When people discuss the topic of aviation, particularly aviation of a bygone era, discussion generally focuses on either biplanes of WW I, classic airliners of the 1930’s or famous warbirds of WW II, usually there is some additional discussion about jet age of the 1950’s and 60’s. Helicopters however are rarely mentioned in these discussions, principally because these versatile flying machines made their grand entrance upon the aviation scene relatively late in aviation history and also because there are not that many varieties and types when compared with their fixed wing counterparts. Also as there are many of the older choppers (Bell UH-1, Sikorsky CH-53, Sikorsky Sea King to name a few) still in active service within various armed forces around the world. As such, these machines are not considered as ‘old-timers’ by many aviation enthusiasts (Of course the definition of what constitutes an old-timer can be open to interpretation).

One chopper where the definition of ‘old-timer’ definitely applies is the Kaman HH-43 Huskie. This particular machine was first flown under the designation H-600 in 1953 and was commissioned into US Navy service as the HOK-1. The HOK-1 was powered by a single Pratt & Whitney R-1340-52 radial engine rated at 600 HP. Based on a USAF specification which required a powerful rescue helicopter for short distances, the HOK-1’s radial engine was later replaced by the Lycoming T53 gas turbine and with the new designation H-43B was commissioned into USAF service in 1959. Interestingly the Kaman Corporation was the first company to utilise a gas turbine engine to power a helicopter, in December 1951 the model K-225 was the first helicopter to fly with a Boeing 502-2 gas turbine power plant. The trademark of this company was the use of flap controlled counter rotating rotor blades based on the German Flettner principle, as such the installation of a tail rotor was not necessary.

The H-43’s range was quite limited, for example the range of the HH-43F was only 185 miles. Its relatively short range was nevertheless more than enough for the Huskies intended purpose of Search and Rescue (SAR) this was supported by an official USAF report that highlighted that the vast majority of rescues were conducted no more than 75 miles away from the crews airbase and highlighted that a fast response is an essential element in the rescue of all downed air crew. As a result of this report the USAF established Local Base Rescue (LBR) detachments equipped with the capable HH-43 Huskie helicopter and a crew of four including pilot, co-pilot, crew chief, air-medic and two fire fighters, these teams could be at the crash site within a matter of minutes.

Between 1964 and 65 the Huskie crews often utilised the radio call sign ‘PEDRO’, a call sign which became synonymous for almost all rescue choppers within the US Armed Forces. The first Huskies were detached to Vietnam in mid 1964 with the very last HH-43 leaving the war zone following the successful ceasefire negotiations in January 1973. Between 1962 and 1964 approximately 262 crews were rescued by PEDRO missions. Apart from LBR missions, SAR and Combat Search and Rescue (CSAR) missions were also flown, often in concert with army choppers. As the Vietnam conflict was a guerrilla war there were no real safe areas, even within one’s own airbase, as such this type of mission was common. Contrary to the Army’s Bell UH-1Huey and the Sikorsky CH-53 Jolly Green Giant the HH-43’s were unarmed, however despite this the lost of these tiny machines in combat was minimal. In a total of 9 years of operation from 14 different airbases in Vietnam, Laos and Thailand only 6 aircraft were classified as total losses with only two being destroyed by enemy fire.

Shortly after the American withdrawal from Vietnam the HH-43 Huskies were retired from US service. Although a few HH-43’s served with friendly countries, including the IIAF (Iranian Imperial Air Force) which received some 17 aircraft, whereupon it is believed that two of these aircraft still fly in active service today. Most of the 253 Huskies built were either sold to civilian companies or found their way into various museums. Unfortunately it is not known how many Huskies are still in flyable condition (definitely not very many).
It was therefore truly amazing to see a beautifully restored example as part of the flying display at an antique aircraft airshow at the Olympic Airport, south of the City of Seattle in Washington State. This particular HH -43 was restored and presented in its original colours and belongs to the Olympic Flight Museum which was founded by Mr Brian Reynold, CEO of Northwest Helicopters, a company which provides helicopter services for specialist purposes. Northwest Helicopters not only owns and operates a wide range of different choppers for different purposes but also maintains and sells used helicopters. Besides his commercial business Brian Reynolds also invests a lot of time (and money) in maintaining the museum which houses a superb range of exhibits. Even more remarkable is the fact that most of the museum’s aircraft are in fully flyable condition.

The Olympic Flying Museum is located within the compound of Olympic Airport, which is also home to Northwest Helicopter’s modern heliport. Apart from the Kaman HH-43 one can see other vintage helicopters in the form of a Bell UH-1H and its smaller cousin, the Bell UH-1K. Both aircraft are represented in Vietnam War livery, although their markings are from fictitious units. The smaller UH-1K, which was originally designed as a sea/air rescue helicopter for the US Navy, wears the historical , while not accurate markings of a US Marine Corps chopper, the bigger UH-1H is represented in the markings of the 1st (Air) Cavalry Division. A remarkable feature of these two very different versions is that both are powered by the same Lycoming T53-L-13 Gas Turbine engine rated at 1,400 SHP and share many common components with the exception of the airframe. The UH-1K has also lighter (empty weight of the K version is 4,740 lbs while the H model is 5,210 lbs) when compared to its bigger brother which provides the K model with a higher speed and longer range. Both aircraft are in perfect condition and both are displayed at various airshows and events regularly.

A highlight of the show was another Bell design, in the form of the AH-1S Cobra. Based on a regular UH-1 however powered by the much more powerful Lycoming T53-L-13 Gas Turbine engine rated at 1,900 SHP, the Cobra was built around a highly modified airframe and was the first real attack combat helicopter utilised by Western forces. Some of the main differences between the AH-1 and UH-1 include a narrow profile incorporating a tandem cockpit layout and the fact that the Cobra’s tail rotor is mounted on the right hand side of the fuselage. Modernized versions of the famous Huey and Cobra series are still in production and in service with the US Marine Corps (Bell Textron UH-1Y & AH-1Z) and US Air Force (UH-1N). At the Olympic Airshow both, the UH-1H Huey and AH-1S Cobra were both part of the flying display. The Cobra was piloted by Brian Reynolds while the UH-1H was flown by Ron Hutchins, a former US Army helicopter test pilot, who started his career as an aircraft mechanic. During the Vietnam War Ron served as a crew chief and door gunner on a Huey. Another Vietnam veteran in attendance, unfortunately however only on static display, was a Hughes OH-6A Cayuse. Built in 1967 this small highly manoeuvrable and rugged scout helicopter held a remarkable career with this particular aircraft not only taking part in the war but was also shot down twice while flying over the boondocks of South Vietnam. The OH-6, often referred to as the LOACH, an abbreviation for Light Observation Helicopter, the example on display was wonderfully restored to flying condition it was presented to the public as part of the static display.

The Olympic flight museum was founded in 1998 and to commemorate its 10th anniversary a wonderful show was held on weekend of 14-15 June 2008. Apart from the previously mentioned helicopters many other highlights were to be seen at the show. The museum owns a couple of particularly interesting warbirds, especially their Mitsubishi A6M2 Zero Replica , which was originally a Canadian built North American Harvard MkIV advanced trainer later converted for the Hollywood movie Tora! Tora! Tora! At first glance the Zero Replica seems to be quite accurate with only the shorter main landing gear giving it away as a fake. Even if it is bigger and brawnier than the Japanese original the other main difference is the engines. While the original A6M2 is powered by a 1,130 HP Nakajima Sakae 21 twin radial engine the replica is still equipped with the Harvard’s original 600 HP Pratt & Whitney R-1340 -AN2 engine. An interesting fact is that the movie cost more to produce than the actual Japanese attack on Pearl Harbour! In total about 50 Harvard/Texans, Convair BT-15 and Vultee BT-13 were converted into Mitsubishi Zero, Aichi D3A Val andNakajima B-3N Kate torpedo bombers for the movie.

Together with the Zero another veteran of the Pacific theatre, the Grumman Avenger TBM-3E was also flown at the show. By the end of WW II some 9 ,836 Avengers were built by the Grumman Aerospace Corporation, however due to high wartime demand no less than 7,546 were also license built by General Motors, which can be identified by the designation TBM (Grumman designation was TBF). All TMB’s were powered by a single Wright R-2600 Cyclone radial engine rated at 1,900 HP (TBF only had a 1,700 HP power plant) which provided the TBM with a max speed of 279 mph. Although the Avenger fought in nearly all major theatres of the war, particularly the Pacific, it was not until after the war that it became most famous. On 5th December 1945 a flight of 5 TBM torpedo bombers took off from NAS Ft. Lauderdale for a routine navigation mission over the Caribbean. Two hours after their departure the flight leader, Lt. Charles C. Taylor, reported to the tower that he had become lost, shortly after all 5 Avengers of ‘Flight 19’ were lost without a trace. An immediate search and rescue mission proved fruitless, even one of the search aircraft was lost, a Martin PBM-5 Mariner exploded in mid-air due to a (suspected) technical failure . All crew members of Flight 19 have since been recorded as missing with not a single piece of wreckage ever being found. This mysterious disappearance has perpetuated rumours of the mysterious Bermuda triangle ever since.
However the Avenger achieved a belated honour as the type flown by the youngest navy pilot of WWII and one who was later to become the 41st President of the United States (1989 – 93), George H.W. Bush.

Apart from the aforementioned attractions many other different types of aircraft were in attendance at the Olympic Airshow. A visitor from nearby McCord AFB was a Boeing C-17 Globemaster III (unfortunately on Saturday only when the sky was overcast) piloted by Capt. Philip Poeppelmann and Capt. Doug Rottier, of the 8th Airlift Squadron. A highlight, at least for fans of fast jets was the display of a Boeing F/A-18 Hornet, with Lt. Rigel Pirrone of Strike Fighter Squadron 125 based at NAS Lemoore California at the controls. This was followed by a much more sedate display, by a Fouga CM -170 Magister which was painted in a colour scheme which needed a little getting used to, overall gold. The Fouga’s owner, Bud Granley, a former Canadian Armed Forces pilot and Flight Captain of United Airlines, didn´t only fly a great display in the Fouga but also performed together with his son Ross in a Yak-55. An already thrilled public also saw Bud Granley flying his North American P-51D Mustang ‘American Beauty’.

There are not many aircraft museums in the world where a large proportion of exhibits are in flying condition with only a few aircraft restricted to static display only. These include an English Electric Lightning T.Mk5, Hawker Hunter T.Mk 7, Fieseler Fi-103 Reichenberg (manned version of the V-1) and a Henschel HS-293 (the world’s first smart bomb). Because of its close proximity to Washington States capitol city of Seattle, about 60 miles south on the Interstate 5 highway, it is very easy to find the museum or if you wish you can even fly there. A visit to the Olympic Flight Museum is definitely a worthwhile experience, especially if one is lucky enough to see a flying display when the weather is fine.

Robert Kysela / CHK6

Release 4.0/2008

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