Continued	Several problem areas were encountered with the aircraft's systems during the arctic ski tests:
	a.	The landing gear struts lost pressure both during flight and while on the ground as a result of using ordinary compressed air to service them containing moisture which froze. No nitrogen was available at Sondrestrom AFB, Greenland.
	b.	During one engine start (at Lake Hazen), the Gas Turbine Compressor (GTC) stopped running because of low battery voltage. That caused an engine over temperature condition. Heat was applied to the battery compartment, which restored enough battery power to run the GTC allowing the remaining three engines to be started. (The GTC, located in the forward left wheel well, supplies compressed air for engine starting and for ground operation of other systems.)
	c.	Upon attempting to work on the APN-59 navigational, search, and weather radar set, it was found necessary to remove the nose ski fairing before removing the radome.
	d.	In order to change a tire on the test aircraft the corresponding ski had to be removed. If quick disconnect hydraulic lines were used the time required to change a tire would be greatly reduced, as the hydraulic system would not need bleeding.
	e.	Maintenance on the skis would be facilitated if each ski could be cycled independently. Also, if one ski were determined unsafe while in flight, it would be advantageous to be able to cycle only that ski.
	f.	The nose ski shimmy damper was found to be effective for wheel operation. However, when operating on skis, the damper would dig into the snow causing an additional drag, which lengthened the takeoff run.
	g.	The ski down indicator only indicated that the skis had bottomed. It would be possible to lose hydraulic pressure in the ski system and still have a safe indication. If an unsafe condition existed, it was usually impossible to tell which ski had malfunctioned as there was only one safe indication for all three skis.
	It was recommended that the Mechanical Branch of the Aircraft Laboratory at Wright-Patterson AFB perform analysis of the problem areas and initiate corrective action for incorporation in production ski-equipped aircraft. Twelve ski-equipped C-130A aircraft were scheduled to be operated by the 61st Troop Carrier Squadron of the Tactical Air Command from Sondrestrom AFB to two sites on the Greenland Ice Cap. Prior to their departure for Greenland, the squadron crews were to receive familiarization training at Bemidji, Minnesota. The squadron had no previous cold weather experience with the C-130. Major Fitzwater was assigned temporary duty (TDY) with the 61st to act as Technical Advisor and Instructor Pilot from January 21, 1959 to February 27. In addition, he was authorized to perform tests of the modifications made to the production aircraft as a result of his testing of the prototype. Many of the changes incorporated in the production aircraft had never been flight-tested.
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