(This was supposed to be posted in "I learned about IFR from that"
MY FIRST WEATHER TIME
It was September 1962. A month earlier I had graduated from helicopter flight school and was assigned to a unit in Germany. In my section, we flew the H-13 (Bell 250) helicopters, so I was pleased when our maintenance officer, Jim, askedme to go as his co-pilot in a CH34 (Civilian SK58) 16 place helicopter to Baumholder Army Airfield to get a part. Jim had just recently graduated from a new school in Stuggart that was designed to teach helicopter pilots to fly instruments. At that time, Army Helicopter pilots got no instrument training in flight school, so very, very few had an instrument rating. I was lucky that I had a friend who was a LINK (blue box) operator, and he had given me a few hours of training in the LINK
Anyway it was a standard fall day in Germany with the clouds hanging low, but the visibility met our required ½ mile, so off we went . After take-off, Jim skimmed along thru scud just at the bases of the clouds which were low. It appeared he was either trying to impress me, scare me or wanted to get in the clouds accidentally (on purpose) so he could climb on top of what he thought were low clouds. Since I had never been in this type aircraft, I was even more concerned. We made it to Baumholder got our part and started back. On the way out the door, I grabbed an instrument chart which was on a table and stuffed it in my pocket.
Again Jim flew just at the bases of the clouds and before you could say watch out all I could see was rotor blades and white. A lump suddenly formed in my throat, as Jim started a climb. I said nothing, even then I knew all pilots try to appear calm – even when they are scared to death. Anyway, Jim said "Don't sweat it, we'll be on top at 3000 feet.". I started to unfold the chart from my pocket -- which I was glad I had. As we passed 3000 feet, all I saw was still white. Jim looked a bit surprised and said "We'll for sure be on top at 4000". At 4000 he was becoming a bit nervous and my butt hole was puckering. He then said "We gonna break out at 5000. At 5000 - nothing changed. As we passed 6000 feet, Jim was becoming pale and again reassuring me or himself that we'd be on top at 7000. We passed 7000 and then 8000 feet. About this time, Jim said "We are starting to pick up ice". As I looked at the ice which had started to form on the wiper blades, my butt hole was starting to suck in my flight suit and I said "Don't even tell me about it"
Some where along here, I said Jim we are headed toward Frankfurt’s controlled airspace, I think we should turn back or call someone. His voice quivered as he said tune in the Sembach (SEM-BAC) Non directional radio beacon, located at Sembach AFB. With his help and luck I found it on the chart and I finally got it tuned in using a radio completely unfamiliar to me. When I heard the Morse code identifier and saw the directional needle swing around and pointed toward the NDB, I breathed a sigh of relief. Jim then banked the aircraft toward the needle.
About that time I noticed hot red hydraulic fluid dripping from the rotor brake system on his left arm and he started yelling "Wrap a rag around it". One of the crew chiefs in the rear handed up a big rag and I wrapped the rotor brake arm and the drip now fell between us. Jim said call Sembach Tower and ask if their GCA approach is active. I tuned in the frequency and called "SEM-BAK " tower, Army Copter 123, over". I must have called at least 5 times and just silence. We both were probably looking a little pale as we approached 9500 feet, the service ceiling of a CH34., and the whole aircraft started to shake. As the old saying goes, we had run out of pitch power and technique-- she would climb no more.
We had nowhere to go but back down. I was back on the radio and this time a voice came over the radio and said "Army Copter 123, are you calling SEM-BAC Tower." (I had mispronounced Sembach). I breathed a bit easier and requested their GCA frequency. As I dialed it in Jim took over the radio calls and said "We are requesting a practice GCA approach". I thought "Practice my rear!" He then looked at me and asked if I wanted to fly some. Even though I felt his butt hole pucker factor was bad and he may need a break, I was no instrument pilot. Besides my seat cushion was half way up me, so I said "Jim you are doing fine -- just get my butt on the ground" He made a GCA/PAR approach, broke out of the clouds just over the end of the runway and cancelled his "practice" approach and we headed back to Bad Kreuznach.
Back at Bad Kreuznach airfield, I could hear Jim telling the story. He said "Yeah, Harrell was scared" I said Damn right I was scared, but I never said anything and you were so scared you were as white as a sheet" He smiled and walked away. That was my first real instrument flight and it was in a CH34 aircraft nick named the "Choctaw. Two years later I got my helicopter instrument rating.
While I just think this is a great story -- since we survived, I learned one thing early in life. Don't depend on others, get as much information as possible prior to flight. Last edited on Mon Jun 23rd, 2008 12:57 am by archarrell
|
