Army Aviation Digest - Feb 1962

8/12/2019 Army Aviation Digest - Feb 1962

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VI TION DIGESTFEBRUARY 962 VOLUME 8 NUMBER 2

RTICLESARMY AVIATION AND THE REORGANIZED ARMY DIVI ION,Lt Col Morris G. Rawlings, Arty .RIGHT IS LEFT, Capt A. A. Bezreh, MC .JUNGLE FLYING IN GUATEMALA, Capt Gene T. BraggMOHA WK CRASH RE CUE INFORMATION .MEMO FROM FLIGHT URGEON, Col Spurgeon Neel, MCFIRE CONTROL SY TEM ,Henry G. Ben isFALCON'S NE TTWXEIGHT WAYS TO TAY HEALTHY John E. GibsonPRIOR PLANNING PREVENTS PROBLEMS, Lt Orin D. PloosterTHEY MAY LOOK ALIKE - BUTPO ITION FIXING AND NAVIGATION WITH PFN

Maj John A. LaMontia USAR (Ret)TRENGTH IN RESERVE: ARMY AVIATION, Sp-5 Robert E. LeeHANCHEY ARMY AIRFIELD - .RA H SENSE

1591215162324263034

3640. 4244FROM THE DESK OF GRASSHOPPER GU In ide Back

Taxi accidents alone cost the Army ahalf million dollar during FY 1961and this does not include ground hand-ling accidents in which the aircraftwas not started for the purpose of flight.In recent weeks several more groundhandling accidents have occurred.Ground handling and taxiing proce-dures hould e carefully reviewed witha view of precluding this type of acci-dent and the unneces ary loss or damageof critical assets. As a well known co-medienne s a y s ~ "WATCH IT "

U. s. ARMY AVIATION SCHOOLMaj Gen Ernest F. EsterbrookCommandantCol Warren R. Williams, Jr.Assistant CommandantCol Allen M. Burdett, Jr.Deputy Asst Commandant

SCHOOL STAFFCol Oliver J. HelmuthDirector of InstructionLt Col C. E. LawrenceCO, USAA VNS RegimentLt Col Jesse G. Ugalde, InfCombat Developments OfficeLt Col Julius E. Clark, Jr.SecretaryDEPARTMENTSCol Raymond P. Campbell, Jr.TacticsLt Col Conway L. EllersAdvanced Fixed WingLt Col Wayne N. PhillipsRotary WingLt Col Harry J. Kern

MaintenanceLt Col John R. RiddlePu.blications andN on Resident InstructionLt Col Robert E Trigg, ArtyPrimary Fixed WingDIGEST EDITORIAL STAFF

CAPT JOSEPH H POOLEF RE D M MONTGOMERYRICHARD K TIERNEYWILL IAM H SMITHSGT THOMAS M LANGDIANA G WILL IAMSPHYLLIS H WILL IAMSL INDA K F O LS O M

USABAARL ITERATURE DIVISIONCAPT PAUL E CARPENTERPIERCE L WIGGINWILL IAM E CARTERM A RY W WINDHAM

The U. S. AR1 Y AVIATION DIGEST isdn official publication of the Department ofthe Army published monthly under thesupervision of the Commandant, U S . ArmyAviation School.The mission of the U S. ARMY A I ATION DIGEST is to provide information ofan operational or functional nature concerning safet y and aircraft accident prevention,training . maintenan ce operations researchand development, aviation medicine andother related data.Manu scripts photographs and other iIlustratio ll s pertaining to the above subjects ofinteres t to personnel concerned with ArmyAviation are invited. Direct communicationis authorized to: Editor in Chief U . SARMY AVIATION DIGEST, U. S . .ArmyAviation School, Fort Ru cker, Alabama .Unless otherwise indicated, material inthe U. S. ARMY AVIATION DIGEST maybe r eprinted provided credit is given to theV. S. AltMY AVIATION DIGEST and tothe au thor.

L se of funds for printing of this publication has been approved by Headquarters,De partment of th e Army, 27 November1961.Views expressed in this magazine are notnecessarily those of the Department of theArmy or vf the U S. Army Aviation School.U l e ~ l spedfied otherwise, all photogra phsU. S. Army.Distribution :To be distributed in accordance withrequirements stated in DA Form 12.


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rmy viationand the

Reorganized rmy DivisionLieutenant Colonel Morris G Rawlings, Arty

ON 25 May 1961, the Presi-dent of the United Statesdirected the reorganization ofthe Army s divisions. Highlyclassified plans, prepared inanticipation of such a reorgani-zation, were declassified andtheir implementation undertaken.Since World War II, theArmy has gone through severalconceptual reorganizations tkeep pace with technologicaladvances and the changing p -litical situation. One of theseconcepts became a reality in theform of the ROCAD Reorganization of the Current Armored

IHQ HQI ----M_P-- I I -

Division), ROCID Reorganization of the Current InfantryDivision), ROTAD Reorganization of the Airborne Division) .The latest concept currentlycalled ROAD Reorganizat ionObjectives Army Divisions) isexpected to begin phase-in dur-ing early calendar year 1962.Reorganization in the NationalGuard and Army Reserve willbe concurrent with the ActiveArmy, although stretched outover a longer period.The unique feature of theROAD Army divisions is thateach type, armored, infantry,

lligure 1ROAD DIVISION

airborne, and mechanized, hasa common base utilizing thebuilding block principle. Inother words, the common division base see fig. 1) containsthe control element in the formof its headquarters and those ofthe three brigades: combatforces including divarty andthe reconnaissance battalion;combat support composed ofthe aviation, engineer andsignal battalions; and the support element, the support com-

Col Rawlings is Director Com-bat Developments Office FortRucker la .

t tI PTCMOI1


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FEBRUARY 962

O ~ O ~i

O ~ ~ I I R M ~ ~ E25 HU I

6LOH

HU I

OMSlON IRCR FTLOH SOHU I 49AO l 4TOw.. 1 3

igure 2. RO D division with aviation breakout

mand with its administrative,medical, supply, and maintenance units. With this commonbase combat battalions can beadded or subtracted, tailoringthe division to best accomplishits mission.For normal operations, theoptimum armored division contains six tank battalions andfive mechanized battalions; theinfantry division, eight infantry and two tank battalions; themechanized division, s eve nmechanized and three tank battalions; and the airborne division, nine airborne infantry andone assault gun battalion. Ascan be readily seen, the ratio oftype battalions can be readilychanged or the number of battalions switched in accordancewith the assigned mission.By minor modification of thecommon division base, subtraction of one type battalion andaddition of another type, a division in a field army can be2

changed overnight from onetype to another-from mechanized t armored, for instance.Likewise, whole battalions canbe replaced rather than be reconstituted on the battlefield.This system effectively useslarge numbers of separate battalions. This is the environmentsurrounding the Army Aviationof the Armored, Infantry, Airborne, and Mechanized Divisions. (See fig. 2.)The Army Aviation Battalion, TOE 1-75E, consists of aHeadquarters and Headquarters Company, an AviationCompany (General Support),and an Airmobile Company(Light). The manpower of thisbattalion is 5 officers, 26 warrant officers, and 373 enlistedmen. Battalion headquarters issimilar in grade and structureto that of a line battalion, withthe addition of a major who isthe assistant division aviationofficer.

The battalion mISSIon is toprovide aviation support fordivision headquarters, divisionsupport command, and otherdivisional units which do nothave organic aircraft. t alsoprovides general support andreinforcement to units possessing organic aircraft. The battalion staff supplements thedivision special staff section.The Airborne Division A viation Battalion differs slightly inorganization from the others inthat an FOe (Flight OperationsCenter) is provided for operations outside of the field armyor corps air traffic system, andit does not contain the normaldrone section.Headquarters and Headquarters Company (TOE 1-76E),with 13 officers, 1 warrant officer, and 62 enlisted men, includes a battalion headquarters,com p n y headquarters, andcommunications, maintenance,and medical sections.


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The A v i a t i 0 n CQmpany(General Support) (TOE 1-78E), cQmmanded by a majQr,has 26 Qfficers, 6 warrants, and125 enlisted men. It has a general supPQrt, an aerial surveillance, and a service platQQn. Inthe general SUPPO rt platoon isfQund a tactical support sectiO nwith 10 LOH and a utility sectiO n with 6 HU-IBs. In theaerial surveillance platQon, theaerial radar sectiO n has twOAO-l aircraft; the aerial infrared section twO AO-ls; and thedrO ne sectiO n, a system Qf 12drQnes. The service platQO nhas the maintenance fQr aircraft, drO nes, and cQmmunicatiO ns, as well as airfield service.NO aircraft are assigned to thisplatQon.

In additiO n to prQviding general aviatiO n support to thedivisiQn, the GS CO mpany alsOfurnishes medium range aerialsurveillance to acquire cO mbatintelligence and target acquisitiQn infQrmation required bythe divisiQn. The company iscapable O f cQntinuous (day andnight) O peratiQns during VFRcQnditiO ns and limited IFRQperatiO ns; aerial observatiO n,recO nnaissance and surveillance(day and night) Qf enemy areasto IQcate, verify and evaluatetargets; terrain study and fireadj ustment; pilQted and drQneaircraft day and night phO tO graphy; radar and infrared surveillance; battlefield illuminatiQn; radiQlogical survey; aerialtransPQrtatiO n fO r cQmmandcQntrQI, liaisQn, reconnaissance,

Qr cQmmunicatiQn; and limitedaerQmedical evacuatiQn.The AirmQbile C 0 m p n y(TOE 1-77E), which, tO getherwith the General SUPPO rt CQmpany, represents the majQrO peratiO nal units Qf the A viatiO n BattaliQn, cQntains 13 Qfficers, 19 warrant O fficers, and 86enlisted men. Like the GeneralSupport CQmpany, it is cQmmanded by a majQr. Components of this CQmpany are cO mpany headquarters, three airlift platoons, and a service platQQn.Like the battaliO n and GSCQmpany headquarters, the AirmQbile CQmpany headquartershas nO assigned aircraft. Thecompany s 25 HU-ls, which willhQpefully be the D model, arein the three airlift platoons,with Qne in the service platoon.This one service platoon aircraft is primarily fO r emergency transport Qf critical partsand maintenance pe r son nel.Each of the three airlift platoons is subdivided into two airlift sectiQns O f fQur aircrafteach fQr more effective cQntrQl.Each airlift platoQn is cO mmanded by a rO tary wing instrument examiner, somewhatQf a rarity today.

The missiQn of this Airmobile Company is threefold:I t provides tactical air mQvement Qf combat troops in thedivision area to include verticalenvelopment of the enemy; tactical air mQvement O f combatsupplies and equipment withinthe divisiQn area; and supple-

FigureDI STYPE AVNBN BRIGADE RECON DIVARTY MAINT CO TOTAL

LOR 10 18 (6 ea 14 12 54RU-1 31 13 1 45AO-1 4 4TOTAL 45 18 27 12 1 103

ARMY AVIATION AND ROAD

mental aerial firepQwer fQrmaneuver elements O f the divisiQn. t has the capability Qflifting the assault elements ofQne infantry Qr dismQuntedmechanized cO m p n y simultaneO usly and O f deliveringheavy aerial fire support.The AviatiO n BattaliQn hasless than 45 percent O f the aircraft assigned to the divisiQn.The remainder, s c t t e r e dthrO ughout subQrdinate units(fig. 3), have varying missiQnsassigned by the headquarters towhich they belong. The AirCavalry TrQQP, a part of theRecQnnaissance SquadrQn (fig.1) is assigned three missions:

PerfQrm aerial and grQundreconnaissance as well as security fO r the unit to whichthey are assigned O r attached. Engage in Qffensive, defensive, O r delaying actions. Conduct independent QperatiO n when properly reinfQrced.Other aviatiQn, Artillery, Infantry, and the single aircraftQf the Support Group, are usedto assist the seniQr headquar

ters in the accomplishment O ftheir missiQn.Numbers Qf aircraft appearfirm, a I t h o u g h types maychange befQre implem,entatiQnis cQmplete. A specific exampleis the Artillery sectiQn, wherethe twelve aircraft may well beten LOR and twO fixed wingcraft capable of IQnger-rangedtarget acquisition.Under the new divisiQnal CQncept, all elements O f the divisiQn fall generally into neatniches labeled control, combat,combat support, and support.An attempt has been made tolabel divisiQnal Army A viatiQnin a parallel manner (see fig. 4) .The difficulty herein is that certain aviatiQn units have a dualrQle, and they seldQm can betied to a single effO rt.

3


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FEBRUARY 1962

CONTROLAvn Bn HqGS Co HqAirmobile Co HqBrigade HqDiv ArtyRecon BnAir Cav Tp Hq

Support Comd MaintBn

By considering divisionalArmy Aviation as a single en-tity, we can show that the avia-tion command and control ele-ment of the new division in-cludes the aviation battalionheadquarters with its subordi-nate general support and airmobile company headquarters;the division aviation staff; thebrigades headquarters control-ling an organic aviation sectionof six LOHs; division artillery,controlling an aviation sectionof 12 machines; reconnaissancesquadron and air cavalry troopheadquarters controlling the aircavalry troop; and the supportcommand maintenance battalion controlling the aircraftmaintenance company.The combat elements of divi-sion aviation consist of theaeroscout, aerorifle, and aero-weapons platoons of the aircavalry troop; the aerial surveillance platoon of the GeneralSupport Company; and the airlift platoons, of the AirmobileCompany. The fighting ele-ments of the air cavalry troopare unquestionably part of thecombat element; however, theairlift platoons enjoy a dualrole. When used as a base offire for a maneuver force, toinclude a maneuver force car-

DIVISION ARMY AVIATIONORGANIZATION FOR COMBATCOMBATCOMBAT SUPPORT SUPPORT

Aerial Surv PlatAirlift Plat General Support Plat Service PlatAirlift Plat Service PlatAviation Section

Aero Scout PlatAero Rifle PlatAero Wpns Plat

6 LOHAvn Section2 LOH

F ig l re 4ried within the aircraft, thisunit must be classed with thecombat element just as is divi-sion artillery. Unarmed theyare trucks on an aerial highway, and serve to support.The aerial surveillance pla-toon of the General SupportCompany extends the division'sintelligence area beyond that ofany other intelligence means inthe division. All of its functionsare tactical even though all theaircraft within this unit maynot be armed. To make thisstatement more positive, let ussay certain aircraft may bearmed to accomplish their mis-sion.The combat support elementincludes those units whose primary function is one step removed from direct engagementwith the enemy, such as the en-gineers who build bridges androads and the signal battalionwhich provides the communica-tions. Consequently, in avia-tion, combat support is represented by the general supportplatoon of the General SupportCompany, the brigade aviationsection, the division artilleryaviation section, and the un-armed airlift platoons of theAirmobile Company.Under the support element

Service Plat

Acft Maint Co

are all of the aviation units per-forming maintenance, service,and supply. This includes theservice platoons of the GeneralSupport Company, AirmobileCompany, Air Cavalry Troop,and the Aircraft MaintenanceCompany of the Support Com-mand.

The Army Aviation of theROAD divisions has been reorganized to properly augmentthe capability of the groundforces to conduct land warfare.In keeping with the guidelinesestablished for Army Aviation,great strides have been takentoward the goal of optimumsupport. The increase in aircrafthas been accomplished by a de-crease in centralization. Aircraft armament is nolonger the dream of visionaries,but nears a routine application. Third echelon mainte-nance has become organic tothe division. i r transportability isavailable within the division'sresources.

Prepared also are the neces-sary training programs, training tests, and applicable fieldmanual guidance.Aviation is on the ROAD


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ighiIseft

Captain A A Bezreh M

ALITTLE KNOWN poet oncesaid Right is right, andleft is left; and ne'er the twainshall meet. An interestingcase history has come to theattention of USABAAR fairlyrecently a case history whichis so pregnant with possibilitiesfor speculation and preaching

that it was impossible to resistthe opportunity.The first accident experiencedby this Army Aviator occurredduring the landing of an L-19on a dirt road. After a three-point landing the i r c r f tbounced slightly and rolledstraight ahead for approxi-

mately 150 feet. Then the leftwing rose and the aircraftturned about 5 to the right. To.pt B ezreh is a graduate ofthe Flight Surgeon s Course atBrooks Air Force Base and is amember of the staff Human Fac-tors Section USABAAR.

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FEBRUARY 1962cQntrDI this incipient groundloop to the right, the aviatorstated that he applied left rudder and brake, and pushed thethrQttle to the firewall. A quartering crDsswind shDuld alsOhave helped the aircraft turnto the left.HQwever, the effects Df leftrudder and brake, the effect Dfthe torque Qf the engine to theleft, and the effect o this crO sswind did nQt stop the planefrO m cDntinuing to veer to theright Qff the rDad and into aditch. The aviatDr had made a360 0 turn to the right beforemaking the landing to ensurethat nO traffic was O n Qr apprQaching the rQad strip. TheinvestigatiO n bQard cDnsideredthe accident to be just anothergrQundlQQP, and it certainlywDuld nQt seem justifiable todraw eXQtic cQnclusiQns frQm atype f accident SO CQmmQn inthe L-19.One month after this L-19accident, the aviatDr experienced an incident in an L-23.The aviator believed that hehad IQst the left engine, andfeathered it. After making a90 0 turn at nDrmal airspeed andfinding that he CQuld maintaindirectiQnal contrDI, he tooknumber Dne engine ut Qffeather, held airspeed and madeturns to the right and left. HethQught that he had a rudderfailure, because his right rudder cQntrQI did nO t respondprQperly. He called the to werfQr a right base, but cDuld nQtturn to the right O n final. Hethen added power Qn the leftengine and made a go-around tothe left. After retarding bDthengines, he t 0 U c h e d downstraight ahead. The aircraftturned to the left an d skiddedintO the mud.The pilQt stated afterwardthat he had used right brake,but the investigatiDn revealed

that the l ft tire shDwed evidence Qf strQng braking actiQn.ExaminatiQn Qf the aircraftshowed that there was apparently nDthing mechanicallyQut Df order. During the checkride fDllowing the incident, theaviator was Qbserved to reachfQr the wrDng prO P cO ntrO llever, althO ugh he did catchhimself and use the cO rrect CQn-trQl.

If, giving the aviator thebenefit f all dDubts, he hadactually experienced a lQSS DfPO wer in his left engine, thecause O f which might nDt bedetectable during the investigatiQn, then he certainly did nQtfDIIQW prQper single engine prQcedure in his ensuing actiQns.There are many possible waysin which to interpret thissketchy aCcO unt. But, in thelight Df what was learned frO mthis aviator s secO nd L-23 mishap, it seems most likely thatairspeed was allO wed to fall to aPQint at which directional contrQI, with the left engine nQtdevelDping as much power asthe right, was IDSt during theattempted approach and landin g.Whether this supposed inequality Df pDwer outputs re sulted from an actual malfunctiO n in the left engine or frQmimprQper power settings O n thepart O f the aviator is justguesswO rk, as is this whO le at tempt at analysis. HO wever,with inadequate airspeed, suchan unbalance O f power DUtpUtCQuld have caused the aviatQrdifficulty in turning right baseand CQuld have caused him toswerve to the left when hefinally did manage to tDuchdDwn.

t is interesting to nDte thatthe aviator used the wrQngbrake during the landing; but itis prDbably n t cDrrect to attachtoO much significance to his

reaching for the wrDng prDpcO ntrO I lever during the ensuing checkride. BDth Df thesebits Df evidence, taken togetherwith the events O f the first accident, suggest the idea that thisaviator may be subject to psychO mO tO r reversal during periDds O f panic Dr stress, a conditiDn nO t helped at all by a lackQf proficiency in emergencyprocedures.The third chapter in thisstory occurred abO ut Qne yearlater. The aviatQr made several360 0 turns while descending5 000 feet to an altitude Df 1 000feet abQve the grDund to perfO rm a tracking missiDn in anL-23. After reaching his desired altitude, he began tonDtice that he seemed to needincreasing amDunts Qf rightrudder to keep the aircraftfrom turning to the left.

Eventually, full right rudderand full right ailerQn were nQtsufficient to keep the aircraftfr m turning to the left, andthe L-23 began to IDse altitude.The aviator checked his fuelgauges and found that theywere all in the green. The fueltanks were switched and theboost pumps turned Dn. Thenthe props were run up to 3200rpm and the thrO ttles advancedto 45 inches.The aviator advised anO therL-23 in the area that he hadIQst an engine but he felt thathe CQuld handle the situatiQn.He thDught that the left enginewas malfunctiDning and, therefQre, pulled the left mixturecQntrO I to idle cut-off andfeathered the left engine. Hestated later that he Qbservedthe left prO peller gO intO thefull feather positiDn, but thatit cQntinued to turn at a SIDWrpm.The aircraft cDntinued turning to the left and IO sing altitude. ReductiO n of power Qn


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the right engine would decreasethe rate of turn to the left, butincrease the rate Qf descent. Red ucing press ure on the rightr u d d e r would momentarilylessen the rate of turn, butafter several seconds the Qriginal rate Qf turn would resume.t SQO n became apparent that afQrced landing was inevitableand after an apprQximately425 0 slow left turn, the air-craft crashed in a left wing

IQW attitude. Moments afterthe pilot exited frQm the CO ck-pit, practically unharmed, theplane burst intO flames and became a total IQss.Examination Qf the wreckagerevealed that neither prQpellerwas in a feathered positiQn atthe time Qf the crash. Further-mQre, there was no evidence ofanything wrQng with eitherengine prior to impact. Finally,there was no indication of anycQntrQI malfunction, as far asCQuid be determined.

t may be that this aviatQrwas the unfortunate victim intwO similar sets Qf circumstances, which Qur present investigation techniques are incapable of detecting and defining. HO wever, in reviewingthese events, many possibilities, Qther than bad luck, mustbe cQnsidered, if only for thesake Qf doing a thorQugh job ofevaluation. Perhaps more profitably these accidents can beused as a vehicle for discussingSQme points Qf interest.As the result Qf a neuropsychiatric evaluation after thelast accident, the only diagnosismade on this aviator was thathe had a slow reaction time inemergency situations. I t waspointed out that the deliberatecQnsideration with which thepilQt responded to a situatiQnwas probably as much Qf anasset as a liability.This may be true, but Qnly if

prQficiency in emergency procedures is maintained. Certainly, it is desirable for a pilotto assess as accurately as posible the nature of his emer-gency so he can make the correct response. However, experience has shQwn definite setsof prQcedures shQuld be used inresponse to certain emergencysituatiQns. The aviator shQuldbe prQficient in them at alltimes.During twO checkrides afterthe last accident this aviatorwas given emergencies requir-ing single engine prQcedures.On bO th Qccasions his responseswere sO slQw, because of lack Qffamiliarity with proper prQcedures, that airspeed was alIO wed to fall dangerously clQseto the minimum consistent withsingle engine capability. Whenthe pilQt noticed loss of altitude,he pulled back on the stick,further increasing his IQSS ofairspeed.

t is very possible that justsuch reSPQnses in the two L-23experiences may have placedthe aircraft at airspeeds belowtheir single engine capability,at which time lQSS in altitudeand g r a d u a 1, uncontrQllableturns to the left were experienced. After reviewing accidents such as these, Qne isfQrced to wonder whether theprocedures and requirementswhich the Army is using fQr theevaluation and maintenance Qfthe proficiency O f the pilots inthe field are adequate. One alsOwonders why a mature individual would put himself in a dangerous situation because of lackQf skill and knQwledge. A littleself-examinatiQn and apprO priate effQrt WQuid improve hischances fQr surviving such situ-ations or obviate them asthreats to his life altogether,particularly after the fO re-warning of a significant close

RIGHT IS L FT

call. Finally, one wQnders if theArmy has set up adequate ma-chinery for the evaluation ofpilots with multiple accidenthistories.Reference has already been

made that a process of psychomotO r reversal suggests itselfin these accidents because ofthe frequent cO nfusiQn of rightfQr left in responses and re-sults. An interesting note: thisaviator at times flew the L-23while sitting in the left sidepilot s seat with his left foot O nthe left rudder pedal and withhis right foot on the copilot sright rudder pedal. He did thisbecause he was a tall individualwith long legs, and this positionaffO rded him a chance to stretcha little.

Aside from the lack of ad-visability O n general principlesQf such a way of flying, there isa possibility that the two L-23experiences may have beencausally related to such positiQning. If during a stressfulsituation, the pilot unknowinglyhad his right foot Qn the leftrudder pedal on the copilQt sside, the results eQuId have beencQnfusing indeed.

This PQstulated m i s t a k npositiQning Qf the feet CQuld explain how, during the first L-23incident, the pilQt thQught thathe had applied right brake tocorrect for the swerve to theleft, while the investigatiQn re-vealed that in reality there hadbeen strong left braking actiQn.This postulated positioning ofthe feet alsO could help to explain why during both L-23 ex-periences there was SO muchdifficulty in keeping from turn-ing to the left, since both feetwould be applying left rudder.The role which unorthQdoxpositioning plays in accidentcausatiQn would be extremelyinteresting to know, but this

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FEBRUARY 1962

type of information is oftenvery difficult to uncover.While all of these unlikelyand highly speculative possibilities, which are completely incapable of substantiation, arebeing considered, the mechanisms of vestibular or proprioceptive misinformation must bementioned. t happens that thegroundloop in the L-19 was preceded by a 360 0 reconnaissanceturn; and the gradual descending left turn which resulted inthe crash of the L-23 was preceded by several descending360 turns.Whether such turns precededthe first L-23 incident is unknown. Usually, such wide andgradual turns in these aircraftdo not produce vestibular orproprioceptive disorientation.However, there appears to besuch an entity as subclinicalvestibular pathology. Pilotswith such a condition can be pme disoriented by such minimal physiological stimulationsas are produced even by slowturns.Such a condition would exist,for example, when the semicircular canals in the inner earare not equally sensitive to anygiven turning stimulation onthe right and on the left. f thevestibular apparatus in the leftear is more sensitive to stimula-tion resulting from a turn thanis the vestibular apparatus onthe right, then there will be animbalance of orientation information input from the twolabyrinths into the brain. The

brain will then think that thebody is turning to the left, evenif the body is moving straightand level, after having come outof a turn.This tendency to vestibular

disorientation is not always detectable by ordinary clinicalmeans. It is often only in flight,when the other means of orientation, such as visiQn and proprioception, are sometimes ren-dered unreliable, that this misinformation Qr imbalance of information from the two. innerears can actually produce disorientation.When people with such a condition are Qn the ground, thecorrect orientation infQrmation,which they get from vision andproprioception, overrides themisinformatiQn frQm the diseased vestibular apparatus anddisorientation , is nQt experienced. Thus, for an individualwhose semicircular canals produce unequal intensities oforientation infQrmation on therigh and left sides, an aircraftmaneuver w h i c h O rdinarily

would not produce vestibulardisorientatiQn might do so.The striking inconsistencybetween what the aviator saidhappened and what the investigations revealed to have happened in the two L-23 experiences suggests that the aviatorfor any of several possible rea-sons could not recall or relateaccurately what did happen. Weknow that panic can interferewith both perception and re-

sponse. We know that anxietyor guilt feelings associated withan event can interfere with re-call through the mechanism Qfrepression.It is not unusual under stressto confuse what we did withwhat we planned to do. There-fore, in an accident involving aproblem such as this, it may beworthwhile to consider the useof sodium amy al, or some suchdrug with a hypnotic effect, tohelp resolve the inconsistencies.This is a completely sanctiQnedtechnique.Aviators should realize thatthe drug is not used to deter-mine whether anyone is lyingabout the accident, but that it isused to determine w h e th rsome subconsciO us psychological mechanism is interferingwith the recall of the accidentevents. Experience has taughtthat, if such a technique is notused, in SQme cases valuable informatiQn which CQuld havecontributed significantly to accident prevention will be allowed to slip through ourfingers.

At this point, it shO uld be alltoo apparent that the processesof accident analysis and prevention involve many apprO achesand disciplines, from the mostdirect to the most oblique approaches, fro. m hardheadedpracticality to fortune teller sguesstimations. At any rate themQral of this disjointed story issimply this: sO metimes O urthinking must go beyond whatour eyes can see.

he qualifications of top-notch aviator are: emotional m -turity self-control sense of personal responsibility attentiveness and foresight. Do you qualify?8


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MANY PROBLEMS are encountered by pilots of the937th Engineer Company Aviation , Inter-American Geodetic Survey, flying in supportof mapping operations in Central or South America.Inter-American Geodetic Survey lAGS) is engaged in mapping 15 countries in LatinAmerica in collaboration withthe host countries. The Guatemalan project is typical in thatan Army Engineer officer is incharge and the cartographersare DA civilian employees.Aviation support assigned toth is proj ect consists of one

Captain Gene T BraggL-20, one H-19, one H-13, andone L-19, with four aviatorsand four mechanics. Each aviator is assigned additional dutiessuch as supply, maintenance,etc. Each mechanic assigned tothe project is well qualified tocrew his particular type aircraft, and periodic classes areheld on maintenance subjects toincrease efficiency.The flying that is part of amapping program consists ofreconnaissance, classification,log i s t i s, photography, andtransporting p e r son n e andequipment. Mapping is takingplace at the present time in the

northern part of Guatemala.This is a dense jungle area approximately 150 miles long and100 miles wide, with no improved roads.Many problems are encountered in this area since all personnel, equipment, and suppliesmust be flown to the base camp.Gasoline for our aircraft isthe greatest logistics problemthat we encounter. Purchasedin Guatemala City in 55-gallonCapt B ragg is assigned to the937th E ngineer o mlJan y ( A ma-

tion , I n ter-Am,e'n can GeodeticSurvey

9


12/52

FEBRUARY 1962

Operat1 ons in l A GS area spans th e range from sea level to over 1 000 f ee t

metal drums, it is then transported by vehicle, or aircraft ifthere are no roads, to the basecamp. Drums cannot be storedfor a long period of time sincegasoline will becom.e contaminated. When empty, all drumshave to be returned for cleaning and refilling.Fuel cannot be p u m p e ddirectly from the drum into theaircraft since water may bepresent. All gasoline is checkedbefore use to make sure it is theproper grade of fuel. We havediscovered kerosene in drumsstenciled aviation fuel. If notdetected this could result in amajor accident. All gasolined is pen sed from drums isstrained through a 200-meshscreen or a funnel covered witha chamois skin.Aircraft spare parts presentanother major problem since weare only allowed to stock vari-10

ous line items. All major lineitems are stocked by companyheadquarters located in theCanal Zone. Aircraft dead linedfor a part that we cannot stockare down until the item is received from the Canal Zone. Alltime change items are requisitioned far in advance to ensure the item is on hand whenneeded.Aircraft maintenance is acontinuous project. The terrainover which we fly is so hazardous that a mechanical failuremeans a major accident. Allpilots, in conj unction with thecrewchief, give aircraft detailedprefligh t inspections. No pilotsays, Don't worry about that;it isn't critical as we' sometimes might do in the Stateswhere we have good flying conditions. When it comes to maintenance, nothing is taken forgranted or at face value; every-

thing is checked and rechecked.The rainy season in Guatemala, which runs from earlyMay to mid-October, is a problem and a hindrance to maintenance. No hangars are available for cover in inclementweather, which means that allmaintenance is performed asweather permits.Communication is a very important part of flying over jungle terrain. Each aircraft isequipped with a VHF transmitter/ receiver plus a high frequency radio. All aircraft arerequired to give a position report to the field station every 15minutes. The field s t t ionequipment includes an AN/GRC-9 which is calibrated tothe aircraft high frequencyradio and is opera ed by one ofthe mechanics.Radio maintenance is an additional duty assigned to a pilot,


13/52

but since no one is technicallyskilled in this field, it becomes atrial and error procedure. However, if the set is inoperativeand we can't fix it, we may callfor s s i s t n c e from 937thHeaquarters at Fort Kobbe,Canal Zone.Instrument flying in this partof the country is not recommended under any circumstances because of the nonavailability of proper radionavigational aids. Most of theseco u n t r i e s have only lowpowered beacons. Since theyhave no alternate power source,they can go off without noticeand be off indefinitely.All helicopters flying overhazardous terrain are escortedby a fixed-wing plane in case ofa forced landing in the jungle.Since the vegetation is so dense,it is possible to fly over wreckage and never see it.Our primary mission is tosupport field operations. A fieldparty will consist of 25 to 30personnel, divided into stationparties of 3 to 4 men. The sta-tion party will then occupy a

JUNGLE FLYING IN GUATEMALA

station which is a vertical orhorizontal control point.Horizontal points are locatedat the highest possible elevation so they have an unobstructed range of vision. Thestations may run from 5,000 to7,000 feet or higher. This callsfor classifying and careful planning to o the job safely.Once the operation is assured, the aviator is given anoverlay showing all points andnumber of personnel and eq uipment to occupy each station.After careful planning, usingour helicopters, we start trans-porting personnel and eq uipment to the landing site near-est to these prospective sta-tions. The equipment involvedfor each station averages approximately 800 pounds. This isnecessary since they may not beresupplied for 8 to 10 days.The field party may have towalk for two or three days, depending upon our landing siteand its proximity to the station.If we cannot land close to thestation we may have to droptinfoil to mark the route they

should walk or fly back andforth over the route towardsthe station.Once the field party has occupied the station, their job isto clear and construct a 12 by12 platform or an area of suf-ficient size to accommodate theH-13 or H-19 helicopter. Thisusually takes from 4 to 5 daysto complete. Once this is completed we support the fieldparty with food, water, and anyother supplies they may needto accomplish their work.While working in confinedareas and from platforms, nopilot will exceed his or the ma-chine s ability. All cargo isweighed before loading, andonly the allowed weight istaken. Our motto is, If it takesthree loads under marginal conditions, make an extra trip andbe safe.No Army Aviator can longserve in such terrain and environment without becoming asafer, more conscientious pilot.Here experience counts, andyou must learn quickly - tostay alive.

Army Aviators on duty with lAGS soon learn that profess1 onaUsm is f ot merely a word; it s a req Uirententfor staying alive


14/52

CRASH AND RESCUE INFORMATIONTime is a vital and critical foetor in crash rescues, ground penonnel as well

as crash and rescue crews may be required to remove the pilot and observerfrom the cockpit. This Chart is published to indicate the correct emergencyprocedure involved in the rescue of personnel in a crash situation . Perform the following procedures.1 APPROACH AIRCRAFT.2. G IN ACCESS TO COCKPIT.3. JETTISON OVERHEAD C NOPY.4. SAFETY SEATS DEACTIVATE COCKPIT SWITCHES . TIME PERMITTING)6. REMOVE PILOT ND OBSERVER .

ENGINE OIL TANK(FLAMMABLE)

HYDRAULICRESERVOIR(flAMMABLE)

PPRO CHING AIRPLANEApproach the airplane from either side to gain accen to Ihe cockpit exil lockring and release lever. If landing gear is extended and propellers are turninguse extreme caution around cockpit area as propellers are close 1 cockpit .If landing gear is collapsed or retracted stay clear of engine intake and exhaustas engine can still operate with propeller held stationary .NOTE: If access to the cockpit area is imponible because engines are still oper.

ating flood eRgine intake with foam, C02 or waler . This should stopengine .

GENERAL INFORMATIONThere may be external fuel tanks on undersurface of wings, between en.

gine nacelles and wing tips.Battery is in the equipment boy located on the left side of the fuse loge just oftof the wing A PUNCH IN panel is provided in t h ~ door for emergency occento battery disconnect . If the flare pods are instolled PUNCH IN panels areprovided in their sides to gain access to the bottery disconnect . Apply extinguishing agent to interior areo fires through any of the openings indicated inthe diagrams .

COCKPIT ACCESS 1. lift exit release lock ring and turn to UNLOCK position .2. Open cockpit accen door with lever, push IN at forward end, pull Oon oft end and lift cockpit accen door to full open position .3. Grasp emergency canopy jettison handle and rotale 90 clockwise then pEmergency canopy should blow off.CAUTION: Make certain all personnel are clear of canopy area and aw

from airplane in area of canopy trajectory.If the airplane comes to rest in on inverted position and cockpit. access dcan not be opened access to the pilot and observer must be g a , ~ d throIhe cockpit access door gloss area . This is requir ed d ue to construction of copit floor and cockpit side panels.) Cui cockpit access door glan around edas shown on drawing .

EJECTION SEAT SAFETY ND PILOT OBSERVER REMOVALAO-1AF -lBF -lCF CRASH CREW INFORMATION

12


15/52

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17/52

yperventilationAN INCIDENT recently oc-curred involving a healthy30-year-old Army Aviator. Hebegan to notice a tingling in hisnostrils, then a feeling that hisheart and breathing rates werenot synchronized. He feltthat he was losing control ofhis breathing. He took a coupleof deep breaths, then noted thathis heart began to beat evenfaster. This was followed bydizziness and tingling all over.His fingers and wrists began tocramp and draw up, and therewas spasm of his facial muscles.Was this hypoxia? No. For-tunately, this aviator was onthe ground, and was manifest-ing hyperventilation. Had hebeen in control of an aircraft atthe time of this incident, another unknown cause accident might well have occurred.

Hyperventilation is a condition in which the respiratoryrate and depth are abnormallyincreased. There is an excessiveloss of CO from the lungswhich lowers the concentrationof this gas in the blood and results in an increase in the alkalinity of the blood and bodyfluids. The chemistry of these

M M Othlight

ROM

surg onColonel Spurgeon Heel, MC

effects is well known, but itsunderstanding is not essentialto dealing with the problem.Symptoms of hyperventila-tion are primarily neuromuscu-lar and psychomotor. Loss ofCO 2 raises the alkalinity of theblood which increases the irri-tability of neuromuscular tis-sues. Superficial tingling of theextremities and the face follows, progressing to muscularspasm and tetany. Deteriora-tion of muscular control and coordinated activity is invariablyseen during severe hyperven-tilation. The effects of hyper-ventilation are accumulativeand are synergistic with thoseof hypoxia, hypoglycemia, acceleration and fatigue. The consequences of these effects in anaviator in primary control ofan aircraft are obvious.The cause of hyperventila-tion in Army Aviation is almostalways psychogenic and due toanxiety or apprehension, eitherconscious or unconscious. In-voluntary overbreathing due toanxiety results in a viciouscycle. The results of hyper-ventilation produce a n x i e t ywhich, in turn, aggravates thehypertension. Hyperventilationmay accompany the increaseddepth and ra e of respirationcaused by hypoxia, but this is

rare at the altitudes flown inArmy aircraft. Hyperventila-tion is much more common,hence much more significant inArmy Aviation than is hypoxia.Prevention of hyperventila-tion is based upon physiologicaltraining. The aviator mustunderstand the nature, cause,and symptoms of hyperventila-tion and guard against overbreathing. He must understandthe differences between themanifestations and manage-ment of hypoxia and hyperven-tilation. This is not easy but issimplified at the altitudes flownin Army Avia ion.

When the aviator realizesthat he is overbreathing, heshould reduce the rate anddepth of his respiration. Rebreathing into a bag (burp bagor lunch sack if available) willpermit rebuilding of blood CO 2to a normal level, with cessationof symptoms. In dual flying,each aviator should observe theother for insidious hyperventi-lation. Should an aviator's behavior change or his flying become erratic, hyperventilationshould be suspected by trafficcontrol and supervisory personnel. ea l i s t i c physiologicaltraining is essential to the control of hyperventilation inArmy Aviation.

5


18/52

ireControlSystemsUniversalvsSpecializedApproach

A BIG QUESTION facing today modern mobile Armyis how best to coordinate itsvaried firepower. The helicopter, with its multipurpose mission capability is an integralpart of the new Army.It follows then, that one ofthe most pressing problems encountered by the people con

cerned is how to provide effective striking power for all typesof helicopter .Diversified rm am e n t req u i r e m en t can best beachieved through the universal approach for it i obviouthat no single weapon is effective against all targets. Ideallyprovision should be made for

16

Henry G enis

rapidly changing the type andquantities of we a p 0 n s asdirected by the mission andtarget.At present, the Army helicopter can only depend on itsability to maneuver and nap-ofthe-earth flying to be les vulnerable to enemy fire. Thiscapability of course is strictly

a passive defense. The futurearmed helicopter will providethe necessary combination ofactive and passive defen e. Thiwill enhance its urvival capabilities on the battlefield-andimplement its role a a reconnaissance and ob erva ion vehicle.The mission of the helicopter

on the modern battlefield iswidely diversified and the anticipated target types may varyconsiderably. t is obvious thatno single weapon is effectiveagainst all targets and in mostcircum tances a combination ofweapons will be r e qui red .Ideally provision should bemade for rapidly changing theTh i art1'cle has been extractedfrom a speech given by M1 .H nry G. B nis at the I n titu t e

of t ll A ro pace cience Na-tional nn y Aviation e e t i n g ,13 1961.

A B enz is H licopt r A 'rma-ment Project E ngineer, MissileProduct1'on Section, General El ec-i1ic ompany Burlington V t.


19/52

types and quantities of weaponsas dictated by the mission andtarget. Let s consider the various types of weapons available.The automatic w e a p 0 n is

generally considered to have abore diameter of 40mm or less-wi th a choice of ammunitionfor the specific mission.For the missile, guidancemay be either command, homing or terminal; but ballistic orinertial guidance is normallyemployed with the longer rangemissiles.

A primary disadvantage ofthe command guidance SS-llmissile is the need for remaining on target for the entireflight of the missile. This placesthe helicopter in a particularlyvulnerable position. The ultimate use of homing or terminalguidance offers a solution tothis problem.

Salvo fired rockets offer goodtarget kill cap a b i I i t ies although weight restrictions maylimit their application to theheavier aircraft. Work is currently underway to optimizestability and di s pe r s ion ofrockets when fired from slowmoving aircraft.

The recoilless rifle presentsmany problems as an aerialweapon. For example, excessiveweight, reload difficulties, blasteffect, sighting, ranging, computing, and relatively low velocity impose limitations on itsapplication. However, on theheavier specialized weapon ship(which will be discussed morefully later) the recoilless riflemay be used because of itsother capabilities.

The use of bombs or bomblets is primarily limited to thefast, higher flying fixed wingaircraft.Consideration must be givenin the future to chemical, bac-

teriological and radioiogicalweapons as aerial delivery systems. IIf possible, CBR weapons should be components of anexisting aerial delivery system,and not a separate means. ]

The most serious limitationto the successful completion ofthe helicopter mission on a forward battle area is the aircraft s vulnerability to enemysmall arms fire. A ground firesuppressive capability is essential for all helicopters, regardless of mission, if enemy contact is a possibility. Therefore,the only situation for whichsuppressive armament is notlusually] required would be formedical evacuation and cargotransportation over friendlyterritory or behind the forwardedge of the battle area.

This indicates that suppressive armament is an essentialcomponent of the fighting aircraft and will seldom be removed. In certain helicopters,such as a weapons ship, itcould well be an integral part.On other aircraft of more diversified usage, it may be in kitform for rapid removal as conditions indicate. We shouldalso note that suppressive armament can be used for exploratory probing fire in reconnaissance missions.

The opt im u m area typeweapon for fire suppression isthe automatic machinegun. Itprovides a high rate of fire,adequate ammunition complement and lethality against enemy ground forces consistentwith minimum weight and sizerequirements. Efforts have beenconcentrated primarily in theuse of the M-2 and 7.62 millimeter weapons, and the .50 caliber t a lesser degree. Fromone to four guns have been employed. '

The optimum location of sup-

FIRE CONTROL SYSTEMS

pressive armament warrants acloser look (fig. 1). As indicated previously, a combinationof weapons will oftentimes berequired. For example , ma-

i AX UP U.

CCYl IIIAI

Pigm c 1. uppressive r eulocation

chineguns and rockets or machineguns and missiles may beused. On the larger aircraft(where c.g. shift does not posea serious problem) mountingsuppressive armament on thenose (or preferably faired intothe nose) offers the best solution. This allows the largestsuper-elevation angle, maximum range, optimum safetyand provision for all weaponsto fire at a target area for amultigun installation. Furthermore, this location does not inany way compromise otherheavier weapon systems whichmay be side mounted near theC g of the aircraft.

Armament location on thelight helicopter (having a design gross weight under 6,000pounds) is an entirely differentstory. The c.g. shift dictatesa location closer to the rotormast axis, and gross weightlimits the armament capability.Typical armament may consistof machineguns, with the addition of two missiles or a rocketcluster.

This brings us to the heartof the problem. Can the diversified armament requirements17


20/52

FEBRUARY 1962

best be achieved through a universal or a specialized approach?Ideally the universal ap

proach or kit concept offersthe greatest advantages bysimplifying logistic problems ,easing maintenance, loweringcosts and minimizing airframemodifications. Actually (considering the problems and restrictions already outlined) theuniversal approach can beachieved by the use of threebasic armament packages.

The first is a ground fire suppression system designed foruse on any helicopter rangingfrom the light tactical transport to the flying crane (fig. 2).

This system would providea nose-mounted turret (movable in azimuth and elevation)which could carry conventional

Figure 2. all mountmachineguns, a grenade launcher, or possibly a combinationof both.

Relatively simple and interchangeable attachment provisions can be designed to mountseveral weapons or multiplecombinations thereof. Althoughnormally a vital component ofthe combat aerial vehicle, thiskit can be quickly removed forapplications where active defense is not deemed necessary,and maximum payload capacityis required.

The second armament package is also primarily suppressive, but is compatible with the18

ligh t observation helicopterwhere c.g. shift limitations willnot permit a nose installationand armament weight must beheld to a minimum (fig. 3).The weapon will be trainablein elevation only, and azimuth

aiming will be effected byrudder control of the highlymaneuverable aircraft. Side

igure 3. LOH fire suppressiveinstallationmounting of the package willrequire appropriate airframehard points. And, once again,the package must be designedfor quick installation or re moval and interchangeabilityof weapons as illustrated (fig.4) .The s e two package approaches would provide suppressive firepower for all con

ventional Army helicopters inpresent inventory and thoseplanned for the future. Fur-

igure4. LOH mount

thermore, growth potential isprovided for accommodation ofnew developments in automaticweapons with a minimum of

modification or retrofit.The third and final armamentpackage would provide theheavier firepower capabilitynecessary for point, fortifiedarea and air-to-air targets (fig.5 .This armament concept involves the larger caliber automatic weapons, rockets, missiles a n d possible CBR armament. Invariably, this will involve a considerably heaviersystem from both weapon andfire control standpoints since,inherently, more complexity is

I, I. # ,\,qigure 5. Missile and rocketmount

required to assure satisfactoryhit probability for point targets. The logical package location is at, or very close to, theaircraft C g This positioningmeans that the changes inweight after armament dispersement will have a negligible effect on flight characteristics. As before, the packagemust be designed for very rapidinstallation, reloading and interchangeability of weapons asthe mission may dictate.

Careful consideration shouldbe given to the use of existingaircraft structures for systemattachment. These structuralpoints could include auxiliaryfuel tank hard points and cargotie-down fittings, because theywould entail a minimum of air-


21/52

craft modification and cost. fspecially designed hard pointsare required, they should becommon to the various helicopter weight classes to permituse of a single armament package.

A past example of this designapproach is the wing mountedbombrack or pylO n on fixedwing aircraft which can accommodate a wide variety of exter-nal armament stores. t is quiteconceivable that a single or splitside mounted package (basedon a building block approach)can be effectively designed formounting various quantities ofmissiles, rockets and machine-guns, or any cO mbinatiO ns desired (fig. 6).

This concept would fulfill theprimary need for armamentwithout comprO mising or unduly limiting the diversity ofthe helicopter family.One category for which thepackage or kit concept may notreadily apply is the weaponsship which is used primarily inmissiQns of mO bile fire supportor defeat O f hostile armor.

Figure 6. ircraft nd mountsEither the light Qr mediumtactical transPO rt would fill thisrole, with the latter having theadvantage Qf a heavier payloadcapability. The specialized approach appears mandatory.The light or medium tacticaltransport is a heavy weaponsplatform with an accurate firecQntrol s y s tern capable Qfknocking out heavily armored

targets at ranges in excess of2,000 meters. The aircraft it-self may be a modified versionof its troop and cargo carryingcounterpart. Ranging, stabi-lized line of sight, lead anglecomputation and accurate servocontrol are required to ensureaccurate projectile delivery anda high first rDund kill prob-ability. The complexity andaccuracy requirements may exceed that which would nQrmallybe expected of a removablepackage.

This, then, dictates an inte-gral mating O f the aircraft andarmament. The likely require-ment for mDre than ne weapons system makes the specialized approach even mQre desir-able, and future developmentsmay see the need fQr allweather armament capabilitieswhich may introduce the useof additiDnal SUbsystems. Thesesubsystems CDuid be infraredor high sensitivity televisionwhich would provide the abilityto identify and aim at targetsunder all cDnditiQns.

However, the armament concepts described leave many detailed questions unansweredand a brief discussion of Inorecritical subsystem compQnentssuch as sighting, ranging devices and lead angle cQmputersis warranted - f r an accuratesighting system is essential toensure high hit prQbability forall aerial delivery weapons.This is particularly true forpoint type targets. In the past,surplus Dptical sights have beenused for test evaluatiQn, andthese have been existing fixedsights.

Design studies for improvedsighting techniques made bythe General Electric Companyresulted in the following pre-liminary recommendations. Foraircraft, such as the LOR, it

FIRE CONTROL SYSTEMSis probable the pilot will alsobe cQntrolling the firepower.TO perfQrm th is dual function,the sighting device as well asthe fire contrQI must not inter-fere with the normal functionsnecessary to fly the helicopter.

Therefore, these conditionsof use dictate the major re -quirements Qf the sighting device: Minimum view obstruc-tion. Minimum required mQvement of pilot s head in sighting. Rapid visual acquisitiQn ofthe sighting pattern through-Qut normal range of head PO si-tions. Devices used shall notcause undue hazard in case ofa crash landing.The basic principles of anaiming device that combinesthese advantages and meets allthe requirements necessary forpilot or copilot Qperation is

shown in figure 7.This device provides a collimated light beam cDntaining areticle pattern generated by aprojector located off to the sideof the operator s head. A trans-parent spherical segment infront of the pilDt O r a spherical

windshield panel could be usedas the reflectDr. A cDllimatedpattern (such as one producedin a conventional reflex sight)presents a display whDse lightrays appear to come from aninfinite distance. In otherwords frDm any point on thepattern, the light rays are allparallel.

All targets that are to beconsidered are of sufficientrange that when the collimatedpattern is superimpDsed on thetarget, the pattern appears toremain on the target for alleye positiQns within the geometry of the system. Therefore,19


22/52

FEBRUARY 1962

COlLIM TEO

~ L : T C l ./ .. ; . 'RftOR , SERVOI 7 . ~ : : : S , g N D TW[ PON POSITIONPLEXIGL SSSPH ptIC lSEGMENT LENSRE TICU IM GE ONFOC SURF CE OFSEGMENT

i re 7. llimat ed ightmovements of the operator'shead within the physical limitations of the optical components has no effect on the sighting line, since the sightingparallax, for all practical purposes, has been eliminated.Collimated patterns in reflexsights are produced by locatingan illuminated reticle patternin the focal plane of a convexspherical lens. In the conceptillustrated, a collimated patternis produced by arranging theilluminated reticle and projector lens in such a manner thata real image will be formed atthe focal surface of the spherical segment. The segment hassufl icient reflective characteristics to act as a spherical concave mirror; and since thereticle image is formed at themirror's focal surface, a collimated image is reflected.Because it is not pos sible tohave both the operator's eyesand the reticle image proj ectorat the center of the sphericalsegment, the proJector is placedto one side of his head, and thecenter of curvature of the segment is between the operator'seye and the projector.

The reticle image is projectedonto a small mirror before passing through the projector lens,so that the angular position ofthe image projection on thespherical segment is a functionof mirror position. By usingsynchro transmitters on the20

weapon, the angular position ofthe weapon (with respect tothe helicopter) provides thesignal for the driven mirror.The reticle image projected ont he spherical segment then indicates the position of theweapon.This aiming arrangementpermits full freedom of view.And since the reflecting surfaceis spherical and the operatorlooks through it from near thecenter, there is no significantadded optical aberration fornormal viewing. The operatorneed not hold his head exactlyat the nominal position to seeand properly use such a collimated aiming reference.This sighting system mayalso be used with suppressivefire or area fire and air-to-airgunnery.

This brings us to the problemof ranging, one of the mostimportant considerations of afire control system.Visual range estimation canintroduce very large system

errors, and reference data indicates that a mean error of25 percent can be anticipatedin visual range estimation froma fixed position to a fixed target. If the armed helicopterand the target are moving(which is normally the case)errors may be considerablygreater.

So the use of a ranging devicemay prove mandatory whenaccurate firepower delivery isrequired.

Essentially there are twobasic methods of range finding:triangulation and echo measuring. Coincidence, stereoscopicand stadiametric range findersare most common instruments for ranging by triangulation. Radar, sonar and optical radar are examples of echomeasuring techniques. Cur-

rently, the latter type doesn'tapply to helicopters because ofweight, cost and the complexnature of the system.

The simplest optical rangingmethod is the stadiametricranging device, an existingtechnique which may be incorporated with a minimum of expense. As a matter of fact, thisdevice could readily be incorporated in the sighting conceptpreviously described. However,this method does have someinherent disadvantages:

The target size mu st beknown beforehand. Oblique viewing of thetarget will introduce errors. The operator must accurately place the target in thecenter of the stadia ring. Manual adjustment forranging is required.No device is presently available which will meet all theranging requirements for thisapplication. However, a monocular range finder, currentlyunder development by General

Electric, looks very promising.The basic operation of thisdevice is shown in figure 8. Thetarget image path is folded

using a parabolic and flat mirror to provide a compact opticalsystem. A light chopper andphotosensitive detector are utilized to detect target image location, and a servo systempositions the detector to maintain peak signal. A potentiometer pickoff provides a read-outproportional to range.Compared with a conventional coincidence or stereoscopic range finder, the advantages of the monocular rangefinder are:

Smaller size and lessweight-since only one opticalsystem is required. Greater accuracy - be-


23/52

cause electronic resolution isbetter than the human eye. Ease of use-since no coincidence adj ustment is madeand, once aimed, its operationis completely automatic. Range can be presented asthe reading on a dial or an

Pigure 8. Monocular r angingschematic

automatic input to a fire control system. Speed of response providescDntinuDus range informationas the distance to targetchanges. Because of an inherent averaging feature, helicopter motion has much less effecton accuracy, especially sincethe target and its immediate

environment, as viewed frDmthe air, are very close to thesame range.Compared with echo techniques, monocular ranging isless complex and is passivethat is, it cannot be jammed.A productiDn visible lightmDnocular ranger cDuld be developed with an accuracy f 1percent at 1,000 yards and 2percent at 3,000 yards. The

complete device including optics, detector, amplifier andread-out control is expected tooccupy less than 1 cubic footand weigh apprDximately 30pounds. I t would operate from28 volts d. c. and require approximately 20 watts of power.For air-to-ground firing, lead

angle corrections can be very

important depending on helicopter and target speed, range,degree of azimuth, broadsidefiring, and weapon muzzle velocity. Up to maximum effective range, and with forwardspeed of 100 knots, the errorat the target could approach100 yards, if nO lead angle correction is provided. The firecontrol problem becomes evengreater when we consider airto-air engagements where thetarget is moving at a muchhigher speed.

Moving target A travels aconsiderable distance duringthe flight Df a prDjectile firedfrom aircraft B fig. 9). FDrthat reaSDn, it is necessary toaim the weapon in such a waythat the proj ectile will reachthe pDint in space C when thetarget has reached that point.The total lead angle requiredis the sum of the lead anglein the target plane D plus thesuperelevation angle E requiredbecause of gravity drop.The simplest way to solve a

dynamic fire control problemfrom a moving platform is byuse of a lead computer basedon a single freely suspendedgyroscDpe fig. 10). Such acomputer is currently in production for the F-105 FighterBomber and can be readilyadapted to the helicopter application.

When used with a flexiblymounted weapon, the computeris carried on the gun position.Where the weapon is rigidlymounted, the computer may beplaced at any convenient location in the aircraft.

The computer receives aninput of present range and theobserved angular rate of motionof the target. From this itcDmputes the lead angle andgr v i ty offset corrections.These angles are used to offset

FIRE CONTROL SYSTEMS

.P igw e 9. Air to air fire controlproblem

the line of sight position displayed to the gunner in sucha manner as to autDmaticallyplace the guns on the computedfuture target position.The gyro lead computer previously described for use withboth the flexible and fixedweapons cDuld alsO be utilizedto facilita e the capture phaseof the S8-11 fire cDntrol problem.The computer would remainmounted on the flexible weaponlauncher as befDre.By helicopter maneuver (withthe computer orientated on the

Figure 10. Gyr o lead computership's reference line) the lineof sight would be placed approximately on the target pDsition. When the missile islaunched, the gyro computerwDuld establish this line inspace in its memory.The operator then tracks themissile in flight by moving hisoptical aiming line. A signalfrom the computer causes the

21


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FEBRUARY 1962

missile to move toward thememorized line in spacewhich was the original aimingline to the target.Further refinements of themissile position are now obtained by line-of-sight manipulations in which the missilewill follow the line of sight ata rate proportional to the missile s displacement from thatline of sight. As with the pres-ent system, optical magnification would be provided by lowpower binoculars.The equipment and techniques mentioned can be em-

ployed in a fire control systemto assure a high hit probabilitydespite the inherent motion andevasive flight maneuvering ofthe helicopter. However, it isnot meant to imply that all ofthese subsystems are a necessity for a weapons system. Forexample, with suppressive arm-ament, where probing andstrafing firepower will normallybe employed, system accuracyequivalent to that required fora point target is not necessary.Further tactical analysis, testand evaluation is required todetermine the happy medium

between system accuracy andcomplexity.The establishment of helicopter armament system requirements and specifications isin reality just beginning. Inmany respects, a considerableamount of effort is yet to beexpended and work to be accomplished.However, it is gratifying tonote that the situation is start-ing to jell and a concentratedeffort is being made to get helicopter armament hardware intothe field for evaluation andgeneral use.

Team ffortNINETEEN members of a U.S. Seventh Armydisaster relief team and two H-19 Chickasawswere airlifted by USAF C-124 Globemasterfrom Echeterdingen Air Field, Germany, 25November on a mercy mission to Mogadiscio,Somalia. The party was to assist in the medicalevacuation of casualties caused when floodwaters threatened the lives of thousands withdisease and hunger and left large numbershomeless.

In the team were ten members from the 421stMedical Air Ambulance Company, five from the29th Transportation Aircraft MaintenanceCompany, two communications specialists fromthe 16th Aviation Operations Detachment, onefrom the 97th Signal Battalion, and a radiobroadcast specialist from Headquarters SeventhArmy.

Left: Seated on a steel sled a Seventh At'myH-19 helicopter entC l s the gap1 ng mouth of an AirForce C-124 Globemaster fm airlift to Mogadiscio,Somalia


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The following chapters inFM 1-5, Army Aviation Organizations and Employment,are being prepared new or revised) :Chapter 2 Aviation Company, ArmyChapter 5 Aviation, FixedWing, Light Transport

CompanyChapter 8 Aviation Company, CorpsChapter 9 Aviation Company, Corps ArtilleryChapter ). Army Air Traf

fic Regulation and Identification CompanyChapter ). Airmobile Company, Rotary Wing (Light)The manuscript on FM 1-( ),Operation of the AN I USD-lSurveillance Drone Aircraft,will be submitted to Headquarters USCONARC in June 1962.FM 1- ), Aerial Observer

Training, has been forwardedto Department of the Army forprinting. The Army SubjectSchedule for aerial observertraining is in the final reviewstage and will soon be available.Army Training Programsand Army Training Tests arenow being prepared at the sametime draft TOEs are written.TM 1-300, Meteorology forArmy Aviation, is undergoinga complete revision.Changes to TM 1-225, Naviga ion for Army A via tion and

TM 1-215, Attitude InstrumentFlying, are in final phase ofpreparation. The changes discuss the FD-105 InstrumentSystem which has been standardized as the ASN-33VComputer Set, Navigational.This system is used in the L-23and in most Mohawk aircraft.

Starting with the OfficersFixed Wing Aviators CourseOFW AC) 62-3, the studentswill receive basic maintenanceinstruction on the L-20 Beaver.This instruction will be givenduring Phase B, which for 62-3began on 29 January 1962.Previously, no maintenanceinstruction was given to thestudents on the L-20, eventhough the aviators graduatingfrom Phase C were qualified inthis aircraft.The Officers Rotary WingAviators Course ORWAC)Test Class 61-10, received 8hours of maintenance instruction on the H-13 Sioux. Theywere given 45 hours of specialtransition training in the H-13as part of their Phase II program.

The L-20 Beaver is no longera Class I aircraft for weightand balance purposes. According to Change 1 to AR 95-16,dated 18 September 1961, theBeaver is now in Class II. Thismeans that on all L-20 flights,when an aircraft clearance DDForm 175, DD Form 1080, orFAA Flight Plan) is filed, a DDForm 365F will be filed with theclearance form, or a certification made on the clearance formthat a DD Form 365F has beenpreviously filed for an identicalload.

AO-1B Mohawk) traininghas been deleted for FY 1962.t was originally planned that24 aviators would receive training in the AO-IB aircraft during FY 62. Deletion of theAO-1B program will not affectthe AO-IA aviator input for theremainder of FY 62.

Due to the shortfall in student inputs to the OfficersFixed Wing Aviator Course1-A-1980A), USCONARC hasbeen allocating quotas for TDYinputs to Phase C (Instrument)training. Quotas available areallocated to the CONUS armiesby USCONARC.Enlisted Maintenance Course1-R-676.1 H-21) has beenplaced in an inactive status forthe remainder of FY 62 andFY 63. There is no requirement to train mechanics inMOS 676.1 due to a currentoverage of this MOS in the

field. t is anticipated thatCourse 1-R-676.1 may be activated during FY 64.A new fixed wing stagefield,Aux 3, near Enterprise, Ala.,will become operational in thethird quarter of FY 62.

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BIRD DOG H13 SIOUX

IROQUOIS H34 CHOCTAWL-19A STRUCK TREE while taxiing . Incidentdamage to right wing . No injuries.L-20 LANDED LONG, skipped and bounced .During go around attempt, aircraft went off leftside of runway, striking main rotor blade ofparked H-19 . Aircraft continued to climb andlanded without further incident . Major damageto L-20 propeller, left wing and strut, and H 19main rotor blade.H-19 TURNED DOWNWIND lost translationalI ft, and hit ground on right main gear . Ai rcraftthen fell on its side. Aircraft destroyed . Noinjuries. Suspect settling with power .H-23D TAIL ROTOR STRUCK GROUND duringpractice autorotation . Major damage to tail rotor,one-inch drive shaft, horizontal stabilizer andtail boom. No injuries.L-19A WHEEL LOCKED during landing . Aircraftground-looped, causing major damage to rightwing, propeller, and engine cowling . No injuries .Ice, due to freezing weather, found around radiusof inner half of right main wheel assembly.H-21 C ENGI N E FAI LED in f l ight . f t rotorblades struck trees during autorotative forcedlanding . Major damage to aft rotor blades . Noinjuries. Suspect fuel starvation.H-34A ENGINE LO ST POWER during landingapproach. Aircraft struck ground, shearing rightgear, allowing main rotor blades to strike ground .Major damoge . No injuries. Suspect carburetormalfunction.L-19A STRUCK CHOCK with right wheel whi Ietaxiing and nosed over. Propeller struck pave -ment, causing sudden engine stoppage. Majordamage to propeller, engine, and tail wheelspring . No injuries .4

U1A OTTER

H23 RAVENH-19C NOSE GE R DROPPED INTO HOLE dur -ing landing at field training site. Incident damage to oleo strut . No injuries.H-13H STRUCK WIRE during range inspectionf l ight at low altitude. Wires, broken by mainmast, wrapped around forward short shaft, pulling i t out of transmission. Aircraft was autorotated and tail rotor guard was bent duringtouchdown. Minor damage. No injuries.HU-1A CRASHED during service mission. Pilot,crewchie and two passengers killed . Aircraftdestroyed. Suspect inadvertent f l ight into instrument fl ight conditions. Witnesses state area wascovered with fog at t ime of accident. Pilot wasnot helicopter instrument qualified.L-20A STRUCK SNOWBANK during final approach. Incident damage to right main landinggear. No injuries.H-21C LANDED SHORT of end of taxiway. Helicopter was last aircraft in f l ight of 20 H-21 sMajor damage to left vee brace on main gear,firewall, and keel. No injuries . Blowing dustfrom other aircraft caused reduced visibility.L-20A ENGINE FAILED during flight, thenstarted with extreme vibration at reduced throttle .Increased throttle caused engine to fail repeatedly. Power was reduced and ai rcraft completedforced landing with no structural damage. Con -necting rod of No. 2 cylinder found broken intwo places . Action of engine on broken partscaused damage to cylinder skirt, piston, wristpin, and crank case.L-20 STRUCK JEEP while taxiing. Incident dam -age to left elevator . No injuries .


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L23 SEMINOLE H37 MOJ VEL-23E LOST OIL PRESSURE in No . 1 engine dur ing instrument f l ight . Aircraft declared emer gency and was given GCA approach . Oi I pres sure continued steady decrease until low l imitred line was reached one mile out on final. Pro peller was feathered and aircraft landed withoutincident. Suspect oi I breather system fi lied withice, was unable to vent condensation . Weather- 12 0 F at fl ight level of 6,000 feet considereda factor .H-23D LANDED HARD during practice autorotation. Main rotor flexed into tail boom. Majordamage to main rotor blade tail boom aft tailrotor drive shaft tail rotor assembly bubbleand other minor components . No injuries. Blueturnbuckle of tail rotor control cable piercedbubble and passed through cockpit narrowlymissing instructor pilot.H-23D ENGINE FAILED during landing ap proach . Aircraft completed forced landing withno damage . Excessive metal fi l ings found inengine and transmission screens, and enginesump .L-19E OVERTURNED due to excessive brakingfollowing loss of directional control. Major dam age to both wings left stabilizer rudder propeller and cowling .L-19A CAUGHT FI RE during engine start . Engine was over-primed causing carburetor toflood. Ai rscoop and carburetor fi Iter burned .Incident damage. No injuries .H-13H STRUCK GROUND during attemptedpower recovery from practice autorotation. Majordamage to main rotor transmission skids tailassembly and bubble . No injuries.

Cl CARIBOU H 19 CHICKASL-23D CRASHED after reporting rough engineduring I FR fl ight. Pi lot and copi lot ki lied . Ai rcraft destroyed. Cause undetermined pendinginvestigation.AO-l C NOSE WHEEL TI RE BLOWN during landing. Incident damage . No injuries.H ...21C EMITTED FIRE AND SMOKE from enginecompartment during test f l ight . Aircraft com pleted forced landing with no damage. Genera tor overheated causing generator seal to fail.H-13 ENGINE FAILED during test f l ight . Mainrotor blades struck telephone wires during autorotation into narrow street. Aircraft landed inlevel attitude with great force . Both skids collapsed . Bubble broken . Console smashed andmain rotor blades bent. Pilot and crewchiefhospitalized for observation . Extent of injuriesunknown .RL-26D SETTLED AFTER TAKEOFF, while gearwas cycling. Aircraft settled on belly and radarantennas bouncing left main gear into nacelle .Actuator was broken and nacelle skin torn . Leftgear then locked down and aircraft bounced oni t again before becoming airborne. Landing wascompleted without further damage . No injuries .H-21C HYDRAULIC RESERVOIR COVER cameoff in f l ight and struck aft rotor blade . Incidentdamage to rotor blade.HU-1A TAIL ROTOR FAILED during landingapproach. Pilot added power to continue f l ightto where running landing could be made . Enginefailed and aircraft was autorotated into ricepaddy with no damage . Tail rotor pitch controlmechanism failed. Cause of engine failure un determined pending analysis.


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HEALTH, most of us willagree is our most priceless asset and today s medicalresearchers are discoveringthat it is far easier to show aman how to stay healthy thanto help him regain his healthafter it has been lost.For this reason researchershave been concentrating of lateon preventive therapy. To thisend scientists in universitiesclinics and research foundations have been seeking to discover the most effective meansof staying healthy. Their findings make it clearer than everthat, when it comes to health an ounce of preventive medicineis worth a pound of therapy.Recent discoveries of factorscontributing to good health addup to a most effective-and economical-form of insurance foryou and your family. Here aresome of the most significantthings they ve discovered:26

John E Gibson

1 How much exercise andwhat kind do you need to stayhealthy?t is a fact that a certainamount of exercise is necessaryto good health, and it is alsowell established that too muchor too violent exercise can beworse than not enough. Mostpeople-particularly sedentary

workers - don t get eitherenough physical activity orenough of the right kind.Desk workers fall into oneor the other of two categories:Those who seldom take anyexercise at all (they drive towork drive home eat, sit andwatch TV or bury themselvesin a book or magazine or driveto a movie where they sit and

watch the picture and on aweekend they ll likely take aSunday drive). Those who sitfive days a week at a deskwith an occasional walk to thewater cooler-and then crowdthe weekend with such a roundof strenuous and unaccustomedexercise that they overtaxthemselves building up cumulative fatigue that lowers physical resistance and actuallyleaves them less fit than whenthey left the office.To find out just how muchand what kind of exercise aperson needs to keep healthy,Dr. Laurence E. Morehouseprofessor of physical educationat the University of SouthernCalifornia has conducted an ex-

hism ticle 1 S eplint ed by pemission of th e author Mr, J ohn E .Gibson and Family Circ e l\l agazine.


29/52

tensive study. His findingsshow that two 10-minute sessions a week of the proper exercise can keep the average adultin good physical condition.He emphasizes, however, thatthis does not mean 20 minutesa week of toe touching, kneebends, arm waving, and othertraditional setting-up exercises.Bending over and touching thetoes, he points out, actuallydoes more harm than good.This is because such exercisestretches the back muscles, already stretched to flabbinessby sitting down.Here is a home exercise program that Dr. Morehouse'sstudies show to be most effective.Vigorous warmup exercisefor several minutes, such asrunning in place. This will buildup endurance.Stretching exercise for neckand back of neck.Abdominal toning exercise,

such as slow leg raising froma supine position.Arm and shoulder exercise,

such as pushups from floor,wall, or table.2. How much sleep do youneed?Although some people canget along on less, the averageperson will be healthier andlonger-lived if he gets his fulleight hours. In a wide-scalesurvey conducted by the LifeExtension Institute, investigators asked thousands of menand women who had lived to ahearty old age about theirmode of living.The examiners found thatsleep was the most commondenominator. So me drank,others never touched alcohol.

Some smoked, others didn't.Some worked hard all theirlives, others took it easier. Butall saw to it that they gotenough sleep, usually the traditional eight hours, all throughlife.Enough sleep for you willdepend to a large extent onwhat you do for a living. Colgate University studies have


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FEBRUARY 1962

shown, for example, that mental workers require appreciablymore sleep than the man whoearns his living with his muscles. This is because it takesa longer time to replenish thenervous energy expended bybrainwork.And tests showed that werecuperate quickest from fatigue tha is purely physical.Chronic worriers, on the otherhand, are likely to wake uptired no matter how much sleepthey get, for they squandermental and nervous energiesfaster than sleep can restore it.3. What is the healthiestdiet?

A well-rounded diet that ishigh in meat, fish, or other protein. A Pennsylvania State College health survey of hundredsof men and women showed conclusively that those of the

group who ate the most meatmade the highest all-roundhealth scores. Other nutritional investigations have similarly shown that a high-proteindiet pays the biggest dividendsin terms of physical fitness andgeneral health.4. What is the most important meal of the day?The one you eat when youget up in the morning. Studieshave shown that a skimpybreakfast can sabotage yourhealth, ruin your disposition,and seriously impair yO ur dailyefficiency.Indeed, to do a half day'swork O n an almost empty stomach puts two strikes againstyou so far as physical fitness isconcerned; this practice lowersbody resistance and renders youmuch more subject to deficiencydiseases. Besides, studies show

tha you can't make up foran inadequate breakfast by eating extra amounts at lunch anddinner.A sub s t n t i a breakfast,Mayo Clinic researchers havefound, lays the basis for ahealthy life. This should befollowed by a light lunch anda leisurely dinner. Doctorsagree that one of the primecauses of indigestion and resultant stomach disorders is eatingunder conditions of hurry andexcitement.5. What about mental hygiene?

This is far more importantthan mO'st people realize. Forauthorities estimate that wellover 50 percent of our physicalcomplaints are emotionally induced. Investigators at theMonroe Clinic at Monroe, Wisconsin, made a I5-year study ofthis matter. Their findings maysurprise you. Here is a list ofsome of the common symptomsof which people complain. Opposite each is the percentageof times physicians found thecomplaint to be emotionally induced:Pain in back of neck____ 75Ulcer like pain __________ 50Gall-bladder like pain ____ 50Dizziness _______________ 80 Skin rash ______________ 30Gas ___________________ 90Headaches _____________ 80 Constipation ___________ 70Tiredness _____________ 90

6. What part does worry playin health?Studies show conclusivelythat nothing saps health andphysical resistance more thanworry. You can eliminate mostgroundless worries - particularly about the state of yourhealth. If you suspect something is physically wrong withyou, arrange for a medicalcheckup at once. The odds arebetter than even that your


31/52

fears are groundless.And if they're not, knowingthe facts gives you a chance todo something about whatevermay be wrong. Millions of persons have worried themselvessick Gver fancied ailmentswhich a simple examinationWGuid have shown they did nothave.So far as your other worriesand anxieties are concerned, auniversity study has shownthat 40 percent of them areover things that never happen,30 percent over things in thepast, 22 percent over pettytrifles-leaving only 8 percentof any CGnsequence.Take a careful inventory ofthe things you worry about.Jot each one down Gn a separate piece of paper and sortthem into the above categories.If you're like most people, YGu llfind that more than 90 percentof your worries have no justification.

7. What is the best way todeal with the emotional tensions, frustrations and guiltfeelings that make us feel underpar?One of the most effectiveformulas ever devised was developed by the late Dr. E. J.Kepler of the Mayo Clinic. Dr.Kepler observed the effects Gfvarious forms of therapy onhundreds of patients who,though they had nothing or

ganically wrong with them, suffered frGm various aches andpains, felt chrGnically fatigued,and had lost the zest fGr lifethat goes with good health. Hesucceeded in determining theonly means of treatment thatthe clinic found completely successful.Diagnosis showed that eachGf the sufferers without physical cause was leading an unbalanced life. The prescription:Each patient was instructed toadjust his personal life care-

fully so that it was equally influenced by four things-work,play, love, worship devotion tosomething greater than oneself). Each of these influenceswas to be equally dominant.Where this rule was fol

lowed, case histories show noinstance where chronic symptoms failed to disappear completely. Also, Dr. Kepler's records show no case when achronic-fatigue sufferer's lifewas not decidedly lacking inbalance. More often than not,at least one of the four factorswas almost entirely absentfrom the lives of the chronically fatigued.

8. Is it important to keepbusy?Studies conducted by theUniversity of Chicago showthat people who keep the busiest are the ones who. stay thehealthiest. This finding has

been borne out by other investigatiGns. Indeed, psychologistshave fGund that the individualwho doesn't keep busy, who. hastoo. much time on his hands,tends to deteriorate fastest-mentally as well as physically.His resistance to disease isIGwer. If he doesn't developactual physical ailments, he'slikely to imagine that he dGesand suffer the aches and painsand general poor health ofthe hypochGndriac. Why? It'ssimply a matter of morale.Doctors agree that morale isa key factor in health - andnothing saps it faster than idleness or nonproductive activity.Says Dr. David H. Fink, psychiatrist: Evidence all up anddown the line bears out the factthat leading an active and busylife is Gne of the best forms ofhealth insurance. It is oftensaid that a machine will rustquicker than it will wear out.This is even truer of a man.

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ECENTLY I HAD an opportunity to see how anArmy Accident InvestigationBoard pursued the task of investigating an aircraft accidentwhich had resulted in two fa-talities. I was shocked t learnthat the board had not met norvisited the wreckage until afterthe deceased were buried threedays later. It was easy to seethat this unit had a pretty poorprior plan for accident investigation.The purpose of this articleis not to comprehensively relate how to investigate aircraft30

Lieutenant Orin D Plooster

accidents but to emphasize theimportance of what should bedone prior to an accident andimmediately after an accidentoccurs.All aircraft accidents nomatter how minor must be investigated. This investigationis not conducted just to deter-mine

Army Aviation Digest - Feb 1962

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Transcript of Army Aviation Digest - Feb 1962