MC-130P Combat Shadow
HC-130P/N Combat Shadow
The MC-130P (formerly the HC-130P/N) Combat Shadow flies clandestine or low visibility, low-level missions into politically sensitive or hostile territory to provide air refueling for special operations helicopters. The MC-130P primarily flies its single- or multi-ship missions at night to reduce detection and intercept by airborne threats. Secondary mission capabilities include airdrop of small special operations teams, small bundles, and zodiac and combat rubber raiding craft; as well as night-vision goggle takeoffs and landings, tactical airborne radar approaches and in-flight refueling as a receiver.
MC-130P's were previously designated HC-130N/P. However, the "H" designation is a rescue and recovery mission code and not representative of the aircraft's special operations role. In February 1996, AFSOC's tanker fleet was redesignated MC-130P's, aligning the Combat Shadow with other M-series special operations mission aircraft.
The HC-130P was similar to the HC-130N, but with Fulton Surface-To-Air Recovery System [STAR] fitted. This has since been removed. The Fulton recovery kit was dropped to the person to be recovered who then puts on the overall-type harness. A large, helium-filled balloon used to raise a 450-foot (136.5 meters) nylon lift line. The MC-130P engages the line with its V-shaped yoke and the individual is reeled on board. Red flags on the lift line guide the pilot during daylight recoveries; lights on the lift line are used for night recoveries. The MC-130P flies towards the lift line at 150 miles per hour (240 kilometers per hour), snags it with scissors-like arms located on the aircraft nose and the person or equipment is lifted off, experiencing less shock than that caused by a parachute opening. Aircrew members then use a hydraulic winch to pull the person or equipment aboard through the open rear cargo door.
Col. Allison Brooks, then Commander of the ARRS, and A3C Ronald Doll participated in the first human testing of the Fulton surface-to-air two-man recovery kit at Edwards AFB, California in May 1966. Recovery kits were designed for one and two-man recoveries, but eventually proved impractical for most rescue purposes. By 1996 the 8th SOS was the only unit in the world that maintained crew proficiency in the use of the Fulton recovery system, and had been prepared to launch if called upon since the late 1960's. A fatal accident in 1982, the only fatality in 17 years of live pick-ups, damaged the credibility of the personnel pick-up system within the special operations community. That, along with the increased availability of long-range air-refuelable MH-53J Pave Low and MH-47E Chinook helicopters, and tightening budgets, caused AFSOC to deactivate the capability in September 1996.
Some HC-130P have been modified as dual tanker/transport with NVG HUD, MAWS(IR), FLIR and can drop parachutists freefall and static line (only from doors at a rate of 10 every 5 seconds). Minumum safe height is 500 feet.
MC-130P Combat Shadows and MC-130E Combat Talon I aircraft have similar missions, but the Combat Talon I's have more instruments designed for covert operations. Both aircraft fly infiltration/exfiltration missions - airdrop or land personnel and equipment in hostile territory. They also air refuel special operations helicopters and usually fly missions at night with aircrews using night-vision goggles. The Combat Talon I, however, has an electronic countermeasures suite and terrain-following radar that enables it to fly extremely low, counter enemy radar and penetrate deep into hostile territory.
Special operations forces improvements are being made to the MC-130P, with modifications completed in FY2000 featuring improved navigation, communications, threat detection and countermeasures systems. The fully modified Combat Shadow has a fully integrated inertial navigation and global positioning system, and night-vision goggle-compatible interior and exterior lighting. It also has a forward-looking infrared radar, missile and radar warning receivers, chaff and flare dispensers and night-vision goggle compatible heads-up display. In addition, it has satellite and data burst communications, as well as in-flight refueling capability as a receiver.
The Combat Shadow can fly in the day against a reduced threat, however, crews normally fly night, low-level, air refueling and formation operations using night-vision goggles. To enhance the probability of mission success and survivability near populated areas, crews employ tactics that include incorporating no external lighting or communications, and avoiding radar and weapons detection.
Originally ordered in 1963 and first flown in 1964, the HC-130s have served in many roles and missions. The aircraft was initially modified to conduct search and rescue missions, provide a command and control platform, refuel helicopters and carry supplemental fuel for extending range or air refueling. In the Vietnam War they were used to refuel Jolly and Super Jolly Green Giant helicopters and, as an airborne command post, to direct rescue efforts. Four aircraft were modified to deploy and control 10,000-pound remotely piloted vehicles. It was initially modified to conduct search and rescue missions, provide a command and control platform, air refuel helicopters and carry supplemental fuel for extending range or air refueling.
In 1986, the active-force HC-130 aircraft changed to a special operations mission. MC-130P's have been a part of the special operations mission since the mid-1980s. They provided critical air refueling to Army and Air Force helicopters during Operation Just Cause in Panama in 1989. They deployed to Saudi Arabia and Turkey in support of Desert Storm in 1990 to provide air refueling of special operations forces helicopters over friendly and hostile territory, as well as psychological operations and leaflet drops.
Since Desert Storm, the MC-130P has been involved in operations Northern and Southern Watch, supporting efforts to keep Iraqi aircraft out of the no-fly zones. Although MC-130P's left Southern Watch in 1993, they returned periodically to relieve Air Combat Command rescue forces. The aircraft also took part in Operation Deny Flight in Yugoslavia in 1993, and Operations Restore Democracy and Uphold Democracy in Haiti in 1994. The MC-130P has been involved in operations Deliberate Force and Joint Endeavor in Bosnia since 1995. Additionally, the MC-130P took part in Operation Assured Response in 1996, providing air refueling for the MH-53s shuttling evacuees between Liberia and the rear staging area.
In March 1997, the MC-130P was diverted from Italy to provide combat search and rescue during the evacuation of non-combatant Americans from Albania. Also in 1997, the MC-130P provided command and control and refueling support during Operation Guardian Retrieval, the evacuation of Americans from Zaire. In July 1997, the aircraft provided aerial refueling for MH-53J's when U.S. forces prepared for possible evacuations of noncombatants from Cambodia. The aircraft also was part of Operation High Flight, the search to locate an American C-141 involved in a mid-air collision with another aircraft off the coast of Angola in September 1997.
During Operation Allied Force, an MC-130P Combat Shadow participated in a combat search and rescue mission for the pilot of a downed F-117A stealth fighter. For their efforts, the 67st Special Operations Squadron crew was named winner of the 1999 Brig. Gen. Ross G. Hoyt Award. This award is presented annually by Air Mobility Command to the most outstanding air refueling aircrew. The Combat Shadow crew took off enroute to Bosnia-Herzegovina for a rendezvous with three rescue helicopters. Two were MH-53 Pave Lows, one from the 21st SOS and the other from the 20th SOS at Hurlburt Field, Fla. The third helicopter was an MH-60 Pave Hawk from the now deactivated 55th SOS at Hurlburt Field. The plan called for the rescue helicopters to refuel immediately before crossing the Serbian border to allow them to operate with full fuel tanks. Until needed, the MC-130P remained out of sight. After more than 90 minutes of orbiting close to the border, the call came from the helicopter crews for the desperately needed fuel that would enable them to continue the rescue mission. The refueling took place at the unusually low altitude of 700 feet within three miles of the Serbian border. Afterward, they waited for the second MC-130P to replace them before departing for badly needed fuel. Sustaining fuel was provided by rendezvous with a KC-135 -- a first for an MC-130P during a combat mission. The crew then flew to Tuzla Air Base in Bosnia-Herzegovina, where they picked up the downed pilot and transported him to Aviano Air Base.
In March 2000 Air Force MC-130P aircraft crew members used their flying time over Mozambique to take digital photos of flooded areas to help relief teams determine where supplies are needed. What started with the U.S Army Corps of Engineers asking the crews to take pictures of flood damage to a dam has turned into daily photography requests from the Atlas Response Joint Task Force that coordinates the U.S. military relief operation.
