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President-Kaman Aerospace Corpora$oi - '"

'ffi;iCHARLES H .

President-Kaman

J A C X G . A N D E

WILL IAM R , MURRAY

V ic e Pre s ide nt - Test Ope rat ío n s / Cu stotrry'tr *eruice

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Director oí Customer Service . : l*r, :ROBERT J . MYER

Cuslomer Service Manager

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O N T H E C B V E RFlames Jro m f iercely-burníng avíat ion fuelcast an eeríe glów over t l te Vietnanteselandscape. USAI-- cameraman Sgt G. M.Bopríe capturecl tlte scene as an HH-43artcl Jirenten frorn Det 13, 3rd ARRGp,Pl'ttt Cat AB, practíced a sirrtulated niglttresclte. Story on page lB.

Vo lume VI Number 1

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FEATU R ES

Search And Rescue In The Aleutians 3Fifth International

Bye Bye Birdie

Helicopter Meet

LAMPS

Twirly Bird

Report From Det 8

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EVERETT F. HOFFMANEditor

J O H N P . S E R I G N E S E

Assistant Editor (Technical)

BARBARA R. THOMPSONEditorial Assistant

Rotor Tips is published by the Cus-tomer Service Department, Kaman Aero-space Corporation, Bloomfield, Conn.06002. The material presented is tolinformational purposes only and is notlo be consttued as authority íot mak-ing changes in aircralt or equipment.This publícation DOES NOT in any waysupersede operational or maintenancedirectives set bv the Armed Services.

Det 10 Medic, Capable, Eff icient.. .And hetty . . . . . . l . l

DEPARTM ENTS

SEASPRITE Activit ies

HUSKIE Happenings

Southeast Asia

Technical Section

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1 8

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31

XEËË*&ËEI E g E t r g Ë I

Kaman Service R epresentatives

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of the Adak DF site. An emergency medical evacuation byhelicopter or fixed-wing aircraft may save the life of a per-son on land or at sea. A sinking ship will need the assist-ance of the station tugs (YTM's), the fleet tug (ATF), andthe Coast Guard Cutter Balsam. These emergencies arecommon occurrences for Adak SAR Center personnelto handle.

Sportsmen, pilots, and ship's crews know the importanceof survival in the unforgiving weather of the Aleutians.Williwaws or gale wind storms and rain or snow every dayof the year catch even the most carefully prepared withoutadequate shelter, food, and dry clothing. The photographon page six shows what the Adak Sportsman's Club and theSAR pilots have done to protect hunters, fishermen, andhikers on Adak. These emergency shelters have provided adry, warm night's sleep in the severe weather for severalhunters. All sportsmen are required to check out with theOfficer of the Day when leaving the immediate vicinity ofthe Naval Station. When they fail to return at the desig-nated time prior to sunset, SAR must begin another case.Here, Lieutenant Williamson must decide whether to sendthe UH-2C helicopter or the Marine SAR teams, or both.

Hundreds of people owe their lives to the dedicated menof the SAR Unit. Recently a Russian fisherman had to be

ADAK SEASPRITE-UH-2A, since replaced by a twin-engine UH-2C, on the helo pad with 3,900-foot Mount Moffett inttrebackground. Despite the rugged terrain and usually poor f lying condit ions, the Adak SEASPRITES have a seven year acci-dent-Íree record. (USN photo)

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evacuated from his ship to Adak, where his leg was ampu_tated to save his life. A native child was also evacuatedfrom the island of Atka by the UH-2 after he suffered abroken arm in a fall. More recenily in April, 1gT1, a ser_iously ill woman was evacuated from the Communist Es_tonian fishing vessel Ikhtiolog. Navy doctors performedemergency surgery onboard the Ikhtiolog while enroute tothe Adak Naval Hospital. Because of bad weather, highseas, and the woman's serious condit ion, an air evacua_tion by helicopter was not possible. The doctors andwoman were transferred to the station yTM tug while theUH-2C hovered alongside if needed. The efforts of theNavy doctors, the tug crews, and the helo crews saved thiswoman's l i fe.

The success of these rescues doesn't just happen. Train-ing exercises are performed daily to ensure that every res-cue is safe and expedient. Time is of major importancesince exposure and frostbite can cause permanent damageand even death. In the sea a person's chance of survival isl imited to only 10 to 15 minutes because the water temper-ature the year-round stays at 38o F. All helicopter pilotsand rescue aircrewmen must periodically qualify in opensea rescue. This involves donning the regular diver's wetsuits that all pilots and crewmen wear for training flights

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(continued on poge 6)

KAMAN ROTOR TIPS

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(continued Jrom page 4)and then performing certain maneuvers in the frigid watersof the Bering Sea. The photographs show how the rescueaircrewmen use a medical "body bag" to help save a man'slife. Since exposure to the wind and water can drop a per-son's body temperature to a dangerously low level, an en-closed "body bag" will contain the survivor's own bodyheat. Periodic training exercises are also coordinated withthe USCG Cutter Confidence from Kodiak, Alaska. Ship-board operations as well as extended search patterns areflown from the ship while underway.

Besides actual search and rescue missions, the helicopterpilots perform a variety of missions with the KamanUH-2C. Utility would best describe these daily missions ofthe helo crews. Navigation buoys and obstruction lightsmust be periodically inspected. When the foul weatherprevents landing craft from reaching the lights by sea, themaintenance crews are flown in by helicopter. Survivalshelters are transported across the impassable tundra andmountains by the UH-2C. The approach lights for the run-ways of Adak extend out to sea. When high seas preventthe boats from reaching the pilings, the maintenance crewsare lowered by personnel hoist from the helicopter to ser-vice the lights. Fire fighting training exercises are conduct-ed with the dry powder airlift unit beneath the UH-2C.Santa Claus arrives each year by helicopter for the child-rens' Christmas party. A wide variety of objects-includingan injured caribou-has been carried in the helicopter cargo

6

SURVIVAL-Pilots and aircrewmen practice water survivalin the Bering Sea. Lt( jS) S. R. Arends, left , is wearing atwo-piece divers wet suit that is normally worn under aNavy Nomax f l ight suit . Crewman on r ight is wearing regu-lar Navy Mark V "Poopy Suit." Tests conducted at Adakproved the two-piece wet suit superior to the Poopy Suitboth in and out of the water. In top r ight photo, pi lots andaircrewmen are spending a "cool" hour training in Sweep-ers Cove, Adak. (USN photos by Photographer Dyson) Innext photo, Lt M. C. "Skip" Davis (MC), a f l ight surgeon,shows how a medical body bag can be used to keep a sur-vivor warm. Lt Michael A. Wil l iamson plays the part ofthe "survivor." (USN photo)

SHELTER-A UH-2C hoists one of the 12 survival sheltersthat have been placed throughout the island to protectsportsmen and others from the severe Adak weather. (USNphoto by Photographer Burgessl

net. And now, with the new twin-engine UH-2C, the pilotscan transport heavier cargo than was previously possiblewith the UH-2A/8.

The fact that the Adak UH-2's have had an accident-freerecord since 1964 is a credit to the Kaman helicopter, thepilots who fly them, and the maintenance crews who keepthe SEASPRITES flying. Severe turbulence, mountain fly-ing, and icing conditions the year round demand the mostfrom the aircraft and men.

KAMAN ROTOR TIPS

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FIFTH INTERNATIONAL HELrcOPTER RESCUE MEETING

ALPHA CREW-Hospitality in a form known to all coun-tries was extended by the English hosts on arrival day.Members of the Det 1, RAF Alconbury, England, creware,left to right, Major Henderson, Captain Stocklow and Ser-geants Duhe and Mitchell.

The Royal Navy came in first and the Royal Air Forcewas second in the Fifth International Helicopter Competi-tion held in June at Royal Air Force, West Raynam, UnitedKingdom. Tieing for third place were rescue teams fromthe U. S. Air Force and Royal Danish Navy.

Helicopters from seven nations participated in the annualevent which is aimed at encouraging friendly competition,and the communication of rescue techniques.

Representing the U. S. Air Force were two HH-43 crewsfrom the 40th ARRWg, Ramstein AB, Germany. "Alpha"crew, from Det 1, RAF Alconbury, England, consisted of

BRAVO CREW-Members of the other 40th ARRWg team,left to right, Captain Comrie, Sergeants Clubb and Withers,Major Robertson. Three of the Bravo crew are from TUS-LOG Det 84, Incirl ik AB, Turkey. Sergeant Clubb is fromDet 2, RAF Upper Heyford, England.

Maj Robert S. Henderson, Capt John E. Stocklow, TSgtPatrick W. Mitchell and Sgt Dantes J. Duhe.. Membersof the "Bravo" crew were Maj Gary E. Robertson, CaptAndrew B. Comrie and SSgt James A. Withers, from TUS-LOG Det 84, Incirlik AB, Turkey, and SSgt Frank I. Clubb,Det 2, RAF Upper Heyford, England.

LtCol Herbert A. Lee, Hq ARRWg, was team captain andMaj Joseph McMonigle represented Hq, USAF. Each par-ticipant was allowed to enter two helicopters and two$ews (Story continued on page 23)

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COMPETTNONPosition NationfService

lst Royal Navy2nd Royal Air Force3rd U. S. Aír Force3rd Royal Danish Navy5th Royal Netherland Air Force6th Royal Danísh Aír Force7th Royal Belgian Air Force8th Federal German Air Force9th Federal German Navy10th Royal Norwegian Air Force11th Royal Netherland Navy

RESULTS ScoreHelicopters (out of 6000)

'vlessex (H-34) 5168Ilhirwínd (H-19) 4998Kaman (HH-438) 4930Alouette III 4930Alouette III 4800Sikorsky (S'614) 4630Sikorsky (H'34) 4475Bett (UH-LD) 4329Sikorsky (H-34) 4325Bett (UH-18) 38s8Belt (UH-LD) 3227

RESCUERs-Participants l isten intently during init ial briefing at Fifth International Helicopter Rescue Meeting.

KAMAN BOTOB TIPS

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AHS AND THE PENTAGON-Display shownabove was the central attraction at the KamanAerospace exhibit during the American Heli-copter Society's annual meeting a few monthsago in Washington, D. C. The model, completewith an Stl-zD on the fantail, is of the USSCalifornia, DLGN-36. At left, an SH-2D isshown at the Pentagon Heliport,during a recentdisplay. John W. Warner, under secretary ofthe Navy, was among the many dignitarieswho examined the helicopter and discussedvarious aspects of the LAMPS (Light AirborneMulti-Purpose Systeml mission with KAC offi-cials, engineers and pilots.

ADMIRALS INSPECT-RAdm Thomas Davies, centeÍ, deputy CNM for development, l istens intently as Bruce Goodale,right, LAMPS program manager, discusses one of the SH-2D's many features. On left is Jack Anderson, president of KamanAerospace. ln backgro.und is Brooke Nihart, managing editor of the Armed Forces Journal. In right photo, RAdm VincentHealey, foreground, inspects the LAMPS helicopter. Admiral Healey is in charge of Undersea and Strategic Warfare for CNO.

10 KAMAN ROTOR TIPS

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Modification of 20 HH-2D SEASPRITES into SH-2DLAMPS helicopters is well underway at Kaman productionfacilities at Windsor Locks, Conn. Authorized under aNavy contract reported on in the March-April issue ofRotor Tips, the work on the first ten is being done whensingle-turbine UH-2A SEASPRITES are re-manufactured in_to the uprated HH-2D twin-turbine helicopters. TheSH-2D's will be flight tested and operationally evaluated bythe Navy prior to their delivery to the Fleet for shipboardoperations.

Under another progïam, further evaluation of the LAMpStheory of ASW (Anti-Submarine Warfare) and ASMD (Anti-Ship Missile Defense) is being conducted by the Naval AirDevelopment Center, Warminster, Pa. Two HH-2D,s con-figured for the ASW mission and assigned for trial to HC-4,

NAS Lakehurst, have been operating from the USS Belknap(DLG 26). Two other HH-2D's configured for ASMD andassigned to HC-5, NAS Imperial Beach, Calif., have beenoperating from the USS Fox (DLG g3) and USS Cleveland(LPD 7).

As with the East Coast squadron, many of HC_b's mostexperienced men have already been assigned to the LAMpSprogïam and others are being assigned on a daily basis.Day-and-night, at-sea flight tests from the Fox and theCleveland have been conducted for the last five months.Assisting in the tests are NADC personnel, a technical re,presentative from Kaman Aerospace Corporation and repre_sentatives from several electronic companies.

Shown in the photogïaphs are an ASMD_configuredHH-2D operating from the USS Fox, HC-b personnel whoare conducting the at-sea trials, and other men from thesquadron who are involved in the LAMpS program in asupport capacity (missing are personnel temporarily onduty aboard the Cleveland).

The experience gained in operating the four specially-equipped helicopters under actual at-sea conditions is al-ready proving to be extremely valuable to the LAMPSprogïam, and it is probable that follow-on quantities ofSH-2D's will incorporate some changes to equipment basedon the present testing.

(USN photos)

HC-s LAMPS TEAM-ln photo above, men directlyinvolved with the present developmental detachment.Front row, left to right, AMS2 Bruce W. McKinney,AMS3 George Lattuca, ATN3 Duncan R. Ross, andATR2 Lawrence A. Dick. Rear row, AVCM RamondM. Ernest, Lt Robert H. Clark, Lt(jS) Jim G. Marsh,LCdr LeRon L. StokeÍ, OIC oÍ Fox Det; Lt ScottC. Milner and ATC James R. Wilson.Bottom photo, squadron personnel presently attach-ed to the LAMPS program. Front row, Ross, AMH3Harry W. Unquanqst, AMHAN Stephen A. Fowler,AMH3 Douglas R. Colwell, Latucca, and AA OwenR. Lunn. Second row, McKinney, AA Andrew W.Bleick, AO3 Thomas B. White, AT2 James C. Den-ton, AMH3 Barry J. West, and YN3 Robert E. Coch-ran. Third row, AKC James N. Barnett, Ernest,ATN3 Ear l G. Hummel, PN1 lvan J. Fuqua, Dick,AEl David W. Reid, AE2 Monte O. Nichols, ADJ1James S. Moore, Wilson, ATCS Stanley C. Graham.

I

(Photo by Te ledyne Ryan Aeronaut ica l )

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12 KAMAN ROTOR TIPS

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SEASPRITEACTIVITIES

NAF HELPS NEIGHBoRS-Lef t photo , l ta l ian A i r Forceman 1s t Av . A l f redoDi santo carr ies t iny meningit is vict im from a uH-2c after a night f l ight to thelsland of lschia. (USN photo by Lt Fred L. Aei l ts) In second photograph,Kaman scrol ls of Honor are presented to another rescue crew from the NAFsAR unit. The SEASPRITE braved gusting winds and torrential rains to mede-vac a cri t ical ly- i l l , pregnant l tal ian woman from the lsland oÍ ponza. Left toright are Lieutenant cuddeback, Lt clarence L. cook and ADRl James Bailey.The presentation was made by capt R. E. Blalack, NAF commanding off icer.Others aboard the rescue hel icopter during the mission were HMC J. W.Maclntyre and 1st Av. Di Santo. (USN photo by pH1 J. N. Roberts)

I

NAF NAPLES, ITALY-Lt Brian A. Cuddeback and hisNAF helicopter crew joined forces with the Italian AirForce one night several weeks ago to aid a seriously-illItalian child on the Island of Ischia. Lieutenant Cudde-back launched in a UH-2C shortly after 11 p.m. Copiloton the fl ight was LCdr C. H. Tall, III, and aircrewmenwere CMC A. W. Peace, ADR3 L. A. Lee and 1st Av. Al-fredo Di Santo, A. S. The latter is a member of the Italian

Air Force.Six-year-old Marco Pantalano, suffering from acute men-

ingitis, was picked up at Porto d'Ischia shortly afterwardalong with his physician. The UH-2C landed back at thenaval air facility 45 minutes after the first takeoff and thechild and doctor were transferred to a waiting ambulance.

It was the 8th helicopter mercy mission completed so farthis year by American Navy pilots at NAF Naples.

VIP FLIGHTS-A SEASPRITE, com-plete with a four-star admiral's mark-ings. is shown near famous MountVesuvius. The 3,891-foot volcanoblew its top in A. D. 79 and destroyedPompeii. To save valuable time, mili-tary ofÍicials and other dignitaries of-ten uti l ize the UH-2C for f l ights overthe heavily-trafficked Naples aÍea, aswell as to moÍe distant places. (USNphoto by PH1 J. N. Robertsl

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14

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l \ r.wPROFESSIONALS-SMSgt Joe H. Smith, Jr.f left , kneeling, and Det 4 maintenance personnel. Left to r ight, Sgt Ervin L.Brogsdale, hel icopter mechanic; SSgt Marshall B. Whitaker, f l ight mechanic; MSgt Lowell C. Cobb, Jr., qual i ty control; TSgtJan Gale, instructor f l ight mechanic; SSgt Donald G. Garter, inventory management special ist;Sgt Robert D. pike, hel icoptermechanic. Standing, SSgt Al len Curt is, Jr., hel icopter mechanic; TSgt Larry E. Quick, f l ight mechanic; SSgt Matthew J.DeLuca,hel icopter mechanic; Sgt Terrance B. Schock, hel icopter mechanic; SSgt Alta J. Holcomb, jet engine mechanic; SSgtLeroy W. King, f l ight mechanic; and SSgt Wil l iam G. Wilson, phase dock chief. Not shown are two other members of themaintenance team: Sgt Bobert L. Ragin, f l ight mechanic, on duty at Zwiebrucken AB, Germany, and SSgt Combs, adminis-trat ive special ist, who was processing for ret irement. (USAF photo) *Now CMSgt Smith.

I

SMSgt Joe H. Srnith, Jr., maintenance superintendent ofDet 4, 40th ARRI|g, Ramstein, Germany, is proud of theaccomplishments of his men and the professional att i tud.ethey show toward theír work. As a tr ibute to the "profes-sional maintenance technicíans" of Det 4, Sergeant Smiíhfurnished Rotor Tips wíth the followíng desuiptíon of an"outstanding" task performed during a three-day period(May 10-12) by maintenance personnel.

HH-438 helicopter 62-4546 underwent a number (9)nine phase package with transmission assembly, LH & RHshaft assembly time changes. The maintenance with aquality control inspection was accomplished in the mini-mum amount of time with a highly satisfactory rating.r. Ground operational and leak checks were performed

without any maintenance discrepancies.*Hover check was performed for rudder displacement and

again no adjustment was required for neutral rudder pedaldisplacement.*The blades were tracked in by tracking actuator without

utilization of tracking flag.*'The helicopter was flown and functionally checked with-

out a maintenance discrepancy. It was released for furtherf l ights.

16

Det 14 Helps Save Snake-bite VictimAn emergency airlift of an anti-venom serum by Det 14,

44th ARRSq, MacDill AFB, Fla., recently saved the life ofa 12-year-old girl who had been bitten by a Coral snake.She had been taken to a hospital in Fort Myers, and Tam-pa's General Hospital was the nearest medical facility withthe necessary serum.

The Hillsboro County Sheriff's Office made the airlift re-quest of Det 14. An HH-43 helicopter crew was airbornewithin 20 minutes and flew to Tampa's Peter O'KnightAirport to pick up the serum. Maj John J. Geubtner, air-craft commander, said that they then flew to Fort Myers'Page Airport in an hour and 15 minutes. Immediately up-on landing, they were met by Florida State Highway Patrol-men, who rushed the serum to the Fort Myers Hospital.

Both the Fort Myers Hospital Administration and theFlorida State Highway Patrol reported that the patient'slife was definitely saved by the expeditious delivery of theanti-venom serum.

Other members of the helicopter crew credited with thesave are SSgt Phil l ip E. White, f l ight mechanic;and SSgt L.W. Forehand. firefighter.

KAMAN ROTOR TIPS

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Áq gV Srnqlrg 1e lelrdsoq SVSO aql ol pace^apatu aro.r'Srnoqtuexnl ul luaprace alrqo{uolnu ue ralJu uor?rpuoapcrlrrc ul raqlo aq? (parnfur Álsnorras euo 'queaEres orrt;

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'ralultr lJrlv\s aqtr ul paurnlra^o luoq aql lpaddgnba

lsroq lou sulr\ puu puBI ol alquun serrr raldocrlaq ÁturyoqJ 'ual'u papuerts oql ra^ocar ol (lsoq Áq pue ,33urg pogwo.r; reldoclleq e Áq opew arad\ qdruelly 'para.tocar uaoqpeq Ápoq s<uew prrql aql puu ra^rr aql u! req pues llews Buo orÀ? ar{l palecol peq qiraleg tuo.r; penbs ancsar lr^rc V

.ralern q8nor eq1 urpazrsdea aouec raql uaqrrr dr.r1 Furqsr; e uo aro,l\ ,ueu prrqle qlpr 3uo1e 'soancsa.r oqJ 'C 'N 'gJV uosuqol-.rnourÁag'bSUUV ÍtrWV'L laq tuorJ 1r{orr g}-I{H uu Áq pancsar arar*'ra,rgg rte11 Fufer aq1 u! reqpues u uo papuerls 'uatu ol*;,

ta^!H urorl o,l,u sa^us I lao'Á4sausrl uqop fg pue uo1s8ug,rr1

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aql oï raqleJ raq pue 1lf aq1 ïoo1 pue'q11q1oo; eq1 ur lodsIa^al B uo popuel raldocrleq aq;, 'wrlcr^ luaprrre oql ol^ro.ra aql palcor-rp ag 'dn pe>1c1d se/vr, essod s.JJlraqs aq? Joraqtuatu € araq.Àt' uorlcunf aqcedy Jo lsuor{Uou 1u1od u o1pepaaco.rd puu paqcunel serrr reldocrlarl gt-HH uV 'luatu-gedep s.JJlraqs aql uorJ dlaq ro; lsanbar u o1 asuodsar ur'1so4 pueunuoC g.{V a{n1 aql Áq par;g1ou s€1rt gI laq

'{JBqASrOq uo lnolqEnolq aq lou plnoa 1.rrí aq1 'Á.rnfur

4auq palcadsns oq?Jo asnscoq pue 'selcrqen punorË Áq paqcea.r aq lou plnocouacs luaplcce oqJ '{r€q uo{orq alquqord e se Á.rnlurraq pasou8elp Á1rud Supu aql qll^{ rolcop V

'suletunotr l

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puu uoru Jo raqllec aql qllrrl luaplJuoc w.I 'uorlrsod 1eq1daeq o1 rapftq uo^a {ro^r ol seq lJ 'do1 uo s! llun B acuo'rru oql .ur snarc lr{8lg aql o1 punor8 aql uo lauuosradlroddns aql tuorJ 'alqrssod prulr{B srql apetu a^Bq oq.& sauoaql ore noÀ 'lrrou 3u1op are pue lsed aql ur auop a,ruq noÁ{ror\{ ourJ aql roJ lauuos.red Fury1 1e {uuql ol ule8e acuoaïll plno/{ 1

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.('quea ar{l Joprrql-auo Á1e1eu1xo.rddu sassudruocua qrrqit\ ÁlryrqrsuodsarJo uare ue lnoqinorql paralunoaua urerrol pue ernleredural

wllus 'g pltrog figa Íg

Jo sauarlxa pue 'perrnbar stuelsÁs lorluoa pue puetutuoc'pair1o,ru1

lJercrru go sad,{1 ?uaraJJrp Jo raqunu ,uorssnu

eq1 Sulreplsuoc luauo^arqce leuorldacxa ue Á1n.r1 q slq;',

'pacuerradxe arerrlsluaprcce rounu ro rolutu og 'uorle.rado aar;-1uap1cce 1qF11gJo srnoq 000'66 pue reaÁ qlxrs palalluredun ue ol prorarÁ1a;es s1r 8u1pua1xa pue srnoq 8u$g aarg-1uep;ccu ggg.g1Jo ssarxa ur Eursseue Áq ;1as1r paqsln8urprp Ë6UUVql07 aq;,, :1red u1 spuar prulrre aql roJ uorleuluou ar{J

'prB1r\e

aql uor\ seq Fu111 aq1 reaÁ a^rlnaasuor puocas aql q slq;'0À6I roJ enbq4 Á1ageg 1q31g arrod nV solels palrun aqla^raJar ol palcolas uaaq seq 'adorng lnoq8no.rql sluaurqrel-ap pue suorpunbs ql!v' '(CVN/SUUV) Furlg Á.ra.rocag pueancsag acedsorall qlgy aq;-Áuetura9 'gV

NIgJStrryVU

anbeld Áleles rqfilll IVSÍ| saruacaH 0urn ancsau rll0t

RAGING INFERNO OF JP-4

PEDRO FIREMEN COOL IT !

PHU CAT AB, RVN (7AF)-Imagine a raging infernocaused by 500 gallons of burning aviation fuel. Then vis-ualize cutting a path through the flames, to rescue trappedaircrew members. Time is an important factorl

Rescuing crewmembers from burning aircraft is the jobof the men of Det 13, 38th ARRSq. It 's a big job for themen who man the HH-43 "Pedro" helicopters. Rescuecrews are on 24-hour alert. In addition to their crash res-cue mission they also perform local base rescues.

A gas turbine T-53 engine provides the "go power" forfast Pedro rescues. The majority of the missions involvestandby for inflight emergencies. "Three or four scramblesa day is average," according to Capt Joseph Coffman Jr.,an HH-43 pilot.

The rescue crews maintain "J,007o operational responsearound the clock and regularly practice their techniques.A fire pit on the south end of the runway is filled with500 gallons of aviation fuel and ignited. The chopper crewresponds to the simulated emergency as though it were anactual crash. When the horn sounds at the detachmentarea, five men race to a waiting chopper. Two are pilots,two are firemen and one is a medical technician.

The helicopter hovers over the pad while a fire suppres-sion kit is hooked to the underside of the aircraft. At the"crashsite," the helicopter crew sets the firemen and firesuppression kit on the ground and hovers nearby, directingrotor wash on the firemen. This blows the flames awav anddirects cool air on the crash scene.

The firemen spray the fire with nearly 700 gallons offlame smothering foam. "This is enough," said one of thefiremen, "to lay down a 10 by 3O-foot path to a downedaircrew."

The firemen rush into the base of the flames, safe insidetheir protective suits. The chopper continues to direct therotor wash on the savage flames, blowing the inferno awayfor the firefighters. Soon the foam has smothered the baseof the fire and the sky darkens as another practice exercisecomes to a smoking finish at this central highlands air base.

18

USA F Photos By Sgr C. M. Boprie

NIGHT FIRE PRACTICE- In top photo , f lames serve as abackdrop for "pit supervisor" as he uses gestures to indi-cate where he wants f iref ighters posit ioned. Night practicefires such as this are held periodical ly to keep HH-43 crewsfrom Det 13 at top proff iciency. ln second photograph, aPedro pi lot uses the rotor wash to blow f lames back Íromthe f iremen working below.

I

KAMAN ROTOR TIPS

6t

(a7od ixatr Lto panLtuuo) soloq4) 'ueo; 6u1;1nus-alt;aql u^ op Áe1 o] ar; aql lo aseq aql ol asolc ul a^otu sllnssolsaqse a^llcalold Iraql u! sralqbtlaltl aql-lSO-lC Nl

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tt-HH oql u.lol} Llse^ .lolor aql 'alll aql uo pasn ueola^llcalord aql sallddns 'Ual ra^ ol le alqlsr^ Álareq ';gg

paranr;ap-.raldocrlaq aql 'satuel+ aql q6nolql qld e asoq'peaqra^o buuenoq orpad aql Áq Peple'uolpenbg buttaau-r6u3 1tnt3 qlz! eql tuorl uailarll auroqrlv-)UOMl lV3I

'l!d alrl eclperd palrubr-1sn[ aq] reau sla^oq tt-HH aq] ']l)

uorssarddns arU aql dn 6ur>;c1d $+V-^UJAI-llO )SJ

[26 r'u1 g orc0-u]8W]Id]s-rsn I nv'ancsal srq og burtuoo ueua.rl

e lo /ner^ eÁe-s,ronlnrns V-IHglS ^ddvH

'.raddoqc Eutlrern oql ol uetctuqcal lmtpau e pue uatrrattl

orrrrl '1o;rdoc srq speal ''rf uPurlloc qdasol rde3 'ro1;d aql

'uale palelnuJgs o1 esuodsel ut but;que'tcs slaquoul Malc

eL lac }!e/ne slooq pue l!ns solsaqse s,uetuoll' qsers pue ro]-docrleq enoser orpad €t-HH uV-ONIIIVM ONV ^OVIU

Flying at dusk over hostile territory and with limitednavigational aids, an HH-43 crew from Det 14, 38thARRSq, Tan Son Nhut AB, successfully medevaced a ser-iously injured Vietnamese sailor from an isolated fire sup-port base.

The mission began for Capt Cole E. Walker and his crewafter a call for assistance was received by the detachment.The sailor was in need of immediate medevac. Surfacetransportation was impossible due to an absence of roadsin the area and evacuation by river gun boat could not beeffected until the following day due to approaching dark-ness.

After takeoff, Pedro headed for the fire base, located in ahostile area on the Plain of Reeds 32 miles from Saigonand five miles from the Cambodian border. The Plain. anarea of swamp lands expanding westward from Saigon intoCambodia, is noted for its lack of roads and hamlets. Theflight path crossed a major north-south infiltration routeinto the Saigon area.

Due to a lack of radar coverage and the fact the SaigonADF was off the air, navigation across this terrain was ac-complished by dead reckoning and "pilotage." Navigationwas further complicated by the absence of landmarks-thesetting sun reflecting off a low haze layer made visibilityin the direction of flight extremely limited-and by theknowledge that a slight degree of error would put the air-craft into Cambodian airspace. The border shape varied to

20

lT'S ALL OVEB-Practice exercise com-pleted, f i remen gather up hose as theHH-43 hovers overhead preparing to pickup the FSK. Photos below typify a mis-sion's end. Sgt Michael W. Back signalsto the pi lot that the droop stops on therotor blades are in preparitory to shut-down. The sergeant, a crew chief withDet 13, is another member of the rescueteam. In right photo, a Pedro crew afterdisembarkation. Left to r ight are, SgtStephen K. Kane, SSgt Robert E. Morris,Sergeant Back, Captain CoÍfman andCapt Edward W. Gmyrek.

within 25 miles of Saigon at one point just north of theflight path. In spite of all these factors, the crew navigatedthe aircraft to the Tuyen Nhon village without incident.

When Pedro arrived at the fire base, an attempt was madeto make radio contact with the ground via a Navy FM freq.No radio contact was established, but on the second orbitof the camp visual contact was established with Americanpersonnel inside the wire. By visual signs, the Pedro was di-rected to land on a rutted abandoned dirt strip outside theperimeter and near the only path through a mine field. Alow recon was initiated into the last known wind to checka suitable final approach route. Due to the location of thebase mine field and the high gusty winds, an over-water ap-proach was made from across the river to the strip.

The landing was made with a minimum of hovering dueto the high winds, and the amount of sand and dirt kickedup from the rotors. Efforts were made to keep the groundtime at the forward base to a minimum, so the medic andthe flight mechanic were dispatched into the camp to lo-cate and litter-load the injured Vietnamese. On the returnflight, the Saigon radio beacon was back on the air and thecrew utilized it for navigation. The Vietnamese was turnedover to an ambulance crew at the 3rd Field Hospital heli-pad, Saigon. He was listed in fair condition.

\{ith Captain Walker on the flight were Maj Louis C.Lewis, copilot; Sgt Albert P. Hoffend, medical technician;and Sgt Charles D. Smith, helicopter mechanic.

Medevac Made By Det 14 Despite 0bstacles

KAMAN HOTOR TIPS

(^aslaxÁpueg $gg Áq oroqd JVSn) ,,'anrl Áe;11srotllo leql,, 'ouor.u sl! ol dn a^tl um llleql os snlels l.rale uo Álluelsuoc sl 'bSUUV

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lsorule Jrns a?erapou ur Álaletpaturut lsorule palqFls ara^.rslarutull!\s aqJ, 'pa^Iacal se.ryr IIec aql uaq'^^ auaJs oqJ uoIJalru-s-Jleq Áleleturxordde se.{r orpad 'Fu1ur*orp

;o ra8uepu! ara^{ ,{1rurcr,r aq1 ur sratutull!\s o1r\? 1eql roÀ.\o1 lorluocurelunol l alqrulN ruorJ [eJ otpBr e Eutntacer ra?Je eare ssarl-slp aql roJ papeaq Álaletpaururr satulqcew '1 urlly 1de3

'esore Ácua8rarua lear e uaqlrr pepuodsar Á11crnb lq8rgEururerl e uo ^{orc gÍ-HH ue (uorssnu

I laq raqloue uI

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'1e1rdsoq Áuly ue o1 Ármuadsrp dVSn euolJ palJrlJrp se,4\ ueurtre 11r-Álsnorras E qJlr.l^{ Ëurrnp tune-paur 1qËru u ralJe a^es lsqruoc-uou e qlr^\ pa?rporc se,rr 'gy

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lqfirll ]q6rN Í ]40 ^B pa^es a]!l

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lsal uorlJnpord ;arqc ueruey'llassng 'f ralad 'aturl qcrqa 1e 'tunro;

SHV aql SurrnpFurlaeur lenuue rraql plaq sprrg Áprrn; aq; 'o8e sqluorulrral e ('C 'O 'uolËurqsel\ ur unrod leuorleN Álarcog ra1-docrlag uecrraruv aql 1u q?ooq llqlqxa acedsoray uetue>Iaq1 ur paÁuldsrp uFrs prrg Á1rrm; oql st ,{.\olaq parnlrrd

'alep Jerrrotrslq leql o1 .rorrd peolos drqs.req

-tuatu lelol 08I aql ;o luecrad g1 Áleleturxo.rddy '(SlOf'lsnFny

?T) Áup f-A oroJaq raldocrlaq e paolos oq.u s1o1rdol paltturl Álrauro; sB^\ sprrg Ágr,,rl,tr aq1 ur drqsraquary

'uo os pue'Á1dde Áetu 'aturl

leql o1 snor,ra.rd ro'196I ur paolos or{^4.s1o1rd 'reaÁ

lxay 'drqsraquau rog Áyddu o1 elqr8rle nouare 'au1g leql 01 snor,rard ro '096I ul paolos oq.n slolrd:aldruexa rog 'serldde aq .reaÁ aq1 o1 .rorrd sreeÁ 96 ueqlarou raldocrlaq B paolos a^Bq lsnw 1o1rd u 'plg Á1rr,n;e se Á;r1enb o; '1qËrg Suurr Áre1or paraauord oq.n s1o1-rd ;o uorlezrue8ro a^rsnlrxa uB sr qnlC prlg Álrrrnr; aq;

,,0ut8 ^1ut,t l,, v l8 NV3 lN0^U3Al l0N

,SMOOTH AS SILK' MEDEVAC DUE TO PLANNING

Advance planning involving numerous phone cal ls, a

West German helicopter and a USAF pilot forestalled

possible language and other dif f icult ies which might

have hampered a recent medevac made by a 40th

ARRWg detachment.

An HH-43 crew from Det 5, stat ioned at Hahn AB,

was designated to airlift a seriously-injured sergeant

from a German hospital at Mayen to the USAF hospital

at Weisbaden more than 50 miles away. The evacuee

was suffering intracranial bleeding after an auto acci-

dent.

Using an interpreter, the detachment made severalphone cal ls and establ ished a landing zone in a soccerf ield. More phone cal ls provided Íor a rendezvous with

a West German helicopter which would guide the Amer-

ican crew into the landing area. Capt Ronald J. Bryant,

the fighter pilot, ioined the HH-43 cÍew as an interpreteÍ

since al l information indicated no English would be

spoken at the landing zone-there was a high potentialfor confusion.

Anticipation of the probable difficulties paved theway for a speedy and efficient medevac....the rendez-vous was effected enroute....the soccer field was immed-iately found....the pickup was made without incident.

DEPARTED Hahn 1010L

ARRIVED Mayen 1035L

DEPARTED Mayen 1040L

ARRIVED l|íesbaden I l20L

DISTANCE FLOWN 106 NM

Capt John W. Christianson was pilot on the mission.Other members of the cÍew were SSgt Robert T. Ander-son, helicopter mechanic; Sgt Kenneth F. Chin, medicaltechnician; and Capt Eugene E. Kercher (MC), f l ightsurgeon.

40th ARRWg Awards-continued from page 17Since the beginning of the year, in addition to the USAF

Flight Safety Plaque, the 40th ARRWg:*Was awarded the Air Force Outstanding Unit Award for

the third time in the past eight years. Gen Joseph R. Hol-zapple, eommander-in-chief, United States Air Force inEurope, made the presentation.x Flew more than 100,000 accident-free hours since Feb-

uary of 1965-the first unit in ARRS to do so. At thesame time, units of the Wing logged six straight years ofaccident-free flying.

*Was awarded the MAC Flight Safety Achievement Awardfor flying more than 15,000 accident-free hours during1970 in support of world-wide DOD and NASA aerospaceoperations.

r.Received the ARRS PRIDE Unit of the Year Award for"demonstrating outstanding progress" in implementing andsustaining the 40th's PRIDE (Zero Defects) program.*Was presented the Unit PRIDE Award for Detachment 7

having achieved the highest MSET score (95.5 percent)among ARRS units during the Period July through Decem-ber, 1970.

The last three awards were presented by BrigGen Frank

K. Everest, Jr., ARRS commander, during a commanders'conference.

HUSKIE HAPPENINGS-continued from page 17A third mission flown by a Det 8 crew illustrates the frus-

trating problems sometimes encountered by a helicoptercrew intent on reaching a survivor as quickly as possible.Manning the HH-43 were Captain Kiefl, the pilot; MajorDalrymple, copilot; Sergeant Seaman, helicopter mechanic;Sergeant Ashby, medical technician; and Maj MichaelAdams (MC), a doctor.

The HH-43 scrambled after word was received that anRF-4 crew had ejected approximately 45 miles from the

22

base. The helicopter, Pedro 06, was unable to maintainterrain and cloud clearance, so climbed through the over-cast about 10 NM out of Bitburg. Two F-4's flying overthe scene escorted the helicopter to the crash area. Therewas a hole in the overcast about 10 NM from the crash siteand the HH-43 was led to that.

After penetration, Pedro 06 homed in on an RF-4 whichwas using terrain-following radar to fly over the crash site.Four West German rescue helicopters which had launchedfrom about 10 NM away were just arriving on the scenewhen Pedro 06 landed. The crash was alongside a hill andthe HH-43 landed in an open field on top of the hill anddispatched the crew to the wreckage. Neither pilot was inthe area and different reports received indicated theywere at various police stations in the local area.

Pedro 06 took off and landed near several towns to tryand locate the survivors. but was unsuccessful. Neitherdowned pilot ever attempted radio contact on guard chan-nel, but called the Command Post via phone instead. Therescue helicopter was unable to contact any controllingagency, because it was forced to remain beneath the over-cast, so as not to lose the location of the site, and the sur-rounding hills made line-of-sight communications impossi-ble. After a fruitless search, Pedro 06 decided to refuelprior to renewed search. All airfields in the area were be-low minimums so the helicopter returned to Bitburg.

It was learned at that time that a German Army helicop-ter had picked up the pilots after the German rescue centerwas given their exact location via telephone call from Ger-man authorities. The major problem, in addition to nothaving a TACAN on board the HH-43, was the inability tocommunicate with controlling agencies without a cover air-craft overhead that could relay. Both F-4's had to departthe area due to lack of fuel.

KAMAN BOTOR TIPS

EC

'weol

Ilera^o do1 aq1 pue s/r\arr aceld-prrq1 pue -puoaes .-1srrg

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8 110 Woul luodlu

First In ARRS History

D E T 1 O M E D I C C A P A B L E , E F F I C I E N T . . . A N D P R E T T Y

A LADY JOINS THE TEAM-AI left , A1c Mari lyn L. Pierce, f i rst woman f l ightcrew member in the history of the Aerospace Rescue and Recovery Service, islowered on a Kamandesigned forest penetrator rescue seat during a practice mis-sion. In photo above, Maj lsamu S. Momii goes over the detai ls oÍ the next prac-

t ice mission with the other members of his HH-43F crew: Capt TheodoreMcKnight, SSgt Lesl ie C. Terbeest, Airman Pierce and Sgt Joe L. Jackson. Onnext page, responding to a scramble signal, the team races Íor the HUSKIE. Afew minutes later, the accident "vict im" f inds himself in good hands as AirmanPierce administers f irst aid after loading him into a Stokes l i t ter. In a Íew min-utes he wil l be in the "hospital." {USAF photos}

LORING AFB, Maine-When you really need one, thereis probably no prettier sight on earth than a medic beinglowered to you on the hoist cable of a rescue helicopter.That goes double if you happen to be near Loring AFB, be-cause that medic could well be A1c Marilyn L. Pierce, thefirst woman flight crew member of an air rescue team inthe history of the Air Force.

Just 19 years old, the petite, auburn-haired West Covina,Calif., native wanted to be an administrative specialistwhen she enlisted in the Air Force so she could get experience as a secretary. Instead, she was assigned to SheppardAFB, Texas, for training as an aerospace medical specialistafter she completed basic training at Lackland AFB, Texas.From Sheppard she went on for further instruction atBrooks AFB, Texas. Following that she was assigned toduty in the Flight Surgeon's Office here.

When Det 10, 44th ARRSq, was being formed on baseearlier this year, a call went out to the Flight Surgeon'sOffice for personnel to volunteer as medics for the rescueservice team. Marilyn volunteered along with three menfrom the office.

"I thought it would be exciting and challenging work,"she said, explaining her reason for volunteering. "I guess Iwas looking for a little adventure too."

There is nothing in the regulations which says a womancannot be a member of an Air Rescue flight crew, but ithad never been done before, so officers of Det 10 soughtapproval from their headguarters at Eglin AFB, Fla. Thereply was that she be given a chance to prove herself. Fol-lowing the approval, Marilyn and the other volunteers en-tered a period of exhausting and exacting training andinstruction. They had to become familiar with the rescueaircraft assigned to the unit-the HH-43F HUSKIE helicop-

24

ter-learn radio procedures, operation of the hoist andother rescue and emergency equipment and various survival techniques.

"Marilyn is a quick learner," said Capt Robert J. Hawley,aircraft commander. "She did very well in the trainingcourse, and gave the men some real competition."

All of the inspectors who visited the team during thetraining period were impressed with Marilyn's skill and de-termination, and at the close of the course she was selectedas a regular member of the flight crew. Now she dividesher time between her duties in the Flight Surgeon's Officeand missions with the team.

On routine flights she sometimes sits in the left-handcockpit seat. Her job is to watch for other aircraft in thearea and warn the pilot of their approach. During practiceemergency flights she goes into action in the rear of thechopper. When there is a fire connected with the crash oremergency the firefighters who form part of the crew go infirst to bring out the survivors. In that case she operatesthe hoist if necessary, assists the firemen in deplaning, andtakes over the care of any wounded or injured personnel assoon as they have been brought out.

When a crash or emergency does not involve fire, and ifthe 'copter is unable to land because of rough terrain ordense ground cover, Marilyn is the first one out of the air-craft, riding down to the scene on the hoist cable.

She determines the steps to be taken for the care of anywounded or injured personnel, administers on-the-spot firstaid, and directs the crew in the hovering aircraft to lowerone of the several rescue lifting devices to retrieve the in-jured party. If he is badly injured, she might load him intoa Stokes litter, a kind of airborne stretcher, or into a rescuebasket. For less severly injured people the familiar "horse

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(ADAK-continued Jrom Page 7 )

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!

ALL lS NOT SAR-H-2 crews perÍorm

many tasks. One oÍ the most enjoY-

able is del ivering a bewhiskered gent

named Santa Claus to the chi ldren'sChristmas party.(USN photo by Dyson)

SAR CENTER-Where i t al l begins. QuartermastersO'Brien,left , and Cradit are shown handling one of the many re-quests Íor assistance which the center receives. In re-

sponse, a UH-2C f rom the Adak Un i t beg ins tu rn ing up in

one of the Írequent snow showers. Seconds later, the

crew may be conducting a search over the vast tundra. Of-

ten the sudden appearance of the hel icopter sends herds of

caribou in a terrified dash Íor safety. Shown after return-

ing from a SAR mission are Lieutenants Arends and

Wil l iamson...On the opposite page are some of the other

units which share in the Adak SAR efÍort. (USN photo-

graphs by Dyson, Burgess and Arends)

26 KAMAN ROTOR TIPS

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TECI|IfTCAT SECTr0il

STID ING DOOR TRACK IDENTIF ICATIONH-2

Each upper and lower track assembly for the pilot/rescue,copilot, and cargo doors consists of two separate tracks de-fined as the forward (upper) track and aft (lower) track.The tracks are local manufactured items and are made fromaluminum extrusions i l lustrated in NAVAIR 01-260HCA-3,dated 1 Oct 70, Figure 10-3, Sheets 5 and 7. The followingpart number summary will assist in identifying the respec-tive tracks in the event replacement is required. This infor-mation will be incorporated into applicable manuals byfuture Changes.

1. Copilot DoorUpper Ttack Assy. (W. L. 110.0) - Fig. 3, Index 45 & 46

FWD (uPPer) K631o/ '7-17q \AFr 00wer) K63i;1;-18i ) tutlr KSD 3544-1

Lower Track Assy. (W. L. 60.0) Fig. 3, Index 53 & 54FWD (upper) K631060-31, M/F KSD 3543-1AFD (lower) K631060-29. M/F KSD 3543-3

Photo A shows the Upper Track Assembly (Cargo door).Item 1 is the Forward (upper) track, P/N K631047-253.Item 2 is the Aft (lower) track, P/N K631047-95.

28

Table of Contents

Sliding Doors .Timely TipsAux Tank Valves .Kaman Service Reps . .

Q's & A'sCorrosionDARFO

By H. Zubkoff, Servíce Engineer

2. Pilot/Rescue DoorUpper Track Assy. (W. L. 110.0) Fig. 3, Index 46

FWD (uppe r ) K6c1n / " cR t \

AFr (lower) K63'i04?:;ïï ) tutlp KSD 3544-1

Lower Track Assy. (W. L. 60.0) Fig. 60 Index 8 (-141)FWD (upper) K637027-747, M/F KSD 3543-1AFT (lower) K631027-79, M/F KSD 3543-3

(Note: -79 not called out)

3. Cargo DoorUpperTrack Assy. (W. L. 110.0) Fig. 3,Index 43 & 44

FWD (upper) K631n.4J-253 ] r ' l lr KSD Bb44_1

AFT ( lower) K631047-95 J - - ' - - - - -

Lower Track Assy. (W. L. 60.0) Fig. 60, Index 3 & 4FWD (upper) K631027-73, M/F KSD 3543-1AFT (lower) K631O27-77, M/F KSD 3543-3

Photo B

Photo B shows the Lower Track Assembly (Cargo Door).Item 3 is the Forward (upper) track, P/N K631027-73.Item 4 is the Aft (lower) track, P/N K637027-77.

2829303132q Á

Photo A

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AUXILIARY FUEL TANK, FUEt AND AIH DROP VALVES

Two drop valves, one for air, P/N 6DC100-1, and one forfuel, P/N 10DC100-1, are used on each aux tank installa-tion as shown in Illustration 1. Because the valves arespring-loaded to the closed (extended) position, they auto-matically close when an aux tank is jettisoned or removedfrom the aircraft. Photo A shows a valve with t'he piston(item 1) fully extended to the closed position. Notice theamount of piston showing above and below the gïoove(item 2).

The valves function alike in that the ball-end (item 3, PhotoA) must seat against a receptacle located in the top of theaux tank as the tank is raised into position.

H. Zubkoff, Servíce EngineerApplying pressure against the ball-end will force the pistonup into the valve body. When the Eoove is even with theend of the valve body, the valve is fully open. Therefore,with the aux tank installed and the ball-end seated prop-erly, the gïoove should just be visible or out of sight, other-wise the system will not function properly.

Illustration 2 shows a cutaway view of the valves installedon the aux tank support. Locknuts 4 and 5 are used tolower or raise a valve to achieve correct positioning of theball-end in the receptacle and the groove in the valve body.

ACCESS PANEL

1 L^.-

,xKZ

1. Fuel Drop Valve2. Air Drop Valve

l l lustration 1

SJPPORT

\

4t ,.

FUEL/TANK

4> ../")" \ -,.-'/ 1. Fuel Drop Valve

2. Air Drop Valve3. Electrical Coupling4. Locknut (lower)5. Locknut (upper)

KAMAN BOTOR TIPS30

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0uEsTI0llsg AI|SWERS

If you haae a question regarding Kaman Air-cralt mainten&nce, send it along to Rotor Tips.The Seruice Department's cnolysÍs wil l be gladto answer i t .

Q. (Applies H-2) THE POSITIVE (DC OUTPUT) TER-MINAL ON THE H-2's CONVERTER IS LARGER THANTHE NEGATIVE TERMINAL. WHY?

A. The difference in size is a precautionary measure to"Murphy-proof" installation of the aircraft leads to theconverter. The negative and positive leads must be con-nected to their respective terminals in order for the systemto function properly. The terminals of the basic converter,P/N W1352-1, are the same size, but the addition of aKaman bushing, P/N K683139-11, makes the positiveterminal larger (5/16-inch).

Photo A shows the bushing and the two solderless wireterminals. Notice one terminal, index 1, has an oversizehole; this terminal identifies the positive aircraft lead.Photo B allows comparision of the two terminals with thebushing installed. Illustrations 1 and 2 detail bushing in-stallation onto the terminal. A new converter manufactur-ed to the MS17976-1 Specification wil l, on an attrit ionbasis, replace the converter now in use. The new converterdoes not have the oversize terminal, therefore, when in-stalling a new converter, the bushing must be removedfrom the old converter and re-used.

1. Terminal, P/N MS25036-27 (5/16-inch ID)2. Bushing, P/N K683139-113. Terminal. P/N MS25036-26

THREAD K683 I39 - I I BUSHINGONÏO I TERMINAL OF CONVERTERAND STAKE 4 PIACES

BUSHI NG

+ TERMINALDO NOT DEFORM EXTERNALTHREADS OF BUSHING

lllustration 1

AN96 I . 616 FLAT WASHERAN3 I6 -C .6R NUT

TERMINAL BLOCK LUGWITH BUSHING(szre oD)

AN935B616 LOCKWASHER

MS25036-27 TERMINAL

TERMINAL BLOCK

ll lustration 2

To remove the bushing, it is necessary to break the stakesas follows: run-on two 5/16X24 nuts; use one (outer) as alock nut while sharply turning the other (inner) nut tobreak the stake. Remove the nuts before removing thebushing from the terminal. At no time should the terminalend be cut off to facilitate bushine removal.

l'1. Perry, Aviortics Specialist

KAMAN ROTOR TIPS

2

Photo B

32

Photo A

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Photo B

c0RRos l0NA. The Photo on page 33 shows a portion of theK652172-3 collective counterbalance crank assembly withan unbelievable degree of corrosion. The crank, shown inPhoto A, was removed from an aircraft which was returnedto Kaman for induction into the PAR/MOD program.

The crank and weights, item 1 in the accompanying Illu+tration, are attached to the copilot's side of the collectivestick system to provide a counterbalancing force. PhotoB shows another example of corrosion found on the samebird. The item, Index 2, is the colleetive torque tube crankassembly, P/N K652006-101.

W. Wagernaker, Servíce EngineerPhoto A

34 KAMAN ROTOR TIPS

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