C-130. The severely under-utilized airlifter.

Everyone knows the story about the C-130 that demonstrated that it could land on an aircraft carrier.

But the particulars of that event are what stands out.  Via the USS Forrestal website.

In addition to Flatley, crewmen consisted of Lt.Cmdr. W.W. Stovall, co-pilot; ADR-1 E.F. Brennan, flight engineer and Lockheed engineering flight test pilot Ted H. Limmer, Jr., safety pilot. The initial seaborn landings, on October30, 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 take-offs at gross weights of 85,000 pounds up to 121,000 pounds. At 85,000 pounds, the KC-130Fcame to a complete stop within 267 feet, about twice the aircraft's wing span! The Navy was delighted to discover that even with the maximum load, the plane used only 745 feet for take-off 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.
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. 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-Georgia'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 and 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. Thereon 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 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.

I look at the results of this test and come away with a new appreciation for the C-130's short takeoff and landing abilities and a big question.

If it has been demonstrated that a useful cargo load can be landed on a space as short as an aircraft carrier...if its also been demonstrated that after discharging that cargo the plane can take off in even less space, then why aren't we using it to supply forward operating bases?

There is only one answer....The C-130 is being severely under-utilized.

Once again it appears that the old skool Marines and Sailors have solved problems that we insist require gear that is not in inventory.  Utilizing the C-130's STOL along with LAPPES should ensure the easy supply of a MAGTF or Stryker Brigade in the field.  We just lack the imagination to get it done.

NOTE:  I am well aware that carriers often move out at flank speed to put more air over the deck.  I also noted that the article mentions landing in 40 knot winds.  None of that takes away from the feat.