鐵之狂傲

標題: 『每日軍事武器鑑賞』－C-130“大力士”運輸機 [列印本頁]
作者: 克里斯Chris    時間: 07-3-2 18:28
標題: 『每日軍事武器鑑賞』－C-130“大力士”運輸機
C-130 Hercules

The C-130 Hercules primarily performs the intratheater portion of the airlift mission. The aircraft is capable of operating from rough, dirt strips and is the prime transport for paradropping troops and equipment into hostile areas. Basic and specialized versions perform a diversity of roles, including airlift support, DEW Line and Arctic ice resupply, aeromedical missions, aerial spray missions, fire-fighting duties for the US Forest Service, and natural disaster relief missions. In recent years, they have been used to bring humanitarian relief to many countries, including Haiti, Bosnia, Somalia, and Rwanda.

Four decades have elapsed since the Air Force issued its original design specification, yet the remarkable C-130 remains in production. The turbo-prop, high-wing, versatile "Herc" has accumulated over 20 million flight hours. It is the preferred transport aircraft for many US Government services and over 60 foreign countries. The basic airframe has been modified to hundreds of different configurations to meet an ever-changing environment and mission requirement. The C-130 Hercules has unsurpassed versatility, performance, and mission effectiveness. Early C-130A, B, and D versions are now retired.
作者: 克里斯Chris    時間: 07-3-2 18:29
C-130 Missions & VariantsMissionsSpecialized VariantTactical AirliftAllAerial TankerKC-130B, KC-130F, KC-13H, HC-130H(N), HC-130N, HC-130P, KC-130R, KC-130TCommand & ControlEC-130E (ABCCC), EC-130G, & EC-130QMaritime PatrolC-130H-NP/PC-130HSpecial OperationsMC-130E & MC-130HSearch & RescueSC-130B/HC-130B, HC-130E, HA-130H, HC-130H(N), HC-130N, & HC-130PHumanitarian ReliefAllStaff/VIP TransportVC-130B & VC-130HReconnaissanceRC-130BAirborne HospitalC-130E (AEH)Arctic & Anarctic SupportC-130BL/LC-130F, C-130D, LC-130H, & LC-130RDrone ControlGC-130A/DC-130A, DC-130E, & DC-130HElectronic WarfareEC-130E (CL), EC-130E (RR), EC-130HSpace & Missile OperationsJC-130A, JC-130B, & NC-130HTest & EvaluationNC-13A, NC-130B, JC-130E, NC-130E, JC-130H, & RC-130SWeather ReconnaissanceWC-130B, WC-130E, WC-130HGunshipAC-130A, AC-130E, AC-130H, & AC-130U
作者: 克里斯Chris    時間: 07-3-2 18:29
The initial production model was the C-130A, with four Allison T56-A-11 or -9 turboprops. Conceptual studies of the C-130A, were initiated in 1951. The first prototype flight took place in 1954 and the first production flight followed on April 7, 1955. A total of 219 were ordered and the C-130A joined the U.S. Air Force inventory in December 1956. Two DC-130A's (originally GC-130A's) were built as drone launchers/directors, carrying up to four drones on underwing pylons. All special equipment was removable, permitting the aircraft to be used as freighters, assault transports, or ambulances.

The C-130B introduced Allison T56-A-7 turboprops and the first of 134 entered Air Force service in April-June 1959. The B model carries additional fuel in the wings, and has upgraded engines and strengthened landing gear. C-130B's are used in aerial fire fighting missions by Air National Guard and Air Force Reserve units. Six C-130B's were modified in 1961 for snatch recovery of classified U.S. Air Force satellites by the 6593rd Test Squadron at Hickam Air Force Base, Hawaii.

Several A models, redesignated C-130D, were modified with wheel-ski landing gear for service in the Arctic and for resupply missions to units along the Distant Early Warning line. The two main skis are 20 feet long, six feet wide, and weigh about 2,000 pounds each. The nose ski is 10 feet long and six feet wide. The D model also has increased fuel capacity and provision for jet -assisted takeoff. The D models were flown by the Air National Guard and were recently replaced with C-130H models.



C-130E is an extended-range development of the C-130B, with two underwing fuel tanks and increased range and endurance capabilities. A total of 369 were ordered for MAC (now AMC) and TAC (now ACC), with deliveries beginning in April 1962. A wing modification to correct fatigue and corrosion on USAF旧 force of C-130Es has extended the life of the aircraft well into the next century. Ongoing modifications include a Self-Contained Navigation System (SCNS) to enhance navigation capabilities, especially in low-level environments. The SCNS incorporates an integrated communications/ navigation management system that features the USAF standard laser gyro inertial navigational unit and the 1553B data bus; installation began in 1990. Other modifications include enhanced station-keeping equipment, 50 kHz VHF Omnirange/lnstrument Landing System (VOR/ILS) receivers, secure voice capability, and GPS capability. Another major modification installs a state-of-the-art autopilot that incorporates a Ground Collision Avoidance System. Military Airlift Command is the primary user, with more than 200 E models. The Air Force Reserve and Air National Guard also fly the E model.


Similar to the E model, the C-130H has updated T56-A-T5 turboprops, a redesigned outer wing, updated avionics, and other minor improvements. The C-130E/H carries 6,700 gallons of fuel in six integral wing tanks. Under each wing of the C-130E/H is an external pylon fuel tank with a capacity of 1,300 gallons. A pressure refueling point is in the aft side wheel well fairing for ground refueling. As a response to the role played by the tactical airlift fleet in Operation Just Cause and in the Persian Gulf War, Congress approved the procurement of more C-130H's to replace the aging E models. Delivery began in July 1974 [other sources state April 1975]. More than 350 C-130Hs and derivatives were ordered for active and reserve units of the US services, including eight funded in FY 1996. Production of the H has now ended. Units in Military Airlift Command, the Air National Guard and Air Force Reserve are equipped with this model. The Night Vision Instrumentation System was introduced from 1993; TCAS II in new aircraft from 1994. ANG and AFRC C-130Hs are used in fire-fighting missions. Specifically modified aircraft are used by the 757th AS, AFRC, based at Youngstown-Warren Regional Airport ARS, Ohio, for aerial spraying, typically to suppress mosquito-spread epidemics. Seven LC-130Hs, modified with wheel-ski gear, are operated by ANG旧 109th AW in support of Arctic and Antarctic operations.
作者: 克里斯Chris    時間: 07-3-2 18:30
The WC-130E/H is used in weather reconnaissance and aerial sampling. The plane is modified to penetrate hurricanes and typhoons to collect meteorological data that make advanced warnings of such storms possible. Weather reconnaissance equipment gathers information on movement, intensity and size of storms; outside air temperature; humidity; dewpoint; and barometric pressure. WC-130s are assigned to active and Reserve units at Keesler Air Force Base, Miss.  The HC-130 is an extended-range, combat rescue version of the C-130 transport aircraft. Capable of independent employment in the no-to-low threat environment. Its primary mission is to provide air refueling for rescue helicopters. The HC-130 can perform extended searches in a permissive environment and has the capability to airdrop pararescuemen and survival equipment to isolated survivors when a delay in the arrival of a recovery vehicle is anticipated. Flights to air refueling areas or drop zones are accomplished at tactical low altitude to avoid threats. NVG-assisted, low-altitude air refueling and other operations in a low-threat environment are performed by specially trained crews. The crew can perform airborne mission commander (AMC) duties in a no-to-low threat environment when threat conditions permit. The maximum speed is 290 knots (at high altitude), with a low-altitude cruise speed of 210 to 250 knots. Range, depending upon internal fuel tank configuration, is 3,000 to 4,500NM (no wind).

The C-130 Avionics Modernization Program (C-130X AMP) will modify approximately 525 aircraft to establish a common, supportable, cost effective baseline configuration for AMC, ACC, ANG, AFRC, PACAF, USAFE and AFSOC C-130 aircraft. The contractor will design, develop, integrate, test, fabricate and install a new avionics suite for approximately thirteen variants of C-130 Combat Delivery and Special Mission models. The installation schedule requires a throughput of between 65 and 85 aircraft per year through 2010. The acquisition strategy is currently in development. The C-130 AMP is being worked jointly by Warner-Robins ALC (GA) and Aero Systems Center (OH) (virtual SPO) with the Development System Manager located at ASC.
C-130J The C-130J incorporates state-of-the-art technology that significantly improves performance and reduces ownership costs. Lockheed Martin projections show the C-130J/J-30 will lower cost of ownership as much as 45% depending on the scenario used. Early model C-130s require more than 20 maintenance manhours per flight hour (MMH/FH). The C-130J/J-30 will require 10 or less MMH/FH. The C-130J/J-30 integrated digital technology provides the capability to airdrop in instrument conditions without zone markers, as a baseline feature of the aircraft. When the high resolution ground mapping capability of the APN-241 Low Power Color Radar is coupled with the dual INS/GPS and digital mapping systems, the C-130J/J-30 provides single-ship or formation all weather aerial delivery. This means the entire J/J-30 fleet will be all weather airdrop capable. C-130Js will be delivered as weather (WC), electronic combat (EC), and tanker (KC) configured aircraft.

The United States Marine Corps has chosen the KC-130J tanker to replace its aging KC-130F tanker fleet. The new KC-130J offers increased utility and much needed improvement in mission performance. As a force multiplier, the J tanker is capable of refueling both fixed wing and rotary wing aircraft as well as conducting rapid ground refueling. The refueling speed envelope has been widened from 100 to 270 knots indicated airspeed, offering more capability and flexibility. Offload rates per refueling pod can be up to 300 gallons / 2,040 lbs (1,135 liters / 925 kg) per minute simultaneously. The J tanker's offload is significantly greater than previous Herc tankers. As an example, at 1,000 nautical miles, the fuel offload is well over 45,000 lbs. Rapid ground refueling is also a premium capability. In austere conditions/scenarios, the KC-130J can refuel helicopters, vehicles, and fuel caches at 600 gallons / 4,080 lbs (2,270 liters / 1,850 kg) per minute. Additionally, the unique prop feathering capability while the engines are still running ("HOTEL Mode") offers safer and more hospitable conditions for ground refueling than in the past.  The WC-130J Hercules is a special weather reconnaissance version of the new Lockheed Martin C-130J cargo plane. Its mission is to fly into the eye of hurricanes to retrieve critical information about active storms. The Air Force Reserve Command's 53rd Weather Reconnaissance Squadron at Keesler Air Force Base, MS, a component of the 403rd Wing, is the only unit in the Department of Defense that flies this mission.
作者: 克里斯Chris    時間: 07-3-2 18:30
Design Features
In its personnel carrier role, the C-130 can accommodate 92 combat troops or 64 fully equipped paratroops on side-facing seats. For medical evacuations, it carries 74 litter patients and two medical attendants. Paratroopers exit the aircraft through two doors on either side of the aircraft behind the landing-gear fairings. Another exit is off the rear ramp for airdrops.

The C-130 can deliver personnel, equipment or supplies either by landing or by various aerial delivery modes. Three primary methods of aerial delivery are used for equipment.

In the first, parachutes pull the load, weighing up to 42,000 pounds, from the aircraft. When the load is clear of the plane, cargo parachutes inflate and lower the load to the ground.
The second method, called the Container Delivery System, uses the force of gravity to pull from one to 16 bundles of supplies from the aircraft. When the bundles, weighing up to 2,200 pounds each, are out of the aircraft, parachutes inflate and lower them to the ground.
The Low Altitude Parachute Extraction System is the third aerial delivery method. With LAPES, up to 38,000 pounds of cargo is pulled from the aircraft by large, inflated cargo parachutes while the aircraft is five to 10 feet above the ground. The load then slides to a stop within a very short distance. Efforts are underway to increase the maximum load weights for LAPES aerial delivery to 42,000 pounds.
The C-130's design maximum gross weight is 155,000 pounds (175,000 pounds wartime) with a normal landing weight of 130,000 pounds. The operating weight is approximately 80,000 pounds. The airplane is capable of airlifting 92 ground troops, 64 fully equipped paratroopers, or 74 litter patients. It can also carry 45,000 pounds of cargo.

FUSELAGE: The fuselage is a semimonocoque design and divided into a flight station and a cargo compartment. Seating is provided for each flight station. The cargo compartment is approximately 41 feet long, 9 feet high, and 10 feet wide. Loading is from the rear of the fuselage. Both the flight station and the cargo compartment can be pressurized to maintain a cabin pressure-altitude of 5000 feet at an aircraft altitude of 28,000 feet.

WINGS: The full cantilever wing contains four integral main fuel tanks and two bladder-type auxiliary tanks. Two external tanks are mounted under the wings. This gives the C-l 30 a total usable fuel capacity of approximately 9680 U.S. gallons.

EMPENNAGE: A horizontal stabilizer, vertical stabilizer, elevator, rudder, trim tabs, and a tail cone make up the empennage. This section consists of an all-metal full cantilever semimonocoque structure. It is bolted to the aft fuselage section.

POWER PLANT: (prior to the C-130J) Four Allison turboprop engines are attached to the wings. The engine nacelles have cowl panels and access doors forward of a vertical firewall. Clam-shell doors are located aft of the vertical firewall. Air enters the engine through a scoop assembly at the front of the nacelle.

PROPELLERS: (prior to the C-130J) Four Hamiliton Standard electro-hydromatic, constant-speed, full feathering, reversible-pitch propellers are installed on each engine.

LANDING GEAR AND BRAKES: The modified tricycle-type landing gear consists of dual nose gear wheels and tandem mains. Main gear retraction is vertically, into fuselage fairings, and the nose gear folds forward into the fuselage. Power steering is incorporated into the nose gear. The landing gear design permits aircraft operation from rough, unimproved runways. The brakes are hydraulically operated, multiple-disc type. The braking system incorporates differential braking and parking brake control. A modulating anti-skid system is provided.

AUXILIARY POWER UNIT (APU) (C-130H): The APU supplies air during ground operation for engine starting and air conditioning. One 40 KVA AC generator is mounted on the APU as an additional AC power source. Emergency electrical power during flight is also available up to 20,000 feet.

GAS TURBINE COMPRESSOR (GTC) AND AIR TURBINE MOTOR (ATM) (C-130E): C-13OE model aircraft have a GTC which supplies bleed air for engine start, air conditioning, and operation of an ATM. The ATM powers a 20 KVA electrical generator to supply auxiliary electrical power on the ground only.

OIL: The C-130 has four independent oil systems with a 12 gallon capacity for each engine. Oil is serviced through a filler neck located on the upper right engine cowling.

FUEL: The fuel system consists of a modified manifold-flow type incorporating fuel crossfeed, single point refueling (SPR) and defueling, and fuel dumping. Latest USAF versions incorporate blue foam for fire suppression.

ELECTRICAL: AC electrical power for the C-130H model is provided by five 40 KVA generators, 4 driven by the engines and one driven by the APU. On the E model, the power is supplied by four 40 KVA engine-driven generators, and a 20 KVA generator driven by the ATM. DC power is provided from AC sources through four 200 ampere transfomer rectifiers and one 24 volt, 36 ampere-hour battery.

HYDRAULIC: Four engine-driven pumps supply 3000 psi pressure to the utility and booster systems. An electric AC motor-driven pump supplies pressure to the auxiliary system and is backed up by a handpump. The hydraulic system maintains constant pressure during zero or negative "g" maneuvers.

AIR CONDITIONING AND PRESSURIZATION: Two independent air conditioning systems for the flight deck and cargo compartment are operated from engine bleed air in flight and by the GTC/APU on the ground.

OXYGEN: Both models have a 25 liter liquid oxygen (LOX) type system which provides for 96 man-hours of oxygen at 25,000 feet. It uses diluter-demand automatic pressure-breathing regulators. Portable units are also provided. System pressure is maintained at 300 psi.

FLIGHT CONTROLS: The primary flight control system consists of conventional aileron, elevator, and rudder systems. Hydraulic power boost is incorporated in each system.

WING FLAPS: The wing flaps are high-lift, Lockheed-Fowler type and are of conventional design and construction. Normal operation is by hydraulic motor. Emergency operation is by manual crank.

ANTI-ICING: Engine bleed air is used for anti-icing the wing and empennage leading edges, the radome, (radome anti-icing may be removed in some models, check with aircraft forms) and engine inlet air ducts. Electrical heat provides anti-icing for the propellers, windshield, and pitot tubes.
作者: 克里斯Chris    時間: 07-3-2 18:30
AIRCRAFT DIMENSIONS:
Wing Span: Length:
Height:
Horizontal Stabilizer:
132 feet 7 inches 97 feet 9 inches
38 feet 5 inches
52 feet 8 inches
Typical C-130 Cargo Dimensions:

作者: 克里斯Chris    時間: 07-3-2 18:30
ModelFirst DeliveryLast DeliveryC-130A1956Nov 1959C-130B1959Mar 1963C-130E1962Mar 1974C-130H1964In ProductionC-130H219781992C-130H319921997C-130J1996In ProductionL-1001964Dec 1968L-100-201968Mar 1981L-100-301970In ProductionC-130H-3019801997
作者: 克里斯Chris    時間: 07-3-2 18:31
Service LifeAlthough service life computations are not used to determine grounding or airframe restrictions, the Air Force does use service life estimates as a planning tool to anticipate when major aircraft structural events can be expected. A key issue is the structural service life of the C-130 airframes, which depends on mission severity, fatigue, and corrosion factors.

A severity factor accounts for the difference between normal civilian flying and military flying (low level, shortfield landings, etc.). Mission profile determines the severity factor, which is averaged over the aircraft's most recent two year history. This translates airframe clock hours into equivalent airframe damage hours which indicate the higher aging rate of the military airframes. On average, Active C-130 aircraft fly approximately 600 hours per year, while ARC C-130E and C-130H aircraft fly about 375 hours and 450 hours per year, respectively.

Currently, the critical fatigue component for the C-130 fleet is the center wing box, which is structurally more susceptible to the stresses of mission profile and payload. The center wing box has a limit of 60,000 relative baseline hours (flight hours multiplied by the mission severity factor).) A corrosion limit of 40,000 flight hours is based on historical data and engineering judgment. It considers corrosion factors not considered in airframe fatigue analysis. Actual airframe service life depends on which limit, fatigue or corrosion, is reached first. The average age of the active duty C-130 fleet is over 25 years old, while the average age of Guard and Reserve C-130s is 15 years old. The average age of the C-130E model is over 28 years and average flying time is approximately 19,800 hours; the newest E-model being produced in 1972. Based on projected operations tempo and overall mission severity, C-130E aircraft have an average remaining service life of 15 years. Material solutions such as selective repair, a service life extension program (SLEP), or procurement of new aircraft are several ways to influence and resolve aging of the C-130 fleet.

The service-life of the HC-130N/P is based upon the aircraft旧 wing box and operations tempo. Based on the current operations tempo, the fleet will begin to lose airworthiness in 2013.
作者: 克里斯Chris    時間: 07-3-2 18:31
Specifications
Primary FunctionIntratheater airlift.
ContractorLockheed Aeronautical Systems Company.
Power PlantFour Allison T56-A-15 turboprops; 4,300 horsepower, each engine.
Length97 feet, 9 inches (29.3 meters).
Height38 feet, 3 inches (11.4 meters).
Wingspan132 feet, 7 inches (39.7 meters).
Speed374 mph (Mach 0.57) at 20,000 feet (6,060 meters).
Ceiling33,000 feet (10,000 meters) with 100,000 pounds (45,000 kilograms) payload.
Maximum Takeoff Weight155,000 pounds (69,750 kilograms).
Operating Weight:83,000 Pounds
Maximum Useable Fuel:60,000 Pounds
Maximum Allowable Cabin Load:36,000 Pounds
Normal Passenger Seats Available:Up to 92 troops or 64 paratroops or 74 litter patients.
Maximum Number of Pallets:5
Range2,356 miles (2,049 nautical miles) with maximum payload;
2,500 miles (2,174 nautical miles) with 25,000 pounds (11,250 kilograms) cargo;
5,200 miles (4,522 nautical miles) with no cargo.
Unit Cost$22.9 million (1992 dollars).
CrewFive (two pilots, a navigator, flight engineer and loadmaster); up to 92 troops or 64 paratroops or 74 litter patients or five standard freight pallets.
Minimum Crew ComplementFour
(two pilots, one flight engineer, and one loadmaster)
Allows for a 16 hour crew duty day (12 hour for airdrop crews) (from show at the aircraft to parking at the final destination).
Crew Complement
[airdrop missions]		Six
crews will normally carry one navigator as well and an extra loadmaster in addition to the minimum crew complement.
Augmented Crew ComplementNine
(three pilots, two navigators, two flight engineers, and two loadmasters)
Allows for a 18 hour crew duty day (from show at the aircraft to parking at the final destination)
Date DeployedApril 1955.
InventoryActive force, 98; ANG, 20 Bs, 60 E's and 93 H's; Reserve, 606.
作者: 克里斯Chris    時間: 07-3-2 18:32
The most significant issue for the C-130 entails the reassignment of CONUS-based active duty C-130s from USACOM to USTRANSCOM. As the single manage for DoD transportation, the consolidation of these air mobility assets under USTRANSCOM lends further credence to USTRANSCOM旧 single manager charter. Furthermore, as the Air Force component of USTRANSCOM, AMC now exercises both service authority (i.e., train, organize, equip, and provide) and operational control over these forces. This arrangement eliminates confusion and yields more effective and efficient service to the air mobility customer. (Theater CINCs will continue to exercise combatant command and operational control of overseas-assigned C-130 forces.)



VRML 3-D Model
C-130 Hercules
VRML by Soji Yamakawa

[ 本文最後由 jacklf2004 於 07-3-2 06:40 PM 編輯 ]
作者: 克里斯Chris    時間: 07-3-2 18:33



























(文章來自：多用途戰術運輸機）
作者: 克里斯Chris    時間: 07-3-2 18:34
C-130




RCS:
50平方公尺

翼展:
40.41公尺

翼面積:
1745平方呎

全長:
34.37公尺

全高:
11.66公尺

水平尾翼:
16.05公尺

最大起飛重量:
79,380kg

內載燃油重量:
59000磅

外掛重量:
42673磅

最大平飛速度:
325節

實用昇限:
10,060m

爬昇率:
579m/min

機翼負載:
751.71kg/m/2

空重:
122,016kg(269,000lb)

動力來源:
4具T56-A-15渦輪螺旋槳發動機輸出18364馬力

航程:
4250海浬

作戰半徑:
1000海浬

[ 本文最後由 jacklf2004 於 07-3-2 06:35 PM 編輯 ]
作者: 克里斯Chris    時間: 07-3-2 18:34
C-130“大力士”運輸機
    C-130是美國洛克希德飛機公司製造的四發渦扇式多用途戰術運輸機，1951年開始設計，1954年8月原型機首次試飛，1956年12月生產型開始交付美國空軍使用。C-130可在前線簡易機場跑道上起落，向戰場運送或空投軍事人員和裝備，返航時可用於撤退傷員。改型後用於執行各種任務。C-130投入批生產後至今已經生產了35年，是持續生產時間最長的戰術運輸機。已發展了30多種型別：用於運輸的基本型有C-130A、E、H等；專用型有C-130C、D、F、K、M等，用於試驗研究、南極空運軍援出口；武裝攻擊型有AC-130A、E、H等；用於反遊擊戰和叢林戰；用於發射和控制靶機的型別有GC-130、DC-130A、E、H等；用於電子監視、空中指揮、控制和通訊的型別有EC-130、EC-130Q等；此外還有搜索救援和回收型、空中加油型、特種任務型、氣象探測型、海上巡邏型及空中預警型（尚無定貨）。此外還有大量民用型別。下述內容適於H型。
作者: 克里斯Chris    時間: 07-3-2 18:35
動力裝置
    4臺艾利遜公司的T56-A-15渦槳發動機。單臺功率3355千瓦（4500當量馬力）。

座艙
    成員4名，正副駕駛員、領航員和貨物裝卸員，機艙可運載92名士兵或64名傘兵或74名擔架傷員，以及加油車、155毫米口徑重炮幾牽引車等重型設備。

主要機載設備
    AN/ARC-164超高頻通信設備，兩套62A-6A空中交通管制應答機、兩套51RV-4B甚高頻導航設備，CMA711歐米加導航及LTN-72慣性導航設備，512-4指點標接收機，RDR-1F氣象雷達，MK11近地報警系統，AP-105V自動駕駛儀等。


尺寸資料
    翼展40.41米，機長29.79米，機高11.66米，機翼面積162.12平方米，機艙（不含駕駛艙）長12.6米、寬3.13米、高2.18米，主輪距4.35米，前主輪距9.77米。


重量資料
    使用空重34170千克，正常起飛總重70310千克，最大超載起飛總重79380千克，最大載重19870千克，燃油量36300升。

性能資料
    最大巡航速度620公里/小時，經濟巡航速度556公里/小時，實用升限（起飛重量58970千克）10060米，海平面爬升率9.65米/秒，起飛滑跑距離1090米，著陸滑跑距離（著陸重量58970千克）518米，最大載重航程4000公里。
作者: 克里斯Chris    時間: 07-3-2 18:36
早期C-130A

C-130是美國洛克希德飛機公司製造的四發渦扇式多用途戰術運輸機，1951年開始設計，1954年8月原型機首次試飛，1956年12月生產型開始交付美國空軍使用。C-130可在前線簡易機場跑道上起落，向戰場運送或空投軍事人員和裝備，返航時可用於撤退傷員。改型後用於執行各種任務。C-130投入批生產後至今已經生產了35年，是持續生產時間最長的戰術運輸機。已發展了30多種型別：用於運輸的基本型有C-130A、E、H等；專用型有C-130C、D、F、K、M等，用於試驗研究、南極空運軍援出口；武裝攻擊型有AC-130A、E、H等；用於反遊擊戰和叢林戰；用於發射和控制靶機的型別有GC-130、DC-130A、E、H等；用於電子監視、空中指揮、控制和通訊的型別有EC-130、EC-130Q等；此外還有搜索救援和回收型、空中加油型、特種任務型、氣象探測型、海上巡邏型及空中預警型（尚無定貨）。此外還有大量民用型別。

動力裝置
    4台艾利遜公司的T56-A-15渦槳發動機。單臺功率3355千瓦（4500當量馬力）。

座艙
    成員4名，正副駕駛員、領航員和貨物裝卸員，機艙可運載92名士兵或64名傘兵或74名擔架傷員，以及加油車、155毫米口徑重炮幾牽引車等重型設備。

主要機載設備
    AN/ARC-164超高頻通信設備，兩套62A-6A空中交通管制應答機、兩套51RV-4B甚高頻導航設備，CMA711歐米加導航及LTN-72慣性導航設備，512-4指點標接收機，RDR-1F氣象雷達，MK11近地報警系統，AP-105V自動駕駛儀等。


尺寸數據
    翼展40.41米，機長29.79米，機高11.66米，機翼面積162.12平方米，機艙（不含駕駛艙）長12.6米、寬3.13米、高2.18米，主輪距4.35米，前主輪距9.77米。


重量數據
    使用空重34170千克，正常起飛總重70310千克，最大超載起飛總重79380千克，最大載重19870千克，燃油量36300升。

性能數據
    最大巡航速度620公里/小時，經濟巡航速度556公里/小時，實用升限（起飛重量58970千克）10060米，海平面爬升率9.65米/秒，起飛滑跑距離1090米，著陸滑跑距離（著陸重量58970千克）518米，最大載重航程4000公里。
作者: 克里斯Chris    時間: 07-3-2 18:36
C-130H型號介紹

64年11月H型首飛。C-130H使用与E型相同的發動机(T56-A-15，推力3660千瓦)，但改進了高海拔高溫性能，并且降低了燃油消耗率。H型從1974年起換裝新型輔助動力裝置，并改善了机內空調系統。C-130H是美軍目前主要的戰術空運運輸机，同時也是主要的出口型號。截止1988年12月31日，美國空軍、海軍和海岸警衛隊共訂購366架，國外用戶有50個國家和地區，共訂購478架。1986年底開始交付台灣12架，日本8架。

H型衍生出了C-130H-MP軍事巡邏和搜索救援型。基本結构和C-130H相近，最大起飛總重70310千克，最大載重18630千克。裝有搜索雷達、照相設備、計算机控制的慣性導航和奧米加導航系統，以及救援空投設備。搜索半徑370千米時，可續航16小時50分鐘；高度1525米，搜索半徑3333千米時，搜索時間為2小時30分鐘。H-MP型已交付給馬來西亞空軍3架、印尼空軍和美國海岸警衛隊各1架。
作者: 克里斯Chris    時間: 07-3-2 18:37
新聞:

泰國皇家空軍升級C-130“大力神”運輸機隊

羅克韋爾·柯林斯公司已獲泰國航空工業公司(TAI)合同，提供綜合的通信、導航、監視/空中交通管理(CNS/ATM)解決方案升級泰國皇家空軍(RTAF)的C-130機隊。

    羅克韋爾·柯林斯公司將基於其"Flight2"航電系統為6架RTAF C-130飛機提供航電解決方案。系統包括：一套帶飛行管理功能、基於乙太網的綜合處理中心(IPC)；大尺寸多功 能液晶顯示器；柯林斯公司的多模式接收機；TCAS II空中交通告警和防撞系統；氣象雷達；自動駕駛儀；SATCOM、HF和V/UHF電臺。

    此次升級將透過提供滿足所需導航性能要求的功能和自動相關監視-廣播(ADS-B)功能使RTAF C-130能無限制地進入民用空域。系統支援包含空管員飛行員資料鏈通信(CPDLC)的功能擴展。

    羅克韋爾·柯林斯公司將同TAI一道安裝航電系統，為頭兩架飛機提供安裝小組。TAI將為剩下的4架飛機提供安裝小組。安裝工作將在TAI在泰國Takhli空軍基地的裝配工廠進行。

    羅克韋爾·柯林斯公司的"Flight2"系統具有綜合了飛行操作和導航導引功能的開放系統結構和滿足未來要求的功能增長能力，能增強和提升飛機的操作性能。

    作為RTAF C-130航電升級專案的主要航電系統綜合商，羅克韋爾·柯林斯公司提供技術以使他們的飛機滿足隨著空域向自由飛行操作過渡而不斷變化的CNS/ATM要求。

    該合同是羅克韋爾·柯林斯公司許多成功的CNS/ATM升級專案中最新的一個，這些專案包括美國空軍C/KC-135 GATM 飛機機隊升級和幾個國際C-130專案。




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