Photo's of VW-1's EC-121 interior page 1

Page title	UPDATED
[ EC-121 interior page 2 ]	04/09/06
[ EC-121 interior page 3 ]	06/20/06

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	Pilot and Co-Pilot position.

	The Flight Engineers position was directly in back of the co-pilots position. Flight Engineers were picked from the Navy aviation enlisted ratings of AD (Aviation Machinist Mate), AM (Aviation Metal Smith), or AE (Aviation Electricians Mate). Those selected were E-5 or above, and went through 6 months of intensive training on all systems of the aircraft. Prior to take-off they would perform critical tests to determine the 'health' of of the aircraft engines. While in flight they would control and monitor all aspects of the engines performance and the fuel situation. The first engineer was the not necessarily the senior ranking individual. In many cases the 1st engineer was junior in rank to the 2nd engineer. This situation was typical throughout all other positions of the flight crew, where position in the aircraft was selected by qualification and training.

	The Flight Engineers position as viewed from the pilots seat. Picture provided by George Therriault, VW-1 '70-'71.

	This is the calculator that the Pilots, Flight Engineers and Navigators used. The 1950's - 60's version of a laptop computer. Picture provided by George Dean. 56-56 69-71 TE-5 "Good Guys"

	View of 2 good engines from inside the aircraft. Engine No. 4 is the outboard engine, the prop dome of engine No. 3 is also visable. This picture was taken from the starboard window just a few feet forward of the galley.

	Many meals were prepared and served from the galley. Unprepared rations were obtained from the enlisted mess halls of the base the aircraft was flying from. On long flights the main meal would typically be beef or pork roast, with all the trimmings. Steak and eggs was the usual fare for breakfast. These meals were usually prepared by the enlisted crew members. When the main meals were not being served crew members could make snacks (soups and sandwiches) for themselves. During this era cigarette sample packs (usually Marlboro,Salem or Winston) were provided for each crew member with the food obtained from the mess halls.

	The Navigators position was just 2 or 3 steps in back of the galley. The navigator could navigate using Radar, Loran, Radio Direction Finding or Celestial. This position also controlled the radar ground stabilization equipment (APA-57) and the Central Gyro References System (CGRS). The CGRS was used to stabilize the radar antenna systems as the aircraft attitude was changed.

	The Radioman's position was just one step further aft of the Navigators position and on the opposite side of the center isle. The 1st and 2nd radiomen maintained and operated the HF, VHF and UHF radios and other radio equipment used for navigational purposes. Until the single side band radios became in common use, the radiomen used Morse code to relay position reports of the aircraft, typhoons or other reports as required by the mission being flown. The 1st radiomen was usually E5 or above.

	The 2 ECM (Electronic Counter Measures) positions were located about 3 or 4 paces in back of the Navigators position and just forward of the Height Finder radar operator. When required the operator could monitor frequencies from below the AM broadcast band to the SHF (Super High Frequencies).

	The Radar Tech position was about 3 - 4 paces aft of the radioman's position, it was filled by an E5 or above. From this position the radar tech. could monitor and control the APS-20 radar system, IFF interrogator, bell hop or radar relay link and the electrical power configuration for the electronic equipment. This picture shows that the radar test set used to monitor radar performance was removed.

	The Height Finder Radar operator position was located immediately aft of the 2 ECM operator position and across the isle from the Radar Tech position. This radar system had 6 foot 'orange peel' antenna system located in the upper radome, immediately above this position. A CIC operator could set up his console with a selected target and send the request to the height finder which would make its antenna automatically point to the target bearing with a target range marker on the screen. The Height Finder operator could then make minor adjustments to the antenna to get final bearing information and then place a marker on the target, then press a button to automatically send the altitude information back to the requesting CIC operator.

	The CIC / Wx officers Position which was immediately aft of the Radar tech position. The instrument on the left measured the barometric pressure, the instrument immediately to the right with the yellow inspection stickers was commonly called the "Green Worm" because of its color and circular display with a couple of squiggles in it. It measured the radar altitude of the aircraft. The Phillies cigar box was used to keep spare grease pencils.

	The CIC (Combat Information Center) section of the aircraft contained 4 radar consoles that could search out to 250 nautical miles. A couple of them were equipped to decode the transponder signals from friendly aircraft. The DRT (Dead Reckoning Table), shown on the left of the picture is were maps were placed to display fleet, aircraft or typhoon positions. The aerographers mate (weather man) position is partially visible on the left side behind the radar console. From this position the aerographer would eject a radiosonde and monitor weather conditions radioed back from the radiosonde as it fell by parachute.

	Close up of a typical radar console used in the EC-121. A good CIC operator could pick up 'boggies' that were more then 200 nautical miles away, on some occasions out to 250 Nautical Miles.

	Close up of APS-20 radar reflector in the lower radome. The reflector was 17.5 ft in length. The 2 IFF interrogator dipole antennas can be seen at the end of the APS-20 feedhorn. The source of this photo is not known.