The Lockheed C-130J entered service with the Royal Australian Air Force in 1999, replacing the ageing C-30E fleet that had served since 1966. Operated by No. 37 Squadron at RAAF Richmond, the C-130J is the most comprehensive update of the Hercules aircraft with a new two-crew flight compartment and turbo-prop engines that drive six-blade propellers.

The ‘J’ is highly automated and contains state-of-the-art avionics technology. The flightdeck features two head-up displays (HUDs), four large multi-function displays, five monochrome displays and fighter-style controls on the control columns. This glass cockpit technology also includes an automatic flight control system, autothrottle, head down display, traffic collision avoidance system, ground collision avoidance system and a stick pusher to prevent inadvertent aircraft stall. Integrated navigation equipment provides the pilots with an automatic navigation solution from the inertial navigation system and global positioning system as well as regular ground-based navigation aids.

All automation has multiple levels of redundancy for the tactical environment. The aircraft is night vision goggle compatible and is fitted for, but not with, electronic counter-measure equipment.

This increase in automated control has allowed the minimum crew to be reduced from five in the C-130H to just three (two pilots and a loadmaster) in the J, removing the requirement for a Flight Engineer and Navigator.

The C-130J is a tactical and multi-role transport aircraft providing strategic air support to the Australian Defence Force (ADF) throughout the world, search and survivor assistance, aero-medical evacuation and aid to Australian and neighbouring civil communities.

The J can seat 120 passengers, or 92 ground troops, or 64 paratroopers, or 74 stretcher patients and two medical attendants. It can also carry two extra cargo pallets – an increase of nearly 30% in cargo carrying capability. Compared to the earlier C-130E and H models, the ‘stretched’ C-130J can also carry two extra cargo pallets, allowing an increase of nearly 30% in cargo carrying capability. Chains and tie-downs for cargo, and passenger seating platforms, are stowed in the cargo compartment to allow last minute changes to tasking and loads.

TECHNICAL DATA

Manufacturer: Lockheed Martin

Role: Medium tactical and multi-role transport

Engine: Four Allison AE2100D3 turboprops - each 4,590 Shaft horsepower, driving six blade variable pitch propellers

Airframe Length: 34.37m

Height: 10.1m

Wingspan: 40.4m

Weight: 79,380kg

Maximum Payload: 19,500kg

Range: 5,100km with 18,155kg payload

Ceiling: 35,000 feet

Accommodation Seats: 128 troops, or 74 paratroops, or 74 stretchers and two medical crew attendants.

Can carry two extra cargo pallets (30% more) compared to the C-130H

Speed 625km/h (normal operations)

Crew: Two pilots and loadmaster

Force Size: 12 C-130J Hercules

Dels has completed his RAAF C-130J!! Available now at CombatAce!

SF C-130J Link:

There is no proper C-130 cockpit in SF at present, you may wish to copy over the cockpit folder from the P-3C.

The Australian Department of Defence announced on 16 April that they have selected A330 Multi-Role Tanker Transport (MRTT) as the preferred tenderer for the Royal Australian Air Force (RAAF) replacement tanker aircraft.

This selection provides the RAAF with the state-of-the-art 900 series refuelling system that meets the current and future air refuelling needs of the Royal Australian Air Force. The A330 MRTT will be fitted with Flight Refuelling's patented variable drag drogue that allows different receiver platforms to be refuelled at different speeds in a single mission.

The RAAF A330 MRTT will enter service in 2007 and the program will benefit greatly from the 900 series refuelling system already flying on the A310 MRTT and scheduled to enter service with the German Air Force later this year.

In terms of fuel offload capacity, the A330-200 is larger than the KC-135R and KC-767-200, but smaller than the KC-10/MD-11 derivatives and the now very affordable used 747-400. The RAAF's new A330-200 will be a respectable medium sized tanker aircraft.

We do not have an A330 MRTT in SF – we do have an A310 MRTT though! It’s smaller but will do the job as SF doesn’t actually support proper AAR at this time. Nor do we have a proper airliner cockpit.

To get the A310 MRTT:

Go to www.AVSIM.com (you will need to register)

Go to the File Library

Go to the Strike Fighters: Project 1 – Mods, Utilities and Patches section

Do a search for MRTT – this will bring up the A310.

Thanks to Florian Schneider (Amakfloo) for the MRTT!

Link to my texture:

A-20 Boeing 707-338 Tanker

The acquisition of the Boeing 707 as a strategic transport and aerial refueller in the RAAF had long been discussed. The first two aircraft were obtained in 1979 to supplement the Hercules as long-range transports, with the intention to obtain more and acquire a tanker capability.

The 707 family of airliners had begun as the Boeing model 367-80, built as a private venture to demonstrate the potential for jet commercial and military developments. The prototype flew on 15 July 1954, and a developed version, the Boeing 717 or KC-135, was ordered in large numbers as a US Air Force tanker.

The basic civil production version was the Boeing 707-120, which developed into the enlarged long-range 707-320 Intercontinental, which first flew on 31 January 1962. Qantas ordered this airliner as the 707-338C, and received the first of 22, VH-EBN, in February 1965. The 707 was replaced at Qantas by the 747 in the 1970s.

The first two RAAF Boeing 707s were ex-Qantas 707-338C models, VH-EAD and VH-EAG. These were received by the RAAF on 30 March 1979 as A20-624 and A20-627, and were initially operated by No 37 Squadron with C-130E Hercules at RAAF Richmond. On 2 February 1981, No 33 Flight took over 707 duties from No 37 Squadron, and in turn the unit became No 33 Squadron on 20 June 1983.

A further two ex-Qantas 707-338Cs were obtained in 1983, but by a more indirect route. VH-EAC, after a short stint in the UK as G-BDKE, later served in Canada as C-GRYN, and was delivered on 17 June 1983 as A20-623. Similarly, VH-EAI served in the UK as G-BDLM and Canada as C-GGAB. This aircraft was delivered on 17 June 1983 as A20-629.

These four aircraft served with No 33 Squadron in VIP and regular military transport roles. Tankers were seen as essential by the RAAF to support the planned Hornet force, and a request for tender for the conversion of these aircraft was issued in October 1987. Israel Aircraft Industries (IAI) won this $15 million contract for the tanker/transport conversion. The modification involved the installation of underwing pods for hose and drogue equipment.

On 17 December 1987, the RAAF ordered two refurbished Boeing 707s from the Boeing Military Airplane Co. These two, from the airline Saudia, were 707-368C models. HZ-ACG became N1987B, and HZ-ACI became N7486B, and both had been withdrawn from use in March 1986 and stored in Italy. They were delivered to the RAAF on 11 March 1988, as A20-103 and A20-261. Additionally, a third Saudia aircraft was obtained as a source of spares. HZ-ACC became N1486B and arrived at Richmond on 16 March 1988. This aircraft was not flown by No 33 Squadron, nor has it worn the serial A20-809, but has purely been 'cannibalised' for spare components.

IAI, with its Australian partner, Hawker de Havilland, converted the original four aircraft to tanker/transport configuration. The first, A20-629, was formally handed over to the RAAF at Tullamarine on 12 February 1990. Only the four 338C aircraft were converted in this program, the ex-Saudia aircraft were to be retained as transports. Tragically, A20-103 was lost with its crew of five off the Gippsland coast on 29 October 1991. A20-261 now remains the sole 707 transport in the No 33 Squadron fleet, serving with the four ex-Qantas tanker/transports.

A further ex-Qantas 707-338C has seen military service. VH-EAF was purchased from Korean Air for the US Air Force/US Army E-8 J-STARS program. The E-8s, rebuilds from old 707 airframes, provide airborne commanders with a real-time display of ground wars, and the two prototypes performed well in the 1991 Gulf War.

In 1991 the last of 1011 707 airframes was completed. This total included 878 commercial versions (of which seven saw RAAF service) and 133 military variants, including the C-137 transport, E-3 AWACS and E-6 TACAMO.

TECHNICAL DATA

DESCRIPTION: Long-range jet tanker/transport with a crew of four.

POWER PLANT: Four 8165 kg (18 000 lb) thrust Pratt & Whitney JT3D-3 turbofans.

DIMENSIONS: Wingspan 44.42 m (145 ft 8 in); length 46.61 m (152 ft 11 in); height 12.93 m (42 ft 5 in).

WEIGHTS: Empty 66 406 kg (146 400 lb); Max 151 315 kg (333 600 lb)

PERFORMANCE: Max cruising speed 965 km/h (521 kt); max rate of climb 1129 m (4000 ft)/min; service ceiling 39,000 ft (11,885 m); range with max payload 6920 km (3736 nm).

Link to SF B707 Tanker:

http://forum.combatace.com/index.php?automodule=downloads&showfile=3084#

Standard Hi-viz scheme

Current low-viz scheme

QANTAS airliner! Yes, the boom has been "digitally removed"!

There is also no PC-9 in SF at present – we hope to have one soon. We do have the Super Tucano, that can be re-painted as an RAAF PC-9 if there is some interest. Email me if you wish me to do this.