Tag Archives: Rescue

12 April 1972

BG Charles A. Lindbergh USAFR and MAJ Bruce Ware USAF, 31st ARRS, with Jolly 36, HH-3E 66-13289, 12 April 1972. (U.S. Air Force)
Brigadier General  Charles A. Lindbergh, USAFR (Ret.), and Major Bruce Ware USAF, 31st ARRS, with Jolly 36, HH-3E 66-13289, 12 April 1972. (U.S. Air Force)

12 April 1972: Famed pioneer aviator Charles A. Lindbergh, Brigadier General, United States Air Force Reserve, with a television news team investigating reports of a “lost tribe” in the Tasaday mountains of Mindanao, Republic of the Philippines, were stranded on a 3,000-foot (915 meter) jungle ridge line when their support helicopter developed mechanical trouble. Faced with a three-day walk through difficult terrain, the 70-year-old pilot was in trouble. The 31st Aerospace Rescue and Recovery Squadron at Clark Air Base on the Island of Luzon, was called in.

Major Bruce Ware and his crew, co-pilot Lieutenant Colonel Dick Smith, flight engineer Staff Sergeant Bob Baldwin, and pararescueman Airman 1st Class Kim Robinson, flew their Sikorsky HH-3E Jolly Green Giant, 66-13289, over 600 miles (965 kilometers) to the rescue location. The helicopter, call sign “Jolly 36,” was supported by a Lockheed HC-130N Combat King for aerial refueling, navigation and communications.

A Sikorsky HH-3E Jolly Green Giant refuels in flight from a Lockheed HC-130 Combat King. (U.S. Air Force)
A Sikorsky HH-3E Jolly Green Giant refuels in flight from a Lockheed HC-130 Combat King. (U.S. Air Force)

The pick-up point was a knife-edge ridge. Trees had been cut for clearance, but landing the Sikorsky was impossible. Major Gray had to hover with the nose wheel on one side of the ridge, and the main wheels on the other, with the boarding steps a few feet over the ridge top. The very high temperature and humidity created a density altitude equivalent to more than 6,000 feet (1,830 meters). Hovering the helicopter out of ground effect (OGE) was difficult under these conditions and fuel had to be dumped to lighten the load. Even so, only a few persons could be carried at a time. Eight trips to a drop point 15 minutes away were required. Lindbergh was on the second load. On clearing the ridge, Major Ware rendezvoused with the HC-130N to take on fuel. They partially refueled twice during the ridge line operation. Lindbergh commented that although he had helped to develop inflight refueling, he had never been aboard an aircraft while it was taking place.

After all persons—a total of 46—had been removed from the mountain, Jolly 36 and the Combat King flew back to Clark Air Base. The total elapsed time for the mission was 12 hours, 20 minutes, with 11 hours, 30 minutes actual flight time. Major Ware had to just sit in the cockpit for a few minutes before he could leave the helicopter, but General Lindbergh refused to leave until Ware was ready.

Distinguished Flying Cross

Major Ware was awarded the Distinguished Flying Cross. The other crew members of Jolly 36 and all those aboard the Combat King received the Air Medal. Ware retired from the Air Force in July 1989, after 29 years of service.

Sikorsky HH-3E 66-13289 (c/n 61-588) was delivered to the U.S. Air Force 8 December 1967 as a CH-3E. By July it was in South East Asia, operating as Jolly Green 03. The helicopter was later modified to the HH-3E combat rescue configuration. It was lost in the South China Sea in 1972, following a rescue from a freighter west of Luzon, Philippine Islands.

Notified by the accompanying HC-130 that the helicopter was trailing smoke, the aircraft commander, Lieutenant Colonel James (“Bud”) Green, made an emergency landing at sea. It was determined that the main transmission had cracked and was leaking oil.

A U.S. Navy helicopter hoisted the Air Force crew and the rescued man aboard, while a tug boat had been dispatched to recover 66-13289. Unfortunately the Jolly Green Giant overturned during a squall and sank in 12,900 feet (3,932 meters) of water.

Sikorsky CH-3E Jolly Green Giant 66-13289, hovering over the deck of a U.S. Navy guided missile frigate, USS William V. Pratt (DLG-13), August 1967. (U.S. Navy)

© 2017, Bryan R. Swopes

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29 November 1945

A Sikorsky R-5 flown by Jimmy Viner with Captain Jack Beighle, lifts a crewman from Texaco Barge No. 397, aground on Penfield Reef, 29 November 1945. (Sikorsky Historical Archive)
A Sikorsky YR-5A flown by Jimmy Viner with Captain Jack Beighle, hoists a crewman from Texaco Barge No. 397, aground on Penfield Reef, 29 November 1945. (Sikorsky Historical Archive)

29 November 1945: During a storm, Texaco Barge No. 397 broke loose and drifted onto Penfield Reef, approximately one mile (1.6 kilometers) off shore Fairfield, Connecticut. The storm was breaking the barge apart and the two crewmen, Captain Joseph Pawlik and Steven Penninger, were in danger.

On shore, witnesses has seen the flares fired during the night by the two seamen, but with the stormy conditions were unable to effect a rescue. Local police called the nearby Sikorsky Aircraft Corporation factory at Bloomfield, where new R-5 helicopters were being built for the U.S. Army, and asked if they could do anything.

Sikorsky’s chief test pilot Dimitry D. (“Jimmy”) Viner and the U.S. Army representative at the factory, Captain Jackson E. Beighle, U.S. Army Air Forces, took an available helicopter, flew to the scene and assessed the situation. Viner was not able to land the helicopter on the barge, so they returned to the factory where a new Army YR-5A had recently been equipped with an external rescue hoist. The R-5 was quickly prepared for flight (which involved reinstalling one of its three main rotor blades) and then Viner and Beighle flew it back to the barge.

While Viner hovered in the high winds, Captain Beighle operated the rescue hoist, lowering it to the barge where Seaman Penninger looped the leather harness under his arms. Beighle raised the harness with Penninger to the cabin but could not pull him inside. Penninger hung on to Beighle while Viner flew the helicopter to the beach.

With Jimmy Viner at the controls, the Sikorsky YR-5A lowers Captain Joseph Pawlik to the sand at Fairfield Beach, Connecticut, 29 November 1945. The helicopter’s serial number is difficult to read, but it may be 43-46608. (Sikorsky Historical Archive)
With Jimmy Viner at the controls, the Sikorsky YR-5A lowers Captain Joseph Pawlik to the sand at Fairfield Beach, Connecticut, 29 November 1945. The helicopter’s serial number is difficult to read, but it may be 43-46608. (Sikorsky Historical Archive)

After lowering Penninger to the beach, Viner took the R-5 back to the barge to pick up Captain Pawlik. When Beighle attempted to raise the hoist it jammed, leaving Pawlik suspended 30 feet (9 meters) below the helicopter. Viner again returned to the shore and carefully lowered Pawlik to the sand.

The United States Coast Guard had demonstrated the use of the rescue hoist a few months earlier, but this was the first time it had been used during an actual emergency.

(Left to right, Dimitry D. Viner, Sikorsky chief test pilot, Steven Penninger and Joesph Pawlik, rescued from Texaco barge No. 397, and Captain Jackson E. Beighle, U.S. Army Air Forces. (Sikorsky Historical Archive)
(Left to right, Dimitry D. Viner, Sikorsky chief test pilot, Captain Joseph Pawlik, Seaman Steven Penninger, rescued from Texaco Barge No. 397, and Captain Jackson E. Beighle, U.S. Army Air Forces. (Sikorsky Historical Archive)

The Sikorsky YR-5A (Model S-48) was a single-engine, two-place helicopter. The cabin was built of aluminum with plexiglas windows. The fuselage was built of plastic-impregnated plywood and the tail boom was wood monocoque construction. The main rotor consisted of three fully-articulated blades built of wood spars and ribs and covered with fabric. The three bladed semi-articulated tail rotor was built of laminated wood. The main rotor turned counter-clockwise as seen from above. (The advancing blade is on the helicopter’s right.) The tail rotor was mounted on the helicopter’s left side in a pusher configuration. It turned clockwise as seen from the helicopter’s left.

YR-5A 43-46608 was one of one of twenty-six service test helicopters built between November 1944 and July 1945. There were slight changes from the earlier five XR-5A prototypes. The R-5A went into production in July 1945 and more than 300 had been built by the time production ended in 1951.

The helicopter’s fuselage was 41 feet, 7.5 inches (12.687 meters) long. The main rotor had a diameter of 48 feet (14.630 meters) and tail rotor diameter was 8 feet, 5 inches (2.2.565 meters), giving the helicopter an overall length of 57 feet, 1 inch (17.399 meters) with rotors turning. It was 13 feet, 1.5 inches (4.001 meters) high. The landing gear tread was 12 feet (3.7 meters). The R-5A had an empty weight of 3,780 pounds (1,714.6 kilograms) and maximum takeoff weight of 4,900 pounds (2,222.6 kilograms). Fuel capacity was 100 gallons (378.5 liters).

The helicopter was powered by an air-cooled, supercharged, 986.749-cubic-inch-displacement (16.170 liter) Pratt & Whitney Wasp Jr. T1B4 (R-985 AN-5) direct-drive, nine-cylinder radial engine which was placed vertically in the fuselage behind the crew compartment. This engine was rated at 450 horsepower at 2,300 r.p.m., Standard Day at Sea Level. The R-985 AN-5 was 48.00 inches (1.219 meters) long, 46.25 inches (1.175 meters) in diameter and weighed 684 pounds (310.3 kilograms) with a magnesium crankcase.

The R-5 had a maximum speed (Vne) of 107 knots (123.1 miles per hour/198.2 kilometers per hour). Range was 275 miles (442.6 kilometers). The service ceiling was 14,800 feet (4,511 meters). The absolute hover ceiling was 3,000 feet (914.4 meters).

Dimitry D. ("Jimmy") Viner with a Sikorsky S-51, the civil version of the R-5. (Sikorsky Historical Archive)
Dimitry D. (“Jimmy”) Viner with a Sikorsky S-51, the civil version of the R-5, photographed in 1995. (Sikorsky Historical Archive)

© 2016, Bryan R. Swopes

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