Monday, 29 December 1980 The second day of a four day mission started off normally on the island of Okinawa. We had prepositioned the day before after a long 4.6 hour flight from Yokota AB. In the winter, the jet stream dips further south and headwinds increased on every mission to the south or west from Yokota. We were alerted by the Kadena MAC Command Post at 10:00 and arrived in the crew bus at the MAC Terminal about any hour later where we checked into the command post. Our mission for the day would take us to Taegu AB, South Korea, then to Kunsan AB and finally to Osan AB where we would spend the night. Our load would be a mix of passengers and a few pallets of cargo.
The flight to Taegu was uneventful, only a short 2.7 hours from Kadena at a 280 True Airspeed cruise. We landed at Taegu at 1509 local time and quickly went about our business of downloading the aircraft and uploading a few people. Rechecking the weather, we found that the Siberian winds were bringing a snow storm in off of the Yellow Sea and it had been dumping the white powder on the base of Kunsan for hours. Combining with low ceilings and visibility, the base had been shut down for most of the day but for our scheduled arrival around sunset, a “special” observation had been taken and had found the weather to be at our minimums, 1/2 mile visibility and a 200 foot ceiling.
Some of the passengers were F4 crewmembers from Kunsan returning from a TDY to Kadena. Aware of the weather at Kunsan, one casually asked what were the chances of getting in to Kunsan today. Standard Air Force reply “We will go look at it and if we cant make it, we will press on to Osan”. The thought of a night in Osan vs Kunsan brought a slight grin to his face.
Kunsan AB at that time was the home of Col Robin Olds famous 8th Tactical Fighter Wing. It had moved there in name only in September 1974 from Ubon AB, Thailand. At one time (late 1960s), Col Chuck Yeager had been the wing commander at Kunsan. It was one of two permanent USAF fighter bases in Korea. (The other one was Osan AB). They were still flying the F4 in 1980 but would later switch to the F16 in September 1981
We quickly wrapped up the unloading and loading of some new cargo and prepared for the next leg. The copilot contacted Taegu Ground and requested out IFR clearance to Kunsan. Taegu AB at the time was a ROKAF F4 base and was maintained by the Koreans. The F4 was their most modern aircraft at that time and was one of their premier bases. The US Air Force had a small logistic component stationed there to maintain USAF resources that were prepositioned in case of further conflict with North Korea. Sitting in a bowl shaped by the surrounding mountains, Taegu could be a little hairy to fly into at night or in the weather. Just 10 miles north of the airfield was Palgonsan, a 3,914 foot peak towering over the 116′ elevation of the base. However, today the mountains presented no problems as we were relatively light and the weather was still clear.
The C130E lifted off from runway 31 at 1636 local time, less than an hour before sunset. We climbed quickly to our enroute altitude of 13,000 feet. It was only a half hour flight to Kunsan and we could see a wall of clouds ahead of us. You never want to get “behind the power curve” when flying so we readied ourselves for the approach and landing. I briefed the approach and landing and called for the Before Landing Checklist. The approach into Kunsan would require flying the PAR approach since there was no ILS available. And, true to the forecast, we entered the frontal boundary of solid clouds about half way to Kunsan. Directed by the Korean ATC controller to contact Kunsan Approach Control on 311.9UHF, the copilot quickly selected the new frequency with his left hand, with a pencil in his right hand ready to copy any new directions that would be given by Kunsan Approach.
“Kunsan Approach, Sable 45, one two thousand”
“Sable 45, Kunsan Approach, radar contact 45 miles east of Kunsan. Turn heading 250, vector PAR Runway 36 Kunsan AB. Descend and maintain 4900 feet. Kunsan altimeter 2984”
“Sable 45, leaving one three thousand for four thousand nine hundred, altimeter 2984”
I throttled back on the four engines and released pressure on the yoke, allowing the aircraft to enter a slow descent of approximated 800 fpm. It began to get a little darker as we entered the murk below so the instrument lights were adjusted to provide a clear view of them.
The navigator quickly checked his chart for terrain and obstacle height on the descent and verified to the pilots via intercom that 4900′ was a safe altitude. He then placed his head onto the APN59 radar hood and tuned the radar gain and other controls in order to clarify the returns. Kunsan was easily picked out among the ground clutter as it stuck out on a pennisula. He sat back in his chair and quietly monitored the aircraft’s descent and flight path to Kunsan.
The Flight Engineer completed the laminated landing data card with his grease pencil and placed it on the center console in front of the throttles. Final approach speed would be 123 knots indicated.
In the cargo compartment, the Loadmaster ensured everyone was seated in their comfortable red nylon benches with their seat belts fastened.
The Before Landing Pattern checklist was quickly completed on the descent and Kunsan Approach updated us on the weather – holding at minimums. Landing check list were started and we were quickly vectored to final for a PAR (Precision Approach Radar) approach to runway 36. The clouds were solid throughout the descent and it was getting darker as the sun was setting.
“Sable 45, descend and maintain 2800, turn right to 270 degrees”
The copilot quickly repeated the directions as I pulled back on the yoke to begin slowing our airspeed down to below 180 KIAS so we could begin lowering flaps. We leveled at 2800′ and the aircraft quickly slowed past 180. Approach had us on an extended base leg, setting us up to turn final shortly.
“Flaps 50”
“Flaps 50” the copilot responded and reached with his left hand to the center of the console to move the flap lever to the 50% dedeny positions.
“Flaps 50” he called over the intercom as the indicator on the instrument panel reached the 50% position.
“Gear down” I stated and momentarily released the throttles with my right hand and gave a quick Thumbs down to visually back up up my command.
“Gear down” he repeated and moved the wheel shaped switch on the instrument panel in front of him to the down position. A momentary thump could be heard and felt as the pair of landing gears left their uploack position and started their journey down the long screwjack to the full down position. The landing gear indicators tottered for awhile but then the down position quickly clicked in on the indicator.
“Gear Down” stated the copilot, confirming the visual indication on the indicator. My eyes quickly glanced to the right to check the indicator to ensure we had three safe gear down indicators. The flight engineer’s hands moved randomly about the overhead panel, positioning switches in the proper position for landing.
The Before Landing checklist was called complete and we were ready for the final portion of the instrument approach.
“Sable 45, turn right heading 315 degrees.”. The copilot quickly repeated the transmission.
The air was amazingly smooth, n turbulence at all. Just a darkening gray void of clouds filling the windscreen as the sun began to set.
“Sable 45 turning right 360 degrees, descend and maintain 1100 feet”
Again the copilot repeated the call.. Upon completion of the turn, I retarded the throttles further to reduce airspeed and applied back pressure on the yoke to level off at 1100′.
Sable 45, Kunsan fnal controller, how do you read?
“Sable 45, loud and clear”
“Sable 45, roger, Kunsan winds 350 at 8 knots, ceiling 200 feet,, visibilty 1/2 miles. Altimeter 29.94. approaching glidepath”. The flight deck was silent not as we did not repeat the final controllers radio calls now but began listening to his every word. For he would guide us to the runway and decend us to within 200 feet of the ground while watching the radar scope.
“Begin descent”
“On course, on glidepath”
And the transmissions continued every 5 seconds as we descended down through the thick soup toward the runay.
“Slightly above glide path” I pulled back on the power ever so slightly to increase the descent rate.
“On course, on glide path”
“On course, on glide path” was the only voice heard over the radio as we descended toward the runway. “Sable 45, cleared to land runway 36, winds 340 at 8\5 knots, visibility 1/2 miles”. The copilot quickly repeated the landing clearance and added “Landing Gear Down”. My crosscheck continued with my eyes moving from the attitude indicator to the airspeed indicator to the VVI (Vertical Velocity Indicator which gives you your descent rate in feet per minute) to the altimeter. Slight back pressure on the yoke maintained the descent rate and holding the heading of 358 degrees kept the aircraft lined up with the unseen runway ahead of us.
“100 above” came the voice of the copilot as we passed 330 feet on our altimeter. The radio and intercom was silent except for the continous commands of the PAR controller. A quick glance out the windscreen revealed the continued solid gray mass of clouds. A nervous right hand released and quickly regripped the four throttles to ready myself to push them full forward if we did not see the runway in another 100 feet of our descent to our minimums of 230 feet.
Approaching Decision Height, the glare of haloed runway lights glowed in the mist. “Minimums, LAND” came the voice of the copilot. At the same time the PAR controller transmitted “At decision height” The copilot quickly replied to the controller “Runway in sight”.
Looking up from the instruments, a solid snow covered landscape greeted my eyes as I transitioned from the instruments to outside. Outlined by white runway lights, I could make out the outline of a runway where the snow plows had cleared off some of the snow and piled it on the edges. I then noted in my peripheral vision the gaggle of snow plows, Follow Me truck, passenger bus, fork lifts and other equipment parked off to the side of the runway. You realize they had been working for hours to prepare for this single landing and well over 50 people on the ground were watching you as you came out of the clouds. A quick decision was made to land with only 50% flaps and not disrupt the steady descent to the runway with the ballooning effect of lowering flaps further to 100%. Should be plenty of runway remaining to stop on the remaining 8000 foot of runway. (Ha, “should be”, famous last words.)
Slowly pulling back on the throttles with my right hand, releasing pressure on the yoke with my left hand and keeping the nose centered down the runway with gentle kicks of the rudders with my feet, we settled the last 200 feet onto the runway, approximately 900 feet down from the approach end. Main gear touchdown. Release back pressure on the yoke and the nose lowered itself gently onto the snow covered runway. Pull back with your right hand on the throttles to ensure you are at the Flight Idle detent for a moment, then pull up and back on the four throttle to move them past the mechanical detent to the Ground Idle position. You tighten your butt and your handgrip here as this is where things can go quickly wrong if one engine “hangs up” in flight idle and pull you off the runway. The flight engineer is staring at the gauges to try to note and give you a warning if one did hang up.
The deceleration of the aircraft is felt by all as all four throttles arrive in Flight Idle as they should and begin to slow the aircraft. No abnormal pull. Pause briefly, hold your breath and then move the throttles resolutely to the rear to “reverse” the four big flat Hamilton Standard propeller blades to slow the aircraft down further. (They do not really reverse in rotation but merely change pitch to provide a reversal of airflow from the rear to the front) You are forced forward in your shoulder straps as the aircraft quickly decelerates down the runway. Slight pressure on the rudders with your feet maintains the nose of the aircraft down the runway.
Time to check the brakes. Slowly raise your heels off the floor and push the top of the rudder pedals to apply the brakes. Many a good landing has gone bad here. But this time they work as designed and the aircraft continues to decelerate until you reach a safe taxi speed and you release the brakes. While the brakes on the C130 are very good, you must treat them with respect. No “Hot Brakes” for use today.
As the aircraft approaches the end of the runway at a normal taxi speed, the crew comes alive again. The pilot exhales a breath, relaxing after the tension of the approach. The copilot is busy on the radios, talking to tower then ground control. He also begins his cross check outside the windscreen on his side to ensure wingtip clearance from any obstacle or vehicle. The Flight Engineer is busy with the overhead panel then assumes his position in the left window to monitor the wingtips on that side. The navigator completes his paperwork, annotating the landing time of 1714. He turns off his equipment and then also gets up and stands in the window on the right side to provide another set of eyes outside for obstacle avoidance. It is well know in MAC that if your aircraft hits something while moving, your whole crew will be grounded and on the next flight back to Scott AFB to personally brief the four star commander of MAC why you let it happen.
Official sunset is 13 minutes past landing time and the skies darkent further. While the snow has stopped, a carpet of snow remains on the ground. The pilots and navigator step down off the airplane into the cold Korean night and make the 300 foot slippery walk in to Base Operations. Recheck the weather for the next destination (Osan AB), ensure they have your flight plan for that leg of the flight, and grab a drink from the machine.
Once offloaded and a few items added for Osan AB, we tried to get out of there quickly. We were accumulating some snow on the wings and other parts of the aircraft. Takeoff was uneventful and the aircraft was held on the ground for another 5-10 knots above takeoff speed just to give us a feel-good feeling in case the snow on the wings had turned to ice. Who knows. We landed in Osan about 40 minutes later, weather was fine there. The next day had us going back to Taegu to pick up a load for Cheju Do island off the south coast of Korea, then back to Osan AB. Picked up another load and flew on to Kadena, Okinawa to spend the night., the back to Yokota AB and home the next day, new years eve.