C-130 Hercules

by Martin W Bowman

  C-130K-LM (C.Mk.l/C.Mk.lP/ C(K) Mk.l/W.Mk.2./C.Mk.3)

  See Chapter Eleven

  C-130L-LM and C-130M-LM

  Designations not used.

  HC-130N-LM

  Fifteen search-and-rescue aircraft (69-5819/5833), originally for the recovery of aircrew and the retrieval of space capsules: eleven were re-designated MC-130Ps in 1996; nine of these operate in the special operations squadrons and two in the 67th ARRS. Four (69-5824, 69-5829, 69-5830 and 69-5833) remain as HC-130Ns, operating in the SAR role with the 39th RQS, 939th RQW (USAFRes), at Patrick AFB, Florida.

  HC-130P-LM/ MC-130P-LM ‘COMBAT SHADOW’

  Twenty combat aircrew recovery aircraft (65-988, 65-991/994 and 66-211/225), designated in 1966: they are similar to HC-130H (retaining that type’s AN/ ARD-17 Cook aerial tracker antenna and the Fulton STAR recovery system) but fitted with underwing drogue pods and associated plumbing for in-flight refuelling of rescue helicopters. The HC-130Ps entered service late in 1966 and were immediately deployed to south-east Asia. 66-214 and 66-218 in the 39th ARRS were destroyed by satchel charges at Tuy Hoa, South Viêtnam, on 29 July 1968. 66-211 was lost when its right wing snapped in severe turbulence at low level 15.5 miles north of Magdalena, New Mexico on 2 April 1986. In February 1996 AFSOC’s 28-aircraft tanker fleet was redesignated the MC-130P ‘Combat Shadow’, aligning the variant with AFSOC’s other M-series special operations mission aircraft. At the same time as this redesignation, USAF continued to field HC-130P/N aircraft as dedicated CSAR platforms under the Air Combat Command (ACC). Nine MC-130Ps are assigned to the 9th SOS at Eglin AFB, Florida and five each are assigned to the 17th SOS, Kadena AB, Japan and to the 67th SOS, RAF Mildenhall. The 5th SOS, AFRes, at Duke Field, Florida, has five aircraft and the 58th SOW at Kirkland AFB, New Mexico has four, the latter all for training. The MC-130P’s primary role is to conduct single-ship or formation in-flight refuelling of special operations forces’ helicopters in a low-threat to selected medium-threat environment.

  All MC-130Ps have been modified with new secure communications, night vision goggle (NVG)-compatible lighting and advanced dual navigation stations with digital scan radar, self-contained ringlaser gyro INS (integrated navigation system), FLIR and GPS. They have also received upgraded missile warning systems and countermeasures for refuelling missions in hostile environments. Fifteen have been fitted with an in-flight refuelling receptacle.

  EC-130Q-LM

  US Navy designation given to eighteen improved TACAMO airborne communications relay aircraft (BuNos156170/156177, 159348, 159469, 160608, 161223, 161494/161496, 161312/161313 and 161531) built with C-130H airframes, but with 4,910eshp T56-A-16 engines and delivered between 1968 and 1984. They were used to supplement and then replace, all EC-130Gs in service with VQ-3 at NAS Agana, Guam and VQ-4 at NAS Patuxent River. (BuNo156176 crashed into the sea after a night take-off from Wake Island on 21 June 1977.)

  The new models were characterized externally by wing-tip ESM pods housing electronic and communications equipment and with dual trailing antennas. Extended from the tail-cone and through the rear ramp, the antennas were fitted with stabilizing cones and were respectively 26,000 feet long and 5,000 feet long. Usually, the long antenna was streamed 16,000-20,000 feet, with the EC-130Q flying in tight orbits to keep both antennas almost vertical. The TACAMO equipment was successively improved for more effective EMP (electro-magnetic pulse) ‘hardening’ (protection against EMP effects such as occurring in the wake of a nuclear explosion). In the late 1980s this equipment was removed from the EC-130Qs and installed in the Boeing E-6As, which supplanted them, starting with VQ-3 at NAS Barber’s Point, Hawaii between 1989 and 1990, then with VQ-4 at NAS Patuxent River, Maryland 1991-92. Following the removal of the TACAMO equipment the seventeen EC-130Qs were either sold off, cannibalized or scrapped, although three (156170, 159348 and 159469) were re-designated TC-130Q in 1990 and used as trainers and utility transports. 156170 and 159469 were later transferred to AMARC and subsequently registered to Airplane Sales International. 159348 is now on static display at Tinker AFB.

  TC-130Q

  Three EC-130Qs re-designated as TC-130Qs in 1990 (156170, 159348 and 159469) and then used as trainers and utility transports. (See EC-130Q entry.)

  KC-130R-LM

  Fourteen tanker/transports (BuNos160013/160021, 160240 and 160625/160628) with pod-mounted hose-and-drogue systems for the USMC delivered between September 1975 to mid-1978. Based on the C-130H airframe and powered by 4,910 eshp T56-A-16 engines, they were fundamentally similar to the KC-130H for export customers. The KC-130R could however, carry 13,320 US gallons (50,420 litres) of fuel, compared to the earlier KC-130F which could carry 10,600 US gallons (40,125 litres).

  LC-130R-LM

  Six ski-equipped versions (BuNos155917, 159129/159131 and 160740/160741), based on the C-130H airframe but with 4,910eshp T56-A-16 engines. All were obtained with National Science Foundation funds to supplement LC-130Fs in the Antarctic, but were operated on the NSF’s behalf by the US Navy’s VX-6 (later VXE-6). 155917 crashed when landing at Amundsen-Scott South Pole Station on 28 January 1973. 159129 was damaged when the nose ski broke off on take-off from Dome Charlie, Antarctica, on 15 January 1975. The aircraft was repaired on site in January 1976 and returned to service, but was later involved in a collision with a fork-lift at NAD Cherry Point, in November 1997; it was then transferred to AMARC. 1591131 crashed at site D59, Antarctica, when it was landing with spares for LC-130F 1483 21 on 9 December 1987 and was written off. 160740 was damaged at Starshot Glacier, Antarctica, in December 1984 and was repaired in situ; in 1998 it was transferred to the 139th AS, 109th AW, ANG, at Schenectady County Airport, New York. 160741 was also transferred to this unit in 1998/1999.

  RC-130S ‘BIAS HUNTER’

  Two (originally four) JC-130A hunter-illuminators (56-493 and 56-497) for strike aircraft flying close air-support sorties in south-east Asia at night modified in 1967 by E-Systems with BIAS (Battlefield Illumination Airborne System) as a result of a recommendation made in March 1966 as part of Operation ‘Shed Light’, a high-priority research and development programme initiated by the Air Force to attain a night-strike capability along the Hó Chi Minh Trail. A large fairing housing fifty-six searchlights with a combined illumination of 6.14 million candlepower was mounted on each side of the forward fuselage and various sensors, including infra-red devices, were fitted for location of the enemy. However, in a hostile environment such as SE Asia where the ‘BIAS Hunters’ were expected to maintain tight orbits at low altitude to illuminate their targets, the RC-130S aircraft would have soon fallen victim to enemy return fire and in 1969-70 the searchlights and other equipment were removed and 56-493 and 56-497 reverted to C-130A configuration. Both were operated by AFRes and ANG units until 1988 when 56-497 was placed in storage at AMARC. 56-493 ended its career as a logistic support aircraft with the 152nd TFTS, 162nd TFG Arizona ANG at the Tucson IAP.

  C-130T Logistics Support Aircraft

  Twenty examples (BuNos164762/763, 164993/998, 165158/161, 165313/314, 165348/351, 165378/379) ordered for service with Naval Reserve Fleet Logistics Support Squadrons (VR). Basically similar to the C-130H, but with 4,910eshP T56-A-423 engines and updated avionics, the first example was handed over to VR-54 at New Orleans, Louisiana in August 1991 and delivery was completed in December 1996. Aircraft have been delivered to the Naval Air Reserve Force as follows: five to VR-53, Andrews AFB, Maryland; five to VR-54, NAS New Orleans, Louisiana; five to VR-55, Moffett Federal Airfield, California; and five to VR-62, NAS Brunswick, Maine. Two C-130Ts were transferred to NAVAIRWARCENACDIV Patuxent River, Maryland for F/A-18E/F in-flight test support. In FY00, these two aircraft returned, one each, to VR-55 and VR-62 in the Naval Reserve Fleet. Today, the four C-130T squadrons and the seven C-9B squadrons work together to keep one C-9B and one C-130T forward deployed to NAS Atsugi, Japan and two C-9Bs and one C-130T forward deployed to NAS Sigonella, Italy most of the time. The C-9B aircraft can only carry a very limite
d load on long transit legs so C-130T deployments are a more reliable way of getting overseas. Generally the squadrons in the eastern part of the United States fill the Sigonella commitment while those in the west go to Atsugi, but there is some crossover.

  KC-130T/JC-130T

  Tanker version for the USMC based on the C-130H airframe powered by T56-A-423 engines rated at 4,910eshp and similar to the KC-130R, but also fitted with an updated avionics suite to incorporate a new autopilot, AN/APS-133 search radar and an inertial navigation system plus Omega and TACAN. Twentysix KC-130Ts (162308/311, 162785/86, 163022/23, 163310/11, 163591/92, 164105/06, 164180/81, 164441/42, 164999/5000, 165162/63, 165315/16, 165352/53) were acquired and were in service with VMGR-234 ‘Rangers’ , now a reserve USMC KC-130J squadron, part of MAG-41, 4th MAW at NAS-Joint Reserve Base at Fort Worth, Texas and VMGR-452 ‘Yankees’ at Stewart ANG base, New York who support Fleet Marine Force commitments worldwide by providing both fixed-wing and rotarywing aerial refuelling capabilities in addition to assault air transport of personnel, equipment and supplies. The USMC has chosen the KC-130J to replace its aging KC-130 legacy tanker fleet. With the addition of the Marine Corps’s ISR/Weapon Mission Kit, the KC-130J will be able to serve as an overwatch aircraft and can deliver ground support fire in the form of ‘Hellfire’ or ‘Griffin’ missiles, precision-guided bombs and eventually 30 mm cannon fire in a later upgrade. This capability, designated as ‘Harvest Hawk’ (Hercules Airborne Weapons Kit) can be used in scenarios where precision is not a requisite such as area denial. The AN/AAQ-30 Target Sight System (TSS) integrates an infrared and television camera, and is mounted under the left wing’s external fuel tank. It is the same TSS used on the upgraded AH-1Z Viper attack helicopter. The typical load out is four ‘Hellfire’ missiles and ten ‘Griffin’ GPS guided missiles. The weapons systems operator uses a Fire Control Console mounted on an HCU-6/E pallet in the KC-130J’s cargo compartment.

  KC-130T-30

  BuNos164597 and 164598 assigned to VMGR-452, a US Marine Corps Reserve tanker/transport unit, at Glenview, Illinois in October-November 1991, differing from previous models in having stretched fuselages, being some 15 feet longer than the standard tanker. The increased fuel capacity raises the amount that may be passed to receiver aircraft via the wingmounted refuelling pods.

  AC-130U ‘SPECTRE’

  Thirteen gunships (87-0128, 89-0509/14, 90-0163/67 and 92-0253) based on the C-130H airframe with integrated avionics by the North American Aircraft Operations Division of Rockwell International Corporation. Production began with airframe 87-0128, which was flown from Marietta to Palmdale in July 1988 for fitting out. It eventually emerged as an AC-130U in December 1990 and was then assigned to the 6510th Test Wing at the Air Force Flight Test Center, Edwards AFB. Beginning in 1990 twelve more AC-130Us were delivered and all are operated by the 4th SOS, 16th SOW at Hurlburt Field, Florida. The AC-130U has greater altitude capability and combines impressive firepower, reliability and superior accuracy with the latest methods of target location. This has involved updating the sensor suite, inputs from which are processed by IBM IP-102 computers at the ‘battle management center’ in the rear fuselage. The ‘Black Crow’ truck ignition sensor and radome and the separate beacon tracking radar used on earlier gunships have both been omitted. Observer stations are included on the rear ramp and starboard forward fuselage side. Spectra ceramic armour, three underfuselage chaff and flare dispenser (capable of dispensing 300 chaff bundles and either ninety MJU7 or 180 M206 IR decoy flares), Texas Instruments AN/AAQ-117 FLIR countermeasures and ITT Avionics AN/ALQ-172 jammer, are all fitted to increase the aircraft’s chance of survival in a low-to-medium-threat environment. Standard armament consists of a trainable GAU-12/U 25 mm Gatling gun in place of the AC-130H’s two 20 mm cannon, one 40 mm Bofors gun and a 105mm howitzer. All weapons can be slaved to the digital Hughes AN/APQ-180 fire-control radar, AN/AAQ-117 FLIR (mounted under the port side of the nose), or to the Bell Aerospace all-light-level TV (ALLTV) (turretmounted in the port main undercarriage sponson) for truly adverse weather ground-attack operations. Other equipment includes a HUD, combined INS and NavstarGlobal Positioning System (GPS).

  EC-130V/NC-130H

  Designation for the single US Coast Guard airborne-early-warning example (CGI721) modified from HC-130H configuration. Having operated several USN Grumman E-2C Hawkeye early-warning aircraft on surveillance operations intended to cut the flow of drugs into the southern USA, the US Coast Guard soon reached the conclusion that it required a platform with similar detection capabilities but possessing greater endurance. CGI721was first delivered to Clearwater CG station, Florida in HC-130H configuration in October 1988. General Dynamics carried out the conversion to EC-130V standard at Fort Worth, Texas by installing an AN/APS-125 radar dish - almost identical to the array fitted to the E-2C - above the aft fuselage section. Other modifications included additional intakes for the cooling of onboard electronic equipment, as well as unidentified antenna fairings on both sides of the forward fuselage and above the nose radome ahead of the cockpit. Pallet-mounted displays and consoles sited in the hold area allow the EC-130V to carry up to three system operators.

  CGI721 flew for the first time in this configuration on 31 July 1991 and the USCG operated it from Clearwater until April 1992. That summer the white and red livery was overpainted with camouflage and the aircraft was then delivered to the 514th Test Squadron USAF as 87-0157. In October 1993 87-0157 was redesignated NC-130H and later flown by the 418th TS until January 1998. It went to the Naval Air Test Center at Patuxent River the same year for evaluation and in November 2005 was used to test the Hawkeye 2000 radar. Lockheed Martin and the USAF are now considering an airborne-early-warning version based on the latest C-130J for overseas military sales.

  A Hercules in the 314 Airlift Wing leads Air Force ‘Thunderbirds’ during a flyover of downtown Little Rock, Arkansas during the base’s 50th Anniversary Air Show on 7 October 2005. The show brought crowds of more than 150,000 people to the base. (USAF)

  Acknowledgements

  I am especially indebted to Việtnam veterans’ Alan Baker; John Gargus, author of the Son Tay Raid, and Sam McGowan, author of Trash Haulers: The Story of the C-130 Hercules Troop Carrier/Tactical Airlift Mission and C-130 Hercules: Tactical Airlift Missions, 1956-1975 for kindly allowing me to tap their fund of exceptional war stories and share them here. I am equally indebted to Robert D. Young for kind permission to feature some of his exceptional images of the Việtnam War. Thanks are also due to Graham Simons, my trusted ‘wingman’ for his detailed work on the images etc and for carrying out my myriad amendments to the layouts; and to Laura Hirst and Jon Wilkinson at Pen & Sword. For anyone wishing to expand on their technical knowledge of the Hercules and in-depth analysis of individual models I would refer them to two superb journals; The Lockheed Martin C-130: A Complete History, by my good friend Peter C. Smith and the Lockheed Hercules Production List 1954-2014 by Lars Olausson, a retired Lieutenant Colonel of the Swedish Air Force, the thirtieth edition having been printed in March 2012.