C-130 Hercules
USAF C-130E
Role	Military transport aircraft
National origin	United States
Manufacturer	Lockheed Lockheed Martin
First flight	23 August 1954
Introduction	December 1957
Status	In production, in service
Primary users	United States Air Force United States Marine Corps Royal Air Force See Operators for others
Number built	Over 2,300 as of 2009
Unit cost	US$62 million[citation needed][when?]
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, medical evacuation, 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 40 models and variants of the Hercules serve with more than 60 nations.

The C-130 entered service with U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in countless military, civilian and humanitarian aid operations. The family has the longest continuous production run of any military aircraft in history. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, Boeing B-52 Stratofortress, Tupolev Tu-95, and Boeing KC-135 Stratotanker—to mark 50 years of continuous use with its original primary customer, in this case, the United States Air Force. The C-130 is also the only military aircraft to remain in continuous production for 50 years with its original customer, as the updated C-130J Super Hercules.

Design and development[link]

Background and requirements[link]

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 for 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that is 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 ramp at the rear of the fuselage. This innovation for military cargo aircraft was first pioneered on the WW II German Junkers Ju 252 and Ju 253 "Hercules" transport prototypes in World War II.

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.^[1] The Boeing C-97 also had a rear ramp which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). But the ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks or even dropping large improvised "daisy cutter" bombs.

A key feature was the introduction of the T56 turboprop, 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 shafted propeller, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but thirstier. 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 at high propeller speeds of turboprops excelled.

The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,300 mi; 2,000 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 10 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 two YC-130 prototypes; the blunt nose was replaced with radar on later production models

The Lockheed design team was led by Willis Hawkins, starting with a 130 page proposal for the Lockheed L-206.^[2] 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."^[2] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.^[3]

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 P2V Neptune.^[4]

Into production[link]

After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.^[5]

The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A models were re-designated C-130D after being equipped with skis. The newer 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-bladed propellers that were standard until the J-model's introduction.

Improved versions[link]

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.

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 Aero Product three-bladed propellers that distinguished the earlier A-models. 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.

A Michigan Air National Guard C-130E dispatches its flares during a low-level training 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 mid-section 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.

Refueling versions[link]

The KC-130 tankers, originally C-130Fs 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[link]

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 retro-fitted to many earlier H-models. The H model remains in widespread use with the US 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-test bed 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.^[6]

Later models[link]

The MC-130E Combat Talon was developed for the USAF during the Vietnam War to support special operations missions throughout Southeast Asia, and spawned a family of special missions aircraft. 37 of the earliest models currently operating with the United States Special Operations Command are scheduled to be replaced by new-production MC-130J versions. The EC-130 and EC-130H Compass Call versions are also Special variants but are assigned to 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 US Coast Guard. Equipped for deep deployment of Pararescuemen (PJs), survival equipment, and aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions. Early versions were 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 US 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[link]

In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the US 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.

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.

Upgrades and changes[link]

In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics Modernization Programme kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.^[7] 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.^[8] However, in June 2010, the Pentagon approved funding for the initial production of the AMP upgrade kits.^[9][10] 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.^[7]

Operational history[link]

Military[link]

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A Hercules deploying flares, sometimes referred to as Angel Flares due to the characteristic shape

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 US reconnaissance C-130A-II was shot down over Armenia by MiG-17s.^[11]

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 its first B-model in 1960.

USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrier USS Forrestal (CVA-59) in 1963. The aircraft is now displayed at the National Museum of Naval Aviation.

In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on an aircraft carrier.^[12] During October and November that year, a USMC KC-130F (BuNo 149798), loaned to the US Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on the USS Forrestal at a number of different weights.^[13] 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 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.

The C-130 Hercules were used in the Battle of Kham Duc, when the North Vietnamese army forced U.S.-led forces to abandon the Kham Duc Special Forces Camp.

In 1964, C-130 crews from the 6315th Operations Group at Naha Airbase, 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 a Congolese rebel group named "Simba" took white residents of the city of Stanleyville hostage, the US 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.^[14] 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, the Pakistan Air Force modified/improvised several aircraft for use as heavy bombers, and attacks were made on Indian bridges and troop concentrations with some successes. No aircraft were lost in the operations, though one was slightly damaged.^[15]

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 US Army and US 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 US 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 US 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 US 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 US 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.^[16] 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.^[17] After being returned to the US 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 which crashed in Vietnam on 20 December 1965 and 64-0507 is now flying as 63-7785, a C-130E which had crashed in Vietnam on 17 June 1966.^[18]

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.^[19] 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.

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 US 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 (2,532 mi; 4,074 km) 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 A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to operate as bomber with bombs-racks under wings. The British also used RAF C-130s to support their logistical operations.

During the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the US Air Force, US Navy and US 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, also known as the 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.

USMC C-130T Fat Albert performing a RATO

Since 1992, two successive C-130 aircraft named Fat Albert have served as the support aircraft for the US Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (15189), while Fat Albert II is a C-130T (164763 ). Although Fat Albert supports a Navy squadron, it is operated by the US 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 jet-assisted takeoff (JATO) capabilities; these ended due to dwindling supplies of rockets.^[20]

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 36.0 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South Korea while being refueled 7 times by KC-135 tanker aircraft. This record flight shattered the previous record longest flight by over 10 hours while the 2 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.^[21]

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.^[22]

An RAF C-130 was shot down on 30 January 2005, when an Iraqi insurgent brought it down firing with a ZU-23 anti-aircraft artillery gun while the plane was flying at 164 ft (50 m) after it had dropped SAS special forces paratroopers.^[23]

On 20 November 2011, the Australian government announced plans to donate four ex-RAAF C-130 Hercules aircraft to Indonesia for humanitarian and disaster relief work. The Hercules aircraft require an estimated AUD$25 million in maintenance to restore them to airworthiness ^[24]

Civilian[link]

A C-130E fitted with a MAFFS 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.^[25] 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.^{[citation needed]}

Variants[link]

C-130H Hercules flight deck

C-130s from the: US, Canada, Australia and Israel (foreground to background)

Cargo compartment of a Swedish Air Force C-130

Significant military variants of the C-130 include:

C-130A/B/E/F/G/H/K/T

Tactical airlifter basic models

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/U Spectre/Spooky

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 Royal Canadian Air Force Hercules aircraft

DC-130A/E

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.^[26]

EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions^[27]

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.

MC-130

MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant

MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship^[28]

MC-130P Combat Shadow – Special operations tanker

MC-130J Combat Shadow II – Special operations tanker Air Force Special Operations Command

YMC-130H – Three modified under Operation Credible Sport for second Iran hostage crisis rescue attempt

NC-130

Permanent conversion for flight test operations

PC-130

Maritime patrol

RC-130

Surveillance aircraft for reconnaissance

SC-130

Search and rescue

TC-130

Aircrew training

VC-130

VIP transport

WC-130A/B/E/H/J

Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command in support of the NOAA/National Weather Service's National Hurricane Center

Operators[link]

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Military operators of the C-130 Hercules aircraft;

  Current operators

  Former operators

Philippine Air Force and Army servicemen unload a C-130 of supplies for transfer to waiting U.S. helicopters for delivery to Panay Island.

Accidents and losses[link]

The C-130 Hercules has had a low accident rate in general. The Royal Air Force recorded an accident rate of about one aircraft loss per 250,000 flying hours over the last forty years, placing it behind Vickers VC10s and Lockheed TriStars with no flying losses.^[29] USAF C-130A/B/E-models had an overall attrition rate of 5 percent as of 1989 as compared to 1 to 2 percent for commercial airliners in the U.S., according to the NTSB, 10 percent for B-52 bombers, and 20 percent for fighters (F-4, F-111), trainers (T-37, T-38), and helicopters (H-3).^[30]

A total of 70 aircraft were lost by the United States Air Force and the United States Marine Corps during combat operations in the Vietnam War in Southeast Asia. By the nature of the Hercules' worldwide service, the pattern of losses provides an interesting barometer of the global hot spots over the past 50 years.^[31]

On 17 August 1988, then President of Pakistan, General Zia-ul-Haq was killed along with the then US Ambassador to Pakistan, Arnold Lewis Raphel, when a Pakistan Air Force C-130 carrying them crashed soon after takeoff from Bahawalpur, Pakistan.^[32]

Aircraft on display[link]

Australia

• C-130A RAAF A97-214 used by 36 Squadron from early 1959, withdrawn from use late 1978; now at RAAF Museum, RAAF Base Williams, Point Cook.
• C-130E RAAF A97-160 used by 37 Squadron from August 1966, withdrawn from use November 2000; to RAAF Museum, 14 November 2000, cocooned as of September 2005.^[33]

Canada

• CC-130E RCAF 10314 (later 130314) is on display at the National Air Force Museum of Canada, CFB Trenton

Norway

• C-130H Royal Norwegian Air Force 953 retired 10 June 2007 and moved to the Air Force museum at Oslo Gardermoen in May 2008.^[34]

Saudi Arabia

• C-130H RSAF 460 was operated by 4 Squadron Royal Saudi Air Force, December 1974 until January 1987. It was damaged in a fire at Jeddah in December 1989. Restored for ground training by August 1993. At Riyadh Air Base Museum, November 2002, restored for ground display by using a tail from another C-130H.^[35]

United Kingdom

• Hercules C3 XV202 which served with the Royal Air Force from 1967 to 2011 is on display at the Royal Air Force Museum Cosford.^[36]

United States

• C-130A USAF 55-0037 was used by the 773 TCS, 483 TCW, 315 AD, 374 TCW, 815 TAS, 35 TAS, 109 TAS, belly-landed at Duluth, Minnesota, April 1973, repaired; 167 TAS, 180 TAS, to Chanute Technical Training Center as GC-130A, May 1984; now displayed at Octave Chanute Aerospace Museum, Rantoul Aviation Complex, Rantoul, Illinois as of November 1995.^[37]
• C-130A USAF 56-0518 was by the 314 TCW, 315 AD, 41 ATS, 328 TAS; to South Vietnamese Air Force 435 Transport Squadron, November 1972; holds the C-130 record for taking off with the most personnel on board, during evacuation of SVN, 29 April 1975, with 452. Returned to USAF, 185 TAS, 105 TAS; gate guard at Little Rock AFB Visitor Center, Arkansas by March 1993.^[38]
• C-130A USAF 57-0453 operated from 1958 to 1991, last duty with 155th TAS, 164th TAG, Tennessee Air National Guard, Memphis International Airport, Tennessee, 1976–1991, named "Nite Train to Memphis"; to AMARC in December, 1991, then sent to Texas for modification into replica of C-130A-II 56-0528, shot down by Russian fighters over Soviet Yerevan, Armenia on 2 September 1958, while on ELINT mission with loss of all crew, displayed in National Vigilance Park, National Security Agency grounds, Fort George Meade, Maryland.^[39]
• C-130D USAF 57-0490 was used by the 61st TCS, 17th TCS, 139th TAS with skis, July 1975 – April 1983; to MASDC, 1984–1985, GC-130D ground trainer, Chanute AFB, Illinois, 1986–1990; When Chanute AFB closed in September 1993 it moved to the Octave Chanute Aerospace Museum, Rantoul, Illinois. In July 1994 it moved to the Empire State Air Museum, Schenectady County Airport, New York, until placed on the gate at Stratton ANGB in October 1994.^[40]
• NC-130B USAF 57-0526 was the second B model manufactured, initially delivered as JC-130B; assigned to 6515th Organizational Maintenance Squadron for flight testing at Edwards AFB, California on 29 November 1960; turned over to 6593rd Test Squadron's Operating Location No. 1 at Edwards AFB and spent next seven years supporting Corona Program; "J" status and prefix removed from aircraft Oct 1967; transferred to 6593rd Test Squadron at Hickam AFB, Hawaii and modified for mid-air retrieval of satellites; acquired by 6514th Test Squadron at Hill AFB, Utah in Jan. 1987 and used as electronic testbed and cargo transport; aircraft retired January 1994 with 11,000+ flight hours and moved to Hill Aerospace Museum by January 1994.^[41]
• C-130E s/n 62-1787 on display at the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio, was flown to the museum on 18 August 2011. One of the greatest feats of heroism during the Vietnam War involved the C-130E, call sign "Spare 617".^{[N 1]} The C-130E attempted to airdrop ammunition to surrounded South Vietnamese forces at An Loc, Vietnam. Approaching the drop zone, Spare 617 received heavy enemy ground fire that damaged two engines, ruptured a bleed air duct in the cargo compartment, and set the ammunition on fire. Flight engineer Sanders was killed, and navigator Lenz and co-pilot Hering were both wounded. Despite receiving severe burns from hot air escaping from the damaged air bleed duct, loadmaster Shaub extinguished a fire in the cargo compartment, and successfully jettisoned the cargo pallets, which exploded in mid-air. Despite losing a third engine on final approach, pilot Capt. Caldwell landed Spare 617 safely. For their actions, Caldwell and Shaub received the Air Force Cross, the U.S. Air Force's second highest award for valor. Shaub also received the William H. Pitsenbarger Award for Heroism from the Air Force Sergeants Association.^[42]
• KC-130F USMC BuNo 149798 was used in tests in October–November 1963 by the U.S. Navy for unarrested landings and unassisted take-offs from the carrier USS Forrestal, it remains the record holder for largest aircraft to operate from a carrier flight deck, and carried the name "Look Ma, No Hook" during the tests. Retired to the National Museum of Naval Aviation, NAS Pensacola, Florida in May 2003.^[43]
• C-130G USMC BuNo 151891 was modified to EC-130G, 1966, then testbed for EC-130Q in 1981. To TC-130G in May 1990 and assigned as the U.S. Navy's Blue Angels support aircraft, serving as "Fat Albert Airlines" from 1991 to 2002. Retired to the National Museum of Naval Aviation at NAS Pensacola, Florida in November 2002.^[44]
• C-130E USAF 64-0525 is on display at the 82nd Airborne Division War Memorial Museum at Fort Bragg, North Carolina. The aircraft was the last assigned to the 43rd AW at Pope AFB, North Carolina prior to retirement from the USAF.^[45]
• C-130E USAF 69-6579 was operated by the 61st TAS, 314th TAW, 50th AS, 61st AS; at Dyess AFB as maintenance trainer as GC-130E, March 1998; to Dyess AFB museum, January 2004.^[46]
• MC-130E Combat Talon AFSOC 64-0567 was unofficially known as "Wild Thing". It transported captured Panamanian dictator Manuel Noreiga in 1989 during Operation Just Cause, and participated in Operation Eagle Claw, the unsuccessful attempt to rescue US hostages from Iran in 1980. Wild Thing was also the first fixed-wing aircraft to employ night-vision goggles. On display at Hurlburt Field, in Florida.^[47]
• C-130E USAF 69-6580 was operated by the 61st TAS, 314th TAW, 317th TAW, 314th TAW, 317th TAW, 40th AS, 41st AS, 43rd AW, retired after center wing cracks were detected in April 2002; to the Air Mobility Command Museum, Dover AFB, Delaware on 2 February 2004.^[46]
• C-130E USAF 70-1269 was used by the 43rd AW and is on display at the Pope Air Park, Pope AFB, North Carolina as 2006.^[48]
• C-130H USAF 74-1686 was used by the 463rd TAW; one of three C-130H airframes modified to YMC-130H for aborted rescue attempt of Iranian hostages, Operation Credible Sport, with rocket packages blistered onto fuselage in 1980, but these were removed after mission was canceled. Subsequent duty with the 4950th Test Wing, then donated to the Robins AFB Museum, Georgia, in March 1988.^[49]

Specifications (C-130H)[link]

Data from USAF C-130 Hercules fact sheet,^[50] International Directory of Military Aircraft,^[51] Complete Encyclopedia of World Aircraft,^[52] Encyclopedia of Modern Military Aircraft^[53]

General characteristics

• Crew: 5 (two pilots, navigator, flight engineer and loadmaster)
• Capacity:
  
  • 92 passengers or
  • 64 airborne troops or
  • 74 litter patients with 2 medical personnel or
  • 6 pallets or
  • 2–3 Humvees or
  • 2 M113 armored personnel carriers
• Payload: 45,000 lb (20,000 kg)
• Length: 97 ft 9 in (29.8 m)
• Wingspan: 132 ft 7 in (40.4 m)
• Height: 38 ft 3 in (11.6 m)
• Wing area: 1,745 ft² (162.1 m²)
• Empty weight: 75,800 lb (34,400 kg)
• Useful load: 72,000 lb (33,000 kg)
• Max. takeoff weight: 155,000 lb (70,300 kg)
• Powerplant: 4 × Allison T56-A-15 turboprops, 4,590 shp (3,430 kW) each

Performance

• Maximum speed: 320 knots (366 mph, 592 km/h) at 20,000 ft (6,060 m)
• Cruise speed: 292 kn (336 mph, 540 km/h)
• Range: 2,050 nmi (2,360 mi, 3,800 km)
• Service ceiling: 33,000 ft (10,060 m) empty;^[54] 23,000 ft (7,077 m) with 42,000 pounds (19,090 kilograms) payload ()
• Rate of climb: 1,830 ft/min (9.3 m/s)
  
• Takeoff distance: 3,586 ft (1,093 m) at 155,000 lb (70,300 kg) max gross weight;^[53] 1,400 ft (427 m) at 80,000 lb (36,300 kg) gross weight^[55]

Avionics

• Westinghouse Electronic Systems (now Northrop Grumman) AN/APN-241 weather and navigational radar^[56]

See also[link]

	Military of the United States portal
	United States Air Force portal
	United States Marine Corps portal
	Aviation portal

Related development

• Lockheed Martin C-130J Super Hercules
• Lockheed AC-130
• Lockheed DC-130
• Lockheed EC-130
• Lockheed EC-130H Compass Call
• Lockheed HC-130
• Lockheed Martin KC-130
• Lockheed LC-130
• Lockheed MC-130
• Lockheed WC-130
• Lockheed L-100 Hercules
  

Aircraft of comparable role, configuration and era

• Antonov An-12
• Armstrong Whitworth AW.660 Argosy
• Blackburn Beverley
• Shaanxi Y-8
• Short Belfast
• Transall C-160
  

Related lists

• List of active Canadian military aircraft
• List of active United Kingdom military aircraft
• List of active United States military aircraft
• List of military aircraft of the United States (naval)
• List of aircraft of the Israeli Air Force
• List of aircraft of the Royal Air Force
• List of C-130 Hercules crashes
  

References[link]

Notes[link]

Citations[link]

Bibliography[link]

• Borman, Martin W. Lockheed C-130 Hercules. Marlborough, UK: Crowood Press, 1999. ISBN 978-1-86126-205-9.
• Diehl, Alan E., PhD, Former Senior USAF Safety Scientist. Silent Knights: Blowing the Whistle on Military Accidents and Their Cover-ups. Dulles, Virginia: Brassey's Inc., 2002. ISBN 1-57488-544-8.
• Donald, David, ed. "Lockheed C-130 Hercules". The Complete Encyclopedia of World Aircraft. New York: Barnes & Noble Books, 1997. ISBN 0-7607-0592-5.
• Eden, Paul. "Lockheed C-130 Hercules". Encyclopedia of Modern Military Aircraft. London: Amber Books, 2004. ISBN 1-904687-84-9.
• Frawley, Gerard. The International Directory of Military Aircraft, 2002/03. Fyshwick, ACT, Australia: Aerospace Publications Pty Ltd, 2002. ISBN 1-875671-55-2.
• Olausson, Lars. Lockheed Hercules Production List 1954–2011. Såtenäs, Sweden: Self-published, 27th Edition March 2009. No ISBN.
• Olausson, Lars. Lockheed Hercules Production List 1954–2012. Såtenäs, Sweden: Self-published, 28th Edition, March 2010. No ISBN.
• Reed, Chris. Lockheed C-130 Hercules and Its Variants. Atglen, Pennsylvania: Schiffer Publishing, 1999. ISBN 978-0-7643-0722-5.

External links[link]

Wikimedia Commons has media related to: C-130 Hercules

• C-130 Hercules USAF fact sheet
• C-130 US Navy fact file
• C-130 history page on Navy.mil
• C-130
• C-130 Hercules page on AviaMil.net
• C-130Hercules.net 13,000+ C-130 images and forum
• C-130 systems on heyeng.com
• C-130 page on amcmuseum.org
• C-130 takes off and lands on a Carrier USS Forrestal on YouTube
• Newsreel footage from 1955 of blunt nose Hercules prototype at British Pathe (requires Adobe Flash)
• The short film STAFF FILM REPORT 66-12A (1966) is available for free download at the Internet Archive [more]

v t e Lockheed C-130 Hercules Basic variants C-130A C-130E C-130H C-130J Modified variants AC-130 DC-130 EC-130E EC-130H EC-130J HC-130 KC-130 LC-130 MC-130 WC-130 Civil variants L-100 L-382 Miscellaneous List of C-130 Hercules crashes List of Lockheed C-130 Hercules operators

v t e Lockheed and Lockheed Martin aircraft Manufacturer designations Basic Model Numbers L-1 L-2 L-3 L-4 L-5 L-7 L-8 L-9 L-10 L-11 L-012 (L-013 not assigned) L-014 L-015 L-016 L-017 L-018 L-019 L-020 L-021 L-022 L-023 L-024 (L-025 not assigned) L-026 L-027 (L-028 not assigned) L-029 L-030 L-031 L-032 L-033 L-034 L-035 (L-036 not assigned) L-037 (L-038 and L-039 not assigned) L-040 L-041 L-042 L-044 L-045 L-049 L-050 L-051 L-052 L-060 L-061 L-062 L-075 L-080 L-081 L-082 L-083 L-084 L-085 L-086 L-087 L-088 L-089 L-090 L-091 L-092 L-093 L-094 L-092 L-099 L-100 L-133 L-140 L-141 L-193 L-245 L-246 L-300 L-301 L-329 L-351 L-382 L-500 L-645 Lockheed-California Temporary Design Numbers CL-282 CL-288 CL-295 CL-320 CL-325 CL-329 CL-346 CL-379 CL-400 CL-407 CL-475 CL-595 CL-704 CL-760 CL-823 CL-901 CL-915 CL-934 CL-981 CL-984 CL-985 CL-1026 CL-1195 CL-1200 CL-1400 CL-1600 CL-1700 CL-1800 CL-1980 By role Airliners and civil transports Vega Sirius Altair Orion Electra Electra Junior Super Electra Lodestar Constellation (L-049 L-649 L-749) Super Constellation (L-1049 L-1249) Starliner Saturn Electra L-402 JetStar L-100 L-1011 Military transports Y1C-12 Y1C-17 Y1C-23 Y1C-25 C-36 C-37 C-40 C-56 C-57 C-59 C-60 C-63 C-66 C-69 UC-85 UC-101 C-104 C-111 C-121 C-130 / C-130J / HC-130 / KC-130 / LC-130 / MC-130 C-139 C-140 C-141 C-5 JO XRO R2O R3O XR4O R5O R6O / R6V R7O / R7V R8V / GV / UV TriStar Attack and bombers Y1A-9 A-28 A-29 XB-30 B-34 B-37 FB-22 AC-130 A-4AR Drones/UAVs Q-5 Q-12/D-21 MQM-105 P-175 RQ-3 RQ-170 See also: DC-130 EW and reconnaissance O-56 F-4 F-5 F-14 YO-3 EC-121 EC-130 / EC-130H WC-130 EP-3 RB-69 U-2 / TR-1 A-12 SR-71 PO / WV XW2V Fighters XFM-2 XPB-3 YP-24 P-38 XP-49 XP-58 P/F-80 XF-90 F-94 F-97 F-104 F-117 F-16 YF-22 F-22 F-35 FO XFV Helicopters CL-475 XH-51 AH-56 VH-71 Maritime patrol PBO PV P2V P-2 P3V P-3 P-7 S-3 CP-122 CP-140 Trainers AT-18 T-33 T-40 TO / TV T2V / T-1 Experimental M-21 NF-104A QT-2 Senior Prom XC-35 XF-104 VZ-10 / XV-4 X-7 X-17 X-26B X-27 X-33 X-35 X-44 X-55 X-56 Names Air Express Aquila Altair Aurora Big Dipper Blackbird Chain Lightning Cheyenne Constellation L-049 L-649 L-749 Constitution Electra (Model 10) Electra (Model 188) Electra Junior Excalibur Explorer Fighting Falcon Galaxy Have Blue Hercules Hudson Hummingbird JetStar Kestrel Kingfisher Lightning Lightning II Little Dipper Lodestar Neptune Orion (Model 9) Orion (P-3) Polecat Raptor Saturn SeaStar Senior Prom Sentinel Shooting Star Sirius Starfighter Starfire Starlifter Starliner Super Constellation L-1049 L-1249 Super Electra Super Galaxy Super Hercules TriStar Vega Ventura Viking Warning Star

Designation sequences for this aircraft: v t e USAAS/USAAC/USAAF/USAF transport designations 1925–1962, 2005-2006 Main sequence 1925-1962 C-1 C-2 C-3 C-4 C-5 C-6 C-7 C-8 C-9 XC-10 Y1C-11 Y1C-12 C-13 (Not assigned) C-14 C-15 C-16 Y1C-17 C-18 C-19 C-20 C-21 Y1C-22 Y1C-23 Y1C-24 Y1C-25 C-26 C-27 C-28 C-29 YC-30 C-31 C-32 C-33 C-34 XC-35 C-36 C-37 C-38 C-39 C-40 C-41/A C-42 UC-43 C-44 C-45 C-46 C-47 C-48 C-49 C-50 C-51 C-52 C-53 C-54 C-55 C-56 C-57 C-58 C-59 C-60 UC-61 C-62 C-63 C-64 C-65 C-66 UC-67 C-68 C-69 UC-70/A/B/C/D UC-71 UC-72 C-73 C-74 C-75 C-76 UC-77 C-78 C-79 C-80 UC-81 C-82 C-83 C-84 UC-85 C-86 C-87 C-88 C-89 C-90 C-91 UC-92 C-93 UC-94 UC-95 UC-96 KC-/C-97 C-98 XC-99 UC-100 UC-101 C-102 UC-103 C-104 C-105 C-106 C-107 C-108 C-109 C-110 C-111 XC-112 XC-113 XC-114 XC-115 XC-116 C-117 C-118 C-119 XC-120 C-121/F YC-122 C-123/A C-124 YC-125 LC-126 C-127 (I) C-127 (II) C-128 YC-129 C-130 C-131 C-132 C-133 YC-134 KC-/C-135 C-136 C-137 C-138 (Not assigned) C-139 (Not assigned) C-140 C-141 XC-142 Revived sequence 2005-2006 C-143 C-144 See also: Post-1962 list v t e US Navy/US Marine Corps transport designations 1931-1962 Atlantic Aircraft RA Buhl RB Curtiss RC R4C R5C Douglas RD R2D R3D R4D R5D R6D Bellanca RE Kinner RK R2K Martin RM Lockheed RO R2O R3O R4O R5O R6O R7O/R7O-2 Stinson RQ R3Q Fairchild RQ R2Q R4Q Ford RR Sikorsky RS Northrop RT Lockheed R6V R7V/R7V-2 R8V Convair RY R2Y R3Y R4Y v t e USN/USMC utility aircraft designations 1955–1962 de Havilland Canada UC (U2C not actually used) Grumman UF Piper UO Lockheed UV v t e United States Navy tanker aircraft pre-1962 GV No other designations were assigned in this sequence v t e United States Military Aerial Refueling Aircraft Active F/A-18E/F • HC-130 • KC-10 • KC-130 • KC-130J • KC-135 Planned KC-46 Retired KA-3 • KA-6D • KB-29 • KB-50 • KC-97 • S-3 Cancelled KC-45 • KC-767 v t e Canadian Forces unified aircraft designations post-1968 100-125 CF-100 • CF-101 • CF-104 • CF-105 • CC-106 • CP-107 • CC-108 • CC-109 • CSR-110 • CF-111 • CH-112 • CH-113 • CT-114 • CC-115 • CF-116 • CC-117 • CH-118 • CO-119 • CT-120 • CP-121 • CP-122 • CSR-123/CC-123 • CH-124 • CH-125 126–150 CH-126 • CH-127 • CT-128 • CC-129 • CC-130 • CX-131 • CC-132 • CT-133 • CT-134 • CH-135 • CH-136 • CC-137 • CC-138 • CH-139 • CP-140 • CC-141 • CT-142 • CH-143 • CC-144 • CT-145 • CH-146 • CH-147 • CH-148 • CH-149 • CC-150 151- (Cx-151 to Cx-154 not assigned) • CT-155 • CT-156 • (Cx-157 to Cx-159 not assigned) • CU-160 • CU-161 • CU-162 • CU-163  • (Cx-164 to Cx-166 not assigned) • CU-167 • CU-168 • (Cx-169 not assigned)  • CU-170 • (Cx-171 to Cx-176 not assigned) • CC-177 • CH-178 • (Cx-179 to Cx-187 not assigned) • CF-188

v t e Lists relating to aviation General Aircraft manufacturers Aircraft engines manufacturers Airlines defunct Airports Civil authorities Museums Registration prefixes Rotorcraft manufacturers Timeline Military Air forces Weapons Experimental Missiles Unmanned Accidents/incidents Commercial airliners by location Fatalities by death toll General aviation Military Records Airspeed Altitude Distance Endurance Firsts Most-produced aircraft

 This article incorporates public domain material from the United States Air Force document "Fact Sheet: Lockheed C-130E Hercules".

Sampdoria

200px
Full name	Unione Calcio Sampdoria, SpA
Nickname(s)	i Blucerchiati (The Blue-ringed) la Samp il Doria
Founded	August 1, 1946; 65 years ago  (1946-08-01)
Ground	Stadio Luigi Ferraris, Genoa, Italy (Capacity: 36,536)
President	Riccardo Garrone
Head Coach	Giuseppe Iachini
League	Serie B
2010–11	Serie A, 18th (relegated)
Home colours Away colours Third colours

Unione Calcio Sampdoria is an Italian association football club based in Genoa. The club was formed in 1946 from the merger of two existing sports clubs whose roots can be traced back to the 1890s, Sampierdarenese and Andrea Doria. Both the team name and jersey do reflect this, the first being a combination of the former names, the second incorporating the former teams' colours (blue-white and red-black) in a single design.

Sampdoria currently compete in the Italian Serie B. The team's colours are blue with white, red and black hoops , hence the nickname blucerchiati. Sampdoria play at Stadio Luigi Ferraris, capacity 36,536,^[1] which it shares with Genoa's other club, Genoa Cricket and Football Club. The derby between the two teams is commonly known as the Derby della Lanterna.

Sampdoria have won the scudetto only once in their history, in the 1991 season. The club has also won the Coppa Italia four times (1985, 1988, 1989, and 1994) and one Italian Super Cup. Their biggest European success came when they won the Cup Winners' Cup in 1990. They also reached the European Cup final in 1992 only to lose against the Spanish side FC Barcelona with an 1–0 score after extra time.

History[link]

The Ginnastica Sampierdarenese was founded in 1891, opening its football section in 1899. Also around this time, a club named Society Andrea Doria was founded in 1895, and began to increase their focus on dedicating itself to football.

Andrea Doria: early league participation[link]

Andrea Doria did not participate in the first Italian Football Championship which was organized by the Italian Federation of Football (F.I.F.) since instead they had enrolled themselves into a football tournament which was organized by the Italian Federation of Ginnastica. The club eventually joined the competition for the Italian Football Championship 1903, but did not win a game in the tournament until 1907 when they beat local rivals Genoa 3–1.

It was not until 1910–11 that the club began to show promise; during that season's tournament they finished above Juventus, Internazionale and Genoa in the Piedmont-Lombardy-Liguria section.

Post-World War I[link]

After World War I, Sampierdarenese finally began to compete in the Italian Championship, after they bought a pre-war club of Genoa province: Pro Liguria of Bolzaneto. So, Samp and Doria met in the championship for the first time; Doria won in first-leg game (4–1 and 1–1), and they also arrived at second place after Genoa in Ligurian Championship, qualifying for the National Round.

With the 1921–22 season, the Italian top league was split into two competitions; both of the clubs in Sampdoria's history were in separate competitions that year too. Sampierdarenese played in the F.I.G.C. run competition, whereas Andrea Doria played in the C.C.I. variation.

Sampierdarenese won the Ligura section and then went onto the semi-finals, finishing top out of three clubs; this lead them to the final against Novese. Both legs of the final ended in 0–0 draws, thus a repetition match was played in Cremona on 21 May 1922. Still intensely difficult to separate, the match went into extra time with Novese eventually winning the tie (and the Championship) 2–1.

After the league system in Italy was brought back into one item, Sampierdarenese remained stronger than Andrea Doria by qualifying for the league. By 1924–25 the clubs were competing against each other in the Northern League; Doria who finished one place above their rivals won one game 2–1, while Sampierdarenese were victorious 2–0 in the other. At the end of the 1926–27 season, the clubs merged by fascist authorities under the name La Dominante.

La Dominante Genova split: 1930s[link]

Wearing green and black striped shirts, La Dominante Genova were admitted to the first ever season of Serie B, where they finished 3rd just missing out on promotion. The next season, under the name Liguria they had a disastrous year, finishing bottom of the table and were relegated.

Because of this, both Sampierdarenese and Andrea Doria reverted to their previous names as separate clubs. Sampierdarenese were back in Serie B for the 1932–33 season and finished in the upper part; the following year they were crowned champions and were promoted into Serie A for the first time. Andrea Doria on the other hand, battled out the 1930s down in Serie C.

The 15 July 1937 saw Sampierdarenese, melting itself with Corniglianese and Rivarolese with the club using the name Associazione Liguria Calcio; this saw them reach 5th place in Serie A during 1939. In the early 1940s, the club was relegated, but bounced straight back up as Serie B champions in 1941.

Merger[link]

After World War II, both clubs were competing in Serie A; in a reverse of pre-war situations, Andrea Doria were now the top club out of the two. However on 12 August 1946 a merger took place that would stick for the two teams, together they formed Unione Calcio Sampdoria. The first president of this new club was Piero Sanguineti, but the ambitious entrepreneur Amedeo Rissotto soon replaced him, while the first team coach during this period was a man from Florence named Giuseppe Galluzzi. In the same month of the merger, the new club demanded that they should share the Stadio Luigi Ferraris ground with Genoa; the agreement was carried off without problems. Consequently, the stadium was prepared to accommodate the games of both clubs.

As if to further show that the merger really was equal parts of both previous clubs, a new football kit was designed for the club; it implemented the blue shirts of Andrea Doria with the white, red and black mid-section of Sampierdarenese.

European and domestic successes[link]

In 1979 the club, then playing Serie B, was acquired by oil businessman Paolo Mantovani, who invested in the team in order to bring Sampdoria to the top flights. In 1982 Sampdoria made their Serie A return, and they won their first Coppa Italia three years later. In 1986 Vujadin Boskov was appointed as new head coach; the club won their second Coppa Italia in 1988, being admitted to the UEFA Cup Winners' Cup 1988-89, where they reached the final, being defeated 2–0 by Barcelona.^[2][3] A second consecutive triumph in the Coppa Italia gave Sampdoria a spot in the UEFA Cup Winners' Cup 1989-90, which they finally won defeating Anderlecht after extra time in the final. This was followed only one year later by their first (and, as of 2010, only) scudetto, being crowned as Serie A champions with a five points advantage to second-placed Inter Milan. The winning team featured several notable players, such as Gianluca Pagliuca, Gianluca Vialli, Roberto Mancini, Toninho Cerezo, Pietro Vierchowod and Attilio Lombardo, with Vujadin Boskov as head coach. In the following season, Sampdoria reached the European Cup final, and was defeated again by Barcelona at the Wembley Stadium.

Since this period Sampdoria have made a limited number of appearances in European cup competitions. During the 1994/1995 campaign they reached the semi-finals of the European Cup Winners' Cup before being eliminated on penalties in a memorable tie against Arsenal. The club also participated in the 1997/1998 UEFA Cup but were eliminated by Atletico Bilbao of Spain in the First Round. The 2005/2006 season also proved to be a significant one, with Sampdoria returning to European competition for the first time since their promotion back to Serie A, with the club narrowly missing out on Champions League qualification and entering the UEFA cup. During this campaign, the team was minutes away from qualification to the last 32 when Lens of France eliminated them by beating them 2–1. The club recently also took part in the 2007/2008 UEFA Cup, entering via the Intertoto cup. However it was to be a short and disappointing campaign, with Sampdoria being eliminated on away goals by AaB of Denmark in the First Round. Participation in recent seasons of Europa League was marked by constant defeats by Metalist Kharkiv and lack of consistent play.

Decline and resurgence[link]

On 14 October 1993 Paolo Mantovani suddenly died; he was replaced by his son Enrico. During Enrico Mantovani's first season (1993/94) Sampdoria won one more Italian Cup and placed 3rd in the national championship. During the following four seasons many players from his father's team left the club but many important acquisitions were made which kept Sampdoria in the top tier of the Italian Serie A. The likes of Enrico Chiesa, Argentine internationals Juan Sebastian Veron and Ariel Ortega, loan signing Vincenzo Montella and international midfielders Clarence Seedorf and Christian Karembeu.

Despite this, in May 1999 Sampdoria were relegated from Serie A, and did not return to the top flight until 2002. Around this time Sampdoria was acquired by Riccardo Garrone, an Italian oil businessman. Two of Garrone's most important initial moves were to inject new cash into the club and to appoint Walter Novellino as new head coach. Sampdoria returned to Serie A in 2003 lead by talisman Francesco Flachi, and ended their first season in eighth place. In the Serie A 2004-05 they lost a spot in the UEFA Champions League to Udinese in the final matchdays of the season, ending in fifth place. This was followed by a poor season; despite this, Novellino was confirmed for one more season and Sampdoria ended the 2006–07 Serie A campaign in ninth place. As the 8th placed team in Serie A were not granted a UEFA licence, Sampdoria was able to enter the UEFA Intertoto Cup 2007 as a result. Novellino announced his farewell to Sampdoria soon after, with Walter Mazzarri unveiled shortly after as his replacement.

The 2007–08 campaign started very early for Sampdoria due to qualifying rounds. They defeated Cherno More Varna in the Intertoto Cup and Hajduk Split in the second qualifying round of UEFA Cup, before being eliminated in the First Round proper by AaB on away goals. The club took actively part in the transfer market, persuading Vincenzo Montella to make a comeback at Samp and signing Antonio Cassano from Real Madrid on a loan basis. Having had such a successful loan period, Sampdoria have made the move permanent from the 2008-09 season. During the winter transfer window, Giampaolo Pazzini was signed and formed one of Serie A's most effective partnerships. Sampdoria ended the season in sixth place of the Italian Serie A and qualified for the UEFA Cup 2008-09. The following season, they qualified for the Champions League play-offs.

With the departure of Director of Sport Giuseppe Marotta, coach Luigi Delneri, both of whom were credited with Samp's recent successes and club top scorers Cassano and Pazzini and the squad being stretched by Champions League football, Sampdoria embarked on a miserable run of results and were relegated to Serie B after loss 2-1 at home to Palermo in May 2011.

Players[link]

Current squad[link]

As of 26 January 2012^[4][5]

Note: Flags indicate national team as has been defined under FIFA eligibility rules. Players may hold more than one non-FIFA nationality.

No. Position Player 1 GK Júnior da Costa 3 DF Andrea Costa (on loan from Reggina) 4 MF Marco Padalino 5 MF Renan (on loan from Cluj) 6 DF Massimo Volta 7 MF Paolo Castellini (on loan from Parma) 8 DF Shkodran Mustafi 9 FW Nicola Pozzi 10 MF Pasquale Foggia (on loan from Lazio) 11 MF Gianni Munari 13 DF Gaetano Berardi 14 MF Pedro Obiang 16 MF Savvas Gentsoglou 18 MF Zsolt Laczkó 19 FW Bruno Fornaroli

No. Position Player 20 GK Sergio Romero 21 MF Roberto Soriano 22 FW Cristian Bertani 23 FW Éder (on loan from Cesena) 25 MF Nenad Krstičić 28 DF Daniele Gastaldello (vice-captain) 29 FW Juan Antonio 33 DF Andrea Rispoli (on loan from Parma) 35 DF Jonathan Rossini 44 GK Vincenzo Fiorillo 77 MF Franco Semioli 90 FW Graziano Pellè (on loan from Parma) 92 GK Andrea Tozzo 99 FW Mauro Icardi