Global Aviation Magazine : 60 Years of the Hercules
Accounts
Did an east about with an accounts officer on board, I still think he wasn't really an accounts officer as everywhere we went he kept pointing out things we hadn't claimed for, water in hot climates, laundry ditto, we couldn't believe it and wanted to keep him all the way round but he got off in HK so we were on our own after that but I believe it was an eye opener for the Co!
Transport Flying 'Down Under'
Many thanks for displaying this Air Clues article on flying C130A Hercules in the 1960s, for I was one of the RAF pilots who, together with (then) Flt Lt Brian Warsap and Flt Lt Robin Geach, replaced the three who wrote the piece, and it has brought memories flooding back!
Having previously been flying the mighty Hastings, I found the 'A' model Hercules a pleasure to operate in both the tactical and strategic roles, and of course it was a delight to handle. No 36 Squadron RAAF took a highly professional approach to its operations, and we flew all over Australia and the Pacific Rim, as it is now described, supporting all three Services with regular runs up and down the Continental East Coast. We also carried via Pearce and the Cocos Islands (during Confrontation) supplies and replacements to deployed forces in Malaya (Butterworth), Thailand (Ubon) and Vietnam (Vung Tau and the Saigon airfields), and there were 'one off' visits to Nauru, Christmas Island, New Zealand, Papua New Guinea, Fiji, New Caledonia, etc. As engineering support was virtually non existent at many of the airfields or strips we simply got on with the job of replacing fire bottles, carrying litters (stretchers), refuelling from drums, etc - whatever was needed - so that the aircraft could complete the task.
I have written up on my experiences with the Squadron and a copy of this text has been accepted for his archives by the Director of the RAAF Museum as a record of what the RAAF Hercules did in that era. He commented that as transport aeroplanes had never been sexy, there was virtually nothing on file to cover this period (1965 to 67).
Only one C130A (A97-214) still remains in Australia and this can be visited at the RAAF Museum just outside Melbourne. Although outwardly in fine fettle, sadly some of the flight and other instruments are missing. When I was there two years ago I was asked to talk to a party of school children who were visiting the Museum as part of a history lesson, being introduced as one who had actually flown in this relic! I thought at the time how great it was to see school children being educated in their recent history, and would hope that similar connections between schools and RAF aircraft might be made here, too, to help generate interest in our Service.
I shall be joining some of my former Australian colleagues on the 25th of next month (ANZAC Day - 100th anniversary) for the Parade in Sydney for what I am sure will be a memorable occasion.
Having previously been flying the mighty Hastings, I found the 'A' model Hercules a pleasure to operate in both the tactical and strategic roles, and of course it was a delight to handle. No 36 Squadron RAAF took a highly professional approach to its operations, and we flew all over Australia and the Pacific Rim, as it is now described, supporting all three Services with regular runs up and down the Continental East Coast. We also carried via Pearce and the Cocos Islands (during Confrontation) supplies and replacements to deployed forces in Malaya (Butterworth), Thailand (Ubon) and Vietnam (Vung Tau and the Saigon airfields), and there were 'one off' visits to Nauru, Christmas Island, New Zealand, Papua New Guinea, Fiji, New Caledonia, etc. As engineering support was virtually non existent at many of the airfields or strips we simply got on with the job of replacing fire bottles, carrying litters (stretchers), refuelling from drums, etc - whatever was needed - so that the aircraft could complete the task.
I have written up on my experiences with the Squadron and a copy of this text has been accepted for his archives by the Director of the RAAF Museum as a record of what the RAAF Hercules did in that era. He commented that as transport aeroplanes had never been sexy, there was virtually nothing on file to cover this period (1965 to 67).
Only one C130A (A97-214) still remains in Australia and this can be visited at the RAAF Museum just outside Melbourne. Although outwardly in fine fettle, sadly some of the flight and other instruments are missing. When I was there two years ago I was asked to talk to a party of school children who were visiting the Museum as part of a history lesson, being introduced as one who had actually flown in this relic! I thought at the time how great it was to see school children being educated in their recent history, and would hope that similar connections between schools and RAF aircraft might be made here, too, to help generate interest in our Service.
I shall be joining some of my former Australian colleagues on the 25th of next month (ANZAC Day - 100th anniversary) for the Parade in Sydney for what I am sure will be a memorable occasion.
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Nugget90 ... Welcome to the Thread and thank you so much for adding a bit more colour and history to the 'Down Under' post ...
If you have any pics you might like to share feel free to drop me a PM as I'll be only too pleased to help
Best ...
Coff.
If you have any pics you might like to share feel free to drop me a PM as I'll be only too pleased to help
Best ...
Coff.
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I thought it might be good to add to Nugget90's post with a couple of links and pics ... I hope that's OK with everyone 
Lockheed C-130A Hercules A97-214
Lockheed C-130E Hercules A97-160
Image & Source Credit (All Above) : RAAF Museum Point Cook Australia
The C-130 Hercules RAAF Service
RAAF C-130 Hercules Fleet Information & Pics
For those interested ... See the data against Frame A97-207 ... Spinning
More RAAF Museum pics can be viewed here ...
RAAF Museum External Exhibits
It appears that the 'paper' Nugget90 mentions isn't available on-line.
Best ...
Coff.
Lockheed C-130A Hercules A97-214
Received into RAAF service on 14 January 1959, A97-214 was operated by No 36 Squadron, part of the RAAF's No 86 (Transport) Wing. During A97-214's long service career, servicings were carried out by No 2 Aircraft Depot and No 486 Maintenance Squadron at Richmond, and Qantas at Kingsford-Smith Airport, Sydney.
A97-214 participated in many notable RAAF operations, including support for RAAF forces in Thailand and Vietnam, flood relief and civil aid taskings, and providing relief to Darwin in the aftermath of Cyclone Tracy. In 1978, A97-214 was withdrawn from service, and was stored at RAAF Base Laverton pending disposal.
Allocated to the RAAF Museum in 1988, the aircraft was transported by road to Point Cook in May 1994.
A97-214 participated in many notable RAAF operations, including support for RAAF forces in Thailand and Vietnam, flood relief and civil aid taskings, and providing relief to Darwin in the aftermath of Cyclone Tracy. In 1978, A97-214 was withdrawn from service, and was stored at RAAF Base Laverton pending disposal.
Allocated to the RAAF Museum in 1988, the aircraft was transported by road to Point Cook in May 1994.
Lockheed C-130E Hercules A97-160
Delivered from Lockheed in August 1966, A97-160, like all of the RAAF's C-130E aircraft, entered service with No 37 Squadron at RAAF Base Richmond in New South Wales. During A97-160's 34-year RAAF career, the aircraft flew strategic transport tasks in support of the Army, Navy and RAAF, and also flew a variety of notable and special loads, including the Pope-mobile, the Jackson Pollock painting Blue Poles, and a bull presented as a gift to the Chinese government.
This aircraft flew the last flight of the RAAF's C-130Es on 14 November 2000 under the command of Squadron Leader Mike Beattie, flying from Richmond to Point Cook for delivery to the RAAF Museum. The total airframe hours for this aircraft are 25833.4.
This aircraft flew the last flight of the RAAF's C-130Es on 14 November 2000 under the command of Squadron Leader Mike Beattie, flying from Richmond to Point Cook for delivery to the RAAF Museum. The total airframe hours for this aircraft are 25833.4.
Image & Source Credit (All Above) : RAAF Museum Point Cook Australia
The C-130 Hercules RAAF Service
The Royal Australian Air Force (RAAF) has operated a total of forty-eight Lockheed C-130 Hercules transport aircraft. The type entered Australian service in December 1958, when No. 36 Squadron accepted the first of twelve C-130As, replacing its venerable Douglas C-47 Dakotas. The acquisition made Australia the first operator of the Hercules after the United States. In 1966 the C-130As were joined by twelve C-130Es, which equipped No. 37 Squadron. The C-130As were replaced by twelve C-130Hs in 1978, and the C-130Es by twelve C-130J Super Hercules in 1999. No. 37 Squadron became the RAAF's sole Hercules operator in 2006, when No. 36 Squadron transferred its C-130Hs prior to converting to Boeing C-17 Globemaster III heavy transports. The C-130Hs were retired in November 2012, leaving the C-130J as the only model in Australian service.
For those interested ... See the data against Frame A97-207 ... Spinning
More RAAF Museum pics can be viewed here ...
RAAF Museum External Exhibits
It appears that the 'paper' Nugget90 mentions isn't available on-line.
Best ...
Coff.
Last edited by CoffmanStarter; 9th Mar 2015 at 15:10.
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OK Gentlemen ... Back to the 70's again !!!
Only 'Good Looking Chaps Need Apply'
This popped into my in-box earlier this week ... so I thought I'd share
Even I remember this Recruiting Brochure ... Op Khana Cascade (Himalayas Nepal) is the backdrop featuring (Pilot & Boss) W/C M--- H---- (Co Pilot) F/L D--- G---- and (EngO) F/O B--- C---- sadly the Nav wasn't named or the remainder of the Crew
So I've done a 'Blow Up' as I'm sure someone will recognise the other faces
Image Blow Up ...
Image Credit : Crown MOD RAF
Although there isn't a date on the publication ... the old style Airlite 62 Clement Clarke headsets are a bit of a give away ... but then a starting salary of £1,825.00pa for a first tourist Aircrew Officer confirmed the decade
Best ...
Coff.
PS. I deliberately haven't fully named people even though the remainder of the brochure does (I've not posted this section of the document).
Only 'Good Looking Chaps Need Apply'
This popped into my in-box earlier this week ... so I thought I'd share
Even I remember this Recruiting Brochure ... Op Khana Cascade (Himalayas Nepal) is the backdrop featuring (Pilot & Boss) W/C M--- H---- (Co Pilot) F/L D--- G---- and (EngO) F/O B--- C---- sadly the Nav wasn't named or the remainder of the Crew
So I've done a 'Blow Up' as I'm sure someone will recognise the other faces
Image Blow Up ...
Image Credit : Crown MOD RAF
Although there isn't a date on the publication ... the old style Airlite 62 Clement Clarke headsets are a bit of a give away ... but then a starting salary of £1,825.00pa for a first tourist Aircrew Officer confirmed the decade
Best ...
Coff.
PS. I deliberately haven't fully named people even though the remainder of the brochure does (I've not posted this section of the document).
Last edited by CoffmanStarter; 7th Mar 2015 at 19:29.
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Nugget90 130 down under
Ref post 2603. I had the pleasure of flying with the then S/L B... W... on his return from Oz. We were on the Air Test Unit at Colerne from May 68 to Aug 69 before he progressed to greater things. My only claim to fame was that I managed to fly all of the 66 'K's purchased the RAF. I still see him from time to time.
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Good afternoon Gents ...
Our good friend Nugget90 has been in touch and asked me to add these pics of RAAF C-130A's. Hopefully he'll drop by with a bit more detail
As A97-214 is now at the RAAF Museum ...
Here are a couple of other C-130A's in service in the 60's (08 & 09) ...
Thanks for sharing your pics Nugget90
Coff.
Our good friend Nugget90 has been in touch and asked me to add these pics of RAAF C-130A's. Hopefully he'll drop by with a bit more detail
As A97-214 is now at the RAAF Museum ...
Here are a couple of other C-130A's in service in the 60's (08 & 09) ...
Thanks for sharing your pics Nugget90
Coff.
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A couple more pics from Nugget90
I understand the above pics were taken at Nauru and Norfolk Island - the first time either island had played host to this ‘giant’ aeroplane (as the media described them)
Thanks again Nugget90 ...
Coff
I understand the above pics were taken at Nauru and Norfolk Island - the first time either island had played host to this ‘giant’ aeroplane (as the media described them)
Thanks again Nugget90 ...
Coff
I had the pleasure of visiting the Museum near Melbourne when my son lived there. It is an excellent day out but at the time of my visit it was not possible to look over the C 130A . However inside the museum they had a full size photo of FS245 with some of the para seats fitted in front of it. It seemed quite realistic.
Although the 'A' was the real forerunner of all subsequent Hercs it does differ in several major respects. Some differences are obvious like the three bladed props others like the electrical and hydraulic system for example are not.
Although the 'A' was the real forerunner of all subsequent Hercs it does differ in several major respects. Some differences are obvious like the three bladed props others like the electrical and hydraulic system for example are not.
C130As at Norfolk Island and Nauru
Further to the two photos that CoffmanStarter has kindly posted for me in 2611, herewith some details.
The flight to Norfolk Island was made for the purpose of delivering a new fire tender. There were two fairly short runways, one of which was grass - it straddled the golf course. All those whom we met looked after us very well and we stayed overnight. I was struck by the local accent, which was a blend of Australian with West Country (i.e. Devon/Cornwall). (Descendants of Christian of the Bounty.)
The trip to Nauru was special in several ways other than simply being the largest aeroplane ever to land there. The call came in the morning for two crews and a Nursing Sister to get ready to fly to the Pacific Island of Nauru to bring out a little girl who had been injured by a falling tree and needed urgent and specialised medical treatment in a fully-equipped hospital on the Australian mainland.
We departed in A97-206 in the late afternoon of the 1st of June 1966. I flew as co-pilot on the first leg to Townsville, Northern Queensland, where we refuelled before heading out to Honiara, Guadalcanal for a landing just after first light, as the strip had no refinements! (It had been a need to land here in daylight that had determined our necessarily late departure time from RAAF Base Richmond NSW.) We had installed litters so that some horizontal rest could be attempted by the off-duty crew. The third leg of 780 miles was straight to Nauru which is roughly circular with a big hole in the centre from which phosphates were being extracted (the primary source of wealth to the islanders at that time).
Before landing we made a low pass over the coral strip to ensure both that it was clear of people, dogs, bicycles, etc and that the masts of yachts moored in the small harbour wouldn't create a hazard. After landing our engineers oversaw a further refuelling from drums whilst the rest of us enjoyed hospitality provided by the Government representatives (a brush up and a meal) and by the islanders who draped us with garlands of flowers.
When all was ready, the little girl (Nadine), accompanied by her father and a nurse who spoke English boarded the aircraft and we departed on the 2,100 mile flight direct to Brisbane. After we had offloaded our three passengers we flew on down south to Richmond.
The round trip had been some 5,235 miles. Unknown to us until after we had landed circa 22.30 on the evening of the 2nd of June, the whole flight was being reported widely across Australia as a mercy mission (fairly unusual in itself at that time) with bulletins every half hour or so. Thus, when we arrived home we were met not only by Customs (of course) but also by the Press.
As a post script I should add that Nadine made a full recovery. After a lifetime spent flying I should observe that this had been the longest crew flying duty period that I ever experienced!
The flight to Norfolk Island was made for the purpose of delivering a new fire tender. There were two fairly short runways, one of which was grass - it straddled the golf course. All those whom we met looked after us very well and we stayed overnight. I was struck by the local accent, which was a blend of Australian with West Country (i.e. Devon/Cornwall). (Descendants of Christian of the Bounty.)
The trip to Nauru was special in several ways other than simply being the largest aeroplane ever to land there. The call came in the morning for two crews and a Nursing Sister to get ready to fly to the Pacific Island of Nauru to bring out a little girl who had been injured by a falling tree and needed urgent and specialised medical treatment in a fully-equipped hospital on the Australian mainland.
We departed in A97-206 in the late afternoon of the 1st of June 1966. I flew as co-pilot on the first leg to Townsville, Northern Queensland, where we refuelled before heading out to Honiara, Guadalcanal for a landing just after first light, as the strip had no refinements! (It had been a need to land here in daylight that had determined our necessarily late departure time from RAAF Base Richmond NSW.) We had installed litters so that some horizontal rest could be attempted by the off-duty crew. The third leg of 780 miles was straight to Nauru which is roughly circular with a big hole in the centre from which phosphates were being extracted (the primary source of wealth to the islanders at that time).
Before landing we made a low pass over the coral strip to ensure both that it was clear of people, dogs, bicycles, etc and that the masts of yachts moored in the small harbour wouldn't create a hazard. After landing our engineers oversaw a further refuelling from drums whilst the rest of us enjoyed hospitality provided by the Government representatives (a brush up and a meal) and by the islanders who draped us with garlands of flowers.
When all was ready, the little girl (Nadine), accompanied by her father and a nurse who spoke English boarded the aircraft and we departed on the 2,100 mile flight direct to Brisbane. After we had offloaded our three passengers we flew on down south to Richmond.
The round trip had been some 5,235 miles. Unknown to us until after we had landed circa 22.30 on the evening of the 2nd of June, the whole flight was being reported widely across Australia as a mercy mission (fairly unusual in itself at that time) with bulletins every half hour or so. Thus, when we arrived home we were met not only by Customs (of course) but also by the Press.
As a post script I should add that Nadine made a full recovery. After a lifetime spent flying I should observe that this had been the longest crew flying duty period that I ever experienced!
Last edited by Nugget90; 8th Mar 2015 at 17:08. Reason: Typo
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I had the joy
Of being the loadmaster on both the Norfolk Island and Nauru trips.
Seems like only yesterday, they were good days the like we are unlikely to see again.
Norfolk island gave us the best fishing I have ever seen, not helped by a nosey shark who wanted some of the action. Aircraft under the command of the late Air Commode David Hitchens who was I believe the CO of your 30 Squadron.
Nauru was a different story there was no proper airfield and in actual fact was the old WW2 Japanese field. We would have been light and the drivers seem to have little problem. Brian Warsap was the aircraft commander, we used to get the very best on exchange from the RAF.
All the best
Col
Seems like only yesterday, they were good days the like we are unlikely to see again.
Norfolk island gave us the best fishing I have ever seen, not helped by a nosey shark who wanted some of the action. Aircraft under the command of the late Air Commode David Hitchens who was I believe the CO of your 30 Squadron.
Nauru was a different story there was no proper airfield and in actual fact was the old WW2 Japanese field. We would have been light and the drivers seem to have little problem. Brian Warsap was the aircraft commander, we used to get the very best on exchange from the RAF.
All the best
Col
I have received a PM from Nugget90 and we do indeed know each other from the 'K' on 47 Sqn at Fairford. I last flew with him on Jan 8 1970 in XV 295 from Akrotiri back to Fairford. He then went to the VC10 and I went to 48.
This trip was my route check and I was upgraded from C Cat to B Cat and told I was in the frame for the Wing Examiner's job. I did not get it but got the 'consolation' prize instead, the posting to Changi. Given a free choice I would have taken the overseas posting every time !
This trip was my route check and I was upgraded from C Cat to B Cat and told I was in the frame for the Wing Examiner's job. I did not get it but got the 'consolation' prize instead, the posting to Changi. Given a free choice I would have taken the overseas posting every time !
herkman,
judging by the length of the fire tender it looks a tight squeeze getting up the ramp and on to the main floor. Sounds a great trip all round.
I had a good look round the 'A' when we visited Richmond and also round a USAF gunship version in Thailand. I believe they were known as the GT model on account of the excellent power to weight ratio due in part to the lower MTOW. When I did the HEART job I seem to recall that the RAAF had by far and away the best safety record of anyone operating the Hercules. Huge respect.
And the RAF was still operating the Beverley and Hastings !
judging by the length of the fire tender it looks a tight squeeze getting up the ramp and on to the main floor. Sounds a great trip all round.
I had a good look round the 'A' when we visited Richmond and also round a USAF gunship version in Thailand. I believe they were known as the GT model on account of the excellent power to weight ratio due in part to the lower MTOW. When I did the HEART job I seem to recall that the RAAF had by far and away the best safety record of anyone operating the Hercules. Huge respect.
And the RAF was still operating the Beverley and Hastings !
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TRYING TO RESUME NORMAL SERVICE
Yesterday it would seem that my uploaded images across PPRuNe (including this thread) weren't visible and replaced with an "Invitation to Upgrade" to me from PhotoBucket. Apparently I exceeded my 10GB per month Bandwidth "Free Allowance". However everything looks OK this morning on my Mac & iPad.
Apparently the recent popularity of the Herc thread has resulted in an increased "Hit Rate" against my uploaded images. In simple therms ...
Hit Rate x Number of Images x Image Size > Bandwidth of 10GB per month = Images Masked until Reset (Monthly).
I'll undertake a few further checks today as I wouldn't what this "annoyance" to disrupt everyone else's enjoyment (I still have interesting/historic Air Clues material).
Kind regards ...
Coff.
PS. Many thanks to those who alerted me to the issue yesterday
Yesterday it would seem that my uploaded images across PPRuNe (including this thread) weren't visible and replaced with an "Invitation to Upgrade" to me from PhotoBucket. Apparently I exceeded my 10GB per month Bandwidth "Free Allowance". However everything looks OK this morning on my Mac & iPad.
Apparently the recent popularity of the Herc thread has resulted in an increased "Hit Rate" against my uploaded images. In simple therms ...
Hit Rate x Number of Images x Image Size > Bandwidth of 10GB per month = Images Masked until Reset (Monthly).
I'll undertake a few further checks today as I wouldn't what this "annoyance" to disrupt everyone else's enjoyment (I still have interesting/historic Air Clues material).
Kind regards ...
Coff.
PS. Many thanks to those who alerted me to the issue yesterday
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62 that made it to the '90s in my Logbook
The following frames were already gone:
XVs 180, 194, 198 and 216
lost/Cat 5'd on the following dates respectively:
180: 24/03/69
194: 12/09/72
198: 10/09/73
216: 09/11/71
Source: UK Serials website.
Perhaps AA62 can elaborate? ISTR that one (216?) was lost off Pisa with paras onboard during an exercise, and another (180?) in Norway having departed the runway after landing?
Trumpet trousers
The first loss was at Fairford in '69 - co-pilot training I believe (30 Sqn)
The next was at Pisa in '71, just after take-off on what was to have been a 9 ship low level night into day followed by dropping Italian paras on a DZ in Sardinia - only the first 6 got airborne and No3 ( 24 Sqn ) flew into the sea killing all on board.
The third was at Tromso when the a/c left the runway and fell into a ditch ISTR. I think it broke its back. (24 Sqn ). The crew survived.
198 crashed at Colerne in Sept' 73, also on co-pilot training ( 48 Sqn ).
I think it was another 20 years before the next fatal loss in Scotland on low-level.
The next was at Pisa in '71, just after take-off on what was to have been a 9 ship low level night into day followed by dropping Italian paras on a DZ in Sardinia - only the first 6 got airborne and No3 ( 24 Sqn ) flew into the sea killing all on board.
The third was at Tromso when the a/c left the runway and fell into a ditch ISTR. I think it broke its back. (24 Sqn ). The crew survived.
198 crashed at Colerne in Sept' 73, also on co-pilot training ( 48 Sqn ).
I think it was another 20 years before the next fatal loss in Scotland on low-level.