Boeing-Vertol CH-46
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K Bertoson, e-mail, 01.01.2018 22:39

I was in HC-7, Atsugi, Japan. 1970. There was a Japanese company on the field. They overhauled A-4 and CH 46 aircraft. The Air Force would fly in CH-46's from Vietnam in C-124's. The tail section was taken off at the production splice just aft of the stub wing. As I recall they were upgraded to D models. The tails were put in a field across the road from the HC-7 hanger. I did take a short piece of stringer out of one for a corrosion repair in one of our UH-46's. Should of took a picture of that field then.


BOYD, e-mail, 09.04.2017 17:04

FLEW IN H46'S FOR 8 YEARS HC3,HC6 HAD 1000 HR PIN AND CERT. HAD EVERYTHING STOLEN A FEW YEARS AGO AND WOULD LIKE TO KNOW HOW TO REPLACE THEM IF POSSIBLE.


Steve Brindle, e-mail, 06.02.2017 00:25

I flew as a crew chief with HMM-265 in Vietnam 66-67 after transfer from HMM-161 crewing UH-34Ds. I recall all the recon insertions coming hot using a pedal turn and applying HOVER AFT like a speed brake. The aircraft experienced a tremendous amount of vibration and stress to the field splice at frame station 410. I flow both A and D models in my 8 years in the Marine Corps. Survived 2 crashes with Hard Landings causing the Aft Pylon to nearly separate. One of the crashes was in the water off of Corsica ripped the ramp off, broke fuel line to #2 engine and flamed out. In both cases the PHROGS held together. I worked for Columbia Helicopters as a mechanic and in avionics. The only thing more brutal on the airframe then HOVER AFT is logging. Columbia Helicopters has perfected methods of reducing the stress while logging and other external loads.

VIA LA PHROG
BOEING HELICOPTERS ARE AWESOME AND WILL GET YOU HOME SAFE
SEMPER FI


John E Long, e-mail, 05.07.2016 13:03

HMM-265 was issued the aircraft 50 cal MG in the summer of 1966. The M-60 MG wasn't effective against reinforced grass huts.


Richard Hume, e-mail, 28.07.2015 00:22

Crewed on the CH-46 which was assigned to USS Enterprise during the fall of Saigon April 1975. We as well deployed a Marine HMM outfit forget the Unit #. I still recall one of the placards on one of the birds, "Snoopy's Saigon Express"


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Richard Tingley, e-mail, 18.07.2015 22:03

CH-46F, were not "Withdrawn from service.", they where updated to E models. I was with HMM-262 from 81-84 in 82 we exchanged are 12 F's for 12 E's. The CH-46F BUNO where 154845 to 157726.

CH-46E, models where not a production aircraft but update from late A's, D's, and F's.


William Haynes, e-mail, 16.04.2015 03:53

I was with HMM-164 at MCAS(H)Tustin California from 1979-1984 and Flew as crew on this beast. I watched the transition form the D to the E and personally loved everything about this work horse. It saved many a life in combat, transported thousands to medical care, lifted many a soul out of harm's way, and performed rescues of hundreds throughout its illustrious service in the Corps. It is like a friend passed to me when it was taken out of service. I will always be a crew member of this aircraft- the memories it left me are indelible.... and unreplaceable...


Jesse Garland, e-mail, 21.03.2014 17:04

I did OJT with Phase Crew HMM-163 in 1999. Then went on to CH-46 FREST where I learned to completely tear down the T58. Finally stationed with MALS-36 on Oki working with HMM-262 and HMM-265! Semper Fi!


Stoney, e-mail, 21.03.2014 06:57

I became a H2P on CH-46D at HMMT-302. Flew the CH-46D in Country with HMM-263 (1969) and CH-46A with HMM-265 (1969). 1970/1971 flew the CH-46F with HMM-163 as a Post Maintenance Inspection Pilot/Squadron Pilot. It was my understanding, the failure at station 410 was from using hover-aft above 70kts to kill forward airspeed into hot zones. When first in country the CH-46 redline was 146kts. The redline was reduced to 125kts due to blade failures. The CH-46 was more sophisticated than the UH-1. Therefore, CH-46 battle damage usually required immediate attention. Post Marine Corps, as a professional civilian helicopter aviator, I never flew the BV/KV-107. However, I saw them used for logging by Columbia Helicopters. They were flown like the Navy Vert/Rept CH-46s. It was interesting to watch with their 150' long line external loads. Semper Fi, Don/Stoney Stoneking


Tim Bastyr, e-mail, 23.02.2014 19:53

In regard to armament: when HMM-265 deployed to Vietnam in 1966, the aircraft were already equipped with gun mounts allowing the use of either M-60's or M-2 .50 Caliber machine guns. We generally were armed with, and preferred, M-2 .50 Cal's.


Rich A., e-mail, 17.02.2014 01:26

I worked for Boeing ,was on a special assignment CH-46 Mod.program in Okinawa in late 1967. Purpose was modification and beef up Sta.410, and aft repair due to battle damage.--Anybody uot there that was on this assignment???


Joseph Kubat, e-mail, 02.12.2013 19:15

I would like to know if these helicopter has some radar(for example weather radar, doppler radar etc.) Thank you very much for any informations :-)


Sam Beamon, e-mail, 19.08.2013 18:17

I was a crew chief with HMM-262 and deployed to Vietnam in Dec. 66 with the A model. I transfered to HMM-164 in Feb. 67. We received the D model later that year. I served 19 months in combat and flew on over 300 missions - From the Battle of the Hills to the Tet Offensive to the 77 day seige on Khe Sahn. I have written a book about my time in-country. It is entitled - Flying Death The Vietnam Experience. It is a different prespective of the war as seen through the eyes of a combat helicopter crew chief. The CH-46 is one of the finest helicopters ever built. Its' history speaks for itself - In Service for almost 50 years.


CR Kennedy, e-mail, 01.05.2013 20:21

Anyone know HC-46 pilot, John Kennedy, USN, 60'-80's?


Erling Rolfson, e-mail, 28.02.2013 04:44

Flew them in Viet Nam in 69-70 with HMM 263 at Marble. Aft pylon departure was a thing of the past by then, although not many pilots in our squadron above the rank of Lt. think about that.


Erling Rolfson, e-mail, 28.02.2013 04:43

Flew them in Viet Nam in 69-70 with HMM 263 at Marble. Aft pylon departure was a thing of the past by then, although not many pilots in our squadron above the rank of Lt. think about that.


Sam Beamon, e-mail, 07.02.2013 00:20

I wrote a book about being a crew chief on a CH-46, deploying to Vietnam with HMM-262 and HMM-164 in Feb 1967. I flew over 300 combat missions and awarded 16 Air Medals. The book is entitled, Flying Death The Vietnam Experience. I have gotten great reviews by those that I flew with in combat.


Bill McC lain, e-mail, 26.12.2012 23:38

What was the colors on the outside and inside ofhe CH46A while in combat service with the Marine Corps in Viet Nam?


NEWT, e-mail, 28.09.2012 03:55

Looking for 2d drawings of the 46 waterline / buttline and cockpit photos, I'm trying to make a computer model and can't find any good info on this girl>


Ernie Z, e-mail, 20.09.2012 18:09

Having flown mucho hours in the 46, Al Powell is absolutely correct in stating that the station 410 separation was due to misuse of "hover aft". When I was NATOPS O, a pilot I was cheching who needed a yearly stan ride slammed us into the runway during a poorly performed auto salvaged at the last second. We bounced off the tarmac, set off all three over torque balls on the tac resulting in the bird being gone over with a fine tooth comb for overstress. Station 410 was solid. So much for the "hot" approach theory (probably sounded good in the O Club).


Terry McDade, e-mail, 10.05.2012 21:50

In response to the comment about never having 7.62mm machine guns in the crew chiefs door, if you go to the website of HMM-364, you will see photographs of twin M60's and later a minigun that was supplied from the Cobra squadron next door mounted in the door. True, these were not factory mods, but squadron level mods. There is also a photograph(s) of the original stinger setup that we used on the ramp of a 46. Hope this will help clarify the issue.


Gary Lewis, e-mail, 07.02.2012 02:11

Flew as a gunner with HMM-262, Quang Tri RVN, April 1969
Brought me home over 200 times.


Mehmet Oksuz, e-mail, 08.11.2011 11:54

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Alan Cooper, e-mail, 08.11.2011 10:24

I recently spoke with someone who was in vietnam in the early 70's. The topic of helicopters came up and he said that he flew in them many times. then he said that "our next door neighbors sold the helicopters." does anyone know what he meant by this? thanks for the help!


Sean Steele, e-mail, 02.07.2011 03:56

I fly curretntly with hmm 262 in okinowa. Anyone know how to make an iPod or mp3 Jack out of a long cord? There is something special about blasting steppenwolf or creedence while terfing...
Semper fi oohrah


shoes, e-mail, 16.06.2011 14:02

Would like a photo of the cockpit and control panel of a CH-46D


hank, e-mail, 09.03.2011 01:53

Possibly there were two Ford commercials however one commercial was with a 65(?) Mustang being externaled and put down on the Wall Street Pier, New York. The 107 is a New York Airways a/c and crew; one of a fleet of seven.


Greg, e-mail, 22.08.2010 09:48

Misplaced my 1,000 hr pin, 4 Rescue Pins. Anyone know where I can get them replaced, please respond. Great aircraft. Spent many hours on Stbd-D.


Dave Kennedy, e-mail, 14.08.2010 05:14

I flew with CH-46E's with HMM-162 from 1979 to 1984 and HH-46A's and D's at MCAS Beaufort SAR from 1984 to 1988. We converted our HH-46A's with ASE/SAS to HH-46D's with AFCS while I was there. I ended up with 2500 hours in Phrogs and 500 hours on CH-47D's.


John Moist, e-mail, 03.08.2010 01:46

A member of HMM-164 Nov 1965 to Jan 1967, first 46 Sqdn in Vietnam. Aircraft Maintenance Officer HMM-165 1992-1996 thirty one years later. I flew every opportunity I got. She is a fine aircraft, but not without her problems. Early on, blade issues, then the 410 station issues, hover aft, and so forth. The glass cockpit of the echo models is sweet. I could go on for hours. Nice to read all of the comments. Semper fi!


John Moist, e-mail, 03.08.2010 01:45

A member of HMM-164 Nov 1965 to Jan 1967, first 46 Sqdn in Vietnam. Aircraft Maintenance Officer HMM-165 1992-1996 thirty one years later. I flew every opportunity I got. She is a fine aircraft, but not without her problems. Early on, blade issues, then the 410 station issues, hover aft, and so forth. The glass cockpit of the echo models is sweet. I could go on for hours. Nice to read all of the comments. Semper fi!


mike, e-mail, 18.05.2010 04:49

I flew the ch46 from the Philadelphia Pa, Boeing Vertal plant in 66/67 era as aircrew (E5)in VRF31 (Naval Ferry Comand)with one pilot and one crewman(I flew left seat---"flight school" was OJT). We moved them from the factory to California for deployment to Vienam. One of the greatest thrills of my then young life, I'm now 65 years old, it is amazing to me that this design has served for so long and so well, a testiment to some great design work early on.


dan ruhnau, e-mail, 04.05.2010 23:54

1979-1988 Racked up 3000 hours in 46s.. Would gladly trade them for this P.O.S. 60 any day of the week.. 46 is so much more maintenance friendly and a whole lot more reliable!!!


john ike, e-mail, 22.04.2010 14:15

hi i like this site


Kelly, e-mail, 01.03.2010 13:31

I am interested in the Boeing Vertol Rescue Pins and if any are still available? I have over 1,ooo hrs in the 60's
flying in CH46A and D Models.


canuck, e-mail, 29.01.2010 18:43

Would like a photo of the cockpit and control panel of a CH-46D


Dennis P Deegan, e-mail, 14.01.2010 04:15

I worked on CH-46 E Models during the early 80s and they were great and forgiving aircraft. I was stationed at MCAS
(H)New River with HMT-204 and HMM-263. The CH-46 has already been phased out there in favor of the new V-22 Osprey. I have recently saw pictures of E model CH-46s with the SAR Squadron in Cherry Point and giving these old war birds a new life and keep them out of the bone yard.


Robert A. Booker, e-mail, 19.12.2009 18:52

During the 70's I recieved a 1,000 hour patch, certificate and pin from Boeing-Vertol for my service as an H-46 Crew Chief. I still have my certificate but I've lost my patch and pin. Can anyone tell me how I might replace these two cherished items.
SEMPER_FI


Brian Clason, e-mail, 05.03.2009 23:02

I was on board the USS Moount Hood AE-29 from 1974-1978 and there was two uh46d/ch46d sea knight helicopters on board ship. I would like to know what Hc# and what detachment# we had onboard. And what naval air station in California they came from.


Al Powell, e-mail, 21.02.2009 04:15

Having flown over 4000 hours in every model of the Phrog, I can assure you that the tails breaking off on landing was not the result of hard landings. The cause was the pilots flying in to hot LZ's would switch the AFCS system into the "Hover Aft" setting which was designed to enable the 46 to maintain a level deck attitude in a hover. The flight manual stated that the Hover Aft mode should not be selected above 30 kts. This action placed excess stress on the 410 bulkheads was not designed to take. The "Sigma 1" conversion replaced the tail and included an airspeed interlock to prevent the selection above 30 kts. After the conversion the only way the pilot could defeat the system was to have the copilot cover the Pitot tube to trick the system. The side flare maneuver is a way to stop without having excessive pitch change, the Navy used the maneuver extensively for VERTREP operations.

Phrogs Forever!


Izzy, e-mail, 14.02.2009 05:53

The CH-46 in RVN operations was exposed to sever operational circumstances that resulted in handling situations that were very harsh. The aircraft handled these conditions pretty good. But every time an accident occured with a separation of the aft pylon there was a related rotor or drive system anomally (some involved maintenance oversights)that caused significant rotor blade damage and rotor unbalance. This rotor unbalance caused sever lateral loads that caused the aft pylon structure to fail. The modifications that were made at the Okanawa mods were helpful but would not prevent aft pylon loss given a rotor significant unbalance. The installation of the ISIS blades and transmission improvements were the more significant changes. The new tail that was installed was to accomadate the 4-point mount aft transmission. With the composite rotor blades installed and other dynamic component improvements that were subsequently made allowed the aircraft's life to be greatly extended. Remember the aircraft model is almost 50 years old and still performing its assault mission requirements better than any other available helicopter. Thats why the speedy MV-22 is required to replace it.


Joe Reed, e-mail, 26.12.2008 16:46

During the Vietnam War the Marines also installed a 7.62mm machine gun, which was fired through the cabin door.

Not true we flew them with M-60's early in Viet Nam (7.62mm) and switched over to the .50 cal guns in late 1967 early 1968. Also, they were never fired through the door, the port gunner fired through the removable escape hatch and the Crew Chief (starboard side) did the same. The door was kept clear until much later when fitted with a hoist on some models, prior to the hoist being fitted to the out side of the entrance door (late 70's early 80's). We flew CH-46A's in Viet Nam until they were replaced with the more powerful "D" models in 1968. By the end of 1968 all the "A"'s were retired or converted to "D" models.


DAVID, e-mail, 26.11.2008 16:46

I need some help.
A close friend of mine flew as a flight engineer in a CH47 in Vietnam. For the number of hours that logged, he receievd an award from the Vertol Corp. Unfortunately, an bitter soon to be ex-wife threw out all of his military awards, this one included. Its the one he is most proud of. Anyone have any ideas on how I might get a replacement?
Thanks for you help and your service.


Jon Lazzaretti, e-mail, 31.10.2008 18:46

Regarding the 107 lift capability, the Ford commercial was shot using one of Columbia Helicopters'107s. The 107's we use are stripped down and we can generally lift 10000 pounds at sealevel/standard day. The load used in the commercial weighed 4500 pounds.

As to the tail on the A models, I flew the UH46a and D in the Navy during the late 60s. Part of the problem with the Marine tails stemmed from the former H34 tactic of coming into an LZ fast and then putting in a huge flare to slow to touch the tailwheel down. With a tandem rotor configuration, doing the same thing had a tendency to wash out the aft rotor as you rolled forward, which caused the tail end to lose lift and drop like a rock. The cure for that was to use side flaring which we use now in logging to great effect.


LCDR Prater H46 pilot 86, e-mail, 26.09.2008 03:26

You can't pick up 30000 lbs with a 17000 HH-46. A 47 may do it and holds 45 troops, an H46 holds 15 troops and 4 crew. 3500 lbs is about max on a lift. more when low on the 2 hours of fuel we had.


Ben Thurston, e-mail, 18.08.2008 20:40

Worked with USMC MEU 24 in August 2000 and again with MEU 22 in May 2002 for the Atlanta and Macon TRUEX (training in an urban environment exercise as Military Liaison for the Atlanta ARTC Center. Had the pleasure of seeing downtown Atlanta from the CH-46 and Macon country side. oooo-rah! and Semper Fi


Ronalde C. Shaw, e-mail, 10.05.2008 05:47

Ford shows a phrog or CH-46, or a 107 civilian model, and says the helo is dropping 30,000 pounds into the cargo bed of the Ford pickup. I do not think a phrog will pick up 30,000 pounds external. I may be wrong but would love to find out?


anthony babu, e-mail, 07.03.2008 14:48

they are best if designed for miltary and rescue flight


Mark Ashley, e-mail, 21.12.2007 17:38

Does anyone have a foto of the Tokyo Police KV-107
With thanks
Mark Ashley


Frank DeFelice, e-mail, 07.10.2007 07:13

The comment about the CH-46 being brought in too hard and breaking requires some clarification. The problem arose from Marine pilots who would (under fire, understandably!) want to come in with the ramp down so the troops would disembark quickly. The ramp would strike the ground or at times be backed into a shallow water and as a result exceed the structual limitations of the fuselage and weaken the tail section thus "breaking the tail off". The ramp on a CH-46 is a separate piece attached directly to the last fuselage former whereas on a Chinook, the entire rear or Aft Fuselage is a separate section (46 section)which includes a former to which the ramp is attached as part of that structure. A large modification program was carried out in Okinawa in 1968 during which the original tail section was replaced with a more beefed up tail which also had a new aerodynamic contour to the tail. This problem with the tail, to my knowledge, never happened on the UH-46 Sea Knights because they were used for VertRep duty (and not flown by Marines in combat) and instead used to lift and transport cargo from shore to ship or ship tp ship (thereby VERTically REPlenishing the ships' supplies). It is a testament to the great designers at Boeing-Vertol that CH-46 and 47 helicopters made in the early 1960's are still flying and with greater performance now than when they were originally built - a little known fact is that today's CH-47 Chinook can out run an Apache helicopter.


SULTAN ALGARNI, e-mail, 29.09.2007 07:59

PLEASE I NEED SOME PIX OR SITE FOR KV107 ENGINE MODEL
CT 58-IHI-140-IMI


John Dorgan, e-mail, 06.09.2007 20:08

I wonder if any records or photos exist of Vertol providing a test 107 aircraft to evaluate for Texas Tower support to replace the H-21s performing this duty in the 1960 era. This was at Otis AFB, Mass. I was on one for a test flight, and as I recall, the only reason that Vertol didn't get the contract was that Sikorsky could provide the aircraft required sooner.


Basit Bakhtyar, e-mail, 13.06.2007 10:23

I am interested in a 3d model of this helicopter for my study.can u guide me from where can i get this model to add into my presentation and show animation using this 3D model.


Bernard Lee, e-mail, 10.01.2007 03:56

Flew in a CH-46 in VietNam. Never see much about them on TV. Would you please write me back with info. on how I could get some VietNam era pix or souvenirs of this life-saving aircraft. Thank you for what you do.


Patricia Lee, e-mail, 10.01.2007 03:52

We are trying to send you an email. Won't go through.


Jay, e-mail, 05.12.2006 07:31

The 46D models were nicknamed Iron Tails. Some pilots would bring the A models in too hard, break the darn thing in half, so Boeing fixed the D models to where they could handle the extra stress.


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