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Just a few minor corrections
Both pilots, Flatley and Stoval got DFCs for this program. The C-130 was the largest and heaviest airplane to be "publically" landed on a carrier. The Navy didn't go public with everything it did. The program was to counter USAF and Whiz Kid complaints that a nuclear carrier could not be resupplied by air if necessary. This program proved they could be and if you check history you'll find all carriers henceforth were nuclear powered. Kennedy and America were the final oil burners desired by both the USAF and Macnammara's whiz kids because of cost. The C-2a while not as large became the carrier's supply airplane. The short landing roll was due to close coordination between the LSO and Stoval who operated the throttles. At the LSO's signal "cut" all props went into reverse pitch while the Herc was still in the air. Flatley steered and locked the Hytrol brakes.The landing was not a gentle USAF type. The C-1A referred to had a max range of about 800 miles, not 300. It was payload limited. The C-2A could carry two J-79 engines which was it's design spec. Max range about 1000 miles. The primary purpose of this effort was to prove the Navy could do what the USAF and Macnammaras educated idiots (IMHO) said could not be done. The fact that there were few pilots with Flatley and Stovals expertise around was lost on the doubters and the Nuclear carrier became the Navy Standard.They deserved more than a DFC, INMHO, but they did the Navy proud that day. PS, I know Macnammara is misspelled but I really don't care. Lorence wrote: On Sat, 5 Feb 2005 15:47:49 -0800, "W. D. Allen Sr." wrote: Does anyone know anything about the C-130 that made arrested landings and launches from a Navy aircraft carrier back in the 1960s? Taken from http://www.cgaux.com/C-130carrierlanding.htm __________________________________________________ ____________ Not only was it possible, it was done in moderately rough seas 500 miles out in the North Atlantic off the coast of Boston. In so doing, the airplane became the largest and heaviest aircraft to ever land on an aircraft carrier, a record that stands to this day. When Lt. James H. Flatley III was told about his new assignment, he thought somebody was pulling his leg. "Operate a C-130 off an aircraft carrier? Somebody's got to be kidding," he said. But they weren't kidding. In fact, the Chief of Naval Operations himself had ordered a feasibility study on operating the big propjet aboard the Norfolk-based U.S.S. Forrestal (CVA-59). The Navy was trying to find out whether they could use the Hercules as a "Super COD" - a "Carrier Onboard Delivery" aircraft. The airplane then used for such tasks was the Grumman C-1 Trader, a twin piston-engine bird with a limited payload capacity and 300-mile range. If an aircraft carrier is operating in mid-ocean, it has no "onboard delivery" system to fall back on and must come nearer land before taking aboard even urgently needed items. The Hercules was stable and reliable, with a long cruising range and capable of carrying large payloads. C-130 Hercules The aircraft, a KC-130F refueler transport (BuNo 149798), on loan from the U.S. Marines, was delivered on 8 October. Lockheed's only modifications to the original plane included installing a smaller nose-landing gear orifice, an improved anti-skid braking system, and removal of the underwing refueling pods. "The big worry was whether we could meet the maximum sink rate of nine feet per second," Flatley said. As it turned out, the Navy was amazed to find they were able to better this mark by a substantial margin. In addition to Flatley, the crew consisted of Lt.Cmdr. W.W. Stovall, copilot; ADR-1 E.F. Brennan, flight engineer; and Lockheed engineering flight test pilot Ted H. Limmer, Jr. The initial sea-born landings on 30 October 1963 were made into a 40-knot wind. Altogether, the crew successfully negotiated 29 touch-and-go landings, 21 unarrested full-stop landings, and 21 unassisted takeoffs at gross weights of 85,000 pounds up to 121,000 pounds. At 85,000 pounds, the KC-130F came to a complete stop within 267 feet, about twice the aircraft's wing span! The Navy was delighted to discover that even with a maximum payload, the plane used only 745 feet for takeoff and 460 feet for landing roll. The short landing roll resulted from close coordination between Flatley and Jerry Daugherty, the carrier's landing signal officer. Daugherty, later to become a captain and assigned to the Naval Air Systems Command, gave Flatley an engine "chop" while still three or four feet off the deck. C-130 Hercules Lockheed's Ted Limmer, who checked out fighter pilot Flatley in the C-130, stayed on for some of the initial touch-and-go and full-stop landings. "The last landing I participated in, we touched down about 150 feet from the end, stopped in 270 feet more and launched from that position, using what was left of the deck. We still had a couple hundred feet left when we lifted off. Admiral Brown was flabbergasted." The plane's wingspan cleared the Forrestal's flight deck "island" control tower by just under 15 feet as the plane roared down the deck on a specially painted line. Lockheed's chief engineer, Art E. Flock was aboard to observe the testing. "The sea was pretty big that day. I was up on the captain's bridge. I watched a man on the ship's bow as that bow must have gone up and down 30 feet." The speed of the shop was increased 10 knots to reduce yaw motion and to reduce wind direction. Thus, when the plane landed, it had a 40 to 50 knot wind on the nose. "That airplane stopped right opposite the captain's bridge," recalled Flock. "There was cheering and laughing. There on the side of the fuselage, a big sign had been painted on that said, "LOOK MA, NO HOOK." From the accumulated test data, the Navy concluded that with the C-130 Hercules, it would be possible to lift 25,000 pounds of cargo 2,500 miles and land it on a carrier. Even so, the idea was considered a bit too risky for the C-130 and the Navy elected to use a smaller COD aircraft. For his effort, the Navy awarded Flatley the Distinguished Flying Cross. Lorence |
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On Sat, 5 Feb 2005 15:47:49 -0800, "W. D. Allen Sr."
wrote: Does anyone know anything about the C-130 that made arrested landings and launches from a Navy aircraft carrier back in the 1960s? No, because no such event happened. The landings were NOT arrested (nor did they use catapults). This is probably the most common question here. 10 seconds of web searching on "C-130 carrier landing" turned up several dozen relevant pages. -- Andrew Toppan --- --- "I speak only for myself" "Haze Gray & Underway" - Naval History, DANFS, World Navies Today, Photo Features, Military FAQs, and more - http://www.hazegray.org/ |
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W. D. Allen Sr. wrote:
Does anyone know anything about the C-130 that made arrested landings and launches from a Navy aircraft carrier back in the 1960s? WDA end You can watch short video clips of the landing and launch of a C-130 on the USS Forestall at the Air & Space Smithsonian magazines web site. http://www.airandspacemagazine.com/a...e/QT/menu.html ALV |
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Hi WDA: You can get the pertinent facts from our C-130 Page @ http://www.scenery.org/c-130.htm - there's also an opportunity to purchase the book that chronicles the event, as well as other fascinating legends of the Herk. Good Luck Tom G, Sr. On Sat, 5 Feb 2005 15:47:49 -0800, "W. D. Allen Sr." wrote: Does anyone know anything about the C-130 that made arrested landings and launches from a Navy aircraft carrier back in the 1960s? WDA end _/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/ Name: T. & D. Gregor, Sr. E-Mail: Web-Site: http://www.scenery.org "The Scenery Hall of Fame" Subscribe to our Newsletter: _/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/_/ |
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ballensr- Does anyone know anything about the C-130 that made arrested
landings and launches from a Navy aircraft carrier back in the 1960s? BRBR I'm sure a bunch will repsond but they weren't 'arrested' landings but just max reverse pitch when landing, with lots of WOD. Done by Admiral, then LCDR(?) Flatley. I was in VF-33 when he was CAG.. P. C. Chisholm CDR, USN(ret.) Old Phart Phormer Phantom, Turkey, Viper, Scooter and Combat Buckeye Phlyer |
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Gord Beaman wrote:
isme (NimBill) wrote: snip Getting jerked out of the air by a medium length cable is scary enough. I understand that that's not very stressful at all...I saw it demo'd once, didn't look very vigorous, I believe they use nylon rope which is quite 'stretchy' and delivers a smooth acceleration to the 'victim' Smooth, unless the rope snapped, as it did in some of the early trials (killed at least one SEAL that way, IIRC). The Air Force finally decided Skyhook wasn't all that useful and removed the pickup gear from its spec ops Hercs a few years back. I think the sense is that with helicopter IFR, you can simply tank a helo to pretty much anywhere and do the pickup in a more conventional fashion. -- Tom Schoene Replace "invalid" with "net" to e-mail "Our country, right or wrong. When right, to be kept right, when wrong to be put right." - Senator Carl Schurz, 1872 |
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"W. D. Allen Sr." wrote:
Does anyone know anything about the C-130 that made arrested landings and launches from a Navy aircraft carrier back in the 1960s? WDA end What would happen if the C130 just flew in low to the deck and the cargo was ejected out the back? Could most airdropped stuff take a 10 foot freefall? How about 20 feet? How about the carrier deck? Probably no dents right? I can imagine it "depends" on what is being delivered. How about a scenario like this? C130 has a very heavy cargo load and minimal fuel. As soon as it takes off, it does an aerial refueling and flies to the carrier. I don't know the numbers but I imagine takeoff weight is lower than max airborne? Jay |
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