YC-130-LO (Model 082-44-01)
The two prototypes/service test aircraft (53-3396/53-3397) were the only two Hercules built at Burbank; they were powered by four 3,250eshp Allison YT56-A-1A axial-flow propeller turbines driving three-blade Curtiss turbo-propellers. The first aircraft was used initially for static tests and the first flight was made by 53-3397 at the Lockheed Air Terminal on 23 August 1954. The YC-130s were later operated by Allison for engine tests and were re-designated NC-130s in 1959. 53-3396 was disassembled in October 1960 and 53-3397 in 1962.
CM30A-LM (Model 182-44-03)
This was the first production version, of which 204 were built at Marietta in Georgia. These differed from YC-130s in that they had provision for two 450-US gallon (1,703-litre) external fuel tanks outboard of the outer engines and were powered by 3,750eshp Allison T56-A-1A or T56-A-9 engines. The original Curtiss three-blade propellers were fitted to the first fifty or so C-130As, but during the course of production these were replaced, first by Aeroproducts propellers and finally, in 1978, by Hamilton-Standard four-blade units. All C-130As had provision for four 1,0001b thrust Aerojet 15KS-1000 JATO (jet-assisted take-off) bottle on each side of the rear fuselage to improve short-field performance, thus reducing take-off ground run at the design mission weight of 108,000lb (from 1,000 to 790 ft. Rough-field tests proved that the side hinged nose-gear doors were easily damaged and starting with the fifteenth production aircraft, these were replaced with units sliding fore and aft of the wheel well.
The first twenty-seven C-130As were delivered with a ‘Roman nose’, but beginning with the twentyeighth production aircraft, the now familiar ‘Pinocchio nose’ radome was added to house AN/APN-59 search radar in place of the earlier AN/APS-42. (The last ten of the first twenty-seven were retrofitted with the new radome also.) Other production changes included the installation of a crash position indicator in an extended tail-cone; wing centre-section modifications to extend the life of the airframe; the installation of the Tactical Precision Approach System; and the deletion of the upward-hinged, forward cargo door. Provision was made later for some C-l 30As to carry two 500-US gallon (1,893 litre) auxiliary fuel tanks in the fuselage, while others were equipped to carry a 450-gallon (1,703 litre) non-jettisonable pylon tank beneath each wing outboard of the engines.
The C-130A was first flown at Marietta on 7 April 1955. Starting in October 1956, 192 C-130As were delivered to the USAF and fourteen modified RC-130As were acquired. Beginning in December 1958, twelve C-130As powered by T56-A-lls were delivered to the RAAF, who operated the type for twenty years. Thirty-five C-130As were modified to AC-130A, C-130A-H, DC-130A, GC-130A, JC-130A, NC-130A, RC-130A, TC-130A, C-130D, C-130D-6 and RC-130S configurations. Two C-130As (55-046 and 55-048) were temporarily fitted with underwing refuelling pods for evaluation by the USMC.
In 1986 a NC-130A (55-022) belonging to the 4950th Test Wing, Aeronautical Systems Division (ASD) was modified as a sensor and seeker testbed for terminally-guided air-to-ground missiles. For that purpose, the aircraft was fitted with a retractable, gimballed ventral turret for the airborne seeker evaluation test system (ASETS). During the same year, two C-130As were specially configured for aerial spray operations to replace the unit’s Fairchild UC-123Ks. The last C-130As in military service equipped the 155th TAS, Tennessee ANG; they were replaced by C-141Bs in 1991. Outside the military, many have been converted for civil use and as forestry tankers.
AC-130A-LM
54-1626, an early production JC-130A was first evaluated as a ‘gunship’ under Project ‘Gunboat’, beginning on 6 June 1967. The AC-130A, sometimes referred to as ‘Plain Jane’, was modified by the Aeronautical Systems Division, Air Force Systems Command, at Wright-Patterson AFB, Ohio to carry four General Electric 20 mm M-61 cannon mounted on the port side of the fuselage, to fire obliquely downward. The following were also installed: Starlight Scope (a night observation device), sidelooking radar, a computerized fire-control system, a beacon tracker, DF homing instrumentation, FM radio transceiver and an inert tank system; in addition, a semi-automatic flare dispenser and a steerable 1.5 million candlepower AN/AVQ-8 searchlight containing two Xenon arc lights (infra-red and ultraviolet) were mounted on the aft ramp. ‘Plain Jane’ was battle-tested in south-east Asia during October-December 1967 and from February-November 1968. It proved so successful that the Pentagon awarded a contract to LTV Electrosystems of Greenville, Texas, for the modification of seven more JC-130As to AC-130A configuration. Delivered between August and December 1968, they differed from the prototype in being fitted with improved systems, including the AN/AAD-4 SLIR (side-looking infra-red) and AN/APQ-136 moving target indicator (MTI) sensors and an AN/AWG-13 analogue computer. Used in the fighting in south-east Asia, the AC-130As proved very effective, especially against vehicles along the Hó Chi Minh Trail at night.
C-130A (55-0011) was modified under the ‘Super Chicken’ or ‘Surprise Package’ programme to meet a requirement for improved all-weather capability and with larger guns. The ‘Surprise Package’/’Cornet Surprise’/’Super Chicken’ AC-130As carried two 7.62 mm guns, two 20mm cannon forward and two 40mm Bofors clip-fed cannon aft of the wheel fairing. An AN/ASD-5 ‘Black Crow’ truck ignition sensor was installed in the prototype, but was not originally included in the subsequent aircraft. Also fitted were Motorola AN/APQ-133 beacon tracking radar and an AN/ASQ-24A stabilized tracking set containing ASQ-145 LLLTV (low light-level television).
Nine further C-130As were modified to the AC-130A ‘Pave Pronto’ configuration with AN/ASD-5 ‘Black Crow’ truck ignition sensor reinstated; also the AN/ASQ-24A stabilized tracking set with AN/AVQ-18 laser designator and bomb damage assessment camera, SUU-42 flare ejection pods, dual AN/ALQ-87 ECM pods under the wings and some other improvements. The earlier AC-130As were retrospectively brought up to ‘Pave Pronto’ and ‘Pave Pronto Plus’ standard. In south-east Asia the AC-130As used their laser designation/rangefinder equipment to mark targets for F-4 Phantoms carrying laser-guided bombs (LGBs). Five were destroyed in combat between 1969 and 1972.
The eighteen C-130A/JC-130As modified as gunships were 53-3129, 54-1623, 54-1625/1630, 55-011, 55-014, 55-029, 55-040, 55-043/044, 55-046, 56-469, 56-490 and 56-509.
CM30A-II-LM
Twelve C-130A-II COMINT/SIGINT (communications intelligence/signals intelligence gathering) versions obtained, beginning in late 1957, by modifying C-130As (54-1637, 56-0484, 560524/0525, 56-0528, 56-0530, 56-0534/0535, 56-0537/ 0538 and 56-0540/0541). Each was fitted with direction finders, pulse and signal analysers, receivers and recorders and was capable of accommodating twelve to fifteen ECM operators. Up until about 1971 the C-130A-IIs were operated by the 7406th Operations Squadron, 7407th Combat Support Wing, at Rhein-Main AB in West Germany and from Athens, Greece on Operation ‘Creek Misty’ and other eavesdropping missions along the Iron Curtain and in the Middle East. 56-0528 was shot down by Soviet fighters over Armenia during an eavesdropping sortie on 2 September 1958. All remaining C-130A-IIs were replaced by C-130B-IIs in 1971.
DC-130A-LM
In 1957 two C-130As (57-496 and 57-497) were modified as drone directors to carry, launch and direct remotely piloted vehicles (RPVs) such as the Ryan Firebee drone. These were followed in the 1960s by 56-491, 56-514, 56-527, 56-461 and 57-523 (an ex-RL-130A) and a C-130D (55-021). Originally these were designated GC-130A but from 1962 all were known as DC-130A. The DC-130A carries four drones beneath the wings, with specialized guidance equipment operators in the fuselage. The first two DC-130As were transferred to the USN as BuNos 158228/158229. Many had their original Pinocchio nose’ replaced with an extended (thimble) nose radome housing the AN/APN-45 and some had an added microwave guidance system in an undernose (chin) radome. Beginning in 1969 five DC-130As were transferred to the USN and to VC-3, where they were giver BuNos 158228, 158229, 560514, 570496 and 570497. Following Navy service, the last three were operated under contract first by Lockheed Aircraft Service and then by Flight Systems Inc. from Mojave Airport, California.
QC-130A-LM
Initial designation given to the DC-130As, later applied to permanently grounded Hercules that are, or have been, used as instructional airframes.
JC-130A-LM
Sixteen C-130As (53-3129/53-3135, 54-1624, 54-1627/54-1630, 54-1639, 56-490 56-493 and 56-497) modified in the late 1950s and early 1960s to track missile; during tests over the Atlantic range. Based at Patrick AFB, Florida at least eleven were used in conjunction with submarine-launched Polaris ballistic missiles. Six (54-3129, also 54-1627 to 54-1630 and 56-490) were later modified to become AC-130A gunships, while the remainder were converted to NC-130A and RC-130S configuration.
NC-130A-LM
Five C-130As (54-1622, 54-1635, 55-022/ 023 and 56-491) temporarily used for special tests by the Air Force Special Weapons Center at Kirtland AFB, New Mexico. Three subsequently reverted to C-130A standard. The NC-130A designation was then used in 1968 to identify Air-borne Seeker Evaluation Test System (ASETS) Aircraft.
TC-130A-LM
The nineteenth C-130A modified to serve as the prototype for the proposed crew trainer version. The USAF had no requirement tor a dedicated Hercules training aircraft and so it was modified again, to become the prototype for the RC-130A (see next entry).
RC-130A-LM
During the mid-1950s TC-130A 54-1632 was modified as a prototype photographic-mapping aircraft. Equipment fitted included electronic geodetic survey apparatus, cameras and a darkroom for inflight photo processing. Its success in this role led to the last fifteen C-130As (57-0510/0524) being delivered in March 1959 to RC-130A standard, to the 1375th Mapping and Charting Squadron, 1370th Photomapping Group at Turner AFB, Georgia. This unit, redesignated 1370th Photomapping Wing in 1960, later moved to Forbes AFB, Kansas; it was inactivated here in June 1972. All except 57-0523 (which became a DC-130A) were remodified to C-130A configuration, stripped of their survey equipment and served as transports with AFres and ANG units.
C-130B-LM (Model 282)
The second production series of the Hercules, more powerful version than its predecessors, due largely to the implementation of 4,050eshp T56-A-7 engines which drove four-bladed Hamilton Standard propellers. Other major improvements included a stronger landing gear and additional tanks in the wing centre section, inboard of the engines; these tanks increased the internal fuel capacity from 5,250 to 6,960 US gallons (19,873 to 26,346 litres) and meant that the pylon tanks could be deleted. The forward cargo door was permanently sealed and a deeper cockpit with bunks for a relief crew was fitted. These improvements, plus in some aircraft the strengthening of the wing centre section to improve fatigue life, increased the gross weight from 124,200 lb to 135,000 lb. Those aircraft fitted with an AN/URT-26 crash position indicator had the same extended tailcone as similarly modified C-130As. A Tactical Precision Approach System was also installed.
The first aircraft (57-525) was flown at Marietta on 20 November 1958 and the C-130B first entered service with the 463rd TCW at Sewart AFB, Tennessee, in June 1959. A total of 231 C-130B versions were built, beginning in December 1958, comprising as follows: 118 C-130Bs for Tactical Air Command; forty-three C-130Bs for overseas customers (Canada, Indonesia, Iran, Jordan, Pakistan and South Africa); and seventy basically similar aircraft which were built as HC-130Bs for the US Coast Guard, WC-130Bs for the USAF and as GV-1s (KC-130Fs), GV-1Us (C-130Fs) and UV-1Ls (LC-130Fs) for the US Navy and US Marine Corps. Thirty-seven USAF aircraft were modified as C-130B-H.S (RC-130Bs) JC-130Bs, NC-130Bs, VC-130B and WC-130Rs, while two Indonesian aircraft (T-1309/T-1310) were modified as tankers with underwing refuelling pods and became KC-130Bs. From 1988 Singapore also operated three KC-130Bs (720, 724 and 725). (The five new-build WC-130Bs (62-3492/3496) were remodified to C-130B configuration.) Aircraft basically similar to the C-130Bs were built as C-130BLs (LC-130Fs), WC-130Bs, GV-1s (KC-130Fs), GV-1Us (C-130Fs) and R8V-1Fs (SC-130B/HC-130Bs).
C-130B-II
Thirteen ‘Sun Valley’ IP C-130Bs (58-711, 58-723, 59-1524/1528, 59-1530/1533, 59-1535 and 59-1537) modified as electronic reconnaissance aircraft. They carried long-focal-length oblique cameras and reconnaissance systems and entered service in May 1961 with the 6,091st Reconnaissance Squadron at Yokota AB, Japan (556th RS from 1 July 1968). They replaced the unit’s ‘Sun Valley’ and ‘Smog Count’ Boeing RB-50Es used on photo surveillance duty along the Korean DMZ (demilitarized zone). All thirteen C-130B-IIs were subsequently remodified as C-130Bs by removal of all reconnaissance equipment.
C-130BL-LM
Designation assigned by the USAF to the first four ‘ski birds’ acquired for and on behalf of, the US Navy to assist in Antarctic exploration as part of Operation ‘Deep Freeze’. In USN service the aircraft were originally designated UV-1L, but they were subsequently redesignated LC-130Fs in September 1962.
HC-130B-LM
Originally designated R8V-lGs (USN) and SC-130Bs (USAF) prior to 1962, these twelve search and rescue aircraft were redesignated HC-130B in September 1962. All twelve were delivered to the US Coast Guard (USCG serials 1339/1342 and 1344/1351). They differed from C-130Bs in having the crew restbunks replaced by a radio-operator station and on-scene commander station, clear-vision panels fitting over the parachute doors after the cabin was depressurized and provision for carrying life rafts and rescue kits. By using just two engines once the search area was reached, HC-130Bs could remain on station for up to seven hours. The HC-130Bs remained in service for almost twenty years before they were put into store at MASDC in the early 1980s.
JC-130B-LM
Fourteen C-130Bs (57-525/529, 58-713/ 717, 58-750, 58-756 and 61-962/963) modified for aerial recovery of satellite capsules. Six were operated by the 6593rd Test Squadron, Air Force Systems Command at Hickam AFB, Hawaii, for aerial recovery of capsules ejected by Discovery military satellites. (Tracking equipment was carried in a radome atop the JC-130B fuselage and a retrieval system was trailed from the rear cargo ramp to snatch the capsule parachute while in flight.) At least one JC-130B was used to evaluate the Fulton STAR (surface-to-air recovery) personnel retrieval system which was later fitted to the HC-0130H and MC-130E. One JC-130B was modified as a VC-130B VIP transport before this aircraft and most of the other JC-130Bs were converted back to C-130B configuration.
KC-130B-LM
Two Indonesian Aircraft (T-1309/T-1310) and three Singapore aircraft (720, 724 and 725) modified as tankers with refuelling pods containing hose-and-drogue assemblies in place of underwing tanks.
NC-130B-LM
Lockheed-developed STOL version of the Hercules, initiated after the US Army expressed an interest in a short -take-off-and-landing aircraft. C-130B 58-712 was converted as a STOL prototype to test a boundary layer control system, having a rudder of increase chord and single-hinged flaps in place of Fowler flaps. Air bleeds from two Allison YT56-A-6s operating as gas generators located under the outer wing panels in place of the external tanks were blown over the flaps and rudder to enhance lift and controllability. However, the US Army cancelled its requirement for the proposed C-130C production before 58-712 flew on 8 February 1960 in STOL configuration. In all, the NC-130B logged twentythree hours of flight before being placed in temporary storage. The STOL system was later removed and the aircraft fitted with standard wings and rudder from a damaged Hercules for delivery to NASA as N929NA (later N707NA), to take part in the ‘Earth Survey’ Programme. One JC-130B (58-717) assigned to the 6,593rd Test Squadron was also designated NC-130B for use on special tests. RC-130B-LM See C-130B-II entry. SC-130B-LM Re-designation of the R8V-1Gs; later they became HC-130Gs and finally HC-130Bs.
VC-130B-LM
JC-130B 58-714 temporarily modified as a staff transport before being remodified to the C-130B configuration.
WC-130B-LM
Five weather-reconnaissance aircraft (62-3492/3496) produced in 1962 for the Air Weather Service by Lockheed. That same year, they entered service with the 55th Weather Reconnaissance Squadron at Ramey AFB, Puerto Rico where the WC-130Bs replaced Boeing WB-50Ds on hurricane- and typhoon-hunting missions in the region. In the 1970s eleven C-130Bs (58-726/727, 58-729, 58-731, 58-733/734, 58-740/741, 58-747, 58-752 and 58-758) were modified to WC- 130B standard. When suitably modified WC-130E/H aircraft were obtained in the mid-1970s, most WC-130Bs were returned to C-130B configuration for service in AFRes and ANG units. 58-731, a Kaman AWRS (Airborne Weather Reconnaissance System)-equipped aircraft, was the exception, being transferred in 1975 to the National Oceanic and Atmospheric Administration (NOAA), US Department of Commerce, at Miami, Florida first as N8037 and then as N6541C.
C-130C-LM
Proposed STOL US Army version for which the NC-130B-LM (58-712) had served as a prototype. It was not built.
C-130D-LM
A ski-equipped Hercules was originally conceived in the late 1950s for service in Alaska and Greenland with Alaskan Air Command in support of the Distant Early Warning (DEW) Line radar stations. The fortyeighth C-130A (55-021) was modified to become the ski-equipped prototype, which, while retaining its wheeled undercarriage, was fitted with 5.5 feet wide Teflon-coated aluminium skis: the nose-unit skis were 10.3 feet long and the main skis 20.5 feet long. The ski-equipped prototype first flew on 29 January 1957 and underwent testing in Minnesota and Greenland only to be returned to C-130A configuration immediately afterwards. This aircraft later became a DC-130A drone director and was issued to the US Navy as BuNo158228. In the meantime, twelve production ski-equipped C-130Ds (57-484/495) for TAC were built with late production C-130A airframes and powerplants. These were delivered to the TCS on 29 January 1959. Furthermore, two C-130As (57-0473 and 57-0474) were modified as C-130Ds but later were returned to their original configuration. Six C-130Ds (57-0484/0489) were converted to C-130D-6 standard during 1962-63 by removal of their skis. C-130D-6 (3203) The Harker (formerly Frozen Assets) stalled while overshooting at Dye III, 320 kilometres east of Sondrestrom (originally Bluie West 8), a US air base in central Greenland, on 5 June 1972 and was written off. Beginning in the summer of 1975 the rest was assigned to the 139th TAS, New York ANG, which operated the five ‘ski-birds’ until their replacement by LC-130Hs November 1984-April 1985.
QC-130D/QC-130D-6
Designation given to at least three permanently grounded GC-130Ds used as instructional airframes.
C-130E-LM (Model 382)
Tactical Airlift Command’s C-130A and C-130B had proved exceptional tactical transports. By 1964 the TAC needed additional C-l30 models and this requirement coincided with that of Military Air Transport Service (MATS), in June, for turbinepowered aircraft to replace part of its burgeoning fleet of obsolescent piston-engined transports. The third major production version of the Hercules was therefore designed with longer-ranged logistic missions in mind. To meet the MATS payload-range performance requirement, maximum take-off weight on the first 323 C-130Es for the USAF and the first thirty-five export models, was increased from 124,200 lb for the C-130A to 155,000 lb (or to 175,000 lb, by limiting manoeuvres to reduce load factors from 2.5 to 2.25) and by increasing the fuel capacity to 9,226 US gallons (34,923 litres). The latter increase was achieved by replacing the two 450-gallon (1,703-litre) underwing tanks of the C-130B by 1,360 US gallon (5,148 litres) underwing units, with the larger external tanks being moved to a position between the engine nacelles. Starting with the 359th C-130E (68-10934) the fuel capacity was increased to 9,680 US gallons (36,642 litres). The 4,050hp T56-A-7 engines used on the C-130B were retained, the increase in the C-130E’s operating weight resulting in stronger wing spars and thicker skin panels, as well as strengthened landing gear. The first flight of a C-130E (61-3258) was made at Marietta on 15 August 1961 with deliveries to the 4442nd Combat Crew Training Group, TAC at Sewart AFB commencing in April 1962.
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 communications 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 JATO 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.
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 the 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.
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 limited 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)