The LM-100J is modelled after the latestgeneration C-130J Super Hercules, which has been in production since the early 1990s. Unlike previous updates to the C-130, Lockheed says it took a ‘revolutionary approach’ with the J model, giving it digital avionics and making a series of design changes to improve performance and reduce operating costs.
KC-130J BuNo166765 of VMGR-352 ‘The Raiders’ at Miramar, California in a formation with another Hercules. ‘The Raiders’ were the first to deploy the ‘Harvest Hawk’, during October 2010 in Afghanistan. The first weapons engagement was on 4 November supporting the 3rd Battalion, 5th Marine Regiment in Sangia when one ‘Hellfire’ missile was fired and five enemy insurgents were killed.
‘All of those concepts are flowing to the LM-100J,’ Lockheed says. When it first developed the original C-130J, it also received a type certificate for a civilian version. But primary customers were militaries and Lockheed says it lost the civilian certificate as the aircraft’s military avionics, communications and navigation equipment evolved.
Described by the company as a ‘civil multipurpose air freighter,’ the new LM-100J will have modern avionics and a ‘digital back end’ system with a loadmaster computer station that will assist with loading and weight and balance. The cargo compartment will be 15 feet longer than the L-100, providing space for two additional pallets and the aircraft will be able to carry 33% more payload on a 2,500 nm flight, say Lockheed.
The LM-100J, which has the ability to fly 2,200 nm with a 40,000lb payload, has about 50% more range than the L-100, according to Lockheed. Its top speed will be 355 knots; 10% faster than its predecessor. In addition, the LM-100J will be operated by two flight crew (instead of three for the L-100), will burn 15% less fuel and have maintenance costs that are 35% less. LM-100Js will be built at Lockheed’s Marietta, Georgia facility and will be powered by four Rolls-Royce AE2100D turboprops, which will provide 30% more power than the L-100’s Allison T-56 power plants, the company says. Lockheed estimates it can sell 75 to 100 LM-100Js over twenty years, a level of demand similar to that for the original L-100. Though the company declines to name prospective customers, it says oil, gas and mineral exploration companies are interested. Such companies must transport heavy equipment like generators and earth moving equipment to remote outposts not linked to railways or roads. They need rugged aircraft that can operate from ‘austere’, unpaved runways. The LM-100J will help bring stability to the Super Hercules programme, as the US government trims its defence budget, says Lockheed. In fiscal year 2014, the US Navy received $69 million for procurement of tankervariant KC-130Js; almost half of the $134 million the service requested, according to budget documents. Likewise, the US Air Force requested $1.4 billion but received $1.3 billion for the procurement of C-130Js, including special-mission MC-130Js and search and rescue HC-130Js. ‘[The LM-100J] adds another capability towards the Hercules portfolio that hasn’t existed in a while,’ Lockheed says. ‘It looks really promising.’
This where we came in!
Chapter Endnotes
1 The Lockheed-Martin C-130 Hercules by Peter C. Smith (Crécy Publishing Ltd, 2010).
Appendix I
Commercial and Humanitarian Operators
In 1959 Lockheed announced that Pan American Airways had ordered twelve GL-207 Super Hercules for delivery in early 1962 and that Slick Airways was to receive six later in the year. They were to differ from the C-130B in being 23 feet 4 inches longer, with wingspan increased by 12 feet 5 inches and were to have a maximum take off gross weight of 204,170lb. The intention was to power the Super Hercules with 6,000 eshp Allison T61 engines and in 1960 a GL-307 version with 6,445 eshp Rolls-Royce Tynes and gross weight of 230,000lb was also proposed. Moreover in that same year a jet-powered version with four 22,000lb thrust Pratt and Whitney JT3D-11 turbofans, a 250,000lb gross weight and with a maximum cruising speed of 564 mph at 20,000 feet was put forward. However, Pan American and Slick cancelled their orders for GL-207s and these other versions did not progress beyond the initial study phase. Since then, all commercial versions of the C-130 have been straightforward developments of the production aircraft. To date, civil Hercules have been produced in three versions: L-100, L-100-20 and L-100-30.
A total of 114 L-100 commercial models have been built. They differ from the military Hercules in that the underwing fuel tanks have been omitted and most military equipment removed, although the aircraft can be fitted with retractable combination wheel-skis. The L-100 demonstrator (382-3946 N1130E) made a very impressive first flight on 20/21 April 1964, when it remained airborne or 25 hours 1 minute; and all except 36 minutes of this time were flown using just two of the 4,050 eshp Allison 501-D22 engines (the commercial version of the C-130’s T56). N1130E was used to obtain a type certificate on 16 February 1965. It was subsequently modified to Model 382E/L-100-20, being ‘stretched’ with a 5 feet fuselage plug forward of the wing and a 3.3 feet plug aft to bring cabin-hold volume from 4,500 cubic feet to 5,335 cubic feet. Eight more L-100s were later stretched to become L-100-20 models. Only one unmodified L-100 (4144) remains in service, with Pakistan air Force. This aircraft and another unmodified L-100 (4145), were acquired by the Pakistan Government for Pakistan Airlines in October 1966 and were given the registrations AP-AUT and AP-AUU respectively. Both the aircraft subsequently passed to the Pakistan Air Force, but AP-AUU was lost on 30 April 1968 when it crashed near Chaklala and was written off.
The first commercial L-100 operator was Alaska Airlines which, on 8 March 1965 put into service the Hercules demonstrator, on lease from Lockheed. It later leased four more L-100s and purchased one, but by the end of the 1960s had disposed of all of them. Twenty-one production aircraft (Model 382B) were built. The first delivery of L-100, to Continental Air Services took place on 30 September 1965. L-100s did not carry underwing fuel tanks and had most military equipment removed. They could be fitted with retractable combination wheel-skis. Aft doors were an optional fit. Twelve converted L-100s, stretched 15 feet were followed by fifty-three newbuild examples. The first L-100 versions were severely limited in cargo-carrying capacity, so to rectify this situation Lockheed produced the L-100-20 version. Twenty-seven L-100-20s have been produced; nine of them modified from L-100s, with their fuselage stretched an additional 8.3 feet by fitting a 5 feet plug forward of the wing and a 3.3 feet plug aft. 4129 and 4150 were modified likewise (but with 4,050 eshp 501-D22s instead of 4,510 eshp 501-D22As) to become Model 382F/L-100-20s.
The L-100-20 was certificated on 4 October 1968 and entered service with Interior Airways one week later. Eight L-100-20s were later modified to L-100-30 configuration. 4412, an ex-Kuwaiti L-100-20, was modified as the experimental HTTB (High Technology Test Bed) for the C-130J etc., as part of a multiphase development programme to obtain STOL data for use in designing aircraft to meet USAF requirements for an advanced tactical transport. Phase 1 began on 19 June 1984, with the first flight of the modified L-100-20 which was then specially instrumented and fitted with a head-up display, a dorsal fin extension and lateral strakes (horsals) ahead of the stabilizers. For Phase II trials, it was fitted in 1968 with double-slotted flaps, drooped wing leading edge, wing spoilers, extended chord ailerons and rudder and a high-sink-rate undercarriage. Prior to Phase III, the HTTB received a steerable turret housing an FLIR (forward-looking infra-red) and a laser ranger and was later re-engined with 5,250 eshp T56A-101 propeller-turbines.
Coulson Flying Tankers (Lynden Air Cargo) L-100-30 (L-382G) N405LC/13, seen here during a test drop without retardant mixture) is among some of the biggest ‘Large Air Tanker’ (LAT) fire fighting aircraft down under and they have become familiar sights in Australian skies during the summer seasons, being regularly contracted to spend the hot, dry months to fight the devastating bush fires.
A C-130 MAFFS air-tanker dropping retardant on Waldo Canyon Fire on 28 June 2012. (S/Sgt Stephany Richards USAF)
The US Forest Service’s large Modular Airborne Fire Fighting System being rolled into the b
ack of C-130H 37311 of the 152nd ‘High Rollers’ Airlift Wing - Reno, Nevada ANG, one of three ANG units (and one from the USAFRes) each stationed around the Western US (the others being the 153rd AW at Cheyenne, Wyoming; the 302nd AW at Colorado Springs, Colorado and the 146th AW. MAFFS equipment can drop up to 3,000 gallons of water or fire retardant in six seconds through a nozzle on the rear left side of the aircraft.
‘Tanker 130’, Hawkins & Powers first Hercules fire-fighting aircraft (C-130A 56-0538 N130HP) which crashed due to structural failure on 17 June 2002, while fighting a fire near Walker, California. All three crew members were killed.
ANG C-130E 61-2359 with Modular Airborne Fire Fighting System in the 115th AS at Channel Islands ANG Station, California makes a Phoschek fire retardant drop on 28 October 2003 during the devastating wildfire that burned 108,204 acres of land in the Simi Hills and south-eastern Simi Valley in eastern Ventura County and western Los Angeles County, California. Pilots flying eight C-130s dropped 129,600 gallons of retardant during 48 sorties and 32 flying hours as of 29 October. (USAF)
Five L-100-30s (4950, 4952 - configured as a dental clinic - 4956/57 and 4960) were modified for use in Saudi Arabia as airborne hospitals. In 1992 and 1993 respectively, 4950/HZ-MS05 and 4957/HZ-MS10 were demodified to L-100-30 with their hospital equipment removed. Two other L-100-30s were sold to Armoflex for purported use in Benin, but finished up in the hands of the Libyan government. The L-100-30 entered service with Saturn Airways in December 1970.
In an effort to boost the Hercules’ commercial market, Lockheed had proposed and continues to market, a number of derivatives, including the L-100-50 (with a fuselage stretched by another 20 feet), the L-100-PX passenger transport with 100 seats, the L-100-30QC cargo/passenger convertible and the L-100-30C combined cargo/ passenger version. It also announced in January 1980 its decision to proceed with development and production of the L-400 Twin Hercules, a smaller and lighter version powered by two 4,910 eshp Allison 501-D22Ds; however, this decision was later rescinded and development of the L-400 was shelved.
L-100 prototype (3946) N1130E at Fairbanks International Airport with Alaskan Airline markings. Alaska Airlines leased the first L-100 and it was christened the City of Fairbanks upon its arrival in its new home. Alaska Airlines later purchased five L-100s. (Lockheed Martin Aeronautics archives)
Algeria
Three L-100-30s have been operated by Air Algerie, Algiers: 4880/7T-VHG has been operated since May 1981 and 4886/7T-VHL since July 1981; 4883/7T-VHK was operated form June 1981 until August 1989, when it was written off after a ground loop during landing at Tamanrasset. Two other L-100/-20s have been leased.
Angola
Twenty L-100, -20 and -30 have been operated by Angola Air Charter, Luanda and TAAG Angolan Airlines, Luanda. L-100-20 (4176) (D2-FAF) was damaged whilst landing at Sao Thome on 15 May 1979 while operating with TAAG and was written off. L-100 (4222) L-100-20 (D2-THA), bought by TAAG in October 1979 made a wheels-up landing at Dondo, Angola on 8 June 1986, fire and was written off. L-100-20, also sold to TAAG (D2-EAS) at the same time, was shot down near Menongue, Angola on 16 May 1981. (D2-THB) on lease to Transafrik, was hit by a missile at Menonque, Angola, on 5 January 1990, crash-landed and was written off. L-100-30 (4679) (D2-TAD) was damaged beyond repair by fire from overheated brakes landing at Malenge, Angola on 7 April 1994. L-100-30 (4839) D2-EHD of ENDIEMA operated by Transafrik and chartered by the UN was lost after take-off from Huam-bo, Angola on 2 January 1999 with all nine passengers and crew (possibly shot down by UNITA). This aircraft had previously been damaged by UNITA taking off from Luena in February 1993.
Argentina
L-100-30 (4891) was operated by Lineas Aéreas del Estade (LADE), Buenos Aires.
Bolivia
The Fuerza Aérea Boliviana’s Grupo Aéreo de Transporte 71, based at BA General Walter Arze, La Paz, is operated on a peacetime basis as an internal domestic airline: Transporte Aéreo Boliviano (TAB).
Canada
L-100-30s operated by Canadian Airlines International, Vancouver and Northwest Territorial Airways, Yellowknife, (leased).
China
Two L-100-30s operated by China Air Cargo, Shanxi, for fish charter Tianjin-Japan.
Ecuador
One L-100-30 operated by the government of Ecuador.
Ethiopia
Two L-100-30 operated by Ethiopian Airlines, Addis Ababa.
France
L-100-30 operated by EAS Air Cargo, Perpignan.
Gabon
L-100-30 operated by Air Gabon, Libreville. L-100-30 operated by the Republic of Gabon government.
Indonesia
L-100-30 operated by Merpati Nusantara Airlines, Jakarta and Pelita Air Service, Jakarta.
Libya
L-100-20s and -30s operated by Libyan Air Cargo. L-100-20 and -30 operated by Jamahiriya Air Transport, Tripoli.
Mexico
Two ex-USAF C-130H military (56-0487 and 56-0537) and two ex-USAF RC-130As (57-0517 and 57-0518) were operated by Aeropostal, Mexico City. C-130A 56-0487 was sold in 1994 and both RC-130As were withdrawn from further use in 1996. L-100-30 operated by Petroleos, Mexicanos (Pemex), Mexico City.
Morocco
The fourteen C-130 military transports operated by the Royal Maroc Air Force carry civilian-style registrations; these are worn with the aircraft construction number; on the fin.
Netherlands
L-100-30 leased by Schreiner Airways, Leiden.
Netherlands Antilles
Frameair (TAC Holidays) has leased four L-100-30s at various times and purchased one (5225); the latter was damaged in August 1993 during lease to TAAG Angola Air Charter, when a hand-grenade detonated accidentally in a cargo compartment while the aircraft was on the ground. It was sent to Luanda for repair; it is now in Mozambique. A second L-100-30 (5307) was contracted in February 1992 but not purchased; it went to the Canadian Armed Forces instead.
Angloa Airlines L-100-20 setting off on its delivery flight.
L-100-30 Hercules 1216 of the United Arab Emirates Air Force.
HZ-129-044 Royal Saudi Air Force Hercules in Saudi Arabian Airlines markings waits to depart RAF Fairford following the Royal International Air Tattoo on18 July 2011.
Philippines
C-130A operated by Aboitiz Transport.
Sao Thome
L-100-20 and -30 operated by Transafrik. L-100-30 (4561) Sao Thome registered S9-CA0, belonging to Transafrik, was lost after take-off from Huambo, Angola, 26 December 1998. All fourteen aboard, including eight members of the UN Observer Team were killed (possibly shot down by UNITA).
Saudi Arabia
A fleet of five L-100-30s and one C-130H-30 medically-configured Hercules were operated by Saudi Special Services, Jeddah, in conjunction with 1 Squadron (one is configured as a dental clinic). In 1992 and 1993 two were demodified to L-100-30, their hospital equipment removed.
South Africa
SAFAIR Freighter (Pty) Ltd, Johannesburg, have operated nineteen L-100-20s/L-100-30s at various times; these are also available as a military reserve airlift asset. SAFAIR is a wholly owned subsidiary of Safren - Safmarine and Rennies Holdings Ltd the independent holding company which has grown to be one of Africa’s giants in the fields of aviation, shipping, cargo services and security. The airline operates its charter services on Boeing 707 and Hercules aircraft and operates freight and passenger charter flights across the length and breadth of the continent. Its facilities at Jan Smuts Airport, Johannesburg is fully equipped to accommodate Airbus, Boeing 707 and Boeing 737 jets as well as L-100 aircraft. SAFAIR’s Hercules are leased by private individuals and businessmen as well as some of the largest corporations on the continent. Approximately six remain in operation with SAFAIR, or on lease from the company. On 17 July 2014 at Farnborough - ASL Aviation Group, owner of Safair, the South African-based C-130 operator, became the first commercial operator of the LM-100J when it signed a letter of intent with Lockheed Martin for up to ten LM-100Js. First deliveries we
re expected in late 2018 pending the completion of FAA certification.
Sudan
Of the six C-130Hs operated, one aircraft has occasionally been seen in civilian guise wearing the markings of Sudan Airways and varying registrations.
Tunisia
Two C-130Hs, which wear quasi-civilian markings.
Uganda
L-100-30 (4610) was purchased in August 1975 by Uganda Airlines (5X-UCF) and was operated by Uganda Air Cargoes, Kampala , from August 1981 until September 1985 when it was impounded and from September 1987 until April 1993. It is operated by Medecair Foundation.
United States of America
Advanced Leasing Corporation (L-100-30); Aero Firefighting Services, Anaheim, CA (C-130A); African Cargo Inc, Miami, FL (C-130A); Butler Aircraft Co, Richmond, OR (C-130A); Flight Cargo Leasing Inc, Dover, NY (L-100-30); Hemet Valley Flying Service Inc, Hemet, CA (C-130A); IEP IEPO, Chatsworth, CA (C-130A). Military Aircraft Restoration Corporation, Anaheim, CA (C130A); National Aeronautics and Space Administration (NASA), Moffett Field, CA, (NC-130B) and Wallops Island, VA (EC-130Q); National Oceanic and Atmospheric Administration, Miami, FL (L-100-30, EC-130Q); National Science Foundation (EC-130Q). Pacific Gateway Investments, Orange, CA (C-130A); Pacific Harbor Capital Inc, Portland, OR (C-130A); Pegasus Aviation Co (L-100-30); Rapid Air Trans, Washington DC (LC-100-30); Snow Aviation International Inc. Columbus, OH (C-130A); Southern Air Transport, Miami, FL (L-100-20/-30); T&.G Aviation, Chandler, AZ (C-130A). TBM Inc., Redmond, OR (C-130A). World Wide Trading Inc., Delray Beach, FL (L-100-30).
C-130 Hercules Page 43
