Let me pay a tribute to these dedicated men....for, without them, my Nuri then would not be flying.....!
During my tour as OC No 5 Squadron, RMAF Labuan......some time in the afternoon of mid-1983 (not sure of the date).
I was informed by the Base Operation Room (BOR) that one Nuri was unserviceable (U/S) at Tenom grass strip. It seemed the crew were unable to start it. Well, it could be due to weak batteries. No problem....send the technicians and spare batteries. The recovery Nuri took off for Tenom. Even with the new batteries, the helicopter still could not be started. It was suspected then that there was no more fuel in the fuel line. The engine technicians manually poured fuel through the FCU (fuel control unit) inlet. Still, the recalcitrant engine refused to light up! The message was relayed to me.
I called my engineering officer and his SNCOs and representatives of the SEngO (Senior Engineering Officer) to my office for discussion on how to recover the 'sick bird'. We were very sure that there was no fuel in the fuel system. The reason for this 'snag' - no fuel in the system - could be that the aircraft captain had tried to start numerous times due to weak batteries. Oh ya, for DC power, Nuri uses 2 x 28V 'nickel cadmium' batteries.
To ensure fuel in the system, all that was needed to be done was to 'prime' the fuel ...that's all. The problem was that the 4 booster pumps functioned on 115 VAC power...where to get this power at the grass strip? One way was to fly in the 'Houchin' Auxiliary Power Unit (APU) - see picture. (This is a new model. Those days, the bulky yellow-coloured Houchin was almost double the size).
The APU was too heavy for the Nuri to underslung it to Tenom. Well, why not transport it by Caribou of No 8 Squadron? Of course, easy said than done. Don't forget the logistic support.