Helicopters

‘We landed in a soybean field and sank… The field was plowed and the dirt very loose…,’ Chris Ishmael, former US Army CH-47 Chinook flight engineer.

On Jan. 5, 2021, the wheels of a Royal Air Force (RAF) Chinook based at RAF Benson sank into the mud when it made a precautionary landing near Wantage, Oxfordshire.

As the pictures in this post show, on Jan. 11, two cranes lifted the aircraft onto a platform after more than 250ft (76m) of trackway was laid over the “extremely soft ground”.

RAF Benson said the operation was challenging due to the conditions.

The Joint Aircraft Recovery and Transportation Squadron and the Royal Engineers considered a “number of options” before it was decided to lift the aircraft with cranes.

How is it that the Chinook got stuck in the mud?

‘I can answer this question with 100% familiarity because it happened to me while I was a CH-47 flight engineer. Twice,’ says Chris Ishmael, former US Army CH-47 Chinook flight engineer, on Quora.

‘With full fuel and nothing else inside, each tire is still supporting over 5k lbs. The tires are called high-flotation wheels, but will still sink readily into soft, saturated ground.’

About the RAF CH-47 that got stuck in the mud in January, he says:

‘It was interesting to me that they brought cranes out to remove the aircraft. That tells me that they most likely had a drive-train issue, like one of the 5 transmissions had a chip indication that wouldn’t reset on the maintenance panel, to where they couldn’t run the aircraft. If the aircraft could have been fixed on the spot, it would have been a simple matter of digging the wheels out, and then gingerly flying it out by using the forward slope landing and take-off technique that all -47 pilots are taught during the transition course.’

Then Ishmael recalls;

‘The first time that happened to me was way back in the 90s while on a JRTC rotation to Ft. Polk, LA. We landed in a soybean field and sank to about the same depth as that RAF bird did. The field was plowed and the dirt very loose, so we just pulled the pitch carefully, and off we went. The second time was on the parade field at Ft. Sam Houston in San Antonio during a passenger haul that took place during the typical rainy spring in that part of Texas. We landed with some forward motion but came to such a sudden, unexpected stop that the guy in the cabin door was thrown forward. Think of riding a city bus and the driver slams on the brakes. We left 6 short, but deep, furrows in the sergeant major’s grass, lol.’

Photo by Crown Copyright

A US Army Black Hawk helicopter made an emergency landing at Charles de Gaulle Square, Bucharest, tearing down two public street lights and stopping traffic but making no casualties.

A US Army Black Hawk helicopter belonging to the 3rd Battalion, 1st Aviation Regiment, 1st Combat Aviation Brigade made an emergency landing at Charles de Gaulle Square, Bucharest, Romania’s capital, on Jul. 15, 2021, tearing down two public street lights and stopping traffic but making no casualties.

The helicopter was part of a group of six that were rehearsing ahead of events to mark Romanian Air Force Day and the end of Romanian military presence in Afghanistan on Jul. 20-21, Reuters says. The Black Hawk suddenly lost altitude and flew low above cars until it landed nearby in a downtown roundabout, which traffic police had cleared.

According to traffic police, the helicopter signaled it was having technical difficulties.

As reported by Stars and Stripes, the site has been secured by police and the aircraft moved to the side of the road. The US is coordinating with the Romanian Air Force and other authorities to remove the helicopter.

“We are working with our Romanian partners to resolve the situation and we will provide more information as it becomes available,” the US embassy said in a statement.

“Due to the expertise of the crew, and the Romanian police officers on the ground, the helicopter landed safely,” USAREUR-AF said.

Military prosecutors were at the site of the landing and investigating the causes.

The defense ministry has canceled the participation of all aircraft in the two planned ceremonies, ministry spokesman Brigadier General Constantin Spinu told Reuters.

“Both ceremonies will be held but without any participation of military aircraft,” Spinu said.

Romania, a NATO member since 2004, hosts NATO command centers and a US ballistic missile station.

The Black Hawk (UH-60) is the US Army’s utility tactical transport helicopter. A single Black Hawk can transport an entire 11-person, fully equipped infantry squad faster than predecessor systems and in most weather conditions. The aircraft’s critical components and systems are armored or redundant, and its airframe is designed to crush progressively on impact, thus protecting crew and passengers.

Photo by Andreea Alexandru/AP via Stars and Stripes

A few times, Lt. Éva ‘Vivi’ Horváth, the female pilot of one of the Mi-24V was able to keep a firm “target lock” on an F-15 in the gunsight, while the pilot of the Eagle was completely unaware of being directly aimed at…

In 1978/79, the US Army and US Air Force conducted a joint experiment called Joint Countering Attack Helicopter (J-CATCH). J-CATCH focused on dissimilar air combat between jet fighters and attack helicopters. As already explained, to the surprise of many involved in the program, the helicopters proved extremely dangerous to the fighters when properly employed, racking up a 5-to-1 kill ratio over the fighters when fighting at close ranges with guns.

Something similar happened 30 years later during Load Diffuser Exercise in 2008.

‘During “Load Diffuser” exercise in June 2008, ten F-15C Eagle fighters from the Louisiana Air National Guard [159th Fighter Wing Bayou Militia] participated in a two-week long exercise in Hungary, together with the Hungarian Air Force,’ says pilot and flight instructor Thomas Kolb on Quora. ‘The Hungarians were flying two Mi-24V Hind helicopters playing the role of bush-flying enemy aircraft that the F-15s were tasked to take out. The Eagles were equipped with AIM-9X Sidewinder training missiles with helmet-mounted sights, while the Hinds had only their onboard guns.

‘The F-15s were pretty successful locating and engaging the Hinds, but soon the helicopter crew learned how to hide in the ground clutter and among the rolling hills where the Eagles simply couldn’t find them. At the same time, they were constantly given tactical info from AWACS so they knew what the Eagles were doing.

‘A few times, Lt. Éva ‘Vivi’ Horváth, the female pilot of one of the Mi-24V was able to keep a firm “target lock” on an F-15 in the gunsight, while the pilot of the Eagle (as later confirmed in the debriefing sessions), was completely unaware of being directly aimed at.’

Kolb continues;

‘Being a peacetime exercise, no shots were fired of course, but if it had been a real situation, the Eagle would most likely have sustained crippling damage from the Hind’s cannons. Presumably not enough to blow it out of the sky, but definitely enough to punch a few holes in its wings and force it out of the engagement.

‘The Hungarian pilots were later joking whether or not the Louisiana Eagle pilot got some heat from his buddies about having been shot down by a helicopter flown by a girl.

‘According to the Hungarian team, several additional hits would have been possible if it hadn’t been for the rules of the practice engagement (hard deck, max speed, etc.). Also, had the Hinds been equipped with IR missiles, they could have taken out the fighter completely (the Hungarian Air Force did not use R-60M missiles on their Mi-24V so it was never an option).’

Kolb concludes;

‘The “hits” were honored (just for fun and to mock the Eagle pilots) by painting “Eagle Down” silhouettes on the helicopter.

‘“We weren’t informed that this is impossible, so we just did it”’

Source: Info taken from this Hungarian article.

Photo by Hungarian Air Force and Aldo Bidini via Wikipedia

Gen. Franks flew MH-60 Pave Hawk tail number 009 during Operation Allied Force, rescuing Lt. Col. Darrell Patrick “Dale” Zelko F-117 Nighthawk pilot downed in enemy territory.

An MH-60G Pave Hawk, tail number 009, piloted by Capt. Tanner Bennett, MH-60G aircraft commander, took off from the 66th Rescue Squadron, Nellis Air Force Base, Nevada, and touched down in Pensacola Naval Air Station, Florida, for a very special send-off.

As told by Master Sgt. Andrew Satran, 15th Air Force, in the article MH-60G Pave Hawk tail number 009 soars one last time, Maj. Gen. Chad P. Franks, Fifteenth Air Force commander, took command of MH-60G 009 at Pensacola NAS and flew the final flight to Hurlburt Field, Florida, where it will be displayed at the Hurlburt Field Memorial Air Park. Both he and 009 have a history together when then Capt. Franks flew combat search and rescue missions in 1999 during Operation Allied Force.

During Operation Allied Force, Pave Hawks provided continuous combat search and rescue coverage for NATO air forces and successfully recovered two Air Force pilots who were isolated behind enemy lines.

Franks flew 009 in the rescue of Lt. Col. Darrell Patrick “Dale” Zelko, who was shot down in his F-117 Nighthawk over Yugoslavia in 1999. In 1999, during the same operation, the helicopter belonged to the 55th Special Operations Squadron at Hurlburt Field.

“This Pave Hawk represents the hard work and accomplishments of the men and women of the 55th Special Operations Squadron who took great care of 009 when I flew it in 99’,” Franks said. “It is an honor for me to fly this retirement flight.”

The 55th SOS originated as the 55th Air Rescue Squadron in 1952. In 1966, it was redesignated as the 55th Air Rescue and Recovery Squadron. The MH-60G began its operations in 1982 under the 55th ARRS, which later became the 55th Special Operations Squadron in 1988. While under the 55th SOS, the MH-60G was flown during Operation Just Cause, Desert Shield, Desert Storm, Provide Comfort, Northern Watch, Allied Force, and various other special operations missions.

The 55th SOS received several decorations and recognitions while operating the MH-60G, which continued the legacy of the 40 years of a distinguished lineage that preceded the 55th SOS. The final flight represents the heritage and lineage of those who operated and maintained this helicopter.

That’s what prepared for this flight even more honorable. Bennett stated the maintenance team at Nellis AFB worked very hard to ensure 009 was safe to fly.

The end of the lifecycle for any aircraft differs for each one. For 009, being 32 years old, 11,000 flight hours, and multiple deployments, flying it one last time made this retirement special.

“It’s pretty awesome in terms of rescue history,” Bennett said. “For us to take her home, with Maj. Gen. Franks flying the last part, and knowing it will be on display for future pilots, is an honor to be a part of.”

The parts will be used to aid future aircraft to accomplish their missions, and continue to save lives, so that others may live.

The Pave Hawk is a highly modified version of the Army Black Hawk helicopter which features an upgraded communications and navigation suite that includes integrated inertial navigation/global positioning/Doppler navigation systems, satellite communications, secure voice, and Have Quick communications.

All Pave Hawks have an automatic flight control system, night vision goggles with lighting, and a forward-looking infrared system that greatly enhances night-level operations. Additionally, Pave Hawks have color weather radar and an engine/rotor blade anti-ice system that gives the helicopter an adverse weather capability.

Pave Hawk mission equipment includes a retractable in-flight refueling probe, internal auxiliary fuel tanks, two crew-served 7.62mm or .50 caliber machine guns, and an 8,000-pound (3,600 kilograms) capacity cargo hook. To improve air transportability and shipboard operations, all Pave Hawks have folding rotor blades.

Pave Hawk combat enhancements include a radar warning receiver, infrared jammer, and a flare/chaff countermeasure dispensing system.

The helicopter rescue equipment includes a hoist capable of lifting a 600-pound load (270 kilograms) from a hover height of 200 feet (60.7 meters), and a personnel locating system that is compatible with the PRC-112 survival radio and provides range and bearing information to a survivor’s location.

Photo by Senior Airman Robyn Hunsinger / U.S. Air Force

One function the AH-64E Apache model is capable of performing is full instrument flight. This means pilots can fly through low visibility conditions such as clouds and adverse weather. A capability the older AH-64D model did not have.

The pilots of the 3rd Squadron, 17th Cavalry Regiment are undergoing AH-64E Apache helicopter familiarization training at Hunter Army Airfield, Georgia, as the 3rd Combat Aviation Brigade, 3rd Infantry Division, fields the aircraft. The first class started on March 24 and will run through April 19.

As told by Sgt. Andrew McNeil in the article Marne Air Soldiers learn about the new AH-64E Apache helicopter, currently, the main Apache model used by the brigade is the AH-64D.

“While the AH-64D and AH-64E look very similar, they are almost entirely different aircraft from a systems standpoint,” said Lt. Col. Jeffery Paulus, the commander of 3rd Sqn., 17th Cav. Regt. “The training the squadron’s pilots are currently undertaking is six weeks in length due to the myriad of new features and capabilities the AH-64E provides.”

The AH-64E Apache helicopter has an improved transmission and rotor system allowing the turboshaft engine to run more efficiently, said Chief Warrant Officer 2 Bobby Triantos, the aviation mission serviceability officer of 3rd Sqn., 17th Cav. Regt.

For the pilots, this means they can use less power to accomplish the same mission. These mechanical improvements increase the AH-64E’s speed, travel distance, and aircraft cargo load capabilities, Triantos continued.

The increase in efficiency in the drive system also means less wear on the mechanical components improving the aircraft’s reliability.

For the pilots, the biggest upgrade is the new avionics inside the cockpit. The aircraft has new radios and antennas allowing the aircraft to communicate with more advanced instrument systems, Triantos said.

One such function the AH-64E model is capable of performing is full instrument flight, Triantos continued. Full instrument flight is when the pilot uses the information from the instruments in the cockpit to control and maneuver the aircraft. This means pilots can fly through low visibility conditions such as clouds and adverse weather. A capability the older D model did not have.

The improved communication systems also increase the aircraft’s ability to work in tandem with the unmanned aerial vehicles used by the brigade.

“Coupled with advancements in unmanned aerial systems and long-range precision weaponry, the AH-64E allows the squadron to locate, identify and engage enemy targets at ranges unheard of within previous generations while remaining outside of the detection and engagement range of enemy air defense systems,” Paulus said.

The unit will continue rotating pilots through this training until October 2021.

With unprecedented performance, advanced sensors, and connectivity forming the building blocks of this fully integrated platform, the AH-64E Apache stands as the world’s most advanced multi-role combat helicopter and represents the backbone of the US Army attack helicopter fleet, as well as a growing number of international defense forces.

The US Army Apache fleet has accumulated more than 4.5 million flight hours. With more than 2,400 Apaches delivered to customers around the world, Boeing is committed to the continuous modernization of the program to ensure that AH-64 capabilities outpace adversaries to maintain battlefield dominance today and for decades to come.

Photo by Spc. Savannah Roy and Sgt. Andrew McNeil / U.S. Army

The HH-60W Jolly Green II test aircraft will be modified for operational use before being transferred to their respective Air Force rescue unit.

On Apr. 13, 2021, the US Air Force’s new combat search and rescue helicopter, the HH-60W Jolly Green II, completed its developmental test program at Eglin Air Force Base (AFB).

The final test by the Sikorsky and Air Force team was on the aircraft’s weapon systems. As told by Samuel King Jr., Eglin Air Force Base Public Affairs, in the article Jolly Green II completes developmental testing, the goal of the test was to demonstrate the performance of the weapons while optimizing weapon-system configurations.

The test efforts began in May 2019 with the first HH-60W flight. The aircraft arrived at Eglin AFB to the 413th FLTS in November 2019, although various tests took place in other locations. The integrated test team accumulated more than 1,100 flight test hours across six aircraft testing the full spectrum of aircraft systems.

Some of the notable developmental tests included aircraft performance, communications systems, environmental tests at McKinley Climatic Lab, aerial refueling, data links, defensive systems, cabin systems, rescue hoist, and live-fire of three weapon systems.

The test aircraft will be modified for operational use before being transferred to their respective Air Force rescue unit. The Jolly Green II’s developmental test mission will move to the Combat Search and Rescue Combined Test Force for follow-on testing at Nellis AFB, Nevada in 2022.

Building on the state-of-the-art UH-60M Black Hawk, the HH-60W “Whiskey” (named ‘Jolly Green II’ to Honor the Legacy of ‘Vietnam-era Giants’) adds capability advancements to better support the full range of combat rescue and other special missions. Designed to meet long-range and high-threat requirements for the USAF, the Whiskey will expand upon the legendary Black Hawk’s versatility by doubling the internal fuel capacity without the use of space-hungry auxiliary fuel tanks, providing a robust weapons suite, and integrating defensive systems and sensors to provide an unprecedented combination of range and survivability. Additionally, by retaining 100% commonality with all UH-60M engines and dynamic systems, the aircraft provides the most sophisticated rotorcraft in the world at an extremely affordable price and total ownership cost over the entire life cycle.

The USAF program of record calls for 113 helicopters to replace the Air Force’s aging HH-60G Pave Hawk helicopters, which perform critical combat search and rescue and personnel recovery operations for all US military services and allies.

Photo by U.S. Air Force

Stewart Smith had the opportunity to fly his brother Isaac Smith in the Apache, a two-seater aircraft.

Chief Warrant Officer 4 Isaac Smith and Chief Warrant Officer 4 Stewart Smith are two identical twins, and both are flying helicopters for the US Army.

Originally raised on a dairy farm in southeastern Idaho, at 17 years old Isaac and Stewart joined the Army National Guard, and they served together in the Utah National Guard for four years before attending warrant officer candidate school and flight school at Fort Rucker, Alabama.

Isaac chose to go into active duty service while Stewart remained with the Utah National Guard.

However, as told by Sgt. David Dickson, 4th Combat Aviation Brigade, 4th Infantry Division Public Affairs, in the article Birds of a Feather: Twin pilots get Apache flight together, the brothers still ended up serving together.

Isaac, an HH-60M Blackhawk helicopter pilot and currently attached to the 2nd General Support Aviation Battalion, 4th Aviation Regiment (TF Mustang), 4th Combat Aviation Brigade, 4th Infantry Division, was deployed with Task Force Mustang in support of Operation Resolute Support, Afghanistan, this summer. Stewart, an AH-64D Apache helicopter pilot assigned to the 1st Attack Reconnaissance Battalion, 211th Aviation Regiment, Utah National Guard, also deployed along with 4th CAB, 4th Inf. Div. While this is not the first time either has deployed, this is the first time the twins have deployed together.

What makes this deployment even more special is that Stewart had the opportunity to fly his brother in the Apache, a two-seater aircraft. The chance for most people to fly in an Apache other than Apache pilots is a very rare thing.

Both twins are standardization pilots for their aircraft, which means they mentor and coach other instructor pilots on how to train new pilots, manage flight records, and set and enforce the standards for their units.

“It was one of the few times an Apache pilot has hoped nothing exciting would happen because it was Isaac’s first time in this particular airframe,” said Stewart about the flight. “It was an awesome flight.”

Isaac said he was left with a greater appreciation of the Apache and the pilots who fly them.

“I got to cross off two major bucket list items,” Isaac said of the Aug. 31st flight. “One: I got to fly in an Apache. Two: I got to fly with my brother as the pilot for the first time.”

After this deployment, Isaac said he plans to retire from the military and return home to his wife and six children. He would like to pursue another career as an EMS pilot. Stewart will return to Utah to his wife and four kids, resuming his job with the Federal Aviation Administration and continuing his service within the Utah Army National Guard.

Photo by courtesy CW4 Isaac and Stewart Smith / U.S. Army

The three weapons tested were: the GAU-2, a 7.62mm Gatling gun, the GAU-18, a .50 caliber legacy machine gun, and the GAU-21, a .50 caliber newly-designed machine gun.

Deep within Eglin’s range, rapid, powerful gunfire reverberated across the expanse beginning Aug. 17, 2020.  Live fire testing began for the HH-60W Jolly Green II’s three primary weapons.

As reported by Samuel King Jr. in the article HH-60W Jolly Green II begins live-fire testing, the goal of the ground testing was to verify the weapons systems’ functionality, and accuracy, and to demonstrate the guns are safe to employ operationally.  The 413th Flight Test Squadron testers and their partners performed the testing over three weeks.

The three weapons tested were: the GAU-2, a 7.62mm Gatling gun with a 3,000 rounds per minute fire rate, the GAU-18, a .50 caliber legacy machine gun with a 650-800 round fire rate, and the GAU-21, a .50 caliber newly-designed machine gun with a 950-1100 round fire rate.

“It was great to see all the team’s planning and hard work finally pay off to get us to execution and gather this initial live-fire data,” said Maj. Christopher Hull, 413th FLTS chief test engineer.

The first HH-60W built, commonly referred to as Whiskey 1 within the unit, was used for ground testing.  Whiskey 1 contains specialized test instrumentation that allows, aircraft manufacturer, Sikorsky, to monitor hundreds of parameters during the flights and envelope expansion testing.  That specialized instrumentation allowed the testers to record the stress and strains in the aircraft caused by firing the weapons.

The helicopter’s guns can rotate independently, providing an almost 360-degree firing arc.  This created a unique challenge for the squadron’s engineers to develop test and safety plans not typically encountered with fixed-wing aircraft.  Details such as blade rotation, human factors, and instrumentation were examined and controlled for before the actual testing could begin according to Hull.

The Jolly Green’s aircrew not only operated the weapons, but they were also part of the evaluation as well.  The crew wore special instrumentation that measured the weapon’s blast effects on their bodies.  That data is part of a larger DOD study to better understand the effects of weapon blasts on the human body, specifically as it relates to traumatic brain injury.  The goal is to reduce injuries to service members who operate such weapons. 

The ground testing phase is just the first step in the evaluation of the weapons.  Data from the tests will be evaluated by the Air Force’s Non-Nuclear Munitions Safety Board, who will then clear the HH-60W for live fire flight testing.  That testing is currently scheduled for later in 2020.  

Photo by Tech. Sgt. John Raven / U.S. Air Force

Although the pilot (as well as the whole crew) showed impressive skill in flying his Sea Knight helicopter, we can’t imagine how many red warning lights and buzzers were going off in the cockpit!

The cool, famed video in this post features a Swedish pilot doing crazy things with his CH-46 Sea Knight helicopter (not a Chinook, as the video title says) during an air show.

Although the pilot (as well as the whole crew) showed impressive skill in flying his helicopter, we can’t imagine how many red warning lights and buzzers were going off in the cockpit!

The twin-turbine tandem-rotor CH-46A Sea Knight won a design competition for a medium assault transport helicopter for the Marine Corps in 1961 and made its first flight in August 1962.

The first U.S. Marine Corps Sea Knight was delivered in 1964 and began military service during the Vietnam War a year later, carrying troops and cargo to and from Navy ships in the China Sea.

Between 1964 and 1990, Boeing Vertol delivered more than 600 Sea Knights. During the 1980s and 1990s, Boeing developed modification kits and upgrades to modernize the Sea Knights.

The Sea Knight, affectionately known as the “Phrog,” was replaced by the V-22 Osprey. In October 2014, the Marines flew the last service flight of the CH-46.

In 1963, Sweden procured ten UH-46Bs from the US as a transport and anti-submarine helicopter for the Swedish armed forces, designated Hkp 4A. In 1973, a further eight Kawasaki-built KV-107s, which were accordingly designated Hkp 4B, were acquired to replace the older Piasecki H-21. During the Cold War, the fleet’s primary missions were anti-submarine warfare and troop transportation, they were also frequently employed in the search and rescue role. In the 1980s, the Hkp 4A was phased out, having been replaced by the Eurocopter AS332 Super Puma; the later Kawasaki-built Sea Knights continued in operational service until 2011, when they were replaced by the UH-60 Black Hawk & NH90.