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Lockheed HC-130
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Key Information

USCG HC-130H flying in Hawaii, 2015.
A USAF HC-130P refuels an HH-3E Jolly Green Giant, 1968.
USCG HC-130H on International Ice Patrol duties

The Lockheed HC-130 is an extended-range, search and rescue (SAR)/combat search and rescue (CSAR) version of the C-130 Hercules military transport aircraft, with two different versions operated by two separate services in the U.S. armed forces.

The HC-130J Super Hercules version is operated by the United States Coast Guard in a SAR and maritime reconnaissance role.

The HC-130P Combat King and HC-130J Combat King II variants are operated by the United States Air Force for long-range SAR and CSAR. The USAF variants also execute on scene CSAR command and control, airdrop pararescue forces and equipment, and are also capable of providing aerial refueling to appropriately equipped USAF, US Army, USN, USMC, and NATO/Allied helicopters in flight. In this latter role, they are primarily used to extend the range and endurance of combat search and rescue helicopters.

In July 2015, it was announced that the U.S. Forest Service will be receiving some of the U.S. Coast Guard's HC-130H aircraft to use as aerial fire retardant drop tankers as the Coast Guard replaces the HC-130H with additional HC-130J and HC-27J Spartan aircraft, the latter being received from the Air National Guard as part of a USAF-directed divestment of the C-27.

Development

[edit]

The United States Coast Guard was the first recipient of the HC-130 variant. In keeping with the USN/USMC/USCG designation system of the time, the designation for the first order in 1958 was R8V-1G, but with the introduction of the Tri-Service aircraft designation system for commonality across the U.S. Armed Forces in 1962, this was eventually changed to HC-130B.[1][2] Six USCG HC-130E aircraft were produced in 1964,[3][better source needed] but production soon switched to the new C-130H platform which was entering service. The first HC-130H flew on 8 December 1964 and[4] the USCG still operates this aircraft.

First flown in 1964, the USAF HC-130P Combat King aircraft has served many roles and missions. Based on the USAF C-130E airframe, it was modified to conduct search and rescue missions, provide a command and control platform, conduct in-flight refueling of helicopters, and carry supplemental fuel in additional internal cargo bay fuel tanks for extending range or air refueling. They were also originally modified to employ the Fulton surface-to-air recovery system, although this system has since been discontinued and the specialized equipment removed. The HC-130N was a follow-up order without the Fulton recovery system and all USAF extant HC-130Ps have since had their Fulton recovery systems removed.

Role

[edit]

USAF HC-130P/N Combat King

[edit]

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

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

Up until 2016, HC-130P/N aircraft of the Combat Air Forces were a combination of mid to late-1960s vintage aircraft based on C-130E airframes and mid-1990s vintage aircraft based on C-130H3 airframes. All underwent extensive modifications. These modifications included night vision-compatible interior and exterior lighting, a personnel locator system compatible with aircrew survival radios, improved digital low-power color radar and forward-looking infrared systems. As of 2018, with the exception of a handful of extant aircraft in the Air National Guard, all remaining HC-130P/N aircraft are operated by the Air Force Reserve Command.

USCG HC-130H

[edit]
USCG HC-130H departs Mojave

The HC-130H first flew on 8 December 1964.[5] The Coast Guard began equipping with the HC-130H in the late sixties and early seventies.[6] U.S. Coast Guard HC-130Hs were primarily acquired for long-range overwater search missions, support airlift, maritime patrol, North Atlantic Ice Patrol and command and control of search and rescue, replacing previously operated HU-16 Albatross amphibious and HC-123 Provider land-based aircraft. Like their USAF counterparts, USCG HC-130s also have the capability of air dropping rescue equipment to survivors at sea or over open terrain. They carried additional equipment and two 1,800-gallon fuel bladders in the cargo compartment.[5]

USAF HC-130P Combat Shadow

[edit]
Main article: MC-130P Combat Shadow
USAF HC-130P-N refueling an HH-60G Pave Hawk

The MC-130P Combat Shadow series of aircraft initially entered service in December 1965 during the Vietnam War as the HC-130H CROWN airborne controller. The CROWN airborne controllers located downed aircrew and directed Combat Search and Rescue operations over North Vietnam. In mid-1966 flight testing began of rescue helicopters equipped with aerial refueling receivers, and 11 of the controller aircraft were modified as tankers and redesignated the HC-130P SAR Command and Control/vertical lift (helicopter) aerial refueling aircraft, entering service in Southeast Asia in November 1966. Originally assigned to the Tactical Air Command (TAC) and then the Military Airlift Command (MAC), Combat Shadows have been part of the Air Force Special Operations Command (AFSOC) since that command's establishment in 1993. In February 1996, AFSOC's 28-aircraft HC-130P tanker fleet was redesignated the MC-130P Combat Shadow, aligning the variant with AFSOC's other M-series special operations mission aircraft.[7][8] At the same time as this redesignation, USAF continued to field HC-130P/N aircraft as dedicated CSAR platforms under the Air Combat Command (ACC) and in ACC or PACAF-gained CSAR units in the Air Force Reserve and Air National Guard.

USCG HC-130J

[edit]

The new HC-130J aircraft are derived from the Lockheed Martin KC-130J tanker operated by the U.S. Marine Corps.[9] The USCG has six HC-130Js in service, but they are not capable of refueling helicopters in flight. The first delivery of this variant to the United States Coast Guard was in October 2003.[10] They initially operated in a logistic support role until they received significant modifications, including installations of a large window on each side of the fuselage to allow crew members to visually scan the sea surface, the addition of an inverse synthetic aperture sea search radar, flare tubes, a forward-looking infrared/electro-optical sensor, a gaseous oxygen system for the crew and an enhanced communications suite. Aircraft are installed with the Minotaur Mission System and incorporates sensors; radar; and command, control, communications, computers, intelligence, surveillance and reconnaissance equipment and enables aircrews to gather and process surveillance information that can be transmitted to other platforms and units during flight.[11]

The first of these modified Coast Guard HC-130Js was delivered in March 2008[12] and complete delivered in September 2019.[13] The 17th HC-130J for the United States Coast Guard is expected to be delivered in 2024.[14]

The Coast Guard is acquiring a fleet of 22 new, fully missionized HC-130J aircraft to replace its legacy HC-130Hs.

USCG HC-130J Taxiing on the runway at NAS Oceana

[15]

USAF HC-130J Combat King II

USAF HC-130J Combat King II

[edit]

The USAF HC-130J Combat King II combat rescue variant has modifications for in-flight refueling of helicopters and tilt-rotor aircraft, including refueling pods on underwing pylons and additional internal fuel tanks in the cargo bay. The HC-130J Combat King II is also capable of itself being refueled in flight by boom-equipped tankers such as the KC-135, KC-10 and KC-46.[16]

Lockheed Martin officials conducted the first flight of the USAF HC-130J version on 29 July 2010.[17] The first HC-130J was delivered to the USAF in September 2010,[18] but underwent further testing before achieving Initial Operational Capability (IOC) in 2012.

The HC-130J personnel recovery aircraft completed developmental testing on 14 March 2011. The final test point was air-to-air refueling, and was the first ever boom refueling of a C-130 where the aircraft's refueling receiver was installed during aircraft production. This test procedure also applied to the MC-130J Combat Shadow II aircraft in production for Air Force Special Operations Command.[19]

Given the advancing age of its current HC-130P/N airframes, all of which are based on either the venerable (and since retired) mid/late-1960s vintage C-130E airframe[20] or the more recent mid-1990s vintage C-130H2/H3 airframe, the Air Force plans to eventually buy up to 39 HC-130J Combat King IIs to equip rescue squadrons in the active Air Force, the Air Force Reserve Command and the Air National Guard.[21] The first HC-130J was delivered to the 563d Rescue Group at Davis-Monthan Air Force Base, Arizona on 15 November 2012.[22]

The US Air Force Reserve received its first HC-130J on 2 April 2020 when it was delivered to the 920th Rescue Wing's 39th Rescue Squadron at Patrick Air Force Base in Florida.[23]

Operational history

[edit]

U.S. Coast Guard operations

[edit]
USCG HC-130J
One of the 920th Rescue Wing's HC-130P Hercules "Combat King" aircraft refuels one of the wing's HH-60G Pave Hawk helicopters.

The United States Coast Guard operates 18 HC-130H aircraft from three bases around the United States:[24]

These aircraft are used for search and rescue, enforcement of laws and treaties, illegal drug interdiction, marine environmental protection, military readiness, International Ice Patrol missions, as well as cargo and personnel transport.[26]

The Coast Guard also currently operates an additional 9 HC-130J aircraft from CGAS Elizabeth City, North Carolina.

Neither the HC-130H nor the HC-130J in their U.S. Coast Guard variants are equipped for the aerial refueling of helicopters.

U.S. Air Force operations

[edit]

The HC-130P (to include HC-130P/N) is primarily based on the C-130E airlift aircraft, with a smaller number based on the C-130H. The USAF HC-130J is a newly manufactured aircraft. As the dedicated fixed-wing combat search and rescue platform in the USAF inventory, the HC-130 is operated by the following units:

HC-130s were assigned to the Air Combat Command (ACC) from 1992 to 2003, to include those Air Force Reserve Command and Air National Guard rescue units operationally-gained by ACC. Prior to 1992, they were assigned to the Air Rescue Service as part of Military Airlift Command (MAC). In October 2003, operational responsibility for the Continental United States (CONUS) and Alaskan air search and rescue (SAR) mission, as well as the worldwide combat search and rescue (CSAR) mission was transferred to the Air Force Special Operations Command (AFSOC) at Hurlburt Field, Florida.

In October 2006, all USAF CSAR forces were reassigned back to Air Combat Command with the exception of those Alaska Air National Guard CSAR assets which were transferred to the operational claimancy of Pacific Air Forces (PACAF). The CONUS and Alaska SAR missions were also transferred back to ACC and PACAF, respectively. However, the Air Force Rescue Coordination Center (AFRCC) that had been previously located at McClellan Air Force Base, California and Scott Air Force Base, Illinois under MAC and at Langley Air Force Base, Virginia under ACC, was relocated to Tyndall Air Force Base, Florida under the control of 1st Air Force (1 AF), the USAF component command to U.S. Northern Command (USNORTHCOM) and ACC's numbered air force for the Air National Guard.

While under AFSOC and since returning to ACC and PACAF, USAF, AFRC and ANG HC-130s have been deployed to Italy, Kyrgyzstan, Kuwait, Pakistan, Saudi Arabia, Turkey, Jordan, Uzbekistan, Djibouti, Iraq, Afghanistan,[27] and Greece in support of Operations Southern and Northern Watch, Operation Allied Force, Operation Enduring Freedom, Operation Iraqi Freedom, and Operation Unified Protector. HC-130s also support continuous alert commitments in Alaska, and provided rescue coverage for NASA Space Shuttle operations in Florida until that program's termination in 2011.

The USAF's first HC-130Js gained initial operating capability (IOC) in April 2013,[28] permitting retirement of the first group of HC-130P aircraft based on C-130E airframes that were built in the mid and late 1960s.[29] The first HC-130J was delivered by Lockheed Martin to Air Combat Command on 23 September 2010 for testing.[18]

In 2009, there were HC-130P aircraft operated by the Air National Guard, and 10 by the Air Force Reserve Command.[30] As of 2019, unofficial estimates place the number of HC-130Ps remaining at 6 airframes, all assigned to Air Force Reserve Command.[31]

As of 2023, all USAF units have transitioned to the HC-130J Combat King II.

World's longest turboprop aircraft distance record

[edit]

On 20 February 1972, Lieutenant Colonel Edgar Allison, USAF, and his flight crew set a recognized turboprop aircraft class record of 8,732.09 miles (14,052.94 km) for a great circle distance without landing. The USAF Lockheed HC-130H was flown from Ching Chuan Kang Air Base, Republic of China (Taiwan), to Scott AFB, Illinois in the United States. As of 2018, this record still stands more than 40 years later.[32][33]

Variants

[edit]
HC-130B
Search and rescue version of the C-130B for United States Coast Guard (USCG)[1] introduced in 1959, formerly R8V-1G and SC-130B.
HC-130E
Modified rescue version of the C-130E for USCG, originally designation was SC-130E.[1]
HC-130H
Combat rescue version of the C-130E and C-130H for the United States Air Force (USAF) and enhanced SAR version for the USCG, with Fulton surface-to-air recovery system installed in USAF versions; many USAF versions later updated to HC-130P standard. Overall similar to HC-130E except for more powerful Allison T56-A-15 engines. 30 are built as of July 1977.[1]
HC-130P Combat King
Extended range version of the HC-130H, modified for in-flight refueling of helicopters, refueling pods on underwing pylons, and additional internal fuel tanks in the cargo bay. Initial examples in series based on C-130E airframe until late 1960s. Later examples built in the 1980s and 1990s based on C-130H airframe.
HC-130P/N Combat King
Additional order of new HC-130Ps without Fulton surface-to-air recovery system or existing HC-130Ps with Fulton system removed.
HC-130J
Modified rescue version of the C-130J for USCG.[34]
HC-130J Combat King II
USAF combat rescue variant of the C-130J with changes for in-flight refueling of helicopters, including refueling pods on underwing pylons and capabilities to receive fuel inflight from boom-equipped tankers. The USAF HC-130J eliminates the enlisted Flight Engineer position, but unlike the USAF C-130J airlift version, still retains a Combat Systems Officer/Navigator position.

Operators

[edit]
 United States

Specifications (HC-130H)

[edit]
USCG HC-130 with loading ramp open

Data from USCG Specs[26]

General characteristics

  • Crew: USAF: 11;[35] USCG: 5 to 7, contingent on mission
  • Length: 97 ft 9 in (29.79 m)
  • Wingspan: 132 ft 7 in (40.41 m)
  • Height: 38 ft 3 in (11.66 m)
  • Wing area: 1,745 sq ft (162.1 m2)
  • Empty weight: 76,700 lb (34,791 kg)
  • Max takeoff weight: 175,000 lb (79,379 kg)
  • Fuel capacity: 62900
  • Powerplant: 4 × Allison T56-A-15 turboprop engines, 4,300 shp (3,200 kW) each
  • Propellers: 4-bladed

Performance

  • Maximum speed: 380 mph (610 km/h, 330 kn)
  • Cruise speed: 333 mph (536 km/h, 289 kn)
  • Range: 5,178 mi (8,333 km, 4,500 nmi)
  • Service ceiling: 33,000 ft (10,000 m)

See also

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Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Lockheed HC-130

View on Grokipedia
from Grokipedia
The Lockheed HC-130 is a specialized, extended-range variant of the C-130 Hercules four-engine turboprop military transport aircraft, developed for (SAR), combat search and rescue (CSAR), personnel recovery, and long-range surveillance missions primarily by the (USAF) and (USCG). The HC-130 series originated in 1959 as an and SAR platform based on the C-130B model, with early variants like the HC-130B and HC-130H equipped for low-level , detection, and helicopter refueling to support recovery operations in remote or hostile environments. The HC-130P Combat King variant, introduced in the , enhanced these capabilities with additional fuel tanks for extended loiter times exceeding 14 hours and ranges over 2,600 nautical miles at low altitudes. In the , the HC-130J II serves as the USAF's dedicated fixed-wing personnel recovery aircraft, operated by , featuring upgraded Rolls-Royce AE 2100D3 engines, digital , and auxiliary fuel systems that enable a of 164,000 pounds (74,389 kg), a cruise speed of 316 knots, a range exceeding 4,000 miles (3,478 nautical miles), and a service ceiling of 33,000 feet (10,060 meters). This model, which first flew on July 29, 2010, and achieved initial operational capability on April 25, 2013, replaced the aging HC-130P/N fleet as part of a recapitalization program, with 39 aircraft produced and in inventory for missions including , , and covert tactical insertions. The USCG's HC-130J variant, known as the aircraft, supports , , and heavy air transport with a range of 4,900 nautical miles, endurance over 20 hours, and 360-degree coverage, featuring a of 97 feet 9 inches, of 132 feet 7 inches, height of 38 feet 11 inches, maximum weight of 155,000 pounds, and cruise speed of 320 knots. Across both services, the HC-130's versatility has made it indispensable for global operations, from ice patrols to combat zones, with ongoing upgrades ensuring its relevance in evolving threat environments.

Development

Origins from C-130 Hercules

The Lockheed YC-130 prototype, developed by Lockheed Aircraft Corporation under a U.S. Air Force contract awarded on July 2, 1951, conducted its maiden flight on August 23, 1954, at , marking the beginning of the C-130 Hercules family designed as a versatile tactical airlifter capable of operating from unprepared runways. The production C-130A variant achieved initial operational capability and entered service with the U.S. Air Force in December 1956, with 231 aircraft delivered to fulfill medium airlift requirements stemming from lessons learned during the . This foundational platform emphasized ruggedness, short takeoff and landing performance, and multi-role adaptability, setting the stage for specialized derivatives. As U.S. military involvement escalated in during the mid-1960s, the demands of (CSAR) operations in the highlighted the need for an extended-range variant of the C-130 to support downed aircrew recovery in hostile environments, leading to the conception of the HC-130 dedicated to personnel recovery missions. The U.S. issued initial orders for the HC-130 in , with the aircraft's first flight occurring that same year, assigning it to the Air Rescue Service under the to provide all-weather SAR capabilities, including for rescue forces. The first HC-130 deliveries to the U.S. commenced in 1964, incorporating key modifications to the base C-130 airframe for enhanced endurance and mission suitability in Vietnam-era CSAR scenarios, such as the addition of auxiliary fuel tanks in the cargo bay and wing sections to extend loiter time over search areas. Early design changes also included a reinforced structure to withstand low-level operations in contested and austere landing zones, the installation of refueling probes for in-flight refueling to extend range, and the integration of specialized SAR equipment like deployment systems for bundles, flares, and (FLIR) pods for nighttime detection. These adaptations transformed the tactical airlifter into a critical enabler for expeditionary recovery operations, achieving initial operating capability in 1964 and rapidly deploying to support efforts in .

Evolution to modern variants

Following the Vietnam War era, the HC-130 underwent significant enhancements in the and to improve its support capabilities for operations. The introduction of the HC-130P variant in the late featured the addition of an boom, enabling in-flight refueling of helicopters and extending mission endurance for tasks. Approximately 19 HC-130P aircraft were delivered in this configuration, contributing to a total of around 63 HC-130H/P models produced for U.S. service. The evolution accelerated with the development of the C-130J Super Hercules in the 1990s, which incorporated advanced engines, , and systems for greater efficiency and performance. The U.S. Coast Guard's first HC-130J prototype flew in 2002. For the U.S. , the first HC-130J King II prototype flight occurred on July 29, 2010, leading to the variant's adaptation for personnel recovery roles, with initial operational capability achieved on April 25, 2013, replacing the aging HC-130P/N fleet as part of a recapitalization program. For the U.S. , the HC-130H was acquired starting in 1973 to fulfill and needs, with a total of 36 entering service. The service began transitioning to the HC-130J in 2010, procuring a fleet of 22 fully missionized to replace the legacy HC-130Hs, with deliveries completing by 2023. Recent advancements in the HC-130J include integrations for enhanced survivability, such as advanced threat warning systems, countermeasures, and / dispensers to operate in contested environments. The U.S. Air Force's HC-130J fleet has incorporated these for improved stealth-like evasion and through communication modernizations. On July 8, 2025, the U.S. Coast Guard's HC-130J fleet surpassed 100,000 flight hours, marking a key operational milestone.

Design

Airframe and structural modifications

The Lockheed HC-130 variants retain the core airframe of the C-130 Hercules but incorporate targeted structural modifications to support extended endurance, low-altitude (SAR) operations, and overall mission durability in austere environments. These adaptations prioritize long-duration loiter capability, enabling prolonged on-scene presence for personnel recovery. Key dimensions of the HC-130 include an overall length of 97 feet 9 inches, a of 132 feet 7 inches, and an empty weight of approximately 76,800 pounds, providing a robust platform for heavy payloads while maintaining short takeoff and landing performance on rough fields. The structure features reinforced designed for operations on unprepared dirt strips and gravel surfaces, with high-flotation tires and shock absorbers that absorb impacts from uneven terrain during SAR landings. Cargo doors and the rear loading ramp facilitate rapid survivor extraction, supporting hoist operations, parachute deployments, or direct loading of personnel and equipment in contested areas. Extended-range fuel systems are central to the HC-130's design, featuring internal auxiliary tanks installed in the cargo bay that boost total capacity, often configured in modular setups for variants like the HC-130P, allowing unrefueled ranges exceeding 4,000 nautical miles. These tanks enable the aircraft to loiter over remote areas while providing support to helicopters. These modifications collectively transform the standard C-130 structure into a specialized platform optimized for the demanding requirements of personnel recovery.

Propulsion and avionics systems

The propulsion systems of the Lockheed HC-130 have evolved across variants to support extended missions. Early models, including the HC-130H and HC-130P, are equipped with four Allison T56-A-15 engines, each rated at 4,591 shaft horsepower (shp). These engines provide reliable power for low-level operations, with a specific fuel consumption rate of approximately 0.47 lb/shp-hr at maximum power, contributing to efficient long-duration flights. The progression to the HC-130J Combat King II incorporates four Rolls-Royce AE 2100D3 engines, each producing 4,700 shp, offering about 15% improved over the T56 series while maintaining compatibility with the aircraft's demanding profiles. Paired with these are six-bladed composite propellers, such as the Dowty R391, which reduce acoustic signatures and enhance overall performance during sensitive missions. Fuel systems in the HC-130 are optimized for , with internal and auxiliary tanks enabling unrefueled ranges exceeding 4,000 nautical miles at cruise speeds of around 300 knots, depending on configuration and . This capability stems from the efficient design, allowing the aircraft to loiter for over 20 hours if needed, supported by brief references to airframe-integrated feeds that ensure steady engine supply without compromising structural integrity. The suite in HC-130 variants emphasizes reliability and integration for (CSAR). The HC-130J features a fully digital with multifunction displays that consolidate , reducing crew workload and improving during extended operations. is handled by an integrated GPS/ (INS), providing precise positioning even in GPS-denied environments. Data links, including , enable real-time coordination with joint forces, sharing tactical information for mission synchronization. Mission electronics augment the HC-130's core capabilities with specialized sensors and systems. Electro-optical/infrared (EO/IR) sensors, such as the AN/AAS-54, support night-time search and rescue by detecting survivors in low-visibility conditions. Radar systems, including low-power color weather radar, facilitate avoidance of adverse conditions while maintaining low observability. For extended reach, the aircraft incorporates aerial refueling compatibility with both boom and drogue systems, allowing reception from various tankers to prolong on-station time.

Variants and roles

HC-130P/N Combat King

The HC-130P/N Combat King entered U.S. Air Force service in 1965 as a dedicated fixed-wing platform for (CSAR), with its primary initial role during the focused on locating downed pilots through advanced radio equipment that enabled precise electronic searches over vast areas. This capability allowed the aircraft to extend the operational reach of helicopter-based rescues by providing real-time location data and coordinating recovery efforts in hostile environments. A hallmark of the HC-130P/N's design was its system, featuring four underwing pods that permitted simultaneous in-flight tanking of two helicopters, thereby enhancing the endurance and range of operations without requiring the tankers to land. The aircraft typically operated with a of 11, including seven core members—a pilot, copilot, , flight engineer, two loadmasters, and a scan coordinator—augmented by a team of one combat officer and three pararescuemen trained for deployment via or hoist. These features supported multifaceted CSAR tasks, such as visual and electronic searches, survival kit drops, and the insertion or extraction of personnel. Throughout its service, the HC-130P/N underwent significant upgrades in the , notably the integration of color to bolster all-weather detection and navigation performance during low-level operations. These enhancements helped sustain the variant's viability into the late , though the fleet began phasing out in the as the HC-130J Combat King II was introduced to address evolving mission demands. The final active HC-130P/N aircraft were retired by the 920th Rescue in December 2019. The HC-130P/N's older analog , while reliable for their time, posed ongoing challenges by necessitating extensive and increasing operational downtime compared to modern digital systems. Approximately 33 (HC-130P and HC-130N combined) were produced or converted for the CSAR-specific configuration, reflecting its specialized role within the broader C-130 family.

HC-130H

The HC-130H variant represents the Coast Guard's legacy long-range surveillance aircraft, adapted specifically for , (SAR), and law enforcement missions over vast ocean areas. Derived from the C-130 Hercules platform, it entered service with the USCG in 1968, with the service ultimately operating a fleet of 22 HC-130H aircraft to support extended overwater operations. Key adaptations for maritime roles include a large rear ramp facilitating evacuations (medevac) and the delivery of SAR equipment such as life rafts, pumps, or oil dispersants. The is equipped with the AN/APN-241 color and surface search to detect vessels and environmental hazards during patrols. Operated by a typical crew of seven personnel, the HC-130H can transport up to 92 passengers or 20,000 pounds of , enabling it to accommodate numerous survivors in SAR scenarios. Its range exceeds 2,600 nautical miles at low altitude without refueling, extendable further through capabilities and internal auxiliary fuel tanks for missions up to 14 hours in duration. The HC-130H fleet amassed over 845,000 flight hours across its 56-year service life, contributing to countless maritime patrols and rescues before being phased out in favor of the more advanced HC-130J King II. The final HC-130H was retired in September 2024, completing the phase-out by early 2025.

HC-130P Combat Shadow

The HC-130P Combat Shadow, later redesignated as the MC-130P, evolved from the HC-130P/N Combat King platforms originally developed for missions. In the mid-1980s, these aircraft were repurposed by the for clandestine roles supporting forces, marking a shift from overt rescue operations to covert infiltration and sustainment in hostile environments. This conversion emphasized low-visibility, low-level flight profiles to evade detection while enabling extended-range missions for helicopters and fixed-wing assets. Key capabilities included a versatile refueling system with a rear-mounted flying boom for and under-wing pods deploying drogues for refueling, allowing simultaneous support for mixed formations during multi-ship operations. The incorporated night vision goggle-compatible external lighting and cockpit modifications to conduct night low-level missions, enhancing its suitability for insertions into denied areas where required precise, stealthy logistical support. These features enabled the Combat Shadow to penetrate politically sensitive territories, providing critical fuel to extend operational reach without compromising mission secrecy. The Combat Shadow played a pivotal role in special operations by facilitating helicopter-based insertions and extractions in contested regions, often flying single- or multi-aircraft formations at night to minimize threats from defenses. Its prioritized and adaptability, with auxiliary tanks increasing range for deep-penetration missions that sustained teams in austere environments. Over its service life, the variant supported numerous operations, demonstrating reliability in providing under challenging conditions. The fleet, comprising conversions from earlier HC-130 models, underwent progressive upgrades but faced obsolescence due to aging airframes built on technology. Retirement began in the early , with the final active MC-130P Combat Shadows decommissioned in May 2015 and replaced by the MC-130J variants, which offered enhanced , speed, and multi-mission capabilities for modern demands.

HC-130J Combat King II

The HC-130J Combat King II serves as the advanced (CSAR) variant of the C-130J Super Hercules, primarily operated by the (USAF) for personnel recovery missions. As of 2025, the USAF operates 39 HC-130J aircraft, delivered progressively from 2010 onward. The USAF version features modifications including a color for enhanced navigation in adverse conditions and automated threat detection systems integrated into its defensive suite, enabling operations in contested environments. These platforms, assigned to units under , Air Force Reserve Command, and , support extended-range recovery operations, including of helicopters and command-and-control functions during missions. The (USCG) operates the HC-130J in its configuration, optimized for , , and heavy air transport roles, with eighteen aircraft delivered as of January 2025 and four more planned to complete a fleet of 22. These variants include de-icing systems and structural enhancements suited for patrols, allowing sustained operations in extreme cold and icing conditions to support ice reconnaissance and domain awareness missions. The USCG's HC-130Js are equipped with the Minotaur mission system for real-time , including electro-optical/ sensors and surface search , facilitating long-endurance flights over remote oceanic and polar regions. In July 2025, the USCG HC-130J fleet surpassed 100,000 flight hours. Shared upgrades across both USAF and USCG HC-130J fleets include a fully digital cockpit with displays for improved , increased maximum speed of up to 417 mph (362 knots ), and an integrated self-defense suite comprising warning receivers, countermeasures dispensers, and countermeasures. These enhancements provide a 20% speed increase and 40% range extension over legacy models, supporting global deployability without mid-air refueling. Sustainment contracts ensure reliability through 2040 via ongoing logistics support from .

Operational history

U.S. Air Force operations

The Lockheed HC-130 aircraft first saw extensive U.S. use in (CSAR) during the from 1965 to 1975, serving as the primary airborne command post for coordinating rescue operations across . Equipped with advanced communications and refueling capabilities, HC-130s directed extractions, vectored protective fighter escorts, and managed real-time tactical adjustments in hostile environments, enabling the overall CSAR effort to successfully recover 4,120 personnel, including aircrew downed behind enemy lines. A key contribution came during Operation Kingpin, the 1970 Son Tay Raid aimed at rescuing American prisoners of war, where two HC-130s provided en route refueling for the assault helicopters and maintained command oversight from launch at Udorn Base. Following , HC-130s supported CSAR in subsequent conflicts, including Operation Urgent Fury in in 1983, where they integrated into joint task forces for personnel recovery amid the invasion to protect U.S. citizens and restore order. In Operation Just Cause in in 1989, HC-130Ps from the 41st Rescue Squadron marked their initial alignment with , providing aerial refueling and command support for helicopter insertions and extractions during the ousting of dictator , demonstrating enhanced interoperability with Army and Navy units. During Operation Desert Storm in 1991, four HC-130P/N aircraft deployed to in as part of the 9th Squadron, supporting limited CSAR operations that contributed to the recovery of approximately 24 downed coalition aircrew amid 38 aircraft losses. In the , from 2001 to 2021, HC-130J King II variants sustained CSAR in and , executing personnel recovery for isolated troops and downed under persistent threats from insurgent forces. These aircraft supported over 1,000 recovery missions in alone between March 2010 and July 2011, contributing to the recovery of more than 50 pilots and special operators through integrated operations with HH-60G Pave Hawk helicopters. HC-130Js continue to hone these capabilities in exercises like Red Flag-Nellis 24-3 in July 2024, where units from the 355th Wing at Davis-Monthan Base simulated contested recoveries over the , emphasizing rapid deployment and survivability. Throughout these operations, HC-130 crews faced significant challenges, including the ongoing transition to the HC-130J fleet, completed by 2020, which has bolstered mission effectiveness with upgraded , defensive systems, and extended range, reducing exposure to threats and enabling more robust support in high-risk environments.

U.S. Coast Guard operations

The U.S. introduced the HC-130H variant in the 1970s to support maritime law enforcement, particularly drug interdiction efforts in the region. These aircraft provided , coordination with surface assets, and aerial interdiction support during operations targeting smuggling routes from . By the and , HC-130H crews participated in multinational exercises and surges, such as Operation Wagon Wheel in 1984, which focused on winter-season disruptions of narcotics trafficking. In disaster response roles, the HC-130 fleet played a key part in humanitarian missions. During in 2005, Coast Guard HC-130 aircraft delivered essential supplies like and meals to Air Station New Orleans personnel and supported overall for medevac operations amid widespread flooding along the Gulf Coast. Similarly, following the , Coast Guard HC-130s transported relief personnel and equipment to affected areas, facilitating evacuations and aid distribution when port and airport access was severely limited. More recent operations have emphasized the HC-130's versatility in remote and international environments. In 2023, assets contributed to Operation Nanook, an annual Canadian-led exercise enhancing security and interoperability, with HC-130J aircraft supporting maritime patrols in high northern latitudes. Through international partnerships, such as those under frameworks, HC-130s have aided in migrant coordination, including surveillance over migration routes beyond U.S. waters. The integration of the HC-130J Combat King II has bolstered these capabilities with advanced intelligence, surveillance, and reconnaissance (ISR) systems, enabling enhanced monitoring for fisheries enforcement in 2025. This variant, which shares and technology with the U.S. Air Force's HC-130J, supports to illegal fishing in exclusive economic zones. On July 8, 2025, the Coast Guard's HC-130J fleet surpassed 100,000 flight hours, underscoring its reliability in sustaining these diverse missions. In 2025, HC-130Js continued supporting maritime patrols and operations as of November.

Notable achievements and records

The Lockheed HC-130 variants have been instrumental in (CSAR) operations, notably supporting the U.S. Air Force's "Jolly Green" missions during the , where overall SAR efforts rescued 4,120 U.S. and allied personnel at the cost of 71 lives and 45 aircraft lost. These operations relied heavily on HC-130s for and command-and-control, enabling recoveries deep in hostile territory. In a modern context, the HC-130J Combat King II achieved initial operational capability in , marking a significant upgrade in personnel recovery capabilities with enhanced range and avionics for combat environments. Units operating the HC-130, such as the 71st Rescue Squadron, have earned multiple Outstanding Unit Awards for exemplary performance in rescue missions, including periods from 1972 to 1994 and beyond, recognizing their contributions to global personnel recovery. Technologically, HC-130s pioneered integrations like (FLIR) systems for SAR in the 1970s, improving night and adverse-weather detection during early combat deployments. More recently, in the 2020s, HC-130J platforms have demonstrated command-and-control capabilities in exercises integrating tactical battle management with CSAR, enhancing coordination in dynamic scenarios. In 2025, the U.S. Coast Guard's HC-130J fleet reached a major milestone by surpassing 100,000 flight hours on July 8, underscoring two decades of reliable service in long-range surveillance, , and maritime interdiction missions across diverse environments from the to .

Operators

Active operators

The Lockheed HC-130 variants are operated exclusively by United States military services, with no foreign operators. The U.S. Air Force maintains a fleet of 39 HC-130J Combat King II aircraft as of 2025, distributed across active duty, Air National Guard, and Air Force Reserve components to support global combat search and rescue (CSAR) missions, including personnel recovery, aerial refueling of helicopters, and command and control. Key operational units include the 71st Rescue Squadron, part of the 23rd Wing at Moody Air Force Base, Georgia, which fields approximately 10 HC-130J for expeditionary recovery operations; the 39th Rescue Squadron under the 920th Rescue Wing (Air Force Reserve) at Patrick Space Force Base, Florida; and the 211th Rescue Squadron of the Alaska Air National Guard at Joint Base Elmendorf-Richardson, Alaska. These units emphasize rapid deployment for worldwide CSAR tasks, leveraging the HC-130J's extended range and aerial refueling capabilities. The U.S. operates 18 HC-130J aircraft as of 2025, primarily assigned to Air Station Kodiak, , and Air Station Clearwater, , for long-range maritime surveillance, , and patrols in coastal and polar regions. The fleet reached a milestone of 100,000 flight hours on July 8, 2025. The service's legacy fleet of HC-130H aircraft, numbering 22 prior to retirement, was fully phased out by September 2024 after over 56 years of service, accelerating the transition to the more capable HC-130J variant. The plans to complete acquisition of its full authorized fleet of 22 HC-130J by 2027, enhancing capabilities for over-the-horizon enforcement and national defense missions.

Retirement and phase-out

The retirement of the HC-130P/N Combat King variants was completed in early , marking the end of service for the last operational unit, the 920th Rescue Wing at , , as the aircraft were ferried to the Aerospace Maintenance and Regeneration Group (AMARG) boneyard at Davis-Monthan Base, . This phase-out was part of the U.S. 's HC/MC-130 recapitalization program, which transitions to the more efficient HC-130J Combat King II and is projected to yield substantial life-cycle cost savings through reduced manpower and operating expenses. The closely related MC-130P Combat Shadow variant, adapted from HC-130P airframes for , achieved full retirement in late 2018, with the final example decommissioned by the Air National Guard's on November 27, 2018; operational responsibilities were subsequently transferred to the MC-130J Commando II. In the U.S. , the phase-out of the legacy HC-130H commenced in the early amid fleet modernization, culminating in the retirement of the final airframe on September 24, 2024, after 56 years of service and more than 845,000 total flight hours across the fleet. By early 2025, 18 HC-130J variants had been delivered to support the transition, providing enhanced speed, range, and endurance while lowering overall sustainment demands through advanced avionics and propulsion systems; the full fleet of 22 is expected by 2027.

Specifications

HC-130H characteristics

The Lockheed HC-130H, utilized by the U.S. for long-range (SAR) and maritime patrol missions, is a modified variant of the C-130H with enhanced fuel capacity and specialized mission equipment. It supports extended overwater operations, including airdrops of survival equipment and hoist recoveries, without any offensive armament. Key technical characteristics are summarized below, reflecting its configuration for SAR roles.
CharacteristicSpecification
Crew5–7 (including 2 pilots, , , and mission specialists, varying by mission requirements)
Length97 ft 9 in (29.79 m)
132 ft 7 in (40.41 m)
38 ft 10 in (11.84 m)
Empty weight75,562 lb (34,281 kg)
Max takeoff weight175,000 lb (79,380 kg)
Maximum speed320 knots (368 mph, 593 km/h) at
Range4,347 nmi (5,000 mi; 8,047 km) with standard payload
Service ceiling33,000 ft (10,060 m)
The is unarmed, prioritizing non-combat roles, and incorporates SAR-specific such as a 267-foot rescue hoist capable of hoisting personnel or up to 600 lb, surface-search for detecting small vessels or survivors, and provisions for deploying life rafts, marker buoys, and medical supplies.

HC-130J characteristics

The HC-130J Combat King II represents a significant over legacy models for the U.S. , while the U.S. operates a similar HC-130J variant optimized for . Both incorporate modernized systems for personnel recovery and operations, respectively. The USAF version features a of 7 to 9 personnel (variable by mission, typically including 2 pilots, 2 s, and 3–5 loadmasters or mission specialists), though minimum is 5 (2 pilots, 1 , 2 loadmasters). Key general dimensions include a of 97 feet 9 inches (29.79 meters), a of 132 feet 7 inches (40.41 meters), and a of 38 feet 10 inches (11.84 meters). In terms of mass, the is approximately 89,000 pounds (40,369 kilograms), while the reaches 164,000 pounds (74,389 kilograms) for USAF; USCG up to 175,000 pounds (79,380 kilograms). Performance capabilities emphasize long-range endurance. For the USAF HC-130J, maximum speed is 316 knots at , range exceeding 3,478 nautical miles (4,000 miles), service ceiling of 33,000 feet (10,060 meters). The USCG HC-130J offers cruise speed of 320 knots, range of 4,900 nautical miles, endurance over 20 hours, and the same service ceiling. Propulsion is provided by four Rolls-Royce AE 2100D3 engines, each delivering 4,591 shaft horsepower. The avionics suite includes digital flight controls with a glass cockpit, an electro-optical/infrared (EO/IR) sensor turret for target identification, and an integrated refueling boom for both air-to-air and air-to-ground operations, supported by advanced navigation systems such as inertial and GPS integration.
CategorySpecificationDetails/Source
Crew7–9 (2 pilots, 2 combat systems officers, 3–5 loadmasters/mission specialists); minimum 5Variable by mission and service; U.S. Air Force standard is 7.
DimensionsLength: 97 ft 9 in (29.79 m)
Wingspan: 132 ft 7 in (40.41 m)
Height: 38 ft 10 in (11.84 m)		Standard C-130J-based airframe.
MassOperating empty: 89,000 lb (40,369 kg)
Max takeoff: 164,000 lb (74,389 kg) USAF; 175,000 lb (79,380 kg) USCG		Includes basic equipment; max includes full fuel and payload. ;
PerformanceMax speed: 316 knots IAS (sea level) USAF; Cruise: 320 knots USCG
Range: >3,478 nm USAF; 4,900 nm USCG
Endurance: >20 hours (USCG)
Service ceiling: 33,000 ft (10,060 m)		Optimized for long-loiter SAR missions. ;
Propulsion4 × Rolls-Royce AE 2100D3 turboprops4,591 shp each.
AvionicsDigital flight controls, EO/IR turret, refueling boom, GPS/INS, NVG-compatible lightingIncludes defensive countermeasures (IRCM, RWR).

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