70-15009

 

 

Property of D Company 34th Support Battalion Fort Hood, Texas 1974 - 1985

 

 

Property of Company G - "Hook Master" 149th Aviation Regiment NAS Dallas, Texas 1985 - 1989

 

 

CH-47C Chinook helicopter 70-15009 sitting on the ramp at Naval Air Station (NAS) Dallas (KNBE) on 30 March 1987. Click-N-Go Here to view a larger image.

 

 

70-15009, Boeing build number B-651, was a CH-47C helicopter. The U.S. Army acceptance date was 12 April 1971. 70-15009 accumulated 3,091.0 aircraft hours.    At some point, at least through January 1985, 70-15009 was assigned predominately to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, Forces Command (FORSCOM), located at Fort Hood, Texas.    On 25 April 1974, 70-15009 was involved in a Class E incident.    While assigned to D Company, 227th Aviation Battalion, 1st Cavalry Division, 3rd Corps, Forces Command (FORSCOM), Fort Hood, Texas, and on a service mission for an unknown purpose somewhere in Texas, a precautionary landing (PL) was performed. Oil leaking from the number two engine was dripping on number two engine fire detection system causing the illumination of the fire warning light. The number two engine oil filter was loose and not properly installed. The oil filter was tightened, inspected and the maintenance operational check [Ed. MOC, pronounced "M oh C"] was accomplished. The aircraft was released for flight.    On 13 August 1974, 70-15009 was involved in a Class E incident.    While assigned to D Company, 227th Aviation Battalion, 1st Cavalry Division, 3rd Corps, FORSCOM, Fort Hood, Texas, and on a service mission at night for an unknown reason somewhere in Texas, 70-15009 experinced a number two engine chip detector caution light illumination during engine start. The aircraft was shut down. Upon inspection of the chip detector, normal fuzz was discovered. The magnetic plug was cleaned, reinstalled and a MOC was performed. The aircraft was released for flight.    On 26 August 1974, 70-15009 was involved in a Class E incident.    While assigned to D Company, 227th Aviation Battalion, 1st Cavalry Division, 3rd Corps, FORSCOM, Fort Hood, Texas, and on an unknown service mission somewhere in Texas, the number two engine oil pressure caution light illuminated with no associated loss of pressure indication on the oil pressure guage. Maintenance could not duplicate.    On 4 September 1975, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and on a service mission for an unknown purpose to an unknown location and at Barksdale Air Force Base, Louisiana, the Number One Engine Fire Light illuminated. While two-wheel taxiing out of parking, the engine fire light contained within the Fire Pull Handle illuminated. The crew stopped the aircraft and shut down the engines. A cracked fuel mainifold was discovered on the number one engine.    On 3 February 1977, 70-15009 was involved in a Class E incident.    While assigned to the 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, on a service mission for an unknown reason during an Instrument Flight Rules (IFR) flight somewhere in Texas, the Transmission Pressure Gauge pressure dropped to zero. The aircraft was landed. The Rotary Oil Pressure switch failed.    On 15 September 1977, 70-15009 was involved in a Class E incident.    While assigned to the 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and on takeoff for a service mission for an unknown purpose somewhere in Texas the number one engine chip detector caution light illuminated. A precautionary landing was made.    On 26 January 1978, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and conducting a training mission, 70-15009 was landing at an unknown location when the Longitudinal Cylic Trim (LCT) actuator would not program properly in the automatic or manual mode. A precautionary landing was executed.    On 12 June 1978, 70-15009 was involved in a Class C accident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, 70-15009 was in-transit to an unknown location. After one flight of 2.5 hours and .6 hours into the second flight, the number one tunnel cover popped open and locked in the open position. The number two tunnel cover separated from the aircraft causing damage to the high frequency antenna.    On 15 February 1979, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and conducting a training mission in cruise flight, 70-15009 experienced fluctuating transmission oil pressure. A precautionary landing was made.    On 23 July 1979, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, the crew was conducting engine start up procedures. When the Auxiliary Power Unit (APU) switch was placed to the OFF position, multiple caution panel lights illuminated indicating the aft transmission Auxiliary Gearbox (AGB) shaft had failed. The aircraft was immediately shutdown. [Ed. The incident report incorrectly states the main generator shafts failed. On C models and prior versions of the Chinook helicopter the main generators, utility and number two flight hydraulic pumps were mounted on the AGB. The AGB was mounted on the Aft Transmission which powered the AGB via a quill shaft. Should the quill shaft break all components mounted on the AGB would cease to function.]    On 24 February 1980, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and preparing to conduct a service mission on Biggs Army Airfield (KBIF), the crew was conducting engine start up procedures when the number two engine starter motor hydraulic line separated from its fitting causing a leak.    On 25 February 1980, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, after completing a service mission for an unknown purpose and preparing to shut down the aircraft, the crew noticed the Aft Longitudinal Cyclic Trim Actuator was extended. The actuator motor failed with the speed trim actuator fully extended.    On 17 June 1980, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and conducting water landing training the aircraft landed to change pilots. The crew chief noticed a fuel leak on the number one engine.    On 2 September 1980, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, the crew was performing a Health Indicator Test (HIT Check) in preparation ot conduct a service mission for an unknown purpose. When the pilot moved the Engine Condition Lever for the Number Two Engine, the engine did not respond. A precautionary landing was made and the crew shut down the engine by operating the Fire Pull Handle to cut off the fuel flow to the engine. The N1 Control Box had failed internally.    On 10 December 1980, 70-15009 was involved in a Class E incident.    While assigned to 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, on a service mission for an unknown purpose, the crew was preparing to start the aircraft. During the hydraulic flight controls check, hydraulic and electrical power was lost. The battery relay failed causing the battery to drain down to a level were the Auxiliary Power Unit (APU) generator would not stay online. [Ed. On C model and prior versions of the Chinook helicopter the generators required battery power to excite the field winding in the generator. D model and later aircraft versions employed a permanent magnet generator (PMG) to self-excite the field winding.]    On 31 August 1981, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, in preparation for a training mission, the crew was performing the run-up procedure with the Rotor RPM stabilized at 245. The Instructor pilot (IP) noticed the Rotor RPM increase to 249. The Number One Engine torque and N1 also increased. After reaching 249, the RPM then decreased to 240 and then began increasing. The IP positioned the Number One Engine Engine Condition Lever (ECL) to stop when the RPM passed through 245. The Number One Engine Bleed Band was opening and closing. [Ed. The Rotor RPM range indicated in the report is a clue that this aircraft was equipped, at the time, with metal rotor blades. The cycling of the bleed band would indicate it was adjusted out-of-tolerance.]    On 11 December 1981, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and performing a service mission for an unknown purpose, 70-15009 was in the process of taking off when the crew chief noticed a hydraulic leak in the vicinity of the aft pylon. The crew performed a precautionary landing and the line was replaced.    On 22 January 1982, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and performing a service mission for an unknown purpose, 70-15009 experienced a Number Two Engine over temperature (overtemp) situation. After completing HIT check on Number One Engine, the pilot began moving Number Two Engine Engine Condition Lever (ECL) lever to flight. A crosscheck of instruments revealed Number Two Engine N1 was decreasing through 55-50 percent and Power Turbine Inlet Temperature (PTIT) was increasing past 1000 degrees Celsius (C). The Number Two Engine ECL was positioned to stop. The Number Two Engine PTIT peaked at 1100 degrees C and then decreased to 150 degrees C when the engine was shut down. Attributed to failure of gas turbine engine, cause unknown. [Ed. This type of engine overtemp would later become known as engine N1 rollback and many an engine (L11 and L712) installed on Chinook helicopters suffered this fate over the years. Possible causes and theories were developed as time went by - a combination of eroded compressor components, dirt and sand lodged on various places within the engine internal structures, glass formed in the power section from operations in sandy environments, etc.]    On 24 February 1982, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and performing a service mission for an unknown purpose, 70-15009 experienced engine foriegn object damage (FOD). After a sling load was positioned on ground and sling was released, pilot began the takeoff from a hover. The copilot observed fluctuations of torque (10-15 percent) and N1 (3-5 percent). All crewmembers heard popping sounds in the Number One Engine. After reaching 300 feet above ground level (AGL) and 70 knots indicated airspeed (KIAS), the Number One Engine was shut down and a single engine landing was executed at the Army Airfield (AAF). 12 turbine blades on first stage and 3 blades on second stage sustained FOD. The cause was unknown. The engine was changed and sent to Corpus Christie Army Depot (CCAD) for overhaul.    On 30 July 1982, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and preparing to perform a service mission for an unknown purpose, 70-15009 experienced a APU motor-pump failure. During the APU start, the crew chief noticed an unusual sound and the hydraulic indication was zero pressure. The APU motor-pump shaft had failed. [Ed. The incident report incorrectly lists the utility pump as the failed component. accident/incident reports are often written by those who do not completely understand the noun-nomenclature of aircraft components or how the system functions.]    On 1 April 1984, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and performing a training flight, 70-15009 experienced illumination of a chip detector caution light. While in cruise flight the Number One Engine Chip Detector Caution Light illuminated and the crew secured the engine. The aircraft was landed on an airfield. Army Oil Analysis Program (AOAP) personnel recommended changing the engine accessory gearbox (AGB).    On 29 May 1984, 70-15009 was involved in a Class D accident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, 70-15009 was operating in Honduras. The aircraft was being repositioned in a Landing Zone (LZ) for passenger pickup. While hovering by another parked aircraft, rotor wash caused the aircraft green blade on the parked aircraft to flap down and contact the number one tunnel cover. The aircraft parking area was inadequate in size and was not conducive to hover operations. Discussions with aviators indicated the aircraft parking area was situated in a field surrounded by other units/activities. An aircraft refueling point, helicopter repair facility, and personnel tents are examples of the fixed obstacles that required the aviators to hover the aircraft at a higher than normal altitude (10 feet aft wheel height above ground is normal), or to hover close enough to other aircraft for the rotor wash cause damage. Adequate hover lanes providing necessary clearances were not available. Security considerations dictated the use of a less than optimum area for aircraft operations. The trade-off between the very real possibility of insurgent forces breaching security and gaining access to the parking area and destroying a helicopter(s) off set the probability of a serious mishap.    On 21 September 1984, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and deployed to Honduras, 70-15009 experienced a flickering Master Caution Light. While operating near Tegucigalpa, the Master Caution Light flickered on and off three times and the Number Two Engine Chip Detector Caution illuminated. The engine was shut down in flight and the crew performed a run-on landing at an Air Force Base without further incident. The retaining nut for the engine chip detector electrical connector had backed off causing the light to illuminate.    On 14 January 1985, 70-15009 was involved in a Class E incident.    While assigned to D Company, 34th Support Battalion, 6th Cavalry Brigade, 3rd Corps, FORSCOM, Fort Hood, Texas, and preparing to conduct a training mission, the Number One Engine would not start due to a failed N1 Actuator.    At some point between January 1985 and April 1989, 70-15009 was assigned to Company G, 149th Aviation Regiment, Army National Guard (ARNG), located at the time at Naval Air Station Dallas (NAS Dallas - KNBE), now known as Hensley Field, Grand Prairie, in the State of Texas, through approximately November 1989.    On 8 April 1989, 70-15009 was involved in a Class E incident.    While assigned to Company G, 149th Aviation Regiment, ARNG, and during the preflight inspection to conduct a training mission, the crew discovered excessive play in the Forward Transmission Input Adapter. The "Bathtub" key appeared to be loose. [Ed. The bathtub key is a relatively small, but very important, piece of metal that keeps the input adapter and forward transmission input gear, hence the entire drive train between the two rotor systems, in alignment. Should it fail, the forward and aft rotor systems would intermesh and the result would be catastrophic destruction of the aircraft. See 74-22292]    On 14 October 1989, 70-15009 was involved in a Class E incident.    While assigned to Company G, 149th Aviation Regiment, ARNG, and in cruise flight during a training mission, 70-15009 experienced a transmission oil low pressure condition. The transmission (XMSN) oil pressure caution light illuminated and XMSN oil pressure gauge indicated 18 psi in flight at 1500 feet AGL and 90 KIAS over a drop zone. The XMSN pressure selector switch was utilized to verify the left XMSN (Number One Engine XMSN) was below limits. The flight crew elected to perform a precautionary landing with both engines on line. The precautionary landing was uneventful, and aircraft was shutdown normally with no further incident. The aviation maintenance team arrived the next day to repair/fix aircraft. After the pressure transducer was replaced, the aircraft was released for flight and flown back to home station with no further incident. The XMSN oil pressure transducer failed. [Ed. Normal XMSN pressure range is 20 to 90 psi.]    On 12 January 1990, 70-15009 was inducted into the D model program and converted to 90-00185.    The last known location of 70-15009 was at Boeing during the conversion.    Aircraft status: Converted to D model.

 

 

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Related Information

 

70-15009 Class E Incident 25 April 1974

70-15009 Class E Incident 13 August 1974

70-15009 Class E Incident 26 August 1974

70-15009 Class E Incident 4 September 1975

70-15009 Class E Incident 3 February 1977

70-15009 Class E Incident 15 September 1977

70-15009 Class E Incident 26 January 1978

70-15009 Class C Accident 12 June 1978

70-15009 Class E Incident 15 February 1979

70-15009 Class E Incident 23 July 1979

70-15009 Class E Incident 24 February 1980

70-15009 Class E Incident 25 February 1980

70-15009 Class E Incident 17 June 1980

70-15009 Class E Incident 2 September 1980

70-15009 Class E Incident 10 December 1980

70-15009 Class E Incident 31 August 1981

70-15009 Class E Incident 11 December 1981

70-15009 Class E Incident 22 January 1982

70-15009 Class E Incident 24 February 1982

70-15009 Class E Incident 30 July 1982

70-15009 Class E Incident 1 April 1984

70-15009 Class D Accident 29 May 1984

70-15009 Class E Incident 21 September 1984

70-15009 Class E Incident 14 January 1985

70-15009 Class E Incident 8 April 1989

70-15009 Class E Incident 14 October 1989

 

 

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