Operation Shed Light - Black Spot

Perhaps the most radical of Shed Light's projects were two C-123K Provider aircraft modified in September 1965 under Project Black Spot. Black Spot had been in development prior to the establishment of the Shed Light Task Force, but were subsequently incorporated in under the wide reaching charter. With the scrapping of the AS-2D aircraft program in 1968, the Black Spot aircraft became the prime contenders for Shed Light’s first phase.

The Black Spot aircraft were to fit under the "self-contained night attack capability" description and E-Systems of Greenville, Texas was contracted to complete the modifications. These aircraft featured the following sensors:

• Autonetics (A division of North American Aviation) R-132 forward looking radar (FLR) to locate targets for closer inspection via Low Light Level TV (LLLTV) and Forward Looking Infrared (FLIR), and featured a Moving Target Indicator (MTI) and automatic tracking capability.

• An Avco FLIR.

• Westinghouse LLLTV, with automatic tracking.

• A Westinghouse laser rangefinder.

The LLLTV system was described as having the highest resolution, and was to be the primary means of target location and engagement. The aircraft itself looked radically different visibly from its transport brethren, as the new equipment required lengthening the nose by over 50 inches.

Also included was an armament system that could carry BLU-3/B (using the ADU-253/B adapter) or BLU-26/B (using the ADU-272/B adapter) bomblets, or CBU-68/Bs cluster bombs. Both the ADU-253A/B and ADU-272A/B are listed as being used in combat, with no mention of combat drops of CBU-68/Bs. In addition to the offensive armament, two hand operated flare launchers were initially provided, until LAU-74/A automatic launchers could be supplied. Besides the automated nature of the LAU-74/A, the unit only required one loadmaster to operate it.

The two aircraft, serial numbers 54-691 and 54-698, were first designated NC-123K in 1968 and then redesignated AC-123K in 1969. These NC/AC-123Ks were first deployed operationally at Osan in South Korea between August and October 1968, and flying in support of operations against North Korean infiltrators approaching by boat. The operations in Korea met with a certain level of success and as a result the NC/AC-123Ks were transferred to South Vietnam in November 1968.

Once in South Vietnam the aircraft were engaged in missions against the transport of materiel along Ho Chi Minh Trail and in the Mekong Delta Region. The aircraft operated there until January 1969, when they were redeployed to Ubon RTAB, Thailand. Two missions a night were flown from Ubon with two A-1 escorts from Nakhon Phanom RTAB (often referred to simply as NKP) flying cover and providing additional firepower. Initial escort had been provided by F-4s, but the difference in speed and capabilities had made protecting the lower and slower flying NC/AC-123Ks difficult. The area of responsibility for the first six months was approximately 100 nm east southeast from NKP. After that, the area of coverage was a river in southern Laos.

The two aircraft were returned to the United States, to Hurlburt Field, Florida in May 1969, where a second round of training occurred. Four crews attended a ground school in Greenville, Texas and returned to Hurlburt where they flew the aircraft for the first time. In October 1969 two crews flew the aircraft to a second deployment at Ubon. The other two crews arrived in early November. After attending jungle survival training at Clark AB in the Philippines missions over Laos commenced.

The final phases of the program are slightly unclear. Some sources have missions terminating in early July, 1970 and the aircraft flying to the "Bone Yard" at Davis-Monthan AFB where they were returned to C-123K standard, then returned to South Vietnam still wearing their camouflage and black undersides for transport duty. The description of the designation in the official documentation supports this, by saying that the NC-123K is "Similar to C-123K but partially demodified from AC-123K (modified to an attack configuration) to permit general cargo handling and troop movement."

However, the official history states that combat operations ceased 11 May 1969, with no mention of the second deployment. The second deployment is mentioned in associated documentation, but only as to when the aircraft were scheduled to arrive in Thailand, not when they departed. Also, the official aircraft records show both aircraft as transferred to Napier Field, Alabama, where they were still listed as an NC-123K as of December 1972. The purpose of this transfer is unclear. That the official history notes an "munitions accident" on 19 March 1969 in the chronology, but without any details as to the fate of aircraft or which aircraft was affected, adds additional confusion.

It is also suggested that the Black Spot aircraft were never intended to be used in combat. However, as of 1966 20 production aircraft were planned, for a total cost of $64.7 million. There was even a recommendation that the C-130 Hercules be added to the program and used instead. These projected aircraft were referred to as a Black Spot II. After the Operation Trial and Evaluation, it was found that the aircraft were not suitably protected and survivable for protracted use in combat zones. No C-130 aircraft are known to have been converted to a Black Spot II standard.