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T
-^-he introduction of ski-equipped LC- 130s in i960 provided the U. S. Navy Wlth a unique capability of supporting scientists almost anywhere on the vast antarctic continent. Indeed, without this aircraft, U. S. programs in the Antarctic probably would be limited to coastal areas of the continent, as are most other
l0rted takeoff, and the remainder of
Pi]ot bl
sastrugi.
nought 129 to a halt on its nose
Commander W. S. Kosar U. S. Navy
nations’ antarctic programs.
The support operations on 15 January *975 included an open field landing at a rern°te part of the ice plateau of East Antarctica called Dome C to pick up a Ve-rnan international science field party. Dome C is at an elevation of about TOOO feet, 625 nautical miles from the Principal U. S. station, McMurdo, and 925 nautical miles from the U. S. station at the geographic South Pole. Physically, rile surface is a flat plain of snow and ice Wlth rolling hard ridges called sastrugi, Slx t0 24 inches high and 25 to 40 feet aPart, overlain with a few inches of loose
snow.
Because of the generally difficult con- 'rions in open-field ski takeoffs, and Particularly at high elevations on the ice P ateau, jet-assisted takeoff (JATO) *s rjSed routinely. Thus, JATO was used ^tiring the takeoff slide of LC-130F num- ^Cr r48319 after the science team had nen taken aboard. A few seconds after e JATo was fired, one canister on the starboard side blew up, damaging the th*aCCnt ^useiage and starting a fire in e right inboard engine. The aircraft lc*ded in a half circle as it came to a Jt; The fire spread to the outboard engine and destroyed the wing. The Cfew and passengers were unhurt in the
e aircraft escaped serious damage. Another Hercules, LC-130R number 129> at the time flying near McMurdo, liyP°n^Cd to rhe call for assistance from -j, and immediately flew to Dome C.
e aircraft, one of three new LC-i30Rs r rated by the Navy, was in its second a natr of antarctic service. It landed f^d picked up the crew and passengers Q°na 319. In view of the uncertain safety , c^e JATo units, a takeoff without was chosen. The high elevation lo t^*e ^ack of JATO thrust resulted in a ng takeoff slide over the rough snow ajr^n' Just as the aircraft was to become ^ 0rne, the nose gear collapsed as it nunced over the hard sastrugi. The
By
with only some buckling of the lower fuselage. Once again, no one was injured.
A third Hercules, LC-130R, 159131, flew to the accident scene and evacuated the passengers and crews, this time using JATO during takeoff.
Loss of these two aircraft seriously affected the science program in Antarctica. Other than some early C-130D ski- equipped Hercules with lower range and payload capabilities than the antarctic models, the three remaining LC-130S constituted the world’s only ski- equipped, heavy-lift aircraft capability. These damaged aircraft thus were a unique national asset that could be replaced only by expensive new production. Investigation of the practicality of recovering the aircraft began immediately.
Following an inspection by Naval Air Systems Command engineers, a decision was made to repair and recover the aircraft.
Plans called for flying in an advance party early in November 1975 to prepare a camp and a skiway. The skiway was indispensible for two reasons: to eliminate the rough takeoffs and to permit LC-130 operations at greater weights.
After the camp and the skiway were prepared in mid-November, a repair team would be brought in. The team would rebuild the lower fuselage and nose gear of 129 and remove and repair the center wing section, the right outer wing panel, and the starboard engines of 319. The working season would end in late January, when deteriorating weather traditionally halts summer operations. This period appeared long enough to complete the repairs necessary to fly both aircraft off Dome C to McMurdo and on to New Zealand or the United States for final repairs.
Field shelters, called Jamesways, for sleeping, eating, workshops, and relaxation, would form the core of the camp. Generators, portable heaters, and tracked vehicles, including a D-4 bulldozer, all transportable by LC-130, were assembled. A snowplane for smoothing the skiway and portable work shelters were purchased.
A new center wing section for 319 and repair kits for other damaged areas of 319 and 129 were ordered from Lockheed Georgia Company. The repair material lists were reviewed carefully since the lack of a part, no matter how small, would result in many days of delay while
special (and expensive) arrangements would have to be made to fly in the part.
A repair team was assembled, combining the engineering expertise of Lockheed Georgia Company and craftsmen from Naval Aircraft Rework Facility, Cherry Point, North Carolina, each worker an expert in his field.
On 31 October, at Dome C, a team set up Jamesways for quarters, activated generators, and vehicles, and began construction of the all-important skiway. A continuing succession of flights brought in other camp equipment and fuel.
On 4 November, after having delivered a large tractor, LC-130F number 148320 was damaged. A few seconds after ignition during the takeoff slide, a starboard JATO bottle came loose, traveled along the fuselage, hitting and tearing the skin, and hitting a blade of the inboard propeller. The bottle and the propeller shattered, sending debris into the fuselage behind the copilot’s seat. 320 was brought to a quick stop and was evacuated. Once again, no one was hurt and there was no fire.
Now, there were three down. Operation Deep Freeze 76 had but two LC-130RS, the minimum that could be operated safely to the stations with only skiways.
The Dome C camp was evacuated on 16 November. Round-the-clock flights with the two remaining LC-130RS were made to South Pole Station to deliver supplies, including 100,000 gallons of diesel fuel thus assuring about a two- year life-support capability for the station. A flight was made to Siple Station, 1,300 nautical miles from McMurdo, relieving the station crew that had been isolated there for about a year.
VICTORIA LAND
Dumont d'Urville (France) Leningradskaya (USSR)
After completion of these essential tasks, preparations were made to reestablish the Dome C camp. To minimize the risky operations at Dome C, only three flights were planned to deliver the camp crew, the snowplane, and other vital support equipment. Then both aircraft would go to New Zealand for much needed maintenance while the snowplane was used to finish the skiway, which was expected to take at least 10 days. After the aircraft returned from
,ew Zealand, a Navy repair crew from e squadron would be flown to the CarnP with an engine and a propeller to ^place those damaged in November.
ter other temporary structural and j ectr>cal repairs, 148320 would be flown 0 New Zealand for further repairs. 'r/^e new plan began on 7 December.
fee flights were completed safely in a °ut ten hours.
^hile planning for recovery of 320 Pr°gressed, it became apparent that enough time was available for the as ^ 'Lockheed team to try to repair 129 v'as originally planned. This team was Tuckly reassembled and arrived at ome C with the Navy repair crew on 2 December 1975.
.7 the next day, the Navy crew had ^Paired fhe electrical wiring, started the ee good engines, and taxied 320 to a ^ te convenient work area next to 129. fern'Hg r^e next tw0 da>'s> td's crew
oved the damaged engine and pro- er> installed and rigged new ones, t- started the engine. At the same c e’ ternporary structural repairs to the pj a8e were being completed. On 26 , Memberj 320 lifted off the skiway for ^cMurdo. This was the first time a th ne<^ a'rcraff had been recovered from e antarctic plateau.
l i”^’e NARF/Lockheed team was equally tp ' ‘ Nnder a draped parachute shelter, Ur> CXtcns‘ve work continued of jacking
aged 6 n°SC 129, remov*ng fhe dam- 10stfucture and equipment from the Cr hiselage nose area, and installing tt- new nose structure, fitting and 'f'fning as necessary in the —10° to
— 40° F temperatures. Within a week, equipment was in place: radome, crew entrance door, battery box, plumbing, and so on. By 7 January 1976, the aircraft systems could be checked out. Then the props were unfeathered and cycled, the gas turbine compressor started, the bleed air system, the inverters, the oil cooler flaps, and the fuel pumps operated, until, on 9 January, the engines were started. After having been on the ice plateau five days short of a year, 129 was brought to life and, five days later, it was flown to McMurdo Station.
Even with the great technological improvements that have been made in
antarctic operations, the harsh climate and environment still can catch the unwary. The accidents at Dome C provide renewed examples. Yet, through careful planning and implementation, these operations can be accomplished successfully. The successful recovery of two LC-130 Hercules from the high east antarctic plateau shows that it can be done, and is a tribute to those who took part directly as well as in supporting roles.
But the third phase of this operation remains to be completed—an attempt to recover the third LC-130, number 148319, will be made during the 1976-1977 austral summer.