Here's another one I hadn't heard about. The airmanship demonstrated by this crew is incredible.
It appears to have happened around April of 2006, on a routine flight of a KC-130T (NY106) from NAS Pax River. The crew had been testing an
electronic propeller control system, and was transiting to 29 Palms to do the last of the tests, the low level flights. There were 11 people on the
aircraft, a Marine test pilot, four contractor aircrew from VX-20, and a GS flight engineer. There were five passengers, including four contractor
maintenance techs, and an active duty tech.
An hour and a half into the routine flight, at 24,000 feet, the aircraft suddenly pitched up and rolled left. The Aircraft Commander (AC) and copilot
both hit the autopilot disconnect, thinking the autopilot had commanded a pitch up for some reason. They both pushed forward on the controls, but the
aircraft kept pitching up, and rolled harder left.
The AC took the controls, as the aircraft rolled onto its back, and went into a nose down attitude. The Flight Engineer had just loosed his seat belt
to do a fuel pane adjustment, and was thrown into the ceiling. No one in the cargo area was belted in, and they were all tossed around like rag
The AC attitude indicator went non-functional and was flopping around. The copilot attitude indicator went all brown and started spinning, indicating
they were in a bad way (brown means nose down, pointed at the ground). The airspeed indicators hit 350 knots when the copilot pulled the throttles to
idle. At some point they noticed #3 was operating at 106% power.
The AC was finally able to stop the spin, and eventually get the aircraft back under control, at 15,000 feet. After they recovered control, the
navigator announced the pilots attitude indicator was in INS mode and the gyros couldn't keep up with the spinning. The copilot's INS was in gyro
mode and kept up.
The back of the aircraft looked like a bomb had gone off inside it, debris was everywhere (including a chock that flew into the cockpit). The
passengers were piled on top of each other with injuries ranging from broken bones, to cuts. The flight engineer had cuts arrayed like the switches
on the panel that he hit when he was thrown to the ceiling.
The crew was able to land the aircraft safely, and upon landing found that both the left wing rafts had deployed, and one had become tangled around
the horizontal stabilizer, pushing the elevator full up. This was the seventh such incident in a C-130.
Due to the test instrumentation on board, they were able to determine that they had rolled over at least twice, dropped 9,000 feet at a rate of 29,000
fpm, and probably exceeded four positive Gs, and 3 negative Gs (limits for the aircraft were +3/-1), while reaching speeds of 460 knots.