Primary Role: Infiltration, exfiltration, and resupply of special operations forces

“Combat Talon I” & “Combat Talon II”

The MC-130E/H aircraft provide global, day, night and adverse weather capability to infiltrate, resupply and exfiltrate U.S. and allied special operations forces.

The MC-130E “Combat Talon I” also has a deep penetrating helicopter refueling role during special operations missions. Some of the MC-130Es are equipped with the Fulton air recovery system; a safe, rapid method of recovering personnel or equipment from either land or water. It involves use of a large, helium-filled balloon used to raise a 450-foot (137m) nylon lift line. The MC-130E flies toward the lift line at 150 miles per hour (241km/h), snags it with scissors-like arms located on the aircraft nose and the person or equipment is lifted off, experiencing less shock than that caused by a parachute opening. Aircrew members then use a hydraulic winch to pull the person or equipment aboard through the open rear cargo door.

The MC-130H “Combat Talon II” conducts infiltrations into politically denied/sensitive defended areas to resupply or exfiltrate special operations forces and equipment. These missions are conducted in adverse weather at low-level and long range. The MC-130H is supported with organic depots for the aircraft, radar, radome, and mission computer.

Both aircraft are equipped with in-flight refueling equipment, terrain-following and terrain-avoidance radar, an inertial and global positioning satellite navigation system, and a high-speed aerial delivery system. The special navigation and aerial delivery systems are used to locate small drop zones and deliver personnel or equipment with greater accuracy and higher speeds than possible with a standard C-130. The aircraft also can penetrate hostile airspace at low altitudes, and crews are specially trained in night and adverse weather operations.

Combat Talons feature highly automated controls and displays to reduce crew size and workload. The cockpit and cargo areas are compatible with night vision goggles. The integrated control and display subsystem combines basic aircraft flight, tactical and mission sensor data into a comprehensive set of display formats that assist each operator in performing tasks efficiently.

On the MC-130H, the pilot and co-pilot displays on the cockpit instrument panel and the navigator/electronic warfare operator console on the aft portion of the flight deck each have two video displays and a data-entry keyboard. The electronic warfare operator also has a data-entry keyboard and two video displays, one of which is dedicated to electronic warfare data. The navigator uses radar ground map displays, forward-looking infrared displays, tabular mission management displays and equipment status information.

Since 1979, a number of MC-130H aircraft have been delivered to the USAF. These later models are equipped with more advanced avionics including the ALR-46 radar-warning receiver and ALE-27 chaff dispenser.

MC-130P

Primary Role: Aerial refueling of special operations forces helicopters

“Combat Shadow”

First flown in 1964, the aircraft has served many roles and missions. Originally designated as the HC-130N/P, Air Force Special Operations Command (AFSOC) aircraft designations were changed in February 1996 to align them with all other M-series special operations mission aircraft. All HC-130N/P aircraft not assigned to AFSOC have retained their rescue aircraft designation.

The MC-130P “Combat Shadow” flies clandestine or low-visibility, low-level missions into politically sensitive or hostile territory to provide air refueling for special operations helicopters. The MC-130P primarily flies its single or multi-ship missions at night to reduce detection and intercept by airborne threats. Secondary mission capabilities include airdrop of small special operations teams, small bundles, and zodiac and combat rubber raiding craft; as well as night-vision goggle takeoffs and landings, tactical airborne radar approaches and in-flight refueling as a receiver.

MC-130P “Combat Shadow” and MC-130E “Combat Talon I” aircraft have similar missions, but the E-models have more instruments designed for covert operations. Both aircraft fly infiltration/exfiltration missions airdrop or airland personnel and equipment in hostile territory. They also aerial refuel special operations helicopters and usually fly missions at night with aircrews using night-vision goggles. The “Combat Talon I”, however, has an electronic countermeasures suite and terrain-following radar that enables it to fly extremely low, counter enemy radar and penetrate deep into hostile territory.

When fully modified, the MC-130P will have a fully integrated inertial navigation and global positioning system (GPS), and night-vision goggle-compatible interior and exterior lighting. It will also have a forward-looking infrared radar, missile and radar warning receivers, chaff and flare dispensers, night-vision goggle compatible heads-up display, satellite and data burst communications, and in-flight refueling capability as a receiver.

One notable external feature is the large “blister” located on top of the aircraft’s fuselage, forward of the wing. Originally designed to house the Cook Electric re-entry tracking system, this feature has been removed and many of the aircraft have since lost the “blisters” as well.

Note: The U.S. Coast Guard operates the HC-130H variant. Primarily used for the role of maritime patrol/search and rescue, the HC-130H is not capable of refueling other aircraft in-flight.

During the 1950s the versatile Lockheed C-130 Hercules was originally designed as an assault transport but was adapted for a variety of missions, including: special operations (low-level and attack), close air support and air interdiction, mid-air space capsule recovery, search and rescue (SAR), aerial refueling of helicopters, weather mapping and reconnaissance, electronic surveillance, fire fighting, aerial spraying, Arctic/Antarctic ice resupply and natural disaster relief missions.

Currently, the Hercules primarily performs the intratheater portion of the tactical airlift mission. This medium-range aircraft is capable of operating from rough, dirt strips and is the prime transport for paratroop and equipment drops into hostile areas.

Background

On 23 August 1954, the first of two YC-130A test aircraft (#53-3397) made its maiden flight. It was flown from Burbank, California, to Edwards Air Force Base by Stanley Beltz (pilot) and Roy Wimmer (co-pilot). Only the two YC-130 prototypes (#53-3396 was the first built) were assembled at Lockheed’s “Skunk Works” plant in Burbank, while more than 2,000 subsequent aircraft have been built in Marietta, Georgia.

The initial production model was the C-130A, with four three-bladed Allison T56-A-9 turboprops. A total of 219 were ordered. The first production C-130A (#53-3129*) flew on 7 April 1955 and deliveries began in December 1956. Two DC-130As (originally GC-130As) were built as drone launchers/directors, carrying up to four drones on underwing pylons. All special equipment was removable, permitting the aircraft to be used as freighters (accommodating five standard freight pallets), assault transports, or ambulances.

Five decades have elapsed since the Air Force issued its original design specification, yet the remarkable C-130 Hercules remains in production. The venerable “Herk” is the most successful military transport since the Douglas C-47 and has accumulated over 20 million flight hours. More than 900 C-130s and derivatives have been delivered to the U.S. Air Force during the past 30 years. The aircraft type currently serves in over 60 foreign countries and is expected to remain in production well into the 21st century.

U.S. Air Force

The C-130B entered service in June 1959. A total of 134 were delivered to the Air Force. The B-model introduced the four-bladed Allison T56-A-7 turboprops, carries additional fuel in the wings, and has strengthened landing gear. A few C-130Bs, used for aerial fire fighting missions, are still in service with Air National Guard units. Six C-130Bs were modified in 1961 for mid-air snatch recovery of classified Air Force satellites.

During the Vietnam Conflict, some Air Force C-130As were converted into gunships. In addition to their side-firing 20mm Vulcan cannons and 7.62mm Miniguns, they also possessed sensors, a target acquisition system, and a forward looking infra-red (FLIR) and low-light television system.

Several A-models, redesignated C-130D, were fitted with wheel/ski landing gear for service in the Arctic and for resupply missions to units along the Distant Early Warning (DEW) line. The two main skis are 20 feet (6m) long, 6 feet (1.8m) wide, and weigh about 2,000 pounds (907kg) each. The nose ski is 10 feet (3m) long and 6 feet (1.8m) wide. The D-model also has increased fuel capacity and provision for jet-assisted takeoff (JATO). These were flown by the Air National Guard and have been replaced by the LC-130H variant.

The C-130E is an extended-range development of the C-130B. A total of 369 were ordered and deliveries began in April 1962. The maximum ramp weight of the E-model increased to 155,000 pounds (70,307kg), 20,000 pounds (9,072kg) more than the B-model. Its fuel capacity was increased by over 17,000 pounds (7,711kg). More powerful Allison T-56-A-7A engines were used and a pair of external fuel tanks with a capacity of 1,360 gallons were slung beneath the wings, between the engines. A recent wing modification to correct fatigue and corrosion on the USAF’s fleet of E-models has extended the life of the aircraft well into the 21st century.

Similar to the E-model, the C-130H has updated T56-A-T5 turboprops, a redesigned outer wing, updated avionics, and other minor improvements. Delivery began in July 1974 [other sources state April 1975]. More than 350 C-130Hs and derivatives were ordered for active and reserve units of the U.S. services. The H-model has become the most produced of all C-130 models, with orders for 565 as of the end of 1979.

U.S. Navy & Marines

The C-130 Hercules first entered naval service in 1960 when four LC-130F’s were obtained for Antarctic support missions. These ski-equipped “Herks” were soon followed by 46 KC-130F models procured by the Marine Corps in 1962 for the dual role of assault transport and aerial tanker for fighter and attack aircraft. That same year the Navy obtained seven C-130F’s without inflight refueling equipment to serve its transport requirements. The KC-130F made its first test flight in January 1960 as the GV-1 under the old Navy designation system. The tanker version can refuel two aircraft simultaneously from the 3,600 gallons in its cargo compartment. The fuel is routed to two detachable pylon pods located below the outer wing, containing refueling gear.

In 1965, the Navy procured a number of C-130Gs to provide support to Polaris submarines and the exchange of their crews. Essentially the same as the F-model, these aircraft have increased structural strength, allowing higher gross weight operation. All models feature crew and cargo compartment pressurization, single-point refueling and a Doppler navigation system. The four of these aircraft were later modified as TACAMO communications relay aircraft and were redesignated EC-130G. After replacement by the E-6A, three aircraft were returned to transport configuration (albeit with no cargo ramp) as TC-130Gs, one now serving as the Blue Angels support aircraft, Fat Albert.

One other model, the EC-130Q, served in two VQ squadrons. This version had a permanently installed VLF radio transmitter system used to supplement shorebased communications facilities and acted as a strategic communications aircraft, communicating with ballistic-missile submarines.

* This aircraft lost its left wing to fire during its third flight. It was repaired and the aircraft was later converted into an AC-130A gunship which was retired from service on 10 Sept 1995.

Statistics

More than 145 Hercules aircraft were deployed in support of Operations Desert Shield and Desert Storm. These aircraft moved units to forward bases once they arrived in the theatre. From 10 August 1990 to the cease-fire, Air Force C-130s flew 46,500 sorties and moved more than 209,000 people and 300,000 tons of supplies within the Area of Responsibility (AOR). They provided logistical support, aeromedical evacuation of the wounded, and battlefield mobility once the fighting started. During the “100-hour” ground campaign, C-130s flew more than 500 sorties a day!

Features

The C-130 design employs a cargo floor at truck-bed height above the ground, an integral “roll on/roll off” rear loading ramp, and an unobstructed, fully-pressurized cargo hold which can rapidly be reconfigured for the carriage of troops, stretchers or passengers. The Hercules can also be committed for airdrops of troops or equipment and for LAPES (Low Altitude Parachute Extraction System) delivery of heavy cargoes.

• Cargo Compartment – The C-130 can carry more than 42,000 pounds (19,051kg) of cargo. Rollers in the floor of the cargo compartment enable quick and easy handling of cargo pallets and can be removed to leave a flat surface, if needed. Five 463L pallets (plus a ramp pallet for baggage) may be loaded onto the aircraft through the hydraulically-operated main loading ramp/door assembly located in the rear of the aircraft. The ramp can also be lowered to the ground for loading and unloading of wheeled vehicles. Tie-down fittings for securing cargo are located throughout the compartment.In its personnel carrier role, the C-130 can accommodate 92 combat troops or 64 fully-equipped paratroopers on side-facing, webbed seats. For aeromedical evacuations, it can carry 74 litter patients and two medical attendants.
• Aerial Delivery of Cargo – Three primary methods of aerial delivery are used for equipment or supplies. In the first, parachutes pull the load, weighing up to 42,000 pounds (19,051kg), from the aircraft. When the load is clear of the plane, cargo parachutes deploy and lower the load to the ground.The second method, called the Container Delivery System (CDS), uses the force of gravity to pull from one to 16 bundles of supplies from the aircraft. When the bundles, weighing up to 2,200 pounds (998kg) each, are out of the aircraft, parachutes deploy and lower them to the ground. LAPES is the third aerial delivery method. With LAPES, up to 38,000 pounds (17,237kg) of cargo is pulled from the aircraft by large cargo parachutes while the aircraft is five to 10 feet (3m) above the ground. The load then slides to a stop within a very short distance.
• Wings and Fuel Tanks – The full cantilever wing contains four integral main fuel tanks and two bladder-type auxiliary tanks. Two external tanks are mounted under the wings. This gives the C-130 a total usable fuel capacity of approximately 9,530 gallons.
• Landing Gear – The modified tricycle-type landing gear consists of dual nose gear wheels and tandem mains and permits aircraft operation from rough, unimproved runways. Main gear retraction is vertically, into fuselage blister fairings, and the nose gear folds forward into the fuselage. Power steering is incorporated into the nose gear.
• Electrical Systems – AC electrical power for the C-130H model is provided by five 40 KVA generators, 4 driven by the engines and one driven by the Auxiliary Power Unit (APU). On the E-model, the power is supplied by four 40 KVA engine-driven generators, and a 20 KVA generator driven by the Air Turbine Motor (ATM). DC power is provided from AC sources through four 200 ampere transformer rectifiers and one 24 volt, 36 ampere-hour battery.
• Hydraulic Systems – Four engine-driven pumps supply 3,000 psi pressure to the utility and booster systems. An electric AC motor-driven pump supplies pressure to the auxiliary system and is backed up by a hand pump. The hydraulic system maintains constant pressure during zero or negative “g” maneuvers.

Stretched Herks

A number of military operators use the civilian version of the Hercules, which bears the Lockheed designation L-100. Certificated in February 1965, the basic L-100 was broadly equivalent to the C-130E, without pylon tanks or military equipment. The L-100-20 was given plugs fore (5 feet/1.5m) and aft (3.3 feet/1m) of the wing. The L-100-30 has a full 15-foot (4.6m) fuselage stretch.

Roles and Variants

The C-130 Hercules is arguably the most versatile tactical transport aircraft ever built. Its uses appear almost limitless: airlift and airdrop, electronic surveillance, search and rescue, space-capsule recovery, helicopter refueling, landing (with skis) on snow and ice, and aerial attack. It has even landed and taken off from a carrier deck without benefit of arresting gear or catapults.

Interesting Efforts

C-130 Hercules Lands on U.S.S. Forrestal

When one reviews the encyclopedic range of accomplishments by the C-130 Hercules and its valiant aircrews over the years, surely one of the most astounding took place in October of 1963 when the U.S. Navy successfully landed a Marine Corps KC-130 on the deck of an aircraft carrier.

Operation ‘Credible Sport’

In 1980, following the failure of Operation “Eagle Claw” (aka Desert One) the U.S. military made radical modifications to a C-130H Hercules so it could take off and land almost like a helicopter. The aircraft was equipped with lift rockets slanting downward, slowdown rockets facing forward, missile motors facing backward, and still more rockets to stabilize the plane as it touched down. The mission land in a Tehran soccer stadium, rescue 53 American hostages held captive in Iran, and get out…FAST!

Two aircraft received these special modifications and were redesignated YMC-130H. The first modified plane (#74-1683), created in just a couple of months, crashed on the runway during a training exercise after a rocket discharged prematurely and ripped off the aircraft’s right wing. The second modified plane (#74-1686) was never used and is now on display at Robins AFB in Georgia.

Specifications

Global Airlift:  Anything, Anytime, Anywhere

The Lockheed C-5 Galaxy is a heavy logistics military transport aircraft designed to provide world-wide massive strategic airlift. The CONUS-based fleet can provide delivery of palletized, oversized and outsized cargo, as well as passengers or combat-ready troops, anywhere in the world on short notice. The aircraft can takeoff and land in relatively short distances and taxi on substandard surfaces during emergency operations. The C-5 also plays a limited role in the airdrop and special operations arenas.

Lockheed C-5 Galaxy Background

In 1963, realizing that they needed a jet-powered replacement for the exhausted, turboprop-powered C-133 Cargomaster, the United States Air Force began to study very large logistic transports. After reviewing several airframe designs, they eventually choose one similar to that of the C-141A Starlifter featuring a high-set wing (swept 25 degrees), four underwing jet engines and a T-tail.

This enormous aircraft, first known as the CX-HLS (Cargo Experimental-Heavy Logistics System) transport, was required to carry a payload of 125,000 pounds (56,700kg) over a distance of 8,000 miles (12,875km), or twice that load over a shorter distance. It also had to be able to operate, at maximum weight capacity, from the same runway lengths and semi-prepared runways as the C-141A (8,000 feet (2,438m) takeoff / 4,000 feet (1,219m) landing). Another major requirement, and the most controversial, was the design-life factor for the wing; it must survive for 30,000 flying hours.

The design competition was between Boeing (which entered its initial designs for the Model 747, before it was incorporated as a commercial passenger carrier), Douglas and Lockheed-Georgia. Lockheed won the contract in October 1965 with a design that was an extension of the company’s Hercules/Starlifter series. With a gross weight of 764,500 pounds (346,771kg), Lockheed’s Model 500, later designated C-5A Galaxy, dwarfed not only other Air Force transports but also every other type of aircraft in existence.

Construction of the prototype began in August 1966. The first C-5A Galaxy (#66-8303) was “rolled out” on 2 March 1968 and prepared for initial flight trials at Lockheed’s Marietta plant, located adjacent to Dobbins AFB in Georgia. The maiden flight took place on 30 June 1968 and lasted 94 minutes; Lockheed pilots Leo J. Sullivan and Walter E. Hensleigh were at the controls. (Note: This aircraft was lost following a ground fire on 17 October 1970.)

The first phase of manufacturer’s flight trials proceeded without major problems (except for the loss of a main wheel during a routine landing; the media had a field day with this event). In July 1969, full-scale structural ground static tests resulted in a premature wing failure at 84 percent of the scheduled maximum design load. Nevertheless, while corrective measures were devised, flight tests proceeded in Georgia and California, where the 2nd C-5A had been delivered to Edwards AFB on 4 June 1969 to take part in the 6-month joint Air Force/contractor Category I testing.

C-5A

Commonly described as, “The Box That The C-141 Came In,” the C-5A Galaxy was presented to the United States Air Force, for training purposes, in December 1969. The first operational aircraft were delivered to the 437th Military Airlift Wing (MAW), Charleston AFB, SC, in June 1970.

In the mid-1970s, wing cracks were found throughout the fleet. Consequently, all C-5A aircraft were restricted to a maximum of 50,000 pounds (22,680kg) of cargo each. To increase their lifting capability and service life, 77 C-5As underwent a re-winging program from 1981 to 1987. (In the redesigned wing, a new aluminum alloy was used that didn’t exist ten years prior.) The final re-winged C-5A was delivered in July 1986.

C-5B

In 1982, a new production version, the C-5B, was authorized in which all modifications and improvements evolved in the C-5A program were to be incorporated, including upgraded TF-39-GE-1C turbofan engines, extended-life wings, Bendix color weather radar, triple Delco inertial navigation systems (INS), an improved automated flight control system (AFCS) and a new, more advanced Malfunction Detection Analysis and Recording System (MADAR II). The C-5B dispensed with the C-5A’s complex crosswind landing gear system.

The first flight of the C-5B (#83-1285) took place on 10 September 1985. Delivery of the 50 new aircraft commenced in January 1986 and ended in April 1989. All C-5Bs are scheduled to remain in the active duty force, shared by comparably sized Air Force Reserve associate units.

C-5C

In the late-1980s, NASA had two C-5As (#68-0213 & #68-0216) modified to accommodate complete satellite and space station components. In each aircraft, the troop compartment, located in the aft upper deck, was removed and the aft cargo-door complex was modified to increase the dimensions of the cargo compartment’s aft loading area. Both aircraft are currently assigned to Travis AFB in Fairfield, California and have been redesignated as C-models. (Some unofficial sources claim this modification also enables the C-5C to be used for covert transportation of classified material between Lockheed’s Skunk Works in California and the test center at Groom Lake, Nevada, also known as Area 51. Lockheed and the U.S. government will neither confirm nor deny the authenticity of this speculation.)

Until the introduction of the Russian An-124 “Condor” (1982), the C-5A Galaxy was the largest and heaviest aircraft in the world. With its massive payload capacity, it has the capability to carry fully-equipped, combat-ready troops to any area of the world on short notice and provide the field support necessary to maintain a fighting force. Since 1970, it has opened unprecedented dimensions of strategic airlift in support of national defense and is invaluable to the Air Force mission and world-wide humanitarian relief efforts.

Lockheed C-5 Galaxy Features

• Exterior Setup – Four turbofan jet engines, high-set wing (swept 25 degrees), T-tail, forward and rear cargo loading assemblies, and a visor-type upward-hinged nose.
  
• Upper-Deck Accommodations – The forward upper deck (flight deck) seats a cockpit crew of six, a relief crew of seven, and eight dignitaries or couriers; it also has two bunk rooms with three beds in each. The rear upper deck (troop compartment) seats 73 passengers and two loadmasters. Both upper deck compartments are fully pressurized, air-conditioned and incorporate galleys for food preparation and lavatories.
  
• Cargo Compartment – Capacity: 36 fully-loaded 463L-type cargo pallets (88″ x 108″ @ 10,000 pound (4,536kg) capacity); 270 passengers in the air-bus configuration*; six transcontinental buses; two M1-A1 Abrams main battle tanks; seven UH-1 Huey helicopters; one U.S. Army 74-ton mobile scissors bridge. (A combination of pallets and wheeled vehicles can be carried together when required.)The Galaxy’s massive cargo compartment, with its upward-hinged visor in the nose and outward-opening “clamshell” doors in the rear, accommodates drive-through loading/unloading of wheeled or tracked vehicles using full-width ramps at each end. To accommodate faster, easier loading of outsized or unpowered equipment, each ramp contains an internally-housed winch. For rapid handling of palletized equipment, the forward and rear ramp assemblies can be repositioned to truckbed height, approximately 10 feet (3.0m) above the ground, and the entire cargo floor converted into a rollerized conveyor system. Thirty-six standard 463L cargo pallets can be loaded aboard in about 90 minutes. When palletized cargo is not being carried, the roller conveyors can be turned over to leave a smooth, flat surface to accommodate wheeled or tracked vehicles. The C-5 Galaxy has a 121 foot long cargo floor (one foot longer than the Wright Brothers first flight at Kitty Hawk, North Carolina) and nearly 35,000 cubic feet of available cargo space five times greater than that of the C-141A Starlifter! The entire cargo compartment is pressurized and air-conditioned.* The C-5 only carries passengers or troops in the lower-deck cargo compartment during emergency operations or on special missions authorized by Headquarters AMC.
  
• Landing Gear – The enormous C-5 Galaxy has a very unique landing gear system consisting of a single nose strut, four main bogeys and a total of 28 wheels. The complex system offers “high flotation” capability for unpaved surfaces, freewheel castoring to facilitate ground maneuvering, and an offset swiveling capability (20 degrees left or right) for crosswind landings**. The landing gear system also has the capability of raising each set of wheels individually for simplified tire changes or brake maintenance. Size aside, the aircraft can takeoff or land just about anywhere in the world. To provide maximum logistical flexibility, the C-5’s landing gear assembly also has a three-position “kneeling” system, which can be utilized to lower the aircraft’s cargo floor to truckbed height. “Kneeling” of the aircraft is especially needed when loading outsized or long wheel-based equipment because it reduces the angle of the forward or aft ramp critical areas.** Not adapted to the second production B-model aircraft, and has since been removed from all A-models.
  
• Power Sources – The electrical system has four engine-driven generators, each powerful enough to supply the aircraft with sufficient electricity. Each of the two main landing gear pods carries an auxiliary power unit (APU) and air turbine motor (ATM) to supply electric/pneumatic and hydraulic power, respectively, for engine starts, ground air conditioning and heating, main landing gear kneeling operations, and forward/aft cargo door operations.
  
• Engines – Four General Electric TF39-GE-1C turbofan engines, rated at 41,000 pounds (183kN) of thrust each, mounted on pylons under the wings power the C-5 Galaxy. Each engine pod is nearly 27 feet (8.2m) long, weighs 7,900 pounds (3,583kg) and has an air intake diameter of more than 8.5 feet (2.6m).During engine development, a Boeing B-52E (#57-0119) was modified for use as an engine testbed. The engine was mounted on the right inboard pylon in place of the two J57s normally installed there. The single TF-39 turbofan had nearly as much thrust as four standard J57 turbojets.
  
• Fuel Capacity – The C-5 Galaxy has 12 integral wing tanks with a capacity of 51,450 gallons (332,500 pounds) of fuel enough to fill more than six standard railroad tankers!
  
• Inflight Refueling Capability – The C-5A Galaxy was the first transport aircraft to incorporate inflight refueling capability as an original design feature. The ability to aerial refuel allows the aircraft to stay airborne indefinitely. With aerial refueling, crew endurance is the only limit to the aircraft’s range. (Relief crews are carried on long flights to minimize the crew fatigue factor.)
  
• MADAR – An automatic trouble-shooting system constantly monitors more than 800 test points in the various subsystems of the aircraft. The Malfunction Detection Analysis and Recording System (MADAR) uses a digital computer to identify malfunctions in replaceable units. Failure and trend information is recorded on magnetic tape for analysis.
  
• Avionics – The C-5 Galaxy has sophisticated communications equipment and a triple inertial navigation system (INS), making it nearly self-sufficient. It can operate without using ground-based navigational aids.
  
• Countermeasures – Under the Pacer Snow project, two C-5s received installation of ALE-40 flare dispensers and an AAR-47 missile warning system to provide a measure of self-defense.

Lockheed C-5 Galaxy Statistics

The C-5 Galaxy is specifically designed to transport all types of military fighting equipment and associated personnel. The entire spectrum of military inventory, anything and everything that the Army ever intended to be airlifted rolling and tracked armored equipment (including main battle tanks), bridge launchers, helicopters, bulk cargo, troops, etc. can be transported swiftly and efficiently aboard the C-5. inflight refueling capability gives the aircraft nearly unlimited range and increases its flexibility for troop and cargo delivery.

In the airdrop arena, the C-5 Galaxy is capable of delivering up to 60,000 pounds (27,216kg) of equipment per drop. Standard airdrop operations include the following types of hardware: Hummers, Bradleys, tanks, road graters and Howitzers. The C-5’s aerial-delivery system is compatible with airdrop platforms of 8, 12, 16, 20, 24, 28 and 32 feet in length. Most personnel drops consist of 73 combat-ready troops.

In 1984, a re-winged C-5A flew at a then world record gross weight of 920,836 pounds (417,684kg) after being air refueled. Less than five years later, a C-5B set a new airdrop record of 190,493 (86,406kg) pounds. The drop, consisting of four 42,000 pound (19,051kg) Sheridan tanks and 73 combat-ready troops, occurred over Fort Bragg, North Carolina on 7 June 1989. The C-5 Galaxy also holds the “unofficial” world record for the heaviest drop over a single zone … two 60,000 pound (27,216kg) platforms.

The most dramatic display of the Galaxy’s capability and value was during operations Desert Shield and Desert Storm. Galaxies comprised only 12 percent of the combined airlift fleet, yet they carried 44 percent of all airlift cargo and flew 23 percent of all strategic airlift missions. Ninety percent of Air Force C-5s were used in Desert Shield/Storm, the rest were flying high-priority missions elsewhere around the world.

Overall, the strategic airlift to the Persian Gulf was the largest since World War II. By the cease-fire, Air Force airlifters had moved 482,000 passengers and 513,000 tons of cargo. Viewed in ton miles, the airlift of Operation Desert Shield/Storm was equivalent to repeating the Berlin Airlift, a 56-week operation, every six weeks.

Modernization of the Lockheed C-5 Galaxy

The U.S. Air Force took delivery of the first C-5A in 1969. The fleet was later retrofitted with a new wing in the mid-1980s. With a projected structural service life of over 50,000 hours, structurally, the C-5 could last well into the 21st century, depending on the model and other factors. However, system obsolescence, reliability and maintainability, operating costs, impacts of corrosion, and required repairs all factor in the service life of an aircraft. Currently, the C-5 has the highest operating cost of any Air Force weapon system.

While the C-5 Galaxy has been the backbone of America’s strategic airlift fleet since the early-1970s, reliability rates are dropping because the engines and avionics are showing their age. However, testing and analysis reveal that the C-5 has 80 percent of its structural service life remaining. With modernization, “C-5 operators can realize a 34 percent less cost-per-flying-hour and 44 percent less cost-per-ton-mile of cargo all at 20 percent of the cost of comparable new aircraft.”

Lockheed Martin has submitted a proposal to the C-5 Galaxy Modernization Program to replace existing avionics with a modern, highly-reliable digitalized system on all 126 C-5s in the U.S. Air Force fleet. Partnered with LMAS, Honeywell Defense Avionics Systems is providing a Versatile Integrated Avionics package, an FAA-certified system developed by its commercial sister divisions that is the latest implementation of Honeywell’s integrated modular avionics technology.

Modernization of the Galaxy’s propulsion system would be a follow-on program to the avionics modernization. While the U.S. government has not authorized funds for a new C-5 powerplant until 2003, the program could be moved up after an Analysis of Alternatives has been completed.

Lockheed Martin is teaming with GE Aircraft Engines to offer a new propulsion system anchored by the popular General Electric CF6-80C2 engine. Backed by more than 40 million hours in service, the CF6-80C2 engine can assure operators “like new” aircraft reliability and dramatically improved performance.

With the CF6 engines, the C-5’s initial cruise ceiling will increase from 24,000 feet to 33,000 feet. Also, the new engines will provide the Galaxy with 22 percent greater takeoff thrust, 30 percent less takeoff roll, and 58 percent less time-to-climb than with the C-5’s current TF39 engines while operating at a 17 percent derate.

Lockheed C-5 Galaxy Specifications

Lockheed C-5 Galaxy Fun Facts

• The interior and exterior paint on the C-5 weighs 2,600 pounds.
• The distance of the first flight by the Wright brothers was less than the length of the C-5 cargo floor.
• The cargo compartment of the C-5 will hold 100 model 113 (Beetle) Volkswagens, 106 Vegas, 90 Ramblers, 58 Cadillacs, or 6 standard Greyhound buses.
• More than 100 miles of wiring are required to functionally operate all C-5 aircraft systems.
• The C-5 carries enough fuel for the average American car to make 130 round trips between New York and Los Angeles, or 31 trips around the world.
• Each C-5 engine gulps approximately 42 tons of air per minute.
• The cargo compartment of the C-5 is large enough to hold an eight-lane bowling alley.
• The total engine power of a C-5 equals that produced by 800 average cars.
• Each C-5 tire wears down approximately 0.002 inches per landing.
• Each C-5 wheel brake wears down approximately 0.0005 inches per landing.
• The C-5 contains over five miles of control cables.
• The C-5 can carry 25,844,746 ping pong balls.
• The C-5 can carry 328,301,674 aspirin tablets.
• The C-5 can carry 3,222,857 tortillas.
• Each wing of the C-5 weighs over 40,000, which is equivalent to the weight of a C-130, minus engines.
• Each C-5 contains over four miles of tubing.
• The C-5 can haul 3,934 bushels of wheat.
• The C-5 cargo area is able to carry more automobiles than 13 transport trucks, or two “car-carrying” freight cars.
• Each C-5 engine nacelle is 1 ½ times the length of a Cadillac, large enough to garage a Mustang.
• Fuel capacity of the C-5, 49,000 gallons, would empty 6 ½ rail tank cars.
• Also, its fuel capacity is equal to the volume of an average five-room house.
• Tires on the C-5, (24 on the main landing gear, 4 on the nose landing gear), weigh 4,214 pounds.
• A full C-5 load of first class mail, (at one ounce per letter/37 cents per letter) would require $1,391,200 in postage.
• The environmental control systems of the C-5 has a total cooling capacity of 24 tons; enough to air condition eight average sized homes.
• Fuel weight of the C-5 is about equal to the maximum gross weight of the C-141A model.
• If all the exposed surfaces of the C-5, which is computed to be 33,526.6 square feet, were covered in ice of uniform 1/16″ thickness, it would weigh 9,778.6 pounds.
• Christopher Columbus’ entire three ship crew of 90 could have ridden comfortably in the upper deck of the C-5, leaving the whole cargo compartment for horses, chickens, goats, and trinkets for the Indians.
• Theoretically, the C-5 can hold 2,419,558 golf balls, provided they are not in containers or otherwise restrained.
• There are approximately 1,658,800 fasteners in the C-5 aircraft. They are located as follows: wings-411,900; fuselage-1,182,000; empennage-64,900.

“Hurricane Hunters”

The WC-130 Hercules is a modified version of the C-130 transport configured with computerized weather instrumentation for penetration of severe storms to obtain data on storm movements, dimensions and intensity. The WC-130B became operational in 1959, the WC-130E in 1962, the WC-130H in 1964, followed by the WC-130J in 1999.

The WC-130 provides vital tropical cyclone forecasting information. It penetrates tropical cyclones and hurricanes at altitudes ranging from 500 to 10,000 feet (152-3,048m) above the ocean surface to collect meteorological data in the vortex, or eye, of the storm. The aircraft normally flies a radius of about 100 miles (161km) from the vortex to collect detailed data about the structure of the tropical cyclone. The information collected makes possible advance warning of hurricanes and typhoons, and increases the accuracy of hurricane predictions and warnings by 30 percent. Collected data are relayed directly to the National Hurricane Center in Miami, Florida.

The WC-130 is capable of staying aloft almost 18 hours at an optimum cruise speed of more than 300 miles per hour. An average weather reconnaissance mission might last 11 hours and cover almost 3,500 miles (5,633km). The crew collects and reports weather data every 30 seconds.

From the flight deck, the aerial reconnaissance weather officer operates the computerized weather reconnaissance equipment to measure outside air temperature, dew point (humidity), altitude of the aircraft and barometric pressure at that height. The weather officer also evaluates other meteorological conditions such as turbulence, icing, visibility, cloud types and amounts, and ocean surface winds.

Other special equipment on board the WC-130 includes the dropsonde. This is a cylindrically-shaped instrument about 16 inches (40.6cm) long and 3.25 inches (8.3cm) in diameter. The dropsonde is equipped with a high frequency radio and other sensing devices and is released from the rear of the aircraft about every 400 miles (644km), and each pass through the eye. As the instrument descends to the ocean surface, it measures and relays to the aircraft a vertical atmospheric profile of the temperature, humidity, and barometric pressure and wind data. The dropsonde is slowed and stabilized by a small parachute. The Dropsonde System Operator receives, analyzes and encodes the data for transmission by satellite.

The WC-130 is flown exclusively from Keesler Air Force Base, MS, by Air Force Reserve organizations known as Hurricane Hunters. The hurricane reconnaissance area includes the Atlantic Ocean, Caribbean Sea, Gulf of Mexico and central Pacific Ocean areas.

WC-130J

On 12 October 1999, the U.S. Air Force took delivery of its first WC-130J aircraft. Nine others are scheduled for delivery by late-2000.

In September 1998, the C-130J Development System Office (DSO) at Wright-Patterson AFB, OH, signed a contract with Lockheed Martin Aeronautical Systems, Marietta, GA, to modify six C-130Js to the “W”, or weather, configuration. This involved installing and integrating special avionics and weather sensors, as well as making structural modifications. The DSO later exercised contract options to modify an additional four C-130J aircraft.

The WC-130Js will replace the existing fleet of ten WC-130H-model aircraft. The “J-models” are based on the familiar C-130 platform that the Air Force has flown for more than 40 years, but with many improvements, including new engines and avionics, as well as the addition of two mission computers and two head-up displays.

Sensors mounted on the outside of WC-130Js provide real-time temperature, humidity, barometric pressure, radar-measured altitude, wind speed and direction. These are used to calculate a complete weather observation every 30 seconds. These aircraft also deploy dropsondes, instruments ejected out the aircraft and deployed by parachute through the storm to the sea. During descent, they gather real-time weather data and relay it back to the aircraft.

This information is transmitted by satellite directly to the National Hurricane Center for input into the national weather data networks. Forecasters use the data to better predict the path of a storm or hurricane.

LC-130s are specially modified with a wheel/ski landing gear configuration for operation in Arctic and Antarctic regions. Originally built for the U.S. Navy, most of these C-130 variants are being handed over to the New York Air National Guard’s 109th Airlift Wing. Antarctic Development Squadron 6, more commonly known as VXE-6, supported Operation Deep Freeze for over 44 years!

The LC-130’s predecessor, the C-130D, was first introduced in 1956. During 1957, the U.S. Air Force conducted extensive testing of the wheel/ski configured aircraft (#55-0021) which could be operated from both conventional runways and snow/ice covered surfaces in Arctic regions and for resupply missions to units along the Distant Early Warning (DEW) line. The tests proved the aircraft could successfully do what had already been done by other wheel/ski configured aircraft, like the C-123J.

The wheel/ski configured C-130Ds were only built for the U.S. Air Force. They were, and still are, the largest aircraft to be equipped with skis. The modification involved installation of a nose and two main skis fitted around conventional landing gear. The nose ski measured 10 feet (3m) long by 6 feet (1.8m) wide, while the main skis were 20 feet (6m) long by 6 feet (1.8m) wide. The undersides were coated with Teflon to reduce surface friction and resist adhesion to ice and snow. Each ski weighed approximately 2,000 pounds (907kg).

Ski landings are similar to normal landings, however, takeoffs are another matter. Because of the friction of the skis on the snow, the runs are longer, especially on warmer days when the surface is softer. Under “sticky snow” conditions, eight JATO* (Jet Assisted Takeoff) bottles, installed aft of the main landing gear doors; four on each side, were often used to literally “blast” the aircraft off the snow. Each JATO bottle is capable of adding an extra 1,000 pounds of thrust for approximately 12 seconds during takeoff.

Also, because of the long distances the aircraft was expected to fly, two 450-gallon underwing pylon fuel tanks were installed, and provisions were made for two 500-gallon cargo compartment tanks. In 1966, two 450-gallon tanks were installed in the inboard wing dry-bay area.

The Air Force’s confidence in the C-130D was confirmed when it was later compared with the C-123J. While the C-123J could carry a maximum load of 9,820 pounds (4,454kg) and fly 772 nautical miles (1,430km) and return, the C-130D could carry the same load 1,240 nautical miles (2,296km) and return. In addition, its cruise speed was considerably higher.

*  The British more accurately refer to this system as RATO (Rocket Assisted Takeoff).

The KC-130 is a multi-role, multi-mission tactical tanker/transport which provides the support required by Marine Air Ground Task Forces. This versatile asset provides in-flight refueling to both tactical aircraft and helicopters, as well as rapid ground refueling when required. Additional tasks performed are aerial delivery of troops and cargo, emergency resupply into unimproved landing zones within the objective or battle area, airborne Direct Air Support Center, emergency medevac, tactical insertion of combat troops and equipment, and evacuation missions.

The KC-130 is equipped with a removable 3,600-gallon stainless steel fuel tank that is carried inside the cargo compartment providing additional fuel when required. The two wing-mounted hose and drogue refueling pods each transfer up to 300 gallons per minute to two aircraft simultaneously allowing for rapid cycle times of multiple-receiver aircraft formations (a typical tanker formation of four aircraft in less than 30 minutes). Some KC-130s are also equipped with defensive electronic and infrared countermeasures systems. Development is currently under way for the incorporation of interior/exterior night vision lighting, night vision goggle head-up displays, global positioning system, and jam-resistant radios.

KC-130J

The U.S. Marine Corps has chosen the KC-130J tanker to replace its aging KC-130F tanker fleet. The new KC-130J offers increased utility and much needed improvement in mission performance. As a force multiplier, the J-model tanker is capable of refueling both fixed- and rotary-wing aircraft as well as conducting rapid ground refueling. The refueling speed envelope has been widened from 100 to 270 knots indicated airspeed, offering more capability and flexibility. Offload rates per refueling pod can be up to 300 gallons per minute simultaneously. The KC-130’s offload is significantly greater than previous Hercules tankers. As an example, at 1,000 nautical miles (1,852km), the fuel offload is well over 45,000 pounds (20,412kg). Rapid ground refueling is also a premium capability. In austere conditions, the KC-130J can refuel helicopters, vehicles, and fuel caches at 600 gallons per minute. Additionally, the unique prop feathering capability while the engines are still running offers safer and more hospitable conditions for ground refueling than in the past.

The early-1960s era Corona reconnaissance satellite returned delicate film capsules to Earth that required mid-air retrieval by a JC-130 Hercules & HC-130 airlifter. These aircraft were manned by a crew of 10 personnel (two pilots, one flight engineer, two telemetry operators, one winch operator and four riggers). The telemetry operators would acquire the location of the satellite and relay the info to the pilots. Once visually acquired the pilots would head on course to the satellite descending towards the pacific ocean. One could visually acquire the satellite and its parachute at an altitude of approximately 50,000 ft. The winch operator and the riggers would deploy the retrieving apparatus called the “Loop”, which consisted of high quality nylon rope with a series of brass hooks spliced into the apparatus. The whole snatching operation by the pilots was done visually. The winch operator and the four riggers would deploy the loop. As the aircraft flew over the parachute you would feel a little uplifting of the aircraft. Once contact was made between the parachute and the loop the winch line would pay out and stop. The winch then was put into gear and the retrevial process commenced. Once on board, the aircraft flew back to Hickam Air Force Base, where they were stationed and offload the satellite or the canister onto a truck and then loaded immediately onto a running C-141 Starlifter and then transported to a location, in Maryland, for analysis. The crews acquired these skills by practicing almost daily on practice missions, carried out with other aircraft dropping dummy bombs with chutes attached.

Primary Role: Maritime patrol & search and rescue

The United States Coast Guard was the first recipient of this C-130 variant. When first ordered in 1958, the Lockheed designation was SC-130B, which was later changed to HC-130B after entering service. These specially modified Hercules aircraft featured additional crew posts, two scanner stations offering an unrestricted field of view, and accommodations for 74 litter patients.

With the Coast Guard, this aircraft has multiple roles: search & rescue, enforcement of laws and treaties, marine environmental protection, international ice patrol over the North Atlantic, cargo and personnel transport, and military readiness.

The first HC-130H flew on 8 December 1964. This updated version was to primarily perform search and rescue missions. These aircraft also performed tasks related to the U.S. space program. They carried additional equipment and two 1,800-gallon fuel bladders in the cargo compartment. They also had a very unusual, and distinctive feature on top of the fuselage, forward of the wing. This large “blister” contained the Cook Electric re-entry tracking system which was used in conjunction with the Gemini spacecraft.

HC-130s can exceed 2,600 nautical miles (4,815km) in low-altitude flight with a mission endurance of up to 14 hours. Inertial Navigation Systems (INS), Omega, Loran-C, Global Positioning System (GPS), and radar and guidance aids that enhance the HC-130’s effectiveness during long-range maritime patrols. These aircraft are also equipped with a ten-tube flare launch system. U.S. Coast Guard HC-130s are not capable of refueling other aircraft in flight.

HC-130N/P Series

Primary Role: Search and rescue & aerial refueling of helicopters

First flown in 1964, the HC-130N/P has served many roles and missions. The aircraft was initially modified to conduct search and rescue missions, provide a command and control platform, and refuel helicopters in flight.

Secondary mission capabilities include performing tactical airdrops of pararescue specialist teams, small bundles, zodiac watercraft, or four-wheel drive all-terrain vehicles, providing direct assistance to a survivor in advance of the arrival of a recovery vehicle. Other capabilities are extended visual and electronic searches over land or water, tactical airborne radar approaches and unimproved airfield operations. A team of three pararescue specialists (also known as PJs), trained in emergency trauma medicine, harsh environment survival and assisted evasion techniques, are part of the basic mission crew complement.

Ongoing modifications for the HC-130N/P include an integrated global positioning system (GPS) navigation package, radar and missile warning receivers, chaff and flare dispensers, airborne integrated satellite communications radios and cockpit armor. Selected aircraft are in the process of being equipped with night vision goggle-compatible interior and exterior lighting, a personnel locator system compatible with aircrew survival radios, an improved digital low-power color radar and forward-looking infrared systems.

The HC-130N/P can fly in the day against a reduced threat; however, crews normally fly night, low-level, air refueling and airdrop operations using night vision goggles (NVG). It can fly low-level NVG tactical flight profiles to avoid detection. To enhance the probability of mission success and survivability near populated areas, crews employ tactics that include incorporating no external lighting or communications, and avoiding radar and weapons detection.

See also, MC-130P

“ABCCC”

The EC-130E aircraft are used as an Airborne Battlefield Command and Control Center (ABCCC). The aircraft has been modified with additional external antennae and designed to hold the “ABCCC” III capsule system. The system is a high-tech automated airborne command and control facility featuring computer generated color displays, digitally controlled communications, and rapid data retrieval. The platform’s 23 fully securable radios, secure teletype, and 15 automatic fully computerized consoles, allow the battle staff to quickly analyze current combat situations and direct offensive air support towards fast-developing targets.

As an Air Combat Command asset, “ABCCC” (A-B-Triple-C) is an integral part of the Tactical Air Control System. While functioning as a direct extension of ground-based command and control authorities, the primary mission is providing flexibility in the overall control of tactical air resources. In addition, to maintain positive control of air operations, “ABCCC” can provide communications to higher headquarters, including national command authorities, in both peace and wartime environments. The USC-48 “ABCCC” III capsule, which fits into the aircraft cargo compartment, measures 40 feet (12m) long, weighs approximately 20,000 pounds (9,072kg), and costs $9 million each.

“Commando Solo”

In 1990, the EC-130E variant joined the newly formed Air Force Special Operations Command and has since been designated “Commando Solo”.

Highly specialized modifications have been made to this latest version of the EC-130E airframe. Included in these modifications are enhanced navigation systems, self-protection equipment, and the capability of broadcasting color television on a multitude of worldwide standards throughout the TV VHF/UHF ranges.

“Commando Solo” primarily conducts psychological operations and civil affairs broadcast missions in the standard AM, FM, HF, TV and military communications bands. Missions are flown at maximum altitudes possible to ensure optimum propagation patterns. The EC-130E flies during either day or night scenarios with equal success, and is air refuelable. A typical mission consists of a single-ship orbit which is offset from the desired target audience. The targets may be either military or civilian personnel.

Older versions of the “Commando Solo” have a large blade antenna under each outer wing and above the dorsal fin. A smaller horizontal blade antenna is on each side of the rear fuselage. Bullet-shaped canisters located outboard of each underwing antenna and at the tail end of the aircraft house wire antennas that can be extended several hundred feet behind the EC-130E during a flight. The crew is normally made up of two pilots, a navigator, flight engineer, loadmaster, electronic warfare officer and six electronic equipment operators.

“Compass Call”

The EC-130H “Compass Call” modification performs communications jamming with a crew of 13 operating high tech countermeasure equipment for short notice support of tactical air/ground forces. Specifically, the modified aircraft uses noise jamming to prevent communication or degrade the transfer of information essential to command and control of weapon systems and other resources.

Modifications to the aircraft include an electronic countermeasures system (“Rivet Fire”), air refueling capability, and associated navigation and communications systems. “Rivet Fire” has demonstrated its powerful effect on enemy command and control networks in Panama and Iraq.

The EC-130H integrates into tactical air operation at any level. Although “Compass Call” primarily supports interdiction and offensive counter-air campaigns, the truly versatile and flexible nature of the aircraft and its crew enable the power of EC to be brought to bear on virtually any combat situations.

In the world of Electronic Combat, the major players are the EF-111, F-16, and EC-130H “Compass Call”.

“EC-130V Series”

The Lockheed Martin EC-130V AEW&C aircraft was first developed by General Dynamics in 1992 for the United States Coast Guard as a proof-of-concept aircraft. The EC-130V combined a C-130H airframe with the APS-125 Radar and Mission System of the U.S. Navy’s E-2C Hawkeye. This aircraft was primarily used for counter-narcotics missions requiring greater endurance than the E-2C could provide, but had also been evaluated for Search and Rescue, Fisheries Patrols, EEZ enforcement and as a support aircraft for NASA Space Shuttle launches.

Externally, the EC-130V differs from a standard Coast Guard C-130 with the fitting of a large rotodome housing the APS-125 radar. Internally, the mission system is palletized and rolled into the cargo compartment.

Due to budget cuts, the Coast Guard EC-130V program was terminated and the aircraft was transferred to the USAF as the NC-130H for further development, including upgrading to the latest APS-145 radar.

The Lockheed AC-130H/U is a fixed-wing, side-firing aerial gunship that provides close air support, air interdiction and force protection. Close air support missions include troops in contact, convoy escort and urban operations. Air interdiction missions are conducted against preplanned targets or targets of opportunity. Force protection missions include air base defense and facilities defense. Secondary missions include armed reconnaissance, forward air control, limited command and control, and combat search and rescue.

Background

During the 1950s, the C-130 Hercules was originally designed as an assault transport but was readily adapted for a variety of missions, including weather reconnaissance, mid-air space capsule recovery, search and rescue, drone launching, and mid-air refueling of helicopters. The AC-130H “Spectre” and AC-130U “Spooky II” are Hercules transports that have been converted into side-firing gunships, primarily for night attacks against ground targets.

Originally, C-130As were converted into side-firing gunships during Project Gunship II and the follow-on programs, Projects Plain Jane, Surprise Package and Pave Pronto. The prototype AC-130A (#54-1626), previously designated JC-130A, was tested at Eglin AFB, FL and in Southeast Asia during 1967. A short-nose Hercules, it was a basic C-130A with the addition of four 7.62mm General Electric XMU-470 Miniguns, four 20mm General Electric M61 Vulcan cannons, an analog fire control computer, a Night Observation Device (NOD) or Starlite Scope, a “bread board” computer, and a 20kW searchlight. Project Gunship II was a great success.

In 1968, seven more JC-130A aircraft were converted, although these were equipped with better Texas Instruments AN/AAD-4 Forward-Looking Infrared Radar (FLIR), a Singer-General Precision fire control computer, a Texas Instruments Moving Target Indicator (MTI), and other equipment to reach current C-130A production standard. These aircraft were deployed to Southeast Asia in late-1968. They were painted black overall and also known as “Plain Janes”, to distinguish them from the “Surprise Package” and “Pave Pronto” AC-130As.

The single “Surprise Package” AC-130A was equipped with two 40mm Bofors cannons (in place of the aft pair of 20mm Vulcans), General Electric ASQ-145 Low-Level Light Television (LLLTV), a Konrad AVQ-18 laser designator/rangefinder, and a new AYK-9 digital fire control computer. This gunship conversion was an even greater success than those before it!

The “Pave Pronto” AC-130As were all based on the “Surprise Package” design, but featured additional equipment including an AN/ASD-5 Black Crow Direction Finder Set to find the emissions of the ignition system of Russian truck engines. These ten aircraft were first painted in the typical Vietnam three-tone camouflage scheme, but later the underside and the sides were painted black. All AC-130As often carried ALQ-87 ECM pods or SUU-42A/A Ejector Pods (starboard for flares, port for chaff) under the wings.

Because of C-130A airframe limitations, a new program was incorporated using the low-time C-130E as the basis for the gunship conversion. Eleven C-130Es were converted featuring the same equipment and armament as the “Pave Pronto” AC-130A, and become known as the “Pave Spectre” AC-130E. The first aircraft arrived in Southeast Asia in October 1971.

Beginning in 1973, Project Pave Spectre II upgraded all but one of the AC-130Es with new Allison T56-A-15 turboprops, the latest radio, avionics and ECM gear, a 105mm Howitzer cannon and inflight refueling capability. These aircraft were redesignated AC-130H.

Over a decade later, in 1986, another Hercules gunship program was initiated. Thirteen new C-130H aircraft were procured from Lockheed then modified with improved armament, avionics, battle management sensors and countermeasures. The resulting gunship aircraft was designated AC-130U and entered service in 1995.

On 10 September 1995, the Air Force commemorated the end of an era with the retirement of the first C-130 aircraft to come off the production line, tail number 53-3129. Produced by Lockheed in 1953, it was affectionately dubbed the “First Lady”, and was one of five AC-130A gunship aircraft retired during an official ceremony. While the other four aircraft were sent to the Aerospace Maintenance and Regeneration Center (AMARC) at Davis-Monthan Air Force Base in Arizona, the “First Lady” went on permanent display at the Eglin AFB Armament Museum in Florida. Note: The AC-130A gunship prototype (#54-1626) was retired in 1976 and is currently on display at the USAF Museum at Wright-Patterson Air Force Base in Ohio.

A total of 43 C-130 aircraft were converted into gunships:

Combat History

The formidable AC-130 gunships have an impressive combat history. During Vietnam, they destroyed more than 10,000 trucks and were credited with many life-saving close air support missions. Following the end of the Vietnam War they saw action during the attempted rescue of the crew of the USS Mayaguez (1975), Operation Urgent Fury in Grenada (1983), Operation Just Cause in Panama (1989), Operation Desert Storm in Iraq (1991), Operation Restore Hope in Somalia (1993-1994), and Operation Deliberate Force in Bosnia (1995).

Although the AC-130 gunship programs were considered highly successful, the slow-moving airplane was very susceptible to ground fire. Consequently, eight AC-130s have been lost during combat operations. The first casualty took place when tail number 54-1629 was hit over Laos and crashed during a landing attempt at Ubon, Thailand. A second AC-130 fell to enemy fire over Laos in April 1970. The third and fourth losses took place within hours of each other in the spring of 1972, and a fifth was shot down a few weeks later while supporting friendly forces during the siege of An Loc in South Vietnam. A sixth gunship was shot down over Laos in December 1972. A total of 75 crewmembers were lost in the AC-130 mission in Southeast Asia, before hostilities ended in 1975. Since that time two other AC-130s have fallen in both Kuwait and Somalia.

On 31 January 1991, the first AC-130H was lost in combat while supporting coalition forces engaged in ground combat during the battle of Khafji in Operation Desert Storm. A second aircraft supporting operations in Somalia was lost on 15 March 1994 when the 105mm cannon exploded while the aircraft was airborne. The eight remaining AC-130H “Spectre” gunships are still flying with the 16th Special Operations Squadron (SOS), part of the 16th Special Operations Wing (SOW), at Hurlburt Field, Florida.

AC-130U ‘Spooky II’

The AC-130U, commonly referred to as “U-Boat”, is the most complex aircraft weapons system in the world today. It has more than 609,000 lines of software code in its mission computers and avionics systems. The newest addition to the command fleet, it is the latest in a long line of heavily-armed, side-firing gunships and is named “Spooky II” in honor of the first gunship model, the AC-47D. All other AC-130s are referred to as “Spectre”. The prototype AC-130U (#87-0128) made its first flight on 20 December 1990. The initial flight test period lasted through 21 December 1991 and consisted of 48 test flights, a total of 165 hours.

The “Spooky II” gunship program consists of 13 new Lockheed C-130H airframes modified by Boeing with improved armament, advanced sensors, a Hughes APG-180 fire control radar system, GPS, the ALQ-172 Electronic Countermeasure System, an ALR-56M radar warning receiver, an APR-46A panoramic receiver, and an AAR-44 infrared warning receiver integrated with a series of ALE-40 chaff & flare dispensers. The modifications allow the aircraft to perform the full range of special operations and conventional gunship missions, at night and in adverse weather. These aircraft also have the capability to loiter for long periods over targets, while providing precision fire support.

A multi-mode strike radar provides extreme long-range target detection and identification. It is able to track 40mm and 105mm projectiles and return pinpoint impact locations to the crew for subsequent adjustment to the target. The fire control system offers a Dual Target Attack capability, whereby two targets up to one kilometer apart can be simultaneously engaged by two different sensors, using two different guns. No other air-ground attack platform in the world offers this capability.

Targeting equipment installed in the gunship includes an advanced All-Light Level Television (ALLTV) system with a laser illuminator, laser target designator, laser range finder, infrared detection set, and night vision goggles for the pilots. Navigational devices include the inertial navigation system (INS) and global positioning system (GPS).

The side-firing weapons array consists of one 25mm GAU-12 Gatling gun (firing 1,800 rounds per minute), one 40mm L60 Bofors cannon (with a selectable firing rate of single shot or 120 rounds per minute) and one 105mm M-102 Howitzer cannon (firing 6 to 10 rounds per minute). Defensive systems include a countermeasures dispensing system that releases chaff and flares to counter radar infrared-guided antiaircraft missiles. Also, infrared heat shields mounted underneath the engines disperse and hide engine heat sources from infrared-guided antiaircraft missiles.

The AC-130U is pressurized, enabling it to fly at higher altitudes, saving fuel and time, and allowing for greater range than the AC-130H. An inflight refueling capability is also provided.

All AC-130Us are currently assigned to the Air Force Special Operations Command (AFSOC) and serve with the 4th SOS, part of the 16th SOW, at Hurlburt Field, Florida.

Specifications