Naval Fighters 8 Lockheed C-121 Constellation

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INTRODUCTION

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C-69

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Anyone having photos or other information on this aircrafr or other 50's era naval aircraft, may submit them for possible inclusion in future issues. Any material submitted will become the property of NAVAL FIGHTERS unless prior arrangement is made. Individuals are responsible for secmity clearance of any ISBN 0-942612-08 ..6 material before submission.

The forerunner of the C-121 series, was the Lockheed Model 49 Constellation. An aircraft designed to a TWA specification, and taken over by the USAA as the C-69. The first L-049/C-69 (43-10309) left Burbank on 9 January 1943 on its Maiden flight to Muroc Field (Edwards AFB). This prototype would go on to become the re-engined XC69E (P&W R-2800 engines) and in 1950 the prototype L-I049. The follOWing is a list of all C-69 aircraft purchased by the USAA. All of which were Iatersold to various airlines, except 43-10309 and 42-94551 and 42-94552. 42-94551 was destroyed by an engine fire at Topeka Kansas on 18 Sept. 1945, and 42-94552 which succumbed to structural tests at Wright Field. CN 1961-1969 SN 43-10309 to 43-10317 CN 1970-1980 SN 42-94549 to 42-94559 CN 2021-2022 SN 42-94560 & 42-94561

S Ginter, 1754 Warfield Cir., Simi Valley, California 93063. All rights reserved. No part of this publication may be reproduced. stored in a ret.rieval system, or transmitted in any form by any meanS electronic. mechanical or' otherwise without the written permission of the publisher,

© 1983 Steve Ginter

.Although, many readers will take issue with my inclusion of the C-121 in the Naval Fighter series, here it is. The series was never meant to include just VF or Fighter types, but all combatant types. Somehow I will always find a way to do this. To qualify the C-121, I can point to its Vietnam usage and to the international incident of 14 April, 1969. On that date a C121K (BuNo 135749) of VQ-l was shot down over international waters in the Sea of Japan by the Korean Air Force.

C-121A When the Constellation evolved into the Lockheed Model 749, the Air Force placed an order for ten. These ten (48-608 to 48-617) would become C-121 As. The first aircraft was accepted by the USAF on 12 November1948. The C-121As differed from the 7 49s by having reinforced floors and a large rear cargo door. As configured the C-121 A could be quickly changed into a cargo carrier, passenger carrier or a litter carrier. All of the C-121 As were assigned to the Atlantic Division of MATS at Westover AFB, Mass. From this base they flew to Rhine Main, Germany, while taking part in the Berlin airlift. In 1960 the 1254th transferred to Andrews AFB and took on the responsiblities of the Special Air Missions (SAM) or V.J.P. fleet. Then in January 1966, the 1254th became the 89th Military Airlift Wing (SM). The C-121As were retired from the USAF by April 1968. Of the original 10 C-121As, six were retired from the 89th, two from other USAF commands, one from NASA in March 1969 and the remaining C121A crashed in 1957 after being given to Ethiopia.

FRONT COVER: EC-121 K, 137890, from the Pacific Missile Range, NAS Point Mugu, Calif. USN photo via Stan Wyckoff. PHOTOS AT LEFT: Top - Forerunner of the C-121, the C-69, seen here with 400 cubic foot "Speedpak" external cargo cell in place. MIDDLE: C-69, 310312, in natural metal scheme. BOTTOM: C-121 Super Constellation family portrait. I. 53-7885, VC-121 E, Presidential aircraft named "Columbine III'" ex USN R7V-l, 131650. 2. R7V1, 131653, USN aircraft assigned to MATS. 3. Lockheed demonstrator 1049 with one turboprop engine installed. 4. 1049D, cargo Connie, N6501C. 5. 1049, HK-176X of Avianca, Aerovias, Nacionales, de Columbia. 6. RC-121 D, 52-3415, of the USAF. 7. WV2, of the USN. 8. USN turboprop R7V-2. Lockheed photos. PHOTO BELOW-VC-121B, 48-608 in November 1948. This the first C-121 was modified to a VIP transport while in production. The modification gave this C-121 fewer windows than the other C-121 As as well as a passenger door instead of the standard cargo door. It was rumored that this aircraft would have been Thomas E. Dewey's if he had been elected president. USAF photo.

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PHOTOS TOP AND AT LEFT-Two views ofVC-121H, 48-608, in its natural metal scheme, Bowers via Roger Besecker. BELOW-48-608, in late dayglo white and polished metal scheme. Clay Jansson.

PHOTOS: ABOVE-Two views of C-121A, 48-609, in early MATS livery. Logo is yellow with blue trim. Photos via Leo Kohn. RIGHT-48-609, in late silver and white scheme after being modified to a VC-121A.

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PHOTOS ABOVE-Two views ofVC-121 A, 48·61 0, as configured as the second presidential Connie, Columbine II. USAF photos.

PHOTOS: TOP-VC-121A, 48-610, on 8-13-55, after being replaced by the VC121E as the Presidential aircraft. W. T. Larkins photo. LEFT-Last scheme used on 48-610, with day-glo tail markings. Berger collection.

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PHOTOS: TOP-VC-121E, 48-611, on6Aug.1967 at AndrewsAFB. Photo by Dave Lucabaugh via Jansson. MIDDLE-C-121A, 48-612, in early MATS markings, note ariels and wing-walks. USAF photo. BELOW-VC-121A, 48-613, as used by General MacArthur in 1950 and 1951. This was the first APS-I0 radar equipped Connie. Left side of nose carried the name Bataan written over a map of the Philippines, while the right side of the nose carried the letters SCAP (Supreme Commander, Allied Pacific) written over a map of Japan. Photos-.via Leo Kohn. BOTTOM-VC-121A, 48-613, again at San Francisco on 7-30-53, photo by W. T. Larkins.

BATAAN - Red with Black boarders and shadow ISLAND - Green

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PHOTOS TOP-48-613 during 1953. Note dark blue lightning bolt flash mark across fuselage. Photo by C. A. Johnson via W. T. Larkins. MIDDLE-engine and nose details of 48-614 in the later

white and silver scheme. Note crew ladder extending aft of gear doors. Photo by Balogh via Menard. BOTIOM-VC-121A, 48-613, on 21 Mar. 1966. Photo by Clay Jansson.

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BOTIOM-VC-121A, 48-617, last of the ten A models built. Painted in the later white and silver scheme, 6 Aug. 1967. Photo by Dave Lucabaugh.

PHOTOS: TOP-VC-121 A, 48-614, the first of Eisenhower's Columbines, seen here in later scheme than when he was Commander of SHAPE. Balogh via Menard. MIDDLE-Two Views of C-121A, 48-616, in the early MATS scheme, Balogh via Menard.

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C-121A

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The PO·IW, is a model 749, to which engines as used on the R7V-l and WV-2 are installed. The other structural differences are in the tail group. The horizontal stabilizer is extended 18 inches on each side and the verticle stabilizers are those used on the R7V-l/WV-2.

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PO-IW The PO- IW was created from the Lockheed model 749 aircraft. The PO- IW later designated WV-1, was built to meet the Navy's AEW (airborne early-warning) requirement. The first PO-IW took to the air on 9 June, 1949 (BUNG 124437), with the second PO-IW delivered in December 1950 (124438). The two POE ONES took part in NATO operations Mainbrace and Mariner in 1951-52. From the Navy these aircraft were transferred to the Federal Aviation Agency and then to the USAF. LOCKHEED CONSTELLATION U.S. NAVY WV-l RADAR EARLY WARNING AIRCRAFT

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SUPPORT SQUADRON ONE The first of fifty Navy R70-1s flew on 12 November 1952. Shortly, the designation would be changed to R7V-1. The R7V-1 differed from the Lockheed model 1049 in having a revised wing which was stiffened to accept increased gross weights. The Navy's Super Constellation also incorporated a h~avy-duty freight floor and large cargo doors. The R7V-1s entered service with VR-1 and VR-7 in the Atlantic and VR-8 in the Pacific. The Navy R7V-1s differed from their Air Force counter parts (C-121 Cs) by having round windows instead of square ones. Thirty-two R7V-ls would eventually be transferred to the USAF as C-121 Gs to supplement the C-121 C force.

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VR-1 was commisioned on 9 March 1942 at NAS Norfolk, Virginia with LtCdr. c.K. Wildman as the CO. This was the first squadron of the new Naval Air Transport Service and thus the Navys oldest. On 19 July 1943 the squadron was transferred to NAS Patuxent River, Maryland where it would remain till 1968. The squadron's mobility is reflected in its motto: "Can Do - Where To?"

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PHOTOS: ABOVE-Two views of a VR-l R7V-l in the natural metal scheme. Photos via Leo Kohn. MIDDLE-A R7V-l being campleted outdoors at Lockheed, Calif. Paint scheme is not completed and the

R7V-l could be going to either VR-7 or VR-8. BOTTOM-R7V-l, 131659 prior to delivery to VR-7 or VR-8. Lockheed photos.

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PHOTOS: ABOVE, TOP-VR-8, R7V-1, 131626, in natural metal and white scheme. Note squadron sailor with flying model of the Connie. Lockheed photo. MIDDLE-R7V-1, 131628, of VR-8, all silver, nose markings are yellow with blue trim, tail markings are blue with white lettering and yellow trim, note white paint on the main tires. Photo by Balogh via Menard. BOTTOM-R7V-1,

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131659, of AEW Maint. Squadron 2 (MATRON-2) in 1956. Scheme natural metal and white with a blue cheat line. Lockheed photo. PHOTO BELOW-Blue Angels Connie 131683 on 8-9-69. Designation changed from R7V-1 to C-121J in 1962. See back cover for scheme. W. T. Larkins photo.

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PHOTOS: ABOVE TOP-R7V-l/C-121J, 128443, date unknown, believed to be from VP-31 because of the late scheme. Natural metal and white with a blue cheat line and day-glo nose and tail flash. Besecker collection. MIDDLE-R7V-l/C-121J. 131623, NAS Memphis. Silver and white-with blue cheat line and black nose. Nick

Williams photo. BOTTOM-Very late scheme of grey and white with blue cheat line. C-121J, 131659, from NAS AGANA. Photo by Fred Roos. BELOW TOP-C-121J,131635, NAS KEFLAVIK via Clay Jansson. BOTTOM-C-121J, 128443, COMNAVAIRPAC, 28 Apr. 1966. Norris via Jansson.

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PHOTO ABOVE-VC-121J, COMNAVAIRPAC, grey and white with 'black cheat line nose and engine flashes. Note square windows. Nick Williams photo.

FLYING THE CONNIE BY BOB KOWALSKI To me as an airline pilot, the life-blood of the Connie was it's hydraulic systems. These systems required 55 gallons of hydralic fluid and necessitated various flight procedures that were unique to the Connie, so perhaps a brief description of them will serve as a starting point before we embark on a simulated flight in a Connie. There were two hydraulic systems, a Primary System normally powered by pumps driven by engines # 1 & #2 and which operated the flight controls, and a Second System normally powered by pumps driven by engines #3 & #4 and which operated the landing gear, wing flaps, brakes, and the nose wheel steering. There was a mechanical interconnect valve (electically controlled on the later models) that allowed the operation of the components of one system by the pumps of the other system in the event of multiple pump failure. There also were electronic AUXiliary Boost pumps, one for the elevator and the other for the rudders, to serve as back-ups for the Primary System pumps during the critical stages of flight, the take-off and landing. Finally, there were Boost valve disconnect levers for the three control surfaces which would allow the pilot to manually control the flight surfaces in the event of Primary Hydraulic System failure. Keeping that simplified hydraulic system in mind, let's take a flight in a Connie. We'll use a L~1049C, a later model Connie equipped with the Wright R-3350 TurboCompound engines which utilized Power Recovery Turbines (the PRTs were a means of adding to the horsepower of the engine). Each engine had 3 PRTs which consisted of a turbine wheel mounted in a shroud that combined the exhaust of 6 cylinders. This exhaust by its velocity, turned the turbine wheel whose shaft was coupled to the crankshaft of the engine, thereby recovering energy from the velocity of the exhaust. At Take-off power, each PRT contributed 150 HP or a total of 450 HP per engine. Entering the cockpit for the first time the pilot, after noticing the spaciousness of the cabin was surprised at the small size and sparseness of the cockpit. To get to his seat the pilot had to lower his head to keep from hitting the overhead radio panel and then step down and around the throttle pedestal. Mounted on both sides of this throttle pedestal was a large indented wheel, the elevator trim tab control. During all phases of the flight, the pilot would be making continuous adjustments to this wheel. The pilot's instrumentation was limited to his flight instruments and the duel MAP (manifold pressure), and RPM gauges on the center instrument panel. All other engines, fuel, hydraulic and electrical system instruments were on the side-

facing, flight-engineer's panel. Setting the cockpit up for flight reqUired, in addition to the normal radio check, slaving gyros, etc., a check of the Aux Boost pumps and a check of the Elevator Shift Control. This control allowed the pilot to shift the elevator to an un-boosted mode which, although it limited the amount of elevator travel, allowed the pilot greater mechanical advantage of the control column. After completing a "Before Engine Start" check-list, the first engine to be started was #3. To preclude a liquid lock, the flight-engineer would look out the small window in the crew entrance door, and count "six blades" before the mag switch would be turned "On" by the pilot. After engine #4 was started, the external power would be disconnected. The Secondary hydraulic system was powered and the Interconnect Valve was checked to see that it was in the "Closed" position. This was accomplished by the co-pilot who would usually move the ailerons toward full-deflection. Since these flight controls were in the Primary system they shouldn't be powered this time, and the co-pilot should feel resistance to his attempts to get aileron travel. When the Cabin Door warning lights were "Out", engines # 1 & #2 would be started. Here the flight-engineer used a small mirror mounted on his panel to look out at #'s 1 & 2 to count "six blades". At the completion of engine starting, the brake selector is changed from the "Emergency" to the "Normal" system, Flux gates "Caged" and the remainder of the "Before Taxi" check list completed. With the receipt of the "Clear to taxi" signal from the ramp signalman, the pilot would probably put both his hands on the small diameter nose steering wheel so as to use the req uired physical strength to make the full deflection right turn out of the ramp that was normal in airline operations. To keep the demands on the Secondary system to a minimum, the extension of the flaps was delayed to the time when the aircraft wasn't going to be turned sharply. During the taxi to the runup block, all four engines were turning just fast enough to keep their DC generators "on the line", about 1000 RPM. Arriving at the run-up block, the aircraft would be turned into the wind for the required engine checks. At this point, another feature of the Connie must be taken into considerat.ion. That was a "walking" trait of the main gear. Their shock strut and side struts were attached to a fulcrum that pivoted on bearings mounted in brackets attached to the wing structure. This feature allowed the shock strut to move aft against the drag strut on landing, thereby absorbing some of the loads and making for a softer landing. But if the pilot didn't take this same feature into account for the engine run-up, the passengers would get "lurched" about. To prevent this, the pilot would advance all four engines to 1500 RPM as he swung the aircraft into the

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wind and set the "Parking Brakes". This had the effect of pulling the aircraft "out" against the locked wheels. (A pre-requisite for these engines checks was that the oil temperature was above 40' C.) Then, to check the mags a symmetrical pair, normally the outboards (#1 & #4) first, would be advanced to the field's barometric pressure while the other engine pair was being retarded back to generator "on-line" speed. After the pilot checked the mags (I think max allowable drop was 75 RPM), those engines would be retarded as the other pair was being advanced for their mag check. The importance of this maneuver was to always keep the Connie pulled "out" until after the checks were accomplished when the power was retarded to the 1500 RPM, the "Parking Brakes" released and the aircraft came back onto it's main gear. The "Parking Brakes" could be set again until the aircraft was ready for take-off. During these engine checks that involved the pilot and flight engineer, the co-pilot would "bleed" the Primary hydraulic system by holding each flight control in full deflection for 30 seconds. The Connie used "Fowler" type wing flaps. The take-off position for the flaps was the 60% setting. In this setting flap movement was mostly aft to increase the wing area. Landing used the 100% setting normally. Here the last 40% of flap extension was downward thereby sharply changing the wing airfoil section to the one more suited for slow speeds. The wing flaps would be set, and the Aux Boost switches turned "On" to complete the "Before Take-off' check list. The take-off technique was normal for this type of aircraft, but for comparative purposes we'll plan to use the speeds applicable to a max gross wt. L-l 049C, 130,000#. VI would be 106 kts (without auto-feather) and V2 121 kts. The pilot would advance the throttles to 45" MAP and call for "Takeoff" power which the flight engineer would then set up as he was closing the cowl flaps from their "full open" position. The flight engineer set up 56.5" MAP and checked for 2900 RPM for a sea level take-off. He also watched the BMEP gauges so as not to exceed the limit of 228 BMEP. The co~ pilot would hold the yoke full forward and if there was a crosswind, hold full "up" aileron into the cross-wind. The pilot assumed directional control of the Connie as soon as the rudders gained effectiveness, however the nose wheel steering was maintained until VI to assist in directional control in the event of a "critical engine" failure before Vmc was reached. Under normal runway conditionl)s, the yoke will be eased back about 10 kts. prior to V2' but still hold the nose wheel on the runway until V2 is reached when the Connie was flown off the runway. As soon as the Connie is airborne, the pilot calls for the gear "Up". At this point to an outside observer, the Connie really looks "right" as the gear comes up and the esthically pleasing lines of the Connie become uncluttered while the aircraft eases into it's element. But wait, the left main doesn't seem to be retracting as quickly as the right one. But that was another peculiarity of the Connie. The right main always retracted first, while on the earlier Connies the left main would falter and even fall back before it finally retracted. This was all caused by the Secondary hydraulic system that drove the landing gear. The closeness of the right main gear to the pumps of the Secondary hydraulic system, (driven by engines #3 & #4) plus restrictor valves, allowed the right main gear to retract first.

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As the lAS increases to 130 kts. "METa" (Max continuos Except for Take-Of 0 is called for. The flight engineer sets 47.5" MAP and 2600 RPM and checks against 215 BMEP being exceeded. At 500', the flaps are retracted and the aircraft is allowed to accelerate to it's climb speed of 160 - 165 kts. before Climb Power of 39" MAP and 2500 RPM finally set up. Somplace in here the pilot would have said "Your throttles" to the flight engineer. A pilot flying the Connie for the first time would notice the "heaviness" of the controls as he started using that elevator trim wheel to elevate the forces acting on the elevator. He would also notice a rather more restricted view out of the cockpit windows than the Connie's contemporaries offered. But the Connie's cockpit was comparatively quiet, and that would be a virtue for the flight we are undertaking. Our destination is far enough away to required cruising above 16,000 ft so a "high-blower" operation is called for. This' becomes apparent as we climb through say 15,000 ft and the flight engineer, who has been advancing the throttles 'to maintain the climb MAP, reports that they are up against their stops. At this point, my airline's standard practise called for the pilot to inform the passengers about the upcoming blower shift. By now their ears had become accustomed to the drone of the engines and this was going to change drastically during blower shift. When the pilot called out "shift blowers", the flight engineer would ease back the throttles to 20" MAP, reduce the RPM to 1600, and then smartly move all four "Blower Shift" controls aft to their "High Blower" position. It's really quiet now. He then increases the RPM to 2500 and smoothly brings the throttles to 40" MAP. Leveling off at the cruise altitude, the airspeed is allowed to build uptoabout215 IASat 17,000 ft. (VNO here is 237 kts.), before calling for "cruise power". Cruise power in High Blower 40" MAP, 2400 RPM, with a limit of 1730 BMEP. After a short period of time to allow the engines to stabilize, the flight engineer would "leen out" the engines by, what was known as, the "10% drop" procedure. This procedure was accomplished on one engine at a time and was based on the cruise BMEP. The flight engineer would move the mixture control aft until the BMEP either rose to a max or started to drop, this was the point of "Best Power". He then reset the throttle to cruise BMEP and continued to lean until the BMEP is 10% below the "Best Power" BMEP. Once again, he reset the throttle to the cruise BMEP, being careful not to exceed the cruise MAP maximum limit. If cruise BMEP cannot be regained by throttle movement, the power loss was to be accepted. Each engine was set-up on the basis of it's performance, so in all probability, each throttle was in a different position on the throttle pedestal than the others. Now that we're "leaned out", if no abnormalities occur, we'll drone on to our destination. From 17,000 ft, we'll start our descent about 45 minutes before our ETA at destination. The descent technique for reciprocating engined-aircraft was quite dif ferent than it is for today's jet-powered transports. To start our descent, we'll leave cruise power on the engines and gently lower the Connie's nose to allow the airspeed to build up to VNO (260 kts. below 12,500 ft). when power has to be reduced, to keep the rate of descent going, the first reduction can be made by shifting the blower controls forward to their "Low Blower" posi-

tion and noting the power loss. As the descent continues, the throttles are reduced so as to keep an inch of MAP for each hundred RPM being carried, in this case we'd use 25" MAP for the 2500 RPM that we carried during cruise. We might still want to descend faster, so a further power reduction to one minim um of 20" MAP and 2000 RPM could be made. (There was no pulling the throttles back to "Idle" as in today's aircraft.) The "Descent" check-list included "Charging the brakes" (change the brake selector to "Emergency", let the pressure build-up, and then reselect the brake selecotor to "Normal"). Descent would be planned so that the aircraft arrived at the approach altitude about 10 miles from the OM (Outer Marker). (For this example, we'll make an ILS approach to our destination.) Arriving at our approach altitude, we keep the reduced power on the aircraft and allow the Connie to slow down. When the airspeed slowed to 185 kts., the flaps would be selected to the "Take-off' position and the Connie would continue to slow. At 130 kts., the RPM would be increased to 2400 and the throttle advanced to about 25" MAP. The pilot would say "My throttles" and when the ILS glide-slope came upon to our altitude the landing gear would be extended, Aux Boost switches put "On", and the features "rich" "before landing" check list completed. The 25" MAP would be a "good" starting point for the power needed for the approach. The shorter Connies, L-749s, etc., were less stable during all regimes of flight, and really req uried more "flying" than the L-I049s did during an approach. Compared to it's contemporary, the DC-7, the most noticeable trait of a Connie during an approach goes back to it's "heaviness" of feeling, you had to constantly keep after the Connie to keep her where you wanted it on the ILS. After sighting the approach lights, and at about 150 ft, "Full flaps" were selected to slow you to an over-the-fence speed of 115 kts. Approaching the "flare", the power would be carried until the Connie was in a landing attitude. Then the throttles were "chopped" and the elevator control moved aft, with elevator trim to help, to keep the Connie's nose "up" until the main gear touched down. Once the mains w~re on the runway, the nose gear was lowered to the runway, full "up" aileron applied if there was a cross-wind, and prop-reversing and landing gear braking used to slow the Connie. Clearing the runway, cowl-flaps were "opened", Aux Boost switches "Off", and the wing flaps brought "up". as the aircraft was taxied to the gate. Prior to engine shut-down, they were idled at 800 RPM to scavenge the oil system. But any Connie flight engineer will tell how those Wrights leaked oil after shutdown. After engines #3 & #4 were shutdown the brakes were shifted to the "Emergency" system because of how qUickly they would lose pressure (15 to 20 seconds, according to the flight manual) after engines #3 & #4 stopped). A comparison of the Connie and it's contemporaries, the Douglas DC6 & -7, can start with the fact that the Douglas transports evolved from the DCA which did not require a flight engineer. Because of that evolution, the Douglas transports did not have seperate flight engineer panel, but did have almost all, except for engine analyzer and pressurization controls, up front on the forward and overhead instrument panels. The Connie as noted before, had the side-ways facing flight engineer panel. Another differences was apparent once the engines were started, the DC7 was noisier than a similarly engined Connie. But once airborne, one advantage of the

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Douglas flight control system became apparent, and that was it's better sense of "feel" for the pilot. Douglas did not use hydraulically boosted flight controls, instead they used spring control tabs on the control surface. These control tabs were linked by cable directly to the pilot's controls and thus, allowed the pilot to "feel" his inputs. At the same power settings and s'imilar gross wieghts, the DC7 did cruise about 10 to 15 knots faster than the Connie, and was also flown about 5 knots faster during the approach. For the landing, the thinner airfojl and smaller wing area of the DC-7 demanded a more gradual closing of the throttles than was the "norm" for the Connie. A quick "chop" could bring a sudden loss of lift behind those four-bladded props and the DC 7 would "smack" onto the runway. The Connie however, benefited from a thicker airfoil and more wing area, and would continue to fly until the wheels touched the runway and the shock strut "walked" back to absorb most of the shock of landing. As a result of it's slower touch-down speed, the Connie used less runway for. it's roll-out. Although I preferred to fly the DC7, because of it's better sense of "feel" plus the accessiblity of it's controls and instruments, there were many pilots with the same airline who preferred the Connie. Personal preferences aside, the Connie was one of the most aerodynamically "right-looking" aircraft that ever flew and I am most proud to have flown her.

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~1I \.

D~~CAU

~~'2

~~KA"

13

~~~ .~F.~J

.-.01,... t.IVII LOCX..o .....

c. ..

10

"I

'"

22

.IG+4T COWL 'ANfL LATCH AOJUn/lUHl (ACCESSCOV! •• ' .....OV[DI

2'0

, •••.,.....,.••• -1

19

36

~'~.).,\.

(

8

34

....

F-,

10

I

24

(~~u

~~~:T~~ ~~N~~~

lOWn COWl

' ...... ILHINO.

/~_--3)

E;-;!,~I(ALI

OIL COOlII KOOf'HlNOf

~'5 ~14

*

tAM 411 DOOl NOr

12

INUAlUD ON 'OMl .....""'"

39

12

UCTIOH

18

F-F

fill SEAL tNS'All.tUION

FLIGHT STATION (TYPICAL)

FLIGHT ENGINEER'S STATION (TYPICAL)

II

II

PilOT INSTRUMENT PANelS (TYPICAL)

I

19

1 2 3 4

FIRE WARNING LIGHT lMASTER) RADIO MARKER BEACON liGHTS AUTOMATIC FEATHER ARMED VACUUM WARNING

5 6 7

GYRO INSTRUMENT POWER SWITCH VACUUM GAGf fOE-leERl DE-leER AIR PRESSURE GAGE

8 9 to

AUTOMATICPILOTWARNINGLIGHI CLOCK MACH AIRSPEED INDICATOR

11 12 13

GYROSYN COMPASS MASTER INDICATOR GYRO HOR I ZON RAD1QMAGN£TIC INDICATOR

14 15 16

SENSITIVE ALTIMETER INSTRUMENT APPROACH INDICATOR RATE OF CUMB INDICATOR

11 18

TURN AND BANK INDICATOR STATIC SELECTOR VALVE

19

zo

21 22 23

COMPASS SLAVING SWITCH GYRO IN$TRU!W:NT FUSES PARKING BRAKE L1GRT MANIFOLD PRESSURE INDICATOR TACHOMETER INDICATOR

24

THREE-AXIS TRIM INDICATOR

25 26 27 28 29 30 31 32 33 34 35

OUTSIDEAIRTEMPERATURE INDICATOR WING FLAP POSITION INDICATOR LANDING GEAR LIGHTS PROPELLER REVERSE PITCH LIGHTS FLAP SHUT-OFF WARNING LIGHT FLAP SHUT-OFF VALVE TEST SWITCH FLUX GATE COMPASS MASTER INDICATOR AUTOMATIC DIRECTION FINDER HYDRAULIC PRESSURE WARNING LIGHTS HYDRAULIC OIL PRESSURE INDICATOR EMERGENCY BRAKE PRESSURE INDICATOR

"

PHOTOS: ABOVE-Typical R7V·l, C-121 instrument panel, note how far center council extends between engineer's con sole.

seats. LEFf-Flight

CONTRIBUTORS ROGER BESECKER, DON BORN, JIM BURRIDGE, STEVE GINSBERG, CLAY JANSSON, "MULE" HOLMBERG, LEO KOHN, BOB KOWALSKI, WILLIAM LARKINS, ROBERT LAWSON, DAVE MENARD, RON PICCIANI, WILLIAM L. SWISHER, D. H. STOOPS, NICK WILLIAMS, STAN WYCKOFF, WITH SPECIAL THANKS TO BOB FERGUSON OF LOCKHEED CALIFORNIA.

FLIGHT ENGINEER INSTRUMENT PANELS (TYPICAL)

0000000

00 0°88 8 8

7

~~

8

G

~poq14

I 2 3 4 5 6 7 8 9 !D II !2 13 14 15 16 17 18 19

FUEL QUANTITY INDICATOR ILEn WINGI FUEL QUANTITY INDICATQR IRIGHT WINGI FUEl QUANTITY INDICATOR (CENTER SECTIQNI QIL QUANTITY INDICATOR (MAIN TANKS I FUEL QUANTITY INDICATOR IQUTER WINGI SENSITIVE ALTIMETER OIL COOLER FLAP POSITION INDICATOR CARBURETOR AIR TEMPERATURE INDICATOR MACH AIRSPEED INDICATOR OUTSIDE AIR TEMPERATURE INDICATOR ANTI·ICER TANK QUANTITY INDICATOR OIL OUTlET TEMPERATURE INDICATOR VACUUM WARNING DOOR WARNING LIGHTS OIL OUANTITY INDI CATOR IRESERVEI HYDRAULIC OIL TANK QUANTITY INDICATOR FUEl GAGE TEST SWITCH FUEL FLOW INDICATOR TORQUEMETER INDICATOR

20 21 22 23 24 25 26 27 28 29 J()

31 32 33 34 3,

J6

HYDRAULIC PUMP WARNING LIGHTS HYDRAULIC OIL PRESSURE INDICATOR FUEL PRESSURE WARNING LIGHTS TR I PLE TYPE SYNCHROSCOPE OIL INLET TEMPERATURE INDICATOR CYLINDER HEAD TEMPERATURE INDICATOR CYLINDER HEAD TEMP. SELECTOR SWITCH TACHOMETER INDICATOR FIRE WARNING LIGHT IMASTERI CLOCK REAR OIL PRESSURE iNDICATOR OIL PRESSURE WARNING LIGHTS COWL FLAP POSITION INDICATOR MANIFOLD PRESSURE INDICATOR PROPELLER GOVERNOR LIMIT LIGHTS IFOR HAM. STD. PROPS ONL YI SUPERCHARGER DRIVE SHAFT BEARING TEMPERATURE IND I CATOR FUEl PRESSURE INDICATOR

12

17

UPgER PANEL

8888 (0 ffiB424 Q

2800

0 ~00 101 25

25

26

G0 32

32

27

0

30

30

27

~33 G~~1 ~4 ~~ 33

35

o

MIDDLE PANEL

20

12

022

FORWARD RADIO RACK (TYPICAL)

25 16

27

-®

® 3D

\

SIDEWAUCARGO_ _ / / TIE-DOWN RING

R70-1 / R7V-l DIMENSIONS sq. _ ft0". NG AREA...... • 1, 654 123' WI 2" SPAN...... • • • • • ••••• .. .. 11 6' _ 9"

TH LENG •••• ...... • ••• <:"4' _ A" HEIGHT ••••••••• :: •••• 28' - 8" TREAD.......... • •• 14' _ M.A. C••••

WEiGHTS

Lbs. 68 539•••••••••• , 6•••••• 2•••• • • • • •. . . 70.85 5

Loadings TY

EMF BASIC ...... ·i30.000 •••••• '25 DESIGN······145.000 ••.••• 2. MAX.T.O..... . DES.LAND •• )"'110.000 (l0'/sec.

.

MAX.LAND (7' / sec.••)", •122.000•••••••••• S 0--A'C -COMMODATION NOTE SEAT TRACKS

TYPICAl cRoss-~~6ON Of FUSELAGE SHO, x 2(7' WAU. APPROXIMATE AND FLDOR CA ~O GRID PAffiRN

CREW......

....• ·•••••••••••• 5 o~o~ 73

TROOPRSS• •••• : : ••••••••••••• i06

LITTE

••••

PASSE/ITGERS:

CARGO SPACE·····

FLOOR LOADING ••• JOO

REMOVABLE FLOOR CARGO

TIE-DOWN RING

21

)

3

5,679 Ft'

Ibs./ft. 2

FORWARD LAVATORY AFT LAVATORY REf

PART

1

WATER TANK

1 3

lICHT "",PH CUP DISPE~SER WATEll lANK fAUCET

~

5 6 7 8 9 10

HI.NeeD ACCESS DOOll HINGED MIRROR ",SS,EM8l y WA,IEll TANK ...cCESS DOOll TANK SUPPORT STRAPS CUP HOLDER IREMQVA5lEI ASSIST HANDlE·

REf

PART

11 12

SOAP DISPENSER PAPER TOWEl DISPENSER

1J U IS

LINEN TOWel DISPENSER WATER fAUCETS AND DRAIN WASH 8ASIN

16 11 18

WASTE IIECEPTACLE ITYPI(AlI HINGED DISPOSAL DOORS IPAPU CUPSI DENIAl BOWl

19 2'0

W"'ER r"UCET

•

ATTENDANT CAll 8UtTON

fA,ClAl TISSUE DISPENSfIl

VIEW~

10

SANITARY N,t,PI(IN OIlI>.WER

11

TOILET TISSUE HOLDER

HI

WATER fAUCETS AND DllAlN

SHOWING Access TO WATER TAl'll( LOOKING FORWARD fROM

TOILET COMPARTMENT

1J

" ~--LEfT LAVATORY SHOWN

RIGHT OPPOSITE

AT LEFT-Seat installation, note tiedown locations in the over-heads. Lockheed photos.

POWER, PLANT NO. & MODEL ..••• (4) R-3J50-J4 MFR

W.A.C.

SUPERCH •.•••• 1 Stage, 2 Speed PROP. GFAR RATIO •.••••• O.4375

PROP. MFR ••••••••••• Ham. Std. PROP. DES. NO •••••.•.• 690}L-0 NO. BL./DIA •....•...• 3/15'-2"

IRATI~Gsl Bhp T.

o.

NORMAL

Rpm

3,250 2,900

S. L.

2,600 2,600 S. L. 2,650 2,600 6,500' 2,450 2,600 17,900' SPEC. NO. N-872

22

Alt.

NOSE LANDING GEAR

DETAIL

Iff

fAIT

1

SolD! STOUT

1

DI~!CTION"L

3

TOIOU! ARM

•

QU'U DISCONNKT 'IN

$

STEEliNG (ONUoe VAlVE

6

SIiOCKSTIUl

7

UP LOCK LUG

S 9

ACTUATING (YLINOE. fUlClUM

10

UPf!1 DUO STOUT

"

DOWN lOCI(

11

DOWN LOCK SAFETY"'"

11

lOWU OI"G SnUT

,.

NEWH SEAliNG

')

"STaN 100 TEIMINA'

\6

ClOSS HEAD

17

ClOSS HEAD f'VOT tOlT

18

NOSE WHEEL STEERING

(ONnOl CYliNDER

fULCRUM finiNG

19

BEAIING SEA'

l'O

NfWl~

BE"'"ING

11

UP,!. 01"<; SUUT

22

lOCK

13

PIVOT RnAINER NUT

,.IAL\ASSfM&L'

~:

:~!.'CAL IUSHIN(;

27

FUlCRUM !EARING U"'cHT

18

BEAIING ASSEMJLY

29

.'AIING C.., SHIM

3D

'Ule.V",

31

B' ....'NG CAl'

n

BEAIING SHIM

~: :;;~;E·.~~::~~::~~:::C~'N. 36

37

/

CABLE SEAL AND PUllEY BRACKETS

/ SLACK TAKE·UP UNITS

CHECK VALVE

QUICK OlSCONNKT ,TORQUE LINKS I

UlGGfl

1ft

'''leH lOCK SHU'

39

DOWN

'0«

1!L'ASf cnlNorl

£

MAJOR C-121 SOURCE MATERIAL 1. AAHSJournal Vol. 25 #1, Spring 80, "Lockheed C-121A Constellations in USAF and Civilian Service," Robert C. Mikesh. and "The Hurricane Hunters," Gary F. Frey. 2. Air Classics. June 1969, "CONNIE," Bob O'Hara. 3. Air Classics. Feb. 1972, "The Last Typhoon," CDR. N. S. Bull. 4. Air Classics. Dec. 1974, "The Typhoon Hunters," Richard Clarke. 5. Air Enthusiast Fourteen. "Constellation," Tony Taylor. 6. Lockheed Aircraft since 1913. 1982, Putnam, Rene' Francillon. 7. The Lockheed Constellation. 1967, Arco, Terry Morgan. 8. Naval Aviation News. Nov. 82, "Last Flight of the Constellation," LT. Underwood. 249. Profile Publications #120, "The Lockheed Constellation," 1966, Holmes Anderson. 10. The Air Guard. 1983. Aerofax, Rene' Francillon.

A fully retractable tricycle landing gear having main gears in the inboard nacelles and wing, and a gear in the fore part of the fuselage, is installed. Hydraulically-operated, mechanical safety locks s the nose and main gear in both the extended an tracted positions. In the retracted position, the are fully enclosed by mechanically operated flush d The two main gears and nose gear are extended retracted by hydraulic actuating cylinders. Fluid pre for gear operation is obtained from the secondar: draulic system. A cable-operated selected valved the fluid pressure to either end of the actuating cylil1 and return fluid to th~ system return line.

MAIN LANDING GEAR.

Each main gear has a single oleo-pneumatic strut. wheels are mounted on the axle which extends Ol each side of the strut. Each main gear is equipped two brake units. Torque arms keep the shock strut p and cylinder in alignment. The upper end of the shock strut fits into a ful forging, and keys prevent turning between the parts. Two side struts fasten the fulcrum forging t, strut. The fulcrum pivots on self-aligning bea mounted in brackets attached to the ~i_ng structure

MAIN LANDING GEAR

.. INDICATES SURFACES TREATED

WITH lUll;RIPLATE

TOWING PROVISIONS - - t '........ USE ONLY SHEA~ BOLTS

INDICATED ON lOW IA•• TORQUE ARM

DISCONNECT

$lCTION

SECTION

.........,,~-r\

\ "-

\

'---

'"

"~--~./ I , 3 • S 6 7 8 9 10 11 12 13

CYLINDER ATTACHING UNIVEIlSAl ACTUATING CYLINDER FUlCRUM DOWN tOCK STRUT SAfETY LOCK "N fULCRUM fiTTING SIDE STRUT TORQUE LINKAGE STATIC OISSIPATOR UP LOCK lUG SHOCK STllUT LOWER DRAG SHOCK STRUT UPPHl DRAG STRUT

U

GREASE flmNG

15

SPHERICAL ROLLER BEARING

25

., 16 17 18 19 20 21

NUT BEARING CAP WASHER SCISSOR SWITCH

SWITCH ACTUATING LEVU TORQUE ARM PIVOT BOlT

ISWITCH ACTUATINGI

&On

22

TORQUE ARM l'IVOT

~~

~~I( 10lT

25 26 27 28 29

SAfETY LOCI( NUT COlTER KEY WASHER TORQUE AItMS TORQUE ARM .IOINING BOlT

VlfWlil

IOJAlIOla(l'"

"

©

£

tvj

no! cui

I

t;

;ea lOI

ar s :e

:Ie

:n I' It If

II

I

llln

26

PHOTO ABOVE-Detail view of under-wing access panels and Fowler flaps. Lockheed photo.

STATIONS DIAGRAM

(M-1:::=b-------.J

WING Sf" 0.0 ) WfllIHEO.O -

-(0.0

':;"==",'I~!i..Lll~>l

( MofLA(;f

(1.0-

-38.0

-51.0

:SLO
71.0-~

-6,1.5

91.0~"·-'--

-67,1

101.0_

1160.0

123.75""7=--123.7)

lo.c.O~ 92.0 98.0860-

-96.9(HIHCif

_80.5 88. 1

y,,~O,,6.,~~_·~

_7~.8<..

_ _.. _ .• .. NGE -SO.O(KINGE

JV

31.;4.0

-_-w-U2~~i9

n.o

7.9 20.0 1•.0'5.9 0.0

_--WU-O;',lJU.2 Wl2'H.:S

r--'

0·.,,1

.,"

II

";!l!i}ll !l~ .

I

-

JOINT

"'0"''' ,,'"

HOT IN PAREN·

THESES I I INDICATE DISTANCES IN INDiES

flOM A RffEUNCE DATUM 0.0 IUIOI. IEHIENCE TO THESf Sf AllONS IS MADE IN SEIVKE8ULLETIHS. 2

==:::.=.!:j~;;i}ij

"@.

f

i~§~=::", ~~ -119.2

£---:-----1ii:.;;~.

"

snlNO.. lOCAnONS l\OOIllNG F04tWAaD)

1707

-1~':9119l1

-\-~==c.:::t--210a

~;:=:E=~-tl711.0

O....WINGS AND IN THE ........ INln..... NCE MAN. UAl UNLESS OTHERWISE NOffD.

-688.0

-698.0

_708.0

NACfLU STRUCTURE An Of THE filE WAll

~ OVTO TIP' JOINT

IPaWE. 'LAtH STATION 0.01 IS IDENTIfiED IV

fUSELAGE STATIONS.

-as

'_-+__+_-:---1-

AJSHAGE STATION HUMIUS IN PARENTHESES

I I AlE uSlO rot ENGINEUING AND MANU· FACTUtlNG IffEl(NCE ANO .... Ie STfNOU(D ON THE AI.PLANE snuaulf. IEfUENCE TO THESE STATIONS IS MADE ON ENGINHIING

J

~::::::::::::==1~:o8l

7,:1:.

?t.R:o----:----:----:-::-J NUMlIUS

fUSELAGE STATION

-35'"

::'7

~n

""fI"G ST. 731.0

('HS nt.O

-'030

118.0:;~o-=,

_219,5

21"".1.6_ 2'6.6-,,,-.,-(

-2'~J

_230.'

-27.,~

-265.0

HORIZONTAL STAIlUZU AND ILfV...,oa

;;:'j'

==\rt__€~==~-3J7.2 WS ~.O

'00.0--

26'.0_

l-"'::'--I==~--+-79J.4

_tWN>

J

-162.0

\----t-,1

181.0-,,-,,-_I-_-_--,-t::l- 18io.4

213.0

13f.----t::==::;:==1=::;.:

t---~-;t·

16-1.,15,.0-

173.0 (HIHGI

210.1

!'--,...>==::::---+-'. ~27 •• 1

,1·=·"="·

H7.01~"_.'~_\_\-_=__=__=__=__=_:~

27(.5_

~~~~"..,

J

11:1:.0 125.01.)1.0--

~~==~~-=t2i6J.o

-+-+----j,'--+---j-l60.S

~

(HINGl:.~;;==::j=:q.

-1I1.° 10l.0

~718.0

7:18.0

_--"-"'""'-_738.0

27

1049C l049G

C-121C 1 - - - - - - - - - - - - - - - - - - - - 1< 7 6 - - - - - - - - - - - - - - - - - - - - PROP. OIA

182.0

20.04

43.04

...·~-----5OI------­ 2°9.3"

1

t

11\l-------,r':t,-----~III-\---4.ElfVATOil

11.&.8

j--'II~~

HINGf - fS 1'23.0 (1202.2)

~-----------, ,

All L1NEAll OIMfNSlONS SHOWN IN INCHES

2

RJSfLAGE STATIONS INDtCATE L1NUJl fUSELAGE DIMENSIONS. fUSELAGE STATIONS lN ( ) INDICATE AN AlTERNATE MfTHOO Of STATION IOfNTIfICATIOH. SEE TEXT.

3

AIIll'lANf SHOWN IN 5TATIC GROUND CONOITION WITH MAIN STltUT EXnNSlON Of 1.7 IN. ANO NOSE STRUT EXTENSION OF 6.5 IN.

4

GaQUND ANGlE AND WHEEL BASE ARE BASl'D ON A GROSS WEIGHT Of 130,000 LB WITH CG AT wt 220 AND 29% Of MEAN AERODYNAMIC CHORD. ANY CHANGE IN GROSS WEIGHT 011 CG LOCATION WILL AfFECT THESE VAtUES.

WS80

WS668

flAP CHOlID 51 (CONSTANT)

"

~

.

--,f~~======~~..JL-..'i·-==!.'=.:=~:.:.:JJF_=:-+-.:.:tt:..:.--=-~..'.:-:.:-:.:-=-..!L,,-~...ii..-.:....jk="=>f======t--=:"l\-r-70%

CHORD fS

n2.0 (723.2)

J - - - - - - - - L E A O l N G EDGE ROOT CHOllO FS 598.0 (f70.•)

W5168 FWD 'ACE FlREWAU fS S97.3 (F6\>.7)

I049C SHOWN. 1049G S'N'LAR ElC'CEPT OVERALL LENGTH INCREAseD TO .Z"

1',.'

DUE

TO RADAR

NOSE

I

t

~

2°'7.9'

I

_ _ _ _ _ _ GROUND L1Hf PlANE

H:;:======~~===;:;;~I:.::363:::.4~---f5500.1

, Ir

0

iI

4.HINGE OUTBOARD RUDDER PERPENDICULAR TO STAB. MED. LINE

":....--.!,-__ It'" " ..::.....::.:c..::::-:...=..:....::.:..:.:.-

1 3 . 5 9 . 7 - - - - - - W ATER LINE P1.ANE-----,r--'";1 STAUJZER MEDIAN UNE INClINED +0" '5' fROM WATER LINE PlANE (lfAOlNG EDGE UP)

~

~.

J .. _____________;;-:;_?1

CENTER RUDDER HINGE PfRPfNDICUlAll TO STAll. MEO. tiNE

CJ

I049C SHOWN

'--l.16---;c=~------------,jE~;=;r--:::..:.f"-------GROUND .....- - - - - - 5 2 2 B - - - - - - - - - - I

General Dimensions

28

PLANE

I

C-121C PHOTO BELOW-First USAF C-121C, 54-151, in flight. Natural metal and white with blue cheat line. Tail stripe blue with yellow borders and white ATLANTIC. Lockheed photo.

The Air Force C-121 C was almost identical to the U. S. Navy R7V-l, except that the C-121C had square windows.

•

U. S. AIR FORCe;

•

PHOTOS: AT LEFT-The one-off DC-121C, 54-160, which was a C-121C converted to a drone director with an observer's gondola installed in the belly. Scheme is grey with white, stripe on tail is red. Ron Picciani photo. BELOW-C-121C, 54-158, NEW JERSEY ANG, 9-22-69, grey and white, note flag on center fin. R. F. Besecker photo. BOTTOMC-121C, 54-176, MISSISSIPPI ANG, natural metal, by Paul Stevens via Menard.

II 1.1

r

"\'R

U. S. AIR FORCE

29

•••

r

.U. S. AIR 'FORCE

t '·

..

--

~(I)

.'

"/

'I'

. A~~~~ 1""-

\

_

~

PHOTOS: ABOVE, TOP-C-121C, 54-171, NEW JERSEY ANG, grey & white and natural metal engine cowls. By Esprito via Menard. MIDDLE-C-121C, 54-168, ANG Bureau in white, black and natural metal scheme. By S. Miller via Menard. BOTTOM-C-121C, 54-181, WASH. D.C. ANG, 2 June 1967, natural metal. By Clay Jansson.

}

PHOTOS: ABOVE-C-121C, in natural metal and·day-glo scheme, PA. ANG. Photo via Leo Kohn. BELOW-The one-off VC-121E, 53-7885, (EX R7V-1), at San Francisco on 6-20-55 for the 10th aniv. of the UN. The highly polished Columbine III was Eisenhower's. Photo by W. T. Larkins.

The ANG started using the C-121 in the aeromedical evacuation role in 1961 and later in the personnel transport role. The squadrons using the C-121 were: 140th. PA, 196267; 147th. PA, 1963-72; 150th. NJ, 1961-73; 156th. NC, 1962-67; 167th. WV, 1963-72; 183rd. MS, 1961-67; 187th.

.

It

30

150TH in the

EC-121S The 193TEW, Pennsylvania Air National Guard, based at Olmstead ANGB, Pa., was the only squadron to fly the EC-121S. The Tactical Electronic Warfare Squadron flew these modified C-121 C aircraft with many different

humps, bumps, aerials and antenaes. See back cover for color scheme. PHOTOS BELOW-54-177, in 1975, with no extra antenaes etc. BOTTOM-EC-121S, 54-159, 6-5-69, note shape of semitar antenae housin~s and two lara.. mast aerials atop fuselage. R. F. Besecker

C-121G The C-121G was the USAF designation for Navy R7V-ls transferred to USAF units. PHOTOS: BELOW, TOP-C-I21G, 54-4062, 552 AEW8CW, on 4-73, in grey & white scheme. By Dave Menard. BOTTOMC-121G 54-4065, on 8-63, in natural metal MATS markings. By, Dave Lucabaugh via Besecker.

-

LEFT-C-121G, 54-4051, City of Saigon, silver & white with dayglo nose and tail stripe. Leo Kohn photo.

31

u.~.

AIR FORCE

PHOTOS: ABOVE, TOP-C-121G, 54-4052, New Jersey ANG, on 10-65, natural metal. By R. Esposito via R. F. Besecker. MIDDLEC-121 G, 54-4077, Wyoming ANG, City of Cheyenne, polished metal and white, on 9-11-64. By R. F. Besecker. BOTTOM-C-121G, 54-4060, West Virginia ANG. PHOTOS: BELOW, TOP-TC-121C, 51-3844, EX RC-121C, on 4-66, at Elmendorf, grey and white with natural metal cowls. By N. Taylor via R. F. Besecker. BOTTOMC-121G, 54-4065; R7V-l 131642, assigned to NASA, white and natural metal with a blue cheat line. By Seely via Menard.

187TH

32

R7V-2/YC-121F R7V-2s were transferred to the USAF as YC-121Fs, to allow both services to evaluate the planes.

Four R7V-1s (131630/131631 and 131660/131661) were completed as R7V-2s. They were test-beds for the Pratt & Whitney YT34-P-12A Turboprops. Two of the

PHOTOS: ABOVE-Rollout of first R7V-2. Note modified engines and wing area. BELOW-Same plane in flight, note R7V-2

painted on nose and grey radome with black tip. Lockheed photos.

33

PHOTOS: ABOVE-R7V-2 in flight, note wing test boom. Lockheed. LEFT, TOP-R7V-2 in storage in the Arizona desert. Note tip-tanks. MIDDLE-YC-121F, in its polished metal and white scheme with black cheat line. Leo Kohn photos. BOTTOM-YC-12lF, 53-8157, of the 1703 Test Squadron, in MATS markings, at Reese AFB, Texas, in May of 1957. By Fritz Fredrick via Picciat'ti Aircraft slides. .

(f

------..\-

~¥

I

R7V-2/YC-121F

POWER PLANT NO .... M:ID:H:L ••• (4) YT}4r-P-l2A J.lFR••••••••••Pratt ... WhitneyRED. GEAR RATIO •••••••O.0909 PROP. MFR. ••••••••• Ram. Std. PROP. DES. RO•••••••• ~347o-1 NO. BL.fDll•••••••••••• 3/15.

I

DIMENSIONS \o1DlG ~ ••••••••1.615

M.A.C •••••••••••• 14'

ft.

-

O·

- g.

LENGTH•••••••••••• 1l5' - 10'

6'

HEIGHT••••••••••••• 25' TREAD •••••••••••••• 28' PROP. GHD. CLE.AR. ••• 4' -

o'

5'

WEIGHTS

!RATINGS) STMIO SU LXVEL RA!rI1l'GS E:XHAUBT

SHP

'q.

SP~ ••••••••••• 117'

+ THmJST + RPM

T.O.

5.005

1.360

11.000

MIL.

4.850

1,275

10,750

WOHH. 4,210

1.165

10.500

ACCOMMOOAT IONS

LOJDIIlGS

EMPTy.· •••••• 71.125••••••••• BASIO•••••••• 72 9 410••••••••• DESIGH•••••• 150.000••••• 2.5 ~ TO ••••• 169.800••••• 2.2 ~ LAND••• 125.000•••••••••

fUEL AND OIL GALS.

NO. T.ANX8

6

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5.820 7?fJ

1

1.200

Litter Patient•••••••••••• 73

1,000

2 2

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34

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The massive power of the Pratt & Whitney YT34-P-12A engines, which develope 5,005 shaft horse power each plus 1,360 lbs. of exhaust thrust, can be seen in the above photo. AT LEFT-Open engine compartment of an R7V-2. Lockheed photos.

Tailhook Association Box 40 Bonita, CA 92002

35

PO-2WjWV-2 Designed from the outset as early-warning aircraft, the WV-2 was officially named Warning Star, although Willy Victor became the more common name. The original C-69 which became the prototype model 1049 Super Constellation was also used for the prototype of the WV-2. The PO-1 W/WV-1 tested the electronic equipment to be used on the WV-2s. In 1962 the WV-2s became EC-121Ks, and from this many designation changes

36

resulted. These changes are described on the inside back cover. PHOTOS BELOW: TOP-Prototype WV-2, N67900, which was the original C-69, in flight, in silver-white-black scheme with beige radome. MIDDLE-Same aircraft in a weathered condition at Lockheed, Burbank. Note the outboard engine has been changed. BOTTOM-Outdoor construction area at Burbank with two Navy WV-2s, one USAF RC-121C and a Navy R7V-l under completion. Lockheed photos.

PHOTOS: TOP-Prototype WV-2 on take-off, with gear retracting, note lowered upper radome. BELOW-WV-2 assembly line. Lockheed

37

PO-2W/WV-2

POWER PLANT NO. and I·DDE:!. ••••••••••••• (4) R,-JJ5D-J4 ~IFR •••••••••••••••••••••••••••••• II.A.C. SUPERCHARGE ••••••••••••1 Stage, 2 Speed RED. GEA!l RATIO 0.437511 PROP. ~R 1!llllliltoD Standard PROP. ~O:S. NO ••••••••••••••••••• 690JIl-{) NO. BLIlS!DlA : •••••••• J/15' - 2"

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2.900 2,600 2,600 2,600 2,600

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BASIC 86, 42J . DESIGN ••••••••••130.000••••••••••• 2. 50 COl·11AT •••••••••• 1".(,.010 . l·lAX. T.O•••••••• 156.500 2.25 HAX. LANDING .... 122.000•••••••••••••••

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LOCKHEED MODEL 1049A SUPER CONSTELLATION U. S. NAVY WV-2 Airborne Early Warning Aircraft

38

PHOTOS: LEFT-A graphic example of the Connies lower radome size is provided by the eight men standing inside. Note factory fresh WV-2 in background. MIDDLE AND BOTTOM-Two excellent views of a natural metal WV-2 on its test flight. Note black wing-walks, nose, anti-glare panel and wing and radome leading edges. Note grey painted areas on nose, belly, radomes, fuselage center section, wing panels and tip-tanks. Lockheed photos. PHOTOS AT RIGHT: TOP-Factory fresh WV-2 in the dark grey-blue scheme with silver spiners, at NAS Miramar. W.· T. Larkins photo. MIDDLE-Lockheed photo of dark greyblue WV-2 in flight.

AMERICAN AVIATION HISTORICAL SOCIETY P. O. BOX 99 1

GARDEN GROVE, CA 92642

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39

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WV-2 interior, AT LEFT-Left fuselage side looking forward, BELOW-right fuselage side looking forward. Lockheed photos.

PHOTO ABOVE-Dark blue-grey WV-2 modified to EC-121M. Interior views of WV-2 fuselage. Lockheed photos. AT RIGHT-More interior views via Stan Wykoff.

NAVY CONNIE UNITS SQD. VR-l VR-7 VR-8 MATRON 2 VP-31 VW-l VW-2 VW-3 VW-4 VW-ll VW-13 VW-15

BARRONPAC VQ-l VQ-2 VAQ-33 VT-86 VX-6 VXN-8 FAEWTUPAC FAEWTULANT

TAIL CODE RP NOT USED NOT USED RW RP TE XD, TF, MG

PM TH, MH TJ, MJ TK, MK TL, ML SH PR NOT USED' GO 4B JD JB

FP

MM

An interesting note about 'aircraft used by VW-2 is that many of them carried names of Norse Gods. As follows: 124437/XD9 "Wodin," 131389/XD9 "Brunheild," 131750/XD5 "Munin," 135753/TF2 "Fricka," 135757/TF9 "Brunneild," 135760/XD1 "Wad in," 135761/TF8 "Thor," 135775/ TF3 "Vidar," 141290/MG6 "Hugin," 141320/TF2 "Fricka 11."

41

42

WV-2E/EC-121L The WV-2E was made by taking the first WV-2 (126512) and fitting it with a giant rotodome which housed a APS-82 radar. This aircraft was the testbed for the electronics to be used in the proposed W2V-1. The W2V-1 was to be a model 1649 powered by four Allison T56-A turboprops and two J34 turbojets. The W2V-1 was never built and the WV-2E became the EC-121L in 1962. PHOTO: TOP TWO-WV-2E in natural metal scheme on a test flight over Calif. LEFT-Rotodome being lowered onto the WV-2E. BOTTOM-EC-121L (WV-2E) in grey and white scheme. while attached to the Naval Missile Range, NAS Point Mugu Calif. Lockheed Photos.

,.M.a. SIr;

43

EC-121C/EC-121D Air Force counterpart of the U. S. Navy WV-2, ten WV2s were trsansferred to the USAF while under construction as RC-121C redesignated in 1962 as EC-121C (51-3836/51-3845). 72 RC/EC-121D versions were also made. (52-3411/3425, 53-533/556, 53-3398/3403,54-2304/2308, and 55-118/139) The D's differed from I'he "Cs" by having revised electronics and wing

tip-tanks. Many other modification and designation changes occured in the RC-121C/D series, see back inside cover for information. PHOTO BELOW-RC-121C, 51-3836, the first "C" at Hamilton Field on 3-19-59. Natural metal, nose markings are black, grey and day-glo. Numbers on gear door are day-glo with black boarder. W. T. Larkins photo.

USAF Airborne Early Warning and Control Sqaudrons UNIT 4701AEW&CS 4712AEW&CS 960AEW&CS 961AEW&CS 962AEW&CS 963AEW&CS 964AEW&CS 965AEW&CS '66AEW&CS 4759AEW&CS 79AEW&CS

LOCATION McClellan AFB. CA McClellan AFB. CA Otis AFB. MA OlisAFB. MA OlisAFB. MA McClellan AFB. CA McClellan AFB. CA McClellan AFB. CA McCoy AFB. FL McClellan AFB, CA Homestead. FL

INACTIVATION

WING 552

8 Mar 55 18 Dec 54 8 Jul55 8 Mar55

8 Mar 55 (Redesigna ted 960th) 8 Mar 55 (Redesignated 963d) 31 Jul69 31 Dec 69 31 Dec 69 30 Apr 76

8 Mar55

30 Jun 74

552

8 Aug 55

30 Jun 71

552

1 Feb 62 1 Jul 71

31 Dec 69 1 Apr 73

552 552

ACTIVATION Oct 53 1 Mar54

552 551 551 551 552

Reserve

PHOTOS, ABOVE-RC-121D, 52-3414, tail marking is yellow and red, note grey area from radome to radome, also badge on nose with the same markings as on the tail in its center. BELOW-RC-121D, 52-3422, with 8th air division under rear door. Leo Kohn photos.

PHOTOS, LEFT-EC-12lT, 52,3424,1973, 552 AEW&CW, in all grey scheme with black tip-tanks, nose, and leading edges. Burger collection. BELOW-EC-121 T, 52-3423, on 10-71, 552 AEW&CW, in all grey scheme with natural metal engine cowls. Menard photo.

44

PHOTOS ABOVE, TOP-EC-121D, 53-0534, at Andrews AFB on 5-10-63, note day-glo band around cockpit area and tail, also note reinforced tip-tanks. R. F. Besecker photo. MIDDLE-Factory fresh RC-121D, 53-539, note grey painted areas and black wing-walks. Lockheed photo. BOTTOM-Same plane at San Fran·

cisco on 7-30-55, note 8th Air Division under nose door and # on nose gear door. W. T. Larkins photo. PHOTOS BELOWRC-121Ds 53-540 and 53-543, note that 540 has a black gear door with day-glo 540 painted on it. Leo Kohn p~otos.

45

as above. BOTTOM-RC-121D, 55-126, 551 AEW&CS, on 5-12-62, grey aft and silver forward, day-glo nose & tail stripe. By R. F. Besecker. BELOW, TOP-EC-121 T, 55-137, Andrews AFB on 9-72, grey scheme. By R. Esprito via Besecker. BOTTOM-EC-121H, 53-535, Pima Air Museum on 8-76. By Ginter.

PHOTOS ABOVE, TOP-EC-121T, 54-2307, 79 AEWS, on 25 Aug. 1978, the last C-121 in the United Kingdom, grey with red 307 and black boarder. AFRES is white on black with yellow boarder. Note air scoop behind gear door. Badge on tail is TAC. By G. W. Pennick via Menard. MIDDLE-EC-121 T, 55-122, 7fJ AEWS, colors

46

U. S. AIR FORCE

PHOTOS: ABOVE-EC·121H, 52-422, on 5·17-69, scheme is grey with silver engine cowls. Only physical difference between "H" and "D" models is the forward radome which houses the SAGE electronics (Semi-Automatic Ground Environment). By Tom Cuddy via Besecker. LEFT, TOP53-533, a EC-121H in silver with day-glo stripe around cockpit and tail, note black nose-gear doors with red 533, also rear half of engines are black. LEFT BOTTOMRC-121D, 53-555, natural metal, note black areas behind exhausts. Leo Kohn pho~os.

•

PHOTOS: BELOW, TOP-RC-121D, 53-0535, 551st AEWCW on the take-off roll at Otis AFB, 25 Aug. 1958. BELOW, BOTTOM - RC-121D 53-3402, 551st. AEWCW, date and ptace same as above. Photo by Paul Paulson via Menard.

TAKE-OFF WEIGHT FUEL MAXIMUM SPEED/ ALT RATE OF CLIMB SERVICE CEILING COMBAT RANGE

PERFORMANCE SUMMARY R7V-l/C-121J WV-2/EC-121K 145,000 lb. 130,000 lb. 39,420 lb. 34,960 lb. 310 kts/19,500 ft. 285 kts/19,300 ft. 805 fpm. 1,060 fpm. 21,900 ft. 21,100 ft. 3,110 miles 2,580 miles

47

WV-3/WC-121N 130,000 lb. 38,050 lb. 285 kts/19,100 ft. 1,060 fpm. 22,100 ft. 2,850 miles

VIETNAM position reports to the control center at Da Nang; (2) directed operations of fighter escorts, MIG combat patrols. C-130 flareships, and A-26 strike aircraft along the North Vietnamese-Laotian border; (3) provided rescue and navigational assistance in searches for downed pilots; and (4) frequently assisted fighters in finding tankers for emergency refuelings. In 1967 College Eye controllers also began actively directing USAF F-4 fighters to North Vietnamese MIG's.

THE EC-121 TASK FORCE TAKEN FROM, THE UNITED STATES AIR FORCE IN SOUTHEAST ASIA 1961-1973. BY, CARL BERGER AND THE OFFICE OF AIR FORCE HISTORY, WASHINGTON D.C.. Another major USAF asset which enhanced Air Force operations in Southeast Asia was the ultra-sophisticated, eletronic-Iaden EC-121D aircraft (code name College Eye), In effect a flying radar station and airborne control platform, the EC-121 D possessed the AN/APS-95 search radar, IFF/SIF (Identification Friend or Foe/ Selective Identification Feature), interrogation equipment, and a battery of communication gear. It became a key element in enabling successive Seventh Air Force commanders to exercise airborne control over tactical air operations. The range of its radar coverage and tactical air control extended over all of North Vietnam and the Gulf of Tonkin. EC-121 operations began in Southeast Asia in the spring of 1965, after two F-I05's were shot down by enemy MIG's while on strike missions over the North. From this incidentthe first in which F-l 05's were lost in air combat-it became clear that early detection and warning of MIG flight activity were prerequisites to reducing aircraft losses. With the existing surface-based radar net unable to do the job, the Air Force brought in the EC-121's. The EC-121 task force deployed to Southeast Asia early in 1965. It consisted of 5 aircraft, flight crews, and about 100 support personnel from the Aerospace Defense Command's 552d Airborne Early Warning and Control Wing at McClellan AFB. Calif. Its main support base was in Taiwan, but operations were generally flown from forward bases in South Vietnam or Thailand, originally Tan Son Nhut, later from Ubon, Udorn, and eventually Korat, where rile task force finally found an in-theater home in October 1967. It was officially designated Detachment 1 (Rotational), 552d Aircraft Early Warning and Control Wing on 30 October 1~68. . In performing what became their primary mission, College Eye airmen stationed themselves over the Gulf of Tonkin about 50 miles from Haiphong Harbor, flew elliptical orbits, and passed on information about North Vietnamese air activity. After Communist China charged in October 1965 and May 1966 that U.S aircraft had violated its borders, the EC-121 's took on the additional task of tracking and warning all American aircraft when they were approaching or appeared to be too close to the Chinese border. For this purpose. task force aircraft flew orbital patterns over Laos near the Plain of Jars The EC-121 crews undertook a number of other control duties. For example. from April 1965 to early 1966 and beginning again in late 1967. they controlled fourfighters flying protective cover for unarmed support aircraft operating in the Gulf of Tonkin area. The EC-121 's also (1) sefved as an airborne communications relay center through which aircraft returning from their targets could transmit strike results and

552ND AEW & C WING BY DONAL BORN The Aerospace Defense Command's (ADC) 552nd Airborne Early Warning and Control Wing was located at McClellen Air Force Base in Sacramento, Calif. The Wing was made up of (4) Squadrons; the 963rd, the 964th, and the 965th, were stationed at McClelland, the fourth squadron, the 966th was located at Mc~oy Air Force Base in Orlando, Florida. There was also a sister Wing located at Otis Air Force Base on the Cape in Massachusetts. Our mission was to provide early warning of enemy aircraft trying to penetrate the Western Coast Air Defense Identification Zone (ADIZ). As a secondary mission we were responsible for the control and the interception of enemy aircraft by friendly interepters. This was accomplished by manning several orbital stations, several hundred miles off the western coast flying elliptical patterns. All unidentified aircraft approaching the ADIZ would be tracked until they were identified or if identification could not be made, they would then be scrambled upon. Station manning was done either on a full time round the clock basis or on a random schedule. A typical mission profile would last approximately 14 to 1 (h or until relieved by a succeeding aircraft. The Squadron in Florida was likewise responsible for the Cuban corridor and the Wing on the East Coast was responsible for the Eastern ADIZ. We flew the then ultra sophisticated electronic laden, propdriven, Lockheed EC-121D aircraft. It was a flying radar and airborne control platform with the AN/APS-95 search radar, height finder, IFF/SIF (Identification Friend or Foe/Selective Identification Feature), interrogation equipment and a multitude of communication gear navigation equipment included ADF, VOR, TACAN, DME, ILS as well as LORAN and a ceiling bubble for the navigator to make star sightings. Up front the pilots had their own weather radar with a special band for land mapping. The normal Flight Crew consisted of (1) Aircraft Commander, (1) First Pilot (2) Flight Engineers, (2) navigators and (1) Radio Operator. The Radar Crew consisted of (2) Weapon Controllers, (2) Radar Technicians and (7) Radar Operators. All total, the mission crew consisted of (18) members. The 552nd AEW & C Wing through the years performed their same basic mission over many foreign countries and off of many foreign shores. Where-ever on this globe there was a need for a flying radar and control platform, the 552nd was there to aid and assist the U.S. and otherfriendly forces. All in all, we flew the AWACs of yesterday before anyone had ever heard of the AWACs of today

(

48

COLLEGE EYE (BIG EYE) TASK FORCE AT RIGHT-552 AEW & eWing

IN VIETNAM

patch. Gold and black eagle on a

blue field with white lightning bolt

BY DONAL BORN

and stars. Area below wavey line is

green. All boarders are black.

SEMPER VIGILES is yellow on a white background. BELOW-Un-

On my first trip to Viet Nam in 1966 our missions were flown at 50 feet above the water. This was for several reasons, (one) we would be below enemy radar, (two) we would be below the SAM's capabilities and (three) it would give a little added protection from the high flying MIG's. It also had many disadvantage however, at 200 knots a twitch ofthe hand, a hiccup, or a gust of wind, could dump you into the drink before you could say "which way is up". Therefore when we would set up on station at 50 feet, both pilots would have to remain in their seats at all times. The p1<:me was flown on autopilot because it was more reliable and steady and it could hold altitude better than its human pilots. It also had quicker r~action time especially in rough air. Even though we flew on autopilot, one pilot had to rest both hands on the control whee) with his forefinger covering the autopilot cutoff switch incase it malfunctioned. Another disadvantage was that the gulf was full of navy ships and when flying at 50 Leet, we literally had to climb to get over them. Many a time I felt like we were making a broadside torpedo run on them. I would imagine that a good many sailors had the scare of their lives seeing this monster of an airplane coming straight for them and flying below their bridge. It was one thing to pop-up and over a ship in clear weather, but the gulf was always filled with rain sqalls and tryiing to maintain 50 feet of altitude and "looking-up" for ships in pouring down rain is something else. Not only did we fly over navy ships, but we also flew over foreign frieghters and fleets offishingjunks. I'm sure thatwe probably even capsized a few junks with our prop wash at our low altitude. Flying these missions was very strenuous because we were confined to our seats for periods of 10-16 hours. We did not dare leave our seats even for a restroom break and the temperature in the cockpit would climb to over 100 degrees. By the time we pulled off station, we could literally wring water (of one type or another) out of our flight suits. These low altitude missions were also very hard on the maintenance crews. The aircraft would return from a mission completely caked with salt residue and would have to be washed down from nose to tail. The salt spray was not only corrosive to the aircraft fuselage, but it was even worse on the big Wright's R 3350 engines. During the break between the morning bombing sorties and the afternoon bombing sorties, we would fly down to Oa Nang to refuel. This was always a welcome break in the action and a chance to stretch our legs. We were on the ground only long enough to refuel however, and then it was back up on station to be ready for the afternoon fireworks. I remember several times either coming into or leaving Oa Nang, that the guys at Monkey Mountain Radar Site would ask us to make a low pass and give them a "Bubble Check". Monkey Mountain was our most northern land radar site, but its range was not sufficient to give adequate coverage to the Hanoi and Haiphong Harbor area nor the Chinese border. This was one of the main reasons why the EC-121 0 was given its particular mission.

official Vietnam College Eye patch. All wording and boarders

black with yellow gold background to wording. Green grass, powder blue sky, red dog house and scarf, brown helmet, and white and black snoopy. Via D. Born.

It was after one ofthese refueling staps and on our way back up to station, that we nearly landed on one of the 7th fleet carriers. We were cruising north up the gulf at 8,000 feet and began our descent to station altitude. There were broken clouds that day with build-ups from our altitude down to about 1,500 feet. As typical, theNavy and the Air Force do not recognize the existence of one another and therefore we normally had no radio contact with navy ships nor did we even know where they would be on any given day. Well, on this given day as we let down through the clouds and broke out on the bottom-right there in front of us-right there on centerline and glide slope, was the biggest 7th fleet carrier I had ever seen. We could not have made a better approach if we would have tried intentionally. We were honestly surprised and by the time we regained our composer, we were approaching the threshold. The LSO was frantically trying to wave us off as if he honestly thought that we were serious about trying to land a Connie on his carrier. I really don't know where he got that idea because I'm sure he could see that we didn't even carry a tailhook. With superior skill and ability, we initiated a go-around and managed to clear the bridge by several feet. It was shortly after this incident, that we started to receive navy shipboard frequencies and positioning reports during. our morning briefings. I wouldn't be a bit surprised if this aborted carrier landing didn't have something to do with the Navy and the Air Force finally beginning to speak with one another! Subsequence tours of duty in Viet Nam in 1967 were flown at 2,000 feet and in 1968 at 5,000 feet. Task Force was designated "Big Eye" April 4, 1965, redesignated "College Eye" March 1, 1967.

49

PHOTO: TOP-EC-121D, 53-552, from BIG EYE, outbound to station over the Gulf of Tonkin. Natural metal scheme. MIDDLE-Photo taken looking out over the wing of LT. Born's Connie at fishing junks in the Gulf of Tonkin, altitude 50 feet. BOTIOM-Crew portrait in front of EC-121D,53-534,LT. Born is third from left kneeling. Photo taken in the fall of 1967. Photos vi!! D. Born.

50

PHOTO ABOVE-Two 552nd. EC-121 D (53-542 and 55-128) aircraft in natural metal scheme, via Born. PHOTOATLEFT-EC-121D, 55-135, in grey scheme with silver engine cowls. Taken in South East Asia by D. Born.

PHOTO AT LEFT-One of the ex U. S. Navy EC-121 s that were ferried to Lockheed Service Co. (LAS) in Ontario, Calif., for coversion into "Bat Cat" EC-121R. PHOTO BELOW LEFT-Another Navy EC-121 that was ferried by Lt. Born. This Connie had come from the Airbarrier Squadron based at Hawaii and had not been mothballed yet. Photo by D. Born.

"ALWAYS A LADY" BY DONAL BORN In my five and one half years in the Air Force, I logged over 5,000 hours, that's 1,000 hours per year or 83 ho\-us per month or 20 hours per week. Eighty percent of that time was spent in the Lockheed EC-121 0 or C-121 Super Constellation. Therefore it was with much justification that my wife would say, that my first love was with a "Connie" and that she came second. How true-even now, twelve years after leaving the service for a career in business, I still have room in my heart for that tall slender looking lady. She/was built rugged to withstand some of my roughest landings, reliable as an old friend with back-up systems upon back-up systems, easy to fly and naturally graceful!. Above all else- she was "Always A Lady"

51

AC-121 "BAT CAT" TASK FORCE

Palmdale with the gear down and locked for fear that if we retracted them, they might not come down. The flaps were checked out on the ground, but they didn't concern us because we figured we could always make a real, for sure no-flap landing. As I recall, most, if not all, of the instruments worked and we normally had at least one operational radio. All in all the flights were safe and uneventful. How many Connies were actually ferried I don't know, because there were several crews working. At the time we had no idea what the final destination or mission would be for these old retrieved Connies. It was only after arriving in Viet Nam did we come across these same old birds flying at night and called "Bat Cats".

BY DONAL BORN This was an anti-infiltration system which had a succession of nick names; "Igloo-White" was probably the most popular, but I was more familiar with "Bat Cat". This operation was a rudimentary AC-121 electronic anti-infiltration system which consisted of s.trings of seismic and acoustic sensors dropped from aircraft in designated jungle areas. These tiny listening devices were scattered by the thousands along known infiltration roads and trails and would pick up the sounds of enemy truck and troop movements. These sounds were then transmitted up to black painted AC-121 flying high at night above the jungles. This information in turn was then transmitted to a collection center on the ground for processing and evaluation. I got involved only briefly with this operation because our McClelland Wing was directed to ferry moth balled Navy Connies from Davis Monthan AFB in Arizona to the Lockheed plant in Ontario, Calif. I distinctly remember the day we arrived at David Monthan because it was the same day that we lost our three astronauts in the space capsule fire in Florida. The aircraft we picked up and ferried were for the most part in as good a condition, if not better, than those we were currently flying. The engines needed only minor work, I guess the dry desert air really preserved them. We flew all the way to

ODE TO A CONNIE LISTEN TO HER RUMBLE, SHE RATTLES AND SHE ROARS, SHE FLIES OVER MANY COUNTRIES AND OFF OF MANY SHORES SHE'LL FLY FOR SIXTEEN HOURS AND CLIMB TO NINETEEN-FIVE, AND SHE WILL STILL BE FLYING-IN NINETEEN EIGHTY-FIVE. Crew 28 College Eye PHOTOS: TOP-EC-121R, 67-21486, on 4-71, in standard USAF Lizard scheme. By Swanberg via R. F. Besecker. MIDDLE-EC-121R, 67-21479, also in the lizard scheme. Photo by P. B. Lewis via Menard. These aircraft, plus 28 others, were ex USN WV-2s modified for use by the 553rd Recon. Wing. Based at Korat RTAB,Thailand, the "R's" processed data received from Beech QU-22Bs, which was picked up from seismic devices (called ADSID) planted along the Ho Chi Minh Trail.

BELOW-USN WV-2,of VW-l, 145935, from Guam on 6-3-61, dark blue-grey and white scheme.

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VW-l NAS Barbers Point, Hawaii, would become the home for the Pacifies first land-based airborne early warning squadron, VW-l. Airborne Early Warning Squadron One was commissioned in 1952 with radar equipped B-17 or PB-IWs. One year later, VW-l, would be the first active squadron to receive the new WV-2 Super Constellation. From 1953 to 1957, VW-Is committments caused the squadron to deploy to many different Far East bases. So in 1957 the squadron changed its homeport to NAS Agana, Guam, where adequate. early warning coverage could be maintained. During this time period VW-1 assisted in evacuating the Nationalist Chinese from mainland China in 1953 and in the Taiwan Straits crisis of 1957. In July 1961, VW-1 took on the added responsibilities of typhoon reconnaissance. In pursuit of this mission, VW-1 received the Meritorious Unit Commendation Medal for the period of July to December 1967. Another major achievement was receiving the CNO Safety Award for 1969. VW-1 had logged 150,000 flight hours without a major accident. In August 1964, the Tonkin Gulf Incident caused VW-1 to be tasked with daily airborne early warning coverage in support of combat operations in Viet Nam. Bases were set up first at Sangley Point, Philippines. From there they were moved to Chu Lai, South Viet Nam and then DaNang. VW-1 was further tasked in 1965 with the mission of training all C-121, EC-121, and WC-121 pilots in the Pacific. The Typhoon Trackers as VW-1 had become known were abosorbed on 1 July by VQ-1 at NAS Agana Guam.

NAVY WV-2/EC-121s PHOTOS: ABOVE-VW-l patch. Black wording & borders, white horse on a baby blue field with yellow lightning bolts. Man has olive boots, royal blue cape & hat with red lines. Photo by S. Ginsberg. BELOW-Ramp at NAS Barbers Point, Hawaii, with two factory fresh WV-2s of VW-l. VW-l was the first fleet squadron to receive the WV-2, note PB-l W (B-17) that the WV-2s are replacing, also note two F9 photo planes of VC-5. Lockheed photo.

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PHOTOS: ABOVE-Early photo of a natural metal WV-2 of VW-l, as it passes overCVA-34, the U. S. S. Oriskany, off the coast of Hawaii. Note small black 2 on nose, TE on tail and VW-l under Navy. Look on pg. for location of grey wing and fuselage panels used on this scheme. Lockheed photo. RIGHT-Photo of nose detail or emblem of snoopy the W. W. I Ace that appeared on the Willy Victor shown below. Snoopy is black and white with a red scarf holding ~ brown control stick. Ribbon under cockpit is green with yellow stripes and a red center stripe. MIDDLE-WC-121N, 145935, of VW-l at NAS Barbers Point, scheme is the dark blue-grey and white. Note #1 on tip-tank, white landing gear and silver spinners, also note small radome aft of large belly dome. Nick Williams photos. BOTTOM-WC-121N, 145934, of VW-l, in final scheme of grey and white. By W. Swisher at Davis Monthan AFB on 511-71.

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AEWBARRONPAC AIR BARRIER SQUADRON 2 AS RELATED BY D. H. STOOPS

PHOTO ABOVE-AEWBARRONPAC, Willy Victor, touches down at NAS Barbers Point, 3-2-65, USN via Stan Wyckoff.

I can remember long, thorough and thoroughly boring briefings of 3 hours. Then there was the 14 boring hours of flying. We simply had few interesting moments to keep us 'up.' The bugs had certainly been eliminated from the operation and they sure knew how to get a "Connie" around the track most economically. The track was one 2800 mile circuit, the worlds largest holding pattern, between Midway Is.and the Aluetian Chain. If it were a real bummer of a day or night we even hoped for an aborted mission at Pt. Alpha. "Rickety, Rickety Rack; out to Alpha and back" Alpha was 200 miles out and if you got that far and then turned around, you figured they wouldn't send you out in a new plane. The next crew' could pick up the load as we were launching at 3 hour intervals. By the time the operation folded in 1965 they were down to two launches a day. Seven thousand feet was the most you could hope for, for the 1st 700 miles. That happened to be half way up at 40° N. At that time we climbed to nine thousand and carried that till 200 miles past the top of the track The last segment was at ten thousand. That routine didn't vary in the three years I knew it. When they got down to 2 sorties a day, they might specify a counter clockwise pattern to gain some extra time. We took off at about 140,000 lbs. and burned off about 40,000 lbs. of gas & oil (Wright Engines). In the summer you had a negative rate of climb with three engines and the gear still hanging out. Frankly I wondered about clean. We hoped for wind conditions that would allow for a refusal speed equal to V2. Every once in a while someone would shake the island with a 125kt abort. It got everyone's attention. That routine was referred to as getting your practical factors in. The engine reliability was quite good and I can recall only one failure while flying the barrier. The operation was at least partially responsible for this. They were operated pretty much as an airline would operate them. Make a power setting and let her run till it ran out of oil or fuel. If you did lose an engine on the top half of the track, you had a terrific set of alternates. How about Adak, Cold Bay, King Salmon and good old dead end Kodiak. We were very surprised by the amount of turbulence in the

lee of the Aleutian Chain. The summer operation was always smooth. Usually there would be an extensive stratus cloud deck for 2800 miles and we would be on top. It was warm though, and once in a while a cabin supercharge (air cond.) had to be disconnected. It was a toss up whether to use the one remaining or go unpressurized and ram in the air. The heat produced by the equipment was prodigious. The winter time operation could be a real pain with our limited altitude· capability. You could' really log a lot of time in ice and chop and wild electrons. We always tried to retrieve the 200' of trailing wire antenna before dropping a load of electricity. One of our crew was knocked across the cabin when he actuated the switch in phase with a discharge. NaVigation was really terrific except for those winter trips when you couldn't climb above the weather. The blower shift was shakey and there was some doubt that you would be able to get back into low blower on descent. Anyway your loran could be useless because of snow hitting the ·antennas. There would be no celestial available. The drift sight was obviously useless as was the ADF. One of our old timers, (three years on the barrier) had nothing more than plop lines from Alpha till radar picked up the chain at the top of the track This happened on his crew's O. R. I. There was a technician on board for the maintenance of all the electronic equipment and he would frequently put in some very long days. The Laysan & Blackfooted Albatross provided comic relief and salt in the wound. They were beautiful and smooth flyers but made some horendous blunders like the character Loon in the comic strip "Shoe." One once made a beautiful takeoff right into a wall. He wa~ked away from the crash 15 minutes later. These stories are countless. The Radar Barrier, Connie and Gooney Bird are insepararble in the minds of the aircrewmen.· I'll never forget the expression on a Gooney Bird, 20 feet in front of us, trying to back down at 125 kts. Funny how you always remember the fun stuff.

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PHOTOS: TOP-WV-2,143203, on 19 May 1959, off Hawaii. Robert L Lawson photo VW 0016. MIDDLE, TOP-WV-2, 143202, over NAS Barbers Point. USN photo via Stan Wyckoff. MIDDLE, BOTTOM-EC-121K, 143190, AEWBARONPAC, at Davis Monthan AFB, with preservative removed prior to flight to LAS for conversion into EC-121R. Clay Jansson photo. BOTTOM-EC-121K, 143201, in retirement, note civil registration # N671 NA. Photo by B. R. Baker via Menard.

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VW-2

VW-4

VW-3

PHOTOS: ABOVE-Early scheme for a WV-2 of VW-2 natural metal with TF tailcode. Tailhook photo VR-0488. AT LEFT-A WV-2 from VW-2, in an all dark greyblue scheme with the new MG tail code, natural metal props and spinners. N. M. Williams photo in 1959. BELOW-EC-121K, 145927 of VW-3, via Burger.

WEATHER RECONNAISSANCE SQUADRON FOUR HURRICANE HUNTERS VW-4 started out life as Navy Weather Squadron Two (VJ2), flying PB4 Y Privateers. Commissioned in 1952 at NAS Jacksonville, VJ-2 changed to P2V Neptune aircraft in 1953. Also in 1953, the squadron became Airborne Early Warning Squadron Four (VW-4). This designation was then changed to Weather Reconnaissance Squadron Four (VW-4) on 1 March 1967 VW-4 started receiving the Connie or Willy Victor in 1954. These were WV-2 (EC121 K in 1962) aircraft used to perform high-altitude hurricane reconnaissance. In 1955 the WV-2s were replaced by WV-3s (WC-121N). The WV-3 was basically the same as the WV-2 except that during construction their interiors were modified to accommodate an aerographer and an aerologist as well as carrying special meteorological electronics and instrumentation not found in WV-2s. With the new WV-3s, VW-4 was able to make radarguided penetrations into the eye of hurricanes. In 1958 the last Neptune was retired from the squadron leaving the hurricane business to the WV-3 totally. Only eight of the WV3 (WCI21N in 1962) aircraft were built, 137891-137898. VW-4 initially shared the WV-3s with VW-3. VW-3 was the Pacific fleet counterpart of VW-4, and as such, tracked Typhoon from Agana Guam. One WV-3 (137893) was lost at Guam due to fuel starvation and the rest were transferred to WV-4 by July ~f 1958. Another WV-3 (137897) was damaged in a runway accident and was replaced by putting its weather gear in a WV-2 ta)
In 1960 VW-4 relocated to Roosevelt Roads, Puerto Rico. 1965 saw VW-4 returning to Jacksonville while maintaining a detachment at Roosev~lt Roads. The squadron was then decommissioned in April 1975.

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PHOTOS: LEFf-WV-2, 137892, ofVW-4, in natural metal, note code 21TH on right wing-tip. USN. BELOW, TOP-WV-2, 137892, of VW-4, at New York on 3-23-58. By R. T. O'OeIl via Litrkins. BELOW, MIDOLE-WC·121N, 141323, of VW·4, at Andrews AFB, on 10 Sep. 1966, note nose·probe and VW-4 badge under cockpit. By R. Esprito via Jansson.

PHOTOS: ABOVEWC-121N,137896,ofVW-4 at NAS Jaxsonville Fla,. on 24 May 1967. By Clay Jannson. LEFf-WC-121N, 137894, of VW·4, on 8-10-66, during project storm fury. Note gear retraction and small radome aft of large beIly radome. USN photo.

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PHOTOS: ABOVE-143198 ofVW-4 in flight on 7 -63. USN photo. LEFTWC-121N, 137896, of VW-4 in storage. Last scheme was white and grey with black cheat-line. Note "BLANCHE" on side and wording WEATHER RECONAISANCE SQUADRON FOUR and badge on upper radome. By J. Sherlock via Menard.

VXE-6

ANTARCTIC DEVELOPMENT SQUADRON SIX VXE-6 was originally commissioned Air Development Squadron Six (VX-6) on 17 January 1955 at NAS Patuxent River. In 1956 the squadron moved to NAS Quonset Point, R.I., and in 1974 to NAS Point Mugu, Calif. VXE-6 is responsible for supporting the exploration and research of the five and one half million square mile continent of Antarctica. In the role the Navy R7V-1 (C-121) Constellations filled the cargo and transportation needs of our scientists on the Frozen Continent. PHOTOS: BELOW, TOP-C-121J, 131644, VXE-6, Pegasus 7, in grey and white scheme with day-glo tail. By N. Williams on 9-69. BELOW, BOTTOM-C-121J 131624, VX-6, J;>hoenix 6, in the same scheme. By N. Williams on 9-69. Red with White Lines

DAY-GLO with White wings & beak

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OCEANOGRAPHIC DEVELOPMENT SQUADRON EIGHT VXN-8 VXN-8 has the unique mission of Airborne Oceanographic and Geomagnetic Research, and as such is attached to the Atlantic Fleet. VXN-8 has three long term projects, each with its own dedicated airplane. I. Project Magnet-Purpose to map the earth's magnetic field. The first plane assigned this mission was Bu. No. 126513, named Paisano. The Paisano.was lost in a crash at McMurdo Sound on 31 Oct. 1960 and replaced by Paisano Dos in 1962. II. Project Outpost Seascan-Purpose to study qualities and conditions of ocean water that affect sound progation. Aircraft assigned EI Coyote. III. Project Birdseye-Purpose to study pack ice and sea ice in the arctic regions. Aircraft assigned Arctic Fox. Photos below show C-12IJs used for logistics and flight training. AT LEFT- VXN-8 Eagle emblem as seen on their transport aircraft. N. M. Williams photo.

AT LEFT-NC121J, 131627, of VXN-8 in flight over NAS Barbers Point, scheme is grey and white with a wide blue cheat-line. N. M. Williams photo.

AT LEFT131635,ofVXN-8, in grey and white scheme with a black cheat-line. Taken at D. M. on 1972.

AT LEFT131655,ofVXN-8, scheme is the same as 131627. Photo taken at MASDC on 6-77 by R. Lawson via R. F .Besecker.

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PHOTOS: ABOVE AND AT LEFfNC-121K, Paisano Dos, 145925, the colors are white and day-glo, with a road runner on the nose. Note at left, the installation of two tip-tanks under the fuselage. This modification added another 1,200M.tO the plane's range. Lockheed photos. BELOW, TOP-Side view of 145925, minus belly tanks, note flags on gear door. Photo by J. Wible via Besecker.

Paisano Dos (the friend), flew with VXN-8 from 1962 to Dec. 1972 as the Project Magnet research vehicle. Project Magnet was started in 1951 to acquire accutrate data on the earth's magnetic field. From the information acquired iso-magnetic, nautical and aeronauticai navigational charts are produced for use in anti-submarine warfare and other scientific programs. PHOTO, BOTTOM-NC-121K, 145924, El Coyote, while assigned to Project Magnet. This interesting photo shows the white and red 924 on a snowfield. Photo via N. Williams.

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EI Coyote again, after taking over Project Outpost Seascan. In the R. F. Besecker photo above, taken on 4-21-71, note Coyote on the forward gear door. AT LEFT-Retired in 1972 EI Coyote was put out to pasture. N. Williams photo. ASWEPS on tail stands for Anti-Submarine Warfare .Prediction Services. This NC-121 K flew overthe North Atlantic for ten years, in order to improve environmental forcasting techniques used in ASW warfare. Project Birdseye is another VXN-8 project. Its purpose is to provide accurate polar ice and environmental data in the ArCtic. From 1962 to 1972 a NC-121K, 141325, the Arctic Fox, was used for the project. AT LEFTPost 1972 photo of 141325, by N. Williams. BELOW-The Arctic Fox at Pax River on 8-3-68, by R. F. Besecker. See back cover for color details.

l

PHOTOS: ABOVE-WV-2, 145937, of VW-ll, about to land at a North Atlantic base. Plane is in the dark blue-grey scheme. USN via Clay Jansson. ATLEFf-EC-121 M, 145941, of VW-ll, in 1964. Burger collection. "M" models were usually distinguished by the avionics hump in front of the upper radome.

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VW-ll

VW-13

PHOTOS: ABOVE, TOP-Light grey WV-2 with white rudders, VW-ll, 141293, note squadron patch and ship with the wording Bamboo Clipper below it. Photo via W. T. Larkins. ABOVE, BOTIOM-EC-121K, 141305, of VW-ll, at NAF Litchfield Park on 3-18-63. Photo by William Swisher.

PHOTOS: BELOW, TOP-WV-2, 141300, ofVW-13, with early TK tail-code on 2-7-57, at Newfoundland. USN Tailhook photo VW0069. BELOW, BOTIOM-EC-121K, 141293, of VW-13, at Davis Monthan AFB on 21 Mar. 1965. Clay Jansson photo.

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PHOTOS: LEFf-EC-121K, 141317, of VW-13, with a red lightning bolt and a circle with a black outline and #13. Via Burger. BELOW, TOP-EC-121P, 141331, of VW-13, at Davis Monthan AFB on 17 Mar. 1969. Clay Jansson photo. MIDDLE-WV-2, 141310, of VW-15, in March 1957, off of Newfoundland, while above th"e USS Sallstrom. USN Tailhook photo VW0070. BOTTOM-EC-121K, 135748, of VW-15 on 18 Mar. 1963, mothballed. D. Olsen via Jansson.

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VW-15

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AEWTUPAC PHOTOS: TOP-WV-2, 137889, FAEWTUPAC, at NAS Miramar on 10-3-55, natural metal. By W. L Swisher. ABOVEEC-121P, 141306, AEWTULANT, by B. Eoerr via R. F. Besecker. LEFf-EC-121K. 141293, AEWTULANT, in grey scheme, via Burger. BELOWR7V-l, 131627, AEWTULANT in silver and white with dayglo nose and tail. Leo Kohn photo.

AEWTULANT

BELOW-YEC-121 K. 128324, SUNDOWNER, at Pax River in 1963. By D. Ostrowski via Larkins. Colorful ,scheme of blue with day-glo top, bottom, tail stripes, and engine cowl flashes.

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PHOTOS: LEFTEC-121K, 141297, from Naval Research Lab, in late grey and white scheme. By Bob Stewart via Williams. BELOW- EC-121K, 135753, NRL, retired, photo by N. Williams.

PHOTOS-of VT-86, NAS Glynco, crew training WV-2s. TOPEC-121K, 143221, in late scheme, F. Roos photo. MIDDLEWV-2, 143184, on 18 Mar. 1963, D. Olsen via Jansson. BOTTOMWV-2, 141331, on 8-23-62, R. F. Besecker photo.

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PHOTOS: LEFf-EC-121K, 137889, Naval Air Development Center, blue with day-glo tip-tank, May 1964. Frank Macsorley via Picciani. BELOW-EC-121K, 131388, NADC, Candid Aero-Files.

BELOW-EC1211<, 135745, NADU, on 318-63. William Swisher photo.

PACIFIC MISSILE RANGE PHOTOS: LEFT-EC1211<, 137890, note added radomes atop, below and on the side of the fuselage. By D. Kauslka via Besecker on 8-67. BELOWWV-2, 135756. in 1961, see front cover for scheme. D. W. Carter photo via Larkins.

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PHOTOS: This page, WV-2s from Naval Missile Center in flight. USN phots via Stan Wyckoff.

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PHOTOS: ABOVE-WV-2, 128323, Lockheed photo. BELOW-WC-121N, 135758, firing rocket from side launcher upon landing. Photo by Stan Wyckoff. Rockets are called rocketsonde.

PHOTOS: ABOVE-R7V-1, 131643, of the Pacific Missile Range, scheme is natural metal with white top and dayglo nose and tail. 1961 photo by D. W. Carter via Larkins. LEFf-EC-121K, 141311, PMTC, in 1979 before retirement. Ginter.

RIGHT-VQ-1, 121M, at NAS sugi in blue white scheme. N. Williams.

ECAtand By

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VQ-l Fleet Air Reconnaissance Squadron One started out flying Martin PAM Mercators and Lockheed P-2 Neptunes at NAS Sangley Point, Philipines in October 1951. At this time the squadron had not been commissioned, but was established to help meet the changing needs of the fleet. On 12 May, 1953, the division b.ecame Detachment Able, and was assigned to VW-1. In June 1955 the detachment officially became Electronic Countermeasures Squadron One, VQ-1. Then in July of 1960 VQ-1 moved to NAS Atsugi, Japan, where it became Fleet Air Reconnaissance Squadron One. In June of 1971 VQ-1 was transferred to NAS Agana

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Guam where it absorbed VW-1 and VAP-61. The duties of weather reconnaissance that were taken over from VW-1, proved to be shortlived, as these duties were discontinued at the end of 1971. However, Heavy Photographic Squadron Sixty-Ones duties continued until retirement of the RA-3B by VQ-1, in July of 1974. Aslo, during the summer of 1974 the last EC-121M was retired from the squadron. PHOTOS: TOP-VQ·l line, just after receiving VW·ls EC·121Ks, note EA-3B. USN photo via Jansson. MIDDLE-EC·121M, VQ·l, NAF Atsugi, 1974, R F. Besecker. BOTIOM-End of the line, at the boneyard, note playboy bunny on the tail. N. Williams photo.

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VQ-2

Detachment Able in Key West Florida, to keep tabs of Castro's Cuba, and in 1965 Detachment Bravo was established in Danang. Like VQ-1, VQ-2 started outflying P2Vand P4M aircraft. In 1959 A3D-2Q and in 1960 WV-2 aircraft began replacing the Neptunes and Mercaters. VQ-2 started retiring its EC121M (WV-2) aircrafts in 1971 with the last two being replaced 1974 by EP-3E aircraft.

VQ-2 is essentially the Atlantic Coast counterpart of VQ-1 and like VQ-1, it started life as a detachment of a VW squadron. In the summer of 1955, Detachment Able was established in Port Lyautey, French Morocco, by the parent squadron VW-2. The squadron was officially Commissioned Electronics Countermeasures Squadron Two on 1 September 1955. In November 1958, the squadrons home port was changed to NAS Rota, Spain, where on 1 January 1960 the squadron designation was changed to Fleet Air Reconnaissance Squadron Two. In October 1962 VQ-2 set up

PHOTOS: ABOVE-EC-121K, 145938. at the boneyard on 19 Mar. 1973. photo by Clay Jansson. BELOW-Unmarked EC-121K and EA-3B ofVQ-2 off Rota Spain on 5-15-70. USN photo.

found VAQ-33 flying a diverse group of aircraft: F-4Bs, TA-4Fs, EA-4Fs, A3-Bs, and EC-121K 135756. 135756 was replaced in 1971 by EC-121K 145939. This plane was used to retrain squadron personnel to the squadron's new mission. On June of 1972 another Connie (141292) was removed from service with VT-86 and transferred to VAQ-33. It was modified to handle the squadron's mission and as such flew the last C-121 operational mission on 11 June 1982. NC-121K, 141292, the last military Connie was retired from the U. S. Navy on 25 June 1982. This proud bird is now 0]1 display at the Florence Air & Missile Museum in South Carolina.

AND THEN THERE WERE NONE VAQ-33 Tactical Electronic Warfare Squadron Thirty-Three was commissioned on 13 May 1949 at NAS Norfolk, Virginia, as Composite Squadron Thirty-Three (VC-33). In 1950 VC-33 moved to NAS Atlantic City, New Jersey. On 2 July 1956 VC-33 was redesignated All Weather Attack Squadron Thirty-Three (VA(AW)-33). Then on 1 April 1958 VA(AW)-33 moved to NAS Quonset Point, Rhode Island. 30 June 1959 brought another change in designation to VAW-33 and on 1 February 1968, the current designation VAQ-33 was established. On 1 July 1969 the squadron moved to its original base of NAS Norfolk. With the change to VAQ-33 came the mission to provide Electronic Warfare Training for the Fleet. So 1970

PHOTOS AT RIGHT: TOP-EC-121K, 145939. on 19 Mar. 1973. ofFEWSG, VAQ-33. insignia on radome is red bird with yellow lightning bolt. By Jansson. MIDDLE, TOP-NC-121K, 141292, VAQ-33, coded l1/GD. Fred Roos photo. MIDDLE, BOTTOM-292 again with 12/GD code. this was the last operational C-121. Buchanan via Menard. BOTTOM-145939 again as it returns to dust. N. Williams photo.

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VQ-2 Black man over red triangle.

VAQ-33 boarder-red, background-black. Fire bird-red. Letters & bolt-yellow.

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0000

PHOTOS: TOP-Oddly modified C-121, believed to be designated JEC121C, photo by Clay Jansson. LEFT- Navy C-121, 143196, used by the U. S. Army, and configured as the AF bird above, designation is JC-121K By Sherlock via Menard.

1m: Lufthansa

ABOVE-VAQ-33, EC-121M, with F4B and EA-4F, on 4-73, USN.

Lockheed L.1049 Super Constellation

REVELL first came out with the 1049 in 1956. Today it's still obtainable through German Revell. This kit is made up as a C-121J based at Agana Guam.

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1/144 scale C-69 produced by International Models in the 1960's.

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Monogram C-121, was also first made as a 1049 about 1956 and is a much better kit than the Revell. It was reissued a few years back as an Air Force C-121C of MATS.

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Rareplanes came out with an excellent Connie kit. from which you could build a 1049. WV-2 or C-121H. With the kit Larry Templeton built his award winning IPMS cutaway C-121H.

Lockhe'ed L-tD49 Super Constellation with extra parts for USAF EC-121H and USN WV-2

REVELL reworked its original 1049 into a WV-2 in the early 60·s. today the kit is still available through Revell Brazil or Mexico. Overall a good kit in the markings of VW-13.

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.,"RADOME"

SERlE AVIOES FAMOSOS

HELLER 1/72scaleEC-121 Warning Star. Overall excellent kit, but it could use more surface detail. It's easy to build and looks extremely real in its Air Barrier Squadron 2 markings.

~,i,\OUETTE A MONTER· MODEL KIT· MODELL BAUSATZ. \1;;OU1:1 fi. PARA MOhlAR • Moncu.o A

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r..l"O~~A MONJ'PJ'~ MODEL KlT. MODELL BAUSA~~ PARA MONTAR. MAQUE'M'E A MONI'ER • MODELKlT-MODELLBAUSATZ.MAOUFrA PARA MONTAR -MAQUET'I'E AMON'lU

HELLER 1/72 scale model 749. It has come out in two boxes and can be built as a C-69 or a C-121A as was done here. Model had to be modified by adding a radar nose and then being marked as C-121A 48-610. Microscale has produced a decal sheet for a C-69 and C-121A 48-612 and 48-613.

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.....

77

BACK COVER: 1. C-121A, 48-609, 89th. MHir..aiY Airlift Wing, taxiing at Andrews AFB, May, 1964. By Frank Macsorley. 2. C-121J, 131623, Blue Angel #8, at Nas Brunswick, Maine, Aug., 1968. By John Winterbottom. 3.EC-121 S, 54-159, 140th. Tactical Electronic Warfare Squadron, 193rd. TEW, Pennsylvania Air Guard, based at Olmsted ANGB, Pa., taken at NAS Willow Grove, Dec., 1974.4. C121J, 131624, VXE-6, Phoenix 6, at Davis-Monthan AFB, Arizona, Mar. 1971. By Roy Lock. 5. EC-121M, 145940, VQ-l, at NAS Atsugi, Japan, Apr. 1973. By Naoki Nishimura, 6. NC-121D, 56-6956, . 4950th. Test Wing, Air Force Systems Command, at Wright-Patterson AFB, Ohio Dec., 1968. By Frank M~csorley. 7. EC-121R, 6721472 (EX USN), at LAX, Nov., 1969. By Robert Trimbie. 8. EC-12iH, 53-533, 79th. Airborne EarlyWatning and Control Squadron, at Andrews AFB, May 1964. By Frank Macsorley. 9. NC-121K, 145925, "Project Magnet", assigned to Oceanographic Air Survey Unit, based at NAS Patuxent River, MD., taken at NAF Warminster, Pa. Sept., 1971.10. NC-121K, 141325, VXN-8 "Project Birdseye", at NAS Willow Grove, Mar., 1973. All photos above via Picciani Aircraft Slides. 11. EC-121K, VW-13, at Thule Greenland, Aug., 1963. By Jerry Geer via N.M. Williams.

EC-121C: REDESIGNATION OF 8 REMAINING TC-121C AIRCRAFr JC-121C: TWO C-121Cs (54-160 AND 54-178) AND TWO TC-121C/EC121C (51-3841 AND?) MODIFIED FOR ELECTRONIC RESEARCH. DC-121C: ONE JC-121C CONVERTED AS A DRONE DIRECTOR VC-121C: 4 C-121s #'s 54-167/54-168 AND 54-181/54-182 MODIFIED AS VIP AIRCRAFr. EC-121S: PANG C-121Cs54-155/54-159/54-164/54-170 AND 54-173, MODIFIED FOR ELECTRONIC WARFARE. RC-12ID: 72 USAF AEW AIRCRAFr #'s 52-3411/52-3425, 53-533/53556,53-3398/53-3403,54-2304/54-2308, AND 55-118/55-139 ONE RC-121D WAS ADDED BY CONVERTING A C-121C # 54-183 GRC-121D ONE USN EC-121K MODIFIED FOR TRAP IlL NC-121D 1962 REDESIGNATION OFGRC-12ID. EC-12ID: REDESIGNATION OF RC-12lD TO BETrER DESCRIBE ITS MISSION. EC·121J: TWO EC-12IDs 52-3416 AND 55-137 FITTED WITH MORE ELECTRONICS.

DEVELOPMENT

EC-121H 42 EC-121Ds MODIFIED WITH SAGE ELECTRONICS EC-121Q SOME EC-12IDs FITrED ADVANCED ELECTRONICS

C-121A/VC·121A: 10 MODEL 749s BOUGHT FOR USAF MATS SERVICE. 48-608 MODIFIED TO VC-121B WHILE BEING PRODUCED #'s 48·608 TO 48-617 PO-IW/WV-l TWO USN AEW VERSIONS OF THE MODEL 749 #'s 124437 AND 124438 R70-1/R7V-l 65 MODEL 1049s ORDERED BY USN AS CARGO/ TRANSPORTS. 10 TRANSFERRED TO USAF AND COMPLETED AS RC121Cs. ONE TRANSFERED TO USAF AND COMPLETED AS THE VC-121E PRESIDENTIAL AIRCRAFL 4 COMPLETED AS USN PROPJETS R7V-2s. THIS LEFr 50 COMPLETED AS R70-1/R7V-ls. #'s 128434/128444,131621/131629, 131632/131649, 131651/131659, AND 140311/140313 R7V-IP TEMPORARY DESIGNATION FOR VXE-6 PROJECT BIRDSEYE AIRCRAFr #131624, WHILE FITrED WITH CAMERAS. R7V-2 FOUR R7V-ls (131630/131631 AND 131660/131661) COMPLETED AS R7V-2 PRATr & WHITNEY YT34-P-12A TURBOPROPS PO-2W/WV-2 244 MODEL 1049s ORDERED BY USN AS AEW AIRCRAFr OF THE 244, 22 WERE CANCELLED, ONE WAS MODIFIED AS THEWV-2E, EIGHT BUILT AS WV-3sAND 72 TRANSFERRED TO USAF AND COMPLETED AS RC-121Ds #'sFOR THE 142 WV-2s WERE 126512/126513,128323/128320, 131387/131392, 135746/135761, 137887/137890, 141289/141333, 143184/143230 AND 145924/ 145941. WV-2E AEW TEST AIRCRAFr FITTED WITH ROTODOME #126512

EC-12IT: UPGRADED EC-121D, OPERATED BY THE AFRES

EC-121H

AND

EC-121J

AS

YC-121F: ORIGINALLY USN R7V-2s TRANSFERED TO USAF AS 538157 AND 53-8158 VC-121E: ORDERED AS R7V-l 131650 AND CONVERTED DURING CONSTRUCTION AS USAF 53-7885 FOR USE AS A PRESIDENTIAL AIRCRAFr. C-121G: 32 USN R7V-ls TRANSFERED TO THE USAF AS #'s 54-4048 TO 54-4079 TC-121G 4 C-121Gs 54-4050 TO 54-4052 AND 54-4058 WERE MADE INTO TRAINERS. VC-121G TC-121G 54-4051 MODIFIED AS A STAFF TRANSPORT C-12IJ: 1962 DESIGNATION GIVEN TO REMAINING USN R7V·b NC-121J: 4 C-12IJs MODIFIED AS RADIO AND TV TRANSMITrIER IN VIETNAM JC-121J: REDESIGNATION OF NC-121Js. EC-121K 1962 DESIGNATION GIVEN TO USN WV-2s. VC-121J STAFF TRANSPORT MODIFICATION OF C-121J YEC-121K 2 SPECIAL TEST EC-121K JC-121K EC-121K # 143196 USED BY THE US. ARMY

WV-2Q 12 USN WV-2s MODIFIED FOR ECM ROLE. WV-3: 8 USN AIRCRAFr SIMILAR TO WV-2s, (#'s 137891 to 137898) EQUIPPED AS WEATHER-RECONNAISSANCE AIRCRAFr, ANOTHER WV-2 (141323) WAS MODIFIED TO WV-3 STANDARDS.

NC-121K EC-121Ks MODIFIED FOR USE WITH VXN-8. NEC121K TWO MODIFIED EC-121K FOR WEAPONS TESTING EC-121L 1962 DESIGNATION GIVEN TO USN WV-2E EC-121 M 1962 DESIGNATION GIVEN TO USN WV-2Qs

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W2V-l PLANNED MODEL 1649 EQUIPPED WITH T56 TURBO PROPS AND J-34 WINGTIP JETS AND DISC RADOME. C-121C: 33 MODEL 1049s BUILT FOR USAF MATS #'s 54-151 TO 54183. ALSO ONE RCI21C/ TC-121C AIRCRAFr (51-3840) MODIFIED TO C-121C:

WC-121N 1962 DESIGNATION GIVEN TO USN WV-3s EC-121N: A MODIFIED WC-121N EC-121P EC-121Ks MODIFIED WITH ANTI-SUB GEAR

RC-121C: 10 USAF AEW AIRCRAFr #'s51-3836 TO 51-3845.

JEC-121P: 3 EC-121Ps TRANSFERRED TO USAF #'s 143189, 143199 AND 143200

TC-121C: 9 REMAINING RC-121Cs (DELETE 51-3838) USED AS AEW TRAINERS.

EC-121R: 30 USN EC-121Ks AND EC121Ps WITH AEW EQUIPMENT REMOVED USED BY USAF TO MONITOR THE HO CHI MINH TRAIL