As a result, the RNLAF deemed that certain Cabin Safety Improvements were necessary in order to meet a subset of these JAA Occupant Safety regulations.
C130 cockpit upgrade#
Prior to the CSIMP upgrade the aircraft had been found non-compliant with some of the civil Occupant Safety regulations. A traffic Collision Alert System (TCAS) and an Enhanced Ground Proximity Warning System (EGPWS) were also installed as part of the upgrade, and the cockpits were made night vision capable. The system is based on CMC Electronics’ Flight Management System (FMS) integrated with an Inertia Reference System (IRS), VHF Omni-range Radio (VOR), Distance Measuring Equipment (DME), Automatic Direction Finder (ADF) and Global Positioning System (GPS). The installation of a Communications, Navigation and Surveillance system for Air Traffic Management (CNS/ATM) was also required to enable the RNLAF’s aircraft to fly through civil airspace. The new digital displays ease pilot workload, which increased situational awareness, making the aircraft safer to fly.
As part of CUP, the analogue instruments were replaced with digital displays to create a “glass cockpit” environment. Prior to the upgrade, the C-130H cockpit consisted almost entirely of analogue instruments. The modifications to the RNLAF C-130s consisted of a Cockpit Upgrade Programme (CUP) and Cabin Safety Improvement Programme (CSIMP). In addition, all four aircraft received avionics and safety modifications under Cockpit Upgrade and Cabin Safety Improvement programmes (CUP and CSIMP respectively).Īll four aircraft are back in use by RNLAF and are now among the safest and most capable C-130Hs in the world. Once on site, ‘recovery’ began, returning the two EC-130Qs to C-130H build standard, as well as ensuring, where possible, that the aircraft systems matched those of the RNLAF’s first two C-130H-30. The last leg of each aircraft’s journey was again by land, a short but complex trek to Cambridge. The restoration work was to be performed at Marshall’s Cambridge site, which meant the two EC-130Q airframes were dismantled and then transported separately, travelling overland from Tucson to the port of Houston, followed by a sea journey terminating at Tilbury Docks in the UK. In addition to upgrading the RNLAF’s existing two C-130H-30s, we supported the service in its acquisition of two EC-130Qs from the United States. No info whatsoever given on interior colours or undercarriage and no info on props beyond that they had 6" tips in Golden Yellow (as opposed to the walkway markings (0.75" dots on approx 24" pitch) which were in Canary Yellow).Īmazing how much hard fact there is densely crammed into just a couple of pages of these old Airfix Magazines, as opposed to current opinion- and photo-heavy and content-light publications.The recovery and upgrade of two C-130s for the Royal Netherlands Air Force (RNLAF) was one of the most extensive and complex engineering projects ever undertaken by Marshall.
The info and drawings were repeated in the Feb 1970 issue where it was pointed out that, in one of the first modifications made to the aircraft, a plain hatch had been substituted for the astrodome and also that in the closing weeks of 1969 aircraft acquired white "last 3s" on either side of the nose and above the fin flash. There's loads of other stuff on sizes, colours and proportions of markings which I'm too lazy to type out: drop me a PM if interested further. The upper/lower demarcation line on fuselage, nacelles and tanks is at the 60 degree tangent. Upper surface colours wrap 6" round the leading edges of main- and tailplanes. Note that the pattern is identical on all 4 engine nacelles and also on both droptanks. I'm sure you already know that the Stone is Light Stone, not WW2 Mid Stone. The underwing roundel (starboard only) is blue/red, 54/27" diameter I'd be inclined to go for Light Aircraft Grey as a colour in widespread use at the time.
The underwing serials are in characters 36" high, 22.5" wide and 4.5" stroke with 3" spacing and are Light Grey (unfortunately not further specified). This aircraft (XV177) flew in camouflage for the first time on the morning of. (The first RAF aircraft reached Cambridge on in natural finish but wearing RAF roundels and fin flash. Airfix Magazine for Nov 1967 has (p.88) thorough details and drawings by MJF Bowyer (text) and AM Alderson, of the paint scheme as applied to the first Hercules to reach the RAF, drawn up with the cooperation of RAF Air Support Command and Marshalls and based on study of XV191 of 36 Sq in August 1967.
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