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Do you have any interesting details or stories of this particular aircraft or aircraft type? Did you fly or maintain it during its active service? We are trying to build a database of information on all the aircraft that have passed through AMARC to provide our visitors with another perspective of these fine aircraft. If you can help please fill the boxes below with your details and any information you can provide us with.

 

 

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#19 Gene Carmack MSgt/Ret blazerred@earthlink.net  2017-09-16 02:03
66-8306 gave me my most memorable landing gear failure ever. We were flying a local training flight at Altus, we had done 4-5 touch and goes when the IP put the gear up and we got a red wheels on the right forward landing gear. My student and I headed downstairs, when we got to the relay panel I had him record the lights then inspect the gear (loved those picture window inspection ports). He looked at the gear and said something looks really wrong. I looked and saw the intercollar lock was unlocked, the top of the strut was rotated 90 degrees but the boogie was only rotated about 15 degrees and jammed up against the forward part of the wheelwell. Called the Pilot and advised him we will need to call Command Post as this one is not in the -1. After much discussion with Command Post and Lockheed we were finally cleared lower the gear, the right forward extended but the boogie rotated to about 45 degrees. Since the boogie was improperly we got clearance to kneel both forward MLG and just land on the nose gear and aft mains. Landing was uneventful until about 1000 feet after touchdown when the strut failed dropping the tires to the runway, with the tires skidding sideways the airplane feeling like we had landed on a gravel road. Naturally we were met by everyone from the Wing Commander and many others. After the maintenance folks inspected for any damage they un-knelt the gear then chained the boogie to the top of the strut and knelt it again getting the tires off the ground and towed it off the runway. Got a call from Hyd shop a couple of weeks later saying that depot had informed them that the strut had separated internally and we were lucky it had not fallen off the airplane in-flight.
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#18 David Walsh david.walsh.7@us.af.mil  2011-04-20 00:00
Ladies and gentlemen,
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#17 Marcelo Paz jmpazzy@prodigy.net  2010-10-29 00:00
66-8306...so many memories. I was stationed at Travis from 72-79. TSgt John Wilson (later CMSgt) was the aircraft Crew Chief and later expediter. We worked under the team concept, five or six maintainers who worked the same aircraft every time we were on duty. The most memorable experience with 306 was the pylon fire. Had it not been for the fire suppression system the aircraft would have gone down for sure. The plane sat on the ramp (in the 300 ramp area if I remember right) for about a year. Then a Lockheed team showed up to do a temp repair -- install a dummy pylon and fix the leading edge -- for a one time 3-engine flight to Marietta. I was part of the team that worked with Lockheed. The plane was towed to hangar 818 and I think 2 months later it was ready to fly. They tried to fly it 3 or 4 times, always taxiing back for various reasons. Finally one day it taxied to the end of the runway, followed by all kinds of vehicles. It was sight to see. I had my Super 8 camera ready to capture the moment the aircraft lifted off. It finally started rolling down the runway and I started filming. My heart was beating so fast. Then I heard the camera making a strange sound, but I couldn't stop. The plane lifted off, rolled to the left a little and straightened itself out. Beautiful takeoff as the sun was coming up. With my heart still beating fast I checked the camera and discovered the film all twisted up inside the case. What a disappointment. I only captured the aircraft taxiing. 306 came back to Travis a year later I think and continued to perfom its mission. I will never forget 306 and all the other C-5s I worked and flew on. Great aircraft...a national treasure.
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#16 Ron Macomber djronm@gmail.com  2010-03-01 00:00
I flew several times on 66-8306, but more importantly, I was the lead crew chief on 69-0004 mentioned in the article. My name was pasted on the side. I've flown on many different C5's over the years, and like Phil said a few lines up, I had WAY more good times than bad during my career as a crew chief and then engineer. I miss that big bird a lot, and no matter what anyone says... that plane would go and go just like the energizer bunny, if only you'd let it!
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#15 bill duvall j_and_b@charter.net  2009-11-14 00:00
307,167&168 are the three tail numbers that we work at the c5 test program in 1970 . we did things like see if the the planes would do what lockheed said they would and give ideas for changes if they didn't
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