed services and the numerous visiting forces from allied nations.
To achieve this, Joint Warrior features a wide-ranging exercise scenario which brings into play every possible situation experienced in complex, modern conflicts. It involves three sovereign nations, some disputed territory, drug smuggling, piracy, state-sponsored terrorism and counter insurgency. The scenario develops over the two-weeks of the exercise, beginning with a period of military and political tension and evolving into simulated war fighting and potential state-on-state hostilities.
“Never assume the obvious is true.”
-William Safire
“The search for truth is more precious than its possession.”
-Albert Einstein
“Truth is like the sun. You can shut it out for a time, but it ain't goin' away.”
-Elvis Presley
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C-130 Hercules military transport plane heading east over my house and turning south to approach the Davis-Monthan AFB runway from the southeast to the northwest.
______________________________
Lockheed C-130 Hercules
From Wikipedia, the free encyclopedia
en.wikipedia.org/wiki/Lockheed_C-130_Hercules
C-130 Hercules
Straight-wing, four-engine turboprop-driven aircraft overflying water
USAF C-130E
Role: Military transport aircraft
National origin: United States
ManufacturerLockheed
Lockheed Martin
First flight23 August 1954
Status: In service
Primary users:
United States Air Force
United States Marine Corps
Royal Air Force
Royal Canadian Air Force
Produced: 1954–present
Number built: Over 2,500 as of 2015[1]
Unit cost
C-130E $11.9 million[2]
C-130H $30.1 million[3]
Variants:
AC-130 Spectre/Spooky
Lockheed DC-130
Lockheed EC-130
Lockheed HC-130
Lockheed Martin KC-130
Lockheed LC-130
Lockheed MC-130
Lockheed WC-130
Lockheed L-100 Hercules
Developed into: Lockheed Martin C-130J Super Hercules
The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin.
Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medivac, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130),for
airborne assault,
search and rescue,
scientific research support,
weather reconnaissance,
aerial refueling,
maritime patrol, and
aerial firefighting.
It is now the main tactical airlifter for many military forces worldwide. Over forty models and variants of the Hercules, including a civilian one marketed as Lockheed L-100, operate in more than sixty nations.
The C-130 entered service with the U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in numerous military, civilian and humanitarian aid operations. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous service with its original primary customer, in this case, the United States Air Force. The C-130 Hercules is the longest continuously produced military aircraft at over 60 years, with the updated C-130J Super Hercules being produced today.[4]
Contents [hide]
1Design and development
1.1Background and requirements
1.2Design phase
1.3Improved versions
1.4More improvements
1.5Later models
1.6Next generation
1.7Upgrades and changes
1.8Replacement
2Operational history
2.1Military
2.2Civilian
3Variants
4Operators
5Accidents
6Aircraft on display
6.1Australia
6.2Canada
6.3Colombia
6.4Indonesia
6.5Norway
6.6Saudi Arabia
6.7United Kingdom
6.8United States
7Specifications (C-130H)
8See also
9References
10External links
Design and development[edit]
This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (February 2014)
Background and requirements[edit]
The Korean War, which began in June 1950, showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were inadequate for modern warfare. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity of 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed from the ground-up as a combat transport with loading from a hinged loading ramp at the rear of the fuselage.
A key feature was the introduction of the Allison T56 turboprop powerplant, first developed specifically for the C-130. At the time, the turboprop was a new application of turbine engines that used exhaust gases to turn a propeller, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. As was the case on helicopters of that era, such as the UH-1 Huey, turboshafts produced much more power for their weight than piston engines. Lockheed would subsequently use the same engines and technology in the Lockheed L-188 Electra. That aircraft failed financially in its civilian configuration but was successfully adapted into the Lockheed P-3 Orion maritime patrol and submarine attack aircraft where the efficiency and endurance of turboprops excelled.
Design phase[edit]
The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs.
The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.
The Lockheed design team was led by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6] Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7]
The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype, but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8]
After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9]
The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D.
As the C-130A became operational with Tactical Air Command (TAC), the C-130's lack of range became apparent and additional fuel capacity was added in the form of external pylon-mounted tanks at the end of the wings.
Improved versions[edit]
A Michigan Air National Guard C-130E dispatches its flares during a low-level training mission
The C-130B model was developed to complement the A-models that had previously been delivered, and incorporated new features, particularly increased fuel capacity in the form of auxiliary tanks built into the center wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aeroproducts three-blade propellers that distinguished the earlier A-models. The C-130B had ailerons with increased boost—3,000 psi (21 MPa) versus 2,050 psi (14 MPa)—as well as uprated engines and four-blade propellers that were standard until the J-model's introduction.
An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted. The C-130B-II was distinguished by its false external wing fuel tanks, which were disguised signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft featured a swept blade antenna on the upper fuselage, as well as extra wire antennas between the vertical fin and upper fuselage not found on other C-130s. Radio call numbers on the tail of these aircraft were regularly changed so as to confuse observers and disguise their true mission.
The extended-range C-130E model entered service in 1962 after it was developed as an interim long-range transport for the Military Air Transport Service. Essentially a B-model, the new designation was the result of the installation of 1,360 US gal (5,150 L) Sargent Fletcher external fuel tanks under each wing's midsection and more powerful Allison T56-A-7A turboprops. The hydraulic boost pressure to the ailerons was reduced back to 2050 psi as a consequence of the external tanks' weight in the middle of the wingspan. The E model also featured structural improvements, avionics upgrades and a higher gross weight. Australia took delivery of 12 C130E Hercules during 1966–67 to supplement the 12 C-130A models already in service with the RAAF. Sweden and Spain fly the TP-84T version of the C-130E fitted for aerial refueling capability.
The KC-130 tankers, originally C-130F procured for the US Marine Corps (USMC) in 1958 (under the designation GV-1) are equipped with a removable 3,600 US gal (13,626 L) stainless steel fuel tank carried inside the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods each transfer up to 300 US gal per minute (19 L per second) to two aircraft simultaneously, allowing for rapid cycle times of multiple-receiver aircraft formations, (a typical tanker formation of four aircraft in less than 30 minutes). The US Navy's C-130G has increased structural strength allowing higher gross weight operation.
More improvements[edit]
Royal Australian Air Force C-130H, 2007
The C-130H model has updated Allison T56-A-15 turboprops, a redesigned outer wing, updated avionics and other minor improvements. Later H models had a new, fatigue-life-improved, center wing that was retrofitted to many earlier H-models. For structural reasons, some models are required to land with certain amounts of fuel when carrying heavy cargo, reducing usable range.[10] The H model remains in widespread use with the United States Air Force (USAF) and many foreign air forces. Initial deliveries began in 1964 (to the RNZAF), remaining in production until 1996. An improved C-130H was introduced in 1974, with Australia purchasing 12 of type in 1978 to replace the original 12 C-130A models, which had first entered RAAF Service in 1958.
The United States Coast Guard employs the HC-130H for long-range search and rescue, drug interdiction, illegal migrant patrols, homeland security, and logistics.
C-130H models produced from 1992 to 1996 were designated as C-130H3 by the USAF. The "3" denoting the third variation in design for the H series. Improvements included ring laser gyros for the INUs, GPS receivers, a partial glass cockpit (ADI and HSI instruments), a more capable APN-241 color radar, night vision device compatible instrument lighting, and an integrated radar and missile warning system. The electrical system upgrade included Generator Control Units (GCU) and Bus Switching units (BSU)to provide stable power to the more sensitive upgraded components.[citation needed]
Royal Air Force C-130K (C.3)
The equivalent model for export to the UK is the C-130K, known by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30 (Hercules C.3 in RAF service) is a stretched version of the original Hercules, achieved by inserting a 100 in (2.54 m) plug aft of the cockpit and an 80 in (2.03 m) plug at the rear of the fuselage. A single C-130K was purchased by the Met Office for use by its Meteorological Research Flight, where it was classified as the Hercules W.2. This aircraft was heavily modified (with its most prominent feature being the long red and white striped atmospheric probe on the nose and the move of the weather radar into a pod above the forward fuselage). This aircraft, named Snoopy, was withdrawn in 2001 and was then modified by Marshall of Cambridge Aerospace as flight-testbed for the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.[11]
Later models[edit]
The MC-130E Combat Talon was developed for the USAF during the Vietnam War to support special operations missions in Southeast Asia, and led to both the MC-130H Combat Talon II as well as a family of other special missions aircraft. 37 of the earliest models currently operating with the Air Force Special Operations Command (AFSOC) are scheduled to be replaced by new-production MC-130J versions. The EC-130 Commando Solo is another special missions variant within AFSOC, albeit operated solely by an AFSOC-gained wing in the Pennsylvania Air National Guard, and is a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations able to transmit messaging over commercial frequencies. Other versions of the EC-130, most notably the EC-130H Compass Call, are also special variants, but are assigned to the Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties.
USAF HC-130P refuels a HH-60G Pavehawk helicopter
The HC-130 is a family of long-range search and rescue variants used by the USAF and the U.S. Coast Guard. Equipped for deep deployment of Pararescuemen (PJs), survival equipment, and (in the case of USAF versions) aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF versions were also equipped with the Fulton surface-to-air recovery system, designed to pull a person off the ground using a wire strung from a helium balloon. The John Wayne movie The Green Berets features its use. The Fulton system was later removed when aerial refueling of helicopters proved safer and more versatile. The movie The Perfect Storm depicts a real life SAR mission involving aerial refueling of a New York Air National Guard HH-60G by a New York Air National Guard HC-130P.
The C-130R and C-130T are U.S. Navy and USMC models, both equipped with underwing external fuel tanks. The USN C-130T is similar, but has additional avionics improvements. In both models, aircraft are equipped with Allison T56-A-16 engines. The USMC versions are designated KC-130R or KC-130T when equipped with underwing refueling pods and pylons and are fully night vision system compatible.
The RC-130 is a reconnaissance version. A single example is used by the Islamic Republic of Iran Air Force, the aircraft having originally been sold to the former Imperial Iranian Air Force.
The Lockheed L-100 (L-382) is a civilian variant, equivalent to a C-130E model without military equipment. The L-100 also has two stretched versions.
Next generation[edit]
Main article: Lockheed Martin C-130J Super Hercules
In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the U.S. Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by the Advanced Medium STOL Transport project. The project was canceled and the C-130 has remained in production.
Building on lessons learned, Lockheed Martin modified a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft set numerous short takeoff and landing performance records and significantly expanded the database for future derivatives of the C-130.[12] Modifications made to the HTTB included extended chord ailerons, a long chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading edge extension, a larger dorsal fin and dorsal fins, the addition of three spoiler panels to each wing upper surface, a long-stroke main and nose landing gear system, and changes to the flight controls and a change from direct mechanical linkages assisted by hydraulic boost, to fully powered controls, in which the mechanical linkages from the flight station controls operated only the hydraulic control valves of the appropriate boost unit.[13] The HTTB first flew on 19 June 1984, with civil registration of N130X. After demonstrating many new technologies, some of which were applied to the C-130J, the HTTB was lost in a fatal accident on 3 February 1993, at Dobbins Air Reserve Base, in Marietta, Georgia.[14] The crash was attributed to disengagement of the rudder fly-by-wire flight control system, resulting in a total loss of rudder control capability while conducting ground minimum control speed tests (Vmcg). The disengagement was a result of the inadequate design of the rudder's integrated actuator package by its manufacturer; the operator's insufficient system safety review failed to consider the consequences of the inadequate design to all operating regimes. A factor which contributed to the accident was the flight crew's lack of engineering flight test training.[15]
In the 1990s, the improved C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This model is the newest version and the only model in production. Externally similar to the classic Hercules in general appearance, the J model has new turboprop engines, six-bladed propellers, digital avionics, and other new systems.[16]
Upgrades and changes[edit]
In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics Modernization Program kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.[17] On 2 September 2009, Bloomberg news reported that the planned Avionics Modernization Program (AMP) upgrade to the older C-130s would be dropped to provide more funds for the F-35, CV-22 and airborne tanker replacement programs.[18] However, in June 2010, Department of Defense approved funding for the initial production of the AMP upgrade kits.[19][20] Under the terms of this agreement, the USAF has cleared Boeing to begin low-rate initial production (LRIP) for the C-130 AMP. A total of 198 aircraft are expected to feature the AMP upgrade. The current cost per aircraft is US$14 million although Boeing expects that this price will drop to US$7 million for the 69th aircraft.[17]
An engine enhancement program saving fuel and providing lower temperatures in the T56 engine has been approved, and the US Air Force expects to save $2 billion and extend the fleet life.[21]
Replacement[edit]
In October 2010, the Air Force released a capabilities request for information (CRFI) for the development of a new airlifter to replace the C-130. The new aircraft is to carry a 190 percent greater payload and assume the mission of mounted vertical maneuver (MVM). The greater payload and mission would enable it to carry medium-weight armored vehicles and drop them off at locations without long runways. Various options are being considered, including new or upgraded fixed-wing designs, rotorcraft, tiltrotors, or even an airship. Development could start in 2014, and become operational by 2024. The C-130 fleet of around 450 planes would be replaced by only 250 aircraft.[22] The Air Force had attempted to replace the C-130 in the 1970s through the Advanced Medium STOL Transport project, which resulted in the C-17 Globemaster III that instead replaced the C-141 Starlifter.[23] The Air Force Research Laboratory funded Lockheed and Boeing demonstrators for the Speed Agile concept, which had the goal of making a STOL aircraft that can take off and land at speeds as low as 70 kn (130 km/h; 81 mph) on airfields less than 2,000 ft (610 m) long and cruise at Mach 0.8-plus. Boeing's design used upper-surface blowing from embedded engines on the inboard wing and blown flaps for circulation control on the outboard wing. Lockheed's design also used blown flaps outboard, but inboard used patented reversing ejector nozzles. Boeing's design completed over 2,000 hours of windtunnel tests in late 2009. It was a 5 percent-scale model of a narrowbody design with a 55,000 lb (25,000 kg) payload. When the AFRL increased the payload requirement to 65,000 lb (29,000 kg), they tested a 5% scale model of a widebody design with a 303,000 lb (137,000 kg) take-off gross weight and an "A400M-size" 158 in (4.0 m) wide cargo box. It would be powered by four IAE V2533 turbofans.[24] In August 2011, the AFRL released pictures of the Lockheed Speed Agile concept demonstrator. A 23% scale model went through wind tunnel tests to demonstrate its hybrid powered lift, which combines a low drag airframe with simple mechanical assembly to reduce weight and better aerodynamics. The model had four engines, including two Williams FJ44 turbofans.[23][25] On 26 March 2013, Boeing was granted a patent for its swept-wing powered lift aircraft.[26]
As of January 2014, Air Mobility Command, Air Force Materiel Command and the Air Force Research Lab are in the early stages of defining requirements for the C-X next generation airlifter program to replace both the C-130 and C-17. An aircraft would be produced from the early 2030s to the 2040s. If requirements are decided for operating in contested airspace, Air Force procurement of C-130s would end by the end of the decade to not have them serviceable by the 2030s and operated when they can't perform in that environment. Development of the airlifter depends heavily on the Army's "tactical and operational maneuver" plans. Two different cargo planes could still be created to separately perform tactical and strategic missions, but which course to pursue is to be decided before C-17s need to be retired.[27]
Operational history[edit]
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Military[edit]
USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrier Forrestal in 1963. The aircraft is now displayed at the National Museum of Naval Aviation.
The first production aircraft, C-130As were first delivered beginning in 1956 to the 463d Troop Carrier Wing at Ardmore AFB, Oklahoma and the 314th Troop Carrier Wing at Sewart AFB, Tennessee. Six additional squadrons were assigned to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional aircraft were modified for electronics intelligence work and assigned to Rhein-Main Air Base, Germany while modified RC-130As were assigned to the Military Air Transport Service (MATS) photo-mapping division.
In 1958, a U.S. reconnaissance C-130A-II of the 7406th Support Squadron was shot down over Armenia by MiG-17s.[28]
Australia became the first non-American force to operate the C-130A Hercules with 12 examples being delivered from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. The Royal Canadian Air Force became another early user with the delivery of four B-models (Canadian designation C-130 Mk I) in October / November 1960.[29]
In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on an aircraft carrier.[30] During October and November that year, a USMC KC-130F (BuNo 149798), loaned to the U.S. Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on Forrestal at a number of different weights.[31] The pilot, LT (later RADM) James H. Flatley III, USN, was awarded the Distinguished Flying Cross for his role in this test series. The tests were highly successful, but the idea was considered too risky for routine "Carrier Onboard Delivery" (COD) operations. Instead, the Grumman C-2 Greyhound was developed as a dedicated COD aircraft. The Hercules used in the test, most recently in service with Marine Aerial Refueler Squadron 352 (VMGR-352) until 2005, is now part of the collection of the National Museum of Naval Aviation at NAS Pensacola, Florida.
In 1964, C-130 crews from the 6315th Operations Group at Naha Air Base, Okinawa commenced forward air control (FAC; "Flare") missions over the Ho Chi Minh Trail in Laos supporting USAF strike aircraft. In April 1965 the mission was expanded to North Vietnam where C-130 crews led formations of B-57 bombers on night reconnaissance/strike missions against communist supply routes leading to South Vietnam. In early 1966 Project Blind Bat/Lamplighter was established at Ubon RTAFB, Thailand. After the move to Ubon the mission became a four-engine FAC mission with the C-130 crew searching for targets then calling in strike aircraft. Another little-known C-130 mission flown by Naha-based crews was Operation Commando Scarf, which involved the delivery of chemicals onto sections of the Ho Chi Minh Trail in Laos that were designed to produce mud and landslides in hopes of making the truck routes impassable.[citation needed]
In November 1964, on the other side of the globe, C-130Es from the 464th Troop Carrier Wing but loaned to 322d Air Division in France, flew one of the most dramatic missions in history in the former Belgian Congo. After communist Simba rebels took white residents of the city of Stanleyville hostage, the U.S. and Belgium developed a joint rescue mission that used the C-130s to airlift and then drop and air-land a force of Belgian paratroopers to rescue the hostages. Two missions were flown, one over Stanleyville and another over Paulis during Thanksgiving weeks.[32] The headline-making mission resulted in the first award of the prestigious MacKay Trophy to C-130 crews.
In the Indo-Pakistani War of 1965, as a desperate measure the transport No. 6 Squadron of the Pakistan Air Force modified its entire small fleet of C-130Bs for use as heavy bombers, capable of carrying up to 20,000 lb (9,072 kg) of bombs on pallets. These improvised bombers were used to hit Indian targets such as bridges, heavy artillery positions, tank formations and troop concentrations.[33][34] Some C-130s even flew with anti-aircraft guns fitted on their ramp, apparently shooting down some 17 aircraft and damaging 16 others.[35]
The C-130 Hercules were used in the Battle of Kham Duc in 1968, when the North Vietnamese Army forced U.S.-led forces to abandon the Kham Duc Special Forces Camp.
In October 1968, a C-130Bs from the 463rd Tactical Airlift Wing dropped a pair of M-121 10,000 pound bombs that had been developed for the massive B-36 bomber but had never been used. The U.S. Army and U.S. Air Force resurrected the huge weapons as a means of clearing landing zones for helicopters and in early 1969 the 463rd commenced Commando Vault missions. Although the stated purpose of COMMANDO VAULT was to clear LZs, they were also used on enemy base camps and other targets.[citation needed]
During the late 1960s, the U.S. was eager to get information on Chinese nuclear capabilities. After the failure of the Black Cat Squadron to plant operating sensor pods near the Lop Nur Nuclear Weapons Test Base using a Lockheed U-2, the CIA developed a plan, named Heavy Tea, to deploy two battery-powered sensor pallets near the base. To deploy the pallets, a Black Bat Squadron crew was trained in the U.S. to fly the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, took off from Takhli Royal Thai Air Force Base in an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude in the dark, they arrived over the target and the sensor pallets were dropped by parachute near Anxi in Gansu province. After another six and a half hours of low altitude flight, they arrived back at Takhli. The sensors worked and uploaded data to a U.S. intelligence satellite for six months, before their batteries wore out. The Chinese conducted two nuclear tests, on 22 September 1969 and 29 September 1969, during the operating life of the sensor pallets. Another mission to the area was planned as Operation Golden Whip, but was called off in 1970.[36] It is most likely that the aircraft used on this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382-3991). These two aircraft were delivered to Air America in 1964.[37] After being returned to the U.S. Air Force sometime between 1966 and 1970, they were assigned the serial numbers of C-130s that had been destroyed in accidents. 64-0506 is now flying as 62-1843, a C-130E that crashed in Vietnam on 20 December 1965 and 64-0507 is now flying as 63-7785, a C-130E that had crashed in Vietnam on 17 June 1966.[38]
The A-model continued in service through the Vietnam War, where the aircraft assigned to the four squadrons at Naha AB, Okinawa and one at Tachikawa Air Base, Japan performed yeoman's service, including operating highly classified special operations missions such as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet mission over Laos and North Vietnam. The A-model was also provided to the South Vietnamese Air Force as part of the Vietnamization program at the end of the war, and equipped three squadrons based at Tan Son Nhut AFB. The last operator in the world is the Honduran Air Force, which is still flying one of five A model Hercules (FAH 558, c/n 3042) as of October 2009.[39] As the Vietnam War wound down, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units.
U.S. Marines disembark from C-130 transports at the Da Nang Airbase on 8 March 1965
Another prominent role for the B model was with the United States Marine Corps, where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness in Antarctica, the U.S. Navy purchased a number of B-models equipped with skis that were designated as LC-130s. C-130B-II electronic reconnaissance aircraft were operated under the SUN VALLEY program name primarily from Yokota Air Base, Japan. All reverted to standard C-130B cargo aircraft after their replacement in the reconnaissance role by other aircraft.
The C-130 was also used in the 1976 Entebbe raid in which Israeli commando forces carried a surprise assault to rescue 103 passengers of an airliner hijacked by Palestinian and German terrorists at Entebbe Airport, Uganda. The rescue force — 200 soldiers, jeeps, and a black Mercedes-Benz (intended to resemble Ugandan Dictator Idi Amin's vehicle of state) — was flown over 2,200 nmi (4,074 km; 2,532 mi) almost entirely at an altitude of less than 100 ft (30 m) from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without mid-air refueling (on the way back, the planes refueled in Nairobi, Kenya).
During the Falklands War (Spanish: Guerra de las Malvinas) of 1982, Argentine Air Force C-130s undertook highly dangerous, daily re-supply night flights as blockade runners to the Argentine garrison on the Falkland Islands. They also performed daylight maritime survey flights. One was lost during the war. Argentina also operated two KC-130 tankers during the war, and these refueled both the Douglas A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to operate as bombers with bomb-racks under their wings. The British also used RAF C-130s to support their logistical operations.
USMC C-130T Fat Albert performing a rocket-assisted takeoff (RATO)
During the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the U.S. Air Force, U.S. Navy and U.S. Marine Corps, along with the air forces of Australia, New Zealand, Saudi Arabia, South Korea and the UK. The MC-130 Combat Talon variant also made the first attacks using the largest conventional bombs in the world, the BLU-82 "Daisy Cutter" and GBU-43/B "Massive Ordnance Air Blast" bomb, (MOAB). Daisy Cutters were used to clear landing zones and to eliminate mine fields. The weight and size of the weapons make it impossible or impractical to load them on conventional bombers. The GBU-43/B MOAB is a successor to the BLU-82 and can perform the same function, as well as perform strike functions against hardened targets in a low air threat environment.
Since 1992, two successive C-130 aircraft named Fat Albert have served as the support aircraft for the U.S. Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (151891),[40] while Fat Albert II is a C-130T (164763).[41] Although Fat Albert supports a Navy squadron, it is operated by the U.S. Marine Corps (USMC) and its crew consists solely of USMC personnel. At some air shows featuring the team, Fat Albert takes part, performing flyovers. Until 2009, it also demonstrated its rocket-assisted takeoff (RATO) capabilities; these ended due to dwindling supplies of rockets.[42]
The AC-130 also holds the record for the longest sustained flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew 36 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South Korea while being refueled seven times by KC-135 tanker aircraft. This record flight shattered the previous record longest flight by over 10 hours while the two gunships took on 410,000 lb (190,000 kg) of fuel. The gunship has been used in every major U.S. combat operation since Vietnam, except for Operation El Dorado Canyon, the 1986 attack on Libya.[43]
C-130 Hercules performs a tactical landing on a dirt strip
During the invasion of Afghanistan in 2001 and the ongoing support of the International Security Assistance Force (Operation Enduring Freedom), the C-130 Hercules has been used operationally by Australia, Belgium, Canada, Denmark, France, Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea, Spain, the UK and the United States.
During the 2003 invasion of Iraq (Operation Iraqi Freedom), the C-130 Hercules was used operationally by Australia, the UK and the United States. After the initial invasion, C-130 operators as part of the Multinational force in Iraq used their C-130s to support their forces in Iraq.
Since 2004, the Pakistan Air Force has employed C-130s in the War in North-West Pakistan. Some variants had forward looking infrared (FLIR Systems Star Safire III EO/IR) sensor balls, to enable close tracking of Islamist militants.[44]
Civilian[edit]
A C-130E fitted with a MAFFS-1 dropping fire retardant
The U.S. Forest Service developed the Modular Airborne FireFighting System for the C-130 in the 1970s, which allows regular aircraft to be temporarily converted to an airtanker for fighting wildfires.[45] In the late 1980s, 22 retired USAF C-130As were removed from storage at Davis-Monthan Air Force Base and transferred to the U.S. Forest Service who then sold them to six private companies to be converted into air tankers (see U.S. Forest Service airtanker scandal). After one of these aircraft crashed due to wing separation in flight as a result of fatigue stress cracking, the entire fleet of C-130A air tankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s have been used to spread chemical dispersants onto the massive oil slick in the Gulf Coast in 2010.[46]
A recent development of a C-130–based airtanker is the Retardant Aerial Delivery System developed by Coulson Aviation USA . The system consists of a C-130H/Q retrofitted with an in-floor discharge system, combined with a removable 3,500- or 4,000-gallon water tank. The combined system is FAA certified.[47]
Variants[edit]
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C-130H Hercules flight deck
A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule under parachute.
C-130s from the: U.S., Canada, Australia and Israel (foreground to background)
RAAF C-130J-30 at Point Cook, 2006
Brazilian Air Force C-130 (L-382)
For civilian versions, see Lockheed L-100 Hercules.
Significant military variants of the C-130 include:
C-130A/B/E/F/G/H/K/T
Tactical airlifter basic models
C-130A-II Dreamboat
Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft[48]
C-130J Super Hercules
Tactical airlifter, with new engines, avionics, and updated systems
C-130K
Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)
AC-130A/E/H/J/U/W
Gunship variants
C-130D/D-6
Ski-equipped version for snow and ice operations United States Air Force / Air National Guard
CC-130E/H/J Hercules
Designation for Canadian Armed Forces / Royal Canadian Air Force Hercules aircraft. U.S. Air Force used the CC-130J designation to differentiate standard C-130Js from "stretched" C-130Js (Company designation C-130J-30s).
DC-130A/E/H
USAF and USN Drone control
EC-130
EC-130E/J Commando Solo – USAF / Air National Guard psychological operations version
EC-130E – Airborne Battlefield Command and Control Center (ABCCC)
EC-130E Rivet Rider – Airborne psychological warfare aircraft
EC-130H Compass Call – Electronic warfare and electronic attack.[49]
EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions[50]
GC-130
Permanently Grounded "Static Display"
HC-130
HC-130B/E/H – Early model combat search and rescue
HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue
HC-130J Combat King II – Next generation combat search and rescue tanker
HC-130H/J – USCG long-range surveillance and search and rescue
JC-130
Temporary conversion for flight test operations
KC-130F/R/T/J
United States Marine Corps aerial refueling tanker and tactical airlifter
LC-130F/H/R
USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations; LC-130F previously operated by USN
MC-130
MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant
MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship[51]
MC-130P Combat Shadow – Special operations tanker
MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command[52]
YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt
NC-130
Permanent conversion for flight test operations
PC-130/C-130-MP
Maritime patrol
RC-130A/S
Surveillance aircraft for reconnaissance
SC-130J Sea Herc
Proposed maritime patrol version of the C-130J, designed for coastal surveillance and anti-submarine warfare.[53][54]
TC-130
Aircrew training
VC-130H
VIP transport
WC-130A/B/E/H/J
Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command's 53d Weather Reconnaissance Squadron in support of the National Weather Service's National Hurricane Center
_________________________________
IMG_5180
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The Chinook flying straight and level at altitude, above the range of SAFIRE (small-arms fire), en route to insert the raiding force. One of the two front-door M134 multi-barrelled miniguns is seen to advantage here.
All the parts used in the model are made by Lego except for the ramp gun; the round 'ports' are modified 2 x 2 x 1 trans clear panels 4864 with dark-green Lego decal cutouts added. The only other modified part (other than the customised minifig aircrew) is the main cargo hook, a 30395 with the upper ball removed to allow it to swing freely between deployed and stowed positions.
C-130 Hercules military transport plane heading east over my house and turning south to approach the Davis-Monthan AFB runway from the southeast to the northwest.
______________________________
Lockheed C-130 Hercules
From Wikipedia, the free encyclopedia
en.wikipedia.org/wiki/Lockheed_C-130_Hercules
C-130 Hercules
Straight-wing, four-engine turboprop-driven aircraft overflying water
USAF C-130E
Role: Military transport aircraft
National origin: United States
ManufacturerLockheed
Lockheed Martin
First flight23 August 1954
Status: In service
Primary users:
United States Air Force
United States Marine Corps
Royal Air Force
Royal Canadian Air Force
Produced: 1954–present
Number built: Over 2,500 as of 2015[1]
Unit cost
C-130E $11.9 million[2]
C-130H $30.1 million[3]
Variants:
AC-130 Spectre/Spooky
Lockheed DC-130
Lockheed EC-130
Lockheed HC-130
Lockheed Martin KC-130
Lockheed LC-130
Lockheed MC-130
Lockheed WC-130
Lockheed L-100 Hercules
Developed into: Lockheed Martin C-130J Super Hercules
The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin.
Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medivac, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130),for
airborne assault,
search and rescue,
scientific research support,
weather reconnaissance,
aerial refueling,
maritime patrol, and
aerial firefighting.
It is now the main tactical airlifter for many military forces worldwide. Over forty models and variants of the Hercules, including a civilian one marketed as Lockheed L-100, operate in more than sixty nations.
The C-130 entered service with the U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in numerous military, civilian and humanitarian aid operations. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous service with its original primary customer, in this case, the United States Air Force. The C-130 Hercules is the longest continuously produced military aircraft at over 60 years, with the updated C-130J Super Hercules being produced today.[4]
Contents [hide]
1Design and development
1.1Background and requirements
1.2Design phase
1.3Improved versions
1.4More improvements
1.5Later models
1.6Next generation
1.7Upgrades and changes
1.8Replacement
2Operational history
2.1Military
2.2Civilian
3Variants
4Operators
5Accidents
6Aircraft on display
6.1Australia
6.2Canada
6.3Colombia
6.4Indonesia
6.5Norway
6.6Saudi Arabia
6.7United Kingdom
6.8United States
7Specifications (C-130H)
8See also
9References
10External links
Design and development[edit]
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Background and requirements[edit]
The Korean War, which began in June 1950, showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were inadequate for modern warfare. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity of 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed from the ground-up as a combat transport with loading from a hinged loading ramp at the rear of the fuselage.
A key feature was the introduction of the Allison T56 turboprop powerplant, first developed specifically for the C-130. At the time, the turboprop was a new application of turbine engines that used exhaust gases to turn a propeller, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. As was the case on helicopters of that era, such as the UH-1 Huey, turboshafts produced much more power for their weight than piston engines. Lockheed would subsequently use the same engines and technology in the Lockheed L-188 Electra. That aircraft failed financially in its civilian configuration but was successfully adapted into the Lockheed P-3 Orion maritime patrol and submarine attack aircraft where the efficiency and endurance of turboprops excelled.
Design phase[edit]
The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs.
The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.
The Lockheed design team was led by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6] Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7]
The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype, but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8]
After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9]
The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D.
As the C-130A became operational with Tactical Air Command (TAC), the C-130's lack of range became apparent and additional fuel capacity was added in the form of external pylon-mounted tanks at the end of the wings.
Improved versions[edit]
A Michigan Air National Guard C-130E dispatches its flares during a low-level training mission
The C-130B model was developed to complement the A-models that had previously been delivered, and incorporated new features, particularly increased fuel capacity in the form of auxiliary tanks built into the center wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aeroproducts three-blade propellers that distinguished the earlier A-models. The C-130B had ailerons with increased boost—3,000 psi (21 MPa) versus 2,050 psi (14 MPa)—as well as uprated engines and four-blade propellers that were standard until the J-model's introduction.
An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted. The C-130B-II was distinguished by its false external wing fuel tanks, which were disguised signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft featured a swept blade antenna on the upper fuselage, as well as extra wire antennas between the vertical fin and upper fuselage not found on other C-130s. Radio call numbers on the tail of these aircraft were regularly changed so as to confuse observers and disguise their true mission.
The extended-range C-130E model entered service in 1962 after it was developed as an interim long-range transport for the Military Air Transport Service. Essentially a B-model, the new designation was the result of the installation of 1,360 US gal (5,150 L) Sargent Fletcher external fuel tanks under each wing's midsection and more powerful Allison T56-A-7A turboprops. The hydraulic boost pressure to the ailerons was reduced back to 2050 psi as a consequence of the external tanks' weight in the middle of the wingspan. The E model also featured structural improvements, avionics upgrades and a higher gross weight. Australia took delivery of 12 C130E Hercules during 1966–67 to supplement the 12 C-130A models already in service with the RAAF. Sweden and Spain fly the TP-84T version of the C-130E fitted for aerial refueling capability.
The KC-130 tankers, originally C-130F procured for the US Marine Corps (USMC) in 1958 (under the designation GV-1) are equipped with a removable 3,600 US gal (13,626 L) stainless steel fuel tank carried inside the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods each transfer up to 300 US gal per minute (19 L per second) to two aircraft simultaneously, allowing for rapid cycle times of multiple-receiver aircraft formations, (a typical tanker formation of four aircraft in less than 30 minutes). The US Navy's C-130G has increased structural strength allowing higher gross weight operation.
More improvements[edit]
Royal Australian Air Force C-130H, 2007
The C-130H model has updated Allison T56-A-15 turboprops, a redesigned outer wing, updated avionics and other minor improvements. Later H models had a new, fatigue-life-improved, center wing that was retrofitted to many earlier H-models. For structural reasons, some models are required to land with certain amounts of fuel when carrying heavy cargo, reducing usable range.[10] The H model remains in widespread use with the United States Air Force (USAF) and many foreign air forces. Initial deliveries began in 1964 (to the RNZAF), remaining in production until 1996. An improved C-130H was introduced in 1974, with Australia purchasing 12 of type in 1978 to replace the original 12 C-130A models, which had first entered RAAF Service in 1958.
The United States Coast Guard employs the HC-130H for long-range search and rescue, drug interdiction, illegal migrant patrols, homeland security, and logistics.
C-130H models produced from 1992 to 1996 were designated as C-130H3 by the USAF. The "3" denoting the third variation in design for the H series. Improvements included ring laser gyros for the INUs, GPS receivers, a partial glass cockpit (ADI and HSI instruments), a more capable APN-241 color radar, night vision device compatible instrument lighting, and an integrated radar and missile warning system. The electrical system upgrade included Generator Control Units (GCU) and Bus Switching units (BSU)to provide stable power to the more sensitive upgraded components.[citation needed]
Royal Air Force C-130K (C.3)
The equivalent model for export to the UK is the C-130K, known by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30 (Hercules C.3 in RAF service) is a stretched version of the original Hercules, achieved by inserting a 100 in (2.54 m) plug aft of the cockpit and an 80 in (2.03 m) plug at the rear of the fuselage. A single C-130K was purchased by the Met Office for use by its Meteorological Research Flight, where it was classified as the Hercules W.2. This aircraft was heavily modified (with its most prominent feature being the long red and white striped atmospheric probe on the nose and the move of the weather radar into a pod above the forward fuselage). This aircraft, named Snoopy, was withdrawn in 2001 and was then modified by Marshall of Cambridge Aerospace as flight-testbed for the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.[11]
Later models[edit]
The MC-130E Combat Talon was developed for the USAF during the Vietnam War to support special operations missions in Southeast Asia, and led to both the MC-130H Combat Talon II as well as a family of other special missions aircraft. 37 of the earliest models currently operating with the Air Force Special Operations Command (AFSOC) are scheduled to be replaced by new-production MC-130J versions. The EC-130 Commando Solo is another special missions variant within AFSOC, albeit operated solely by an AFSOC-gained wing in the Pennsylvania Air National Guard, and is a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations able to transmit messaging over commercial frequencies. Other versions of the EC-130, most notably the EC-130H Compass Call, are also special variants, but are assigned to the Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties.
USAF HC-130P refuels a HH-60G Pavehawk helicopter
The HC-130 is a family of long-range search and rescue variants used by the USAF and the U.S. Coast Guard. Equipped for deep deployment of Pararescuemen (PJs), survival equipment, and (in the case of USAF versions) aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF versions were also equipped with the Fulton surface-to-air recovery system, designed to pull a person off the ground using a wire strung from a helium balloon. The John Wayne movie The Green Berets features its use. The Fulton system was later removed when aerial refueling of helicopters proved safer and more versatile. The movie The Perfect Storm depicts a real life SAR mission involving aerial refueling of a New York Air National Guard HH-60G by a New York Air National Guard HC-130P.
The C-130R and C-130T are U.S. Navy and USMC models, both equipped with underwing external fuel tanks. The USN C-130T is similar, but has additional avionics improvements. In both models, aircraft are equipped with Allison T56-A-16 engines. The USMC versions are designated KC-130R or KC-130T when equipped with underwing refueling pods and pylons and are fully night vision system compatible.
The RC-130 is a reconnaissance version. A single example is used by the Islamic Republic of Iran Air Force, the aircraft having originally been sold to the former Imperial Iranian Air Force.
The Lockheed L-100 (L-382) is a civilian variant, equivalent to a C-130E model without military equipment. The L-100 also has two stretched versions.
Next generation[edit]
Main article: Lockheed Martin C-130J Super Hercules
In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the U.S. Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by the Advanced Medium STOL Transport project. The project was canceled and the C-130 has remained in production.
Building on lessons learned, Lockheed Martin modified a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft set numerous short takeoff and landing performance records and significantly expanded the database for future derivatives of the C-130.[12] Modifications made to the HTTB included extended chord ailerons, a long chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading edge extension, a larger dorsal fin and dorsal fins, the addition of three spoiler panels to each wing upper surface, a long-stroke main and nose landing gear system, and changes to the flight controls and a change from direct mechanical linkages assisted by hydraulic boost, to fully powered controls, in which the mechanical linkages from the flight station controls operated only the hydraulic control valves of the appropriate boost unit.[13] The HTTB first flew on 19 June 1984, with civil registration of N130X. After demonstrating many new technologies, some of which were applied to the C-130J, the HTTB was lost in a fatal accident on 3 February 1993, at Dobbins Air Reserve Base, in Marietta, Georgia.[14] The crash was attributed to disengagement of the rudder fly-by-wire flight control system, resulting in a total loss of rudder control capability while conducting ground minimum control speed tests (Vmcg). The disengagement was a result of the inadequate design of the rudder's integrated actuator package by its manufacturer; the operator's insufficient system safety review failed to consider the consequences of the inadequate design to all operating regimes. A factor which contributed to the accident was the flight crew's lack of engineering flight test training.[15]
In the 1990s, the improved C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This model is the newest version and the only model in production. Externally similar to the classic Hercules in general appearance, the J model has new turboprop engines, six-bladed propellers, digital avionics, and other new systems.[16]
Upgrades and changes[edit]
In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics Modernization Program kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.[17] On 2 September 2009, Bloomberg news reported that the planned Avionics Modernization Program (AMP) upgrade to the older C-130s would be dropped to provide more funds for the F-35, CV-22 and airborne tanker replacement programs.[18] However, in June 2010, Department of Defense approved funding for the initial production of the AMP upgrade kits.[19][20] Under the terms of this agreement, the USAF has cleared Boeing to begin low-rate initial production (LRIP) for the C-130 AMP. A total of 198 aircraft are expected to feature the AMP upgrade. The current cost per aircraft is US$14 million although Boeing expects that this price will drop to US$7 million for the 69th aircraft.[17]
An engine enhancement program saving fuel and providing lower temperatures in the T56 engine has been approved, and the US Air Force expects to save $2 billion and extend the fleet life.[21]
Replacement[edit]
In October 2010, the Air Force released a capabilities request for information (CRFI) for the development of a new airlifter to replace the C-130. The new aircraft is to carry a 190 percent greater payload and assume the mission of mounted vertical maneuver (MVM). The greater payload and mission would enable it to carry medium-weight armored vehicles and drop them off at locations without long runways. Various options are being considered, including new or upgraded fixed-wing designs, rotorcraft, tiltrotors, or even an airship. Development could start in 2014, and become operational by 2024. The C-130 fleet of around 450 planes would be replaced by only 250 aircraft.[22] The Air Force had attempted to replace the C-130 in the 1970s through the Advanced Medium STOL Transport project, which resulted in the C-17 Globemaster III that instead replaced the C-141 Starlifter.[23] The Air Force Research Laboratory funded Lockheed and Boeing demonstrators for the Speed Agile concept, which had the goal of making a STOL aircraft that can take off and land at speeds as low as 70 kn (130 km/h; 81 mph) on airfields less than 2,000 ft (610 m) long and cruise at Mach 0.8-plus. Boeing's design used upper-surface blowing from embedded engines on the inboard wing and blown flaps for circulation control on the outboard wing. Lockheed's design also used blown flaps outboard, but inboard used patented reversing ejector nozzles. Boeing's design completed over 2,000 hours of windtunnel tests in late 2009. It was a 5 percent-scale model of a narrowbody design with a 55,000 lb (25,000 kg) payload. When the AFRL increased the payload requirement to 65,000 lb (29,000 kg), they tested a 5% scale model of a widebody design with a 303,000 lb (137,000 kg) take-off gross weight and an "A400M-size" 158 in (4.0 m) wide cargo box. It would be powered by four IAE V2533 turbofans.[24] In August 2011, the AFRL released pictures of the Lockheed Speed Agile concept demonstrator. A 23% scale model went through wind tunnel tests to demonstrate its hybrid powered lift, which combines a low drag airframe with simple mechanical assembly to reduce weight and better aerodynamics. The model had four engines, including two Williams FJ44 turbofans.[23][25] On 26 March 2013, Boeing was granted a patent for its swept-wing powered lift aircraft.[26]
As of January 2014, Air Mobility Command, Air Force Materiel Command and the Air Force Research Lab are in the early stages of defining requirements for the C-X next generation airlifter program to replace both the C-130 and C-17. An aircraft would be produced from the early 2030s to the 2040s. If requirements are decided for operating in contested airspace, Air Force procurement of C-130s would end by the end of the decade to not have them serviceable by the 2030s and operated when they can't perform in that environment. Development of the airlifter depends heavily on the Army's "tactical and operational maneuver" plans. Two different cargo planes could still be created to separately perform tactical and strategic missions, but which course to pursue is to be decided before C-17s need to be retired.[27]
Operational history[edit]
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Military[edit]
USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrier Forrestal in 1963. The aircraft is now displayed at the National Museum of Naval Aviation.
The first production aircraft, C-130As were first delivered beginning in 1956 to the 463d Troop Carrier Wing at Ardmore AFB, Oklahoma and the 314th Troop Carrier Wing at Sewart AFB, Tennessee. Six additional squadrons were assigned to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional aircraft were modified for electronics intelligence work and assigned to Rhein-Main Air Base, Germany while modified RC-130As were assigned to the Military Air Transport Service (MATS) photo-mapping division.
In 1958, a U.S. reconnaissance C-130A-II of the 7406th Support Squadron was shot down over Armenia by MiG-17s.[28]
Australia became the first non-American force to operate the C-130A Hercules with 12 examples being delivered from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. The Royal Canadian Air Force became another early user with the delivery of four B-models (Canadian designation C-130 Mk I) in October / November 1960.[29]
In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on an aircraft carrier.[30] During October and November that year, a USMC KC-130F (BuNo 149798), loaned to the U.S. Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on Forrestal at a number of different weights.[31] The pilot, LT (later RADM) James H. Flatley III, USN, was awarded the Distinguished Flying Cross for his role in this test series. The tests were highly successful, but the idea was considered too risky for routine "Carrier Onboard Delivery" (COD) operations. Instead, the Grumman C-2 Greyhound was developed as a dedicated COD aircraft. The Hercules used in the test, most recently in service with Marine Aerial Refueler Squadron 352 (VMGR-352) until 2005, is now part of the collection of the National Museum of Naval Aviation at NAS Pensacola, Florida.
In 1964, C-130 crews from the 6315th Operations Group at Naha Air Base, Okinawa commenced forward air control (FAC; "Flare") missions over the Ho Chi Minh Trail in Laos supporting USAF strike aircraft. In April 1965 the mission was expanded to North Vietnam where C-130 crews led formations of B-57 bombers on night reconnaissance/strike missions against communist supply routes leading to South Vietnam. In early 1966 Project Blind Bat/Lamplighter was established at Ubon RTAFB, Thailand. After the move to Ubon the mission became a four-engine FAC mission with the C-130 crew searching for targets then calling in strike aircraft. Another little-known C-130 mission flown by Naha-based crews was Operation Commando Scarf, which involved the delivery of chemicals onto sections of the Ho Chi Minh Trail in Laos that were designed to produce mud and landslides in hopes of making the truck routes impassable.[citation needed]
In November 1964, on the other side of the globe, C-130Es from the 464th Troop Carrier Wing but loaned to 322d Air Division in France, flew one of the most dramatic missions in history in the former Belgian Congo. After communist Simba rebels took white residents of the city of Stanleyville hostage, the U.S. and Belgium developed a joint rescue mission that used the C-130s to airlift and then drop and air-land a force of Belgian paratroopers to rescue the hostages. Two missions were flown, one over Stanleyville and another over Paulis during Thanksgiving weeks.[32] The headline-making mission resulted in the first award of the prestigious MacKay Trophy to C-130 crews.
In the Indo-Pakistani War of 1965, as a desperate measure the transport No. 6 Squadron of the Pakistan Air Force modified its entire small fleet of C-130Bs for use as heavy bombers, capable of carrying up to 20,000 lb (9,072 kg) of bombs on pallets. These improvised bombers were used to hit Indian targets such as bridges, heavy artillery positions, tank formations and troop concentrations.[33][34] Some C-130s even flew with anti-aircraft guns fitted on their ramp, apparently shooting down some 17 aircraft and damaging 16 others.[35]
The C-130 Hercules were used in the Battle of Kham Duc in 1968, when the North Vietnamese Army forced U.S.-led forces to abandon the Kham Duc Special Forces Camp.
In October 1968, a C-130Bs from the 463rd Tactical Airlift Wing dropped a pair of M-121 10,000 pound bombs that had been developed for the massive B-36 bomber but had never been used. The U.S. Army and U.S. Air Force resurrected the huge weapons as a means of clearing landing zones for helicopters and in early 1969 the 463rd commenced Commando Vault missions. Although the stated purpose of COMMANDO VAULT was to clear LZs, they were also used on enemy base camps and other targets.[citation needed]
During the late 1960s, the U.S. was eager to get information on Chinese nuclear capabilities. After the failure of the Black Cat Squadron to plant operating sensor pods near the Lop Nur Nuclear Weapons Test Base using a Lockheed U-2, the CIA developed a plan, named Heavy Tea, to deploy two battery-powered sensor pallets near the base. To deploy the pallets, a Black Bat Squadron crew was trained in the U.S. to fly the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, took off from Takhli Royal Thai Air Force Base in an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude in the dark, they arrived over the target and the sensor pallets were dropped by parachute near Anxi in Gansu province. After another six and a half hours of low altitude flight, they arrived back at Takhli. The sensors worked and uploaded data to a U.S. intelligence satellite for six months, before their batteries wore out. The Chinese conducted two nuclear tests, on 22 September 1969 and 29 September 1969, during the operating life of the sensor pallets. Another mission to the area was planned as Operation Golden Whip, but was called off in 1970.[36] It is most likely that the aircraft used on this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382-3991). These two aircraft were delivered to Air America in 1964.[37] After being returned to the U.S. Air Force sometime between 1966 and 1970, they were assigned the serial numbers of C-130s that had been destroyed in accidents. 64-0506 is now flying as 62-1843, a C-130E that crashed in Vietnam on 20 December 1965 and 64-0507 is now flying as 63-7785, a C-130E that had crashed in Vietnam on 17 June 1966.[38]
The A-model continued in service through the Vietnam War, where the aircraft assigned to the four squadrons at Naha AB, Okinawa and one at Tachikawa Air Base, Japan performed yeoman's service, including operating highly classified special operations missions such as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet mission over Laos and North Vietnam. The A-model was also provided to the South Vietnamese Air Force as part of the Vietnamization program at the end of the war, and equipped three squadrons based at Tan Son Nhut AFB. The last operator in the world is the Honduran Air Force, which is still flying one of five A model Hercules (FAH 558, c/n 3042) as of October 2009.[39] As the Vietnam War wound down, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units.
U.S. Marines disembark from C-130 transports at the Da Nang Airbase on 8 March 1965
Another prominent role for the B model was with the United States Marine Corps, where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness in Antarctica, the U.S. Navy purchased a number of B-models equipped with skis that were designated as LC-130s. C-130B-II electronic reconnaissance aircraft were operated under the SUN VALLEY program name primarily from Yokota Air Base, Japan. All reverted to standard C-130B cargo aircraft after their replacement in the reconnaissance role by other aircraft.
The C-130 was also used in the 1976 Entebbe raid in which Israeli commando forces carried a surprise assault to rescue 103 passengers of an airliner hijacked by Palestinian and German terrorists at Entebbe Airport, Uganda. The rescue force — 200 soldiers, jeeps, and a black Mercedes-Benz (intended to resemble Ugandan Dictator Idi Amin's vehicle of state) — was flown over 2,200 nmi (4,074 km; 2,532 mi) almost entirely at an altitude of less than 100 ft (30 m) from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without mid-air refueling (on the way back, the planes refueled in Nairobi, Kenya).
During the Falklands War (Spanish: Guerra de las Malvinas) of 1982, Argentine Air Force C-130s undertook highly dangerous, daily re-supply night flights as blockade runners to the Argentine garrison on the Falkland Islands. They also performed daylight maritime survey flights. One was lost during the war. Argentina also operated two KC-130 tankers during the war, and these refueled both the Douglas A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to operate as bombers with bomb-racks under their wings. The British also used RAF C-130s to support their logistical operations.
USMC C-130T Fat Albert performing a rocket-assisted takeoff (RATO)
During the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the U.S. Air Force, U.S. Navy and U.S. Marine Corps, along with the air forces of Australia, New Zealand, Saudi Arabia, South Korea and the UK. The MC-130 Combat Talon variant also made the first attacks using the largest conventional bombs in the world, the BLU-82 "Daisy Cutter" and GBU-43/B "Massive Ordnance Air Blast" bomb, (MOAB). Daisy Cutters were used to clear landing zones and to eliminate mine fields. The weight and size of the weapons make it impossible or impractical to load them on conventional bombers. The GBU-43/B MOAB is a successor to the BLU-82 and can perform the same function, as well as perform strike functions against hardened targets in a low air threat environment.
Since 1992, two successive C-130 aircraft named Fat Albert have served as the support aircraft for the U.S. Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (151891),[40] while Fat Albert II is a C-130T (164763).[41] Although Fat Albert supports a Navy squadron, it is operated by the U.S. Marine Corps (USMC) and its crew consists solely of USMC personnel. At some air shows featuring the team, Fat Albert takes part, performing flyovers. Until 2009, it also demonstrated its rocket-assisted takeoff (RATO) capabilities; these ended due to dwindling supplies of rockets.[42]
The AC-130 also holds the record for the longest sustained flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew 36 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South Korea while being refueled seven times by KC-135 tanker aircraft. This record flight shattered the previous record longest flight by over 10 hours while the two gunships took on 410,000 lb (190,000 kg) of fuel. The gunship has been used in every major U.S. combat operation since Vietnam, except for Operation El Dorado Canyon, the 1986 attack on Libya.[43]
C-130 Hercules performs a tactical landing on a dirt strip
During the invasion of Afghanistan in 2001 and the ongoing support of the International Security Assistance Force (Operation Enduring Freedom), the C-130 Hercules has been used operationally by Australia, Belgium, Canada, Denmark, France, Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea, Spain, the UK and the United States.
During the 2003 invasion of Iraq (Operation Iraqi Freedom), the C-130 Hercules was used operationally by Australia, the UK and the United States. After the initial invasion, C-130 operators as part of the Multinational force in Iraq used their C-130s to support their forces in Iraq.
Since 2004, the Pakistan Air Force has employed C-130s in the War in North-West Pakistan. Some variants had forward looking infrared (FLIR Systems Star Safire III EO/IR) sensor balls, to enable close tracking of Islamist militants.[44]
Civilian[edit]
A C-130E fitted with a MAFFS-1 dropping fire retardant
The U.S. Forest Service developed the Modular Airborne FireFighting System for the C-130 in the 1970s, which allows regular aircraft to be temporarily converted to an airtanker for fighting wildfires.[45] In the late 1980s, 22 retired USAF C-130As were removed from storage at Davis-Monthan Air Force Base and transferred to the U.S. Forest Service who then sold them to six private companies to be converted into air tankers (see U.S. Forest Service airtanker scandal). After one of these aircraft crashed due to wing separation in flight as a result of fatigue stress cracking, the entire fleet of C-130A air tankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s have been used to spread chemical dispersants onto the massive oil slick in the Gulf Coast in 2010.[46]
A recent development of a C-130–based airtanker is the Retardant Aerial Delivery System developed by Coulson Aviation USA . The system consists of a C-130H/Q retrofitted with an in-floor discharge system, combined with a removable 3,500- or 4,000-gallon water tank. The combined system is FAA certified.[47]
Variants[edit]
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C-130H Hercules flight deck
A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule under parachute.
C-130s from the: U.S., Canada, Australia and Israel (foreground to background)
RAAF C-130J-30 at Point Cook, 2006
Brazilian Air Force C-130 (L-382)
For civilian versions, see Lockheed L-100 Hercules.
Significant military variants of the C-130 include:
C-130A/B/E/F/G/H/K/T
Tactical airlifter basic models
C-130A-II Dreamboat
Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft[48]
C-130J Super Hercules
Tactical airlifter, with new engines, avionics, and updated systems
C-130K
Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)
AC-130A/E/H/J/U/W
Gunship variants
C-130D/D-6
Ski-equipped version for snow and ice operations United States Air Force / Air National Guard
CC-130E/H/J Hercules
Designation for Canadian Armed Forces / Royal Canadian Air Force Hercules aircraft. U.S. Air Force used the CC-130J designation to differentiate standard C-130Js from "stretched" C-130Js (Company designation C-130J-30s).
DC-130A/E/H
USAF and USN Drone control
EC-130
EC-130E/J Commando Solo – USAF / Air National Guard psychological operations version
EC-130E – Airborne Battlefield Command and Control Center (ABCCC)
EC-130E Rivet Rider – Airborne psychological warfare aircraft
EC-130H Compass Call – Electronic warfare and electronic attack.[49]
EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions[50]
GC-130
Permanently Grounded "Static Display"
HC-130
HC-130B/E/H – Early model combat search and rescue
HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue
HC-130J Combat King II – Next generation combat search and rescue tanker
HC-130H/J – USCG long-range surveillance and search and rescue
JC-130
Temporary conversion for flight test operations
KC-130F/R/T/J
United States Marine Corps aerial refueling tanker and tactical airlifter
LC-130F/H/R
USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations; LC-130F previously operated by USN
MC-130
MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant
MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship[51]
MC-130P Combat Shadow – Special operations tanker
MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command[52]
YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt
NC-130
Permanent conversion for flight test operations
PC-130/C-130-MP
Maritime patrol
RC-130A/S
Surveillance aircraft for reconnaissance
SC-130J Sea Herc
Proposed maritime patrol version of the C-130J, designed for coastal surveillance and anti-submarine warfare.[53][54]
TC-130
Aircrew training
VC-130H
VIP transport
WC-130A/B/E/H/J
Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command's 53d Weather Reconnaissance Squadron in support of the National Weather Service's National Hurricane Center
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IMG_5181
Today Sunday 14th April 2019 I decided Torry Docks overlooking Aberdeen Harbour Scotland was the place for me to be, various ships entering and leaving the harbour though I knew that four war frigates had arrived a day or so ago with whispers of today as their departure day, camera loaded, I decided to dedicate my afternoon down at Aberdeen Harbour Scotland, waiting on these beauty's to leave.
Tonight at 20pm I was rewarded , I post a few of the shots I captured of HDMS Thetis F357 leaving followed by the minesweepers behind her.
Meeting fellow photographers and enthusiasts who also arrived to see these beauty's head out to the North Sea made the evening a bit of an event, I had a great experience , loved it .
HDMS Thetis is a Thetis-class ocean patrol vessel belonging to the Royal Danish Navy.
In mid-1990s the ship served as a platform for seismic operations in the waters near Greenland. In 2002 she took over the role from her sister ship Hvidbjørnen as a platform for Commander Danish Task Group.
The role was handed over to Absalon in September 2007. From February - April 2008 Thetis served as a protection vessel for the World Food Programme chartered ships, carrying food aid, off the Horn of Africa. In 2009 the ship served as staff ship for the NATO Mine Countermeasure Group 1.
Kingdom of Denmark
Name:Thetis
Laid down:10 October 1988
Launched:14 July 1989
In service:1 July 1991
Identification:
IMO number: 3993600
MMSI number: 219522000
Callsign: OUEU
Status:in active service
General characteristics
Class and type:Thetis-class patrol frigate
Type:Off Shore Patrol Frigates
Displacement:3,500 tons full load
Length:112.3 m (368 ft 5 in)
Beam:14.4 m (47 ft 3 in)
Height:37.0 m (121 ft 5 in)
Draft:6.0 m (19 ft 8 in)
Installed power:
3 Detroit Diesel GM 16V 7163-7305 à 460
1 Detroit Diesel 6L-71N 1063-7005 à 120 Kw (EMG)
Propulsion:
3 × MAN B&W Diesel 12v28/32A-D à 2940 kW (3990 hk), single shaft
1 Brunvoll azimuth thruster (800 kW)
1 electrical Brunvoll bow thruster (600 kW)
Speed:>21.8 knots (40.4 km/h; 25.1 mph)
Range:8.700 nautical miles (16.112 km; 10.012 mi) at 15 knots (28 km/h; 17 mph)
Endurance:60 days
Boats & landing
craft carried:2 7m RHIBs
Complement:52 + aircrew and transients (accommodation for up to 101 in total)
Sensors and
processing systems:
1 Terma Scanter Mil 009 navigational radar
1 Furuno FR-1505 DA surface search radar
1 Plessey AWS-6 air search radar
1 SaabTech Vectronics 9LV 200 Mk 3 fire control system
1 SaabTech CTS-36 hull-mounted sonar
Thales TMS 2640 Salmon variable depth sonar
FLIR Systems AN/AAQ-22 SAFIRE thermal imager
Electronic warfare
& decoys:
1 Thales Defense Ltd Cutlass radar warning receiver
1 Thales Defense Scorpion radar jammer
2 Sea Gnat launchers (for chaff and flares)
Armament:
1 76-mm 62-cal. OTO Melara Super Rapid DP
7 12.7 mm heavy machine guns
4 7.62 mm light machine guns
1 depth charge rack and MU90 Advanced Lightweight Torpedo for anti-submarine warfare
Aircraft carried:1 Westland Lynx Mk.90B helicopter.From approx. 2016: MH-60R
Aviation facilities:Aft helicopter deck and hangar
Four Thetis class frigates for the Royal Danish Navy have been built by the Svendborg Shipyard with headquarters on the island of Funen in Svendborg, Denmark. The Thetis (F357) and Triton (F358) were commissioned in 1991, and Vaedderen (F359) and Hvidbjornen (F360) in 1992.
The Thetis Class are multi-role frigates for fishery protection, surveillance, air-sea rescue, anti-pollution and ice reconnaissance.
THETIS DESIGN
The frigates have a double-skinned hull divided by ten bulkheads into watertight compartments. The basic hull shape corresponds to that of a high-speed trawler. There are no bilge keels, but stabilisation is achieved by a combination of fin stabilisers from Blohm and Voss and a controlled passive tank system supplied by Intering.
The frigates are ice-strengthened and are able to proceed through 80cm of solid ice. The hull has an icebreaking bow and stem lines suitable for operations in ice with only one propeller. To minimise ice formation on the superstructure, all winches, capstans, etc. are placed under deck. The allowed amount of icing is 375t.
Maximum continuous speed is 20kt in 4m seas. The ships can stand wind gusts of 150kt during light ice conditions and operate in all sea conditions at speeds of 4kt to 5kt. The ships have an endurance of 8,300nm at varying speeds with a 10% fuel reserve.
COMMAND AND CONTROL
Infocom Electronics, based in Sonderborg, Denmark produced the frigate’s integrated information system, which is based on a digital fibre-optic switch with digital multipurpose subscriber stations.
The system handles all internal and external communications, including data link and message handling for the ship’s Command, Control and Communications (C3) system, supplied by Terma Elektronik of Lystrup, Denmark.
WEAPONS
The armament consists of one Oto Melara 76mm Super Rapid main gun, one or two 20mm guns from Oerlikon and depth charge throwers. The Super Rapid gun has a rate of fire of 120 rounds a minute and range of 16km. The fire control system is the Saab Systems 9LV 200 mk3. A FLIR Systems Inc AN/AAQ-22 SAFIRE thermal imaging system is used for surveillance.
HELICOPTER
The frigate has a landing deck with a landing spot for a single helicopter. Helicopter support arrangements include a Glide Path Indicator (GPI) and a flight refuelling system. The hangar is equipped for helicopter maintenance and has capacity to hold a Lynx helicopter without having to fold the helicopter tail.
SENSORS
The frigates are fitted with a BAE Systems AWS-6 air and surface search radar operating at G band, a Terma Scanter Mil surface search radar operating at I band, a Furuno FR-1505 DA navigation radar operating at I band and a Saab Systems 9LV mk3 fire control radar operating at I and J bands.
Sonar equipment consists of a Saab Systems hull-mounted type CTS 36 RDN and a Thales Underwater Systems (formerly Thomson Marconi) TMS 2640 Salmon Variable Depth Sonar (VDS).
COUNTERMEASURES
“The Thetis Class frigates are ice-strengthened and are able to proceed through 80cm of solid ice.”
The countermeasures suite includes the Thales Defence Ltd Cutlass radar warning receiver, a Thales Defence Scorpion radar jammer and two Sea Gnat launchers for chaff and infrared flares.
PROPULSION
The propulsion machinery consists of three MAN B&W V28/32 diesel engines with combined power of 9,000kW. The fitted bow thruster is able to hold the bow against an athwartship wind of 28kt. A retractable azimuth thruster is capable of propelling the ship at 10kt.
The bow and azimuth thruster are produced by Brunvoll A/S. There is also a shaft generator of 1,500kW, supplied by Volund Motorteknik A/S, and three GM diesel motors with Volund Teknik generators, each with an output of 480kW.
The machinery is controlled by an integrated ship control and surveillance system (SCSS) designed by Soren T. Lyngso. The system allows the vessel to sail with unmanned engine rooms, the entire installation being controlled, and visually supervised from the bridge or from other locations in the ship.
Namesake: Thetis is encountered in Greek mythology mostly as a sea nymph or known as the goddess of water, one of the fifty Nereids, daughters of the ancient sea god Nereus..
Newspaper Article On 2019s War Exercise In Scotland.
E River Clyde is set to play host to the largest military exercise in Europe.
The Faslane Naval Base will be at the heart of the biggest 'tactically-focused' training operation - called Exercise Joint Warrior - from 16 to 26 April.
The multi-national event is conducted in the spring and autumn of each year, with the base hosting key Royal Navy and RAF personnel involved in it.
They will be joined by another 150 personnel, many of them reservists, with a joint warfare operations centre set up at the base to co-ordinate and manage the massive exercise.
A total of 32 separate naval units from eight different countries are taking part, as well as a considerable military air presence and multiple land forces.
Faslane will berth many of the vessels during the exercise, with the ships using the base for quick and easy access to some of the maritime training areas off the west coast.
The UK, USA, Germany, Netherlands, France, Norway, Denmark and Canada are all contributing and Royal Navy Flagship, HMS Bulwark, will be hosting the Commander United Kingdom Task Group and Commander Standing NATO Maritime Group 1.
Meanwhile the UK's joint force HQ will deploy to practice its command function both afloat on the high-readiness helicopter and commando carrier, HMS Illustrious, and ashore. The aim of the exercise is to provide the highest quality training for all three armed services and the numerous visiting forces from allied nations.
To achieve this, Joint Warrior features a wide-ranging exercise scenario which brings into play every possible situation experienced in complex, modern conflicts. It involves three sovereign nations, some disputed territory, drug smuggling, piracy, state-sponsored terrorism and counter insurgency. The scenario develops over the two-weeks of the exercise, beginning with a period of military and political tension and evolving into simulated war fighting and potential state-on-state hostilities.
Am unsure what is happening here.
We did not know there were g'hoods in this spot but a few weeks ago it was quite lrge and they were visible as they came up before anything else after the fire.
Now, though, they are disappearing.
Snails?
Rabbits?
Am tempted to put some snail bait down (with chicken wire over it all ... ideas welcome.
My back is against the wall. I don't know if I should stay here or go. Wait or leave. I can't decide. What shall I do? My friend has asked me to stay and wait for her but idk. I've waited long enough. I've already been to the store, I'm just waiting to take her since she liked it so much. Wondering what it is she liked soo much? It's the Henley Jersey Crop Top from Sn@tch. I'm supposed to be waiting on her to take her to go get it but she's taking forever. The Henley Jersey Crop Top comes as an applier and it also comes in 12 colors. Ladies make sure you head down to Sn@tch and and get your Henley Jersey Crop Top today!!!!!!!!!!!!!!!!!!!!!!!!! Happy shopping ladies! ☺
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C-130 Hercules military transport plane heading east over my house and turning south to approach the Davis-Monthan AFB runway from the southeast to the northwest.
______________________________
Lockheed C-130 Hercules
From Wikipedia, the free encyclopedia
en.wikipedia.org/wiki/Lockheed_C-130_Hercules
C-130 Hercules
Straight-wing, four-engine turboprop-driven aircraft overflying water
USAF C-130E
Role: Military transport aircraft
National origin: United States
ManufacturerLockheed
Lockheed Martin
First flight23 August 1954
Status: In service
Primary users:
United States Air Force
United States Marine Corps
Royal Air Force
Royal Canadian Air Force
Produced: 1954–present
Number built: Over 2,500 as of 2015[1]
Unit cost
C-130E $11.9 million[2]
C-130H $30.1 million[3]
Variants:
AC-130 Spectre/Spooky
Lockheed DC-130
Lockheed EC-130
Lockheed HC-130
Lockheed Martin KC-130
Lockheed LC-130
Lockheed MC-130
Lockheed WC-130
Lockheed L-100 Hercules
Developed into: Lockheed Martin C-130J Super Hercules
The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin.
Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medivac, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130),for
airborne assault,
search and rescue,
scientific research support,
weather reconnaissance,
aerial refueling,
maritime patrol, and
aerial firefighting.
It is now the main tactical airlifter for many military forces worldwide. Over forty models and variants of the Hercules, including a civilian one marketed as Lockheed L-100, operate in more than sixty nations.
The C-130 entered service with the U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in numerous military, civilian and humanitarian aid operations. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous service with its original primary customer, in this case, the United States Air Force. The C-130 Hercules is the longest continuously produced military aircraft at over 60 years, with the updated C-130J Super Hercules being produced today.[4]
Contents [hide]
1Design and development
1.1Background and requirements
1.2Design phase
1.3Improved versions
1.4More improvements
1.5Later models
1.6Next generation
1.7Upgrades and changes
1.8Replacement
2Operational history
2.1Military
2.2Civilian
3Variants
4Operators
5Accidents
6Aircraft on display
6.1Australia
6.2Canada
6.3Colombia
6.4Indonesia
6.5Norway
6.6Saudi Arabia
6.7United Kingdom
6.8United States
7Specifications (C-130H)
8See also
9References
10External links
Design and development[edit]
This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (February 2014)
Background and requirements[edit]
The Korean War, which began in June 1950, showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were inadequate for modern warfare. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity of 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed from the ground-up as a combat transport with loading from a hinged loading ramp at the rear of the fuselage.
A key feature was the introduction of the Allison T56 turboprop powerplant, first developed specifically for the C-130. At the time, the turboprop was a new application of turbine engines that used exhaust gases to turn a propeller, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. As was the case on helicopters of that era, such as the UH-1 Huey, turboshafts produced much more power for their weight than piston engines. Lockheed would subsequently use the same engines and technology in the Lockheed L-188 Electra. That aircraft failed financially in its civilian configuration but was successfully adapted into the Lockheed P-3 Orion maritime patrol and submarine attack aircraft where the efficiency and endurance of turboprops excelled.
Design phase[edit]
The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs.
The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.
The Lockheed design team was led by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6] Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7]
The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype, but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8]
After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9]
The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D.
As the C-130A became operational with Tactical Air Command (TAC), the C-130's lack of range became apparent and additional fuel capacity was added in the form of external pylon-mounted tanks at the end of the wings.
Improved versions[edit]
A Michigan Air National Guard C-130E dispatches its flares during a low-level training mission
The C-130B model was developed to complement the A-models that had previously been delivered, and incorporated new features, particularly increased fuel capacity in the form of auxiliary tanks built into the center wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aeroproducts three-blade propellers that distinguished the earlier A-models. The C-130B had ailerons with increased boost—3,000 psi (21 MPa) versus 2,050 psi (14 MPa)—as well as uprated engines and four-blade propellers that were standard until the J-model's introduction.
An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted. The C-130B-II was distinguished by its false external wing fuel tanks, which were disguised signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft featured a swept blade antenna on the upper fuselage, as well as extra wire antennas between the vertical fin and upper fuselage not found on other C-130s. Radio call numbers on the tail of these aircraft were regularly changed so as to confuse observers and disguise their true mission.
The extended-range C-130E model entered service in 1962 after it was developed as an interim long-range transport for the Military Air Transport Service. Essentially a B-model, the new designation was the result of the installation of 1,360 US gal (5,150 L) Sargent Fletcher external fuel tanks under each wing's midsection and more powerful Allison T56-A-7A turboprops. The hydraulic boost pressure to the ailerons was reduced back to 2050 psi as a consequence of the external tanks' weight in the middle of the wingspan. The E model also featured structural improvements, avionics upgrades and a higher gross weight. Australia took delivery of 12 C130E Hercules during 1966–67 to supplement the 12 C-130A models already in service with the RAAF. Sweden and Spain fly the TP-84T version of the C-130E fitted for aerial refueling capability.
The KC-130 tankers, originally C-130F procured for the US Marine Corps (USMC) in 1958 (under the designation GV-1) are equipped with a removable 3,600 US gal (13,626 L) stainless steel fuel tank carried inside the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods each transfer up to 300 US gal per minute (19 L per second) to two aircraft simultaneously, allowing for rapid cycle times of multiple-receiver aircraft formations, (a typical tanker formation of four aircraft in less than 30 minutes). The US Navy's C-130G has increased structural strength allowing higher gross weight operation.
More improvements[edit]
Royal Australian Air Force C-130H, 2007
The C-130H model has updated Allison T56-A-15 turboprops, a redesigned outer wing, updated avionics and other minor improvements. Later H models had a new, fatigue-life-improved, center wing that was retrofitted to many earlier H-models. For structural reasons, some models are required to land with certain amounts of fuel when carrying heavy cargo, reducing usable range.[10] The H model remains in widespread use with the United States Air Force (USAF) and many foreign air forces. Initial deliveries began in 1964 (to the RNZAF), remaining in production until 1996. An improved C-130H was introduced in 1974, with Australia purchasing 12 of type in 1978 to replace the original 12 C-130A models, which had first entered RAAF Service in 1958.
The United States Coast Guard employs the HC-130H for long-range search and rescue, drug interdiction, illegal migrant patrols, homeland security, and logistics.
C-130H models produced from 1992 to 1996 were designated as C-130H3 by the USAF. The "3" denoting the third variation in design for the H series. Improvements included ring laser gyros for the INUs, GPS receivers, a partial glass cockpit (ADI and HSI instruments), a more capable APN-241 color radar, night vision device compatible instrument lighting, and an integrated radar and missile warning system. The electrical system upgrade included Generator Control Units (GCU) and Bus Switching units (BSU)to provide stable power to the more sensitive upgraded components.[citation needed]
Royal Air Force C-130K (C.3)
The equivalent model for export to the UK is the C-130K, known by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30 (Hercules C.3 in RAF service) is a stretched version of the original Hercules, achieved by inserting a 100 in (2.54 m) plug aft of the cockpit and an 80 in (2.03 m) plug at the rear of the fuselage. A single C-130K was purchased by the Met Office for use by its Meteorological Research Flight, where it was classified as the Hercules W.2. This aircraft was heavily modified (with its most prominent feature being the long red and white striped atmospheric probe on the nose and the move of the weather radar into a pod above the forward fuselage). This aircraft, named Snoopy, was withdrawn in 2001 and was then modified by Marshall of Cambridge Aerospace as flight-testbed for the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.[11]
Later models[edit]
The MC-130E Combat Talon was developed for the USAF during the Vietnam War to support special operations missions in Southeast Asia, and led to both the MC-130H Combat Talon II as well as a family of other special missions aircraft. 37 of the earliest models currently operating with the Air Force Special Operations Command (AFSOC) are scheduled to be replaced by new-production MC-130J versions. The EC-130 Commando Solo is another special missions variant within AFSOC, albeit operated solely by an AFSOC-gained wing in the Pennsylvania Air National Guard, and is a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations able to transmit messaging over commercial frequencies. Other versions of the EC-130, most notably the EC-130H Compass Call, are also special variants, but are assigned to the Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties.
USAF HC-130P refuels a HH-60G Pavehawk helicopter
The HC-130 is a family of long-range search and rescue variants used by the USAF and the U.S. Coast Guard. Equipped for deep deployment of Pararescuemen (PJs), survival equipment, and (in the case of USAF versions) aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF versions were also equipped with the Fulton surface-to-air recovery system, designed to pull a person off the ground using a wire strung from a helium balloon. The John Wayne movie The Green Berets features its use. The Fulton system was later removed when aerial refueling of helicopters proved safer and more versatile. The movie The Perfect Storm depicts a real life SAR mission involving aerial refueling of a New York Air National Guard HH-60G by a New York Air National Guard HC-130P.
The C-130R and C-130T are U.S. Navy and USMC models, both equipped with underwing external fuel tanks. The USN C-130T is similar, but has additional avionics improvements. In both models, aircraft are equipped with Allison T56-A-16 engines. The USMC versions are designated KC-130R or KC-130T when equipped with underwing refueling pods and pylons and are fully night vision system compatible.
The RC-130 is a reconnaissance version. A single example is used by the Islamic Republic of Iran Air Force, the aircraft having originally been sold to the former Imperial Iranian Air Force.
The Lockheed L-100 (L-382) is a civilian variant, equivalent to a C-130E model without military equipment. The L-100 also has two stretched versions.
Next generation[edit]
Main article: Lockheed Martin C-130J Super Hercules
In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the U.S. Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by the Advanced Medium STOL Transport project. The project was canceled and the C-130 has remained in production.
Building on lessons learned, Lockheed Martin modified a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft set numerous short takeoff and landing performance records and significantly expanded the database for future derivatives of the C-130.[12] Modifications made to the HTTB included extended chord ailerons, a long chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading edge extension, a larger dorsal fin and dorsal fins, the addition of three spoiler panels to each wing upper surface, a long-stroke main and nose landing gear system, and changes to the flight controls and a change from direct mechanical linkages assisted by hydraulic boost, to fully powered controls, in which the mechanical linkages from the flight station controls operated only the hydraulic control valves of the appropriate boost unit.[13] The HTTB first flew on 19 June 1984, with civil registration of N130X. After demonstrating many new technologies, some of which were applied to the C-130J, the HTTB was lost in a fatal accident on 3 February 1993, at Dobbins Air Reserve Base, in Marietta, Georgia.[14] The crash was attributed to disengagement of the rudder fly-by-wire flight control system, resulting in a total loss of rudder control capability while conducting ground minimum control speed tests (Vmcg). The disengagement was a result of the inadequate design of the rudder's integrated actuator package by its manufacturer; the operator's insufficient system safety review failed to consider the consequences of the inadequate design to all operating regimes. A factor which contributed to the accident was the flight crew's lack of engineering flight test training.[15]
In the 1990s, the improved C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This model is the newest version and the only model in production. Externally similar to the classic Hercules in general appearance, the J model has new turboprop engines, six-bladed propellers, digital avionics, and other new systems.[16]
Upgrades and changes[edit]
In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics Modernization Program kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.[17] On 2 September 2009, Bloomberg news reported that the planned Avionics Modernization Program (AMP) upgrade to the older C-130s would be dropped to provide more funds for the F-35, CV-22 and airborne tanker replacement programs.[18] However, in June 2010, Department of Defense approved funding for the initial production of the AMP upgrade kits.[19][20] Under the terms of this agreement, the USAF has cleared Boeing to begin low-rate initial production (LRIP) for the C-130 AMP. A total of 198 aircraft are expected to feature the AMP upgrade. The current cost per aircraft is US$14 million although Boeing expects that this price will drop to US$7 million for the 69th aircraft.[17]
An engine enhancement program saving fuel and providing lower temperatures in the T56 engine has been approved, and the US Air Force expects to save $2 billion and extend the fleet life.[21]
Replacement[edit]
In October 2010, the Air Force released a capabilities request for information (CRFI) for the development of a new airlifter to replace the C-130. The new aircraft is to carry a 190 percent greater payload and assume the mission of mounted vertical maneuver (MVM). The greater payload and mission would enable it to carry medium-weight armored vehicles and drop them off at locations without long runways. Various options are being considered, including new or upgraded fixed-wing designs, rotorcraft, tiltrotors, or even an airship. Development could start in 2014, and become operational by 2024. The C-130 fleet of around 450 planes would be replaced by only 250 aircraft.[22] The Air Force had attempted to replace the C-130 in the 1970s through the Advanced Medium STOL Transport project, which resulted in the C-17 Globemaster III that instead replaced the C-141 Starlifter.[23] The Air Force Research Laboratory funded Lockheed and Boeing demonstrators for the Speed Agile concept, which had the goal of making a STOL aircraft that can take off and land at speeds as low as 70 kn (130 km/h; 81 mph) on airfields less than 2,000 ft (610 m) long and cruise at Mach 0.8-plus. Boeing's design used upper-surface blowing from embedded engines on the inboard wing and blown flaps for circulation control on the outboard wing. Lockheed's design also used blown flaps outboard, but inboard used patented reversing ejector nozzles. Boeing's design completed over 2,000 hours of windtunnel tests in late 2009. It was a 5 percent-scale model of a narrowbody design with a 55,000 lb (25,000 kg) payload. When the AFRL increased the payload requirement to 65,000 lb (29,000 kg), they tested a 5% scale model of a widebody design with a 303,000 lb (137,000 kg) take-off gross weight and an "A400M-size" 158 in (4.0 m) wide cargo box. It would be powered by four IAE V2533 turbofans.[24] In August 2011, the AFRL released pictures of the Lockheed Speed Agile concept demonstrator. A 23% scale model went through wind tunnel tests to demonstrate its hybrid powered lift, which combines a low drag airframe with simple mechanical assembly to reduce weight and better aerodynamics. The model had four engines, including two Williams FJ44 turbofans.[23][25] On 26 March 2013, Boeing was granted a patent for its swept-wing powered lift aircraft.[26]
As of January 2014, Air Mobility Command, Air Force Materiel Command and the Air Force Research Lab are in the early stages of defining requirements for the C-X next generation airlifter program to replace both the C-130 and C-17. An aircraft would be produced from the early 2030s to the 2040s. If requirements are decided for operating in contested airspace, Air Force procurement of C-130s would end by the end of the decade to not have them serviceable by the 2030s and operated when they can't perform in that environment. Development of the airlifter depends heavily on the Army's "tactical and operational maneuver" plans. Two different cargo planes could still be created to separately perform tactical and strategic missions, but which course to pursue is to be decided before C-17s need to be retired.[27]
Operational history[edit]
This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (February 2014)
Military[edit]
USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrier Forrestal in 1963. The aircraft is now displayed at the National Museum of Naval Aviation.
The first production aircraft, C-130As were first delivered beginning in 1956 to the 463d Troop Carrier Wing at Ardmore AFB, Oklahoma and the 314th Troop Carrier Wing at Sewart AFB, Tennessee. Six additional squadrons were assigned to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional aircraft were modified for electronics intelligence work and assigned to Rhein-Main Air Base, Germany while modified RC-130As were assigned to the Military Air Transport Service (MATS) photo-mapping division.
In 1958, a U.S. reconnaissance C-130A-II of the 7406th Support Squadron was shot down over Armenia by MiG-17s.[28]
Australia became the first non-American force to operate the C-130A Hercules with 12 examples being delivered from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. The Royal Canadian Air Force became another early user with the delivery of four B-models (Canadian designation C-130 Mk I) in October / November 1960.[29]
In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on an aircraft carrier.[30] During October and November that year, a USMC KC-130F (BuNo 149798), loaned to the U.S. Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on Forrestal at a number of different weights.[31] The pilot, LT (later RADM) James H. Flatley III, USN, was awarded the Distinguished Flying Cross for his role in this test series. The tests were highly successful, but the idea was considered too risky for routine "Carrier Onboard Delivery" (COD) operations. Instead, the Grumman C-2 Greyhound was developed as a dedicated COD aircraft. The Hercules used in the test, most recently in service with Marine Aerial Refueler Squadron 352 (VMGR-352) until 2005, is now part of the collection of the National Museum of Naval Aviation at NAS Pensacola, Florida.
In 1964, C-130 crews from the 6315th Operations Group at Naha Air Base, Okinawa commenced forward air control (FAC; "Flare") missions over the Ho Chi Minh Trail in Laos supporting USAF strike aircraft. In April 1965 the mission was expanded to North Vietnam where C-130 crews led formations of B-57 bombers on night reconnaissance/strike missions against communist supply routes leading to South Vietnam. In early 1966 Project Blind Bat/Lamplighter was established at Ubon RTAFB, Thailand. After the move to Ubon the mission became a four-engine FAC mission with the C-130 crew searching for targets then calling in strike aircraft. Another little-known C-130 mission flown by Naha-based crews was Operation Commando Scarf, which involved the delivery of chemicals onto sections of the Ho Chi Minh Trail in Laos that were designed to produce mud and landslides in hopes of making the truck routes impassable.[citation needed]
In November 1964, on the other side of the globe, C-130Es from the 464th Troop Carrier Wing but loaned to 322d Air Division in France, flew one of the most dramatic missions in history in the former Belgian Congo. After communist Simba rebels took white residents of the city of Stanleyville hostage, the U.S. and Belgium developed a joint rescue mission that used the C-130s to airlift and then drop and air-land a force of Belgian paratroopers to rescue the hostages. Two missions were flown, one over Stanleyville and another over Paulis during Thanksgiving weeks.[32] The headline-making mission resulted in the first award of the prestigious MacKay Trophy to C-130 crews.
In the Indo-Pakistani War of 1965, as a desperate measure the transport No. 6 Squadron of the Pakistan Air Force modified its entire small fleet of C-130Bs for use as heavy bombers, capable of carrying up to 20,000 lb (9,072 kg) of bombs on pallets. These improvised bombers were used to hit Indian targets such as bridges, heavy artillery positions, tank formations and troop concentrations.[33][34] Some C-130s even flew with anti-aircraft guns fitted on their ramp, apparently shooting down some 17 aircraft and damaging 16 others.[35]
The C-130 Hercules were used in the Battle of Kham Duc in 1968, when the North Vietnamese Army forced U.S.-led forces to abandon the Kham Duc Special Forces Camp.
In October 1968, a C-130Bs from the 463rd Tactical Airlift Wing dropped a pair of M-121 10,000 pound bombs that had been developed for the massive B-36 bomber but had never been used. The U.S. Army and U.S. Air Force resurrected the huge weapons as a means of clearing landing zones for helicopters and in early 1969 the 463rd commenced Commando Vault missions. Although the stated purpose of COMMANDO VAULT was to clear LZs, they were also used on enemy base camps and other targets.[citation needed]
During the late 1960s, the U.S. was eager to get information on Chinese nuclear capabilities. After the failure of the Black Cat Squadron to plant operating sensor pods near the Lop Nur Nuclear Weapons Test Base using a Lockheed U-2, the CIA developed a plan, named Heavy Tea, to deploy two battery-powered sensor pallets near the base. To deploy the pallets, a Black Bat Squadron crew was trained in the U.S. to fly the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, took off from Takhli Royal Thai Air Force Base in an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude in the dark, they arrived over the target and the sensor pallets were dropped by parachute near Anxi in Gansu province. After another six and a half hours of low altitude flight, they arrived back at Takhli. The sensors worked and uploaded data to a U.S. intelligence satellite for six months, before their batteries wore out. The Chinese conducted two nuclear tests, on 22 September 1969 and 29 September 1969, during the operating life of the sensor pallets. Another mission to the area was planned as Operation Golden Whip, but was called off in 1970.[36] It is most likely that the aircraft used on this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382-3991). These two aircraft were delivered to Air America in 1964.[37] After being returned to the U.S. Air Force sometime between 1966 and 1970, they were assigned the serial numbers of C-130s that had been destroyed in accidents. 64-0506 is now flying as 62-1843, a C-130E that crashed in Vietnam on 20 December 1965 and 64-0507 is now flying as 63-7785, a C-130E that had crashed in Vietnam on 17 June 1966.[38]
The A-model continued in service through the Vietnam War, where the aircraft assigned to the four squadrons at Naha AB, Okinawa and one at Tachikawa Air Base, Japan performed yeoman's service, including operating highly classified special operations missions such as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet mission over Laos and North Vietnam. The A-model was also provided to the South Vietnamese Air Force as part of the Vietnamization program at the end of the war, and equipped three squadrons based at Tan Son Nhut AFB. The last operator in the world is the Honduran Air Force, which is still flying one of five A model Hercules (FAH 558, c/n 3042) as of October 2009.[39] As the Vietnam War wound down, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units.
U.S. Marines disembark from C-130 transports at the Da Nang Airbase on 8 March 1965
Another prominent role for the B model was with the United States Marine Corps, where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness in Antarctica, the U.S. Navy purchased a number of B-models equipped with skis that were designated as LC-130s. C-130B-II electronic reconnaissance aircraft were operated under the SUN VALLEY program name primarily from Yokota Air Base, Japan. All reverted to standard C-130B cargo aircraft after their replacement in the reconnaissance role by other aircraft.
The C-130 was also used in the 1976 Entebbe raid in which Israeli commando forces carried a surprise assault to rescue 103 passengers of an airliner hijacked by Palestinian and German terrorists at Entebbe Airport, Uganda. The rescue force — 200 soldiers, jeeps, and a black Mercedes-Benz (intended to resemble Ugandan Dictator Idi Amin's vehicle of state) — was flown over 2,200 nmi (4,074 km; 2,532 mi) almost entirely at an altitude of less than 100 ft (30 m) from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without mid-air refueling (on the way back, the planes refueled in Nairobi, Kenya).
During the Falklands War (Spanish: Guerra de las Malvinas) of 1982, Argentine Air Force C-130s undertook highly dangerous, daily re-supply night flights as blockade runners to the Argentine garrison on the Falkland Islands. They also performed daylight maritime survey flights. One was lost during the war. Argentina also operated two KC-130 tankers during the war, and these refueled both the Douglas A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to operate as bombers with bomb-racks under their wings. The British also used RAF C-130s to support their logistical operations.
USMC C-130T Fat Albert performing a rocket-assisted takeoff (RATO)
During the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the U.S. Air Force, U.S. Navy and U.S. Marine Corps, along with the air forces of Australia, New Zealand, Saudi Arabia, South Korea and the UK. The MC-130 Combat Talon variant also made the first attacks using the largest conventional bombs in the world, the BLU-82 "Daisy Cutter" and GBU-43/B "Massive Ordnance Air Blast" bomb, (MOAB). Daisy Cutters were used to clear landing zones and to eliminate mine fields. The weight and size of the weapons make it impossible or impractical to load them on conventional bombers. The GBU-43/B MOAB is a successor to the BLU-82 and can perform the same function, as well as perform strike functions against hardened targets in a low air threat environment.
Since 1992, two successive C-130 aircraft named Fat Albert have served as the support aircraft for the U.S. Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (151891),[40] while Fat Albert II is a C-130T (164763).[41] Although Fat Albert supports a Navy squadron, it is operated by the U.S. Marine Corps (USMC) and its crew consists solely of USMC personnel. At some air shows featuring the team, Fat Albert takes part, performing flyovers. Until 2009, it also demonstrated its rocket-assisted takeoff (RATO) capabilities; these ended due to dwindling supplies of rockets.[42]
The AC-130 also holds the record for the longest sustained flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew 36 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South Korea while being refueled seven times by KC-135 tanker aircraft. This record flight shattered the previous record longest flight by over 10 hours while the two gunships took on 410,000 lb (190,000 kg) of fuel. The gunship has been used in every major U.S. combat operation since Vietnam, except for Operation El Dorado Canyon, the 1986 attack on Libya.[43]
C-130 Hercules performs a tactical landing on a dirt strip
During the invasion of Afghanistan in 2001 and the ongoing support of the International Security Assistance Force (Operation Enduring Freedom), the C-130 Hercules has been used operationally by Australia, Belgium, Canada, Denmark, France, Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea, Spain, the UK and the United States.
During the 2003 invasion of Iraq (Operation Iraqi Freedom), the C-130 Hercules was used operationally by Australia, the UK and the United States. After the initial invasion, C-130 operators as part of the Multinational force in Iraq used their C-130s to support their forces in Iraq.
Since 2004, the Pakistan Air Force has employed C-130s in the War in North-West Pakistan. Some variants had forward looking infrared (FLIR Systems Star Safire III EO/IR) sensor balls, to enable close tracking of Islamist militants.[44]
Civilian[edit]
A C-130E fitted with a MAFFS-1 dropping fire retardant
The U.S. Forest Service developed the Modular Airborne FireFighting System for the C-130 in the 1970s, which allows regular aircraft to be temporarily converted to an airtanker for fighting wildfires.[45] In the late 1980s, 22 retired USAF C-130As were removed from storage at Davis-Monthan Air Force Base and transferred to the U.S. Forest Service who then sold them to six private companies to be converted into air tankers (see U.S. Forest Service airtanker scandal). After one of these aircraft crashed due to wing separation in flight as a result of fatigue stress cracking, the entire fleet of C-130A air tankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s have been used to spread chemical dispersants onto the massive oil slick in the Gulf Coast in 2010.[46]
A recent development of a C-130–based airtanker is the Retardant Aerial Delivery System developed by Coulson Aviation USA . The system consists of a C-130H/Q retrofitted with an in-floor discharge system, combined with a removable 3,500- or 4,000-gallon water tank. The combined system is FAA certified.[47]
Variants[edit]
This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (February 2014)
C-130H Hercules flight deck
A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule under parachute.
C-130s from the: U.S., Canada, Australia and Israel (foreground to background)
RAAF C-130J-30 at Point Cook, 2006
Brazilian Air Force C-130 (L-382)
For civilian versions, see Lockheed L-100 Hercules.
Significant military variants of the C-130 include:
C-130A/B/E/F/G/H/K/T
Tactical airlifter basic models
C-130A-II Dreamboat
Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft[48]
C-130J Super Hercules
Tactical airlifter, with new engines, avionics, and updated systems
C-130K
Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)
AC-130A/E/H/J/U/W
Gunship variants
C-130D/D-6
Ski-equipped version for snow and ice operations United States Air Force / Air National Guard
CC-130E/H/J Hercules
Designation for Canadian Armed Forces / Royal Canadian Air Force Hercules aircraft. U.S. Air Force used the CC-130J designation to differentiate standard C-130Js from "stretched" C-130Js (Company designation C-130J-30s).
DC-130A/E/H
USAF and USN Drone control
EC-130
EC-130E/J Commando Solo – USAF / Air National Guard psychological operations version
EC-130E – Airborne Battlefield Command and Control Center (ABCCC)
EC-130E Rivet Rider – Airborne psychological warfare aircraft
EC-130H Compass Call – Electronic warfare and electronic attack.[49]
EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions[50]
GC-130
Permanently Grounded "Static Display"
HC-130
HC-130B/E/H – Early model combat search and rescue
HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue
HC-130J Combat King II – Next generation combat search and rescue tanker
HC-130H/J – USCG long-range surveillance and search and rescue
JC-130
Temporary conversion for flight test operations
KC-130F/R/T/J
United States Marine Corps aerial refueling tanker and tactical airlifter
LC-130F/H/R
USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations; LC-130F previously operated by USN
MC-130
MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant
MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship[51]
MC-130P Combat Shadow – Special operations tanker
MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command[52]
YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt
NC-130
Permanent conversion for flight test operations
PC-130/C-130-MP
Maritime patrol
RC-130A/S
Surveillance aircraft for reconnaissance
SC-130J Sea Herc
Proposed maritime patrol version of the C-130J, designed for coastal surveillance and anti-submarine warfare.[53][54]
TC-130
Aircrew training
VC-130H
VIP transport
WC-130A/B/E/H/J
Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command's 53d Weather Reconnaissance Squadron in support of the National Weather Service's National Hurricane Center
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IMG_5183
Oi todo mundo!
O que a pessoa faz quando vai pro curso e leva bolo da professora? Vem aqui e postar azunhas ^^ rs
Acho que esse Jade foi presente da Nety fofa (diga que eu acertei dessa vez?!!!), muito obrigada!!!
Carimbei a mão esquerda e ficou uma bos....nia, mas a direita até que deu pro gasto, rsss, mesmo não conseguindo segurar o esmalte direito e nem fotografar sem tremer, rssss
Usei:
Safire Dream - Jade -2x (pra cobrir bem 3x)
Preto Carimbo - La Femme
Placa M100 - Konad
Foto no comentário sem carimbada :)
Por hoje é só, beijos :**
Seafire MK III PP972 was one of 250 Type 358 Seafire L.F.III aircraft ordered from Westland Aircraft in July 1943. It left the works during September 1944.
The aircraft was transferred to 809 Squadron Fleet Air Arm in November 1944 serving on HMS Stalker and then on HMS Attacker. PP972 then re-joined HMS Stalker in March 1945.
HMS Stalker, with PP972 on board, left Gibraltar on the 7th of March 1945 for Trincomalee, Ceylon, with the 21st Aircraft Carrier Squadron, arriving on the 20th of March. This then became part of the East Indies Fleet consisting of six CVE’s sent to re-occupy Singapore.
During its time in Ceylon, operating from both HMS Stalker and from RNAS Trincomalee, PP972 was involved in numerous operations as part of Operation Tiderace, the British plan to retake Singapore.
Operation “Dracula”; providing air cover to support landings in Rangoon in May 1945, operation “Bishop”; a series of attacks on Japanese coastal bases, operation “Balsam”; offensive sweeps of Japanese airbases June 1945, operation “Collie”; providing air cover over the Malayan coast July 1945, operation “Zipper”; providing air cover for landings in Southern Malaya August 1945 and operation “Jurist”; providing air cover during landings at Port Swettenham on the 9th of September, and entering Singapore harbour on the 10th of September to support the Japanese surrender of Singapore back to British Colonial rule. During this significant period PP972 wore the codes “D-6M”.
PP972 then sailed aboard HMS Stalker back to the UK arriving in October 1945 and then returned to RNAS Nutts Corner, Northern Ireland.
Following the disbandment of 809 Sqdn in January 1946 it was taken by 767 Sqdn in May, initially at Easthaven, and eventually at Lossiemouth and Milltown where it received the Milltown code of 120/MV.
The aircraft was then transferred to the French Aeronavale with code No. 12F2 then later to 1F9 when it was operated from the carrier “Arromanches” in Indo China. It was retired for instructional purposes in 1949.
After it was retired from technical training it was placed in storage at Hyéres and eventually ended up in a wired off compound at Base Aeronavale 83 Gavres, near Loirent.
It was privately purchased in 1970 and moved to the aerodrome at Vannes-Meucon. There the aircraft was restored to static condition and exhibited at the Resistance Museum at St Marcel from 1982. The aircraft was acquired by a new owner in 1987 and moved back to the UK.
Approaching the insertion point for the troops on board, to achieve surprise and minimise exposure to SAFIRE, the pilot flies his 'cab' in fast and low, throwing a series of fast S-turns to dump off speed before raising the nose to use the rotors and the great flat underside as airbrakes, and finally dropping to a fast landing.
In Afghanistan much of the surface of the ground is covered in talcum-fine dust, which helicopter downwash causes to billow up , engulfing the aircraft in dense clouds before it can touch down: the fearsome 'brown-out' which risks disorientating the pilots and causing a fatal crash. The crewmen in the back have a vital role in talking the Chinook pilot down the last few feet, to two wheels on the ground, then six wheels... They have an equally vital role in calling 'clear above and behind' before the pilot can safely lift again.
An experimental Photoshop composition, again of the model standing on glass, shot at an angle from below to make it look sharply nose-up, here combined with an image of a real Afghan downwash-generated dust cloud. I think it works pretty well...
Today Sunday 14th April 2019 I decided Torry Docks overlooking Aberdeen Harbour Scotland was the place for me to be, various ships entering and leaving the harbour though I knew that four war frigates had arrived a day or so ago with whispers of today as their departure day, camera loaded, I decided to dedicate my afternoon down at Aberdeen Harbour Scotland, waiting on these beauty's to leave.
Tonight at 20pm I was rewarded , I post a few of the shots I captured of HDMS Thetis F357 leaving followed by the minesweepers behind her.
Meeting fellow photographers and enthusiasts who also arrived to see these beauty's head out to the North Sea made the evening a bit of an event, I had a great experience , loved it .
HDMS Thetis is a Thetis-class ocean patrol vessel belonging to the Royal Danish Navy.
In mid-1990s the ship served as a platform for seismic operations in the waters near Greenland. In 2002 she took over the role from her sister ship Hvidbjørnen as a platform for Commander Danish Task Group.
The role was handed over to Absalon in September 2007. From February - April 2008 Thetis served as a protection vessel for the World Food Programme chartered ships, carrying food aid, off the Horn of Africa. In 2009 the ship served as staff ship for the NATO Mine Countermeasure Group 1.
Kingdom of Denmark
Name:Thetis
Laid down:10 October 1988
Launched:14 July 1989
In service:1 July 1991
Identification:
IMO number: 3993600
MMSI number: 219522000
Callsign: OUEU
Status:in active service
General characteristics
Class and type:Thetis-class patrol frigate
Type:Off Shore Patrol Frigates
Displacement:3,500 tons full load
Length:112.3 m (368 ft 5 in)
Beam:14.4 m (47 ft 3 in)
Height:37.0 m (121 ft 5 in)
Draft:6.0 m (19 ft 8 in)
Installed power:
3 Detroit Diesel GM 16V 7163-7305 à 460
1 Detroit Diesel 6L-71N 1063-7005 à 120 Kw (EMG)
Propulsion:
3 × MAN B&W Diesel 12v28/32A-D à 2940 kW (3990 hk), single shaft
1 Brunvoll azimuth thruster (800 kW)
1 electrical Brunvoll bow thruster (600 kW)
Speed:>21.8 knots (40.4 km/h; 25.1 mph)
Range:8.700 nautical miles (16.112 km; 10.012 mi) at 15 knots (28 km/h; 17 mph)
Endurance:60 days
Boats & landing
craft carried:2 7m RHIBs
Complement:52 + aircrew and transients (accommodation for up to 101 in total)
Sensors and
processing systems:
1 Terma Scanter Mil 009 navigational radar
1 Furuno FR-1505 DA surface search radar
1 Plessey AWS-6 air search radar
1 SaabTech Vectronics 9LV 200 Mk 3 fire control system
1 SaabTech CTS-36 hull-mounted sonar
Thales TMS 2640 Salmon variable depth sonar
FLIR Systems AN/AAQ-22 SAFIRE thermal imager
Electronic warfare
& decoys:
1 Thales Defense Ltd Cutlass radar warning receiver
1 Thales Defense Scorpion radar jammer
2 Sea Gnat launchers (for chaff and flares)
Armament:
1 76-mm 62-cal. OTO Melara Super Rapid DP
7 12.7 mm heavy machine guns
4 7.62 mm light machine guns
1 depth charge rack and MU90 Advanced Lightweight Torpedo for anti-submarine warfare
Aircraft carried:1 Westland Lynx Mk.90B helicopter.From approx. 2016: MH-60R
Aviation facilities:Aft helicopter deck and hangar
Four Thetis class frigates for the Royal Danish Navy have been built by the Svendborg Shipyard with headquarters on the island of Funen in Svendborg, Denmark. The Thetis (F357) and Triton (F358) were commissioned in 1991, and Vaedderen (F359) and Hvidbjornen (F360) in 1992.
The Thetis Class are multi-role frigates for fishery protection, surveillance, air-sea rescue, anti-pollution and ice reconnaissance.
THETIS DESIGN
The frigates have a double-skinned hull divided by ten bulkheads into watertight compartments. The basic hull shape corresponds to that of a high-speed trawler. There are no bilge keels, but stabilisation is achieved by a combination of fin stabilisers from Blohm and Voss and a controlled passive tank system supplied by Intering.
The frigates are ice-strengthened and are able to proceed through 80cm of solid ice. The hull has an icebreaking bow and stem lines suitable for operations in ice with only one propeller. To minimise ice formation on the superstructure, all winches, capstans, etc. are placed under deck. The allowed amount of icing is 375t.
Maximum continuous speed is 20kt in 4m seas. The ships can stand wind gusts of 150kt during light ice conditions and operate in all sea conditions at speeds of 4kt to 5kt. The ships have an endurance of 8,300nm at varying speeds with a 10% fuel reserve.
COMMAND AND CONTROL
Infocom Electronics, based in Sonderborg, Denmark produced the frigate’s integrated information system, which is based on a digital fibre-optic switch with digital multipurpose subscriber stations.
The system handles all internal and external communications, including data link and message handling for the ship’s Command, Control and Communications (C3) system, supplied by Terma Elektronik of Lystrup, Denmark.
WEAPONS
The armament consists of one Oto Melara 76mm Super Rapid main gun, one or two 20mm guns from Oerlikon and depth charge throwers. The Super Rapid gun has a rate of fire of 120 rounds a minute and range of 16km. The fire control system is the Saab Systems 9LV 200 mk3. A FLIR Systems Inc AN/AAQ-22 SAFIRE thermal imaging system is used for surveillance.
HELICOPTER
The frigate has a landing deck with a landing spot for a single helicopter. Helicopter support arrangements include a Glide Path Indicator (GPI) and a flight refuelling system. The hangar is equipped for helicopter maintenance and has capacity to hold a Lynx helicopter without having to fold the helicopter tail.
SENSORS
The frigates are fitted with a BAE Systems AWS-6 air and surface search radar operating at G band, a Terma Scanter Mil surface search radar operating at I band, a Furuno FR-1505 DA navigation radar operating at I band and a Saab Systems 9LV mk3 fire control radar operating at I and J bands.
Sonar equipment consists of a Saab Systems hull-mounted type CTS 36 RDN and a Thales Underwater Systems (formerly Thomson Marconi) TMS 2640 Salmon Variable Depth Sonar (VDS).
COUNTERMEASURES
“The Thetis Class frigates are ice-strengthened and are able to proceed through 80cm of solid ice.”
The countermeasures suite includes the Thales Defence Ltd Cutlass radar warning receiver, a Thales Defence Scorpion radar jammer and two Sea Gnat launchers for chaff and infrared flares.
PROPULSION
The propulsion machinery consists of three MAN B&W V28/32 diesel engines with combined power of 9,000kW. The fitted bow thruster is able to hold the bow against an athwartship wind of 28kt. A retractable azimuth thruster is capable of propelling the ship at 10kt.
The bow and azimuth thruster are produced by Brunvoll A/S. There is also a shaft generator of 1,500kW, supplied by Volund Motorteknik A/S, and three GM diesel motors with Volund Teknik generators, each with an output of 480kW.
The machinery is controlled by an integrated ship control and surveillance system (SCSS) designed by Soren T. Lyngso. The system allows the vessel to sail with unmanned engine rooms, the entire installation being controlled, and visually supervised from the bridge or from other locations in the ship.
Namesake: Thetis is encountered in Greek mythology mostly as a sea nymph or known as the goddess of water, one of the fifty Nereids, daughters of the ancient sea god Nereus..
Newspaper Article On 2019s War Exercise In Scotland.
E River Clyde is set to play host to the largest military exercise in Europe.
The Faslane Naval Base will be at the heart of the biggest 'tactically-focused' training operation - called Exercise Joint Warrior - from 16 to 26 April.
The multi-national event is conducted in the spring and autumn of each year, with the base hosting key Royal Navy and RAF personnel involved in it.
They will be joined by another 150 personnel, many of them reservists, with a joint warfare operations centre set up at the base to co-ordinate and manage the massive exercise.
A total of 32 separate naval units from eight different countries are taking part, as well as a considerable military air presence and multiple land forces.
Faslane will berth many of the vessels during the exercise, with the ships using the base for quick and easy access to some of the maritime training areas off the west coast.
The UK, USA, Germany, Netherlands, France, Norway, Denmark and Canada are all contributing and Royal Navy Flagship, HMS Bulwark, will be hosting the Commander United Kingdom Task Group and Commander Standing NATO Maritime Group 1.
Meanwhile the UK's joint force HQ will deploy to practice its command function both afloat on the high-readiness helicopter and commando carrier, HMS Illustrious, and ashore. The aim of the exercise is to provide the highest quality training for all three armed services and the numerous visiting forces from allied nations.
To achieve this, Joint Warrior features a wide-ranging exercise scenario which brings into play every possible situation experienced in complex, modern conflicts. It involves three sovereign nations, some disputed territory, drug smuggling, piracy, state-sponsored terrorism and counter insurgency. The scenario develops over the two-weeks of the exercise, beginning with a period of military and political tension and evolving into simulated war fighting and potential state-on-state hostilities.
Madison Avenue | East 49th Street 30/04/2015 13h37
Looking North on Madison Avenue seen from the intersection with the 49th Street. The tall building under construction is the 432 Park Avenue, a supertall residential building with 104 condominiums. At a height of 425.5 meters 432 Park Avenue is the third tallest building in the United States, and the tallest residential building in the western hemisphere. It is the second tallest building in New York City, behind One World Trade Center.
Madison Avenue
Madison Avenue is a 9.7 km long north-south avenue in the borough of Manhattan in New York City, United States, that carries northbound one-way traffic. It runs from Madison Square (at 23rd Street) to meet the southbound Harlem River Drive at 142nd Street. In doing so, it passes through Midtown, the Upper East Side (including Carnegie Hill), East Harlem, and Harlem. It is named after and arises from Madison Square, which is itself named after James Madison, the fourth President of the United States.
Madison Avenue was not part of the original New York City street grid established in the Commissioners' Plan of 1811, and was carved between Park Avenue (formerly Fourth) and Fifth Avenue in 1836, due to the effort of lawyer and real estate developer Samuel B. Ruggles who had previously purchased and developed New York's Gramercy Park in 1831, who was in part responsible for the development of Union Square, and who also named Lexington Avenue.
Since the 1920s, the street's name has been metonymous with the American advertising industry. Therefore the term "Madison Avenue" refers specifically to the agencies, and methodology of advertising. "Madison Avenue techniques" refers, according to William Safire, to the "gimmicky, slick use of the communications media to play on emotions."
Madison Avenue carries one-way traffic uptown (northbound) from East 23rd Street to East 135th Street, with the changeover from two-way traffic taking place on January 14, 1966, at which time Fifth Avenue was changed to one way downtown (southbound). Between East 135th Street and East 142nd Street, Madison Avenue carries southbound traffic only, and runs parallel to the Harlem River Drive.
[ Source & more Info: Wikipedia - Madison Avenue ]
Desde que comprei essa dupla de Jades "Matte Illusion", programei esse degradê. Demorei séculos para por em prática! Atualmente estou tentando usar os esmaltes novos mais rápido, antes que caiam no esquecimento, mas tenho que por a fila dos velhos andar também, né!?
Bem, gostei muito do resultado! A foto não ficou tão boa, ao vivo estava um pouco mais vibrante e com o degradê mais perceptível hehehe
Beijos a todas!
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This commonly asked question got me wondering, why do we call New York City the Big Apple? While I've seen several apple trees in New York City, I don't particularly recall them as being in notable quantity -- there are certainly more pigeons than apples in New York City, but we don't call New York City the "Big Pigeon." As with anything New York, there are many opinions and contradictions. In the early 1920s, "apple" was used in reference to the many racing courses in and around New York City. Apple referred to the prizes being awarded for the races -- as these were important races, the rewards were substantial.
Based on the research of Barry Popik, the use of "Big Apple" to refer to New York City became clearer. Popik found that a writer for the New York Morning Telegraph, John Fitzgerald, referred to New York City's races "Around the Big Apple." It is rumored that Fitzgerald got the term from jockeys and trainers in New Orleans who aspired to race on New York City tracks, referring to the "Big Apple." In the late 1920s and early 1930s, New York City's jazz musicians began referring to New York City as the "Big Apple." An old saying in show business was "There are many apples on the tree, but only one Big Apple." New York City being the premier place to perform was referred to as the Big Apple.
A 1971 campaign to increase tourism to New York City adopted the Big Apple as an officially recognized reference to New York City. The campaign featured red apples in an effort to lure visitors to New York City. It was hoped that the red apples would serve as a bright and cheery image of New York City, in contrast to the common belief that New York City was dark and dangerous. Since then, New York City has officially been The Big Apple.
"The Big Apple" is a nickname for New York City. It was first popularized in the 1920s by John J. Fitz Gerald, a sports writer for the New York Morning Telegraph. Its popularity since the 1970s is due to a promotional campaign by the New York Convention and Visitors Bureau, known now as NYC & Company. New York's nickname Although the history of the Big Apple was once thought a mystery, research--primarily by amateur etymologist Barry Popik[2] and Gerald Cohen of Missouri University of Science and Technology -has provided a reasonably clear picture of the term's history. Previously, there were a number of false etymologies,[4] including a claim that the term derived from a New York brothel whose madam was known as Eve.[5] This was subsequently exposed as a hoax and has been replaced on the source website with more accurate information. The earliest citation for "big apple" is the 1909 book The Wayfarer in New York by Edward S. Martin, writing: "Kansas is apt to see in New York a greedy city…. It inclines to think that the big apple gets a disproportionate share of the national sap" (emphasis added). William Safire considered this the coinage, but the Random House Dictionary of American Slang considers the usage "metaphorical or perhaps proverbial, rather than a concrete example of the later slang term", and Popik likewise does not consider this the coinage. In the early 1920s, "apple" was used in reference to the many racing courses in and around New York City. Apple referred to the prizes being awarded for the races—as these were important races, the rewards were substantial. The New York Mets Home Run Apple located in Citi Field. The Big Apple was first popularized as a reference to New York City by John J. Fitz Gerald in a number of New York Morning Telegraph articles in the 1920s in reference to New York horse-racing. The earliest of these was a casual reference on May, 1921: J. P. Smith, with Tippity Witchet and others of the L. T. Bauer string, is scheduled to start for "the big apple" to-morrow after a most prosperous Spring campaign at Bowie and Havre de Grace. Fitz Gerald referred to the "big apple" frequently thereafter. He explained his use in a February 18, 1924, column under the headline "Around the Big Apple": The Big Apple. The dream of every lad that ever threw a leg over a thoroughbred and the goal of all horsemen. There's only one Big Apple. That's New York. Two dusky stable hands were leading a pair of thoroughbred around the "cooling rings" of adjoining stables at the Fair Grounds in New Orleans and engaging in desultory conversation. "Where y'all goin' from here?" queried one. "From here we're headin' for The Big Apple," proudly replied the other."Well, you'd better fatten up them skinners or all you'll get from the apple will be the core," was the quick rejoinder.Fitz Gerald's reference to the "dusky" stable hands suggests the term's origin may lie in African-American culture. Support for this is found in the Chicago Defender, an African-American newspaper that had a national circulation. “Ragtime” Billy Tucker, a vaudeville/ragtime performer and writer for the Defender, there used "big apple" to refer to New York in a non-horse-racing context on September 16, 1922: I trust your trip to 'the big apple' (New York) was a huge success and only wish that I had been able to make it with you. Tucker had earlier used "Big Apple" as a reference to a different city, Los Angeles. This example, from May 15, 1920, is the earliest known use of "Big Apple" to refer to any city.[citation needed] It is possible that the writer simply understood "Big Apple" as an appropriate nickname for any large city: Dear Pal, Tony: No, Ragtime Billy Tucker hasn't dropped completely out of existence, but is still in the 'Big Apple', Los Angeles. By the late 1920s, New York writers other than Fitz Gerald were starting to use "Big Apple" and were using it outside of a horse-racing context. "The Big Apple" was a popular song[15] and dance[16] in the 1930s. Walter Winchell and other writers continued to use the name in the 1940s and 1950s. By the 1960s, "the Big Apple" was known only as an old name for New York.[18] In the early 1970s, however, the New York Convention and Visitors Bureau (now NYC & Company, the official marketing and tourism organization for New York City),under the leadership of its president, Charles Gillett, began promoting "the Big Apple" for the city. It has remained popular since then. Mayor Rudolph W. Giuliani in 1997 signed legislation designating the southwest corner of West 54th Street and Broadway, the corner on which John J. Fitz Gerald lived from 1934 to 1963, as "Big Apple Corner". The New York Mets have featured a "Home Run Apple" that rises whenever a Mets player hits a home run. It has become a symbol of the Mets baseball team, recognized throughout Major League Baseball as an iconic feature of the Mets' stadiums. It first appeared in Shea Stadium, and the original can still be seen on display at Citi Field, outside the Jackie Robinson Rotunda. Citi Field now uses a new apple, one that is nearly four times the size of the original. In Evita, Buenos Aires is referred to as "B.A., Buenos Aires, Big Apple" in the song Eva, Beware of the City. This reference was invented by lyricist Tim Rice and does not reflect preexisting use.According to the Museum of the City of New York, the phrase "big apple" was first used by Martin Wayfarer to describe New York City in 1909. He used it in a metaphor describing how New York, "the big apple," gets a disproportionate share of the sap from the country's tree of wealth which is rooted in the Mississippi Valley. The saying evolved in the 1920s when New York Morning Telegraph sports writer John J. FitzGerald overheard African American stable workers using the phrase while talking about New York's racing scene, which was considered "the big time." Fitzgerald liked it so much he named his racing column "Around the Big Apple." Jazz musicians in the 1930s and 40s made it more popular by using it in the same way, referring to the New York jazz scene as "the big time." The name became less prominent for the next two decades until the New York Convention and Visitors Bureau used a red apple during its campaign to increase tourism in the 1970s. Since then the apple has become an international symbol for New York City and the phrase, its unofficial nickname. Read more: "The Big Apple" | Infoplease.com www.infoplease.com/askeds/big-apple.html#ixzz3BvC1unql
Today Sunday 14th April 2019 I decided Torry Docks overlooking Aberdeen Harbour Scotland was the place for me to be, various ships entering and leaving the harbour though I knew that four war frigates had arrived a day or so ago with whispers of today as their departure day, camera loaded, I decided to dedicate my afternoon down at Aberdeen Harbour Scotland, waiting on these beauty's to leave.
Tonight at 20pm I was rewarded , I post a few of the shots I captured of HDMS Thetis F357 leaving followed by the minesweepers behind her.
Meeting fellow photographers and enthusiasts who also arrived to see these beauty's head out to the North Sea made the evening a bit of an event, I had a great experience , loved it .
HDMS Thetis is a Thetis-class ocean patrol vessel belonging to the Royal Danish Navy.
In mid-1990s the ship served as a platform for seismic operations in the waters near Greenland. In 2002 she took over the role from her sister ship Hvidbjørnen as a platform for Commander Danish Task Group.
The role was handed over to Absalon in September 2007. From February - April 2008 Thetis served as a protection vessel for the World Food Programme chartered ships, carrying food aid, off the Horn of Africa. In 2009 the ship served as staff ship for the NATO Mine Countermeasure Group 1.
Kingdom of Denmark
Name:Thetis
Laid down:10 October 1988
Launched:14 July 1989
In service:1 July 1991
Identification:
IMO number: 3993600
MMSI number: 219522000
Callsign: OUEU
Status:in active service
General characteristics
Class and type:Thetis-class patrol frigate
Type:Off Shore Patrol Frigates
Displacement:3,500 tons full load
Length:112.3 m (368 ft 5 in)
Beam:14.4 m (47 ft 3 in)
Height:37.0 m (121 ft 5 in)
Draft:6.0 m (19 ft 8 in)
Installed power:
3 Detroit Diesel GM 16V 7163-7305 à 460
1 Detroit Diesel 6L-71N 1063-7005 à 120 Kw (EMG)
Propulsion:
3 × MAN B&W Diesel 12v28/32A-D à 2940 kW (3990 hk), single shaft
1 Brunvoll azimuth thruster (800 kW)
1 electrical Brunvoll bow thruster (600 kW)
Speed:>21.8 knots (40.4 km/h; 25.1 mph)
Range:8.700 nautical miles (16.112 km; 10.012 mi) at 15 knots (28 km/h; 17 mph)
Endurance:60 days
Boats & landing
craft carried:2 7m RHIBs
Complement:52 + aircrew and transients (accommodation for up to 101 in total)
Sensors and
processing systems:
1 Terma Scanter Mil 009 navigational radar
1 Furuno FR-1505 DA surface search radar
1 Plessey AWS-6 air search radar
1 SaabTech Vectronics 9LV 200 Mk 3 fire control system
1 SaabTech CTS-36 hull-mounted sonar
Thales TMS 2640 Salmon variable depth sonar
FLIR Systems AN/AAQ-22 SAFIRE thermal imager
Electronic warfare
& decoys:
1 Thales Defense Ltd Cutlass radar warning receiver
1 Thales Defense Scorpion radar jammer
2 Sea Gnat launchers (for chaff and flares)
Armament:
1 76-mm 62-cal. OTO Melara Super Rapid DP
7 12.7 mm heavy machine guns
4 7.62 mm light machine guns
1 depth charge rack and MU90 Advanced Lightweight Torpedo for anti-submarine warfare
Aircraft carried:1 Westland Lynx Mk.90B helicopter.From approx. 2016: MH-60R
Aviation facilities:Aft helicopter deck and hangar
Four Thetis class frigates for the Royal Danish Navy have been built by the Svendborg Shipyard with headquarters on the island of Funen in Svendborg, Denmark. The Thetis (F357) and Triton (F358) were commissioned in 1991, and Vaedderen (F359) and Hvidbjornen (F360) in 1992.
The Thetis Class are multi-role frigates for fishery protection, surveillance, air-sea rescue, anti-pollution and ice reconnaissance.
THETIS DESIGN
The frigates have a double-skinned hull divided by ten bulkheads into watertight compartments. The basic hull shape corresponds to that of a high-speed trawler. There are no bilge keels, but stabilisation is achieved by a combination of fin stabilisers from Blohm and Voss and a controlled passive tank system supplied by Intering.
The frigates are ice-strengthened and are able to proceed through 80cm of solid ice. The hull has an icebreaking bow and stem lines suitable for operations in ice with only one propeller. To minimise ice formation on the superstructure, all winches, capstans, etc. are placed under deck. The allowed amount of icing is 375t.
Maximum continuous speed is 20kt in 4m seas. The ships can stand wind gusts of 150kt during light ice conditions and operate in all sea conditions at speeds of 4kt to 5kt. The ships have an endurance of 8,300nm at varying speeds with a 10% fuel reserve.
COMMAND AND CONTROL
Infocom Electronics, based in Sonderborg, Denmark produced the frigate’s integrated information system, which is based on a digital fibre-optic switch with digital multipurpose subscriber stations.
The system handles all internal and external communications, including data link and message handling for the ship’s Command, Control and Communications (C3) system, supplied by Terma Elektronik of Lystrup, Denmark.
WEAPONS
The armament consists of one Oto Melara 76mm Super Rapid main gun, one or two 20mm guns from Oerlikon and depth charge throwers. The Super Rapid gun has a rate of fire of 120 rounds a minute and range of 16km. The fire control system is the Saab Systems 9LV 200 mk3. A FLIR Systems Inc AN/AAQ-22 SAFIRE thermal imaging system is used for surveillance.
HELICOPTER
The frigate has a landing deck with a landing spot for a single helicopter. Helicopter support arrangements include a Glide Path Indicator (GPI) and a flight refuelling system. The hangar is equipped for helicopter maintenance and has capacity to hold a Lynx helicopter without having to fold the helicopter tail.
SENSORS
The frigates are fitted with a BAE Systems AWS-6 air and surface search radar operating at G band, a Terma Scanter Mil surface search radar operating at I band, a Furuno FR-1505 DA navigation radar operating at I band and a Saab Systems 9LV mk3 fire control radar operating at I and J bands.
Sonar equipment consists of a Saab Systems hull-mounted type CTS 36 RDN and a Thales Underwater Systems (formerly Thomson Marconi) TMS 2640 Salmon Variable Depth Sonar (VDS).
COUNTERMEASURES
“The Thetis Class frigates are ice-strengthened and are able to proceed through 80cm of solid ice.”
The countermeasures suite includes the Thales Defence Ltd Cutlass radar warning receiver, a Thales Defence Scorpion radar jammer and two Sea Gnat launchers for chaff and infrared flares.
PROPULSION
The propulsion machinery consists of three MAN B&W V28/32 diesel engines with combined power of 9,000kW. The fitted bow thruster is able to hold the bow against an athwartship wind of 28kt. A retractable azimuth thruster is capable of propelling the ship at 10kt.
The bow and azimuth thruster are produced by Brunvoll A/S. There is also a shaft generator of 1,500kW, supplied by Volund Motorteknik A/S, and three GM diesel motors with Volund Teknik generators, each with an output of 480kW.
The machinery is controlled by an integrated ship control and surveillance system (SCSS) designed by Soren T. Lyngso. The system allows the vessel to sail with unmanned engine rooms, the entire installation being controlled, and visually supervised from the bridge or from other locations in the ship.
Namesake: Thetis is encountered in Greek mythology mostly as a sea nymph or known as the goddess of water, one of the fifty Nereids, daughters of the ancient sea god Nereus..
Newspaper Article On 2019s War Exercise In Scotland.
E River Clyde is set to play host to the largest military exercise in Europe.
The Faslane Naval Base will be at the heart of the biggest 'tactically-focused' training operation - called Exercise Joint Warrior - from 16 to 26 April.
The multi-national event is conducted in the spring and autumn of each year, with the base hosting key Royal Navy and RAF personnel involved in it.
They will be joined by another 150 personnel, many of them reservists, with a joint warfare operations centre set up at the base to co-ordinate and manage the massive exercise.
A total of 32 separate naval units from eight different countries are taking part, as well as a considerable military air presence and multiple land forces.
Faslane will berth many of the vessels during the exercise, with the ships using the base for quick and easy access to some of the maritime training areas off the west coast.
The UK, USA, Germany, Netherlands, France, Norway, Denmark and Canada are all contributing and Royal Navy Flagship, HMS Bulwark, will be hosting the Commander United Kingdom Task Group and Commander Standing NATO Maritime Group 1.
Meanwhile the UK's joint force HQ will deploy to practice its command function both afloat on the high-readiness helicopter and commando carrier, HMS Illustrious, and ashore. The aim of the exercise is to provide the highest quality training for all three armed services and the numerous visiting forces from allied nations.
To achieve this, Joint Warrior features a wide-ranging exercise scenario which brings into play every possible situation experienced in complex, modern conflicts. It involves three sovereign nations, some disputed territory, drug smuggling, piracy, state-sponsored terrorism and counter insurgency. The scenario develops over the two-weeks of the exercise, beginning with a period of military and political tension and evolving into simulated war fighting and potential state-on-state hostilities.
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HDMS Thetis (F357)
From Wikipedia, the free encyclopedia
THETIS Souda Bay.jpg
HDMS Thetis dockside in Souda Bay, Crete. January 2008
Career (Denmark)
Name:Thetis
Laid down:10 October 1988
Launched:14 July 1989
In service:1 July 1991
Status:in active service, as of 2015
General characteristics
Class and type:Thetis-class patrol frigate
Type:Off Shore Patrol Frigates
Displacement:3,500 tons full load
Length:112.3 m (368 ft 5 in)
Beam:14.4 m (47 ft 3 in)
Height:37.0 m (121 ft 5 in)
Draft:6.0 m (19 ft 8 in)
Installed power:3 Detroit Diesel GM 16V 7163-7305 à 460
1 Detroit Diesel 6L-71N 1063-7005 à 120 Kw (EMG)
Propulsion:3 × MAN B&W Diesel 12v28/32A-D à 2940 kW (3990 hk), single shaft
1 Brunvoll azimuth thruster (800 kW)
1 electrical Brunvoll bow thruster (600 kW)
Speed:>21.8 knots (40.4 km/h; 25.1 mph)
Range:8.700 nautical miles (16.112 km; 10.012 mi) at 15 knots (28 km/h; 17 mph)
Endurance:60 days
Boats and landing
craft carried:2 7m RHIBs
Complement:52 + aircrew and transients (accommodation for up to 101 in total)
Sensors and
processing systems:1 Terma Scanter Mil 009 navigational radar
1 Furuno FR-1505 DA surface search radar
1 Plessey AWS-6 air search radar
1 SaabTech Vectronics 9LV 200 Mk 3 fire control system
1 SaabTech CTS-36 hull-mounted sonar
Thales TMS 2640 Salmon variable depth sonar
FLIR Systems AN/AAQ-22 SAFIRE thermal imager
Electronic warfare
and decoys:1 Thales Defense Ltd Cutlass radar warning receiver
1 Thales Defense Scorpion radar jammer
2 Sea Gnat launchers (for chaff and flares)
Armament:1 76-mm 62-cal. OTO Melara Super Rapid DP
7 12.7 mm heavy machine guns
4 7.62 mm light machine guns
1 depth charge rack and MU90 Advanced Lightweight Torpedo for anti-submarine warfare
Aircraft carried:1 Westland Lynx Mk.90B helicopter.From approx. 2016: MH-60R
Aviation facilities:Aft helicopter deck and hangar
HDMS Thetis is a Thetis-class ocean patrol vessel belonging to the Royal Danish Navy.
In mid-1990s the ship served as a platform for seismic operations in the waters near Greenland. In 2002 she took over the role from her sister ship Hvidbjørnen as a platform for Commander Danish Task Group. The role was handed over to Absalon in September 2007. From February - April 2008 Thetis served as a protection vessel for the World Food Programme chartered ships, carrying food aid, off the Horn of Africa. In 2009 the ship served as staff ship for the NATO Mine Countermeasure Group 1.
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from 1947 world series
please do not publish without permission
Babe Ruth Quotes
Quotes from www.baseball-almanac.com
Quotes From & About Babe Ruth
Quotations From Babe Ruth
"All ballplayers should quit when it starts to feel as if all the baselines run uphill."
"All I can tell them is pick a good one and sock it. I get back to the dugout and they ask me what it was I hit and I tell them I don't know except it looked good." Source: The American Treasury (Clifton Fadiman)
"As soon as I got out there I felt a strange relationship with the pitcher's mound. It was as if I'd been born out there. Pitching just felt like the most natural thing in the world. Striking out batters was easy." Source: Giants of Baseball (Bill Gutman)
"Aw, everybody knows that game, the day I hit the homer off ole Charlie Root there in Wrigley Field, the day October first, the third game of that thirty-two World Series. But right now I want to settle all arguments. I didn't exactly point to any spot, like the flagpole. Anyway, I didn't mean to, I just sorta waved at the whole fence, but that was foolish enough. All I wanted to do was give that thing a ride... outta the park... anywhere." Source: My Greatest Day in Baseball (John P. Carmichael)
"Baseball changes through the years. It gets milder." Source: The Babe Ruth Story (Babe Ruth)
"Baseball was, is and always will be to me the best game in the world." Source: The Babe Ruth Story (Babe Ruth)
"(Ty) Cobb is a prick. But he sure can hit. God Almighty, that man can hit." Source: Big Sticks (William Curran)
"Don't ever forget two things I'm going to tell you. One, don't believe everything that's written about you. Two, don't pick up too many checks."
"Gee, its lonesome in the outfield. It's hard to keep awake with nothing to do." Source: Babe: The Legend Comes to life (Robert W. Creamer)
"Hot as hell, ain't it Prez (Calvin Coolidge)?" Source: How the Weather Was (Roger Kahn)
"How to hit home runs: I swing as hard as I can, and I try to swing right through the ball...The harder you grip the bat, the more you can swing it through the ball, and the farther the ball will go. I swing big, with everything I've got. I hit big or I miss big. I like to live as big as I can." Source: Words of Wisdom (William Safire)
"I didn't mean to hit the umpire with the dirt, but I did mean to hit that bastard in the stands." Source: The Babe Ruth Story (Babe Ruth)
"I don't give a damn about any actors. What good will John Barrymore do you with the bases loaded and two down in a tight ball game. Either I get the money (more than Barrymore), or I don't play!" Source: Giants of Baseball (Bill Gutman)
"I'd play for half my salary if I could hit in this dump (Wrigley Field) all the time."
"If I'd just tried for them dinky singles I could've batted around .600."
"If it wasn't for baseball, I'd be in either the penitentiary or the cemetery." Source: Baseball As I Have Known It (Fred Lieb)
"I'll promise to go easier on drinking and to get to bed earlier, but not for you, fifty thousand dollars, or two-hundred and fifty thousand dollars will I give up women. They're too much fun."
"I never heard a crowd boo a homer, but I've heard plenty of boos after a strikeout." Source: Grand Slams and Fumbles (Peter Bellenson)
"I won't be happy until we have every boy in America between the ages of six and sixteen wearing a glove and swinging a bat."
"Just one (superstition). Whenever I hit a home run, I make certain I touch all four bases."
"Paris ain't much of a town." Source: How the Weather Was (Roger Kahn)
"Reading isn't good for a ballplayer. Not good for his eyes. If my eyes went bad even a little bit I couldn't hit home runs. So I gave up reading." Source: Babe: The Legend Comes to life (Robert W. Creamer)
"Thank you very much, ladies and gentlemen. You know how bad my voice sounds. Well, it feels just as bad. You know, this baseball game of ours comes up from the youth. That means the boys. And after you're a boy and grow up to play ball, then you come to the boys you see representing clubs today in your national pastime. The only real game in the world, I think, is baseball. As a rule, people think that if you give boys a football or a baseball or something like that, they naturally become athletes right away. But you can't do that in baseball. You got to start from way down, at the bottom, when the boys are six or seven years of age. You can't wait until they're 14 or 15. You got to let it grow up with you, if you're the boy. And if you try hard enough, you're bound to come out on top, just as these boys here have come to the top now. There have been so many lovely things said about me today that I'm glad to have had the opportunity to thank everybody." Source Babe Ruth Day Speech Transcript, Yankee Stadium, April 27, 1947
"That last one sounded kinda high to me."
"The termites (cancer, the day before he died, to Connie Mack) have got me."
"The way a team plays as a whole determines its success. You may have the greatest bunch of individual stars in the world, but if they don't play together, the club won't be worth a dime."
"What the hell has Hoover got to do with it (his contract being bigger than the Presidents)? Besides, I had a better year than he did."
Quotes About Babe Ruth
"An outfield composed of (Ty) Cobb, (Tris) Speaker and (Babe) Ruth, even with Ruth, lacks the combined power of (Joe) DiMaggio, (Stan) Musial and (Ted) Williams." - Connie Mack
"A rabbit didn't have to think to know what to do to dodge a dog... The same kind of instinct told Babe Ruth what to do and where to be." - Sammy Vick
"Babe Ruth is dead and buried in Baltimore, but the game is bigger and better than ever." - Sparky Anderson
"Babe Ruth was the greatest baseball player that ever lived. I mean, people say he's less then a God, but more than a man. Like Hercules or something."- The Sandlot
"Babe Ruth struck out 1330 times." - Graffiti Seen in New York
"Babe Ruth, what can you say? You are almost speechless when people put your name alongside his name. I wish I can go back in time in meet him. Obviously, he was probably the most important sports figure in the world at that time. Hopefully, someday when I pass away, I get to meet him, and then I can really find out what he was really like." - Mark McGwire
"Don't compare me to Babe Ruth. God gave me the opportunity and the ability to be here at the right time, at the right moment, just like he gave Babe Ruth when he was playing. I just hope I can keep doing what I've been doing - keep taking care of business." - Sammy Sosa
"He had such a beautiful swing, he even looked good striking out." - Mark Koenig
"He hits a ball harder and further than any man I ever saw."- Bill Dickey
"He (Honus Wagner) was a gentle, kind man, a storyteller, supportive of rookies, patient with the fans, cheerful in hard times, careful of the example he set for youth, a hard worker, a man who had no enemies and who never forgot his friends. He was the most beloved man in baseball before (Babe) Ruth." - Bill James
"He was very brave at the plate. You rarely saw him fall away from a pitch. He stayed right in there. No one drove him out." - Casey Stengel
"I can't believe that Babe Ruth was a better player than Willie Mays. Ruth is to baseball what Arnold Palmer is to golf. He got the game moving. But I can't believe he could run as well as Mays, and I can't believe he was any better an outfielder." - Sandy Koufax
"I had a great game against him... I held him to three hits." - Rollie Stiles in the Los Angeles Times (Obituary)
"I hope he lives to hit one-hundred homers in a season. I wish him all the luck in the world. He has everybody else, including myself, hopelessly outclassed." - Frank "Home Run" Baker
"It's a pretty big shadow - it gives me lots of room to spread myself." - Lou Gehrig
"No one hit home runs the way Babe (Ruth) did. They were something special. They were like homing pigeons. The ball would leave the bat, pause briefly, suddenly gain its bearings, then take off for the stands." - Dizzy Dean
"Now I've had everything except for the thrill of watching Babe Ruth play." - Joe DiMaggio
"Now they talk on the radio about the record set by (Babe) Ruth, and (Joe) DiMaggio and Henry Aaron. But they rarely mention mine. Do you know what I have to show for the sixty-one home runs? Nothing, exactly nothing." - Roger Maris
"(Babe) Ruth made a grave mistake when he gave up pitching. Working once a week he might have lasted a long time and become a great star." - Tris Speaker
"(Babe Ruth) never played a night game, he never hit against fireball relief pitching, he never traveled cross-country for a night game and played a day game the next day, he never performed before millions of television viewers, he never had to run on artificial turf. It is the changes in the game, the modern factors that have made the game more difficult, that bring Babe in here as number three, behind (Willie) Mays and (Hank) Aaron. His feats were heroic. So were theirs. They simply did them under tougher conditions." - Maury Allen
"Some twenty years ago I stopped talking about the Babe (Ruth) for the simple reason that I realized that those who had never seen him didn't believe me." - Tommy Holmes
"The greatest name in American sports history is Babe Ruth, a hitter." - Ted Williams
"There's no question about it, Babe Ruth was the greatest instinctive baseball player who ever lived. He was a great hitter, and he had been a great pitcher." - Leo Durocher
"There will never be another Babe Ruth. He was the greatest home run hitter who ever lived. They named a candy bar after him." - Reggie Jackson
"They can talk about Babe Ruth and Ty Cobb and Rogers Hornsby and Lou Gehrig and Joe DiMaggio and Stan Musial and all the rest, but I'm sure not one of them could hold cards and spades to (Ted) Williams in his sheer knowledge of hitting. He studied hitting the way a broker studies the stock market, and could spot at a glance mistakes that others couldn't see in a week." - Carl Yastrzemski
"We need just two players to be a contender. Just Babe Ruth and Sandy Koufax." - Whitey Herzog
"Why shouldn't we pitch to Babe Ruth? We pitch to better hitters in the National League." - John McGraw
Quotes From & About Babe Ruth
The Falcon 20 is available for research experiment since the beginning of 2006. It is an original Dassault Falcon 20 GF specially modified to scientific use. This aircraft is mainly used for multidisciplinary studies in high troposphere and low stratosphere: remote-sensing, chemistry, microphysics…
Gotham City is a fictional American city appearing in comic books published by DC Comics, best known as the home of Batman. Batman's place of residence was first identified as Gotham City in Batman #4 (Winter 1940). New York Times journalist William Safire described Gotham City as "New York below 14th Street, from SoHo to Greenwich Village, the Bowery, Little Italy, Chinatown, and the sinister areas around the base of the Manhattan and Brooklyn Bridges." Batman artist Neal Adams sees the 1940s mobster history of Chicago as the basis for Gotham, while writer/artist Frank Miller has stated that Metropolis is New York in the daytime and Gotham City is New York at night.
(Source: wikipedia.org)
Fiquei apaixonada pelo efeito desse esmalte, comprei esse e o verde. A Jade podia lançar mais cores nesse efeito. É fosco, mas tem brilhinhos lindos.
Usei:
Base Vermelha Risqué
2x Safire Dream
Beijos.
Today Sunday 14th April 2019 I decided Torry Docks overlooking Aberdeen Harbour Scotland was the place for me to be, various ships entering and leaving the harbour though I knew that four war frigates had arrived a day or so ago with whispers of today as their departure day, camera loaded, I decided to dedicate my afternoon down at Aberdeen Harbour Scotland, waiting on these beauty's to leave.
Tonight at 20pm I was rewarded , I post a few of the shots I captured of HDMS Thetis F357 leaving followed by the minesweepers behind her.
Meeting fellow photographers and enthusiasts who also arrived to see these beauty's head out to the North Sea made the evening a bit of an event, I had a great experience , loved it .
HDMS Thetis is a Thetis-class ocean patrol vessel belonging to the Royal Danish Navy.
In mid-1990s the ship served as a platform for seismic operations in the waters near Greenland. In 2002 she took over the role from her sister ship Hvidbjørnen as a platform for Commander Danish Task Group.
The role was handed over to Absalon in September 2007. From February - April 2008 Thetis served as a protection vessel for the World Food Programme chartered ships, carrying food aid, off the Horn of Africa. In 2009 the ship served as staff ship for the NATO Mine Countermeasure Group 1.
Kingdom of Denmark
Name:Thetis
Laid down:10 October 1988
Launched:14 July 1989
In service:1 July 1991
Identification:
IMO number: 3993600
MMSI number: 219522000
Callsign: OUEU
Status:in active service
General characteristics
Class and type:Thetis-class patrol frigate
Type:Off Shore Patrol Frigates
Displacement:3,500 tons full load
Length:112.3 m (368 ft 5 in)
Beam:14.4 m (47 ft 3 in)
Height:37.0 m (121 ft 5 in)
Draft:6.0 m (19 ft 8 in)
Installed power:
3 Detroit Diesel GM 16V 7163-7305 à 460
1 Detroit Diesel 6L-71N 1063-7005 à 120 Kw (EMG)
Propulsion:
3 × MAN B&W Diesel 12v28/32A-D à 2940 kW (3990 hk), single shaft
1 Brunvoll azimuth thruster (800 kW)
1 electrical Brunvoll bow thruster (600 kW)
Speed:>21.8 knots (40.4 km/h; 25.1 mph)
Range:8.700 nautical miles (16.112 km; 10.012 mi) at 15 knots (28 km/h; 17 mph)
Endurance:60 days
Boats & landing
craft carried:2 7m RHIBs
Complement:52 + aircrew and transients (accommodation for up to 101 in total)
Sensors and
processing systems:
1 Terma Scanter Mil 009 navigational radar
1 Furuno FR-1505 DA surface search radar
1 Plessey AWS-6 air search radar
1 SaabTech Vectronics 9LV 200 Mk 3 fire control system
1 SaabTech CTS-36 hull-mounted sonar
Thales TMS 2640 Salmon variable depth sonar
FLIR Systems AN/AAQ-22 SAFIRE thermal imager
Electronic warfare
& decoys:
1 Thales Defense Ltd Cutlass radar warning receiver
1 Thales Defense Scorpion radar jammer
2 Sea Gnat launchers (for chaff and flares)
Armament:
1 76-mm 62-cal. OTO Melara Super Rapid DP
7 12.7 mm heavy machine guns
4 7.62 mm light machine guns
1 depth charge rack and MU90 Advanced Lightweight Torpedo for anti-submarine warfare
Aircraft carried:1 Westland Lynx Mk.90B helicopter.From approx. 2016: MH-60R
Aviation facilities:Aft helicopter deck and hangar
Four Thetis class frigates for the Royal Danish Navy have been built by the Svendborg Shipyard with headquarters on the island of Funen in Svendborg, Denmark. The Thetis (F357) and Triton (F358) were commissioned in 1991, and Vaedderen (F359) and Hvidbjornen (F360) in 1992.
The Thetis Class are multi-role frigates for fishery protection, surveillance, air-sea rescue, anti-pollution and ice reconnaissance.
THETIS DESIGN
The frigates have a double-skinned hull divided by ten bulkheads into watertight compartments. The basic hull shape corresponds to that of a high-speed trawler. There are no bilge keels, but stabilisation is achieved by a combination of fin stabilisers from Blohm and Voss and a controlled passive tank system supplied by Intering.
The frigates are ice-strengthened and are able to proceed through 80cm of solid ice. The hull has an icebreaking bow and stem lines suitable for operations in ice with only one propeller. To minimise ice formation on the superstructure, all winches, capstans, etc. are placed under deck. The allowed amount of icing is 375t.
Maximum continuous speed is 20kt in 4m seas. The ships can stand wind gusts of 150kt during light ice conditions and operate in all sea conditions at speeds of 4kt to 5kt. The ships have an endurance of 8,300nm at varying speeds with a 10% fuel reserve.
COMMAND AND CONTROL
Infocom Electronics, based in Sonderborg, Denmark produced the frigate’s integrated information system, which is based on a digital fibre-optic switch with digital multipurpose subscriber stations.
The system handles all internal and external communications, including data link and message handling for the ship’s Command, Control and Communications (C3) system, supplied by Terma Elektronik of Lystrup, Denmark.
WEAPONS
The armament consists of one Oto Melara 76mm Super Rapid main gun, one or two 20mm guns from Oerlikon and depth charge throwers. The Super Rapid gun has a rate of fire of 120 rounds a minute and range of 16km. The fire control system is the Saab Systems 9LV 200 mk3. A FLIR Systems Inc AN/AAQ-22 SAFIRE thermal imaging system is used for surveillance.
HELICOPTER
The frigate has a landing deck with a landing spot for a single helicopter. Helicopter support arrangements include a Glide Path Indicator (GPI) and a flight refuelling system. The hangar is equipped for helicopter maintenance and has capacity to hold a Lynx helicopter without having to fold the helicopter tail.
SENSORS
The frigates are fitted with a BAE Systems AWS-6 air and surface search radar operating at G band, a Terma Scanter Mil surface search radar operating at I band, a Furuno FR-1505 DA navigation radar operating at I band and a Saab Systems 9LV mk3 fire control radar operating at I and J bands.
Sonar equipment consists of a Saab Systems hull-mounted type CTS 36 RDN and a Thales Underwater Systems (formerly Thomson Marconi) TMS 2640 Salmon Variable Depth Sonar (VDS).
COUNTERMEASURES
“The Thetis Class frigates are ice-strengthened and are able to proceed through 80cm of solid ice.”
The countermeasures suite includes the Thales Defence Ltd Cutlass radar warning receiver, a Thales Defence Scorpion radar jammer and two Sea Gnat launchers for chaff and infrared flares.
PROPULSION
The propulsion machinery consists of three MAN B&W V28/32 diesel engines with combined power of 9,000kW. The fitted bow thruster is able to hold the bow against an athwartship wind of 28kt. A retractable azimuth thruster is capable of propelling the ship at 10kt.
The bow and azimuth thruster are produced by Brunvoll A/S. There is also a shaft generator of 1,500kW, supplied by Volund Motorteknik A/S, and three GM diesel motors with Volund Teknik generators, each with an output of 480kW.
The machinery is controlled by an integrated ship control and surveillance system (SCSS) designed by Soren T. Lyngso. The system allows the vessel to sail with unmanned engine rooms, the entire installation being controlled, and visually supervised from the bridge or from other locations in the ship.
Namesake: Thetis is encountered in Greek mythology mostly as a sea nymph or known as the goddess of water, one of the fifty Nereids, daughters of the ancient sea god Nereus..
Newspaper Article On 2019s War Exercise In Scotland.
E River Clyde is set to play host to the largest military exercise in Europe.
The Faslane Naval Base will be at the heart of the biggest 'tactically-focused' training operation - called Exercise Joint Warrior - from 16 to 26 April.
The multi-national event is conducted in the spring and autumn of each year, with the base hosting key Royal Navy and RAF personnel involved in it.
They will be joined by another 150 personnel, many of them reservists, with a joint warfare operations centre set up at the base to co-ordinate and manage the massive exercise.
A total of 32 separate naval units from eight different countries are taking part, as well as a considerable military air presence and multiple land forces.
Faslane will berth many of the vessels during the exercise, with the ships using the base for quick and easy access to some of the maritime training areas off the west coast.
The UK, USA, Germany, Netherlands, France, Norway, Denmark and Canada are all contributing and Royal Navy Flagship, HMS Bulwark, will be hosting the Commander United Kingdom Task Group and Commander Standing NATO Maritime Group 1.
Meanwhile the UK's joint force HQ will deploy to practice its command function both afloat on the high-readiness helicopter and commando carrier, HMS Illustrious, and ashore. The aim of the exercise is to provide the highest quality training for all three armed services and the numerous visiting forces from allied nations.
To achieve this, Joint Warrior features a wide-ranging exercise scenario which brings into play every possible situation experienced in complex, modern conflicts. It involves three sovereign nations, some disputed territory, drug smuggling, piracy, state-sponsored terrorism and counter insurgency. The scenario develops over the two-weeks of the exercise, beginning with a period of military and political tension and evolving into simulated war fighting and potential state-on-state hostilities.
We have 2 free gifts until 18 February @ maps.secondlife.com/secondlife/Hutter/69/170/22
02-01-2015 -> 07-01-2015
13000 Hectares of land burnt over 5 days.
As the heavens open and the rain falls down over the Adelaide Hills Fire hot-zone, An extra awesome thank-you to the 800+ men & women involved in all departments of emergency services at ground zero & around the different work zones, both local and interstate, and the peeps behind the scenes at "ParaBase" co-ordinating the effort to put out this bad-boy fire.
A Herculean effort for all concerned.
Go home, have a beer and put your feet up. you've earned it!.
Spare a thought for this poor fella, :(
www.abc.net.au/news/2015-01-07/jkoala-recovering-after-be...
** CCC's Pre Spring Event ** Latinas - Urban meets Fae - Very Limited OOAK (only 2 of each color) soft pastel colored Firefly Faeries (Fidelina sized 9cm) ** "GhettoFae" Faja Fulai Faeries ** (Glow-in-the-Dark resin)
Fuugalina (pumpkin orange - Glow: orange)
Silmë (yellow - Glow: yellow)
Fidelina (pink - Glow: pink)
~ a tribute from Charles to the 80s era of breakdancing, ghettoblasters & Electronic Funk/Latin-Hiphop Freestyle Music
#Shannon #Safire #ChrisBarbosa #MarkLigget #ArthurBaker #planetpatrol #Freeez #JennyBurton #JayNovelle #TKA #Exposé #CoverGirls #SweetSensation #LisaLisaAndTheCultJam #JohnRocca #StevieB #Nocera #Mantronik #DeniseLopez #JimiTunnel #Monet #Noel #BrendaKStarr #NuShooz and many more wonderful artists
Please stay tuned here: www.charlescreaturecabinet.net/news.html