C-130 Hercules

by Martin W Bowman

  HC-130G

  Designation used briefly only to refer to the twelve aircraft delivered to the US Coast Guard (1339/1342 and 1344/1351) in the early 1960s. The aircraft involved however, were soon redesignated (see HC-130B entry).

  C-130H-LM

  Initially this most numerous version of the Hercules was built with the overseas market in mind; the first three models being delivered to the RNZAF in March 1965 (the first - 4052/NZ7001 - flying on 19 November 1964) but sales only really took off when the Air Force showed interest in the early 1970s; the first models being delivered to the USAF in 1974. Fifty air forces have since bought the C-130H, making it the most widely used model of the Hercules: in total, 1,092 C-130Hs have been built. Outwardly C-130Hs were basically similar to the C-130E, but were powered by T56-A-15 engines normally derated from 4,910 to 4,508eshp. Other improvements included a redesigned outer wing and stronger centre-wing box assembly to improve the service life of the airframe, a more efficient braking system and updated avionics. At first, provision for JATO was made but this facility was abandoned in 1975. From 1993 the Night Vision Instrumentation System was introduced and TCAS II was included in new aircraft from 1994. Beginning in 1979 C-130Hs were delivered to the AFRes and the ANG, the first time that these reserve forces had received new-build Hercules. Some of these aircraft have been and indeed are still being used in fire-fighting missions. Specially modified aircraft are operated by the 757th AS, AFRes at Youngstown-Warren Regional Airport, ARS Ohio for aerial spraying, typically to suppress mosquito-spread epidemics. Variants obtained by modifying existing C-130H airframes include the DC-130H, NC-130H, VC-130H and WC-130H. Related models are the HC-130H, KC-130H, C-130K, HC-130N, HC-130P, EC-130Q, KC-130R and LC-130R. A Swedish C-130E (Flygvapnet 84002) was brought up to C-130H standard in 1982. Two Royal Morocaine (Royal Maroc Air Force) C-130Hs (4888 N4162M/CNA-OP and 4892/CNA-OQ) were delivered in August 1981 with SLAR (sideways-looking airborne radar) on the left main undercarriage fairing for use in detecting Polisario infiltrations in the Western Sahara.

  C-130H-(CT)

  Designation given to C-130E-Is fitted with T56-A-15 engines and improved electronic equipment as part of the C-130E-I Combat Talon special operations programme. Nine later became MC-130Es and -Cs and two became MC-130E-Ys.

  C-130H-30 (previously C-130H(S))

  This version combined the features of the C-130H with the longer fuselage (15 feet) of the L-100-30. The first two C-130H-30s (4864 and 4865, TNI-AU A-1317 and A-1318 respectively) were delivered to 32 Squadron in the Indonesian Air Force in September 1980. A total of fifty-six new build and two modified from C-130H configuration were built for thirteen air forces.

  C-130H(AEH)

  Aircraft designed to provide medical care at remote disaster areas. Lockheed Aircraft Service, Ontario, California first modified a C-130H ordered by the Kingdom of Saudi Arabia (N4098M) as an airborne emergency hospital (AEH), complete with operating room, intensive care unit and all necessary equipment and supplies. Electrical power for the medical equipment and air conditioning on the ground was provided by auxiliary power units housed in nonstandard underwing tanks and could be operated continuously for up to seventy-two hours. Since delivering this first AEH in January 1980, LAS has modified and delivered to the Royal Saudi Air Force eight other C-130AEHs of various configurations (two modified C-130Hs and six modified L-100-30s: 4954/HZ-117, 4950/HZ-MS05, 4952/HZ-MS06, 4956/HZ-MS09, 4957/HZ-MS10 and 4960/HZ-MS14), each having surgical capability. One version carries its own ambulance to transport triage teams to the scene of a disaster if it is away from where the aircraft is able to land; another can be quickly converted into a medical evacuation vehicle with the capacity to airlift fifty-two litter patients in a single flight.

  C-130H-MP (PC-130H)

  A multi-role maritime patrol and search-and-rescue version of the C-130H: the first three were initially produced for Malaysia in 1980 (4847, 4849 and 4866). A fourth (4898AFNI-AU AI-1322) was delivered to Indonesia in November 1981, but was lost when it crashed into Sibyak volcano. These aircraft, powered by T56-A-15 engines, were fitted with seats and a rest area for a relief crew, also searchlights on the wing leading edge, observation windows on each side of the forward fuselage, an observer station in the port paratroop door and a pallet-mounted flare launcher and rescue kit. A Hasselblad camera operating in tandem with the aircraft’s navigation system and onboard computer could produce a matrix showing the time and position of any object photographed. Optional equipment included sea search radar, LLLTV, an IR scanner and passive microwave imager.

  C-130H(S) subsequently re-designated C-130H-30 AC-130H-LM

  In June 1973 the ten surviving AC-130Es (69-6571 having been shot down over South Việtnam in March 1972) were provided with 4,508eshp T56-A-15 engines, thereby upgrading them to AC-130H standard. In 1978 provision was made for in-flight refuelling with a boom receptacle atop the fuselage, aft of the flight deck. Retrofits include a digital fire control computer, electro-optical (EO) sensors and target acquisition systems, including forward-looking infra-red (FLIR) and LLLTV. Fire-control computers, navigation, communications, ECM and sensor suites have all been upgraded. AC-130Hs were deployed to the Middle East for the Operation ‘Desert Storm’ mission in the Gulf War, 1991. 69-6567 in the 16th SOS was shot down on 31 January 1991, 110 km south-south-east of Kuwait City. They have also taken part in operations in Bosnia, Liberia and Somalia; during the latter, on 14 March 1994, 69-6576, in 16th SOS, crashed in the sea 7 km south of Malindi, Kenya after take-off from Mombasa when a howitzer round exploded in the gun tube and caused a fire in the lefthand engines. In January 1998, 69-6568 was delivered as the (MC-130P) prototype for the ‘Special Operations Force Improvement’ (SOFI) update programme. Eight AC-130Hs were progressively replaced by new-build AC-130U gunships.

  DC-130H-LM

  It was intended that two HC-130Hs (C/Nos. 4116 and 4131/65-971 and 65-979) be modified late in 1975 as drone directors, hut the ending of America’s involvement in the Viêtnam War obviated the need for this and in the final outcome, only 65-979 was converted to DC-130H standard, though both aircraft were transferred to the 6514th Test Squadron. In 1998 65-971 was still flying as an MC-130P with the 5th SOS, while at the time of writing, 65-979 was still operating as an NC-130H.

  EC-130H ‘COMPASS CALL’/CCCCM

  In the early 1980s this designation was used to identify four EC-130Hs (64-14859, 64-14862, 65-962 and 65-989) as well as twelve C-130Hs (73-1580/1581, 73-1583/1588, 73-1590, 73-1592, 73-1594 and 73-1595), modified for use as ‘Command, Control and Communications Countermeasures’ (CCCCM) jamming platforms. The last twelve aircraft were easily identifiable by a blister fairing on both sides of the rear fuselage and undertail ‘trestle-like’ antenna array. Additional ram air inlets in the undercarriage bays provided cooling air tor the onboard electronic equipment. The EC-130Hs were vital in disrupting Iraqi military communications at strategic and tactical levels in the Gulf War. At the time of writing, three of the original HC-130Hs modified to EC-130H (64-14862, 65-0962 and 65-0989) (64-14859 was remodified to C-130H standard in 1996) are among the EC-130Hs operated by the 41st, 42nd and 43rd ECSs, 355th Wing, 12th Air Force, at Davis-Monthan AFB, Arizona. As newbuild C-130J aircraft are procured, priority for replacement will be given to special mission aircraft.

  EC-130H(CL) ‘SENIOR SCOUT’

  Two C-130Hs (4735/74-2134 and 5194/ 89-1185) modified in March 1994 and January 1993 respectively for the jamming and acquisition of electronic intelligence.

  HC-130H/HC-130H-7

  Originally the HC-130H (‘Crown Bird’) designation was for forty-five USAF rescue and recovery aircraft, built to replace the Douglas HC-54s used by the Air Rescue Service in the airborne rescue mission control function. A radio operator station was installed in place of crew bunks against the aft cockpit bulkhead, the bunks being relocated to within the main cargo compartment. An observation window with swivelling seat was sited on each side of the forward fuselage. Provision was
made in the fuselage for a 1,800 US gallon (6,814 litre) auxiliary fuel tank and for rescue equipment. The latter comprised three MA-1/2 kits (each kit consisting of five cylindrical bundles linked by four buoyant 210 feet polyethylene ropes; bundles one and five contained life rafts and bundles two, three and four, waterproof supply containers). Ten launch tubes were installed in the rear ramp for parachute flares, smoke and illumination signals, or marine location markers.

  The first HC-130H was delivered on 26 July 1965 and all were equipped with the nose-mounted Fulton STAR (surface-to-air recovery) personnel recovery yoke (although this was often removed in service). The first Fulton STAR live pick-up and dual pick-up took place on 3 May 1966 at Edwards AFB, California. Two days later three men were plucked up from the Pacific Ocean surface, this particular exercise demonstrating the HC-130H’s ability to recover the crew of Apollo spacecraft. Four aircraft (64-14858, 64-14854, 64-14857 and 65-979) were modified for in-flight recovery of space capsules after re-entry, before being assigned to the 6593rd Test Squadron at Hickam AFB, Hawaii. Subsequently they were re-designated JC-130H (64-14858), JHC-130H (64-14854 and 64-14857) and NC-130H (64-14854, 64-14857 and 65-979). At the request of NASA, all USAF HC-130Hs were fitted with a Cook aerial tracker (AN/ARD-17) in a fairing above the forward fuselage, to locate space capsules during re-entry. In fact, no spacecraft recovery missions involving HC-130Hs ever took place and no astronauts were ever recovered; but beginning in December 1965 HC-130Hs saw widespread use in SE Asia as airborne co-ordination aircraft during combat rescue missions. Using its locator beacons, the Cook aerial tracker now proved valuable in locating downed personnel.

  Two HC-130Hs became DC-130H drone control aircraft, one was temporarily designated JC-130H, four became EC-130Hs and fifteen were modified as WC-130Hs. The HC-130H designation was also applied to twenty-four basically similar aircraft built for the US Coast Guard (1452/1454, 1500/1504, 1600/1603 and 1710/1715). These however, were not fitted with the ARD-17 Cook aerial tracker, nor the Fulton STAR recovery yoke and they did not carry HRU pods.

  The HC-130H-7 designation was used to identify eleven US Coast Guard aircraft (1700/1709 and 1790) powered by 4,050eshp T56-A-7B engines in place of T56-A-15s. Coast Guard versions have been fitted with side-looking airborne radar (SLAR) and forward-looking infrared (FLIR) pods for drug surveillance operations. Experiments have been conducted using the Lockheed SAMSON (‘Special Avionics Mission Strap On Now’) system, which comprises a pod-mounted FLIR, an optical data link and a control console with display and recorder. Retrofits have included updated navigation equipment and cockpit lighting has been modified to permit operations with night vision goggles (NVGs), while most of the surviving examples were brought up to HC-130P standard with wing-mounted HRU pods containing hose-and-drogue equipment for the in-flight refuelling of helicopters. At the time of writing, HC-130Hs are serving at six Coast Guard Air Stations in the USA and at Argentia, Newfoundland, Canada.

  JC-130H-LM

  Designation given to HC-130H 64-14858 while it was assigned to the 6593rd Test Squadron at Hickam AFB, Hawaii, returned to HC-130H configuration and subsequently modified to HC-130P standard and finally to MC-130P in February 1996.

  JHC-130H-LM

  Designation given to seven HC-130H aircraft so modified during 1965-66 (64-14852/14858): all were returned to HC-130H standard in 1986-87, then some to HC-130P configuration in 1989. (64-14854 and 64-14858 also operated later as MC-130Ps, while HC-130H 64-14857 went to AMRC in 1995 and is reported to have been acquired by the Royal Jordanian Air Force in 1997. HC-130P 64-14856 crashed into the sea 70 miles west of Eureka, Caliifornia on 22 November 1996 after all its engines stopped because of fuel starvation.

  HC-130(N)

  Designation applied to six C-130H airframes, namely 88-2101 City of Anchorage; 88-2102, delivered in October 1990; 90-2103, delivered in November 1992 and 93-2104/2106, delivered in October 1995: they went to the Alaska ANG for the dual helicopter inflight refuelling and rescue and recovery missions. Basically similar to the HC-130P, they have updated avionics, HRU pods beneath the wings and auxiliary fuel tanks in the fuselage.

  KC-130H-LM

  Twenty-two air tankers built new and six C-130Hs modified to KC-130H standard produced for Argentina, Brazil, Canada, Israel, Morocco, Saudi Arabia, Spain and Singapore fitted with wingmounted HRU refuelling pods and one or two 1,800 US gallon fuel tanks in the fuselage hold.

  LC-130H

  Designation for seven ski-equipped C-130Hs: four aircraft (83-0490/0493) first delivered to the New York ANG in 1985 to replace the C-130Ds equipping the 139th TAS. 92-1094 Pride of Grenville, 92-1095 and 92-1096 City of Christchurch NZ were delivered to the 139th TAS during October-December 1995. The Navy Antarctic Development Squadron (first designated VX-6, then VXE-6 from 1969) originally operated the LC-130 aircraft. Initially, VXE-6 was home based at the Naval Air Station Quonset Point, Rhode Island and later at the Naval Air Station Point Mugu, California. Operation of the aircraft was transferred in the late 1990s to the 109th Airlift Wing of the New York ANG when Navy support of the Antarctic programme was terminated. Currently all LC-130 aircraft are operated by the New York ANG at Schenectady County Airport. Seven aircraft are LC-130H-2 (three of these were Navy LC-130R from VXE-6 converted to LC-130H-2). Three are LC-130H-3.

  MC-130H-LM ‘COMBAT TALON II’

  Designed to supplement and eventually replace the MC-130Es used by the 1st Special Operations Wing for ‘Combat Talon’ clandestine and special operations. In 1984 the USAF ordered the first of twenty-four C-130Hs (83-1212) for modification to MC-130H ‘Combat Talon II’ standard, with IBM Federal Systems Division handling systems integration and E-Systems installing the specialized avionics. Electronic and equipment fit included AN/APQ-170 multi-role radar (ground-mapping, navigation, terrain following and terrain avoidance), INS, high-speed low-level aerial delivery and container release system and automatic computed airrelease point, as well as AN/AAQ-15 IR detection system, AN/AAR-44 launch warning receiver, AN/ALQ-8 ECM pods, AN/ALQ-172 detector jammer, AN/ALR-69 radar warning receiver, IR jammer and chaff/flare dispensers. The first MC-130H was delivered to the 8th SOS at Hurlburt Field, Florida in June 1990. All twenty-four MC-130Hs (83-1212, 84-475/476, 85-011/012,86-1699,87-023/024, 87-125/127, 88-191/195, 88-264, 88-1803, 89-280/283, 90-161/162) were delivered to the USAF by November 1991.

  NC-130H-LM

  Re-designated JHC-130Hs.

  VC-130H-LM

  Six C-130Hs modified as VIP transports for the Egyptian Air Force (4803 and 4811, in 1984 and 1979 respectively) and four for Saudi Arabia (4605, 4737 for the RSAF and N4101M/4845 and N4099M/4843 for the Saudi Royal Flight, operated by Saudia). All are distinguishable by having enlarged, relocated square fuselage windows, airline seating, galley and toilet and extra sound-proofing.

  WC-130H-LM

  Designation given to fifteen HC-130H/C-130Hs (64-14861, 64-14866, 65-963/965, 65-966/969, 65-972, 65-976/977, 65-980 and 65-984/985) modified as weather-reconnaissance aircraft with Fulton STAR recovery system removed (but retaining radome) and special equipment fitted. ‘Swan 38’ (65-0965) at Andersen AFB on Guam was lost in the Taiwan Strait on 13 October 1974 during penetration of Typhoon ‘Bess’ (known in the Philippines as Typhoon ‘Susang’). Radio contact with ‘Swan 38’ was lost after 2200 on 12 October, apparently as the aircraft was heading into the typhoon’s eye to make a second position fix during its alpha pattern. There were no radio transmissions indicating an emergency on board and search teams could not locate the aircraft or its crew except for a few pieces of debris. All six crew members were listed as missing and presumed dead. The fourteen remaining aircraft were transferred to the AFRes, 65-972 being transferred to AMARC in December 1997, leaving thirteen in AFRes service at that time. The new replacement WC-130J model encountered teething problems that delayed its Initial Operational Capability until just before the 2005 Atlantic hurricane season. Between May 2007 and February 2008, all ten WC-130J procured and assigned to th
e 53d WRS, now the only manned weather reconnaissance unit in the Department of Defense, were equipped with the Stepped-Frequency Microwave Radiometer (SFMR or ‘Smurf’), which continuously measures the surface winds and rainfall rates below the aircraft, mounted in a radome on the right wing outboard of the number four engine.

  YMC-130H-LM ‘Credible Sport’

  Three USAF C-130Hs (74-1683, 74-1686 and 742065) which received ‘Credible Sport’ modifications in 1980 to YMC-130H configuration for possible use in the abortive Operation ‘Eagle Claw’ fitted with an in-flight refuelling receptacle, DC-130 type radome and downward-pointing braking retrorockets to reduce landing run. 74-1683 crashed at a demonstration at Duke Field on 29 October 1980 when the retrorockets fired too early. The two other YMC-130Hs were returned to C-130H standard in November 1984. 74-1686 was put on display at Warner-Robins AFB Museum in March 1988. As of February 2008 74-2065 was assigned to the 317th Airlift Group, 15th Expeditionary Mobility Task Force at Dyess AFB Texas.