Grumman HU-16 Albatross

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THE GRUMMAN ALBATROSS BACKGROUND AND DEVELOPMENT The Grumman HU-16 Albatross started out as a company venture in the late forties and became such a success that it has been used by more than two dozen armed forces throughout the world. It has become one of those hand-me-down aircraft like the venerable DC-3/C-47 and is still in use today. The Albatross started out life as a Navy aircraft. The initial Navy contract was for two XJR2F-l prototypes, the first taking to the air on 1 Oct. 1947. During development, the Navy had decided its inital orders would be for Anti-Submarir.e-Warfare aircraft (ASW) designated PF-IA's. The Air Force became interested in using the Albatross as a search and rescue platform (SAR) and ordered procurement as the SA-16. The initial Air Force order was for 52 SA-16As, the first of which was delivered in July of 1949. Ironically the Air Force was the first service to receive a production aircraft, because the Navy had dropped its procurement of the Albatross as a .ASW platform and instead ordered six UF-l utility aircraft. The Navy took delivery of the UF-l in Dec. 1949, and the Coast Guard received its first Albatross, designated UF-IG, in March 1952. Since the Albatross has lived such a usefull life, it has survived through many designation changes. Navy Albatross aircraft were UF-ls until 1962 when they became HU-16Cs. Five Navy UF-ls were ordered as UF-l Ts, which were used for midshipment indoctrination and later designated as TU-16Cs in 1962. Three other Navy UF-ls were ordered as UF-ILs for possible Artic/Antarctic operations, (winterized version with tri-phibian capabilities, equipped with skids on the keel and wing floats for the ice and the snow) and designated LU-16Cs in 1962. The Air Force SA-16As became HU-16As in 1962, and the Coast Guard UF-IGs were not redesignated as none remained in service in 1962. Because of increasing weight and decreasing performance the Air Force sponsored a major modification program in the mid 1950s. The new aircraft designated SA-16B first flew in Jan. 1956. The SA-16B differed from the SA-16A by the addition of a 70 inch wing section outboard of the engine and a 39 inch Wing-tip extension coupled with leading edge wing camber to replace the leading edge slots. Because of the increased wing area, the ailerons, fin and stabilizers were increased in size. The SA-16B became the HU-16B in 1962. All but 21 of the SA-16Bs were converted from the SA-16A. The success of the conversion led the Navy to convert most of its UF-ls to SA-16B standards as UF-2s, designated HU-16Ds in 1962. The Coast Guard also converted its UF-IGs to UF-2Gs, which became HU-16Es in 1962. Its interesting to note that 16 of the factory built SA-16Bs were built with Wright R-1820-82 engines instead of the standard -76 engine. These aircraft can be recognized by having an air intake mounted on top of engine cowlings of a different contour. Ten of these aircraft went to Canada and six went to Japan. The USAF retired their HU-16s in 1973 with some 55 being transferred to the Coast Guard. The last Coast Guard HU-16E was retired in 1983. The Navy's last HU-16 was assigned to the Naval Aviation Museum at Pensacola in 1976,

but has since been on bailment to the Smithsonian Institution. Although no longer active in U.S. service, the venerable Albatross is still in use in many a foreign government.

AIRPLANE. The airplane is an all metal, high wing, twin engine, fixed wing tip float, air-sea rescue amphibian built by the Grumman Aircraft Engineering Corporation. It is powered by two engines driving three-bladed, constant speed, full feathering, reversible pitch propellers. Provisions are made for the installation of JATO units on the hull doors. Oxygen systems are provided for the crew and passengers. The flight deck and cabin are heated and ventilated. The crew consists of a pilot, co-pilot, navigator, radio operator, and two observers.

DIMENSIONS.

UF-2

Span . Length-aver-all (maximum on ground) Height . Beam . Tread .

· 96 feet

8 inches

· 62 feet 10 inches · 25 feet 10 inches 7 feet 11 inches 8 inchs · 17 feet

ENGINES. The airplanes are powered by two nine cylinder Wright R1820-76A or -76B engines geared three engine to two propeller revolutions and are equipped with hydraulically operated, single stage, two speed superchargers, and high tension ignition systems. Carburetor air is introduced into each nacelle through two intercylinder ducts. Each duct is provided with an alternate air valve to permit mixing of warm air ducted through the accessory compartment baffle from diretly behind the engine exhaust stacks.

ENGINES. (Serial NO. 148324 -

148329)

The airplanes are powered by two nine cylinder Wright R1820-82 engines geared 1 engine to .5625 propeller revolutions and are equipped with low tension ignition systems and single stage, single speed superchargers (blowers). Carburetor air is introduced through an external top-mounted airscoop and can be mixed with alternate (warm) air taken from directly behind the cylinders.

INTRODUCTION Anyone having photos or other information on this aircraft or other 50's era naval aircraft, may submit them for possible inclusion in future issues. Any material submitted will become the property of NAVAL FIGHTERS un'less prior arrangement is made, Individuals are responsible for security clearance of any material before submission, ISBN 0-942612-11-8 S Ginter, 1754 Warfield Cir, Simi Valley, California 93063,

j'

All rights reserved. No part of this publication may be reproduced, stored in , a retrieval system, or transmItted In any form by any means electronic, . mechanical or otherwise without the written permission of the publisher © 1984 Steve Ginter

FRONT COVER: TOP-HU-16D, 137919, at NAS Agana, 6-26-72, by Naoki Nishimura. BOTTOM - HU-16E, 1026, both photos thanks to Picciani Aircraft Slides, 434 ARBUTUS AVE., HORSHAM, PA, 19044,

PHOTOS - Show prototype XFR2F·l, 82853, on the ground, in the air and on water in May of 1948. Plane is painted silver. Note that there would be very little change between prototype and production machines. H.G. Martin photos via W.T. Larkins.

Contributors

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Roger Besecker, Jim Burridge, Burger, Lt. CoL Colby, Lawrence Farris, CPO Graham, CDR Hibbard, "Mule" Holmberg, Clay Jansson, Leo Kahn, Bob Kowalski, William Larkins, Robert Lawson, Dave Menard, Ron Picciani, Potaski, Mick Roth, Bob Stollaf, William Swisher, and Nick Williams.

Three View Dimensional Drawings-SA- J 6A-GR, UF- J, UF- J G

POWER PLANT NO. & MODEL•••• (2) R-1820-76A

MF'R•••••••••••••••••••• 19' .A. c. SUPERCH •••• ~.l Stage, 2 Speed

62'--2"---------, - _-_-_-_-_-_-_-_-~~~~~_-_'_60' -8"-----~=::h==r_

PROP. GEAR RATIo •••••••• 0.666 PROP. MFR••••••••••• Harr. Std. PROP. DES. NO ••••••••• 660lA-7 NO. BL./DIA •••••••••• 3/11 l -O"

B

IRATINGsl Alt.

T. 0.

1,425

Rpm 2,700

MIL.

1,425 1,100

2,700 2,600

1,000 1l,600

NOR!.!.

1,275 975

2,500 2,500

3,000 14,700

Bhp

~----------60'

-7" - - - - - - - - - 1 f - - - - - - - - - 62' -1" - - - - - - - - - - - i

@

@

S. L.

SPEC. NO. N-826-B AGGO MMODA TI ONS

CREW ••••• ~ •••••••••••••••••• 6 (Pilot, Co-pilot, Radioman, Radar-Navigator, 2 Observers)

LITI'mS ••••••••••••••••••••12 SEATS•••••••••••••••••••••• I0 CARGO DOOR SIZE: Top ••••••••••••••• 58· X 63 ft

Port •••••••••••••• ))· x

48"

Stbd•••••••••••••• 23" x 38" FLOOR WADING: Ibs"./rt. 2 ••••••••••••••• 200

WEIGHTS Loadings

L.F.

Lbs.

EMPTY •••••••••19,820••••••••• BASIC ••••••••• 21,245 ••••••••• DESIGN •••••••• 25,OOO ••••• ).5 MAX.,T.O.

Smooth Water.29,5OO••••• ).2

,----------------11--8o· -0"'-----------'

Run-Way •••••*)3,OOO•••••2.9 MAX. LAND •••••• 31, (X)() •••••••••

*

All Weights are actual. L1mi ted by single-engine performance.

ELECTRONICS VHF TRANS. & REC ••••• AN/ARC-l LF RANGE REC •••••• ~2)A/ARC-5 UHF TRANS. & REC••••• AN/ARC-2 RADIO COMloI. TRANS••• AN/ART-I) /

MODEL SA-16A-GR ser No. 48-589 thru 49-100 UF-1 ser No, 124374 thru 124379

A

24'-3"

B

LORAN ••••••••••••••••AN/APN-9 RADAR•••••••••••••••AN/APS-31 VHF HOMING ANTENNA •••AN/ARA-8 MF RADIO COMPASS ••••• AN'/ARN-7

IFF ••••••••••• AN/APX-2 or -2A 24'-10-3/4"

24'-11-3/4"

SA-16A-GR ser No. 51-1 thru 51-31 (including ANIARC -27 antelUla)

26'-5-1/4"

26'-6-1/4"

SA-16A-GR ser No, 48-588. 51-32 and subsequent (including AN/ARC -27 antenna and snow skid lowered)

MF RADIO REC •••••••• AN/ARR-ll MARKER 'BEACON •••••••• AN/ARN-8 RADIO ALTlIIETER•••••• AN/APN-l

24'-4"

SA-16A-GR ser No, 50-172 thru 50-182 UF-1 CG No. 1240 and subsequent (including ANI APX-6 antenna)

SA-16A-GR ser No, 48-588. 51-32 and subsequent (including AN/ARC-27 antenna and snow skid retracted)

"

FUEL AND OIL'

26 '-5-1/4"

Gala. 600 676

26'-6-7/8"

,Ro. Tanks

Location

2 " Wing, Drop 2 Wing

fUEL GRADE••••••1OO/I)O fUEL SPEC •••• MlL-F-5572 26'-5-1/4"

[QllJ

27'-1-1/4

.... In column A the ground clearance with the snow skid retracted is 10 in. and with the snow skid lowered is 2 in.

3

CAPACITY (Gals.) ••••••••••• 58

GRADE•••••••••••••••

SPEC•••••••

6 •••••••

9 ••••

1120

M!L-0-6082

PERFORMANCE SUMMARY (1) TRANSPORT

LOADING CONDITION

0 0 Q

m

o(/)

0

I O a.. a>

0 ..... 1'-0

~8

OZ

o~

o:r-

<00:

00 (/)0

00 O(/)

W
~o

lOW ...J

W

o~ V...J

~o 10

..... v

«0

~o rc')

0-

-

«

00 0rc') ..... ::>

gz« t\J

g 0

LOADING CONDITION GftOSS li'EIGlIT Erllrine DOwer Fuel Boml:tl/Tanks ~mx.

sneed at eea level Max. sneed/AU Combat sneed/Alt Ra te of climb SL CellinI< for 500 fpm R/C Time-to-clicb/A1t.

28.670 0')01-

33.000 L Oifon:bOO

10/')1.0 34.4/14.7 69.7 64.6 60.7 21'5118 000 1 120

10/?Q0 39.6/16.9 75.4 60.1 6,.8 20871:.600 1·581.

,1.1. 1.1..32

1.090

~

?" .. l

0 0

~8

Ibs. lbR -lbs M",hR nol1bs. Passenl!ers/Cargo Win",/Power Loadin~ (A)lbs/sa.ft·1bs/bl\o. kn. Stall Soeed--Power off kn. Stall SDeed--Power off - No Fuel . Stall St'eed--Power on 1m. Jal/ft. Maximum SDeed/Alt eBl ft. TAke-off Distence. deck -- calm Take-off Dista.nce. deck kn. ft. secs. Take-off Time rt/mln. Rate of climb -- sea level B ft. Service CellinI" B B min. Time-to-climb 10.000 ft. mi:1. B Time-to-cllmb 20.000 ft. Combat Range/V av 1500 ft. n.ml/kn. Combat Radius/V av ft. n.ci/kn.

. TAKE-OFF WEIGHT

(2) TRANSPORT

800

21.~00

13.1 61.7 1 800/130

I (A) IIIP at

Ibe.

NOTES

(4) RESCUE (Return)

(Depart) 31 250

29.450 4.050/-

1.. 0if6TU;oo

-

12/35.4/15.1 70.6 65.6 61.5 215/4.600 1.170

37.5/16.0 73.4 63.8 62.1

21671:.600 1.380

-

9.1 27.0 1.000/124

U

(3) RESCUE

-

1200 22 700 11.1..

~9.2

1.900/126

34.1 1 358 24 100 9.7 39.0

930/126

I

Maximum Critical llt1tw11o (B) Hormal lIlP

Ibe. kn. kn/ft. kn/ft.

ft/min. ft. min/ft.

PHOTOS: ABOVEUF-1, 124376, in overall blue color, while attached to Flight Test Division of NATC Pax River. Note radome is carried under the wing of the early UF-1s. USN via Clay Jansson. AT LEFT - UF-1, 124378 over New York, overall blue with silver prop hubs. H.G. Martin photo via W.T. Larkins.

4

1-+---- 31'---------.;~

POWER PLANT

f.-----,.......-29'

NO. . . MODEL . . (2.)R182.0-76A. -76B MANUFACTURER •. Curti. . -Wright SUPERCHARGER • • . 1 Stage. 2. Speed REDUCTION GEAR RATIO • . . 0.666 PROP. MFR. • • • • • • • HAM. STD. PROP. TYPE . . • Hydro .• Rev. Pitch NO. BLADESI DIA . . . 3/11 ft. BLADE DESIGN NO •• . . 7007 B-7 . ATO . (4)14ASIOOO NO . . . MODEL or l5KSlOOO MANUFACTURER . • AEROJET THRUST 1000 lb. (each) DURATION • . • • • : •. 14 or 15 sec. RATINGS ' BHP @ RPMfi CRITICAL ALT. T.O. 142.5 2.700 2.500 2.700 2.500 MIL. 142.5 2.700 10300 1100 NORM 12.75 2.500 3000 2.500 11800 975 ENG. SPEC. NO. N-82.6-B

SA-16B-GR, UF-2 and UF-2G airplanes

PERSONNEL Crew DOrm • Litter Patients . . . . . plus Attendents ••• • • Passengers • . . •o~ ••

NOTE On SA-16B-GR airplanes, dimension A ground clearance with snow skid retracted is 10 in. and with snow skid lowered is 2 in.

1-----------------96'-8"----------------.,

1-----------62-10"---------., 1 - - · - - - - - - - - - - 6 1 ' - 4..'-~-------...,

CARGO CAPACITIES INSIDE CLEARANCES Length (overall). • 2.6'-1" Width (max.) . • • • • • • • •• 7'-5" Height (max.) . • • • • • • • •• 6'-4" Cabin Floor Area • • • • • 145 sq. ft. Floor Strength .', • • • 2.00 lb./sq. ft. Cabin Volume • • • • • • • • 568 cu. ft. MAIN LOADING DOOR Width (max.) • • • • 2,'-9" Height (max.) • , • , • • , • •• 4'-0" Door Sill Height (above Ground) • . • • • • • . 5'-10" (above Water) ' • • . . • • . . 1'-6" CARGO HATCH (OVERHEAD) Width (max.) . 4 '-10" Length (max.). . • • • • • • . • 5'-3"

WEIGHTS LBS. EMPTY 2.302.5 BASIC 2.5094 DESIGN 32.000 MAX. T.O. (Field) 37500 (Water. ATO) est. 34000 MAX. LDG. (Field) 37500 IWaterlnOOO

L. F.

2..77

ELECTRONICS

t-+-----------62'-9"---------+-!

FUEL AND OIL ~

"""6"76" 590 412.

NO. TANKS 2. 2. 2.

LOCATION Wing Wing Drop Float

FUEL GRADE 115/145 FUEL SPEC. (applicable) MIL-F-557Z

OIL

CAPACITY (GALS. ) . . . . 58 (not incl. prop. oil) GRADE . . . . . . . . • . . . . . . . . 1100 SPEC. (applicable) • . . . . MIL- L-6082.

DIMENSIONS WING AREA. . • • • • • • • . .. 1035 sq. ft. SPAN . • • . . . . . • • • . . 96 ft. 8 in • MAC • . • • • • • • . • • • • • . 131. 1 in. LENGTH . • • • . . • • • • . . . 62. ft. 10 in. HEIGHT . . . • • . • • . • • • . 2.5 ft. II in. TREAD . • • • . . • . . • • . . • • 17 ft. 8 in. PROP. CLEARANCE . • . .(3Pt. Grd. )8' . (Water) 4'

5

C .v VHF Comm./Dir. Finder Set HF Liaison Sets (2.) . . . . • ANI ARC-38 HF Receiver . . . . . • • . . ANI ARR-41 LF Transmitter • . . • . . . ANI ART-33 UHF Command Set . . . . . ANI ARC-2.7 NAVIGATION Radio COmpa.... (2.) AN/APN-59 Marker Beacon AN/ARN-l2. LORAN . . • • • • . . • . . . ANI APN-70 UHF Dir. Finder ANI AR:A-2.5 VOR Receiver • . . . . . . . ANI ARN-14 Glide Slope . . . • . • . . . . AN/ARN-18 TACAN .. ' ANI ARN-2.1 A Radar,Altimeter ANI APN-2.2. IDENTIFICATION IFF . . • • . . . • • . . . . ANI APX-6. -6B Coder Group (SIF) . . . . . ANI APA-89 IFF Interr. Set • . . . . . . AN/APX-2.8 SEARCH Radar • • . • . • • • . • . . . ANI APS-31A GENERAL ICS (7 Place) ANI AlC-5B Trailing Antenna AS-40 11 A

;

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~~SIARCH AND ~I RISCUISIARCH AIID NO ISCUI-TWO :JDO ITIRMAL TANKS 'L. lliio. TANKS

TAKE-oFF LOADING CONDITION

-

TAKI-CH'fl WIIGHT , ... 1 _ 1 / _..1(GAS)

I~.

...,.....,...--1....

l_ef.U. . . S.L.

(A)

...

31. 8

35.6

32. 3

36. I

78

ft. ft.

1700

85 2280

79 . 1800

86 2400

,

DI._. - ......11_ 50 ft.....

II

31 235')0

15 46 ZIIOO

...

1595

Z410

1490

2Z06

132

134

147

150

ft.

1500

10000

1130/17. I 136

717/9.9 149

10000 1090/14.4

.Ii.

1500 7Z5/ II. I 134

ft.

1500

1500

10000

0

0

I~.

Z9888

l~.

3488 69/49 1080/ZZ10

I~.

50 ft.....

203/3700 900

15

(!)

530 68/47 1050/Z150

....Ift.

(!) 30Z0Z 3Z53

3Z061

7Z/51

70/50

1150/Z360

109O/Z240

1150/Z360.

Z9429 700

25079 530

Z5578

69/48

61/43'

700 6Z/44

1060 /Z170

930/1910

950/1950

4783 7Z/51

Pick up 10 pas"'hRers (ZOOO lb •. ) Fuel allowance for heater and generator (30.5 lb. /hr. I has been included for all mi ••ions. Exceeds estimated maximum .eaplane take-off weight of 34000 Ibs. with ATO Normal Rated Power

(e)

MINIMUM TURNING RADIUS

':7;

.,;1> 1f

FLOAT

:•.f.':.•.1.

Rlgbt

~rj ... ,-'

k~~~·:-·~

. ~

206 ga..llone (123e pounda)

209 gallons

~, .• -_).:i

(12~4 pounda) ~:<;;.: ~

ToW Usable Fuel (Without drop or float tanks)

.

Total Usable Fuel (WIth noat tank, '.i Left 209 gallons 212 gallons "i:' ~""j without drop tank) 1 (1254 pounds) (1272 pounds) j:-'~~. ~ Total Usable Fuel ~tj'--D-a-o-p-+----+""':'_"':"_"':"-+":""""':'':''':'''_':''':''';';'':i'.·''''; (WIth MK a MOD 0

,

~

.,-.:

.-

15Z 10000

31987 5Z58

Z8930

... ".I".

"-II ••••• , • .. -.III.............

(BI

44 214QO

ft.lIt.

LAMDlMG WIIGHT (S1COND LAMDIING) ,eel

--

19

30 23800

.,....

""II ......._ - " / - " . . -

-1130

.

,_,

UMDtMG WIIGHT ('IIST UIGMG)

-(BI

204/370C

.....Ar.

Cr••• I...Itll'"

10/400

935

ft.

A _ ......I.........

6528/3540

1-0 3/3700

.....

(C)

6528/0 10/400 .

1170 10.8

.1•.

e-Mt_

(AI (B)

19 204/3700

.......

T1_: S.L. Ie 10.000 ft. 10 TI_: S.L. Ie 20.000 ft. (C)

D1._-... ""1_

--

••.Ift.

_1..

Mew TANKS 37346

(A)

_.

CAl.I........... C..... /Mlnl_ tI_ A_ _I...........

~~A:O~l.

1~.Il~ .

(0

'-Ic. ceI"" (100"')

CD

1~.Il~.

".wI"

W_1...-elfIl_ -ATO- .... ......"-";.1tIt-'e (0

TRANSI'ORT NO IITPNAL TANKS 33477

36797 6528/3540

""1I ....... - _ - e I f LooooI T. .-eIf ,.... S.L. - .... T...-eIf _ .. S.L. -

K!J

3Z9Z8 6528/0

.. ./~.ft.

WI.. I"'..

PERFORMANCE SUMMARY

-."-.~" ~

•• -......

,~

289 gallonl (1734 paunda

29~ plIon. (1770 pounda)

295 ga.llons (1770 pounds)

304 gallons (1824 pounds)

-~,:-:~>

'-.

TURN IADIUS ONE WHEEL LOCKED La.nd1ng Gear Wlnp

Propellers Stabilizer Rudder Rarlome

1l1'." '.",

17 n. 8 In. 57 ft. 2 In. 2e ll. 3-1/2 In. 40 n. 9 In. 37 rt. 4 tn. 27 n. 10 In.

•• < _

lee9 plIon. (10014 paWld.)

~;1~.j~~ t) dr~~~~~ j~'>~

5 (WIth MK a MOD 1

~~: J';~\-i?

~!l:"77""'7-'.

~~~~~:~~

drop tanka and noat tanka)

lee1 plIona (l00ee pounda)

'::liiiiiiiiiiiiiiiiiiiiiiiiiii-iir'·:.

GROUND CLEARANCES ITEM Propeller Hull (Amphibian) Wing Tip Float Wing Tlp~cap, Sta. 571 Stabillzer Tlp

WATER

LAND

all 4/t 12 ft 14ft

1/16 In. 11-7/16 In. 10 In. 3-1/2 In. 13/32 In.

411

1/32 In.

7ft 9ft

a-~/16 In.

11-1/2 In.

6

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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

Bow Pendant Snubbing Post Bow Hatch Door Cabin Windshield and Window Installation Escape Hatch Doors Wing to Hull Fairing Emergency Life Raft Door Cargo Hatch Door Right Hand Cabin Door Dorsai Fin Fin Fairing Fin and Elevator Enclosure Door Fin Lower Access Door Fin Assembly Fin Tip Cap Fin Upper Access Door Rudder Assembly Rudder Trim Tab Assembly Stabilizer Assembly Elevator Assembly

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SA-16B-GR- UF-2 and UF-2G AirPlanes)

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21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39.

=: Figure A-J. (Sheet 2) Exploded View 01 Airplane

Elevator Trim Assembly Hull Tail Section Frame and Skin Assembly Left Upper and Lower Cabin Door Hull Rear Step Fairing Sta 568 Bulkhead Door Hull' Afterbody Cabin Frame and Skin Assembly Hull Aft Foot Section Frame and Skin Assembly Hull Forebody Frame and Skin Assembly Main Wheel Upper Strut Door Main Wheels Shock Strut Upper Fairing Main Wheels Hull Fairing Main Gear Installation Main Wheels Hull Door Hull' Forward Float Section Frame and Skin Assembly Main Skid Assembly Nose Wheel Doors Nose Wheel Installation Side Cabin Enclosure Frame and Skin Assembly Bow Section Assembly

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13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

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Wing Center Section Assembly Engine Accessory Cowling Engine Mount Oil S}'stem Installation Cowl Flap Assembly Engine Engine Work Platform Door Engine Cowling Propeller Hub and Blades Engine AcceDsory Compartment Upper Door

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Parachutes Stowed (14)

LUe Rafts, Mark 7, Type

IS (2),

Mark 4, Type D (1)

Sea Anchor Wash Basin and Water Tank

Sea Rescue Platform Stowage

(a,) 8. Hose lor Hand Operated aBge Pumps 9. Porlable Fuel and BIl~gPump ---

10. Chemlca.l Toilet II. Fire Extinguisher (2) (a,)12. Hand Operated Bilge Pumps (2) U. lato~ I

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AMERICAN AVIATION HISTORICAL SOCIETY P. O. BOX 99, Genera' Arrangement

GARDEN GROVE, CA 92642

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Radome Bow Pendant (Mooring LtDe) ADchor (Stowed) Boat Hook aod Mooring Hook Baltery RadIo Operator's StallOD Radar-Navlgator's StatiOD

8. 9. 10. 11. 12. 13. 14.

Food Storage Locker (L/R Wheel Wells) Lllters Cargo Hatch with Stowed BoardlDg Ladder EmergeDcy EDt Door APU Compartment Portable BlIge Pump.s Sea Rescue Platform (Stowed)

15. Toilet CompartmeDt 18. Seat used by Medical TecbDIctan 11.. Seat u sed by flight Mecbaolc IS. EXieroal Power Receptacle

Radio and Radar Antennas-SA-16A-GR Airplanes Ser No. 50-172 through 50·182, UF·I CG No. 2121 through 2135

15 8. UHF Command Antenna 4. Liaison Antenna 1. Marker Beacon AnteMil 2. 3.

Static Discharger (12)

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Range Antenna. Radio Compass Sense Antenna

Radio Compass Loop Antenna

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LF Ltaison Antenna

9. Radio Alt1meter Receiving Antenna 10. VHF Command Antenna 11. IFF Antenna

14. Loran Trailing Antenna 15. VHF Homing Antenna (RH and LH) 16. Radio Reflectors (4) 17. Search Radar Antenna.

12. VHF Navigation Antenna

18. Glide Path Antenna

13.

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Radio AltLmeter Transmitting Antenna

11

VHF Homing Adapter Antenna

Right Engine-Inboard (Carburetor Air Ducts RemovedJ-AII Airplanes Except UF-2 Airplanes Ser No. '48324 through '48329 POriable Engine Work Platform-All Airplanes Excepl Uf-2 Airplanes Ser No. 148324 through 148329

Portable Engine Work Plafform-UF·2 Airplanes Ser No. 148324 through 148329

Accessory Compa.rtmeal Work Platform Door

GT-233 Left Hand Platform sho.....n.

For UF-2 Airplanes Ser No 148324 through 148329 see figure 3-55

Left and Right Hand, Platform prOVided to be used on either side of both Engine Nacelles.

12

Left Band Platform shawn. Left and Right Hand Platform provtded to be used on either 231GT1OOOl

side of both Engine Nacelles.

Main Landing Gear Main Wheel Retraction

[ Uplock Fitting - - _ - "

Manual Lowering

13

I

Photos of main gear details are of HU-16E, 7236, at NAS Pensacola's Naval Aviation Museum, in 1984. Photos by Lawrence J. Farris and Bob Stollaf. Note the edges of the landing gear doors are red.

MAIN GEAR DETAILS

14

both sides Shim as required .eith~;5o~ax clearance to obtain. 002:n ~I;ag Strut Assembly at each betwe Pick Up Fittmg and Drag Strut

Nose Gear Installation

lkhead Skin Add Fitting s?i,? ~~w:t~~i~~ig dimension and if necessary.

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Droppable Fuel Tank Installation

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1. Bomb Rack Support 2. Drop Tank Fuel Line Fitting 3. MK 12 - 150 gal Tank Asse mbly 4. MK 4 - 100 gal Tank Assembly 5. MK 8 - 300 gal Tank Assembly 6. 100 gal Tank cg 7. 300 gal Tank cg 8. 150 gal Tank cg 9. Sway Brace and Pads (Part of "H" Kit) 10. MK 51 Mod 12 Bomb Rack 11. Clamp AN748-46 (Part of "H" Kit) 12. Hose AN c H-35 (Part of "H" Kit) 13. AN24-34A (2) } AN364-428 (2) Used with NAF602864 AN960-D416L (4) only (See Note 2)

Expendable parts "H" kit No. R82-K-613225 includes the following items: NAME Lug tBrace - Sway tPad - Sway Brace Hose Bolt tNut Nut Clamp Washer tWasher

MFR. CODE FBY YSD YSD Spec AN-H-35 STD Part STD Part STD Part STD Part STD Part STD Part

PART NO.

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X9002 7398 7400 1 in. ID x 18 in. long AN6-12A AJ:-l315-10R AN365-624 AN748-46 AN960-616 AN960-1016

2 2 4 1 6 4 6 1 12 4

Sway Brace Adjustment Screw

NOTE Remove ( 2 places) except when alternate sway braces No. NAF602864 are used_ (See Note 2)

1. For 100 gal tank only, include 3 pieces of AN-H-35, 1 in.ID hose (2 pieces approximately 4 in. long and 1 piece approximately 8 in. long. Also add AN846-16D Elbow (2) and AN748-46 Clamp (3).

100 Gallon Tank Fuel Line Connection Sway Brace To Bomb Rack Connection

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300 Gallon Tank Fuel Line Connection

PHOTOS: RIGHT - Float gas tank inboard looking forward. BELOW - wing tank pylon. BOTTOM - 150 gallon wing tank. Photos by Farris.

16

If a boat off the stern is to be used, a 100 foot line must be attached to the mooring ring under the tail of the aircraft and should have a lizard line attached so that it can be retrieved. During the buoy approach, the stern line may be let out with a float on the end. This is picked up by the small boat.

OPERATIONAL PROCEDURES REFUELING AT SEA. Refueling at sea is generally performed with a seaplane tender or barge equipped for that purpose. The tender will usually anchor in the most suitable area available. When anchored, the tender will normally swing into the wind, unless the swell conditions dictate otherwise. The exact procedure will vary with different type tenders, aircraft and equipment. Knowledge of the fundamentals of ship-to-aircraft refueling, plus a briefing from the tender will assure a successful operation. Each tender published a refueling procedure referred to as a "Refueling Bill". Prior to attempting a refueling operation, ascertain the exact procedure the tender employs, and what is expected of the aircraft's crew. Communications will usually be maintained on 121.5 mc VHF; however, initial contact may have to be made on 500 kcs. After engines are cut, coded blinker or megaphone will be used to relay instructions. Basically, the refueling is performed as follows:

1.

2.

3.

4.

5.

The tender will winch the aircraft into a position near the stern of the ship. Men aboard the tender will be ready with padded fending poles to prevent a collision with the tender.

6.

There are several methods of refueling the aircraft. The most common methods are accomplished by passing fuel and oil hoses to the aircraft via a "trolley", refueling directly from a small 3,000 gallon' capacity refueling boat. When refueling alongside, fuel and oil hoses are passed to the aircraft via a crane. 7. Upon completion of refueling, the fuel lines are cast off and the aircraft is allowed to drift back. The stern line, if used, may be released by the small boat at the aircraft's stern. The stern line will be recovered with the lizard line. Bow lines will be released from the buoy. 8. After the aircraft is well clear of the tender, the pilot will start the engines, and taxi away. 9. Equipment needs in the aircraft: (1) Funnel and chamois skin (in case nose nozzle is larger than gas ports). (2) Foam or C0 2 fire extinguishers, placed near the refueling nozzle. 10. When it is necessary to refuel from drums, the drums are loaded on a ship's boat which is secured alongside the aft protion of the aircraft's hull. Sufficient personnel to fend off by hand must be in the boat. A hand pump and hose, as well as other euqipment enumerated in step 9. above, must also be provided. Occasionally' small containers to transport fuel from boat to seaplane must be utilized.

The tender will extend approximately 150 feet of line off the stern of the ship (some tenders refuel aircraft' alongside the ship). A buoy will be placed on the end of the line. A crash boat from the tender will be positioned and the pilot given instructions to land. If the tender is in a harbor, a seadrome control tower may be in use for controlling traffic. the aircraft will land and taxi to the buoy, exercising caution to prevent overrunning the tender. A normal buoy hook-up will be accomplished and the engines cut. No· equipment will be operated during the refueling. Some tenders require a small boat be stationed behind the aircraft during refueling. A stern line is secured between the aircraft and the boat. The boat maintians tension on the line during the refueling to prevent the aircraft from overrunning the tender.

Note

PHOTO AT LEFT Air Force SA-16A makes one engineapproach to pick up a jet fighter pilot who ejected over the Mediterranean. Note yellow wing-tanks and floats. USAF.

USAF 17

TOWING THE AIRPLANE ON WATER.

5. 6.

Under favorable conditions, this airplane can be succesfully towed for considerable distances. Most of the time, however, optimum conditions do not prevail, and good seamanship is necessary to get the aircraft back to safety. The following maneuvers and actions are usually necessary to tow the aircraft on water. AlL pilots and crewmembers should be thoroughly familiar with this procedure. 1. The aircraft should be towed bow first; the airplane can be towed in this manner either upwind,· downwind or crosswind. If the tow is made in rough water, a sea anchor should be streamed out to prevent yawing and to told the tail down. In addition, the tow line should be as long as possible so that it will paritally submerge and act as a hydraulic shock absorber. 2. Attach surface vessel's lines to the pendant cable. Attach a line to each wing for stabilizers. 3. Make sure the bow hatch and all water tight compartment doors are closed. 4. If the sea is rough, a weight should be secured to the tow line halfway between the vessel and the airplane. The difference in the travel of the two craft over swells will be compensated by this weight. If the weight is not installed, undue strain will be placed on the bow of the airplane, caused by the jerking motion of the tow. If a long tow line can be obtained (300 feet) the weight may not be necessary. 5. The airplane can be towed in the same manner by attaching a line to the tail. The sea anchor will be trailed out of the nose, and stabilizer lines will be attchedto the rear of the floats. The weight between crafts should be used. 6. The airplane must be towed as slowly as possible. If there is any sizeable sea, the airplane is going to take a bad beating in the bow-it is better to have a very slow tow and a long tow line.

Advance throttles to MAX power. Follow normal take-off procedure.

GO-AROUND A go-around on two engines is easily accomplished and presents no exceptional problems. If the landing approach cannot be completed and a go-around is necessary, the following procedure should be used: 1. RPM-INCREASE, lights ON. 2. Throttles-MAX power. 3. RETRACT Flaps to 15 ° - it is advisable to retract flaps in two steps if 40° fo flaps are down, thus minimizing rapid trim changes. 4; Accelerate to 105 knots.. 5. RETRACT Landing Gear (land operation only). Note Retraction of the landing gear below 105 knots is not recommended, as this airspeed insures that adequate control is available to prevent the airplane from touching down on the runway with the gear retracted. 6. When feaSible, REDUCE power to Normal Rated power and continue normal take-off and climb-out procedure.

WATER RESCUE PROCEDURES. RAFT APPROACH PROCEDURES. A more efficient raft approach and pick-up can be accomplished if some imaginative planning is done prior to the water landing. Maneuvering may be held to a minimum by completing the landing run in an advantageous position for a raft or personnel pick-up. Sea conditions should be evaluated in terms of expected airplane water maneuverability. PERSONNEL AND EQUIPMENT. Before starting a raft approach, the sea rescue platform will be installed on the main door and all crewmembers stationed at their positions. A crewmember will be on the sea rescue platform, with his safety belt fastened, and will have the boat hook ready in case it is needed to reach the raft. One or two crewmembers should be stationed inside the main door to assist him. A throw line should be readily available in case the approach does not bring the raft within reach. A man may be stationed in the bow with a throw line, if sea conditions permit, to assist in securing the raft at the bow and letting it drift to the rear door. This may eliminate a missed approach.

TOUCH AND GO LANDINGS. Touch and go landings introduce a significant element of danger, because of the many rapid actions which must be executed while rolling on the runway at high speed or while flying in immediate proximity to the ground. The execution of touch and go landings is permitted only when authorized and directed by the Commanding Officer of the Naval or Coast Guard Station. Note Touch and go landings require complete cooperation and coordination between pilot and co-pilot. Prearr~nged signals should be established for execution of the procedures below.

TYPES OF RAFT APPROACHES. There are three types of raft approaches recommended for use with this airplane. Due to varying conditions, the pilot must use his own discretion and good judgement in selecting the best approach. Under ideal conditions, with a light wind, the one engine approach is easier to accomplish. With a moderate wind, under ideal conditions, the two engine approach is easiest. However, there are conditions, such as operating in rough water, combat area, or confined water area, that dictate the use the two engine approach in all winds. Of the three raft approaches, two approaches utilize both engines on the entire approach. One type is for a light or no wind condition, the

When touch and go landings are permitted, the following procedure should be used: 1. Follow normal landing procedure except do not use reverse pitch. 2. Immediately upon landing-RETRACT Flaps to 15°. 3. Retrim to take-off settings. 4. Check RPM-INCREASE, lights ON.

18

Note

other is used for moderate winds (approximately 7 knots and above). Since the pilot usually cannot tell the exact wind velocity, the wind will be referred to as "light" and "moderate" in this section. Experience through practice will help the pilot decide which type approach to utilize. The key to a successful approach is a slow taxi speed. In order to control the airplane precisely, a minimum rate of closure is necessary.

The rate of closure is very important in any raft pickup. Fine power adjustments are necessary to control the taxi speed and approach course. A speed of 2 to 3 knots is ususally desireable.

CAUTION

One Engine Approach. Approach the raft from downwind and slightly to the right. Both engines may be used during the first part of the approach, but place the left engine mixture control in the IDLE CUT-OFF psoition in time to allow the propeller to come to a complete stop before passing over the raft (the engine must be cut at least 125 feet, or approximately 12 seconds, downwind for the propeller to stop windmilling). Continue the taxi run, using forward and reverse thrust on the right engine for directional control. Bring the raft in close to the hull on the pilot's side. The man in the bow should be provided with a minimum of 50 feet of line. If possible, as the raft passes to the left of the bow, he will attempt to throw a line to the survivor so that he can let the raft drift to the rear door of the airplane and hold it there until recovery is made. As the survivor passes the pilot's window, place the right propeller in reverse and add a slight amount of power to bring the tail of the airplane around to make the raft easy to pick up from the sea rescue platform. The landing gear should never be extended for a single engine raft approach.

If emergency conditions require that a memeber of the crew enter the water to assist survivors, that crewmember will wear a Mae West life vest and be attached to the airplane by a line. Under some sea/air temperature conditions, anti-exposure suits may be necessary.

Two-Engine Approach-Moderate Wind. As in the preceding paragraph, this maneuver would be performed with very little power. Start the approach toward the raft so that the wind is blowing toward the airplane and 45°from the right. With this quartering wind, the heading towards the raft must bear slightly to the right to allow for drift. The approach will ususally be accomplished with the left propeller in idle reverse to prevent weathercocking. Plan the approach so that the raft passes 8 to 10 feet outside the left float. As the raft comes within 10 feet forward of the float (approximately, depending on taxi speed) place the right propeller in idle reverse. At this point, the combined forces of the wind and reverse thrust on the right engine will swing the airplane to the right into the wind, thereby bringing the raft into the rear door. Intermittent use of forward and reverse thrust will hold the raft near the .rear door. Coordination between pilot and crewmember and use of the landing gear apply as in the preceding paragraph.

Two Engine Approach-Light Wind. This maneuver can best be performed when very little power is used, either forward or reverse. When the wind is light, slow the taxi speed with reverse pitch. If winds are so light that they have no effect on the airplane, direction of approach is not important; however, take advantage of any appreciable wind. Taxi into the wind so the raft passes 8 to 10 feet outside the left float. As the raft comes even with the float, place the left propeller in idle reverse and maintain it there for the time being. The right propeller should be in idle forward thrust until the raft is even with the rear door. At this point, place the right engine in idle reverse and use the left engine (alternately in forward and reverse pitch) to control the swing of the tail towards the raft. At this point, a high degree of coordination is necessary between the crewmember and the pilot. If necessary, the crewmember will advise the pilot how to steer toward the raft by the terms "Tail left," "Steady," and "Tail right." When contact is made with the raft, intermittent use of forward and reverse thrust will hold the raft near the rear door. Stability and control can be aided during this approach by lowering the landing gear. The decision of whether to lower the gear or not must be based on the type of area in which the airplane is operating. Because the gear increases the draft of the airplane by 20 inches, and becasue the gear may receive damage which would render it nonretracable, it is not recommended that the gear be extended while taxiing in areas Where large rocks, boulders, soft bottoms, or coral are present.

Note Properly performed, this maneuver consumes less time than the light wind two engine approach. However, it requires more practice to become proficient. A slow taxi speed is essential for a successful approach. Taxiing fast will result in passing the raft and having to back up to it. Slight errors in taxi speed can be corrected by placing the right engine in reverse earlier or later.

BUOY APPROACH Whenever airplane mooring buoys are available, always moor to the buoys in preference to anchoring. An approach to a buoy is similar to a raft approach because the aircraft is ususally taxied along the wind line at minimum speed and then stopped and held in one position while the crewmember secures the bow pendant to the buoy, utilizing the buoy hook provided with the airplane. The follOWing procedure is usually followed when mooring to an airpla~e buoy: 1. Crewmember, wearing a deflated Mae West, is placed in the bow compartment with the bow hatch open. 2. The bow pendant is unfastended and swung free of the radome. 3. A lizard line is secured through the ring of the bow pendant.

19

4.

The buoy hook is fastened to the bow pendant and the pin securing the buoy hook to the buoy hook handle is removed. 5. When the aircraft is in position, the buoy hook is attached to the mooring ring of the buoy and the buoy hook handle removed which automatically allows the buoy hook to close preventing it from coming loose from the buoy should tension on the bow pendant vary. Once the buoy is hooked, the crewmember should signal the pilot to cut . engines.

line with the exception of approximately 10 feet. Using a bowline type knot, secure the anchor line to the pendant ring. the remaining 10 feet of the anchor line will be used as a lizard line to retrieve the end of the pendant line. While the aircraft is at anchor, frequent checks of its security must be made. For this reason, one man must remain aboard during the time that other crewmemebers have gone ashore. Whenever the slightest doubt exists in the pilot's mind as to the security of the aircraft, a skeleton crew will be left aboard. A minimum skeleton crew will include one pilot and one crewmember.

Note

6.

LEAVING ANCHORAGE. This operation can be done in many ways, depending on the experience of the pilot and crew and the prevailing weather conditions. If there are no tidal movements and the winds are light, the crewmember will retrieve the end of the pendant line (when the anchor line is secured to the pendant ring). If the winds are of moderate strength, or there is a chop, it may be necessary to start the engines or an engine to relieve the strain. The crewmember will then untie the anchor line from the pendant ring and secure the pendant ring in the shackle provided. The pilot then starts the engines, starting first the engine that will give him the benefit of clearing or turning away from any obstacle. (Use reverse propeller, if necessary.) As the airplane is taxied over the anchor, the crewmember will retrieve the line and finally the anchor. Be careful to taxi very slowly when the anchor is free of the bottom, or it may stream against the hull. Trouble in freeing the anchor may be experienced, but moving across the anchor in various positions should free it. If unable to free the anchor, cut the anchor line. When the anchor is brought aboard, it may contain some mud and refuse on the prongs. Splash the anchor in the water several times before securing it in the brackets provided for proper stowage. (Be sure the anchor is secured properly in the brackets to prev~nt damage to the inside of the airplane.) Secure the bow hatch and bow compartment door before taking up position for take-off. After use, the anchor and line should be thoroughly washed in fresh water.

Mooring to aircraft mooring buoys in congested areas present many other varied problems. Extreme caution should be exercised when mooring in congested areas. In some cases, it may be necessary to require that an additional crewmember stand by in the bow compartment and be ready to put out the anchor should an aircraft malfunction or difficulty in maneuvering be experienced. Unhooking from an aircraft mooring buoy is usually difficult, and can be extremely difficult in high winds or congested areas. The procedure for unhooking from an aircraft mooring buoy is exactly the reverse of that for hooking up to the buoy except that the engines are not normally started before unhooking. When winds are moderate or heavy, the crewmember may be physically incapable of removing the buoy hook from the mooring buoy; hence, it may be necesary to start the airplane engine taxi, and hold the airplane in a position which will permit the crewmember to unhook from the buoy.

ANCHORING. After the aircraft has landed as close as safety permits to the area chosen for anchoring, the crewmember proceeds forward to open the bow hatch and make ready the anchor and lines. If the water is rough, be careful when opening the bow hatch while taxiing, to prevent water from entering the compartment. This can best be accomplished when the airplane is taxied slowly. In a strange area, the crewmember takes soundings with a lead line. Just before reaching the anchorage point, the pilot should consider how he will anchor at a sufficient distance from the shore so that changing wind or tide will not drift the airplane onto the beach or into shoalwater. As soon as way is lost, the cremember will drop the anchor and payout sufficient line to reach bottom. In case of doubt, it is better to payout too much line than too little, because the holding power of the anchor is increased with the decrease in angle between the line and the bottom. (A general rule is to payout six times the length of line to the depth of the water.) Unshackle the pendant line. Note

Boat Hook and Mo01ing Details

Swing the bow pendant out over the radar dome. When anchored or moored in a river and yawing or fishtailing occurs, a sea anchor may be streamed to steady the aircraft.

MOORlNG • Break out bow pendant, attach to boat hook. Make lizard llne last to cleat on deck. Attach other eDd of ll&ard llne to bow pebdant rtnc- Lea.n Hzard Hne slack. Atuch bOIlt book to anchor float. Pull boat book bandle ...., sbarply. ~~. pendant and lizard Hne wm rematn attached to anchor float, making alrplane CASTING OFF - Ora. airplane up to anchor nOllt by lizard Une. Slack off lines, insert boat book handle ~er hook. Relnu hook from float.

The co-pilot will aid the crewmember during the entire operation. If strong winds or tides eXist, payout all the anchor

20

Typical Flight Deck-Forward

1. Overhead Control Panel 2. Stand-by (Magnetic) Compass 3. Main Instrument Panel 4. Co-pilot's Flight Instrument Panel 5. Main Console - Right Side 6. Co-pilot's Oxygen Regulator 7. Co-pilot's Control Column and Wheel B. Co-pilot's Rudder Pedals 9. Main Console - Center

10. 11. 12. 13. 14. 15. 16. 17. lB.

Folding Console . Nose Gear Visual Check Window Hydraulic Hand Pump Pilot's Rudder Pedals Pilot's Control Column and Wheel De-icer System Electronic Timer Control Panel Pilot's Oxygen. Regulator Main Console - Left Side Pilot's Flight Instrument Panel

Main Instrument Panel 4

...:::==d;;:=====~-:<:

1rr

21

5

f~1 P,euur. Goge-left Eng"'e Oil Preuur. Gog....-light Engine Fuel P,.uur. Gogo-Right Engine Oil T.mperotur. Gage-Right Engine EI.vator Trim Tal» PotiHon Indicator Role of Climb Indicator Rodor Altimeur Cylinder Heod Temperatur. Indicaton Fuel Quantity Indicoton Rudder and Aileron Trim Tob. Position Indica10r

1. Clock 2. Carburetor Air Temperotur. Gai'!' 3. Monifold Preuure Goge ... fit. Warning Liiht-Left EngiMi 5. fir. Warning Light-Right fngiM 6. Tachomet., 7. W....I, and Flop, POlilion Indicator 8. Outlid. Air Tempetotur. Gaga 9. Rat. of Climb Indicator 10. BDHI

13. U. 15. 16. 17. 18. 19. 20. 21. 22.

11, Oil t.mperotur. Gage-Left Engine 12, 011 Pr....ur. GQ~-L.ft Engln.

23. MAO M.t.r 2.4. Particle L.y.1 Indic;olor

.'-

--'

:mim:imm:mmmm:m:mmimmm:::mmmim:imim:!mmmm.i. ............. ..

m!mimm::mm..:.::i.m.m..im..ii.i.m.mm iimmmmimmmiimmimmi:i:mm:iWmmi:iWimm:i:mmi:immmim

Electronic Units-Flight Decl<-Forward-UF-2G Airplanes

•

.

... •

~

Typical Pedestal Console-UF-2 Airplanes Ser No. 131913 through 142359 and J48324 through 148329 11. Engine Group IlUItrument 1. Rudder Trim Tab Switch 2. Elevator Trim Tab Switches Lights Rheostat 12. Auto Pilot Power SWitch 3. Aileron Trim Tab SWitch 4. Anchor Light Indicator Light 5. Anti-Coll18ion Light SWitch 6. Exterior Lights Panel SWitch 7. Cockpit Panel Lights SWitch 8. Cockpit Lights SWitch 9. Landing Lights Switch 10. Exterior Lights Panel

22

13. 14. 15. 16.

Auto Pilot Clutch SWitch Console Release Button Auto Pilot Controller Flight Group In.trument Lights Rheostat 17. Check-Off List 18. Anchor Light SWitch

Electronic Units-Flight Deck-Left Side-UF-2 Airplanes Ser No. J3J9J3 through J42359

:~:---=~=:.--:~;z:=:~ --= - - -t~ ---I

I,

•

1. HF-1 Antenna Coupler

19. ID-250/ARN Course Indicator (No.2 pointer)

2. IFF Control Panel 3. HF-2 Master Control Panel 4. Trailing Wire Antenna Control Panel 5. Trailing Wire Antenna Selector Panel 6. HF -1 Master Control Panel 7. SIF Control Panel 8. ADF-l Dynamotor 9. ADF-l Receiver 10. ADF Control SWitching Relay 11. ADF-2 Dynamotor 12. ADF-2 Receiver 13. Pilot's ICS Jack Box 14. Pilot's Headset (Stowed) 15. Pilot's ICS Control Panel 16. HF Transmitter Selector Switch 17. Pilot's Microphone (Stowed) 18. Pilot's Microphone Switch (Control Wheel)

Selector SWitch Course Deviation Indicator Lights (VOR and TACAN) 21. ID-250/ARN Course Indicator (ADF-l, VOR/ADF-2) 22. ID-249/ARN Cross-Pointer Course Indicator (With Marker Beacon Indicator Light) 23. Bearing Distance Heading Indicator 24. Radar Altimeter 25. Glide Slope Receiver 26. Electronics Circuit Breaker Panel 27. HF-2 Dynamotor 28. ICS Operating Assem bly I. U,derwot., So"d' $Ig,ol Coot'ol 29. Electronics Fuse Panel 2. D·C Voltmeter 20.

1-_ _.....

Ja--~.'.~ 9

.__.

i

CO_koPllOI.'

cb

• I) ,

.' . II

Q I

17

0

15

'

\

\

,,-_

LF/HF Receiver Radio Master Switch LF Transmitter (Modified)

Main Console - Right Side

6. Seo"hllght Pod Emerge"y Releo..

7. ~:~;;~~~w~:~d'

B. Safety Boh, Slg' Switch

1~: ~r~c~7:nki~~I;~~~e~~~~~s

-Ill. D·C Voltage Selector Switch 12. Windshield Wiper Can Ira I 13. locol Plotter Control Panel ASA-l 3

.•

6

13

14

Propell.r Oil "pl.nj,hIRg Wwn1ne Lighh ID·2~O/A.Il:N No.2 Pointer S.1ect0f Switch

7' CourM Indicator, IO-2.50/A.RN 8' Fiight Inltrument A.·C Power Faitvr. WQtning lieht

I~ ~::~::::~i~~;..'"I,g Lighh INa. In,'olled inHU·16&/ASWIII Alrclah,USAF S.riol

1

'

UHF Command Circuit Breaker (AN/ARC-52)

In,lrU~~~ e~;~~~.::.-, ..

rOa0 ~T a[jD 1.

5. Searchlight POlition IndicotQf

Auxilior)' file I Tonk Warning Lights

11

I

~: ~:~:r~o~~:t~:iIChAN/ASR.3

30. HF-l Receiver-Transmitter 31. HF-1 Dynamotor 32. 33. 34. 35.

Poool

11. 12. 13. 1". l.5.

Numb.,. .51-069, .51·71 .. 7, 51·71 ..8, .51·716.5, 51·7167,51.7170, and 51-7172.1 VQAIT.....CAN Croll·poin"r Indicator lightl Rheottot float Tonk T'ande, LIghh Orr.op Tank Tran,f. r lightl flight Group In,.rum.nt llghtl RMottat Turn and Slip IndicotOf'

~~: ~:::~:i:~;i~~~~rM

Indicator

23

4'<

I

..

Electronic Units-Flight, Deck-Right Side-UF-2 Airplanes

1. 2. 3. 4. 5. 6. 7. 8.

Co·Pilot's ICS Microphone Button Co-Pilot's Radio Microphone Button ASW Operator's Microphone Foot Switch Co· Pilot's Master ICS Control Panel Co· Pilot's Audio Switching Control Panel Co·Pilot's Receiver Selector Control Panel Co·Pilot's Range Filter Control Panel Co·Pilot's Headset and Microphone

9. 10. 11. 12. 13. 14. .15.

Telegraph Key ASW Operator's Transmitter Selector Switch ASW Operator's Headset and Microphone D-C Nonessential Bus Control Panel ASW Operator's Lighting Control Panel ASW Operator's Headset Input Control Panel Interrogator Receiver·Transmitter

PHOTOS BELOW, two views of all blue UF.l, 131910, NAF OPPAMA, 1953, by Schenck via Dorr·Menard. Number placard on forward fuselage is black with white outline and white letters. Although hard to see, the gear is retracting in the water photo .

...

24

Electronic Units-Navigator's Compartment-UF-2 Airplanes Ser No. J 3 J 9 J 3 through J 42359

34 33 32

® ®

19

29 v

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19

HF-2 Receiver-Transmitter UHF Command Control Unit Search Radar Variable Auto-Transformer Search Radar Control Unit HF Transmitter Selector Switch ID-250/ARN Course Indicator (VOR ana TACAN) Homing Adapter Control Amplifier Marker Beacon Re::eiver ID-250/ARN Course Indicator (ADF-l and ADF-2) UHF Navigation Indicator Coupler Radar Altimeter Amplifier UHF Navigation Receiver-Transmitter ID-251/ARN Course Indicator Loran Receiver Loran Indicator ADF-l Control Unit ADF Control Selector Switch ADF-2 Control Unit Trailing Wire Antenna Control

AF SERIALS 48-588/48·607, 49-069/49-100, 51-001/51·071, 51-471/51-476, 51-7140/51-7255, 52-121/52-137

20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33.

34. 35.

36. 37.

Navigator's Microphone Foot Switches (2) Navigator's ICS Control Unit Navigator's Microphone (Stowed) Navigator"s ICS Jack Box Navigator's Headset (Stowed) Search Radar Indicator Search Radar Relay Box Search Radar Gyroscope Search Radar Modulator Modulator Blower Interrogator-Responder Control Unit Search Radar Synchronizer Interrogator-Responder Range Indicator VHF Navigation Receiver UHF Command Receiver-Transmitter VHF Command Transmitter VHF Command Receiver HF -2 Antenna Coupler

USN BUNO 50-172/50.182, 51-5277/51-5306,

82852-82854 XFR2F·1 124292-124323 PF·1A Cancelled delivered to USAF as Sa-16s 49-069/49·100 124374-124379 UF-1 131889-131918 UF·1 Includes 5 UF-1Ts and 2 UF-1Ls 137899-137933 UF·1 141261-141288 UF-1 142428 UF-1 146426-146430 UF-2 MAP to Germanys Kriegsmarine as RE501/505 148240-148245 UF-2 148324-148329 UF-2 MAP to Japan JMSDF as 9051-9056

USCG BUNO UF·IGs 142358·142362, 142429, 1240-1243, 1288-1292, 1293-1294 1311 and 1313-1317.

1259-1280,

Ex USAF SA-16Bs TRANSFERRED TO USCG 1016/1023/1026/1030/2121-2137/7188/7209/72137216/7218/7223/7225-7229/ 7232-7234/72367243/7245-7251/7254-7255

25

THE LIST BELOW ARE ALL KNOWN ALBATROSS AIRCRAFT ON 15 JULY 1961 SA-16A-GR AIRCRAFT (US AIR FORCE) Serial Numbers 48-588 49-69 49-71 50-172 51-1 51-7 51-9 51-13 51-21 51-24 51-26 51-30 51-33

through 48-607 through 49-100 through 50-182 through 51-5 through 51-11 through 51-17 51-22

and

and 51-27 and 51-31 through 51-42

51-44 51-48 51-55 51-60 51-66 51-68 51-71 51-472 51-474 51-5280 51-5283 51-5285 51-5288

51-5296 51-5300 51-7140 5 I- 7146 51-7154 51-7156 51-7162 51-7164 51-7167 51-7170 51-7177 51-7179

through 51-50 through 5 1-64 through 51-70

and 51-475 and 51-5281 and 51-5286 and 51-5289

through 51-5298 and 51-5301 through 51-7149 through 51-7159

and

51-7165

through 51-7175

51-7183 51-7190 51-7196 51-7201 51-7207 51-7209 51-7213 51-7218 51-7220 51-7231 51-7252

and- 51-7191 and 51-7197 through 51-7204

through 51-7216 through 51-7225 through 51-7255

SA-16A-GR AIRCRAIT (MAP) Serial Numbers 51-5277 51-15270

51-15271

51-136

51-137

SA-16B-GR AIRCRAFT (US AIR FORCE) Serial Numbers 49-70 51-6 51-8 51-.{2 51-18 through 51-20 51-23 51-5290 through 51-5295 51-5299 51-5302 through 51-5306 51-7141 through 51-7145 51-7150 through 51-7152 51-7153 51-7155

51-25 51-28 and 51-29 51-32 51-43 51-45 through 51-47 51-51 through 51-54 51-7160 and 51-7161 51-7163 51-7166 51-7168 and 51-7169 51-7176 51-7178 51-7180 through 51-7182

51-56 51-58 and 51-59 51-65 51-67 51-71 51-471 51-7184 through 51-7187 51-7189 51-7192 through 51-7195 51-7198 and 51-7199 51-7200 51-7205 and 51-7206 51-7208

51-473 51-476 51-5278 51-5282 51-5284 51-5287 51-7210 51-7211 51-7212 51-7217 51-7219 51-7235 51-7244

and 51-5279

UF-IG AIRCRAFT (US COAST GUARD) Serial Numbers 2121 and 2122

UF-2G AIRCRAFT (US COAST GUARD) Serial Numbers 1030 1240 1259 1271 1279

1293 and 1294 1311 1313 through 1317

through 1243 through 1267 through 1277 and 1280

2123 through 2135 7188 7226 through 7230

7232 through 7234 7236 through 7243 7245 through 7251

UF-I AIRCRAIT (US NAVY) Serial Numbers 124374 131889 137899 -137902 137905

through 124379 through 131912 and 137900

137912 137916 137918 137921

137923 137932 141262 141265

through 137930

and 137933

141276 142360 141271 141267

and 141268 through 141273 and 141277 through 142362

through 137909

UF-IT AIRCRAIT (US NAVAL ACADEMY) Serial Numbers 131914 through 131918

UF-2 AIRCRAFT (US NAVY) Serial Numbers. 131913 137901 137903 and 137904 137907 137910 and 137911

137913 through 137915 137917 137919 and 1379ZO 137922

137931 141261 i41263 and 141264 141266

141269 141274 141278 142358

and 141270 and 141275 th~gh

UF-2 AIRCRAFT (GERMAN) Serial Numbers

UF-2 AIRCRAFf OAPAN) Serial Numbers

146426 through 146430

148324 through 148329

26

141283

and 142359

I'

i' Radio and Radar Antenna.~F-2Airplane. $er No. '3' 9' 3 tlt""'l/lt '42359, '48324 tltroul/lt '48329, and UF-2G Airplane.

I. l. S. 4.

GlIde Slope Allteuna

UHF BomlDc Adapter AJIt.enDa UHF 1l.T1ptloa (TACAIl) AD1emlu (I)

R.ad.ar Altimeter Antenna (RecetnrTnDamtt:ter Included)

_Ie

5. lla.r'ter Beaeoo Antenna I>lKI>arpn (17) 7. ADF Be.... ADlonn. (ADI'-I)

I.

8. 8. 10. 11. 11. 11. 14.

VHF CommaDd ADtenna HI' Recetver and Loran Fixed ADtenna HI' Command ADt....... (BY-I)

15. ADI'Senae Antenna (ADF-l) II. ADI' Loop Antenna (ADF-I) 17. ADF Loop Antenna (ADI'-ll

BI' Command ADlemta (BI'-l)

18. lDlerroptor Antennu (2)

Duplex UHF Command and IFF ADteDDa. VHF 1l.v1gatloa (VORl ADleDDa LF TranilmlUer. BF ReeelTeI' ADd Loran TraUtac Wire Aal-.

18. Radar Antenna., Traumttt::l1ll ad Reeelv\llC

PHOTOS: TOP TO BOTTOM - Detail of Loran antenna #14. Tail detail showing beacon and VHF /VOR antenna #13. Leading edge detail of wing next to copilots cabin. Leading edge detail of wing next to pilots cabin. AT LEFT-Aft fuselage hatch, starboard side.

Entrance 'a Airplane

27

,.

THE U.S. NAVY The Navy never used the aircraft in squadron strength. It was used as a general utility and resuce aircraft and as such

was assigned to virtually every Naval Air Station (NAS) around the world.

PHOTOS: TOP - UF·1, 131909, over New York in 1954. Note radome has now been located in the nose. Photo by H.G. Martin via W.T. Larkins. BELOW - Same aircraft banking away. Note these are factory fresh photos, aircraft is overall blue with yellow floats, wing-tips and fuselage stripe. Outline of wing-walks and fuselage number box is also yellow. Black anti-glar'e panel, radome, wing-walks, wing leading edges and prop blades.

28

PHOTOS: ABOVE - Four photos NAS Alameda birds showing different color schemes. TOP - All blue UF-1, 124374, with white wheel wells. B.R. Baker via Menard. MIDDLE LEFT - HU-16C, 137932, on 3-23-65. by Swisher. MIDDLE RIGHT - UF-1, 131907, on 4-29-61, by Larkins. Both aircraft white and engine grey with day-glo orange nose, tail, and wing-tips. ABOVE - HU-16C, 131911, on 7-10-65, at Alameda, by Jansson. White and engine grey. BELOW - LEFT, white, grey and day-glo on HU-16D, 137906 by Swisher. RIGHT - HU-16D, 141281, in grey and white on 5-23-67 by Jansson, both stationed at Argentia.

29

.~

PHOTOS: ABOVE LEFT - UF-I-, 124379, at NAF Litchfield Park on 3-21-60, by Swisher. Overall blue with wing mounted radar. ABOVE RIGHT - Another Annapolis bird, 131917, one of the five UF-lTs built for midshipment training. Ove~all engine grey by D. Olson via Swisher. AT LEFT - another engine grey UF-IT. BELOW - UF-IT, 131916, in later white, engine ,grey and day-glow scheme on 10-60, by H. Gann via Jansson. BELOW, BOTTOM - HU-16D, 137915, assigned to NAS Bermuda in late white and engine grey scheme at. Davis Motham on 3-17-69, by Swisher. Note light blue stylized sea horse? and star on tail.

30

NAVY

•

PHOTOS: TOP - Early NAS Brunswick scheme of white, engine grey and day-glo. Note white squares around letters and numbers on the day-glo surfaces. Also note BRUNSWICK under wing. By Swisher on 3-18-63. MIDDLE - Late Brunswick scheme of white and engine grey on HU-16C, 131910, at Philadelphia on 6-65, by R. Esposito via Jansson. Note bubble window behind wheel well on both above photos. BELOW - Iwakuni HU160, 137911, at Davis Motham on 3-16-70, by Jansson. Note that this aircraft is painted in the.-SAR scheme, which differs from the utility scheme above in having yellow floats, wing-tips, fuselage stripe and forward fuselage number placard.

.~

I

~

31

PHOTOS: TOP-Early UF-1, 124377, in ASW scheme of engine grey with yellow wing,tips, fuselage stripe, floats, 377 and word JACKSONVILLE. Outline of 377 and thin stripes white. Note underwing radome. by Swisher on 3-18-63. ABOVE, LEFTHU-16C, 137908, on 5-24-67 by Jansson. ABOVE, RIGHT - HU-16C, 137900, from IWAKUNI in three tone scheme on 6-18-64, by Swisher. AT LEFT - CUBI PT SAR, HU16C, 141224, by Trimble via Picciani. BELOW - Final scheme for Navy HU-16s, gull grey and white, shown on HU-16D, 137901 on 6-8-69 via Jansson.

32

--' Photos: ABOVE, TOP - Late Key West utility scheme on HU-16C, 131906, at Pensacola on 5-23-67, by Jansson. MIDDLE, LEFT - Key West, HU-16C, 142360; on 3-23-65, by Swisher, in earlier three color scheme. MIDDLE RIGHTKwajalein, HU-16D, 141283, at Wake Is. in 8-64, by Menard. SAR scheme. BOTTOM LEFT - Three color NAF Lajes, HU-16D, 14ds-0, on 9-24-64. via Jansson. BOTTOM RIGHT - White and engine grey NAF Lajes, HU-16D, 137917, Davis Montham on 5-11-71, by Swisher. AT LEFT - SAR scheme on HU-16C, 131898, from Port Lyautey, via Burger.

_MMII HU-1B AlBATROSS 33

t

!f!

PHOTOS: AT LEFT TOP-Midway SAR bird, HU-16D, 137922, at NAS Barbers Pt., by N. Williams. AT LEFT - Utility Scheme on Norfolk based HU-16C, 131896, at Andrews AFB, by Macsorley via Picciani. BELOW TOP - U.S. Naval Test Pilot School, HU-16C, 137927, on 8-15-64, by D. Ostrowski via W.T.Larkins. Three color scheme, see color section. BOTTOM LEFT - NAS Patuxent HU-16C, 141271, in t~ree color scheme in 1963 by D. Ostrowski via Larkins. BOTTOM RIGHT - HU-16C from Pax River' on 7-15-67 in the utility scheme, by R. F. Besecker.

SAR scheme

,I

34

USN I, PHOTOS: TOPPensacola HU-16C: 137900, at. Forest Sherman Field on 5-23-67, by Jansson. This is an interesting scheme, originally Ii white and engine grey utility scheme - then SAR yello~ fuselage stripe, wing-tips, floats aAd Ld. placard were added along with r~d-orilnge tail and nose. Also note 7900 is painted in white on hull bottom. AT LEFT - HU-16D, 137914, in final gull grey and white scheme from ROOSEVELT ROADS. BELOW-UF-l, 142429, on 3-18-63, in overall engine grey with yellow SAR markings, by Swisher. Note non-standard lower fuselage yellow stripe with white borders. BOTTOM LEFT ..:. Another SIGONELLA bird, HU16C, 137930, on 3-11-68, by Swisher in utility scheme. BOTTOM R~GHT - ifRINIDADbased UF-l, 131906, on 3-21-60,

35

I

1'

36

1

PHOTOS: ABOVE - Colorful NAS Whidbey Island, UF-l, 131898, on 3-62 at Boeing Field, via Jansson. See color section. Below and at left, Albatross aircraft were assigned to seaplane tenders in support of the VP Marlin squadrons. AT LEFT - HU-16C, 141262, from the U.S.S. Currituck in SAR markings. BELOW LEFT - HU-16C, 142362, from Currituck on 4-28-66, by Swisher in utility scheme. BELOW RIGHT - HU-16C, 142362, from U.S.S. Pine Island on 1-28-67, by Larkins. Wording in front of star reads "PINEY MARUS BIRD." BOTTOMSame aircraft after landing on 9-17-66, by Jansson.

J

t l

COLOR SECTION

Pg. 37 -38

1. HU-16B, 146429, 2-16-69, via Picciani. 2. UF-2G, 7228, in early USCG scheme, by Jansson. 3. HU-16E, 7247, Sacramento in late scheme, by Author. Note middle USCG scheme on front and back covers. 4. HU-16D, 137901, in last Navy scheme, via Jansson. 5. UF-1, 131898, 4-62, via Jansson. 6. HU-16C, 137924, 9-66, via Picciani. 7. HU-16D, 137917,9-66, by Jansson, note-this is what I dub SAR scheme. 8. HU-16C, 142362, USS PINE ISLAND, by Jansson, note - this is what I dub utility scheme. 9. Spanish HU-16B-ASW, via Burger. 10. SA-16B, 51-5299, triphibian, by Menard. 11. SHU-16B, 51-0048, VP-31, 5-63, by Jansson. 12. SA-16A, 51-011, note yellow wing-tips and black SB-17 in background. by McNeil via Menard. 13. SA-16A, 51-023, in earliest AF scheme via Picciani. 14. HU-16C, 137927, Test Pilots School, Macsorley via Picciani. 15. HU-16B, 51-7200, by Siowiak via Menard. 16. HU-16B, 51-7144, 303 ARS, March AFB, 12-13-63, by Trimble via Picciani. 17. HU-16B, 51-7143, by Burgess

PHOTOS: Naval Attaches used the Albatross too. TOP LEFT - HU-16C, 137926, on 3-17-69, by Swisher. Aircraft is white and engine grey with black stripe with wording UNITED STATES NAVAL MISSION TO PERU. TOP RIGHT - HU-16C, 137909, of the USN Attache to Djakarta Republic of Indonesia on 3-18-63, by D. Olson via Jansson. Note location of flag under wing. BELOW - Engine grey UF-l, 137915, of the USN Attache to Oslo, Norway, in 1960, by Gradidge via Larkins. BOTTOM - HU-16D, 137904, in utility scheme on 4-67, via Jansson. Besides these two, two other HU-16s were operated by Oslo, 131898 and 141281. Also of interest is the fact that all U.S. Marine crew flew one of these aircraft.

-

39

.

PHOTOS: TOP - HU-16D, 137922, on 8-64 via Jansson. Wording on forward fuse:age is MISSION NAVAL DE LOS ET UN DE A EN COLUMBIA. ABOVE - HU-16D, 141264, on 4-67, via Jansson. Naval Attache Greece. BELOW - UF-l, 131907, of FASRON 105 at NAS Miami on I-55, by Jansson. Blue with yellow floats, wing-tips and fuselage stripe.

• \

40

...

PHOTOS: AT LEFT - FASRON 107 UF.l, 137903, in 1958. Colors same ,as FASRON 105 except thin black stripes border yellow instead of white.

PHOTOS: ABOVE - VXE-6 flew the UF-1L in support of its South Pole Expeditions. UF-IL, 142429, is shown in 1957 at Peoria, by Brazelton via Menard. Aircraft is natural metal with d~y-glo red tail outer wings and ·floats. Note penguin painted on fuselage sides and the three words above NAVY are SHAKE RATTLE ROLL AT LEFT -Jato takeoff of UFo 1L, 142428. USN photo.

c Swing Down Mounting Rack

IR;ght S;d. Only)

HUll RIGHT SIDE

HUll lEFT SIDE

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PHOTOS: AT LEFT - HU-16C, 141267, in SAR scheme, via Menard. Lettering on tail PATFOR is believed to stand for patrol force. BELOW - The sunken HU-16, via Approach.

showers and a 15 kt. wind. The landing would take place in a harbor which had one to two foot wave action. The first aircraft landed in the inner harbor without difficulty and with 30 0 of flaps. The second aircraft attempted the same landing, but skipped when she hit the water the first time. On the second contact with the water, the nose dug in and swerved violently and the nose wheel door failed resulting in the aircraft sinking. This was 1968 and many HU-16s had already been restricted from making water landings due to 18 years of corrosion.

During its career in the Navy, the HU-16 was used as a vehicle of transportation to islands in the WestPac area that had no useable airstrips. On one such mission two HU-16s were detailed to ferry a VIP group to a naval installation in one of the WestPac trust territories. The planes flew from their home\bases to where they were to meet the VIP plane. Once the group had landed, it only took 15 minutes to get airborne again. Two hours later they arrived at their destination. Weather in the area was about 700 ft. and overcast, with

42

USAF

PHOTOS: AT LEFT TOP - The first production Albatross to be delivered to any service, SA-16A, 48-588. Note radar is mounted under, the wing. Overall silver with yellow markings bordered by black on the forward fuselage, stripe on rear fuselage and wing-tips. Serial. number is also painted on the bottom of the hull in yellow with black borders. USAF. AT LEFTFactory fresh SA-16A, 50~172, radome now fitted in the nose with black anti-glare panel. In addition to markings above, yellow has been added to the floats and the upper-wing center section along with the word RESCUE in black. USAF. BELOW - Head on view of SA-16A, by Menard. Note proper position of nose gear doors. BOTTOM LEFT - SA-16A, 51-7142, at Concord, Calif. on 9-53, by Larkins. This is the first operational scheme, nbte yellow area on the forward fuselage has been replaced with the word rescue. Rudder is light grey. BOTTOM RIGHT - SA-16A, 48-607, in same scheme, note black painted exhaust areas, by Balogh via Menard.

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THE ALBATROSS IN KOREA arriving in Korea. By the end of the year the SA-16s, were also standing strip alert at Wonsan, Seoul and Taegu.

Air Force SAR forces were administratively organized as squadrons of the Air Reserve Service as'a division of the Military Air Transport Service (MATS). The 2nd and 3rd Air Rescue Squadrons were assigned to the Korean theater under control of the FEAF. The 2nd Squadron was assigned to the Thirteeth and Twentieth Air Force and the 3rd Squadron in Japan was assigned to the Fifth Air Force.

On 14 Nov. 1952, the Air Rescue Service was reorganized. Groups replaced the squadrons and the 2nd Squadron became the 2nd Group and the 3rd Squadron became the 3rd Group and so on. Detachments, such as Detachment 1 of the 3rd Air Rescue Squadron, was redesignated the 2157th Air Rescue Squadron - 3rd Rescue Group.

On 28 July 1950, one month after the war started, the 3rd ARS Squadron received the new SA-16As to replace its SB-17s. Like the SB-17s before them the SA-16As maintained constant daylight patrols over Korean waters. The new Grumman Amphibians soon proved their operational worth, when they rescued Navy Ensign Glenn Farnworth seven days after

By the end of the Korean War, the SA-16a had proven its usefulness in more areas than just Air Sea Rescue. They were used for medical air evacuation, transportation, and escort for H-19 helicopters. The SA-16 was credited with 800 to 900 rescues.

PHOTOS: ABOVE - SA-16A, 51-029, at K-3 Korea on 9-53, by Jansson. Colors are the same as the previous page. Note wheels are painted red with yellow stars, props are black and plane is carrying blue 100 gallon wing tanks. BELOW - SA-16A, 48-606, from Korean era, by Balogh via Menard. Note non-standard antennas above cockpit and blue 150 gallon wing tank.

I

~

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PHOTOS: TOP AND BOTTOM - SA-16A, ,51-049, at Boise Id. on 8-52, by Larkins. In the top photo notice copilots hatch is open. In the bottom photo note retracting mechanism. MIDDLESA-16A, 51-019, at Wheelus AFB, by C. Cook via Menard. Tail tip colors are red black-yellow black. PHOTOS AT RIGHT: TOP - The original SA16A, 48-588, emerges from the factory after being turned into the first Air Force triphibian. Note skid added to bottom of hull and float-tip skis, by Besecker. MIDDLE - 8588 again with USAF added to forward fuselage and words Arctic Albatross. Note non-standard antennas above cockpit. By Balough on 6-15-51 via Menard. BOTTOMSA-16B, 51-5299, at Thule AB in 5-58 while with the 55th. ARS and with skis installed, by Menard. Note red tails and red wing section inboard of yellow tip. Black wing-walk is bordered by yellow.

45

[USAF]

46

PHOTOS: ABOVE - SA-16B, 51-5299, again at Thule AFB in 5-58, of the 55tp ARS, by Menard. See color section for details of this and two photos below.' AT RIGHT TOP - SA-16A, 51-7174, note that USAF has been painte'd out and U.S. AIR FORCE has been added to fuselage. Bowers via Besecker. AT RIGHT BOTTOM - SA16A, 51-471, at Ladd AFB in 5-57 of the 74th. ARS, by Menard. Note JATO rack attached to door. BELOW - SA-16A, 51-7184, at Detroit in 7-55, by Menard. Note JATO bottle mounted below hatch.

__,", --

a~~:

.S. ~\R FORe

47

FLYING THE ALBATROSS WITH THE 58TH. ARS

SAR unit was flying an old Junker JU-52 tri-motor f10atplane and the British SAR unit was flying an Avro Shackelton. The British had dropped a twenty-man life raft, in which we found the F-lOO pilot.

AS REMEMBERED BY LT. COL. MALCOHM O. COLBY USAF RETIRED

Since the pilot seemed gravely injured we felt a water landing was the only solution. We made a water analysis and what we saw was not good. It was what is called a "confused sea." Most people think that since an airplane has a boat-like hull it can land on water anytime - not so. The sea had a major swell from 330 0 , a minor swell from 30 0 , wind waves with frothy white caps from 240 0 and a 30 knot wind from 180 0 . This left two alternatives - one, land parallel to the major swells and "into the wind waves, or two, not land at all. Since no ships were within four hours steaming time and the pilot appeared injured, I decided to land. We had the squadrons first SA-16B and had made two unsuccessful passes by the downed pilot trying to find a smooth place to land. The 16 is "slow flown" at 70 knots with full flaps about 4 to 6 ft. above the water in an "open sea landing." When the sea is confused the various water factors previously mentioned will compound to make mountains or valleys and periodically cancel and leave a smooth area. On the third pass we spotted the smooth place. I chopped the throttles, the copilot dumped the flaps and we were done flying. I hit the throttles into idle reverse and we ran out of smooth water, up over a mountain and back into the air in about a 30 0 nose up attitude. For the first and only time in my flying career, I had to do a "rudder exercise stall" to keep the wings level. I had the column in my gut and we fell into a deep valley. The column slammed forward and I bumped my head on it and lost my head set (my shoulder harness failed to lock). Fortunately I wasn't stunned and saw that the float was still in place on the left. I rolled the plane onto that float, then went to maximum power, called for 15 0 of flaps and for a right float check along with a bilge check. We had both floats and weren't leaking, so I taxied back to the life raft and the downed pilot.

I spent nearly three years in the 58th. ARS at Wheelus AFB Tripoli, Libya, from 1956 to 1959. I checked out in the SA-16A at West Palm Beach AFB in the Summer of .1956. From there I was posted to Tripoli where I flew the SA-16A for about!i year. We received our first SA-16B in Sept. 1957 and I checked out in it that same month. Prior to my B checkout I returned to West Palm Beach to check out in the C-54 as I was the only SA-16 pilot with previous four engine experience (550 hrs. in B-17s during WWII). By"the time I switched to the C-54 I had close to 700 hrs. in the SA-16 mostly the A model. With the longer cleaner wing and larger empennage surfaces the B handled much better than the A in every respect and flew 5 knots faster at the same power settings. The one feature I liked best on the B over the A was the landing approach. The A had a very steep approach which resulted in a very large rotation on landing. If you happened to be a few knots slow you could depend on a very hard landing. The B had a very nice approach and didn't stall or payoff violently during rotation if you were a few knots slow. The "single engine service ceiling" with the normal "Alert Fuel Load" of 900 gallons was nearly 1,000 ft. higher in the B" than the A even though the B was close to 2,000 Ibs. heavier. The single engine ceiling was the only thing about the SA-16 that ever caused me to worry. We had to fly to Ankara, Turkey at least once or twice each month and the airway into Ankara was 12,000 ft and thewayol.,ltwas at 11,000 ft. These altitudes kept you at least 1,000 ft. above the terrain, but if you lost an engine and were in the soup, you had no alternative but to bail out. Thats the reason why the 58th ARS received the SC-54, so that the "Mission Support" in Turkey could be accomplished without the possible loss of aircraft or crew.

The sea was too rough to make a conventional rescue, so we came to within 25 ft. and cut both engines. We got a line to the raft, but the pilot was unable to do anything about it. Ken Adair, my copilot volunteered to go after him. With a Mae West and a line attached he went into the water and swam to the raft. We tried to pull the raft back to the aircraft, but the wind and the six foot waves prevented us. Ken then pulled the pilot into the water and we started pulling them to the plane. The pilot broke away from my copilot and drifted behind the aircraft where he caught hold of the JATO rack on the right side. We opened the hatch and tried to grab the pilot but he let go. Ken jumped back into the water and the pilot fought him till Ken "cold-cocked" him and we brought them aboard. By this time we had about a foot of water in the rear of the cabin. We bailed out the water while the Fight Surgeon stripped the pilot of all his wet gear to examine him. The surgeon washed him off with our five gallons of emergency drinking water, dried him off, and put a dry flight suit on him. Then after he was strapped into a litter, he was given a morphine injection as he was in shock.

There were two memorable incidents during my SA-16 days. The first happened in mid-March 1957 when we were on alert. It was on a Sunday which is usally a very quiet card playing and sleeping d~y. One of our crews assigned to SAR duty for Vice President Nixon's VIP visit through Africa was standing strip alert at Khartoum. One of their engines sheared an oil pump shaft, which put them out of commission and us in. We flew into Khartoum to replace the other SA-16, and while there were invited to meet the Vice President and Mrs. Nixon. This meeting left me very impressed with Mrs. Nixon. The second incident occurred on Sunday, Oct. 20, 1957. At approximately 1100 hours an alert came in that an F-lOO pilot, in a flight of three from Tripoli to the Netherlands, .had made a high-speed bailout over the Mediterranean, 120 nautical miles SSE of Sardinia. We were ready for takeoff in six minutes, but the tower held us until a Flight Surgeon could get from church to the aircraft. He rushed over so fast that he was still in civilian clothes. Our take-off was delayed till twenty minutes after the alert which was still three minutes before the pilot hit the water.

With my copilot dried off I fired up the engines to attempt a take-off. On the first try, the aircraft pitched up severely so we aborted the attempt. We made two more tries with the

It took us nearly three hours to arrive at the site. We found the Italians and the British already at the scene. The Italian

48

sleep for about nine hours and when we went to the flight line 'We found the aircraft damage repaired, the bilges drained and flushed with fresh water and 600 gallons of fuel on board. At noon that day we went to Bizerte and boarded the corvette for lunch with the ships Captain. We had a nice meal and a good visit with the ships officers. We left Bizerte about 1900 hours that day to return to Tripoli.

sa(Ile results. Ken and I are both over six feet tall and weigh ovl!r 220 Ibs. Even with our combined bulk and "full down" elevator trim we couldn't hold the yoke forward to stop the pitch-up. We then made a tail surface check and found that the. inboard side of the right elevator bent downward. This had the effect of "up elevator" trim. We knew then that take-off was impossible, so we started to taxi to the nearest land. The nearest land was Bizerte, Tunisia, which was 65 nautical miles SW of our location. We had been on the water about an hour at this time and it was 1530 hours.

On the trip back we had one incident of electrical/electronic failure after another. When we arrived at Wheelus we could transmit on VHF only and could not receive anything. On the post flight runup the engines died on· one magneto and the next day neither engine would start. Squadron and base Maintenance spent six weeks to get the aircraft flyable enough to make it back to the States for a major overhaul. She had been so thoroughly saturated with salt that complete chemical desalinization and rewiring was necessary.

Taxiing was slow with waves breaking over our bow and carrying away our windshield wipers. We put a commercial radio station on our radio compass to maintain our correct course. Shortly after 1800 hrs. we made contact with the British heavy cruiser, HMS Birmingham. In order to make a rendezvous, she steamed crossways to the wind and stopped dead in the water. We taxied into the lee of the ship about a 150 ft. away and I can only say she was big and beautiful. They put a long boat over the side to pick up the pilot and the surgeon which we had sent out in a raft.

AIR RESCUE SERVICE IN EUROPE After WWII, from 1945 to 1951, Air Rescue was the responsibility of the 7th Air Rescue Squadron based at Wheelus Field, Tripoli. In early 1952 the USAFE (U.S. Air Forces Europe) was equipped with another ARS squadron to aid the 7th. This was the 9th Air Rescue Squadron based at Bushby Park, England. The squadron was divided into four flights; one based at Wiesbaden, Germany; one at Manston in Kent, England, one at Burtonwood in Lancashire, England and one at Prestwick, Scotland.

The Birmingham went back to the site of the bail-out and sunk the raft and F-lOO wing tanks and then returned to escort us. We had started back for Bizerte and since we were only making about six or seven knots of headway, the Birmingham caught up with us in just over one hour. While she was gone a small Greek freighter crossed our path and then turned parallel and offered assistance. We didn't need help but thanked them and they resumed their course. As a crew we laughed about it as were were getting very tired and giddy by then. We said that a ships captain could be at sea all his life and the chances of seeing a seaplane making like a boat was a million to one against the possibility. When the Birmingham came back it was dark and the seas were calming somewhat. She was lit up and a beautiful and comforting sight. About 0100 in the morning, while 20 miles off the coast of Tunisia, we were met by a French Navy corvette. The Birmingham turned about and went to Malta and the corvette took us in tow. It took us to the outer harbor and then a small tug took us thru the outer and inner harbors and into a long canal to a French Naval Air Station which was about ten miles inland. The corvette had taken Bob Thurston, our navigator who spoke French, and our flight engineer who had served a hitch in the Navy and then joined the Air Force so he wouldn't get seasick, on board before the tow started. Our voyage ended when we started our engines and taxied up the seaplane ramp.

Initially the squadrons were equipped with Boeing SB-17s and Douglas SC-47s. In July of 1952 the Sa-16As started to arrive and later that year the H-19 helicopter became available. 1952 would also bring another Air Rescue Squadron to Europe, the 12th ARS in France. The 12th ARS had three flights stationed in France and one at Furstenfeldbruck, West Germany. 1953 brought the reorganization of the squadrons to groups, so the 9th Air Rescue Squadron became the 9th Air Rescue Group. Its flight at Manston became the 66th Air Rescue Squadron, the fight at Prestwick became the 67th ARS and the flight at Burtonwood became the 68th ARS. In 1954 the 68th ARS was transferred to the 12th ARG at Sembach, Germany. The other squadrons assigned to the 12th ARG at this time was the 81st ARS, Sembach Germany, the 82nd ARS, Spangdahlem Germany, and the 84th ARS at RheinMain Germany. The same year brought into existence the 53rd ARS based at Keflavik; Iceland. in 1954 the 7th ARG had expanded it operations, and had squadrons based· at Lajes, (57th) Azores; Sidi Slimare, Morocco; Dhahran and Tripoli (58th).

We had spent 3 hours and 20 minutes in the air on the way to the rescue and 13 hours on the water before getting back to dry land, but got flying credit for only the 3:20 because we shut the engines down during the mission. Because of this flight I hold the AF record for the longest taxi time on the water back to dry land.

The USAF was the primary operator of the Albatross and purchased a total of 302 SA-16As. They were used primarily for the MATS controlled ARS. Other USAF commands that operated the SA-16s were the Strategic Air Command, Tactical Air Command, Pacific Air Forces, Air Force Reserve and the Air National Guard.

We hadn't eaten since breakfast Sunday morning and hadn't had anything to drink during that time either. The corvette sent a six pack of Heineken beer to us and no beer ever before or since tasted so good. When we finally put our feet on the ramp, it was 0300 Monday. The French took us to a mess hall where we were served burnt french bread with cherry preserves and red wine - some meal. We then went to

49

PHOTOS: ABOVE - SA-16B, 51-7200, on 9-15-62, at NAS Los Alamitos, by Swisher. Yellow floats, wing-tips and fuselage stripe - tail except rudder and elevator is day-glo, nose is day-glo. Note black shape on aft transome. 300 gallon wing-tank Jf:ttering is DANGER STAND CLEAR EXPLOSIVE SQUIBS INSTALLED, tip of tank is light grey. AT LEFT - Two photos of SA-16B, 50-006, top photo with a non-standard extra wide day-glo stripe on the aft fuselage. Bottom photo as it sits today at the SAC Museum. Note day-glo tail and SAC band on aft fuselage. AT LEFT - HU-16B, 51-025, in all grey paint at the Bradley Air Museum. BOTTOM LEFT - SA-16B, 51-059, via Besecker. BOTTOM RIGHT - HU-16B, 51-046, at Long Beach on 5-63, by Jansson.

HU-l6B MAC

17150

Overall Natural Metal

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USAF IN VIETNAM The first HU-16s appeared in Vietnam in June 1964. Two aircraft from the ~1st ARS were stationed at Da Nang and two aircraft from the 33rd ARS were stationed at Korat, Thailand. In Oct. 1964 mote HU-16s were deployed to Bien Hoa, Vietnam. By the end of 1965, all five of the HU-16s were stationed at Da Nang. 1966 would bring the replacement of the HU-16s by the Lockheed HC-130H in the rescue communications role. Sept. 30, 1967, marked the Hu-16s last water-borne sortie. The HU-16 had rescued a total of 47 airmen, 26 Air Force and

21 Navy, during its carear in Viet Nam. This record was not without cost, four Hu.16s were lost along with nine crewmen. The mission of the Albatross in South Ea5t Asia was command and control, search, and if necessary, water rescue. The HU-16 would conduct electronic sear~hes while flying above 4,000 feet to stay clear of small arms fire. Over water the HU16 could fly at a lower altitude and therefore conduct both electronic and visual searches as well as landing and picking up of the downed airman.

51

PHOTOS: AT LEFT, TOP-Two HlJ-16Bs at Da Nang in 1967, by T. Hansen via Besecker. Forward aircraft in silver with day-glo removed, 2nd. plane in camouflaged. Note radar antennas mounted on sides of fuselage. MIDDLE'- HlJ-16B, 51-7143, in blue and white scheme, see color section, by Swisher on 3-11-68. Plane is a triphibian. BOTTOMHlJ-16B, 51-5279, triphibian in 1969, via Jansson. ABOVE AND AT RIGHT - HlJ-16B, 51-7144, triphibian of the 305 ARRS via Menard. BELOW - Overall grey HlJ-16B, 51-476, of 1st Aero Commando unit at Otis AFB on 5-17-69, by Lionel Paul via Besecker.

•

•

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.

-4--

-

.-

-y"".. _,-~~~:----

PHOTO AT LEFT· HU-16B, 51-7163, in all aluminum scheme with light beige fin tip and blue PAN AM sticker on nose, note aircraft is not equipped with de-iceing boots, photo via Menard.

USAF Markings 52

THE AIR NATIONAL GUARD.

129th ANG The 129th Aerospace Recovery & Rescue Squadron was organized at Hayward, Calif. in the Fall of 1954. The unit started out flying CurtissC-46Ds which were soon augmented with the SA-16As. In 1963 the Fairchild C-119C replaced the Albatross. PHOTOS: TOP LEFT -Air Force Outstanding Unit Award for the 1955 Northern Calif. Floods of 12-22 through 12-28-55, by Larkins. TOP RIGHT - Silver SA-16A, 49-089, on 3-20-56 at Hayward, Calif., by Larkins. AT RIGHT - Gloss black with red lettering on SA-16A, '*9-096, at Hayward, by D. Olson via Jansson. AT RIGHT BOTTOM - SA-16B, 51-7186, at Hayward, via Besecker. BELOW - SA-16A, 50-181, at Oakland on 9-56, by Larkins.

130th ANG

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West Virginia's 130th Troop Carrier Squadron was organized on 16 Oct 1955. Originally flying the Curtiss C-46, the squadron started receiveing Grumman Sa-16As the following year. In 1963 the squadrons designation changed to Air Commando and in 1968 Special Operations. In 1964 the SA16As were replaced by Fairchild C-119Cs and Helio U-108s.

PHOTOS: TOP LEFT - SA-16A, 50-176, in black with red lettering of W. VA. ANG., via Leo Kohn. TOP RIGHT - SA-16A, 51-069, on 3-19-63, by Swisher. Note natural metal leading ·edges. AT RIGHT - SA-16A, 51-5281, on 3-19-63, by Swisher. Silver with red tail, outer wing panels and "oats.

135th ANG The 135th Air Resupply Squadron was formed at Harbor Field, Baltimore, Maryland. The date was 10 Sept. 1955 and the first aircraft assigned were three C-46Ds and four SA16As. They were redeisgnated the 135th Troop Carrier Squadron in Oct. 1958 and transferrd to the Glenn L: Martin Airport in 1960. In 1962, with twelve HU-16Bs, the squadron was designated Air Commando. In 1968 the 135th again changed designations to that of the 135th Special Operations Squadron. In 1971 the HU-16s were replaced by the Cessna 0-2A. PHOTOS: AT RIGHT - Silver and unmarked MD. ANG HU-16B, 51-028, on 5-18-67, by Besecker. BELOW - Black MD. ANG SA-16B, 51-7151, by Seely via Menard. BOTTOM - Black MD. ANG SA-16A, 51-037, making a JATO take-off on 8-25-58 at Otis AFB, by Paulson via Menard.

PHOTOS:, ABOVE - Lift off of black SA-16A, 51-5286, of MD. ANG on 8-25-58 at Otis AFB, by Paulsen via Menard. MIDDLE - Silver SA-16A, 51-015, landing at Otis AFB on 8-25-58, by Paulsen via Menard. BOTIOM - Silver MD. ANG HU-16B, 51-7212, at Florence SC Air Museum, by N. Taylor via Menard.

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143rd ANG The 143rd Air Resupply Squadron was formed at Rhode Islands T.F. Green airport in Nov. 1955. The unit flew C-46s and SA-16As until 1958 when the C-46 was phased out. Also that year the squadron was redesignated the 143rd Troop Carrier Squadron. In 1963 they became the 143rd Air Commando Squadron and in 1968 Special Operations Squadron. 1971 would bring the replacement of the HU-16s by C-119s.

PHOTOS: TOP - Black with red lettering on HU-16A, 51-049, on 4-63 of the Rhode Island ANG, by Besecker. MIDDLE - R.I. ANG SA-16A, 51-016, at Otis AFB on 7-26-57, by Paulsen via Menard. White and red legend on forward fuselage reads BALOFIA, which means Be Alert Look Out For Italian Airmen. Note silv~r props. AT RIGHT - Silver R.I. HU16B, 51-7176, by Besecker. Note black engine cowling.

AT LEFT - SA-16A, 50-177, with non-standard black shape transome, via Leo Kahn. BELOW ~ SA C HU-16B 51-065

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painted on aft of

The U.S. COAST GUARD #2

Like the Navy, the Coast Guard operated the Albatross from each of its major establishments. Generally these aircraft carried the stations name on the fuselage or tail. The Albatross was nicknamed "GOAT" in the USCG.

#3 #4

InJuly 1977, the Coast Guards HU-16s were stationed as follows: two at San Francisco, Calif.; four at Corpus Christi, Texas; two at Mobile, Alabama; seven at Miami, Forida; three at Cape Cod, Massachusetts,; three at Traverse City, Michigan; and an unspecified number at the Aircraft Repair and supply Center, Elizabeth City, N.C.

#5

#6 #7

On March 10th 1983, the last operational Albatross, 7250, made its last landing at Cape Cod. The aircraft is to be preserved at Cape Cod as a monument.

#8

Through 1977, 33 Coast Guard crewmen lost their lives in nine different accidents. Briefly, the fatalities were as follows: #1 UF-1G, 2121, Haines, Alaska, 14 Dec. 1954, crashed on water take-off, due to ice, three dead.

#9

UF-1G, 1278, Salem, Mass., 18 May 1957, JATO water take-off, two dead. UF-1G, 1259, Brooklyn, N.Y., 22 Aug. 1959, postoverhaul test flight, crashed on take-off, four dead. HU-16E, 7233, Annette, Alaska, 3 July 1964, crashed into mountain on instrument approach, five dead. HU-16E, 1240, St. Petersburg, Florida, 5 March 1967, attempting to aid vessel in distress, crashed in Gulf in foul weather, six dead. CPO Grahams crash, HU-16E, 7237, Annette, Alaska, 15 June 1967, crashed in box canyon, three dead. HU-16E, 2128, San Francisco, Calif., 7 Aug. 1967, crashed into coastal mountain range above Hwy. 1, three dead. HU-16E, 1271, St. Paul Island, Alaska, 8 Dec. 1967, foul weather landing, one dead. HU-16E, 2123, Corpus Christi, Texas, 21 Sept. 1973, flare ignited "in aircraft causing crash into the Gulf, six dead.

PHOTOS: ABOVE - In flight shot of UF-IG, 1276, in the first USCG color scheme of silver with yellow wing-tips, floats and fuselage stripe. Factory photo by Martin via Larkins, 1954. BELOW - UF-IG, 1260, on 10-52 at NAS Glenview, III., based at Traverse City, Mich., by Jansson.

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PHOTOS: ABOVE- UF-IG, 1280, stationed at San Diego on 8-29-59, by Swisher. See color section. MIDDLE - Another San Diego based UFIG, 1273, trucking across the highway from the airport to the USCG Station on 6-57, by Jansson. AT LEFT - Ex USAF HU-16B transferred to the CG as UF-2G, 7233, at San Francisco on 12-27-58, by Smalley.

FLYING THE USCG ALBATROSS AS REMEMBERED BY CDR. DONALD C HIBBARD

In my opinion, the "Goat" was the best airplane we have. ever used to handle our searcq and rescue (5AR) mission. It was a very slow aircraft (135 kts'.) which would allow you to get right down on the deck and even spot a coke bottle in the water. That's something you can't do in a C-130. Loiter time was also tremendous with flights up to sixteen hours being possible through good fuel management. The HU-16 was a very forgiving airplane because of its ruggedness. Although we lost quite a few men and aircraft, I cannot recall one fatal accident that could be attributed to aircraft failure. The only

58

weak spot on the aircraft was at the forward edge of the upper cargo hatch; if the plane were to break apart it was at this point. It also required a lot of maintenance to keep it up, but we sure got a good return on our money. Another good aspect of the "Goat" was the search radar which was excellent and totally reliable. In my estimation it was much better than what we have in the C-130 today. Corrosion to the hull was the culprit in restricting us from water landings years before the HU-16 was retired from service. It was simply too costly to repair and most rescues could be effected without water landings anyway. At the time I learned to fly the HU-16, each station was responsible for training you in type. 50 what you had was twenty different techniques taught at twenty different bases along with five or ten different variations on those techniques at each of those bases taught by each of the pilots. If you transferred to a different duty station you very often had to relearn that station's standard operating procedures.

One memorable flight in the Albatross took place while I was transitioning. I was flying as copilot with another new pilot flying. We came in for our approach and were low and slow; I informed the pilot of this and put on the power. At that moment we struck a sand dune in front of the runway and bounced 300 ft. down the runway before touching down. Upon post-flight inspection no damage could be found, which attested to the "Goats" strength. One interesting story is that of a co-pilot I once had. We had been out for a while and it was lunchtime, so my co-pilot was eating his boxed lunch and every time he finished a chicken drumstick, he'd pitch it out the window. We were on a SAR mission at the time and an observer had the hatch open on the co-pilot's side of the aircraft to aid in the search. The copilot would pitch out the chicken and it would fly back and miss the observers head by 3 inches and impact on the bulkhead aft of the hatch. Before the observer was able to inform us of what was happening, the co-pilot pitched his can of juice out the window which hit the prop. No damage occurred, but I shudder to think what would have happened if it had been a C-130 prop. A fellow pilot was flying a patrol off Florida when a pilot came parachuting down right next to the HU-16. The pilot in the chute had just bailed out of a F-5l Enforcer that was being tested at the time. When he hit the ~ater it became obvious that the pilot was injured and tangled in. his chute. So instead of calling up a rescue chopper the "Goat" landed to save the pilot from drowning. A cute sea story was that of a new crew member who had gone back to the head to use the relief tube. In flight the tube is kept attched to the bulkhead and instead of detaching the tube from the wall and using it, he was trying to position himself on the wall to use it. It sure was comical. I'm sure that if we took a poll of all the old crews we would find that we all would want the Albatross back. In closing I would like to say that the most fantastic moments in the HU-16 were during JATO assisted water take-off. Nothing that I have done since can compare with it.

FLYING IN THE USCG ALBATROSS AS REMEMBERED BY CPO GRAHAM, USCG

An interesting note is that the Albatross could be used for hauling cargo. The aircraft had a large hatch atop the fuselage which was located at the trailing edge of the wing. Through this hatch we once loaded and transported sections of a Loran tower. We picked up the towers at Kodiak Alaska and transferred them from aircraft to aircraft at Yakutat for their final destination, Sand Island, Washington. In the SAR role we had some interesting missions. We had one aircraft in Alaska that had to taxi on the water twelve miles to find sheltered waters so she could take off again . On one of our missions we were out looking for a Director of Education of the State of Alaska who was flying an Aeronca 95. He had his thirteen year old girl with him when they crashed and all that happened to them was that the girl knocked one of her teeth lose. During the search we got caught in a box canyon at Slocome Pass. When we couldn't get out we parked it on the side of the mountain. I lost my pilot, copilot and radio operator in that crash, with minor injuries to myself and the other two 59

crewmen. The funny thing about the crash was that I wasn't even strapped in. We had a neat pass in Alaska called Hollis Pass, and down from it a couple of miles is another pass that looks just like it except there's no way out of it. So if you slid into it you would have to fly along the side of the pass and stand the plane on its wing-tip at the end to turn around and come out. The pilots we had in Alaska became excellent pilots immediately because there was no room for error. The weather up there would change from clear to soup without any warning. You could always tell a HU-16 mechanic because they all had black oil spots at the elbow on their chambray shirts. This was because when you checked the sump, if you got a sump light you had to pull this plug out of the bottom of the engine and stick your finger there so you could look at the plug. The oil would then run down your arm and settle at your elbow. A water landing in the "Goat" was the most fun experience I ever had. It was a total thrill. If you ever landed in a HU-16 while riding in the mechanics seat, which was the seat furthest aft, the green water would completely cover your window. To say it straight the experience was a kick in the ass. I can sure appreciate what these jet jocks feel when they hit AB. Take-off characteristics in the HU-16 in nice water with a small chop to it were excellent. On flat water the Albatross would sometimes stick, so you would have to pop it, unless you had a tri-phibian model which would lift right off because of the hole for the ski. In rough water a good pilot could pick a crest and fly her right off. My most embarrassing moment in the HU-16 was when we went to pick up the Admiral in Juneau. The skipper was flying and he said to me, "when the Admiral comes I want you to start the other engine." I was a good mechanic with an excellent reputation, but I got up there and boy I couldn't get the engine started. I had forgotten in my eagerness, to crack the throttles slightly. After a couple of tries the skipper came up front wanting to know what the hell was going on. He then just reached over and cracked the throttles and fired up the engine. I was a young man full of pride and that sure did hurt my pride. I had left the Coast Guard in 1967 but rejoined in 1971 and was stationed at Kodiak. After I was there a while they told us they were bringing in a "Goat" from Annette. Well the plane landed, the crew got out and left. At that point I was detailed to put together the crew as I was the only person who was qualified on the HU-16. I was able then to qualify several flight crews. When I was at Elizabeth City, I got to fly wit\1 John Greathouse who was know as the"Ancient Albatross". He was an enlisted pilot with 37 years service. We used to tease the Grumman Reps. and call the "Goat" the "Flying Anvil", the best airplane made by Grumman "Iron and Steel." The planewas very strong with survivability about 99% in the rear of the plane and very good in the front. Most fatalities were the radio operators because he had the ARC-94 above him and the copilots seat in front of him. So if he didn't wear his seatbelt all the time he would impact on the equipment.

PHOTOS: ABOVE-Short lived scheme introduced in the late 50·s. UF-IG, 2123, from Barbers Point, Hi., at S.F. on 12-27-58, by Smalley via Larkins. Overall white with yellow-orange trim on tail, fuselage stripes, cabin top, wing-tips and float pylons. BELOW - Underside view of USCG scheme in use to mid-sixties, see color section. Photo of HU-16E, 7237, at S.F: in 1964 by Larkins.

60

~

PHOTOS: TOP - UF-2G, 1264, Annette, AI., 4-19-62, by Olson via Jansson. TOP MIDDLE-HU·16E, 1293, Corpus Christi, on 3-17-69, by Swisher. LOWER MIDDLE-HU-16E, 1023, St. Petersburg, on 3-17-69, by Swisher. BOTTOMHU-16E, 1241, Kodiak, on 3-17-69, by Swisher.

PHOTOS: TOP-HU-16E, 1267, Barbers Point, 1968, via Burger. MIDDLE-HU-16E, 1280, Brooklyn, 1968, via Burger. BOTTOM - HU-16E, 7241, Sangley Point, via Burger.

1\.

-...

AT LEFT-

HU-16E, 1316, San Juan, 5-26-67, by Swisher.

AT LEFTHU-16E, 1315, Miami,

.fj,

5-26-67, by Swisher.

AT LEFTHU-16E. 1242, Traverse City,

a':l 1'0.)

3-17-69, by Swisher.

PHOTOS: TOP - UF-2G, 2124, San Fransisco, via Jansson. MIDDLE - HU· 16E, 7234, Port, Angeles, at S.F. on 10-30-66, via Jansson. Note two star Admirals flag above cockpit. BOTTOMUF-2G, 1242, San Francisco, on 9-27-59, by Larkins. Note extra wide fuselage stripe and that aircraft number is not carried on the nose. AT LEFT - UF-2G, 1273, at Long Beach on 4-8-64, by Jansson. See color section.

~

USCG Markings

7243 '-'. "

PHOTOS: TOP - HU-16E, 7243. San Francisco, at S.F. in 1975, by Roos.This is the final USCG scheme with station name on forward fuselage and red stripe followed by blue one across cabin area, see color section. Note silver props. MIDDLE - HU-16E, 7240, Cape Cod, by Roos. Note hatch above pilots station is open. BOTTOM - HU-16E, 7216, Corpus Christi, by Roos. Note exhaust stain areas.

63

"

In 1975, HU-16E, 7246 was detailed to test the then new Airborne Oil Spill Surveillance System. This equipment enables the Coast Guard to sniff out oil slicks under adverse weather conditions. The AOSS is made up of four different sensing devices.

size and thickness. These devices are an infra-red sensor, an ultraviolet scanner and a microwave detector.

The first device is the SLAR (Side Looking Airqorne Radar) and is the most sensitive. It scans an area twelve-and-ahalf miles wide looking for flat wave areas where the oil is. The SLAR locates the spill and the other three devices evaluate its

-PHOTOS: TOP - Overall view of HU-16E, 7246, minus floats and equipped with oil detection gear at S.F. on 8-8-75, photos by Larkins. MIDDLE LEFT - SLAR unit and plexiglass hatch are shown. BELOWModified wing-tank which holds detection gear, USCG photo. BOTTOM - Close-up showing modified bow, and detection gear

The equipment has also been usefull in other duties, particularly for mapping size and thickness of ice floes. The AOSS aircraft was also used to evaluate the size of fishing fleets.

GOAT TESTS OIL SLICK SURVEILLANCE

~

, !

64

seaveyor

PHOTOS: ABOVE LEFT - HU-16E, 1317, Port An~eles, on 3-17-69, by Swisher. ABOVE RIGHT - HU-16E, 1274, Sangley Point, on 3-17-69, by Swisher. AT LEFTThe last HU-16 to be retired from U.S. service, HU-16E, 7250, seen here in 1977, via Burger. BELOW LEFT -HU-16E, 7242, on 5-18-68, by Larkins. BELOW RIGHTHU-16E, 1265, Mobile, on 3-17-69, by Swisher.

FOREIGN AIRCRAFT: BOTIOM TOP Italian HU-16A, 51-7252, in 1970, see color section for scheme. BOTIOM - Canadian CSR-llO, 9304, with old style ensign on tail.

Grumman Albatross International Record Date

Record

Pilot

13 August 1%2

Speed-lOOO km. without payload-231.96 Cdr. Wallace C. mph. Dahlgren, U.S. Coast Speed-l000 km., 1000 kg payload-231.96 Guard mph. Speed-l000 km. 2000 kg payload-231.96 mph.

11 September 1962

A1tltude-l000 kg payload-29,475 ft. A1titude-2000 kg payload-27,404.93 ft.

Lcdr. Fred Franke, U.S. Navy

16 September 1%2

Speed-SOOO km., 100 kg payload-151.39 mph

Lcdr. Richard A. Hoffman, U.S. Navy

25 October 1%2

Distance-striaght line without payload-3,571.65 mUes

Cdr. W. Fenlon, U.S. Coast Guard

19 March 1963 Speed-l000 1m., 5000kg Payload-153.65 mph.

Capt. Glenn A. HIgginson, U.S. Air Force

20 March 1963 A1titude-SOOO kg. payload-19,747 ft. Greatest Payload-to all. of 2000 meters-12,162.9Ibs.

Capt. Henry E. Erwin Jr., U.S. Air Force Lt. Col. Charles H.

4 July 1973

Altitude-without payload-32,883 ft. Manning, U.S. Air

Force

65

)

ARGENTINA BRAZIL CANADA CHILE ECUADOR GREECE GERMANY ICELAND INDONESIA JAPAN ITALY MEXICO NORWAY PAKISTAN PERU PHILIPPINES SINGAPORE SPAIN TAIWAN THAILAND VENEZUELA PHOTOS: TOP- Japan's JMSDF, UF-2, 148324, at San Diego on 4-8-61, by Swisher. Note bubble window. This is early scheme of sea blue with orange-yellow fuselage stripe and wing tips bordered by white and orange-yellow float pylon. See back cover for final Japanese scheme. MIDDLEArgentina HU-16B in aluminum with day-glo fuselage stripe, wing tips and tail bordered in black, lettering black, national insignia medium blue and white, by Mikesh on 1-63 via Williams. BOTIOM - Canadian CSR-llO, 9305, on 1-28-67, by Swisher. Wing and lower fuselage aluminum and upper fuselage and tail white. Grey rudder, red fuselage band with blue borders, longitudinal fuselage stripe is red-white-red with thin blue border on each side, outer wing panel red and large RESCUE in red, ROYAL CANADIAN AIR FORCE is red with black shadow, tail insignia is red and white.

66

PHOTOS: TOP - Philippine HU-16E, by Williams in 5-77 at Long Beach. USCG color scheme with national insignia added and wording PHILIPPINE AIR FORCE, see back cover for a Philippine HU-16 in USAF scheme. MIDDLE - German UF-2, 146426, by Hansen via Menard, see color section for color scheme. AT LEFT ANDBOTTOM -Indonesian SA-16As on 12-25-57, by Smalley via Larkins. Aluminum with black lettering and red and white national insignia.

67

Badge outer ring is gold and white, white bird on a light blue sky, dark blue and white waves.

HU-16A, 51-1032, overall sea blue and grey, white and blue tail stripes, white lettering, aluminum prop and wing tank, fuselage stripe yellow with black borders, national insignia white with blue circle.

NATIONALIST CHINA

" NATIONALIST CHINA

HU-16A, 51-1024, overall silver, white and blue tail stripes, black lettering, fuselage stripe yellow with black borders, white rescue word on tail bordered in black, national insignia blue and white.

Below port side view of ROYAL THAI NAVY HU-16B shown on back cover.

HU-16B, ROYAL THAI NAVY, overall silver, beige fin tip and black exhaust area and lettering. See back cover for national insignia colors.

HU-16C, 141276, in 1969, engine grey and white, with red and white national insignias and black props with white-redwhite tips.

on fuselage _______ FORCA AEREA BRASILEIRA

..-". ,.

~:: ..~~

i,···

;, ~.~

Foreign Markings UF-XS, a rebuilt UF-l which served a flying model of the PS-l.

GRUMMAN

HU-16 ALBATROSS

68

ALBATROSS IN SMITHSONIAN SERVICE Two ex USN aircraft, BuNo 141226 and another BuNo unknown, were transferred from the Naval Aviation Museum Pensacola to the Smithsonian. The first HU·16, 226, arrived at Stuart Airport in Nov. 1979 for overhaul by Grumman. On 16

Jan. 1980 the first Smithsonian Albatross became operational. Since then the two HU·16s have been used for many different .maritime research missions. The first Albatross was registered N693S while the second was registered N695S.

Red

COLOR NOTES: N693S, overall gloss white, with dark blue fuselage bands, black lettering and off white nose radome. Emblem on tail, white areas are black, black area and lettering is gold. N695S, overall gloss white, lettering black, medium blue stripes, off white radome and red area forward of wing stripes. Information by Pgtaski, photos by Burridge.

Medium Blue

PLASTIC ALBATROSS Many, many, many years ago when the plastic industry was in its infancy, a company called Monogram produced one of the first 1/72 scale kits that I can recall, the Grumman Albatross. I still had on my shelf the kit built about 1959, straight out of the box as USAF 51-7200. This is the same kit and decals that is beingre-released in July 1984. The kit was available in the 1970s as a,USCG HU-16E and can still be found and produced in Mexico under the NECOMISA label. Anot~er Albatross kit produced by NECOMISA is that of a Mexican Navy HU-16. Both these -kits can be purchased from the Cactus Airforce, P.O. Box 761, College Station, Texas 77841. Decal sheets available are Microscale 72-109 and 72184.72-109 is a Coast Guard sheet with markings for a USCG HU-16E. 72-184 has markings for four air~raft: SAC HtJ-16B 51-0065, NAS Agana HU-16D 141274, MAC HU-16B 517150 and 354 TFW HU-16B 51-7166.

The Monogram kit is of the "B" model. The main inaccuracy in this kit is In the fact that the wing camber was not molded in the kit. Making an "A" model would be difficult. Your best source on how to build a proper HU-16 kit is Replica In Scale Vol. 1, No.3, Spring 1973. -

NlooornAM

ALBATROSS HU-16E

--~DCM;$T.;A.n::«lA~Cl:l$rp."ClfL~"rAtlQtUlllllCW

EOUfPO DE PLAsnco PARA ARMAR

Esca:la t172

AlBATROS PATRUllA

70

ASW ALBATROSS

ENGINES. The engines on the HU-16B/ASW(I) aircraft are identical to those on HU-16B aircraft, except for the specific differences described in the following paragraphes. a. The engine is equipped with a single-stage, singlespeed internal supercharger. b. Each engine is rated at 1525 brake horsepower at 2800 rpm and 56.5 inches of manifold pressure for takeoff. c. The engine is equipped with a low-tension ignition system. d. The carburetor air induction system contains an external airscoop secured to the top of the engine nacelle.

In May of 1961 the ASW Albatross the Navy had envisioned in 1947 became a reality. Two aircraft were tested as SHLJ-16Bs by VP-31 before the primary operator, Norway, received its eighteen aircraft. Spain also received seven and Greece would receive ex-Norwegian versions. Chile also flew the ASW Albatross as well as Peru and Thailand. This version of the Albatross was characterized by a large nose radome with an AN / APS-88 search radar, retractable MAD boom in the tail, an ECM radome on the wing, an underwing searchlight and provisions for carrying depth charges.

AIRCRAFT. The HU-16/ASW(I) aircraft is a modified HU-16B designed for use in anti-submarine warfare. It is equipped to detect, identify, track, and destroy submarines, and can operate from land or water bases. The crew consists of a pilot, copilot, ASW operator, navigator, flight mechanic, and an ordnance man.

ARMAMENT. The armament provisions for HU-16B/ASW(I) aircraft consist of external and internal stores installations. The internal stores installations have provisions for carrying and dropping 30 MK 50 Mod 0 or MK 57 Mod 0 underwater sound signals, 16 sonobuoys, and 20 MK 25 marine markers. The internal stores installations consist of an Aero IB pneumatic retro marine ejector, an underwater sound signal dispenser, a combination marine marker and sound signal stowage container, a sonobuoy launcher pod, and a sonobuoy stowage container.

The wings are modified to accommodate external store, enabling the HU-16B/ASW(I) aircraft to carry auxiliary fuel tanks, depth bombs, and rocket. In addition, a searchlight is suspended from the right wing at external stores station No.5. The hull internal stores include sonobuoys, marine markers, and underwater sound signals with the associated launching equipment. The aircraft interior can be readily rearranged for .air-sea rescue or cago carrying missions.

The external stores installation utilize four Aero 15C combination bomb rack and rocket launchers (one each at store stations 1 through 4), or two Aero 15C racks (one each at store stations 2 and 3) and two Aero 65A bomb racks (one each at store stations 1 and 4). The racks are designed to accommodate stores in various combinations to suit the tactical requirements of the aircraft. A third Aero 65A bomb rack on the right wing at store station 5 (wing station 326) is used only for carrying searchlight AN / AVQ-2C. A ring and bead sight for rocket firing is at the pilot's position. External stores include HVAR rockets, LAU-l 0/A (ZUNI) rocket packs, MK 43 Mod 1 torpedoes, and MK 54 Mod 2 depth bombs.

The hull is modified to include a submarine-detection system. The structure of the nose section is modified to accomodate a larger radome and the tail section is modified to accept a magnetic anomaly detecting set (MAD) boom installation.

DIMENSIONS. Span Length - overall (Maximum on ground) Height Beam Tread

93 63 25 7 17

feet 8 inches feet 10 inches feet 10 inches feet 11 inches feet 8 inches

PHOTOS: AT RIGHT - SHU-16B, 51-050, on 4-63 at NAS North Island. Note RP under wing. BELOW - SHU-16B, 51-048, also of VP-31 on same date, photos by Jansson. See color section for details.

71

!

USAF, USN, NORWEGIAN AND HELLENIC (GREEK) ASW versions of the Albatross were all painted the same scheme - see VP-31 photo in the color section for details. PHOTOS: TOP - HU-16B (ASW-l), 51.050, before being evaluated by VP-31, by Seely via Menard. Note white outline around U.S. AIR FORCE. ABOVE: - Norwegian HU-16B (ASW.l), 51-5281, via Menard. National insignia is blue circle with white center with red chevrons and a blue dash in the center. AT LEFT - Greek HU16B (ASW·l), 51·7202 of 353 squadron in 1970, via Burger. National insignia is medium blue and white. AT LEFT BOTTOM - Spanish HU16B (ASW·l), by Tabak via Picciani. See color 'iection for scheme.

Foreign Markings DRAWING BELOW - HU-16B (ASW-l) of Gruppo 2 CHILE on 4-17-77. Aircraft is dark blue and white with squadron emblem on the nose. Serial 571.

CHILE operated three SA-16As ex 49-097, 099, and 100 delivered in 1958 and three HU-16Bs ex 51-014, 024 and 7191 delivered in 1963. Three were rebuilt as ASW machines. They were retired in 1979. BLACK

72

Electronic Units

1. 2. 3. 4. 5. 6. 7. 8.

g. 0,1 . .' •

•

Tactical Display Plotting Board ANI ASA·· Stores Station Arming Indicator lights (4) Armament••N'.ao,l,l'tor :Swit.ch fUl:e Arrni~wit(h " "... Stores Slation Arming Swittllef'(.4) Rocke. Selector Switch Armament Selector Switch Exlernol 5lore~ EIlHlrgen~y Releo,e (Jettison)' Switch

9. Rofro Marine Marker Eieclor Control Panol

10, 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

•

1. MAD Boom Position Indicator 2. Pilot's Cross-Pointer Course Indicator 10-2491ARN or 10-3871ARN 3. Pilot's Course Indicator 10-2501 ARN 4. 10·2501 ARN No.2 Pointer Selector Switch 5. Course Deviation Indicator Lights (VOR MASTER, TACAN SLAVE) 6. TACANIVOR Selector Switch 7. Radar Altimeter 8. Bearing Distance Heading Indicator 9. MAD Meter 10. Particle Level Indicator

Auto Pilot Power Switch Auto Pilot Clutch Switch Engine Group Imtrument l1ghh Rheostat flell,lbl. Plotter light Auto Pilot Controller Blank Elevator Trim Tab Switche, RlIdder Trim Tab Swnch Aileron Trjm Tab Switch UHF Command AN/ARC-27 Control Ponel Plotter Input Selector Switch

11. TACANIVOR Selector Switch 12. Course Deviation Indicator Lights (TACAN MASTER, VOR SLAVE) 13. 10-2501ARN No.2 Pointer Selector Switch 14. Co-Pilot's Course Indicator 10-2501 ARN 15. Co-Pilot's Cross-Pointer Course Indicator 10·2491 ARN or 10-3871 ARN 16. Course Deviation Indicator lights Dimming Rheostat 17. Local Plotter Control Pan·el 18. Tactical Display Plotting Board 19. UHF Command Control Panel 20. Plotter Input Selector Switch

Sonobuoy Launcher Pod - In-flight Mounting 1. Lift launcher pod into position at cabin entrance. Lower aft end of launcher pod and engage bottom spring loaded pin into forward JATO support 2. Lift aft end of launcher pod to engage upper spring loaded pin into forward JATO support 3. Swing launcher pod out cabin door.

4.

--

3.

5. 5. Close main entrance door.

73

Typicai Armament Load Arrangements lEFT WING

2

*

A R R A N G E

S- SEARCHLIGHT Z-ZUNI PACK T- TORPEDO MK 43 MOD 1 R- ROCKHS HVAR 5 INCH F- FUEL TANK MK-8 DB1- DEPTH BOMB MK 54 MOD 2 DB2 - SPECIAL ARMAMENT EQUIPMENT

4

M

E N

T 6

7

8

* ARRANGEMENT

1. 2. 3. ... 5.

1 SHOWN ON AIRCRAFT DIAGRAM

Search Radar Antenna Glide Slope Receiver Antenna Homing Adopter Antenna Interrogator Anteonm (2) UHF Navigation (TACAN) Antennas (2)

6. Marker Beacon Antenna

7. 8. 9. 10. 11. 12:

Radar Altimeter Receiver.Transmitter and Antenna ECM Direction Finder Antennas (12) Sonobuoy Receiver Antennos (2) Doppler Radar Antenna ADF-2' Sense Antenna ADF-l Sense Antenna

13. VHF Command Antenna

14. HF Command Antenna 15. IF/HF Receiver and loron Fixed-Wire Antenna 16. Duplex UHF Command and IfF Antenna 17. VHF Navigation (VOR) Antenna

18. Trailing Wire Antenna 19. AOF-2 loop Antenna 20. ADF-l loop Antenna

PHOTOS BACK COVER: 1. HU·16B, 51.7235, ROYAL THAI NAVY, 6:26·72, by- Naoki Nishimura. 2. HU-16A, 49-0091, Spanish AF, 10-77, by G.W. Joos. 3. HU-16A, 51·037, Italian AF, 3·79, by Massimo Gori. Note shield on tail depicts Italy. 4. HU·16D, 148326, Japanese Marine Self Defense Force, by Naoki Nishimura. 5. HU·16A, 48-607, Philippine AF, all above photos tbanks to p,icciani Aircraft Slides.

74