We have a T-33 on display at the park here :aok
Do you happen to know the tail number?
Everything I flew on active duty is sitting on a pole somewhere or in the boneyard. Well, except my assigned F-106, tail number “026”. It was converted to a drone, flown out of Tyndall AFB, and shot down over the Gulf of Mexico many years ago. 😢
(https://i.postimg.cc/g2S3884p/B96-DCABB-E71-B-48-B1-B36-A-7289781-D3-A66.jpg) (https://postimages.org/)
For some backstory on the engine overheat light:
There was a several week period with numerous engine overheat, fire, or both at about the same time during takeoff; during or immediately after gear and flap retraction. These things were occurring on almost a daily basis with different jets. After a thorough maintenance investigation, it was discovered that a new subcontractor was refurbishing T-33 tail pipes. The tailpipes had welded joints that were surrounded by the engine overheat and fire loops. All of our incidents occurred with tailpipes welded by this same subcontractor. The welds were failing under high pressure and heat coincidental with the time after takeoff about gear and flap retraction. I had experienced several of these before going on leave. So, I was more or less spring loaded and thus had a shorter analysis/reaction time than the boss. None of us squadron guys wanted to be the first to eject out of a burning T-Bird on the downwind.
Better to be lucky than good any day. :D
(https://i.postimg.cc/MptCfVmL/591-B15-A9-3-C88-4-D3-E-B152-FCED70194-F32.jpg) (https://postimages.org/)
The rest of the tailpipe attached to this stub and extended slight of the rear fuselage.
For some backstory on the engine overheat light:
There was a several week period with numerous engine overheat, fire, or both at about the same time during takeoff; during or immediately after gear and flap retraction. These things were occurring on almost a daily basis with different jets. After a thorough maintenance investigation, it was discovered that a new subcontractor was refurbishing T-33 tail pipes. The tailpipes had welded joints that were surrounded by the engine overheat and fire loops. All of our incidents occurred with tailpipes welded by this same subcontractor. The welds were failing under high pressure and heat coincidental with the time after takeoff about gear and flap retraction. I had experienced several of these before going on leave. So, I was more or less spring loaded and thus had a shorter analysis/reaction time than the boss. None of us squadron guys wanted to be the first to eject out of a burning T-Bird on the downwind.
Better to be lucky than good any day. :D
(https://i.postimg.cc/MptCfVmL/591-B15-A9-3-C88-4-D3-E-B152-FCED70194-F32.jpg) (https://postimages.org/)
The rest of the tailpipe attached to this stub and extended slight of the rear fuselage.
You may have heard from the guys in Transport about the same thing happening on the Allison 501-D13 on the Herc. The tailpipe gap would open and let enough engine exhaust temp to escape and that would set off the loop detectors near the aft part of the engine.
I never flew a Herc but I did fly the same engine on the Convair 580 for 6 years. 4 engine shutdowns due to Zone 3 fire warnings. (but I had another engine to save me) :)