All language subtitles for Mighty.Planes.S02E02.C-17.Globemaster.III.1080p.AMZN.WEB-DL.DDP5.1.H.264-BurCyg_track3_[eng]

NARRATOR: It has the
strength of a weightlifter.

The C-17 can take
off at a maximum

of over half 1 pound million.

NARRATOR: It's as
nimble as a gymnast.

Flying low to the ground,
she can definitely dance.

NARRATOR: In two
separate missions,

C-17 Globemaster IIIs will
be pushed to their limits.

One ventures into an intense
war training operation

over unforgiving terrain.

[inaudible] on.

Kick them out.

NARRATOR: And the
other heads out

on a grueling three-day
journey to deliver

heavy missile launchers.

They are missions that will
put each crew member and these

$200 million jets to the test.

[music playing]

The C-17 Globemaster III is
the most versatile cargo plane

in the US Air Force fleet.

It's a tireless workhorse
engineered to carry

over 170,000 pounds of cargo.

That's the equivalent
of eight Mack Trucks.

There are 221 of these giant
fliers in the US Air Force,

spread out over 12 bases.

A few miles from Waikiki's
beach near Honolulu, Hawaii,

sits Joint Base
Pearl Harbor-Hickam.

Headquartered here,
the Pacific Air

Forces oversee and coordinate
offensive and defensive air

operations for the vast
Asia-Pacific region.

It's also home to eight
C-17 Globemaster IIIs.

For Captain Nick Carr, flying
the C-17 is a dream job.

Oh, man.

I love the aircraft.

It's an awesome
handling aircraft.

It's amazing.

For such a huge airplane, it
really does anything you want.

NARRATOR: As a C-17
pilot, Captain Carr

has airlifted
troops out of Iraq

and delivered emergency
supplies for victims

of the 2011 Japan tsunami.

Being a pilot is in his genes.

Since the time I
was really young,

I've been flying
with my grandpa.

And he taught me how to fly.

And I've always had
that love of flying.

So to do it for a job
really was my dream.

All right.

Track 28, welcome
to the brief How's

everyone feeling tonight?

Today I'll be the
aircraft commander.

NARRATOR: Captain
Carr and his crew

have gathered to go over
their upcoming mission.

Their orders are to pick up
Patriot missile launchers

from a remote island
in the Pacific

and deliver them to California.

So fuel will be
125,000 pounds on board.

The chronological
order of events

will be, taking off
from here at 11 Zulu,

landing in the morning at 1630.

And from 1630, we'll
take that 10.5 hour

flight to Kwajalein Island.

NARRATOR: Normally,
the C-17 needs only

two pilots and a loadmaster.

But the extreme
distance of this mission

demands a six-man crew.

We got a 22-hour
day today, so not

a lot of room for error here.

Intel tactics, we've
already briefed all that up.

CRM topic, would you
like to brief it?

Remember the basics,
aviate, navigate,

communicate, and then
safely move the jet,

safely move the mission.

And everything else is
just icing on the cake.

NARRATOR: The first stop is
Vandenberg Air Force Base

in California, where the C-17
will drop off a load of radar

equipment, then begins a
5,000-mile nonstop flight

to Kwajalein Island, part
of the Marshall Islands

in the Northern Pacific.

Kwajalein island is tiny,
with only one short runway

that's just over 1,600ft long.

The small runway ends at the
ocean's edge, a risky landing

if they can't manage
to stop in time.

You know, there
is a risk with it.

But it's something that
we're trained to do.

It's something that
we're capable of doing.

And it's something that, you
know, we actually want to do.

That's the great
thing about this plane

here is, that this plane
can take oversized cargo

to small runways,
you know, places

that typical planes
can't get into.

NARRATOR: In the heavyweight
world of cargo planes,

the C-17 is a champ.

174ft from nose to tail, it's
almost twice as long as a 747,

and has a wingspan that
stretches just over 169ft.

Four fully reversible turbofan
engines power this behemoth.

Each can produce more than
40,000 pounds of thrust.

It's 11 PM.

Time for Captain Carr and
his crew to board the C-17

and head to California.

We depend on each other
a lot in this aircraft.

Everyone has a very different
specialty, the loadmasters and

the pilots, the maintainers.

We like to make sure that the
communication lines are open.

And everyone's comfortable with
what's going on because you

never know when someone
can have an input that

might save a bad situation.

NARRATOR: In the cargo hold,
the loadmasters crunch numbers

in anticipation of
the massive payload

they will eventually
take on, three Patriot

missile launchers,
each weighing

approximately 6 and 1/2 tons.

The C-17 is designed to handle
all types of heavy loads.

And it's highly adaptable.

The floor in the
C-17's cargo area

is specially designed
to be reconfigured

in a matter of minutes,
thanks to a network

of rollers and rails.

And it operates
pretty easily, just

by pulling it up like that.

And then the rollers themselves
flip over very easily as well.

And this rail here provides the
lateral and vertical restraint

for the cargo, and
then the rollers,

obviously, if we're
bringing the cargo

on it and off the aircraft.

NARRATOR: With just minutes
to go before takeoff,

Captain Carr makes a
final visual inspection.

Big picture, we want to make
sure the airplane is clean.

There are no cracks.

All the panels are
configured properly,

making sure the brakes
are in proper condition

and, basically, just take
a big overview of the jet

to see that there's nothing to
the left, nothing to the right

that our wings might hit.

We got 169ft of wingspan.

NARRATOR: The flight crew gets
the all clear from the

control tower.

Next stop, California.

Yeah, as
maneuverable as she is

in the air, when
you're on the ground,

you feel how big the jet is.

And taxiing is definitely
something you got to take slow

and just, kind of, roll.

And everyone keep their eyes
outside, make sure you're

being safe on the ground.

Thumbs up on the trucks.

And you're clear on the right.

You're ready for it?

You're clear on the left.

- Roger.
- Still clear right.

All right.

We're good to take off.

NARRATOR: Safely
off the ground,

the crew can now focus on
the first leg of the journey.

Right here, I am doing
our coastal checklist.

This is stuff that we
typically do basically anytime

we're flying over the ocean.

So we're going to be flying
for about five hours.

And we should be
arriving in Vandenberg.

NARRATOR: In Vandenberg,
they'll need to quickly

unload and then refuel.

The Star Trek
28 is gear down.

NARRATOR: The tight
mission schedule

doesn't allow for any delays.

This quick turnaround means
they have less than an hour

to complete the unloading.

LOADMASTER: The
pallet weighs so much,

we had to put the
struts down so that when

we're bringing it
off the jet, the jet

doesn't tilt backwards.

NARRATOR: During the
next leg of the journey,

Captain Carr and his team
will log almost 5,000 miles

crossing the Pacific,
pushing the C-17's

fuel envelope to the max.

This bird is what they
call the extended range.

So we can go up to
approximately 240,000 pounds.

And that's limited based on
our cargo weight as well.

So--

PILOT: Starting
engine number one.

NARRATOR: Before takeoff,
the crew uses reverse thrust

to back up in order to
get the C-17 in position

on the runway.

The payload door is opened.

So the loadmaster
can see clearly when

guiding the pilot backwards.

LOADMASTER: All right.

Come on back.

Come on back.

NARRATOR: There
are very few planes

this size that can back
up on their own power.

LOADMASTER: Come on back.

NARRATOR: The pilots depend
on a running commentary

provided by the loadmaster
to keep the plane on track.

LOADMASTER: Come on back.

A little bit towards
four, come on back.

We can't see out the back.

So we need that loadmaster
back there to direct.

And he's talking
the whole time.

And the agreement is that if
he stops talking, that we're

going to stop immediately
because we assume

that he may have fallen out.

We don't want to run over him.

LOADMASTER: Come on back.

NICK CARR: Every loadmaster
will say, come on back.

LOADMASTER: Come on back.

5, 4, 3, 2, 1.

Stop.

Track 28, heavy 1,300 at
1/1, cleared for takeoff.

Two, clear for takeoff.

Safety lock.

OK.

NARRATOR: The next
leg of the mission

is off to a good start.

PILOT: Let it roll.

Then roll it.

NARRATOR: Now the crew
can settle in for the rest

of this marathon
mission that will

last for more than 24 hours.

2,200 miles away in
the skies over Alaska,

another C-17 is about to
fly into a challenging

combat training
mission involving

over 75 paratroopers.

The C-17 crew from Joint
Base Pearl Harbor-Hickam

is heading out over the Pacific
Ocean on their long journey

to the Marshall Islands.

There, they will pick up a load
of Patriot missile launchers

and deliver them to
California, as they're

needed at another base.

[missile launch]

Patriot missile systems are
designed to detect and shoot

down incoming enemy missiles.

Each launcher is about the
size of a tractor trailer.

[missile launch]

Whether it's moving
missile launchers

or delivering troops
to a combat zone,

the C-17 Globemaster III
was designed for war.

And to sharpen
their combat skills,

many C-17 crews head North.

Alaska's rugged terrain
provides an environment much

like what troops and
flight crews would face

in war zones like Afghanistan.

It's well before
sunrise at Joint Base

Elmendorf-Richardson
near Anchorage.

And this C-17 is being prepped
for a training exercise

that's anything but routine.

It's Arctic war day.

All right, everyone.

Welcome.

I've got 06:02
local in 45 seconds.

Welcome to our
war day, everyone.

It should be a good mission.

NARRATOR: War day
pulls together

all of the base's
available resources

to create combat conditions.

For the C-17s,
commit at 1811.

NARRATOR: And the C-17S are
in the center of the action.

Good morning, everyone.

Lieutenant Chris Warren.

I'm going to be giving you
your Intel brief today.

Bottom line, we have a
couple of guys in country.

Currently, they've gotten
some electronic intelligence

that we need to
get out to prevent

a potential terrorist attack
that could be imminent.

NARRATOR: Two C-17s will play a
leading role in the operation.

Their mission is to
drop paratroopers

over a remote mountain
valley and rescue

two American operatives
carrying vital information.

It's a highly
coordinated exercise.

And just like a real
combat situation,

nothing is left to chance.

BRIAN PHILLIPS: Cover a couple
of mission objectives first.

81 will be myself,
Major Phillips.

We have Captain Wendler
with us as well.

NARRATOR: After the
briefing, the C-17

crews go over their mission.

Major Brian Phillips
will be at the controls

of one of the C-17s.

He's concerned about
the wind conditions

at the drop zone
called the DZ, where

the paratroopers will jump.

We could have winds
gusting 20, 25 knots.

So we're going to need to get
a good report from Major Dillon

up there on the DZ so we can
make a call on the jumpers.

NARRATOR: As part
of the mission,

each C-17 will drop
approximately 75 paratroopers

who will secure
the valley where

the aircraft need to land.

BRIAN PHILLIPS: They're
going to be gusting

up through Annabelle Pass.

Pretty bad.

20, 25 knots, maybe.

NARRATOR: With an hour
to go before the war

scenario begins, all the
players get into position.

Jet fighters will play
the role of the enemy,

while others will be
protecting the C-17s.

Even an AWACS jet is deployed
to provide airborne command

and help detect enemy aircraft.

BRIAN PHILLIPS: We have
a real unique training

environment here in Alaska.

It allows us to
basically practice

our wartime mission at home.

And it's a phenomenal
capability that we have here.

It's really awesome.

NARRATOR: At the crack of
dawn, the paratroopers make

their way across the tarmac.

Wearing their parachutes and
carrying their 80 pounds kit

packs, just walking
is a struggle.

Waddle, waddle.

NARRATOR: The paratroopers
awkwardly make

their way up the back ramp.

SOLDIER: Stay on the grip.

Don't step on that metal.

Don't slip.

NARRATOR: And the morning
dew on the steel ramp

doesn't help.

While the jumpers settle
in, Major Phillips

and his co-pilot
Captain John Wendler

examine the
location coordinates

where the paratroopers
will be deployed.

BRIAN PHILLIPS: This is an
overlay of the drop zone.

And we use it to make sure
our computer is navigating

correctly to the drop zone.

So it's guided there by GPS.

However, it's
backed up visually

by myself and the co-pilot.

NARRATOR: The drop
zone, known as the DZ,

is 220 miles North of the base.

That's where they've
been instructed to rescue

the two stranded spies.

When I go down to debrief
the jumpmaster and the Army,

we're going to go over all
this information right here

so that they know
they have a good idea

of what the DZ looks like.

And they know we know what
it looks like as well.

BRIAN PHILLIPS: OK.

All right.

The profile 2 with
the doors open

is going to be 1,000 feet AGL.

OK?

Right now the wind and altitude
are 210 at 20 on the surface.

They're 180 at 3
gusting to 10 knots.

It gives you limelight time
of 65 seconds over the DZ.

NARRATOR: With a C-17 flying in
an altitude of just 1,000 feet

over the drop zone,
the jumpmasters

will have only 65 seconds to
get all the paratroopers out.

Any longer, and the plane
runs out of time and risks

flying into the
side of a mountain.

At 0900 hours,
F-22 Raptors take

flight and war day begins.

Other fighters already in
the air act as the enemy.

All flights [inaudible]
cleared for takeoff departure.

NARRATOR: Ready
for their combat

mission, Major Phillips and his
crew are cleared for takeoff.

On the way to the drop zone,
Major Phillips maintains

an altitude of 1,000 feet.

BRIAN PHILLIPS:
We fly a low level

because the C-17 is large.

It's not a stealth
aircraft at all.

So our tactics to
avoid radar detection

is to fly low to the ground.

So when I say low level,
I mean, it's a route

through the
mountains at anywhere

from 300 to 1,000
feet above the ground.

NARRATOR: During the flight,
everyone in the cockpit

keeps a sharp eye out
for enemy fighters.

Meanwhile, the paratroopers
below wait patiently.

And the loadmasters
await instruction.

Pilot?

Yeah, what's up?

Time.

We got 10 minutes.

BRIAN PHILLIPS: We constantly
need to inform the loadmasters

of what's going on.

That way, they can communicate
to the troops in the back

to let them know where we
are, how long till they jump.

[cheering]

Company zero, this
is [inaudible] DZ.

You have clearance for drop.

NARRATOR: As major Phillips
approaches the drop zone,

the jumpmasters get
the paratroopers ready.

[shouting]

The loadmasters are in
charge of opening and closing

the two side doors.

Zero doors are cleared
to open, like A taxi.

Standing by in [inaudible].

NARRATOR: The air deflector to
the right of the jump platform

prevents the jumpers from
being pushed against the side

of the plane by the airstream.

Standby ready.

Ready, lights on.

13 seconds.

NARRATOR: Flying at
this low altitude

makes for a bumpy ride.

Three-minute [inaudible].

NARRATOR: They're flying
at just 1,000 feet

and are surrounded by some
very unforgiving mountains.

It's up to major Phillips
and his flight crew

to keep the jet level and
get the troopers out fast.

Is that a good 30 minutes?

NARRATOR: It's Arctic war
day in the sky over Alaska.

And the crew of a
C-17 Globemaster III

is 30 seconds away from
launching an urgent maneuver.

75 paratroopers are poised
to jump out the side doors

as the C-17 rapidly
approaches the drop

zone in a remote mountainous
area northeast of Anchorage.

There you go

NARRATOR: The
paratroopers' mission

is to secure a remote
airstrip so the C-17

can land and pick them up along
with the two stranded spies.

It's extremely noisy
in the cargo area.

The loadmasters and jumpmasters
are forced to communicate

using hand signals.

Cross tracks and yards
for clearance to drop.

The biggest thing we're
worried about when we have

jumpers going out the
back of the airplane

is a towed parachutist.

That's when someone's
parachute doesn't

leave the deployment bag.

So they're just hanging
behind the airplane,

smacking up against the side.

I've only ever heard
of it happening once.

The loadmaster was able
to get the jumper back

inside in less than a minute.

And with other than a
few cuts and bruises,

the jumper was fine.

NARRATOR: As the C-17
nears the drop zone,

Major Phillips concentrates
on keeping the aircraft

as steady as possible.

BRIAN PHILLIPS: Well,
it's really critical to be

stable at your drop altitude.

So when those guys are standing
back there out in the door,

they're not getting
rocked around.

And we know they're going
to be at the right airspeed

required for the air drop.

Stand by, ready light.

A bit less than that,
a little bit less flap.

50 seconds.

[inaudible] 080 down
to DZ Windsor at 8/9--

NARRATOR: At 1,000 feet
and a steady 150mph,

it's nearly go time.

When the light goes green,
there's no turning back.

10 seconds, next step.

Here we go.

NARRATOR: Co-pilot Captain
Wendler counts them down.

4, 3, 2, 1.

Green light.

Green light is on.

Kick them out.

BRIAN PHILLIPS: And anytime we
have guys going out the back,

I'm always, always
concerned with their safety.

It's not just cargo.

They're actually live human
beings that are going out.

NARRATOR: The paratroopers
jump from both sides doors.

They have only 65
seconds before the C-17

has to climb higher to avoid
crashing into a mountain.

Paratroopers from both
C-17s fill the air.

Their focus is landing as
close to the unpaved runway

as possible.

Parachute landings
aren't always smooth.

But luckily, everyone
touches down without injury.

High over the waters of the
Pacific, Captain Nick Carr

and his C-17 crew
based out of Hawaii

are halfway through their
marathon flight mission

to pick up Patriot
missile launchers.

Cruising at an altitude
of 35,000 feet,

the C-17 is heading
to Kwajalein

island at 500 miles/hour.

For the crew, that's
not fast enough.

Well, you know, we're
a little bit fatter than

the conventional airliner.

So we'll be cruising
along here at Mach 7, 4.

And normally we get
airliners crossing

right over the top of us.

And we wish we could throw
a rope on, hold on to them,

but unfortunately not.

So you know, we can do a
lot, a lot of cool things.

But flying fast
isn't one of them.

NARRATOR: The crew
has already passed

through several time zones.

So to avoid confusion,
everyone on the plane

synchronizes their watches
to Greenwich Mean Time.

So right now, I've
got my watch set to 311.

And you probably do too, right?

So in Greenwich, England,
it's 311 right now.

And that's what we go off of
so we don't have to do time

conversions everywhere we go.

NARRATOR: Once they
reach Kwajalein island,

the crew will face a
daunting challenge,

land the C-17 on a very
short runway in the middle

of the Pacific Ocean.

C-17s were
specifically designed

to be able to land on short
and often unpaved runways.

The key to the
C-17 short landings

is its propulsive lift system
which directs engine exhaust

onto the large wing flaps.

This creates more lift,
allowing for a steeper

descent and shorter landing.

But this design
doesn't guarantee

a safe or easy landing.

PILOT: So that was just
flying the scene for that one.

NARRATOR: In the
skies over Alaska,

Arctic war day
exercises continue.

With the paratroopers
safely on the ground,

the static lines are pulled in.

The loadmasters
secure the doors

as the aircraft climbs higher.

PILOT: At 9,500.

NARRATOR: They head
further into the mountains

to hone their tracking
and banking skills.

These are low-level steep
turns within close range

of the high peaks.

BRIAN PHILLIPS: What
we're going to get into

is the Alaska Range, which is
part of what Mount McKinley.

We call it Denali
here, locally.

Getting into that
mountain turbulence now.

We're going over this range
here, the Alaska Range.

I say it's 13,700.

JOHN WENDLER: When
you're flying around

in a terrain like Alaska where
you have very large peaks,

and you some really,
really deep valleys,

you really have to be
able to carve and turn

that big aircraft to keep from
hitting a big wall of granite.

Charlie is still 919 Charlie.

Altitude?

I'm at 4000ft.

across the river at 4000ft

NARRATOR: For an aircraft
that tips the scales

at just over 400,000
pounds, the C-17

is surprisingly nimble.

JOHN WENDLER: It's a
very impressive aircraft.

I mean, you know,
flying low to the ground

350 knots at 300 feet, you
can still yank and bank

with the best of them.

So she can definitely dance.

Is that a good 20 minutes?

Yeah.

Yes.

We look good there.

BRIAN PHILLIPS: When you're
talking mountain low levels,

you have to always anticipate
the direction you're turning,

how far in advance
you are going

to need to start that turn.

And that all depends upon your
airspeed and your altitude.

And it really comes from
training that you know

when to start those turns.

And that's why the terrain
here is so beneficial.

NARRATOR: These low
level training maneuvers

are geared to
flying under enemy

radar in hostile war zones.

So you want to turn
inside of all that stuff.

OK?
- Oh, yeah.

I got it.

I got it.

10, 3, 13.

If you go up to 13,000, we'll
be at the top of the world.

We're coming into [inaudible].

Just keep climbing.

Yeah, it's perfect.

Yeah.

Yep.

The biggest thing
for us is when

we're trying to
get that low level

training is the ability to
be visual and see the ground.

So as long as we
have the ability

to see those big hunks
of granite around us,

then we feel
comfortable getting down

and get some of that
best training we can.

Unfortunately, we're a little
bit further over the mountain.

I want to [inaudible].

NARRATOR: The sun has
broken through the clouds

and is working to
their advantage.

We actually prefer
that sun at an angle.

That will create
that shadow effect.

It helps us get a good visual
depth perception as a pilot.

It's very pilot-friendly
when you're flying

close to the ground like that.

NARRATOR: But the clear
weather doesn't mean

they can let their guard down.

[alarm]

Proximity, proximity.

NARRATOR: The alarm
gets everyone's

attention in the cockpit.

The other C-17 is just
off their wingtip.

It's Arctic war day over
the mountains of Alaska.

I never get tired of seeing
Mount McKinley out there.

It's a beautiful scenery.

NARRATOR: Major
Phillips and his crew

have dropped off
75 paratroopers.

An alarm suddenly gets
everyone's attention.

[alarm]

Proximity proximity.

NARRATOR: The alarm
warns the crew

that the other C-17
participating in war day

is nearby.

1 0 miles West, will
contact Anchorage center.

NARRATOR: They're flying
in very close formation

for aircraft this size.

Luckily, the good
visibility allows the pilots

to eyeball each other.

JOHN WENDLER: If
we're in viz, so we

can see the two aircraft,
and we can see the ground,

we'll fly a lot closer.

Obviously, with a large
aircraft like this,

our wake turbulence can affect
the guys that are behind us.

So at the same time,
you know, you've

got two large aircraft that
are very close to the ground,

flying very, very fast.

NARRATOR: The second
C-17 has dropped back

and is now flying right
off Major Phillip's tail.

The trailing pilot is
constantly making adjustments,

trying to avoid the turbulence
created by the plane in front.

JOHN WENDLER: If you're
directly behind our aircraft

in another aircraft,
there are a lot of wingtip

vortices coming off.

There's a lot of turbulence.

So he is getting
rocked around a little.

Bit some things he can do is
he can stack slightly above us.

And that'll help get
us out of our wash.

There's no drafting
in airplanes.

You got to stay out of the way.

NARRATOR: In combat
situations, the C-17

size makes it an easy target.

So it's designed with a
distinctive defense mechanism.

[flares]

Magnesium flares
radiating heat at 2,000 F

drive heat-seeking missiles
away from the aircraft.

Most countries
in the world, you

have access to that kind
of threat for airplanes

to fly low and
slow to the ground.

And so flares is
a primary defense

mechanism to help
protect our airplane

from infrared threats.

NARRATOR: The
distinctive smoke trails

left behind by the flares
are known as angel wings.

3,000 miles southwest
across the Pacific,

another C-17 is on
a marathon flight.

Its mission, to pick up
a load of Patriot missile

launchers from the
remote Marshall Islands.

NICK CARR: The big island about
100 miles off our right wing.

And I can't see
100 miles anyway.

NARRATOR: This six-man
crew has been in flight

for 19 bone-aching hours.

Those not needed in the
cockpit try to rest.

But the C-17 wasn't
built for comfort.

MATTHEW KLINGENBERG Basically,
you try to sleep when you can,

you know, the drill expression,
you sleep till you're hungry

and then eat till you're tired.

But fortunately
for us, you know,

this is part of the game.

This is, kind of, what we do.

So, really, what you have to
do is, whether it's resting

when you can, kind of,
sneaking in cat naps,

just being honest with
each crew member as well.

You feeling?

Pretty tired.

I think I'm go grab West to
jump in for the last 45 or so.

All right.

[inaudible]

Later.

The managing of the
fatigue is a huge part

of what we have to do.

We switch out
pilots in the seat.

Let other guys get
rest in the bunk.

Try to get a workout
in when you can,

try to get some food
in when you can.

Just fess up if you're feeling
tired and let your buddies

know so that they
can step in for you.

NARRATOR: Back in Alaska,
Major Phillips and his C-17

are heading toward a short,
unpaved landing strip

to pick up paratroopers
and two allied spies.

But the training
exercise suddenly

turns dangerously real.

[beep]

Hey, Joebo.

NARRATOR: The flight crew has
detected a serious problem

with one of the engines.

Yeah.

JOE BEAL: We noticed
an abnormal indication

on one of our engines, the
oil quantity is dropping.

Right now everything's safe.

We want to make sure that
the airplane stays flying.

Throttle back right,
throttle is back right now.

But as it goes up, the
quantity is going down.

JOE BEAL: Yeah,
right now we ran

all the emergency checklists
to make sure that airplane

is still safe to fly.

Everything's good to go.

We train for the
worst case scenario,

if we end up losing an engine
for that particular reason.

NARRATOR: The crippled
number one engine

is forcing the crew's hand.

Flying over the mountains
is no time to take chances.

- What's going on?
- OK.

Here we go.

We got oil quantity
low message.

So we may have to shut down
the engine as a precaution,

NARRATOR: Engine
number one is losing

oil at an alarming rate.

Below, the loadmaster looks to
see if he can spot the leak.

There are no obvious leaks.

But the risk is too great.

And the mission is scrubbed.

So we're headed
home after that.

NARRATOR: The
tower at home base

must now dispatch
another cargo plane

to get the stranded
paratroopers

back home while major Phillips
eases his C-17 back to base.

We will train
down to two engines.

I know at that point, it
is not a fun place to be.

Three engines that
runs really well is

designed for that redundancy.

Two engines, it will.

One engine, it will not.

So two engines is
your bare minimum.

Our job is to get the jet
back in as soon as possible.

So there are experts
who take care of it.

To A1 heavy on [inaudible]
final approach to runway 6.

I got that traffic off our
nose on site [inaudible]..

NARRATOR: As he
approaches the airport,

Major Phillips is
immediately cleared to land.

[inaudible],, we're
at visual landing.

122 is your target.

NARRATOR: He brings
the jet down gently,

doing his best not to
damage the crippled engine

any further.

BRIAN PHILLIPS: OK.

I guess we're going to
shut them down here.

It's disappointing.

But I mean, things
like that happen.

And you know, we can
try again another day.

NARRATOR: For Major
Phillips and his crew,

their mission is over.

But in the middle
of the Pacific,

just a few miles from
Kwajalein island,

Captain Carr and his
crew are about to face

the biggest challenge
of their long mission.

They're closing in on Kwajalein
island in the Marshall Islands

for their final approach.

Oh, man.

- Are we there yet?
- No.

[inaudible]

Yeah.

We've been at-- we've been
going at it for about 20

hours now.

We alerted in
Hawaii at 9:00 PM.

It's now 5:00 PM the day
after, so a long day.

So we're looking
forward to landing.

NARRATOR: With their
mission barely half over,

the crew focuses
on a safe landing

on a tiny, remote runway in
the middle of the Pacific.

We need 3,500 feet
of landing runway.

That's our minimum.

However, as far as
stopping distance,

usually, we can stop this
thing in less than 2,000 feet

if we need to.

So as we come in
on downwind, I'm

thinking about
airspeed, altitude,

and aircraft configuration.

Have an [inaudible] final.

You got winds from the right.

We leveled off at 1,500 feet.

And we got the runway in sight.

I got you 500 feet
down, 1,000 feet.

All right.

I'm going to try to
keep it right there.

We configured the
flaps to one-half.

We got cleared to land.

And I'm just worried about
getting on runway center line,

making sure we land
within the first 1,500

feet of the runway.

On speed.

So we've got room to stop.

300 feet.

Bird left, no factor.

On final, we bring the flaps
to 3/4, start to slow down.

And we got the gear down.

We're good to go.

100 feet.

50 feet.

50.

NARRATOR: Once the
wheels touch down,

the powerful brakes take over.

The braking system on
this thing is amazing.

You'll stop the plane in a
very, very short distance.

NARRATOR: C-17s can
go from 200 down

to 25 miles/hour in seconds.

All right.

NARRATOR: There are
12 brake assemblies,

one for each wheel, each
weighing over 100 pounds.

All this gray
matter right here,

it's a composite
material that you just

don't get at your
local auto parts store.

NARRATOR: With so much stress
placed on the braking system,

every assembly gets a
thorough visual inspection

before and after every flight.

Each one has a wear indicator
that's easy to spot.

DAVID MOSER: And as the
break wears more and more,

this rod will actually
start to slide into the tab.

And once the tip of the
rod and the top of the tab

meet, and they are flush, then
we know it's to be a bad break

and needs to be changed.

I can tell by
looking at the rod

is that the break has
about another month's

worth of flying to do.

NARRATOR: The crew
has been on the ground

for only a few minutes.

And despite their long journey,
there's no time to rest.

One, two, three.

NARRATOR: The C-17 is working
under a firm deadline.

Here we go.

NARRATOR: The army needs
the missile launchers back

at Vandenberg Air Force
base in California

by end of day tomorrow
for redeployment.

As a load, your
main responsibility

is to do the weight and balance
of the cargo on the aircraft

as well as loading
it and unloading.

NARRATOR: Inside
these containers

are the components that make
up Patriot missile launchers.

And each one weighs
almost 13,000 pounds.

There are three of them
coming aboard today.

And they need to be positioned
according to the plane's

CG, or Center of Gravity.

Let's try to push this
forward just a little bit.

GUNTHER LEGG:
Bounce on the plane

is extremely important so
that the plane can take off.

So if you have it-- if you have
it wrong, a lot can go wrong.

LOADMASTER: If it was too
nose-heavy, for example, when

the pilot pulls back to rotate
the aircraft on takeoff,

it may not rotate.

And it may not take off.

Or if it's too tail-heavy,
it may pull back,

and it may pull back too
far, scrape the tail.

Or once you get off the ground,
you could stall the aircraft

because you have
too much weight

in the back of the aircraft.

You'd like to put the heaviest
piece of cargo in the center,

right on where your center
of balance is supposed to be,

and then, sort of,
pyramid off, you

know, lighter as you go out
so that you know, almost

without a shadow of doubt,
that right there in the middle

is where your CG is.

NARRATOR: The pallets
must line up perfectly

with the locking devices.

Barely.

Once the pallet comes
in place, we line it up.

And these locks go into
these slots in the pallet

and holds it in place.

This is where you
initiate the locks

to hold the pallet into the
position that you wanted.

Once they're solid,
it indicates the locks

are locked into the system.

NARRATOR: A loose pallet
could spell disaster.

The C-17 can pull 2Gs
on a 60-degree bank.

So a 13,000 pallet
suddenly doubles in weight.

LOADMASTER: The worst
possible thing, probably,

if something wasn't
restrained correctly,

and upon landing when
they break pretty hard,

and if something were to
fly forward, especially

when I'm sitting
up front there,

that would be my worst fear.

NARRATOR: A long, tiring
day comes to a close.

But it's a good way to end
a 24-hour day, you know, fun.

NARRATOR: And the
crew heads for a long

overdue night's rest. .

They'll need it before
facing one more challenge

Captain Nick Carr and
his C-17 flight crew

have just flown over
4,800 miles to Kwajalein

in the Marshall Islands to pick
up Patriot missile launchers.

With a cargo on board, they
head back to California.

Wind 0 9 0 at 1/8.

NARRATOR: It's another
10-hour flight.

Clear for takeoff,
runway 6, safety

line, takeoff crew, rotate.

A little heavier
today than yesterday.

That's right.

Gear up, gear up.

NARRATOR: They take
off in daylight.

But it doesn't take
long before day turns

to night and then day again.

They've now crossed the
International Date Line for

the second time in one day.

NICK CARR: The night
flights are brutal.

They get long.

And it feels like you
should be sleeping

because it's nighttime.

And the sun comes up and, kind
of, artificially wakes you up.

But when I get to
that hotel room,

I'm probably going
to be falling asleep.

Thanks, brother.

It's the best.

You're welcome,
pilot champion.

NARRATOR: A curtain
of heavy fog and rain

has moved in over
the West Coast.

The landing at
Vandenberg Air Force base

is hopefully the final
challenge for the tired crew.

It's going to be
less than [inaudible]..

Yeah.

Fog in California always
expected coming into here.

And we're well
trained on, you know,

flying instrument
approaches with the avionics

that we have.

[inaudible] weather
radar [inaudible]..

Going down there.

NARRATOR: The alternative
is to land at another base.

But that's a delay
Captain Carr and his crew

don't want to consider.

Talking about the arrival
alternative, if we go miss,

we'll plan on taking
it over to riverside

where they got clear weather.

NARRATOR: They decide to lower
the aircraft to just 200 feet.

We'll get down there
to about 200 feet

height above touchdown.

If we can see the
approach lighting,

we're going to
continue to 100 feet.

And then if we can't find
the runway end lights there,

we're going to go around it,
take it to another field.

Make it happen.

Sounds good.

All right.

NARRATOR: At 100
feet, the captain

will have only a couple of
seconds to make his decision.

If he can't see
the runway lights,

then he'll have
to pull up fast.

We're about 35 minutes out.

It's pretty thick over there.

But the field is off
to our direct left.

We'll see.

25.

NARRATOR: C-17 flight crews
train for aborted landings

all the time.

But when you have a
full load of cargo,

and you can't even
see the runway,

it makes for a
very tense cockpit.

On approach.

The runway is wet.

Wet runway?

The Weather Watch
forecasted lightning.

Yes, the tower to confirm
that the lights are on.

[inaudible] the runway.

Got him.

And we have the
lights turned to it.

NARRATOR: Even though the C-17
is an extremely sophisticated

aircraft, it's up
to the pilot to make

a final split second
decision, land or pull up.

Landing gear is down, pilot.

And gears down.

Standby, final flap.

300.

All right.

I'm getting lights.

Lights.

Coming up on 100.

There's a runway.

[alarm]

NARRATOR: Finally,
they see the tarmac.

Come back to right.

Gotcha.

There's 50 feet.

OK.

NARRATOR: Gently,
the crew eases

the huge C-17 to the ground.

That was right, a minimum.

Yeah, it was [inaudible].

These guys did a great
job in this approach.

Nothing better than
the mark one eyeball.

That's-- that's the best
thing we got going for us.

NARRATOR: With a
safe touchdown,

the loadmasters and ground
crew can now execute

the final task of the mission.

I felt you leave.

Here we go.

NARRATOR: And with
that, the door

closes on a grueling
three-day mission.

NICK CARR: On this mission,
we had on-time takeoffs

every time, on-time landing.

All the cargo got
delivered that needed to.

And we did the mission safely.

So I consider that
pretty effective.

Good trip, guys.

That was good.

Way to finish strong.

Pat each other on the back.

Brother.

Brother.

Brother.

NARRATOR: In two
separate missions,

the C-17 Globemaster III faced
incredibly tough challenges,

both as a heavy cargo
mover and as a deployer

of troops in combat.

JUSTIN MCCABE: You really
do feel like you're

flying a much smaller jet.

It doesn't seem
like it would be

as big as it is when you
get out on the ground,

and you look at it.

I get to do some cool stuff.

And every time I
fly, I take a second.

And I look around myself and
realize that what I'm doing

is pretty, pretty awesome.

You know, every
once in a while,

I am reminded of the
power of the airplane.

And I'm reminded of
how agile and how

nimble the airplane is.

I can't believe I'm
getting paid to do this.

NARRATOR: The C-17 Globemaster
III, a one of a kind aircraft

and a class all of its own.