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About BWDenver

  • Rank
    Canopy Polisher

Profile Information

  • Location
    Manassa VA
  • Interests
    Bird shooting, with camera and gun, target shooting, aviation photography, aviation research, and in the summer riding my Harley Road Glide Ultra

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  1. I doubt that is an OAT instrument. I have never flow a helicopter where the OAT is place on the instrument panel. Simple reason is it’s fairly useless in flight unless you going into the clouds and are worrying about icing. And AH/MH-6's are likely VFR only AC. In all the birds I’ve flown the OAT gage is placed at the top of the windscreen, or in the case of the CH-47, in the RH overhead window. You use it for validating your PPC (Performance Planning Card), and the HIT Check, after that you really don’t pay attention to it. Unless it’s to reinforce how hot and miserable you are like when I landed at Balad AF in Iraq and the OAT gage was stuck on 57C. I've never seen a military helo OAT gage in anything but C. So a temp of 89 would be a wee bit uncomfortable... What is missing from the instrument panel is an RMI, Radio Magnetic Indicator. There is probably a standby “Wet” compass on the top of the panel. My guess is your looking at digital readout heading display indicator. Where ever they are they are flying at 350 MSL, 250 AGL, and just cruising along with a 600 degree C TOT, they are not really “heavy”. Even if it was an OAT, at 30C/90F you would likely be seeing a higher TOT. 1996 and you're probably looking at an MH-6J My best guess... Bryan
  2. By any chance does anyone know who or where the shot of the 58D came from? -Bryan
  3. Thouth I'd post a few images of the FWD head out and folded out. CH-46E 156477 HMM-264 Newriver 5-12-93. Aft blades, Reb BL Left, Yellow is over the tunnel, BL R of the Green blade. Only have a BW of this bird. - Bryan
  4. For the most part the 47D started out as an A, B or C. And the F will be a rebuild of the D fuselage. The original A's were easier to tell as they put roof stringers lengthwise to stiffen the bird as the A had a "Oil Caning" structural problem. They also lacked the Aux tanks behind and in front of the main tank and there was only one filler point on each side. I think the 47B's also lacked the 6 tanks, and the 47C was the first bird to be produced with 6 tanks. But I could be wrong on that and the B 's got aux tanks later on. I only have about 4 hrs in a 47C when the our unit flew a 4 ship in last formation flight of 47C's to the Boeing factory for D conversion. I retired with 600 Hrs in the 47D. The C was a bit "looser" to fly than the D. If memory serves there was a slight difference between the B and C fuel filler points and the vents on the top of the sponsion. The blades evolved from metal to composite over the years. A "Baby C" had metal blades, a "Super C" had plastic. So you could make an F from an A, by first changing the pylons, blades and engines. Not to mention the cockpit. I don't think anyone but Aurora made a 47A with the original dual rear wheels. But as has been pointed out, it would be a lot easier starting with a D. Then all you would have to do is the glass cockpit, engine differences and various bites and pieces on the outside like RAW, radio antennas and Flare Pods. The biggest difference, for a modeler, between the 712 (C) and 714 (C & F) is going to be the exhaust stack. Along with the track for the particle separator in front of the engine. The Reserve unit I was in started to get the 47C with 714's in 2004. All my time was with the 712's. Bryan
  5. Having the bird squatted a bit makes it easier to look at the TR, along with doing the Daily and preflight. Along with shipping the bird in a C-130. I remember crawling up on the stinger on a UH-1, it was a real pain just to get a good look at the pieces parts. You had to grab the tail light and pull yourself up. When I was up there I would "thump" the vertical fin out of habit. When I was in Korea, I thumped one of the 377 Taegu Dustoff birds and heard a rattle back. After 2 Hrs of fooling with it, the CE pulled a fuel fitting out of the fin. Sobering to think what that would have done to the shaft... I still have the blue fitting some where... I still wonder how the heck it got there... - Bryan
  6. The attached shot was taken at Ft Eustis VA, when I was attending AMOC, Oct 80 - March 81. My track was the OH-58. I was the distinguished graduate of the OH-58 Maintenance Test Flight Class. I was also the ONLY one in the class... Had a lot of fun and learned a lot about the Kiowa. the UH-61 was sitting on the flight line at Felker AAF. And was still flying on occasion. Enjoy.. - Bryan
  7. Any body know if Phrogger is still active?



  8. I now "remember" where I saw the pics of the UH-1H RC bird boom. It was here!. At that time I didn't know where my shots of the 218th AC ended up. I'll call a bit later this afternoon. Bryan
  9. Actually this is the Desert/Arctic scheme. The birds at White Sands also used this scheme, along with OH-58A's. Bryan
  10. Ah yes, but like a red head I once knew, lovely to look at but a hand full... The Hiller had a couple of issues going against it. One was price. The other was it's early SAS. During the flight test phase the SAS would kick off at random times. Without SAS the bird was, as reported in the flight test docs, "dangerous" in the hands of an inexperienced pilot in turbulence. It was simply not stable without the SAS. The 58 was a bit twitchy in turbulence, but no where near as dangerous. In retrospect there is no doubt now that Hughes "bought" the contract for the LOH. It was priced under the cost of materials for the OH-5A. Remember the engine and radios were GFE, Government Furnished Equipment, and not part of the cost from the manufacture. Hughes made up for it, in part, on spares, a lot of the major components were throw always on the OH-6A, while the OH-58 gear was overhaulable. Both birds used the same engine, but the fuselage of the 58 was heavier. The 58 was a heck of a lot quieter inside to fly than the OH-6. The 500 was the only bird I flew, out side of the 47, where I had to use both earplugs and a helmet. I think the 500 was even louder than the 47 in the cockpit. And for those OH-6 fans remember the "Hughes tail rotor stall"? Turn down wind at low speed and you got a stall, spin, crash sequence. Early on the "Old Hands" demanded to fly the OH-6 when they showed up in Viet Nam. Then the swashplates uniballs started having "issues" and the Old Hands, decided it was better to give the OH-6's to the "new guys" until they got them fixed... Bryan
  11. Actually, in the flight Test reports on the LCH, JOH-58C, and OH-58C+, the landing gear was referred to as "BHT two-position landing gear". MPLH referred to the aircraft, not nessasariuily the skids, although most people today refer to the gear a "MPLH". Bryan
  12. This is a bit strange, quoting myself under a different account! I finally found the negatives for the RC birds. I must confess I was more interested in the T-39 Sabraliner than in the bird I had flown in. The shot was taken at Robert Gary AAF, West Ft hood, summer of 1975. the 25 Gal tanks sat on two rings, that were just about a stall as the tool box next to them. The rings provided a protected area under the tanks to run the lines. the tanks were pressurized by bleed air off the engine. The firefighters were very carful in mixing the AFFF, Light Water, as it could make for a lethal situation if the tanks pressurized and blew an O ring. As did happen a few weeks after this picture was taken. The crew was able to get the bird on the ground, another unit was not so lucky and lost a bird an crew when the cabin filled with foam. Pressurizing the tanks was a little like playing Russian roulette... We had our Fire Pit training sight at RGAAF. We got our fuel from "contaminated stock" form the G4 for III Corps. Under training flight was always pulled the 22" Jump Doors. Hoist was on the other side, on final the CE would unlock the 22" door and the hoist would push it open. The unit that Floyd makes is a fairly close example of the rescue hoist we used. The negatives are some what worse for wear. the birds were painted in Gloss OD, and constantly waxed by the Fire Fighters and Medics. they would first clean off the tail booms with tooth brushes then was the birds. they were some of the cleanest UH-1's on Ft hood. If you look across the runway you'll see the 3/507th Lifesaver "Dustoff" bird parked in front of Base Ops. After we flew the 218th birds to Edwards I ended my stay at Ft Hood flying Dustoff. The 218th birds were based out of Hood AAF. Bryan
  13. This contraption was a "Hover Trainer". In flight school at Wolters you had about 8 - 9 Hrs to get to the point where you could hover without a risk of bending the TH-55A. The 55 was a short coupled overpowered hand full, that had a throttle rev limiter that was flat out nasty. It was not uncommon on approach for a noob to lower the collective without first retarding the throttle a tad, and the rev limiter would literally split the needs on you. You could tell when someone was having issues as they would be yawing all over the sky on the way down. They used it for people with no previous flight experience, which I had. Everyone in my class that got volunteered to train on it, were washed out. Bryan ala BW Falls Church...
  14. The shot above is the YAH-1Q 70-16055, the picture was taken at Ft Hood in 1975 during the OFCON tests. they weighed the AC before each flight, that's what the Crain was used for. I covered the tests in a UH-1H RC fitted with fire suppression gear, I think it was late spring of 1975 because everything is still green. It's armed with a 7.62 min and 40mm. In Dec of '75 we flew the birds out to Edwards, covered a high risk test for a chinook with a retractable cargo handling system. After the test we left the birds at Edwards. UH-1H 70-16295 & 16296 I have a shot of the Hook with the cargo handing gear extended down and a Milvan hooked underneath. There is a thread on 40 MM on this board, with more shots taken from the test. It was a flyoff as it were between the AH-1R and AH-1Q. Bryan
  15. I would be inclined to think that prior to folding the FE would "set" the blades. The system is a mechanical process and is set to fold to the rear and front, so you would have to position them in a certain way. Other wise you could end up with the blades folding 120 degrees to the fuselage. The Marines routinely folded the blades on the 46's even when they were ashore so as to keep them exercised and in good working order. With the hooks we had to position the blades so as to tie them down to the struts, or on occasion to the eyes in the parking ramp. But mostly to the front and rea struts. the FWD RH blade and front blade would be tied together, the rest to the struts, absent eyes in the parking ramp. I got real good a half hitches. In the winter we generally tied the blade to the bird as it was a pain to dig the ropes out of ice filled ramp points. When we put the ropes on the birds, you would always lag the blades. So you can see where they rubbed on the fuselage on the sides. Bryan
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