Body Lift Kits

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Celtic FC Nike 2007/08 Home Kit (40 Anniversary European Cup Winners 1967)


Image by shaun wong
The club crest on the shirt has a gold star unique to European Cup winners above it, with the words ’25 MAIO 1967 – LEÕES DE LISBOA – 40° ANIVERSARIO’ around it in gold.

On the bottom hem of the shirt, a small patch commemorates the famous moment in the tunnel before the game, where, as the teams lined up ready to come out, the Celtic team began to sing the club’s anthem (to the consternation and confusion of their Italian opponents).

The patch reads "For it’s a grand old team to play for" The Tunnel. Estádio Nacional. 25th May 1967.

On the back neck of the shirt, above the player’s name and number area is a design with CELTIC 1967 and the word LISBON under a gold star.

On the inside of the shirt the neckline, a tape carries the words: –1967–The Lisbon Lions 40th Anniversary–2007–.

The kit uses Nike Sphere Dry fabric technology, first used by Nike in national team kits worn by Nike-sponsored teams in the 2006 World Cup. This technology is designed to enhance player performance by wicking sweat through the material and away from the skin.

The fabric has a three-dimensional design with raised nodes on the underside that lift it away from the players’ bodies to reduce ‘cling’ and allow air to circulate, assisting the body’s own natural evaporation process. Mesh inserts on the side of the shirt also aid ventilation.

Steven F. Udvar-Hazy Center: South hangar panorama, including gangplank


Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Boeing 367-80 Jet Transport:

On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by four revolutionary new engines first took to the sky above Seattle. Built by the Boeing Aircraft Company, the 367-80, better known as the Dash 80, would come to revolutionize commercial air transportation when its developed version entered service as the famous Boeing 707, America’s first jet airliner.

In the early 1950s, Boeing had begun to study the possibility of creating a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its own capital to build a prototype jet transport in a daring gamble that the airlines and the Air Force would buy it once the aircraft had flown and proven itself. As Boeing had done with the B-17, it risked the company on one roll of the dice and won.

Boeing engineers had initially based the jet transport on studies of improved designs of the Model 367, better known to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design bore no resemblance to the C-97 but, for security reasons, Boeing decided to let the jet project be known as the 367-80.

Work proceeded quickly after the formal start of the project on May 20, 1952. The 367-80 mated a large cabin based on the dimensions of the C-97 with the 35-degree swept-wing design based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated high-speed and low-speed ailerons as well as a sophisticated flap and spoiler system. Four Pratt & Whitney JT3 turbojet engines, each producing 10,000 pounds of thrust, were mounted on struts beneath the wings.

Upon the Dash 80′s first flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Company) Boeing clearly had a winner. Flying 100 miles per hour faster than the de Havilland Comet and significantly larger, the new Boeing had a maximum range of more than 3,500 miles. As hoped, the Air Force bought 29 examples of the design as a tanker/transport after they convinced Boeing to widen the design by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s were built.

Quickly Boeing turned its attention to selling the airline industry on this new jet transport. Clearly the industry was impressed with the capabilities of the prototype 707 but never more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. During the festivities surrounding this event, Boeing had gathered many airline representatives to enjoy the competition and witness a fly past of the new Dash 80. To the audience’s intense delight and Boeing’s profound shock, test pilot Alvin "Tex" Johnston barrel-rolled the Dash 80 over the lake in full view of thousands of astonished spectators. Johnston vividly displayed the superior strength and performance of this new jet, readily convincing the airline industry to buy this new airliner.

In searching for a market, Boeing found a ready customer in Pan American Airway’s president Juan Trippe. Trippe had been spending much of his time searching for a suitable jet airliner to enable his pioneering company to maintain its leadership in international air travel. Working with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 design, now known as the 707, to seat six passengers in each seat row rather than five. Trippe did so by placing an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-8, which had yet to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was made four inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage developed for the 707 became the standard design for all of Boeing’s subsequent narrow-body airliners.

Although the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-8 were bigger, faster, had greater range, and were more profitable to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later using a 707-120 borrowed from Pan Am. American Airlines flew the first domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the first regularly-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only 5 hours – 3 hours less than by the piston-engine DC-7. The one-way fare, including a surcharge for jet service, was 5.50, or 1 round trip. The flight was almost 40 percent faster and almost 25 percent cheaper than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.

The 707 was originally designed for transcontinental or one-stop transatlantic range. But modified with extra fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with full payload under any conditions. Boeing built 855 707s, of which 725 were bought by airlines worldwide.

Having launched the Boeing Company into the commercial jet age, the Dash 80 soldiered on as a highly successful experimental aircraft. Until its retirement in 1972, the Dash 80 tested numerous advanced systems, many of which were incorporated into later generations of jet transports. At one point, the Dash 80 carried three different engine types in its four nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of different airfoil shapes. Numerous flap configurations were also fitted including a highly sophisticated system of "blown" flaps which redirected engine exhaust over the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later increased and at one point, a special multiple wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.

After a long and distinguished career, the Boeing 367-80 was finally retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum’s new facility at Washington Dulles International Airport.

Gift of the Boeing Company

Manufacturer:
Boeing Aircraft Co.

Date:
1954

Country of Origin:
United States of America

Dimensions:
Height 19′ 2": Length 73′ 10": Wing Span 129′ 8": Weight 33,279 lbs.

Physical Description:
Prototype Boeing 707; yellow and brown.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.

US Army Boeing CH-47 Chinook


Image by james_gordon_los_angeles
The Boeing CH-47 Chinook is an American twin-engine, tandem rotor heavy-lift helicopter. Its top speed of 170 knots (196 mph, 315 km/h) is faster than contemporary utility and attack helicopters of the 1960s. It is one of the few aircraft of that era, such as the C-130 Hercules and the UH-1 Iroquois, that is still in production and front line service with over 1,179 built to date. Its primary roles include troop movement, artillery emplacement and battlefield resupply. It has a wide loading ramp at the rear of the fuselage and three external-cargo hooks.
The Chinook was designed and initially produced by Boeing Vertol in the early 1960s. The helicopter is now produced by Boeing Rotorcraft Systems. Chinooks have been sold to 16 nations with the US Army and the Royal Air Force (see Boeing Chinook (UK variants)) being the largest users. The CH-47 is among the heaviest lifting Western helicopters.
Design and development
Early developmentIn late 1956, the United States Department of the Army announced plans to replace the CH-37 Mojave, which was powered by piston engines, with a new, turbine-powered helicopter.
Turbine engines were also a key design feature of the smaller UH-1 Huey utility helicopter. Following a design competition, in September 1958, a joint Army-Air Force source selection board recommended that the Army procure the Vertol medium transport helicopter. However, funding for full-scale development was not then available, and the Army vacillated on its design requirements. Some in the Army aviation corps thought that the new helicopter should be a light tactical transport aimed at taking over the missions of the old piston-engined H-21 and H-34 helicopters, and consequently capable of carrying about fifteen troops (one squad). Another faction in the Army aviation corps thought that the new helicopter should be much larger to be able to airlift a large artillery piece, and have enough internal space to carry the new MGM-31 Pershing Missile System.
HC-1B in flight being tested and evaluated.Vertol began work on a new tandem-rotor helicopter designated Vertol Model 107 or V-107 in 1957. In June 1958, the US Army awarded a contract to Vertol for the aircraft under the YHC-1A designation. The YHC-1A had a capacity for 20 troops. Three were tested by the Army to derive engineering and operational data. However, the YHC-1A was considered by most of the Army users to be too heavy for the assault role and too light for the transport role. The decision was made to procure a heavier transport helicopter and at the same time upgrade the UH-1 Huey as a tactical troop transport. The YHC-1A would be improved and adopted by the Marines as the CH-46 Sea Knight in 1962. The Army then ordered the larger Model 114 under the designation HC-1B. The pre-production Boeing Vertol YCH-1B made its initial hovering flight on 21 September 1961. In 1962 the HC-1B was redesignated the CH-47A under the 1962 United States Tri-Service aircraft designation system.
A CH-47 in a training exercise with US Navy Special Warfare, in July 2008The name Chinook alludes to the Chinook people of the Pacific Northwest. The CH-47 is powered by two turboshaft engines, mounted on each side of the helicopter’s rear end and connected to the rotors by driveshafts. Initial models were fitted with engines of 2,200 horsepower. The counter-rotating rotors eliminate the need for an anti-torque vertical rotor, allowing all power to be used for lift and thrust. The ability to adjust lift in either rotor makes it less sensitive to changes in the center of gravity, important for the cargo lifting role. If one engine fails, the other can drive both rotors. The sizing of the Chinook was directly related to the growth of the Huey and the Army’s tacticians’ insistence that initial air assaults be built around the squad. The Army pushed for both the Huey and the Chinook, and this focus was responsible for the acceleration of its air mobility effort.
Improved and later versions
A CH-47F practicing the Pinnacle maneuver whereby soldiers are deposited without the helicopter landing.Improved and more powerful versions of the CH-47 have been developed since the helicopter entered service. The US Army’s first major design leap was the now-common CH-47D, which entered service in 1982. Improvements from the CH-47C included upgraded engines, composite rotor blades, a redesigned cockpit to reduce pilot workload, improved and redundant electrical systems, an advanced flight control system and improved avionics. The latest mainstream generation is the CH-47F, which features several major upgrades to reduce maintenance, digitized flight controls, and is powered by two 4,733-horsepower Honeywell engines.
A commercial model of the Chinook, the Boeing-Vertol Model 234, is used worldwide for logging, construction, fighting forest fires, and supporting petroleum extraction operations. On 15 December 2006, the Columbia Helicopters company of the Salem, Oregon, metropolitan area, purchased the Type Certificate of the Model 234 from Boeing. The Chinook has also been licensed to be built by companies outside of the United States, such as Elicotteri Meridionali (now AgustaWestland) in Italy, Kawasaki in Japan, and a company in the United Kingdom.
Operational history[edit] Vietnam War
US troops board CH-47 Chinooks and UH-1 Hueys during Operation Crazy Horse, Vietnam, 1966.The Army finally settled on the larger Chinook as its standard medium transport helicopter and as of February 1966, 161 aircraft had been delivered to the Army. The 1st Cavalry Division had brought their organic Chinook battalion with them when they arrived in 1965 and a separate aviation medium helicopter company, the 147th, had arrived in Vietnam on 29 November 1965. This latter company was initially placed in direct support of the 1st Infantry Division.
The most spectacular mission in Vietnam for the Chinook was the placing of artillery batteries in perilous mountain positions inaccessible by any other means, and then keeping them resupplied with large quantities of ammunition. The 1st Cavalry Division found that its Chinooks were limited to 7,000 pounds payload when operating in the mountains, but could carry an additional 1,000 pounds when operating near the coast. The early Chinook design was limited by its rotor system which did not permit full use of the installed power, and users were anxious for an improved version which would upgrade this system.
Troops unload from a CH-47 helicopter in the Cay Giep Mountains, Vietnam, 1967.As with any new piece of equipment, the Chinook presented a major problem of customer education. Commanders and crew chiefs had to be constantly alert that eager soldiers did not overload the temptingly large cargo compartment. It would be some time before troops would be experts at using sling loads. The Chinook soon proved to be such an invaluable aircraft for artillery movement and heavy logistics that it was seldom used as an assault troop carrier. Some of the Chinook fleet were used for casualty evacuation, due to the very heavy demand for the helicopters they were usually overburdened with wounded. Perhaps the most cost effective use of the Chinook was the recovery of other downed aircraft.
The Chinooks were generally armed with a single 7.62 millimeter M60 machine gun on a pintle mount on either side of the machine for self-defense, with stops fitted to keep the gunners from firing into the rotor blades. Dust filters were also added to improve engine reliability. At its peak employment in Vietnam, there were 22 Chinook units in operation.
Of the nearly 750 Chinooks in the US and Republic of Vietnam fleets, about 200 were lost in combat or wartime operational accidents. US Army supplied Chinooks to the Australian Task Force as required.
Iran-Iraq warDuring the 1970s, the United States and Iran had a strong relationship, in which the Iranian armed forces began to use many American military aircraft, most notably the F-14 Tomcat, as part of a modernisation programme. After an agreement signed between Boeing and Elicotteri Meridionali, the Imperial Iranian Air Force purchased 20 Elicotteri Meridionali-built CH-47Cs in 1971. The Imperial Iranian Army Aviation purchased 70 CH-47Cs from Elicotteri Meridionali during the period of 1972–1976. In late 1978, Iran placed an order for an additional 50 helicopters with Elicotteri Meridionali, but that order was canceled immediately after the revolution. Despite the arms embargo on place upon Iran, they have managed to keep their fleet operational.
In the 1978 Iranian Chinook shootdown, four Iranian CH-47C Chinooks penetrated 15–20 km into Soviet airspace in the Turkimenistan Military District. They were intercepted by a MiG-23M which shot down one Chinook, killing eight crew members, and forced a second one to land. Chinooks were used in efforts by the Imperial Iranian loyalist forces to resist the 1979 Iranian revolution. During the war with Iraq, Iran made heavy use of its US-bought equipment, and lost at least 8 Chinooks during the 1980–1988 period; most notably during a clash on 15 July 1983, where an Iraqi Mirage F-1 destroyed three Iranian CH-47s transporting troops to the front line.
Falklands WarThe Chinook was used both by Argentina and the United Kingdom during the Falklands War in 1982. The Argentine Air Force and the Argentine Army deployed four CH-47C (two each) which were widely used in general transport duties. Of the Army’s airframes one was destroyed on the ground by a Harrier while the other was captured (and reused after the war) by the British. Both Air Force helicopters returned to Argentina and remained in service until 2002.
Iraq and Afghanistan
Soldiers wait for pickup from two Chinooks in Afghanistan, 2008.Approximately 163 CH-47Ds served in Kuwait and Iraq during Operations Desert Shield and Desert Storm in 1990–91.
The CH-47D has seen wide use in Operation Enduring Freedom in Afghanistan and Operation Iraqi Freedom in Iraq. The Chinook is being used in air assault missions, inserting troops into fire bases and later bringing food, water, and ammunition. It is also the casualty evacuation (casevac) aircraft of choice in the British Army. In today’s usage it is typically escorted by attack helicopters such as the AH-64 Apache for protection. Its tandem rotor design and lift capacity have been found to be particularly useful in the mountainous terrain of Afghanistan where high altitudes and temperatures limit the use of the UH-60 Black Hawk. The CH-47F is being fielded by more units such as the 101st Combat Aviation Brigade and 4th Combat Aviation Brigade in the U.S. Army as it continues to operate in Afghanistan.
The Chinooks of several nations have participated in the Afghanistan War, including aircraft from Britain, Italy, the Netherlands, Spain, Canada, and Australia. Despite the age of the Chinook, it is still in heavy demand, in part due its proven versatility and ability to operate in demanding environments such as Afghanistan.
On 6 August 2011, a Chinook crashed near Kabul killing all of the 38 aboard. It was reportedly shot down with a rocket-propelled grenade by the Taliban. The 38 were NATO forces including about 30 U.S. special forces and seven Afghan troops. The previous biggest single-day loss for Americans also involved a Chinook that was shot down near Kabul in Kunar Province in June 2005 and killed all aboard, including a 16-member U.S. Special Operations team.
JapanThree CH-47 Chinooks were used to cool Reactors 3 and 4 of the Fukushima Nuclear power-plant with sea water after the 9.0 earthquake in 2011. To protect the crew from the heightened radiation levels, lead plates were attached to the floor.
Variants
A view of the Chinook’s interior[edit] HC-1BThe pre-1962 designation for Model 114 development aircraft that would be re-designated CH-47 Chinook.
CH-47AThe all-weather, medium-lift CH-47A Chinook was powered initially by Lycoming T55-L-5 engines rated at 2,200 horsepower (1,640 kW) but then replaced by the T55-L-7 rated at 2,650 hp (1,980 kW) engines or T55-L-7C engines rated at 2,850 hp (2,130 kW). The CH-47A had a maximum gross weight of 33,000 pounds (15,000 kg). Initial delivery of the CH-47A Chinook to the US Army was in August 1962. A total of 349 were built.
ACH-47AThe ACH-47A was originally known as the Armed/Armored CH-47A (or A/ACH-47A). It was officially designated ACH-47A by US Army Attack Cargo Helicopter and unofficially Guns A Go-Go. Four CH-47A helicopters were converted to gunships by Boeing Vertol in late 1965. Three were assigned to the 53rd Aviation Detachment in South Vietnam for testing, with the remaining one retained in the US for weapons testing. By 1966, the 53rd was redesignated the 1st Aviation Detachment (Provisional) and attached to the 228th Assault Support Helicopter Battalion of the 1st Cavalry Division (Airmobile). By 1968, only one gunship remained, and logistical concerns prevented more conversions. It was returned to the United States, and the program stopped.
The ACH-47A carried five M60D 7.62×51 mm machine guns or M2HB .50 caliber machine guns, provided by the XM32 and XM33 armament subsystems, two M24A1 20 mm cannons, two XM159B/XM159C 19-Tube 2.75 in rocket launchers or sometimes two M18/M18A1 7.62×51 mm gun pods, and a single M75 40 mm grenade launcher in the XM5/M5 armament subsystem (more commonly seen on the UH-1 series of helicopters). The surviving aircraft, Easy Money, has been restored and is on display at Redstone Arsenal, Alabama.
CH-47BThe CH-47B was an interim solution while Boeing worked on a more substantially improved CH-47C. CH-47B was powered by two Lycoming T55-L-7C 2,850 shp (2,130 kW) engines. It featured a blunted rear rotor pylon, redesigned asymmetrical rotor blades, and strakes along the rear ramp and fuselage to improve flying characteristics. It could be equipped with two door-mounted M60D 7.62 mm NATO machine guns on the M24 armament subsystem and a ramp-mounted M60D using the M41 armament subsystem. Some CH-47 bombers were equipped to drop tear gas or napalm from the rear cargo ramp onto NLF (aka Việt Cộng) bunkers. The CH-47 could be equipped with a hoist and cargo hook. The Chinook proved especially valuable in Pipe Smoke aircraft recovery missions. The Hook recovered about 12,000 aircraft valued at over .6 billion during the war. 108 built.
CH-47CThe CH-47C featured more powerful engines and transmissions.[41] Three versions of the "C model" were built. The first had Lycoming T55-L-7C engines delivering 2,850 shp (2,130 kW). The "Super C" included Lycoming T55-L-11 engines delivering 3,750 shp (2,800 kW), an upgraded maximum gross weight of 46,000 lb (21,000 kg) and a pitch stability augmentation system (PSAS). Due to difficulties with the T55-L-11 engines, which were hurriedly brought to war to increase payload, they were temporarily removed from the Super C prior to 1970 and the very reliable Lycoming T55-L-7C’s were installed until the L-11 engine difficulties could be quantified and corrected. This L-7C engine configuration was affectionately referred to as the baby C although it was still a Super C. It distinguished itself from the C in that it had PSAS and an uprated maximum gross weight. The CH-47 A, B, and all variants of the C were not able to receive certification from the FAA for civil use due to the non-redundant hydraulic flight boost system drive. A redesign of the hydraulic boost system drive was incorporated in the CH-47D which allowed that model to achieve FAA certification as the Boeing Model 234. 233 CH-47Cs were built.
The CH-47A, B, and all versions of the C saw wide use during the Vietnam war. They replaced the H-21 Shawnee in the combat assault support role.
CH-47D
CH-47D of the Spanish Army in 2009The CH-47D model was originally powered by two T55-L-712 engines, but most are now fitted with the T55-GA-714A. Models CH-47A, CH-47B, and CH-47C, all used the same airframe, but later models featured upgraded engines. With its triple-hook cargo system, the CH-47D can carry heavy payloads internally and up to 26,000 pounds (for example, bulldozers and 40-foot / 12 m containers) externally, at speeds over 155 mph (250 km/h). The aircraft’s top cruising speed is 163 mph (142 knots). The D-model was first introduced into service in 1979. In air assault operations, it often serves as the principal mover of the 155 mm M198 howitzer, 30 rounds of ammunition, and an 11-man crew. Like most US Army helicopters, the Chinook has advanced avionics and electronics, including the Global Positioning System.
Nearly all of the Army production CH-47D models were conversions from previous US Army A, B, and C models with a total of 472 converted into D-models. The last US Army D-model built was delivered to the US Army Reserve, located at Fort Hood, Texas, in early 2002.
In 2008, Canada purchased 6 CH-47Ds for use with the Canadian Helicopter Force Afghanistan from the United States for 2 million.The helicopters were transferred to the Canadian Forces on 30 December 2008.
MH-47D
A US MH-47D stands ready to receive medical supplies in Feyzabad, Afghanistan.The MH-47D variant was developed for special forces operations and has in-flight refueling capability, a fast-rope rappelling system and other upgrades. The MH-47D was used by US Army 160th Special Operations Aviation Regiment. 12 MH-47D helicopters were produced. 6 were conversions from CH-47A models and 6 were conversions from CH-47C models.
MH-47EThe current model used by US Army Special Operations is the MH-47E. Beginning with the E model prototype manufactured in 1991, there were a total of 26 Special Operations Aircraft produced. All aircraft were assigned to 2–160th SOAR(A) Nightstalkers, home based at Fort Campbell Kentucky. E models were conversions from existing CH-47C model airframes. The MH-47E has similar capabilities as the MH-47D, but includes an increased fuel capacity similar to the CH-47SD and terrain following/terrain avoidance radar.
In 1995, the Royal Air Force ordered eight Chinook HC3s, effectively a low cost version of the MH-47E for the special forces operations role. They were delivered in 2001 but never entered operational service due to technical issues with their avionics fit, unique to the HC3. In 2008, work started to downgrade the HC3s to HC2 standard, to enable them to enter service.
CH-47F
Soldiers prepare to board a CH-47F at the National Training Center, Fort Irwin, Calif. in November 2007The CH-47F, an upgraded D model, first flew in 2001. The first production model was rolled out on 15 June 2006 at the Boeing facility in Ridley Park, Pennsylvania, and had its maiden flight on October 23, 2006. The CH-47F was designed to extend the service life of the Chinook class beyond 2030. Among its upgrades are new 4,868 shaft horsepower Honeywell engines, improved avionics, and an upgraded airframe with larger single-piece sections to reduce part count and need for fasteners. The new milled construction will reduce vibrations, eliminate points of joint flexing, and reduce the need for inspections and repairs, and reduce maintenance costs. It is also expected to increase service life. The CH-47F can fly at speeds of over 175 mph (282 km/h) with a payload of more than 21,000 lb (9,530 kg). The improved avionics include a Rockwell Collins Common Avionics Architecture System (CAAS) cockpit, and BAE Systems’ Digital Advanced Flight Control System (DAFCS).
Boeing has delivered 48 F-model helicopters to the United States Army; on 26 August 2008, Boeing announced that the Army has signed a five-year contract, worth over .8 billion for 191 more, plus 24 options. In February 2007, the Netherlands were the first international customer to order the F model; six helicopters were ordered to expand their current fleet to 17. These helicopters will be equipped with an upgraded version of the Honeywell Avionics Control Management System (ACMS) cockpit. The Netherlands also plans to upgrade its current 11 CH-47Ds to the CH-47F configuration.[53] On 10 August 2009, Canada signed a contract to purchase 15 CH-47Fs for delivery in 2013–14, entering service with the Royal Canadian Air Force after its planned withdrawal from combat operations in Afghanistan. They will be based at CFB Petawawa.
On 15 December 2009, the British government announced its Future Helicopter Strategy including the purchase of 24 new CH-47F Chinooks to be delivered from 2012. Australia ordered seven CH-47Fs in March 2010. These aircraft are to replace the Australian Army’s six CH-47Ds between 2014 and 2017.
MH-47G
MH-47G Chinook, during the aircraft’s rollout ceremony 6 May 2007 at BoeingThe MH-47G Special Operations Aviation (SOA) version is currently being delivered to the US Army. It is similar to the MH-47E, but features a more sophisticated avionics including a digital Common Avionics Architecture System (CAAS). The CAAS is common glass cockpit used by different helicopters such as MH-60K/Ls, CH-53E/Ks, and ARH-70As.[59] The MH-47G will also incorporate all of the new sections of the CH-47F.
Based on operational experience in Afghanistan, the CH-47 was found to be an effective substitute for the UH-60 Black Hawk as an assault helicopter. With its larger payload, range, and higher operating speed, one Chinook can replace up to five UH-60s in this role as an air assault transport.
The new modernization program will improve MH-47D and MH-47E Special Operations Chinooks to the MH-47G design specs. A total of 25 MH-47E and 11 MH-47D aircraft were upgraded by the end of 2003. In 2002 the army announced plans to expand the Special Operations Aviation Regiment. The expansion would add 12 additional MH-47G helicopters. On February 10, 2011, Leaders and employees from the H-47 program gathered for a ceremony at Boeing’s helicopter facility in Ridley Township, PA., to commemorate the delivery of the final MH-47G Chinook to U.S. Army Special Operations Command.
CH-47J
CH-47JA of the Japan Ground Self-Defense Force, during the USAF Yokota Air Base Friendship Festival, 22 August 2009.The CH-47J is a medium-transport helicopter for the Japan Ground Self-Defense Force (JGSDF), and the Japan Air Self-Defense Force (JASDF). The differences between the CH-47J and the CH-47D are the engine, rotor brake and avionics. To use it by the general transportation, SAR and disaster activity like U.S. forces. The CH-47JA, introduced in 1993, is a long range version of the CH-47J, fitted with enlarged fuel tank, an AAQ-16 FLIR in a turret under the nose, and a partial glass cockpit. Both versions are built under license in Japan by Kawasaki Heavy Industries, who produced 61 aircraft by April 2001.
The Japan Defense Agency ordered 54 aircraft of which 39 were for the JGSDF and 15 were for the JASDF. Boeing supplied flyable aircraft, to which Kawasaki added full avionics, interior, and final paint.The CH-47J model Chinook (N7425H) made its first flight in January 1986, and it was sent to Kawasaki in April. Boeing began delivering five CH-47J kits in September 1985 for assembly at Kawasaki.
HH-47On 9 November 2006, the HH-47, a new variant of the Chinook based on the MH-47G, was selected by the US Air Force as the winner of the Combat Search and Rescue (CSAR-X) competition. Four development HH-47s were to be built, with the first of 141 production aircraft planned to enter service in 2012. However, in February 2007 the contract award was protested and the GAO ordered the CSAR-X project to be re-bid. In February 2010, the US Air Force announced plans to replace aging HH-60G helicopters. The Air Force is deferring secondary combat search and rescue requirements that called for a larger helicopter.
Other export models
A CH-47SD belonging to 127 Squadron, Republic of Singapore Air Force coming in to land aboard USS Rushmore (LSD-47) during Exercise CARAT 2001.The Royal Air Force variant of the CH-47C is known as the Chinook HC1. The export version of the CH-47C Chinook for the Italian Army was designated CH-47C Plus.
The HH-47D is a search and rescue version for the Republic of Korea Air Force. The CH-47DG is an upgraded version of the CH-47C for Greece.
The Royal Air Force versions of the CH-47D are known as the Chinook HC2 and HC2A. While the CH-47SD (also known as the Super D) is a modified variant of the CH-47D, with extended range fuel tanks and higher payload carrying capacity; the CH-47SD is currently in use by the Republic of Singapore Air Force, Hellenic Army and the Republic of China Army.
Eight CH-47C Chinooks were delivered to the Canadian Forces in 1974. These Chinooks were in Canadian service until 1991, with the designation CH-147. These aircraft were subsequently sold to the Netherlands and are now operated by the Royal Netherlands Air Force as CH-47Ds. Additional orders are expected from Italy. Plans are to upgrade the current fleet of CH-47Ds to the F-model standard and eventually enlarge the fleet to 20 aircraft, pending funding.
Civilian models
British Airways Helicopters 234LR at Aberdeen Airport in 1985Model 234LR (long range): Commercial transport helicopter. The Model 234LR can be fitted out as an all-passenger, all-cargo, or cargo/passenger transport helicopter.
Model 234ER (extended range): Commercial transport version.
Model MLR (multi-purpose long range): Commercial transport version.
Model 234UT (utility transport): Utility transport helicopter.
Model 414: The Model 414 is the international export version of the CH-47D. It is also known as the CH-47D International Chinook.
DerivativesIn 1969, work on the experimental Model 347 was begun. It was a CH-47A with a lengthened fuselage, four-blade rotors, detachable wings mounted on top of the fuselage and other changes. It first flew on 27 May 1970 and was evaluated for a few years.
In 1973, the Army contracted Boeing to design a Heavy Lift Helicopter (HLH), designated XCH-62A. It appeared to be a scaled-up CH-47 without a conventional body, in a configuration similar to the S-64 Skycrane (CH-54 Tarhe), but the project was canceled in 1975. The program was restarted for test flights in the 1980s and was again not funded by Congress. The scaled up model of the HLH was scrapped at the end of 2005 at Fort Rucker, Alabama.
Notable accidents and incidents
On 11 September 1982, at an airshow in Mannheim, Germany a United States Army Chinook (serial number 74-22292) carrying parachutists crashed, killing 46 people. The crash was later found to be caused by an accumulation of ground walnut shells that had been used to clean the machinery.
On 6 November 1986, a British International Helicopters Chinook crashed on approach to Sumburgh Airport, Shetland Islands resulting in the loss of 45 lives and the withdrawal of the Chinook from crew servicing flights in the North Sea.
Major Marie Therese Rossi Cayton was the first American woman to fly in combat during Desert Storm in 1991. She was killed when her Chinook helicopter crashed on 1 March 1991 after colliding with a microwave tower during a dust storm.
On 29 May 2001 a ROK Army CH-47D installing a sculpture onto Olympic Bridge in Seoul, South Korea failed to unlatch the sculpture. The helicopter’s rotors struck the monument; then the fuselage hit and broke into two. One section crashed onto the bridge in flames and the other fell into the river. All three crew members on board died.
On 11 September 2004 a Greek Air Force CH-47SD crashed into the sea off Mount Athos. All 17 people on board were killed, including four senior figures in the Greek Orthodox Church.
See also: Boeing Chinook (UK variants)#Notable incidents and accidents
Specifications (CH-47D)
Turboshaft engine on the rear of a CH-47
M240 machine gun emplacement on the loading ramp, as well as another partly visible on the right shoulder windowData from Boeing CH-47D/F, Army Chinook file, International Directory
General characteristics
Crew: 3 (pilot, copilot, flight engineer)
Capacity:
33–55 troops or
24 litters and 3 attendants or
28,000 lb (12,700 kg) cargo
Length: 98 ft 10 in (30.1 m)
Rotor diameter: 60 ft 0 in (18.3 m)
Height: 18 ft 11 in (5.7 m)
Disc area: 5,600 ft2 (2,800 ft2 per rotor disc) (260 m2)
Empty weight: 23,400 lb (10,185 kg)
Loaded weight: 26,680 lb (12,100 kg)
Max takeoff weight: 50,000 lb (22,680 kg)
Powerplant: 2 × Lycoming T55-GA-712 turboshaft, 3,750 hp (2,796 kW) each
Performance
Maximum speed: 170 knots (196 mph, 315 km/h)
Cruise speed: 130 kt (137 mph, 220 km/h)
Range: 400 nmi (450 mi, 741 km)
Ferry range: 1,216 nmi (1,400 mi, 2,252 km[87])
Service ceiling: 18,500 ft (5,640 m)
Rate of climb: 1,522 ft/min (10.1 m/s)
Disc loading: 9.5 lb/ft2 (47 kg/m2)
Power/mass: 0.28 hp/lb (460 W/kg)
Armament
Up to 3 pintle mounted medium machine guns (1 on loading ramp and 2 at shoulder windows), generally 7.62 mm (0.308 in) M240/FN MAG machine guns
Avionics
Rockwell CAAS (MH-47G/CH-47F)