flmike911

The Chinook does not have a dedicated selectable engine anti-ice system. The only one like that is the windshield anti-ice. The air into the engine passes through the air inlet housing which holds the engine oil tank. The hot return oil heats the oil tank which in turn provides the "anti-icing" for the engines. I can speak from experience that after you land and are post flighting and hit your arm accidently on that oil tank, that thing is HOT. We've been in Afghanistan in January at -10 to 15 C and had zero issues with engine performance. That was also running EAPS. On the regular (non EAPS) FOD screens there are removable bypass panels on the backside of the fairings (provides reasonably large unobstructed air pathway) that need to be removed if the temp drops below a certain number. Most units have an SOP to remove them in Oct or Nov and leave them off until Mar or Apr. Sorry for the long answer, just wanting to try and be thorough with explanation.

IRL, regardless of the fuel level the ramp can rest on the ground. The normal procedure on startup and shutdown is to keep the ramp about 4 to 6 inches of the ground. The FE raises or lowers the ramp to where he wants it. On startup the ramp is kept off the ground because as the engines are brought to the FLT position, the tail of the aircraft will settle a bit. How far it settles depends on how heavy it is and can also vary depending on the aircraft flight control rigging. The ramp is kept off of the ground to prevent damage from aircraft vibration and from small lateral oscillations that will grind down the pads on the underside of the ramp and also to prevent damage to the ramp struts. Same goes on shutdown. Once the aircraft is completely shut down, the ramp is normally put on the ground so you don't have to step up so high to get in or have such a big step getting out.

Yes, single point loads are still done. In school that is the load that new pilots and CE/FE's learn on. There is an entire multiservice manual on how to rig single point slingloads. The lesser aircraft (Blackhawks), single point is the only option with them. One just has to accept that they are going to spin and oscillate. I personally never had one spin to the point that I got too uncomfortable with it. The preferred method is tandem loads, but sometimes that just is not an option.

IRL that is the biggest problem with single point slingloads. They will always start spinning or oscillating in one direction or another. We could usually get rid of the oscillations by either entering a shallow turn or increasing power briefly. There is nothing you can do about the spinning. If it gets really bad it will damage the sling leg or cut itself off. The load will spin in one direction until the sling reaches the point where it will not turn anymore, then it starts going in the opposite direction. Kind of wind itself up in on direction and then unwind in the other. It's all about aerodynamics or a lack thereof. Best option is dual point. You can still get some oscillation, but zero spinning.

IRL you can't read any of the MFD's or other instruments or radios through NVG's either. The goggles are manually focused to a specific distance. The majority of aviators (pilots and FE's) focus them to infinity. Everything beyond 25 to 30 ft is in focus and anything inside that is not. The closer in you look the more out of focus things are. Sitting in the pilot's seats, you are roughly 2 ft from the panel. All you see are big blobs of green. 99 percent of aviators look under the goggles to see the MFD's, radios, secondary instruments, and in the back the maintenance panel. Everything is dimmed so it can just be readable and not illuminate the cockpit as seen from the outside. Speaking from experience, I tried using goggles once with the tubes focused to different distances. One of the worst headaches I've had. Hope this helps.

47's generally don't carry fuel internally as cargo. We normally carried blivits as sling loads. The internal ERFS are plumbed into the L&R mains and are run till empty. Once empty the AUX tanks are turned on and its business as usual.

The 47F can carry 32 troops seated and belted. In Afghanistan, we would fill the seats and then have guys sitting nuts to butts on the floor down the middle of the aircraft. The most I can remember was in the high 40's depending on how much crap they had on them. Rule of thumb for weight is 250lbs for regular troops and 275lbs for paratroops. Depending on the mission, the theater commander can grant a "seats out" waiver. That is rare, but if it happened you could conceivably load in the high 50's. Hope this helps.

Per the current -10, water landings are no longer allowed without damaging equipment through water intrusion /impact. Those paragraphs have been removed from the manual. D models could do it, but F's not so much.