@geebee7967
I too was there that day. I was a C-130 engine and propeller mechanic assigned to the 317th Field Maintenance Squadron at Pope AFB. I was also a volunteer firefighter with the Hope Mills Fire Department. Most won't know that the Pope AFB Fire Department held an Aircraft Crash/Rescue seminar the very weekend before this crash. Does anyone remember how unbelievably long it took for the crash/rescue trucks to respond? I remember clearly seeing the crack in the upper fuselage at the upper area of the troop doors at the front of the dorsal fin. The tail of the aircraft was basically flopping around because of the structural damage on impact. I knew immediately that the aircraft wouldn't be able to takeoff again but didn't expect it to go through the vehicles and trees and explode. I was one of four technicians assigned to disassemble the propellers to check for mechanical failures which may have contributed to the crash. As a propeller technician, I have assembled many Hamilton Standard 54H60-91 propellers and found it hard to believe that one could be destroyed as those were. I was a private pilot at the time and still am. It's my opinion that the pilot attempted to make a successful approach just a bit too late. He seemed to push the aircraft over into the dive in order to make the drop. I feel like he didn't want to go around and face the criticism that may have come. I haven't heard mention of the service for the lost airmen held at the chapel on Pope. I was inside for the service, which was quite emotional. The most heartwrenching thing was the missing man formation of C-130's. RIP fellow airmen.
@dsensing
I was at the scene that day on duty as a staff officer of XVIII Airborne Corps HQ. There were no US soldiers aboard the aircraft, only USAF crew of pilot, copilot, engineer, navigator, loadmaster and assistant loadmaster. As part of my duties I became very involved in the report of the investigation. The two loadmasters were killed at first impact of the plane when it pancaked. They stand during the LAPES maneuver (Low Altitude Parachute Extraction System) and when the plane pancaked, they were driven to the floor so violently that they died of massive blunt-force trauma. The pilot attempted to regain flight by going to full throttle, but the nose gear was buried almost to the fuselage and the empennage (tail assembly) was severed except for floorboard extensions so the plane could not have flown again anyway. The plane ran into a wooded ravine where it blew up. It ran over an Army HMMWV en route, killing one soldier. The copilot and the engineer survived the crash and explosion, but were very badly burned. The pilot and navigator were killed. My friend, Major Baxter Ennis, was with me. Like many of the other soldiers present, we ran into the flames because in the military you never abandon your comrades. There was fire and smoke everywhere, not only from the burning jet fuel; the forest was on fire, too. The heat was extremely intense. We finally left, having accomplished nothing. The pilot’s name was Captain Garry Bardo, Junior. The navigator’s name was First Lieutenant John B. Keiser, III. The loadmaster’s name was Technical Sergeant Timothy J. Matar. The assistant loadmaster’s name was Airman First Class Albert G. Dunse. The soldier’s name was Staff Sergeant Douglas Hunter. There was a large crowd of civilians because this exercise was actually a rehearsal for the main even the next day. There were about 5,000 local dignitaries, civic leaders and townspeople invited to watch, as had been done for many years. There were many more events to follow at multiple sites. Because of the crash the rest of the airdrops were called off but all the other exercises continued. I remained on duty at the crash scene until mid-afternoon then returned to the headquarters. The next day's exercise went off without a hitch, thankfully. As you may imagine, Ft Bragg got buried in media coverage and every network sent full-size satellite trucks to cover the airdrops and other exercises the next day. BTW, the vehicle extracted from the plane was not a tank. It was an M551 Sheridan Armored Reconnaissance Vehicle, lightweight and lightly armored. US Airborne units do not have tanks. The report concluded that the flight profile was actually well within the C-130's envelope and that the pilot lined up on the incorrect corner marker (used to define the ends and sides of the field landing strip) and then tried to align with the correct one. But he apparently over-corrected and so hit the ground.
@henryhorker
I was there that day. I was almost 13 years old at the time. My dad was stationed at Ft. Bragg and actually participated in a parachute exercise earlier in this very same air show. What happened was absolutely horrifying. I can remember crying in my mother's arms after they loaded us from the bleachers back onto the buses. But the absolutely strangest part of the whole day was that instead of calling off the rest of the event, they simply bused everyone to a different location and carried on with the show. No lie.
@13thvarebel16
I was in a bar today and met a former paratrooper with the 82nd who was there that day and mentioned the soldier who was killed on the ground in the Humvee. This man (the paratrooper) did a jump the next day and his chutes didn't open. It was a miracle from God he survived and lived to tell about it years later today.
@Jurassicworldindominusrex2015
I remember watching this on YouTube back when I was a kid and now I’m 18 years old now this brings back my childhood memories
@bettyruocco7799
I am amazed at the rude jokes made about this accident. The crew was highly trained. People miss those who died, and worry about those who were injured. Those of you who think you should try to be funny about something like this need to find a purpose in life.
@safimirza3872
Seems like everyone from the comment section were present at the event.
@ph11p3540
Worst LAPES accident happened in western Canada at now closed CFB Landcaster Park, Alberta. It killed 9 flight crew with a loss of 2 aircraft. LAPES is no longer practiced since that accident in the Canadian Armed forces.
@oneastrails
We had a Canadian C130 crash the same way at Wainwright Alberta. LAPES drop, hard hit, broke the back of the aircraft. E model, tail number 321. Worked on that aircraft many many times, though not when it crashed. Canada stopped LAPES drops after this.
@arthurlewis9193
I was on a totally different continent, but if I had been there I'd remember it like it was yesterday.
@unsatisfiedfans7422
It seems that anyone in the comment section are present during the crash
@BabyAlbatrossMusic
The 3rd Armor, 73rd Regiment (Airborne) was my first duty station. SSG James Hunter was on the ground, documenting this LAPES for our unit. He worked S-3 AIR/OPS -- He died on that scene. He signed many of my jump logs. He always was a good NCO for this private through specialist to look up too. He left a wife and a kid behind that day. Many scouts (19D's) were also injured in that plane break up. I just saw this video and it brought back bad memories.
@d.m.d1294
I too was there sitting on the ground in front of the bleachers with my two sons. We were from the 1st Air evac squadron at Pope. It just so happens that Captain Cline, who was the pilot of this C-130 also was the pilot who took us to Korea and had an engine go out between Guam and kwajalein.
@osubuckeyeno1
C-130 Loadmaster/15 years/LAPES qualified/in the 40th TAS at Pope AFB April 81-Sept 86. Flew this event in 85 & 86 with M551 Sheridan Tank/armored personnel carrier (whatever your comfortable calling it, I’ve read the comments & it’s not really relevant). Flew these missions with Tim, one of the Loadmasters on this aircraft both of the previous 2 years. I transferred to Germany in Oct 86. Have even flown this tail #68-0945 on several previous missions according to my flight records. I can only speak of events/procedures in effect up to April 94 when I retired. 1. The drogue parachute is a Standard 15’ extraction chute & procedure is to deploy it 15-20 seconds prior to aircraft reaching the extraction panels(set up on extraction zone as an aim point) & giving the drogue an opportunity to completely inflate. This drogue can easily be towed with zero impact on aircraft flight characteristics. It can be jettisoned at anytime prior to “ GREEN LIGHT”(extraction) should it malfunction/cigar roll etc. by the Loadmaster. It is normal when deployed to appear to fall below aircraft ramp them rise up as it is going thru the sequence of inflation. It has a 60’ extraction line attached to the aft part of an “H” block mounted in a tow plate(mentioned in one of the comments, correctly)on aircraft ramp. Both electrical & mechanical cables are connected to tow plate, run length of cargo compartment forward to a control box manned by one of the Loadmasters. The 3-28” extraction chutes are attached to forward part of “H” block & as stated, drogue can be jettisoned separately which means load is no longer “HOT”. (Not an official term) Also this aircraft can tow easily a 15’, two 22” or one 28’ extraction parachute without difficulty, During heavy equipment drop with any of these chute configurations & a malfunction should occur there is a procedure for the Loadmaster to chain down the load & go back & cut the extraction line with his knife. There are no provisions for securing with chains anything more than a single 28’. At this point the only thing securing the load are the right hand locks providing forward restraint and variable aft restraint (#determined by size/# of extraction chutes) & loadmaster has set these locks according to a chart in one of his manuals. Load cannot roll forward unless locks were to fail. Extraction chutes overcome aft lock settings at extraction. (Left hand locks are removed at 10 minute warning). Also this load is so large you cannot get over/around it & normal inflight checks (20 min) are done prior to take-off. The previous 2 years, I would operate the control box(must be down on one knee so you can’t see anything over this high profile load. Tim would secure the maintenance ladder to right side of aircraft so he could go up a few rungs & see over load & report to crew the drogue condition, deployed/ok/malfunction etc. Gear is down in case of touchdown (which is ok) but optimal height is 5-10 feet above ground at extraction. Incidentally, loadmasters rarely notice decent rate or if aircraft touched down on a normal extraction. As seen, it appears (with the exception of the decent rate/ground impact with a 38,000 lb. load) that everything up to extraction was normal as the chutes deployed ( meaning co-pilot turned on green light at extraction panels/ loadmaster activated control box handle really a back up procedure to release “H” block if electrical failed) & load extracted where it was supposed to. After extraction aircraft reaches climb panels (set up on zone) which they must climb to avoid any obstacles ahead. After impact & aircraft breaking up only hope was to let it roll out & hope for the best & with that impact cockpit crew was probably jolted so severely had the aircraft maintained structural integrity they couldn’t have reacted in time. I also knew the co-pilot but not the flight engineer or navigator. Incidentally if the same is true for the previous 2 yrs. That I did this CAPEX, the trailing aircraft in the video was also inbound for a LAPES extraction known as a dual lane extraction & it usually had some type of construction equipment, bulldozer/road grader or the like. Yes, very long winded but lots of speculation in comments so maybe this will clear up the procedure to some degree. Excessive sink rate for this maneuver but the C-130E is rugged & capable of assault landing this load when done within established parameters. I think of this crew often……
@CaneMajor
I was there too! My unit loaned them some chairs. Me and a few guys from my unit we were there to take them back after the show. We wound up guarding the wreckage and the only phone at the landing strip. Wow, that was one hell of a flash back!
@lahainatownebarbershop4237
I was there that day. I was with 4th Psyops Grp as a cameraman. I was one of two camera ops who got footage. I was standing with the group out front near the impact waiting to interview Socom Commander Gen. James Lindsey. The impact shook the ground really bad and we all got sprayed with hot oil and hydraulic fluids. I can still remember the smell. We stayed all day documenting the aftermath. Our footage never saw the light of day. I remember CNN arrived and offered me $1.00 per foot. When I ETS'd, I made a copy of the footage on VHS for myself, which I still have. Can't believe it was 31 years ago.
@howardgassett7348
I was working at Pope AFB as a GLO, Ground Liaison Officer. Assigned to HHC 82nd ABN DIV. I knew the pilot, CPT Bardough. It was a tragic accident. RIP Brothers.
@31069johnny
I was also there that day; I was one of the combat controllers working the LAPES, Pat Egan was the other. I asked Col Handy, the DO at Pope AFB at the time if the lead aircraft was going to make the drop because he was so high and the temp was so hot. It was a tough day for all of us there. When the C130 impacted the ground, the spine of the aircraft was broken, leaving it unable to get airborne again. A month or two later, another C130 from Texas also crashed on Sicily DZ doing a heavy equipment drop.
@christopherjenkins2373
I was there in the bleachers the day this happened. It appeared to me that the back of the plane broke as it went past us after slamming on the ground hard. I think the pilot saved a lot of lives by keeping the throttle up until well past the spectators. I remember pieces of ash and plane parts landing on us as we evacuated the viewing bleachers. It is the only time I ever saw my backside on the front page of the Charlotte Observer as we were looking at the heavy black smoke. I still have my photos of this tragedy. I was there as part of an NC Air National Guard Group as a guest of and Air Guard member. It was a sober thing to get back on a C-130 and fly back to Charlotte that day.
@ksfoster7968