HH-43B AIRCRAFT ACCIDENT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP71B00590R000200110001-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 72
• Document Creation Date: December 12, 2016
• Document Release Date: January 27, 2001
• Sequence Number: 1
• Publication Date: June 10, 1966
• Content Type: REPORT

H11-43.13
AIRCRAFT ACCIDENT
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MSN SYM TOTAL LIGHT LOGS
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AKEOFF
FROM
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FLIGHT
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TOTAL
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MAINTENANCE ACTIVITY: TOTAL FLI C D AND
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Approved For Release 2001/08/29 : CIA-RDP71600590R000200110001-2
TAB
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25X1A
25X1A
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PILOT INDIVIDUAL FLIGHT RECORD
LI
_
IL,J,
ILL
SA
I. AF OR COMMAND
Hq Cord
2. WING, GROUP. AND SQUADRON OR UNIT
3PERTODCOVERI,.0 ------4.?SHEEr
Apr-Nay-June 66
WO.
31
? cat- 7-5-t'- ..'r6
25X1A
SERVICE NUMBER -
25 ,
ASEANDOCATION
8. BIRTH (Day, month, year)
9. DUTY AFSC
13. INSTRUMENT CERTIFICATE
14. GRADE AND COMPPNENT
27 Aug 35
1025C
I WHITE GREEN I I NONE
I
Captain
10. ORIGINAL RATING AND DATE
Pit 30 Apr 59
II. PRESENT RATING AND DATE
3R/Pilot 30 April 1966
12. DATE PHYSIOLOGICAL TRAINING CERTIF-
ICATE EXP IRES
18 Feb 69 _.
DATE OF EXPIRATION
AF ;'/2 27 Aug 66
( RegAF )
SECTION 1 i -
CLASSIFICATION OF INSTRUCTOR AND FIRST PILOT
CLASSIFICATION OF COMMAND AND/OR C04PILOT
TYPE
MISSION
LAND-
INSTRUCTOR
FIRST
DAY
NIGHT
COMMAND PILOT
CO-PILOT
DAY
NIGHT r
. 1
DATE
A
MODEL
SERIES
B
SYMBOL
C
INGS
D
PILOT TIME
E
PILOT TIME
F
VFR
G
WEATHER
H
VFR
I
WEATHER
J
HOOD
K
TIME
L
TIME
M
VFR
N _
WEATHER
0
VFR
P
WEATHER
Q -"'
APR
,
_--
....
S-3
2
1:40
1:40
r- - --,
1.
1.
14
_11-3B
n
2
t20
120
HH43B
T-11-1/4.3B
0
1-10
1 ; 10
_
t
Q-7
4
!45
!30
,15
1
5
U-313
P
S-8
1
?25
1,25
5
-3B
1443B
0
12
1-20
1:20
7
11
I R--').-.8
1
2:00
1:00
1:00
12
-3
'zi-I/4.3B
0
8
10
1:15
:55
l'
12
P-319
3-8
1
........2,-
1:50
1:20
:30
13
U-311
S_T!..2
1:40
1:40
1:40
1:40
33HH43B
0
1:05
1:05
1.Z?
14
1-1
L433
0
20
3:25
3:25
15
FTH.L3B
0
6
-
110
:55
? 15
LLI
18
1-7-1/33
0
6
L30
-50
:L.0
V)
79
TTP43F3
0
5
105
:40
:25
2
-THOR
S-5
1
:10
:70
28
1-IHOR
S-5
7
2-10
2 : 10
NAY
2
-.4ii43B
0
6
1:10
1.10
2
I-TH43 B
S-5
1
:35
:35
3
1414311
0
8
1:00
1:00
4
---TR43B
0
4
:30
:30
'4443T3
s-5
1
:20
:2)
4
U-3_13
S-8
1:30
:45
:45
:05
:05
5
6
P-3 B
3-8
1:40
:25
1:15
10
1I
3-8
5
2:05
1100
1:05
11
-3B
147-4311
0
4
11i5
1:Q5
:4.0
:
-
1; 20
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25X1A
NUJ' INUIVIIJUAL 1-1.11.7111 KtWKIJ
I. AF OR COMMAND
2. WING, GROUP. AND SQUADRON OR UNIT
Approved For Release 2001/08/291).160PrE00590Rdli020011
3. 'PERIOD COVERED
4. SHEET NO.
5. NAME (Last - first - middlr)
6. SERVICE NUMBER
7. BASE AND LOCATION
8. BIRTH ay, mosti , year
9. DUTY AFSC
13. INSTRUMENT CERTIFICATE
14. GRADE AND COMPONENT
Captain 25X1A
(iiegAF )
I WHITE 1 1 GREEN 1 I NONE
10. ORIGINAL RATING AND DATE
II. PRESENT RATING AND DATE
IS. DATE PHYSIOLOGICAL TRAINING CERTIF.
ICATE EXPIRES
DATE OF EXPIRATION
_
SECTION 1 (
DATE
A
TYPE
MODEL
SERIES
B
MISSION
SYMBOL
C
LAND. INSTRUCTOR
INGS PILOT TIME
D E
CLASSIFICATION OF INSTRUCTOR AND FIRST PILOT
COMMAND
PILOT
TIME
L
CO-PILOT
TIME
M
CLASSIFICATION OF COMMAND AND/OR CO-PILOT
FIRST DAY
NIGHT
DAY
l
NIGHT
(
PILOT TIME
VFR
F G
WEATHER
H
VFR
I
WEATHER
.3
HOOD
K
VFR
N
WEATHER
0
VFR
P
)
wEKTHEiv,
4i---J
13
B1-141B
S...
32
3-145 3:25
:20
"FT . ?
141443B q....3
?-
21_25 1:45
1:45
a
1:45
:45
1:45

I
1:45
.1()
17
19
11-35 '.=3-2
?
v_
1:30 30
1:00
. . .,
r.
20
TgulaB 0
1:f0 1100
24
RH43B S-5
1-00 :35
-25
, .
155 1_25
:30
:_10
:10
2
;.3B S-5 6
t1.4.0 t40
?
26
U?aB S-7 3
1:45 1-45
2:00
?
.
:50
1._?1111;1E11
?
2
2?
31
F11439 0 5
1:30 :15
1-1
, LU
UI : -
. . ?
111111MI
JUNE
3
mi.C.)
1:15
111110111111111111111
E-TH43B S-5
17141B 0
:_15
1:20
--1----
tin
':35 :35
1:20 1120
.
7
HH43B 8-5 1
11_45 1:45
10 :10
1:15 It15
-10 21_10
:15
:15
8
9
B1143B 0
71443 T3 0
12
10
C,T.C.SE OUT
?
15. TOTALS THIS SHEET
275
70:35
47:25
6:00
17:10
-.
6:40
3:15
3:25
TOTALS BROUGHT
16. FORWARD FROM
SHEET NO. 30
4990
465:50
912:25
1078:15
34:30 -.
131:00
12:45 141:45
330:25
279:25 12:15
30:45
8:00
17. TOTALS TO DATE
5265
465:50
983:00
1125:40
14:30
137:00
12:45 158:55
337:05
282:40 12:15
IV
34:10
8:00
18. PED NAME AND GRADE OF OPERATIONS OFFICER OR AUTHORIZED DEPUTY 19.
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11-11.1..0 I IIMIJI V 111JUML riawri 1 ICCLUKU
31
25X1A
SECTION
II - MISCELLANEOL.
TYPE
AUTH.
RADIO
CONTROL
AIRCRAFT
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B00590R000AprIANN1-2
INSTRU-
FLIGHT
25X1A
DATE
A
MODEL
SERIES
B
MISSION
SYMBOL
C
PILOT
TIME
D
COMMANDER
TIME
E
DAY VFR
F
DAY WEATHER
G
NIGHT %/FR
H
NIGHT WEATHER
I
DATE
J
TYPE
K
RADAR
L
NON-RADAR
M
MENT
TRAINERS
N
SIMU-
LATOR
0
1111111111
FEB 1
H
1
1
SECRET
22
H
2
1
MAR 15
H
2
24
H
2
25
H
2
_
APR 15
H
1
18
H
1
1
E
,IAY 5
H
2
1..._ ..)
10
H
2
,
11
H
1
,
1
11
0110
1:10
12
H
1
16
H
1
L
19
H
2
2
24
H
1
4 i
25
4
I
1
..._
20. TOTALS THIS SHEET
26
MN 6
H
Cl IC
1
2
1
2
1 ! 00
TOTALS BROUGHT FORWARD
21.
FROM SHEET NO. 29...30
18
94
15
135
2:10
26:00
1....
1.11.J
22. TOTALS TO DATE
112
150
28:10
tfteo)
SECTION III - SUMMARY OF PILOT EXPERIENCE
Lii..1
TURBO-PROP
i?,01V-LRY
DUTY
A
SINGLE
ENGINE
B
TWO
ENGINES
C
MORE THAN
TWO ENGINES
D
SINGLE JET
PROPULSION
E
MULTI-JET
PROPULSION
F
JET
ROCKET
G
ROCKET
H
ROTARY
WING TYPE
I
GLIDER
J
TWO
ENGINES
K
MORE THAN
TWO ENGINES
L
TUW30
TOTA LLG
N
23. INSTRUCTOR PILOT
465=50
465:50
24. FIRST PILOT
119.15
120:50
74- :55
983:00
25. COMMAND PILOT
26. CO-PILOT
6:35
102735
1:45
28.15
19755
337:05
27. AIRCRAFT COMMANDER
28. RADIO CONTROL PILOT
29. TOTAL USAF RATED TIME
6:35
221 -_50
1:L5
49!05
1406!40
1785755
PILOT COMBAT TIME
35. INSTRUCTOR
36. FIRST
37. COMMAND
38. CO-PILOT
39. RADIO CONTROL
40. A/C COMDR
41. TOTAL COMBAT TIME
30. AF STUDENT PILOT TIME
21 5.30
REMARKS (Use reverse if more space needed)
FSC IA, 22 AUG-63 AFM 60-1 COMP/W FOR FY 1966. 25X1A
31. CIVILIAN - OVER 450 HP.
15 FEB 66 COITLETED PROFICIENCY EVALUATION Fa CHECK IN HH-43B ACFT AS
32. FOREIGN MILITARY
FLT EXL.1.
33. OTHER U. S. MILITARY
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34. TOTAL FLYING TIME
2031:25
AF . PART II
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STATEMENT
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I was pilot on }I-43B, 58-1847 on the flight which took off
at 1010 PST, 10 Jun 66. The purpose of the flight was to posi-
tion 10 old tire casings as distance/heading reference markers
to be used in recovery of test items dropped by parachute.
25X1A Weather at takeoff was VER, wind calm. Other crew members
25X1A
25X1A I would be working north of with (on channel
6) and would monitor VUF primary and UHF guard frequencies.
After being cleared for frequency change, I switched to channel
6 and contacted was busy at the time and I held
about 5 miles north for approximately 10 minutes until
informed me that he was ready to start vectoring to the first
drop point. He requested that I climb to 5,500 feet to get
clear of ground clutter. I complied, and he told me he had
contact and proceeded to vector me to the first location (360?
Mag. and 6 miles). I checked that was secured in the
"gunners belt" and ready for drop. From ground speed and drift
I estimated the wind to be from the north and less than 10 knots.
In order to maintain contact I stayed 5,000 feet until vectored
to the area and then made a steep approach for delivery. I
descended at 5001/minute until approximately 200 feet above the
ground when I slowed the rate of descent to 2-300'/minute. I
brought the Helicopter to a low hover into the estimated wind
-
Approved For Release St/tkr,r -RDP71-1300590R000200110901-2
were:
After a normal takeoff, I flew north and advised APEX that
25X1A
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A dO
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25X1A and directed to drop the first marker, which he did.
Hover power was approximately 25-26 PSI with a good 10 PSI
reserve. A second tire was then dropped at 310? Mag and 6
miles. The same procedure was used except that the steep
approach was initiated at 5,000 ft MSL and no problems encount-
ered. While being vectored to the third drop (320? 6 miles) I
called APEX on VHF and advised them I would be operating about
4-5 miles off the approach end of runway 14. During all
approaches the airspeed indicator was reading 20 knots, however,
it is unreliable below 30 knots. Prior to and during the first
part of the third approach dtift still indicated wind from the
north. This approach was normal until approximately 150-200
feet above the ground. As I increased collective pitch to slow
down the rate of descent, the descent started to increase al-
though the rotor RPM remained constant (250 RPM) and torque was
increasing, I started to lower the nose to fly out of the down
draft when it felt like we suddenly lost all lift and started
dropping, I increased the "Beep Switch" (RPM Control) full up,
continued increasing collective to full, and held the nose
slightly low to pickup airspeed. Almost full cyclic was re-
quired for this pitch change. I estimate rate of descent was
1000 to 2000 feet/minute with full power, RPM did not drag below
245 RPM. When I realized the descent couldn't be stopped (al-
though it decreased slightly near the ground) I raised the nose,
to attempt to get our ground speed to zero, and attitude level.
I also pumped the collective at this time to try to increase
RPM. Impact was hard but somewhat cushioned by the gear failure.
After hitting the ground, the aircraft bounced a foot or two
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and tilted sharply nose down and to the right. As soon as the
tilt started I applied full aft and left cyclic and full rudder.
I thought at the time that the blades contacted the ground but
they didn't. As soon as the aircraft responded to the control
inputs, was definitely airborne and under control, I decreased
the beep switch and collective to avoid over speeding or over
torquing the rotors and engine. I then checked the crew for
25X1A
injuries, there were none, and requested that and
25X1A visually inspect the extent of damage. They reported
that the right nose gear wheel and bear paw were missing, the
right main gear was damaged, the left gear appeared to be un-
damaged and there was no evidence of fuel leakage. I remember
seeing (in the mirror) the right nose gear laying on the ground.
also stated that there appeared to be a dust devil
behind and slightly to the left of the impact point, no one had
seen it previously. I then contacted and informed him
that I was terminating the mission and returning home. Next I
contacted APEX on UHF primary, notified them of the situation,
and requested that maintenance bring sandbags and/or large tires
to delta taxiway for me to land on. Enroute home I briefed the
crew on how we would evacuate the aircraft. I wanted to have a
minimum of people exposed in case the helicopter should roll
over on shut down, and also wanted to reduce gross weight as
much as possible to conserve fuel. I elected to ?drop the remain-
ing tire casings on the edge of the south ramp and lower the
crew members in the back on the hoist. I directed
25X1A
25X1A
25X1A
3
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7CRET
take the long intercom cord down with him and report on the
damage especially any evidence of fuel leakage. I checked the
wind indicator at the corner of the ramp, it showed a southerly
wind. I made an approach into the wind, came to a low hover
and had drop the remaining 7 tire casings. I then
hovered clear of the tires and lowered and
on the hoist. told me the left gear was also damaged
but there was no sign of fuel leakage. I told to
hand the end of the intercom cable to so we could
control and recover it, and lowered on the hoist. At
about this time I got in contact with in
two, discussed the situation and told him I was goind to orbit
rather than hover, in order to conserve fuel, while a landing
surface was being prepared. I also requested that the landing
area be prepared on delta taxiway well clear of 411 parked air-
craft to preclude damage to them if the helicopter should roll
over on shut down. A landing area was prepared using tire
casings, wooden pallets, and mattresses, requested
my fuel status during this period, I told him we had no immediate
problem in this area and would prefer to take our time and get a
good stable landing surface. I was informed when the landing
area was prepared, an approach was made and low hover establish-
ed over the landing area while the padding was readjusted to fit
the fuselage. I lowered the helicopter slowly, found it tended
to tilt right and to the rear I then picked it back up to a
hover while the ground personnel rearranged the landing surface
r$ rIt
?21
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arid iemoved the speaker on the fuselage. After a
couple more attempts, and modifications of the landing area I
found that it was stable enough to fully lower the collective.
I then requested that ground personnel be cleared from the area
for safety during shut down. I slowly decreased the throttle
to ground idle and applied the rotor brake. Watching for
excessive resonant vibration or slippage of the landing surface,
I kept the engine running during rotor stoppage so that there
would be a chance, although slim, of recovering if anything
slipped. When the rotor stopped, I shut down the engine and
we evacuated the aircraft. The support I received from all
ground personnel and my crew during this recovery was truly
outstanding. After shut down we had about 25 minutes of fuel
remaining. The flight was terminated at 1120 PST.
25X1A
5
- - Fr.
r
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s ,Fc:FET N T
At approximately 1016 hours the HH-43B, Serial No. 581847,
was launched with the following crew configuration:
The right cabin seat had been removed and this area load-
ed with eight (8) paint coded auto tires.
We proceeded down delta T/W until clear and took an approx-i
imate heading of 300? - contacted on chann4
6 and proceeded with mission, working with at altitudes!
of 4500 to 5500 until in position. When in position
would let down to an altitude of approximately 5 to 10
feet where would drop the marker.
We had placed markers at 300? and 6 miles, 310? and 6 miles1
and was letting down at 320? and 6 miles to pLI;?u the third
marker. The let down seemed normal, slow and smooth until we
were 200 to 300 feet above ground level. At this time the
rate of descent seemed to increase rapidly, as though we were
being pushed down. The Helicopter made contact with the ground
and became immediately airborne, made an immediate
crew condition check and had check the right side of j 25X1A
the Helicopter for damage, reported tlat the right ,25X1A
front gear and bear paw were missing and the right gear assembly
was hanging loose. I checked the left side of the Helicopter
at this time and could observe no damage. As I was checking
25X1A
25X1A
25X1A
25X1A
25X1A
25X1A
25X1A
25X1A
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the left gear I saw a small dust devil approximately 100 to
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CRET
200 yards to the rear and e t of the dust made by our
ground contact. After the damage report,
no
that the mission was cancelled. Changed to
channel 2 and told APEX of our condition. He/then gave the
crew instructions and outlined his intention/s. On arrival at
the ramp the remaining tires were dropped by
then
were lowered to the ramp
in that order. then made a report to
via intercom extension as to all visable damage.
then elected to fly to conserve fuel. He then proceeded to an
area south of the Base and orbited until ground crews had
readied a landing cradle of pallets, mattresses, and tires.
We then returned to the Base and hovered in posi-
tion until pads and tires were placed and replaced for balance.'
assisted from the ground via intercom. After balance!
was attained and the Helicopter was resting its full weight
on the pads shut down by stopping the rotor
blades first - then shutting down the engine. We then left
the aircraft.
2
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25X1A
25X1A
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25X1A
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25X1A.
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Approved F elease 200"
P71B00594400200110001-2
3TATF. L.ENT
was a. crew moZe.er aboard MH-4:3B, Oeriel leo.
581847, on the 10th of June 1966 at apprimately 1040 hours IJien the coil
in incident occurred:
lane on a flig7)t involving the off loading of special painted tires to
be used as targets ray duties were to be positioned at the cabin door. While
positioned at the doer I was equipped w-IAL a safety harness in order to have
free movement while off loadin6 the tires.
We had made two target drops and were descending for the third
At this tiue everything seemed to be noneal and. I looked into. the cockpit as
to our direction from the T3ase. The pilot advised me to -;,e.t ready for the
drop and I set yseif in a position at the door to observe the ground. directl!'
- below for P clear spot in which to plE.ce the tire. nen we were approximate3
200 to 300 feet from the ground it appeared as though we suddenly were beirt,
driven to the. ground at a very rapid rate as though we were being forced. I
quickly lamoved nyself from the door and at this point the aircraft 'made con-
tact with the around and irluediately was airborne again. At this tine the
pilot made a check of all personnel for injuries, none were reported.
.then asked for a deme. e report and asked me to check the gears and body on
the rieht aide. While still in the safety harness I leaned out the cabin
door and observed the right front wheel and beer paw- missing, also the right
rear gear was torn loose. I reported said damae to the pilot, and advised
I could not see any other daage at this time.
The pilot reported to the Tower that we were returning )..ind r emergency H
conditions. The pilot then advised the crew that on our return we would off
load the remaining tires and the personnel in the rear would be lowered by th
hoist and that the first. man down would go down with the ea._tended intercom
25X1A
cable to uake a visual check of the. AA from the round for an,)
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SE RE,
and dama8e to the under carrioEe. was '16 first crew member on the ground
and advised the pilot as to the cia0e on both right side ears a:y5 the left
rear ,ear appeared to be d-ma8ed but there were no fuel leaks or tears to th
underside of the A/C. At this time the remaining two personnel were lowered'
. by the hoist from the cabin. I again talked to the pilot on the intercom to
advise stops were being taken to secure euipment for a safe landin8.
Miscellaneous equipnent .consisting of tires, mattresses, and pallets
.were obtained and placed at the charlie delta taxiway crossing. During the
time the above equipment was being gathered the pilot stated to me that he
?.
would fly in the immediate area in order to save fuel, rather than hover at
the landing point.
when all equipuent had been made ready I took up a position 8 signal
man and had the pilot hover just north of the landin zone and once again
verbal contact with the pilot by means of the extended intercom cable and
_advised him I would talk him to a position over the landing zone and advise
him when to lower onto the riandin8 pad which had to be built directly under
the A/C.
? After approximately 20 minutes of rigid control by the pilot a safe
landing was macle possible.
25X1A
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SECRE1
Approved Release 2001/08/29 : CIA-RDP71130054111/800200110001-2
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ZZAT E MENT
On 10 June 1966 I was a crew member on a H-4.3B Helicopter, Lerial
No. 581847. The pilot was Three ( ) other crew meld., rs were
on board.
Takeoff time was at 1010 hours. I was in the center left cabin seat.
The mission was to mark an area for EG & G with old tires to ,id in future
recovery of parachutes dropped from a 0447.
The flight was routine up to the
time we was about to drop off the thir
tire. The Helicopter was hovering at aiproximately 15C0 feet and started
to descend to a few feet above the ground to drop off the tire. As the
H-43 got closer to the ground it UPS not slowing down like a noraal approach
I couldn't see out very good from where I was setting to tell what was going
on. The H-43 made a very hard landing and bounced back
side was low. At this time the pilot gained control of the Helicopter and
made an excellent recovery.
After visually checking the Helicoptcx over it as found the landing
gear was badly damaged.
The pilot flew the Helicopter back tc the Da-,e. I was lowered to the
ground with the hoist and sling as WPi the othcr crew memb,rs in the cabin.
The Helicopter was later landed on mattresses and other ground support
without further damage.
in the air, the right!
%
VFW 110
d '41r1
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I
On 10 June 1966, I,
was as a crew member On
the H-43B Helicopter, Send o.5,-81847 w17.en the below described accident
happened. he started the flight at 1C10 nouns. Our mission was to place o
tires at various pints for EG c G to aid thea in recovering their parachut
and instruments dropped, for test, he 1,as making our third descent for our
third marker drop when I noticed sumething didn't seem richt. I would esti
mate that we were 50 to 75 feet high at this time. It felt to me like we
in a down draft being forced into the ground, and the pilot;
was having same difficulty in controlling the descent of the aircraft. I
was sitting in the left rear seat in th cahin locking out at the ground
through the clem shell doors. I could see the ground coming up pretty fast
anci could see that we was going to hit pretty hard. When we struck the grol
I saw the right rear corner of the cabin strike the ground. It forced some
loose dirt up through the crack between the right clam shell door and the
cabin. I was fairly sure the right iain gear had been collapsed.t tHis,
.joint the helicezter se-e., to bortncs or raise a fc.y icot t,ck into the air
25X1A
and to start to roll a. the r!L2;ht i0r.
rechecked sefety belt to insu
it was tight and also ask who was -etting newt to me if His was
? tight. is we tilted to the right it seemed like
regained contr
of the aircraft and righted it on a straight and level course of flight.
Then I remember asking over the intercom if everyone was alright
He then made a left turn and headed back to on our way in
instructed us on now we was to evacuate the aircrc,ft,usein),;-the
hoist and sling. then we got over the ramp, first lowered
to the ramp, then me.
had the long walk around intercom
0 I;FPI
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ECREICIA-RDEP716605 00
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id
0
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cal: le so he n s e ote(1 t.1f-r: 6 af...aLe ant:" I believe
E.n out, t-ie aircraft an6. 1;oesible
injury to the
"This is a certified true copy"
25X1A
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25X1A
Approved For Release 5EeREI-RDP71600590R000200110001-2
Approved Folhiblease 2001/08/29 : CIA-RDP7160059 0200110001-2
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STATEN.E1AT
while on dut in the Control Tg:Jer at approxi?
mately 1740Z on 10 June 1966, received a tran6.,lission from that he
had cear trouble ond would be returning to the Ease. he re uested sand has
end tires be placed at the south raoip for him to land on because part of his
gear was r2issin. The crash phone was activated and the proper authorities
notified. came u2 on channel two and directed the landii
IN1F101.111 I:
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INL I
STATT-',14E1
The 0955 PDT record obselwation, 10 June 1966,
Sky - Clear
Visibility - 15 miles
Temperature/Der Point - 71/40
Wind - Calm
Alt:Laeter - .03 Inches
was
AS follows:
The 1050 PDT local observation, 10 June 1966, was the saueexcept
aF follows:
Teu;;erature Derees
Altieter 7 30.0U Inches
? 25X1A
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TAB
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Approved For %Rase 20titt2RET2DP71600590R041fit00110001-2
DEPA RTiE NT OF THE AIR FORCE
1.1.29T H USAF SPECIAL ACTIVITIES SQUADRON ( HQ CCM USF)
POST OFF ICE BOX 88
BOLLING AIR FORCE BASE, DC 20332
SPEC IAL ORDER
B-69
29 June 1966
CAPTAIN CHARLES E. TRAP? 412, FR57249, this organization, with pena duty with
is appointed Investigation Officer for H-43
accident under the o APR 127-4.
25X1A
FOR THE COMMANPER
HAROLD L. ARCHER, MAJOR, USAF DISTRIBUTION
Asst Administrative Officer
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TAB
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EfAIR51 B00590R640200110001-2
OCCUPANTS (State whothor mow or oaaaonfion Liat addItinnnl
Illt111,11.21"
DUTY
SYMBOL NAME AND INITIALS
GRADE
SERVICE NO.
HOME STATION
,
i
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,
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. .
,
,
I
ETD i
0 ....7
ii /-) 6 "---
ETE (Home btle0)
/ 4- o
HOURS OF FUEL
AUXILIARY BASE OF Sr1 INTENDED LANDING
FORM "F" FILED
, 25X1A
DATE FILED (Day, month, year)
/Z, 1--r)--, -/ 4, 4
,
-
WEATHER IS IS FORECAST TO REMAIN AMMAR WIT H-ALL CURRENT REGU-
LATIONS AFFECTING THIS FLIGHT DANCE WITH SUCH REGULATIONS. i
CLEARANCE AUTHORITY
25X1A
ACTUAL DEPARTURE
,
.._ ..
/0/d
REMARKs
li 0 AO oe?
TEMP.
1/O ROLL
Lit= (W/CHLITE\
? (W/O CXU75)
PIF Nbr--,..
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4
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......?._ ._ , _ ..,.. ..... ,.
_ _ ............ ,. ?
?
1 JAN 58
1 Glia 043 16 TIM - 1
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TAB
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.,
. AppkinigifF3014NONNUIRM R : ,r* *1:'? fri3(10590R00 mciimeo
- TRANSPORT RCAF Form F. 115 C
(USE REVERSE FOR TACTICAL MISSIONS) 50M 5-51 (5707)
FOR USE IN
T. 0. .14B-40 f:-. I
AN 01-1B-40
AIRCRAFT TYPE
/..4 - 4- 3 rTh-
FROM
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'7) ; lA
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MISSION/TRIP/FLIGHT/NO.
SERIAL NO.
C
: 1 P 4 7
TO
PILOT
LIMITATIONS
E
F
ITEM
WEIGHT
11 X
MOM/ i 0 C
CONDITION
TAKEOFF
LANDING
WLIMITINGING FUEL
1
BASIC AIRCRAFT (From Chart 6-.)
.
-,-/
,5"C
1-
2 ALLOWABLE
GROSS WEIGHT
8 2_ 3 V
E,,:, 2, TO
2
OIL( -.3 . 5- Gal.)
NU
2
6
.
...
TOTAL AIRCRAFT
. .-? /-
MIIIIIP"--
--.11111111111111?"-
CREW (No.) "1
0
0
'
3?
.
CREW'S BAGGAGE
OPERATING WEIGHT
PLUS ESTIMATED LANDING
FUE WEIGHT
5
STEWARD'S EQUIPMENT
OPERATING WEIGHT
6
EMERGENCY EQUIPMENT
7
EXTRA EQUIPMENT
ALLOWABLE LOAD (Ref. 12)
(use SMALLEST -figure)
?
.,
8
OPERATING WEIGHT
51
i
6
_(..."
i
z
,5_
i
A
71
V.
_cj
3 PERMISSIBLE
C. G. TAKEOFF
FROM 1 .;,, , i ? i
-
/ 3 ,
9
TAKEOFF FUEL ( / i? 7. Gal.)
/
2
f.-;
10
WATER INJ. FLUID ( Gal.)
4 PERMISSIBLE
C. G. LANDING
FRO,
0,
1 1ThL
AWCRAFTWEIGEIT

3 LANDING
FUEL WEIGHT
...aDISTRIBUTION
/1 6 '''''
12
OF ALLOWABLE LOAD (PAYLOAD)
.7
7
77
UPPER COMPARTMENTS
LOWER COIIPARTMtI'Ts,
tEII&l
PASSENGERS
COMPT
PASSENGERS
CARGO
REMARKS
...
NO.
WEIGHT
CARGO
NO
WEIGHT
.
- Pla1/41
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.
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,
0
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