Continued
The test team arrived at Thule Air Force Base in Greenland on March 28, 1958. After offloading some equipment and prior to beginning their tests, the C-130A was pressed into service to deliver some Royal Canadian Air Force cargo to Lake Hazen, Ellsmere Island on March 29. A ski landing was made on the snow at the site, where the temperature was 45 degrees F. During preparation for departure, the No. 4 engine had a "hot start." The crew was unable to control the engine's temperature and the turbine was damaged. Consequently, a three-engine ski takeoff was made with a gross weight of 100,000 lbs., which required a takeoff run of approximately 5000 ft. on the snow. Back at Thule, the crew had to wait until a built-up replacement engine could be obtained from the Lockheed factory at Marietta, Georgia. The engine was flown in on April 5. Working outside in the cold, the crew had the new engine installed and running on the evening of the 8th. By that time, Major Fitzwater had to request an extension of their orders, which were due to expire on April 11, before the ski test project could continue. With the aircraft and paper work back in order, the task force departed for Sondrestrom Air Force Base in southern Greenland, which would be their operational base for ski tests on the ice cap. Photo courtesy of Jim Pirie
	Modified C-130A Tail Number 55-021 on the Greenland Ice Cap

Four missions were flown out of Sondrestrom AFB during which 34 successful ski landings and takeoffs were made at various sites on the Greenland Ice Cap. The majority of the takeoffs were made at the C-130A's design gross weight of 108,000 lbs. at 0 degrees F and 10,000 feet above sea level. The ground run distances were measured on four takeoffs and three landings using a tracked snow vehicle with a calibrated odometer. Weather data and snow conditions were taken using thermometers, a calibrated altimeter, and a hand-held wind vane and anemometer. The time required to take off and land was recorded for each run. A total of 39 hours and 45 minutes was flown during the period, which ended on April 18, 1958.

On the 35th takeoff, the nose gear was damaged which upon the next landing collapsed and protruded up through the fuselage. In his written statement for inclusion in the accident report. Major Fitzwater described what happened: "I was flying the aircraft making the 35th take off when the nose ski struck a snow drift which was about 2 feet high. I attempted to raise the nose ski over this drift but there was not sufficient elevator power to do so. This condition had been experienced before without any damage to the aircraft. The take off was completed and a routine landing was made. When visibility was restored from the blowing snow after prop reversal it was observed that the aircraft was in a nose low attitude. Investigation revealed that the nose gear had collapsed rearward being pushed up and back into the cargo compartment. The nose of the aircraft was resting on the nose ski. In order to save the aircraft and to prevent the exposure of 14 persons to the Ice Cap element, a decision was made to attempt to fly the aircraft back to Sondrestrom Air Base. A take off was made without the use of the electrical or utility hydraulic systems.

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