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The Effect of Early Media and Combat Operations

My name is Tom Nickols.  I am currently gathering information, photography, and literature on these airplanes and the men who flew or worked with them in hopes to preserve their history for all to share.

TEMPORARY EMAIL ADDRESS: TNickols@kc130.com

A Brief History of the KC-130

The first flight of the YC-130 prototype was made on August 23, 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.

(Below) - P2V Neptune Chase Plane

The C-130 Hercules first entered naval service in 1960 when four LC-130F's were obtained for Antarctic support missions. These ski-equipped Hercules were soon followed by 46 KC-130F models procured by the Marine Corps in 1962 for the dual role of assault transport and aerial tanker for fighter and attack aircraft. That same year the Navy obtained seven C-130F's without inflight refueling equipment to serve its transport requirements. The Hercules, initially designed to specifications laid down by the USAF Tactical Air Command, first flew as the YC-130 in August 1954. The KC-130F made its first test flight in January 1960 as the GV-1 under the old Navy designation system. The tanker version can refuel two aircraft simultaneously from the 3,600 gallons in its cargo compartment. The fuel is routed to two detachable pylon pods located below the outer wing, containing refueling gear.

A Service-Life Extension Program (SLEP), which was performed in the late 1980s and early 1990s, was done mainly to correct structural defects. The United States Marine Corps has chosen the KC-130J tanker to replace its aging KC-130F tanker fleet, rather than undertaking a second SLEP. The majority of key Marine Corps aviation equipment is older than the Marines who use it. When the first KC-130F rolled off the assembly line, President Kennedy was beginning his first year as the Commander- in-Chief, underscoring the importance of the KC-130J.

On February 1, 1962, the famous Lockheed KC-130F Hercules joined Marine aviation in the Pacific. With its ability to refuel fighter and attack aircraft, VMR-253 was re-designated Marine Arial Refueler Transport Squadron 152 (VMGR-152), and the squadron's primary mission became aerial refueling. Less than a year after receiving the Hercules aircraft, the pilots and Marines of VMGR-152 were deployed in-country with Marine Expeditionary Forces to support F-4s and A-4s used by Marine tactical squadrons in Vietnam.

Navy Lt. Jim Flatley made history in 1963 by landing a C-130 transport on the deck of an aircraft carrier. It wasn’t an emergency – it was a test to determine whether a Hercules could be used as a “Super COD” (carrier on-board delivery) aircraft. Flatley and his crew proved that the Hercules’ short-field landing ability applies on the sea as well as in the dirt. The feasibility of landing a C-130 with a substantial payload on a carrier had been clearly demonstrated, but in the end, simply wasn’t practical.

A total of 21 full-stop landings and 29 touch-and-go landings were made on four separate trips to the aircraft carrier USS Forrestal (CVA-59) in 1963. The trials aircraft, an in-service Marine Corps KC-130F tanker, underwent only minor modifications at Lockheed’s plant in Marietta in early October 1963 prior to the carrier tests.

The first test took place on October 30 near Jacksonville, Fla. The Forrestal’s flight deck had been cleared—the arresting wires had been removed since the KC-130F had no tail hook and the air wing’s aircraft were either flown ashore or had been parked on the hangar deck. As the result of bad weather (40-knot winds with gusts to 60 knots), the crew made 42 approaches to the ship to get 19 touch-and-go landings in on the first day.

On November 8, Flatley, Lt. Cmdr. W. W. “Smokey” Stovall (the copilot), Brennan, and Lockheed test pilot Ted Limmer approached the Forrestal underway off Cape Cod, Mass. Flatley put the propellers into reverse pitch while still 10-15 feet in the air and settled on the deck. At touchdown, the KC-130 was in full reverse and stopped in 270 feet.

The KC-130 weighed 85,000 pounds on the first landing, and landings were made in progression up to a gross weight of 121,000 pounds. At maximum weight, the crew used only 745 feet for takeoff and 460 feet for landing. One landing at a weight of 109,000 pounds required 495 feet to stop and that was in a heavy squall. At the end of the tests, the crew simply took off from the point on the deck where they had stopped. On takeoff, there was only 15 feet clearance between the KC-130’s wingtip and the ship’s control “island.”

(Above) - Mr. Hawkins first 130 for the Air Force YC-130

(Below) - Mr. Hawkins in cockpit

With the assistance of Bob Daley, the list of serial numbers for the KC130R and KC-130T aircraft was obtained on November 06, 2006.  These aircraft will be listed just below the KC-130F aircraft on the right hand side of this page.  A Special Thank You Goes Out To Bob for All of His Work on Compiling Such a List.

KC-130R

The KC-130R is a US Marines probe-and-drogue refueling tanker similar to KC-130H. The 14 Marine Corps KC-130R tanker aircraft feature T56-A-16 engines, and the ability to transfer 8,000 gal (30,283 liters) of fuel at 1,000-nm (1,853-km) mission radius. In June 1993, the acquisition of 5 KC-130R model airframes provided VMGR-152 with a significant increase in aircraft range and added to its effectiveness in refueling and transport operations.

The active force KC-130 units are flying the oldest aircraft in the Marine Corps inventory. As of 1996 the average age of the 37 KC-130Fs was 34 years and 14 KC-130Rs averaged 19 years. The Marine Corps was closely monitoring the U.S. Air Force C-130J program and planned to will address the replacement of the KC-130F/Rs as an aviation priority during POM-98. Of the three services, the Marine Corps are an important operator of the Hercules, obtaining its first examples during the late 1950s. Three basic versions have been purchased, beginning with the GV-1 (later redesignated the KC-130F) in the late 1950s and progressing via the KC-130R to the contemporary KC-130T. The J versions of the aircraft will replace some of the Corps' KC-130Fs, and will augment the KC-130R and KC-130T versions in service with three active and two reserve Marine aerial refueler/transport squadrons. First deliveries of the KC-130J began in 2000.

A Marine Corps KC-130/R crashed into a mountain near Shamsi, Pakistan, at 6:45 p.m. Pakistan time on January 9, 2002. All members of the crew consisting of Seven Marines were killed. The Marines belonged to Marine Aerial Refueler Transport Squadron-352 (VMGR-352), "Raiders". Elements of VMGR-352 were attached to Combined Task Force 58, in support of Operation Enduring Freedom. The flight originated in Jacobabad, Pakistan, and was on a multistop mission. At the immediate time of the accident, DoD officials did not know whether the aircraft had gone into Afghanistan though CENTCOM officials did say it was "unlikely" the crash was the result of any enemy action, and that the cause of the crash is already under investigation. The destination of the flight was the Forward Operating Base at Shamsi in southwestern Pakistan.
 

KC-130T

The KC-130T is US Marines Corps Reserves refueling tanker, similar to KC-130R, but with updated avionics, including the Bendix AN/APS-133 radar. The Marine Corps Reserve operates 24 KC-130Ts, but they do not perform the same type of missions as the Navy Reserve C-130T's.

Eight of the nine KC-130s modified for night-vision goggles are assigned to Marine Reserve squadrons. The aircraft modifications include cockpit display lights that are modified to avoid "blossoming out" the goggles with light. Four are assigned to a squadron in Newburgh, NY, and four to a squadron in Fort Worth. One modified older model is assigned to an active-duty squadron on the West Coast.

The KC-130T-30H is the tanker version of the stretched -130H, with a 15 foot (4.57-m) stretch implemented in two fuselage plugs. The troop capacity is increased from 92 to 128, the litter capacity increased from 74 to 97, and the paratroop capacity from 64 to 93, with 5 additional cargo pallets. There is no increase in fuel transfer amounts over the KC-130R, or in gross takeoff weight. Conversion during production was conducted on 2 C-130H aircraft, with delivery to US Marine Corps in October and November 1991.

The KC-130 Hercules, has been a valued work horse for the Marine Corps since the Corps accepted the first KC-130F in March 1960. The Marines have modernized the two reserve squadrons with the procurement of KC-130T aircraft. In December 1994 Lockheed Corporation, Lockheed Aeronautical Systems Company, Marietta, Georgia, was awarded a $20,022,944 face value increase to a firm-fixed-price contract for two C-130T aircraft for the Navy Reserve and two KC-130T aircraft for the Marine Corps Reserve. The contract was expected to be completed April 1995. The newest KC-130T was accepted into the Marine Corps Reserve inventory in October 1995.

As of 2001 a top priority Marine Corps priority was the KC-130T Avionics modernization and standardization initiative. The current Reserve aircraft configuration is not fully compliant with emerging Communication, Navigation, and Surveillance/Air Traffic Management or mandated Navigation/Safety requirements.

The J versions of the aircraft will replace some of the Corps' KC-130Fs, and will augment the KC-130R and KC-130T versions in service with three active and two reserve Marine aerial refueler/transport squadrons. First deliveries of the KC-130J began in 2000.
 

KC-130J – The Future of the Refueler / Transports

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 KC-130J is a Commercial Off-The-Shelf (COTS) aircraft currently in production. The new KC-130J, with its increase in speed and range, improved air-to-air refueling system, night systems, and survivability enhancements, will provide the MAGTF commander with a state-of-the-art, multimission, tactical aerial refueler/transport well into the 21st century.

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 new KC-130J, with its increase in speed, range, improved air-to-air refueling system, night systems, and survivability enhancements, will provide the MAGTF commander with a state-of-the art, multimission, tactical aerial refueler/transport well into the 21st century. The KC-130J aircraft is a medium sized transport and tanker with capability for intra-theater and inter-theater airlift and aerial refueling operations. It also retains the capability for worldwide delivery of combat troops, personnel, and cargo by airdrops or airland to austere, bare-base sites. The KC-130J is capable of day, night, and adverse weather operations.

The KC-130J has improvements of up to 50 percent in fuel offload capability over existing USMC KC-130s, on some missions. The KC-130J is capable of in-flight refueling of both fixed and rotary wing aircraft. The fuel system is a common cross-ship manifold that serves as a refueling system, a fuel supply crossfeed, a ground refueling system, and a fuel jettisoning system. The KC-130J has a 57,500 pound (8,455 U.S. gallons) fuel offload capacity using wing fuel and external tanks. The aircraft also has the capability to carry an additional 24,392 pounds (3,600 U.S. gallons) of fuel in a specially configured internal fuselage tank. The tanker's standard probe-and-drogue configuration is suited for refueling both helicopters and jet aircraft. Internal provisions for its own refueling probe provide the KC-130J with even greater flexibility if required in the future. Since the system operates more effectively without the fuselage tank, the cargo compartment can be used for cargo more often.

The heart of the new KC-130J is the Flight Refueling Ltd. (FRL) Mark32B-901E aerial refueling system. It features microprocessor-controlled, electrically driven hose reel units ensuring improved reliability, fuel flow, and receiver compatibility over previous KC-130 systems. The FRL system allows fuel delivery pressure and flow rates to be adjusted at the hose end to better suit various receivers, while ram air turbine-driven fuel boost pumps in each pod improve fuel off-load performance.

The KC-130J provides rapid logistic support to operating forces. It can be configured to provide transportation of personnel or cargo. Delivery of cargo may be accomplished by parachute, low level fly-by ground extraction, or landing. As a tactical transport, the KC-130J can carry 92 ground troops or 64 paratroopers and equipment. It can be configured as a medical evacuation platform capable of carrying 74-litter patients plus attendants. The KC-130J can land and takeoff on short runways and can be used on primitive landing strips in advanced base areas. The KC-130J is also capable of providing mission support in emergency evacuation of personnel and key equipment, advanced party reconnaissance, and special warfare operations.

The KC-130J major enhancements include advanced, two-pilot flight station with fully integrated digital avionics, MIL-STD 1553B data bus architecture, color multifunctional liquid crystal displays, and head-up displays. Additional enhancements include state-of-the-art navigation systems with dual embedded Global Positioning System, Inertial Navigation System, mission planning system, low power color radar, digital map display, and new digital autopilot.

With its Allison AE2100D3 engines and Dowty six-bladed composite propellers, the KC-130J has 30 percent greater thrust than previous models and enjoys a 20 knot increase in refueling speed. The combination of the C-130J's increased altitude and speed not only makes the KC-130J a more efficient tanker; it increases the efficiency of the refueling operation. The new propulsion system decreases the KC-130J's time to climb to altitude by 24 percent, and it allows tactical commanders greater flexibility through reduced runway length requirements

The KC-130J incorporates extensive Built-In Test (BIT) integrated diagnostics with an advisory, caution, and warning system. All KC-130J aircraft will come equipped with the Structural Health Monitoring (SHM) system. Currently, C-130 structural life tracking system is based upon a "forms tracking" method which uses mail-in reports to gather data. A specific g-load tracking system does not exist in current in-service C-130 aircraft which forces fleet operators to rely upon qualitative estimates to report g loads. This method of tracking service life experience tends to force structural engineers to adopt conservative estimates of remaining service life to assure the safety of fleet operators. SHM will allow a fully automated and accurate tracking of the structural condition of the KC-130J aircraft after each flight which will facilitate precise determination of service life and inspection requirements, thus decreasing life cycle costs.

Beginning in FY96, the USAF started procuring the C-130J as the replacement for the their older C-130E and C-130H. The US Marine Corps (USMC) initially received five KC-130Js through an ECP to the USAF contract. The USMC KC-130J is scheduled to replace the KC-130F model aircraft. When delivered in 2000, these Hercules replaced KC-130s that had served since 1960. The initial procurement of five KC-130Js replaced the oldest F models. These KC-130Js were assigned to Marine Aerial Refueler Transport Training Squadron (VMGRT)-253 at Marine Corps Air Station (MCAS) Cherry Point, North Carolina. By January 1999, thanks to Congressional support with plus-ups during the previous three years, the Marines were able to procure seven KC-130J aircraft to begin replacing the significantly less capable KC-130F Hercules refueling aircraft. Others questioned the KC-130J plus-ups, but for the Marine Corps those plus-ups were critical to the health of the KC-130 fleet. While the KC-130 has operated for nearly twice its planned service life, DoD topline constraints have precluded budgeting for additional required replacements.

President Clinton's Fiscal Year (FY) 2001 defense budget Procurement funded two Marine Corps KC-130J tankers. As of mid-2000 there were eight KC-130Js on order, and Congress had approved the procurement of two more in its FY '01 budget for the Marine Corps. The Department of Defense Appropriations Bill, FY 2001, as reported by the House Appropriations Committee, included $76 million for one additional KC-130J tanker aircraft, one aircraft more than the President’s request. Three aircraft were included in the National Defense Authorization Act for Fiscal Year 2001. Once placed on contract, these aircraft will bring the Marine Corps KC-130J order to 11 aircraft. At least 51 KC-130Js will be needed to replace the USMC's current fleet of aging KC-130F/Rs, a number of which have been in service since the early 1960s. Additional procurements in future years are planned, but no schedule has been established.

The KC-130J Developmental and Operational Tests were completed by Lockheed Martin Aeronautical Systems (LMAS). The Qualification Operational Test and Evaluation (QOT&E) was conducted at Naval Air Station (NAS) Patuxent River, Maryland, in late FY00 through late FY01. June 9, 2000, was a red-and-gold letter day the first KC-130J tanker for the U. S. Marine Corps was flown for the first time.

The KC-130J will support US Marine Corps 21st Century expeditionary operations. Joint Vision 2010 (JV 2010) delineates the need for increased strategic responsiveness and tactical mobility, particularly during near simultaneous Major Theater War (MTW) scenarios, Small Scale Contingencies (SSC), Military Operations Other Than War (MOOTW), as well as emerging operational scenarios. The Department of Defense (DOD) has increasing requirements for rapid deployments of MAGTF assets across a broad spectrum of operational areas and environments. The KC-130J will operate in and out of various intermediate and advance bases, and will be a critical piece in the MAGTF commanders ability to project power forward. Therefore, the entire spectrum of conflict, from peacekeeping to major theater war, must be considered and addressed within the Concept of Employment [COE]. The Concept of Employment serves as a reference document for operators, and stimulates dialogue on new tactics and support concepts required for the KC-130J. The COE provides operational commanders and Service Staffs increased understanding of the KC-130Js impact on joint/service doctrine, OPLANS, and force structure. The COE provides acquisition/requirements personnel with increased awareness of KC-130J performance and capability requirements. The COE uses various employment scenarios and tactical vignettes to highlight KC-130J employment concepts. The tactics and employment concepts used in these vignettes are for illustrative purposes only and are not to be inferred as the optimum or “approved” solutions to any given tactical situation. The employment concept of the 2015 Marine Expeditionary Brigade is used as the basis of analysis. The target audience includes DOD agencies, industry, Congress, the C-130 community and the Marine Corps. The KC-130J COE addresses all KC-130 missions. The COE includes mission planning, mission execution, and all aspects of support from doctrine, organization, training and education, support and facilities, to maintenance. The COE also addresses the operational issues surrounding the integration and employment of the KC-130J, but also non-operational tasks such as maintenance and logistics. The goal is to provide users and the supporting establishment with a comprehensive look at the capabilities and employment of this versatile platform. The KC-130J COE is consistent with existing transitional aircraft COE’s.

The new KC-130J aerial refueling system was not qualified because of flight safety and operational performance problems during testing. There were incidents of pull-offs where the refueling hose disengaged from the aircraft being refueled. This problem caused a one-year slip in testing from the original schedule. The new refueling system was replaced by the existing (legacy) system used on the KC-130T. Legacy pods will be installed in the near-term. However, the legacy pods will be upgraded and installed after developmental and operational testing is completed. The upgraded pods will contain a Rapid Ground Refueling port and reliability enhancements. They will be integrated into the aircraft mission computer, which will be produced and retrofitted onto existing KC-130J and incorporated into production aircraft starting in October 2004.

On Sept. 20, 2004, Marine Aerial Refueler Transport Squadron 352, accepted Miramar's first KC-130 J aircraft from the manufacturer, Lockheed Martin Aerospace. once the transition for active Marine units is completed to the new variant, Marine reservists will use the KC-130 T models.

Originally, the Air Force was going to train the Marine Corps on the new model, but the Marine Corps leaped ahead of them in training. Pilots, loadmasters and crew chiefs assigned to operated the aircraft will have to go to Marine Corps Air Station Cherry Point, North Carolina, for two to three months of classroom and simulator training. After the schooling, the aircrew will then need another three months of practice flying the J model before they are considered proficient.

LOCKHEED MARTIN RECEIVES $73 MILLION TO PROVIDE KC-130J SIMULATORS TO THE U.S. MARINE CORPS

ORLANDO, FL, April 7, 2004 -- Lockheed Martin (NYSE: LMT) has signed a contract valued at more than $73 million to provide three KC-130J Weapon Systems Trainers (WSTs) to the U.S. Marine Corps. The simulators will support training requirements for aircrews of the KC-130J, a medium-sized transport and tanker used for airlift and aerial refueling operations of both tactical aircraft and helicopters.


As prime contractor for the KC-130J training systems, Lockheed Martin Simulation, Training & Support in Orlando, FL has overall responsibility for program management, training equipment, provision of aircraft parts and spares and integration of training services. Design, manufacture, and integration of the KC-130J WSTs has been subcontracted to CAE.

“Our goal is to ensure that aircrews flying the KC-130J tanker are trained to take full advantage of the aircraft’s capabilities, helping to extend the operational reach of the Marine Corps,” said Steve Fleming, Lockheed Martin C-130 senior program manager.

The first KC-130J WST will be delivered in mid-2006 to Marine Corps Air Station (MCAS) Cherry Point, North Carolina. The second and third are scheduled for delivery to MCAS Miramar in California and MCAS Futenma in Okinawa, Japan in late 2006 and early 2008, respectively. The KC-130J WSTs will be customized for Marine Corps tanker training, including a refueling station at the augmented crew position in the cockpit.

Contact:
Warren Wright, (407) 306-4447; e-mail, warren.wright@lmco.com

KC-130F Serial Numbers

Click on the serial number to view a photo and the stories associated with these airplanes.

A Special Thank You to All For Contributing

  147572 - KC-130F - #3554

 147573 - KC-130F - #3555

 148246 - KC-130F - #3556

148247 - KC-130F - #3573

148248 - KC-130F - #3574

148249 - KC-130F - #3577

148318 - LC-130F - #3562

148319 - LC-130F - #3564

148320 - LC-130F - #3565

148321 - LC-130F - #3567

 148890 - KC-130F - #3592 

 148891 - KC-130F - #3605

  148892 - KC-130F - #3606 

 148893 - KC-130F - #3607

 148894 - KC-130F - #3608 

  148895 Crashed in 29 Palms

148895 - KC-130F - #3619 

Need Details on This Crash

 148896 - KC-130F - #3623  

148897 - KC-130F - #3627

148898 - KC-130F - #3631

148899 - KC-130F - #3632

149788 - KC-130F - #3640

149789 - KC-130F - #3644 

149791 - KC-130F - #3657

149792 - KC-130F - #3658

149795 - KC-130F - #3664

149796 - KC-130F - #3665

149798 - KC-130F - #3680

149799 - KC-130F - #3684 

149800 - KC-130F - #3685

149802 - KC-130F - #3693

149803 - KC-130F - #3694 

149804 - KC-130F - #3695 

149806 - KC-130F - #3703

149807 - KC-130F - #3704 

149808 - KC-130F - #3705

149809 - KC-130F - #3709

149810 - KC-130F - #3710 

149811 - KC-130F - #3711

149812 - KC-130F - #3718

149813 - KC-130F - #3719

149814 - KC-130F - #3723

149815 - KC-130F - #3725

149816 - KC-130F - #3726

150684 - KC-130F - #3727

150685 - KC-130F - #3728

150686 - KC-130F - #3733

150687 - KC-130F - #3734

150688 - KC-130F - #3740

150689 - KC-130F - #3741

150690 - KC-130F - #3742

KC-130R Model Serial Numbers

155917 - LC-130R - #4305 

160013 - KC-130R - #4615

 160014 - KC-130R - #4626  

 160015 - KC-130R - #4629 

 160016 - KC-130R - #4635 

160017 - KC-130R - #4677

160018 - KC-130R - #4683

160019 - KC-130R - #4689

160020 - KC-130R - #4696

160021 - KC-130R - #4702

160240 - KC-130R - #4712

160625 - KC-130R - #4768

160626 - KC-130R - #4770

160627 - KC-130R - #4773

160628 - KC-130R - #4776

KC-130T Model Serial Numbers

162308 - KC-130T - #4972

162309 - KC-130T - #4974 

162310 - KC-130T - #4978 

162311 - KC-130T - #4981 

162785 - KC-130T - #5009 

162786 - KC-130T - #5011 

163022 - KC-130T - #5040 

163023 - KC-130T - #5045 

163310 - KC-130T - #5085 

163311 - KC-130T - #5087 

163591 - KC-130T - #5143 

163592 - KC-130T - #5145

164105 - KC-130T - #5147 

164106 - KC-130T - #5149 

164180 - KC-130T - #5174 

164181 - KC-130T - #5176 

164441 - KC-130T - #5219 

164442 - KC-130T - #5222 

164597 - KC-130T - #5260

164598 - KC-130T - #5263 

  164763 - KC-130T - #5258 

164999 - KC-130T - #5302

165000 - KC-130T - #5303

165162 - KC-130T - #5339 

165163 - KC-130T - #5340 

165315 - KC-130T - #5385 

165316 - KC-130T - #5386 

165352 - KC-130T - #5411 

165353 - KC-130T - #5412 

KC-130J Model Serial Numbers

165735 - KC-130J - #5488

165736 - KC-130J - #5489

165737 - KC-130J - #5499

165738 - KC-130J - #5506

165739 - KC-130J - #5507

165809 - KC-130J - #5508

165810 - KC-130J - #5509

165957 - KC-130J - #5515

166380 - KC-130J - #5516

166381 - KC-130J - #5527

166382 - KC-130J - #5528

166472 - KC-130J - #5543

166473 - KC-130J - #5544

166511 - KC-130J - #5553

166512 - KC-130J - #5554

166513 - KC-130J - #5555

166514 - KC-130J - #5556

166762 - KC-130J - #5562

166763 - KC-130J - #5563

166764 - KC-130J - #5564

166765 - KC-130J - #5565

167108 - KC-130J - #5577

167109 - KC-130J - #5579

167110 - KC-130J - #5578

167111 - KC-130J - #5580

167923 - KC-130J - #????

167925 - KC-130J - #????

167926 - KC130J - #????

Navy 149805 - Did Marines Fly This Airplane?

Clcik Thumbnail for full size view

NY Group Marked by VMGR-234 During Cobra Gold

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LtCol Mitchell Bell Sends These NVG Photos

Pilot to Pilot

So... a C-130 was flying on a mission, when a cocky F-16 pilot flew up next to him.

The fighter jock told the C-130 pilot, "watch this!" and promptly went into a barrel roll followed by a steep climb! He rolled out... then finished with a sonic boom as he broke the sound barrier. The F-16 pilot asked the C-130 pilot what he thought of that.

The C-130 pilot said, "That was impressive, but watch this!" The C-130 droned along for about 5 minutes, and then the C-130 pilot came back on and said, "What did you think of that?"

Puzzled, the F-16! pilot asked, "What the hell did you do?"

The C-130 pilot chuckled, "I stood up, stretched my legs, went to the back, took a leak, then got a cup of coffee and a sweet roll... you may not want to try that though. Have nice day!

Story Submitted By: L. Collins

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Lockheed Martin - Marine Corps From the depths of the oceans to the heights of space - Lockheed Martin supports the Marine Corps in all environments on land and below, on, and above the seas. The needs of the Marine Corps are as diverse as the missions they fulfill and the environments in which they operate.  From power projection and armed conflict, to drug interdiction and homeland defense, to public safety and rescue -- Lockheed Martin has supported the Marines by applying our innovative solutions to meet their needs. From weapons systems, to training and simulation, to information technology, Lockheed Martin partners with the Marine Corps to make each Marine an elite fighting force. As the Marines are proud of their heritage, we are proud of our legacy of creating technologically superior products and systems.  But today, Lockheed Martin's focus is on solutions.  More than ever, the Marines need integrated solutions to help them make the whole greater than the sum of its parts, to make every resource complement the others to turn disparate bits of information into an actionable plan for leaders. This is the type of complex challenge where Lockheed Martin excels.  We look forward to extending our partnership with the Marine Corps as they protect freedom. At Lockheed Martin, we never forget who we're working for.

Ode to the Herk

Low Flight

Oh, I have slipped through swirling clouds of dust,
A few feet from the dirt,
I've flown the C-130 low enough
To make my bottom hurt,
I've flown in the snow, desert, hills and valleys,
Mountains too,
Frolicked in the trees,
Where only flying squirrels flew.
Chased the frightened cows along,
Disturbed the ram and ewe,
And done a hundred other things
That you'd not care to do.
I've smacked the tiny sparrow,
Bluebird, robin, all the rest,
I've ingested baby eagles,
Simply sucked them from their nest.
I've streaked through total darkness,
Just the other guys and me,
And spent the night in terror of
Things I could not see.
I turned my eyes to heaven,
As I sweated through the flight,
Put out my hand and touched,
The Fire Warning Light.

Author Unknown