MISHAP CLASSIFICATION
The Air Force’s primary regulation on the classification and statistical analysis of aircraft accidents is AFI 91-204. For statistical analysis and mishap rate calculations, an accident is only counted against the Flight Mishap rate if there was "Intent for Flight". Accidents that occur without "Intent for Flight" are categorized as a Ground and Industrial mishaps. Aircraft Ground Operations mishaps do not contribute to official Flight mishap rates, even if the aircraft was destroyed.
While hull-loss incidents qualify as Class A incidents, other mishaps can also meet the Class A criteria without destruction of the aircraft. The Air Force classifies aircraft accidents and incidents as follows:
Class A: Total destruction of an aircraft, damage of $1 million or more, or a fatality or permanent total disability.
Class B: Total cost of $200,000 or more but less than $1 million, or a permanent partial disability, or inpatient hospitalization of three or more personnel.
Class C: Total cost of $10,000 or more but less than $200,000, or an injury or occupational illness resulting in a loss of 8 hours or more.
High Accident Potential (HAP): Events where there is a potential significant hazard to the crew or aircraft if a similar event were to occur.
C-141 OPERATIONAL HISTORY
Designated C-141, the Lockheed Model 300 was the winning entrant of a competition to satisfy Specific Operational Requirement (SOR) 182. The first aircraft flew on 17 December 1963. The last of 284 aircraft was delivered in December 1966.
The Air Force started modifying 270 "A" models to the "B" configuration in late 1979. Lockheed completed the modification in June 1982. In 1997, approximately 60 "B"-model aircraft were up graded to a "C"-model configuration, incorporating a "glass cockpit" and many other upgrades.
The C-141 has been heavily involved in every US conflict and military operation from Vietnam to Afghanistan . It has flown countless humanitarian missions. Its inherent flexibility, range, and reliability have made it the choice for special missions, such as Operation Deep Freeze and the transport of nuclear weapons. The hallmark of the C-141 has been safe, fast, and reliable airlift.
Since its introduction, the C-141 has had many updates and modifications. The most obvious was the modification to the "B" configuration. Several other upgrades have had significant impact on the aircraft operational mishap experience. The chart below highlights some of the more important equipment upgrades.
Summary of Major Modifications
| Equipment | Year of Introduction |
| Add AN/APN 169B Station-Keeping Equipment | 1975 |
| Upgrade Pressure Door | 1976 |
| Add INS | 1977 |
| Add GPWS | 1978 |
| Upgrade Cargo Ramp Locking Mechanism | 1978 |
| Modify to "B" Configuration | 1979 |
| Modify Brake System | 1979 |
| Remove Auto Spoilers | 1980(?) |
| Replace APN-59 Radar with Bendix Color Radar | 1981 |
| Cockpit Voice Recorder and improved Flight Recorder | 1983 |
| Add FSAS | 1983 |
| Glass Cockpit for selected "C" model aircraft | 1997 |
| Add TCAS | 1999 |
HULL-LOSS MISHAPS
In the lifetime service of the C-141, twenty-one aircraft have been destroyed. By comparison, the USAF has lost over 85 C-130 aircraft and 277 F-16’s. One hundred and nine aircrew members, three maintenance workers, and fifty passengers have been killed in C-141 mishaps.
| Date | 7 Sept 1966 | Cause: | Maintenance Error | Condition D/N | N/A |
| Wing/Base: | 62 MAW/ TCM | Location: | McChord AFB WA | IMC/VMC | N/A |
| Tail #: | 65-0281 | Fatalities: | 3 Maintenance Members | Fatigue? | N/A |
Synopsis: The first C-141 destroyed, blew up while simultaneous hazardous maintenance procedures were being performed. Three maintenance members were killed in an explosion of the Extended Range tank.
The Wing at McChord had recently converted to the Starlifter. The first aircraft had arrived on 9 August 1966. The incident aircraft was the third C-141 to be stationed at McChord, it had arrived on base the week before, on 29 August. The maintenance teams had minimal practical experience with the new airplane.
The incident C-141 was having multiple maintenance difficulties. The Right Extended Range Tank fuel gage was erratic, and the AC "Power On" Light was inoperative. Two electricians were in the cockpit working on the "Power On" Light. A Maintenance Team Chief was also in the cockpit with three trainees. In addition, he was supervising a maintenance team on another aircraft. The Assistant Team Chief had started defueling the Right Extended Range Tank to prepare it for troubleshooting. The plane’s other fuel tanks were full.
Two additional technicians arrived to work on the fuel gauge, before the defueling was complete. One of the electrical technicians connected the tester to the fuel tank, but failed to ground the test equipment. The other technician plugged an extension cord into the external 115V AC receptacle of the APU. The live extension cord apparently came in contact with the case of the MB-2 test equipment. The electricity flowed through the case, up the cables into the tank and, due to a short in the coaxial shielding, caused a spark within the nearly empty tank. The right wing exploded. The Assistant Team Chief, standing under the wing, and the technician on the wing were killed almost immediately. One of the technicians in the cockpit was fatally burned while exiting the right troop door into a burning pool of JP-4. He died a few days later. The others on the aircraft received only minor injuries.
| Date | 23 March 1967 | Cause: | Runway Incursion | Condition D/N | Night |
| Wing/Base: | 62 MAW/KTCM | Location: | Da Nang AB RVN | IMC/VMC | IMC |
| Tail #: | 65-9407 | Fatalities: | 5 crew | Fatigue? | No |
Synopsis: The C-141 was destroyed while taxiing in after landing. As it crossed the inner parallel runway, it was struck by an aircraft on takeoff roll. Five crew members were killed; one loadmaster survived.
The incident aircraft had just flown a nearly six-hour leg at night, to a GCA approach with weather of 700 feet and 2 miles visibility. After landing on the outer of two parallel runways, the crew turned off at mid-field and taxied toward the ramp. They were struck by a Marine A-6 taking off on the inner parallel runway.
The C-141’s cargo included acetylene tanks. The A-6 was loaded with sixteen 500lbs bombs. Both aircraft were destroyed in an intense fire. Five of six C-141 crew members were killed. Both Marine crew members escaped major injury.
Poor radio equipment in the tower hampered communications between the aircraft. During the investigation, tower personnel stated that they had not cleared the C-141 to cross the inner active runway. Landing and taxi lights were not being used by either aircraft, both were displaying only navigation lights.
| Date | 12 Apr 1967 | Cause: | Checklist Deviation | Condition D/N | Night |
| Wing/Base: | 62 MAW/KTCM | Location: | Cam Rahn Bay AB RVN | IMC/VMC | VMC |
| Tail #: | 66-0127 | Fatalities: | 7 crew | Fatigue? | No |
An omitted checklist item caused the spoilers to deploy to the "Ground" position during takeoff roll. The aircraft became briefly airborne before crashing into the sea. Seven crew members were killed. A pilot in the outboard ACM seat and a loadmaster survived.
The incident crew had flown from Yokota AB, Japan to Cam Rahn Bay RVN. After the download, the crew prepared for a night departure back to Yokota. During completion of the Before Takeoff Checklist, on taxi out, the copilot inadvertently left the automatic Spoiler Select Switch in the "Autoland" position, instead of the "Rejected Takeoff" (RTO) position. Unnoticed by the crew, between 34-60 Knots, the spoilers automatically deployed to the ground position. The crew noticed a reduced acceleration rate, but elected to continue the takeoff. The aircraft became airborne, accelerated poorly, began a shallow descent, and crashed into the sea just off the end of the runway.
The Aircraft Commander had earned a Distinguished Flying Cross 18 months earlier, for safely landing a C-124, after one of the engines had fallen off.
As a result of this accident, the Takeoff Warning system was wired to include the Spoiler Select Switch. The Auto Spoilers were eventually disabled entirely.
| Date | 28 Aug 1973 | Cause: | Controlled Flt into Terrain | Condition D/N | Night |
| Wing/Base: | 438 MAW/ WRI | Location: | Torrejon AB Spain | IMC/VMC | VMC |
| Tail #: | 63-8077 | Fatalities: | 7 crew/17 Passengers | Fatigue? | Yes |
Synopsis: During descent for a night GCA approach, the mishap crew misunderstood a descent clearance. Due to communications difficulties, they were unable to confirm the clearance, so accepted what they thought they heard. The aircraft impacted level terrain in a slight descent and was destroyed. Seven crew and 17 passengers were killed. A navigator was thrown clear and survived.
The aircrew departed McGuire AFB for Athens Greece , in mid-afternoon on a planned 23 hour crew duty day, with two enroute stops prior to Athens . The crew arrived in Athens , in the afternoon, and spent the rest of the day sightseeing. They retired to their non air-conditioned hotel for a few hours before doing more sightseeing in the morning. When they departed Athens , that afternoon, on another augmented day back to home station, most were already tired.
28 August was the night of the new moon. The moon had set that evening at 1946 hours Madrid Time. Approaching Torrejon, some hours later, the crew started an enroute descent, for an ILS approach to runway 23 at Torrejon. Weather was reported as 20,000 foot overcast, with 10 NM visibility. During the descent, the pilot noticed that the crew had missed the "Descent Checklist", but became distracted by a radio call and forgot to request it later. The omission went undetected by the rest of the crew.
While level at FL60, the crew was given a clearance to a lower altitude, but because of heavy radio traffic, the clearance was garbled. Although the crew was unsure of whether the controller had cleared them to 5000’ or 3000’, they agreed between them that it must have been 3000’. They read back "three thousand feet", but the controller missed the error and switched them to the final controller. They again reported "passing 5000 for 3000", but this controller also failed to hear the error. Nearing 3000 feet, the navigator noticed a hill ahead and above their altitude, but the pilot reassured him that "everything looks clear ahead".
The cleanly configured aircraft impacted the level terrain at 250 Knots, near the edge of a plateau at 3050’, in a slight descent. The lights of the base were visible in the valley below. The crash killed 7 crew members and 17 passengers. A navigator, in the outboard ACM seat, was thrown clear and survived the accident. At the time of the accident, the crew had spent only eight of the last 60 hours in bed. Investigators determined that several switches had been left in an incorrect position, indicating the fatigue of the crew.
Because they had omitted the Descent Checklist, the crew had failed to set their altimeters from 29.92" to the local altimeter setting of 30.17" or turn on the radar altimeter. They had not monitored their descent, or noted that a clearance of 3000’ was below the glideslope intercept altitude of the ILS approach. Ironically, if the crew had leveled off at 3000’ on altitude with their altimeters still set to 29.92, and not allowed the aircraft to descend further, they would still have cleared the terrain by 179 feet.
| Date | 18 Aug 1974 | Cause: | Controlled Flt into Terrain | Condition D/N | Day |
| Wing/Base: | 437 MAW/KCHS | Location: | Near La Paz Bolivia | IMC/VMC | IMC |
| Tail #: | 65-0274 | Fatalities: | 7 crew | Fatigue? | Yes |
Synopsis: While making an enroute descent into a remote high altitude airport in non-radar IMC conditions, the pre-INS equipped aircraft impacted a mountain. All seven crew members were killed.
The crew had been alerted early in the morning for a flight of over 1800 miles over mostly uninhabited jungle and limited navaids from Howard AFB Panama to Name John Name F. Name Kennedy Type Airport , LaPaz Bolivia . As they neared their destination, and based on the crew’s reporting an estimated position of three minutes from the La Paz VOR, air traffic control cleared them for a descent from FL240 to FL180. In reality, the aircraft was much further east of the VOR, than the crew believed. The only navaid available was the La Paz VOR. Neither DME, nor radar was available. Area weather at the time included extensive cloud cover from 700 AGL to FL240. The last communication with the crew was as they reported, "...out of FL240 for FL180".
The aircraft impacted a 20,000’ mountain at the 18,700’ level, 15 NM north of the La Paz airport. Minimum sector altitude was 21,300’. There were no survivors among the crew of seven. Two weeks before this accident, another C-141 flying the same route in VMC had taken evasive action to avoid the same mountain. Unfortunately, the crew had not reported the incident. Unforecast headwinds across the Andes have been the cause of several major aircraft accidents.
| Date | 21 Mar 1975 | Cause: | Conltrolled Flt into Terrain | Condition D/N | Night |
| Wing/Base: | 62n MAW/KTCM | Location: | Mt Constance WA | IMC/VMC | IMC |
| Tail #: | 64-0641 | Fatalities: | 10 Crew/6 Passengers | Fatigue? | Yes |
Synopsis: Returning to home station after a long overseas mission, the C-141 was cleared for an enroute descent. During the descent, the air traffic controller confused call signs with another aircraft and cleared the Starlifter for a descent below minimum vectoring altitude. The aircraft crashed into Type Mt. Name Constance , with the loss of 10 crew members and 6 passengers.
At 2300 local time, as they approached the coast of Washington State at FL370, in stormy weather, the crew had already had a long duty day. Flying from Clark with stops at Kadena, Yokota, and finally McChord, they had been up for more than 28 hours. The crew was tired and ready to be home. At 90 miles from McChord, they were given a descent clearance to 15,000’, and given a frequency change. On the new frequency, they were given a clearance to 10,000 feet. This Name Seattle Type Center controller was also controlling a Navy A-6 (Call sign "Navy V 28323") returning to NAS Whidbey. Still 60 miles from McChord, the C-141 reported level at 10,000. The controller directed "…maintain five thousand". The flight responded "Five Thousand. MAC 40641 is out of ten". A couple minutes later, the A-6 pilot requested further descent. The controller, confused why the Navy jet hadn’t yet descended, re-cleared him to 5000 feet. About that time, the controller at Seattle Approach Control noticed that he could not find the C-141 on his radar scope, so contacted the original controller at Name Seattle Type Center . Repeated radio calls failed to raise the Starlifter.
No one on the crew of three Pilots and three Navigators, including an Examiner Navigator had noticed the erroneous descent clearance below the sector altitude or the unusually early descent. The C-141 had impacted the near vertical northwest face of Type Mt. Name Constance , on the east slope of the Olympic Mountains , 150 feet from the top of the 7743’ peak. There were no survivors among the 10 crew members and 6 passengers.
| Date | 28 Aug 1976 | Cause: | Loss of Control | Condition D/N | Day |
| Wing/Base: | 438 MAW/KWRI | Location: | Sondrestrom Greenland | IMC/VMC | VMC |
| Tail #: | 67-0006 | Fatalities: | 7 Crew/16 Passengers | Fatigue? | No |
Synopsis: After completing a normal approach, the crew elected to go around after touchdown, due to a landing illusion. The aircraft lifted off in a nose high attitude, stalled, and crashed on the runway. There were 4 survivors out of 27 crew and passengers.
The incident crew had departed home station on the morning
of 27 August and arrived at Thule
AB six hours later.
They departed the next morning for the
two-hour flight to Sondrestrom AB.
To avoid refueling at Sondrestrom for the
return flight to Thule
then McGuire, they had boarded enough fuel for both legs.
The flight plan filed at The crew arrived at Sondrestrom in day VMC conditions, and
requested a PAR approach. They landed
slightly long. Witnesses testified that
the approach and landing appeared normal.
The aircraft rolled for 1500 to 2000 feet with no thrust reverser or
spoiler deployment. The aircraft then
rotated abruptly and lifted off the runway with a pitch attitude as high as 45
degrees. The engines were heard
accelerating to takeoff power. The
aircraft rolled right, then left. It
sank back to the runway. The left wing
struck the ground and burst into fire.
The aircraft became airborne again with portions of the left wing
missing. It flew for 650 feet before
striking the right wing and catching it on fire.
It then bounced once more and disintegrated
500 feet from runway centerline. Seven
crew members and 16 passengers were killed.
A navigator and 3 passengers survived. Investigators were puzzled why a plane would crash after a
normal landing. They determined that the
very inexperienced (Aircraft Commander with less than 100 hour in command)
aircrew had been affected by a landing illusion.
Sondrestrom AB runway 11 is 9235’ long.
The first 3000’ has an upslope of 1.51%; it
rises 59 feet from the threshold. At
touchdown, the last two-thirds of the runway disappears, giving the impression
of a very short runway The crew had landed long and hot with a tailwind of 5 to 10
Knots. The excessive fuel (approx.
100,000 lbs.) onboard had required an approach speed 30 knots higher than
normal. The pilots (both First
Lieutenants) had initiated a go-around.
For unknown reasons, they had over-rotated and let the pitch attitude
become excessive. The aircraft stalled,
crashed on the runway, and was destroyed. Synopsis:
Approaching Mildenhall, after an Atlantic
crossing with a known inoperative weather radar, the aircraft entered an area
of thunderstorms and heavy rain. The aircraft
encountered severe turbulence and broke up in-flight.
There were no survivors of 18 onboard. The crew was alerted from home station at 2100 hours
local. The aircraft commander had spent
a full duty day in the office, the day of the mission. The aircraft’s previous crew had written up the APN-59 radar
as "extremely weak and unusable", but on the ground it seemed to be working, so
it was signed off as "Ops Check Okay".
The maintenance crewman assigned to fix the radar, did not know that it
had been written up eight times previously. At McGuire Base Ops, the Mildenhall weather was forecast to
be "3/8 at 2500 feet, 4/8 at 4000 feet".
Shortly after takeoff, the crew noticed that the radar was
inoperative. Since severe weather was
not forecast, they elected to continue to Mildenhall.
Two hours after takeoff, British forecasters
issued a SIGMET for "Moderate to occasional severe clear air turbulence from
FL240 to FL400". USAF Global Weather
downgrades it to "Moderate". It doesn’t
matter, the crew is never aware of the report.
Four hours after takeoff the crew updates the weather forecast.
They receive a weather forecast of "3/8 at
3000’, 4/8 at 4000 feet with an intermittent condition of wind 030/12 gusting
22, visibility five miles in thunderstorms,
2/8 at 2000’ 5/8 at 2500 feet". One hour
from destination, the crew again tried to update the weather, but due to
scheduled autovon maintenance at Mildenhall, the crew could not make contact.
They attempted another station.
This time the report was "4/8 Thunderstorms
tops to FL260". During the enroute
decent they entered the clouds. At FL
150, they requested vectors around the weather, from the air traffic
controller. Because the primary radar
was inoperative, the controller advised that he would have difficulty providing
avoidance vectors. He reported, "I can’t
see any way through it all". The crew
replied, "…MAC is attempting to maintain VMC and to pick our way through…".
That was the last transmission from the
aircraft. Radar tracked the aircraft as
it entered the leading edge of a very strong line of thunderstorm cells.
A few moments later, at FL90 and 25NM
northwest of RAF Mildenhall, the radar target disappeared.
The aircraft was seen, by ground observers,
falling from the clouds in pieces. Investigation revealed no evidence of lightning strike or
fatigue failure. The aircraft apparently
encountered severe turbulence. Accident
investigators estimated gust loads in excess of the design limit of any
transport class aircraft. One estimate
indicated they encountered a 100 mph downward vertical airshaft.
The right wing had failed, followed quickly
by the upper half of the vertical stabilizer, and the four engines.
All 14 crew, including members of a
deadheading Reserve crew, and 4 passengers were killed. Synopsis:
Toward the end of a local training sortie,
the crew noticed the lack of a "Brakes Released" light.
They completed a normal landing.
Due to an electrical malfunction of the Gear Handle, the nose gear collapsed.
The aircraft
came to stop 800’ from end of runway.
The crew escaped without injury, but the aircraft was destroyed by fire. After several touch and goes, the crew noticed that the “Brakes Released” light did not come on,
after the gear was extended. The Dash 1, at the time, stated only that the crew should be careful
when applying normal brakes. The crew flew a normal approach and landing. After touchdown, the
spoilers opened only partly then closed. Only #4 Thrust Reverser would deploy. Normal brakes were
inoperative. While the IP attempted to control the aircraft, he directed the copilot to select
Emergency Brakes. The copilot selected Emergency Brakes, and then continued to make multiple
attempts to deploy the spoilers, depleting #3 Hydraulic System pressure. With 4000 feet of runway
remaining, the crew heard a loud bang. An electrical malfunction within the gear handle caused the
nose gear to retract. The aircraft came to a stop 820 feet from the end of the runway and the crew
evacuated. Fire consumed the aircraft.
The actual malfunction was a shot circuit within the Landing Gear Handle Relay. This caused the touchdown
relay to stay in the Flight mode, and gave the nose gear an up signal. Emergency Brakes failed when #3
Hydraulic System lost pressure due to the copilots multiple spoiler attempts. The Thrust Reversers did
not deploy because they were locked out by the Touchdown Relay, still in the Flight Mode. The deployment
of the #4 Thrust Reverser was a malfunction, without which, however, the aircraft would likely have
departed the end of the runway.
Synopsis:
The incident aircraft was part of an ongoing
international exercise. The crew
attempted a night visual approach.
During the turn to final, bank and rate of descent increased until
impact. All 13 occupants were killed. Cairo weather was reported as 20,000 foot broken and 5 miles visibility.
The nearly new moon had set at 2044 local
Cairo time. The desert terrain around the airfield is
dark and devoid of ground lights. Flying from Rhein-Main
AB Germany, the crew was given an enroute descent and clearance for a visual approach,
shortly before midnight
local time. They attempted a visual
straight-in, decided to go around, and then set up for a visual traffic pattern
at 2000 feet. 30 seconds after starting
the final turn, bank and rate of descent increased rapidly.
The aircraft crashed seconds later,
approximately 3 miles from the runway.
Six crew members and 7 passengers were killed. Synopsis:
During an informal aircraft tour, the crew
started the APU. An APU accumulator failed,
starting a fire that destroyed the aircraft.
There were no injuries. While in crew rest during a Red Flag redeployment mission,
some crew members were taking friends to see their airplane.
When they started the APU, an APU accumulator
ruptured. The resulting fire destroyed
the aircraft. Burning fuel spread across
the ramp and into the ramp drainage system.
The Pilot and Flight Engineer ran to a nearby C-141, threatened by the
spreading fire. They started the engines
and taxied the airplane to safety. There
were no injuries. Synopsis:The extremely
experienced crew elected to continue a low-level airdrop training mission in
mountainous terrain, during marginal weather.
The aircraft impacted a mountain with the loss of the entire crew. The local SOLL 1 training mission departed
Charleston shortly before
1300 hours. The crew was extremely
experienced. The Aircraft Commander was
recognized as the airdrop expert at Charleston
and was well known within the C-141 community.
The Copilot was a Flight Examiner. The aircraft entered VR-92 at 1350 local time.
Weather along the route was reported, by
other aircraft as 4500 feet Overcast, tops to 8000 feet, with
zero visibility below 4500 feet due to
rain showers, ragged ceiling, multi-layered stratus and fog.
Route weather was below MAC minimums. Radar plots by Atlanta
Center tracked the
aircraft on the route.At 1427, the
plots showed the aircraft in a progressive climb from 2500 feet.
The aircraft impacted 4908 foot John’s Knob
in the Tellico Wildlife Area, 118 feet short of the peak.
At the time of impact the aircraft was in a
slight climb of 4-5 degrees (approximately 2000 fpm).
There were no survivors among the crew of
nine. Speculation was that the crew was attempting to use the
recently installed Bendix color radar in the MAP mode, for terrain
avoidance.The flight recorder and
cockpit voice recorder were unrecoverable, due to impact force damage. Two years earlier, this Aircraft Commander had been
commanding a mission during Red Flag.On
a low-level mission, soon after crossing a ridge, # 1 engine flamed out.When the scanner went to investigate, he
noticed that the outboard 4 feet of the left wing was missing.
It had been sliced off by contact with the
terrain when the aircraft crossed the ridge in a steep bank, at a very
low altitude.The crew made a successful
emergency recovery to Nellis AFB. The
aircraft was eventually repaired.
See this link for additional comment from one of the crew members regarding this incident.
Synopsis:
Shortly after takeoff from NAS Sigonella, the
incident aircraft experienced a catastrophic multiple engine failure.
Engine parts entered the cargo compartment and
started a fire. Thick smoke hindered the
crew’s ability to control the aircraft.
It entered a steep bank and impacted the terrain.
Eight crew members and one passenger were
killed. Immediately after takeoff, the aircraft’s #3 engine
experienced an uncontained engine failure.
Debris from #3 engine caused #4 engine to also fail.
Engine parts entered the cargo compartment
and started a fire in a pallet containing paint.
The cargo fire produced thick poisonous
smoke. Several crew members had
difficulty donning their oxygen masks.
Smoke made visual control of aircraft extremely difficult.
The aircraft entered a steep bank and crashed
within 198 seconds of takeoff. Eight
crew members and one passenger were killed. Post crash toxicology indicated the crew had received,
potentially fatal levels of cyanide poisoning, from the smoke, prior to
impact. Subsequent to this accident,
smoke goggles were added to crew oxygen masks.
Synopsis:Returning from short stateside mission at
night, the crew was directed to park in an unusual parking location.
While being marshaled into the parking spot,
the left wing struck a high intensity light pole.
A resulting fire destroyed the left
wing. There were only minor injuries. The Reserve crew was returning from a UTA "pickup"
mission. While approaching Travis, they
were advised that there had been a bomb threat at the passenger terminal.
The crew was directed to park in a parking
spot, which unknown to them was normally reserved for tow-in parking.
The Aircraft Commander twice deplaned the
scanner to complain about the marshaling procedure.
Convinced by the lead marshaller that "we do
it all the time", and with a wing walker on each wing, and a pilot in the left
window, they followed the marshaller’s instructions.
While starting a hard right turn the crew
felt a bump. The left wing had struck a
light pole, rupturing the #1 Main tank.
Fuel ran down the light pole and into a high voltage junction box at the
base of the pole, igniting a fire that spread back up the pole and onto the
wing. The crew evacuated the passengers
out the crew entrance door. The fire
department was able to contain the fire to the left wing. Investigation revealed that this parking spot was a "tow-in"
only spot, as the pilot had told the marshaling team.
They determined that the marshaller on the
left wing was still giving a "come ahead" signal at the time of the
impact. He was fixated on why the wing
position light "blinked" (It had passed behind the light pole). This accident happened after a string of MAC taxi
accidents. CINCMAC had only months
before issued a message threatening strong disciplinary action and that the
next crew to have a taxi accident was "walking on thin ice". In 1989, the right wing from this aircraft was removed to
replace the right wing of aircraft 70029, which was damaged in a landing
accident. The fuselage of aircraft
50246, minus wings, remained mothballed at Travis, but is unlikely to ever fly
again. It is counted as a hull-loss for purposes
of this briefing. Synopsis:
Following a long duty day, and to avoid
severe weather, the crew elected to complete a non-precision approach.
Inside the Final Approach Fix (FAF) the
aircraft developed a high rate of descent.
Despite GPWS warnings, the aircraft impacted in a wings level, nose low
attitude more than four miles from the runway. The crew had flown a long duty day.
They had departed Norton AFB in the morning,
but a leaking comfort pallet required a diversion back to Norton.
After maintenance repaired the leaking
pallet, they departed Norton AFB for Peterson AFB Colorado, then Hurlburt
Airfield Florida .
As they approached their destination, shortly
after 2000hrs, thunderstorms covered the approach path for the ILS approach to
runway 36, the primary instrument runway.
The crew requested the TACAN approach to runway 18.
The approach course was over uninhabited
swampy terrain, the classic "black hole" approach.
After passing the FAF, the crew allowed the
aircraft to enter a high rate of descent.
The copilot reset two GPWS warnings.
No verbal comments were made by any crew member about the high rate of
descent or descending below the Minimum Descent Altitude (MDA) of 345’
AGL.
At impact the aircraft parameters
were reported as:
Gear-Down Synopsis: The aircraft were flying
a night air refueling/airdrop training mission involving 4 C-141 aircraft.
The lead C-141 completed refueling, and moved
back to an unusually close post refueling position.
The #2 aircraft completed refueling.
During the rejoin, the #2 aircraft impacted
the lead aircraft. Both aircraft broke
up in-flight and crashed. Thirteen
crew members on the two aircraft were killed. The mission was scheduled as a 4-ship night air refueling/
airdrop training mission. Weather at the
time of the incident was VMC but without a visible horizon.
The tanker had just reached the end of the
track and had completed a 180-degree turn with the lead C-141 in trail at
FL255. Lead completed refueling and
backed off into what was described as an "unusually close" post refueling
position and descended to FL250. #2
aircraft completed refueling. During
#2’s back away, the pilot used 30 degree of bank, creating a 22 degree heading
change, and a relative closure rate of 250’/sec (150 NM/hr).
He allowed the aircraft to descend below
lead, recognized his altitude, and pulled up from directly below the lead
aircraft. The impact broke both sets of
wing boxes; the aircraft broke up and crashed, with the loss of all 13
crew members. The lead aircraft received a SKE proximity warning less than
3 seconds before impact. The #2 aircraft
did not receive a proximity warning.
Both crews had lost sight of the other aircraft before the collision.
Date: Cause: Maintenance Error Condition: D/N N/A Wing/Base: 60AW/SUU Location: Travis AFB CA IMC/VMC N/A Tail #: 50253 Fatalities: None Fatigue? N/A Synopsis:
During fuel tank maintenance, the maintenance
crew used non-standard procedures. The right
wing exploded, and the aircraft was destroyed by fire.
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EN-US;>[19] Date: Cause: Ground Accident Condition: D/N N/A Wing/Base: 438AW/ WRI Location: Pope AFB NC IMC/VMC N/A Tail #: 60173 Fatalities: None Fatigue? N/A The incident Starlifter was one of two in the process of
loading Army Paratroops for an exercise airdrop mission.
A two-seat F-16D entering the traffic pattern
collided with a C-130 at 300 feet on final for Runway 23.
The C-130 continued and landed safely.
The pilots of the critically damaged F-16
ejected successfully. The F-16 then
crashed onto the taxiway and skidded into the loading C-141, puncturing the
fuel tanks in the right wing and, starting a fire that engulfed the
aircraft. The fire and exploding 20mm
ammunition from the F-16 hampered rescuers.
Of approximately 500 troops in the vicinity of the accident, 23 were
killed and over 80 were injured.
<
EN-US;>[20] Date: Cause: Mid-Air Collision Condition: D/N Day Wing/Base: 305 AW/ WRI Location: Near
Namibia Africa IMC/VMC VMC Tail #: 59405 Fatalities: 9 Crew Fatigue? No Synopsis:
The mission was returning from a UN support
mission to Namibia .
Shortly after level off, the aircraft
collided with a German Air Force Tu-154.
The nine crew members aboard the C-141 and 24 crew and passengers aboard
the Tu-154 were killed. The C-141 had flown from Ascension Island to deliver UN
humanitarian supplies to Windhoek
Namibia , in southwestern Africa .
They were scheduled to return that evening. The German Air Force Tu-154 had departed Cologne
for Capetown South Africa, with stops in Niamey
Niger and Windhoek
Namibia .
The Tu-154 crew had filed a flight plan, in
Niamey , requesting an
initial cruise altitude of FL350 with a subsequent enroute climb to FL390.
They received a small reroute while
transiting the airspace of Gabon .
The crew never requested the enroute climb
and remained at FL350 for the duration of the flight.
Passing western Africa ,
the course of the Tu-154 changed from westerly to easterly, requiring a change
in flight level to comply with international air traffic control procedures.
Neither the Tu-154 aircrew nor African air
traffic control agencies requested a change in altitude. The C-141 crew departed on the return leg for
Ascension Island at 1611 local time (1411 GMT).
Shortly after level off, at FL350, the C-141
collided with the Tu-154, approximately 80NM off the coast of
Namibia .
Cockpit voice recordings, from the Tu-154,
indicated that someone in the German airplane spotted the Starlifter just
moments before the collision, but not in time to maneuver away.
The Tu-154 struck the C-141 in the lower
fuselage. A French Air Force aircraft, in the vicinity, heard a single
"mayday" distress call. A
US
reconnaissance satellite reported a bright flash at position 18.8
style='font-size:12.0pt;° South, 11.3
style='font-size:12.0pt;° East at 1510 GMT,
approximately one hour after the C-141 departed. At 1600 GMT (2 hours after the scheduled takeoff), when they
did not receive a departure message for the C-141, ATC personnel at Ascension
attempted to verify the aircraft’s departure.
For the next 15 hours they made 50 phone calls attempting to contact
Namibian authorities. At 1055 GMT, they
finally notified AMC TACC that the aircraft was overdue.
AMC declared the aircraft missing at 1100
GMT, nearly 20 hours after the collision. The Namibian Air Traffic Control Agency reported that they
were controlling the C-141. They also
claimed that they had not received a flight plan for the German aircraft.
They were unaware that it was in their
airspace. The German aircraft had just
entered the Namibian FIR but had not yet made radio contact with the Namibian
ATC, at the time of the collision.
Investigation revealed that the Aeronautical Fixed Telecommunications
Network (AFTN) was inoperative. Reports indicate that at the time of the mishap weather
conditions were VMC. The sun was low in
the northwestern horizon (within 30 degrees of the horizon) and, within 30
degrees of the C-141 flight path, making visual clearing for traffic difficult.
Local sunset occurred approximately one hour
after the Starlifter’s departure from Windhoek .
Neither the C-141 nor the TU-154 was equipped
with TCAS (Traffic Collision Alert System).
At a press conference on September 16, Brig. Gen. Duncan McNabb was
questioned on why only VIP aircraft of the 89th AS were equipped
with TCAS; he replied that Air Force pilots are trained "to always be looking
outside". The Air Force subsequently equipped a small number of C-141s with
TCAS.
<
EN-US;>[21] Date: 22 Dec. 01 Cause: Mechanical Failure Condition: D/N N/A Wing/Base: 164 AW/TN ANG Location: Memphis Int’l Airport TN IMC/VMC N/A Tail #: ? Fatalities: None Fatigue? Yes Synopsis:
An incomplete maintenance procedure led to
failure of the left wing structure during ground refueling.
Two maintenance workers were injured. While preparing for an Operation "Enduring Freedom" mission
to Ramstein Later in the day, the aircraft was refueled prior to the
Ramstein mission. During the refueling
process, trapped fuel vapor overpressurized the fuel tanks, causing the failure
of the wing structure, and > of the wing.
There was no fire.
Approximately 3300 gallons of fuel was
spilled onto the ramp and drained into a nearby creek.
Two maintenance workers were injured, one
with a broken leg and the other with a strained shoulder. The entire C-141 fleet was immediately grounded, pending
investigation. The investigators noted
that the unit was stretched thin due to a high operations tempo, with 4 of 5
assigned aircraft and the majority of the unit already deployed.
They noted that two supervisors signed off on
the repair without actually inspecting the work.
The aircraft was declared a total loss and
was dismantled. style='special-character:
footnote'><
>[22]
(IN)FAMOUS CLOSE CALLS
style='font-size:16.0pt; Over the years, the C-141 fleet has experienced many mishaps
that did not result in the destruction of the aircraft.
Of these incidents, many are interesting from
an accident prevention aspect. The
following incidents were selected for their significance or interest. Date: 1967 Cause: Mechanical Failure Condition: D/N Night Wing/Base: 60 MAW/SUU Location: Wake
Island IMC/VMC VMC Tail #: 50230 Fatalities: None Fatigue? No Synopsis:
While climbing to cruise altitude the
pressure door failed, causing an explosive depressurization.
The severely damaged aircraft was recovered
with only minor injuries. The crew had departed Wake Island .
Shortly after climbing through FL330, the
crew heard a loud bang. They felt an
immediate loss of pressurization with dense condensation fog and a rush of
air. The pressure door had failed.
Both petal doors had separated from the
aircraft. A baggage pallet, aircraft
equipment, and loose debris had been blown out the opening and had fallen into
the ocean below. The flight deck crew immediately began an emergency
descent. They descended through 10,000
feet within four minutes, and then continued to 4,500 feet for a damage
assessment. The loadmasters assisted
passengers with oxygen. The crew dumped
fuel to reduce landing weight. They then
flew a straight-in ILS approach to a safe landing.
Only one passenger failed to respond to
oxygen, but he later recovered. Investigators determined that a design deficiency existed in
the ramp/pressure door latching mechanism.
Only four of 13 hooks had connected the pressure door and ramp.
These four hooks had failed under a pressure
of several thousand pounds. This
accident lead to several redesigns of the pressure door and door latching
mechanisms, eventually leading to the present corrugated door design.
The aircraft was flown back to Warner-Robbins
AFB for repairs, minus the pressure and petal doors, at 200 knots.
<
EN-US;>[23] Date: Cause: Attempted Hijacking Condition: D/N N/A Wing/Base: 62 MAW/ TCM Location: Bien Hoa AB RVN IMC/VMC N/A Tail #: 60192 Fatalities: None Fatigue? N/A Synopsis:
During an enroute stop, the aircraft was
boarded by a hijacker, who took several crew members hostage.
The hijacker shot the Loadmaster.
In a subsequent struggle, the crew members
overpowered the hijacker. Only the
Loadmaster was injured. The Starlifter was waiting for cargo during an enroute stop
at Bien Hoa AB, RVN. The Aircraft
Commander was at command post. The other
six crew members were relaxing in the cargo compartment when a 20-year-old US
Army Private entered through the open ramp, carrying an M-16.
He ordered the crew into the cockpit and
demanded that they fly him "somewhere".
When the crew attempted to taxi, vehicles blocked their path.
The hijacker ordered the Loadmaster into the
cargo compartment, and then shot him three times.
The crew advised authorities that the
Loadmaster had been shot. The vehicles
moved, and then again blocked the aircraft. The crew was able to communicate over headsets without the
knowledge of the hijacker. At a
prearranged time, the Navigator grabbed the rifle barrel, as the Copilot and
Flight Engineer lunged for the hijacker.
In the struggle, 13 rounds were fired into the cockpit ceiling.
The crew members were able to overpower and disarm
the hijacker before turning him over to the Security Police.
The Loadmaster survived, but was medically
discharged. There were no other serious
injuries. There has been at least one additional hijacking attempt of
a C-141, also during the war in Vietnam .
<
EN-US;>[24] Date: 1976 Cause: Mechanical Failure Condition: D/N Day Wing/Base: 63 MAW/SBD Location: Comox RCAFB
Canada IMC/VMC VMC Tail #: ? Fatalities: None Fatigue? No Synopsis:
The "A" model aircraft was in cruise when a
couple jolts were felt. The pilot disconnected
the autopilot and yaw damper. The
aircraft entered a violent yaw and subsequent vertical dive.
The pilot regained control and recovered the
aircraft with only minor injuries to the crew. While cruising at FL390, and without warning, the aircraft
nose swung sharply to the right. The
pilot disconnected the autopilot, and yaw damper.
The Dutch Roll became worse.
He started a descent and regained control at
FL310. The #2 and #3 yaw damper rate
gyros were replaced and the write-up was signed off. The next day while returning to home base, cruising at
FL410, the crew felt a couple small jolts.
They disconnected the autopilot and waited.
After a few moments when nothing more was
felt, they reconnected the autopilot.
Moments later the nose slammed violently to the right.
The pilot disconnected the autopilot and yaw
damper. He attempted to control the
Dutch Roll with aileron. Within seconds
the aircraft was partially inverted. The
rolling and yawing continued as pitch reached 90 degrees nose down.
Loose objects flew around the cockpit.
The crew bunk mattress and the Navigator
wound up lying across the instrument panel, hindering vision and control
movements. The pilot regained control and recovered from the high-speed
dive at 17,000 feet. The crew performed
a controllability check and recovered the aircraft to the nearest military
base. Large pieces of the upper wing
skin and pieces of both petal doors were missing.
Flight recorder data indicated "G" loadings
of +3.18 to -3.52 and a maximum of 450 KIAS.
Investigators were unable to confirm the maximum Mach, but suspect that
it exceeded Mach 1.0. Accident investigators found that the aircraft had
experienced seven yaw related flight control malfunctions, none given a red
"X".A dual malfunction of the autopilot
junction box and the yaw damper control panel caused intermittent spurious
signals to the yaw damper, yet gave a satisfactory test indication.
Date: Cause: Multiple Engine
Failure Condition: D/N Day Wing/Base: 63 MAW/SBD Location: Richmond RAAFB Aust. IMC/VMC VMC Tail #: 40614 Fatalities: None Fatigue? No Synopsis:
Shortly after a heavyweight takeoff, #3 engine
experienced an uncontained engine failure, causing #4 engine to fail, and
starting a cargo fire. The crew was able
to maintain control, clean up the aircraft and return to the airport on two
engines. There were no injuries. Passing 700’ during a heavyweight takeoff from Richmond
RAAFB to PagoPago, the #3 engine experienced an uncontained engine
failure. Parts of #3 engine penetrated
#4 engine, instantly causing it to also fail.
Parts also penetrated the cargo compartment, starting a cargo fire within
a pallet of household goods. The
Aircraft Commander, in the right seat, took control of the aircraft as the
aircraft started losing airspeed and altitude.
Initially planning to crash land, the AC turned toward a nearby
riverbed. With the two good engine
throttles firewalled the aircraft continued to descend.
#3 engine was dangling from the pylon and on
fire. #4 engine was peppered with holes.
The wing was leaking fuel. The aircraft continued to descend into the riverbed.
In a final effort to keep flying, while still
expecting a crash landing, the pilot elected to slowly retract the flaps.
As the flaps retracted the airspeed
stabilized, then increased. The aircraft
stopped descending well below airfield elevation, just above the riverbed.
As they started a climb, the crew had lost
sight of the airbase. They requested
directions back to the airfield from tower, but were out of sight of the
tower. An Australian C-130 in the
traffic pattern gave them vectors to the runway. In the cargo compartment, the loadmasters grabbed
walk-around oxygen bottles and fire extinguishers.
They fired the fire extinguishers into the
pallet, while other crew members formed a fire brigade refilling oxygen bottles.
Smoke filled the cargo compartment, reducing
visibility to less than four feet. Smoke
was filling the cockpit. The pilot
attempted to open the ram air door, but it was stuck.
He was about to open the pilot’s window, when
the navigator reached up and opened the sextant port.
This quickly and effectively rid the cockpit
of smoke. With the remaining two good engines operating at "Firewall
Thrust", the pilots maintained control of the aircraft and set up for a visual
straight-in. The aircraft landed
trailing engine parts and fuel. The crew
and passengers evacuated successfully.
The local fire department extinguished the fire. Until this accident, the technique of "milking up" the flaps
on a multiple engine failure had never been taught, and was not an officially
recognized procedure. The crew members each
received the Air Medal.
<
EN-US;>[26] Date: 1979 Cause: Mechanical Failure Condition: D/N Day Wing/Base: 63 MAW/SBD Location: Name NAS Name China
Type Lake Name CA IMC/VMC VMC Tail #: ? Fatalities: None Fatigue? No Synopsis:
After landing, the failure of a brake system
part caused a hydraulic leak and subsequent fire, made worse by an aircraft
design deficiency. The crew made an uneventful PAR approach to
NAS China Lake, California .
During landing rollout, the Engineer noticed
the failure of #2 Hydraulic system. The
crew brought the aircraft to a stop on the runway and selected "Emergency
Brakes". With normal gear indications
and pressure on #3 Hydraulic system, the crew decided to clear the runway
before shutting down the engines. As
they cleared the runway, #3 Hydraulic system failed.
The pilot used reverse thrust to stop the
aircraft. The scanner deplaned to pin
the gear and was met by members of the base fire department, who told him the
aircraft was on fire and to evacuate the aircraft.
The crew quickly completed the "Fire on the
Ground" emergency checklist and evacuated the plane without injury.
The base fire department extinguished the fire,
but not before it had caused substantial damage to the aircraft. Because they had flown a PAR, the crew was still on approach
control frequency and had not switched to tower frequency, before the loss of
the #2 Hydraulic system. They did not
hear the urgent warnings from the tower on "Guard", because neither pilot was
monitoring the frequency. The Engineer,
who was monitoring Guard, was distracted by the emergency, and also failed to
hear the tower’s warnings. Investigators found that a brake swivel, on the right
landing gear, had separated, spraying #2 Hydraulic system fluid on the brake
and starting a fire. As designed, the
fluid stopped automatically when the hydraulic fuse set after 20 cubic inches
(approximately 11 fl. oz.) of fluid had sprayed out of the swivel.
Under the brake system design at the time,
the Emergency Brake system was not fuse protected.
While the fire would have gone out almost
immediately, after the #2 Hydraulic system fuse set, the selecting of
"Emergency Brakes" dumped the full pressurized fluid of #3 Hydraulic System on
to the fire, greatly intensifying it. As a result of this incident the brake design was modified
to fuse protect both Normal
and Emergency brake systems (see illustration)
<
EN-US;>[27] Date: Cause: Mechanical Failure Condition: D/N Day Wing/Base: 349MAW/ SUU Location: McMurdo Antarctica IMC/VMC VMC Tail #: 50249 Fatalities: None Fatigue? No Synopsis:
The aircraft suffered a gear malfunction that
made it impossible to retract the right main gear.
The crew worked a plan for a long-range
overwater recovery and safe landing in
New Zealand
There were no injuries. Flying a round trip mission to McMurdo Station from
Christchurch New Zealand, the C-141 had experienced a rougher than normal
rollout after landing on the ice runway.
Two hours later, they prepared for departure.
After takeoff, but before retracting the
landing gear, the copilot noticed an unsafe right main gear indication.
A scan of the gear showed that the right main
gear strut assembly had failed. The
right main gear strut had separated from the cylinder and remained attached to
the aircraft only by the scissors.
Unable to retract the landing gear, and faced with a likely
crash-landing in Antarctica, the crew started a climb toward
New Zealand , and using a
"Conference Skyhook" consulted with Lockheed experts.
After initially climbing to FL200 at 235
Knots, they quickly realized that their fuel consumption was still too high.
At the suggestion of the Lockheed experts,
they eventually retracted the nose and left main landing gears.
After some experimentation, the pilot found
that the aircraft began to buffet above .62 Mach.
He continued the climb, eventually reaching
FL350. The improved fuel flow not only
assured landfall in southern New Zealand ,
but also would allow for recovery to Christchurch . After further consultation, the experts recommended an all
landing gear down landing. The crew
began the descent with only enough fuel for one approach.
As the aircraft settled on the right landing
gear, the boogie separated from the aircraft.
The copilot used the fire handles to shutdown the outboard engines.
The aircraft came to a stop with 4000 feet of
runway remaining. The passengers and
crew evacuated without injury.
<
EN-US;>[28] Date: 1981 Cause: Mechanical Failure Condition: D/N Day Wing/Base: 438 MAW/ WRI Location: IMC/VMC VMC Tail #: 60157 Fatalities: None Fatigue? No Synopsis:
Departing Taking off from Lajes The crew prepared for the landing by securing loose
equipment and ensuring the passengers were belted.
They opened the side escape hatches and
pressure door. A straight-in approach
was made. As the wheels touched down,
the left boogie broke away. The aircraft
settled on the runway. It came to rest
on the centerline with 4500 feet of runway remaining.
The crew and 24 passengers evacuated without
injury. There have been at least two more landing gear separation incidents.
One incident occurred at McGuire AFB in 1983,
and another happened during a mission from Howard AFB to Warner-Robbins AFB in
the late 1980’s. style='special-character:
footnote'><
>[29] style='ignore:vglayout'>
Date: 1982 Cause: Crew Error Condition: D/N Day Wing/Base: 63 MAW/SBD Location: Vance AFB OK IMC/VMC VMC Tail #: ? Fatalities: None Fatigue? No Synopsis:
The highly experienced crew was returning to
base from a stateside airdrop mission. During
some horseplay, cigar ash was introduced into a crew oxygen hose.
The resulting oxygen-fed fire ignited floor
coverings and filled the cockpit with dense sooty smoke.
After some difficulties, the crew was able to
recover the aircraft with only minor injuries. Returning from Pope to Norton after an airdrop mission, the
pilot in the left seat decided to light a cigar.
The pilot, in the jumpseat, complained and
donned his oxygen mask. In response, the
left seater covertly disconnected the jumpseater’s mask from the oxygen
regulator hose, with the intent of putting smoke into the hose.
Accidentally, lit cigar ash entered the
oxygen regulator hose, before the hose was reconnected.
The jumpseater smelled the smoke and selected
"Emergency" on the oxygen regulator.
When that didn’t help, he removed the mask to clear the smoke.
When he disconnected the mask from the
regulator hose, a "2-foot" sheet of fire leapt from the hose.
It ignited an oxygen-fed fire that spread to
the flooring. To put out the fire, the
left seat pilot shut off the crew oxygen system.
At about the same time, the engineer while
switching to "MAX" airflow, inadvertently hit the bleed duct overheat test
switch, shutting off the engine bleed valves and disabling the air-conditioning
packs. The crew started a descent but
soon became hypoxic. The crew oxygen
system was again turned on. The fire
reignited with a fireball large enough to melt components on the Flight
Engineer’s panel. The crew eventually
extinguished the fire, reset the bleed valves, and recovered to the nearest
military base. Members of the crew
suffered only minor injuries (but major embarrassment).
<
EN-US;>[30] Date: Cause: Gear-Up Landing Condition: D/N Night Wing/Base: 443 MAW/LTS Location: IMC/VMC VMC Tail #: 50280 Fatalities: None Fatigue? No Synopsis:
Distractions, during a practice "Approach
Flap" landing, led the crew to land with the landing gear retracted. The highly experienced crew of an Instructor Pilot, an
upgrading Instructor Pilot, and two Engineers had planned an Instructor Upgrade
training mission from Altus AFB, Oklahoma to
Amarillo Int’l Airport, Turning on to final the crew lowered the flaps to
"Approach", but an extraneous radio call from tower broke the crew’s
concentration and habit pattern. The
upgrading Instructor failed to direct landing gear extension and accomplishment
of the "Before Landing Checklist". Still
distracted, none of the other crew members noticed the omission.
Because of this omission, the "Landing Gear
Warning Horn Cutout Switch" was not returned to the "Normal "
position. If a normal approach had been
planned using "Landing Flaps", the Landing Gear Warning Horn would have warned
the crew of the retracted landing gear.
This warning system was not available with Approach Flaps selected. With no warning of retracted landing gear available, the
crew completed a normal approach and flare.
The aircraft settled smoothly on its belly.
The crew was initially unaware anything
unusual had happened, until notified by the tower that they were trailing a
large number of sparks. The aircraft
came to a controlled stop and the crew evacuated successfully.
Aircraft damage was limited to a 6"-8" strip
along the belly and damage to the drain masts below #1 and #4 engines.
The aircraft was repaired and returned to
service. This incident was one of several MAC gear-up incidents
occurring within several months, and only shortly after Approach Flap landings
were approved for use by C-141 flight crews.
The installation of GPWS has reduced the possibility of similar
accidents. The GPWS Mode 4 provides a
retracted landing gear warning to the crew, as they pass 500 feet on the radar
altimeter style='special-character:
footnote'><
>[31] Date: Cause: Runway Excursion Condition: D/N Day Wing/Base: 63 MAW/SBD Location: Iwakuni AB
Japan IMC/VMC IMC Tail #: 70029 Fatalities: None Fatigue? Yes Synopsis:
The crew of a diverting C-141 attempted a
landing at Iwakuni
style='font-size:12.0pt'>
style='font-size:12.0pt'> The mishap mission had started at After touchdown the pilot forcefully held forward yoke
pressure, to maintain control of the aircraft in the crosswinds.
The Thrust Reversers and Spoilers failed to
deploy. The pilot attempted to use the
brakes, with no effect. The forward yoke
forces had lifted the main gear off the runway.
The touchdown relay inhibited the Thrust Reversers and Spoilers from
deploying beyond the flight limit. The
brakes also were useless until the main gear finally contacted the runway.
Believing he had lost Normal Brakes, the
pilot directed the copilot to select Emergency Brakes, disabling anti-skid
protection. When the main landing gear finally contacted the runway, the
thrust reversers, spoilers and brakes all acted at once.
The pilot lost control of the aircraft on the
snow slickened runway and the aircraft departed the runway.
The landing gear >d, the right wing
suffered severe damage and the #4 engine separated from the wing.
The crew and passengers evacuated
successfully. Two years later, in 1989, the undamaged right wing from the
aircraft damaged at Travis in October 1986, was removed and replaced the wing
damaged in this accident. This aircraft
was returned to flight status.
<
EN-US;>[32] Date: Cause: Hostile Interception Condition: D/N Day Wing/Base: 63 MAW/SBD Location: N’djamena,
Chad IMC/VMC VMC Tail #: 40638 Fatalities: None Fatigue? No Synopsis:
The C-141 came within seconds of being shot down
by anti-aircraft missiles, following a mix-up with diplomatic clearances and
misidentification as hostile by foreign military authorities.
The attack was called off at the last second
when airborne foreign fighter aircraft spotted the
US flag on the tail of the
C-141. There were no injuries. At Dakar ,
no flight plan was available for the Kinshasa-Niamey leg.
The crew was provided diplomatic clearances
for Zaire ,
Central African Republic , and
Chad , but not for the destination country of
Niger .
Prior to takeoff from Kinshasa,
the crew unsuccessfully attempted to contact MAC command and control for the
Niger
diplomatic clearance, using both phone and HF radio.
They elected to depart Kinshasa
on schedule, planning to get the dip clearance enroute, and if necessary hold
outside Niger
airspace, until they received clearance.
Enroute, they continued to attempt HF radio contact with any Global HF
radio station, to no avail. They
maintained normal VHF ATC communications. The standard routing to Niamey
is north from Kinshasa through the
Central African Republic , crossing southwestern
Chad and into
Niger .
Shortly after passing the N’djamena VOR, the
copilot noticed a couple of French Air Force Mirage F-1 fighters maneuvering
several hundred yards behind the C-141. At
about that time, on Guard frequency, they heard, "Aircraft over N’djamena
identify yourself. Divert to
N’djamena". The crew acknowledged with a
wing rock. With the Mirages following,
they landed at N’djamena Int’l Airport.
Armed soldiers instantly surrounded the aircraft. While generally aware of hostilities between
Libya and Chad ,
the crew was unaware of the recent fighting in southern
Chad .
Only two days before, one of two Libyan Tu-22
bombers had been shot down during an attack on N’djamena, the capital of
Chad .
The French government had come to the aid of
Chad
in February 1986, and had established anti-aircraft defenses around the
capital, using US made Hawk missiles.
French Military Intelligence believed the Libyans would again attack,
this time using an Il-76 (similar in size and shape to the C-141), possibly
with chemical weapons and coming from the south.
When the French manned air defenses saw an
unknown aircraft coming from the south, the French Commander ordered the
missiles to fire. While the missiles
were in a several minute long prelaunch sequence, some French F-1’s, who
happened to be in the vicinity, flew by for a final visual confirmation.
It was only when the Mirage pilot noticed the
American flag on the tail of the green camouflaged C-141 that the attack was
called off and communication attempted, approximately 5 seconds from missile
launch. Investigation revealed that the diplomatic clearances
provided to the crew were over two years old.
USAF Intelligence had not be monitoring the war between
Chad and Libya
and believed that the fighting was only in northern
Chad .
21st Air Force Flight Planners had provided
incorrect flight plans for the mission.
The use of Mode 4 or other authentication documents was not a factor in
the incident, as the French and Chad
military would not have had the proper codes, with which to authenticate the
US
aircraft. The crew was released, after
interrogation by French military and US embassy personnel, and continued the
mission to Niger
(this time with a correct diplomatic clearance).
While no known connection exists, the
governments of Chad and
Libya
signed a cease-fire agreement the next day, September 11th.
<
EN-US;>[33] Date: Cause: Mechanical Failure Condition: D/N Night Wing/Base: 446 MAW/ TCM Location: Goose Bay IAP, Nfld IMC/VMC VMC Tail #: 60158 Fatalities: None Fatigue? No Synopsis:
Soon after takeoff, the aircraft began an uncommanded
pitch-up due to a jammed stabilizer.
Skillful airmanship enabled the Aircraft Commander to land the
aircraft. There were no injuries. The crew was flying an early Desert Storm mission from El
Toro MCAS, California to Europe, with a
refueling stop at Goose Bay
Newfoundland, Canada .
A few minutes after departure from
Name Goose Type Bay ,
the aircraft pitched up. At first, the
crew assumed a runaway pitch trim failure.
They accomplished Dash-1 procedures up to but not including
depressurizing of #2 Hydraulic System, but with no effect.
Unknown to the crew, the stabilizer had
jammed in a full nose-up position.
Unable to overcome the stabilizer’s input, even with full nose-down
elevator, the Aircraft Commander attempted to bring the nose down and maintain
airspeed by rolling the aircraft into a turn.
Utilizing bank to control pitch attitude, he initiated a series of
descending turns, while maneuvering the aircraft back to Name
Goose Type Bay .
Nearing the runway, he successfully completed
a firm but controlled landing, with no injuries and no additional damage to the
aircraft. Maintenance found extensive mechanical damage to the
stabilizer mechanism in the upper T-tail.
<
EN-US;>[34] Date: Cause: Hostile Fire Condition: D/N Day Wing/Base: 62AW/ TCM Location: Sarajevo
Bosnia IMC/VMC VMC Tail #: ? Fatalities: None Fatigue? No Synopsis:
During a UN support mission into
Sarajevo , the aircraft received
damage from small arms fire while on final approach for landing.
They completed the landing, accomplished a
quick damage assessment, and departed.
During departure, they received more hostile fire.
The crew was able to nurse the crippled
aircraft back to Germany ,
without injury. The aircraft was supporting UN relief operations in
Bosnia-Herzegovina. At 200 feet, on
final to the short runway, at Sarajevo ,
the Loadmaster reported seeing small-arms fire from the north.
Seconds later, the ground fire began to
concentrate on the aircraft, and the Loadmaster could feel the aircraft being
hit. Uncertain of the aircraft’s
condition, the Pilot continued to land. During the rollout, the crew accomplished a quick battle
damage assessment. With the airport
still under attack, and no significant damage, the crew advised tower of their
intent to make an immediate takeoff. The
crew turned the aircraft around on the runway.
Climbing at the optimum angle, the pilot attempted to maneuver away from
the ground fire to the north. At 1000
feet, the Loadmaster again reported ground fire, this time from the south.
The Engineer reported the loss of #2
Hydraulic System. The Scanner discovered
fuel streaming from the Left Aux. and Name
Extended Type Range
fuel tanks. Accomplishing the emergency
checklists, and maneuvering away from the threat, the crew accomplished another
battle damage assessment. With loss of
#2 Hydraulic System, and resulting loss of normal gear extension capability,
loss of antiskid brakes, and damage to the pressurization system, the crew
decided to return to Rhein-Main AB, in Germany.
They completed the emergency checklists and began a climb to FL240 to
avoid thunderstorms. Approaching Rhein-Main, the crew manually lowered the gear
and flew an autopilot-coupled approach.
They completed the landing, with fuel still pouring from the wings.
Maintenance crews discovered 16 entrance and
6 exit bullet holes. This incident is
the most serious case of hostile fire damage to a C-141 aircraft in over thirty
years of operations.
<
EN-US;>[35] Date: Cause: Mechanical Failure Condition: D/N Night Wing/Base: 446 MAW/TCM Location: Thessoloniki
Greece IMC/VMC VMC Tail #: 38087 Fatalities: None Fatigue? No Synopsis:
Soon after level-off on a UN relief mission,
the aircraft started experiencing multiple systems failures.
The crew identified a fire within the #4
engine pylon. When shutting down the
engine failed to put out the fire, they began a high-speed emergency descent
and visual approach. The crew evacuated
safely. The mission was scheduled as a UN relief mission to The crew requested an emergency descent and vectors to the
nearest airport, from Athens Control.
They were advised that they were almost directly above Thessoloniki
airport. The pilot began a high-speed
descent, descending to 3000 feet in 90 seconds and reaching a VVI of over
18,000 fpm. As they rolled out for the
visual approach, they had a hard time locating the airport among the city
lights. Still at over 460 Knots
airspeed, they acquired the runway at 3 miles.
The aircraft was configured and landed at Thessoloniki, only four
minutes after the original distress radio call.
The nine Reserve crew members and 16 passengers evacuated safely.
<
EN-US;>[36]
Date 28 Aug 1976 Cause: Thunderstorm Encounter Condition D/N Day Wing/Base: 438 MAW/KWRI Location: Mildenhall AB England IMC/VMC IMC
Tail #: 67-0008 Fatalities: 14 Crew/4 Passengers Fatigue? No 
Date 18 Sept 1979 Cause: Mechanical Failure Condition D/N Night Wing/Base: 437 MAW/KCHS Location: Charleston AFB SC IMC/VMC VMC
Tail #: 64-0647 Fatalities: None Fatigue? No 
Date 12 Nov 1980 Cause: Loss of Control Condition D/N Night Wing/Base: 62 MAW/KTCM Location: Cairo West AB Egypt IMC/VMC VMC
Tail #: 67-0030 Fatalities: 6 Crew/ 7 Pax Fatigue? Yes 
Date 7 Mar 1982 Cause: Mechanical Failure Condition D/N N/A Wing/Base: 438 MAW/ WRI Location: McEntire AAF SC IMC/VMC N/A
Tail #: 67-0017 Fatalities: None Fatigue? N/A 
Date 31 Aug 1982 Cause: CFIT Condition D/N Day Wing/Base: 437 MAW/KCHS Location: Knoxville TN IMC/VMC IMC
Tail #: 64-0652 Fatalities: 9 Crew Fatigue? No 
Date 12 Jul 1984 Cause: Multiple Engine Failure Condition D/N Day Wing/Base: 315 MAW/CHS Location: NAS Sigonella Italy IMC/VMC VMC
Tail #: 64-0624 Fatalities: 8 Crew/1 Passenger Fatigue? No
Date 15 Oct 1986 Cause: Taxi Accident Condition D/N Night Wing/Base: 439 MAW/KSUU Location: Travis AFB CA IMC/VMC VMC
Tail #: 65-0246 Fatalities: None Fatigue? No 
Date 20 Feb 1989 Cause: Controlled Flt into Terrain Condition D/N Night Wing/Base: 63 MAW/KSBD Location: Hurlburt Airfield FL IMC/VMC IMC
Tail #: 66-0150 Fatalities: 7 Crew/1 Pax Fatigue? Yes 
Pitch-12-13 degrees nose low
Flaps-Landing
VVI: 3000-4000 fpm
Throttles-Idle
Date 1 Dec 1992 Cause: Mid-Air Collision Condition D/N Night Wing/Base: 62 AW/KTCM Location: Near Harlem Montana IMC/VMC VMC
Tail #: 66-0142 & 65-0255 Fatalities: 13 Crew Fatigue? No 
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Synopsis:
The aircraft was destroyed while parked on
the ramp at Pope AFB. It was struck by
wreckage of an F-16, following a mid-air collision with a C-130 on final
approach. While no C-141 crew members were
injured, 23 Army troops were killed and more than 80 were injured.
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Lajes AB Azores
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Amarillo Int’l Airport
TX
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The Norton AFB based crew
had departed on a multi-stop "embassy-run" mission to Africa .
Prior to departing
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> >
> >
style='width:55.6pt;>
>
;> ;
> ;>:
none :none > 1.0pt
1.0pt >
> >
> >
style='width:130.5pt;>:
none;>
;> ;
> ;>:
none :none > 1.0pt
1.0pt >
> >
> >
style='width:88.5pt;>
>
;> ;
> ;>:
none :none > 1.0pt
1.0pt >
> >
> >
style='width:61.1pt;>
> ;
;> ;
> ;right-alt> ;
>
> 1.0pt
>
> right-alt>
> >
style='width:59.4pt;> ;
> ;
>:none >
> 1.0pt
: :
solid >
style='width:83.9pt;>:
none;> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:55.6pt;>
> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:130.5pt;>:
none;> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:88.5pt;>
> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:61.1pt;>
> ; ;
;> ;
>
>
>
> >
style='width:59.4pt;>:
;:right:color
style:solid
right-alt
;>:
: :1.0pt right:
1.0pt color: style:solid
: :
solid >
style='width:83.9pt;> ;
>
> ; > ;
;
> :none :
solid 1.0pt 1.0pt
> >
>
style='width:55.6pt;> ;
>
> ; > ;
;
> :none :
solid 1.0pt 1.0pt
> >
>
style='width:130.5pt;> ;
>
> ; > ;
;
> :none :
solid 1.0pt 1.0pt
> >
>
style='width:58.5pt;> ;
> right
> ;> ;
> ;> ;
>
:none > 1.0pt
right:none >
>
> >
style='width:30.0pt;> ;
>
;> ;
right-alt> ;
> :none :
solid 1.0pt 1.0pt
>
right-alt> >
style='width:61.1pt;> ;
> ;
>
> :
none > 1.0pt
>
: :
solid >
style='width:59.4pt;> ;
>
; > ;
> ;
> 1.0pt >
> >
> >
style='width:83.9pt;>:
none;>
;> ;
> ;>:
none :none > 1.0pt
1.0pt >
> >
> >
style='width:55.6pt;>
>
;> ;
> ;>:
none :none > 1.0pt
1.0pt >
> >
> >
style='width:130.5pt;>:
none;>
;> ;
> ;>:
none :none > 1.0pt
1.0pt >
> >
> >
style='width:88.5pt;>
>
;> ;
> ;>:
none :none > 1.0pt
1.0pt >
> >
> >
style='width:61.1pt;>
> ;
;> ;
> ;right-alt> ;
>
> 1.0pt
>
> right-alt>
> >
style='width:59.4pt;> ;
> ;
>:none >
> 1.0pt
: :
solid >
style='width:83.9pt;>:
none;> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:55.6pt;>
> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:130.5pt;>:
none;> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:88.5pt;>
> ;
;> ;
> ;> ;
>
> 1.0pt
>
> >
> >
style='width:61.1pt;>
> ; ;
;> ;
>
>
>
> >
Mishap Rate Data as of FY02, except "USAF Average" which is
as of FY01.
