The enormous C-17 Globemaster, the mainstay of the Air Force’s transport fleet, often has trouble operating in cold conditions during certain times of the year. Enter the C-130 Hercules.

Military activity relating to the Arctic Circle has been in the news lately. With the ice caps melting, new sea lanes opening, and new natural resources becoming accessible and economically viable to extract for the first time, various northern nations are vying for relevance near the North Pole.

And, although the far north has consumed popular attention—due in part to President Donald Trump’s controversial bid to acquire Greenland—the same process is underway in Antarctica. Indeed, the U.S. Air Force has just concluded this year’s “Operation Deep Freeze,” returning all transport planes from Christchurch, New Zealand, where American airmen spent the summer conducting flights to and from Antarctica. Operation Deep Freeze, the name given to Antarctic support operations that began in 1955, has been ongoing for years—but included a new aircraft for the first time this year: the C-130Hs from the Nevada Air National Guard.

The C-130 Hercules: From Reno to Antarctica

If you’ve ever flown into Reno-Tahoe International Airport, the first thing one probably notices is the airport’s extremely turbulent final approach. The second thing is the line of C-130 Hercules aircraft parked along the western side of the runway. Known as the “High Rollers,” the 152 Airlift Wing of the Nevada Air National Guard and their C-130s were used this year in Operation Deep Freeze. The reason: the enormous C-17 Globemaster, the mainstay of the Air Force’s transport fleet, often has trouble operating in cold conditions during certain times of the year.

“There’s a C-17 gap season, from about the 5^th of December through the third week of January, where we don’t operate because the runway gets too soft,” said Lt. Col. Jack Smith, Commander of the 304^th Expeditionary Airlift Squadron Antarctic Operations. “But the C-130 can start operating earlier because they’re smaller and lighter, so that they have an option to move passengers north and south during those gap periods.”

The LC-130, a ski-equipped variant of the C-130, has been participating in Operation Deep Freeze for years. But the C-130H out of Reno is far cheaper to operate. Why? Because the skis take up space in the sky compared to retractable landing gears, significantly decreasing fuel efficiency—so much so that the LC-130 uses 25 percent more fuel than the C-130H.

Of course, neither the LC-130 nor the C-130H have the payload capacity of the C-17, which is especially helpful in assisting with one of Operation Deep Freeze 2025’s primary tasks: helping to rebuild a pier at McMurdo Station. The pier, where ships offload cargo and supplies, has been under construction, with Navy Seabees leading the way, relying upon cranes and big drilling rigs that the C-17s have flown in. Due to their size, the C-17s can only land at one airfield in the area: Phoenix at McMurdo, a runway consisting of compacted ice strong enough to handle the hulking C-17.

The Air Force operations in Antarctica are challenging in the ways one might expect, forcing airmen to “brave harsh conditions to fly personnel, equipment and supplies” where “conditions at McMurdo can change rapidly.” And while Antarctic operations have ceased for now, and while the Pentagon may have shifting priorities, “there is little chance of the Air Force’s role in Operation Deep Freeze being affected” moving forward.

About the Author: Harrison Kass

Harrison Kass is a senior defense and national security writer with over 1,000 total pieces on issues involving global affairs. An attorney, pilot, guitarist, and minor pro hockey player, Harrison joined the US Air Force as a Pilot Trainee but was medically discharged. Harrison holds a BA from Lake Forest College, a JD from the University of Oregon, and an MA from New York University. Harrison listens to Dokken.

Images: Shutterstock / Photofex_AUT.

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