| 64-13128, Boeing build number B-100, was a CH-47A helicopter. The U.S. Army acceptance date was 8 May 1965. 64-13128 accumulated 2,074.0 aircraft hours.
64-13128, at some point, was assigned to A Company - "Wildcats", 228th Assault Support Helicopter Battalion (ASHB) - "Winged Warriors", in the Republic of Vietnam (RVN) and remained there through March 1967.
In April 1967, 64-13128 was assigned to the Army Aviation Division, Test and Evaluation Command (TECOM), 6th Army, headquartered at Dugway Proving Grounds, Utah.
In June 1967, 64-13128 was transferred to the U. S. Army Flight Detachment in the RVN.
In August 1967, 64-13128 was on bailment to Bell Helicopter in the RVN.
In September 1968, 64-13128 was transferred to the 147th Assault Support Helicopter Company (ASHC) - "Hillclimbers" in the RVN.
On 26 September 1968, 64-13128, at 1,069.0 aircraft hours, was sling loading a 105 mm howitzer platform. As the aircraft started its descent, the front of the platform, for an unknown reason, struck the aircraft causing damage to the left fuel cell skin.
On 6 January 1969, 64-13128, was damaged while conducting a Command and Control mission in combat support of the 12th Combat Aviation Group (CAG). The details are unknown. The helicopter was recovered.
On 5 September 1969, 64-13128, while conducting a Command and Control mission in support of the 12th Combat Aviation Group, received .50 caliber to 20 mm fire. The helicopter was recovered.
In June 1969, 64-13128 was transferred to the 205th ASHC - "Geronimos", stationed at Phu Loi in the RVN.
On 3 November 1969, 64-13128, at 2,032.0 aircraft hours, was lost due to accident in the RVN.
The U.S. Army reported that, at approximately 1040 hours, just after completing refueling, aircraft picked up an external sling load plus 6 passengers and internal hot rations. Shortly after takeoff the aircraft commander made an instrument check and noted all instruments in the green and fuel quantity of 3,500 pounds. Upon reaching the vicinity of the landing zone (LZ), the aircraft commander called the receiving unit and asked if they could spot him. The radio operator on the ground replied that he had negative sighting. Smoke was thrown on three separate occasions. The crew of 64-13128 spotted the third smoke thrown, off to the east. The LZ was a dirt road, which ran generally from northwest to southeast. The aircraft turned final on a heading of 029 degrees and started an approach. A pre-landing check showed all instruments reading in the green. As the approach was continued, the crew chief announced the load was one hundred feet off the trees. At this time the aircraft commander noted the rotor rpm starting to decay, and tried to correct this by pushing maximum aircraft beep. There were no visible results so the aircraft commander told the pilot to make a go-around. The crewmembers in the front of the aircraft then heard a change in the noise level from the forward transmission. The sound was described as being the same as when the aircraft is shut down. The rotor rpm continued to decay and the aircraft commander ordered the crew chief to release the sling load. The crew chief responded by pressing the release button on his winch / hoist control grip. The crew chief stated the hook was slow to open but the load did leave the aircraft at an altitude of 30 to 40 feet from the ground. The aircraft commander did not hear a verbal response from the crew chief when he ordered the load dropped and so before taking control of the aircraft he turned on the emergency cargo release switch. At the same time the Flight Engineer, who was acting as right door Gunner, heard a "popping" sound coming from the number two engine closely followed by a puff of blue smoke from the exhaust cone. At this time it was apparent to the aircraft commander that a crash landing was inevitable. He therefore attempted to zero out forward airspeed and settle vertically onto the road. He then instructed the pilot to pull both engine condition levers to stop in order to avoid a fire on impact. The aircraft was vibrating to such an extent the pilot was unable to do so at this time. The aircraft hit hard in the middle of the road and in a level attitude. It then bounced 3 to 5 feet into the air and started to veer to the right and assume a nose low attitude. The aircraft commander applied left aft cyclic in order to keep the ship in a level attitude, but the controls were jerked from his hands. The pilot was able at this time to pull the engine condition levers to stop. The aircraft hit the ground again at which time the aft pylon separated and one aft rotor blade cut through the cabin. One person, a passenger was killed.
On 16 June 1999, Roger Knueve reported that his journal has tail number 64-13128 crashing on 3 November 1969. It lost power on landing and hit hard. One of the rear rotor blades sliced into the cabin. The drive shaft was sheared and ended up twisting around in the cabin. The crew got out with minor injuries to the Flight Engineer (FE) and Gunner. One passenger was killed by the driveshaft. During recovery the aircraft broke apart.
The last known location of 64-13128 was in the Republic of Vietnam.
Aircraft status: Crashed.
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