In 1946 the new Strategic Air Command of the USAAF placed an order for the development of a so-called penetration fighter; a long-range fighter able to fly ahead of the bomber force and sweep aside all fighter opposition. The XF-90 evolved over two years and resulted from 65 different designs created by Johnson’s engineers. These included butterfly-tailed aircraft, three-engine aircraft, ‘W’ winged designs. Lockheed’s Model 153 submission was thought to offer great potential and was ordered in the form of two XF-90 prototypes. The two prototypes were to be tested in a fly-off competition with the McDonnell XF-88 and North American YF-93A designs.
Developed by Clarence L. (Kelly) Johnson’s Lockheed fighter team, the design had a number of similarities to the company’s F-80 Shooting Star, but was of more advanced aerodynamic concept. It had a finely tapered forward fuselage, two laterally mounted 4200-lb (1905-kg) afterburning thrust Westinghouse J34-WE-11 turbojets, and flying surfaces swept at 35 degrees. A radius of about 1100 miles (1770-km) was provided by considerable internal fuel supplemented by jettisonable wingtip tanks. This was calculated to provide an escort capability into the western USSR from bases in West Germany, and a potent offensive punch was provided by a combination of four 20-mm cannon with six 0.5-in (12.7-mm) machine-guns. The final XF-90 had 12.7mm rivets in the wings and weighed as much as a DC-3.
The first aeroplane flew on 4 June 1949 at Muroc, piloted by Tony LeVier. It cruised around 15,000 ft for 37 minutes. The twin Westinghouse J-34 were assisted by a pair of externally mounted JATO rockets for the gross weight of 26,000 lb.
XF-90 first take-off
It was immediately revealed to be drastically under-powered with twin 1406kg thrust Westinghouse J34-WE-11 turbojets. The XF-90 reached 1070km/h at 9784m in level flight and could easily be pushed through the sound barrier in a shallow dive. Throughout April and May 1950, above Muroc Dry Lake, Lockheed test pilot Tony LeVier put the XF-90 through high-speed dive tests. LeVier dived the XF-90 to Mach 1.12 on 17 May 1950.
The XF-90 stalled at 204km/h, making it no easy machine to control on the approach. Its take-off performance enabled it to clear a 15m obstacle in 2629m without the rocket-assisted take-off (RATO) units used in some tests. In the 1949 fly-off, the XF-88 came in first, the XF-90 second, and the YF-93A third, but by then the results were academic. With the September 1949 detonation of the Soviet Union’s first nuclear weapon, the USAF’s requirement was changing at this time, so the project was cancelled.
The second XF-90 was rigged with instruments on the ground and destroyed in the 1952 atomic bomb tests at Frenchman’s Flat, Nevada. Lockheed records indicate that the first XF-90 was shipped in 1953 to a National Advisory Committee for Aeronautics (NACA) laboratory in Cleveland, Ohio. Apparently, it was eventually broken up in tests at that NACA facility.
Engines: 2 x Westinghouse J34-WE-11 turbojets, 1406kg thrust Max take-off weight: 12300 kg / 27117 lb Empty weight: 8400 kg / 18519 lb Wingspan: 12.19 m / 39 ft 12 in Length: 17.12 m / 56 ft 2 in Height: 4.8 m / 15 ft 9 in Wing area: 32.05 sq.m / 344.98 sq ft Max. speed: 1070 km/h / 665 mph Ceiling: 11800 m / 38700 ft Range: 3700 km / 2299 miles
In December 1945 the USAAF began to receive its first jet fighter, the Lockheed P 80 Shooting Star, and it soon became clear that a trainer version was essential. Lockheed’s P-80 Shooting had developed into a lengthened-fuselage two-seat trainer version, designated originally TF-80C. The first of these flew on 22 March 1948.
In addition to the fuselage ‘stretch’, a second cockpit in tandem was provided with dual controls, the transparent canopy was extended to cover both cockpits and the armament of the F-80 was deleted. Original engines were Allison J33-35 single-shaft turbojet engines with a thrust rating of 5,200 lbs.
Test pilot Jim Fitzgerald was killed during an approach to landing in the first T-33 that Lockheed built.
T-33A
The type eventually became the USAFs standard jet trainer, many being supplied to foreign nations under the Military Aid Program. 1,058 were supplied to friendly nations under the program. They were also built for service with the US Navy and Marine Corps under the designation TV-2, later T-33B.
TV-2 Seastar
A total of 128 TF-80C were built before the designation was changed to T-33A in May 1949.
Derived from T 33 as shipboard trainer, a total of 271 T-1 Seastar trainers were built for U.S. Navy during 1957 58.
Variants included small numbers modified as DT-33A drone directors and AT-33A armed close-support aircraft.
After a production run of 11 years the 5691th and last Lockheed T-33A Shooting Star was delivered by Lockheed at the beginning of August 1959.
A total of 5,691 were built by parent company, 656 built in Canada (by Canadair Ltd as CL 30 Silver Star with Nene 10), and 210 built in Japan (by Kawasaki). The aircraft was supplied to the air arms of some twenty-five countries.
In 1963 Libya started its own Air Force when the US turned over two T-33 and a C-47 at Wheelus AFB.
Canadair was given a contract in September 1951 to manufacture the T-33 with the first flight being in December 1952. The Canadair CL-30′ Silver Star’, later designated CT-133, was a tandem two-seat, armed trainer version of the T-33A, powered by a Rolls Royce Nene 10 turbojet, delivering 5,400 lb thrust. 636 were built under licence for the Royal Canadian Air Force from 1952. It was used as an instrument flight trainer whilst in service with the Canadian forces in Germany. The Silver Star Mks. 2 and 3 differed from the U.S. manufactured T-33A in being powered by a Rolls-Royce Nene 10 turbojet. Armament consisted of two nose-mounted 12.7 mm (0.5 in) machine-guns plus various light bombs, rockets and machine-gun pods. It had a service ceiling of 48,000 feet, a maximum speed of 600 mph at sea level and a cruising speed of 455 mph. The normal range was 1,025 miles and the maximum range was 1,275 miles. Canada gave T-33s to Bolivia, France, Greece, Portugal and Turkey under the Mutual Aid programme.
CL-30 Silver Star
By the end of 2000, 7 nations in the world still listed the T-33 as “in service.”
Circa 1964 a T-33, modified and operated for USAF Flight Dynamics Lab at Wright Patterson AFB, by Cornell Aeronautical Laboratory, has a variable drag system provided by servo-driven petals mounted on wing tanks. Simulation of flight path and handling qualities of lifting-body re-entry vehicles was made on both front and back of the power curve.
Cornell Aeronautical Laboratory modified T-33
Cornell Aero Lab at Cornell University in Ithaca, New York, had a variable-stability aircraft, a Lockheed NT-33A Shooting Star, which Neil Armstrong flew, testing experimental sidestick controller.
T-33 Engine: 1 x Allison J-33-A-5, 24.0kN Max take-off weight: 5900 kg / 13007 lb Empty weight: 3810 kg / 8400 lb Wingspan: 11.9 m / 39 ft 1 in Length: 11.5 m / 37 ft 9 in Height: 3.6 m / 11 ft 10 in Wing area: 22.0 sq.m / 236.81 sq ft Max. speed: 965 km/h / 600 mph Ceiling: 14700 m / 48250 ft Range w/max.fuel: 2150 km / 1336 miles Crew: 2
T-33A Engine: 5,400 lbs.t. (2450 kgp) Allison J33 A 35. Max level speed: 543 mph (874 kph). Max speed, 600 mph (966 kph) at sea level Cruise, 430 mph (692 kph) Initial climb, 5,525 fpm (28 m/sec) Service ceiling, 47,500 ft (14,477 m) Range, 1,345 mls (2164 km). Empty weight 8,084 lb (3 667 kg) MTOW, 11,965 lb (5428 kg). Wing span, 38 ft 10.5 in (11.85 m) Length 37 ft 9 in (11.49 m) Height: 14 ft 4 in (3.45 m) Wing area, 237 sq.ft (22 sq.m).
T-33A Engine one 5,400-lb. Allison J-33-A/4 turbojet with w/water-alcohol injection. Gross wt. 16,800. Empty wt. 8,440. Total fuel: 813 USG; 230 in each tip tank. Max Speed 525 mph. Long range cruise 455 mph. Range 1,000 nm. Ceiling 47,000′. Seats (ejection) 2.
T 1A Seastar Engine: 6,100 lbs.t. (2 767 kgp) Allison J33 A 22 turbojet. Max speed, 580 mph (933 kph) at 35,000ft (10 668 m) Cruise, 410 mph (660 kph) Initial climb, 6,330 fpm (32.1 m/sec) Service ceiling, 40,000ft (12 192 m) Range, 967 mls (1566 km). Empty weight, 11,965 lb (5 428 kg) Loaded weight, 15,500 lb (7 031 kg). Wing span, 42 ft 10 in (13.05 m) Length, 38 ft 6.5 in (11.73 m) Wing area, 240 sq.ft (22.3 sq.m).
Canadair CL-30 Engine: Rolls Royce Nene 10 turbojet, 5100 lb (2,315 kg) Span: 37 ft 7 in (11.48 m) without tip tanks Wing Span: 38 ft 10.5 in Length: 37 ft 9 in (11.49 m) Height: 11 ft 8 in (3.6 m) Wing area: 238 sq ft (22.11 sq m) Empty weight: 8,440 lb (3,832 kg) Loaded weight: 18,400 lb (8,217 kg) Maximum speed: Mach .787 Armament: Two .50 calibre Browning machine guns
In the spring of 1943 Allied intelligence became aware of the ME262 jet fighter, little was known about it but under the direction of Henry H. Arnold, the Commanding General of the U.S. Army Air Forces the decision was taken to bring the USA into the jet age. The development of the earlier XP59 Airacomet had not inspired confidence in the turbojet jet but with the reliability and power of the British developed engines increasing by the day the Americans decided that they could not afford to be left behind.
Arnold went to Lockheed and convinced them to build an airframe around the de Havilland Halford H1 (Goblin) which was already produced almost 2,300 lbs of thrust of the drawing board with promise of a great deal more. A design was submitted by what would be known as the ‘Skunk Works’ team led by Kelly Johnson claiming that the airframe could be built and ready for testing in 180 days, in the end it took just 143 being delivered to Muroc field (now Edwards AFB) on the 16th November 1943.
The design proved acceptable to the USAAF was a low-wing cantilever monoplane with a knife-edge laminar-flow wing section; engine within the rear fuselage; air intakes on each side of the fuselage forward of the wing leading edge; and retractable tricycle-type landing gear. Equally attractive was the company’s proposal to complete an initial prototype within 180 days and little time was lost in awarding contracts for three prototypes and 13 service trials aircraft. Work on the first prototype began in August 1943 and just 143 days later (on 8 January 1944) this aircraft flew for the first time.
XP-80
The first flight was delayed by foreign object damage which destroyed the engine on the first run up. A new engine was shipped from Britain allowing the first prototype (44-83020) nicknamed Lulu-Bell to get airbourne on the 8th January 1944. It was flown by Lockheed test pilot Tony LeVier. Service designation of the prototype was XP-80. Its power plant was a 13.34kN de Havilland H-1 turbojet.
Plans for this engine to be built by the Allis-Chalmers Company in America did not happen, so the next two prototypes each had a 16.68kN General Electric 1-40 turbojet, based on the Rolls Royce Derwent and also built by Allison as the J33. This was a larger and more powerful engine than the intended Allis-Chalmers J36, involving redesign which included increased span and length, a taller fin and strengthened landing gear. The exercise cost five months, for it was not until 10 June 1944 that the first of these two XP-80A was flown, by Tony Le Vier. Its first flight performance was not impressive and even with the technical difficulties rectified it was still considered worse than the H1 powered XP-80.
XP-80A 44-83021 Gray Ghost
The XP-80A’s were primarily testbeds for bigger engines and intake duct design, and consequently were larger and 25% heavier than the XP-80, a big factor in their poor performance. The P-80 testing program proved very dangerous. Milo Burcham was killed on 20 October 1944 while flying the third YP-80A, 44-83025 while the “Gray Ghost” was lost on a test flight on 20 March 1945, although pilot Tony LeVier escaped being able to bail out when the engine failed due to a turbine blade failure.
These two prototypes were designated XP-80A and were powered by the Allison-developed General Electric J33 engine of 1814-kg (4,000-1b) thrust, with low-set equi-tapered laminar-flow wings and engine air intakes set into the fuselage just forward of the wing roots, this version had a top speed of 898 km/h (558 mph) at sea level.
Thirteen development YP-80A aircraft for service trials, with J33-GE-9 or J33-GE-11 engines and an armament of six machine guns in the nose, started delivery to test establishments in October 1944 and it was aircraft of this type that arrived in Italy in May 1945. Two examples reached the Italian war zone just before VE-day, but failed to fly an operational sortie.
Ordered into quantity production during April 1944, the Shooting Star subsequently suffered cancellations after VJ-Day, but was proceeded with and as the P-80A attained operational service with the 412th Fighter Group during 1946, although poor serviceability and a very high accident rate significantly reduced its value. Production P-80A had wingtip tanks and provision for bombs, rockets and fuel tanks to be carried beneath the wings, plus six 12.7mm guns mounted in the fuselage nose.
Production deliveries of the P-80A did not start until December 1945, four months too late to see action against the Japanese.
The Shooting Star made a number of important flights, these including the first west-to-east trans-atlantic crossing by jet which was accomplished by 16 F-80s of the 56th Fighter Group in July 1948. One Shooting Star has set a world speed record of 1,003.91km/h on 19 June 1947. The P-80 designation changed to F-80 in 1948.
The second model to enter production was the F-80B, which featured numerous refinements such as thinner wing section with thicker skin, stronger bulkheads in the nose section to support greater fire-power, more power, stainless steel armoured engine compartment, provisions for JATO, and provision for rocket launchers. But only 240 of this model were completed before manufacture switched to the definitive F-80C. This possessed even greater power and also better armament and increased underwing weapons capability, no less than 670 being completed by the end of 1950, by which time the USA was in the Korean War.
The RF-80C being an unarmed photographic reconnaissance sub-variant.
The F-80C saw extensive action in the Korean War, one highlight occurring on 8 November 1950 when an F-80C flown by Lieut Russell J. Brown succeeded in downing a MiG-15 in what was believed to be the first conclusive aerial combat between jet fighters. On the whole, though, the Shooting Star possessed inferior performance and was mainly employed as a fighter-bomber. For Korea, F-80 were adapted to carry two 227kg and four 118kg fragmentation bombs or two 450kg bombs plus eight rockets or four 40 US gallon napalm bombs.
F-80 Shooting Star, Suan, Korea
Variants have included reconnaissance RF-80, QF-80A and QF-80F drones, and one F-80C was converted as a prototype two-seat trainer.
XP-80 Engine: de Havilland Goblin centrifugal flow turbojet, 3000 lb Max speed: 502 mph.
P 80A Shooting Star Engine: one 1814 kg (4000 lb) thrust General Electric J33 A 11 tur¬bojet. Max speed 933 km/h (580 mph) at 8535 m (28,000ft) Initial climb rate 1395m (4,580ft) per minute Service ceiling 13715 m (45,000 ft) Range 870 km (540 miles) Empty weight: 3593 kg (7,920 lb) Maximum take off weight: 6577 kg (14,500 lb) Wing span 12.17 m (39 ft 11 in) Length 10.52 m (34 ft 6 in) Height 3.45 m (11 ft 4 in) Wing area 22.11 sq.m (238.0 sq.ft). Crew: 1 Armament: six 12.7mm (0.5 in) machine guns in the nose, 2 x 454kg Bomb / 10x 5″ Rockets.
F-80C Shooting Star Engine: one 2449-kg (5,400-lb) thrust Allison J33-A-35 turbojet Wingspan 12.15 m (39 ft 10.5 in) Wing area 22.02 sq.m (237 sq ft) Length 10.52 m (34 ft6 in) Height 3.45 m (11 ft 4 in) Wheel track: 8 ft 7 in Empty weight: 3738 kg (8,240 lb) Maximum take-off weight: 7646 kg (16,856 lb) Maximum speed 956 km/h (594 mph) at sea level Initial climb rate 2094 m (6,870 ft) per minute Service ceiling 13030 m (42,750 ft) Range 1706 krn (1,060miles) Max endurance: 3 hr 12 min Crew: 1 Armament: six 12.7-mm (0.5-in) M3 machine-guns, 907 kg (2,000 lb) external ordnance or 16 127-mm (5-in) rockets.
The Lockheed C-141 Starlifter was designed to a 1960 requirement as a military strategic airlifter.
First flown on 17 December 1963, production deliveries of an eventual 248 entering USAF service began in 1965 as the C 141A. By August 1964 the USAF had ordered 132 Starlifters.
The original Starlifter model, the C-141A, could carry 138 passengers, 80 litters for wounded, or ten standard 463L pallets with a total of 62,700 pounds (28,900 kg) of cargo.
A number were modified to allow the carriage of a containerized Minuteman ballistic missile.
The C-141 volume capacity was relatively low in comparison to its lifting capacity; it generally ran out of physical space long before it hit its weight limit.
It was reported in August 1964 that a $64,000,00 order was placed by Flying Tiger Line for eight Super Starlifters, a 168 ft long commercial growth version of the C-141. Deliveries planned for 1967 did not happen.
C-141A 66-0192
Lockheed produced the prototype C 141B version in 1977, a conversion of a standard C 141A with a 23 ft 4 in (7.11 m) longer fuselage, other airframe changes and flight refuelling equipment producing the C-141B, flown for the first time on 24 March 1977. The conversion program took place between 1977 and 1982. It was estimated that this stretching program was the equivalent of buying 90 new aircraft, in terms of increased capacity.
Additional ‘plug’ sections were added before and after the wings, lengthening the fuselage by 23 ft 4 in (7.11 m) The modifications raised the StarLifter’s carrying capacity from ten standard freight pallets to 13, or a similar rise in the 154 troops, from 123 paratroops. All C 141As were being brought up to the new C 141B standard.
Sixty-three aircraft have been upgraded to C-141C status, with improved avionics and navigation systems.
In 1994, thirteen C-141Bs were given SOLL II (Special Operations Low-Level II) modifications, which gave the aircraft a low-level night flying capability, enhanced navigation equipment, and improved defensive countermeasures. The USAF operates these aircraft for the Air Force Special Operations Command.
On 16 September 2004 the C-141 left service with active duty USAF units, being confined to reserve units for the remainder of its service life. As of September 25th, 2005, there were only 8 C-141 aircraft still flying (All from Wright-Patterson AFB) near Dayton, Ohio. One of them is the same aircraft that was used at the end of the Vietnam War to repatriate American POWs from North Vietnam, and was to be moved to the National Museum of the United States Air Force, also at WPAFB.
C 141A Engines: 4 x Pratt & Whitney TF33 P 7 turbofan, 21000 lb (9,525 kg) st. Wing span: 159 ft 11 in (48.74 m). Length: 145 ft 0 in (44,20 m). Height: 12.0 m / 39 ft 4 in Wing area: 299.8 sq.m / 3227.02 sq ft Gross weight: 316,600 lb (143,600 kg). Max speed: 571 mph (919 km/h) at 25,000 ft (7,620 m). Cruise speed: 885 km/h / 550 mph Ceiling: 12500 m / 41000 ft Capacity: 154 troops, 123 paratroops, 80 stretchers, 5,283 cu.ft (169.6cu.m) cargo Range w/max.fuel: 11400 km / 7084 miles Range w/max.payload: 6440 km / 4002 miles Typical range: 4080 miles (6,565 km) with 70,847 lb (32,136 kg) payload. Crew: 4
C 141B Engines: 4 x Pratt & Whitney TF33 P 7 turbofan, 21000 lb (9,525 kg) st. Length: 168 ft 4 in / 51.31 m Height: 12.0 m / 39 ft 4 in
Lockheed’s C 130 Hercules was designed to meet a specification issued by the USAF Tactical Air Command in 1951.
C-130A
The prototype C-130 flew on August 23, 1954. Production models were delivered from 1956 and remained in production in 1999 in latest C-130J form with fully integrated digital avionics, advanced engines and propellers, and other improvements.
Older espionage-variants of the Hercules, the C-130A-II and the C-130B-II, had been noted at Rhein-Main around 1955. The metal-coloured aircraft, which externally were no different from the freighters operating regularly from Rhein-Main, belonged to the 7406th Combat Support Squadron.
C-130A-II at Rhein-Main in 1970
The RC-130 carried out COMmunications INTelligence (COMINT) for the USAF in Europe under the auspices of the National Security Agency. The RC-130s flew not only to West Berlin (Operation Misty Creek), but also on eavesdropping missions along the Iron Curtain and the borders of other countries, including the Middle East.
One of the C-130A-IIs from Rhein-Main lost its bearings in the early hours of 2 September 1958 during a COMINT mission for NSA along the Turkish-Soviet border, and was shot down near the town of Jerevan in Armenia by a group of five MiGs. Of the 17 crew and NSA eavesdropping specialists six lost their lives. What happened to the remaining eleven is still unknown in Washington. The Soviet Union has never admitted that the RC-130, which took off from the Turkish airfield at Incirlik, was shot down. In turn, the US Government has never admitted that the Hercules in Armenia was on a reconnaissance flight. The purpose of the flight was stated to be ‘a study of the propagation of radio waves’. Washington released for publication the radio transmissions, received by an American listening post in Turkey, between the MiG pilots and a Soviet Ground Control Interception station, relaying speech from shortly before to shortly after the attack. There was no admission from the Soviets.
The 1958 Ground Proximity System uses a cargo hook dangling from the open tail door which snares a ground cable, which pulls cargo out. Up to 13,000 lb can be pulled out.
In December 1963 Lockheed was building 15 Hercules a month, with almost 600 delivered already.
In June 1965 it was reported that Malaysia protested to the US that C-130s operated by the Indonesia AF dropped para-troopers on Malaysian soil. The US had sold ten C-130s to Indonesia in 1960 for non-military use, but cut-off supplies of spare parts in 1964 when Indonesia had violated the agreement.
In 1967 Lockheed rebuilt the company’s C-130 demonstrator to the stretched L-100-20 civil freight version. The main change was the addition of a 100in fuselage insert.
USAF 109th AW LC-130H Hercules 83-0491 – Christchurch, NZ, May 2000
It was reported in 1964 that the RCAF had bought 16 C-130E, with deliveries to be spread over a year, at $55 million including spares. The RCAF were then operating four C-130B.
The four-turboprop Hercules tactical transport is available in advanced C-130H and stretched C-130H-30 versions. The latter is 4.5m (l5ft) longer than the C-130H, and has a 16.8m (56ft)-long cargo compartment, which can accommodate seven cargo pallets. The C-130H-30 can carry 128 troops or 92 paratroops, compared with 92 and 64 respectively in the standard C-130H. Similarly, the H-30 can lift 97 stretchers in the medevac role instead of the 74 of the C-130H. The RAF’s ‘stretched’ C.Mk 3 carries up to 128 troops, 92 paratroops, or freight. The C-130J C.4 being longer than the C.5.
Electronic warfare versions of the Hercules include the EC-130H Compass Call of the USAF and the EC-130Q TACAMO of the USN.
On 21 March 1973, Mirage aircraft of the Libyan Air Force attacked an RC-130 from the 7406th CSS at Rhein-Main which was eavesdropping along the coast of Egypt and Libya, The NSA operators on board the Hercules heard via their headsets that the Mirages were ordered to shoot down the four-engined American aircraft. The pilot, who was warned, managed to evade the stream of bullets from the Libyan jet fighters by flying into cloud. According to the Pentagon the attack took place about 80 miles / 130 km from the Libyan coast. As late as 1973 Washington was unable to confirm that the RC-130 was on an electronic reconnaissance flight. It did become known that the Americans were using Hellinik airfield near Athens as the start and finish for their spying flights.
The RAF operated the C 130K Hercules C Mk.1 and Hercules C Mk.1(P) (for probe).
Lockheed Martin delivered fully configured KC-130J tanker aircraft to the United States Marine Corps. Using wing and external tanks, the KC-130J has a 57,500-lb (8,455 US gallon) fuel off-load capability while performing a 500-nm radius mission, compared with 38,000 lbs (5,588 US gallons) for the KC-130Fs. The aircraft is also configured to accept a fuselage tank if desired, adding another 24,392 lbs (3,600 US gallons) of fuel to a mission. The aircraft use the probe-and-drogue configuration.
The ‘air snatch’ HC 130H, was used by the USAFs Aerospace Rescue and Recovary Service. It has scissor like folding probes on the nose designed to make pick ups from the ground or in mid air, by using the probes to engage parachute lines or balloon cables attached to the man or equipment to be recovered. First flown on 8 December 1964.
The MC-130E Combat Talon I and MC-130H Combat Talon II provide infiltration, exfiltration, and resupply of special operations forces and equipment in hostile or denied territory. Secondary missions include psychological operations and helicopter and vertical lift air refuelling.
MC-130E/H Combat Talon I/II
Both aircraft feature terrain-following and terrain-avoidance radars capable of operations as low as 250 feet in adverse weather conditions. Structural changes to a basic C-130 include the addition of an in-flight refuelling receptacle and strengthening of the tail to allow high speed/low-signature airdrop. Their navigation suites include dual ring-laser gyros, mission computers, and integrated global positioning system. An extensive electronic warfare suite enables the aircrew to detect and avoid potential threats. If engaged, the system will protect the aircraft from both radar and infrared-guided threats.
Both the MC-130E and MC-130H are equipped with aerial refuelling pods to provide in-flight refuelling of special operations forces and combat search and rescue helicopters and vertical lift assets.
The primary difference between the MC-130E and MC-130H involves the degree of integration of the mission computers and avionics suite. The Combat Talon I was conceived originally and developed during the 1960s, and although extensively upgraded in the 1980-90s it still features analog instrumentation and does not fully integrate the sensors and communications suites. The Combat Talon II, designed in the 1980s, features an integrated glass flight deck which improves crew coordination and reduces the crew complement by two.
The MC-130E Combat Talon first flew in 1966 and saw extensive service in Southeast Asia, including the attempted rescue of Americans held at the Son Tay prisoner-of-war camp in 1970. Also, the MC-130E landed in the Iranian desert in April 1980 in support of Operation Eagle Claw, the attempt to rescue American hostages held by Iran.
The MC-130E saw combat in Grenada in 1983, delivering U.S. Army Rangers to Point Salinas Airfield in the opening moments of Operation Urgent Fury, and subsequently performing psychological operations leaflet drops. In 1989 they led the joint task force for Operation Just Cause in Panama, helping to seize the airfield at Rio Hato.
In 1990, MC-130Es were employed in Operation Desert Storm, where they dropped 11 BLU-82 15,000-pound bombs and more than 23 million leaflets in a highly effective effort to encourage Iraqi soldiers to surrender. They also conducted numerous aerial refuelling of special operations helicopters with combat search and rescue operations.
The MC-130H Combat Talon II first arrived at Hurlburt Field, Fla., June 29, 1992, and after acceptance testing, began official flying operations Oct. 17, 1992. Since then, the MC-130H has played a role in AFSOC operations including the evacuations of non-combatant Americans and other civilians from conflicts in Liberia in 1996. Also, in 1998, a Combat Talon II aircrew was awarded the Mackay Trophy for the involvement in the evacuation of civilians from the Republic of the Congo (1997); and they participated in combat operations in the Balkans during Operation Allied Force.
In 2001, MC-130Hs were employed to seize an airfield in southern Afghanistan delivering U.S. Army Rangers to commence ground operations in Operation Enduring Freedom and later in 2003, the MC-130H was the first US aircraft to land at Bagdad International to initiate missions supporting Operation Iraqi Freedom. Since Oct 2001, both aircraft have been used extensively in Operations Enduring, Operation Enduring Freedom-Philippines, and Iraqi Freedom in a variety of roles.
In 2001 10 MC-130E were operational with the Reserves, and 20 MC-130H with the Active force.
One of the measures considered for a second hostage rescue attempt in Iran was a project to develop a “Super STOL” aircraft, to be flown by Combat Talon crews that would use a soccer stadium near the US Embassy as an improvised landing field. Called Credible Sport, the project acquired three C-130H transports from an airlift unit in late August 1980, one as a test bed and two for the mission, and modified them on an accelerated basis.
Designated as the XFC-130H, the aircraft were modified by the installation of 30 rockets in five sets: eight firing forward to stop the aircraft, eight downward to brake its descent rate, eight rearward for takeoff assist, four mounted on the wings to stabilize them during takeoff transition, and two at the rear of the tail to prevent it from striking the ground because of over-rotation. Other STOL features included a dorsal and two ventral fins on the rear fuselage, double-slotted flaps and extended ailerons, a new radome, a tailhook for landing aboard an aircraft carrier, and Combat Talon avionics, including a TF/TA radar, a defensive countermeasures suite, and a Doppler radar/GPS tie-in to the aircrafts inertial navigation system.
Of the three aircraft, only one received full modification. The program abruptly ended when it crashed during testing on October 29, 1980, and international events soon after rendered another rescue attempt moot.
The C-130J-30 is a stretched variant and is 15 ft longer and can carry two extra cargo pallets compared to C-130H (30% more). A key to the C-130J-30’s increased performance is a mission computer linked to the four new, electronically controlled (by Lucas Aerospace’s FADEC (full authority digital electronic control) system) Allison AE-2100D3 turboprops. Flat rated to 4,691 shp (down from 6,148 shp), the engines still generate 29 percent more thrust and they are 15 percent more fuel-efficient than the E model’s. An all-composite six-blade Dowty Aerospace R391 propeller is lighter and has fewer moving parts than previous Hercules C-130 propellers. Lockheed-Martin were to develop and produce six WC-130J weather reconnaissance aircraft.
The AC-130 is the gunship variant of the C-130 Hercules. The first flight of the AC-130A was in 1967. The missions of the AC-130 are: close air support, air interdiction and armed reconnaissance, perimeter and point defense, escort, drop and extraction zone support, forward air control, limited command and control (c2), and combat search and rescue (CSAR).
The AC-130A Spectre is similar to the C-130 in terms of external dimensions. It is 97 feet, 9 inches long, 38 feet, 3 inches tall, and has a wingspan of 132 feet, 7 inches. Originally, the AC-130A did not have the capability to refuel in flight. With a full load, these AC-130As had a range of 2450 miles. However, once modified with aerial refueling capabilities, the range was limited only by crew endurance. The AC-130A was sent to Vietnam on September 20, 1967, and flew its first mission one week later. The AC-130A destroyed over 10,000 enemy vehicles during the course of the Vietnam War. The last AC-130A was retired on September 10, 1995.
Between November 1968 and November 1989, only four, and later six, AC130 gunships were operating over the Trail, pending delivery of more advanced ‘Spectres’.
The first AC-130 gunship had arrived in Vietnam for field trials in September 1967, and its success led to the decision to modify more of the type. However, the Air Force could not spare any of its C-130 fleet, they were all needed for airlift duties throughout South-East Asia. Seven early-model C-130s were available though, and the first of these was converted to gunship configuration by June 1968; combat operations began with four aircraft in October 1968.
The AC-130 was armed with four 7.62mm minigun modules and four 20mm gatting cannon. Two of each were mounted forward of the main landing gear on the port (left) side of the aircraft and two each aft of the gear. In addition, a Night Observation Device (NOD) or Starlite Scope was carried – a sophisticated piece of equipment which enables the user to see targets on the ground by utilizing the available star or moonlight. The NOD and a primitive infra-red sensor were fitted to the port side of the aircraft and a bread-board computer was also carried to co-ordinate all the variables involved in a side-firing weapons system. These early AC-130s were operated by the newly formed 16th Special Operations Squadron at Ubon Royal Thai Air Force Base, and the Commander of Spectre Crew Number One was Lieutenant Colonel William Schwehm.
The AC-130H (also Spectre), which initially worked with the AC-130A, replaced it in 1995. The H-model has computers which can tell whether a target is friendly or not, thus, reducing the amount of casualties due to friendly fire. In the Persian Gulf War, one AC-130H was lost, along with all 14 crew.
The AC-130U Spooky is an advanced gunship. It can support special operations forces, in addition to its primary mission (gunship). It has a fire control system, which is capable of attacking two targets at once. With advanced computers, all guns can be slaved to computers if the need should arise.
The first RAAF C-130J-30 Hercules II, A97-464, was officially handed over at RAAF Richmond on 7 September, 1999. The first of 12 to replace the 37 Sqn C-130Es.
During 1964 a C-130E Hercules flew 25 hr 1 min 8 sec without landing as a prelude to FAA certification for civilian cargo use. The red, white, and blue aircraft was built as a cooperative venture by Lockheed and 57 suppliers of engines, parts, and systems for C-130’s. Once airborne it flew the endurance run at 140 kt on two engines.
Hercules commercial transports have an L 100 series designation. Largest of these, the L.100 30 entered service in 1970, can lift a maximum payload of more than 23 tons.
1,814 aircraft of all versions had been deliv¬ered by June 1987. Total Hercules sales had reached 1,845 by June 1987.
In July 1997, the company set-up then included Lockheed Martin Aeronautical Systems tasked with production and support of the C-130.
In 2005 an RAAF C-130J operating in Iraq was fired on by a surface-to-air missile over Baghdad and forced to deploy counter-measures and take evasive action. The Hercules was not damaged.
By 1999 well over 2,200 Hercules, still in production, had been built.
Hawkins & Powers enveloped civil conversions of of C-130 and P2V-7 under TC A19NM, A30NM, and A34NM in the Restricted category as borate bombers for forest fire control.
C 130 Hercules Length : 97.736 ft / 29.79 m Height : 38.255 ft / 11.66 m Wing span : 132.612 ft / 40.42 m Max take off weight : 175032.9 lb / 79380.0 kg Max. speed : 330 kts / 611 kph Service ceiling : 22638 ft / 6900 m Range : 4083 nm / 7562 km Engine : 4 x Allison T56-A7A, 3995 shp Crew : 4+92 Armament : 8862kg Freight
C-130A Engines: 4 x Allison YT56-A-11 turboprop, 3,750 e.h.p. Wingspan: 132 ft 7 in Length: 97 ft 9 in Basic weight: 67,000 lb Loaded weight: approx. 124,200 lb. Max fuel: 40,000 lb Cruise: 320 mph Max. speed: approx. 400 m.p.h. Typical range: 2,900 miles at 350 m.p.h. at altitude, with 40,0001b. payload Armament: None Crew: 5
C-130E Wing span: 132 ft 7 in (40.41 m) Length: 97 ft 9 in (29.78 m) Height: 38 ft 3 in (11.66 m) Engines: 4 x Allison, 4050shp Max TO wt: 175,000 lb (79,380 kg) Max level speed: 384 mph ( 618 kph).
C-130H Hercules Engine: 4 x Allison T56-A-15, 4,190 shp Installed thrust: 13,440 kW Propellers: 4-blade Span: 40.4 m Length: 29.8 m Wing area: 162 sq.m Height: 11.7m Empty wt: 34,686 kg Max AUW: 70,450kg Maximum Alternate AUW: 79,380 kg Payload: 19,365 kg Cruise speed: 595 kph Initial ROC: 415 m / min Ceiling: 10,060 m / 40,000 ft T/O run: 1091 m Ldg run: 518 m Fuel internal: 36,636 lt Range 14,000kg payload: 5,100km Range with 19,765 kg: 3790 km Ferry range: 7400km Capacity: 92 pax or 64 paratroopers Medivac config: 74 stretchers Freight config: 6 cargo pallets Air refuel: Yes Crew: 2 pilots, 1 navigator, 1 flight engineer, 1 loadmaster.
Lockheed Martin C-130J Hercules Engine: 4 x Allison AE2100D3 turboprops, 4,590 shp Propellers: 6-blade variable-pitch Length: 34.37m Height: 10.1m Wingspan: 132.579 ft / 40.4m Wing area: 1745.06 sq.ft / 162.12 sq.m Maximum weight: 79,380kg Maximum payload: 19,500kg Max. speed: 348 kts / 645 kph Normal operations cruise: 625km/h Initial climb rate: 2106.30 ft/min / 10.70 m/s Range 18,155kg payload: 5,100km Ceiling: 35,000 ft Crew: Two pilots, loadmaster Accommodation: 128 troops / 74 paratroops / 74 stretcher, two attendants
C-130J-30 Engines: 4 x Rolls-Royce Allison AE 2100D3, 4591 shp. Props: Dowty R391 6 blade composite. Cruise: 348 kts. Range: 3262 sm (with 40,000 lb payload). Max payload: 41,790 lbs. MTOW: 155,000 lbs. Ceiling: 29,000 ft.
HC 130H Engines: 4 x Allison T56 A 15 turboprop, 4,500 esh. Prop: 13 ft 6 in (4.11 m) dia 4 blade. Wing span: 132 ft 7 in (40.41 m). Length: 98 ft 9 in (30.10 m). Wing area: 1,745 sq ft (162,12 sq.m). Gross weight: 155,000 lb (70,310 kg). Max speed: 384 mph (618 km/h). Typical range: 2,450 miles (3,945 km). Crew: 10.
MC-130E Primary Function: Infiltration, exfiltration, and resupply of special operations forces Engines: Four Allison T56-A-15 turboprop, 4,910 shaft horsepower Wingspan: 132 feet, 7 inches (40.4 meters) Length: 100 feet, 10 inches (30.7 meters) Height: 38 feet, 6 inches (11.7 meters) Speed: 300 mph Load: 53 troops, 26 paratroopers Ceiling: 33,000 feet (10,000 meters) Maximum Takeoff Weight: 155,000 pounds (69,750 kilograms) Range: 2,700 nautical miles (4,344 kilometers) Crew: Two pilots, two navigators and an electronic warfare officer (officers); flight engineer, radio operator and two loadmasters (enlisted) Date Deployed: 1966 Unit Cost: US $75 million
MC-130H Primary Function: Infiltration, exfiltration, and resupply of special operations forces Contractor: Lockheed Engines: Four Allison T56-A-15 turboprop, 4,910 shaft horsepower Wingspan: 132 feet, 7 inches (40.4 meters) Length: 99 feet, 9 inches (30.4 meters) Height: 38 feet, 6 inches (11.7 meters) Speed: 300 mph Load: 77 troops, 52 paratroopers or 57 litter patients Ceiling: 33,000 feet (10,000 meters) Maximum Takeoff Weight:155,000 pounds (69,750 kilograms) Range: 2,700 nautical miles (4,344 kilometers) Crew: Two pilots, a navigator and electronic warfare officer (officers); flight engineer and two loadmasters (enlisted) Date Deployed: June 1991 Unit Cost: US$155 million
L-100-30 Engines: 4 x Allison, 4050shp Wing span: 132 ft 7 in (40.41 m) Length: 112 ft 8.5 in (34.35 m) Height: 38 ft 3 in (11.66 m) Max TO wt: 155,000 lb (70,308 kg) Max level speed: 377 mph ( 607 kph).
Hercules C.Mk.1 Wing span: 132 ft 7 in (40.41m) Max cruise: 386 mph (621 kph).
AC-130H Engines: 4 x Allison T56-A-15 turboprop, 4,910 shp Length: 97 ft, 9 in / 29.8 m Height: 38 ft, 6 in / 11.7 m Wing span: 132 ft 7 in / 40.4 m Max Take-Off Weight 155,000 lb / 69,750 kg Max level speed SL: Mach 0.4 / 300 mph (482 km/h) Service ceiling: 25,000 ft / 7,576 m Armament: two 20mm guns, one 40mm cannon and one 105mm cannon; Crew: Five officers (pilot, co-pilot, navigator, fire control officer, electronic warfare officer) and eight enlisted (flight engineer, TV operator, infrared detection set operator, loadmaster, four aerial gunners)
AC-130U Engines: 4 x Allison T56-A-15 turboprop, 4,910 shp Length: 97 ft, 9 in / 29.8 m Height: 38 ft, 6 in / 11.7 m Wing span: 132 ft 7 in / 40.4 m Max Take-Off Weight 155,000 lb / 69,750 kg Max level speed SL: Mach 0.4 / 300 mph (482 km/h) Service ceiling: 25,000 ft / 7,576 m Armament: one 25mm gun, one 40mm cannon and one 105mm cannon; Crew: Five officers (pilot, co-pilot, navigator, fire control officer, electronic warfare officer) and eight enlisted (flight engineer, TV operator, infrared detection set operator, loadmaster, four aerial gunners)
In 1963 the USAF’s Military Air Transport Service issued a require¬ment for a very large logistics transport aircraft. Finally, this and other requirements evolved into specification CX HLS (Cargo. Experimental Heavy Logistics System) which demanded an aircraft capable of carry¬ing a payload of 56 700 kg (125 000 lb) over a range of 12 875 km (8000 miles) and twice that weight over shorter distances. It also had to be able to take off from the same runways as the smaller C 141 StarLifter and have the capacity to land on roughly prepared strips in combat areas. In May 1964 the Boeing, Douglas and Lockheed companies were asked to develop their submitted designs further. The gross weight requirement had by then been increased to 317 500 kg (700 000 lb), and General Electric and Pratt & Whitney were invited to design a suitable powerplant. Towards the end of the following year the choice was made in favour of a Lockheed/General Electric partnership, and the aircraft was officially designated C-5A Galaxy.
Eight test and evaluation machines were built, beginning in August 1966, the first C-5A Galaxy (#66-8303) was “rolled out” on 2 March 1968.
On June 30th 1968 Lockheed-Georgia Co. began flight testing with the aircraft’s first flight taking to the air under the call-sign “Allen-zero-three-heavy”, upon completion of testing the first C-5A was transferred to the Transitional Training Unit at Altus Air Force Base, OK, in December 1969.
The first flight crew were Lockheed Chief Engineering Test Pilot Leo J. Sullivan in left seat. Co-pilot was C-5 Project Pilot Walt Hensleigh. Behind them in jump seat, Lt. Col. Joe Schiele, Chief Air Force C-5 Test Pilot. Flight Engineers were “Mitt” Mittendorf (left) and Jerry Edwards (right).
C-5 first flight
It is a high wing cantilever monoplane, with a semi monocoque two deck fuselage of aluminium and titanium alloy construction and a cantilever all metal ‘T’ tail. The nosewheel unit retracts rearward hydraulic¬ally, as do the four main undercarriage bogies, each consisting of two sets of wheels in tandem on each side of the fuselage. Powered by four General Electric TF39 GE 1 turbofan engines, each rated at 18600 kg (41005 lb) thrust at sea level, the Galaxy carries a maximum usable fuel load of 185 480 litres (40 800 Imp gal) and can be refuelled in flight from a KC 135 tanker via an inlet in a fairing on top of the forward fuselage, just aft of the flight deck. For takeoff, a fully loaded Galaxy needs 2135 m (7004 ft) of runway, but can land in 680 m (2230 ft).
A crew of five is normally carried, includ¬ing a loadmaster, and there is a forward rest area on the upper deck for 15 persons (relief crew, etc). Although intended primarily as a freighter, the basic version can carry 75 troops at the rear of the upper deck and 270 on the lower deck. Loads lifted have included a 35380 kg (78000 1b) Minuteman ICBM and its 3175 kg (7000 1b) launching cradle; two 44 905 kg (99 000 1b) M 48 tanks; or three Boeing Vertol Chinook heavy lift helicopters. Loading can be done from front or rear, or from both ends simultaneously. There is an upward hinged nose door and loading ramp at the front; the rear straight in loading ramp, when closed, forms part of the undersurface of the rear fuselage.
Flight testing of the Galaxy continued until the summer of 1971. Deliveries of production aircraft to Military Airlift Command began on December 17, 1971, (to the 437th Airlift Wing, Charleston Air Force Base, SC) and were completed in May 1973. The C 5A became operational in 1970, and from July of that year was flying regular trips to Southeast Asia and Europe; it was utilized extensively during the Vietnam war for rapid transport of heavy equipment. In 1978, a total of 77 still remained in the MAC inventory of the 81 aircraft built. These were in service with the 60th, 436th, 437th, and 443rd Military Airlift Wings, based at Travis Air Force Base, California; Dover, Delaware; Charles¬ton, South Carolina; and Altus, Oklahoma.
Throughout the 1970s, the Galaxy remained the world’s largest military transport aircraft, being almost as large and heavy as the later model Boeing 747 Jumbo jets. Lockheed has calculated that, if required by the USAF, it is capable of being optimized for payloads even greater than the present 100227 kg (220964 1b) maximum, without increasing the maximum takeoff weight.
These aircraft have been put to invaluable use on non military mercy missions to disaster stricken areas such as the floods in Chile in 1974 and those in Pakistan. Much needed equipment and supplies were taken to earthquake ravaged Nicaragua by Galaxy aircraft, and in early 1977 and 1978 they were used to ferry snow¬clearing equipment to several areas within the United States.
In the mid-1970s, wing cracks were found throughout the fleet. Consequently, all C-5A aircraft were restricted to a maximum of 50,000 pounds (22,680kg) of cargo each. To increase their lifting capability and service life, 77 C-5As underwent a re-winging program from 1981 to 1987. (In the redesigned wing, a new aluminum alloy was used that didn’t exist ten years prior.) The final re-winged C-5A was delivered in July 1986.
In January 1981 a C-5A at snow covered Griffiss Air Force Base a C-5A performed more exhaustive ground maneuvers on unprepared ‘off-runway’ surfaces, including taxiing, towing and cargo off-loading at gross weights from 425,000 to 665,000 lb. The tests were conducted by the Air Force Test and Evaluation Center, Kirkland AFB, New Mexico.
Some C-5s were transferred to the Air Reserve components starting with Kelly AFB, Texas, in 1985; followed by Stewart Air National Guard Base, NY; and Westover Air Reserve Base, MA.
In December 1985 Lockheed was awarded a contract to design a new wing for the Galaxy, increasing maximum take-off weight from 348,810kg to 379,660kg. By the end of 1986, 68 rewinged C-5As had been returned to service, and the 77-strong fleet was scheduled for completion by mid-1987. C-5Bs have the same wing, improved General Electric TF39 turbofans, updated avionics, and better fatigue and corrosion resistance.
C-5B
Two C-5As modified to carry outsized space cargoes as C-5Cs.
On 17 April 1989 Lockheed delivered its final C-5B to the USAF.
C-5 engines were upgraded as C-5M, from four General Electric TF-39 engines to General Electric CF6-80C2-L1F (F-138) commercial engines, which have 22 percent more thrust, a 30 percent shorter takeoff roll, and a 58 percent faster climb rate. June 2006 saw the first flight of the C-5M ‘Super Galaxy’ with a digital glass cockpit.
C-5A Galaxy Engines: 4 x GE TF-39-GE-1, 182.9kN / 41,000 lb Wing span: 222 ft 8.5 in (67.88 m) Wing area: 576.0 sq.m / 6200.01 sq ft Length: 247 ft 10 in (75.54 m) Height: 65 ft 1.5 in (19.85 m) Max TO wt: 764,500 lb (346,770 kg) Payload: 73pax, max 130950kg Max level speed: 571 mph (919 kph) Cruise speed: 871 km/h / 541 mph Service ceiling: 33802 ft / 10303 m Range w/max.fuel: 13472 km / 8371 miles Range w/max.payload: 5600 km / 3480 miles Take off distance : 12129 ft / 3697 m Landing distance : 4872 ft / 1485 m Crew: 6
C-5B Galaxy Engine: 4 x GE TF39 turbofan Installed thrust: 765 kN Wingspan: 67.9 m / 222 ft 9 in Height: 19.8 m / 65 ft 0 in Length: 75.5 m Wing area: 576.0 sq.m / 6200.01 sq ft Empty wt: 169,645 kg MTOW: 379,660 kg MLW: 288,630 kg Payload: 118,390 kg Max. speed: 920 km/h / 572 mph Cruise speed: 835 kph Initial ROC: 440 m / min Ceiling: 10,895 m T/O run: 2125 m Ldg run: 720 m Fuel internal: 193,640 lt Range with 118,390 kg payload: 5470 km Capacity: 75 pax Air refuel: Yes.
C-5M Super Galaxy Engines: 4 x GE CF6-80C2 turbofan Wingspan: 222.8 feet Length: 247.8 feet Height: 65.1 feet Empty weight: 400,000 lb Cargo capacity: 281,001 lb Cruise speed: Mach 0.77 Un-refuelled range: 5,524 sm (4,800 nm) with 120,000 lb of cargo Un-refuelled range: 7,000 nm no cargo
From 1949 the US Navy actively pursued a policy of VTOL research. The results were two prototypes, the Lockheed XFV-1 and the Convair XFY-1 Pogo. Both aircraft were of the ‘tail-sitter’ concept and powered by the 5500-shp (4101-kW) Allison T40-A-6 turboprop driving large contra-rotating propeller units. These provided more thrust than the weight of the aircraft, making possible VTOL operation.
The XVF-1 was the more conventionally configured of the two types, with a mid-set wing of low aspect ratio, but for VTOL capability had a cruciform arrangement of tail surfaces indexed at 45 degrees to the wings. Each fitted with a small castoring wheel on the outboard end of its trailing edge. For flight trials with an engine not cleared for VTOL operation the type was fitted with a lightweight but very stalky fixed landing gear arrangement to permit conventional rolling take-off and landing, and in this guise first flew in June 1954. The aeroplane flew 22 times, in the process recording 32 operations in the vertical mode, when variation of the engine power made possible descending, hovering and ascending flight. No pure VTOL operations were undertaken with the only one of the two XFV-ls that flew.
The performance was similar to the P-80 Shooting Star.
The whole programme was cancelled in June 1955 and construction of the second prototype abandoned.
A contract for two prototypes of a new type VTOL aircraft was placed with the Lockheed company’s Georgia factory by the U.S. Army in June 1961. This followed more than two years of privately financed development of the jet ejector augmentation principle by Lockheed, including wind tunnel and test rig work.
The Army contract was for the Lockheed Model 330 Humming Bird, a research vehicle which was to be capable of development for use in the battlefield surveillance and Army support role.
Basis of the Lockheed concept is to augment the thrust of a jet engine by ducting its exhaust through a large diameter tube so that a large volume of cold air is drawn through it by friction and vacuum effect. This can augment the basic thrust of the engine by as much as 40 per cent.
In the VZ 10 which was re designated XV4A in July 1962 two 3,000 lb.s.t. Pratt & Whitney JT12A 3s are located each side of the fuselage above the wing root. For vertical operations, their exhaust jet is turned through 180 degrees and ejected downwards through a series of nozzles into a duct or mixing area in the centre fuselage. Doors covering this duct, top and bottom, are opened. To convert from vertical to horizontal flight, the VZ 10 is first tilted slightly nose down to obtain a small thrust component from the jet exhaust from the fuselage duct. As speed builds up the wings begin to contribute lift and the thrust of one engine is then deflected from vertical to horizontal. This increases the speed still more and the second engine can then be deflected, too, and the duct doors are closed.
The first VZ 10 (62 4503) made its first flight at Marietta on July 7th, 1962, taking off conventionally. Hovering trials began in 1963. On 20 November 1963 the first successful flight involving transitions from vertical to horizontal flight, and vice versa, was completed.
The second VZ 10 was tested in the 40 ft by 80 ft low speed tunnel at Ames Research Center before joining the flight test programme.
By then, redesignated XV-4A, the two prototypes were handed over to the US Army. In late 1966 Lockheed modified one of the XV-4As to a new XV-4B configuration, the major change being replacement of the XV-4A’s two 1361kg thrust engines by four each of 1368kg thrust. Testing began in August 1968, but when the aircraft was destroyed in an accident in early 1969 further development was abandoned.
The Constitution design effort began during the war to provide an airplane capable of carrying more payload farther than could contemporary types. Pan American engineers assisted Lockheed in the initial development of the Constitution, officially sponsored by the US Navy. It was slightly larger than the DC-7, both dimensionally and in weight, and was powered by four 3,500hp (2,600kW) Pratt & Whitney Wasp Major engines. The pressurized fuselage would have provided accommodation for as many as 92 passengers on the upper deck and 76 on the lower deck.
Because of greater wartime priorities, the first of two military Model 89 Constitutions did not fly until November 9, 1946. By that time, both Pan American and the Navy had lost interest. The airplanes were delivered to the Navy in 1949 with the military model designation XR6O-1.
Later designated XR6V-1s, both Constitutions were sold by the US Navy in 1958 after less than 2,000 flying hours each. The first ended its days at Opa-locka, Florida, in the 1970s, while the second was scrapped at Las Vegas, Nevada, in 1969.
Engines: 4 x Pratt & Whitney Wasp Major, 3,500hp (2,600kW) Wingspan: 57.63m Crew: 12 Pax capacity: 168
Before the war, Lockheed was very successful in providing airliners for routes that did not generate quite enough traffic for the larger DC-3s. By the end of the war, it was firmly committed to do battle with Douglas for the long-range, high-volume routes, but it did not lose sight of the less-traveled ones on which its prewar designs served so well. Lockheed’s entry in that market was the unpressurized, 14-passenger Saturn. The prototype first flew on June 17, 1946, with two 600hp (450kW) Continental GR9A engines. Difficulties were experienced with these powerplants and consequently 700hp (520kW) Wright C7BA Cyclone engines were substituted shortly thereafter. Like the others who offered new designs for this market, Lockheed found there were just too many military-surplus DC-3s available at bargain prices. The Saturn program was terminated and the two prototypes were scrapped in 1948 for tax purposes.
Engines: 2 x 700hp Wright 744C-7BA-1 7-cylinder radial Wingspan: 22.56 m / 74 ft 0 in Length: 15.69 m / 52 ft 6 in Height: 6.05 m / 20 ft 10 in Loaded weight: 7257 kg / 15999 lb Empty weight: 5153 kg / 11360 lb Max. speed: 367 km/h / 228 mph Cruise: 187 mph Range: 600 miles (960 km)
