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skyfire85 · 4 years ago

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-Presentation of the "Black Hawk" helicopter from Sikorsky at the Holtenau airfield during a demonstration tour of Europe in 1972. | Photo: Friedrich Magnussen

FLIGHTLINE: 81 - Sikorsky S-67 Blackhawk

In 1964, the US Army issued a Request for Proposals for the Advanced Aerial Fire Support System (AAFSS) program, with the goal of creating a clean-sheet attack helicopter design to replace the AH-1 Cobra. Lockheed submitted its CL-840, a compound helicopter, while Sikorsky countered with the S-66, also a compound design, but which also had the unique Rotoprop, which would act as a tail rotor in hover and low speed flight, but would swivel 90° to become a pusher prop for high speed flight.

-The S-66 model with Rotorprop in hover mode. | Model: Sikorsky Aircraft

-Model with Rotorprop in high speed mode. | Model: Sikorsky Aircraft

The Army judged the CL-840 to be the winner, citing it as a lower technical risk, as well as cheaper and faster to produce. The initial roll-out ceremony for the newly-christened YAH-56 Cheyenne was held on 3 May 1967, with flight testing beginning in September. An initial production order of 375 copters was approved on 8 January 1968. Flight testing soon uncovered instability and vibration issues, however, culminating in the fatal crash of the 3rd prototype during a test flight on 12 March 1969. The Army issued a cure-notice (A list of problems that are required to be addressed prior to production.) to Lockheed on 10 April 1969, citing 11 technical problems, and unsatisfactory progress on the program. The main issues were the half-P hop (a vibration that happens once per two main rotor revolutions, where P is the rotor’s rotational speed) issue, and the aircraft gross weight exceeding program requirements. In response, Lockheed proposed an “improved flight control system” to reduce rotor oscillations, along with steps for removing excess weight and addressing other minor issues in production helicopters, all of which the Army felt would increase costs and production time. As a result, the production contract was canceled on 19 May 1969, though the development contract was maintained in hopes that the AH-56's issues could be cured.

Seeking to capitalize on Lockheed’s woes, Sikorsky offered first an armed version of the SH-3 Sea King, then an entirely new design, the S-67 Blackhawk. Design work on the Blackhawk began in 1969, with first flight on 20 August 1970.

-Orthograph of the S-67. | Illustration: Sikorsky Aircraft

Dispensing with the Rotoprop from the S-66, the Blackhawk was a more conventional design, though it was fitted with stub wings for lift and weapons carriage, and unusually for an American design, could transport 6-8 troops. The five-bladed main rotor was taken from an S-61, modified to have a hub fairing, swept main rotor blade tips and a special “alpha-1" linkage which was added to the main rotor controls to increase collective pitch sensitivity and so extend the collective pitch range. These measures, along with retractable landing gear granted the S-67 a max speed of 168kts (clean, at 18,000'), and during testing the S-67 established two E-1 class world speed records on 14 December 1970 by flying at 348.97 km/h (217 mph) over a 3 km (1.9 mi) course, and 355.48 km/h (221 mph) on 15 to 25 km (9.3 to 16 mi) course on 19 December 1970, with both records standing for eight years. The S-67 was also maneuverable, performing a series of aerobatic maneuvers during its various marketing tours, including rolls, split-S, and loops. The Blackhawk prototype was fitted with a moving map display, a hands-on-collective radio tune control, and night vision systems. Its armament included a Tactical Armament Turret (TAT-140) with a three barrel 20 mm cannon, and could carry 16 TOW missiles, 70 mm rocket pods, or AIM-9 Sidewinder air-to-air missiles.

-The S-67 armed with 70mm rocket pods. | Photo: Sikorsky Aircraft

-The Blackhawk on a demonstration tour, painted in camouflage and carrying TOW missile pods. | Photo: Sikorsky Aircraft

The S-67 was also fitted with speed brakes, a first for a spin-wing design, which were expected to increase stability and accuracy during combat maneuvers and attack runs.

-S-67 with speed brakes opened. | Photo: Sikorsky Aircraft

The vertical stabilizer was designed to unload the tail rotor at cruise speed, decreasing power requirements and increasing fuel savings. The fin was also sized to permit the Blackhawk to return to base in case the tail rotor failed. The horizontal stabilizer was a “flying tail”, with variable incidence to improve agility, reduce rotor stresses in maneuver, and to control fuselage pitch for alignment with targets. The stabilator was coupled to the control system and could be trimmed electrically to also provide center of gravity adjustments.

Sikorsky also anticipated scout and transport applications, with the aft compartment able to be fitted with surveillance equipment, or for the combat equipment (including the wings, if needed) to be removable.

-Artists’ illustration of S-67 variants carrying out CSAR and transport missions. | Photo: Sikorsky Aircraft

In 1972, the S-67, along with Bell’s Model 309 KingCobra, were subjected to flight evaluations by the US Army. Neither were selected to replace the YAH-56, with the Army cancelling the AAFSS entirely, choosing instead to begin a new program, the Advanced Attack Helicopter (AAH) program, which eventually led to the AH-64 Apache.

-The S-67, refitted with a Fenestron tail. | Photo: Sikorsky Aircraft

As part of Sikorsky’s R&D trials, the S-67 was fitted with a Fenestron tail in 1974. During these tests, the aircraft reached 230mph in a dive.

The conventional tail rotor was restored in August, and in September it was performing at the Farnborough Air Show when, during a low-level roll, it struck the ground and burst into flames, killing both pilots. Development work on the S-67 design ceased after the accident.

-Three photo sequence of the S-67 crash. | Photo: Johan Visschedijk Collection

#aircraft #aviation #avgeek #cold war #airplanes #airplane #cold war history #coldwar #aviation history #attack helicopter #helicopter #helicopters #Sikorsky aircraft #ah 56 #ah56 #us army

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airmanisr · 4 years ago

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68-8284 1968 Sikorsky MH-53M Pave Low lV USAF RAF Museum Cosford 26.06.18 by Phil Rawlings Via Flickr: Built by Sikorsky Aircraft in 1968. Medium-lift Combat Search and Rescue helicopter; USAF version of US Navy and Marine Corp’s CH-53A/D Sea Stallion helicopter. The HH-53C ‘Super Jolly Green Giant’ (officially known as the Stallion) was long-range Combat Search and Rescue helicopter that was also used for covert operations during the Vietnam War. May 71-Jan 72 Active in South East Asia; Call Sign JG 55. Made two known aircrew recoveries. One of nine MH-53Hs and 32 HH-53s later converted to ‘MH-53J Pave Low III Enhanced’ low-level, long-range Special Operations standard with uprated engines, more armour, forward-looking infrared, global positioning system, Doppler navigation systems, terrain following and terrain-avoidance radar, on-board computer and integrated avionics for ‘low-level, long-range, undetected penetration into denied areas, day or night, in adverse weather, for infiltration, exfiltration and resupply of special operations forces’ to quote the USAF official website. There were 41 MH-53Js in all, all modified from existing airframes between 1986 and 1990; they all retained Combat Search And Rescue (CSAR) capability in addition to Special Operations duties, and were the largest helicopter in the USAF inventory. Pave refers to the allweather sensor system, Precision Avionics Vectoring Equipment. Later modified from J model to MH-53M Pave Low IV standard with Interactive Defensive Avionics System/Multi-Mission Advanced Tactical Terminal, enhancing its defensive capabilities. Latterly assigned to 20th Expeditionary Special Operations Squadron (20 SOS – the ‘Green Hornets’), part of 1st Special Operations Group, Air Force Special Operations Command at Hurlburt Field, Florida, USA. This unit converted to the HH-53 at Hurlburt Field in 1980, equipping with the MH-53H Pave Low in 1986 and the MH-53J from 1988 and MH-53M in 1999. The unit was involved in Operation Desert Shield from August 1990 and later operations in Bosnia-Herzegovina 1992/94 and Operation Desert Thunder in 1998. 24.09.08 Final flight, flying time 4hrs. Total airframe hours 12066.6. 30.09.08 type finally retired from USAF Inventory following a final operational combat mission by 20 SOS in Iraq on 26 September 2008. 28 Oct 08 Following gifting by the United States Air Force via the National Museum of the United States Air Force, delivered by USAF C.17 to RAF Brize Norton, Oxfordshire, arriving from Joint Base Balad, Baghdad, Iraq. 17.12.08 flown by No. 99 Squadron RAF C.17A Globemaster III ZZ176 from RAF Brize Norton to Cosford for reassembly. Info from museum website

#MH-53 #movie star

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sentinelchicken · 6 years ago

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While the overnight marathon session that resulted in the B-52 Stratofortress is the stuff of legend, a similar session also led to the Douglas AD/A-1 Skyraider. ⠀ ⠀ In 1945, Douglas’ lead designer, the legendary Ed Heinemann, was presenting the BTD Destroyer to the Navy who had plans to order 358 BTDs. At the meeting, Heinemann suggested to the Navy’s surprise the BTD be canceled and funds go to a better design he would present in 30 days. The Navy agreed but they wanted Heinemann’s proposal presented to them the following morning!⠀ ⠀ Heinemann and his top engineers, Leo Devlin and Gene Root, gathered in a hotel room and fleshed out what would become the Skyraider based on preliminary work they had already done. The next morning after a few hours of sleep, they gave their presentation to the Navy. By noon that day, the Navy canceled the BTD Destroyer and allocated those funds to the BT2D Dauntless II which in 1946 was redesignated and renamed the AD Skyraider. ⠀ ⠀ Using the same massive Wright R-3350 radial engine as the BTD Destroyer, the Skyraider was a much lighter aircraft and the last aircraft designed for dive bombing- but instead of the split flaps used on the Navy’s dive bombers of WW2, the Skyraider had large airbrakes on the fuselage sides and a large ventral airbrake as well. ⠀ ⠀ Heinemann’s dogged pursuit of weight reduction resulted in one of the finest ground attack aircraft ever built until the arrival of the A-10 in the 1970s- the Skyraider is one of the few aircraft that can lift a fuel and weapons load equal to its empty weight. Being simple to maintain, able to absorb damage, and having a battlefield endurance time that jets of the day could only dream of having, the Skyraider endeared itself to ground forces to the point that even the USAF adopted the Skyraider as an escort for its CSAR helicopter teams. ⠀ ⠀ #Avgeek #aviation #aircraft #planeporn #KAFW #AFW #AllianceAirport #FWAAS2016 #airport #planespotting #Douglas #AD #A1 #Skyraider #instagramaviation #aviationlovers #aviationphotography #mil_aviation_originals #instaaviation #aviationlovers #aviationphotography #flight #AvGeeksAero #AvGeekNation #AvgeekSchoolofKnowledge⠀ (at Fort Worth Alliance Airport) https://www.instagram.com/p/B5MghmOBR4p/?igshid=cre58bhc3gq9

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nocternalrandomness · 11 months ago

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USAF HH-60G from the 83rd Expeditionary Rescue Squadron lands at Bagram Airfield, Afghanistan - Feb 29, 2012

#USAF #Air Force #Sikorsky #HH-60 #Pave Hawk #Helicopter #Rescue helicopter #CSAR #Military aviation #aircraft

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usafphantom2 · 3 months ago

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345 days left in uniform... Part 2

If you haven't read Part 1 yet, go back and start there-- the story makes a lot more sense... X just doesn't give us the capacity to write novels on here.

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Epilogue

Sandy, Earned.

Nellis Air Force Base, 2008

My fingers dug into the skin on either side of the bridge of my nose, trying to rub the stinging from my eyes as they again stared in disbelief at the lying hands of my wristwatch. Dammit it’s late. One a.m. and we were just about to get started with the debrief. We probably had a good four or five hours ahead of us of attacking and rehashing the lessons with our students. We called them WUGS, short for Weapons UpGrade Students. I guess technically “upgrade” isn’t the two words that we assign via the multi-placed acronym, but then again someone would’ve probably disallowed the calling of the students WUS’s. Such is life.

I had stood in their exact shoes five years previously, sweating through every briefing, flight, and excruciating debrief of the six-month Weapons Instructor Course. It was a different perspective, being the one holding the spotlight instead of trying to survive the effects of its ubiquitous shining. My time at Nellis was growing shorter, and this would be my final class before moving on to attend a professional military education course. For the students, the light at the end of the tunnel was beginning to catch their eyes, but they still had to finish the CSAR phase of training.

I don’t think I’d have wanted to be a student under the scenarios that we came up with as we both attempted to impart lessons from the 2005 rescue and recovery into the syllabus training. We spoofed them, placed survivors in between enemy gun emplacements, provided survivors who had been captured but managed to escape during someone else’s rescue, created propaganda videos and doctored Al Jazeera newspapers that taunted the Sandys. There was even a scenario where one survivor was snatched from right beneath Sandy One by an “enemy” helicopter. Never having even considered such a situation, the young Sandy One floundered and attempted to use low passes around the adversary helicopter to convince them to “give up” their prize of an American aviator. We laughed about some of the “solutions”, but quickly turned the debrief as deadly serious as we could possibly make it. “So, if you knew for a fact that the enemy would murder that survivor, and broadcast his violent execution on every website and television station that would air it, would you take action while he was still on the helicopter?” They’d look at us blankly for a moment. “I’m saying, would you shoot him down? If he’s as good as dead, would you allow the enemy the propaganda victory of humiliating him in the way they want to? Would you spare his family the fate of having to potentially witness that?” They couldn’t believe we’d ask such a question. The empty stares would continue, or they’d search their scribbled notes for answers that weren’t there. They’d even try to turn the question back at us--hell, I don’t know, what would you do? the implication being that since we had asked the question, we must have an answer or some semblance of the reply that we instructors expected from our students. We’d return their gazes and admit that we didn’t have the answers either. Occasionally, the students would drop their pencils in exasperation and frustration, and in no-uncertain terms inform us that our queries were bullshit. We’d nod and acknowledge the difficulty in addressing a damned-near impossible situation--certainly one in which there was no correct answer, but only ones that attempted to mitigate associated losses. As they’d cross their arms and glare at us, we’d try to explain that the true lesson was not in the selection of an answer, but in the thought process to attain a solution. However, to glean these lessons, we had to be willing to ask the impossible questions and consider the unthinkable. We had to explore the haunting options that we hoped we never had to confront in combat, because to leave them unanswered in peacetime left us without sufficient resources in battle. I didn’t want to face situations for the first time under fire, but hoped that I had at least considered the possibilities beforehand. I want to think that we gave those students a few more keys than had been given to us; not in any way a backhanded compliment to the outstanding instructors who taught us. Combat has a nasty way of showing you the scenarios you never had the ability to comprehend, much less train to. I had thought that our instructors had thrown every trick in the inventory at us in 2003. I knew we could never impart every imaginable contingency to these young men, each of whom would be shortly leading squadrons into battle as the respective Chief of Weapons and Tactics, but we hoped that we could give them the opportunity how to learn to out-think, out-plan, and out-maneuver an adaptive, elusive, and deadly enemy.

I turned back to my own scribblings as the students hurriedly placed the final touches on their own notes and reconstruction of the training sortie we had just flown. The late-night hour blurred my vision as I again tried to rub away the dryness creeping into exhausted eyes. With my eyes closed, the rushed whispers of the WUGS masked the entry of the other pilots gathering for the debrief. We referred to them as adversaries, but they had flown alongside our WUGS tonight as Sandys in their own right, a handful of young pilots from the 74th and 75th Fighter Squadrons, flying the same airplanes we had thrown into Red Wings a few years previously. Some of these promising young pilots would make their way through this course in the years following my departure. The voice of one of these men snapped me from my own thoughts.

“Hey Zero, before we begin, I just wanted to introduce myself--I thought you’d want to know that this is your Sandy patch I’m wearing.” My eyes had caught his gaze, and I quickly slid them to the patch on his left shoulder. The patch there was certainly one of the handful of patches I had designed over the years--a conglomeration of ideas that had existed on several patches dating back to the original Sandy designs put forth in the Vietnam War. Those Sandy patches featured a simple outline of an A-1 embossed over flames being forced downward from the front of the aircraft. Some proclaimed “Super Spad: Sandy!” while others simply stated, “Sandy.” The aviators of the time delineated the rankings of the Sandy from the Sandy Ones on these patches, and the design transformed along with the A-10’s adoption of the mission. Over time, the Sandy patch of choice, the patch that I had lost nearly eight years earlier, had featured a close up an A-10, the word SANDY, and the phrase, “so others may live.” On one of my first Friday nights in the 75th, my commander poked me in the patch and said, “You know, that phrase is incorrect. It’s supposed to read, ‘that others may live.’” With this heritage and ideas in mind, I crafted a new series of patches; ones that continued to differentiate between a Sandy and a Sandy One and carried the historical references to the original designs, with versions that were also produced in subdued desert colors. We had made a big deal out of handing out the patches to our new Sandys and Sandy Ones at our first Roll Call following the Atlantic Rescue exercise in 2004, and it was with a humbling sense of pride that I saw the patches continue to populate the community and adorn the shoulders of the A-10 pilots that made their way through the Trough. I recognized the patch as one that I had designed, but didn’t realize that he was speaking to the history of this particular patch until he continued.

“This is the same patch you gave Stroker a few years ago, and he gave it me when I became a Sandy. He said I had to know the history of the patch and pass it on.” He laughed as he looked up, “I’d hate to be the guy who has to know its lineage years from now--I only have to remember a couple of names!” I smiled in relation to the story, but my mind had already drifted off to the Officer’s Club in Korea… back to the expectant gaze of a Weapons Officer throwing down the gauntlet of a challenge to the punk wingman still licking his wounds at the bar from the shots received earlier in the evening. I didn’t think that this moment even came close to making up for that single lost patch, but I believed that I had given something back.

My eyes drifted back to the patch on this pilot’s arm and remembered the days when that same piece of cloth had proclaimed my own membership among the ranks of the men and women entrusted with that precious call sign. Locking onto the letters adorning the top of the patch, I began to wonder less about the history of that collection of stitching and velcro than about its future. How many young pilots would pass that from one to another? Which Sandys would pass that amongst themselves as they welcomed a brother to the fold? I briefly found myself hoping that no Sandy would endure the disappointment at losing something so simply constructed, yet so meaningful in incalculable value, but quickly returned to the considerable prospects ahead. I looked at the patch for one more moment.

That others may live!

Sandy One.

I thought about the next Sandys, and the Sandys holding the line outside of the insulated training environment I had been living and flying in for the last three years. I thought that for all the tricks and curveballs we threw at our students, for the countless hours spent planning missions and explaining techniques, for the unholy but invaluable debriefs that lasted until the sun had already began its ascent once more, we were merely forging the Sandy iron into the steel we hoped to deploy wherever it might be needed. The foundation of the mission rested in the hands of the operational guys that we didn’t get nearly as much visibility on out at Nellis--the line pilots shouldering their deployment burdens and rotating back and forth to the sandbox.

And I found myself missing the line… missing the operational times and the instructing of the young pilots. Although we came up with (or tried to, at least) the toughest scenarios that a Sandy One could face, we didn’t pass down Sandy patches, nor did we hand them out for the first time. We had passed that responsibility off to the next generation of young Sandys, and from the looks of it, they had accepted that responsibility heartily. I again thought to this patch’s future, and smiled at the thought of the next Sandy to earn it--to trade his “Sandy” for a “Sandy One.”

It’s just a call sign, right?

Were we not effective with the Boar, Hog, or any other call sign that was written into the air tasking order? Was there a requirement to fly as Sandy? After all, what is that but a momentary transmission or frequencies solely designed to identify the speaker? How quickly the mind returns to the secondary battles simmering while the primary rages before you. I realize that they could have slapped a demeaning handle on our flights and we would have accomplished the mission all the same. The missions over the Korengal in 2005 did little to prove any “earning” of the Sandy call sign. Our little victories of switching to the call sign under the cover of secure frequencies were of little consequence to the overall war effort, but spoke to our devotion to the title and its historical significance as it was passed down to us.

It’s just a call sign, right? So why not let us fly with it?

Those battles raging on the periphery of importance faded to the relegated files of memory that they deserved to be stored in. The CAOC could have told me to fly as Pinkwing and I would have flown with the same ferocity. Tell me to refer to myself as Boar, Hog, Cherry, or any other moniker, and I’ll accomplish the Sandy mission when there’s a comrade to be brought home, regardless of what name is carried over those radio frequencies. It will matter little, and time will quickly erase the consideration (and possibly the argument). The next generation will care little about whether we flew as Boar or Hog, but will ask repeatedly to hear the stories, hoping to glean the techniques they may be called upon to use someday. The battles waged against our own forces become the humorous anecdotes that keep the banter lively, and leave the young pilots shaking their heads at the ludicrousness of what our “leaders” and staffers feel is important in the conduct of combat operations. We bring our glasses to our lips as we quell the laughter and refresh our spirits, only to return to the deadly seriousness of the mission.

“There I was bro, no kidding. I don’t know how I got under those clouds and into the valley, but you should have seen what this bastard pulled off,” as you poke your brother-in-arms as he smiles sheepishly and continues to pass the story…

“Ah hell bro, that wasn’t nothin’. You’d have done it better--I just got lucky is all.” And the banter would continue long into the night, with the young pilots hanging on the words of their older comrades, just as we had done nine years before. The tests of combat that every veteran wonders about before the exam comes to pass, and the young ears that strained to unlock the lessons before their own opportunities confronted them.

Behind me, the WUGS began to finalize their preparations for the debrief and made their one-minute announcement. The time for random musings and the philosophical reinvention of history was pushed aside, and I turned back to my notes and continued rubbing my stinging eyes. On the top of the lineup card that we carried in the cockpit, I saw it again:

Sandy.

Just a call sign, right?

Damn right. But whether you’re allowed to use it or just ask for it in combat, it remains a call sign that still must be earned. I took one more glance around the room and noticed again that every young pilot supporting our training was wearing a Sandy patch of some flavor or design. Each one proclaimed himself as having earned that coveted title. I nodded to myself, smiled, and turned back to the mission at hand.

An entire room full of Sandys.

Sandy, earned.

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"Attention Cobras! There are 345 service days remaining... secure your lights and rooms please!"

@thundercrate6 via X

#a10 #a 10 warthog #a 10 thunderbolt ii #republic aviation #gunship #fighter bomber #aircraft #usaf #aviation #cold war aircraft #gulf war aircraft #Balkans war aircraft #2nd gulf war aircraft #Panama operation aircraft #Syrian civil war aircraft

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militaryleak · 2 years ago

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Enhanced NH90 Helicopter Fleet Bolsters Spain Armed Forces Capabilities

With more than 10,000 flight hours under its belt, the NH90 has provided the Spanish Army and Air Force with new capabilities, fleet rationalisation and safety improvements. The deliveries of the second batch beginning in 2024 will also equip the Navy with the most modern amphibious helicopter ever operated in Spain. Spain’s close relationship with the NH90 began in 2006, when the Spanish Ministry of Defence purchased its first batch of NH90s. A total of 15 helicopters were ordered for the Spanish Army and six for the Spanish Air Force, all of which have now been delivered. With the aim of continuing to renew its tactical helicopters, in 2018 Spain gave the green light for a second batch of 23 NH90s. On this occasion, it also included the development and production of seven naval MSPT (Maritime Spanish Tactical Transport Helicopter) variants to equip the Spanish Navy with multi-purpose tactical transport helicopters capable of operating in low visibility or adverse weather conditions and at night. It is also fitted to perform combat search and rescue (CSAR), medical evacuation and logistic transport missions if required. The first MSPT will begin the customisation phase in Spain in accordance with the requirements of the Ministry of Defence (DGAM) in the coming weeks.

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casbooks · 6 years ago

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Book Review: They Called It Naked Fanny

My Review: This is a difficult book for me to review because while I rather enjoyed reading the book, this is not the book I was hoping for! In fact, throughout the entire book, I kept waiting for, hoping for, the actual book I had expected this one to be and that’s more a fault of my own than the book.

What this book IS, is a great detailed look at the opening years of Air Force Combat Search and Rescue from the Nakon Phanom Air Base from the time of Operation Team Yankee through Rolling Thunder. It details the construction of the base, the first deployments of USAF personnel at the base and the HH-43 helicopters, as well as all of the rescues and missions they performed.

It’s told in various styles throughout the book, sometimes first hand accounts, sometimes republished news articles and web postings, sometimes after mission official documents. If anything, this is where the book could use a good editor as some sections repeated earlier ones verbatim.

The stories of rescues were engaging and enlightening, as well as the stories of mundane life on base, and the tales of interactions with the Thai and Laotians were really interesting, and the book never got boring or tedious. As the book covers the “Secret Wars” years of the US involvement in Laos, there is also a good discussion of how the Air Force Recovery units worked with the CIA, Air America, and the Lima Sites. General Vang Pao also comes up throughout the book.

One of the best sections of the book details what happened to three enlisted CSAR members who were taken POW and given battlefield commissions and put through a modified officer candidate school while locked up at the infamous Hanoi Hilton and the Zoo.

What this book ISN’T, is a book that talks about what it was like to learn how to fly, and to fly the HH-43. While there is some discussion about the helicopter and the inflight refueling system they created, you never really get any info on one of the strangest looking helicopters the US ever flew. With it’s twin rotors, giant bulbous windows, and such, it’s something that is eye catching and puzzling at the same time. The helicopter was but a name only in the book, and you never really get a feeling of the character of the special bird beyond just it’s name and a few tidbits. Also this book tends to gloss over the pararescuemen involved, just mentioning them by name, but not really interviewing them or talking about their training and experiences much.

It’s definitely a good read, but just be prepared for the fact that it is what it is, and the majority of the first few chapters are just cut/paste from articles and online postings. Still worth a read for anyone interested in CSAR and the early years of the Vietnam War and the Secret War in Laos.

Title: They Called It Naked Fanny: Helicopter Rescue Missions During the Early Years of the Vietnam War

Authors: Scott Harrington

ISBN: 9781555718374

Tags: 15th TFW, 31st Air Rescue Sqd, 33rd Air Rescue Sqd, 35th Air Rescue Sqd, 36th Air Rescue Sqd, 38th Aerospace Rescue and Recovery Sqd, 45th TFS, 507th Tactical Control Sqd, 5th Tactical Control Grou, 605th Tactical Control Sqd, 6235th Air Base Sqd, Air America, ARRS, Aviation, Bien Hoa, CIA, Da Nang, Don Muang Royal Thai Airbase, Edgar "Pop" Buell, F-105 Thunderchief, General Vang Pao, Helicopters, HH-3E Jolly Green Giant, HH-43 Huskie, Ho Chi Minh Trail, Korat Royal Thai Air Base, Laos, Lima Site 36, Lima Site 85, Lima Site 98, Long Tieng, Major General Harry "Heinie" Aderholt, Montagnards, Mu Gia Pass, Nakon Phanom Royal Thai Air Base, Operation Rolling Thunder, Operation Steel Tiger, Operation Yankee Team, ParaRescuemen, Pathet Lao, Plain of Jars, POW, Reconnaissance Aircraft, RF-101 Voodoo, SAR, Soc Trang, Special Activities Division, Tan Son Nhut Airbase, Thailand, Tony Poe, Ubon Royal Thai Air Base, Udorn Royal Thai Air Base, USAF, USN Seabees, Vietnam, Yankee Station

Subject: Books.Military.20th-21st Century.Asia.Vietnam War.Aviation, Books.Military.20th-21st Century.Asia.Vietnam War.Laos During the early years of the Vietnam War, several small cadres of men served their country and their fellow comrades-in-arms from a remote airbase cut out of the jungles of northeast Thailand. The base was named Nakhon Phanom Royal Thai Air Force Base, but the men assigned there had a special name for it: "Naked Fanny." Initially they were assigned to rescue military pilots shot down over Laos or forced to leave their aircraft over Thailand. But as the war expanded, their mission changed and they were asked to fly into hostile situations in North Vietnam, making numerous rescues--detailed here by the pilots who flew them and those who were rescued. This is a story that has never been told in its entirety but is an integral part of U.S. Air Force aviation history. Scott Harrington has compiled and written the story of those early years of the Vietnam War at the little base just west of the town of Nakhon Phanom, Thailand. After reading it, you'll understand why these fragile aircraft and the men who flew them were often referred to as "Blades of wood - Men of steel."

#book #books #ebooks #ebook #booklr #bookblr #vietnam #vietnam war #laos #air force #usaf #combat search and rescue #history #nonfiction #military

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