I crewed out of Loring and did two PTTFs where we dragged F-16s to ROK to swap out the Wolfpack F-4s. Sitting in the IP seat, I'd run my watch timer from brake release to the sound and feel of the mains extending on rotation....62, 63, 64 seconds. Fuel load of 160 or 165k. Wet, of course. Crew E-113 AC Bob Goodman RIP, CO Mike Clover, Nav Karol WOJO Wojcikowski, Boom Doug Simmons. Hell of an experience to roll 60+ seconds. Another big experience was Global Shield launches, MITO, same seat, on 9th tanker chasing a bunch of -G models, all wet and heavy, and literally taking off into a black hole in front of us. Then on 5SEP83, did the F-4 rescue out over the North Atlantic with the same crew E-113, going ETTF with the Seymour J F-4Es on a REFORGER / CRESTED CAP. NOTHING like going low level
When pilots burned water! Flew the A model for about a year and a half. I don’t really missed that experience but it allowed me to really appreciate the R model (the F-135R😅). In thrust we trust!
Picked up a Tanker from the IRAN in Kansas and headed for Hawaii. Developed EPR problems on #2 en-route and discovered when we arrived that the PT1 tube had been overtorqued and cracked. At that time (mid 70's) Hawaii had no way to repair J57-59W's so we dropped our broke one, shipped it back to California (March AFB, I think) and waited for it to be returned. Me and my assistant had to stay on board the aircraft while the crew went and lollygagged around on base. No food or water, only 2 cases of Coors beer I had the foresight to pickup before we left Kansas. One and a half days later when they brought my engine back there was two very pissed off and slightly lubricated crew chiefs hanging it.
Nothing more exciting than taking off with 160,000 lbs of fuel weighing 270,000 reaching for the gear handle after t.o. & seeing a 10,000' runway marker going by-ah those were the days. Men were men.
Linda Golz many brave souls have put everything on the line having such an exhilarating experience. Not much can compare to barreling down a runaway with tens of thousands of pounds of fuel and seeing the end of the runway; and you’re still rolling. Oh my!!! 😬✈️🇺🇸
Did you ever have the pleasure of taking off from Hickam towards Honolulu in a water wagon. That is one of the things that really worried me - a higher than normal departure and a hard right turn with water injection running out half-way through the turn. Landing from the direction of Honolulu was also a thrill with a steeper than normal approach with full speed brakes and idle engines.
Thank's for your comments, and inquiry +E9clyde9. This video depicts the exact takeoff and departure, in which, you describe. A wet, TRT, takeoff on runway 8 from Honolulu. You can see Diamond Head on the right as we take the active. I have never experienced an approach into Honolulu from the east; however, your description is frightening. Respectfully, I would deem such an approach outside and beyond any known approach procedures.
***** Was this safe? Not really but at that time AF aircraft safety took a back seat to civilian demands with noise abatement restrictions about flying over or close to Honolulu -- altitude and distance -- I believe dictated by the tourist industry. I was at Carswell AFB, my crew was mission planning, when that KC-135 crashed in 1972 while making an idle-engine approach. One item noted in the investigation was that it took 6 and 3/4 seconds to go from idle to full thrust and something like two-thirds of the thrust increase came in that last 3/4 of a second.
***** I watched your video again and it does not appear you made as sharp a right turn as we did, of course it has been forty-plus years since I was on a tanker taking off towards Honolulu. I remember turning right in a 30-degree turn while climbing and the water injection running out half-way through the turn.
Ok, I see. Noise abatement procedures and mandates were still ongoing in the 1990's. Left to interpretation, would foster all kinds of reckless operations. Despite the will for tourism or anything else, I would rather accept the complaint and stand on the carpet before the Ops Officer. Even the R-Model would be hard pressed to go missed approach with that aircraft configuration. Simply madness. No way. Even our departure, in this video, would be a perfect example. No matter what policies are mandated or requested, you can only accomplish what is desired within reason. Especially when you are strapped in the seat. Been there, done that. However, I acknowledge where all the Notes, Warnings, and Cautions materialized from. Incidents, and or Mishaps. We know, it wasn't easy standing behind your decisions. However, we could stand.
We shelled out #3 at Hickam in an EC-135A bound for Australia. I was the Nav. Looked at the VVI and it was pegged down, gear and flaps still down and dirty. Waddled up to altitude flying right over Honolulu. Dumped fuel and landed about ½ hour later. Told us later they had noise complaints!
Steven Onines oh my goodness!!! Losing #3, VVI pegged within a descent while attempting departure. Say it ain’t so!!! You guys really operated at peak performance to recover safely. And a noise complaint to boot, well alright 😂 Great job!!! Thank you for your service.
My first assignment USAF Minot AFB. 1966, my first ride, summer 1967, KC135, tanks full, 385,000 lbs jp4, it took every inch of the 16,500 ft runway to take off that hot morning, I remember the capt ordering water injection, iwas in the IP seat, my boss, Colonel Gervais was pilot. I was his clerk. We accomplished our mission over the grand canyon refueling our beautiful B52s from the 450th Bombardment Squadron.
Patty Koch, those were certainly the days; we all miss them. I can truly appreciate your experience within the jump seat; wondering, ok..ok..ok, anytime now crew, please rotate before the 1000’ marker 😂 It’s NOT a comfortable experience to endure; however, sounds like a wonderfully scenic sortie over a beautiful backdrop. Memorable for sure. Thank you for your service.
@James Arnett I was at Minot 62/65 c/chf 194, 000 lbs max fuel . One takeoff in 109 going TDY Blew # 4 right off the wing right after rotation. Glad i'm here.
Nice. It looks like a challenge to get off at 1 min intervals, it must really have been rough to do 15sec intervals. I remember my dad doing those at Homestead and Loring.
David Sandell you can see how much coordination and specific attention to detail is involved. At Wurtsmith in ‘91, we would train MITO with 12 second spacing. That was the standard, and it was terribly nerve racking. You could not see anything for the black cloud of smoke, in which, you were entering and operating into the enveloped abyss. All the while, hoping you don’t hear an abort call. Sheer madness!!! 😬😁😂
I crewed out of Loring and did two PTTFs where we dragged F-16s to ROK to swap out the Wolfpack F-4s. Sitting in the IP seat, I'd run my watch timer from brake release to the sound and feel of the mains extending on rotation....62, 63, 64 seconds. Fuel load of 160 or 165k. Wet, of course. Crew E-113 AC Bob Goodman RIP, CO Mike Clover, Nav Karol WOJO Wojcikowski, Boom Doug Simmons. Hell of an experience to roll 60+ seconds. Another big experience was Global Shield launches, MITO, same seat, on 9th tanker chasing a bunch of -G models, all wet and heavy, and literally taking off into a black hole in front of us. Then on 5SEP83, did the F-4 rescue out over the North Atlantic with the same crew E-113, going ETTF with the Seymour J F-4Es on a REFORGER / CRESTED CAP. NOTHING like going low level
All over the world on Steam Jets 1973/88 ! Loved it !
When pilots burned water! Flew the A model for about a year and a half. I don’t really missed that experience but it allowed me to really appreciate the R model (the F-135R😅). In thrust we trust!
Picked up a Tanker from the IRAN in Kansas and headed for Hawaii. Developed EPR problems on #2 en-route and discovered when we arrived that the PT1 tube had been overtorqued and cracked. At that time (mid 70's) Hawaii had no way to repair J57-59W's so we dropped our broke one, shipped it back to California (March AFB, I think) and waited for it to be returned. Me and my assistant had to stay on board the aircraft while the crew went and lollygagged around on base. No food or water, only 2 cases of Coors beer I had the foresight to pickup before we left Kansas. One and a half days later when they brought my engine back there was two very pissed off and slightly lubricated crew chiefs hanging it.
Good old 59Ws , worked those at BEALE 72-75 Jets
Nothing more exciting than taking off with 160,000 lbs of fuel weighing 270,000 reaching for the gear handle after t.o. & seeing a 10,000' runway marker going by-ah those were the days. Men were men.
Linda Golz many brave souls have put everything on the line having such an exhilarating experience. Not much can compare to barreling down a runaway with tens of thousands of pounds of fuel and seeing the end of the runway; and you’re still rolling. Oh my!!! 😬✈️🇺🇸
Did you ever have the pleasure of taking off from Hickam towards Honolulu in a water wagon.
That is one of the things that really worried me - a higher than normal departure and a hard right turn with water injection running out half-way through the turn.
Landing from the direction of Honolulu was also a thrill with a steeper than normal approach with full speed brakes and idle engines.
Thank's for your comments, and inquiry +E9clyde9. This video depicts the exact takeoff and departure, in which, you describe. A wet, TRT, takeoff on runway 8 from Honolulu. You can see Diamond Head on the right as we take the active. I have never experienced an approach into Honolulu from the east; however, your description is frightening. Respectfully, I would deem such an approach outside and beyond any known approach procedures.
***** Was this safe? Not really but at that time AF aircraft safety took a back seat to civilian demands with noise abatement restrictions about flying over or close to Honolulu -- altitude and distance -- I believe dictated by the tourist industry.
I was at Carswell AFB, my crew was mission planning, when that KC-135 crashed in 1972 while making an idle-engine approach. One item noted in the investigation was that it took 6 and 3/4 seconds to go from idle to full thrust and something like two-thirds of the thrust increase came in that last 3/4 of a second.
***** I watched your video again and it does not appear you made as sharp a right turn as we did, of course it has been forty-plus years since I was on a tanker taking off towards Honolulu. I remember turning right in a 30-degree turn while climbing and the water injection running out half-way through the turn.
Ok, I see. Noise abatement procedures and mandates were still ongoing in the 1990's. Left to interpretation, would foster all kinds of reckless operations. Despite the will for tourism or anything else, I would rather accept the complaint and stand on the carpet before the Ops Officer. Even the R-Model would be hard pressed to go missed approach with that aircraft configuration. Simply madness. No way.
Even our departure, in this video, would be a perfect example. No matter what policies are mandated or requested, you can only accomplish what is desired within reason. Especially when you are strapped in the seat. Been there, done that. However, I acknowledge where all the Notes, Warnings, and Cautions materialized from. Incidents, and or Mishaps. We know, it wasn't easy standing behind your decisions. However, we could stand.
We shelled out #3 at Hickam in an EC-135A bound for
Australia. I was the Nav. Looked at the VVI and it was pegged down,
gear and flaps still down and dirty.
Waddled up to altitude flying right over Honolulu. Dumped fuel and landed about ½ hour later. Told us later they had noise complaints!
Steven Onines oh my goodness!!! Losing #3, VVI pegged within a descent while attempting departure. Say it ain’t so!!! You guys really operated at peak performance to recover safely. And a noise complaint to boot, well alright 😂 Great job!!! Thank you for your service.
My first assignment USAF Minot AFB. 1966, my first ride, summer 1967, KC135, tanks full, 385,000 lbs jp4, it took every inch of the 16,500 ft runway to take off that hot morning, I remember the capt ordering water injection, iwas in the IP seat, my boss, Colonel Gervais was pilot. I was his clerk. We accomplished our mission over the grand canyon refueling our beautiful B52s from the 450th Bombardment Squadron.
Patty Koch, those were certainly the days; we all miss them. I can truly appreciate your experience within the jump seat; wondering, ok..ok..ok, anytime now crew, please rotate before the 1000’ marker 😂 It’s NOT a comfortable experience to endure; however, sounds like a wonderfully scenic sortie over a beautiful backdrop. Memorable for sure. Thank you for your service.
@James Arnett I was at Minot 62/65 c/chf 194, 000 lbs max fuel . One takeoff in 109 going TDY Blew # 4 right off the wing right after rotation. Glad i'm here.
Our tankers on alert at Grissom Afb carried 202,000 pounds of fuel. Every tank max fuel. She was right at max weight for takeoff.
I worked on the A's and the Q's.
Nice. It looks like a challenge to get off at 1 min intervals, it must really have been rough to do 15sec intervals. I remember my dad doing those at Homestead and Loring.
David Sandell you can see how much coordination and specific attention to detail is involved. At Wurtsmith in ‘91, we would train MITO with 12 second spacing. That was the standard, and it was terribly nerve racking. You could not see anything for the black cloud of smoke, in which, you were entering and operating into the enveloped abyss. All the while, hoping you don’t hear an abort call. Sheer madness!!! 😬😁😂
The sacrifices we made during the Cold War.
And presently, if it hits the fan. Much appreciation for your dads service 🇺🇸
how its possible to take off so fast after a giant heavy tanker just made a huge turbulence in the wind ahead of you?
Thank you for your question Vírus do Bom Senso. Generally offset to the upwind side, and try to climb above the wake turbulence.
what year was this filmed?
This was 30 Apr 92.
First gulf war. The old days. 58 0018 came home with only two engines. 1 and 2 fell off in flight. Oops pilot error. It came home two years latter
Grissom aircraft? Our reservist aircraft lost both right engine, but it was repaired, returned home, went to depot to never return.
@@robertheinkel6225 I used to work on that tail number tanker.
I feel it like it was yesterday. I love water injections
Back in the day when Boeing could build an aircraft that could take off and land safely.