Still in production more than fifty years after the first prototype flew, the C-130 Hercules has proved to be one of the greatest aircraft of all time. Since its introduction into Australian service in 1959, the Hercules has provided the ADF with a major component of its airlift capability. From the first A models through to the J model in 2000, the Herc has proved itself time and again.
The C-130 Hercules came from a design study commissioned at the outbreak of the Korean War in 1950. Prompted by the realisation that the United States Air Force lacked a transport capable of lifting troops and supplies over medium distances and delivering them to short, partly prepared combat strips, a joint service R&D team was established to determine the requirements for the new airplane. After creating a draft specification, bids were invited from major aircraft manufacturers with Lockheed being awarded the contract to design and build what became known as the YC-130.
The first flight of the YC-130 took place on August 23, 1954 at Lockheed's Burbank, California plant. Powered by four Allison turbo props of 3700 shp, test pilots and service observers realised that the aircraft set new standards in military lift capability with its spectacular short field performance and maneuverability. Never before had such a large aircraft been able to land or take-off from partly prepared dirt strips and cruise long distances carrying heavy payloads. This was an aircraft which could provide ground commanders with the logistic support they'd often lacked, increasing the mobility and speed of the advance. One Army Colonel remarked that "With the C-130, Hitler would have been able to resupply his besieged Stalingrad army using only about a dozen aircraft." Obviously an aircraft with such a capability could be a major asset in any future conflict.
The decision was unanimous, the services wanted C-130s and they wanted them in a hurry. An order for 290 was placed a month later and the first production C-130 - now christened Hercules, rolled off the line in May 1955.
In Australia the military was still digesting the experiences of the Pacific and Korean Wars. Army planners had learned a great deal about how ground wars of the future would be fought. The New Guinea campaign had shown the value of aircraft for maintaining a fighting force in rough terrain. In New Guinea the initial fight against the Japanese had evolved after the insertion of Australian ground forces along the Kakoda trail - tough work in monsoon rains, with a long and tenuous supply line which could only be serviced by human muscle power. Once the Japanese were halted, however, with Australian forces holding significant objectives, aircraft began to be used to supply the ground troops.
The Douglas C-47 "Dakota" soon became the workhorse of the New Guinea campaign. At first supply was by parachute drop, with crews learning the new art of Air Dispatch on the job. Many a C-47 crew came back from these missions with a new respect for the capabilities of the aircraft - and themselves - after supply drops into steep valleys which required near aerobatic maneuverability from the Dak. Although it proved an extremely capable aircraft, the C-47 hadn't been designed to airdrop supplies - being the military derivative of the prewar DC-3 passenger transport. With firm bases being established in the New Guinea highlands, rough fields were soon constructed, and here the Dak - although never designed for short field performance, again proved its adaptability. The addition of large cargo doors in the side of the aircraft helped with loading and dispatch of cargoes, however getting heavy loads on board the C-47 and hauling them up the sloping interior (the Dak was a tail dragger) was a clumsy exercise in a cramped space. Despite its limitations the C-47's contribution to the New Guinea and the Pacific War was invaluable.
By the outbreak of the Korean conflict, the US Air Force had developed several dedicated military transports, including the Fairchild C-82 and C-119 Flying Boxcar (the C-119 was a development of the wartime C-82). These were twin engine, boom tailed designs which featured central loading to a level cargo bay through rear clamshell doors. Although an improvement over the C-47, these aircraft were far from ideal. The clamshell doors used for access to the cargo bay which simplified loading, couldn't be opened in flight and if the aircraft was to perform para-drop missions had to be removed. Also the aircraft's short field performance was limited.
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| C-119 Flying Boxcar |
The C-119 Flying Boxcar, was however a versatile and capable aircraft which paved the way for future designs. With a maximum payload of 30,000lb (or 67 troops) it proved its worth in Korea. Between 1947 and 1955, 1,150 were built - its career extending into the Vietnam War where it was also used as a transport (often in CIA "colors") and as the Shadow gunship.
By 1950 the USAF had also introduced the Douglas C-124 Globemaster into service. A four engine design, "Old Shakey" as it became known was then considered a strategic transport, being capable of transporting 200 troops over intercontinental distances. Although the C-124 featured level floor loading with front clamshell doors and hydraulic lifts, it also lacked short field capability.
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| Douglas C-124 Globemaster |
Enter the "Baby Herc". In 1943 the Chase Aircraft Corporation proposed a glider capable of carrying heavy loads. Featuring a wide fuselage with rear loading, this was originally intended to be towed by a B-17 and carry supplies for the Normandy and (later) the intended invasion of Japan. After testing several prototypes the Air Corps decided another glider would be superflous to requirements, however after the war a decision was made to develop a powered version. The result was the Fairchild C-123 Provider which first flew in 1949 and bore a marked similarity with the later YC-130.
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| Fairchild C-123 Provider |
The C-123 is credited with paving the way for the C-130, its wide flat cargo bay and rear "beaver tail" doors overcoming the problems found with the C-82, allowing heavy cargos to be despatched during flight. Powered by two piston engines these were supplemented by two 2000lb thrust jet engines to improve short field performance.
When the C-130 was proposed by Lockheed, Australian Army planners became interested. Here it seemed, was a bird that could fill the Army's needs. With memories of New Guinea and Korea in mind they maintained a watching brief on developments, and shortly after the prototype flew in 1954, began detailed investigations into the new transport. By the time the Hercules was in production, the army was convinced that this was the aircraft the army needed to support its operations, and began pressing for the RAAF to acquire a Hercules Squadron.
The RAAF however wasn't convinced. Acquiring a new transport squadron at the same time as studies were being made into finding a replacement for their F-86 Sabre could dilute the effort - and potentially drain funds from what they saw as their primary role, air superiority.
Discussions continued within the defence department and eventually the army's case was won. The RAAF would acquire a squadron of 12, C-130 A models - however the funding for the project - some 20 million pounds (approx $400 million in today's dollars) would come out of the Army's budget. The contract was signed and the first deliveries began in December 1958, continuing until all 12 were delivered by March 1959.
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| First A model Hercules delivered to the RAAF |
Since the C-130's introduction the RAAF has operated A, E, H and J models of the aircraft and now has two squadrons, No 36 (H models) and No 37 (J models). Both Squadrons have established one of the longest accident free records for operating the aircraft and have provided vital airlift capability to the ADF from Vietnam through to present day operations.
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