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DustyMoment

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core_pfieldgroups_2

  • First Name
    Ken
  • Last Name
    Furlong

core_pfieldgroups_3

  • core_pfield_11
    Suggestibility Behaviorist (Hypnotist as you know it), Retired Air Traffic Controller, Bicyclist, metal detectorist.
  • core_pfield_12
    the Boondocks of Southern Colorado
  • Occupation
    Suggestibility Behaviorist

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  1. 2 engines out reminded me of an interesting landing. I was an Airborne Rescue Radio Operator and this happened about ’71. (I still have the radio log) We scrambled for one of our sister ships on a training mission. They had shut down number one engine. We made the intercept about 100 miles out from Yokota at which time we also shut down number 1 engine. We escorted our sister and on final they shut down number 3 engine and landed with no problem. Ours was a bit different. On very short final we shut down number 2 engine. There was not time to discuss the ramifications of this. As we touched down I hit the mike button to tell our Rescue Control Center that we were ok. However, just at that moment the AC said over the intercom, “What the hell is going on?” (not a good sign) I let go of the mike button immediately. (seems normal braking was out) The working engine props were thrown into reverse and of course we swerved violently to the right. Flight idle input swerved us then to the left, at which time the right wing lifted up. The co-pilot (Lt. Roy Petit) saved the plane with immediate right aileron input. We spent the next 12,500 feet of the 13,000 foot runway swerving right to left, left to right, with the appropriate wing lifting up, rocking the plane. After we finally stopped, instead of finishing my radio log, in the quietness, the navigator (Old Bud [Major Lux]) turned to me and said, “Ok hippy (my nickname) let’s get off this thing.” We jumped down to the cargo deck and I opened the crew entrance door. As we stepped out, Pedro (twin bladed helicopter) was hovering very close with the fire suppression kit dangling below, and a few guys in fire suites standing there. We looked to the back of the plane and there was every fire truck on base in a semi-circle behind our aircraft. In the wheel wells were two crews, each spraying into the wells, where we saw flames. Old Bud and I started running forward. The pilot saw us running and hit the evacuation bell. Later we were told two things. Emergency braking caused the fire in the wheel wells, and that the sever rocking of the plane activated the fuel dumps, or at least fuel was flowing out of them. The whole squadron was out at the flight line watching this thing, and it’s the one time my friends (maintenance and admin) were not jealous of my flight status. The Loadmaster at the left scanning window swore that number one prop only missed the runway by an inch. Anyway, interesting landing. (I just remembered this forum is about “fin-spin.” Sorry for the war story.
  2. a dupe of my previous one. Heavy enter finger I guess.
  3. (the Little Rock Crash of '71) I put this on another thread. Hope it's ok to do again here. First, a quick rememberance of Dintlemam, a recently arrived Loadmaster from our 36th Aerospace Rescue and Recovery Squadron, in Japan. It shocked us all, and he was missed. Second: I distinctly remember that (not sure to how many variants of the C-130) there was an Air Worthiness Directive (or stronger, as I remember there was an immediate grounding) to check some part of the rudder assemly. I always assumed that that was the cause of the crash. I remember how vulnurable I felt knowing that a reliable, long term active aircraft, could suddenly show a flaw after so long a time in service. Hopefully that saved lives down the road. Regards to All
  4. I have two things to mention. First, I just want to remember William H. Dintleman Jr. He was probably not well known at his new duty station as he had only left our 36th Aerospace Rescue and Recovery Squadron (in Japan) a short time before the crash. We used to yank each others chains in good natured fun (I was an Airborne Rescue Radio Operator,) and the crash was a shock to all of us at his old home base. He was missed. Second, I distinctly remember that (not sure to how many variants of the C-130) there was an Air Worthiness Directive (or stonger, as I seem to remember an immediate grounding) to check some part of the rudder assembly. I always assumed that that was the cause of the crash. I remember how vulnurable I felt knowing that a reliable, long term active aircraft, could suddenly show a flaw after so long a time in service. Hopefully that saved lives down the road. Regards to All
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