Metalbasher

Four More Guard Wings Tapped for Upgrade to C-130J Sept. 14, 2023 | By Greg Hadley The Air Force has selected four more Air National Guard wings to transition to the new C-130J Super Hercules, a key inflection point as the Guard modernizes. The C-130Js feature a roomier, “stretched” fuselage, more powerful engines with composite six-blade propellers, and digital avionics and mission computers. That means J’s can fly faster, higher, and farther than the C-130H. The four wings receiving new C-130Js in place of H-models: 103rd Airlift Wing, in Connecticut 120th Airlift Wing, in Montana 133rd Airlift Wing, in Minnesota 182nd Airlift Wing, in Illinois Each wing is getting eight C-130Js, with the timeline to be determined, according to a release. Final approval of the plan is pending as the Air Guard awaits completion of an environmental impact study no later than fiscal 2025. Six other Guard wings are already flying or scheduled to receive the C-130J: 123rd Airlift Wing, in Kentucky 130th Airlift Wing, in West Virginia 136th Airlift Wing, in Texas 143rd Airlift Wing, in Rhode Island 146th Airlift Wing, in California 165th Airlift Wing, in Georgia Additionally, the Arkansas Air National Guard’s 189th Airlift Wing has been selected to host the Guard’s C-130J Formal Training Unit, gaining four C-130Js in addition to its existing C-130H schoolhouse. The 165th Wing in Georgia is the latest unit to make the transition to the J model. Its last C-130H departed Savannah Air National Guard Base, Ga., on Aug. 18, and the newer aircraft are slated to start arriving in December. Once the latest four wings receive their new airframes, the Guard will have more J-models than H’s, with just five units still flying the older model: 139th Airlift Wing, in Missouri 152nd Airlift Wing, in Nevada 153rd Airlift Wing, in Wyoming 166th Airlift Wing, in Delaware 179th Airlift Wing, in Ohio The Guard is catching up to the Active-Duty force, which has already completed its transition from the C-130H. 4 Air National Guard locations chosen for next C-130H to C-130J upgrades Published Sept. 14, 2023 Secretary of the Air Force Public Affairs WASHINGTON (AFNS) -- The Department of the Air Force selected 103rd Airlift Wing (Hartford, Connecticut), 120th Airlift Wing (Great Falls, Montana), 133rd Airlift Wing (Minneapolis), and 182nd Airlift Wing (Peoria, Illinois), as the preferred locations to receive C-130J Super Hercules to replace their aging C-130Hs, pending the outcome of environmental assessments. A total of eight C-130J aircraft will be used to recapitalize the aging C-130H fleet at each location. This significant series upgrade will require new flight qualification for pilots and loadmasters transitioning airframes. Any excess in manpower due to this shift will be repurposed through the Air National Guard corporate process and will vary by location. The Air National Guard will analyze each unit to determine the bed down sequencing timelines. The Department of the Air Force will now conduct an environmental impact analysis at each location, which are expected to be completed in fiscal year 2025 before a final decision is made. Scott Ward

C-130H 80-0326, has been repainted to wear C-130H #91-9141 (previously assigned to NFARS) and parked on display at Niagara Falls Air Reserve Station, NY.

165th Airlift Wing bids farewell to last C-130H Hercules A C-130 Hercules aircraft formerly assigned to the 165th Airlift Wing (AW), Savannah Air National Base, Georgia, lifts off the runway at Savannah/Hilton-Head International Airport August 18, 2023. The C-130H Hercules aircraft, which has been flown by Savannah aircrews for 41 years, will continue being flown at the 166th Airlift Wing, Delaware Air National Guard as the 165 AW prepares to receive its first new C-130J Super Hercules aircraft by the end of December 2023.

Yep, previously posted article in the forum indicated Harrisburg was transitioning away from EC-130Js to MC-130Js...few used ones and few new ones.

Last week, our Guard Airmen with the 193rd Special Operations Wing made history as they were the first, and only Air Guard unit to receive the MC-130J Commando II mission. It was a very humbling moment to be a part of this incredible aircraft's historic first flight with our Pennsylvania National Guard Airmen as we welcomed a new era of air power for our Air National Guard!

Here’s What Units Will Move to Davis-Monthan to Join AFSOC’s New Power Projection Wing Aug. 2, 2023 | By Greg Hadley The Air Force unveiled plans for the new 492nd Power Projection Wing that will replace the A-10 mission at Davis-Monthan Air Force Base, Ariz., on Aug. 2, describing for the first time which units will be included. The new wing will be part of Air Force Special Operations Command and draw units from around the country. The 492nd Special Operations Wing will be re-missioned and re-designated, providing the headquarters element; it will relocate to Arizona from Hurlburt Field, Fla., where it is has led AFSOC’s training and education efforts. The 492nd will be AFSOC’s third Power Projection Wing, but the Air Force did not immediately say what other wings will get that designation. The new term is meant to encompass all of AFSOC’s mission capabilities—strike, mobility, intelligence, surveillance, and reconnaissance, and air/ground coordination—so the command can “regionally focus each power projection wing on a geographic combatant commander,” according to a release. “The transition will also allow AFSOC to further diversify its locations to protect against natural disasters by ensuring it can maintain its ability to respond to president-directed missions on very tight timelines,” the release stated. Units coming to Davis-Monthan include: One MC-130J Commando II squadron from Cannon Air Force Base, N.M. One AO-1K Armed Overwatch squadron from Hurlburt Field, Fla., The 21st Special Tactics Squadron from Pope Army Airfield, N.C. The 22nd Special Tactics Squadron from Joint Base Lewis-McChord, Wash. The 492nd Theater Air Operations Squadron will activate at Duke Field, Fla., and transfer Davis-Monthan is losing most of its A-10 Thunderbolts, as three squadrons inactivate and send their 78 A-10s to the boneyard: The 47th Fighter Squadron The 354th Fighter Squadron The 357th Fighter Squadron In addition to the 492nd PPW, Davis-Monthan will also gain five HH-60W helicopters from the 34th Weapons Squadron and 88th Test and Evaluation Squadron, which will relocate from Nellis Air Force Base, Nev.. The moves will occur slowly over five years and pending an environmental impact analysis. The Air Force first revealed plans for the 492nd Power Projection Wing in its 2024 budget documents, and Chief of Staff Gen. Charles Q. Brown Jr. provided further details during a congressional hearing in April. “Their access to the ranges that are there in Arizona and in the western United States will increase their training opportunity,” Brown said. For years, Arizona lawmakers in Congress have been some of the fiercest advocates for the A-10, repeatedly blocking Air Force attempts to retire the venerable close air support aircraft. The arrival of the 492nd and other missions, however, has seemingly softened that opposition. This spring, Sens. Mark Kelly (D-Ariz.) and Kyrsten Sinema (I-Ariz.), along with Reps. Ruben Gallego (D-Ariz.) and Juan Ciscomani (R-Ariz.), released a joint letter saying they were “encouraged by the Air Force’s intention to bring new, durable flying missions” to Davis-Monthan, noting that the base’s population will hold steady at roughly 9,600 Airmen and civilians. U.S. Air Force Airmen inspect an A-10 Thunderbolt II from the 924th Fighter Group during the 355th Maintenance Group’s 4th quarter crew chief competition at Davis-Monthan Air Force Base, Ariz., Jan. 6, 2023. U.S. Air Force photo by Airman 1st Class Paige Weldon

Pretty sure. CWB s were coming up on time, so since they did not have a CWB replacement program in place, faster, easier and cheaper to buy new acft, rather than lose aircraft availability (due to replacment time) and sell off their used Js. Lots of perspective buyers due to LMCO no longer making the original CWB, only ESL and the ESL is not compatible with older Bs and Es that many are still flying.

Multi billion dollar investment in new C-130J Hercules aircraft for the RAAF July 24, 2023 (by Asif Shamim) - The Albanese Government will purchase 20 new C-130J Hercules aircraft for the Royal Australian Air Force for $9.8 billion. This will provide the Air Force with a state-of-the-art C-130 Hercules to meet the air transport needs of the future. RAAF C-130J-30 #A97-467 sits on the flight line at Mountain Home AFB on November 1, 2018. [USAF photo by SrA Alaysia Berry] The new acquisitions will replace and expand upon the 12 Hercules aircraft currently operated by Air Force with delivery of the first aircraft expected from late 2027. There will be significant benefits for the Australian industry from the expanded fleet size, with opportunities to construct facilities and infrastructure and to sustain the aircraft. The Australian Defence Force relies on the C-130J Hercules aircraft for the deployment of personnel, equipment and humanitarian supplies. The iconic aircraft is regularly used in search and rescue missions, disaster relief and medical evacuation. The C-130J has been involved in almost every major Defence operation in recent decades, from Bougainville assistance and Timor-Leste peacekeeping to conflicts in Iraq and Afghanistan. More recently the aircraft supported Australia’s response to COVID-19 in the region, delivering vaccines and medical supplies, as well bushfire and flood response. The C-130J Hercules is made by Lockheed Martin and is being purchased from the United States. The aircraft will continue to be operated by No. 37 Squadron at RAAF Base Richmond in NSW. Quotes attributable to Deputy Prime Minister and Minister for Defence, the Hon Richard Marles MP: "The C-130J Hercules is an important capability for our defence force, but also for Australia as a nation. "From bushfire and flood emergencies across the country, the delivery of crucial supplies to the region during the COVID-19 pandemic and more than two decades supporting peacekeeping operations, this has and will continue to be a crucial asset. "The Albanese Government is committed to ensuring the ADF is equipped with the capabilities it needs to keep Australians safe, and this targeted expansion of the fleet size will do just that." Quotes attributable to Minister for Defence Industry, the Hon Pat Conroy MP: "The Government is ensuring the Australian Defence Force is equipped with brand new C-130J Hercules aircraft, and more of them, to respond to the wide range of challenges our nation will face in the future. "Since 1999, the C-130J Hercules has served Australia across our region and beyond, proving to be a reliable workhorse in roles from humanitarian operations to conflict zones. "Having 20 aircraft, up from 12, will mean more opportunities for local industry to sustain the aircraft, creating more Australian jobs. There’ll also be jobs associated with infrastructure redevelopments at RAAF Base Richmond."

165th AW completes final overseas exercise flying the C-130H during Air Defender 2023 July 17, 2023 (by MSgt. Caila Arahood) - This summer, one Savannah C-130 Hercules aircraft along with nearly 60 Airmen from the 165th Airlift Wing, Georgia Air National Guard, traveled to Germany in support of Air Defender 2023, the largest collective defense air exercise since the inception of the North Atlantic Treaty Organization in 1949. USAF C-130H #93-1562 from 158 AS, taxis on the runway at Wunstorf AB during exercise Air Defender 2023 (AD23) on June 20, 2023. [ANG photo by MSgt. Caila Arahood] This exercise marks a historic milestone for the 165th AW, as it was the final large-scale exercise the wing participated in flying its C-130H Hercules aircraft after 49 years. The wing will begin its conversion in mid-July to become one of the Air National Guard's newest C-130J Super Hercules fleets. Over the month of June, Germany's air force, called the Luftwaffe, hosted more than 200 aircraft from over 25 countries participating alongside 40-plus Air National Guard units from 35 states. With the Air Force and Air National Guard contributing some 2,000 Airmen along with 100 aircraft to the exercise, the U.S. showcased interoperability and its reinforcing commitment to partners both regionally and across the globe. "I don't know how you all feel about this exercise, but I can tell you this, this exercise does not happen without mobility," said U.S. Air Force Lt. Gen. Michael A. Loh, the director of the Air National Guard, to Airmen during a visit to Wunstorf Air Base June 22, 2023. The Savannah unit, which prides itself on being "America's Best Team, World's Best Airlift," has flown the C-130H Hercules model for nearly five decades. They showcased their expertise and skills in the air mobility mission by completing critical tactical airlift missions throughout AD23, according to Col. Rusty Ballard, commander of the 182nd Airlift Wing and officer in charge of the C-130 detachment during the exercise. "The C-130s operating here at Wunstorf really are the backbone of the exercise because our counterparts flying fighter jets could not even operate if they didn't have C-130s getting their cargo to their areas of operation," said Ballard, In addition to the deployment and redeployment of cargo and passengers, Savannah flew several missions during the exercise that consisted of multi-ship tactical formations, personnel airdrops as well as cargo airdrop missions alongside nine other ANG units. The Savannah tail was the highest contributor to flight hours ending with 44.9 hours overall, 36 flown sorties, 79 passengers, and 113,050 lbs of cargo moved and 40 passengers airdropped. Additionally, Savannah flew two high-visibility missions during the exercise, including one formation flight to Lithuania and a foreign media flight. Over the course of four weeks, air mobility Airmen completed over 351 flight hours, moved more than 1.3 million pounds of cargo, transported over 1300 passengers, and used nearly 460,000 lbs of fuel to do so, said Ballard. While the 182nd AW's commander and key staff out of Peoria, Illinois, was the lead wing for the air mobility side of the mission, Savannah's team held many lead roles on the planning and operations teams for the duration of the exercise that led to overall mission accomplishment. "Over the course of the month here in Germany we had several key players leading the way for the C-130 mission out of Wunstorf Air Base," said Maj. Katie Parker, the chief of weapons and tactics with the 165th AW and the C-130 liaison officer for AD23. "Some of Savannah's best were here making the mission happen including Senior Master Sgt. Adam Lindamood as the lead of log plans, Chief Master Sgt. Terry Johnson as the chief of maintenance, Capt. John Cox as the officer in charge of the maintenance operations center, Master Sgt. Caila Arahood as the NCOIC of public affairs operations, Senior Master Sgt. Timothy Hayes as the NCOIC of fuels, and Chief Master Sgt. Medie Still as the senior enlisted leader for all the Airmen at this location." The hard work and mission impact of the Savannah team was recognized at the highest levels, with Capt. John Cox was coined by Loh during his visit to Wunstorf Air Base on June 22. "As the liaison officer for the C-130 detachment working alongside my counterparts at National Guard Bureau for a majority of the exercise, I was proud to hear and see all of the Airmen from Savannah taking on the challenges in front of them and ensuring the C-130 team accomplished the mission, " said Parker. "All 10 C-130 units came together as one team and performed beyond expectations alongside two allied nations, Germany and Romania." Airmen from across multiple career fields had the opportunity to work with allies in a way that they hadn't before which gave a whole new perspective on what it means to build relationships and learn to operate together if conflict does arise in the future. Captain John Maloney, a C-130 Hercules pilot assigned to the 158th Airlift Squadron, 165 AW, agreed, "Being on the road and a part of this exercise has allowed me to see firsthand how each member and task is involved in making everything work." Maloney said he thinks it is important to train with our allies and partners to ensure we can integrate the variety of tasks, training, and aircraft capabilities alongside our allies successfully. "Everyone wants the same common goals," said Maloney. "My biggest takeaway from Air Defender 2023 is just seeing everyone come together and work in full cooperation to meet the objectives of the exercise and complete the mission in a way that achieves those goals." Col. Sheldon A. Wilson, commander of the 165th AW, agreed. "A key objective of this exercise was to demonstrate air power alongside our allied and partner nations as well as promote our ability to merge our tactics with our allies and ensure if and when a threat is present, we can protect our own populations and armed forces," said Wilson. Airmen with the 165th AW completed nearly five decades of flying the C-130H Hercules on a high note by working alongside nearly 40 other ANG units and collaborating with 25 NATO countries across several locations throughout the duration of AD23.

Air Force Special Ops Wants Runway Independence, More Speed 7/14/2023 By Stew Magnuson Air Force photo TAMPA, Florida — Air Force Special Operations Command has a long technology wish list. The command is tasked with transporting commandos covertly, quickly and across long distances and to penetrate where other aircraft can’t normally go. Naturally, it wants to improve its performance in all these categories, especially the latter, taking personnel to locations where there are no runways — a job best carried out by rotary-wing aircraft. But what if almost three-fourths of the planet could serve as a runway by allowing fixed-wing aircraft to land on water? The entire Indo-Pacific could be considered a runway, SOCOM Acquisitions Executive James Smith told reporters recently. That’s the reasoning behind the idea to bolt pontoons onto a MC-130J airlifter to convert it into a float plane, a concept the command has been studying for more than two years. Air Force Col. Ken Kuebler, program executive officer for fixed-wing aircraft at SOCOM, said: “We continue to push forward with some of that technology [but] it’s a really hard engineering problem,” he said during a presentation at the SOF Week conference. The office is carrying out hydro- and sub-scale testing, studying how it would perform in various sea states, and is moving toward a critical design review, he said. In addition, the command is looking at more mundane day-to-day operations such as maintenance and support, equipment needs, training and “how do we go with this whole systems of systems approach to be able to do that,” he said. The command is working with several organizations to carry out the studies and tests. “We are looking at two to three years to go do a demonstration of the full capability,” he said. Kuebler was asked if the command would consider acquiring the ShinMaywa US-2 fixed-wing amphibious aircraft — which is flown by the Japan Self-Defense Force — as a stopgap solution. Nothing has been ruled out, Kuebler said. The program executive office has had talks with Japan about its float plane capabilities, especially as it works out concepts of operation and training, he said. “We are looking across the globe at these capabilities,” he said. “I think everything in the acquisition strategy is still on the table as we look at different lines of efforts to make sure that we can have a runway independent and amphibious capability,” he said. The ShinMaywa US-2 can land on runways or water and is primarily used for search-and-rescue missions. It can carry a crew of 11 plus 20 passengers, or 12 on stretchers. It is driven by six Rolls-Royce AE 2100 engines, has a 108-foot wingspan and cruises at about 300 miles per hour. It can operate in sea states of up to nine feet and on land only requires about one-quarter of the distance of a typical commercial airliner to take off and land, making it practical for many of Japan’s remote and austere runways. It has a range of 2,980 miles, which is roughly five and a half times farther than a typical search-and-rescue helicopter, according to information from its manufacturer ShinMaywa Industries Ltd. Japan currently has eight of the aircraft with plans to build six more. The company said the aircraft has saved more than 1,000 lives so far. ShinMaywa Industries is actively seeking export opportunities but has yet to find an overseas buyer for the aircraft. Former AFSOC deputy commander Maj. Gen. Eric Hill before he retired visited Marine Corps Air Station Iwakuni in Japan in April 2022 to check out the US-2 and flew in it to observe the crew carrying out exercises, according to Stars and Stripes. The amphibious aircraft is “an incredible platform,” he said. “Flying an airplane that can land on water isn’t a new concept, but few aviators have the experience of amphibious aviation,” Hill told the newspaper. “Gaining lessons from our partners will help us learn what to anticipate as we begin to build our own tactics and techniques moving forward.” The purpose of the visit was to gather facts as SOCOM explores its own amphib program, he said. “We think partnering with our allies here and learning from them, seeing that they’re on their second variant of a seaplane, and I think there is a lot of education we can share back and forth,” Hill added. Smith, while not specifically addressing the US-2, said not every country has what it takes to partner with SOCOM when it comes to developing new technologies, but Japan does check off all the boxes. “We’re always looking for what I refer to as the ‘Goldilocks partnership,’” he said. First, Japan has invested heavily in its own special operations forces. Not every nation does, Smith noted. A potential partner should also have a robust industrial base capable of producing advanced technology. Obviously, Japan fits that description. Finally, they must have strong cybersecurity protocols in place to protect any information SOCOM shares with them, he said. “When we find a country that hits all three of those marks, we are interested in working with them,” he said. Meanwhile, Kuebler shared details on another new program being developed in partnership with the Defense Advanced Research Projects Agency that has “runway independence” near the top of its requirements list. The agency in March revealed the Speed and Runway Independent Technologies, or SPRINT, X-plane demonstration project. Its Tactical Technology Office is soliciting proposals to design, build, certify and fly an X-plane to demonstrate speed and runway independence for a next generation of air mobility platforms, an agency statement said. The announcement said runway independence was “envisioned as the ability to operate and hover near unprepared surfaces, such as sections of damaged runways, remote highways/roadways, unprepared fields with dry grass, parking lots, etc.” The broad agency announcement released March 9 did not mention whether the aircraft should be crewed, uncrewed, or optionally piloted. The announcement also did not mention whether it should use conventional or hybrid engines, only that it “must demonstrate the ability to generate and distribute power in all modes of flight and during transition between these modes of flight.” The announcement did, however, specify that the aircraft be scalable, cruise at speeds from 400 to 450 knots and at relevant altitudes between 15,000 and 30,000 feet. It should carry a payload of 5,000 pounds, with a substantial 30-foot-long, eight-foot-wide cargo bay capable of carrying a small vehicle or two and a half pallets, it said. The initial requirement for endurance is one and a half hours and 200 nautical miles. While the announcement stressed runway independence, the most important capability AFSOC is looking for in the new X-plane is high speed, Kuebler said. What is the definition of “high-speed?” It’s whatever the program can provide, he said. “If I tell you 400 knots, then tomorrow I’ll be asking for 450 knots and the next day I’ll ask for 500, but we’re really trying to get after that win,” he added. It will be a three-phase project, with the first phase seeking proposals. The entities selected will share $15 million to refine their concepts. The second part includes a downselect with $75 million for risk reduction work and air certification approvals, then a further downselect to build and fly the aircraft. That amount was undisclosed. “The goal of SPRINT is to reach first flight of the demonstrator no more than 42 months from contract award,” the announcement said. The artist’s concept that accompanied the post portrayed an aircraft that looked much like the next-generation, autonomous hybrid-electric commuter aircraft that several companies are currently developing. Geoffrey Downer, SOCOM’s program executive officer for rotary wing, said a host of established aircraft makers and startups are offering so-called “flying cars” — all electric or electric-hybrid, runway independent vertical takeoff and landing vehicles that may appear to be a perfect fit for special operations missions — but so far, none impress. The PEO has studied many of the nascent industry’s commuter aircraft offerings but found that they are all lacking the requirements needed for special ops missions. “All these electric configurations don’t meet our helicopter missions based on the studies that we’re looking at,” he said. Special operations helicopters need to hover for long periods of time, and the new wave of electric aircraft don’t do that, he said. The amount of downwash is also problematic, as is the ability to get the crew in and out of the aircraft quickly, he said. PEO Rotary Wing will also start a program in 2024 with DARPA to look at hybrid-electric aircraft with the goal of increasing speed. “The studies that we’ve done [have] shown that you can get anywhere from 25 percent to 100 percent increase in speed,” he said. That could take it from 90 knots to 170 to 180 knots, he said. Or it could result in a 25 to 75 percent increase in range. “That’s huge,” he added. ND

1957 LOCKHEED HERCULES C-130 Turboprop Aircraft Select Your Currency $6,150,000 Aircraft Location: Goodyear Seller Information View Seller Information Jet Fleet Aviation LLC Contact: Steve Gage Phoenix, Arizona General Year 1957 Manufacturer LOCKHEED Model HURCULES C-130 Serial Number 560511 Condition Used Description Currently flying, Seller buying larger aircraft, USA based & registered. STRICT Terms of sale: Buyer, End-user, and related parties must be in good standing with, and in compliance with, all U.S. laws and regulations, and Buyer and End user in compliance with all required United States permits/paperwork for this type aircraft. (Thank You). Offered subject to signed sales agreement between Buyer/Seller including all U.S. Government required paperwork. Principals only please, no commissions will be paid to 3rd parties. Currently flying. Not eligible for Standard Airworthiness cert. Jet Fleet Aviation LLC is the Exclusive Sales Agent for this aircraft. Airframe Total Time 15,400 Airframe Notes Currently flying, Seller buying larger aircraft, Trades considered See below for Strict Terms and Conditions of Sale Engine 1 Engine 1 Make/Model ALLISON Engine 1 Time 3,193 CZI Engine 1 TBO 3,500 Engine 2 Engine 2 Make/Model ALLISON Engine 2 Time 2,870 CZI Engine 2 Notes Engines 3/4 are low time: 78 & 412 hours . On Condition Auxiliary Power Unit APU Yes APU Notes Garrett GTC-85 APU Props Prop 1 Manufacturer HAMILTON STANDARD Number of Blades 4 Prop Notes 4 Bladed Avionics Flight Deck Manufacturer/Model GARMIN Multi-Function Display 1 Manufacturer/Model GARMIN GMX200 GPS 1 Manufacturer/Model GARMIN GNS430AW GPS 2 Manufacturer/Model GARMIN GNS430AW Transponder 1 Manufacturer/Model GARMIN GTX330ES ADS-B Equipped Yes Additional Equipment Additional Equipment Currently flying, USA based & registered. Modifications/Conversions Modifications/Conversions Jet Fleet Aviation LLC is the exclusive Sales Agent for this aircraft. Inspection Status Inspection Status Fresh C-check in 2021 **Payment stated above assumes a secured commercial loan transaction available to highly qualified applicants and listings between $1,500,000.01 - $6,250,000 assumes terms of 5 years with a 20-year amortization, 20% down payment and 6.25% APR. Actual terms available may vary depending on applicant and/or guarantor credit profile(s) and additional approval conditions. Financing approval may require pledge of collateral as security. Applicant credit profile including FICO is used for credit review. Commercial financing provided or arranged by Express Tech-Financing, LLC pursuant to California Finance Lender License #60DBO54873. Consumer financing arranged by Express Tech-Financing, LLC pursuant to California Finance Lender License #60DBO54873 and state licenses listed at this link. Consumer financing not available for consumers residing in Nevada, Vermont. Additional state restrictions may apply. Equal opportunity lender. https://www.controller.com/listing/for-sale/223645715/1957-lockheed-hurcules-c-130-turboprop-aircraft?fbclid=IwAR29owMpU7CVg-sysOtBsSijBgmkqTKw0ix2qlYcvsGPReRIbLfzi0hwFvw_aem_th_AYsLQ_X1QpQ53y8RqERV92R5Ua_f4wd-RbDImu-rIVyPmZUAFq0Rq7ahZjVF1XeHHhs&mibextid=Zxz2cZ

23 May 1969 A drunken U.S. Air Force assistant crew chief, Sgt. Paul Adams Meyer, 23, of Poquoson, Virginia, suffering anxiety over marital problems, started up a Lockheed C-130E Hercules, #63-7789, c/n 3856, of the 36th Tactical Airlift Squadron, 316th Tactical Airlift Wing, on hardstand 21 at RAF Mildenhall and took off in it at 0655 hrs. CET, headed for Langley AFB, Virginia. At least two North American F-100 Super Sabres of the 493d Tactical Fighter Squadron, RAF Lakenheath, a C-130 from Mildenhall, and two RAF English Electric Lightnings were sent aloft to try to make contact with the stolen aircraft. The Hercules flew over the Thames estuary and headed south toward Brighton. After flying over the English Channel, Meyer turned northwest. North of Cherbourg he changed direction, heading south to a point 30 miles north of Alderney. The Hercules crashed into the English Channel off Alderney (5000N, 0205W) ~90 minutes later. In the last transmission from Meyer, to his wife, in a link-up over the side-band radio, he stated 'Leave me alone for about five minutes, I've got trouble.' There was speculation whether the Hercules was shot down. Some wreckage was recovered but the pilot's body was never found. Meyer had been arrested for being drunk and disorderly earlier in the morning in the village of Freckenham and had been remanded to quarters, but sneaked out to steal the Hercules.

Final RAF C-130J mission set for 17 June as Hercules retirement nears By Dominic Perry17 April 2023 The UK’s long history as an operator of the Lockheed Martin C-130 Hercules will all but come to an end on 17 June when the Royal Air Force (RAF) performs its final mission with the type. Consisting of a three-ship fly-past as part of the King’s Birthday celebrations, the sortie will be a bittersweet moment ahead of the official retirement of the RAF’s remaining J-model aircraft on 30 June. Defence officials announced in 2021’s Integrated Review that the 15-strong C-130J fleet would be retired by 2023 due to cost savings, with operations transitioning to the Airbus Defence & Space A400M. That date was subsequently extended until end-June due to availability issues with the European type. Group Captain Gareth Burdett, Commander Air Wing – Air Mobility, says just six Hercules remain in RAF service. Those already withdrawn from use have been relocated to Marshall Aerospace in Cambridge where they are being prepared for sale. Although concerns had been raised at the A400M’s ability to take on all the missions performed by the smaller C-130J, Burdett says the Atlas has risen to the challenge. “There will be some capability gaps in very niche areas, all of the capability improvements have been significantly accelerated since the decision to sunset the Hercules was taken. “Many have been brought forward by a number of years and the most critical capabilities have had the gap eradicated.” He cites the A400M’s better range and payload over the C-130J, and its short-runway performance, as key attributes for end-users. “What our customers are saying is that they appreciate the benefits and enhancements the A400M can bring over the C-130 in almost every regard that enables them to deliver their mission more effectively,” he says. Reliability and availability have been a concern for all users of the A400M, with the type’s Europrop TP400 engines posing a particular issue. Burdett says the situation has improved thanks to joint efforts by Airbus Defence & Space and the Ministry of Defence, adding: “While we are yet to see the full benefit that their brochure promised, certainly we are seeing a stable and useable amount of aircraft that reflects the availability we’d expect from other [transport aircraft] fleets.” Cirium fleet data shows the RAF as operating 21 A400Ms; a 22nd and final example will be delivered by the end of the month, adds Burdett. Burdett, who is qualified on the C-130, has responsibility for the RAF’s Brize Norton-based transport fleet which includes the A400M, A330 Voyager multi-role tanker transport, and Boeing C-17. The UK has been a C-130 operator since the mid-1960s, taking delivery of its latest J-model examples from 1999.

AC-130J Ghostrider Could Get Huge Upgrade From AESA Radar An active electronically scanned array radar would allow AC-130Js to independently engage targets in any weather and at greater distances. byJoseph Trevithick, Tyler Rogoway| UPDATED May 15, 2023 7:47 PM EDT The U.S. Air Force plans to test an AC-130J Ghostrider gunship equipped with an active electronically scanned array (AESA) radar. Adding an AESA would give these aircraft a valuable tool for spotting, tracking, and engaging targets, especially in bad weather and at extended ranges. The radar could perform more general intelligence-gathering and provide improved situational awareness, along with other functions, as well. The forthcoming AC-130 AESA testing was highlighted during a briefing last week by members of U.S. Special Operations Command's (SOCOM) Program Executive Office for Fixed Wing aircraft (PEO-FW), which The War Zone, among others, attended. That event was held as part of an annual special operations-focused conference now called SOF Week. ADVERTISING An AC-130J Ghostrider. USAF "We have a tech demo coming up, where we've got a Cooperative Research and Development Agreement [CRADA] to do an AESA radar on an AC-130 gunship," one of the representatives from PEO-FW said. The testing will help SOCOM "see what capabilities that can help us bring to the fight." A CRADA is a process wherein the U.S. military partners with a private company or research institution on a particular project, but without a traditional contract award. CRADAs typically involve various degrees of sharing of resources and the results of any testing in lieu of a typical exchange of funds. What specific AESA SOCOM plans to test on the AC-130J is not currently known. This is, of course, not the first time SOCOM, together with the Air Force, has looked into equipped AC-130s with a radar of this general type. In 2015, SOCOM revealed that it had been testing the AN/ASQ-236 Dragon's Eye radar pod on its gunships as part of an earlier CRADA. The pod was flight tested on at least one AC-130 mounted on a pylon under the right wing. An AN/ASQ-236 Dragon's Eye radar pod under the wing of an AC-130 gunship. USAF The AN/ASQ-236 features an AESA radar that is capable of rotating left and right along the pod's center axis. It has a synthetic aperture functionality that is said to be sensitive enough to generate near photo-quality radar maps and to spot shallow-buried objects, such as improvised explosive devices and individuals in dugouts. It also has a GMTI capability that is reportedly able to track moving vehicles and ships. The complete pod has the ability to geo-locate targets that the radar spots and systems required to keep everything cool. SOCOM and the Air Force ultimately determined Dragon's Eye, at least in the form available at the time, to be unsuitable for use on the AC-130. The exact reasons for this remain unclear. “The AC-130J does not have a sensor system that enables adverse weather engagements by detecting and tracking targets obscured by weather, smoke and haze or obscurants,” according to the Pentagon's Office of the Director of Operational Test and Evaluation's annual report for the 2016 Fiscal Year. “Earlier efforts to integrate an AN/ASQ-236 radar pod were unsuccessful.” Dragon's Eye is currently primarily carried by Air Force F-15E Strike Eagles and F-16C/D Viper combat jets, though it has also been tested on other platforms, in addition to the AC-130, like the B-52 bomber. A new variant or derivative of Dragon's Eye, or another podded AESA radar, mounted under the wing or using an add-on pylon installed on the AC-130J's right-side rear paratrooper doors might still be an option. The left-side door on the Ghostrider is already taken up with the aircraft's 105mm howitzer. An example of a modified C-130 rear paratrooper door with an add-on pylon with a pod attached. via ThinkDefence.co.uk Other podded AESA radars with still significant synthetic aperture and/or GMTI functionality do exist, including ones small enough to be mounted on drones. Some of these, such as the AN/ZPY-5 Vehicle and Dismount Exploitation Radar (VADER) and IMSAR NSP-series, are in U.S. military service now or have otherwise been evaluated already by SOCOM. A radar using some other kind of mounting arrangement could be another possibility. For example, earlier this year, Marshall Aerospace in the United Kingdom unveiled a roll-on/roll-off palletized AESA radar system for C-130-series aircraft that uses conformal antennas installed in modified rear paratrooper doors. A portion of Marshall Aerospace's palletized radar system for use on C-130-series aircraft. Marshall Aerospace A number of older AC-130 variants had a sensor called Black Crow, which included an antenna inside a dome, installed on the left side of the 'cheek' area. Black Crow was designed to pick up electrical impulses generated by the spark plugs in trucks and other vehicles with internal combustion engines. This could be an ideal location for a side-facing AESA radar on the AC-130J, but it would come at an aerodynamic penalty, which really is nothing new for the bristling AC-130. The same sensor installation arrangement stuck around long after the war ended. USAF Regardless, compared to older mechanically-scanned types, AESA radars offer significant benefits. This includes being typically able to spot objects of interest, even those with low radar cross-sections, faster and do so with greater precision and fidelity. AESAs also generally have very fast scanning and return rates, and can perform multiple functions near-simultaneously. In addition, AESAs have improved resistance to radiofrequency jamming. With no need for a mechanical assembly to steer the antenna, systems that can often be very complex in their own right, radars of this type are more reliable, too. The improved capabilities AESAs would offer at their core have further benefits when combined with other kinds of functionality, including synthetic aperture mapping and imaging and ground-moving target indicator (GMTI) modes. The feed from an AN/ZPY-5 VADER radar as an example of AESA GMTI functionality overlaid on top of a topographical map. DHS Compared to the electro-optical and infrared full-motion video cameras already found on the Air Force's AC-130Js, an AESA radar is also capable of functioning in any weather and of 'seeing' through dense smoke, dust, and other obscurants. This includes modern chemical smokescreens specifically developed to defeat optical and infrared sensors. The Ghostrider's existing cameras do have various low-light-level and thermal capabilities, though an AESA can also work at night just the same as day. AESAs have the additional benefit of being immune to optical dazzlers and infrared interference, which are an increasing issue on the battlefield, as well. Altogether, a modern AESA with a good field of view could be particularly useful on an AC-130 gunship for targeting and more general intelligence, surveillance, and reconnaissance (ISR). But depending on how deeply integrated such a system would become into the AC-130J's complex mission systems suite, it could prove even more valuable. The AESA radar would also spot targets for further investigation using the AC-130J's other sensors, or vice versa. This, in turn, could improve the ability of the aircraft's crew to positively identify targets rapidly, including in very bad weather and in dense urban or otherwise complex environments. Paired with advanced software algorithms and advanced back-end processing, these systems can automatically spot targets or patterns of interest and alert operators as to their proposed classification and location. Once targets are found and identified, an AESA radar can be very valuable for helping AC-130J crews actually engage them, especially at stand-off ranges. As it stands now, Ghostriders rely heavily on off-board platforms to make the most of their longer-range munitions, such as the GBU-39/B Small Diameter Bomb (SDB) and its laser-guided variant that can hit moving targets, although the latter needs something nearby lasing the target directly to do so. The standard SDB, which can only be used against fixed threats, has a stated maximum range of more than 40 nautical miles. The Ghostrider is already in line to receive the much-improved GBU-53/B StormBreaker, which has a new multi-mode seeker system that gives it the ability to engage moving targets over its entire range without laser designation occuring. You can read all about StormBreaker here. A true self-contained ability to engage moving targets at stand-off ranges in any weather, which the AC-130J does not have now, would be a major capability boost by itself. An AESA would make this possible by providing the initial targeting and datalink updates for StormBreaker. The AC-130J's need for longer-range target acquisition capabilities is only set to increase as its arsenal gains ever more capable precision-guided munitions able to hit targets further and further away. During SOF Week 2023, SOCOM's PEO-FW also highlighted interest specifically in adding new stand-off strike capabilities through the acquisition of small and miniature "cruise missiles" for use on the Ghostrider and other aircraft. An AC-130J in the anechoic chamber at Edwards AFB. (USAF) "Miniature" in this instance would be something small enough to fit inside a standardized Common Launch Tube (CLT). "Small" refers to larger designs that would be launched via a more traditional pylon or something like the Air Force's Rapid Dragon palletized munitions system. Smaller and lower-cost air-to-surface munitions with stand-in, if not stand-off range have been of interest to SOCOM and the Air Force for some years now. An AESA radar could be used to help direct the AC-130J's 30mm automatic cannon and 105mm howitzer during shorter-range engagements, too. This would give the gunships another way to engage threats with those weapons even through cloud cover, smoke, or heavy dust. An AC-130J Ghostrider with its 30mm automatic cannon, at left, and its 105mm howizter, at right, visible. USAF Advanced mission systems, potentially leveraging artificial intelligence and machine learning technology, could be used to fuse data from multiple sensors on the Ghostrider in various ways to further improve its overall targeting and ISR capabilities. The aforementioned help in automating target recognition and categorization could be especially useful for gunship crews. SOCOM is already exploring the possibility of adding artificial intelligence-driven targeting and other capabilities onto the AC-130J, as well as other aircraft, in the future. Depending on the type of AESA and its capabilities, how it is mounted, and especially how deeply it is integrated into the AC-130J's mission systems, it could potentially be used in a secondary role to provide additional threat warning, electronic attack, and general situational awareness. Such capabilities could be further integrated into the AC-130J's already extensive and still-expanding electronic warfare systems. Beyond helping to detect incoming threats along with other onboard systems, it could be used as a very powerful electronic warfare emitter, helping to protect the AC-130J but also working in an offensive EW capacity as a secondary capability set. Improving the AC-130J's ability to spot and track targets at extended ranges, as well as its intelligence-gathering, situational awareness, and even self-protection capabilities, could be especially important in the coming years. For decades now, gunships like the Ghostrider have been primarily employed in counter-terrorism and other lower-end combat operations in largely permissive airspace. ith the U.S. military's ongoing shift in focus to preparing for higher-end fights, with a specific eye toward a potential conflict with China in the Pacific, there are growing questions about what the future might hold for gunships like the AC-130, in general. One possibility, which would be further enabled by the addition of an AESA radar, could be the more localized use of the AC-130J for force protection missions of austere outposts — such as on islands — on the outer edges of the enemy's anti-access capabilities. Being able to detect anything of interest for many miles around an island and leveraging its high-end communications and self-protection suites in the process, an AC-130 could provide an inner layer of awareness for U.S. forces in remote locales. Its ability to kill any of those targets and at a distance gives it all that much more relevance. Once again, it all depends on how this capability evolves. To start, if just a basic GMTI and SAR functionality can be had, that would be a big leap in itself. But more robust abilities could soon follow. So, while the results of this new round of testing of an AESA on the AC-130J remain to be seen, adding this kind of radar to the Ghostrider would make great sense. Coupled with other potential upgrades and new weaponry, the radar could be an important addition to help ensure the relevance of these gunships in future higher-end scenarios.