The US Navy once conducted tests to determine the feasibility of using the C-130 at sea.

SUMMARY
– Lockheed’s C-130 Hercules landed on an aircraft carrier in 1963, setting a record as the largest and heaviest aircraft to do so.
– The aircraft conducted 29 touch-and-go and 21 full-stop landings with varying payloads.
– Despite proving its capability to land on an aircraft carrier, the Navy opted for a smaller COD aircraft over the C-130.

The Lockheed C-130 Hercules first took to the skies nearly seven decades ago and soon became one of the most important military aircraft of all time. Originally designed as a troop medevac and cargo transport aircraft, it has been used for various other missions because of its versatility. As Lockheed Martin says, “The Hercules has been everywhere and done just about anything.”

The aircraft has been operated by over 70 countries worldwide, completing missions in both poles and hot spots like Vietnam and Afghanistan, as well as performing several relief operations in other testing environments. While it has set numerous records since its first flight in 1954, one of the most notable came in October 1963, when the US Navy successfully landed it on an aircraft carrier.

Record-setting experiment
The idea of a C-130 Hercules touching down on the deck of an aircraft carrier seemed far-fetched. Yet, this experiment became a reality in the tumultuous waters of the North Atlantic, 500 mi (805 km) off the coast of Boston. The C-130 touched down and set a record as the largest and heaviest aircraft ever to land on an aircraft carrier, a feat that still stands.

Lieutenant James H. Flatley III, upon receiving his assignment for this extraordinary task, was taken aback. Even so, the Chief of Naval Operations had ordered a feasibility study on using the C-130 Hercules as a “Super COD” (Carrier Onboard Delivery) aircraft. The C-130 was to land on the USS Forrestal (CVA-59), the US Navy’s first “supercarrier.” At an overall length of 1,067 ft (325 m), Forrestal was commissioned into service about eight years before the famous C-130 landing.

Potential COD replacement
At the time, the Grumman C-1 Trader, a twin-engine piston aircraft with limited payload capacity and range, filled this role. However, it fell short in terms of payload capacity and range, particularly when an aircraft carrier operated far from land. The C-130, with its stability, reliability, extended range, and substantial payload capacity, appeared to be a viable alternative.

A KC-130F refueler transport aircraft (BuNo 149798), loaned from the US Marines, underwent minor modifications by Lockheed to prepare for the test. These modifications included installing a smaller nose-landing gear orifice, an improved anti-skid braking system, and removing underwing refueling pods.

According to AviationGeekClub, the main concern was whether the aircraft could meet the maximum sink rate of nine feet per second, and ultimately, it exceeded this requirement by a significant margin. The KC-130F was delivered on October 8.

29 touch-and-go and 21 full-stop landings
Flatley led the crew, which included Lieutenant Commander W.W. Stovall as copilot, ADR-1 E.F. Brennan as the flight engineer, and Lockheed engineering flight test pilot Ted H. Limmer Jr. The initial landings took place in a formidable 40-knot wind. The crew achieved 29 touch-and-go landings, 21 unarrested full-stop landings, and 21 unassisted takeoffs, all while varying the aircraft’s gross weight between 85,000 lb (38,555 kg) and 121,000 lb (54,884 kg).

Remarkably, even at the lower end of this weight range, the KC-130F came to a complete stop within 267 ft, roughly twice the aircraft’s wingspan. When fully loaded, it required a mere 745 ft (227 m) for takeoff and 460 ft (140 m) for landing roll, thanks to the precise coordination between Flatley and Jerry Daugherty, the carrier’s landing signal officer.

Art E. Flock, Lockheed’s chief engineer, was present to observe the testing and vividly recalled the rough seas that day. He watched as the carrier’s bow surged up and down by approximately 30 feet, accentuating the challenge of landing. The ship increased its speed by 10 knots to reduce yaw motion and wind direction, ensuring the aircraft faced a 40 to 50-knot headwind during landing.

As the C-130 touched down and came to a halt right opposite the captain’s bridge for the first time, cheers and laughter erupted among the crew. A sign painted on the fuselage declared, “LOOK MA, NO HOOK.” Ted Limmer, who had stayed for some of the first touch-and-go and full-stop landings, recalled the events, saying,

“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.”

Conclusion and aftermath of the tests
From the extensive test data gathered during these trials, the Navy concluded that the C-130 Hercules could transport 25,000 pounds of cargo over a distance of 2,172 NM (4,023 km) and successfully land it on an aircraft carrier. Nevertheless, despite its demonstrated capability, the Navy ultimately opted for a smaller COD aircraft as the idea was deemed too risky for the C-130.

Lieutenant Flatley III, later Rear Admiral, was awarded the Distinguished Flying Cross for his efforts in the tests. According to the South Carolina Aviation Association, Flately also received the Air Medal and many other US and foreign awards. He retired in July 1987 and was named to the US Naval Aviation Carrier Hall of Fame in 1999.

The aircraft used for the tests (BuNo 149798) was retired to the National Naval Aviation Museum in Florida in May 2003. Lockheed Martin has updated the design of the C-130 several times since 1954. The aircraft has been produced in more than 70 variants, with some models being used for commercial transport. A ski-equipped US Air Force variant has even been used for missions in the Arctic and Antarctica.