C-130 Hercules

by Martin W Bowman

  During production the first sixteen C-130Es had the forward cargo-loading door on the port side sealed; from the seventeenth aircraft onwards it was removed entirely, to be replaced by new outer skin panels. Other ongoing improvements included the fitting of the AN/URT-26 crash position indicator in an extended tail-cone, the provision of both AN/APN-169A station-keeping equipment (SKE) and the Tactical Precision Approach System, as well as wing centre-section modifications to improve fatigue life. In 1970-71 the Adverse Weather Aerial Delivery System (AWADS) was installed aboard many tactical C-130Es. In later years, USAF, AFRes and ANG C-130Es were upgraded by the installation of a self-contained navigation system (SCNS) enhanced SKE and updated AWADS.

  In total, Lockheed built 491 C-130Es including one generally similar EC-1301 and four C-130Gs for the US Coast Guard and the US Navy respectively; the USA received 377 aircraft (255 for TAC and 122 for MATS) whose successor, Military Airlift Command (MAC ) assumed complete control of airlift operations in the mid-1970s. (Air Combat Command uses almost all USAF C-l30s for its operations.) Some 109 additional were exported to nine overseas countries, the Canadian RCAF being the first receive them in December 1964. Argentina, Australia, Brazil, Iran, Saudi Arabia, Sweden and Turkey are the other customers, while Israel received ex-US C-130Es. Sixty USAF C-130Es were modified to fulfil seven different roles, details as follows:

  C-130E-I

  On 12 August 1958 during joint service tests, Marine Staff Sergeant Levi W. Woods was successfully plucked from the ground by a specially modified PB-1 using the Fulton STAR (surface-to-air recovery) personnel airborne recovery system. This provided for a line to be attached to the person to be rescued, held aloft by a helium balloon to be snatched by folding, pincer-like tines on the nose of the rescue aircraft. While the USN continued with their own Project ‘Skyhook’ USAF interest in the STAR system waned; until there was a pressing need to recover downed airmen and other service personnel deep in enemy territory arose during the Việtnam War. At Pope AFB, North Carolina in 1965 trials involving a C-130E fitted with a fixed ring device on the nose proved successful. Seventeen further C-130Es (62-1843, 63-7785, 64-0508, 64-0523, 64-0547, 64-0551, 64-0555, 64-0558/0559 and 64-0561/0568) and one NC-130E (64-0572) were subsequently modified with the STAR system for special operation behind enemy lines, fitted with upgraded avionics for adverse weather operations. In 1967 they entered service with the ‘Combat Spear’ detachment of the 314th Troop Carrier/Tactical Airlift Wing and then with the 15th Air Commando Squadron, 14th ACW. Although the STAR system was actively operated there is no evidence that any recoveries actually took place. Instead, the C-130-Is (now known as ‘Combat Talons’) were used on more conventional, but equally risky, sorties in Việtnam, flying day and night airlift and adverse weather resupply missions for Special Forces operating behind enemy lines. 64-0563 was destroyed during a mortar attack at Nha Trang on 25 November 1967, 64-0547 was shot down by a SAM in North Việtnam on 9 December, 64-0508 was shot down by ground fire during a night SAR mission near An Lộc, South Việtnam on 28 December and crashed in Laos and 64-0558 was lost in a mid-air collision with an F-102A near Myrtle Beach, South Carolina in 1972. The remaining C-DOE-Is became C-130H(CT)s and two were modified as MC-130-Ys and one as an MC-130E-C.

  C-130E-II (ABCCC)

  The war in south-east Asia revealed the need for ABCCC (Airborne Battlefield Command and Control Centre) aircraft, whereby a commander could directly influence and co-ordinate operations involving ground personnel and the air components and direct them in a unified manner against the enemy. This requirement led, in the early 1960s, to the C-130-II designation being applied to ten C-130Es (62-1791, 62-1809, 62-1815, 62-1818, 62-1820, 62-1825, 62-1832, 62-1836, 62-1857 and 62-1863). Each carried an AN/ASC-15 command battle staff module housing LTV communications and control systems and accommodation for up to sixteen operators. Combat deployment with the 314th TCW, operating from Đà Nẵng AB, South Việtnam began in September 1965. The C-130E-IIs were redesignated EC-130Es (see EC-130E/ABCCC entry) in April 1967.

  AC-130E-LM ‘PAVE SPECTRE’ I

  In April 1970 a decision was made to convert, at Warner-Robins Air Material Area (WRAMA), two C-130Es to prototype AC-130E gunship versions. The C-130E’s higher gross weight, stronger airframe and increased power offered greater payload and longer loiter time than the original AC-130A gunships. Originally the AC-1 30Es were armed with two 40mm Bofors cannon, two M-61 20 mm cannon and two MXU-470 7.62 mm miniguns; eventually a ‘Pave Aegis’ array was carried, consisting of two miniguns (often deleted), two M-61 cannon and a 105 mm howitzer in place of one of the 40 mm guns. In February 1971 nine additional conversions not dissimilar to ‘Pave Pronto’ AC-130As were ordered but by the time that the first AC-130Es were completed in July 1971 they represented such a quantum leap in avionics over the earlier ‘Pave Pronto’ gunships that they became known as ‘Pave Spectre Is. AN/APN-59B navigation radar and a moving target indicator were earned in a nose radome and a headup display (HUD) was located in the cockpit. Also fitted were the following: AN/ASQ-5 ‘Black Crow’ truck ignition detector sensor; AN/ASQ-145(V) LLLTV; AN/ASQ-24A stabilized tracking set with a laser illuminator and rangefinder; AN/AAD-7 FLIR; AN/APQ-150 beacon tracking set; and a 2kw AN-AVQ-17 searchlight. SUU-42A/A chaff and flare dispensers were located between the engine nacelles and AN/ALQ-87 ECM pods were fitted on the outer wing pylons. The ‘Pave Spectre Is’ (69-6567/6577) entered service in south-east Asia in the spring of 1972 and were used to great effect against NVA tanks and vehicles using the Hó Chi Minh Trail at night. All but 69-6571, which was shot down near An Lộc in March 1972 were upgraded in 1973 to AC-130H standard.

  DC-130E-LM

  Seven early-production C-130E airframes (61-2361/2364, 61-2368/2369 and 61-2371) modified as launch-and-guidance aircraft for drones or RPVs (remotely piloted vehicles). Underwing pylons permitted four drones, or two drones and two external fuel tanks (on the inboard pylons) to be carried. Internally, provision was made for consoles and work stations for two launch control officers and two airborne remote-control officers. The DC-130Es differed from the DC-130As in having a chin radome containing a microwave guidance system in addition to the thimble radome which housed tracking radar. They entered service with the 408th/100th Strategic Reconnaissance Wing and were used extensively in SE Asia before being returned to C-130E configuration and reassigned to the 314th TAW.

  EC-130E

  This designation has been used to identify six distinct Hercules variants, although the only one built to the actual EC-130E designation was a C-130E delivered to the US Coast Guard (USCG 1414) in August 1966 for use a Loran (LOng RAnge Navigation) A & C calibration aircraft. (During development it was designated S (for ‘search’) C-130E, but because the ‘search’ prefix was considered inappropriate for an electronic calibration aircraft, this was changed to EC-130E before delivery to the USCG. Later, this aircraft was re-designated HC-130E.)

  EC-130E (ABCCC)

  The EC-130E designation was next used in April 1967 to identify ten ABCCC (Airborne Battlefield Command and Control Centre) aircraft previously designated C-130E-IIs (62-1791, 62-1809, 62-1815 destroyed by a rocket on the ground at Đà Nẵng on 15 July 1967 - 62-1818, 62-1820, 62-1825, 62-1832, 62-1836, 62-1857 and 62-1863). These aircraft were operated in SE Asia by the 7th Airborne Command and Control Squadron (ACCS). (62-1809 was destroyed in a collision with an RH-53D at Posht-i-Badam, Iran during the failed attempt to rescue US hostages on 24 April 1980.) At least four remaining EC-130Es were retrofitted with 4,058eshp (de-rated from 4,910eshp) T56-A-15 engines and fitted with an in-flight refuelling receptacle atop the forward fuselage. (Despite the changes these aircraft retained their EC-130E designation and were not redesignated ‘EC-130H’ as is sometimes reported.) Since 1990 at least two EC-130Es received new Unisys ABCCC III capsules to replace the Việtnam era ABCCC II capsules. These have much new equipment, including upgraded satellite communications equipment, JTIDS data link and secure communicatio
ns facilities. The two ABCCC III EC-130Es became operational only twelve days before Operation ‘Desert Storm’, during which they controlled almost half of all attack missions flown during the war. Also, they were used to co-ordinate SAR missions, flying a total of 400 hours during more than forty sorties.

  EC-130E(CL), EC-130E(RR) ‘RIVET RIDER’, ‘CORONET SOLO’

  Other aircraft designated EC-130Es at one time or another are five ‘Comfy Levy’/’Senior Hunter’ (63-7783, 63-7815, 63-7816, 63-7828 and 63-9816) and three ‘Rivet Rider’/’Volant Scout’ electronic surveillance aircraft (63-7773, 63-7869 and 63-9817). The first five aircraft were modified in 1979 to EC-130H(CL) configuration for the jamming and acquisition of electronic intelligence by Lockheed Aircraft Service for the Pennsylvania ANG’s 193rd TEWS (in turn, re-designated 193rd ECS and 193rd SOG) at Harrisburg. ANG personnel fly these aircraft, but it is believed that mission specialists are provided by the National Security Agency and that tasks are performed under the direction of USAF Electronic Security Command. Beginning in June 1987 all EC-130CL/RRs were retrofitted with T56-A-15 engines as well as in-flight refuelling receptacles and 1RCM jamming equipment. In June 1992 the three remaining EC-130E(CL) aircraft (63-7773, 63-7869 and 63-9817), plus 63-7783 (which was modified to EC-130E(RR) in April 1980) were brought up to ‘Volant Solo’ standard for ‘PSYOP’ missions. These were characterized by the addition of large blade aerials ahead of the fin and beneath the wing outboard of the engines. They became ‘Coronet Solo’ when the Pennsylvania ANG changed from TAC status to MAC control in March 1983.

  Experience gained in the Gulf War revealed the need to install a new TV broadcast system suitable for operation anywhere in the world and so, in 1992-93 63-7773, 63-7869, 63-9817 and 63-7783 were modified to ‘Commando Solo’ configuration. The dorsal fin leading-edge blade aerial was deleted and replaced by four fin-mounted, protruding antenna pods dedicated to low-frequency TV broadcasting and a UHF/VHF antenna associated with TV broadcast signals, in two 23 feet x 6 feet pods, one mounted under each wing near the blade antennas. Other modifications include the addition of trailing wire antennas, one released from the ‘beavertail’ and used for high-frequency broadcasts and a second, which is lowered from beneath the EC-130E and held vertically by a 500lb weight and used for AM broadcasts. During Operation ‘Uphold Democracy’ ‘Commando Solo’ broadcasts played a vital role in avoiding the necessity for an invasion of Haiti. The ‘Commando Solo’ configuration is also applicable in emergency in peacetime: thus EC-130Es can be used as airborne radio/television relay and transmission stations to broadcast public information and evacuation instructions in response to natural disasters such as hurricanes or earthquakes.

  HC-130E-LM

  see EC- 130E entry

  JC-130E-LM

  Designation applied to the first C-130E (61-2358) which in March 1964 was modified for unspecified trials at the Air Force Flight Test Center at Edwards AFB and El Centro. The aircraft was subsequently returned to C-130E standard in 1972.

  MC-130E-C ‘RIVET CLAMP’ MC-130E-Y ‘RIVET YANK’ MC- 130E-S ‘RIVET SWAP’

  Designations applied to fifteen special operations support (SOS) C-130E-1 ‘Combat Talon Is’ obtained by upgrading and modifying eleven C-130H(CT)s, three C-130E-Is and one NC-130E (64-571 ‘Night Prowler’, reportedly used for ELINT). These improvements included a change to T56-A-15 engines, also the installation of an in-flight refuelling receptacle on top of the forward fuselage and AN/APQ-122(V)8 dual-frequency I/K band radar with terrain following. MC-130E-C ‘Clamp’ aircraft were fitted with the Fulton STAR recovery system (the ‘Yank’ and ‘Swap’ are not). Other retrofits include inertial navigation system (INS), IRCM pods, chaff and flare dispensers, radar warning receiver and a system permitting precision air drops of Special Forces teams. Their serial numbers are as follows: MC-130E-C Rivet Clamp: 64-523, 64-551, 64-555, 64-559, 64-561, 64-562, 64-566, 64-567, 64-568, 64572. MC-130E-S Rivet Swap: 64-571. MC-130E-Y Rivet Yank: 62-1843, 63-7785, 64-564, 64-565. Operating with the 1st SOS, 64-564 was lost in a crash on 26 February 1981 near Tabones Island, Philippines, during a low-level turn. In 1992, 63-7783 was modified to ‘Commando Solo’ configuration. In July 1994 MC-130E-C 64-567 in the 8th SOS flew ex-President Manuel Noriega from Panama to Miami.

  NC-130E-LM

  Designation given to two C-130Es (64-571 and 64-572) used for trials associated with the C-130E-1/MC-130E project at Edwards AFB, California and Wright-Patterson AFB, Ohio. 64-571 became an MC-130E-S, while 64-572 was remodified in 1977 as a C-130E-I and in turn, as a MC-130E-C in 1979.

  WC-130E-LM

  Weather reconnaissance/hurricane-and typhoonhunting version obtained by modifying six C-130Es (61-2360, 61-2365/2366 and 64-552/554) during the 1960s. All passed to the 815th TAS in 1989-91 for use in the transport mission role, while retaining their WC-130E configuration. They were subsequently passed to the Aerospace Maintenance and Regeneration Center (AMARC).

  C-130F-LM

  US Navy utility transport model corresponding to the C-130B of the USAF. Seven were delivered as GV-1Us (BuNos149787, 149790, 149793/149794, 149797, 149801 and 149805). They were redesignated C-130Fs in September 1962.

  KC-130F-LM (QV-1)

  Marine Corps interest in a Hercules tanker version led to two USAF-loaned C-l 30As (55-0046 and 55-0048) being fitted with hose/drogue refuelling pods; they were then evaluated by the Naval Air Test Center (NATC) at Patuxent River, Maryland in 1957. The evaluation proved successful and deliveries to the USMC began in 1960. Initially the GV-1s and GV-1Us (as they were known prior to September 1962) were powered by 4,050eshp T56-A-7 engines, but later they were modified to use the T56-A-16 version. Eventually forty-six dual-role transport/tankers were ordered, to be achieved by the conversion of C-l 30B airframes. As tankers they carried one 1,800 US gallon (6,814 litre) tank (or two of these in overload condition) inside their fuselage and 934 lb refuelling pods beneath their outboard wing panels so that they could refuel simultaneously two fighters or attack aircraft. Each pod contained a hose and drogue unit with a 91 feet hose - normally this extended to 56-76 feet - and a refuelling basket, but it did not contain fuel. These HRU pods were fitted with three coloured lights: red indicating that pressure was off; yellow that the aircraft was ready to transfer fuel; and green that fuel was flowing. In USMC service the aircraft were given Bureau Nos147572/573, 148246/249, 148890/899, 149788/789, 149791/792, 149795/796, 149798/800, 149802/804, 149806/816 and 150684/690. KC-130F BuNo149798, the twentythird KC-130F completed, had its in-flight refuelling pods removed and was then fitted with Hytrol antiskid brakes and modified nose-gear doors for delivery to the Naval Air Test Center, Patuxent River on 8 October 1963: here it began trials to test the feasibility of operating the Hercules as a COD (carrier onboard delivery) aircraft but was considered impractical as it required the flight-deck to be cleared of almost every other aircraft.

  LCM30F-LM

  Four ski-equipped aircraft (BuNos 148318/321) based on the C-130B variant, with 4,050eshp T56-A-7 engines acquired by the USAF as C-DOBLs on behalf of the US Navy, which re-designated them as UV-1Ls. (After September 1962 the UV-1L designation was superseded by the LC-130F designation). All were fitted with Navy communications equipment and skis similar to those of Air Force C- 130Ds for use by VX-6 (later VXE6) in Operation ‘Deep Freeze’ in Antarctica, where they replaced Douglas R4Ds. JATO-assisted take-offs were frequently employed, but three serious accidents occurred when the bottles separated and damaged the aircraft surfaces. The worst of these happened on 1 December 1971 when BuNo148321 The Crown had to abort takeoff from Carrefour ‘D-59’, 746 miles from McMurdo: it sank in the ice and was abandoned. It was finally dug out in December 1986 and after temporary repairs, was flown out in January 1988 to Christchurch, New Zealand for permanent repair; it was returned to VX-6 at NAS Point Magu, California in September 1989. BuNo148318 City of Christchurch hit a snow-wall taking off from McMurdo on 15 February 1971 and burned. BuNo148319 Penguin Express was damaged when a JA
TO bottle broke loose during take-off from ‘Dome Charlie’ on 15 January 1975; it was repaired with a new wing and flown out of Antarctica in December 1976. BuNo148320 The Emperor was also damaged when a JATO bottle broke loose during take-off from ‘Dome Charlie’ on 4 November 1975. VXE-6 was disestablished in 1998/99 and the LC-130Fs were withdrawn from use in the Antarctic.

  CQ-130G-LM

  Designation describing four US Navy transport aircraft (BuNos151888/891) corresponding to the C-130Es but fitted with Navy radio equipment and powered by 4,910eshp T56-A-16 engines. They served briefly in the transport role with VR-1 at Norfolk, Virginia and with VR-21 at Barber’s Point, Hawaii before being modified for strategic communications as EC-130G TACAMO aircraft (see next entry).

  EC-130G(TACAMO)/TC-130G

  Designation given to the four C-130Gs (BuNos151888/891) after they had been modified during the period 1966-1970 to TACAMO (TAke Charge And Move Out) configuration and fitted with 5,000 feet long, trailing antennas extending from the ventral loading ramp just below the rear fin. In this role the aircraft acted as relay stations, receiving VLF (very low frequency) and UHF communications from the National Command Authority (NCA) airborne national command posts (ABNCPs) via satellites and other emergency radio links and then retransmitting the instructions in VLF to ballistic missile submarines at sea. All four EC-130Gs were operated by Fleet Command and Control Communication Squadrons VQ-3 and VQ-4. BuNo151890 was written off at Patuxent River after being damaged by an in-flight fire in the No.1 fuel tank in January 1972. In May 1990 BuNo151891 was modified to TC-130G as a test bed for equipment being developed for the EC-130Q, including wing-tip electronic pods. After retirement from the TACAMO mission, it was intended that the EC-130Gs would be brought up to TC-130G standard for the trainer/utility transport role but none of the aircraft had retained their rear cargo ramp and from October 1991 BuNo151891 was used as the ‘Blue Angels’ support aircraft. 151888 and 151889 were re-designated TC-130G, but the former was sent to AMARC in 1990 and the latter was broken up in March 1994, having been used for spares while in storage at NAD Cherry Point, North Carolina from 1992-93. The original TACAMO aircraft were joined by a number of EC-130Qs, though eventually both the EC-130Gs and -130Qs were replaced by Boeing E-6A Mercury aircraft.