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A ‘J’ Hercules from No. 37 Squadron conducts formation flying training in the lead-up to the 75th anniversary of the establishment of the Squadron in 1943.
How the Hercules became the RAAF’s most enduring aircraft
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In November last year, the Department of Defence did something that really should have been quite controversial. It announced that Australia was committed to “replacing and expanding” its fleet of C-130J Hercules with a new fleet of C-130J Hercules. There was to be no bidding process, no tender and no discussion with other aircraft manufacturers or prime contractors on alternative options.
“Defence has identified that the new C-130J aircraft represents the only option that meets all of Australia’s capability requirements and assures Defence’s medium air mobility capability without introducing substantial cost, schedule and capability risk,” it said in a no-nonsense statement. “As a result, new C-130J aircraft will be the only option that Defence will progress for government approval.”
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After a succession of problems with both the Taipan and Spartan, the Hercules’ proven ability to deliver saw it jump to the front of the queue. What’s fairly extraordinary is that the aircraft was first introduced into the RAAF in 1958 and – bar some questionable liveries – has barely changed. Indeed, the new order of 20, confirmed in July, is of the same J variant the RAAF currently operates. Instead, it’s quietly evolved to keep up with its peers: the latest generation of Hercules, for example, only requires three crew to fly it, rather than five; its range has expanded; and beneath the bonnet, there’s the top-of-the-range avionics.
The news of the purchase comes months before the aircraft is due to celebrate 65 years of service in the RAAF. In its storied career, 48 have supported ADF operations in Afghanistan, Iraq, East Timor and Vietnam and humanitarian disaster relief missions in Pakistan, Indonesia, Papua New Guinea and the South Pacific.
When Australia obtained its first, it became the only nation to operate the type outside of the US Air Force. The four-engine turboprop, medium-lift aircraft increased transport capability and reduced reliance on piston-driven planes such as the C-47. As the years progressed, RAAF kept faith in the Hercules. Three C-130Es were delivered to the re-formed No 37 Squadron from 1966 before No 36 Squadron’s original C-130As were replaced by C-130H aircraft in 1978.
The H was a significant improvement, most notably due to its short, dirt runway capability. Aside from being able to parachute soldiers into battle, it could airdrop equipment such as 4WD vehicles, inflatable boats and artillery pieces. The J Super Hercules, though, is now the definitive incarnation, supporting 128 passengers or eight pallets of cargo. It can work alongside other airlifters, too, such as the C-27J Spartan and C-17A Globemaster III. In September 1999, it helped evacuate 2,500 people from Dili as conflict in East Timor raged.
The RAAF marked 800,000 flying hours by its fleet over five decades with a formation flight of three over Sydney Harbour in 2014 – as shown in our stunning cover image. But with the first of the new batch of Hercs not arriving until 2027, the aircraft has a very real chance of reaching a perfect century of service. At 65, the Hercules shows no signs of retiring.
All images courtesy of Defence
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Comments (4)
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Ryan Tony
says:I operated as a Flight Engineer on three models of the “Lockheed Legend”, the C130 Hercules. Predominately on the C130A, 4215 hours to be precise, but also several hundred hours on both the E and H models. The inference in the article is that the H model was the first to be “able to airdrop equipment such as four wheel drive vehicles, inflateable boats and artillery pieces” is misleading. The C130A was a real forerunner in all of those aspects of operation, 36 Squadron being the “Tactical” Squadron whilst the E models of 37 Squadron were more utilized in a “Strategic” role. Hence the banter of “A is for GO – E is for SHOW” which led to 36 Squadron getting the 12 A models airborne in formation on Friday afternoon, 10 October 1969. The H model continued the role of the previous A model. I loved my time on each of the A-E&H models and would have been happy to remain on the Hercules. The RAAF however had other plans for me and appointed me the inaugural B707 Flight Engineer Leader when that type was acquired in 1979. I anticipate that the C130 will easily notch up a century in RAAF Service. There is, at this time, no other aircraft to fill the role with it’s multitude of capabilities. Long live the C130 Hercules. Tony Ryan, ex RAAF C130 and B707 Flight Engineer.
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says:Another stupid decision by the DoD. Their pro American stance precludes the purchase of vastly superior equipment, such as, in this case, the A400M airlifted.
Greg Timbs
says:To be fair, it’s not like DoD has had a great experience with first-generation Airbus products, namely Tigers and Taipans and their supply chains, turning them into “hangar queens”.
On paper the first-generation A400M, Tiger or Taipan might have looked very promising. But after decades of in-service experience by dozens of operators, including actual combat experience, at least you know the lessons learned have been incorporated in a mature, evolved late-model Herc, Apache or Blackhawk/Seahawk. And the product will work as advertised, with a massive, reliable supply chain behind it.
It seems that FINALLY, DoD & DMO may actually be learning the lessons of previous expensive and wastful procurement failures, and are buying the sausage instead of the sizzle.
Trevor Amos
says:We are not the only country which has favoured the J model over the A400M. The A400M has had a lot of issues. It is also a bigger aircraft (in between the J model and a C-17) which is not necessarily what we want/need. Again, in line with one of the issues with the Taipan/Tiger, there is a big advantage to be operating the same or similar platform as the countries which we normally operate with in a coalition environment, which isn’t just the USA. Additionally, it is a much simpler transition process for 37SQN and all of the supporting units to continue with a C130 platform rather than move to a whole new platform.
It might have been a different consideration had the A400M been an outstanding success.