C-121-J nose up landing

Comments: I was one of the fifteen volunteers, on the Nose up landin of VW-1's Aircraft Double Zero, that walked to the back of the aircraft to set the aircraft down on the lower portion of the rudder. A very successful landing, I might add. When the pole episode did not work, we opened cans (14 gallons) of hydraulic fluid in a 11 gallon system, to see if we could build up pressure to no avail. I am proud to have been a member of that wonderful military squardon. I am proud and happy to have been with such a professional aircrew. That aircraft left Atsugi on its own power just 35 days after that ill-fated landing. Atribute to a fine maintenance department, under the direction of CDR James Bradon.

Keywords: Dean, Dino, "Lil Rascal" or Dino M.

Former Shipmate

Comments: VW-3 was my first duty station. I arrived in March 1959. Iwas a AKAN. When VW-3 decommission I went to VW-1 until November 1960. VW-3 and VW-1 were my best squadrons. I was deployed to Cubi Pt, Naha, Atsugi and Tachkawa AFB. I really enjoyed my service.

Keywords: My friend were Randall P. Anderson, Rufus Kilgore, Gaines Patton and a host of others. Randall and Gaines were ACW's/ Ken Evans AT3 radioman.

IN BARBERS POINT OAHU T.H 56 57 58. SET UP AIR BARSRON 2

Comments: LIKE TO HEAR FROM ANYONE WHO PLAYED POKER AT THE FUEL SHACK ON BASE.

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IN BARBERS POINT OAHU T.H 56 57 58. SET UP AIR BARSRON 2

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VW-1 Agana Guam

Comments: Flew on TE-4 as air controller. 1959-1963 Would like to find info on any reunions also looking for a buddy Walter Jerome (Jerry) Landgren. He left in about 1961 and joined the Army (God knows why) Any info would be very much appreciated.

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VW1 1/68-7-69

Comments: Assigned Jan 68 through July 69 right from AE 'A' school. went on to a 27 year career in the Navy. I retired in 1994 as an Avionics Lt. Am interested in any VW-1 upcoming reunions.

Keywords: I went by the nickname 'Van' Originally worked the AE shop then became crewman on TE2

looking for VW-1 squadron patch

Comments: stationed with VW-1 frome 64-69 would like to get a squadron patch. Anyone that can help? Thanks RPW.

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Chic again

Comments: I normally don't spell as bad as first note. I am sure of my time frames. arrived Oct 54 was sent for discharge 7-56. VW-1 was still at B.PT. at that time. The PB1W's were there and 1 WV-1 then WV-2's arrived. I was 2nd radio on TE 131392 (5 red devil)Most of replys are from a later time frame. Would like to hear from anyone during my time.1st Det to Naha Ok. then perm. det. Atsugi Japan. Flew barrier from Naha over China with 7th flt 77th task force.

Keywords: CHIC Leo Devine 1st Radio CDR Horn PC Rip Collins FE

C-121J Nose Wheel Up Landing

Comments: In 1964 a VW-1 C-121 Super Constellation was en route from NAS Agana, Guam, to Japan with passengers aboard. The first landing was scheduled at Tachikawa AFB, Japan. The copilot was in the left seat, with the squadron CO in the right seat. The CO planned for the lieutenant, an experienced pilot, to make the approach and landing at Tachikawa.

The flight was routine. The landing gear was extended during descent for landing to expedite the descent; a little later, the gear was raised. The Super Connie was subsequently cleared for radar vectors to a ground controlled approach final. On intercepting the glide path, the wheels were lowered but the cockpit instrument indicated the nose wheel was not locked down. It was visual flight rules and the field was in sight. The skipper cycled the gear but the unsafe indication remained, so the plane waved off.

The radioman alerted the passengers there would be a delay in landing. The crew labored to get the nose wheel down, but the emergency system failed to lock the nose wheel in place. Recycling the gear didn’t work, either. The CO told the copilot to concentrate on flying the aircraft while he supervised emergency procedures.

Next, after depressurizing the aircraft and vectoring over water for safety purposes the flight engineer, with a safety line secured to him, tried to reach the nose wheel with a pole to push it into locked position. It wasn’t long enough, so a second and third pole were spliced together, but this effort also failed.

The skipper decided to proceed to NAS Atsugi, Japan, and asked the NAS Atsugi, Japan tower to assemble key people to assist in troubleshooting the problem. En route, the crew tried to hand pump the nose wheel down, but they were unable to achieve enough pressure to do so. A second squadron aircraft in the vicinity joined up and confirmed the nose gear was in a trail position. Sensing the passengers’ concern, the third pilot on board calmly briefed the passengers on what was happening. Keeping them informed alleviated their anxiety.

Next, the crew put the C-121J in a series of dives, attempting to rock the nose wheel into locked position. A tech rep arrived in the tower and recommended the crew secure all hydraulic pumps, slow the aircraft, then turn the pumps back on simultaneously, shifting the crossover valve to the emergency position. The theory was that the sudden surge of pressure might be enough to lock the gear down. This also failed.

After an hour and a half of troubleshooting, the CO requested that the runway be foamed for landing. It was decided to shift weight, in this case people, to move the center of gravity aft. The pilots would land on the main mounts and hold the nose up as long as possible. At touchdown, selected military personnel seated forward would walk (not run) aft to help keep the tail down and the nose off the ground. The tower had recommended a gear-up landing but the skipper rejected that option. He felt the crew could land and keep the nose wheel off the deck until forward speed fell off to about 50 knots.

The squadron’s flight surgeon went from seat to seat briefing individuals on holding their heads down for the landing. An enlisted man was positioned in a seat beside each child and tasked with the safety of that child. Fifteen enlisted personnel volunteered for the forward seats. The CO recognized the risks in having people moving aft when the main mounts were firmly on the runway. He also knew that the flight engineer and radioman faced a special hazard, because at their positions near the nose gear they were subject to injury if the plan didn’t work.

In the approach, the cockpit crew suddenly smelled something burning. The skipper called for an immediate landing. The burning odor faded but the flight was committed to land. The copilot was at the controls and expertly guided the transport to a firm, but not hard, touchdown at the 1,500-foot mark at 95 knots. He kept the nose high which lifted the C-121J momentarily a foot or so back into the sky. Both pilots held the yoke full aft and the copilot rolled in full back tab. The aircraft landed on centerline and slowed rapidly, and the personnel seated forward began moving aft. Rudder control was effective until the tail began to drag on the runway, grinding away the lower rudders. At 30 knots the pilots employed brakes to counter swerving motion. The tail stayed down and just as it looked like the Super Connie was going off the runway, it drew to a halt, resting on the main mounts and the tail.

Rescue personnel immediately swarmed around the transport and assisted passengers in disembarking. Crash crew personnel came on board to keep the weight in the tail. No one was hurt. The C-121J sustained minor damage.

Courtesy of Cdr. Ralph Dannettell, Jr., USN (Ret.), who experienced this “happy landing” on 3 May 1964 when he was CO of Early Warning Squadron 1. If you want to contact CDR Dannettell let me know and I will call him with your request.

Contributed by Mel Davidow, LT USNR (Retired)

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AT tech VW-! TE-3 #145933

Comments: I flew as an AT tech on TE3. Was with the squadron from early 1960 'til Dec 1961 when I managed to bust up a leg on a motorcycle on Nimitz hill. Sent to Great Lakes and discharged after recovery. Flew with "Hash mark" Harry Hanscom and a Frank Criddle. Good friend was a TD named Rex Woodward from Seattle area. I have old orders somewhere which show the names of other crew members. We were converted from airborn early warning to a weather squadron while I was there. Great memories of long flights to exotic ports.

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Hey, I saw you guys

Comments: In 1967, was an RM-2 at NCS Guam, and got interested in flying. Took initial lessons at NAS Agana aero-club, and watched those EC-121's from VW-1 "a'goin and a'comin" from there. I very much remember, because the amount of wake turbulance behind one of those critters did bad things to a C-150 or C-170.

Glad you guys made it home, too.

Tom Dailey - former RMC Denver, CO

Keywords: USS VEGA AF-59 Navcommsta Guam COMTRAPAC SDIEGO SATCOM GUAM

Reunion Dates and where

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More about VW-1

Comments: I believe when I arrives at B.Pt.we had recieved 1 WV-1 and were still using PB 1W. I also remember when WV-2s arrived Lockheed engineers were there and gave each of us a set of promotional photos of WV-2 ( can't find mine, 2 divorces do that). Leo Devine was best man at my first wedding and my Son was born at Tripler Army Hosp.

Keywords: 5 red devil TE 131392 Crew... 1st Radio..Leo Devine Flt Eng..Rip Collins Other radio tech ..James Franklin

New to Sitefro m

Comments: Just found this site would like to hear from anyone from 1954 thru 1956

Keywords: Chic....A/C 131392 5 Red Devil radio opr. Barbers Pt., Atsugi, Naha, Okn.

VW-1 tech

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VW-1 Radar tech

Comments: I served in VW-1 from Dec. 1958 until June 1960. After working in the radar maintenance shop for a few months I was a tech on TE-7 until leaving. During my hitch in AEWRON ONE we and VW-3 rotated deployments mostly to Cubi Pt, Naha, and Atsugi about every 3 months. About the time I left most of the WV-2s were at or nearing their time limit of 100,000 hrs I think it was. Served with a lot of great guys and have some wonderful memories of those years. Hope to hear from some of those in VW-1.

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VW-1 Shipmate

Comments: I was a AT3 assigned to VW-1 in March 1956 to December 1957. I made two "Round Robin" TAD detachments with my Aircraft.(ie:BPt to 90 days in Cubi to 90 days in Atsugi then return to BPt.) I remember that to extend flight time we would feather one engine and actualy log a 24 hour flight. I was routed to VW-1 by way of APS-20E school at Keesler AFB in Biloxi, MS.(January 1956 to March 1956) Would love to hear from any others who also graduated at KAFB.

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VW-1 begins AEW/CIC for TF77

Comments: 24-Feb-1953: "A PB-1W airborne CIC commenced operating five hours per day with TF77." [excerpted from: KOREAN WAR: Chronology of U.S. Pacific Fleet Operations, January-April 1953; Naval Historical Center]

Three PB-1W aircraft from VW-1 supported TF77 from detachment Atsugi, Japan, and K3 airfield, Poihang, Korea, flying missions northward to "Bomb Line." [per LCDR Ernie Ruff, USN(ret), VW-1 '52-'53]

Keywords: VW-1, PB-1W, CIC, TF77

VW-1 54-57

Comments: I remember the squadron still being intact in 1956 but I left early in 57 so it could have been decommissioned right after that. Those planes were in such bad shape from the corrosion that it may have played a part in modifying the role of VW-1. It would have cost huge money to repair or replace all those planes. Anyone else remember that part?

Keywords: B17's,WV-1 & WV-2's

VW-1

Comments: As I remember it I was sent to Barber's Point in 54. I was a Hydraulic specialist and sheet metal mechanic on the connies. We were the 1st squadron into Subic Bay in the Phillipines. Of course we rotated from Hawaii to the Phillipines to Japan and back to Hawaii about every 6 months. I remember getting out of "A" school and getting to Barber's Point and seeing those B-17's. It was like a step back in time. I don't remember any names at this point. I just had an idea to look and see if someone had started a something like this. One thing I might mention is that about 1955 or 56 I was in the hold checking for hydraulic leaks and the control cables and found the entire plane eaten up by electrolysis. Lockheed had used the wrong rivets in assembly. Most of the planes had to be flown back to california. Maybe all of them, I don't remember. I don't see how they could have fixed them and don't know how it turned out. I remember I had a heck of a time getting the Crewchief to stop playing pool and follow me out to the airplane. I look forward to hearing from everyone. Thanks, Dale Davis

Keywords: B-17's, Wv-1's, Wv-2's.

CREW MEMBER WV-2 1959-1963

Comments: Tracking space cap. shots

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VW-1 (60-62 & 63-66) AT1

Comments: Flew as 1st tech on TE-12, ECC TE-1 1960 - 1962 ECC on TE-6 & TE-5 1963 - 1966. Retired '79 Many good memories. Haven't seen all on this site yet but my appetite has been wetted. Keep it going.

V/R Pete

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Tour at Barbers Point NAS

Comments: I was in the Radar Shop and flight crew of TE-4. We deployed to Atsugi NAS (Japan) for a couple of months circa Dec '53--Feb '54. My #2 daughter was born at Tripler Army Hospital. We lived in Title VIII Housing. I've attended reunions of the squadron in Branson, MO and Omaha, NE. We plan on making the 2002 reunion in October at San Antonio, TX. I just recently bought a computer and got on line. I'm pleased to have found the VW-

Keywords: PB1W, TE-4, 4 Red Devil, Crew # 4, AT2

Comments: Would appreciate information on future reunions. Thank you.

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VW-1

Comments: Assigned VW-1 Aug, 1952 Discharged July, 1955, Radar operator in PB-1W and WV-1 and WV-2 (super connie) aircraft. Homebase was Barber's Pt, Oahu, Hawaii.

Keywords: Airborne Early Warning Squadron One (VW-1)

AT3 Radar

Comments: Was assigned to VW-l from summer 1952 to July, 1955 as an AT3 radar operator/maintenance on PB-1W and WV-2 Aircraft.

Very happy to find this site, keep up the good work.

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