The first prototype flew on April 14, 1959. Entered production in October 1959.
By 1970 a total of 265 were built.
| ENGINE||2 x turbo-prop Lyc. T-53-L-7, 810kW|
| Take-off weight||5546-7365 kg||12227 - 16237 lb|
| Empty weight||4339 kg||9566 lb|
| Wingspan||12.8 m||42 ft 0 in|
| Length||12.5 m||41 ft 0 in|
| Height||3.9 m||13 ft 10 in|
| Wing area||30.7 m2||330.45 sq ft|
| Max. speed||558 km/h||347 mph|
| Cruise speed||345 km/h||214 mph|
| Ceiling||10700 m||35100 ft|
| Range w/max.fuel||2770 km||1721 miles|
| ARMAMENT||1 machine-guns, missiles, bombs|
|Dave Olney, e-mail, 20.02.2023 15:31|
It has been awhile..
I served in the 73d SAC June'68 - June '69
My mind has become a bit fuzzy. I am trying to remember two major events that affected those of us at the 73d:
First, the Army's decision to replace the organic oil used in the Mohawk engines (MIL-7808) with a synthetic oil (MIL-23699). It affected every unit. I think it was in the Fall of '68 but not sure. Anyone remember? Would appreciate any corroboration.
Second, the decision to integrate the ASTA Platoons with the 73d SAC at Vung Tau. I believe it was late 1968 but I am fuzzy on specific dates. Any help would be appreciated.
And my thanks to all who served in Mohawks. I had the privilege of working in Maintenance at the 73d SAC. We had significant challenges with round the clock operations that really got interesting when we added the ASTA platoons to our roster and inventory. I know my life changed significantly, because we had to resort to flying maintenance test flights at night (against Army Regs) in order to meet mission requirements. For me, working with the Mohawk and flying missions ( I preferred IR and photo vs SLAR) was both exciting and rewarding. And it was a privilege to work with and fly with great people. I don't ever recall having any personnel problems in maintenance. Every one pitched in to make sure every aircraft was ready to go on any mission. We knew that the lives of our friends and colleagues were in our hands and to my knowledge we never put an aircraft up for a mission that wasn't ready to go. The Army taught me how to manage maintenance operations, but they didn't teach me to turn the wrenches. I recall telling a periodic maintenance inspection team all of whom had been working their tails off to get the aircraft ready to go for a night mission that I was willing to do whatever it took to support them in their work. The entire maintenance crew were great to work with. I acknowledged their skills and knowledge and I think I told them one time that I was ready to hand them whatever wrenches they needed but made sure they knew they were the experts at fixing the birds and all of us relied upon their skills and dedication to meet mission requirements. i have worked with many technical teams in top companies since leaving the Army but I have never found a better group of guys who delivered the highest quality of work day in and day out. Without them, we would never have sustained such a high quality maintenance operation and delivered aircraft that were ready for every mission. Pilots have mentioned to me that they had great confidence in the aircraft because of the high quality of the maintenance so I know we had the best. My regrets were not having time to get to know all the people who worked on the aircraft. There was always more to do and never enough time to get it all done. We had a great beach at Vung Tau. I think I got down to the beach on 3 occasions none of which involved recreation just business. I loved flying the Mohawk and the U-6A (maintenance support and aircraft recovery). I didn't like getting shot at but that was the price to fly a great aircraft. It was also very tough and I came back from many missions with bullet holes in the aircraft. I also got very good at single engine operations because part of maintenance test flight procedures required shutting down the engines in flight (one at a time) to make sure they could be restarted. Occasionally, one wouldn't restart, and I would have to fly back and land single engine. I became good enough I stopped calling the crash crews to put them on alert. I loved flying the aircraft and serving in the 73D. It was a great unit with great people. and I still miss the thrill of being part of that great unit.
|Darwin Maring, e-mail, 07.11.2022 02:41|
Me, 15th Avn Company, 1st Cav Div Korea 1962 /3. A mechanic with the first Mohawks in Korea. We arrived in Korea B 4 the aircraft.
|Darwin Maring, e-mail, 07.11.2022 02:39|
Me, 15th Avn Company, 1st Cav Div Korea 1962 /3. A mechanic with the first Mohawks in Korea. We arrived in Korea B 4 the aircraft.
|Scott Richard, e-mail, 22.05.2022 03:00|
Hi all. My father was a photo interpreter who flew in Mohawks in Vietnam. I'm not sure of the years, maybe '67-'70?? His name is Paul Richard. He retired in '81 /'82 as a CW4. He's 82 now and still very much "with it". I would like to know if there are any of these still flying that I could get him in one again. I know he loves these birds as he has photos and a wooden carving of this plane. Any info would be greatly appreciated.
Srichard2775 @ verizon . Net
|John M. Standley, e-mail, 06.03.2021 05:03|
Looking for information on a Capt Cook, perhaps Maj killed in Europe in 69 or 70. He gave Me a check ride in Bird Dog in Flight School and I flew one photo recon mission with Him while in the CAV in 67-68. Please email Me if You have info...Thanks
|Renate Trautwein, e-mail, 16.11.2017 10:25|
I am an historian at Furth and try to document the history of flying here at Monteith Barracks.
I hope, that someone can help me.
|Jack “Beetle” Bailey CDR, USNR, e-mail, 06.11.2017 01:27|
I came to the Whispering Death as a W-1 in '68 and left it as a Cpt in '72 with just over 2000 hours in the bird. 3 pieces of tail were the most memorable, sometimes boring and occasionally totally breathtaking and terrifying military flying I did in almost 4900 military hours in 2 services. As the only Master Army Aviator in the US Navy, I found it a real challenge to explain to a bunch of anchor clankers what we did in the Mohawk, but it was with great pride that I spread the legend of the Mighty Mohawk far and wide. I've seen several names I have served with while flying the Mohawk and I'd like to see more to know you are still around. It is still a great airplane and salute to all who flew in it. A PS: As of 17:00 /Nov 5,, 2017, we are about to lose one of our own from the 73rd. Phil Nussbaum is in
nonresponsive hospice in San Diego. Blue Skies and tailwinds to all Gone West.
|Scott McBroom, e-mail, 19.10.2017 07:51|
Scott McBroom, firstname.lastname@example.org. Contact info.
|Scott McBroom, e-mail, 19.10.2017 07:47|
My father, John W. McBroom was a Mohawk pilot in Vietnam. I am looking to connect with anyone that had served with him. I am trying to put together a solid timeline, locations, experiences ect., of his time there with the men he flew with and worked with.
|Floyd Kohman, e-mail, 04.08.2017 04:46|
Was at Tuy Hoa in 71 . Seen lots of Mohawks taking off and landing . They were great to see and be around. I was in the 225 th. SAC. Worked with Larry Moody in the shop
|Floyd Kohman, e-mail, 04.08.2017 04:36|
Was at Tuy Hoa in 71 . Seen lots of Mohawks taking off and landing . They were great to see and be around. I was in the 225 th. SAC.
|James Fulwood, e-mail, 06.06.2017 04:29|
73rd Av Co 10 /69 10 /70. 11 /70 73 293rd Ft Hood Tx.
IR Red Haze Plt Sg
I reported to Ops in Oct 69, the day Lt white was shot down.
New years day 1 man crew returned from a photo shoot, all shot up. The last time I saw the ac it was still in the bone yard.
Survived the move from Vung Tau in early 70.
Long Thon was an unpleasant location.
Cpt John McBroom was the Plt Ldr, what a leader.
WO Wilson survived a prop strike.
WO Williams was a pain, lol I could have died that day, as a TO.
During a flight near the boarder close to the Angles Wing I observed a line of head lights headed south. Looked to be a 100 vehicles.
It wasn't until I read declassified material I understood who we were working for, it wasn't the US Army LOL
Didn't participate but while at Foot Hood personel of the 293rd set an altitude record, codified the survival gear, established safety markings and participated in dropping listening devices (which proved to be difficult to find afterwards)
I have blanked out most of that time. Wish I could remember more names.
Fb James C Fulwood email@example.com OKC
|John Dunkelburg, e-mail, 23.04.2017 07:00|
In part, I grew up in the Mohawk community when my dad was assigned to a Mohawk unit up at Ft Wainwright, AK back in the late 70s. I thought the plane looked strange yet cool in spite of it.
|Mark Hallert, e-mail, 20.01.2017 00:52|
Photo lab tech at Marble Mountain for a year. Just as I extended the 245th shut down. Was transfered to Long Than and ended up in the "Dirty Thirty" area. If you know what that means, i'd love to hear from you.
15 years later, saw a Hawk fly overhead in the mountains SE of Eugene, OR. I heard it first and just fell to the ground, what a sight it was.
|Michele Shanklin, e-mail, 19.08.2016 12:05|
My Dad was a Mohawk Pilot in Vietnam. I was 5 years old at the time. Years later I found out that he was flying recon, and had a photographer next to him. This was in December 1967. The plane was hit and the photographer was hit. My Dad told me that everything inside the aircraft shattered. He made it back and I'm guessing the photographer made it. I have the cockpit armor plate sitting next to me as I type, with the hole blown through it. Written on it says, "Cockpit Armor Plate from OV-1C 62-2714. Hit with 50 Cal. while being flown by L /Col Glenn W. Lewis while on recon of Ashau Valley, Viet Nam. The 20th of December 1967."
|Floyd Kohman, e-mail, 31.05.2016 00:28|
Was with the 225 th Avn. Company in Tuy Hoa , Vietnam Nam in 1971. We had a great CO and lot of good pilots.Happy Memorial Day !!!
|ed bruce, e-mail, 29.01.2016 02:01|
I was stationed at Fliegerhorst 1973-75. I was in the 122 maint co a. We always watched the Hawks they were a nice aircraft. Always wanted to fly in one but never did. They cane and went every day, taking photos i think.
|Marshall G. Wiles, e-mail, 19.08.2015 17:39|
Ft Huachuca AZ., 1970 thru 1973. I arrived as a student for a 12 week school and upon competition I my entire class of 3 year RA, was kept as instructors. I attempted to have my orders changed to Vietnam but that was not possible as my entire class of RA's was kept.
I taught Air Navigation both Doppler and Inertia Navigation, Water Survival, Ejection Seat Training as well as Map Reading. I received orders 3 times for Vietnam but our school commander said "you are not going" so I spent my entire three year tour at Ft. Huachuca, under the command of SFC Anspaugh and Capt. David Horton.
Does any remember Capt Horton, I have been looking for him for years with no success?
|Frank baker, e-mail, 30.04.2015 07:21|
Served at ft. Huachuca, with many Mohawks! Worked on avionics, and aerial photography systems for almost three years. From 1971 to 1974. Anybody else? Would be glad to hear from anyone!
|Al Rock, e-mail, 31.01.2015 07:40|
I was an IR repairman with the 245th and 131st Spud. Also went to Udorn supporting Air America. Captain Audibert was my favorite pilot. He would knock on my door and ask if I had any systems to test. We seen a number of beautiful places together. Thank you, Captain.
Do you have any comments?
All the World's Rotorcraft
I remember when you joined the 73d SAC at Vung Tau. I was serving as one of the Maintenance Officers along with Maj Hank Hall and CPT Roger Norris. Basically, I had flight line responsibilities along with Tech Supply and Maintenance Test Flights. You were a newly minted WO-1 and got assigned to the Maintenance Platoon. I recall a funny incident: One of our senior captains had about 3,000 hours in the Mohawk. One night he was taxiing out and did a reverse check and the left engine quit (I believe that was the one). He restarted it and performed another reverse check with same result. He taxied back into the parking ramp. I was out flying a mission that night and you were on duty. You noticed the aircraft taxiing back in and went to check with the pilot who described the problem. As I recall, from my later conversation with the pilot, you told him the engine was quitting because of monsoon moisture and that it would clear up as the engine warmed up. Amazingly, he bought your explanation and flew the mission. When he returned from his mission, he reversed props on landing and the same engine quit. I was on duty and noticed him taxiing in with a dead engine. When he shut down, I climbed up and asked him if the engine had quit before he flew the mission and he told me it had during reverse checks. I asked him why he took the aircraft and he said, and I quote, "Warrant Officer Bailey said it was a temporary problem caused by moisture and as the engine warmed up the problem would go away." I was stunned. First because the engine was quitting because of a likely fuel control problem...a real red flag that he should have recognized and taken the backup aircraft. With the fuel control issue, the engine very well could have failed during take-off... not a good thing. Secondly, I noted your advice to him was completely off the mark. Not good... and I believe I said something to you about that. Thirdly, when he told me his story, I looked at him in total amazement because I knew he had over 3,000 hours in the Mohawk. What amazed me was he did not know much of anything about the aircraft systems.... I believe I made a sarcastic comment to that effect something like "...and you have over 3,000 hours in this aircraft!" Then I explained what the problem was and pointed out that he should have rejected the aircraft...instead of buying your explanation :). I think he was a bit chagrined, and I hoped he would take some time to learn the systems at my suggestion. I am not sure he ever did. I made a practice of becoming familiar with all of the systems on any aircraft I flew...especially the Hawk. It was a great aircraft, but it would kill you if you didn't know what you were doing or didn't know the systems...especially the critical go-no-go symptoms. In his case, the aircraft was clearly telling him..."I have a significant problem", But he didn't know enough to recognize what it was saying to him. I am happy to say that you went on to a successful career in aviation and turned out ok. But that little incident stuck in my mind for many reasons but the most important one: Really know the aircraft you are flying and its systems. Take the time to study everything you can so you know how to understand when the aircraft is talking to you. It was a good lesson for all of us and one reason we all came home.