controlled by forward-looking infra-red target acquIsItIOn

gunsights. The cannons are locked onto the target by the infrared equipment while the aircraft flies in a computed circle over
the target at an acute angle. This concept ensures that a concentrated fire power system is available when ordnance such
as bombs or rockets are unsuitable for missions against local
ground targets. The prototype AC-130A (54-1626) was evaluated by the Aeronautical Systems Division of the Air Force
Systems Command at Wright-Patterson AFB, Ohio in 1967
before being assigned to the 14th Special Operations Wing at
Nha Trang AB, South Vietnam for operational use. Initial
deliveries of this variant were made to the 44lOth Combat
Crew Training Wing at Lockbourne AFB, Ohio, the 1st SOW
at England AFB, Louisiana (later transferred to Hurlburt
Field, Florida), and the 8th Tactical Fighter Wing at Ubon
RTAFB, Thailand. Four were lost to enemy anti-aircraft batteries and the survivors were eventually passed to the Air Force
Reserve or retired to the Military Aircraft Storage and Disposition Centre (MAS DC) at Davis-Monthan AFB, Arizona.
Originally, all AC-130 gunships were painted overall matt
black with black and green upper surfaces and red serial. tail
code and national insignia. In 1973 the AC-130s were repainted
in 'Spectre' grey overall with red or black tail codes, serials and
insignia.

LOCKHEED

C-130 HERCUlES
Written by Bob Archer Art by MikeKeep

IF an aircraft can be gauged purely on the grounds of its

versatility, then the Lockheed C-l30 Hercules must surely be
rated as an outstanding success. It has been bought by countries in all parts of the world and by both emerging nations and
super powers alike. The latest request for nine EC-13OQ
models for the United States Navy has pushed production
figures to over 1,600. The United States military has received
the lion's share of production, with slightly over 1,000 being
supplied and this monograph will be taking a closer look at
examples of these serving with the United States Air Force,
Navy, Marine Corps and Coast Guard, with special emphasis
on the variations, modifications and assigned units.
The Hercules originally evolved from a requirement issued
by Tactical Air Command for a medium transport aircraft
capable of aerial supply delivery and short-take-off-and-Ianding
(STOL), combined with rough field characteristics. Lockheed's
team of designers opted for a turbine powered high-wing configuration incorporating many factors unique at the time; a
speciality of the company's design teams who are responsible
for some futuristic aircraft including the F-I04, SR-71 and
C-5A.
Since deliveries began in the mid-fifties some 42 ditlerent
variants have served with the four elements of the United
States armed forces in many diverse roles.
The rust two prototypes were both designated YC-130 and
both featured the distinctive blunt nose radar, being nicknamed 'Roman Nose'. These were assigned to the Air Research
and Development Centre at Edwards Air Force Base, California
following initial testing by the company at Edwards and at
Lockheed's Burbank Plant.
The first production version was the C-130A which the US
Air Force received for service with Tactical Air Command. A
total of 219 were funded in fiscal years 1953 through to 1957
and initial deliveries were made to the 317th Troop Carrier Wing
(TCW) at Evreux Air Base, France (later at Lockbourne AFB,
ONE

Ohio); the 314th TCW at Sewart AFB, Tennessee and the

463rd TCW at Ardmore AFB, Oklahoma. The C-l30A was also
based in the Far East, serving with the 815th TAS, 315th Air
Division (later 483rd Tactical Airlift Wing) at Tachikawa AB,
Japan and the 374th TAW at Naha AB, Okinawa. The Troop
Carrier Wings were subsequently redesignated as Tactical Airlift
Wings (TAW) on 1 July 1967.
The first 27 C-l30As were all delivered with the Roman
Nose but all subsequent aircraft featured an uprated radar and
consequently had revised nose contours. The most distinctive
features of the original model are the three-bladed propellers
and the two 450 US gallon underwing tanks mounted outboard
of the engines although most survivors have recently been
retrofitted with four-bladed propellers.
11 C-l30As were modified for reconnaissance and surveillance duties along the borders of Eastern Bloc countries during
the late fifties. These were designated C-l30A-Ils and were
assigned to the 7407th Combat Support Wing at Rhein-Main
AB, Germany, with a detachment at Athens Airport, Greece.
One example was shot down by the East Germans during September 1958 when it strayed across the border whilst on a routine
mission. The ten surviving examples were eventually replaced
by the C-130B-Il in the early seventies and were reworked to
basic C-l30A configuration before being issued to Reserve
units.
15 AC-l30A gunships were modified for operational duties
in Vietnam. Armament comprised two pairs of 20 mm cannons
and four 7.62 mm miniguns mounted on the port side and

DRONE DEVELOPMENTS
Two aircraft were ordered during 1957 for the launch and
control of drones and unmanned remotely piloted vehicles. Both
were assigned to the 3225th Drone Squadron at Holloman AFB,
New Mexico. This version was originally designated GC-130A
but changed to DC-130A in 1962 and the second aircraft was
equipped with a microwave guidance system capable of directmg drones of all sizes, including the QB-47 Stratojet. The first
DC-l30A lacked this feature.
In the mid-sixties, the 4453rd Combat Crew Training Wing
(TAC) and the lOOth Strategic Reconnaissance Wing (SAC),
both at Davis Monthan AFB, Arizona, were assigned the
original two plus a further four DC-l30As. All six aircraft had
the underwing tanks removed, although only the original two
(57-0496/0497) have pylon stations for four drones. The TAC
unit, the 11th TDS, was responsible for operational test and
evaluation of drones whilst its SAC counterpart, the 350th SRS,
was assigned the task of undertaking reconnaissance drone
operations. In addition to the above units, drone research was
centred at Edwards AFB, California under the control of the
65l4th TS although this work was later transferred to Hill
AFB, Utah, utilising aircraft seconded from active units.
However, following a major reorganisation of reconnaissance units during 1976, the lOOth SRW was transferred to
Beale AFB as the lOOth ARW and was allocated KC-135Qs.
The U-2 squadron previously assigned was reallocated to
the 9th SRW to consolidate high altitude reconnaissance
assets under one wing. The DC-l30As, however, remained at

Above: One of the original two YC-130 prototypes during early

flight trials. These were the only C130s to be built in California.
all subsequent machines coming from the Marietta factory.
Below: JC-130A 041628 of the 6550th Support Wing at Patrick
AFB was later converted to AC130A gunship configuration.
(APNJ

lJavis-Monthan where they joined the 432nd Tactical Drone

Group which formed on I July of that year. Following this
reorganisation, the Air Force Systems Command unit at Hill
AFB was permanently allocated four aircraft.
Two C-130As were transferred to the US Navy in 1969
for conversion to DC-l30A configuration at Lockheed's Ontario
plant. They were obtained to replace the DP-2E Neptune and
are presently in service with Composite Squadron 3 (VC-3) at
North Island NAS, California.
A total of II aircraft were modified to JC-130A standard
for rocket and missile tracking and recovery duties and
were assigned to the 6550th Support Wing at Patrick
AFB, Florida during the early sixties. The most distinctive
feature of this variant was a large radar antenna housed 111 a

0-41828

The Marietta flight line during the late fifties when production
of the initial Hercules variant. the C-130A. was in full swing for
Tactical Air Command. Some aircraft carry the construction
number in black just aft of the nose radome and all feature
arctic red and dayglo areas.
Cl30 HERCULES WARPAINT

C-130 HERCULES WARPAINT

TWO

The 317th Troop Carrier W~ng at Evreux, France was one of

the first units to receive the C-130A Hercules and
operated these from the French base for several years. Three
of their machines are visible in this view of the dispersal at
Evreux. (A. W. Hall)

dome on top of the fuselage just forward of the wing root.

These aircraft were controlled by the Air Force Eastern
Test Range which worked in conjunction with the Cape
Canaveral Missile Centre and most JC-130As were eventually sent to Warner Robins Air Material Area for conversion to AC-130A standard following the completion of the
tracking assignment. Although official figures mention only II
examples of this variant, at least two others have also been
allocated this designation. The J prefix indicated temporary test
as opposed to the permanent test designation prefix N and it
seems rather unusual that a batch of extensively modified aircr-aft should be allocated the prefix for temporary test.
At least six aircraft have been designated as NC-130As. All
have been operated by the Air Force Systems Command for
testing and evaluation of sensors and electronic equipment and
all have also served with the Electronics Systems Division at
Hanscom Field, Massachusetts; The Air Force Special

Weapons Centre at Kirtland APB, New Mexico, whose primary

mission is monitoring and evaluating all aspects of nuclear
weaponry and fall-out and the Aeronautical Systems Division
at Wright-Patterson AFB, Ohio. The latter element of AFSC
now operates almost all transport aircraft assigned to test
duties including the C-l30s, following a reorganisation in
1976.
15 RC-l30A reconnaissance aircraft were ordered for the
Military Air Transport Service during 1957 following trials of
a converted prototype (54-1632). Each was fitted with aerial
electronic geodetic surveying apparatus, cameras for photomapping and an airborne profile recorder for precise measurement of terrain height above sea level. All 16 aircraft were
delivered to the l370th Photo Mapping Wing at Turner AFB,
Georgia being later transferred to Forbes AFB, Kansas. The
unit was eventually redesignated as the 1st Air Charting and
Geographical Squadron at Forbes and four aircraft were

retained these later moving to Keesler AFB, Mississippi. Most

of the remainder were allocated to the Air Force Reserve and
the Air National Guard after the removal of specialised mission
equipment, whilst four were transferred to the 1860th Facility
Checking Squadron at Richards Gebaur AFB, Missouri for
navigational aid calibration duties. One RC-130A has also
been modified to DC-l30A configuration.
The original RC-130A prototype (54-1632) was eannarked to
be the prototype TC-130A trainer version for the USAF,
although, in the event, this project was abandoned shortly
after conception and the aircraft assigned was later transferred to the RC-130A project.
In 1957 the USAF evaluated a C-l30A (55-0021) fitted with
a wheel/ski undercarriage combination in response to a request
for a transport aircraft capable of performing resupply
missions to remote locations in Alaska and Greenland. An
order covering the conversion of 12 C-l30As on the production
line was placed and these emerged as the C-130D eventually
entering service with the 61st Troop Carrier Squadron at Sewart
AFB, Tennessee. In 1961 the 17th TCS was activated to operate
the C-l30D and the 12 operational alfcratl were transterred to
Dyess AFB, Texas to join the 516th TCW. Three years later
the squadron was transferred from the control of Tactical Air
Command to Alaskan Air Command and the aircraft moved to
Elmendorf AFB, Alaska. The 21st Composite Wing was
formed to become the parent unit of the 17th TCS along with
other Elmendorf based squadrons. During 1962 and 1963 the
first six production aircraft had the skis removed and were
subsequently redesignated C-130D-6. The test example remained with the AFSC until 1969 when it was transferred to
the US Navy to become a DC-l30A. The C-130D has a remarkable safety record considering the hazardous operational
environment, with only one aircraft being lost in nearly 20
years of operation. In May 1975 the II remaining active C-l30Ds
were transferred to the 139th TAS New York Air National
Guard at Schenectady Airport, although a detachment of
two aircraft periodically rotates to Elmendorf AFB. Two
C-l30D-6 aircraft (57-0485/0488) were retired to MASDC for
storage in mid-1976.
Little publicity has surrounded the RC-130S Lightship
version of the Hercules. Two' aircraft were modified to this
standard with the inclusion of the Battlefield Illumination Airborne System comprising 28 high-powered lights mounted in
two large tubes forward of the main landing gear. The power
output totalled 6.14 million candlepower and the operating
unit was the 446th TAW, Air Force Reserve at Kelly AFB,
Texas. The serials quoted for the two aircraft are 56-0493 and
56-0497, although these are uncon firmed and it is more likely
that the two aircraft were in fact modified RC-130As from the
1957 fiscal batch.
In November 1972 the Department of Defence released 32
C-130As from Reserve service for the South Vietnamese Air
Force, along with a large number of other aircraft including
F-5Es, A-37Bs, C-123Ks and UH-Is. Three further C-130As

Top: RC-130A 0-70519 served with the 1370th Photo Mapping

Wing for several years being engaged on aerial survey duties.
initially from Turner AFB and later from Forbes AFB. Centre:
Several early production Hercules were modified to AC-130A
gunship standard. these including 33129 which served with the
415th SOTS during 1973. (D. Davenport) Above: After service
with Alaskan Air Command's 17th TCS. several C-130Ds. including 70491. were transferred to the 139th TAS. New York
ANG at Schenectady. (P. Goddard) Below: AC-130A 50040 of the
16th SOS/8th TFW at Ubon. Thailand was seen at McChord
AFB. Washington during 1972 in the original gunship colour
scheme which was basically matt black. (D. Remington)

Below: 'Roman Nosed' C-130As are now exceedingly rare

sights in Europe. The last confirmed visit, to Mildenhall. was
made by 41640 of the 327th TAS/403rd TAW at Willow Grove in
September 1975. (P. Bennett) Right Upper: C-130D-6 0-70485
of the 17th Troop Carrier Squadron, Alaskan Air Command.
This was one of six former ski-equipped C-130Ds modified in
1952-63. IAPN/ Right lower: NC-l30A 0-33133 of the 4950th
Test Wing at Kirtland AFB, New Mexico carried special underwing tanks for air sampling duties in 1974. 10. Davenport)

THREE

Cl30 HERCULES WARPAINT

C-130 HERCULES WARPAINT

FOUR

HERCULES COLOUR SCHEME GENERAL NOTES

All camouflaged aircraft are matt finish. Those having black spinners are shown
as such unless otherwise indicated.

C130A He~cules United States Air Force Reserve 54-1631. Standard USAF shadow
green, med.lum green, desert drab and pale grey scheme. All lettering white. Doors have
yellow outline. Red propeller warning .stripe on fuselage. Badge on nose has yellow top
half, red lower, dark blue centre and white detail. Scroll is white with gold lettering.

were supplied in August 1973 to replace three aircraft which

were returned to the USA for rework and subsequent
reserve service. With the collapse of the South Vietnamese
government in the spring of 1975, many aircraft were flown to
bases in Thailand to escape capture by the Communist forces.
Amongst these were approximately 15 C-130As which eventually returned to the USA subsequently being issued to the
AFRES and Air National Guard or retired to the Military Air
Storage and Disposition Centre at Davis Monthan AFB,
Arizona. The majority of those that did not escape were
destroyed at Tan Son Nhut Air Base near Saigon, including
two that crashed on take-off. The first of these was overloaded with refugees and armed soldiers all of whom were
fleeing from the Communist onslaught. Due to the overweight
conditions the aircraft staggered into the air at the end of the
runway and immediately fell to earth and exploded. The
second C-130 was also overloaded and crashed near the first.
A third C-130 was next to take-off. The pilot of this aircraft
saw the two previous aircraft crash and ordered all jettisonable
items to be removed from his airplane. Personal belongings of
the refugees and weapons belonging to the soldiers were all
quickly deposited on the tarmac and the pilot then commenced
his take-off roll. The refugees then turned on the unarmed
soldiers and ejected them while the aircraft was rolling down
the runway. The C-130 successfully' gained height and headed
for Thailand and safety.
The second production version ofthe C-130 was the B model,
a total of 201 of which were built for the Air Force, Navy,
Marine Corps and Coast Guard. Initial deliveries of this variant
were to the USAF's 463rd Troop Carrier Wing (ex C-130A
unit) at Sewart AFB, Tennessee (later at Langley AFB,
Virginia), the 313th TCW at Forbes AFB Kansas and the 314th
Below: C-130A 50033 of the 463rd TCW at Ardmore AFB.
Oklahoma shortly after this unit re-equipped with the Hercules.
It wears the original colour scheme which was only carried for a
relatively short period, Below Right: C-130A-1I 60535 was one of 11
modified for reconnaissance and surveillance duties along the
borders of Eastern Bloc countries and served with the 7407th
Combat Support Wing. Frankfurt in the fifties and sixties.
(P. Bennett)

Above: Formerly operated by Strategic Air Command's

350th Strategic Reconnaissance Squadron. DC-130E 12362 was
transferred to the control of TAC's 22nd Tactical Drone
Squadron at DavisMonthan AFB in 1976. It is seen here with
a Firebee drone under the starboard wing. (MAP) Below:
Close-up of the Firebee drone installation on a DC130 of the
6514th Test Squadron at Hill AFB, Utah. Serial number of the
drone is 67-20441. (MAP)

l'

H~-130H Hercules. Military Airlift Command, USAF 6~0989. Light grey and natural metal

With yellow and blaCk fuselage stripe ana panel under COCkpit. All lettering is black except
;~~~~~:.' which IS white on yellow outlined dark Clue stripe. MAC oadge aft at natIonal

TCW also at Sewart (later transferred to Ching Chuan Kang

AB, Taiwan). The first C-130B was in fact delivered to the
Air Force Flijl;ht Test Centre at Edwards AFB, California in
November 1958, serving with that organisation until 1974
when it was transferred to the Air Force Reserve, entering
service with the 705th TATS, the training unit at Kelly AFB,
Texas.
The major difference between the C-130B and its predecessor
was the installation of more powerful engines to improve the
range and payload and the lack of underwing tanks, the extra
fuel required to power the engines being located in additional
tankage installed inboard of the inner engines.
The total of 201 C-130Bs was made up from aircraft supplied to four branches of the US armed forces namely 132 for the
USAF, 11 for the Navy, 46 for the Marines and 12 for the
Coast Guard.
11 aircraft were modified for reconnaissance and surveillance duties under the designation C-130B-II. These were
assigned to the 556th Reconnaissance Squadron at Yokota AB,

DC130A Hercules United States Air Force 11th Tactical Drone Squadron, 355th TFW in
1973. 57-0496. Standard USAF shadow green, medium green, desert drab and pale grey
camouflage. 355th TFW badge on nose. TAC badge on fin. Rear door outlined in yellow.
Code and serial on fin in white. Propeller warning line on fuselage in red.

Scale
Metres
Feet

C-130 HERCULES COLOUR KEY

White

Cl30 HERCULES WARPAINT

Aluminium
paint

Light
Grey

Dark

greenl

Medium
green

Desert
drab

Orangel

Red

- ----Oark blue/
grey

FIVE

Natural
metaL

Dark blue

C-l30 HERCULES WARPAINT

Midblue

Sky
blue

Light blue

shadow
qreen

Brown

yellow

Pale
grey

Dark
earth

_LZJ

Dark blue
Gold
(badges only) (badges only)

MidStone

ran

Cream

Orange

Yellow

SIX

Japan along with some EB-57s. The 556th RS was disbanded

in 1971 and 10 of the C-130B- lIs were relocated to Rhein Main
AB, Germany, entering service with the 7407th CSW where
they replaced the C-130A-Il. However, the type was withdrawn from Germany during 1973-74 and was issued to the
Air National Guard and Air Force Reserve after the removal
of the' snooping' equipment.
The US Coast Guard ordered 12 SC-130Bs (redesignated
HC-130B in 1962) these comprising four in 1958, two in
1960, three in 1961 and three in 1962. These were specially
equipped for search and rescue missions and also possessed
the ability to remain in the search area flying at low level on
two engines for up to seven hours. Deliveries were made to
the Coast Guard Air Stations at Elizabeth City, North
Carolina; Barbers Point, Hawaii and San Francisco, California. The two former Air Stations still operate the HC-130B
whilst San Francisco has received the more modern HC-130H.
In 1976 the USCG opened a new Air Station at St. Petersburg,
Florida with four HC-130Bs.
12 aircraft were modified in 1961 for Discoverer satellite
recovery duties under the designation JC-130B and these were
assIgned to the 6594th Air Base Group at Hickam AFB,
Hawaii. Externally the JC-130B had similar modifications to
the JC-130A model, featuring a large nidar antenna housed in
a dome on the fuselage top. The first aircraft never carried a
numerical tail code although the remainder were numbered
from '1' to '11' in serial order quite early in their careers.
Three aircraft have subsequently joined the Air National
Guard or Air Force Reserve while the remaining nine have
been redesignated NC-130B.
In addition to the aircraft listed above one further aircraft
is configured as an NC-130B. This (58-0712) was a proposed
STOL design with boundary layer control and was intended
for service with the US Army under the designation C-130C.
The C-130C had two Allison turbojet engines mounted alongside the conventional turboprop engines to augment the airflow over the ailerons, flaps and tail control surfaces during
take-off and landing. The designation C-130C was changed to
NC-130B before its maiden flight in February 1960. When
the US Army requirement was abandoned, the USAF used
the aircraft as a boundary layer control test bed and it visited
the Vickers Aircraft Company plant at Wisley, Surrey in the
Spring of 1961 in an abortive attempt to interest British
companies in the C-130C project. Upon completion of the
boundary layer control tests the aircraft passed to NASA at
Ellington AFB, Texas for earth survey duties and was
eventually reserialled N929NA.

080715

After service with the USAF. C-130B 00304 passed to the

Royal Jordanian. Air Force in 1973. subsequently being resenalled 1.40. ThiS .photo~raph was taken soon after delivery
and the aircraft stili carries the serial 0-60304 on the vertical
tail surfaces. (APN)

..lIb"f(U. S. AIR

FORCE

715

A single VC-130B (58-0715) was operated by the 1174th

Support Squadron at Norton AFB, California, painted grey
underside with a white top and blue cheatline. In 1971 it
c.arried the last three digits of the serial on the nose in large
fIgures and also had a US flag on the fin. Although the I I74th
dIsbanded early in 1973 this aircraft remained at Norton until
at least October 1975. During June 1976 it was observed on the
ramp at Van Nuys having been reassigned to the California
ANG and shortly after this date it was given a camouflage
colour scheme. The designation VC-130B was never officially
confirmed and the aircraft is now an ordinary C-130B.
In 1962 the USAF ordered five WC-130B aircraft for
weather reconnaissance and monitoring duties as part of the
MATS Air Weather Service. Initial deliveries were to the
53rd Weather Reconnaissance Squadron at Ramey AFB,
Puerto Rico which was later relocated to Keesler AFB,
Mississippi following the closure of Ramey. One squadron of
the 463rd Tactical Airlift Wing at Clark AB in the Philippines
was disbanded in 1970 and its C-130Bs were returned to the
USA. Nine of these were subsequently modified to WC-130B

Above:

Unique in being the sole VC-130B. 0-80715 was

by the 1174th Support Squadron at Norton AFB.
California for. several years: Colour scheme was essentially
grey and white and the aircraft also had a blue cheatline
when
this
photograph
was
taken
in
1971.
It
la~er passed to the California ANG. (MAP) Left: After serving
With the 556th Reconnaissance Squadron at Yokota. C-130B-1I
91535 was one of ten similar machines transferred to the 7407th
CSW at Frankfurt where they replaced the C-130A-lis.
op,:rate~

standard and assigned to the 53rd WRS. However, by

19~4, the 53rd W.RS had only three WC-130Bs remaining,
whl1st one other aIrcraft of this type had been transferred to
the US Government Weather Bureau at Miami. The remainder
had reverted to conventional C-130B standard and had been
issued to the Reserve forces. The first WC-130B (62-3492)
acted as a testbed for the Kaman Airborne Weather Reconnaissance System which was later installed on the rest of the
WC-130 fleet. Only the first WC-130B from the 1962 fiscal
batch remains in service as a weather ship.
. The l!S Navy orde~ed a total of seven C-130F cargo
aHcraft m 1961 for use m the field of logistics support. These
were Identical to the C-130B model which was supplied to
the Air Force and they have since seen service with VR-I at
Norfolk NAS, Virg!nia; VRC-50 at Atsugi NAS, Japan;
VR-21 at Barbers Pomt N~S, Hawaii; VR-24 at Naples, Italy
(later at Rota NS, Spam) and VQ-4 at Patuxent River
NAS, Maryland.

C-130B 80712 has had a varied and interesting career since

it was originally completed in the late fifties. The picture below
was taken when it was engagea on testing the boundary layer
control system under the designation NC130B. Note the
addition of Allison turbojet engines under the outer wing.
Upon completion of these trials it passed to NASA as
N929NA and is now engaged on earth survey work. The
picture right shows the current configuration of this aircraft.
which is based at Ellington. Texas. (NASA)

In the summer of 1957 the US Marine Corps borrowed two

C-130As (55-0046 and 55-0048) from the USAF to evaluate
the type for in-flight refuelling duties. Following the successful
completion of trials at Patuxent River NAS the two aircraft
were returned and the Marines subsequently placed orders for
some 46 KC-130Fs. Three squadrons received this variant
these being Marine Air Refuelling Squadron (VMGR)
15~ at Futenma MCAS, Okinawa; VMGR-252 at Cherry
Pomt MCAS, North Carolina and VMGR-352 at EI Toro
, MCAS, California. These three units had all previously
operated the C-119 Packet in the transport role. In September
1975 the Marine Reserves received the KC-130F when the first
two of six aircraft were assigned to VMGR-234 at Glenview'
NAS, lllinois.
-:'-t the same time as the Air Force was receiving its
Ski-eqUIpped C-130D aircraft, the Navy was in the process of
acceptmg four LC-130Fs. Whilst the Air Force has responThe C-130~ served with Tactical Air Command for many years
before. being passed on to the Air Force Reserve in the early
seventies. FollOWing the takt;l0ver of TAC's transport units by
MAC. all AFRES transport Units became MAC-gaining elements
and 00294 of the 337th TAS/439th TAW shows clear evidence
of this change. (P. Goddard)

If"

SEVEN

C-I30 HERCULES WARPAINT

C-130 HERCULES WARPAINT

EIGHT

AFRES

08

963

JC-130B 10963 now serves with the 711th TAS/459th TAW at

Duke Field after taking part in Discoverer satellite recovery
duties for many years. 12 aircraft were originally converted to
JC-130B standard, all featuring large radar antenna housings
on the fuselage roof such as carried by 10963 shown here in
1974. (D. Davenport)

sibility for the resupply of military and scientific locations in

the Arctic, the Navy's Antarctic Squadron VXE-6 handles
resupply flights to the polar regions in the Southern
Hemisphere. Navy flights can only be conducted during the
Antarctic 'summer' which falls between October and March
when the temperature can still fall to minus 70 degrees
centigrade! The Navy is not so fortunate as the Air Force when
it comes to the safety record of their ski-equipped C-130s.
The first accident occurred on 15 February 1971 at Williams
Field, McMurdo Sound when LC-130F 148318 hit a 5-foot snow
bank, damaging an engine and causing a fire which completely gutted the aircraft. This was followed by an accident
concerning LC-130F 148321 which, on 4 December 1971, was
badly damaged when a JATO bottle separated from its
mounting and struck the aircraft causing it to abort take-off
and hit the ground. This accident occurred some 750 miles
from Williams Field and an inspection was carried out by
Lockheed personnel early in 1977 to see if recovery would be
possible. The third accident involved LC-130R 155917 which
Below: EC-130Q 156174 of VQ-4 is one of several used for
communications with Polaris and Poseidon-equipped nuclear
submarines. The trailing antenna of the VLF (Very Low
Frequency) communications system can be seen protruding
from the aft fuselage. (R. Archer). Right Upper: The US Navy
obtained seven C-130Fs for heavy transport duties, these
spending most of their service lives to dat~ with VR-21 at
Barber's Point and VR-24 at Rota. 149787 IS one of three
which was operated by VR-21. (APN) Right lower: C-130G, 151888
was used by VR-1 on communications duties until passing to
VQ-4 in late 1968. It was later redesignated as an EC-130G.
(P. Bennett)

NINE

disintegrated on landing at Amundsen-Scott South Pole

Station on 28 January 1973. The next two incidents both
happened at Dome Charlie on 15 January 1975 with the first
concerning LC-130F 148319 which had a wing severed in a
JATO accident whilst LC-130R 159129 suffered a nose ski
collapse on landing. 159129 was subsequently repaired and
flown out on 14 January 1976 and 148319 was successfully
recovered on 25 December 1976. The most recent incident involved LC-130F 148320 which suffered a JATO accident at
Dome Charlie on 4 November 1975 but this aircraft was
repaired and nown home on 26 December 1975. An interesting
anecdote is that one US Navy officer was involved in all of the
latter three accidents, being the pilot of the first, a passenger
on the second and co-pilot on the third. The entire batch of
LC-130Fs (148318 to 148321) were all unserviceable between
4 November and 26 December 1975, having been damaged at
various locations in the Antarctic. VXE-6's home base until
1973 was Quonset Point NAS, Rhode Island when the unit
moved to its present location at Point Mugu NAS, California.
The US Government supplied two ex-USAF C-130Bs to the
Pakistani Air Force during 1964-65 (61-2646 and 61-2648). A
further four were transferred to the Royal Jordanian Air Force

Above: After spending many years at Quonset Point, the

LC-130s of VXE-6 were moved to new quarters at Point Mugu
during 1973. LC-130F 148319 was one of four obtained in the
early sixties for Antarctic exploration and is seen at Point
Mugu shortly before heading south for the Antarctic
'summer'. Left: 148319 after an accident at Dome Charlie on
15 January 1975 when a wing was severed following a JATO
(jet assisted take-off) accident. It was subsequently repaired
and flown from the crash site on Christmas Day 1976.

RZ

these compnsmg two in 1973 (140 ex 60-0304 and 141 ex

60-0301) and two in 1976 (142 ex 60-0302 and 143 ex 60-0308).
The latter two were transferred to the Singapore Air Force in
1977 as 724 and 725 respectively. Singapore also received two
ex-USAF C-130Bs in 1977, these being 720 ex 58-0724 and
721 ex 58-0756. Three more C-130Bs were sold to the
Indonesian Air Force in 1975, serials being T-131 I, T-1312
and T-1313 (ex-60-0305. 60-0306 and 60-0309).
The third major variant of the Hercules was the C-130E
which was produced in larger numbers for the US armed
forces than any other version, with 390 being supplied to the
Air Force, four to the Navy and one to the Coast Guard.
The C-130E differed only marginally from the C-130B, having
uprated engines and underwing fuel tanks fitted between the
engines. The Air Research and Development Centre at
Edwards AFB, California received the prototype C-130E;
whilst the next eight went to the 4442nd CCTS, 4442nd CCTW
at Sewart AFB, Tennessee for training. Initial deliveries to
Tactical Air Command were to the 464th TCW at Pope AFB,
North Carolina (renumbered 317th TAW); the 516th TCW at
Dyess AFB, Texas (renumbered 463rd TAW) and the
C-l30 HERCULES WARPAINT

C-l30 HERCULES WARPAINT

64th TCW at Sewart AFB, Tennessee (renumbered 314th

TAW and relocated to Little Rock AFB, Arkansas). The
316th TAW at Langley AFB, Virginia received ex-MATS
aircraft in 1967 whilst the 313th TAW at Forbes AFB, Kansas
exchanged its C-130Bs for the C- I30E during 1969. Military
Air Transport Service units included the 150lst ATW at
Travis AFB, California; the 1608th ATW at Charleston AFB,
South Carolina and the 161lth ATW at McGuire AFB, New
Jersey. These three units were renumbered the 60th MAW,
437th MAW and 438th MAW in 1966 when MATS was reorganised to become the Military Airlift Command. The
joint Air Force and Navy transport service (Naval Air Transport Wing Atlantic/Pacific) also operated the C-130E, with
VR-22 at Norfolk NAS, Virginia and VR-7 at Moffet Field
NAS, California using Air Force aircraft in standard MATS
markings but crewed by Navy personnel.
Fourteen C-130E-l 'Skyhook' aircraft were modified from
Tactical Air Command transports during the course of 1966
and 1967. The C-130E-I was fitted with nose-mounted
Fulton recovery systems enabling objects to be collected
from the ground whilst the aircraft was in flight. The mission
of this version of the C-130 is primarily that of covert
transport and recovery, including the dropping of Army
Special Forces (Green Berets) and supplies with pinpoint
accuracy. These aircraft, known as Combat Tallon, are
TEN

LC-,30R Hercules United States Navy VXE6 160741 Top grey with light grey lower fuselage,
both divided by a dark blue cheat line. Rear fuselage in red. All lettering in black. '1' on
r:'0se has a white shadow. Black and white penguin aft of cockpit. Red propeller warning
hne on fuselage.

E~-1300 Hercules United States Navy VQ3 156172. Trim is white and aluminIum
paint. Dark blue cheat line and black lettering.

fitted with terrain following radar in order to fly low and

therefore to minimise the risk of early radar detection. In addition, a radar warning receiver, an infra-red countermeasures
system and chaff dispensers are used to avoid detection by
interceptor or surface radar. Initial unit assignments included
the 15th SOS, 14th SOW at Nha Trang AB, South Vietnam
and the 1st SOS, 1st SOW at Pope AFB, North Carolina. All
surviving Combat Tallon aircraft have since been redesignated
as MC-130Es and current units are the 8th SOS, Ist"SOW at
Hurlburt Field, Florida (formerly the 318th SOS at Pope), the
7th SOS, 435th TAW at Rhein Main AB, Germany (formerly
at Ramstein) and the 1st SOS, 18th TFW at Kadena AB,
Okinawa. Six aircraft have been re-engined with Allison
T56-A-15s and it is likely that funding will permit the modification to be extended to the remainder, possibly resulting
in a designation change to MC-130H.
A small number of aircraft were modified to C-130E-II
standard for battlefield command and control activities. The
primary function of these aircraft is to monitor and control
fighter aircraft at the front line and to re-direct airborne
forces to updated targets. The C-130E- lIs were originally
based at Da Nang AB, South Vietnam, being assigned
to the 7th ACCS and retaining this squadron number through
four changes of base. During 1968 the 7th ACCS moved to
Udorn RTAFB, Thailand where it joined the 432nd TRW.
At this time the C-130E- lIs were painted with grey undersides
and also had a white top to the fuselage. However, by 1973
the C-130E- lIs had been camouflaged and had relocated to
Korat RTAFB, Thailand where they adopted the tail code
'lC'. During 1974 the 7th ACCS moved to Clark AB in the
Philippines and joined the 374th TAW. The final relocation
occurred in August 1975 when the 7th ACCS arrived at Keesler
AFB, Mississippi, joining the 507th ACG which maintained
its headquarters at Shaw AFB, South Carolina. During
October 1976 the 552nd AEWG assumed control of the
C-130E-lls and these now serve alongside the E-3A AWACS
which will eventually replace this form of Hercules. In 1976
the designation EC-130E was adopted to replace the title
C-130E-II. Several aircraft have also been re-engined with the
Allison T56-A-15 and in view of this it is likely that the remainder will be re-engined and possibly re-designated
EC-130H.
Following the successful use of the AC-130A in Vietnam,
the Air Force converted I I C-130Es to AC-130E standard.
Armament comprised two 20 mm Vulcan cannons, one 40 mm
Bofors cannon and a 105 mm Howitzer. The AC-130E was
assigned to the 415th SOTS, 1st SOW at Hurlburt Field,
Florida for training, whilst operational aircraft were based at
Ubon RTAFB, Thailand with the 16th SOS, 8th TFW. The
16th SOS was relocated to Korat RTAFB, Thailand during
1974 joining the 388th TFW, although this move was only
temporary since the US withdrew from Thai bases during
ELEVEN

Three front-line Marine Corps squadrons have used the

Hercules. The picture above shows KC-130F. 149804 of
VMGR-352 demonstrating a JATO take-off. Aerial refuelling is
achieved via hose-and-reel assemblies contained in the
underwing tanks. Attrition and the transfer of some
aircraft to the Reserve have resulted in the Marines acquiring
several new KC-130Rs in recent years and one of these is
depicted below. The aircraft concerned. 160628. belongs to
VMGR252 at Cherry Point. (MAP)

1~~'130F He~cules United ~tates Ma~ine Corps VMGR-152. 150688. Aircraft is white and
Ig t grey with dark blu~ tnr:n. Red fin leading edge, wings and tailplane tips. Letterin
black. Red propeller warning line on fuselage. Doors outlined in yellow.
g

8H
0628

0690

I
Blue Angels support has been provided by a seconded USMC
KC-130F since the retirement of their C-121J several years ago.
Two aircraft have been used to date. these being 150690
labove) which wore an essentially white colour scheme and
149806 (belowl which is basicallv blue. (APN and MAP)

...

'

...........
:... :

........

t 1

'\
Cl30 HERCULES WARPAINT

Cl30 HERCULES WARPAINT

TWELVE

1975-76 and the 16th SOS was subsequently dispatched to

Hurlburt Field. The tail code carried whilst at Ubon was
'FT' but this changed to 'WP' in 1974 to signify the 8th
TFW's nickname 'Wolfpack'. The tail code was eventually
deleted following reassignment to Koral. During the early
seventies the AC-130Es were retrofitted with the Allison
T56-A-15 engine and were redesignated AC-130H. With the
transfer of the 10 surviving AC-130H aircraft to the USA. the
415th SOTS was disbanded and nine aircraft went to Hurlburt
Field whilst the other was transferred to the Aeronautical
Systems Division of the Air Force Systems Command at
Wright-Patterson AFB, Ohio. This particular aircraft now
carries a MAC-style stripe on the fin with the letters ASD
inscribed thereon.
In 1966 the 350th SRS, 100th SRW at Davis-Monthan
AFB, Arizona received the first of seven DC-130E drone
launch and control aircraft. The primary mission of this
variant was the conveyance and launch of reconnaissance
drones. Four DC-130Es (61-2361 to 2364) have the underwing
tanks removed and two underwing pylons substituted,
whilst the other three (61-2368, 2369 and 2371) have the
tanks retained and two pylons added outboard of the engines.
The 350th SRS maintained a detachment at U-Tapao RTAFB,
Thailand during the Vietnam war and aircraft were periodically
rotated to Thailand from the USA. The DC-130 was also the
only model of the Hercules to serve with Strategic Air
Command. The 350th SRS eventually disbanded during 1976
and the DC-130Es previously operated were transferred to
TAC, joining the newly formed 22nd TDS, 432nd TDG.
It is understood that some of the DC-130Es were modified
during 1976 with Allison T56-A-15 engines being fitted,
thereby involving a change of designation to DC-130H.
However, during 1977, the 6514th TS at Hill AFB was known
to be operating two DC-130Es (61-2364 and 2369) and two
DC-130Hs (65-0971and 0979).
A lone EC-130E was ordered in 1966 by the US Coast
Guard. This aircraft is mainly used for search and
rescue duties, but is fitted with LORAN for calibration duties.
It was at first based at the Coast Guard headquarters at
Elizabeth City but transferred to St Petersburg Air Station
in Florida during 1977.
Three WC-130Es were ordt;red in 1964 for use by the
MATS Air Weather Service whilst a further three were
modified from fiscal 1961 aircraft. The six aircraft have since
been operated at various times by the 53rd WRS at Keesler
AFB, Mississippi; the 54th WRS at Andersen AFB, Guam
and the 55th WRS at McClellan AFB, California. Like their
WC-130B counterparts, <ill have had the Kaman Airborne
Weather Reconnaissance System installed.
The US Navy received four basic C-130E transport aircraft
under the designation C-13OG. Two were assigned to VR-l at
Norfolk NAS Virginia whilst the other two were operated by
VR-21 at Barbers Point NAS, Hawaii. In addition to the basic

II!mJ
40501
..!
I

U. S. MR t~Rt..
The C-130E was the third major variant of the Hercules family to
attain quantity production with the first examples being
ordered in 1961 for service with TAC and MATS. 12359 Icln
3651) was the first to appear and is shown here whilst on a
test flight from Marietta. (Lockheed)

transport role, each was equipped with very low frequency

radar communications equipment which was used in support
of Polaris submarines. Each aircraft has a communications
relay cable which is unwound through an open section in the
rear cargo door and this is connected to a 'shuttle cock'
which maintains stability when the cable is in use. In 1968 the
VR-l aircraft were transferred to VQ-4 at Patuxent River
NAS, Maryland while the VR-21 examples joined VW-1 at
Agana NAS, Guam. In 1969 the designation EC-130G was
adopted. Following the dea<ltivation of VW-l in 1970 the two
Guam-based aircraft were returned to the USA, joining VQ-4
at Patuxent River and one later crashed in 1972. The
remaining three had a second relay cable added, this extending
through an outlet in the rear fuselage below the vertical
stabiliser.
One EC-130G was eventually assigned to the Naval Air Test
Centre for anti-submarine warfare test duties. In 1977 this was
sent to Kirtland AFB, New Mexico for anti-magnetic calibration which involved covering the aircraft with an electrically
wired framework to eliminate all magnetic forces.
In October 1973 the Egyptians and Syrians invaded Israel
in the Yom Kippur war. The US Government reacted quickly
-by delivering several batches of combat and transport
aircraft to Israel to make up for losses experienced in the
early stages of the conflict. Included in these were an unspecified number of A-4E Skyhawks and F-4E Phantoms and
there were also 12 C-130E Hercules which were donated by
various TAC units. These were at first operated in standard
USAF camouflage but were progressively repainted in desert
camouflage during rework.
In addition to several HC-130Bs, the US Coast Guard also
acquired one EC-130E. This aircraft, 1414, is mainly used for
search and rescue tasks but undertakes some calibration
work. (P. Bennett)

The final production version was the C-130H which

featured more powerful engines and could also carry underwing tanks as an optional extra. The USAF purchased several versions of the C-130H, mostly for Rescue duties, before
ordering this variant in its basic transport form. To
date, the USAF has received 78 Rescue versions and 76
transports, whilst the US Navy and Marine Corps have
totals of 20 and 14 respectively. The US Coast Guard
operates 12. In an attempt to overcome a shortfall in
tactical airlift availability, the US Government Armed
Services Committee approved an additional $124 million
for the purchase of eight C-130Hs for service with the Air
National Guard. Funds were approved during the first
week of April 1977 for fiscal year 1978. The bulk of the
C-130Hs were ordered during 1973 and 1974 with the 1973
aircraft being delivered to the 314th TAW at Little Rock
AFB, Arkansas whilst the 1974 models went to the 463 I'd TAW
at Dyess AFB, Texas.
Two former Rescue HC-130Hs were extensively modified in
1977 to DC-l30H standard being fitted with four underwing
stations for the air-launching of Ryan BGM-34C mu1timission
drones. However, following tests with the 6514th Test
Squadron at Hill AFB, Utah, the joint DC-130H/BGM-34C
programme was abandoned. The entire remotely piloted
vehicle mission was cancelled early in 1979 due to the
vulnerability of the drones to electronic countermeasures with
the 432nd TDG and 6514th TS being disbanded and all the

Above: Military Air Transport Service obtained many C-130Es

in the early sixties to replace the Douglas C-118A Liftmaster.
40501 is seen at Prestwick in July 1965 and was then used by
the 1608th ATW at Charleston. (B. Stevenson) Below: Most
former MATS C-130Es were operated by the newly formed
Military Airlift Command in 1966. One of the last silver MAC
C-130Es was 37873 which visited Mildenhall in June 1968.
(P. Bennett)

DC-130 motherships entering storage at MASDC. The drones

were broken up for scrap.
In 1964 the Air Rescue Service of Military Air Transport
Service received its first HC-l30H rescue and recovery aircraft.
The HC-l30H featured a re-entry tracking system in a large
blister above the forward fuselage and also used the twinforked Fulton Recovery System. Initial deliveries were made to
the 36th ARRS at Tachikawa AB, Japan; the 41st ARRS at
Hamilton AFB, California; the 48th ARRS at Eglin AFB,
Florida; the 54th ARRS at Pease AFB, New Hampshire; the
57th ARRS at Lajes AB, Azores; the 67th ARRS at
Prestwick Airport, Scotland (later at Moron AB, Spain and
Woodbridge, England); the 71st ARRS at Elmendorf AFB,
Alaska and the 76th ARRS at Hickam AFB, Hawaii. Training
was conducted by the Air Rescue and Recovery Training
Centre at Eglin AFB, Florida. Four Reserve squadrons
currently operate the HC-l30H these comprising two Air
National Guard units, namely the 102nd ARRS at Suffolk
County ANGB, New York and the 129th ARRS at Hayward

37873
\

U. S. AIR FORC

THIRTEEN

C-l30 HERCULES WARPAINT

C-l30 HERCULES WARPAINT

FOURTEEN

C-130H Hercules Italian Ai~ Force MM61995 46 09 AIrcraft IS white and aluminium paint
With black senal number hallan nationallnslonlB IS red while and qreen

37850

'.

Airport, California and two from the Air Force Reserve

these being the 303rd ARRS at March AFB, California and
the 305th ARRS at Selfridge ANGB, Michigan. The US
Coast Guard has some eight HC-l30Hs at present with a
further four due for delivery shortly. These are identical to the
USAF version and are operated from the Coast Guard Air
Stations at San Francisco and Kodiak, Alaska with four being
based at each. All USAF HC-l30s are being camouflaged
during major rework.
Three aircraft were modified to JC-130H standard for
Discoverer Satellite recovery duties to supplement the
JC-l30Bs. Externally, these were identical to the HC-130H,
although the markings differed in that they carried the
Air Force Systems Command badge on the nose and lacked the
MAC stripe on the fin. They were operated by the 6594th
ABG at Hickam AFB, Hawaii and have since been redesignated as NC-130Hs.
15 HC-l30H aircraft were converted to WC-l30H configuration in 1975. The modifications included the addition
of weather monitoring sensors and the Kaman Airborne
Weather Reconnaissance System and the removal of the
Fulton recovery equipment. Units to which these were
assigned were the 53rd WRS at Keesler AFB, Mississippi; the
54th WRS at Andersen AFB, Guam; the 55th WRS at
McClellan AFB, California and the 920th WRG(AFRES),
aiso at Keesler AFB.
15 HC-l30Ns were ordered in 1969 for use by the Air
In addition to ex-MAC aircraft. TAC also received many brand
new C-130Es. One of these was 377n which was photographed
at Mildenhall in 1966 whilst serving with the 516th TAW at
Dyess AFB. Texas. At that time all TAC C-130s carried the
command badge on the fin complete with a lightning flash.
(P. Bennett)

FIFTEEN

Deliveries of the lockheed C-141A Starlifter to MAC units

meant that a considerable number of C-130Es became surplus in
the late sixties. Most were reassigned to TAC such as 37850
which still shows signs of previous MAC operation_ (APN)

Rescue Service. This was basically an HC-l30P but lacked the

distinctive Fulton Recovery System. Initial deliveries were to
the 33rd ARRS at Kadena AB. Okinawa; the 36th ARRS at
Yokota AB, Japan; the 41st ARRS at McClellan AFB, California; the 55th ARRS at Eglin AFB, Florida; the 67th ARRS
at Woodbridge, England; the 71st ARRS at Elmendorf AFB,
Alaska and the 1550th ATTW at Hill AFB, Utah. More
recently, the 305th ARRS (AFRES) at Selfridge ANGB,
Michigan has received a single HC-130N.
In 1966 the Aeronautical Systems Division at Wright
Patterson AFB, Ohio began evaluating an HC-130H with
two underwing in-flight refuelling stations fitted. Known as
the HC-130P, this used an identical in-flight refuelling
system to that of the Marine Corps Hercules and was intended
to refuel the Sikorsky HH-3s then used on rescue missions in
Vietnam. 20 aircraft were supplied, all of these being camouflaged. Units to which these were assigned were the 33rd
ARRS at Kadena AB, Okinawa; the 36th ARRS at
Tachikawa AB, Japan; the 55th ARRS at Kindley Field,
Bermuda (later at McCoy AFB, Florida and Eglin AFB,
Florida); the 56th ARRS at Korat RTAFB, Thailand; the 67th
ARRS at Woodbridge, England; the 71st ARRS at Elmendorf
AFB, Alaska; the 76th ARRS at Hickam AFB, Hawaii and
the ARRTC at Eglin AFB, Florida. The New York and
California Air National Guard units also have this version on
strength.
To supplement the four 'TACAMO' EC-l30Gs which
served with the two Electronics Squadrons the Navy received
10 EC-l3OQs. This was based on the C-130H airframe and
was fitted with very low frequency radar communications
equipment. The first eight aircraft were delivered during
1967 and 1968, being divided equally between VQ-3 at
Agana NAS, Guam and VQ-4 at Patuxent River NAS,
Maryland. Two further examples were delivered to VQ-4
during the course of 1975. Both units initially had tail codes
applied to their aircraft, VQ-3 using 'TC' whilst VQ-4 adopted
'HL'. However by 1973 only VQ-3 still used their code
letters. The Navy has recently requested nine new EC-130Qs to
replace the present fleet with the two active squadrons.
10 KC-l30R in-flight refuelling aircraft were ordered for the
Marine Corps in 1974 to supplement the ageing KC-130Fs and
deliveries of these began in the autumn of 1975, all ten going to
VMGR-352 at EI Toro MCAS, California. The delivery of
these new aircraft permitted the older aircraft to be
released from the active inventory for duty with the Marine
Cl30 HERCULES WARPAINT

C.130KHerc.ules C.Mk.1 Royal Air Force XV187 RAF Lyneham Transport Wing Apri/1979.
~amout~age IS da~k earth and mid-stone with black undersides. All lenering is white as
IS cockpIt top. NatIonal markings are low visibility red and blue.

C:l30K Hercul~s ~.Mk.2 Royal ~ir Force XV208. Overall white and light aircraft grey
With dark blue trim line. Nose probe IS red and white. Serials in black.

Scale

........i::ii2ll~ Metres

C-l30 HERCULES WARPAINT

Feet

SIXTEEN

I \

Corps Reserve. A further four KC-130Rs were ordered

early in 1977 and these are now used by VMGR-252
alongside the older KC-130F variant.
A single LC-130R was delivered to the Navy's Antarctic
Exploration Squadron 6 (VXE-6) during November 1968, this
being destroyed in an accident in January 1973. Three further
aircraft were delivered during the latter part of 1973, shortly
after the unit had moved from Quonset Point NAS, Rhode
Island to Point Mugu NAS, California and it is interesting to
note that, although operated by the Navy in full Navy markings, these aircraft are in fact owned by the National Science
Foundation which is essentially a civilian agency. The first
aircraft from this batch was damaged in the Antarctic
during January 1975 but was later repaired and recovered
some 364 days after the accident. Two more LC-130Rs
were delivered recently bringing the total number of LC-130s
now operated by VXE-6 to seven, with one other damaged
aircraft due for recovery during the recent Antarctic
'summer' of 1978-79.
A quite considerable number of one-off Hercules have
also been operated by the Air Force. In many cases these have
retained their basic designation and there are also several
instances where the precise type remains unknown for a variety
of reasons, not least of which is security.
Three C-130E models are' presently based at Rhein-Main
AB, Germany having replaced the C-130B-II reconnaissance
and surveillance aircraft. Although these were assigned to
Military Airlift Command via the 435th TAW, they originally
carried no MAC stripe on the fin or wing badge on the
nose. However, all three have now been absorbed into the
37th TAS and have had the full markings applied. The first
aircraft was delivered during October 1975 having spent some
time at Lockheed's Ontario factory for modification. All
three are officially listed as normal C-130Es and are serialled
62-1819, 62-1822 and 62-1828. Operational duties remain
unknown.
Even more mysterious are three aircraft which are
officially listed as having been written off. However, all have
been observed on at least one occasion since their accidents.
The first is 62-1843 which crashed in December 1965. This
was noted at the Ontario plant in March 1967 finished in
white upper surfaces with grey undersides and it has since been
seen at Norton AFB, California in May 1971 and September
1972 in a camouflage colour scheme. 63-7780, which apparently crashed at Tainan Air Station, Taiwan on 12 January
1969 is also still active, having visited Mildenhall during
December 1971 whilst 63-7785, which crashed during June
1966, was seen at both Mildenhall and Rhein-Main during
SEVENTEEN

One of the most interesting colour schemes yet worn by MAC

C-130s is that which was applied to C130E 40504 of the 317th
TAW at Pope AFB. North Carolina during 1978. Basically
consisting of a blue and grey camouflage pattern. this aircraft
carried no titles apart from the serial and USAF inscription on
the fin. (P, Bennett)

July 1972. At this time it wore white upper surfaces with

grey undersides and a blue cheatline and also carried a
series of small aerials on the roof. This aircraft was also observed at Norton AFB during September 1972.
Other aircraft observed at Norton on various occasions
include two C-130Es and two C-130E-I Skyhooks'. It is
known that the 1I74th Support Squadron at Norton employed
the Hercules for various tests, possibly in conjunction with
the nearby Lockheed Ontario plant, but this unit was disbanded during the first half of 1973. The two C-130Es were
63-9813 and 63-9815, these initially being silver overall,
although they were later repainted with white upper
surfaces and grey undersides. They were stationed at
Norton between 1969 and 1972 but were later transferred to
the 1115th Military Airlift Squadron at Hurlburt Field,
Florida. By 1974 both had been camouflaged and assigned to
normal transportation duties with Tactical Air Command. The
two Skyhooks were 64-0564 and 64-0565. The first of these
was present at Ontario during May 1971 and at Norton during
September 1972. The second was seen at Ontario in May 1971
and September 1972 with white upper and grey lower surfaces
and a blue cheatline. In March 1973 it was at Norton but had
been repainted in dark green and black camouflage by the
following October. Precise tasks of these aircraft are uncertain but it is known that tests were carried out at Norton
With C-130s on electr.onic countermeasures and surveillance
duties.
Two C-130E models were assigned to Special Operations
Squadrons for support duties. 64-0571 served with the 14th SOW
and the 1st SOW at Pope AFB, North Carolina until June
1973. This aircraft was initially in the standard 'Skyhook'
colour scheme of dark green and black camouflage. However,
following a repaint to grey undersides and white upper surfaces, it was re-assigned to the 4950th Test Wing, Air Force
Special Weapons Centre at Kirtland AFB, New Mexico. The
sister ship, 64-0572, was based at Ramstein AB, Germany with
the 7th SOS during 1968 and 1969 in the standard Skyhook
camouflage. During September 1972 this aircraft was repainted
with grey undersides and white upper surfaces at Ontario,
California. In 1973 it was used for State Department flights
between Washington and Saudi Arabia, being crewed by personnel from Headquarters Command at Andrews AFB, MaryC-130 HERCULES WARPAINT

J
1

land. In the following year it joined the 6512th Test Squadron,

Air Force Flight Test Centre at Edwards AFB, California and
during October 1977 it received yet a third colour scheme when
it was repainted Spectre grey, again at Ontario.
Six C-130Es were assigned to 'E' Flight of the 374th
Tactical Airlift Wing at Ching Chuan Kang AB, Taiwan for
unspecified flights into Vietnam, Laos and Cambodia. During
the course of these missions they often operated from secret
airfields in Thailand. All six aircraft were painted grey
overall until at least 1972 and the serials were 62-1854,
62-1859, 63-7868. 63-7879, 64-0497 and 64-0515. 62-1854
was destroyed at Kontum City Airstrip in May 1972 but during
1975 the five survivors were absorbed into the 21st TAS
and relocated to Clark AB in the Philippines. Whereas the
remainder of the 21 st TAS aircraft carried a wing badge and
MAC band, these five did not.
During 1973 four C-130Es from the 317th Tactical Airlift
Wing at Pope AFB, North Carolina were sent on temporary
duty (TDY) to U-Tapao RTAFB, Thailand to perform All
Weather Aerial Delivery System (A WADS) missions over Laos
and Cambodia. These flights were at first performed by
crews from Pope but they were replaced by personnel from
Little Rock AFB, Arkansas after just two months. The four
aircraft, serials 70-1270, 70-1271, 70-1272 and 70-1274,. remained at U-Tapao with the Pope tail code 'PB' until the
Little Rock crews took over. The tail code was then
removed and replaced by a Playboy bunny emblem which
was retained whilst crews from Pope and Little Rock periodically rotated until August 1974 when the AWADS flights
ceased and the C-130s returned to Pope. Although the
USAF had officially terminated Indo-China resupply
flights, during August 1974 a joint civilian/military company
known as Thaiam was established and assigned to Bird-Air
which was essentially an Air America type organisation. Five
aircraft, serialled 63-7885, 64-0496, 64-0499, 64-17681 and

C-l30 HERCULES WARPAINT

64-18240 left Pope on 5 August 1974 for South-East Asia. Both

civilian and military aircrews flew these AWADS missions but
when crewed by civilians these aircraft carried no external
markings or serial whatsoever. These could, however, be
applied by the use of small screw-on plates when volunteer
military personnel performed the missions. The size of the
plate containing the serial was 10 inches long by three
inches high! All five aircraft left South-East Asia during July
1975.
Although the US armed forces are still taking delivery of
new Hercules from the Marietta production line consideration is now being given to a successor. The USAF has evaluated
both the Boeing YC-14 and the McDonnell-Douglas YC-15 in
the Advanced Medium STOL Transport fly-off competition.
Funds were deleted from fiscal year 1979 for any further
development. Lockheed designers recently submitted to the
USAF a draft study of an advanced version of the Hercules to
be known as the C-130X. This was prepared in two forms, the
first being Option II-A (STOL), essentially an improved
variant of the C-130H whilst the second derivative is known as
the C-130SS, a stretched STOL aircraft. The majority of tooling and jigs for the proposed C-130X could be drawn from the
existing Hercules production line thereby makin!!: this proposal a possible late contender in the Advanced MediUm
STOL Transport (AMST) competition.
During August 1977 the USAF established a C-130 airborne
record of some 27 hours 45 minutes. The aircraft involved
was specially modified for in-flight refuelling by Lockheed's
Ontario factory, this including the provision of a receptacle
In addition to its more mundane transport duties. the C-130
has also been used as a water bomber in various attempts to
counteract the threat presented by forest fires. In this role it can
carry 3.000 gallons of chemical which can be released in just ten
seconds. During 1974 these aircraft helped control major fires in
New Mexico and California. (Lockheed)

EIGHTEEN

Camouflaged C-130Es. Above: 40515 of the 21st TAS/374th

TAW at Clark AB in the Philippines during November 1976.
This aircraft had still to gain MAC inscriptions at this time.
(P. Foster) Top Right): A fine study of 21295 from the 32nd
TAS/314th TAW on final approach to Mildenhall in March 1979
shortly before the introduction of toned-down markings.
(P. Bennett)

to accept the flying boom of a KC-135. On this particular

record flight, the Hercules was refuelled three times and
following further tests, the Air Force will actively consider a
conversion programme for the rest of the fleet.
Military Airlift Command is presently evaluating a C-130E
and a C-141A in a blue and grey camouflage scheme. The
Hercules serves with the 317th TAW at Pope AFB, North
Carolina whilst the Starlifter is from the 438th MAW at
McGuire AFB, New Jersey. All markings on these two aircraft
are in black, being much smaller than those of the remainder
of the MAC transport force.
Routine X-Ray inspections of the three-bladed propellers
fitted to a C-130A revealed a series of hairline cracks, resulting
in the entire C-130A fleet being grounded whilst their propellers were examined. Most were found to be airworthy and
these returned to flying duties but those that were found to
have cracks are progressively being retrofitted with fourbladed Hamilton Standard propellers and it seems likely that
all surviving C-130As will undergo a similar refit during
routine planned depot maintenance.
The projected lifespan of the latest models of the
Hercules seems set to ensure that this type will remain active
until at least the late 1980s and it is probable that further
modifications and variants will extend the history of this
fascinating aircraft. No transport design has yet succeeded in
attracting the glamour which is traditionally attached to
combat aircraft but the Hercules has probably come closer
than most and is certainly a widely-known and much respected
type which has more than earned its present elevated position.

WC-130E 40552 of the 55th WRS at Mildenhall in June 19n

JR. Archer)

WC-130H 50968 was previously used on rescue duties as an

HC-130H.

NC-130H 64-14858 of the 6593rd TS at Hickam AFB. Hawaii in

1976. (D. Barbier)

HC-130P 60220 of the 67th ARRS at Woodbridge in April 1977.

(S. Hill)

50962

Above Centre: C-130E 21833 of the 115th TAS. California

ANG in September 1974 at Van Nuys. (P. Bergagnini).
Above: C-130E-1I 21791 was one of several used for control of
tactical aircraft in the battlefield and served with the 7th
ACCS/388th TFW at Korat in May 1974. (D. Larsen) Below:
Thaiam C-130E 418240 at U-Tapao. Thailand in July 1975. Note
the minute serial carried on the tail. (D. Davenport)

HC-130H 50962 of the 67th ARRS at Woodbridge in April 1977

(S. Hill)

HC-130H 50978 of the 71st ARRS in November 1974. Note

Arctic dayglo. (D. Remington)

The now abandoned Fulton recovery system is shown in the open position in this in-flight study of HC-130H 64-14852.
NINETEEN

c- 130 HERCULES WARPAINT

C-13O HERCULES WARPAINT

TWENTY

Spanish national
insignia. Red and
yellow

KC-130H Hercules Spanish Air Force TKlo-S X1105. Camouflage scheme of shadow green,
medium green, brown and tan with blue lower surfaces. Lettering black: Doors outlined in
yellow. Insignia comprises red, yellow and red roundel on fuselage wIth black cross on
white square on rudder.

0'41637

US AIR FORCE

C-130 UNITS
UNITED STATES AIR FORCE
Military Airlift Command
616th MAG

17th TAS

62ndMAW

36th TAS

314thTAW

317thTAW
374th TAW
435th TAW
463rd TAW
39th ARRW

16th TATS,
32nd,5Oth,
61st, 62nd
TAS
39th,4Oth,
41stTAS
21stTAS
345th TAS
37th TAS
n2nd,
n3rd,
n4thTAS
55th ARRS
67th ARRS

41st RWRW

Elmendorf AFB.
Alaska
McChord AFB,
Wash
Little Rock AFB,
Ark

C-130A1I41637 of the 7407th Combat Support Wing, Rhein-Main

was used on surveillance duties and was unusual in that. for
some time. it wore a grey overall paint scheme. It was
photographed in this finish at St. Mawgan. (APN)

C-130E

71stARRS

C-130E

1550th ATTW

C-l30E/H

Tactical Air Command

1st SOW

1551st FTS
8th SOS
16th SOS

Pope AFB, NC

C-130E

Clark AB,
Philippines
Yokota AB, Japan
Rhein-Main AB,
Germany
Dyess AFB,
Texas

C-130E

Eglin AFB,
Florida
RAF Woodbridge,

UK

C-130E
C-l30E
C-l30H
HC-l30H/N/P
HC-l30H/N/P

33rd ARRS

Kadena AB,
HC-l30N/P
Okinawa
41st ARRS McClellan AFB,
HC-l30N/P
Calif
53rdWRS
Keesler AFB, Miss WC-l30B/E/H
54thWRS
Andersen AFB,
WC-l30E/ H
Guam
Airlift duties within Europe were undertaken by the Evreuxbased 322nd Air Division for several years in the late fifties and
sixties. One of their C-130As, sporting 322nd AD titles on the
underwing pinion tanks, is seen during a visit to Prestwick in
July 1962. (B. Stevenson)

10~U

18thTFW

1st SOS

435thTAW

7th SOS

552nd AW&CW

7th ACCS

Elmendorf AFB,
Alaska
Kirtland AFB, NM

HC-l30N/P

Hurlburt Field,
Florida
Hurlburt Field,
Florida
Kadena AB,
Okinawa
Rhein-Main AB,
Germany
Keesler AFB, Miss

MC-l30E

HC-l30H/P

AC-l30H
MC-l30E
MC-130E
EC-l30E

Air National Guard

102nd ARRS
105th TAS
l09th TAS
115th TAS
129th ARRS
l30th TAS
139th TAS
142ndTAS
143rd TAS
144th TAS
155th TAS
156th TAS
158th TAS
164th TAS
167th TAS
180th TAS
181stTAS
183rdTAS
185th TAS
187th TAS
193rdTEWS

Suffolk County ANGB, New York

Nashville MAP, Tennessee
Minneapolis-St Paul lAP,
Minnesota
Van Nuys MAP, California
Moffett Field NAS, California
Charleston MAP, West Virginia
Schenectady MAP, New York
Wilmington MAP, Delaware
Providence MAP, Rhode Island
Kulis ANGB, Alaska
Memphis MAP, Tennessee
Charlotte MAP, North Carolina
Savannah MAP, Georgia
Mansfield MAP, Ohio
Martinsburgh MAP, West
Virginia
St Joseph MAP, Missouri
Dallas NAS, Texas
Jackson MAP, Mississippi
Oklahoma City lAP, Oklahoma
Cheyenne MAP, Wyoming
Harrisburg lAP, Pennsylvania
(code PAl

HC-130H/P
C-l30A
C-130A

Moroccan national insignia (fuselage) Red

and green with yellow, green and white
crown. Green and yellow star. !fin flash)
Green star on red square

C-l30B/E
HC-l30H/P
C-l30E
C-130D/D-6
C-130A
C-l30A
C-130E
C-130A
C-l30B
C-l30E
C-l30B
C-130B

Cl30H Hercules Moroccan Air Force 4575. Tan and cream camouflage with sky blue
lower surfaces. Yellow door surrounds. Propeller warning strrpes In red. National mark
ings in red, yellow and green. Serial numbers in black. '0' on nose in cream.

C-130A
C-l30B
C-l30E
C-l30H
C-l30B
EC-l30E

Air Force Systems Command

4950th TW
6514th TS
6593rd TS

ASD

Wright-Patterson
AFB, Ohio
AFFTC
Edwards AFB,
California
6594th ABG Hickam AFB,
Hawaii

NC-l30A/E
C-l30E
NC-l30B/H

Air Training Command

STTC
TWENTY ONE

Sheppard AFB,
Texas

C-130A

C13O HERCULES WARPAINT

C13O HERCULES WARPAINT

TWENTY TWO

Air Force Reserve

403rd RWRW

433rd TAW
439th TAW

440th TAW

442nd TAW

459th TAW

919th SOG

303rd ARRS March AFB,

California
305th ARRS Selfridge ANGB,
Michigan
815th WRS Keesle.r AFB,
Mississippi
68th TAS
Kelly AFB, Texas
704th TAS
Bergstrom AFB,
Texas
328th TAS
Niagara Falls
lAP. New York
337th TAS
Westover AFB,
Massachusetts
64th TAS
O'Hare lAP,
Chicago, Illinois
95th TAS
Mitchell Field,
Wisconsin
96th TAS
Minneapolis-St
Paul lAP,
Minnesota
303rd TAS
Richards-Gebaur
AFB, Missouri
63rd TAS
Selfridge ANGB
Michigan
327th TAS
Willow Grove NAS,
Pennsylvania
756th TAS
Andrews AFB,
Maryland
711th SOS
Duke Field, Florida

HC-'13OH
HC-13OHIN
WC-130H
C-13OB
C-130B

UNITED STATES MARINE CORPS

VMGR-152

'OD'

VMGR-234

'OH'

VMGR-252

'BH'

VMGR-352

'OB'

C-130A
C-13OB

KC-13OF
KC-13OF
KC-13OF/R
KC-13OF/R

UNITED STATES COAST GUARD

C-13OA

Barbers Point

C-13OA

Elizabeth City

C-130A
Kodiak
Sacramento
C-130E
St. Petersburg
C-130A

Futenma MCAS,
Okinawa
Glenview NAS,
Illinois
Cherry Point
MCAS, North
Carolina
EI Toro MCAS,
California

Barbers Point NAS,

Hawaii
Elizabeth City
CGAS, North
Carolina
Kodiak NAS, Alaska
McClellan AFB,
California
St. Petersburg
CGAS. Florida

HC-130B
HC-13OB
HC-130H
HC-130H
HC-13OB/
EC-13OE

C-13OE
Above: The drone installation on the DC-130A is clearly shown in
this view of one of these aircraft shortly after take-off.
(Lockheed) Below: C-130A 0-50013 served with the 115th TAS,
California ANG in an all-silver scheme in 1971. After service with
the 195th TAS it passed to the South Vietnamese Air Force in
19n.(MAP)

C-13OE
AC-13OA

UNITED STATES NAVY

VC-3

'UF'

VO-3
VO-4

'TC'
'HL'

VXE-6

'XD'

VRC-50
VR-24
NATC/ASW
Directorate
Blue Angels

'RG'
'JM'

North Island NAS,

California
Agana NAS, Guam
Patuxent River
NAS, Maryland
Point Mugu NAS,
California
Cubi Point NAS, RP
Rota NS, Spain
Patuxent River
NAS, Maryland
Pensacola NAS,
Florida

DC-13OA
EC-1300
EC-13OG/0
(Code not worn)
LC-13OF/R
C-13OF
C-130F
EC-13OG
KC-1:llF (USMC
aircraft on loan)

Above: One of two DC-13OAs obtained by the US Navy, Bu.No.

158229 previously served with the USAF. Both Navy DC-130As
are operated by VC-3 at North Island. (APN) Below: C-130A
60491 ~isplays the !i.nes of ~he Hercules to advantage whilst
overflymg Mount FUJI, Japan m the late fifties.

NATIONAL AERONAUTICS & SPACE

ADMINISTRATION
Johnson Space Centre

Ellington AFB,
Texas

NC-13OB

US GOVERNMENT WEATHER BUREAU

nil

Miami lAP, Florida

WC-130B

C-130 Serial Numbers

C-130A
New production : 53-3129/3135,
54-162111640,
55-0001/0048,
56-04Q8/0551, 57-0453/0524.
Variants
: 54-1637, 56-0484, -0525, -0530, -0534, -0535, -0537,
C-130A-1I
-0538, -0540, -0541, plus one.
: 53-3129, 54-1623, -1625*, -1626*, -1627, -1628,
AC-130A
-1630, 55-0011, -0014, -0029, -0040, -0044*, -0046,
56-0469, -0490*, -0509. * destroyed.
DC-BOA
: 56-0514, -0527, 57-0461, -0496, -0497, -0523.
: 53-3129, -3131, -3135, 54-1625, -1627/1630, -1639,
JC-130A
55-0022,56-0490, -0493, -0497.
: 53-3131, -3133, 54-1622, -1635, 55-0022, -0024.
NC-130A
: 54-1632, 57-0510/0524.
RC-130A
C-130D
: 55-0021, 57-0484/0495.
RC-130S
: 56-0493, -0491.

NC-130B

: 57-0526/0529, 58-0712/0713, -0716/0717, 0750,

61-0962.

VC-130B
WC-130B

: 58-0715.
: 58-0725/0726, -0730/0731, -0733/0734, -074D/
0741, -0752, -0758, 62-3492/3496.
: 149787,790,793/794,797,801,805.
: 147572/147573, 148246/148249, 148890/148899,
149788/149789, 149791/149792, 149795/149796,
149798/149800, 1498021149804, 149806/149816,
150684/150690.
: 148318/148321.

C-130F
KC-130F

LC-130F
C-130E
New production : 61-2358/2373,
62-178411866,
63-7764/7899,
63-9810/9817,
64-0495/0545,
-0547/0572,
64-17680/17681,
64- 1824D,
68-10934/10951,
69-6566/6583,
70-1259/1276,
72-1288/1299,
151888/151891,1414.
Variants
C- 130E-1
: 64-0523, -0527, -0551, -0555, -0558/0559, -0561/
0568. Redesignated MC-130E.
C-130E-11
: 62-1791, -1809, -1818, -1820, -1825, -1832, -1836,
-1857, -1863. Redesignated EC-130E.
AC-130E
: 69-6567/6577. Redesignated AC-13OH.
DC-130E
: 61-2361/2364, -2368/2369, -2371.
EC-130E
: 1414.
WC-130E
: 61-2360, -2365/2366, 64-0552/0554.
EC-130G
: 151888/151891.
C-13OH
New production : 64- 14852114866, 65-0962/0994, 66-0211/0225,
69-5819/5833,73-1580/1588, -1590, -1592, -1594/
1595, -1597/1598, 74-1658/1693, 74-2061/2073,
74-2130/2134, 78-0806/0813, 155917, 156170/
156177,159129/159131,159348,159469, 160013/
160021, 16024D, 160608, 160625/160628, 16074D/
160741,161 .. .1161 .. " 145211454, 1500/1504,
1600/1603.
Variants
DC-130H
: 65-0971, -0979.
HC-130H
: 64- 14852/14866, 65-0962/0987, 65-0989/0990,
1452/1454, 1500/1504, 1600/1603.

LC-130F 148319 in the original colour scheme which was applied

to these aircraft when they served with VX-6. This unit was
later renumbered VXE-6 and this aircraft carries the name
'Penguin Express' just aft of the cockpit. (APN)

C-13OB
New production : 57-0525/0529, 58-0711/0747, -0749/0758, 59-1524/
1537, 59-5957, 60-0293/0310, 61-0948/0972,
61-2634/2649, 62-3487, 62-3492/3496, 147572/
147573, 148246/148249, 148318/148321, 148890/
148899, 149787/149816, 150684/150690, 1339/
1342,134411351.
Variants
: 58-0711, 59-152411528,153011533, -1535, -1537.
C-130B-1I
: 1339/1342, 134411351.
HC-130B
: 57-0525/0529, 58-0713/0714, -0716/0717, -0750,
JC-130B
-0756,61-0962/0963.
TWENTY THREE

C-l30 HERCULES WARPAINT

C-l30 HERCULES WARPAINT

TWENTY FOUR

Cameroon aircraft nose badge. Red

and yellow star on silver ring.
White aircraft. black cloud, light blue
sky. dark blue sea, brown land mass.

Cameroons national insignia. From

centre, green, red and yellow

Cl30H Hercules Cameroon Air Forces T JXAO. Aircraft is white and light blue. Note
wing and tailplane upper surfaces are white, with trim line (from top) green, red and

yellow. All lenering red. National colours are green, red and yellow. A yellow star appears
on red rudder stripe. Doors and exits outlined in yellow.

Brazilian national insignia (wings only). Blue, white, green and yellow.
C-130E Hercules Forca Aerea Brasiliera C-130/2455. White and light grey fuselage

divided by dark blue trim line. Wings and tailplane in natural metal. Lettering and large
arrow on fin in black. Rudder is dark green and yellow as is flag on forward fuselage. Red
propeller line aft of flag. Shield on nose is red with black bird and white face. Bird is sitting
on a light blue base.

JC-130H
WC-130H
HC-130N
HC-130P
EC-130Q
KC-130R
LC-130R

: 64-14854, -14857 /14858, Redesignated NC-130H.

: 64-14861, -14866, 65-0963/0969, -0972, -0976,
-09n, -0980, -0984/0985.
: 69-5819/5833.
: 65-0988, -0991/0994, 66-0211/0225.
: 156170/1561n, 159348, 159469, 160608, 161 ... /
161 ...
: 160013/160021, 160240, 160625/160628.
: 155917, 159129/159131, 160740/160741.

The low-level method of cargo delivery is graphically

portrayed in this view of a MAC C-130E dropping a tank during
an exercise in the United States.
Tabulation of Aircraft U.S. Production & Current Status as at
1st April 1979
Type
C-130A
USAF
USN
USMC
USCG

C-130B
USAF
USN
USMC
USCG

Above: EC-130Q 156175 of VQ-4 shows the crossed lightning bolt

insignia which was worn during 1971. 1R. Archer) Below: The
original Coast Guard colour scheme of white and red was.
worn by HC-130B 1349 from Elizabeth City. IAPN)

C-130E
USAF
USN
USMC
USCG

C-l30H
USAF
USN
USMC
USCG

TOTAL

Production

Written
Off

Sold

Withdrawn!
Stored

Active

219
2*

35

20

27

137
2

221*

35

20

27

139

132
11

24

11

97
10
40
12
159

46

12

1
6

201

31

11

390

47

13

395

48

323

13

327

154**
20**
14
12

4
2

150
18
14
12

200

194

1017

120

44

34

819

NOTES
The two USN C-130As were transferred from the USAF and
are listed under both production sections.
Includes eight USAF and three USN aircraft for delivery during
1979-80.
TWENTY FIVE

C-13O HERCULES WARPAINT

Scale

"'rlliCiiii:"~ Metres
Feet

C-13O HERCULES WARPAINT

TWENTY SIX

The Hercules overseas

Abu Dhabi purchased two C-130Hs during the early seventies
and these aircraft, serialled 1211 and 1212, were delivered in
the spring of 1975.
Argentina originally acquired an initial batch of three
C-130Es (TC-61 to TC-63) in the winter of 1968 and these
have since been joined by five C-130Hs (TC-64 to TC-68)
and two KC-130Hs (TC-69 and TC-70), the latter being
delivered as recently as spring 1979.
Australia was the first overseas country to buy the Hercules,
taking delivery of 12 C-130As in the late fifties for service with
No. 36 Sqdn. These aircraft, serialled A97-205 to A97-216,
were purchased by Lockheed early in 1978 after being retired by
the RAAF and are now up for sale. A batch of 12 C-130Es were
later acquired for service with No. 37 Sqdn at Richmond and
these remain in use today. Serials are A97-159, -160, -167, -168,
-171, -172, -177, -178, -180, -181, -189 and -190. The most recent
purchase was that of 12 C-130Hs (A97-ool to A97-012) and
these were progressively delivered to No. 36 Sqdn from the
summer of 1978.
Belgium bought a total of 12 C-130Hs to replace their ageing
fleet of C-119Gs during the early seventies and deliveries of
these began in June 1972. The 12 aircraft concerned (CH-OI
to CH-12) are all currently used by No. 20 Sqdn at BrusselsMelsbroek.
Bolivia acquired two C-130Hs for use by Tran portes
Aereos Militares, the military-run airline which links remote
parts of the country to the capital. Both were delivered in
July 1977 and both carry dual identity markings, these
beingTAM90/CP-1375 and TAM91/CP-1376.
Brazil was one of the first Latin American nations to buy the
Hercules, taking delivery of II C-130Es from the late sixties
onwards. Serials of these are 2450 to 2460. Subsequent
orders for five C-130Hs (2461-2465) were later placed and all
were delivered during 1975, the first two being produced as
KC-130H tankers. The survivors are presently used by No. I
TWENTY SEVEN

BY LINDSAY PEACOCK

Grupo at Galeao, Rio de Janeiro and No.6 Grupo at Recife.

Cameroons took delivery of two C-130Hs during August
and September 1977, these being serialled T JX-AC and
TJX-AD.
Canada originally purchased four C-130Bs (10301-10304)
during the early sixties, these serving with No. 435 Sqdn until
1967 when they were sold to Lockheed who eventually
disposed of them to Colombia. The first of 24 C-130Es (1030510328) were obtained in the mid-sixties and these were joined
by five C-130Hs (130329-130333) between October 1974 and
February 1975, the older C-130Es having been renumbered
130305 to 130328 several years before.
Chile obtained two C-130Hs (995-996) in the early seventies
for service with No. 40 Sqdn.

Columbia obtained the three surviving Canadian C-130Bs

from Lockheed during January 1969, these being serialled
1001 to 1003 in Columbian service. At least one has since
been destroyed in a crash.
Denmark purchased three C-130Hs in the early seventies to
replace its veteran transport force of C-54 Skymasters. All
three aircraft (B-678 to B-680) were delivered during 1975
and all are currently used by 0.721 sqdn at Vaerlose.
Ecuador obtained two C-130Hs (FAE743 and FAE748)
during the summer of 1977 for heavy tran port duties but one
(FAE748) was destroyed in an accident during July 1978.
Egypt has to date received a total of 20 C-130Hs (1270-1289),
deliveries of these beginning in December 1976 and they have
largely taken over the duties of the Antonov freighters previously operated. Pseudo-civil registrations are applied to all
of these aircraft, these being SU-BAA to SU-BAF, SU-BAH
to SU-BAN and SU-BAP to SU-BA V re pectively.
France is known to have operated at least one C-130H, this
being a Libyan Air Force machine which was present at Le
Bourget during the 1977 air show. Current status of this
aircraft is not known.
Gabon has purchased three Lockheed 100 civil-type
examples of the Hercules, these being L-loo-30 TR-KKA
which was delivered as TRK-KA in April 1975 and L-loo-20s
TR-KKB and TR-KKC, received in December 1976 and
December 1977 respectively.
Greece currently operates a total of 12 C-130Hs (741-752),
these being delivered between September 1975 and May 1977.
Indonesia received ten C-130Bs (T-1301 to T-131O) as
long ago as the early sixties and one of these gained the
dubious distinction of being shot down by an RAF Javelin.
Most are apparently still active and they are believed to have
been joined by three ex-USAF C-130Bs during 1976. Two of
the original aircraft (T-1309 and T-131O) have apparently been
modified to KC-130B configuration.
Iran is one of the largest overseas operators of the Hercules
having acquired no less than 64 examples over the years,
although it is not yet known how the recent troubles have
affected these aircraft. An initial batch of four C-130Bs
(5-101 to 5-104) were obtained in the early sixties and operated
for several years before being passed to Pakistan. They
were followed by a total of 28 C-130Es with deliveries
beginning in the mid-sixties, these originally being serialled
5- f05 to -5-132. The sale of the C-130B-s and the loss of two
aircraft resulted in the surviving C-130Es being reserialled
5-101 to 5-126 in about November 1973. Five of these
aircraft were later transferred to Pakistan whilst another was
destroyed in an accident before the most recent bout of
reseri~lling which resulted in the remaining C-130Es becoming
5-8501 to 5-8520.

32 C-130Hs have also been acquired in several blocks.

Deliveries of these began in November 1971 before the first
reserialling took place and the first 30 were originally allocated
5-133 to 5-162. These subsequently became 5-127 to 5-156 in
November 1973 and a further two C-130Hs were obtained in
May 1975 as 5-157 and 5-158. None had been lost at the time
of the 1976 renumbering and they were consequently remarked
5-8521 to 5-8552.
Israel originally obtained two C-130Hs during winter 1971
to supplement the airlift capability of their fleet of Noratlas
and C-97 transports. No further machines were acquired until
autumn 1973 when 12 ex-USAF C-130Es were received as part
of the large amount of equipment provided during the conflict
of that time. Since then a further 12 C-130Hs have been
purchased, these including a brace of KC-130H tankers. Il
is unfortunately not possible to provide a full serial listing but
examples noted include 011, 014, 102, 106, 109, 203, 208,
301,313,316,318,420,427,428,435,436 and 448. Pseudocivil registrations are also worn by these aircraft, these
falling in the sequence 4X-FBA to 4X-FBZ. The former
USAF identities of the C-130Es transferred in 1973 were
21796, 37774, 37810, 37843, 37844, 37855, 37862, 37870,
37873,40509,40516 and 40528.
Italy received the first of 14 C-130Hs in March 1973 and
presently operates the survivors from Pisa where they equip
the 46th Aerobrigata. At least one has crashed whilst another
is being cannibalised for spares at Pisa. Serials are MM61988
toMM62ool.

Above and below: Two views of the only Hercules W.Mk.2

XV208 used by the Meterological Flight at the Royal Aircraft
Establishment, Farnborough. The aircraft was extensively
modified by Marshalls of Cambridge. (MoD PEl

Contrast in camouflage. The photo (top) shows the original

scheme adopted by the RAF of dark earth, midstone and
black. The aircraft also has the original astrodome fitted
which was later deleted (MoD Air) That below shows the
present colours of the Lyneham Hercules Wing of dark green,
dark grey and light grey on XV305 IA. W. Hall)

C-l30 HERCULES WARPAINT

C-l30 HERCULES WARPAINT

TWENTY EIGHT

Ivory Coast has ordered two C-130Hs for delivery in

August 1979. No serial number details are yet available but
the construction numbers are known to be 4825 and 4827.
Jordan received its first Hercules in the early seventies and
has operated four ex-USAF C-130Bs, these being serialled 140
to 143. Two have since been passed on to the Singapore Air
Force (142-143) but the loss in capacity has been made good by
the delivery of a new C-130H (144, later renumbered 744)
during 1978.
Kuwait presently operates two L-IOO-20s (KAF317 and
KAF318), these being delivered during the early seventies.
Libya took delivery of a batch of eight C-130Hs (111-118)
during the early seventies and followed this with a further
order for eight more for delivery during 1974. However,
changes in US policy resulted in these aircraft being the
subject of an embargo and, following completion at Marietta,
they were placed in long-term storage where they remain
today. Serials of these eight machines are 119 to 126 and they

TYPICAL C130 UPPER

SURFACE CAMOUFLAGE
Right: Aircraft using United
Slates Air Force camouflage
pattern of shadow and medium
green with desert drab on
upper surfaces. A USAF
aircraft is illustrated but the
scheme applies to all other
aircraft using these colours.
Note that Portuguese aircraft do
not have upper surface national
markings and Argentinian
insignia is carried on the port
wing only.
Centre: Standard Royal Air
Force pattern of dark green
and dark grey upper surfaces
with red/blue roundels. The
top of the cockpit is painted
white when the previous dark
earth and midstone upper
surface colours were in use.
Camouflage patterns remained
the same independent of colour.
Left: An unusual camouflage
pattern has been applied to
Hercules supplied to Egypt and
Morocco. Basic upper
surface colours are tan and
cream.

Top: Portuguese Air Force C-130, 6804, one of five that replaced
DC-6Bs in 1977. IA. J. Brown) Above right: A Greek Air Force
C-130H serialled 752. Twelve are currently in service. (MAP)
Right: Swedish Air Force C-130E coded '72' serving with F7
Wing, Satenas. (APN) Below: The Belgian Air Force has 12
C-130Hs based at Melsbroek with No. 20 Sadn. (Lockheed)

l.100-20 Hercules Fuerza Aerea del Peru 394. Aircraft is white and natural metal with
cheat line in blue. white, blue, white and blue. National markings are red and white.
Lower nose windows are overpainted white. Serial numbers in black.

Scale

~I""IEiiii:"~ Metres

TWENTY NINE

Cl30 HERCULES WARPAINT

C-130 HERCULES WARPAINT

Feet

THIRTY

were completed between November 1973 and October 1974.

Malaysia received six C-130Hs (FM2401-FM2406) during
1976.
Morocco has to date taken delivery of 12 C-130Hs, these
being ordered in two separate batches of six. Construction
numbers also serve as serials and the identities are as follows:
4535,4537,4551,4575,4581,4583,4713,4717,4733,4738,
4739 and 4742. Deliveries began in May 1974 and the 12 aircraft are coded 'A' to 'L' respectively.
ew Zealand was the first country to order the basic transport variant of the C-130H, taking delivery of an initial
batch of three aircraft ( Z7ool-NZ7oo3) in the late sixties.
These have since been joined by two newer machines
( Z7004- Z7OO5) and all five currently serve with No. 40
Sqdn. at Whenuapai, Auckland.
igeria received the first of six C-130Hs (NAF91O-NAF915)
in September 1975 and it is understood that these were
subjected to some renumbering during 1977 although they
have, apparently, reverted to their original markings since.
Norway took delivery of six C-130Hs (952-957) during the
summer of 1969, these aircraft replacing a similar number of
veteran C-119Fs which had formed the primary tran port
force for many years. Currently operated by No. 335 Sqdn at
Gardermoen they are frequently seen in United Nations
markings.
Pakistan has operated no less than 17 Hercules over the
years, these being obtained from a variety of sources. An
initial batch of four C-130Bs were obtained under MAP
auspices and they have since been joined by four more
C-130Bs from Iran and two C-130Bs from the USAF. Five
former Iranian C-130Es were also obtained in about 1975 and
the two Pakistan International Airlines L-loos have also
carried Paki tan Air Force insignia, one of these (64145)
Below: C-130H NZ7002, one of five serving with No. 40 Sqdn.
Royal New Zealand Air Force (APN). Right: Most South African
Air Force Hercules are now camouflaged. This picture taken at
Northolt before the toning down operation is of '403' operated
by No. 28 Sqdn., Waterkloof. (APN)

THIRTY ONE

The Royal Australian Air Force was the first to buy C130As
in the late fifties for No. 36 Sqdn. One of these is seen below
serialled A97-216/16. (APN). They have been replaced by
12 C-130Hs, the first of which, A97-001, is seen being rolled
out at Marietta.

being destroyed in an accident. Serials of the C-130Bs are

12646, 12648, 23488, 23489, 23490, 23491, 24140, 24141,
24142 and 24143 whilst the C-130Es are 10687, 10689,
14727, 64310 and 64312. The two L-loos were operated as
64144 and 64145.
Peru has purchased six L-loo-20s for use by the Air
Force. The first two (394-395) were delivered in April 1973 and
were soon joined by a third (396). Several years then passed
before a further three aircraft (382-384) were delivered du'ring
the winter of 1976-77. Some of these aircraft have been used
by SATCO with both civil and military markings such as
396/0B-R-956.
Philippines use of the Hercules was initially confined to the
civilian-type L-loo model, four of which were obtained. One
(PI-98) has since been sold whilst the other three
(PI-97/99/100) have passed to the Philippines Aerospace
Development Corporation as RP-C97, RP-C99 and RP-Cloo

c 130 HERCULES WARPAINT

respectively. To make good the loss a total of three C-130Hs

were purchased with deliveries beginning in November 1976.
These use the construction numbers (4704, 4726 and 4761) as
serials.
Portugal acquired five C-130Hs to replace its transport fleet
of Noratlas, DC-6s and Boeing 707s and deliveries of these
began in August 1977. The five aircraft concerned (6801-6805)
are also used on search and rescue missions following the
retirement of the last Neptunes.
Saudi Arabia is another country which has repeatedly
re-ordered the Hercules and currently operates approximately
40. These are distributed between three units namely No. I Sqd
which has the two YC-130Hs, No.4 Sqd which has a mixture
of C-130Es, C-130Hs and KC-130Hs and No. 16 Sqd with a
similar compliment. II C-130Es were obtained first, these
being serialled 451-455 and 1606-1611 and they have since
been joined in the pure transport role by 21 C-130Hs (460470, 1601-1605, 1612, 1614, 1615, 1618, 1619). For in-flight
refuelling duties a total of six KC-130Hs (456-459, 1616, 1617)
are also operated and there are two quite unique machines
which carry the unusual designation YC-130H. These aircraft
were modified by Lockheed Aircraft Services and are serialled
III and 112.
Singapore is one of the newest members to operate the
Hercules and there is still some doubt as to exactly how
many aircraft are on charge. At least four C-130Bs are known
to be in use, these being obtained from both the USAF and
Jordan and it is thought that two others have been provided
by the USA. Known serials are 720, 721, 724 and 725, the
latter two being the ex-J ordanian examples.
South Africa originally acquired seven C-130Bs (401-407) in
the early sixties and these are still operated by No. 28 Sqdn at
Waterkloof.

C-13O HERCULES WARPAINT

Top left: C130H of the Argentinian Air force serialled TC-66

came with the second order for the type. (APN) Above: Imperial
Iranian Air Force C130E, 5-107, belonging to 50 Sqdn. (APN)
Below: Pakistan Air Force C-130B 23488/P is one of four
MAP aircraft. (APN) Below centre: Turkish Air Force
C-130E. serialled 00991, is part of a force of seven currently in
service. (APN) Bottom: Israeli C-130E with the pseudo civil
registration 4X-FBB but probably serialled 106. (MAP)

23468

THIRTY TWO

uth Vietnam originally received 32 ex-USAF C-130As

during the early even ties with three of these later being
replaced when they returned to the USA for overhaul. The
event of pring 1975 resulted in a substantial number being
left in Vietnam at the time of the Communist takeover but a
few did manage to escape and return eventually to the USA.
Tho e aircraft known to have done so are marked with an
asterisk in the following listing of C-130As transferred to
South Vietnam. 41631*, 41634*, 41640*,50001,50002*,50005,
50006,50008*,50012*,50013,50016,50017,50027*,50034*,
50045, 60476, 60479*. 60481 *, 60482, 60483*, 60489, 60496*,
60500*, 60505, 60518*, 60519, 60521, 60524*, 60532, 60542,
60543*, 60545* 70460*, 70465 and 70472*.
Spain received the first of four transport C-130Hs (TIO.I
to TIOA) in December 1973, these entering service with
Escuadron 301 although they have apparently been reassigned
to Escuadron 311 at Torrejon since. A further three
machines were acquired during 1976, these all being KC-130H
tankers. Serials of these are TKIO.5 to TKIO.7.
Sudan has taken delivery of six C-130Hs, these all being
handed over during 1978 but unfortunately it has not been
possible to obtain confirmation of the serials applied to these
aircraft. For the record, they are believed to be 1101 to 1106.
Sweden received its first Hercules in 1965 when C-130E
40546 was leased from the USAF via Lockheed. It was later
purchased, being renumbered 84001 and has since been joined
by another C-130E (84002) and a C-130H (84003). All three
aircraft currently serve with F.7 at Satenas.
Togo has one L-100-20 (c/n 4828) on order for delivery
in September 1979.
Turkey has operated a total of eight Hercules over the
years, these all being of the C-130E variant. The first four
were received during the mid-sixties and they have since
been joined by four more, at least one of these being an
attrition replacement machine. Serials are 13186-13189,
17949,01947, 11468 and 30991.
United Kingdom took delivery of 66 examples of the
C-130K variant between December 1966 and May 1968,
these differing principally in the area of internal equipment. Those aircraft still in use are to be subjected to
a fuselage-stretching programme in order to increase their
productivity and they should remain in service with the RAF
for many years to come. Serials were XV176-XV223 and
XV290- X V307.
Venezuela has received a total of seven C-130Hs and most
are still in service. Serials are 3134, 3556, 4224, 4951, 5320,
7772 and 9508.
Zaire received the first of seven C-130Hs in the midseventies and still operates the survivors. These aircraft are
presently serialled 9T-TCA to 9T-TCG.
Zambia presently operates three L-IOOs, these carrying civil
registrations and being allotted to the Government of Zambia
although they are almost certainly engaged on military duties.
Registrations of the trio are 9J-RCV, 9J-RCY and 9J-REZ.

,I ft: KAF3f7 of the Kuwait Air Force is an L100-20 (APN)

rIght: C-130H 9TTCB of the Zaire Air Force is one of seven
rvice. Above: The distinctive markings of 1 Gruppo,
ill n Air Force indicate that this C-130E is based at
d Janeiro. Right: The Cameroons Air Force has two
., H. This one is serialled TJX-AD. Below: Two C-130Es
No. 37 Sqdn RAAF formate near their home base of
hmond, NSW. Back cover. A C-130E of MAC with Mount Fuji,
n In the background.

Top: R. Nor. AF C-130H currently operated by 335 Sqdn at

Gardermoen. Above centre: C-130H serialled '461' of the
Royal Saudi Air Force. Above: Based at Pisa the 46th Aerobrigata
operates the survivors of 14 C-130Hs delivered in 1973. (MAP)
Below: One of 24 C-130Es, 130326. bought by Canada in the
mid-sixties. (MAP)

Published by Alan W. Hall Publications Ltd . 26 The Broadway, Amersham. Bucks HP7 OAR. England. Copyright Alan W. Hall Publications Ltd., 1979. Typesetting by PJO Typesetters,
High Wycombe, Bucks. Printed in Engiand by Kingsdale Press Ltd . Wokingham: Berks.
THIRTY THREE

C-l30 HERCULES WARPAINT

Cl30 HERCULES WARPAINT

THIRTY FOUR