Back Boeing-Vertol Model 107 / CH-46


In 1956, the Vertol Aircraft Corporation began developing a turbine-powered member of the "flying banana" family pioneered by Frank Piasecki. The result was a new design which was more compact than the previous angular-fuselage type, with a watertight belly to permit ditching and the powerplant installed at the base of the tail pylon.

The new Model 107 prototype with two 877shp Lycoming T53 turbines flew on 12 August 1958. In July of that year, the US Army ordered 10 Model 107s, designated YHC-1A, with the uprated 1065shp General Electric YT58 turbine and a rotor diameter increased by 0.6m. The first YHC-1A flew on 27 August 1959, but in the meantime, the US Army had ordered five YHC-1Bs (Model 114), a scaled-up variant which was better suited to meet its need for a tactical transport helicopter, and consequently the order for the Model 107 was reduced to only three machines. The third of these was later returned to the company, which converted it into the Model 107-11, prototype of the civil version.

However, when the US Navy set up a new design competition for a medium-lift transport helicopter in 1960, this was won by the Boeing-Vertol 107M, a modified version of the YHC-1A. A batch of 50 was initially ordered, the first of which was tested in October 1962. Designated CH-46A Sea Knight, the 107M was used for troop transport. During the Vietnam War the Marines also installed a 7.62mm machine gun, which was fired through the cabin door. A total of 498 have been ordered by the Marine Corps and 24 by the US Navy. Several variants have been produced including the CH-46A for the Marines (160); the UH-46A Sea Knight for the US Navy (24); the CH-46D with an uprated engine for the Marines (266); the UH-46D for the US Navy (10); the UH-46B for evaluation by the USAF; the RH-46E minehunters for the US Navy, and the CH-46F for the Marines (174), which is similar to the CH-46D but with improved electronics. Seven civil aircraft were used by New York Airways from 1962, while 18, designated CH-113, were ordered by the Canadian Air Force and 14, designated HPK-4, by Sweden.

The Model 107 has also been built under license in Japan by Kawasaki Heavy Industries in civil and military versions: the KV-107/11-2 commercial version for passenger transport adopted by Kawasaki, the Thai government and New York Airways; the KV-107/11-3 minehunters; the KV-107/11-4 for tactical transport, 59 of which have been built for the Japanese Ground Self-Defense Force; the KV-107/11-5 rescue version for the Japanese Air Self-Defense Force and the Swedish Navy (38 built); the KV-107/11-7 six-eleven-seat VIP transport version, only one of which has been built for the Thai government; and the KV-107/IIA version for hot climates and high altitudes.

G.Apostolo "The Illustrated Encyclopedia of Helicopters", 1984

Boeing-Vertol CH-46

In May 1957 Frank Piasecki and his Vertol design team began work on a new company-funded twin-engined, tandem rotor cargo helicopter designated the Model 107. The aircraft was essentially a turbine-powered update of Piasecki's proven CH-21 and was intended to fill an anticipated Army requirement for a medium assault transport helicopter capable of lifting an entire infantry platoon and all its associated equipment.

The first Model 107 prototype made its maiden flight on 22 April 1958 and three months later the Army ordered ten examples, designated YHC-1A, for service test and evaluation. However, prior to the delivery of the first article the Army decided Vertol's larger and more capable Model 114 (later better known as the CH-47 Chinook) better fulfilled the revised medium assault transport requirement, and consequently reduced the YHC-1A order to just three aircraft. These machines (serials 58-5514 through -5516) were used primarily to familiarize Army flight crews with the capabilities of turbine-powered helicopters, and all three were eventually returned to the manufacturer. Vertol continued development of the Model 107, which later served in large numbers with the U.S. Navy and Marine Corps as the CH-46 Sea Knight.

S.Harding "U.S.Army Aircraft since 1947", 1990


Shortly after the formation of Vertol Aircraft Corporation in March 1956, the company initiated a design study for a twin-turbine commercial transport aircraft. In formulating the design, special attention was given to ensure that it would be suitable also for military use if the armed forces showed an interest in its procurement. As a result, the tandem rotor layout, which had been developed fully by Vertol, and by the Piasecki Helicopter Corporation before it, was adopted because of its known performance and reliability. Twin turbines were chosen to power this new helicopter for, despite the fact that they had not then acquired a long history of reliability and economy, there was no doubt that these engines offered a superb power/weight ratio, and were improving progressively all the time. To limit noise and provide maximum cabin space the engines were mounted above the fuselage, at the aft end of the cabin. To speed loading/unloading operations a large ramp formed the undersurface of the upswept rear fuselage, and this was sufficiently robust to allow straight-on loading of vehicles and/or bulky freight. A sealed and compartmented fuselage made it possible for this new helicopter to be operated from water, as well as land surfaces.

Allocated the designation Vertol Model 107, a prototype entered construction in May 1957, and the first flight of this aircraft was recorded on 22 April 1958. Company testing and development progressed well, and an extensive demonstration tour aroused considerable interest. First of the armed forces wishing to evaluate this new helicopter was the US Army which, in July 1958, ordered 10 slightly modified aircraft under the designation YHC-1A; the first of these flew for the first time on 27 August 1959. By that time the US Army had become more interested in a larger, more powerful helicopter which Vertol had developed from the Model 107 and, in consequence, reduced its order to only three YCH-1As. Subsequently, the company equipped the third of these with 783kW General Electric T58-GE-6 turboshaft engines and rotors of increased diameter, and this derivative was fitted out with a commercial interior as the Model 107-II prototype, which first flew on 25 October 1960. By that time Vertol had become a division of The Boeing Company.

When the US Marine Corps showed an interest in this aircraft, one was modified as the Boeing Vertol Model 107M, powered by T58-GE-8 engines, and this was successful in.winning the USMC's design competition in February 1961, being ordered into production under the designation HRB-1 (changed to CH-46A in 1962), and the name Sea Knight. Since that time Sea Knights have been used extensively by both the USMC and the US Navy. The former uses these helicopters for troop transport, the latter mainly in the vertical replenishment (VERTREP) role, carrying stores, ammunition and personnel from logistic support ships to combat ships at sea.

The first of the CH-46As flew on 16 October 1962, and testing continued into late 1964, with the first US Marine squadrons taking these aircraft into service in early 1965. Since then a number of versions have been built, these including the CH-46D for the USMC, generally similar to the CH-46A, but with 1044kW T58-GE-10 turboshaft engines; theCH-46F for the USMC, generally similar to the CH-46D, but with additional avionics; the UH-46A Sea Knight, similar to CH-46A, procured by the US Navy with first deliveries to Utility Helicopter Squadron 1 in July 1964; and the UH-46D for the US Navy, virtually the same as the CH-46D. The US Marine Corps has updated 273 of its Sea Knights to CH-46E standard, with 1394kW General Electric T58-GE-16 turboshafts and other improvements. Six utility models, almost identical to the CH-46A, were delivered to the RCAF in 1963-4 under the designation CH-113 Labrador, and 12 similar aircraft were built for the Canadian Army during 1964-5, these being designated CH-113A Voyageur. Under a Canadian Armed Forces' Search And Rescue Capability Upgrade Project (SARCUP), Boeing of Canada was contracted to modify six CH-113s and five CH-113As to an improved SAR standard by mid-1984. In 1962-3 Boeing Vertol supplied Model 107-IIs to Sweden for service with the air force in the search and rescue role, and with the navy for ASW and minesweeping duties: both of these versions have the designation HKP-4

In 1965, Kawasaki in Japan acquired from Boeing Vertol the worldwide sales rights for the Model 107-II, and in 1981 continued to produce these helicopters under the designation KV-107/IIA. A number of versions have been built and remain in production, and these are listed below.


KV-107/II-2: airline version, with accommodation for two flight crew, a stewardess and 25 passengers; 11 built; improved KV-107/IIA-2 available currently

KV-107/11-3: mine counter-measures (MCM) version for JMSDF (two), plus seven of the uprated KV-107/11A-3 model

KV-107/II-4: tactical cargo/troop transport for JGSDF with strengthened cabin flooring; 42 supplied as such, with the last of 18 uprated KV-107/ IIA-4 versions delivered in late 1981

KV-107/II-5: designation of 13 long-range SAR helicopters for JASDF; 19 uprated, but otherwise similar aircraft, are designated KV-107/IIA-5, the last three being delivered during 1981; eight KV-107/II-5s supplied to Swedish navy without powerplant, these having Rolls-Royce Gnome H.1200 turboshafts installed in Sweden; Swedish navy designation HKP-4C

KV-107/II-7: designation of one six/eleven-seat VIP transport

KV-107/11A-17: designation of single long-range transport for Tokyo Metropolitan Police Department; has a forward passenger compartment and aft cargo hold

KV-107/II-SM-1: designation of four helicopters equipped as firefighters

KV-107/IIA-SM-2: aeromedical and rescue version

D.Donald "The Complete Encyclopedia of World Aircraft", 1997

Boeing-Vertol CH-46

In 1956, Vertol began preliminary design and engineering of a twin-turbine transport helicopter for commercial and military applications. The main objective was to take full advantage of the high power, small size and light weight of the shaft-turbine engines then becoming available. To achieve the best possible hovering performance, the traditional Vertol tandem-rotor layout was retained, and the turbines were mounted above the rear of the cabin, on each side of the aft rotor pylon. This results in maximum unobstructed cabin area and permits the use of a large rear ramp for straight-in loading of vehicles and bulky freight.

Construction of a prototype, designated Model 107, was started in May 1957, and this aircraft flew for the first time on 22 April 1958, powered by two 641kW Lycoming T53 turboshaft engines. It was designed for water landing capability, without the addition of special flotation gear or boat hull design, and was intended to carry 23 to 25 passengers in normal airline standard accommodation.

Standard commercial 107 Model II, modified from one of the three YHC-1A (CH-46A) helicopters built for evaluation by the US Army, flew for the first time 25 October 1960, followed by the first production model on 19 May 1961. FAA certification received 26 January 1962; entered scheduled service with New York Airways 1 July that year.

The first order for the CH-46A assault transport version for the US Marine Corps was placed in February 1991, with first flight on 16 October 1962. Four squadrons were operating CH-46As by June 1965 and the type entered service in Vietnam in March 1966. Kawasaki Heavy Industries obtained a licence in December 1965 to build the Model 107 in Japan. First KV107II obtained Japanese and US type approval in Spring 1968.


107 Model II: Standard commercial version, with two 932kW (1,250 shp) General Electric CT58 turboshaft. Available as an airliner with roll-out rear baggage container or utility model with rear-loading ramp.

CH-46A (formerly HRB-1) Sea Knight: US Marine Corps assault transport version of the 107 Model II powered by two 932kW General Electric T58-GE-8B turboshafts. Withdrawn from service.

CH-46D Sea Knight: Generally similar to CH-46A, but with 1,044kW General Electric T58-GE-10 turboshaft and cambered rotor blades. Withdrawn from service.

CH-46E Sea Knight: Upgraded CH-46A with 1,394kW General Electric T58-GE-16 turboshafts and other modifications including provision of crash attenuating seats for pilot and co-pilot, a crash and combat resistant fuel system and improved rescue system. Initial fleet modifications began in 1977, and the first CH-46E modified at Cherry Point NV, Naval Rework Facility was rolled out 3 August 1977.

CH-46F Sea Knight: Generally similar to CH-46D, with the same engines and rotor blades. Contains additional electronics equipment. All CH-46s delivered since July 1968 were of this version. Withdrawn from service.

UH-46A Sea Knight: Similar to CH-46A. Ordered by US Navy for operation from AFS or AOE combat supply ships to transport supplies, ammunition and missiles as well as aviation spares to combatant vessels under way at sea. Secondary tasks include transfer of personnel and SAR. First deliveries in July 1964. Withdrawn from service.

UH-46D Sea Knight: Generally similar to UH-46A, but with 1,044kW General Electric T58-GE-10 shaft turbine engines and cambered rotor blades. UH-46s delivered since September 1966 were of this version.

CH-113 Labrador: Six utility models delivered to RCAF in 1963-64 for SAR duties. Generally similar to CH-46A. Two 932kW General Electric T58-GE-8B turboshafts. Larger capacity fuel tanks (total 3,408 litres) giving a range of over 1,050km. All six upgraded under Search and Rescue Capability Upgrading Programme (SARCUP).

CH-113A Voyageur: Twelve aircraft in a similar configuration to that of CH-46A, delivered to Canadian Army in 1964-65 as troop and cargo carriers in logistical and tactical missions. Eight upgraded to SARCUP configuration.

Hkp 4C: Built for Royal Swedish Navy (45) and Air Force (10) in 1962-63, with Bristol Siddeley Gnome H.1200 turboshaft engines and fuel tanks of 3,786 litres capacity. Naval version has equipment for anti-submarine and mine countermeasures operations. Since upgraded with Gnome H.1400 turboshafts and new avionics.

HH-46D: Rescue version in service with the US Navy.

UH-46D: Base utility and rescue helicopter. In service with the US Navy.

KV-107II/IIA: Kawasaki-built versions of the Model 107 manufactured in Japan.

DESIGN FEATURES: Two three-blade rotors in tandem, rotating in opposite directions. The CH/UH-46 has power-operated blade folding. Power is transmitted from each engine through individually overrunning clutches into the aft transmission, which combines the engine outputs, thereby providing a single power output to the interconnecting shaft which enables both rotors to be driven by either engine.

STRUCTURE: Square-section stressed-skin semi-monocoque structure built primarily of high-strength bare and alclad aluminium alloy. Transverse bulkheads and built-up frames support transmission, power plant and landing gear. Loading ramp forms undersurface of upswept rear fuselage on utility and military models. Baggage container replaces ramp on airliner version. Fuselage is sealed to permit operation from water.

LANDING GEAR: Non-retractable tricycle type, with twin-wheels on all three units. Oleo-pneumatic shock-absorbers manufactured by Loud (main gear) and Jarry (nose gear). Goodyear tubeless tyres size 8 x 5.5, pressure 10.55kg/cm2, on all wheels. Goodyear disc brakes.

POWER PLANT: See Versions.

ACCOMMODATION: 107 Model II: Standard accommodation for two pilots, stewardess and 25 passengers in airliner. Seats in eight rows, in pairs on port side and single seats on starboard side (two pairs at rear of cabin) with central aisle. Airliner fitted with parcel rack and a roll-out baggage container, with capacity of approximately 680kg, located in underside of rear fuselage. Ramp of utility model is power-operated on the ground or in flight and can be removed or left open to permit carriage of extra long cargo.

CH/UH-46: Crew of three, 25 troops and troop commander. Door at front of troop compartment on starboard side. Door is split type; upper half rolls on tracks to stowed position in fuselage crown, lower half is hinged at the bottom and opens outward, with built-in steps. Loading ramp and hatch at rear of fuselage can be opened in flight or on the water. Floor has centre panel stressed for 1,464kg/m2. A row of rollers on each side for handling standard military pallets or wire baskets. Outer portion of floor is vehicle treadway stressed for 454kg rubber-tyred wheel loads. Cargo and personnel hoist system includes a variable-speed winch capable of 907kg cable pull at 9m/min for cargo loading or 272kg cable pull at 30m/min for personnel hoisting; it can be operated by one man. A 4,535kg capacity hook for external loads is installed in a cargo hatch in the floor.

SYSTEMS: CH/UH-46: Cabin heated by Janitrol combustion heater. Hydraulic system provides 105kg/cm2 pressure for flying control boost, 210kg/cm2 for other services. Electrical system includes two 40kVA AC generators and a Leland 200A DC generator. Solar APU provides power for starting and systems check-out.

ELECTRONICS AND EQUIPMENT: Blind-flying instrumentation standard. CH-46 has dual stability augmentation systems and automatic trim system.

Jane's Helicopter Markets and Systems

Technical data for Kawasaki KV-107/IIA-2

Engine: 2 x General Electric CT58-140-1 turboshaft, rated at 1044kW, rotor diameter: 15.24m, length with rotors turning: 25.4m, height: 5.09m, take-off weight: 9707kg, max speed: 254km/h, cruising speed: 241km/h, service ceiling: 5180m, range with max fuel: 1097km

K Bertoson, e-mail, 01.01.2018

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


Steve Brindle, e-mail, 06.02.2017

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.


John E Long, e-mail, 05.07.2016

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

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

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

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

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

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

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

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

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

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

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

Erling Rolfson, e-mail, 28.02.2013

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

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

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

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

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

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

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

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

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Alan Cooper, e-mail, 08.11.2011

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

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

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

hank, e-mail, 09.03.2011

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

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

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

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

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

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

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

hi i like this site

Kelly, e-mail, 01.03.2010

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

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

Dennis P Deegan, e-mail, 14.01.2010

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

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.

Brian Clason, e-mail, 05.03.2009

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

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

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

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

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

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

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

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

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

they are best if designed for miltary and rescue flight

Mark Ashley, e-mail, 21.12.2007

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

Frank DeFelice, e-mail, 07.10.2007

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

CT 58-IHI-140-IMI

John Dorgan, e-mail, 06.09.2007

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

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

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

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

Jay, e-mail, 05.12.2006

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.

Do you have any comments concerning this aircraft ?

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The prototype flew on 22 April 1958, with the first production CH-46 following on 16 October 1962.

The US Army tested a version of the CH-46 but decided not to operate it.

In 1965 the Sea Knight replaced the Sikorsky H-34 with Marine units in Vietnam.

Some 669 Sea Knights were built; US Navy and Marine Corps models served in Operation Desert Storm.

Other military versions of this helicopter are employed in Canada, Japan and Sweden.

All the World's Rotorcraft

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