BWDenver

ESCAPAC 1C-1, 1F-3 and 1G-1 seat colors. Authors note. US Navy docs list the seat designation as “1C” v “IC”, some Douglas docs I have list the seats as IC, with a leading I instead of a 1. Just a little detail that can drive you round the bend… While the 1A-1 seats were colorful, starting with the 1C-3 seat the overall color was Black FS 37038. The reason for the change was simple, Black reduced the reflections in the canopy. One notable exception was the TA-4E, with Fluorescent Orange seats and black headrests shown in a shot via The Skyhawk Association

I appreciate the feedback. This installment was particularly difficult in tracking the various changes and getting the time frame right. The Archive folks at NNAM in Pensacola have been invaluable. Bryan

Interesting!

ESCAPAC IF-3 and IG-3 seats The separation of the pilot was always a concern to the Navy, and starting with the IF-3 seat a separation rocket was added to the left side of the headbox, and the bladders were removed. The separation rocket was referred to as an “Ear Burner”. Some seats were reworked, others manufactured new. Inspection windows added to the IF-3 seat 3 inspection windows were added to the side and top of the headbox to allow for preflight inspection as part of ACB 207, IC-3 seats 1 May 1971.

ESCAPAC IC-3 A-4F and subsequent airframes The final three seats Skyhawk were the IC-3, IF-3 and final IG-3. They were all physically similar after mid-1971. The IC-3 was structurally identical to the IA-1 seat, rated for loads of 40G horizontally, 27G vertically and 14G laterally. The IC 0-0 seat first started live fire tests on Feb 2nd 1962. Douglas started work on a STAPAC vernier rocket and the first test shot was Nov 30 1965. NOTS Sled test for IC-3 seats, in black and white and red, USN Photo Static 0-0 tests at Douglas factory, Douglas phot

The planks used in LZ Phantom were not the standard "PSP", but solid planks with 4 ridges each. Based on higher resolution shots I have, the Pads were made up of joining 13 segments together on the for and aft "long axis", and I think two planks wide with a bit of overlap. While I flew helos, I was never particularly interested in building models of helos...

Humous question…. I flew UH-1H’s for about 1500 hrs, I went into Fast Gas, ie Hot Refueling multiple times. We had a HOTPOL point just to the North of Hood AAF, Ft Hood Tx. But in all the times I landed on a HOTPOL pad, I never measured the thing. I doubt Rob did either... According to my -10 the skid on the UH-1D/H was around 8’ 6.6”, so you can work out the DIM’s on the concrete pad with a little measuring. Once or twice I landed on PSP pads in the field. But field HOTPOL points were grass with a grounding steak. In Iraq we would Hot Refuel at Tallil

Love to see the shots of the 53! In 1981 they changed the rules around getting out of a running helo on the Army. Drop it to flight Idle, and lock the controls. I was in Guernsey WY supporting some NG troops. Our Supply Officer lands at a TOC and gets out of his running OH-58A. A half our later he comes back and can't understand why I crawled down his throat. Not that I never got out of a running bird for a good shot...

Great shots!

They surplused all the H-13's and H-23 by the time I got to Rucker, Jul 73. We only had UH-1B/H Models. Some C Model gunships. I flew out of Hanchey. We flew the UH-1B as an instrument trainer, with an Aux tank behind the jump seat. Don't think it was crash worthy... The big grey thing in the back of the cabin. First tour was Ft Hood and the C\227th 1Cav, then 218th RC Crash Rescue flying Firebirds, and finally two years with 3\507 Dustoff when the disbanded the 218th. One if these days I'm going to finish the RC UH-1H I started...

I think the time is reduced now. 1973 was the tail end of Viet Nam, they wanted us to know at least the basics. Minimum for a Private Pilot's License was 40 Hrs. But almost no one makes it in 40 unless you can do what my dad did and live at the airport. The West Pointers came in the summer and Fam Class, and walked away with the Hrs for a Private. In reality when we got out of Flight School you had the basics, and leaned the finer points at the Unit. The last week I was on Active Duty I had just over 2000Hrs. I went to the GATO Office at Stapelton in Denver and to

Hey John, yeah I was, in 1973. The TH-55A was essentially "International Orange", used on both Army and Navy birds. It was a gloss finish, FS 12197. One of the problems with colors, especially Reds & Oranges is the slide film of choice used in the 70's was Kodachrome. Which had a warm bias. Some of the shots I have of TA-4J's looks distinctly red, but it's really orange. Ektachrome was a 'cooler" film that had a slight blue bias. In 1973 the TH-13's had gone by the wayside, and the H-23's were also no longer used at least at Wolters. The primary tr

Your very welcome!

Several aftermarket company’s make the interim F-86 seat. Qickboost makes a nice one, as well as Aires. The Eduard seat is actually the 1957 configuration. Be very carful with the parts as the firing controls tend to break off the aftermarket seats. The open VS closed question for a Korean bird is somewhat problematic. The F-86 reached Korea in December 1950. The sides were closed in after they re-routed some push pull tubs, the side panels kept the lap belt from interfering with the seat firing tubes. They likely would not have pulled the birds from combat to modify the fir

Not a problem. I started at Wolters in early March 1973 and headed out to Rucker in Mid July. Pinned on my bar at Moter Rucker on Dec 4th 1973. We were prohibited from flying with a camera, but just about everyone had a pocket camera. Shot from our "all day cross country" up to Ardmore OK. On one solo flight I decided to go to 6000', so I started climbing. At around 4500' I looked down to see a B-52 pass under me at around 3,000'. I decided I really didn't want to go for the flight altitude record! Still have my Wolters lig