tr>	MKC	150M250	IR-K	132	58/56	/1807	/993/	RØ4LVR2ØV4Ø	/@55

SKY
Sky cover tymbols are in ascending order. Figures preceding symbols are heights in hundreds of feet obove station,
Sky cover symbols ares
Cleors less thon 0,1 sky cover
Scottered: 0,1 to less than 0 6 sky cover
Broken: 0.6 to 0.9 sky cover
@ Overcast More thon 0.9 cover
- Thin (When prefixed to the obave symbols)
-X Partly obscuredi 0.1 to less than 1.0 sky hidden by precipitation or obstruction to vision (bases at surface}
X Obscured: 1.0 sky hidden by precipitation or obstruction to vision (bases at surfoce)
CEILING
Letter preceding height of foyer identifies ceiling loyer and indicates how ceiling height wos obtained. Thus
A
Aircraft
& Radar
W Indefinite
E Estimated
M Meotured
"V" Immediately following numericol value indi- cotes a variable calling height
VISIBILITY
Reported in Statute Miles and Fractions. (V-Varioble} WEATHER AND OBSTRUCTION TO VISION SYMBOLS
A Hail
LC Ice Crystals RW Rain Showers
8D D Blowing
Dus! IF Ice Fo
S
Snow
$G Snow Grains
BS
Blowing Snow
IPW ke Pellet SW Snow Showers
D Dust
Showers
T Thunderstorm
IF Ice Fo
S
Snow
$G Snow Grains
BS
Blowing Snow
IPW ke Pellet SW Snow Showers
D Dust
Showers
T Thunderstorm
F
fog K Smoke
T+ Severe Thunderstorm
GF Ground fog Ł Drizzle ZŁ Freezing Drizzle
H Hozo
R
Rain
ZR freezing Rain
Precipitation intensities are indicated thus
" Vety tight; - light; (no sign) Moderale; ++ Heavy
WIND
Direction in tens of degrees from true north, speed in knots. pom indicates calm, G indicotes gusty, Peak speed follows G or Q when gusts or squalls are reported. The controction WSHFI followed by local time group in remarks indicates windshift and its time of occurrence. (Knots X 1.15=statute mi/hr.)
EXAMPLES: 3627 360 Degrees, 27 Knots:
3627G40 360 Degrees, 27 Knots. Peak speed in gush 40 knals.
ALTIMETER SETTING
The first figure of the actual altimeter setting is always omitted from the report.
RUNWAY VISUAL RANGE (RVR)
RVR is reported from some slotions. Extreme values for 10 minutes prior to observation ore given in hundreds of feel. Runway identificotion precedes RV& report.
Extreme values for 10 minutes prior to observation ore given in hundreds of feel. Runway identificotion precedes RV& report.
CODED PIREPS
Pilo! reports of clouds not visible from ground are coded with MSE height dots preceding and/or following sky cover symbol to indicate cloud bases and/or tops respectively.
DECODED REPORT
Kansas City: Record observation, 1500 feet scattered. measured ceiling 2500 feet overcost, visibility 1 mife, light roin, smoke, seo level pressure 1013 2 millibars, temperature 58ºF, dewpoint 56ºF, wind 180º, 7 knots, oftimeter setting 29.93 inches, runway 04 left, visual rongs 2000 ft. variable to 4000. Priot reports top of overcast 5500 feet (MSL).
DB Cooper-35324
-TYPE OF REPORT
The omission of type-of-report dota identifies o scheduled record observation for the hour specified in the sequence heading; the time of an out-of-sequence, special observation is given as "S" followed by a time group (24-hour clock GMT) e g., PIT S 0715 -XMIC ... A special indicoter o significant change in ons or more elements, tocat reports are identified by "LCL" ond o time group, tocok are transmitted
A special indicoter o significant change in ons or more elements, tocat reports are identified by "LCL" ond o time group, tocok are transmitted on fotol tefelypeweiter circuits only.
U.S. DEPARTMENT OF COMMERCE . ENVIRONMENTAL SCIENCE SERVICES ADMINISTRATION . WEATHER BUREAU . Washington, D.C. . Revised MAY 1970
8 Balloon (ceiling,
pilot or roob)
BN Blowing Sand
Ico Pellets SP Snow Pellets KEY TO AVIATION WEATHER FORECASTS.
TERMINAL FORECASTS contain information for specific airports on ceiling, cloud heights, cloud amounts, visibility, weather condition and surface wind. They are written in a form similar to the AVIATION WEATHER REPORT.
CEILING: Identified by the letter "C" CLOUD HEIGHTSI In hundreds of feet above the station (ground) CLOUD LAYERS, Stated in ascending order of height VISIBILITY: In statuto miles, but omitted if over 8 miles SURFACE WIND, In tent of degrees and knots; omilled when less than 10
EXAMPLE OF TERMINAL FORECASTS
C15@ Ceiling 1500", broken clouds
Q11/2OF Cleor, visibility one and one-half miles, ground fog
C5X1/45+ Sky obscured, vertical visibility 500 ft.
SURFACE WIND, In tent of degrees and knots; omilled when less than 10
EXAMPLE OF TERMINAL FORECASTS
C15@ Ceiling 1500", broken clouds
Q11/2OF Cleor, visibility one and one-half miles, ground fog
C5X1/45+ Sky obscured, vertical visibility 500 ft. visibility one-fourth mile, heavy snow
200C7006X 3230G
Scattered clouds at 2000', ceiling 7000' overcast, visibility 6 miles, smoke, surface wind 320 degrees 30 knots, gusty
AREA FORECASTS ore 12-hour forecosts plus 12-hour OUTLOOKS (18-hour outlook in FA valid at 13002) of cloud, weather and frontal conditions for on area the size of several states. Heights of doud tops, icing, and turbulence are ABOVE SEA LEVEL (ASL); ceiling heights, ABOVE GROUND LEVEL (AGL); boses of cloud loyers are ASL unfeis indicated. Area Forecasts aro amended by SIGMETs or AIRMET'S.
SIGMET or AIRMET warns oirmen in flight of potentially hazardous weother such as squall fines, thunderstorms, fog, icing, ond turbulence. SIGMET concerns severe ond extreme conditions of importance Jo oll aircraft. AIRMET concerns less severe conditions which may be hazardous to some aircraft or to relatively inexperienced pilots, Both are broadcast by FAA on NAVAID voice channels.
report in-flight weather to nearest FSS DB Cooper-35325
U.S. DEPARTMENT OF COMMERCE . ENVIRONMENTAL SCIENCE SERVICES ADMINISTRATION . WEATHER SUREAU . Washington, D.C. . Revised MAY 1970
GPO : 1970 O - 404-111
For Safe by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C., 20402 Price 5 cents; $2.50 per 100034 SA250300
OAK 130-012 228/52/50/2904/ 107 1030- OAK>11/34 11/35 SJC E10007 55/49/3507/2019/ H S-W SF 0 M508 227/52/51/2809/020/105 16// HOM SP M1402501ØR- 135/44/40/2105/993/ 107 NOW 300E40015 125/44/41/0000/990/205 1400 AST 160M3407 146/45/41/2006/996 RE45 010 18// PKV UIL SP M2607RW- 116/42/39/ 1504/987/ 105 15// OTH 310M4509005RW-
27/52/51/2809/020/105 16// HOM SP M1402501ØR- 135/44/40/2105/993/ 107 NOW 300E40015 125/44/41/0000/990/205 1400 AST 160M3407 146/45/41/2006/996 RE45 010 18// PKV UIL SP M2607RW- 116/42/39/ 1504/987/ 105 15// OTH 310M4509005RW-F 193/50/46/2112G20/010/ RB48 114 CEC 50E7007 224/52/51/1508/019/BINOVU HIR CLDS VSBL PATCHY GF ALQDS/ 210 ACV SP -XI060M220180011/2FH 227/50/50/1804/019/F6 BINOVC /303 UKI 35015 234/47/43/0000/021/0V0 217 BLI M27050010 127/44/40/1810/989/RE32/ 217-BLI>10/1 SEA 300E50015+RW -- 142/42/37/1710/994/ 103 15// BFI 350E80015 44/38/1511/994-BFI>10/7 PAE 12E500180015+ 43/38/16 12/992-PAEv11/3 OLM 8DM2495RW- 144/41/40/1806/995/RE20B40 108 18// TDO 350M47912
SEA 300E50015+RW -- 142/42/37/1710/994/ 103 15// BFI 350E80015 44/38/1511/994-BFI>10/7 PAE 12E500180015+ 43/38/16 12/992-PAEv11/3 OLM 8DM2495RW- 144/41/40/1806/995/RE20B40 108 18// TDO 350M47912 155/41/39/1604/998/RE15 210
PDX 200M34050015RW -- 162/46/42/1304/001/RB35 108 18//-PDX¥11/39 :11/ 48 TD M 40 @ *- 10 RW -- / 45/42/1703/001/000/R07VV5.0/ SLE
EUG 250380E110915 180/42/40/ 1608/006/BINOVC 103/157/ SXT AMOS / 35/ 33/2122/007/002/ MFR 500E7 5015+ 203/43/37/1305/011/ 207 1800 SIY 40010+ 201/37/33/0000/009+SIY>11/4 RBK -X 2GFHK 217/45/42/3105/017/ FHK4 105 ~ MYV 12028DE 15006HK 215/49/47/0000/016/ 303 SMP 040 147/28/25/0000/987/ 105 Hey / 8 PM '71 MHS / 39/ 40/1502/012/000/
EAT SP 150E45010007 155/33/32
07 1800 SIY 40010+ 201/37/33/0000/009+SIY>11/4 RBK -X 2GFHK 217/45/42/3105/017/ FHK4 105 ~ MYV 12028DE 15006HK 215/49/47/0000/016/ 303 SMP 040 147/28/25/0000/987/ 105 Hey / 8 PM '71 MHS / 39/ 40/1502/012/000/
EAT SP 150E45010007 155/33/32/2504/994/ 103 EPH M7@3F 156/38/36/2305/996/ 303
MWH SP M5010 37/34/0000/996
SFF 150M29310 41/35/2105/991/THIN SPOTS INOVC GEG M15022010 141/38/35/1806/990/002 15// LWS M75010 158/39/39/2003/997/VSBY W21/2/ 302 1070 ALW 6ZDE 100920 160/41/39/1904/998/ 400-ALW>10/7 PD T 500M90015 163/40/38/3306/998/ 210 1570 +PDT >1 1/3 / 32/ 31/1003/995/001/
MEH AMOS. BKE M14910 170/35/35/0000/996/ 400
YKM 320M5567 163/34/31/2806/998/ 115 15// DLS E25040$ 15 163/42/41/3105/301/ 007
ROM SP
BKE M14910 170/35/35/0000/996/ 400
YKM 320M5567 163/34/31/2806/998/ 115 15// DLS E25040$ 15 163/42/41/3105/301/ 007
ROM SP M23070015 159/36/29/1105/996/MOON DMLY VSBL 007
IMT 250E40010 198/36/30/2607/005/ 107 1500
SAC 120010 214/54/49/0000/016-SAC>11/22
SMF E25005H 49/46/1603/014 BLU /36/ 36/1902/017/018/ RNO 250-912 193/44/30/3614G23/007/ 110 1007 SLIDE MIN 22/14/3333 PKV
SLE 150M30060010RW- 176/45/39/1909/005/ 314 15//
DB Cooper-35326034 SA250400 OAK 10012 227/52/51/2706-0AK>11/34 11/35 SJC 20013007 54/49/3505/E319/HK SE-W SFO M5010 227/51/50/2711/020 HQM 11OM 18910RW- 135/44/39/1908/993 NOW E38915 125/43/41/0000/993 AST.
160270E7007 149/46/41/2108/997 RBU7 OCNL RW- PKV UIL M1367RW- 123/41/39/1306/989/ CONT RW- OONLY RW OTH 450M7507 200/48/43/2311/012/ INTMT RW- CEC 50E7007 230/51/53/1803/021/PATCHY GF ALQDS ACV SP -XM22018003/4F 234/50/49/1705/021/F8 UKI 33015 23 7/48/44/0105/022/0V0 BLI M27050910 129/44/39/1708/990/OCNL R -- + BLIV10/1 SEA SP 70E2567RW- 144/42/38/1610/995/RW- OCNLY RW BFI 330280@10RW -- 44/39/1511/994-BFI>10/7 PAE E500180915+ 42/37/1412/993-PAES11/3 OLM 11@M24038D5068RW-
129/44/39/1708/990/OCNL R -- + BLIV10/1 SEA SP 70E2567RW- 144/42/38/1610/995/RW- OCNLY RW BFI 330280@10RW -- 44/39/1511/994-BFI>10/7 PAE E500180915+ 42/37/1412/993-PAES11/3 OLM 11@M24038D5068RW- 146/41/40/1806 /996/RE25850 TDO M30@12RW -- 151/ 42/40/1905/997/RB35 PDX 150M2705097RW- 169/42/38/2710/003-PDX¥11/39 11/48 TTD M 40 9 10 RW -- / 46/.41/2207/003/001/ R07VV7.2/ SLE 150M2695RW- 179/43/43/2009/006 EUG SP 160M25010RW- 197/42/39/2112/011/RB34 SXT AMOS / 34/ 3-/2017/008/002/ MF R 500E80915+ 202/42/37/2106/011/BINOVC SIY 40010+ 205/37/33/1434/010-SIY11/4 MHS / 38/ 39/1602/013/000/
RBK -X20-02GFHK 217/44/42/3104/017/ F4
MYV 22DE15005HK 215/48/46/0000/016 SMP
EAT 45DE10007 155/33/30/2704/994/FOG BNK ALG RVR
002/ MF R 500E80915+ 202/42/37/2106/011/BINOVC SIY 40010+ 205/37/33/1434/010-SIY11/4 MHS / 38/ 39/1602/013/000/
RBK -X20-02GFHK 217/44/42/3104/017/ F4
MYV 22DE15005HK 215/48/46/0000/016 SMP
EAT 45DE10007 155/33/30/2704/994/FOG BNK ALG RVR EPH SP M1093F 157/38/36/0043/937/CIG RGD MWH MSGID 38/35/0000/996 SFF 100M22010 41/36/2007/991 GEG M 15022010 145/38/34/2027/991 LWS
ALW 550280020 161/40/38/0000/998-ALW>10/7 PDT SP 170X25035GTRW- 159/42/39/2715/02/RB30 +PDT>11/3
MEN ANOS / 32/ 32/1302/995/02/
BKE N15910 170/35/35/0302/996 YXX 500E80%7 157/31/29/2244/995 DLS SP 40060915 169/41/41/2007/003 RDM SP M23673915SW -- 169/37/30/2110/999/3350 LMT DLAD SAC 200-010 214/50/48/2002/216-5A0911/22 SMF 07 50/47/3306/014
+PDT>11/3
MEN ANOS / 32/ 32/1302/995/02/
BKE N15910 170/35/35/0302/996 YXX 500E80%7 157/31/29/2244/995 DLS SP 40060915 169/41/41/2007/003 RDM SP M23673915SW -- 169/37/30/2110/999/3350 LMT DLAD SAC 200-010 214/50/48/2002/216-5A0911/22 SMF 07 50/47/3306/014 BLU /35/ 34/1001/016/018/
RNO 250-012 194/43/28/3113618/038 SLIDE MIN 21/M/2724 PKV SMP LWS
DB Cooper-35327PH '71
034 S A250500 OAK M7010 231/51/50/0000/THIN SOPTS+OAK>11/34 11/35 SJC 80A1107 53/48/0000/2019/SE-W SF 0 5010 230/51/49/3011/021 HOM 120M 19010 142/45/41/2008/995/OCNL RW- NOW E40015 125/44/44/0000/990 AST 200M3207 153/46/41/2511/998 KE15 PKV UIL SP 150M3807RW -- 123/40/38/0000/989/ RW -- OONLY RW- OTH M4006507 210/46/42/1507/015 CEC -X50E7005F 2
230/51/49/3011/021 HOM 120M 19010 142/45/41/2008/995/OCNL RW- NOW E40015 125/44/44/0000/990 AST 200M3207 153/46/41/2511/998 KE15 PKV UIL SP 150M3807RW -- 123/40/38/0000/989/ RW -- OONLY RW- OTH M4006507 210/46/42/1507/015 CEC -X50E7005F 230/51/51/1706/021/F2 ACV SP -X40M702291F 237/50/50/1906/022/F6 UKI 35015 241/46/43/3605/023 BLI M29050010 129/44/38/1707/990+BLI>10/1 SEA E26015RW- 144/41/37/1508/995/FEW STFRA 7HND BFI 180M3607097RW -- 45/39/1510/995-BFI¥10/7 PAE E500120015+ 40/36/1410/992-PAE>11/3 OLM SP 120240M35912 146/41/40/1805/996/ BINOVC RE3> TDO 300M34912 155/42/42/1 906/ 998/RE05
PDX M31050910RW- 168/44/40/1911/003/FEW CUFRA 15HND-PDX>11/39 11/48 TTD M 22 0 40 010 RW -- / 42/ 41/2201/004/023/RØ7VV5.
146/41/40/1805/996/ BINOVC RE3> TDO 300M34912 155/42/42/1 906/ 998/RE05
PDX M31050910RW- 168/44/40/1911/003/FEW CUFRA 15HND-PDX>11/39 11/48 TTD M 22 0 40 010 RW -- / 42/ 41/2201/004/023/RØ7VV5.0/ SLE SP 150350M100015+ 179/43/40/1815/ 006/RE32 EUG 150M25075015 197/42/39/1809/011/OCNL KW-
/ 33/ 3-/2812/009/033/ .
SXT * AMOS MFR E50080915RW- 208/42/38/2404/015/K848 SIY M50010+ 209/36/33/0000/011-SIY>11/4
/ 35/ 36/2601/014/000/ MHS RBK -X 2GFHK 222/43/40/3105/018/ F4
MYV 22015005HX 218/45/44/0000/017 SMP EAT 453100012 154/33/30/3504/994 EPH SP W7X2F 156/37/36/0000/ 996 MWH SP M395F 38/34/0000/ 996 SFF 100M26010 40/36/2005/992
GEG 7CM 15626310 147/38/35/1808/992 LWS ALW 24DM30G7R- 173/41/43/2606/002/R817-ALW>1
5005HX 218/45/44/0000/017 SMP EAT 453100012 154/33/30/3504/994 EPH SP W7X2F 156/37/36/0000/ 996 MWH SP M395F 38/34/0000/ 996 SFF 100M26010 40/36/2005/992
GEG 7CM 15626310 147/38/35/1808/992 LWS ALW 24DM30G7R- 173/41/43/2606/002/R817-ALW>10/7 PDT 250M50915 173/41/37/2610/001/RE35 + PDTY11/3 NEH AMOS / 31/ 32/-002/997/006/ BKE SP 150555012 171/33/3 3/2008/996 YKM 4008007 164/31/29/2406/998 DLS 150364815 172/39/39/3166/004/RB04 RE16 RDM 55015+ 175/31/28/2164/601/5E25 LMT E40610 201/37/30/2586/007 SAC 012 215/47/45/0086/317- SAC911/22
SMF 04H 47/ 45/3105/015
/33/ 32/1361/213/616/ BLU RNO 012 194/36/28/1805 /009 SLIDE MTN 22/2/2543 PKV SAP LWS
DB Cooper-35328FEDERAL BUREAU OF INVESTIGATION FOI/PA DELETED PAGE
C; Page 48 ~ b6; b7C; Page 50 ~ b6; b7C;
Page 52 ~ b6; b7C;
Page 55 ~ b6; b7C;
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Page 84 ~ Referral/Consult; Page 85 ~ Referral/Consult; Page 86 ~ Referral/Consult; Page 87 ~ Referral/Consult; Page 88 ~ Referral/Consult; Page 89 ~ Referral/Consult;
Page 90 ~ Referral/Consult; Page 91 ~ Referral/Consult; Page 92 ~ Referral/Consult;
Page 93 ~ Referral/Consult;
Page 94 ~ Referral/Consult;
Page 95 ~ Referral/Consult; Page 103 ~ b6; b7C; Page 104 ~ b6; b7C;
Page 105 ~ b6; b7C;
Page 108 ~ b6; b7C;
Page 111 ~ b6; b7C; Page
Page 93 ~ Referral/Consult;
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Page 95 ~ Referral/Consult; Page 103 ~ b6; b7C; Page 104 ~ b6; b7C;
Page 105 ~ b6; b7C;
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xxxxxxxxxxxxxxxxxxxxxxxx X Deleted Page(s) X
DB Cooper-36338 B
BUR 164-2111 SE 164-81 DB Cooper-36339AUG 23 1972
164-81-1A
3/6
DB Cooper-36340AUG 23 1972
164-81-1A 3/6
DB Cooper-36342AUG 23 1972
DB Cooper-36344
164-81-1A
3/6 AUG 2 3 1972
164-81-1A
DB Cooper-36346
3/6 B
BUR 164-2111 SE 164-81 DB Cooper-36347AUG 2 3 1972
164-81-1A 3/6
DB Cooper-36348164-81-1A 3/6
DB Cooper-36350AUG 23 1077
164-81-1A 3/6
DB Cooper-36352164-81-1A (31) 
DB Cooper-36354B
BUR 164-2111 DB Cooper-36355
NOV 2 0 1972 SE 164-81NOV 2 0 1972
164-81-12 316
DB Cooper-36356 Su.
1114AUG 23 1972
164-81-1A 310)
DB Cooper-36358B
BUR 164-2111 SE 154-81 JAN 0 101 3 DB Cooper-36359Sec. 42.70 Sale 24 K
164-81-1a 310
DB Cooper-36360B
DB Cooper-36361
BUR 164-2111 SE 164-81AUG 2 3 1972
DB Cooper-36362
164-81-1A
3/6 B
BUR 164-2111 SE 164-81 NOV 10 1972 DB Cooper-36363)NOV 10 1972
164-81-10 3/6
DB Cooper-36364 Sur. 11YB
BUR 164-2111 SE 164-81 DB Cooper-36365
JANSer. 4270 Sub 2+K
DB Cooper-36366
164-81- ia (316) FD-340-(REV. 6-24-65)
A (3/7)
File No.
164-85
Date Received
8/25/72
From
INDIANAPOLIS
(NAME OF.
D. BURLEY. IDAMO
ARREST E.
b7c
NAME
ARA
COLOR
SEX M
PÒÈ
HT. 5'9'
WT 160
Brown
Blue
b6 b7C
FBI
%
CRIAS 320
164-81-1a
b6 b7C
DB Cooper-36381b6 b7C
DOB POB
Ht. 5'8' Wt. 160-165 Hair Brown 164-81-16
320
Eyes Blue DB Cooper-36383 Compl. Ruddy b6 Scars & Marks. b7C000 POB
Height 5'8' b6 Weight 160-165 b7C
Hair Brown Eyes Blue Compl. Ruddy b6 Scary & Marks. b7C
164-81-10 (320
DB Cooper-36385 b6 b7C

<
CITY AND STATE)
By (NAME OF SPECIAL AGENT)
To Be Returned Yes	Receipt given Yes
.. Ho	EX Ho
Description: Photo	y
b6 b7C
See 220%	DB	b6 b7C
Cooper-36386

FD-340a · (Rev.
3-1-67)
(TiH)
(File No:)

Date Filed	Disposition
9/12/72	322. Photo of

b7C
9/13/72
323. Photo of
©
of S.o . Chehalis
9/15/72
324. Photos & neg of
9/15/72
9/15/72
1326
Map of La Center ,Wash
327 Copy of "Seattle Flag" dated 5/10/72.
b6 See
b7c
9/18/72
328:
Phobossof
8/21/6%
0/10/22
329
10/10/52
33.
Politiet/ dip pases
10 1/1/2
33/ @listan.M
b7C
78 /11/2
332, Photos of
10/1/2
WILL
333, Photo of Geral aki
10/1/72
334, Photos of
10 /11 /2
335. Caal DMY drive Lite La
10/192 336.
To Be Returned Y08
Receipt given Yes No Ho
Description:
(A PHOTO OF
AND
Copy OF "S.O. CHEHALLS
b6 b7C
b6 b7C
b6 b7C
b6 b7C
b6
b7C
DB Cooper-36393164-81-1A
323
DB Cooper-36395
b6 b7C

57 Ford P-Up, It	blue	Lic#	b6 b7C
Refer:
LOCATE ADULT	195,	b6 b7C
It brn, blue, blonde mustache. If located, advise Sheriff. SO CHEHALIS

DB Cooper-36396

164-81-10 323
DB Cooper-36397FD:340 (REV. 0-24-85)
12 324
File No.
164-81-3472
b6
b7C
Date Received
8/16/72
From
Kitsap Ct.S. O.
(NAME OF CONTRIBUTOR)
Port Orchard.
AADDRESS OF CONTRIBUTOR)
b6 b7C
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To Be Returned Y68 NO
Receipt given Yes :
Because
So much equipment is doubtful in its reliability-for all these reasons Seattle Stereo Center makes a sincere effort to inform you as accurately and efficiently as we know how with both the positive and negative aspects of each stereo component so you may make the wisest possible choice and receive more satisfaction for your dollars than you can find anywhere else.
This approach of buying wisely requires some patience from both you and us, since we must both communicate long enough for you to understand products quality, benefits, performance, service and the outstanding value of purchasing a sound system from Seattle Stereo Center. When you come in and talk to us we know we can convince you of one thing: we can furnish you better sound for loess money and with better service than anyone else.
So, read our ad for information. Let yourself become enthused. Then drop in a Seattle Stereo Center for a truly impressive audition.
Our $419 System
Our $419 Advent Sherwood BSK system:"A good boy on a good value.
Many stores that sell stereo equipment feature at least one stereo system that consists of a wellknown standard brand of
Many stores that sell stereo equipment feature at least one stereo system that consists of a wellknown standard brand of receiver, record changer,a nd cartridge. The speakers bear a name that is less famulus, What you usually pay for the package is equivalent to the list price of the receiver and the changer. You get the speakers essentially "free."
Does that mean such a package is a good value? In most cases it's not. The reason you pay so hille for the speakers is that usually the store pays so battle for the speakers. Not a bad xica, if it were posable to get good speakers for next to nothing- but frankly, in our experience, It's not possible. And if you don't get good speakers, ft doesn't much matter how good the other components art.
On the other hand system is unquestionably a good valut.
The Smaller Advent Loudspeakers has greater frequency response and freedom from distortion than do many far more expensive speakert. It provides the final, lowest octave of base offers by only a handlet of the most expensive speakers-and not costing near lus price of $72.
It provides the final, lowest octave of base offers by only a handlet of the most expensive speakers-and not costing near lus price of $72.
The Sherwood 7100 Am/Fm stereo receiver dehivers substantially mure clean, undistorted power than most receivers in itt price class were able to offet ar Little as a year ago: 25% walls RASS across the entire audio range, at less than IN distortion (RMS is the most demanding and least flashy of the various power rating methods).
To match the value of the Smaller Adventa and the Sherwood receiver, we recommend the BSR zotomate turntable with a Shere stereo cartixigo. It has a well balanced platter for good speed stability and a quite (synchronous) motor for low wow. Butter and rumble. The Shwe cartridge tracks at a record daving frams.
The total of the regular selling prices of these components is 5464. At that price the system is a good value, because It offers sound performance and reliability worth every penny, tirta what else you could rpend that amount of money on
But we want our good value system to be a good buy too, so if you buy the complete system from us, we'll charge you
At that price the system is a good value, because It offers sound performance and reliability worth every penny, tirta what else you could rpend that amount of money on
But we want our good value system to be a good buy too, so if you buy the complete system from us, we'll charge you $419. That's a saving of $45: not a huge saving, bet a rest ono.
So If you have about $400 to spend a stereo system, we think you can't get a belter return on your investment than ouf Advent/Sherwood/BSR system. Please stop by to see and heat why.
₹
SEATTLE STEREO CENTERS.
HAVE YOU CHECKED SEATTLE STEREO CENTER'S - LOW PRICES ON THESE SELECTED ITEMS?

List Price	Our Price
1. AR-3A Speaker	$262.50	$218.00
2. Dyna Kit SCA3S	$104,95	$ 87.00
3. Dyna A25 Loudspeaker	$ 84,95	$ 59.95
4. KLI Model 6 Speaker	$141.00	$109.00
5. ADC 303AX Loudspeaker	$115.00	$ 79.95
6. Shure M91ED CArdtridge	$ 54.95	$ 24.95
7. Shure Stylus for U-1511 (Un-ISE)	$ 27.
List Price	Our Price
1. AR-3A Speaker	$262.50	$218.00
2. Dyna Kit SCA3S	$104,95	$ 87.00
3. Dyna A25 Loudspeaker	$ 84,95	$ 59.95
4. KLI Model 6 Speaker	$141.00	$109.00
5. ADC 303AX Loudspeaker	$115.00	$ 79.95
6. Shure M91ED CArdtridge	$ 54.95	$ 24.95
7. Shure Stylus for U-1511 (Un-ISE)	$ 27.00	$ 22.00
8. Koss PRO AA Headphones	$ 60.00	$ 45.00

CITY CENTER 2440 1st Ave. South Seattle, Washington 9$134 Phone: 206 624-0366 Across from Sears Main Store lon trt South tier Lander St.) 10 to 9 Mon, - Fri. 10 to 5 Sat.
UNIVERSITY DISTRICT 4733 Brooklyn Ave, N.E. Seattle, Washington 84105 Phone: 20$ 524-6454 Across from the Safeway Grocery Store Parking Lot Noon to 9 Mon, - Fri, 11 to 6 Sat.
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328 
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1 FD-340!(REV/,
File Ho.	8-24:88)
164-81-14 (329)
Date Received 9/7/12
From	b6 b7C
DRIVERS LIC/ DMV
(ADDRESS OF CONTRIBUTOR) OLYMPIA WASH
By	(CITY AND STATE) (NAME OF SPECIAL AGENT)<
d>	DRIVERS LIC/ DMV
(ADDRESS OF CONTRIBUTOR) OLYMPIA WASH
By	(CITY AND STATE) (NAME OF SPECIAL AGENT)
To Be	Returned 

Yes Receipt given
Yes


No
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Description:
PHOTO OF	b6 b7C
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Description:
PHOTO OF	b6 b7C
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DB Cooper-36428164-81-10329)
b6 b7C
DB Cooper-36430FD-340-(REV .- 6-24-60)
3 3 3
10
File No.
164-81
Date Received
9/21/20
From
BOSTON
(NAME OF CONTRIBUTOR)
(ADDRESS OF CONTRIBUTOR).
By
INAME OF SPECIAL AGENT).
To Be Returned Yes
Receipt given Yes No
Description:
8 PHOTOGRAPHS OF
4 DIFF POSES FOR SUBS No
164-81-3922
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164-81-1a 330DB Cooper-36449
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DB Cooper-36471DB Cooper-36473
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164-81-12330 DB Cooper-36479
164-81-19630FOR
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DB Cooper-36481
164-81-10
330 DB Cooper-36483
164-81-19
To Be Returned Yes
Receipt given Yes Ho HO Description:
2. SPD PHOTOGRAPHS.
OF
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DB Cooper-36496
b6 b7C
b6 b7Cb6 b7C
DB Cooper-36498
164-81-1A
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DB Cooper-36500
164-81-1A
33/ FD-940 (REV. 6-24-65)
1A332
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164-81-
b7C
Date Received
9/17/72
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KENTON
WASH
By
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ORIGINAL
RETURNED 9/28/72
To Be Returned Yes
Receipt given Ho Description:
(2) PHOTOGRAPHS OF
SUSPECT
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b6
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DB Cooper-36501164-81-1A (332)
585
DB Cooper-36503164-81-1A
Page 23 ~ b6; b7C; Page 29 ~ b6; b7C; Page 32 ~ b6; b7C; Page 35 ~ b6; b7C; Page 41 ~ b6; b7C; Page 42 ~ b6; b7C; Page 44 ~ b6; b7C; Page 47 ~ b6; b7C; Page 51 ~ b6; b7C; Page 53 ~ b6; b7C; Page 64 ~ b6; b7C; Page 73 ~ b6; b7C; Page 75 ~ b6; b7C; Page 77 ~ b6; b7C; Page 79 ~ b6; b7C; Page 81 ~ Duplicate; Page 83 ~ Duplicate; Page 85 ~ b6; b7C; Page 87 ~ Duplicate; Page 91 ~ b6; b7C; Page 93 ~ b6; b7C; Page 95 ~ b6; b7C; Page 97 ~ b6; b7C; Page 100 ~ b6; b7C; Page 103 ~ b6; b7C; Page 105 ~ b6; b7C; Page 108 ~ b6; b7C; Page 112 ~ b6; b7C; Page 118 ~ b6; b7C; Page 120 ~ b6; b7C; Page 126 ~ b6; b7C; Page 127 ~ b6; b7C; Page 129 ~ b6; b7C; Page 131 ~ b6; b7C; Page 133 ~ b6; b7C; Page 135 ~ b6; b7C; Page 137 ~
6; b7C; Page 105 ~ b6; b7C; Page 108 ~ b6; b7C; Page 112 ~ b6; b7C; Page 118 ~ b6; b7C; Page 120 ~ b6; b7C; Page 126 ~ b6; b7C; Page 127 ~ b6; b7C; Page 129 ~ b6; b7C; Page 131 ~ b6; b7C; Page 133 ~ b6; b7C; Page 135 ~ b6; b7C; Page 137 ~ b6; b7C; Page 140 ~ b6; b7C; Page 149 ~ b6; b7C; Page 153 ~ b6; b7C; Page 155 ~ Duplicate; Page 157 ~ Duplicate; Page 159 ~ Duplicate; Page 161 ~ b6; b7C; Page 163 ~ Duplicate; Page 165 ~ Duplicate; Page 167 ~ Duplicate; Page 169 ~ b6; b7C; Page 171 ~ b6; b7C; Page 173 ~ b6; b7C; Page 175 ~ b6; b7C; Page 177 ~ b6; b7C; Page 179 ~ b6; b7C; Page 181 ~ b6; b7C; Page 183 ~ b6; b7C; Page 185 ~ b6; b7C; Page 187 ~ b6; b7C; Page 189 ~ Duplicate; Page 191 ~ Duplicate; Page 193 ~
165 ~ Duplicate; Page 167 ~ Duplicate; Page 169 ~ b6; b7C; Page 171 ~ b6; b7C; Page 173 ~ b6; b7C; Page 175 ~ b6; b7C; Page 177 ~ b6; b7C; Page 179 ~ b6; b7C; Page 181 ~ b6; b7C; Page 183 ~ b6; b7C; Page 185 ~ b6; b7C; Page 187 ~ b6; b7C; Page 189 ~ Duplicate; Page 191 ~ Duplicate; Page 193 ~ Duplicate; Page 198 ~ Duplicate; Page 204 ~ Duplicate; Page 210 ~ b6; b7C; Page 213 ~ b6; b7C; Page 219 ~ b6; b7C;Page 220 ~ b6; b7C; Page 222 ~ b6; b7C; Page 225 ~ b6; b7C; Page 233 ~ b6; b7C; Page 237 ~ b6; b7C; Page 239 ~ b6; b7C; Page 241 ~ Duplicate;
xxxxxxxxxxxxxxxxxxxxxxxx X Deleted Page(s) 
X X No Duplication Fee X X For this Page X 
XXXXXXXXXXXXXXXXXXXXXXXX SEE NEXT VOLUME
DB Cooper-36535FD-340a (Rev. 3-1-67)
I
(Titlo)
Stayjack
(Filo No.)
0164-81-160

Date Filed	Disposition
10/20/72	338, Photos of	See

10/24/72
339. Map of LaCenter (Sheet #14751).
10/05/22
340, Jun Kerch ampien ca of Letter
See Sua K.
& enelige addressed to n.y. Times Sa y- 9/17/72
10/27/72
341. Newspaper photo of
See
10/27/72
342, Copy of
Calif.
Description:
La Center	( Les)

DB Cooper-36540280-
5067000m.N.
BM
Cem
Baker
45*45'
122*45'520000m. E.
521
P
522
523
524
525
40' 526
527
528
:
VANCOUVER 8.0 MI. PORTLAND 17 MI.
Scal
V791
Edition 3-AMS
Prepared by the Army Map Service (GE), Corps of Engineers, U.S. Army, Washington, D.C. Copied In 1958 from Washington, 1:62,500, USGS, La Center, 1954. Original map compiled by photogrammetric methods by U.S. Geological Survey, Aerial photography 1951. Coastal hydrography compiled from USC&GS chart 6153, 1952. Horizontal and vertical control by USGS, USC&GS, CE, and Pacific Power and Light Co. This map complies with the national standard map accuracy requirements. Map field check ed, 1954. Scale changed, Universal Transverse Mercator Grid added, and marginal data revised, 1958.
LEGEND ROAD DATA 1954 In developed areas, only through roads are classified
Hard surface, heavy duty road, four or
4 LANES'S LANES
Improved light duty road, street
more lanes wide
Hard surface, heavy duty road: Two lanes wide; Three lanes wide
I'D LANES
Unimproved dirt road;
LEGEND ROAD DATA 1954 In developed areas, only through roads are classified
Hard surface, heavy duty road, four or
4 LANES'S LANES
Improved light duty road, street
more lanes wide
Hard surface, heavy duty road: Two lanes wide; Three lanes wide
I'D LANES
Unimproved dirt road; Trail
Hard surface, medium duty road, four or more lanes wide
4 LANESIS LANES
Route markers: Federal; State.
85
70
Hard surtace, medium duty road: Two lanes
15 LANES
Light, lighthouse; Windmill, wind pump.
0
Buildings
. L [&s Barns, sheds, greenhouses, etc
0 Intermittent lake and stream
Mines: Open pit; Horizontal shaft; Vertical shalt; Prospect
X
Y
0
X Marsh or swamp; Dam
RAILROADS
BOUNDARIES
Standard gauge
National
Large rapids; Large falls
Narrow gauge
State (with monument).
Rapids; Falls; Pier
In street
County
Wrecks: Exposed; Sunken ..
Cartine
County subdivision
Rocks: Sunken; Awash,
Soundings in feet
Spot elevations In feet:
*
Checked
168
Military reservation
Depth curves in feet.
Unchecked
Other reservation
Foreshore flat.
BMX
Bench mark, monumented.
792 Umit of danger; Reef.
×
Vineyard; Orchard.
10004 Bench mark, non-monumeated
431 Man-made shoreline.
Rapids
1
1
2
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y
(NAME OF CONTRIBUTOR)
(ADDRESS OF CONTRIBUTOR)
(CITY AND STATE)
By
(NAME OF SPECIAL AGENT)

To Be Returned Yes	Receipt given Yas
 Ho	 Ho

Description: Suo Xerox copia en M letter & envelope addicted tiny, Jumis, n.y. 9/19/12 .
Su Sevil 4013 Sub R
DB Cooper-36542164-81-Sub-A
340 
DB Cooper-36543POSTAL SERVICE, CH PM
b6 b7C
19 SEP
1977.
NEW YORK TIMES 229 W, 43d. NEW YORK, N.Y.
DB Cooper-36544NONO
DEAR Ses,
Is DEAD. " D.B. COOPER" PASSED Away ON b6 b7C
SEPT. 12th TOGETHER WE BOTH PLANNED THE MOST SUCCESSFUL SENTALKING TO DATE.
WHILE HE WAS ANDE, REFUSED TO LET ME TELL THE PUBLIC THAT HE WHONT REALLY BAD. H.C DIED WITH THE AMERICAN PEOPLE THINKING HE WAS JUST ANOTHER 'SKYJACKING TERRORIST. BUT HE WASN'T.
TO ME, AND THOSE OFTAD WHO KNEW HIM , HE WAS NOT"A RUTHLESS CRIMINAL" HE WAS A KIND AND GENTLE HUMAN BEING. HE LOVED LIFE AND EVERYTHING ABOUT IT. WHEN HE FOUND OUT THAT HE HAD BUT MONTHS TO LIVE.
TO ME, AND THOSE OFTAD WHO KNEW HIM , HE WAS NOT"A RUTHLESS CRIMINAL" HE WAS A KIND AND GENTLE HUMAN BEING. HE LOVED LIFE AND EVERYTHING ABOUT IT. WHEN HE FOUND OUT THAT HE HAD BUT MONTHS TO LIVE. HE FAILED THE NEWS VERY BRAVELY. TRARNE DID NO GOOD. WHAT COULD I SAY? JUST TWO YEARS BEFORE, HE LOST His WIFE AND DAUGHTER. I COULD SENDE A CHANGE comING Over HIM. HE WAS Alles win DARTE, BUT SOME- THING ELSE WAS ON HIS MIND. WHEN THE FIRST TOLD ME ABOUT THE GOB) I THOUGHT HE WAS JERING . HE WASN'T. AFTER ALL, THE HAD NOTHING TO LOSE AND PLENTY. TO GAIN. HOWEVER, MONEY WASN'T THE OBJECT. KNEW THAT HE COULD DEMAND ALMOST ANY AMOUNT AND HE'D PROBABLY GET IT. IN FACT, WE GAVE ALMOST. $168,000 OF THE RANSOM MONEY. AWAY TO CHARITIES AND FAMILIES IN NEED. HE PAID OFF ALL OF HOSPITAL BILLS AND GAVE HE TOLD WE MADE IT BIG TUD IN CANADA LAST YEAR, BUT I'M b6 ৳7C
b6 b7C
SURE GUESSED THE TRUTH. NEVER SAID (NOTHING) ONE WAY OR THE OTHER. " D.B. COOPER" DIED THINKING. THAT BELIEVED Him.
DB Cooper-36546DEAR SIRS,
Is DEAD. D.B . Cooper" PASSED Away on b6 b7C
SEPT. 124, TOGETHER WE BOTH PLANNED THE MOST SUCCESSFUL.
DB Cooper-36546DEAR SIRS,
Is DEAD. D.B . Cooper" PASSED Away on b6 b7C
SEPT. 124, TOGETHER WE BOTH PLANNED THE MOST SUCCESSFUL. SENTCLING TO DATE. WHILE HE WAS ANDE. REFUSED 75 LET ME TELL THE PUBLIC THAT HE WASN'T REALLY BAD. HE DIED WITH THE AMERICAN PEOPLE THINKING He WAS JUST ANOTHER 'SKYJACKING: TERRORIST. BUT HE WASN'T.
TO ME; AND THOSE OF YOU WHO KNEW Him, HE WAS NOT "A RUTHLESS CRIMINAL" HE WAS A KIND AND GENTILE HUMAN BEING. HE LOVES LIFE AND EVERYTHING ABOUT IT. WHEN HE FOUND OUT THAT HE HAD BUT MONTHS TO LIVE. HE FAILED THE NEWS VERY BRAUCHT. THANKING DID NO GOOD. WHAT COULD I SAY? JUST TWO YEARS BEFORE, HE LOST His WIFE AND DAUGHTER. I COULD SENDE A CHANGE COMING over HIM. HE WAS FILES WITH DEATH, BUT SOME. THING ELSE WAS ON HIS MIND. WHEN HE FIRST TOLD ME ABOUT THE JOB, I THOUGHT HE WAS JENING . HE WASN'T. AFTER ALL, HE HAD NOTHING TO LOSE AND PLENTY TO GAIN. HOWEVER, MONEY WASN'T THE OBJECT. b6 b7C
KNEW THAT HE COULD DEMAND ALMOST ANY AMOUNT AND HE'D PROBABLY GET IT. IN FACT, WE GAVE ALMOST. $168,000 OF THE RANSOM MONEY.
b6 b7C
KNEW THAT HE COULD DEMAND ALMOST ANY AMOUNT AND HE'D PROBABLY GET IT. IN FACT, WE GAVE ALMOST. $168,000 OF THE RANSOM MONEY. AWAY TO CHARITIES AND FAMILIES IN NEED. HE PAID OFF ALL OF
HOSPITAL b6 b7C BILLS AND HE TOLD WE MADE IT. BIG UP IN CANADA LAST YEAR, BUT I'M SURE
GUESSED THE TRUTH. WEDER SAID NOTHING ONE WAY OR THE OTHER. "D.B. COOPER" DIED THINKING. THAT BELIEVED Him.
DB Cooper-36547
NONEb6 b7C
EVERYTHING I'VE SAID NEED IS TRUE. I COULDDO TOLD YOU THAT WE GAVE EVERY BIT OF THE MONEY TO CHARITY, BUT WE DIDN'T. LAST JANUARY WE FLEW TO EUROPE AND AROUND THE WORLD. WANTED
TO SEE THE WORLD BEFORE HE DIED. THAT WAS THE LAST TRIP WE EVER TOOK TOGETHER ..
His Hist DAYS WERE SPENT COMPLETELY BEDRIDDEN. DISEASE KHAWING HIS INSIDES OUT AND PAIN SHOOTING ) THROUGH HIS BODY, HE NEVER ONCE LOST HIS COURAGE. THE ONLY DAY HE MISSED AN ENTRY IN HIS DIARY WAS THE DAY HE PASSED AWRY. I THINK YOU WILL BE INTERESTED IN HIS LAST werren weeds.
.... REALLY WORK TODAY .... MOTHER COME BY THIS HERNING. I LOVE HER ...
I THINK YOU WILL BE INTERESTED IN HIS LAST werren weeds.
.... REALLY WORK TODAY .... MOTHER COME BY THIS HERNING. I LOVE HER .... LIFE ISN'T SO IMPORTANT THAT I SHOULD IGNORE DEATH, NOR VICE VERSA. AU MY LIFE I HAVE DENIED DEATH THE ATTENTION HE NOW DEMANDS. BETTER THAT IS TAKE ME, THAN THE LIFE FROM ANYONE ELSE ....... EVEN ON THE VERGE OF DEATH; TitulLinda of oniteres.
b6
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THANK YOU VERY MUCH, .b6
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DB Cooper-36548EVERYTHING I'VE SAID HERE IS TRUE. I WOULD DE TOLD YOU THAT WE GAVE EVERY BIT OF THE MONEY TO CHARITY, BUT WE DIDN'T. LAST JANUARY WE FLEW TO EUROPE AND AROUND THE WORLD. WANTED TO SEE THE WORLD BEFORE HE DIED. THAT WAS THE LAST TRIP WE, EVER TOOK TOGETHER.
b6 b7C
His LAST DAYS WERE SPENT COMPLETELY BEDRIDDEN. DISEASE KNOWING HIS INSIDES OUT AND PAIN SHOOTING THROUGH His BODY, HE NEVER ONCE LOST His COURAGE. THE ONLY DAY HE Missed AN ENTRY IN HIS DIARY WAS THE DAY' HE PASSED ANNY. I THINK YOU WILL BE INTERESTED IN HIS LAST WRITTEN WORDS.
.... REALLY WEAR TODAY ... MOTHER COME BY THES HERNING. I LOVE HER .
In men's doubles, Cliff Gherson and Dugan Aguilar defeated Jim and John Beyins, while Jim and Tess Bevins defeated Mike and Marilyn Arsulich in the mixed doubles. In the singles, it was Tess Bevins over Leah Brown and Jim Bevins
over Dugan Aguilar. A bigger tennis tourney is planned for early next summer Tourney seeder and adviser was Jack Curtis. Prizes, presented to the winners by Mayor Ivor Lanigar, were donated by Eagle Thrifty, Tinkers to Teens, Long's Shoe Store, Jack Roberts Sportsman and The Bootery. Pictured from left, are Jim Bevins, Tess Bevins, Mayor Ivor Lanigar, Cliff Gherson and Dugan Aguilar. (Photo by Virginia Chapman).
DB Cooper-36552DC - 164-50
Bragg, Mendocino, Albion, Gualala, Greenwood (later re- named Elk) and Little River. They mushroomed to help sate he growing demand for wood rom the gigantic trees which' redate Christ - for wood which was fire resistant, a vir- e especially prized- in San rancisco, where fires so de- astated the city. Some red- ood trees could furnish hough lumber to build 20 five- bom houses.
The coast is the wandering ground for the ghosts of ships and of old brave captains and crewmen who lost
(ADDRESS OF CONTRIBUTOR)
(CITY AND STATE)
By (NAME OF SPECIAL AGENT)
To Be Returned Yes
Receipt given Yes HO Ho
Description: Copy of may: of Work. flight 4 flere.
See Serial 4023 Sub EV. F
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CONNECTING HIGHWAYS
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Date Received.
12/26/70
b6
From
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(NAME OF CONTRIBUTOR)
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By
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ONE PHOTO GRAPH OF
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164-81-100 362 FD-340a (Rev. 3-1-67)

(Title)	NORJACK	(III)
(File No.)	164-81-Sub A

Date Filed
Disposition
12/29/72
363. Photos of
See :
12/29/72
364. Photo Raymond Harold Searcy 12/1/71.
See: Sub. 506
12/29/72
365. Photo
taken 12/8/71.
See :
1/9/73
366,
Su!
Photo Raymond Harold Searcy 12/1/71.
See: Sub. 506
12/29/72
365. Photo
taken 12/8/71.
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1/9/73
366,
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1/9/23
367. Photo of Chaos Event Cominc.
See Sub 521
1/9/23
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DB Cooper-36639FD-340 REV. (6-24-65) 
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Date Received.
12/26/72
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ADULT SE-AR-CR-H682RD ******-
12-04-73
SEARCY, RAYMOND HARDLO 16612 125 SE RENTON WA 98055

TRESTR	SEX	BIRTHDATE	EYES	WEIGHT	HEIGHT
M.	120432	155	5-11
Raymond	Harald	Seaney

DB Cooper-36644164-81-1a 366
Sul 506
DB Cooper-36645FD+340 (REV. 6-24-65) 365
File No.
164-81
b6
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Date Received
12/14/72
From
(NAME OF CONTRIBUTOR) Drivers Licenses / DMV
(ADDRESS OF CONTRIBUTOR)
Olympia, Wash.
- (CITY AND STATE)
By
Robert H. Wick
(NAME OF SPECIAL AGENT)
To Be Returned Yes
Receipt given Yes No No
Description:
Photo:
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164-81-10 318
Date Received
12/09/22
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By
(NAME OF SPECIAL AGENT)

To Be Returned	 Yes	Receipt given Yes
 No	 No

Description:
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DB Cooper-36654FD-340 REV. (6-24-65) 369
File No.
164-81-Sus
Date Received
1/8/72
From
PHOENIX
(NAME OF CONTRIBUTOR)
(ADDRESS OF CONTRIBUTOR)
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b6
By
b7C
(NAME OF SPECIAL AGENT)
To Be Returned No Yes Receipt given Yes No
Description:
(16) PHOTOGRAPHS
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164-81-10
b6
b7CFD-340 REV. (6-24-65)
File No. 164-81-10(370) 
Date Received
1/5/73
From
ALEXANDRA
(NAME OF CONTRIBUTOR)
(ADDRESS OF CONTRIBUTOR)
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b6
By
b7C
(NAME OF SPECIAL AGENT)
To Be Returned Yes
Receipt given Yes No No
Description:
PHOTOGRAPH OF
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Sa.
Box 314 Truckee, Cal 95734

HAIN
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170 Mar	72
OLIE OF	BIRTH	AGE DNY USL ONLY
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1-13-72
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RECORD CROSS REFERENCE COPY OF DRIVER LICENSE OR IDENTIFICATION CARD APPLICATION ON FILE WITH CALIFORNIA DEPARTMENT OF MOTOR VEHICLES FOR DMV OR; LAW ENFORCEMENT USE ONLY
Y330172
Schuyler William Miles P. O. Box 314 . Truckee, Cal 95734

SEX	RATE |
MIGry	EYES
Brn	HEIGHT WEIGHT
| 5-10 1 70	WAR
Marl	ERELICE
72
DATE OF BIRTH	AGE	OMY USE ONLY
1-30-23	%	48

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DATE OF BIRTH	AGE	OMY USE ONLY
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SEE OVER FOR ANY OTHLA COLOTIONS CORRECTIVE LINIES MUTT WIAT LA milas I
1-13-72
DATE f.O. Trk rd
DB Cooper-36672Sub 564 166-81-200 376
H 2 2 7 7 3 1
Sub 564
DB Cooper-36673
164-81-10 3.71FD-340 REV. (6-24-65)
La 372
File No. 164-81- SUB
Date Received 1/9/03
b6 From
b7C
(ADDRESS OF CONTRIBUTO! KIRKLAND WASH
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To Be Returned Yes
Receipt given Yes No No
Description:
(1) PHOTO OF
b6 b7C
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b6 b7C
DB Cooper-36674b6
b7C
164-61
322
1
b6
b7C
DB Cooper-36675164-81-19 55
b6 b7C
KODAK PAPER
DB Cooper-36676
H, Cambodia - The rnment acknowledged cause of corruption by ers and other "irregu- at times" paid salaries 100 nonexistent soldiers.
said that it had some- of 300,000.
4299
b6 b7C
DB Cooper-36674b6
b7C
164-61
322
1
b6
b7C
DB Cooper-36675164-81-19 55
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KODAK PAPER
DB Cooper-36676
H, Cambodia - The rnment acknowledged cause of corruption by ers and other "irregu- at times" paid salaries 100 nonexistent soldiers.
said that it had some- of 300,000. troops even found that the actual n the army is about entom" troops - a cre- olls submitted by unit e the most widespread in Cambodia and have of bitter popular com-
Cambodian army re- a month, so 100,000 and out $9 millionFD-340 REV. (6-24-65)
File No. 164-81
Sus 373
Date Received
1/10/73
From
BUTTE
(NAME OF CONTRIBUTOR)
(ADDRESS OF CONTRIBUTOR)
TATE)
b6
By
b7C
(NAME OF SPECIAL AGENT)

To Be Returned	 Yes	Receipt given Yes
 No	 No
Description:
PHOTOGRAPH	OF
b6
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Sex 4305
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DB Cooper-36677b6 b7C
Q
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b6 b7C 373
164-8-12 DB Cooper-36679
Photo. 1966FD-340 REV. (6-24-65) 374
File No.
b6 b7C 373
164-8-12 DB Cooper-36679
Photo. 1966FD-340 REV. (6-24-65) 374
File No.
164-81-10
Date Received
1/22/73
From
៛
:
(ADDRESS OF CONTRIBUTOR)
SPOKANE
WASH
By
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To Be Returned Yes
Receipt given Yes No No
Description:
(4) COPIES OF (5) PHOTOGRAPHS
OF
Sec.
b6 b7C
b6 b7C
b6 b7C
DB Cooper-36680089
DB Cooper-36682
164-81-10
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DB Cooper-36686
164-81-10874 089
DB Cooper-36688
164-81-19874 089
DB Cooper-36690
164-81-10(374) 089
DB Cooper-36692
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164-81-14
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164-81-10
DB Cooper-36718
374 089
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164-81-19(37) 089
DB Cooper-36722
374 
164-81-10FD-340 REV. (6-24-65)
File No.
164-81-10 375
Date Received.
1/11/73
From
LOS ANGELES
(NAME OF CONTRIBUTOR}
(ADDRESS OF CONTRIBUTOR)
By
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b6
b7C
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To Be Returned	 Yes	Receipt given	 Yes
 No	 No

Description:
(5) PHOTOGRAPHS OF SCHUYLER W. MILESOR
Ser. 4323 Sub Sub- 564 DB Cooper-36723SchuylER N. MILES
DB Cooper-36724
.DB Cooper-36725
164-81-1a
375 DB Cooper-36727
164-81-19
375 SchuylER MILES
DB Cooper-36728DB Cooper-36729
164-81-1a 375 SchuylER W. MILES
DB Cooper-36730DB Cooper-36731
164-81-16 375· DB Cooper-36733
164-81-10 375SchuylER MILES
DB Cooper-36734DB Cooper-36735
164-81-10
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WH-IT-TO-E681M4| 07-24-73
RU 10
WHITTEN, CLIFFORD EUGENE 12400 NE 39TH ST VANCOUVER WA 98662

RESTR.	SEX	BIRTHDATE	EYES	WEIGHT	HEIGHT
M	072432	BLU	140	5-11
Clifford
X
	E.Whitten	X

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DB
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DB Cooper-36772591
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164-81-16 885 
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DB Cooper-36773FD-940 (REV. 6-24-65)
File No.
164-81-1a B86
Date Received
2/3/2
From
Boston
(NAME OF CONTRIBUTOR)
(ADDRESS OF CONTRIBUTOR)
(CITY AND STATE)
By (NAME OF SPECIAL AGENT)
To Be Returned Yes Ho
Receipt given
Yes
Ho
Description:
Photo 7
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Sur. 4399
Sub 597
DB Cooper-36774 POLICE= DEPT FALL RIVER MASS 8281 3-17-71
DB Cooper-367750FULIGE DEPT/ /TAUXMEYER, MAS
IDENTIFICATION BUREAU DB Cooper-36776
No.
Paine Field, Wash. Portland Int'l Airport, Ore.
HORACE FIELD Greenland
CLINTON G. HARGROVE Stead AFB, Nev.
DARRELL HEICK Duluth AFB, Minn. Grand Forks AFB, N. D. Minot AFB, N.D.
HOMER HELM NAAS Ream Field, Calif.
GAROLD W. HINES Davis-Monthan AFB, Ariz. George AFB, Calif. Luke AFB, Ariz. Nellis AFB, Nev. Williams AFB, Ariz.
JOSEPH T. JONES
Edwards AFB, Calif. NAS, Corpus Christi, Texas
JACK L KING DAVID M. RUSH DONALDILOCKRIDGE RICHARDIFAIN NATC, Patuxent River, Md.
ROBERT KRANS
NAS Lakehurst, N.J.
JOHN R. LACOUTURE
OUR, NAS North Island, Calif. Midway Island NAS Barbers Pt., Hawaii VMO-6 Camp Pendleton, Calif.
ROBERT LAMBERT Brookley AFB, Ala. Craig AFB, Ala. Moody AFB, Ga. Maxwell AFB, Ala.
THOMAS C. LEONARD
Dow AFB, Maine Loring AFB, Maine Pease AFB, N. H. Westover AFB, Mass.
BILL MAGNAN
NS. Mayport, Fla. NAS Cecil Field, Fla. O&R, NAS Jacksonville, Fla.
EDWARD F. NOE England AFB. La. James Connally AFB, Texas Laredo AFB, Texas Perrin AFB, Texas Randolph AFB, Texas
RICHARD REYNOLDS
South America
RAY G.
James Connally AFB, Texas Laredo AFB, Texas Perrin AFB, Texas Randolph AFB, Texas
RICHARD REYNOLDS
South America
RAY G. RUSSELL VMO-1 MCAF Jacksonville, N.C.
DONALD TANCREDI
Okinawa
HENRY J. TANZER
NAS Atsugi, Japan NAS Agana, Guam NAS Cubi Point Pol. NAS Sangley Pt. P.l. Shin Melwa Ind. Co., Ltd. Toyonaka City. Japan
TERRELL C. TURNER Fairchild AFB, Wash. Glasgow AFB, Mont. Malmstrom AFB, Mont.
BILL C. WELDEN Far East
ROBERT I. WILSON Dover AFB, Del. Griffiss AFB, N. Y. Suffolk County AFB, N. Y. Andrews AFB, Md.
CUSTOMER OPERATIONS SECTION-R. L. Bassell, Supervisor; W. G. Wells, Asst. Supervisor, Field Service Representatives. R. W. Spear, Asst. Supervisor, Training
VOL. II No. 10
AUGUST 1962
DB Cooper-36780
THE KAMAN AIRCRAFT CORPORATION PIONEERS IN TURBINE POWERED HELICOPTERS
2Vice President Johnson, General LeMay and General Stone chatting beside H-43ES at USAF Academy gradua- tion ceremony. See page 6 . (USAFA photo).
THE COVER
Bloomfield, Connecticut
Old Windsor Rd.
Kaman Rotor Tips Field Service Department The Kaman Aircraft Corp.
THE COVER
Bloomfield, Connecticut
Old Windsor Rd.
Kaman Rotor Tips Field Service Department The Kaman Aircraft Corp.
ADDRESS ALL INQUIRIES TO:
Everett F. Hoffman
EDITOR
F. G. Weber
SUPERVISOR OF SERVICE PUBLICATIONS
Edward J. Odlum
SENIOR VICE PRESIDENT - ASS'T. GENERAL MANAGER
Charles H. Kaman
PRESIDENT - GENERAL MANAGER
Q
AMAN
material in Rotor Tips can be published.
PLEASE SHARE THIS COPY
Kaman Rotor Tips is published by the Service Department of The Kaman Aircraft Corporation for informational purposes only and is not to be construed as au- thority for making changes in aircraft or equipment. This publication DOES NOT in any way supersede operational or maintenance directives set by the Armed Services, Written permission must be obtained from Keman Aircraft before ony
Kaman Service Representatives
H-43B Tracking Chart
Training-Sheppard AFB
Portable Dock Box Aids Det. 4
Multi-Speed Switch Operation and Maintenance
Q's and A's .
Mission Report From Luke AFB
USAF Huskie Breaks Another Record
HU2K-1 Activities
Night Fire Suppression
IN THIS ISSUE
AUGUST
1962
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Rotor Tips .
Mission Report From Luke AFB
USAF Huskie Breaks Another Record
HU2K-1 Activities
Night Fire Suppression
IN THIS ISSUE
AUGUST
1962
20
19
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Rotor Tips .
ROTOR CONE & TRACKING ADJUSTMENT CHART
H-43B

ADJUSTMENT	RESULT
Number of	Tracking	Movement at	Rotor Speed	Flap Control	Pedal to Pedal
Location	Blades Adj.	Actuator	Blade Tips	% Autorotation	Rod Clevis	Displacement
1 Hole at Turnbuckle	1	0. 01 in.	1/8 inch	N/A	N/A	N/A
1 Hole at Turnbuckle	4	0.01 in.	1/8 inch	15%	N/A	N/A
3 Holes at Turnbuckle	1	1/32 in.	3/8 inch	N/A	N/A	N/A
13 Holes at Turnbuckle	1	0.13 in.	1-5/8 inch	N/A	N/A	N/A
13 Holes at Turnbuckle	4	0.
ROTOR CONE & TRACKING ADJUSTMENT CHART
H-43B

ADJUSTMENT	RESULT
Number of	Tracking	Movement at	Rotor Speed	Flap Control	Pedal to Pedal
Location	Blades Adj.	Actuator	Blade Tips	% Autorotation	Rod Clevis	Displacement
1 Hole at Turnbuckle	1	0. 01 in.	1/8 inch	N/A	N/A	N/A
1 Hole at Turnbuckle	4	0.01 in.	1/8 inch	15%	N/A	N/A
3 Holes at Turnbuckle	1	1/32 in.	3/8 inch	N/A	N/A	N/A
13 Holes at Turnbuckle	1	0.13 in.	1-5/8 inch	N/A	N/A	N/A
13 Holes at Turnbuckle	4	0.13 in.	1-5/8 inch	2%	1/2 Turn	N/A
1/2 Turn Flap Control Rod Clevis	4	0.
1-5/8 inch	2%	1/2 Turn	N/A
1/2 Turn Flap Control Rod Clevis	4	0.13 in.	1-5/8 inch	2%	N/A	N/A
1/2 Turn Flap Control Rod Clevis	One Rotor Both Blades	0.13 in.	1-5/8 inch	N/A	N/A	2.00 inch

By Bringing Rotor Tip Path Plane UP Rotor RPM DECREASES	By Bringing Rotor Tip Path Plane UP Gas Producer RPM INCREASES
By Bringing Rotor Tip Path Plane DOWN Rotor RPM INCREASES	By Bringing Rotor Tip Path Plane DOWN Gas Producer RPM DECREASES

1/2 Turn Flap Rod
O
O O
Tracking Turnbuckle
DESIRED 94% RPM with 10 PSI Approx.
PEDAL TO PEDAL
0
0
Lengthen Clevis Rod To Raise Blade
C
O
O
O
O O
FORWARD
O O
0 O O O
FOOT PEDALS VIEWED FROM LEFT SIDE
O 0
O
O
O 0
Tracking Actuator
O
O
PERMISSIBLE RUDDER PEDAL DISPLACEMENT
O
Shorten Clevis Rod To Lower Blade
- 1/4" Rudder Displacement
1/2 Turn Flap
O O
0 O O O
FOOT PEDALS VIEWED FROM LEFT SIDE
O 0
O
O
O 0
Tracking Actuator
O
O
PERMISSIBLE RUDDER PEDAL DISPLACEMENT
O
Shorten Clevis Rod To Lower Blade
- 1/4" Rudder Displacement
1/2 Turn Flap Rod
In Hover In Cruise - 1/2" Rudder Displacement at 90 Knots
In Autorotation
- 1/2" Rudder Displacement
The purpose of this chart, devised by Edward White of Service Engineering, is to show what happens when rotor cone and tracking adjustments are made. The adjustments appear to the left of the center line of the rotor'hub; the results to the right. Since all blades do not have the same aerody- namic characteristics, the results of the adjustments are approximate: Maintenance personnel should continue to use the applicable sections of T. O. 1H-43B-2 when tracking blades,
DB Cooper-36781 GRADUATION
H-43B TRAINING SHEPPARD AIR FORCE BASE 3750TH TECHNICAL SCHOOL, USAF (ATC)
JUNE 19.
unselected: GRADUATION
H-43B TRAINING SHEPPARD AIR FORCE BASE 3750TH TECHNICAL SCHOOL, USAF (ATC)
JUNE 19. 1962-Front row. I to r. TSgt Aifred H. Dewey, Det. 29; Vance AFD, Okla .; SSgt Ralph W. West, Det. 39, Laughlin AFB; Texas; SSgt Robert L. Julian, Det. 34, Biggs AFB. Texas; SSgt Thomas' J. Kennedy, 1001st FMS. Andrews AFB. Md .: AIC Philip Arketa, Det. 26, Selfridge AFB, Mich .; SSgt Curtis Wash- Ington. (Instr.) Sheppard AFB, Texas; A2C Gorald O. Chase, Det. 45, Peaso AFB, N.H .: SSgt James F. Barnett, Det, 16. Williams AFB, Ariz. Rear row, Mr. Fred Morrison, (Instr.) Shep. pard AFB .: SSgt Douglas Drier, Det 35, Kirtland AFB, N.M. SSgt Berkley E. Naugle. Det. $1. Myrtle Beach AFB, S.C .: SSgt Walter H. May. Det. 53, Cralg AFB, Ala,; AIC John A. DeBell. Det. 54, Moody AFB, Ga .: SSpt Douglas E. Lightcap, Dat. 42. Dow AFB, Maine; AIC Jesse Glazier Jr .. Det. 1, 54th ARS, Thule, AU, Greenland; AIC Dan R. Maloy, Det. 48, Dover AFB, Del .; A2C John E. Laurenson Jt,, Det. 45, Pease AFB, N.H.
1, 54th ARS, Thule, AU, Greenland; AIC Dan R. Maloy, Det. 48, Dover AFB, Del .; A2C John E. Laurenson Jt,, Det. 45, Pease AFB, N.H.
OC
S.AIR FORCE
ORCE
JULY 3 1962-Front row, I to r, SMSgt Elton L, Tisdale, Det. 16. Williams AFB, Arlz .; SMSgt Curtis W. Schmeisser, Det. 4, Paine Fid, Wash .: SSgt John G. Turner, Det. 8, Glasgow AFB, Mont. AIC Ernost W. Harris Jr., Dot. 14, Nellis AFB, Nev .; TSgt Buddy B. Curry, Det. 38, James Connally AFB, Texas. Rear row, SSgt Leonard A. Nicholson, (Instr.) Sheppard AFB; Mr. Fred Morrison, (Instr.) Sheppard AFB; Mr. J. H. Birkes, 3566th Fid Maint, James Connally AFB, Texas; SSgt Samuel L. Pilgrim, Det .. 59, Andrews AFB, Wash .: SSgt John G. Regan Jr., Det. 47, Langley AFB, Va .: SSgt Joe L. Proctor, Det. 35, Matagordo Island AF Range, Texas; SSgt Louis J. Hosler, Det. 36, Laredo. Texas: TSgt Dennis M. Franklin, Det. 35, Matagordo Island AF Range, Texas; Mr. Richard H. Maxwell, (Instr.) Sheppard AFB. (USAF photo)
JULY 31. 1962 -- Rear row, I to r, SSgt L. A. Nicholson.(Instr.), Sheppard AFB, Texas; Mr.
(USAF photo)
JULY 31. 1962 -- Rear row, I to r, SSgt L. A. Nicholson.(Instr.), Sheppard AFB, Texas; Mr.Richard H. Maxwell (Instr.), Sheppard AFB: A1C Fred Scott. Holloman AFB. N. M .; AIC Michael G. Stingel, Pet. 46, Suffolk County AFB, N. Y .; A2C-Dorman E. Black, Det. 50, Shaw AFB, S.C.) MSgt George R. Mitchell, Hq, EARC, Robins AFB, Ga .; Mr. Andrew Hadlow (W 10), Androws AFB. Md. Front row, A1C Odell E. Lee, Det. 43, Griffiss AFB, N. Y .: SSgt Curtis Washington (Instr.), Sheppard AfB, SSgt Harvey G Myer, 401st CAMS, England AFB. La .: SSgt Lowell M. Bynum. Det. 58, Brookley AFB, Ala .; A1C Andres B. Perez, 67th AR Sedn., APO 123, N. Y .; AIC Floyd M. Baker, 41st ARC, Hamilton AFB, Calif.
U.S.AIR
AUGUST 14, 1962-Front row, I to r, TSgt Donald B. Sanders, Det. 39, Laughlin AFB, Texas; SSgt Wayne E. Dondero, Det. 44, Westover AFB, Mass .; SSgt Willlam D. Snyder, Det. 39, Laughlin AFB,: A1C Harvey A. Moltzer, 48th ARS Eglin AFB, Fla .; TSot James L. Johnson, Det. 4, Paino Field, Wash .: Mr.
39, Laughlin AFB,: A1C Harvey A. Moltzer, 48th ARS Eglin AFB, Fla .; TSot James L. Johnson, Det. 4, Paino Field, Wash .: Mr. John R. Moseley (F 7), Dom FM Maxwell AFB, Ala .; AIC Thomas E. Arms, (Instr.) Sheppard AFB. Rear row, AIC Jesse B. Pope, Det. 27, Traux Field, Wisc .; AIC Alexander Montgomery, Det. 5, McChord AFB, Wash .; TSgt George C. Risser, Det. 23, KI Sawyer AFB, Mich .; A2C Luis Carreras, Det. 46, Suffolk County ATB, N.Y .; A2C Bobby G. Evans, Det. 43, Griffiss AFB, N.Y .; A2C Lenzy Autry, Det. 52, Charleston AFB, S.C .; A2C James T. Sloan, Det. 15. Luke AFB, Ariz .: SSgt Francis C. Johnson, 48th ARS Egiln AFB, Fla .; Mr. Richard H. Maxwell, and Mr. Fred Morrison, (Instrs.) Sheppard AFB.
NICHT FIRE SUPPRESSION
In order to perform the mission of fire suppression and-rescue,-H-43-pilots-must-know-and-master-the problems of aerial fire suppression under all-conditions. Thereis considerable difference between day and night fire suppression, for example, and carrying out such a mission at night in an unfamiliar area is probably the most hazardous to be encountered.
Thereis considerable difference between day and night fire suppression, for example, and carrying out such a mission at night in an unfamiliar area is probably the most hazardous to be encountered. Controlled night fire fighting training, recently authorized by the Air Rescue Service, is not overly hazardous, however.
PROBLEMS
Blinding-ground personnel with helicopter lights
Loss of instrument visibility
Hypnotic effect of fire
Pilot's loss of visual ground reference
Difficulty-in obtaining-adequate site-evaluation
Spatial disorientation
DB Cooper-36782
Since there is still relatively little experience in actual night fire helicopter operations and no schooled solution to all situations, the following discussion of night fire suppression problem areas is offered for information, analysis and evaluation to aid the pilot in theorizing on the action he will take in a given situation. With advance knowledge of the problems to be encoun- tered,"pilots will be better equipped-to-act with the professionalism essential to timely and effective fire- fighting rescue.
by Capt .- Thomas-C .- Seebo Webb-Air Force Base PROBLEM: Blinding ground personnel
- Seebo Webb-Air Force Base PROBLEM: Blinding ground personnel with helicopter lights
DISCUSSION: This problem occurs during initial fire- kit hook-up, during landing approaches, when fighting fires, and when retrieving the firekit from the mission site. Proper use of helicopter lighting is essential. On the firekit pick-up with only the floodlights on, it is easier for the hook-up man to avoid looking directly into the lights. Blinded, he cannot see sufficiently to effect a safe and proper hook-up. On landing approaches the same situation appears. The landing light must be "OFF" if the ground signalman is to be relied upon. Ground personnel can expect to be momentarily blinded should they look into the lights ... Spots that limit full vision last for minutes. Particles of sand, etc. that are picked up by rotor-wash magnifies this problem. As the fire diminishes, it is possible for the fire- fighters hood to refract the helicopter lights. Fire- fighters should be cautioned in this area.
As the fire diminishes, it is possible for the fire- fighters hood to refract the helicopter lights. Fire- fighters should be cautioned in this area. The pilot should be alert for the possibility that ground personnel are trying to operate with the loss of night vision. It is conceivable that they could attempt a side approach being unable to determine the front.
The blinding light problem is also encountered in night hoist and sling operations.
PROBLEM: Loss of instrument visibility
DISCUSSION: Due to the many demands of the fire- fighting operation, the pilot should give full attention outside the cockpit. The brilliance of the fire will cause the pilot to lose night vision and instrument visibility. Instruments are monitored by the copilot using a flashlight. Before takeoff is attempted, the pilot should have instrument visibility. Perhaps "a delay to await return of night vision is warranted.
PROBLEM: Hypnotic effect of fire
DISCUSSION: Fire destroys and distorts horizontal references. The dancing flames have a hypnotic effect which attracts the pilot's attention to the extent that he may be unable to detect aircraft movement.
The dancing flames have a hypnotic effect which attracts the pilot's attention to the extent that he may be unable to detect aircraft movement. The pilot must 'make a conscious effort to shift his attention, check altitude, check hover reference, check fire- fighters, check for hazards to the helicopter, etc. Firefighters make a good hover reference in the fire. The pilot must avoid looking at the brilliant part of the blaze as his perspective can be distorted and erratic aircraft control can result. The copilot should mon- itor instruments, hover position, and be alert to warn the pilot as necessary.
KAMAN ROTOR TIPS
ONE-MAN AIRLIFT-With the assistance of an HOK-1 crew from VMO-2, Gy/Sgt. Sam Griffiths, 40, of the first Marine Air Wing at Iwakuni took this means of stimulating interest in physical fitness at NAS Atsugi, Japan. The 22-year Marine Corps veteran, voted "Mr. Physical Fitness" of 1960, stopped at Atsugi during an in- spection of Special Services facilities in the Far East. The tour is being conducted in conjunction with President Kennedy's Physical Fitness Program.
Physical Fitness" of 1960, stopped at Atsugi during an in- spection of Special Services facilities in the Far East. The tour is being conducted in conjunction with President Kennedy's Physical Fitness Program. Pilot of the helicopter is Marine Capt. Robert D. Myers and L/Cpl. James E. Turner is crewman. (Pacific Stars and Stripes photo)
VMO-1 VISITORS-Personnel attached to VMO-1, MAG-26, MCAF, Jacksonville, N.C .; were conducted on a plant tour during a recent visit to Kaman Aircraft. Shown are, left to right, William Wells and Raymond Vokes, Field Service Department; M/Sgt. Raymond B. Taylor, Lts. Donald P. Reichert, Patrick J. McMorrow, William N. Simmons, Robert L. Norton; Ray G. Russell, Field Service Representative; Capt. Robert J. Thomp- son, Lt. William S. Ebersole, Capt. John A. Conniff, S/Sgt. Frank Williams, Capt. Charles A. Carey, Maintenance Officer; GySgt. Earl J. Lehrman, Lt. Col. Earl W. Cassidy, Commanding Officer; M/Sgt. Forrest G, Alexander, Lt. Ansley S. Horton, Maj. Herbert A. Nelson, Executive Officer; GySgt. Eldon R. Laraway, S/Sgts. Nicholas P. Difabritus. Ivan J. Vlach; Maj.
Nelson, Executive Officer; GySgt. Eldon R. Laraway, S/Sgts. Nicholas P. Difabritus. Ivan J. Vlach; Maj. Joseph Keller, H&MS-26; S/Sgts. Harvey Dunn, Lloyd L. Love; Her- bert Langenfeld, Military Operations Research Department.
AUGUST, 1962
DB Cooper-36783
17Portable Dock Box Aids Det. 4
by John D. Elliott Field Service Representative
OCT. + TARC
RATS
AARS Det. 4, WARC, Paine Field, Wash. - T/Sgt. James E. Johnson of this detachment has come up with this inexpensive, but highly efficient, mobile dock box as a means of expediting H-43B maintenance. Soon after checking into the detachment, Sergeant Johnson decided that a portable dock stand would be of help to maintenance personnel. He checked around the base until he found an armament box with the proper dimen- sions and then began a conversion project with the re- sult shown.
The dockbox, mounted on four wheels, allows special tools and other items to be taken to the aircraft rather than taking the aircraft to the tools. The top of the box has a door on the front which opens down to provide a small writing table or a work bench for
The top of the box has a door on the front which opens down to provide a small writing table or a work bench for minor main- tenance jobs. On the left side of this door, a file is mounted to house the PE cards. Each individual slot is marked and the partitions are slanted so the cards will not fall out when the door is raised or lowered. Inside the door, on the top part of the box, is storage space for special tools. Each tool has a specific place marked with a tag. The door tothe top portion has locks for security.
The bottom portion of the dock box has sliding doors with large compartments for storage of larger items such as engine slings, etc. Large special tools are also stored in this area. Often used items such as grease guns, oil cans and some bench stock items are stored in this portion of the box. Installation of a small
bin area is being considered to store common usage items for periodic inspection. The sliding doors are secured by locks.
The advantages of this portable dock box are many, and for the most part, apparent.
The sliding doors are secured by locks.
The advantages of this portable dock box are many, and for the most part, apparent. The box is especially useful for periodic inspections but is certainly not limited to this. The box allows easy reference to tools, keeps them in a centrally located place and makes in- ventory very easy. Having the PE cards near the air- craft saves man hours going back and forth to the Main- tenance Office and frees the Dock Chief to be near the aircraft while the inspection is being performed. The chances of misplacing a card are lessened because the . box is so handy to replace the card when the work has been accomplished. Small items which can normally be lost easily are located so that they are always avail- able. Items such as glue, gaskets etc. have a specific place in the box and are returned to that place when the men are finished using them. Each separate compart- ment in the box can be locked, so loss from pilferage or borrowing is held to a minimum.
Sergeant Johnson is continually working to improve this dock box but his basic idea, coupled with his ini- tiative to
Sergeant Johnson is continually working to improve this dock box but his basic idea, coupled with his ini- tiative to improve the efficiency of the unit during peri- odic inspections, deserves special mention. His con- tribution to Detachment 4 has meant savings in man hours, government equipment and has helped to main- tain quality maintenance of Air Rescue Service Aircraft.
KAMAN ROTOR TIPS
PROBLEM: Pilot's loss of visual ground reference
DISCUSSION: In an actual crash, off base, the crash never seems to occur in an ideal spot. Generally there are bigh trees. swamp, dry grass, leaves, snow, rain, high humidity, smoke, sand, or dust that complicates the mission. All of these objects will refract the heli- copter landing lights. The problem becomes magnified when the light from the fire is also refracted. RESULT: The pilot can lose ground perspective. The pilot can control one light source. Therefore, as the helicopter descends to the site, the pilot should turn "OFF" the landing light as this light refracts greater than the floodlights.
Therefore, as the helicopter descends to the site, the pilot should turn "OFF" the landing light as this light refracts greater than the floodlights. When illumination from the fire is suffi- cient to maintain visual contact, it is advisable to turn "OFF" the floodlights. Use floodlights as the fire di- minishes.
PROBLEM: Difficulty in obtaining adequate site eval-
uation
DISCUSSION: When people are trapped in a burning aircraft, there is apt to be an over-anxious attitude on the part of rescue personnel. This over-anxiousness can result in an inadequate site evaluation. If haze is present, floodlights will restrict visibility. A prompt, complete landing area determination must be made, A slow, steep approach provides more time to determine the aircraft commitment and insures a safer go-around if necessary.
Remember to consider the possibility of the H-43B exhaust igniting inflammables that may be up wind of the fire. "
"An engineering change proposal has been submitted to the Air Force by Kaman Aircraft which, if accepted, would modify the tail pipe and should eliminate this possibility - Ed.
"
"An engineering change proposal has been submitted to the Air Force by Kaman Aircraft which, if accepted, would modify the tail pipe and should eliminate this possibility - Ed.
PROBLEM: Spatial disorientation
DISCUSSION: Dancing flames, flashing lights, loss of horizontal and vertical references. glare, shadows, and undetected aircraft movement combine to cause spatial disorientation (vertigo). This can be avoided by concentration and determination. The pilot and co- pilot must understand that vertigo is very dangerous. Should it occur, the copilot must take control of the aircraft.
These many problems make it appear that night fire- fighting is too hazardous to attempt. With operating experience in this night firefighting environment, how- ever, these problems become second nature. Confi- dence is gained. Training will assure sufficient know !- edge, experience, and ability to effect timelyrescue in all conditions.
AUGUST, 1962
0
DB Cooper-36784
16 TWENTY NIGHT FIRES -- Shown are the Det. 32 personnel who participated in the 20 night fire suppression exercises upon which this report is based.
32 personnel who participated in the 20 night fire suppression exercises upon which this report is based. In front are T/Sgt. Dan W. Long, fire- man; and Captain Seebo, Detachment Commander. Standing are Lt. James L. Butera and Lt. William F. Glover, Jr. The night fire ex- ercises were photographed by Al/C Leland B. Bernard, 3560th Air Base Group, Webb AFB.
THE AUTHOR
* Capt. Thomas C. Seebo is Commander of Detachment 32, Central Air Rescue Cen- ter, Webb Air Force Base, Texas. In helicopter assignments since 1954, he bas totaled 3000 flying hours of which 2500 are in helicopters and 300 are in the H-43B. A base rescue assignment at Webb AFB followed three years with the 71st Air Rescue Squadron in Alaska. During the spring of 1961, he coordi- nated and conducted exercises using the H-43B in support of ground vehicles and termed the operation "SKYIR."
Previous military service, 1944-47, was as aerial gunnery instructor and C-47 flight engineer. An AFROTC commis- sion was obtained in 1951 from Okla- boma State University while majoring in Architectural Engineering.
An AFROTC commis- sion was obtained in 1951 from Okla- boma State University while majoring in Architectural Engineering. Current military service and pilot training com- menced in 1953.
Big Day For H-43B Crew
U.S.AIR FORCE
H-438 59-1542
E
DISTINGUISHED COMPANY-Generals Stone and LeMay chat with Vice President Johnson beside HUSKIE which flew them to USAF Academy Graduation exercises.
To the crew of an H-438 from Stead AFB, Nev .; fell the honor of ferrying Vice President Lyndon B. Johnson and Gen. Curtis E. LeMay, USAF Chief of Staff; to the recent graduation exercises at the Air Force Academy in Colorado Springs, Colo, Also aboard the H-43B on the aerial trip from the airfield to the parade ground were Maj. Gen. W. S. Stone, Academy Superintendent; and Col. H. Burris of the Vice President's staff.
Lined up, waiting for the HUSKIE to touch down was an honor guard of cadets who formed a corridor for the Vice President's walk to the speaker's stand where he addressed the 297-man, gold-sashed graduating class.
Lined up, waiting for the HUSKIE to touch down was an honor guard of cadets who formed a corridor for the Vice President's walk to the speaker's stand where he addressed the 297-man, gold-sashed graduating class. More than 8,000 cadets, families and spectators jammed the academy parade ground to view the impressive cere- mony.
For the H.43B crew this climaxed a busy week at the Academy for they were on standby with the fire suppression kit at the airfield. Seventy aircraft participated in the air show which preceded the graduation exercises.
Capt. B. J. Wingfield was H-43B pilot, Major R. M. Atchley, co-pilot; S/Sgt. J. R. Chesson, crew chief; A1/C D. B. Dunn and R. L. Webb, mechanics; T/Sgt. R. C. Finlayson and S/Sgt. J. S. Hoban, firemen. (USAFA photo)
The following equipment is required to adjust and test the speed switch.
(a) Variable speed drive with provisions for mounting the speed switch. A standard tachometer generator tester fulfills this requirement.
(b) A multi-meter for checking continuity of switch contacts.
(c) If available, Pierce Governor cut- away cover, P/N SK-11464, which makes the internal stroke adjustment screw ac- cessible during testing.
(c) If available, Pierce Governor cut- away cover, P/N SK-11464, which makes the internal stroke adjustment screw ac- cessible during testing.
1 Adjustment and Test Procedures for Speed Switch (Refer to figure 2)
1. Applicable to switches that open prema- turely and special cut-away cover, SK-11464, is not available.
(a) Mount speed switch on tester.
(b) Connect multi-meter to pins A and B of speed switch receptacle (6).
(c) Loosen set screw (2).
(d) Operate tester at 1160 + 20 RPM.
(e) Adjust RPM adjusting screw (1) for switch actuation.
(f) Apply "Loctite, " grade B(7-2), to set screw (2) and tighten.
(g) Re-check to assure that switch ac- tuates at 1160 + 20 RPM and that the switch re-sets.
2. Applicable to switches that fail to open at any RPM and special cut-away cover, SK-11464, is not available.
1
-
(a) Mount speed switch on tester.
(b) Connect multi-meter to pins A and B of speed switch receptacle (6).
(c) Operate tester at 1300 RPM, meter should indicate switch actuation. If switch actuates, follow procedure 1. If switch fails to actuate, continue with step (d).
(c) Operate tester at 1300 RPM, meter should indicate switch actuation. If switch actuates, follow procedure 1. If switch fails to actuate, continue with step (d). (d) Turn tester power "OFF."
(e) Remove speed switch cover assembly and inspect for loose or damaged parts.
(f) Loosen lock nut (4) and turn stroke adjusting screw (5) one turn clockwise. (g) Tighten lock nut (4) and replace cover assembly.
(h) Operate tester at 1300 RPM, meter should indicate switch actuation. If switch actuates, continue with step (i). If switch still fails to actuate repeat steps d, e, f, g and h until the switch actuates at 1300 RPM.
(i) Follow procedure 1 to continue with adjustment of switch for actuation at 1160 + 20 RPM.
3. Applicable to both types of malfunctions, with special cut-away cover, SK-11464.
(a) Remove speed switch cover assembly and inspect for loose or damaged parts.
(b) Install cut-away cover on speed switch.
(c) Mount speed switch on tester.
(d) Connect multi-meter to pins A and B of speed switch receptacle (6).
(e) Loosen set screw (2).
(f) Operate tester at 1160 + 20 RPM.
(d) Connect multi-meter to pins A and B of speed switch receptacle (6).
(e) Loosen set screw (2).
(f) Operate tester at 1160 + 20 RPM.
(g) Turn RPM adjusting screw (1) clock- wise until governor weights are closed and then turn RPM adjusting screw counter clockwise until the governor weights are in the maximum open position. Note: Governor weights are visible through the cut-away cover.
(h) Operate tester at 1300 RPM, loosen lock nut (4) turn screw (5) clockwise until switch is actuated.
(i) Turn screw (5) an additional 1/2 turn for overtravel and secure with lock nut (4).
(j) Reduce speed and check to make sure the switch resets.
(k) Adjust RPM adjusting screw (1) to actuate switch at 1160 + 20 RPM.
(1) Apply "Loctite, " grade B(7-2) to set screw (2) and tighten.
(m) Turn tester power "OFF."
(n) Replace the cut-away cover with ori- ginal cover and recheck switch actuation RPM.
Changes, based on operating experience, are now being made in the switches to further increase their reliability. It is hoped the preceding information will prove of value to maintenance personnel.
Changes, based on operating experience, are now being made in the switches to further increase their reliability. It is hoped the preceding information will prove of value to maintenance personnel. Questions re- garding the multi-speed switch, or any other component, are always welcome. K
DB Cooper-36785
6
KAMAN ROTOR TIPS
AUGUST, 1962
15functions are classified primarily into two types: (A) The switch contacts open before N1 RPM reaches 28 to 30% and the engine cannot be started. This type malfunction is caused when the set screw (see figure 2, number 2) works loose, allowing the RPM adjusting screw (number 1) to change to a lower RPM adjustment. (B) The switch con- tacts fail to open after a successful engine start. This allows the engine starting sys- tem to remain energized and keeps the starter energized and connected to the D. C. essential bus. The starter is a direct drive starter-generator driven by the engine, and when energized, it produces a D. C. voltage. This unregulated and unfiltered voltage is providing a source of D. C. voltage to the D. C. essential bus, to which it is connected, and can have a detrimental effect on the air- craft's electrical-electronics
essential bus, to which it is connected, and can have a detrimental effect on the air- craft's electrical-electronics systems. Also, if this condition goes undetected or is allowed to exist after detection, the starter will overheat and may cause a fire.
The recommended means for detecting this type of malfunction after the engine is op- erating, is to remove the APU, switch off the aircraft's battery and D. C. generator and then determine if any lights in the cock-
pit are glowing. If lights are glowing, it is an indication that the starter is still ener- gized, due to a malfunctioning speed switch, and providing D. C. voltage to the D. C. essential bus. This condition can be tem- porarily resolved by pulling the "engine starting" circuit breaker and then re-setting it. This action does not open the speed switch contacts, but deenergizes the start- ing relay, which disconnects the "latching" switch paralleled across the start switch and deenergizes the complete starting sys- tem. The described malfunction is caused when several parts in the switch's actuating mechanism wear, changing the stroke
The described malfunction is caused when several parts in the switch's actuating mechanism wear, changing the stroke length required to actuate the micro switch.
Considering that most speed switch mal- functions are caused by the changing of the initial RPM adjustments, it is safe to assume that the majority of malfunctioning units can be made to function properly after a few re- latively simple adjustments. It is recom- mended that the following procedures be ad- hered to when adjusting a speed switch, P/N AE47-2 and -3. The procedures are divided into three groups corresponding to the type of malfunction encountered and taking into consideration the availability of a special cut-away cover, P/N SK-11464.
*
$
5
:
,
Figure 2.
2. Set screw
5. Lock nut
5
A
B
4
6
3
1. RPM adjusting screw
3. Governor spring
4. Adjusting screw
2
6. Output receptacle
1
KAMAN ROTOR TIPS
HU2K-1 ACTIVITIES
Kaman Aircraft reps who will serve as Field Service Representatives when the HU2K-1 joins the fleet, re- cently completed a maintenance course at NAS Lake- hurst, N.
ROTOR TIPS
HU2K-1 ACTIVITIES
Kaman Aircraft reps who will serve as Field Service Representatives when the HU2K-1 joins the fleet, re- cently completed a maintenance course at NAS Lake- hurst, N.J., as an accelerated introduction prior to undergoing highly-specialized training at the company plant. The course, primarily established for Navy personnel, was conducted by military instructors at- tached to NAMT Det. 1070 and utilized one of the HU2K-1 maintenance trainers built by KAC for the Navy.
The decision to send "contractor reps" to Lakehurst was based primarily on the spirit of cooperation which has existed between the Navy and contractor since work first began on the maintenance trainer. Navy experts worked closely with KAC engineers during the year-and- a-half of research and planning which are represented in the device. As a result, the trainer is one of the most efficient ever developed and training time can be cut drastically through its use.
With this in mind, KAC accepted an invitation from NAMTG, Memphis, Tenn., to use the Lakehurst facil- ities to complete their quota of students for these classes and at the same time the field representatives taking transitional
, to use the Lakehurst facil- ities to complete their quota of students for these classes and at the same time the field representatives taking transitional training could receive the benefit of the "nut-shell" instruction provided by the trainer.
Another benefit which the reps received while at Det. 1070 was the opportunity afforded to study Navy training methods and also to discuss with the instructors the questions which had been asked by Navy personnel at- tending preceding classes. Information of this type, supplied by knowledgeable instructors is, of course, invaluable to the men who will later work closely with Navy HU2K-1 maintenance crews. Contrariwise the Navy instructors received benefit from discussion with the reps to help refine their training course.
Earlier, the Navy instructors had attended an eight- week course at KAC in the operation and maintenance of the trainer, two of which were constructed by Kaman Aircraft .for the Navy. One was sent to the detachment at Lakehurst, the other is now at Det. 1071, NAAS Ream Field, Calif.
One was sent to the detachment at Lakehurst, the other is now at Det. 1071, NAAS Ream Field, Calif.
ADMIRAL UTILIZES HU2K-1 DURING VISIT- Rear Admiral Paul D. Stroop, Chief, Bureau of Naval Weapons; visited Kaman facili. ties at Bloomfield, Bradley Field and Moosup, Conn., recently. The Admiral flew as co-pilot in the SEASPRITE during the trip be- tween Bradley Field and Moosup.
Each of the maintenance trainers consists of four panels: (1) Hydraulic; (2) Flight Controls, Transmission and Power Plant; (3) Electrical; (4) Navigation System. All of the panels are mobile and the main trainer can be disassembled in three minutes so that its individual main components, such as the Automatic Stabilization Equipment, can be studied in separate classrooms. This allows the various specialty ratings to receive simultaneous and uninterrupted instruction, thereby eliminating the need to wait while one group is checked out in a specific area, Afterward, when the trainer is reassembled (again a matter of minutes), these special- ists are afforded the opportunity to see how their areas function in
and uninterrupted instruction, thereby eliminating the need to wait while one group is checked out in a specific area, Afterward, when the trainer is reassembled (again a matter of minutes), these special- ists are afforded the opportunity to see how their areas function in conjunction with others in the helicopter, thus giving them the "whole picture. "
To make the trainer as realistic as possible, actual aircraft hardware has been used throughout and all of the panels include provisions which enable the instruc- tors to simulate possible malfunctions in the various systems and components. In this way, maintenance personnel receive first-hand experience in trouble shooting on representative components under ideal conditions ₭
NAVAL AIR OU NALELANCE TRAINING GROV
DETACHMENT= 10
AUGUST, 1962
SPECIALISTS-KAC employees who recently attended the HU2K-1 training school conducted at NAMTD 1070, NAS Lakehurst, N.J .; and their instructors. Kneeling, left to right, are R. E. Schwarz, R. E. Lambert, D. G. Beasley, W. C. Morris. E. F. Geblein, L. C. Lyman, KAC. Standing A. P. MacCracken, AEC, F. H. Brightman, AMSC, A. J. Niemotka, ADJC, D. W. Weiner, ADJ2, S. E. Waldrop, AMHC, J.
MacCracken, AEC, F. H. Brightman, AMSC, A. J. Niemotka, ADJC, D. W. Weiner, ADJ2, S. E. Waldrop, AMHC, J. C. Brandon, ADRI, D. W. Glaeseman, AEC, Instructors; F. Heffernan, KAC; W. R. Hoyle, ATC, Instructor.
14
DB Cooper-36786
7USAF HUSKIE BREAKS ANOTHER RECORD
H-438 ENGINE STARTING SYSTEM SCHEMATIC (S/N 59-1540 & SUBS) :
CAPT. CHESTER R. RATCLIFFE, JR.
An Air Force H-43B HUSKIE has claimed a second international distance record within a three-week period. Both of the records were previously held by the Soviet Union.
Established on July 5th was a straight-line distance record of 900 miles. The flight originated at Hill Air Force Base, Utah, and ended eight hours and 27 minutes later near Springfield, Minn. Pilot on the flight was Capt. Chester R. Ratcliffe, Jr., Commander of ARS
Det. 24, CARC, MATS; Kincheloe Air Force Base, Mich. The previous record of 761, 027 miles was set by a Soviet Mi-1 helicopter on September 21, 1960.
On June 13th, three weeks before Captain Ratcliffe's flight, Capt.
The previous record of 761, 027 miles was set by a Soviet Mi-1 helicopter on September 21, 1960.
On June 13th, three weeks before Captain Ratcliffe's flight, Capt. Richard H. Coan of ARS Det. 52, EARC, MATS; Charleston Air Force Base, S. C. ; flew an H-43B 656. 258 miles around a closed course near Mono Lake, Calif., to break a record of 625.464 miles set by a Soviet Mi-1 helicopter in June, 1960.
The H-43B, manufactured by Kaman Aircraft Corp. of Bloomfield, Conn .; now holds five international records for helicopters. The three other records held by the HUSKIE are: Altitude without payload, 32, 840 feet, set Oct. 18, 1961 by Lt. Col. Francis M. Carney of Stead Air Force Base, Nev. Altitude with a 1, 000 kilogram (2, 204 pound) payload, 26,369 feet, set May 25th, 1961, by Capt. Walter C. MoMeen of Luke Air Force Base, Ariz. , Both records were previously held by Russia, Time-to-climb to 9,000 meters (30, 000 feet) in 14 minutes, 11 seconds, also set by Colonel Carney and previously held by France.
The H-43B, which is powered by a Lycoming T-53 gas turbine engine, is an Air Force utility helicopter now stationed at nearly 50 Air Force bases
The H-43B, which is powered by a Lycoming T-53 gas turbine engine, is an Air Force utility helicopter now stationed at nearly 50 Air Force bases around the nation and overseas. Air Rescue Service, MATS, has estab- lished the HUSKIE as its standard helicopter and is using the aircraft for local base rescue duty. K
HONORED-Captain Ratcliffe and Captain Coan were awarded Distinguished Flying Crosses recently for breaking the Soviet helicopter distance records. The medals were presented by Lt. Gen. Joe W. Kelly, MATS Commander, at his headquarters, Scott AFB, ill. Present at the ceremony was Brig. Gen. Joseph A. Cunningham, ARS Commander. Shown are General Kelly, Captain Coan, Captain Ratcliffe and General Cunningham.(USAF photo)
28.5-29.0V
D.C. ESSENTIAL BUS
o
9
ENGINE STARTING
5
STOP SW
STARTING RELAY CONTACTS
START SW
Y
SPEED SW
I
FUEL START SW
NOR
TEST IGNITION
START TEST SW
OTEST MOTOR
STARTER MOTOR
PRIME FUEL SOLENOID
STARTING RELAY
IGNITION SYSTEM
STARTER RELAY
Figure 1.
A/C STRUCTURE
start switch, and deenergizes the complete starting system.
SPEED SW
I
FUEL START SW
NOR
TEST IGNITION
START TEST SW
OTEST MOTOR
STARTER MOTOR
PRIME FUEL SOLENOID
STARTING RELAY
IGNITION SYSTEM
STARTER RELAY
Figure 1.
A/C STRUCTURE
start switch, and deenergizes the complete starting system. The complete starting system cannot be energized again until N1 RPM decreases below 28 to 30%. However, it is possible to make an air start with N1 RPM in excess of 30% as onlyignition is re- quired to start the engine. This can be accomplishedby depressing the start button and holding it until the engine is started.
This action provides a path for current flow direct to the ignition unit, as stated pre- viously. The current for the ignition sys- tem does not flow through the speed switch.
Since proper functioning of the speed switch is necessary for engine starting, it is relevant to discuss the effects of a mal- functioning unit. Known speed switch mal-
Helpful Info From Det. 44
TOW MERE
As a means of reducing tow-bar fitting wear on the H-43B nose wheel, personnel attached to ARS Det. 44, EARC, Westover AFB, Mass .; have inserted rubber liners as shown. An AN931824- 28 grommet may be used or a similar liner can be cut to fit the towbar access hole.
; have inserted rubber liners as shown. An AN931824- 28 grommet may be used or a similar liner can be cut to fit the towbar access hole. The fore- and-aft motion experienced when towing is also partially absorbed by the tiner which can be used on H-43A, HOK-1, HUK-I helicopters as well. (USAF photo)
DB Cooper-36787
8
KAMAN ROTOR TIPS
AUGUST, 1962
13MULTI-SPEED SWITCH OPERATION AND MAINTENANCE
W hen starting the engine in most heli- copters, it is necessary to press and then hold the start button until the engine is in operation. In the H-43B HUSKIE, however, the start is made by merely pushing the button momentarily and then releasing it, thus setting the automatic engine starting system in operation. This allows the pilot time to prepare for flight while the engine is starting and also minimizes the time re- quired toget the helicopter airborne and on the way to perform its rescue mission.
Once the engine is started, the automatic starting system is deenergized by the multi- speed switch. This switch, P/N AE47-2 and -3, is preset to deenergize the starting system at 28 to 30 percent of N1 (gas tur- bine) RPM.
This switch, P/N AE47-2 and -3, is preset to deenergize the starting system at 28 to 30 percent of N1 (gas tur- bine) RPM. Comprised of a normally closed micro switch and an actuating mechanism which operates by centrifugal force, the multi-speed switch is located on the engine between the N1 tachometer mounting pad and
the N1 tachometer. The multi-speed switch and N1 tachometer are mechanically driven by the N1 reduction accessary gear box.
The electrical location of the speed switch is shown in figure 1, which represents the latest production configuration of the engine starting system. The switch operation in relation to the other components in the sys- tem is as follows: When the aircraft's start button is depressed, circuit connections for current flow are provided from the D. C. essential bus to the junction of the speed switch and ignition system. At this point the current divides into two paths, one to the ignition system and the other to the speed switch. Since the speed switch con- tacts are normally closed, current flows through to the prime fuel solenoid, the start- ing relay and the starter
Since the speed switch con- tacts are normally closed, current flows through to the prime fuel solenoid, the start- ing relay and the starter relay. This action opens the prime fuel valve allowing prime fuel to flow into the engine; energizes the starter relay, allowing APU or battery current to flow to the starter; and energizes the starting relay. The starting relay con- tacts are connected in parallel across the start switch, functioning as a "latching !! switch, and provides a path for current flow into the starting system. At this time the start button can be released and the starting system remains self energized.
A normal engine start should be accom- plished when N1 RPM reaches 28 to 30%. The speed switch actuating mechanism is adjusted to actuate the micro switch between these percentages. When this occurs, the path for current flow through the speed switch is opened, deenergizing the prime fuel solenoid, the starter and starting relays. This action opens the paralleled contacts of the starting relay, connected across the
KAMAN ROTOR TIPS
0
Y
1
1
%
D etachment 15, WARC (MATS), Luke AFB, Arizona; offers the
This action opens the paralleled contacts of the starting relay, connected across the
KAMAN ROTOR TIPS
0
Y
1
1
%
D etachment 15, WARC (MATS), Luke AFB, Arizona; offers the following record of mission accomplishment as a record of interest to see if any other LBR can top it.
On 24 April 1960, Capt. Walter C. McMeen, Det. 15 Commander, flew the first rescue mission with the H-43B in the field. This mission appeared in the July, 1960, Rotor Tips which is published monthly by the Kaman Aircraft Corp. Captain McMeen was placed on the Scroll of Honor for his accomplishment. This one mission proved the outstanding capability of the H-43B "Huskie" as a rescue vehicle and thus was the begining of a long list of mission accomplishment in the H-43B. All missions that will be mentioned were flown in the H-43B and cover the period from 24 April 1960, to 5 July 1962.
The most outstanding mission accomplishment de- veloped on 5 July 1962. On this date, this detachment accomplished the one thousandth (1000th) actual scramble mission with the fire suppression kit. The fire sup- pression kit is carried when an aircraft declares an emergency inflight with intentions of
The fire sup- pression kit is carried when an aircraft declares an emergency inflight with intentions of landing at Luke. It is also carried to any aircraft accident which may occur within 15 miles of the base to furnish fire suppression and rescue coverage. The 1000th emer- gency developed when a T-33 pilot, Capt. James R. McCulloch, 4512 CCRTRARON, declared an emergency and was inbound to Luke for landing. The helicopter was airborne in less than two minutes with the fire suppression kit. The T-33 pilot landed his aircraft safely and the helicopter returned to the alert parking area. Once again the every-day routine had been acted out uneventfully. Not all of the emergencies have ended this way though, because the fire suppression kit has had to be used on eight (8) occasions. On one occasion, after the fire kit was used, the helicopter returned the kit to the ramp to be recharged. After the kit was re- charged, the helicopter returned to the crash scene to continue the firefighting operation.
After the kit was re- charged, the helicopter returned to the crash scene to continue the firefighting operation. The fire trucks from the base had not reached the scene yet. The air- craft had crashed in a freshly irrigated field and the fire trucks could not reach it because of the mud. The interesting thing about this mission was the fact that the
AUGUST, 1962
by Ist Lt. Carroll L. Wright Information Officer, Det. 15
crashed aircraft was only about 300 yards off the end of the runway. It took the fire trucks approximately thirty minutes to rig a fire hose long enough to reach the scene. During all this time, the helicopter was the only fire suppression vehicle that could reach the scene.
This Detachment has flown a total of 1104 missions during the above mentioned period. These missions cover all types such as bailouts, military crashes, civilian crashes, military evacuations, civilian evac- uations, search and recovery, and scrambles with the fire suppression kit. There have been eighteen bailouts of which one had to be picked up with the hoist because of the rough terrain the pilot had
There have been eighteen bailouts of which one had to be picked up with the hoist because of the rough terrain the pilot had landed in. Out of thirty-four evacuations, twenty-eight were civilians. The hoist was used to pick up fifteen of these evac- uations and the Stokes litter had to be used on two oc- casions because of the extreme injuries involved. Thirty-two aircraft have crashed within our area and eleven have been within fifteen miles of the base. The H-43B has aided greatly in the recovery of eighteen deceased persons. The majority of these individuals
1000th SCRAMBLE-Crew of the H-43B which carried fire suppres- sion kit for the 1000th time in support of an aircraft with an in- flight emergency. Front row, left to right, are A1/C Robert J. Stone, fireman; S/Sgt. George S. Edwards, crew chief; A1/C Frankie E. Hill, fireman. Rear, Capt. Harold D. Salem, co-pilot; 1st Lt. Car- roll L. Wright, pilot and rescue crew commander. (USAF photos)
were in extremely rough terrain which made their re- covery next to impossible by any other means.
(USAF photos)
were in extremely rough terrain which made their re- covery next to impossible by any other means. These missions were flown all over the State of Arizona. They cover an area from a few miles next to the Mexican border to the depths of the Grand Canyon.
This detachment has flown 1020:30 hours in the H-43B as of 5 July 1962. We have found the H-43B requires relatively little maintenance once it is placed in com- mission. There have been times when parts were on shortage and the aircraft would be AOCP for a short period of time.
These missions combined with the professional at- titude of the members of this Detachment speak for themselves. Both the civilian and the military pop- ulace have grown to depend on the professional ability of this Detachment and its members have tried to meet the obligation both day and night. The H-43B has played the largest part in the mission accomplishment. It has definitely proven itself to be an extremely versatile vehicle for both fire suppression and rescue.
It has definitely proven itself to be an extremely versatile vehicle for both fire suppression and rescue. K
DB Cooper-36788 9
12
MISSION REPORT FROM LUKE AFB
by W. H. Zarling P. A. Greco Analysts, Electrical-Electronics Field Service DepartmentQ's A's , AND
If you have a question regarding Kaman Air- craft maintenance, send it along to Rotor Tips. The Service Department's analysts will be glad to answer it.
Q. (Applies H-43A, H-43B) ARE THE BUBBLES SEEPING FROM THE SURFACE OF THE FIRE SUPPRESSION KIT AIR TANK AN INDICATION OF IMMINENT FAILURE?
A. No, the bubble seepage is due to normal expansion of the Fiberglas layers during charging of the tank. The expansion of the tank is normal. The tank, in the normal course of use, comes in contact with foam and water and the Fiberglas, being porous, allows the moisture to pene- trate. When the tank is pressurized, ex- pansion takes place at a greater rate inside the tank than outside and the moisture trapped within the Fiberglas is forced to the surface causing small bubbles to escape, thus giving the appearance of a leaking tank.
When the tank is pressurized, ex- pansion takes place at a greater rate inside the tank than outside and the moisture trapped within the Fiberglas is forced to the surface causing small bubbles to escape, thus giving the appearance of a leaking tank. - W. J. R.
Q. (Applies HOK-1, HUK-1, H-43A, H-43B) WHAT ARE THE SIX "RIGHTS" OF LUBRICATION?
A. 1. The right type. 2. The right qual- ity. 3. The right amount. 4. The right condition. 5. The right place. 6. The right time. - C. W.J.
Q. (Applies H-43B) WHAT COULD CAUSE A HEAVY DOWN LOAD ON THE COLLEC- TIVE PITCH STICK?
A. A malfunctioning rudder lock solenoid valve, P/N 7-V-7099, can cause this con- dition. Both the collective limiter and the rudder lock utilize oil pressure from the same stage of the transmission oil pump. Should the solenoid valve poppet fail to seat properly, it will allow the oil pressure to bleed by, thus robbing the collective limiter of its normal operating pressure and creat- ing the stick down loads. The condition is most likely to occur with the DSAS switch "ON." To relieve the download, switch the DSAS "OFF." A future revision to T. O. 1H-43B-2 will include this troubleshooting information.
" To relieve the download, switch the DSAS "OFF." A future revision to T. O. 1H-43B-2 will include this troubleshooting information. Refer to handbook T. O. 9H8-4-132-3 for a detailed breakdown and troubleshooting chart on the solenoid valve. - W.J. W.
Q. (Applies HOK-1, HUK-1, H-43A, H-43B) WHAT IS THE PURPOSE OF THE TWO LOCK NUTS AT THE BASE OF THE AUXILIARY STRUT CYLINDER?
A. The lower nut is the gland nut which retains the piston wiper seal; and the upper nut establishes the freedom of the swivel of the strut and should never be over-tight- ened or strut-bind will occur. - F. E. S.
Q. (Applies H-43B) WHAT IS THE MIL- SPEC FOR THE GRAY LACQUER USED IN THE H-43B COCKPIT AND CABIN?
A. The Mil-Spec for this lacquer is MIL-L-006805B. The number for the color, which is dark gull gray, is 36231. - F. E.S.
KAMAN ROTOR TIPS
Q. (Applies H-43B) IS THE DOWN STOP ON THE PILOT'S COLLECTIVE STICK RIGGED LOWER THAN THE STOP ON THE CO-PILOT'S STICK?
A. Yes, the pilot's collective stick down stop is rigged lower than the stop on the co-pilot's stick to insure full closing action of the collective limiter valve in the down
Yes, the pilot's collective stick down stop is rigged lower than the stop on the co-pilot's stick to insure full closing action of the collective limiter valve in the down direction. Centrifugal loads from the blade control rods and spring loads from the col- lective limiter cause a twisting action in the collective torque tubes. The pilot's down stop is rigged lower to compensate for this twisting action and assures positive pilot control of the collective limiter. Com- plete collective stop rigging procedures can be found in the latest issue of T. O. 1H-43B-2. - W. J. W.
Q. (Applies HOK-1, HUK-1) WHY IS THERE A DIFFERENCE IN THE ALLOW- ABLE OVERSPEEDIN THE 1340AN-48 AND -52 ENGINES?
A. The difference in allowable overspeed between the two engines is in relationship to the blower ratio. If an engine is driven to overspeed and the engine blower ratio is high and the compression ratio is the same for both engines, the detrimental effect of poor fuel-air mixture is added to the detri- ment of the overspeed. The engines are the same except for the impeller shaft inter- mediate gear assembly, the impeller shaft assembly and the carburetor elbow adapter.
The engines are the same except for the impeller shaft inter- mediate gear assembly, the impeller shaft assembly and the carburetor elbow adapter. This is borne out by the operational differ- ence in the manifold pressure. - A. A. W.
Q. (Applies H-43B) SHOULD WASHERS OR SHIMS BE USED ON THE ENGINE MOUNTS?
A. Washers should be used only on the engine mounting bolts as required but neither washers nor shims should be used to fill the gap between the fitting, housing and rodends or bearings. The warning decal, "Do not use washers or shims on engine mounts,"
is aimed at preventing this from occurring. The gaps between the right rear engine mount housing and the bolt head; the 'left rear housing and the fittings; the right for- ward rod ends and the housing and fitting; and the left forward rod end and fitting are necessary for engine expansion and opera- tional torque loading. - A. A. W.
Q. (Applies H-43B) IS IT PERMISSABLE TO MANUFACTURE THE MANUAL CARGO RELEASE WIRE, P/N K731570-23, LO- CALLY AND, IF SO, WHAT PRECAUTION SHOULD BE OBSERVED?
(Applies H-43B) IS IT PERMISSABLE TO MANUFACTURE THE MANUAL CARGO RELEASE WIRE, P/N K731570-23, LO- CALLY AND, IF SO, WHAT PRECAUTION SHOULD BE OBSERVED?
A. It is permissable to manufacture this release wire locally, but the finished prod- uct must conform in all ways with the draw- ing specifications. Using a lighter gauge wire than the . 040 specified can result in kinking and subsequent malfunctioning of the manual release. - W. J. R.
MANUAL RELEASE INSTL K731570
K731646-1 LEVER ASSY
K731570-23 * WIRE
.06
ARENS CASE
AN931-4-7
FLOOR LINE
* NOTE
1095 K731570-23 WIRE (.040 MUSIC WIRE)
KAMAN SERVICE ENGINEERING SECTION -- G. D. Eveland, Supervisor, Service Engineering, E. J. Polaski, G. S. Gart, Asst. Supervisors; E. t. White, A. Savard, G. M. Legault, Group Leaders. ANALYSTS-R. A. Berg, P. M. Cummings, M. T. Fiaschetti, P. A. Greco, E. Hermann, C. W. Jenkins, D. W. MacDonald, J. McMahon, W. J. Rodershausen, F. E. Starses, W. J. Wagemaker, N. E. Warner, A. A. Werkheiser, M. Whitmore, W. H. Zorling, R. W. Olsen.
AUGUST, 1962
DB Cooper-36789 11
10FD-340 REV.
LICENSE NUMBER
LL95803
EXPIRES ON YOU" BIRTHDAY RENEW WITHIN RO-DAYS PRIOR
DB Cooper-36821 1 --- / FB
MAR
5 1970
I CERTIFY THIS IS A TRUE COPY, OR THE RECORD IN THE ៛ MOTOR VEHICLE DIVISION ARIZONA HIGHWAY DEPARTMENT
BY
b6 b7C
164-81-19395 
DB Cooper-36822