Page 29 - Volume 16 Number 10

“I’m a Marine, too, buddy.I made it back, just like you.”As might be expected, YL-37 has special significance to the former members of Marine Helicopter Squadron HMM-362, for whom a private reunion was held shortly after it was restored. Members of the “Ugly Angels” came from 29 states to see and fly one of their old ships, many of whom had actually flown in the aircraft. The memories are often painful, yet the aircraft can have a healing effect, because it says, “I’m a Marine, too, buddy. I made it back, just like you.” In a broader arena, whenever it appears at public functions, military crewmen who flew and worked on the UH-34 Choctaw come up to silently touch and bond with the aircraft, some sharing stories they’ve kept for a long time. That’s the new mission, the one Gerald Hail and his fellow members of the YL-37 Group are trying to fill.Hail gives much credit to the other volunteers, like his hard-working neighbors Mike and Jesse Schneider, education coordinator Ed Tapman, Chief of Maintenance Greg Dierks, fellow S-58 pilot Larry Turner, and veterans Larry Pringle and Don Martin. They and other knowledgeable crew members like Gary Doss knew what it took to keep the complex Sikorsky running in battlefield conditions, and they often accompany YL-37 to its public appearances.Sure, It FliesI was honored to accompany Hail on a quick test hop when I visited him at the YL-37 Group’s hangar. By skillful rotation of the blades, it was possible to move YL-37 past the other helicopters and through a doorway that was less than a full rotor span wide. Pre-oiled with warmed lubricant, the engine came to life with a typical radial’s rumbling and commotion, a glorious cacophony of latent power. Starting rpm is limited to 1,400.Once the transmission is engaged at 1,700 rpm, the helicopter took on its dynamic role with gentle shuddering. The main rotor turns 244 revs at 100 percent rpm, with a minimum of 170; the system is warmed up at 2,000 engine rpm. Mags are tested at 2,200 rpm, effective controls are checked and a scan is made for traffic. As a wheeled helicopter, taxiing is possible with very little power and the swiveling, lockable tailwheelresponds easily to tail rotor inputs. The controls are boosted with 1200 psi of hydraulics to ease the job of horsing the big rotor system around, with primary and secondary systems provided. Fitted with full-time automatic stabilization, the military’s UH-34s could be flown under IFR.Only 1,425 horsepower can be made with 100LL avgas, using 52 inches and 2,800 rpm. Maximum gross weight for the civilian S-58 was 13,000 pounds, but the military operated at 14,000 pounds or, in the case of Vietnam combat operations, whatever it took to do the job.As light as we were, Hail lifted us almost effortlessly into a hover with 35 inches or so, then nudged the old warrior into translational lift for an easy 700-fpm climbout at 70 knots. When he turned the controls over to me for a quick sample of the flight characteristics, I was amazed at the light forces and relatively nimble response; thanks to hydraulics, the S-58 flies as easily as a light helicopter. The ponderous ride is rather like sitting in the front of a howdah on the back of an elephant. Vne is listed as 107 knots.Hail showed us the big ship’s autorotation traits on the way back to the pad, splitting the needles to descend at about 1,600 fpm on a 1:3 glidepath as we held 70 knots to boost rotor energy. A full auto would require initiating a flare to a 20-degree pitch attitude at 100 feet, completing it at 40 feet and lifting collective to cushion the touchdown. Naturally, Hail brought the power back up instead. Nimbly touching down on the pad, Hail throttled down the big radial engine and engaged the rotor brake to ease the huge paddles to a stop. “You can tell which seat a pilot flies from by the location of the brake fluid stains on his flight suit,” he grinned, pointing to the brake reservoir hanging from the center of the overhead.As with all rotor-wing aircraft, keeping up with the time-limited components and maintaining the machinery is a constant battle. The main rotor blades have a 3,200- hour retirement life, the main transmission is 2,500-hour item, and the engine itself only has about a 600-hour TBO; a chip-light warning in 2011 brought about a precautionary engine change. YL-37 has logged around 5,000 hours and has good times remaining, but there will come a day when a critical part can’t be found and no more cannibalization will be possible. Maintaining a flying museum is no easy, cheap task; if you would like to assist in the effort, we’re sure the YL-37 Group would welcome your support. For the brave men who flew and rode in her, she stands as a living memorial. Semper Fi, YL-37!Information: The YL-37 Group Foundation, 14157 East 580 Road, Inola, OK 74036; phone (918) 543-8175; fax (918) 543-3766; YL37@aol.com; or visit www.marine73110.tripod.com.OCTOBER 2012TWIN & TURBINE • 27