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항공모함에서 이착함하는 U 2와 KC 130F

Summary: 항공모함에서 이착함하는 U 2와 KC 130F미공군과 해병대와 해군및 육군은 항공모함을 120 활용하기 위해 별에 별 실험들을 다 했습니다 1963년에 미해병대의 KC 130F 수송기를 항공모함 포레스탈에서 이착함시키는 시험을 했습니다 또한 1969년에는 항모 아메리카에서 고고도정찰기 U 2R기가 이착함하는 실험을 통하여 항속거리를 연장하는 방법을 실험하였으며 육군도 나사와 공동으로 개발하던 NASA Army QSRA Quiet STOL 연구기를 항모 키티호크에서 이착함 하는 실험을 하였습니다 1 U 2 Aircraft Carrier Operations Some time ago someone sent me a photo of a U 2 landing on a USN aircraft carrier Do you have any such pictures available on your site Norm Banta When you first brought up this subject I must admit that all of our staff members were a bit skeptical that a U 2 reconnaissance aircraft could actually operate from an aircraft carrier However a little bit of research turned up a surprisingly large amount of information on attempts to operate the U 2 from Navy carrier decks The idea started in the late 1950s when the Central Intelligence Agency CIA was looking for a way to overcome the range limitations of the U 2 Possessing a useful range of about 3 000 miles 4 800 km the U 2 simply could not reach every location of interest to the CIA given the locations of U 2 bases As a result the CIA began a cooperative effort with the US Navy known as Project Whale Tale The purpose of this project was to adapt the U 2 for use aboard aircraft carriers Testing commenced in August of 1963 when in the dark of night a crane lifted a U 2C onto the deck of the USS Kitty Hawk at San Diego California The vessel streamed off the coast on the morning of 5 August where Lockheed test pilot Bob Schumacher began flight test operations View of a U 2R aboard the USS America in 1969 Given the U 2 s large wingspan and slow liftoff speed takeoff was accomplished relatively easily Even fully loaded the U 2 managed to takeoff in only 321 ft 98 m without use of the ship s catapults Schumacher also successfully completed several landing approaches proving that the U 2 s slow approach speed and high excess power provided plenty of margin for error in case of a waveoff Unfortunately actually landing proved more difficult when one wingtip struck the deck and the aircraft just barely managed to become airborne again before falling over the side Since this initial testing looked promising Lockheed and the Navy modified three U 2A airframes with stronger landing gear an arresting hook and wing spoilers to decrease the lift during landing These new aircraft became known as the U 2G Schumacher and several CIA pilots also became carrier qualified by flying the T 2 Buckeye trainer and making practice landings aboard the USS Lexington All was ready on 2 March 1964 when Schumacher made the first landing of a U 2G aboard the USS Ranger off the California coast Although a series of touch and go approaches had gone well the first landing was slightly less than successful when the arrestor hook engaged and forced the nose of the plane to dig into the deck Despite breaking off the pitot tube quick repairs allowed the aircraft to takeoff again Successful takeoffs and landings continued a few days later and the Navy considered five CIA pilots to be qualified to operate the U 2 aboard ship U 2R with arrestor hook deployed landing aboard the USS America The first and probably only operational mission of the U 2G occurred in May 1964 when a plane operating off the USS Ranger monitored French nuclear tests at the Mururoa atoll Otherwise the capability to operate U 2s at sea did not appear to be in great demand However CIA pilots continued to be trained for carrier operations over the next few years In addition the program continued when the much larger U 2R was introduced in 1967 Even being some 40 bigger than the U 2A or U 2G and with twice the range as well as four times the payload the CIA and Navy still saw advantages to operating the aircraft from a carrier Modifications included adding an arrestor hook and a wing folding mechanism to fold the outer six feet of each wing for improved handling aboard ship U 2R aboard the USS America Sea trials took place from 21 to 23 November 1969 aboard USS America off the Virginia coast The tests were conducted by Lockheed test pilot Bill Park plus four CIA pilots After undergoing abbreviated carrier training the pilots began a series of takeoffs and landings that proved completely successful The aircraft was even transported down the ship s elevator to the hangar deck with no significant difficulties Even after all this effort however the U 2R is not believed to ever have operated from a carrier again U 2R making a test landing approach While Lockheed and the Navy continued evaluating naval derivatives of the U 2 for several years no such aircraft ever entered service From 1973 1974 two U 2R airframes were modified with a forward looking radar and infrared detection system for use in the ocean surveillance role These U 2EPX aircraft were to downlink radar data to surface ships to be melded with information from other land and space based sensors However the project was deemed too expensive and unnecessary given the evolution of satellites Yet another proposal was a two seat U 2 variant armed with the Condor anti ship missile an idea that quickly died following the cancellation of Condor answer by Jeff Scott 28 October 2001 2 C 130 Aircraft Carrier Operations There are rumors that a C 130 landed on an aircraft carrier Pretty hard to believe Is this true If it is then I need proof I need to see it to believe it These Marines in my shop think it did and me being Navy I don t believe it I need pictures Thanks alot if you can help me Hiram Gonzalez While a healthy skepticism of Marines is always a wise precaution your fellow shop workers are indeed correct this time Not only did the C 130 land on and take off from an aircraft carrier but what is even more amazing is that the plane did so unassisted without using arresting gear to reduce the landing roll or becoming airborne with the aid of the ship s catapult The astounding feats occurrred from the deck of the USS Forrestal in October 1963 using a Marine Corps KC 130F The motivation for these tests ordered by the Chief of Naval Operations was to determine the feasibility of using the existing C 130 aircraft as a long range carrier onboard delivery COD transport At the time the Navy was using the C 1 Trader for COD duties but the plane was limited to a rather small payload and a 300 mile 480 km range When operating far out at sea carriers were unable to receive desperately needed supplies without steaming closer in to shore It was hoped that the larger long range C 130 would be able to address that deficiency KC 130F on the deck of the USS Forrestal And so it was on 8 October that the Navy received the KC 130F refueling tanker BuNo 149798 on loan from the USMC Prior to the tests Lockheed had modified the plane by installing an anti skid braking system removing the underwing refueling pods and adding a smaller nose gear orifice The aircraft carried a crew of four LT James Flatley as pilot LCDR W Smokey Stovall as copilot ADR1 Ed Brennan as flight engineer and Lockheed test pilot Ted Limmer Another crewman participating in the tests was Al Sieve who s involvement went unrecognized until he recieved a medal in July 2004 Sieve was a chief petty officer who served as crew chief to insure that cargo was properly loaded for safe operations from the carrier deck Some sources also indicate that Sieve was a flight engineer who replaced Ed Brennan on certain test flights Initial flight testing began on 30 October when the C 130 made its first landing on the Forrestal into a 40 knot wind Helping to guide the C 130 along the deck was a special dashed centerline visible in the above image Even with this line however the aircraft s wingtip cleared the carrier s island control tower by less than 15 ft 4 6 m Several views of the C 130 operating at sea Adding to the challenge of operating the large aircraft from a carrier deck was a relatively heavy sea state In the words of Lockheed s chief engineer Art Flock who was aboard to observe the tests 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 To ease the operations the ship increased speed to provide more wind speed over the deck and reduce the unsteady rocking and heaving motions 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 Views of the KC 130 operating from the Forrestal Perhaps one of the most amazing accomplishments of the plane was described by Lockheed pilot Ted Limmer who had qualified test pilot LT Flatley to fly the C 130 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 LT Flatley was eventually awarded the Distinguished Flying Cross by the Navy for his participation in the test program Stovall Brennan and Sieve each received Air Medals KC 130 taking off from the Forrestal All told the flight tests included 29 touch and go landings 21 unarrested full stop landings and 21 unassisted takeoffs at gross weights ranging from 85 000 lb 38 555 kg to 121 000 lb 54 885 kg At the lower weight the aircraft managed to come to a complete stop in only 267 ft 81 m which is little more than double the plane s wingspan Even at maximum weight the C 130 required only 745 ft 227 m for takeoff and 460 ft 140 m for landing Landings were made shorter by reversing the propellers while the aircraft was still a few feet above the flight deck Videos documenting the landing and takeoff attempts are availab 항공모함에서 이착함하는 U 2와 KC 130F미공군과 해병대와 해군및 육군은 항공모함을 120 활용하기 위해 별에 별 실험들을 다 했습니다 1963년에 미해병대의 KC 130F 수송기를 항공모함 포레스탈에서 이착함시키는 시험을 했습니다 또한 1969년에는 항모 아메리카에서 고고도정찰기 U 2R기가 이착함하는 실험을 통하여 항속거리를 연장하는 방법을 실험하였으며 육군도 나사와 공동으로 개발하던 NASA Army QSRA Quiet STOL 연구기를 항모 키티호크에서 이착함 하는 실험을 하였습니다 1 U 2 Aircraft Carrier Operations Some time ago someone sent me a photo of a U 2 landing on a USN aircraft carrier Do you have any such pictures available on your site Norm Banta When you first brought up this subject I must admit that all of our staff members were a bit skeptical that a U 2 reconnaissance aircraft could actually operate from an aircraft carrier However a little bit of research turned up a surprisingly large amount of information on attempts to operate the U 2 from Navy carrier decks The idea started in the late 1950s when the Central Intelligence Agency CIA was looking for a way to overcome the range limitations of the U 2 Possessing a useful range of about 3 000 miles 4 800 km the U 2 simply could not reach every location of interest to the CIA given the locations of U 2 bases As a result the CIA began a cooperative effort with the US Navy known as Project Whale Tale The purpose of this project was to adapt the U 2 for use aboard aircraft carriers Testing commenced in August of 1963 when in the dark of night a crane lifted a U 2C onto the deck of the USS Kitty Hawk at San Diego California The vessel streamed off the coast on the morning of 5 August where Lockheed test pilot Bob Schumacher began flight test operations View of a U 2R aboard the USS America in 1969 Given the U 2 s large wingspan and slow liftoff speed takeoff was accomplished relatively easily Even fully loaded the U 2 managed to takeoff in only 321 ft 98 m without use of the ship s catapults Schumacher also successfully completed several landing approaches proving that the U 2 s slow approach speed and high excess power provided plenty of margin for error in case of a waveoff Unfortunately actually landing proved more difficult when one wingtip struck the deck and the aircraft just barely managed to become airborne again before falling over the side Since this initial testing looked promising Lockheed and the Navy modified three U 2A airframes with stronger landing gear an arresting hook and wing spoilers to decrease the lift during landing These new aircraft became known as the U 2G Schumacher and several CIA pilots also became carrier qualified by flying the T 2 Buckeye trainer and making practice landings aboard the USS Lexington All was ready on 2 March 1964 when Schumacher made the first landing of a U 2G aboard the USS Ranger off the California coast Although a series of touch and go approaches had gone well the first landing was slightly less than successful when the arrestor hook engaged and forced the nose of the plane to dig into the deck Despite breaking off the pitot tube quick repairs allowed the aircraft to takeoff again Successful takeoffs and landings continued a few days later and the Navy considered five CIA pilots to be qualified to operate the U 2 aboard ship U 2R with arrestor hook deployed landing aboard the USS America The first and probably only operational mission of the U 2G occurred in May 1964 when a plane operating off the USS Ranger monitored French nuclear tests at the Mururoa atoll Otherwise the capability to operate U 2s at sea did not appear to be in great demand However CIA pilots continued to be trained for carrier operations over the next few years In addition the program continued when the much larger U 2R was introduced in 1967 Even being some 40 bigger than the U 2A or U 2G and with twice the range as well as four times the payload the CIA and Navy still saw advantages to operating the aircraft from a carrier Modifications included adding an arrestor hook and a wing folding mechanism to fold the outer six feet of each wing for improved handling aboard ship U 2R aboard the USS America Sea trials took place from 21 to 23 November 1969 aboard USS America off the Virginia coast The tests were conducted by Lockheed test pilot Bill Park plus four CIA pilots After undergoing abbreviated carrier training the pilots began a series of takeoffs and landings that proved completely successful The aircraft was even transported down the ship s elevator to the hangar deck with no significant difficulties Even after all this effort however the U 2R is not believed to ever have operated from a carrier again U 2R making a test landing approach While Lockheed and the Navy continued evaluating naval derivatives of the U 2 for several years no such aircraft ever entered service From 1973 1974 two U 2R airframes were modified with a forward looking radar and infrared detection system for use in the ocean surveillance role These U 2EPX aircraft were to downlink radar data to surface ships to be melded with information from other land and space based sensors However the project was deemed too expensive and unnecessary given the evolution of satellites Yet another proposal was a two seat U 2 variant armed with the Condor anti ship missile an idea that quickly died following the cancellation of Condor answer by Jeff Scott 28 October 2001 2 C 130 Aircraft Carrier Operations There are rumors that a C 130 landed on an aircraft carrier Pretty hard to believe Is this true If it is then I need proof I need to see it to believe it These Marines in my shop think it did and me being Navy I don t believe it I need pictures Thanks alot if you can help me Hiram Gonzalez While a healthy skepticism of Marines is always a wise precaution your fellow shop workers are indeed correct this time Not only did the C 130 land on and take off from an aircraft carrier but what is even more amazing is that the plane did so unassisted without using arresting gear to reduce the landing roll or becoming airborne with the aid of the ship s catapult The astounding feats occurrred from the deck of the USS Forrestal in October 1963 using a Marine Corps KC 130F The motivation for these tests ordered by the Chief of Naval Operations was to determine the feasibility of using the existing C 130 aircraft as a long range carrier onboard delivery COD transport At the time the Navy was using the C 1 Trader for COD duties but the plane was limited to a rather small payload and a 300 mile 480 km range When operating far out at sea carriers were unable to receive desperately needed supplies without steaming closer in to shore It was hoped that the larger long range C 130 would be able to address that deficiency KC 130F on the deck of the USS Forrestal And so it was on 8 October that the Navy received the KC 130F refueling tanker BuNo 149798 on loan from the USMC Prior to the tests Lockheed had modified the plane by installing an anti skid braking system removing the underwing refueling pods and adding a smaller nose gear orifice The aircraft carried a crew of four LT James Flatley as pilot LCDR W Smokey Stovall as copilot ADR1 Ed Brennan as flight engineer and Lockheed test pilot Ted Limmer Another crewman participating in the tests was Al Sieve who s involvement went unrecognized until he recieved a medal in July 2004 Sieve was a chief petty officer who served as crew chief to insure that cargo was properly loaded for safe operations from the carrier deck Some sources also indicate that Sieve was a flight engineer who replaced Ed Brennan on certain test flights Initial flight testing began on 30 October when the C 130 made its first landing on the Forrestal into a 40 knot wind Helping to guide the C 130 along the deck was a special dashed centerline visible in the above image Even with this line however the aircraft s wingtip cleared the carrier s island control tower by less than 15 ft 4 6 m Several views of the C 130 operating at sea Adding to the challenge of operating the large aircraft from a carrier deck was a relatively heavy sea state In the words of Lockheed s chief engineer Art Flock who was aboard to observe the tests 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 To ease the operations the ship increased speed to provide more wind speed over the deck and reduce the unsteady rocking and heaving motions 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 Views of the KC 130 operating from the Forrestal Perhaps one of the most amazing accomplishments of the plane was described by Lockheed pilot Ted Limmer who had qualified test pilot LT Flatley to fly the C 130 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 LT Flatley was eventually awarded the Distinguished Flying Cross by the Navy for his participation in the test program Stovall Brennan and Sieve each received Air Medals KC 130 taking off from the Forrestal All told the flight tests included 29 touch and go landings 21 unarrested full stop landings and 21 unassisted takeoffs at gross weights ranging from 85 000 lb 38 555 kg to 121 000 lb 54 885 kg At the lower weight the aircraft managed to come to a complete stop in only 267 ft 81 m which is little more than double the plane s wingspan Even at maximum weight the C 130 required only 745 ft 227 m for takeoff and 460 ft 140 m for landing Landings were made shorter by reversing the propellers while the aircraft was still a few feet above the flight deck Videos documenting the landing and takeoff attempts are availab

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