Ice Cap Recovery of Aircraft 57-490 – Page 3
|
||
|
|
|
|
|
|
fence.
On the next try, we became airborne and flew back to Sondrestrom, one
hour of flight time away. It was decided that we would stay at Sondrestrom
but would fly back and forth to the work site each day, weather
permitting. Once again, much of
our support equipment, including a Trackmaster, was supplied to us by the
local base, so with that on board, along with most of the needed parts, we
departed the following day to begin the repairs to 57-490. The first order of the repairs was to level the
aircraft with air bags so that the left main landing gear and ski could be
removed and replaced. With the
good men that made up the team, this was accomplished in a relatively short
period of time. Meanwhile, the
sheet metal work was progressing and, as soon as the landing gear and ski had
been replaced and serviced, they began the reattachment of the left ski
fairing. At the same time, work
was started to replacing the number two engine and installing a number two
propeller using an over-the-wing hoist.
The leading edge of the wing between the number one and two engines
was replaced, with no further damage to the wing found beyond the leading
edge. The left pylon fuel tank
was also replaced. After approximately three days of work, most of
the damage had been repaired or corrected, with the exception of the number
one engine, number one propeller and number one engine truss mount, along
with some sheet metal work.
Because of the difficulties that might be experienced in replacing the
truss mount and since the Dye III Site had a complete work shop and tools, I
decided to taxi the aircraft with two engines to Dye III to complete the
repairs. This was agreed upon,
so we loaded the personnel and necessary tools and prepared to taxi the 35
miles to Dye III, leaving behind most of the damaged parts and much of our
support equipment. Meanwhile the
support ski aircraft had attempted several take-offs but was having trouble
because of the melting snow, so the pilot elected to taxi with us. In approximately two hours, we were
at Dye III. On the following morning, a relatively strong was blowing from the rear of the aircraft, making it difficult for the men to work around the skin repairs and the number one engine. Once again, I had to call upon the bulldozer operator to pile up snow to the top rear of the left wing in order for the work to continue. After that, it was time to return to the crash site to remove all of the parts and equipment that we had left behind. |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Photographs courtesy of Earl Huddleston |
||
|
|
|
|