|Christmas Eve on Chinaman’s Hat|
Christmas Eve 1975. We’re in a ten foot hover. The check-out of the tandem rotor CH-46A over the Search and Rescue (SAR) pad is about done. After checking through the systems we can shut down and set up the bird for an emergency response.
The normal start sequence is a ten-minute
challenge and respond checklist.
After a short dash to the helo, the first pilot in the cockpit reaches up and hits the APU START and jumps in his seat and straps in.
The second pilot, crouching in the cockpit door, moves #1 ECL (engine condition lever) to START and monitors the start sequence. When the first pilot is strapped in, he protects the ECLs with his hand and completes the start on #1 as the other pilot climbs in and straps in. And so on.
With the Takeoff checklist quickly done, we’re off like a prom dress. The turn up and launch can be safely accomplished in just over a minute.
Our base, MCAS Iwakuni, Japan is seventeen miles from Hiroshima. Operations in 1975 include squadrons of F-4 Phantoms, A-6 Intruders, AV-8 Harriers, assorted station aircraft, numerous transient aircraft, and our three SAR birds. In my tenure here thus far I have rescued (hoisted) one motorcycle that was sailed over the seawall to the rocks down below. The driver that landed next to it had a re-arranged smile.
The Baby Chinook, or Frog, was not my first choice. The Cobra was much more sexy. I did get some time in them. But I quickly came to appreciate the H-46 and its mission. It was designed for aggressive troop insert so it was highly maneuverable and surprisingly responsive, and the peacetime mission was great.
Back in Hawaii we wore jams (flowery longish swimsuits) under our flight suits in case we decided to stop and have lunch on a beach. After five years I had completed all of the available ratings and the cockpit was a good, welcome, comfortable fit.
But today during the hover check
the copilot is in a snit, acting like a spoiled seventh grade girl.
During the hover check today he again
acted in an unsafe manner, purposefully moving his hand too far away from
the cyclic stick during a critical check. I have cautioned him on this
It’s a welcome relief from the copilot’s melodrama. I hope the flight will force him out of his funk. Walking out to the aircraft he makes his usual demand to sit in the aircraft commander’s seat. I relent.
Ten minutes later we are feet wet at a thousand feet and approaching Chinaman’s Hat. The island is five miles from the base. Halfway up the slope, there is a fairly level spot that we periodically use to practice precision pinnacle landings. Except that it’s not a pinnacle, but rather a little flat spot halfway up the slope.
With ocean on one side of the base and mountains on the other, it’s our only outlying practice site. When hovering over the clearing after a careful approach, the (tethered) crew chief leans out the door as far as he can and cautiously talks us down the last few feet. At touchdown he sometimes directs a slight reposition of a few inches.
In the hover, the pilot can’t see the slope below and his only reference is the ocean horizon out front. The copilot watches the gauges. Another crewmember watches the rotor tip clearance from the slope off to the side. After touchdown there is about a foot of level ground outside of the tires, and the rotor blade tips are pretty close to the uphill slope to the side.
I have only made two approaches there and think that this afternoon might be a good time to get another.
Passing the little island I call “Pedro 26, five miles, clear”, and ask the copilot to switch to Hiroshima, seventeen miles away. He refuses to play. He folds his arms and flips his nose and looks out his window, pouting. He is still in a snit, now because he didn’t get to make the takeoff and departure.
Suddenly there is a loud bang and a hard jolt. I think that the aft pylon clamshell doors have burst open- not a good thing (but it is actually a failed aft transmission gear that came apart and exploded out the case next to it).
The caution panel is lit up big time. I bank hard around back toward Iwakuni and declare an emergency. I don’t know how long we will be able to make turns safely, only seconds for sure.
Looking back in the cabin there are four big wide eyeballs peering out of a cloud of vaporized transmission fluid. The crewchief and swimmer are slipping and sliding on the wet floor…
I holler “Complete the Transmission
No time. I complete the checklist while slowing to eighty knots and selecting HOVER AFT. This tilts both rotors aft so they are clear of each other on almost parallel planes, at different heights. In the event of a de-synchronization, the helo can only be flown straight ahead. Initiating a turn would tilt the rotors in opposite directions and they would hit.
In a turn now we have obviously not experienced a de-sync yet. But I am very aware that there is no fluid in that howling transmission back there…
Chinaman’s Hat! Right there!
The copilot jerks on his leg pocket
again. I complete most of the landing check…
Got that spot nailed! Glide slope
good. Hold eighty knots all the way down, there goes the slope under the
chin bubbles, back on the stick, gentle on the power, gentle, Feels good…maybe
I can keep just a little peripheral reference out the right…power...
“Shut ‘er down!”
I thrash the engine levers aft and hit the overhead rotor brake switch. It’s smoking! It’s normally only applied in a lower, mid RPM range. It’s cooked. Easy to change. The rotor blades grind to a halt and rock the helo back and forth.
Sure is quiet.
The copilot has wet himself.
“Everyone OK back there?”
I realize that the landing was made without the engines ever coming up to full power. With the collective full down, after adding power it takes them eight seconds to spool up. The landing was over before that, using the inertia of the blades.
We stand unsteadily on the slippery cabin floor looking at the hole in the transmission case and the chunks of metal on the deck. I say that we might should say a word of thanks. The crew chief shouts out AMEN and beats us all to our knees.
Outside, the crew chief is again on his knees, grinning at me past the nose gear tire, with exactly a foot of level ground outside of it. Same for the main gear. No damage to the aircraft.
We try to tie the blades down. The swimmer climbs on top and slips a boot over one blade tip. The crew chief on the ground pulls on the rope to swing another blade over to the swimmer. The blades won’t move. The transmission is locked up.
Several months later, my CO came in and tossed two accident reports on my desk. One accident was six months before mine. The blades intermeshed and the aircraft came apart in the air. The other was four months after mine. Just as they set down it de-synced and the blades went through the cabin.
It was about this time that I saw the Air Progress Magazine laying on the table in the BOQ. The one with the 390 lb. N7EZ on the cover….