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The C-12 Huron is, without question, the backbone of the U.S. Army’s fixed-wing program. They serve as the prime mover for most DV missions, it is the base airframe for their longest-running ISR platform, and it serves as light cargo and utility aircraft. In other words, the C-12 does it all, and it has been doing it all since the 1970s. While the King Air brand is as strong as ever (it is the most popular turboprop in the world), the C-12 has been in continuous service with the Army for 51 years. So how much life does the program have left? Will the C-12 remain the Army’s go-to fixed-wing workhorse in the future? 

Let’s find out. 

The Current Inventory

The King Air is the most popular turboprop in the world; there is no denying it. There have been more than 6,600 produced and operating worldwide, with over half being from the Super King Air family that the C-12 comes from.

The entire Army fixed-wing fleet comprises 285 aircraft, the bulk of which are C-12 Hurons or one of their derivatives. The Army is well aware of its situation with the C-12, although it is not just the C-12 that is getting old; the C-26 Metroliner has been in service for many years, and its first flight was back in 1969. In short, the fixed-wing fleet is getting old. The C-12A first entered service in 1972 and has been in continuous service with the U.S. DOD since then. While it does not endure nearly the same trials as a tactical aircraft, which is loaded under high-G maneuvering every single time they take to the air. But still, fifty years is fifty years. But, of course, this doesn’t mean that each airframe or aircraft is five decades old; instead, the fleet itself is old, and even well-maintained aircraft are subject to the effects of aging. At some point, the Army will have to settle on a replacement for its fleet of workhorse fixed-wing aircraft, but that time is still being determined. They have been mulling a replacement for more than a decade.

Fixed Wing Utility Aircraft Replacement Program

The Army started the procurement process over a decade ago, but it looks like they aren’t any closer to making a decision now than in 2012. Then, the project was tabled in 2019 as the Army assessed its budget and found that warfighting assets took priority over utility assets.

The most likely scenario is that the can will continue to be kicked down the proverbial road until the fixed-wing assets are at their breaking point (or a little beyond). 

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What Are The Latest Models Of C-12s In The Army Fleet? 

Although the C-12 lineage has 51 years of history in the Army, that does not mean it has been static for all those years. On the contrary, the C-12 has continually evolved over its long and storied history. Alpha models were upgraded to Charlies. Next, deltas were made by Beechcraft as new aircraft with large utility doors installed for pallet loads, and so on. The latest of the King Air 200 aircraft is the Tango, Romeo, and Victor models, which represent the continuing evolution of avionics and engine upgrades to maintain their position as the most popular turboprop in the world. The latest production C-12 Hurons are the Sierra models, which are not an upgrade of existing aircraft. Instead, these are King Air 350 derivatives, which are a substantial upgrade in terms of size and performance for the King Air brand. 

King Air 350s increase the horsepower output on each side by 200, with each PT6A-60A turning out 1,050 shp. Like the Delta models, the Sierra models are equipped for quick cargo conversions so that the aircraft can go from DV missions to hauling parts, guns, or whatever else quickly. It will be hard to replace the King Airs in the Army’s inventory because they are so reliable, sturdy, and robust. Also, since they have been around for so long, the supply of parts is excellent, and the supply chain is strong. 

Will The Huron Continue To Do ISR Work?

We know the Army has implemented other aircraft to supplement its capabilities, but the Guardrail program will likely be around for a while. While business-class jets have serious advantages over turboprops, namely loiter time, altitude, and ferrying speed, there is no substitute for what is already in your garage. There are already many Guardrail aircraft, and they have performed exceptionally well wherever the Army tasked them. Plus, they share a common airframe with the most common fixed-wing asset in the DV fleet, and with that comes a common, shared supply chain. While the future of ISR is most certainly in jets, that day when they are the exclusive platform is a long way off. Until then, the legacy turboprops will continue to perform the lion’s share of ISR work and be the backbone of the Army’s ISR fleet. 

Greenwood Aerospace Procurement

If you are a program manager wondering where your supply of parts will come from, don’t sweat it. Greenwood Aerospace is your trusted partner with decades of experience sourcing parts, testing and developing supply and logistics chains, and even procuring aircraft. So whatever your needs are, chances are good that we can help you put it in motion. And we don’t know this as just a parts supplier; we operate a fleet of aircraft and understand the pains of finding the right parts when you need them and anticipating future demands. So we have skin in the game. You can rest assured that you’ll get the same white glove treatment we have for our fleet. So give us a call to go over what we can do for you, or start a quote today!

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