His For Herc

On November 24 a reunion took place of former C-130H personnel at Richmond, the aircraft’s base for the entirety of its service, employed by 36 and 37SQNs.

Air Lift Group was determined to give the C-130H its due and organised a number of ceremonies that paid worthy tribute.

Five days earlier, a two-ship formation conducted a flypast of Sydney Harbour and the Blue Mountains to bid farewell to the people of Sydney. Australian Aviation was onboard, and afterwards spoke with some of those who served on the H model during its career.

Background

In 1978, 12 C-130Hs were delivered from Lockheed’s factory in Georgia, USA to Richmond, NSW. Taken on charge by 36SQN, the H model was soon flying support missions to the Australian Antarctic Division’s research station at McMurdo Station. The following year, far from the icy chill of the South Pole, the squadron found itself in Cambodia undertaking relief flights on behalf of the Red Cross and delivering aid to the ravaged country following the overthrow of the Khmer Rouge.

The intervening years have seen the C-130H perform a variety of roles from strategic airlift to flood relief in rural Australia, intercity passenger flights during 1989’s pilot strike to special operations in Iraq and Afghanistan assisting the SAS.

All the while, the H model Herc evolved into a valuable, some might say irreplaceable, capability in the ADF. In 2004 the aircraft underwent a $37 million avionics upgrade that included glass cockpit displays. The C-130H also underwent an Electronic Warfare Self Protection suite enhancement, which added improved chaff and flare dispensers, radar warning receiver and missile warning receivers, enabling the aircraft to operate safely in contested airspace.

And despite the partial embrace of electronic flight information systems, the aircraft retained its navigator who, along with a pilot, co-pilot, flight engineer and loadmaster comprised the H model’s crew of five.

In 2006, 36SQN divested itself of the C-130H as it prepared to relocate to Amberley and transition to the C-17. This left 37SQN operating a mixed fleet of H and J model Hercules out of Richmond while maintaining a permanent detachment of three aircraft in the Middle East Area of Operations (MEAO).

Fondly recalled

Retired Air Vice-Marshal Greg Evans joined the RAAF as a direct entry pilot in 1982 and trained to fly C-130s. He later went on to command 37SQN, Air Lift Group (ALG) and Joint Task Force 633 in the MEAO and remains the C-130H’s most ardent admirer.

“When I came to them they were almost new. They were four and a bit years old. They still smelt like new cars”. What made the H model Hercules pre-eminent amongst other versions of the type, AVM Evans argues, was its balanced level of automation and the versatility afforded by the five man crew.

“The H is unique because it’s the earlier, steam driven or analogue C-130, perfected. By the time the C-130Hs were built, the Hercules had been in production for 25 years. They’d worked all of the bugs out, had really powerful engines (Allison T56-A-15) and just the right amount of computerised automation, not too much, and was the ultimate in flexibility and versatility in getting out there and doing a wide variety of jobs. The J is like a modern, computerised airliner and it requires a great deal more training, programming, support and preparation to do the same job and some of the jobs we did with the H. I think we’ll look back in 30 years or so when people are writing its history and we’ll see the H as a highpoint. I am, however, very biased!” As Commander ALG, AVM Evans oversaw his group’s contribution to the ADF’s push into Iraq and Afghanistan in 2002-03. As commander of Joint Task Force 633 in Baghdad, he also had C-130s under his command.

“There were of two phases in the Middle East, the first phase was the main combat operation, to invade Iraq. That was extremely interesting for the H model. They were deployed, and had some very exciting, challenging traditional roles to perform. They were airdropping to the SAS behind enemy lines as they conducted classic desert warfare. At one point the SAS took an Iraqi airfield, [our C-130Hs] were dropping supplies to Australian troops in contact with the enemy during a battle. It very quickly transitioned from the end of that to a classic counter insurgency job. ” AVM Evans puts the early retirement of the aircraft down to an intersection of factors, namely a darkening fiscal climate and evolving operational requirements. And while the C-130J – the H model’s replacement – may not be cleared to air drop heavy loads, changing tactics may render that deficiency inconsequential.

“I think there’ll be less emphasis on air drop and dropping equipment by parachute, although that will remain important I don’t think we’ll keep the large parachute battalion capability and it grieves me to say that because I did a great deal of work on developing that capability. That will move back a peg or two in terms of relative importance, and the use of combat airlift tactics to air land supplies, will rise in importance as we’ve seen in Afghanistan and Iraq. So, tactical approaches and departures, a lot of night work to defeat the threat and landing at forward airfields – that’s where I’d see it going. ”

The loady

Loadmaster Warrant Officer Scott Olsen is due to take up a training role within 37SQN now that the H model Herc is retired and his current tour is up. Olsen came to the C-130H via the C-130J and describes the job of the loadmaster on both as being nearly identical. He said the biggest shock of the H model was the bigger crew, but one to which he quickly adjusted.

They were airdropping to the SAS behind enemy lines as they conducted classic desert warfare. . AVM GREG EVANS

“Tactically it was an advantage to have more people up the front – more people to cross-check checklist actions. But the J model is a modern aircraft so it’s got a lot of systems on board designed to make the pilots’ job easier. If this aircraft had the same systems as a J it would probably work well with a smaller crew. What we lacked in technology we make up in manpower. ” Olsen said with the elimination of flight engineers from the C-130J, it “behooves the loadmaster to be a little bit more technically oriented. Doesn’t mean you need to be a technical trade or a flight engineer, but it would just help to know a bit more than is expected”.

The flight engineer

The retirement of the C-130H now leaves the AP-3C Orion as the only aircraft in the RAAF’s orbat with a flight engineer. Phil Brown, now with CAE Australia as an instructor, joined the RAAF as an engine fitter on the F-111. He then transferred to Richmond in order to retrain as C-130 aircrew where, after a three-year wait he found himself at 36SQN as a flight engineer on the C-130H.

He recalls his early days in the squadron: “Because of our limited numbers in Australia with C-130s, 36SQN had to be the jack of all trades and master of many. The RAAF doesn’t have the resources to have dedicated units to do specific airlift tasks. From day one we were flying strategic missions, trying to gain as much experience as we could. The benefit of It was all analogue. It worked really well… The strategic missions, especially in the late ’80s with the traditional services we were flying – the northern services, western and territories services – was that you spent a lot of time in the aircraft hauling cargo just like a medium haul airliner. We were carrying mums and kids, and officers to meetings. We’d fly from Richmond to Canberra, Melbourne to Hobart, then back. We’d be running our checklist multiple times a day, and we learnt how to operate the aircraft under all weather conditions. ” To him, the flight engineer’s required technical background was a crucial factor in the H model’s flexibility, with the aircraft effectively deploying with its own mechanic.

“Throughout the 90s, it was all analogue. It worked really well – no issues with software bugs and you could operate ‘lone ranger’ because the C-130H had its own APU. You could over-wing refuel so it didn’t matter where you took the fuel from. And as flight engineer I was fully authorised to conduct maintenance. And in the RAAF flight engineers had to come from a technical trades background so the senior engineering officer had confidence giving you authority to do maintenance. Some other services just make them panel operators, like the airlines did, and it means you still need maintenance support. In the H model it wasn’t unusual to deploy to WA to do an exercise with the SAS for a month and be on your own the whole time. ” Flight engineers would also preflight aircraft, checking electronic warfare countermeasure load-outs such as chaff and flare, checking tyres and fuel loads, and once in combat, monitoring the missile launch and radar warning receiver in the cockpit. Sitting slightly higher in between the H model’s pilots, flight engineers would also provide extra eyes while the aircraft conducted nap of the earth flying, scanning the 10 to two o’clock ahead.

It was all analogue. It worked really well…

Wind down

Personnel of 37SQN, while stoic about the decision, are clearly sad to see the end of the C-130H in RAAF service.

FLTLT Derek Cox returned to the Hercules community after postings to Pearce as a flight instructor. For him, the appeal of the H model Herc lay in the tight bond that developed between its crew, or as he put it, ‘the party of five’.

“It worked really well in my opinion. We’ve had specialists in different areas, resources to draw on. ” Cox praised the aircraft’s prowess as a tactical airlifter, saying it excelled in this role due to its good static thrust, robust landing gear and good short field performance. Nonetheless he’s confident that the J model will assume the roles of the C-130H, especially as former H model aircrew convert to the J and bring with them their considerable knowledge of tactical flying.

Operating a type to its planned retirement date impacted on the day-to-day operation of a squadron. Cox stated: “In many ways, perversely, it freed us up. Day-to-day there’s a lot of work to be done to administer the group. As a lot of that work went away, as the retirement drew nearer we didn’t have to work on those systems and in many ways it was refreshing to focus on just flying. For myself, we’d forgotten about the peripherals and focused on the flying. ” Fellow pilot, FLTLT Scott Tavasci was, until the type’s retirement, a tactical captain on the C-130H. He describes the phase-out of the H model as ‘very sad’ after its faithful service, but has loved his time with the aircraft. According to Tavasci, H model personnel will be sent in many different directions, with junior H model co-pilots slated to undergo conversion training on the J model. Others will be absorbed into the C-17 community while some will undertake the task of transitioning the C-27J into RAAF service, with the remainder to be assigned to 2 Flight Training School and Basic Flight Training School as flying instructors.

Like former AVM Evans, Tavasci was full of praise for the C-130H’s prowess in the tactical mission. He describes the cockpit resource management demanded by low-level flying.

“We had our two pilots, flight engineer and navigator, and then we’d also have the extra person if deemed appropriate. Whereas the J model relies heavily on automation, with the computer telling them if something is wrong, we had the flight engineer to watch our systems and our engines to make sure the whole thing is working. As the captain flying the aircraft, I’m looking out for the speed and the track, the co-pilot looks out for speed, track and communications, and the navigator is looking out for speed, tracks, communications and timings. ”

The media flight

On a sunny November morning, the media contingent was herded into the passenger terminal at RAAF Richmond from where we would board one of two C-130H’s tasked to perform a farewell flypast over Sydney.

After a safety briefing not dissimilar to that given on commercial passenger aircraft we were escorted to the apron to be addressed by ALG commander AIRCDRE Gary Martin. He praised the service of the H model, noting it had flown 244,613 hours without accident, flying the equivalent of 50 trips around the equator. In nominating highlights of the aircraft’s career, Martin mentioned the Indonesian tsunami and Cyclone Yasi Assist operations, operations Falconer and Slipper, the vast amount of defence exercises the aircraft has participated in and finally the Queensland Tourism award for its role in transporting passengers during the 1989 pilots’ strike.

After citing the acquisition of newer types and the march of technology as the reason for the C-130H’s retirement, the media were then walked to their designated Hercules –photographers to A97-008 and reporters to A97-005, whose tail bore artwork commemorating ‘34 Years Serving Australia’.

We were seated in the cabin and handed ear plugs. The loadmaster busied himself pre-flighting the aircraft as the crew went through their checklists. As the engines started, the sound was loud, but not deafening, and the fuselage gained a noticeable wobble that ended as soon as we began to taxi. Glimpses of a 34SQN BBJ doing touch-and-goes on Richmond’s runway were caught through the cabin portholes before A97-008 turned onto the piano keys to commence a commendably short takeoff. In the air we were buffeted by remnants of a weather system that had brought flooding to Brisbane earlier in the week. Despite the turbulence we were encouraged to wander around the aircraft and to steal a glance through a window, which revealed we were traveling at wave-top height after passing Sydney Heads. Tevasci later revealed our altitude: “We were at 500ft over the water. It’s twice the height that we’d operate at, but the C-130H is very steady at that height. You put this aircraft across the top at 250ft and 250kt easy. All of our pilots train for that. It involves constantly looking outside the cockpit to maintain awareness and the radar altimeter becomes our primary instrument. ” The two-ship formation then turned in towards the Sydney CBD and began its pass over the harbour. From the cockpit of A97-008 the lead ship seemed only meters away, with the faces of photographers clearly identifiable as they dangled off the Herc’s lowered ramp, while Cox steadied his aircraft in the turbulence generated by the camera ship’s wake. Airsickness bags suddenly became a ‘must have’ item.

Strapped to the floor in the centre of the cabin were the packed lunches provided by 37SQN, most of which remained untouched, except by your correspondent who believes a free lunch is too good a thing to either pass or throw up.

The two aircraft then tracked towards the Blue Mountains and over the rugged terrain to the west of RAAF Richmond before conducting a missed approach. The aircraft pulled up then performed a high-speed flypast over the Richmond ramp, before splitting right with (what seemed like) maximum angle of bank. Our aircraft was in hot pursuit of A97-005 whose looming bulk filled the windscreen. Both aircraft then recovered and taxied back to the terminal where, after engines were shut down, passengers were deplaned and, most importantly, a number of sick bags were discreetly disposed of.

Legacy of the H Model

Currently in open storage at Richmond, the RAAF’s fleet of C-130Hs is currently under disposal actions, with some awaiting sale by open tender (save for those earmarked for preservation or training with 285SQN). Four aircraft are being prepared for future service with the Indonesian Air Force subject to US State Department approval. As ALG Commander Gary Martin explained, the airframes are not simply being gifted to the Indonesians.

“This is a transfer. We’re working with Indonesia, they’re putting in funds and we’re bringing up four aircraft to airworthy status as they initiate with a brand new C-130 squadron. This will certainly help us with defence around the nation, and as they enhance their fleet since they’ve got a mixture of types with the old E model – this will be a great advantage for them. ” While many will lament the C-130H’s disappearance from the Richmond flightline, its demise is a sad matter of fact borne of brutally simple arithmetic. While its retirement is expected to save $250 million, time will tell if the passing of this universally loved aircraft will be money well saved.

Time will tell if the passing of this universally loved aircraft will be money well saved.