marv2
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Post by marv2 on Jan 5, 2005 14:52:16 GMT 9
Last evening I was sitting in the easy chair and had the laptop out. I logged onto Pat's site and the AB sound came on. My wife sitting across the room looked up and smiled and said, that's an F-106 isn't it.  Guess the 8 years she spent living in base houseing at Minot and Kingsley Field she heard enough of the ABs too and will not forget them.   |
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Durden
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Post by Durden on Jan 5, 2005 23:27:13 GMT 9
It is a sound and feel that you don't easily forget. I heard it many times on the ground close up,  on take-off and in the cockpit as a crew chief. You get a real kick in the ass when the afterburner lights. Sometimes I would close and lock the canopy to reduce the noise level so I could think without my teeth rattling  The sound of freedom.  |
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MOW
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Post by MOW on Jan 9, 2005 2:55:00 GMT 9
Yea, you gotta love that sound! One of the distinctive things about the six, same as the distinctive look of a six during and FCF takeoff... man I would love to have a video of the delta wing's climb during an FCF takeoff.
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scott
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Post by scott on Jan 9, 2005 3:24:36 GMT 9
Nothing like that sound, especially on a cold, crisp Minot day while doing last chance. Can still remember how the EOR truck rattled during takeoffs.....Even the whole ground shook! Lots of good memories there! |
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Post by thud Ron Kollas (deceased) on Feb 9, 2006 7:24:59 GMT 9
Jnfo every sixer needs. The F105 also shared the J75 engine with the F106. So I had the pleasure of hearing those burner lights in Germany, Libya, Turkey, CA, KS, NV, Kadena & Takhli Thailand. Tis a sound one does't forget.
Ron Kollas
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Post by thud Ron Kollas (deceased) on Feb 9, 2006 7:28:25 GMT 9
Neglected to mention that the places listed in last message only pertained to the F105. The F106 memories are from CA, OR, ND & FL. (gads I was TDY to Tyndall so many times I should have bought property!!!!) Tyndall trips were made with F102's, B57's, & F106's, the last trip being William Tell 72.
Ron Kollas
Ron Kollas
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Bullhunter
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Post by Bullhunter on May 16, 2006 13:16:01 GMT 9
I used to love to take a F-106 to the trim pad early in the morning at McChord AFB, Tacoma, WA State. Especially if it was an early mission aircraft. Full power AB run-ups were restricted until after 0900hrs. If it was for an early mission you could do the AB checks. On a cold crisp clear morning at 0400, 0500, 0600 hours I love to smack that AB. ;D I knew I was waking my family up and a good portion of the local community. Would most often get that radio call from the tower. Can you limit the AB time, we are getting telephone complaints. "I'll try but its an early mission aircraft." And that white hot AB flame in the dark morning was a sight to see. Those were some good old days. |
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darttender
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Post by darttender on Jun 4, 2006 10:38:10 GMT 9
Jnfo every sixer needs. The F105 also shared the J75 engine with the F106. So I had the pleasure of hearing those burner lights in Germany, Libya, Turkey, CA, KS, NV, Kadena & Takhli Thailand. Tis a sound one does't forget. Ron Kollas And that engine also had water, didn't it? THAT must have been a howler! |
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joeabby
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Post by joeabby on May 8, 2007 12:23:26 GMT 9
An old topic, but it will never die...just like the sound of a Harley.
I use to take my 2 boys to the FL on Sat at Minot, especially when the Wolf was flying an FCF. They still remember the sound and the physical vibration of that burner, it just can't be described. The Wolf was the only pilot I knew who'd light the burner just as he released the brakes, and there we were, 100ft away absorbing all of it. And when it was -20.....................sacred!
Joe
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Bullhunter
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Post by Bullhunter on May 9, 2007 6:19:02 GMT 9
My x-wife one night at McChord AFB sometime during 1976 got a bad attack of migraine headache. ;D So I took her to the McChord Clinic that evening to see our 318TH Flight Doctor. The clinic was only about 150 yards from the taxiway and runway. I'd forgot that night was night flying. We got there and went into see the 318th Doctor. He was checking her out and dimed the lights and made sure all was quiet around us to help ease her headache pain. He had just explained how bad migraine headaches were and how bright light and noises increased the pains. Just about then I heard it - and so did the doctor, we looked at eachother. A pair of F-106's at the runway increasing military power,,,,with in 10 seconds or so we got the sound of the afterburner. BOOM and another BOOM as the wing man hit afterburner also. The doctor look at me and smiled then said, "you just gotta love that afterburner light off sound." I replied, Yep, love that afterburner bang and the rumble of the afterburner going down the runway." My x-wife then gave us an awful nasty look.  The smiles left our faces and the doctor spoke up and said, Yes, but they are not good sounds tonight for someone with a migraine."  He then gaive her a big shot of pain killer and said to take her home and put her in bed, as she would be knocked out soon, and would likely sleep until the next evening. As we were leaving the clinic two more F-106's were at the end of runway going to full power and afterburner. At the time I felt bad for her. Today when I think of it I feel Me Bad.!!! |
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Post by SixerViper on Jul 16, 2007 18:24:51 GMT 9
Dart--
The F-105 had the J-75-P19W, vs. the Six's -P17. Same engine, longer afterburner. You had to either use the water injection on takeoff (hot days) or dump it once in flight, because the water tank wasn't stressed for g's when it was full. Water injection gave the Thud 2,000# more thrust than the Six.
I remember doing a jetcal on a Thud once--just like I did on varous Sixes during my USAF time, I went to put the heaters on the EGT probes and couldn't reach them through the flame holder. Thought my arms had shrunk! That's how I found out the Thud's burner was longer than the Six's.
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Post by Jim Scanlon on Jul 18, 2007 6:13:36 GMT 9
I worked on 105D's at Nellis before going to Minot in Jan 1962. Yep, the water injected burner on the 105 was different. It sort of screamed. Used to light it facing the Salt Lake Highway and see if we could scare drivers at night.
At Minot we couldn't light the burner after 2400 when we were in the old trim pad. That was the pad with the circular concrete mound and the cables coming out of the middle of it. I got on the pad one cold winter night just before midnight and got tied down in time to have the tower tell me I had less than a minute to light off or go back to the hanger. I got it lit in time, but the SAC base commander was none to happy and Col. Chandler got a phone call. Oh, well! Life was fun with the Six.
Jim Scanlon, Minot Jan 62 - Feb 67
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Post by daoleguy A.J. Hoehn (deceased) on Aug 7, 2007 10:51:41 GMT 9
Oh Lord. Good place to jump in. I was a young two striper in the Instrument Shop at Loring when I experienced my first trim. Trust me I won't forget it. The experience rates with "A bucket of propwash" or a "Yard of flightline" in some ways. Hehehe, who has adjusted a T-33 yaw indicator?
Okay. I had heard the AB kick in from a distance, not close. This night it was 10 degrees, I was freezing under the port wing of a Six watching the hot section analyzer during a trim. Being a rookie I had no com headset, just plugs. Engine start was great. The Engine guys tweaked a few valves and I took readings. It never dawned on me that a run at AB full military power was part of the deal.
My partner tapped me on the shoulder and I nodded figuring he wanted to know if I looged the numbers. I stood slightly and watched as the supervisor made a gesture with his hand outward. Then I got worried. The whole world got quite. I turned to look at the Six knowing it couldn't stop running that fast. Just about the time the AB kicked in. I about loaded my pants.
The airplane jumped off the ground as I remember it and a huge purple flame erupted from the nozzle. Of course the loud bang following silence did not help. I waited for the coming total explosion as we blew up. Not wanting to look uncool I casually looked at my mate. He was laughing his butt off. I learned later that was a sort of initiation to Sixes. At least I got a few free beers later.
Four years later with a Runup/Taxi license I got to do the same to a new ground troop. I'll never forget my experience or the other. I still smile thinking of the pwoer that AC had. Feeling it from the backseat is a complete wonder.
A J
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joeabby
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Post by joeabby on Aug 8, 2007 11:32:40 GMT 9
AJ, that was a beautiful description of the AB lighting and I had to laugh my butt off, too. I had almost forgotten about that 1 second of dead silence before the burner lites. You did a great job, you did!! ;D  Just for asking, what causes that pause? Joe A. |
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Post by Cougar on Aug 8, 2007 12:03:38 GMT 9
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Post by daoleguy A.J. Hoehn (deceased) on Aug 9, 2007 6:38:22 GMT 9
The best I can say not being an Engine Weenie is what I was told once. The pause is the redirection of fuel to the aft burner section of the engine. Correct me guys if I am wrong. Either way it skeered the crap outta me that day. Cougar that bang late at night was sweet to me. After I got back from SEA I was sitting on my patio and could hear a Six on Griffiss on the pad. The thud was great i the distance. The F-4s I saw overseas seemed to just dribble into to AB with now annoucnement of "Here the hell I come!" Now the Thuds there were another story.
A J
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sixerviper
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Post by sixerviper on Aug 13, 2007 1:00:25 GMT 9
I never had the pleasure of being in the back of a B-model during an AB run, but I did have the pleasure of being in back of an F-model Thud. The Thud jumped just like the Six did when you lit burner. The Thud also had that same moment of "silence" before the big bang. The engine weenies told me that was the time the eyelids opened up before the burner lit off. Made sense to me. Ahhh, those were the days....
I remember one of our crew chiefs finding an old stop sign in the woods and tossing it into the Thud's exhaust while in burner. Damn thing took off like a huge frisbee! Last time I saw it, it was about 300 ft AGL and still climbing out over the road that ran past the airport!
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615crewdog
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Post by 615crewdog on Dec 23, 2007 6:09:19 GMT 9
I guess that was the initiation for all new troops that went to the trim pad for engine trim checks. I remember a SSGT that had cross trained into the crew chief field and we took him down to the pad for a trim run after a 400 hr PE. inspection. The Engine guys had had a trailer built and it stayed on the trim pad at Tyndall, anyway we got the plane all hooked up to the tie downs and engine test kit, fired the engine up and run thru a few quick leak checks. The ground man signaled me that they were going to run it up to mil-power before lighting the burner. The new guy and I were standing beside the engine trailer (between it and the plane) just off and slightly aft of the left wingtip. The mil run went great and after the engine guys recorded their reading the ground man again signaled me that they were going to light the burner I signaled OK and turned to warn the new guy but then everything suddenly went deathly quiet and then BOOM. The new guy was nowhere to be seen. :lol: ( The Engine Shop trailer only set about 16 inches off the ground and the new guy had gone under it and out the other side. We found him about 5 minutes later in the woods half way to the highway. :lol: |
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615crewdog
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Post by 615crewdog on Dec 23, 2007 6:35:44 GMT 9
That sudden quiet is also a very good indicator that your pilot just screwed up. I was stationed with Det. 1-49 FIS, Loring AFB. I was on alert and we got scrambled. Everything was going great at first. My squadron commander, Maj. Ross, was in one of the birds and Capt. Micheals was in my jet. I got the Capt. strapped in and the boarding ladder down then went around to remove the ground wire and chock from the right main then came over to the left side and charged the air line and gave the Capt. the start signal. As soon as the starter cut out I shut off the air and removed the airline. By this time Maj. Ross was already starting to roll out of the barn. As I started to kick the left chock out I heard my jet suddenly get VERY QUIET and then BOOM, followed by an immediate attempt of the wheel to climb the chock. Then I heard the engine return to idle and the wheel rolled back off the chock. I got the chock out and finished the launch and waited for Capt. Micheals to return. ;D After he got back and climbed out I told him he owed me a case of beer for lighting the burner in the barn with me still under the wing. He denied lighting the burner but bought me the beer because he was afraid I would say something to my commander about him banging burner in the barn. That engine just does NOT get quiet for no reason and it certainly doesn't make that BOOM unless you've selected BURNER!!!!  |
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Bullhunter
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Post by Bullhunter on Dec 24, 2007 7:36:25 GMT 9
Trim pad AB runs are awesome and very exciting to performe and even watch. But they are dangerous, especially if you are checking out a new engine.
Sometime about 1977 the 318th lost a "six" in Tacoma, WA. (read about it on the 318th FIS page)
Three new airman and myself had that new jet engine and the F-106 on the trimpad Saturday and Sunday. We had run it up several times including AB. The engine just did not hold trim. Everytime we ran it up the thrust, epr, & egt were different. We determined the throttle teleaflex was defective and the crewchiefs replaced it.
Late Sunday was the last run up and we put the six and its engine through it's paces. It held trim this time but still in the back of my mind I felt this engine and or aircraft had a problem but all check out good. Well within tech data limits.
The aircraft flew its FCF (Functional Check Flight) without any problems and the squadron was going to Tyndell the next day.
The next day I was on interstate-5 1/2 way between Mcchord AFB and Seattle when the radio reported a F-106 crashed near McChord.
Something told me it was that aircraft that we had on the trim pad. I exited the interstate and called maintenance control and asked which bird went down. They would not tell me the tail number but told me to report to the squadron ASAP.
To make a long story shorter it was discovered, and as I was informed, the depot installed a main engine bearing backwards and cocked it. Thus causing the bearing to fail and explode right after takeoff. The explosion blew a hole through the diffuser case and blew the main fuel line off the engine starting an aircraft fire. Pilot ejected safely.
I was later told that my crew was dam lucky the engine didn't fail and explode on the trim pad during the AB run ups. Had that happened the aircraft engine bay likely would have filled up with fuel and exploded. Taking us all with it.
Trim pad operations with fighter aircraft are dangerous.
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Guess the 8 years she spent living in base houseing at Minot and Kingsley Field she heard enough of the ABs too and will not forget them. 
The sound of freedom. 
