1971 Subic Bay Lockheed P-3 Orion Crash (152151) - Final Moments | FS2004 

I was the PP2P and can agree with what is presented. I want to correct one statement. The crew member that died was Ensign Ned Cooper. He was in his proper ditching position in the navigator’s chair. When we hit the water in a 8 degree nose high angle, the impact was right under his position. Two members of the crew worked to pull him out of the damaged flooring but were unable to get him out…. VP 6 Crew 4

Thank you again! Please do more P3 Orion incidents. The crew and families deserve this!🙏😔❤️ RIP & God Bless their souls.

I know a man who was on this very plane. His story and this video coincide. This video of this incident was factual.

My mom was a stewardess for Eastern airlines that flew the Electra. It was her favorite plane and the Connie was second. I love those and the L1011

I was stationed at NAS Cubi Point RP with VC-5 from 1970-1973 and witnessed this ditch! A total helplessness fell over me as I watched it slowly lose altitude and go into the bay. RIP Ned Cooper!

I was in the squadron (VP-4 Skinny Dragons) that relieved these guys at Cubi Pt, Philippines. The reason the fellow died in that crash was because of the passenger overload - he wasn't in a seat - he was sitting on the floor of the plane & wasn't strapped into anything. He slammed into a bulkhead when the plane ditched & hit the water. Those massive propellers act like speed brakes when you have to ditch a P-3. ADI/Water Methanol is the normal fluid needed for the earlier model engines as it cooled the fuel/air influx (mixture) into the engines - later models of the Allison T-56 turboprop engine were beefed up & ADI cooling fluid wasn't needed. The fluid the plane was serviced with was methyl-ethyl keytone, a cleaning solvent and paint stripper that had an extremely high burn temperature. When the micro switches that turned on the ADI pumps (connected to the throttles & activated when full throttle was commanded) activated, the methyl-ethyl ketone fluid burned out the turbine blades in the engines (melted them) causing the engines to flame out & quit. The two different fluids were stored together in the same location and the markings on the 55-gallon drums were almost identical to each other - an accident waiting to happen.

"Attention to detail, attention to detail..."

I was a Navy dependent at George Dewey Jr highschool Subic Bay…my classmate’s father was on this plane. “Fair Winds and Following Seas”

You don't start number one engine first, number 2 then 3, 1 and four is how it is normally done. This is done because 2 and 3 have EDC's (engine driven compressors that provide hot air to run the air conditioners)

I was a assigned to VP48 from '66-'68. We deployed to Iwakuni in June of '67. On 1/15/68 P3 152144 crashed and all were lost. I have flown in 152151... I was a JEZ operator.

I was there in 1979 when the USS Ranger had made a stop there on a WESTPAC. Saw a P3 go down trying to make the runway. I think it was a Hydraulic failure. I believe there was one fatality.

I lived in San Jose as a kid in the 70's and in the flight path of Moffett Field. I remember P-3's coming in from their missions flying in formation just about every day. 9 planes was the most I ever counted. We'd be playing in the playground at the elementary school and all the kids would stop and watch them fly over. Very cool.

Was stationed on Adak Alaska while in the Navy. Aside from my regular duties two nights a week I had emergency on call duty. One night I was woke by the night duty officer about a problem at the new Beechwood Hanger, I reported there and was met with an officer with all sorts of scrambled eggs on his hat a high commander of sorts he pointed to a problem with something leaking from a pipe high up and dripping on the wings a new P-3 Oriion. I went over claimed up the ladder and walked out on the catwalk about 100 feet above and discovered it was water dripping from a flange on the condensate line that ran aside the steam line. The flange was too far out to reach and safely pull on wrenches. I reported back to the Hi-Commander that we would report back in the morning because staging would need to be erected from the catwalk. Basically he accused me of shirking my duty and wanted me to do something now. It was 2:00 in the morning, I told him they had two choices, move the plain or put a bucket on the wing to catch the water and then asked him. They fly these in the rain don't they.

What a sad loss of a life and aircraft caused by a simple, innocent mistake.

My mistake, 5 killed and was due to engine fire. It went inverted and hit the water upside down.

I flew in P3B's into Cubi Point several times after 1974 and we were briefed on the VP48 ditch and its cause. Our ground crews were very careful with the water alcohol mix and part of our pre-take off brief was that water-alcohol was correct. If my memory is correct only two P-3's have ditched after 1970 and both were successful. GOOD AIRPLANE.

I was one of the few enlisted men to have taking control of a U.S. Navy SNB (Beechcraft 18) , as the officer, a Commander, had not flown a SNB in several years. The Navy is only required that the co-polite seat have a WARM body sitting in it. As l was certified as an enlisted sailor to run the engines up every morning in the aircraft sitting on the ramp in preparation for normal flights that day. The commander was given the signal to,start the left engine, he depress the Start Button and the left engine, and just rotated but would not start! I meekly pointed at the engine lean-heavy fuel ratio lever, and he responded by saying OOPS, I forgot as I than got scared knowing he had not flown a navy plane in several years!

I was in the Navy in The 70s in a helo squadron and flew with one of the survivors of this incident .

Wasn't there some sort of over-temperature protection on the engines.....to prevent such an event?

I was in a VP Squadron in the early 70s as an avionics tech and went a lot of places in P3s including around South America, Azores, Sicily, Spain and Greece. I also flew in Electras to Cold Bay, Dutch Harbor and St Paul Island with Reeve Aleutian Airways.

I know even to the 90's they were still placing oil drum next to cleaning solvent drums and still making those same type of mistakes.

Good morning to all from SE Louisiana 30 Apr 22.

What Is The Name The Game App

oof

You're just stealing content from The Flight Channel. Thief.

So why didn't they have electricity? Sure #1 didn't have a generator but didn't #4? And why didn't they have the APU up? And what about an immediate fuel dump? I was middle seat in the P-3c (T-56-14 engine.)

"No electrical power"? why did they not start the CPU?

You have to work really hard to auger a P-3 into the ground, killing yourself and your crew. Wright Flyer, USAF (1968-1972).

Was the wreck of the aircraft been recovered or left on the bottom of the ocean ?

I haven't seen a VP-48 Boomeranger logo in quite a while. My "first wife" was Suzie Fox 1, bureau # 158221.

Survey patrol? It conducted recce and ASW patrols as well as mining etc.

Complacency kills. This was a totally preventable Class A mishap.

16 Occupants was the crew not including

Only one fatality after a stall and crash. Very lucky actually, they could have lost everyone on board.

Why the hell would you put two dissimilar chemicals in basically identical drums without plainly marking them boldly?