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A Company - "Pachyderm" 159th Assault Support Helicopter Battalion Phu Bai, Republic of Vietnam 1968 - 1970 |
| 67-18532 |
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A Company - "Pachyderm" 159th Assault Support Helicopter Battalion Phu Bai, Republic of Vietnam 1968 - 1970 |
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213th Assault Support Helicopter Company "Black Cats" Camp Humphreys, Korea 1985 |
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| CH-47C Chinook helicopter 67-18532 in a field site in the Republic of Korea (South Korea) after a wire strike incident that occured on 9 December 1985. Click-N-Go Here to view a larger version of this image. |
| 67-18532, Boeing build number B-502, was a CH-47C helicopter. The U.S. Army acceptance date was 18 June 1968. 67-18532 accumulated approximately 4,420.0 aircraft hours. At some point, as early as 1968, 67-18532 was assigned to A Company - "Pachyderm", 159th Assault Support Helicopter Battalion in the Republic of Vietnam, through at least 1970. On 8 September 1970, 67-18532 was involved in an accident. The accident occurred during the conduct of a combat support mission at approximately 1,616.0 aircraft hours. The aircraft took off from home station (Phu Bai ), climbed to 400 feet and proceeded to its first stop. After about 3 minutes flying time the bleed band on Number 2 Engine began popping severely. The aircraft commander elected to shut the engine down and make a landing at an airfield about 1 mile away. He directed the copilot to pull the Number 2 Engine Condition Lever (ECL) to ground then to stop. The copilot, for unknown reasons, pulled Number 1 to ground. The aircraft immediately began losing altitude and RPM. The copilot, realizing that he had made an error, put Number 1 back to flight. There was no response when Number 1 was put back to flight and the copilot again put Number 1 back to ground. In the meantime, the aircraft commander had entered autorotation and selected his touchdown point. At approximately 75 feet he began a deceleration to regain Rotor RPM, began increasing the thrust lever and settled from an altitude of approximately 25 feet. The aircraft sustained major damage. There was one injury, details unknown. Crew members assigned to the aircraft at the time of the accident were WO1 Farwell, C.J., AC; WO1 Kufner, N., P; SPC Brown, J.L., CE; PFC Mclain, T.A., DG. At some point, and as early as December 1973, 67-18532 was assigned to the 213th Assault Support Helicopter Company - "Black Cats", 19th Aviation Battalion, 17th Aviation Group, 8th Army, located at Camp Humphreys in the Republic of Korea (South Korea) through at least 1987. On 21 June 1974, 67-18532 was involved in a Class E incident. While performing a Turbine Engine Analysis Check (TEAC) on the Number One Engine at 2,000 feet and 120 knots, with the Engine Torque at 99.5 percent, the Engine Chip Caution Light illuminated. The Engine was placed to the ground position and the aircraft was landed. Inspection revealed the wire to the Engine Chip Detector was grounded to the engine. There was no metal contamination on the Chip Detector Plug. On 7 December 1975, 67-18532 was involved in a Class E incident. During Number 2 Engine Start, in normal start sequence, the copilot noticed that the Number One Generator and Rectifier had dropped off line. After motoring was stopped and the Number Two Engine was on line, the pilot attempted to reset the generators. Niether would come on line, although the Flight Engineer said they were turning. It was then noted that the Number Two Hydraulic System was still off line. Both Engines were immediately brought to stop before the Number One Hydraulic System Caution Light illuminated. The Auxiliary Power Unit (APU) was still on line. Cause was isolated to failure of the APU Motor Pump Shaft. On 24 January 1978, 67-18532 was involved in a Class E incident. While on final approach to a pinnacle with an 8,000 pound external load, the Number One Engine torque decreased to 25 percent and the Number Two Engine torque increased to 103 percent for 5 seconds. The Rotor RPM decreased to 220 RPM and the Number One Engine PTIT (Power Turbine Inlet Temperature) increased to 1100 degrees Celcius. The Pilot jettisoned the external load and secured the Number One Engine. An emergency was declared and a running landing performed. Suspected cause was failure of the Number Two Bearing in the engine. The engine was replaced and the aircraft returned to service. On 26 August 1980, 67-18532 was involved in a Class E incident. While landing from a hover, the crew chief noticed the number one section of the tunnel cover fly away from the aircraft at the 3 o'clock position. Crew Chief retrieved the tunnel cover and inspected all latching hardware. The forward Dzus fastener had failed. The middle and rear Dzus fasteners were intact. There was no other damage to the aircraft. On 23 April 1981, 67-18532 was involved in a Class E incident. The Number One Engine would not start. An N1 Actuator had failed. The aircraft was equipped with T55-L11ASA Engines. On 4 June 1981, 67-18532 was involved in a Class E incident. During engine start a hydraulic line going to the engine starter began leaking. Aircraft was shutdown without further incident. On 29 August 1981, 67-18532 was involved in a Class E incident. While performing the Health Indicator Check (HIT Check) the pilot moved the Number Two Engine Condition Lever (ECL) to the Ground position. The engine quit. The aircraft was shutdown without further incident. Cause was attributed to the failure of the N1 Acuator. On 22 March 1982, 67-18532 was involved in a Class E incident. During engine start the Number Two Engine Tachometer Generator (Tach Generator) failed. The mission was aborted and the Tach Generator replaced. On 19 November 1982, 67-18532 was involved in a Class E incident. The Copilot experienced violent lateral inputs in the cyclic control and an inability to turn right. Pilot took controls and made precautionary landing. At the same time a loud squeal was heard coming from the SAS (Stability Augmentation System) closet. Smaller inputs were felt during approach. Number Two SAS Amplifier failed internally. On 23 November 1982, 67-18532 was involved in a Class E incident. The Number 1 Flight Boost Indicator had erratic indications - from 0 to 4,000 PSI, then stabilized. Pressure on the Number 1 Flight Boost Accumulator was steady at 3,000 PSI and the Flight Boost Caution Light did not illuminate. Shortly thereafter, approximately two minutes, the needle on the Number 1 Flight Boost Gauge fell off and the glass began to fill with a liquid substance. The aircraft was landed and shut down. An electrical short in the system canon plug P701 had pin chaffing against another pin causing excessive voltage to hydaulic indicator. On 2 December 1982, 67-18532 was involved in a Class E incident. Crew Chief noted excessive leak in Utility Hydraulic Pump Area during landing. Aircraft was shut down with no further damage. The pump axial piston cracked on final approach causing a leak from the Utility System. On 24 March 1983, 67-18532 was involved in a Class E incident. The pilot was taxiing the aircraft when a loud bang was heard and the Number Two Engine began to disintegrate internally. As a result, engine debris was blown out of the aft section of the engine and the tail cone separated from the engine. The crew shut down both engines with no further difficulty and exited the aircraft. The engine N2 power shaft had shifted aft. The aircraft was equipped with T55-L11D engines. On 2 July 1984, 67-18532 was involved in a Class E incident. During Engine run up, the Number One Engine started spraying fuel from the top of the engine. The aircraft was immediately shut down. A maintenance crew performed a run up but could not duplicate the malfunction. On 21 November 1984, 67-18532 was involved in a Class E incident. During engine shut down, oil was seen leaking from the vicinity of the engine/engine transmission seal. Crew Chief investigated and noticed damage to the first and second stage compressor blades. Suspect Dzus fastener was ingested into engine. On 24 May 1985, 67-18532 was involved in a Class E incident. After completion of the HIT Check, the Number One Engine was advanced to the Flight position. The N1 dropped to 45 and would not beep up. Then the N1 suddenly went ot 91 before the Condition Lever was brought back to the Ground position. In another attempt to place the ECL to Flight, the N1 accelerated too fast and the ECL was moved back to Ground. The aircraft was shut down without further incident. Maintenance inspection revealed the N1 Actuator had failed. On 22 July 1985, 67-18532 was involved in a Class E incident. The Flight Engineer felt excessive vibrations coming from the vicinity of the Number 8 Drive Shaft. The aircraft was landed and shutdown. A maintenance inspection revealed the Hanger Bearing had failed due to insufficient lubrication. The bearing was replaced and the aircraft was released for flight. On 18 August 1985, 67-18532 was involved in a Class E incident. During Take Off, an engine torque split was experienced. The Number Two Engine experienced a Static Beep Trim failure. Emergency engine trim was used and the engine went High Side. Rotor RPM control was regained and the aircraft was landed without further incident. Maintenance inspection revealed the N2 Actuator had failed. The actuator was replaced and a maintenance operational check was preformed. The aircraft was released for flight. On 9 December 1985, 67-18532 was involved in a Class C accident. While performing night vision goggle flight and conducting a low level route reconnasance to update the unit hazard map, 67-18532 stuck a set of high tension electrical power lines. A forward rotor blade was damaged. The aircrew landed the aircraft. A UH-60 Blackhawk helicopter hearing the distress call from 67-18532 attempted to render assistance. While on approach into the vicinty of 67-18532, the UH-60 struck a set of power lines and crashed. A Korean Soldier (KATUSA - Korean Attached to United States Army) aboard the UH-60 was killed when he was ejected from the aircraft during the wire strike. After replacing the rotor blade on 67-18532, the aircraft was returned to home base. On 2 June 1986, 67-18532 was involved in a Class E incident. During landing, the Master Caution Light illuminated without a corresponding Master Caution Panel Segment Light illuminating. The aircraft was landed without further incident. The Master Caution Panel was replaced. On 3 June 1986, 67-18532 was involved in a Class E incident. After touch down, the Crew Chief noticed the Lord Mount between the Number 8 and 9 Drive Shaft had broken. On 4 June 1986, 67-18532 was involved in a Class E incident. After conducting cold refueling at Taegu, a fuel leak was discovered in the Left Aft Auxiliary Fuel Tank. The Aux Tank was defueled and the aircraft was returned to A-511 (Pyongtaek Airbase - Camp Humphreys) without further incident. The cause of the fuel leak is unknown. The fuel tank was changed and the aircraft released for flight. On 19 July 1986, 67-18532 was involved in a Class E incident. During engine start, when the Number Two Engine was motored, hydraulic fluid was leaking excessively from the engine area. The aircraft was shut down without further incident. On 27 July 1986, 67-18532 was involved in a Class E incident. During sling load operations, the aircraft hooked up 4 Blivets for external load training. As the load was lifted the Flight Engineer noticed one of the Blivets was leaking fuel. The load was set down and the aircraft was repositioned without incident. Blivet had excessive leak from end cap. On 8 August 1986, 67-18532 was involved in a Class E incident. During run up, the copilot's Number One and Two Normal Engine Beep Trim Switch would not increase RPM. The aircraft was shut down without further incident. On 19 March 1987, 67-18532 was involved in a Class E incident. During approach to land on Runway 09 at an unknown airfield and at 80 knots, the cylic motored fore and aft 1 and 1/2 inches. The cyclic stopped at 2 inches forward indicated on the Stick Positioner. The aircraft returned to home station under visual flight rules and landed without incident. On 30 June 1987, 67-18532 was involved in a Class E incident. While in flight, the Number 1 Rectifier Off Caution Light illuminated followed by the Number One Generator off Caution Light. A Bus Tie was completed and the Rectifier Off Caution Light extinguished, but the Generator would not come back on line. The Number 1 Generator Protection Panel failed. On 17 July 1989, 67-18532 was inducted into the MH-D model program and converted to 89-00161. The last known location of 67-18532 was at Boeing during the conversion. Aircraft status: Converted to MH-D model. |
| Wire Strike Photographs |
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| CH-47C Chinook helicopter 67-18532 in a field site in the Republic of Korea (South Korea) after a wire strike incident that occured on 9 December 1985. Note the damage to the right chin bubble. Click-N-Go Here to view a larger version of this image. |
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| CH-47C Chinook helicopter 67-18532 in a field site in the Republic of Korea (South Korea) after a wire strike incident that occured on 9 December 1985. Note the damage to the tip of one of the forward rotor blades. Click-N-Go Here to view a larger version of this image. |
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| The wires that were cut during the wire strike by CH-47C Chinook helicopter 67-18532 on 9 December 1985 in the Republic of Korea (South Korea). Click-N-Go Here to view a larger version of this image. |
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| A large section of a rotor blade from the UH-60 Blackhawk helicopter resting in a dry rice paddy after the wire strike incident. Click-N-Go Here to view a larger version of this image. |
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| A large section of a rotor blade from a UH-60 Blackhawk helicopter resting in a ditch after the wire strike. Click-N-Go Here to view a larger version of this image. |
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| CH-47C Chinook helicopter 67-18532 receiving a new forward rotor blade after a wire strike incident in a field site in the Republic of Korea (South Korea). Click-N-Go Here to view a larger version of this image. |
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| SGT Jim Stanco, a Flight Engineer assigned to CH-47C Chinook helicopter 67-18532 - "Skank Hunter", at the time of the wire strike incident. Click-N-Go Here to view a larger version of this image. |
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| SGT Mike Wood, a Flight Engineer assigned to CH-47C Chinook helicopter 67-18532 - "Skank Hunter", at the time of the wire strike incident. Click-N-Go Here to view a larger version of this image. |
| Goldbook History |
| Below is a partial assignment history extracted from the U.S. Army Goldbook. It may or may not be accurate. |
DATE FLT HRS UIC UNIT AREA POST COUNTRY |
| This aircraft was piloted by: |
| WO1 C.J. Farwell, AC, 1970. |
| WO1 N. Kufner, P, 1970. |
| CW4 Charley Pruce, PC, 1985. |
| CW4 Ralph Jones, PC, 1985. |
| Your Name Here. |
| This aircraft was crewed by: |
| SPC J.L. Brown, CE, 1970. |
| PFC T.A. Mclain, DG, 1970. |
| SGT Ramon Hidalgo-Acosta, CE, January 1979 - July 1979. |
| SGT Jim Stanco, FE, 1985. |
| SGT Mike Wood, FE, 1985. |
| Your Name Here. |
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