UC-12W: Workhorse of Afghanistan and Beyond
The C-12 Huron has proven itself to be one of the most reliable fixed-wing aircraft in the military. One variation or another has been in continuous service with the Army for nearly five decades, and even though they are looking for a replacement, it gets stymied every time the search heats up.
While they operate a much smaller fleet of Hurons, the Navy and Marines operate a fleet of Hurons that all use the ‘utility’ prefix to their designation, a subcategory of the parent ‘cargo’ designation.
This is done because the Navy and Marines use their Hurons for much more than VIP missions, although they certainly do plenty of that. Let’s take a good long look at the UC-12 Huron, namely the Whiskey, and see what it brings to the table for the Marines.
What Is The UC-12W?
The Beechcraft UC-12W Huron is the latest derivative of the practically ageless C-12 Huron family, used solely by the Navy and Marines. The Whiskey model is substantially different than the previous utility-branded Hurons.
The UC-12W is built on the wildly popular Beechcraft King Air 350. The King Air 350 is substantially larger than the B200 (most Hurons), with added horsepower and larger physical dimensions.
The UC-12W is also equipped with larger fuel tanks, giving it substantially longer reach for missions in and out of the AOR or just to get DVs a little farther before refueling in CONUS.
The Marines are the prime user of Whiskey model Hurons and uses them for a few different missions, including:
- Personnel and cargo movements
- Medical evacuation (MEDEVAC)
- Logistical support missions
- Training missions
How Is The Whiskey Model Different Than the UC-12F/M?
So, we know that the UC-12W is a Beechcraft King Air 350, mostly unchanged from the civilian version (there are a few electronic countermeasures, but overall it is unchanged).
The Navy and Marines still operate Foxtrot and Mike models of the Huron, which are used interchangeably with the Whiskey model. It’s just understood that the payload, range, and performance are all reduced.
The Navy deployed the Foxtrot in 1986 and the Mike in 1987, while the Whiskey was not deployed until 2010. The F and M models are admirable and operate well in most locations, but the high mountains of Afghanistan pose problems even for the most reliable aircraft in the fleet.
The UC-12W: Beechcraft King Air 350
The solution to the high density altitude and mountain operations problem of Afghanistan is adding horsepower, and the best way to do that for the Navy procurement office was to simply adapt an existing aircraft with better range, more power, and better overall performance.
UC-12W Hurons are equipped with Pratt & Whitney PT6A-60A turboprops, which are rated at 1,050shp per side, an increase of 200shp per side over the PT6A-42 used in the Foxtrot and Mike models.
This leads to a 4,000lb increase in MGTOW, which is very impressive. Regarding Afghanistan, a Whiskey Huron can operate much more easily with the same payload than a Foxtrot or Mike. If the aircraft has 1,000 lbs of cargo onboard, the UC-12W will get off the ground faster, climb faster, and cruise farther than a B200 UC-12. This is what gets misunderstood about aerial missions: it’s not always about just doing or hauling more. It is also about taking the same mission but doing it better, faster, or with fewer fuel stops.
When Did The Navy & U.S. Marine Corps Get UC-12W?
The Navy and Marines took delivery of their first UC-12Ws in 2010, 24 years after receiving their first Hurons. The original Hurons are still flying and play a critical role in their inventory for light cargo and DV/VIP missions. But it is no coincidence that the significantly more powerful Whiskey models were introduced right in the middle of the Afghanistan War.
UC-12W Missions
The UC-12W is used for all kinds of missions, although primarily, it is used for VIP transport during maritime. However, in the AOR, it really has the opportunity to shine as a multi-purpose machine.
These models are equipped with pallet-sized cargo doors so that the Whiskey can be loaded with full pallets. The seats are easily removed rollers are locked into place, and they can load pallets.
The cost of using a King Air is fractional compared to the large KC-130J and the extremely complex V-22. Also, it can fly much higher, farther, and faster than the CH-53, which is cheaper.
Why Would The UC-12W Get Missions Instead of Other Airlift Aircraft
A big part of the reason why the Whiskey was adopted and in such large numbers (30 UC-12Ws are contracted for purchase, which is ten more aircraft than all other Hurons combined in the Navy and Marines) is to take missions off of the plate of the much more costly tactical aircraft.
The UC-12W Is Much Cheaper to Operate
The fuel burn alone between the UC-12W and other options in the current inventory makes the Huron a no-brainer. Imagine generating an entire mission for a KC-130J just to haul a pallet of parts or supplies or maybe a handful of troops.
Well, it happens all the time.
At around $7,100 per flight hour, the King Air 350/UC-12W is a solid investment to save a lot of cash for utility work.
Far Less Maintenance Intensive Than The V-22
In terms of size and payload, the V-22 Osprey is fairly similar and comparable to the UC-12, but it is many times more expensive per flight hour than the King Air could ever be. Sources vary, but flight hour costs appear to be between $11,000-$23,000 per flight hour on the Osprey, as opposed to around $1,400-$1,800 per flight hour for a King Air 350.
What Are The Weaknesses Of the UC-12W?
There aren’t really many weak spots on the King Air 350. There is a reason the King Air is the most popular turboprop in the world, and nothing appears to be dethroning it any time soon.
It is equipped with a modern avionics suite and has the performance enhancements needed to take it well into the 21st century.
As with all military aircraft, the UC-12W will eventually break. This is especially true when operating in AORs like Iraq and Afghanistan, where the climates are totally unforgiving and the workload is heavy.
Greenwood Aerospace is your ace in the hole with parts procurement for the UC-12W and all other King Airs as well. We have been in the business for a long time, curating relationships with prime vendors of OEM parts.
Our goal is to be your long-term partner supporting your King Air operation. Whether you are the designated representative for a military unit, federal or state government, or even an authorized foreign nation, we’d love to work with you to sustain your King Air 350 fleet!
Give us a call or email through our contact link, or start an online quote today!
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