Army Aviation Digest - Mar 1961

8/12/2019 Army Aviation Digest - Mar 1961

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DIGESTEDITO RI L STAFFCAPT JOSEPH H POOLEFRED M MONTGOMERYRICHARD K TIERNEYDI N G WI LL I M S

MARCH 1961VO LUME 7NUMBER 3

CHOPPERS AWEIGH, Lt Robert D. Stachel, Inf .YOU AND THE URNEW WING STOWAGE KIT FOR L-19 IRCRAFT,Lt Frank H. Hammond, III, Armor .A 0 JRATED I FANTRYMAN LOOK AT ARMY AVIATION,Col G. Harry Huppert, Inf. .HOW TO EAR 100 THE H RD WAY, Ed L. DunnavantTWXINDUCTION Y TEM I E, John T. Neher .FLIGHT HAZARD FROM ICING .TEAM FROM THE COFFEE CUP ,L t Raleigh R. Meyer, Jr., ArtyMEMO FROM FLIGHT URGEON, Capt Robert L. Troske, MCTRY IT DRY, Maj Pierce L. Wiggin, AFResWHILE ON FIRM GROUND

RASH SEN E .

710121612021242523033FORT LEE OFFERS AIRCRAFT REFUELING EMINARREADY IN TRAI I G AND EQUIPMENT . In ide BackBack Cover

SUBJECT:

TO:

HEADQUARTERS THIRD UNITED STATES ARMYOFFICE OF THE COMMANDING GENERAL

FORT MCPHERSON GEORGIA

18 January 1961

Inst i tute of Aero-Space Science Award

Com.m.anding GeneralFor t Rucker, Alabam.a

1 It was with cons iderable pleasure and pr ide in the UnitedSta tes Arm.y that I learned that the Com.bat Developm.ents Of ficeof the Arm.y Aviation School has been designated to receive theGrover E . Bell Award, presented by the Inst i tute of Aero-SpaceScience for outstanding work in aircraf t developm.ent.

2. The m.ost significant thing about this recognit ion of Arm.yAviation i s that the award was earned through profess ional thoughtand effort on the of soldiers who were thinking ser iously anddeeply about the i r profes sion ra the r than hiring som.eone else todo the i r thinking for them.. This also highlights som.e of the greatvalues that can be obtained when our personnel think deeply aboutthe i r work and m.ake known the good ideas that they do have.

3. Every officer and soldier or other em.ployee who contribut e dto the earning of this award has m.y s ince res t corn.rn.endation anddeepes t appreciat ion for his achievem.ent.

Lieutenant Gene ra l , USAC orn.rn.anding

U. S. ARMY .-\ VIATION SCHOOLMaj Gen Ernest F. EasterbrookCommandantCol Delk 1 .1. OdenAssistant CommandantCol 'Warren R. Williams , Jr.Deputy Asst Commandant

SCHOOL STAFFCol Robert H. SchulzDirector of Instruc tiunCol Allen M Burdett, Jr.Combat De'velopme1'lt OfficeLt Col C. E. LawrenceCO, USAAVNS RegimentLt Col Julius E. Clark, Jr. ecretary

DEPAHTMENTSCol Oliver J. HelmuthRotary WingCol M. H. ParsonTact icsLt Col John W. OswaltAd'vanced F ixed W i llULt Col Harry J. KernMa intenanceLt Col John R RiddlePnulicat'ioru; f.L Ild

Non nesident /uslructio'ttLt Col G. Wilfred JaubertP'rimf.L1Y Fixed Win

rhe u ARMY AVIATIO ' DIGE. T ian official pu b li cation of the Department ofthe Army published monthly ullcler the~ ~ ~ ~ ~ ~ i o n c ? l ~ i ~ e Commandant, U. S. Army

T he mi sion of the U. S. ARMY AVIATION DIGE T is to provide information ofan operational or functional nature concern .ing. s.afety a ~ d airc r aft accident prevention .tram 109, main tenance, operation , researchand development . aviation mediCIne andother relat d data.Manu , crip , photograph. and other illus~ r a t i o n s pertaining to the abo\' e ubject ofIIlte rest to per onnel concerned wi t hArm vAviation are invited. Direct communi( atioilis authorized to: Editor -in -Chief U. .AR_My AVIATION DIG ES'1', U. . ArmyAVI ltlon chool,. /< or.t ~ u c k e r Alahama.Un less otherwl IndIcated, material inthe U AR MY AVIA rION DIGE 1 maybe reprinted provided credit i given to theU . . ARi'llY A VL\ l ION DIGE 1 and tothe author.The printing of this publi cation lIa beenapproved by the Director of the Bureau ofthe Budget , 22 De cember ] 95H i ews _eXIJres. ed in thi magazine a r e notno co sanly of the Department of theArmy or of ~ h e U Army Aviation


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CHOPPERSAWEIGH

All facts, diagrams, and re-search for this article are based'lipan the draft Training Text1- ), Helicopter Operations fromHel copter Carriers, which hasbeen submitted to U. S. Continen-tal Army Command for approval.

Lt Stachel is a member of theGeneral Support Platoon of the10Ist Aviation Company.

Lieutenant Robert D Stachel Inf

LAST SUMMER A GROUP of32 Army Aviators, flyingeach type of utility and, transport helicopter in the Army tday, became the first Armypilots to receive U S. Navyqualification as carrier helicop-ter pilots. Much more thanjust another first for ArmyAviation, this qualification rep-

resents the beginning of a newconcept in m p h i b i o u ~ operations.Presently, a normal amphibious operation is designed t

hit an aggressor at a preselected point in his defensivesystem. To accomplish thissuccessfully, however, a highdegree of mobility and flexibil-1


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MARCH 1961

A task force commander s capabilities are increased with carrierborne choppersity is required to achieve surprise and simultaneously get atoe-hold on the beach.

The main drawback of anamphibious assault, as experienced in World War II s Normandy Invasion, Guadalcanal,and other amphibious. assaults,was the relatively slow andcostly build-up of a combatforce on the beach, from a comparative handful of men to asufficient force for striking inland.

Under enemy fire, counterattacks, and aerial bombardment, this build-up of strengthand supplies took many hoursand in some cases days to accomplish. As a result, theseoperations were more costly inhuman life than virtually anyother type action in WorldWar II.The use of an airborne forcein support of an amphibiousoperation is not new. The airborne divisions proved theirworth during the European in-2

vasion. While much of theirtactical unit integrity was lostafter the drops, the shock action and the surprise elementwere achieved decisively. Withthe addition of helicopters tan amphibious operation, manypossibilities for greater flexibility and mobility presentthemselves.

By using transport helicopters llj an amphibious operation, the task force commanderwould have speed and flexibility significantly greater thanwater or ground transportation. He would also have thecapability of fast shuttle-runsfor more troops and equipment.

CLEAR TO LAUNCH During ground training at FortBragg, N. C., an H-34 helicopter is cleared for launchingfrom the simulated deck of a carrier during a signal practicesession


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Practice

makes perfect

In addition the capability ofthe helicopter to take o.n anddischarge troops and cargofrom a ho.ver in inaccessibleareas eliminates the immediateneed fo.r a landing strip inland.Further, the helicopter hasproved safe at Io.W altitudes. I tcan take advantage of the natural terrain and vegeta ionwithin the aggressor area toshield itself from view.Lastly the cho.Pper can operate from all types of aircraftcarriers, or from simple platforms on or alongside amphibious ships. It ca.n operate under low ceiling and reduced visibility and during times whenthe surf condition prohibits theuse of landing craft.However the helicopter hasdefinite limitations in such anoperation.A few of these limitations

include vulnerability to smallarms fire reduced lifting ca;pacity under high density alti- .tude conditions engine and rO o.to.r no.ise dust blo.wn up at ahover and the need fo.r accurate weight and balance computation.

With these capabilities andlimitations in mind let's lookat a few of the missions towhich the helico.pter airmobileforce might be assigned. Tactically the airmobile force couldattack the principal enemy pO -sition ~ o m the rear, flanks orall three simultaneously. Itcould also isolate an enemy p0sition by seizing key terrain.Further, it is capable O f diverting enemy attention fromthe main effort exploit ing atactical success transportingand picking up patrols deep inenemy territory, or giving

CHOPPERS A WEIGHadded mobility to the reserveelement or counterattackingforces.

The helicopters could be utilized administratively for aerialresupply aeromedical evacuation emergency wire layingand radio. relay evacuation ofprisoners of war, and transportfo.r liaison visits.

HELICOPTER C RRIERSNormally aircraft carriersused for helicopter ship-to

shore movement will be of theUSS Essex class. This type ofcarrier has an 880-foot flightdeck which can vary from 50to 150 feet in width, dependingupon whether it ha s the axialor angled flight deck.

Hangar space for 26 to 28H-34 and 6 H-37 helicopters isprovided in the second bay ofthe three-bay hangar deck.The first bay is capable ofholding from 1 500 to 1 800

troops if they utilize their airmattresses for sleeping. Permanent billeting space is inadequate. Cargo. and suppliesfor the operation can be contained in Hangar Bay No.3.

In addition to the troopsfrom 60.to 70 helico.pter-transportable vehicles can be placedaft of the control island onthe flight decl


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MARCH 1961

Fig. 1. Basic I plane sectionThe grO UP O f 32 Army AviatO rs, which were the first

to becO me carrier qualified,trained fO r three weeks at FO rtBragg, N. C., in the fO rmatiO ns,traffic patterns, and cO mmunicatiO n necessary fO r the actualqualificatiO n which tO O k placeduring their fO urth and finalweek O f training.FO rmatiO ns are similar tothe standard Army aircraftfO rmatiO ns, but there are sO meimportant differences. The bas

ic tactical unit cO nsists O f thetwo - plane sectiO n with theleader nO rmally designated asthe No. 1 aircraft and thewingman as No.2. The wingman may fly to either the leftO r right rear O f the leader, depending UPO n his instructiO ns(see fig. 1 .The three-plane sectiO n, usedfrequently by the Army, is

rarely used in carrier O peratiO ns fO r O ther than parade oradministrative missiO ns.When twO O r mO re sectiO nsare tO gether fO r a missiO n, theybecO me a divisiO n. Naval experience has fO und that thetwO -sectiO n, fO ur-plane divisiO nis the best tactical formationfO r contrO l, flexibility, andera iO n frO m carriers.In this fO rmatiO n, the leaderO f the secO nd sectiO n flies 30-35 to the rear O f the divisiO n

leader and O PPO site the side ofthe divisiO n leader s wingman.The secO nd section s spacingshO uld be sufficient to allO wthe divisiO n leader s wingmanfreedO m of mO vement to eitherechelO n position. Figure 2ashO WS the second sectiO n O n theright (heavy right and figure2b, the secO nd sectiO n O n theleft (heavy left .AnO ther type O f divisiO n iscompO sed O f two three-planesections. Its fO rmation is basi-

Fig. 2. Four plane division formation

A. T CTIC L HE VY RIGHT.

8. TACTICAL HE VY L T .


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ISO FEET ALTITUDEAND 6 KNOT AIRSPEEDON DOWNWIND LEG I II II I': T ~9 DEGREEPOSITION

,J/ i r : ~ M- - - - - - / I

U: l 'I II

-7(-7(.. ~ - - - - - - - - -

~ 7

~ D~

~D

4 ,h AIRCRAFTBREAKS AWAY HERE

3d AIRCRAFTBREAKS AWAY HERE

~ 2d AIRCRAFTBREAKS AWAY HERE>t DIVISION LEADERBREAKS AWAY HERE

>tD

3 fEET ALTITUDE ANDNORMAL CRUISING SPEED

Traffic paHern for F LP field carrier landing practice)cally a column of vees, but, likethe three-plane section, thisdi vision is rarely used exceptfor parade or administrativemissions.

For amphibious assault operations, the airmobile forceuses the four-plane division almost exclusively. For example,if all 28 of the H-34s are flyable for the assault mission,seven divisions would make upthe airmobile assault wave under the control of a wave leader.Basically, all arm and handsignals for the formationsand their subsequent inflightchanges are the same as thoseused by the Army. The responsibilities of the division and

section leaders are also thesame to their aircraft and men.L UNCHING ND L NDING

Without going into extremedetail, it suffices to say thatsingular launching of the helicopters from the carrier isstandard. The launch intervalis from 10 to 30 seconds. Aftera division has been launched,the leader signals for a rendezvous of his aircraft.Upon approaching the carrier for landing, the divisionleader will receive either aDelta signal, which means tobegin a holding pattern off aspecific quarter of the ship; orhe will receive a Charlie sig-

CHOPPERS AWEIGHnal, which indicates that heand his division will break upand enter the landing pattern.The traffic pattern for carriers is more an elliptical racetrack pattern than the rectangular pattern flown by theArmy. It is flown constantlyto the left.

RENDEZVOUS PRO EDUREWhen the division leader desires to rendezvous his aircraftafter leaving the carrier, hesignals his wingman and theother aircraft in the trail formation by rocking his aircraftup and down along it s, longitudinal axis and then executing

a 1800 turn.Each aircraft of the divisioncontinues its original courseuntil the division leader approaches to approximately 45 0to either side of it. Each, insequence, begins a turn towardthe leader. As a safety factor,the rate of closure is stoppedat approximately 200 feet fromthe formation. Then the aircraft move into.proper position.Upon returning to the carrier from a mission, the division leader will signal for acarrier-type formation breakup. After placing his wingmanin the echelon position oppositefrom the direction of his break,he signals for the breakup byrocking his aircraft from sideto side.

He then executes a 0 to1800 turn away from his wingman. After waiting from 5 to10 seconds, each aircraft, inturn, follows the aircraft infront of him. This time interval allows for 300-500 feet ofspacing between aircraft, andprovides the proper spacing forcarrier landings.In summary, an Army helicopter airmobile force couldgreatly relieve aggressor pressure on an amphibious assault

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45-SECOND POSITION

AIICIAn

/30-SECOHD POSITIOHOF HI. 1 AIICIAn. IS-SECOHD PosmONOf HI. I AIICIAn

' , OF HI . 2 AIICIAn./........ - ... IS-SECOHD PosmOH* t 20-SECOHD posmOHA \ ., I] OF HI. 3 AIICIAn.\ .-1 \ :t( PosmOH OF NI. I AllCIAnA L - - - - - - - - - ~ k : ~ - - - - - - - - : - , \ 1 Af tHE SfAIf OF IfNDEZVOUSlO-SECOHD PosmOHOIHUP OF All. AIICIAFt

IS COMPUtED IN 60SECONDS .

J:i2U;.HI. l AIICIAnSHOUl.D COMPun JOIHUPIN 4S SECONDS AHD HI . 4AIICIAn SHOUl.D COMPl. 1JOIHUP IN 60 SECONDS 01Af 'HI COMPlnlON OF tHI

, OF HI . 4 AIICIAnPosmOH OF NI . 2:t( AIICIAn At 'HI SfAlf/ 1 OF IfHDEZVOUS 10SECONDS BEHIHD NI. I '110 tUIN.

Four-plane division formation rendezvous and joinup procedurewith separation between aircraft of 10 secondsPOSIIION Of NI. 1:t( AIIClAn Af fHE Sf AI'/ 1 OF IfNDEZVOUS 00SECONDS BEHIHD NI .2'.

force as it hits the beach, andinitially resupply all elementso.f the attacking fo.rce fasterand more efficiently than previo.US methods.

co.mplished rapidly and ingro.ups large enough to sustaina carrierbo.rne helicopter as- 1< PosmON Of NI . 4AIICIAn 10 SECONDSIEHIHD HI . 3' .sault force. ' success. By utilizing his helico.pters in an amphibio.us assault, a task fQrce co.mmanderhas all three capabilities simultaneously at his disposal. D

. Training Army Aviators fo.rcarrier o.perations is not aneasy task, but it can be ac-

In sho.rt, mobility, flexibility,and efficiency o.f resupply havebeco.me, since the inventio.n ofthe A-bomb, keys to tactical

Helicopters Fly I R in laskaATC CLEARS Army Helico.pter 62155 VFRto. the Anchorage Lo.W Frequency Range. Report o.ver the Range fQr IFR clearance. Over.A crew of fo.ur nQsed the big red and whitewhirlybird into the gray, cold, snQw-swept sky.

Minutes later the crew acknowledged its IFRclearance and slipped into. the misty whiteclo.uds.With this clearance, instrument flight byArmy helicQpter became a reality in Alaska.The date: 10 Jan 1961.The Army helicopters of the 80th TransPo.rtatio.n Company, Fort Richardson, may nowparticipate in the same in the soup flyingthat was once restricted to fixed .wing and co.m-mercial aircraft.Fro.m the military standpoint and within6

the limited capabilities of the present equipment, flights that heretofore had to be cancelled due to. low ceilings or marginal weatherco.nditio.ns may be safely conducted under instrument conditions in accordance with therules and regulations as pro.vided by the FAAand Army regulations.The responsibility for the safe, effectiveco.mpletio.n Qf any flight, VFR o.r IFR, rests withthe pilo.t, who. bases his decision on his trainedability. This is particularly true here in thefar north where navigation facilities are limited, and the northern lights play ho.b withthe radio..The helicopter gauge cagers o.f the 80thhave their wQrk cut Qut fQr them. This is theirbeginning.


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Y UA DOOR SWINGS open inflight the oil pressuregauge kicks up . . . an unexplained number of flameoutsoccur in a new aircraftservo system failure causesforced landing. How manyDRs were submitted Too few.Or none.Shortly after takeoff r o ~ a

nd thBolivian airport high in theAndes the pilot of an L-23 experienced trouble nd at-tempted a forced landing. Theaircraft crashed and burnedwith two passengers aboard.In the accident investigation itwas revealed that the engineoil pressure gauge in the aircraft was not working proper-

UIIy . . . and had .not been forsome time. Yet no DR had beensubmitted .The flight manual is veryspecific: in the L-23 the enginewill be shut down within 30

Prepared by the U S rmyBoard for viation Accident Re-search

1


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MARCH 1961seconds if the oil pressure isnot up t operating minimums.Although the malfunctioninggauge is suspect in this accident, fatal to three, TMC in St.Louis had no word of the problem.So the hard sell is on to pressure pilots to be more liberal intheir use of the UR.So what's the point Mac?growls the pilot to the mainte-nance man, "I submit a UR onthis servo system, and whathappens? I'll tell you what happens: nothing "

If the maintenance officerhad the time, was in the moodand in the know, he could explain a few facts of life to skeptical Sam. Every UR is heeded.de a y TMC acknowledgesthem all with a postcard, atleast, and immediate consideration is given the problem. Shortstaffs do cause backlogs, however, and delay.The Unsatisfactory ReportDigest, dated August 1960, atechnical bulletin, is mightythick proof that URs are notonly acted upon but result insafer flying machines. Thepurpose of the bulletin asstated: "This technical bulletinis to disseminate to all ArmyAviation field activities the results of investigations initiatedbecause of unsatisfactory con- 'ditions reported on DD Form1275. Clear enough? Thepages contain actual case histories of action taken to correct

malfunctions, handbook instructions, or techniques.As vital as the UR hasproven to be to the future oftop operational Army aircraft,still too few are submitted, andthe ones written up are ofteninadequate. Often too, the request for follow-up information is not forthcoming or istoo slow to be of real aid.

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The modification of an aircraft to rid it of unsafe flightcharacteristics is one of themost concrete steps that can betaken in this business of accident prevention.AR 700-41 clearly states thecase for submitting URs andspells out the persons responsible for doing so:"The importance of accuratepreparation and prompt submission of this report cannot beoveremphasized, as unsatisfactory conditions frequently af-fect safety of flight as well asthe efficient accomplishment ofassigned missions.A great deal of misinformation is abroad as to who can orshould submit a UR. Often itis considered t be only withinthe maintenance province butthis is not so. Second para-graph of the AR 700-41 says:"An individual detecting an unsatisfactory condition is responsible for submission of acomplete report on that deficiency. Reports will be submitted by military personnel,

civilians employed by the Armyor persons in any way connected with equipment or materialinvolved, either under contractor otherwise.E MORE SPE IFI

"But just what good do theseURs do? Be more specific,storms the impatient pilot inthe field, faced with a suspectplane, miles from headquar-ters, and who feels that paperwork upon paperwork is justfor the burning.Following four crash factsmessages indicating accidentscaused by faulty primers on theL-19, USABAAR submitted aUR and the primer was modified t prevent flooding the engine when the auxiliary fuelpump was in operation.

On the justification of 19DRs, the exhaust valve on theL-23 was improved. Followingan engineering change proposal study, needled by 14 URs,the materials for the tappetbody and plunger assemblywere also strengthened on the23.These might be consideredexamples of the plus side ofthe picture but what about theminus?

I t takes concrete criticism,not hearsay, to spark engineering changes in airplanes. Hereis the rub. A recent reportsent to DSABAAR from TMCpoints up the delay that arisesfrom contradictory DRs, misleading URs, or no DRs at all.Often they say, it is necessaryto contact the reporting activity and request additional information or clarification. Youlose valuable time here.

WIN OWS P P OUTA few cases involving theH-34 point up the confusionthat exists. Several crash facts

messages were received citingloss of cockpit sliding windowsin flight. In addition to this,one activity reported by telephone that four more slidingwindows fell out while the aircraft were still on the ground.I t was stated by phone that ineach of these instances the corrective modification instructions in the tech manuals hadbeen compiled with . This isimportant, for the TM had beenchanged t prevent this trouble.As of the last report, twoformal DRs had been received.Messages from headquartersto outfits requesting DRs andphotos on window failures havenot been acknowledged. Fur-thermore the two DRs thatwere received stated that thehelicopters were returned to


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service after compliance withthe change in the manual. Soconfusion is compounded.But such incidents continue.A crash facts message was received a year ago citing clamshell door damage on the H-34.It was reported that the clamshell doors opened in flight andwere bent beyond repair. Thecause was attributed to a doorlatch malfunction. However,no additional information hasyet been received by the authorities to rule out eithermaintenance error or materielfailure. So once again a possible fix is left hanging fire because URs were not submittedfrom the field or from unitsflying these aircraft regularlyenough to detect recurringtrouble.A crash facts message wasreceived citing failure of a hosein the primary servo systemwhich resulted in a forced landing, but no UR was forthcoming. An inflight engine failurewas reported; when TMC requested pertinent questions beanswered to determine thecause of the failure, no furtherinformation was sent.These are but a few samplesof the abuse of AR 700-41 thatstates URs will be submittedreporting materiel deficiency.WHEN WHAT WHEREN ow for the URs that areturned in. Unless they are

complete, detailed, and factualthey are of little value. It isimperative to the people studying engineer change proposalsthat they be furnished all thefacts available in strict accordance with the applicable AR.Any delay encountered whileprocessing these reports ismagnified when bits and piecesof the information needed forproper evaluation are missing.And bits and pieces are continually being left out. What inparticular ? Us ually the descriptIon fails to give everything needed in fullest detail.Often missing are the serialnumber of the part and the

time on the component so thatfatigue factors can be considered. Too often the manufacturer s name is missing, or thelast overhaul agency is notlisted. Of course, many otheritems can be skipped, makingthe work of the people attempting to get at the heart of thematter well-nigh impossible.In filling out 1275 themost important section is stillthe description of how, why,when, and where the part failedor was suspected of malfunction. The cause should be speculated upon; the action takenlisted; any recommendationspertinent should be made; disposition of the part given; andfinally, any remarks that willthrow light on the subjectshould be listed.

YOU AND THE URFLAMEOUTS

A hard sell for the proper, UR is vital when new aircraftare being introduced into thesystem. Rumor of bad performance only inflames theproblem and does nothing tocorrect an already uneasy situation.

By word of mouth, pilotsheard that flameout3 were occurring in the HU-1A. A thorough inquiry was made and itwas learned that nearly 100flameouts - many on start -had been experienced in theHU-IA, but less than a dozenURs had been submitted. Thepilots didn t consider it important, but the Lycoming people,who are re-studying their system, do.

With the Mohawk and Caribou due to arrive at commandsaround the world soon, everyeffort should be made to keeptrack of their flying characteristics, so that techniques offlying can be properly taughtand engineering changes madewhen necessary.By mid -1962, the Armyshould have the HU-IB and Dmodels, as well as the Chinookto fly. So aviation commands,with special attention t fieldunits, will be asked to keep aclose watch on performance.It is the operational performance that is the payoff in anyArmy aircraft.

Are You Being ShortchangedAre you getting sufficient copies of theDIGEST in your uRit? If not, get a DA Form12 and -4 of the series and request what youneed from your local AG publications officer.If you're being shortchanged, find out why. Thequantity printed is based on the quantity yourequest

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Straps passed under fuselageand fastened to bomb shackleso each wing prevent verticalwing movement in transit. Viewbelow shows tailwheel tiedownassembly.

ew Wing Stowag

Lieutenant Frank H Hammond III Armor

ANEW METHOD of loadingL-19s for transporting byAir Force carriers has been developed by the 82d Avn Bn atFort Bragg, N. C Previously,loading these aircraft consisted of removing the wings andplacing them in bulky crates.For greater ease in handling

and speed, a new method wasdevised. This entails fasteningthe wings t the side of thefuselage by use of supports at-tached at the lift handles andrear float attaching sta ion.These supports are called wingstowage kits.These kits were fabricatedby the Post Ordnance Shops.Total cost for 10 kits, includinglabor, was 660. The materialsused were 10 gauge sheetsteel, 3/ 8 brass rod, mattedfelt, and minor steel membersfor bracing.The ave'rage total time forreadying the aircraft for loading is 4 hours; the majority ofthis time is consumed by theremoval of the wings. Only afew minutes are required to at-tach the kit to the fuselage.Another 4 hours' time is required for flight readiness af-ter shipment, with again thewings consuming the majorityof this time.

Compare this with the cratemethod where each wing andthe fuselage require separatecrating. Uncrating and assembly require more time due tothe bulkiness and weight involved. Up t two days arespent in shipment readiness.Once the aircraft has beenmade ready, movement is easily done by normal ground procedures. The brakes are lockedonce inside the transport bysliding the right side wing tothe rear in order to open thedoor, then replacing the wingin its fastened position. Sincethe C-124 (so far, the only AirForce carrier used) has a divided loading ramp, lifting andpushing are required for trans-port loading. The C-130 has aflat ramp and would require nolifting.Only static trials have beenmade with the metal kits,. However, very similar models madeof reinforced plywood were successfully used in a trial flightby C-124 last fall from PopeAFB to Camp McCall, N. C A

Lieutenant Hammond was proj-ect offic er fo r testing this newloading method H e is with the82d Avn Co Abn Div), FortBragg N. C.


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s for L 19 Aircraft

planned move to laska thiswinter involving 82d irborneDivision elements will includeair transporting an L 19 by thismethod.

Right: close up view o wing-stowage arrangement n e rcockpit. Bottom: overall view.


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onrated InfantrymanLooks t rmy viation

Colonel G Harry Huppert InfHE INFANTRY believes in Army AviatiQn. Within the In-fantry there are mO re missiQns which require Army AviatiQnsupPO rt than in any Qther branch. The infantryman IQoks toArmy A viatiO n as a means to the end: clQsing with and destrQY-ing the enemy. Infantry units will be Qne of the greatest usersQf Army AviatiQn, be it Qn the training field Qf today Qr thebattlefield Qf tQmQrrQw.The missiQn Qf Army A viatiQn to the infantryman is the

same as that Qf Artillery and ArmQr: to sUPPQrt the grQund ef-fO rt in the accQmplishment Qf the assigned missiO n in the shQrtestspan Qf time with the least number O f casualties. TO accQmplishthis missiO n, sufficient aircraftQf the prO per types must beavailable within the infantrydivisiQn and the battle grO Up.The aircraft O rganic to the bat-tle grO UP must be capable O fliving with the infantrymanand Qf perfO rming the manyvaried missiQns which will begenerated. MissiQn versatilityflexibility, and resPO nsivenessto the grO und commander werefundamental principles uponwhich Army AviatiQn was or-ganized. These principles arestill valid and must be theguidepO sts fO r future ArmyA viatiQn develO pmental CQn-cepts.

We, the Infantry believethat the roles O f Army A via-tiQn, in support Qf the battlegrQUp, are encO mpassed in thefollO wing general functiQns:Colonel Huppert is assigned tothe Combat Developments OfficeFort B enning Ga The opinionsexpressed in this article do notnecessarily reflect those of theU. S. rmy Infantry School.


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Limited tactical troop liftcapability, including airmobileo p e r ~ t i o n s

Airborne fire support . Reconnaissance, s urveillance, and target acquisition(RESTA). Command, control, andliaison. Resupply nd medicalevacuation.From the Infantry point ofview, the majority of ArmyAviation effort in support ofthe battle group is within orover that area for which thebattle group is responsible.

Movement of troops, supplies,equipment, liaison officers, staffofficers, and commanders willabsorb the majority of thesorties flown. The remainingflights will be those airborneRESTA and fire support missions which can be accomplished from positions above,just forward of, or to the rearof friendly elements, and specific airmobile-type operations.

The Infantry has been a proponent of airmobile operationsfor a long time. Many of thetactics, techniques, and procedures pertaining to airmobileoperations have been developedat the Infantry School, in coordination with the AviationSchool. Even though nap-ofthe-earth flight techniques willbe utilized to substantially reduce aircraft vulnerability, airmobile operations will requiresimple but detailed planning.Proper flight routes must be selected by detailed map, ground,and aerial reconnaissance. Preplanned suppressive fires of artillery, tactical air, and Armyaircraft are required to ensurethat losses will be held to themInImum. Additionally, detailed tactical plans for a rapidground link-up must be devel-

INFANTRYMAN LOOKS AT ARMY ~ I T I O Noped to ensure the successfulexecution of most airmobile operations.Fire support is essential toinfantry operations. Army A viation can be a valuable adjunctto increasing this fire support.Army aircraft of the battlegroup, and within the infantrydivision, must have the capability of rapidly mounting quickattach / detach weapons kits foruse in an airborne fire supportrole. These airborne fire support functions can best be accomplished in repelling enemyattacking elements, when supporting friendly counterattacks, or when the aircraft assisting the assault echelons areoperating over forward movingfriendly troops. Also, fire support can be effectively accom-

plished from over our own linesagainst the enemy by use of astand off delivery capability.The Infantry believes that veryrarely will current or futureArmy aircraft of the relativelyslow flying type be capable ofoperating over enemy territoryto seek out targets of opportunity. We would like to seethis, but it is doubtful that anymodern enemy force would permit such operations.The battle group aircraft, theI i g h t observation helicopter(LOH) , must have the capability to effectively accomplishfire support missions. In addition to performing t i ~ important mission, the LOH alsomust be capable of performingother battle group aviation missions.

SS-11 for HU-1A is a quick aHach/detach weapon Hook 1) slides down track (i A ; clamp 2A) engagesrocket n groove 2) to support missile. SS-11 weighs 63pounds. Under ideal conditions one experienced man canattach one rocket to the launcher n about 1 minute but twoexperienced men are usually used and mount the six rocketsn about 2 minutes.


16/40

NATO M-60 machinegun can be attached or removed in afew seconds. Pins 1 and 2 are inserted on the inboard sideof the mount adaptor and protrude at points A and B.CIO se air sUPPO rt fO r infantry units is necessary. Currently, O ther Services are charged

with this missiO n under Department O f Defense RO les andMissiO n Agreements. The prO jected availability O f this supPO rt is questiQnable. If plansare nQt being made by QtherServices to satisfactO rily accO mplish this missiQn, then theArmy must initiate urgent actiO n to permit the develQpmentand procurement Qf suitableArmy aircraft fQr use in theair-tQ-air and air-to-grO undclQse sUPPQrt rQles.

PQP-UP tactics, can acquire infQrmatiQn required by the CQmmander and can secure additiQnal enemy targets fO r infantry weapQns.

The future battlefield is envisiQned as being characterizedby fluid QperatiQns O f units dispersed under the threat, Qr actual use, Qf tactical nuclearweapO ns. Dispersed infantryuni s will mass rapidly and momentarily to exert the maximum cQmbat PQwer and then,just as rapidly, disperse. A

tactical troop lift capability byArmy Aviation will permit thecQmmander to. realize optimummQbility in these fast movingsituatiQns. At the same time,the commander, through theuse Qf an Army aircraft, will beable to move rapidly over thebattle area and place himselfwhere he may best influence theactiQns Qf his unit.

Many CQmbat DevelQpmentagencies contend that on thedispersed battlefield primaryreliance will be placed Qn radiOas a means Qf cQmmunicatiO n.Again, Army aircraft acting asan airborne statiQn may be required to. relay transmissionsto mQre distant units. Or, ifthe threat Qf enemy electronicinterceptiQn is great, ArmyAviatiO n may quickly transportliaisQn officers frQm one unitto anQther, transmitting thedecisiQns and future plans O fthe cQmmander. [See FlyingCommand . Post, AVIATIONDIGEST, NQV 1960. ED.]

These are the tactical concepts and aviatiQn support requirements O f the Infantry.Now, what type O f aircraftmust we have to accQmplishQur missiQn? An analysis ofcurrent and develQpmental aircraft indicates that the pureVTOL aircraft is the Qnly onecapable O f performing infantrymissions. As aviatiQn technolQgy progresses, it may be possible to cO mbine the advantages

One Qf the mQst valuablemissiQns Army A viatiQn canperfO rm for the Infantry isthat Qf recO nnaissance, surveillance, and target acquisitiQnRESTA . TO supplement theclQse-range ground surveillancedevices O f the battle grQUP,Army aircraft, using nap-Qfthe-earth flight techniques and

HU-1A demonstrates pop up tactics

14


17/40

INFANTRYMAN LOOKS AT ARMY AVIATIONO f the VTOL/ STOL aircraftand prO duce a new and revolutiO nary type. HO wever, with-in the fO reseeable future a simple to operate and maintainVTOL aircraft appears to bethe best answer.This aircraft must be inexpensive to permit purchase inlarge quantities; yet, ruggedenO ugh to stand the battlefieldenvirO nment and operate dayand night with minimum maintenance. Small caliber prO jectile and fragmentation vulnerability must be minimized. Itmust be capable O f operating attreetop level and amO ng thehills and valleys of the battlegroup area. Dual flight controls and cO mplex electrO nicnavigational equipment will notbe required. A minimum number O f simple flight contrO ls

will be required to permit bO thday and night flight operatiO nunder marginal weather cO ndi-tions. A small IFF (Identification Friend O r FO e) trans-ponder will be required to assist in air traffic identificatiO n.The Infantry aviators, bothO fficer and enlisted, whO flythese aircraft must be profes-siO nally w l l qualified andtrained to O perate day andnight under marginal weatherconditions in sUPPO rt of thebattle group effO rt. At thepresent time, approximately8.5 percent of the officerstrength of the infantry divisiO n are aviators. The austerenature O f the Army manpowersituatiO n cannot afford thisspecialized utilization of criti-cally needed leaders, especiallyupon mobilizatiO n. Therefore,

HU 1A mobile command post 82d Abn Div

sO me enlisted pilO ts are required. Army A viatiO n at thebattle group level cannot becomplex; it must be simple andreliable.The level O f assignment and

O rganization of Army A viatiO nwithin the battle grO up posesa difficult problem. It may bedesirable to integrate Armyaircraft into many O f the subordinate units of the battlegroup. However, this mighttend to fragment the overallaviation support O f the battlegrO up. Normally, the InfantrydO es nO t favO r the formatiO n ofspecialized-type units. HO w-ever, it must be rememberedthat when DAVY CROCKETTwas placed in the battle group,we organized a DAVY CROCKETT platoon. When mO rtarsand recO illess rifles were intrO duced into the Infantry we O r-ganized platoons of these weapO ns. LO gically, it then follO WSthat a requirement does existfor an O rganic aviation platoonin the battle group. We cannotcontinually express urgent re;-quirements fO r Army Aviationin the battle grO UP and at thesame time deny the cO mmanderthe capabili ty to contrO I andsupport the operation O f hisaircraft. Additional persO nnelspaces and equipment must beprO cured to permit the forma-tion O f a battle group aviationplatoon.We, the Infantry, believe inArmy AviatiO n. Army Aviation is essential to the battlegrO up in the accO mplishmentof. its grO und missiO n. If theplanners involved in the futureO f Army Aviation can developthe aircraft and tactics to giveus the support we require, theinfaritryman s mission O f closing with and destroying the enemy will become a little lessdifficult to accomplish.

16


18/40

how to e rn

I N FEBRUARY, 1946 a businessman from Elmira, N. Y.,had been grounded at Knoxville, Tenn., for two days because of weather. He was flyinga 1941 Taylorcraft en route toTexas. I was employed by afixed base operator as a flightinstructor and paid for eachhour of flight instruction given.The flying wasn't too good during the winter months, and theshort days didn't help.

This gentleman from Elmiraapproached me with an offer ofa crisp 100 bill to fly his Tcraft to Elmira when theweather lifted. I hadn't beenoff the ground in nearly a week,and that C-note plus expenseslooked mighty good. So Iagreed, and he boarded anAmerican Airliner for hisTexas destination.

About 0900 on the followingmorning the ceiling lifted to1,000 feet. I took o for Elmira with the first fuel stopscheduled for Huntington, W.

. Ed L unnavan tVa. As I approached the Cumberland Mountains, their topswere still hidden in the clouds.Instead of making a 180 turnfor Knoxville, I made my firstmistake: I found a low place inthe ridge of mountains andcontinued the trip. With onlya map and a compass for navigation, it was very difficult tomaintain orientation w h i I echanging headings to keep clearof clouds and mountains. Ithought I was following theright railroad track, but itturned out to be a coal minespur track which disappearedinto the side of the mountain.Thank goodness the good Lordmade the valley wide enoughfor me to make a 180. The mapdidn't show all the coal minespur tracks, andl by this time Idecided I was disoriented - inshort, lost.While flying over anotherridge and into another valley,I made another mistake. Instead of flying south out of the

W Ymountains and returning toKnoxville, I decided to find asuitable farmer's field to get some directions. I failed torealize the risk of damagingthe aircraft. I didn't call it ahigh and low recon then, butthey were made and a successful landing accomplished. Thefarmer obliged by coming overto the plane and set mestraight on my orientation.The ceiling was higher nowand I thought all my troubleswere over. After about 50miles, I was flying in cloudlesssky behind a cold front. Now itwas turbulence - and over theeastern Kentucky mountains itcan be quite severe. The littleT-craft and I tried every alti-

Mr. Dunruwant is a civilianflight instructor with the Ad-vanced Contact Division Dept ofAdvanced F jW Training USA.AVNS Fort Rucker Ala. He isfixed wing rated and instrumentqualified with over 10 000 flighthours.


19/40

~ ~ ~ _.

tude up t 9,000 feet; it was ping out in the knee-deep snow,all the same: extremely rough I pulled the tail down and exOn one occasion my safety belt amined the prop for possiblewasn't tight enough and my damage. The snow was sO softhead made a hole in the fabric and deep there was no damageroof of the cabin. to the prop or the cO wl under-Huntington's airport O n the neath the engine.Ohio River had only one usable Because of the deep snowrunway at that time. The wind and the zerO degree wind, thewas real strong, 90 crossed, walk to the hangar seemedand quite gusty. Thank good- about ten times farther. Noness for power approaches and one was at the hangar, whichwheel landings. No other way housed a half dozen light planeswould have gotten the T-craft equipped with skis. I teleon the ground. After refueling phoned the airport operatorand eating a sandwich, I had and he agreed to come out andanother decision to make. help me to the gas pump. HeShould I take off again and pushed while I attempted tofight that wind and turbulence, taxi, but we only managed to

or remain overnight and hope mO ve the aircraft about a coufor a better day tomorrow? pIe of feet. After scratchingThe taking off decision wO n; his head, he said there was O nlyand the leg to Bettis Airport one dual wheel truck within Pittsburgh was made with- .chains in DuBois which couldout incident. The turbulence pull the T-craft through the 'diminished as we neared our deep snow to the gas pump. Thedestination for the night. problem was that it was ownedWhen I took off the next by an undertaker and he wasmorning ground visibility was having a funeral that aftera bare 3 miles; and' flight visi- noon.bility wasn't much over 1 mile When we arrived at the cem

- the restriction: Pittsburgh etery the family and friendssmoke. After using dead reck- were leaving, and the dirt wasoning navigation for about 30 being shoveled in the grave. Inmiles, I picked up the map for ' : order to get the big truck to thepilotage. A very light (I-inch) airport as soon as possible, Isnow had fallen a couple days . grabbed a shovel and helped fillbefO're, leaving the Pittsburgh the grave. Sundown was early;area white. and it was still a long distanceThe T-craft needed fuel in to Elmira, N. Y., for a 65-the vicinity of DuBois, Pa. The horsepower T -craf t.

chart showed DuBO is Airport The big truck with chainshad a sod landing area, and it dragged the little T-craftappeared to be an all direction through the deep snO w to thelanding airport. An approach gas pump. The operator showedwas made into the wind; as me a section to make my takethe touchdown was made I sud- off where the snow was onlydenly realized the snow wasn't about .2 inches deep, as it hadI-inch deep as in Pittsburgh, been previously cleared forbut about 18 inches instead. takeoffs and landings. N ow IThe landing roll was about 3 made another mistake. In myfeet and the aircraft went on anxiety to reach Elmira, Iits nose, stopping the prop hori- failed to figure my elapse timezontally in the snow. After step- and the time of official sun-

HOW TO EARN $100down. The T-craft was strictlya daytime flying machine. ButI took off on my last leg acrossthose western Pennsylvaniamountains. In the days of thepilots who "flew the mail," thissection was called the "Pilots'Graveyard" because so manyhad fatal accidents in this area.In mountainous, snow - coveredcountry, it is rather difficult tonavigate with only a map-especially when the railroads andother terrain features are covered with snow.

As it started to get dark, Istill had about 60 miles to goThere was a CAA auxiliaryfield just below, but I knew thesnow was deep here, too; Ididn't relish spending the nightin that subzero weather. Nonavigation lights No instrument lights No flashlightThere was a little dry cell operated radio receiver in the aircraft which had a range ofabout 40 miles. Before it gottoo dark to read the map, Inoticed the frequency of the Elmira low freq range and mycourse was parallel to thesouthwest leg. On 'niy first attempt I could not receive a signal, but about 10 minutes laterI received a faint "on course."That was really music to myears and a short while later Ipicked up the rotating beacon,which was really a sight forsore eyes. Then I began t wonder about the snow on the Elmira runways. But the runways had been cleared and anuneventful and happy landingwas made.A pilot can read a lot of"do's and don'ts," but .lessonslearned the hard way by b i t t ~ rexperience are certainly morelasting. While helping push theT-craft into the hangar, Ithought to myself, "That was ahard way to earn a $100." 0

17


20/40

uOR

AVIATIONACCIDENT RESEARCH

L 20A SLID OFF icy runway onto adjacent taxi -way and struck snowbank. Right gear sheared.Forward bulkhead damaged. Propeller bent, Noinjuries.L 19A LOST OIL PRESSURE in f l ight and enginebegan running rough . Pilot reported smellinghot oil. Pilot and passenger bailed out of air-craft. Pilot killed. Passenger not injured . Air -craft destroyed . Cause of lost oil pressure un -known pending investigation .

H ~ l C ENTERED FOG at f l ight altitude whilef lying around a bend within a mountain pass.Pilot completed turn and attempted to land onthe edge of a lake which appeared frozen . Air -craft settled on ice, broke through, and rolledto its side. Major damage. No injuries .H 21C ENGINE FAILED in f l ight . Aircraftstruck earth dike at termination of autorotation,rolled approximately 8 feet and settled to itsleft side. Major damage to fore and aft rotorheads and rotor blades, vertical and horizontalstabilizers, and landing gear. No injuries. Causeof engine failure undetermined pending investigation .L-19E STRUCK TREE during go-around fromtactical strip. Incident damage to right wing .No inj.uries.H 21C STRUCK EXTERNAL LOAD while de -scending for hookup . Fuselage bottom punc-tured . No injuries.H-23B ENGINE FAILED in f l ight due to fuelstarvation. Aircraft Was autorotcited into citystreet. Main rotor struck tree and aircraftlanded extremely hard . Pilot suffered compres -sion fracture of lumbar vertebra and face abra -sion. Ai rcraft destroyed .8

HU l A OIL PRESSURE DROPPED below red linein f l ight. Aircraft was autorotated into largefield between two mountains and landed withno damage. Overboard engine oil drain linefound broken at flange near T f itt ing at oilcooler. Cause undetermined .H 19D TAXIED TOO LOSE to parked aircraft.Aircraft was taxiing to tiedown area. Main rotorcontacted tail rotor of parked aircraft, causingincident damage. Estimated damage: 2,000.H-21 C ENGINE FAILED in f l ight . Aircraft wasautorotated to landing with no damage. Causeof engine failure undetermined pending analysis.H-21 C SETTLED WITH POWER during approachto pinnacle pad . Major damage to landing gear.No injuries .H 34 LIFTED OFF when pilot climbed into cockpit from passenger compartment. Engine wasrunning and rotor blade was engaged. Pilot sclothing caught pitch stick, causing aircraft tol i f t off. Aircraft struck the ground in a 3-pointattitude and broke tailwheel and yoke . No in -juries.H 13H TAIL ROTOR STRUCK DIRT RIDGE oftank track during downslope landing. Incidentdamage to tail rotor blode . No injuries .L 19A STALLED at low altitude and crashed indive. Pilot killed and aircraft destroyed .H 34C LANDED with brakes locked at termina -tion of practice autorotation. Aircraft nosedover, damaging clamshell doors, engine shroud ,and engine tachometer generator.L 19A TAXIED INTO ANOTHER AIRCRAFTwhile parking , Incident damage to left wi ng . . Noinjuries .


21/40

ianuary and februaryH 19D NOSE GE R DROPPED into ditch duringlanding ground roll. Tail boom rose and contacted main rotor blades. Minor damage tomain rotor blades, tail rotor, drive shaft andhousing, and tail rotor blades. No injuries .H 23D TAIL ROTOR BL DES contacted treeduring hover over road strip . Incident damageto both tail rotor blades. No injuries .H-21C ENGINE OVERSPED to 3300 rpm afterengine start . Overspeed necessitated enginechange. Primer found corroded and sticking inopen position .L-23D INBOARD COWLING of left engine flewopen during takeoff. Wind force sheared uppercowling hinge pin and cowling separated fromaircraft. No further damage .U 1A ENGINE FAILED in flight. Aircraft com -pleted forced landing with no damage . Causedby impeller failure .L-23D MISSING during f l ight over mountainousterrain . Aircraft found crashed on mountain .Both occupants killed at impact. Aircraft de-stroyed .H-13G STRUCK TREES during takeoff fromconfined area. Minor damage to main rotorblade. No injuries .U l A LANDED HARD on left landing gear. Leftgear punctured fuselage at sloping bulkhead .Propeller blades bent. Left aileron outer edgebent. Sudden engine stoppage resulted . No in -juries. Aircraft was landed with near maximumgross weight.

H-13 H SETTLED WITH POWER and struckground in an approximate 1,200 fpm descent.Aircraft bounced on impact, turned to right andstruck on left skid. Impact burst bubble, brokeaway right fuel tank, and ruptured left fueltank. Pilot and passenger escaped with no in juries. Aircraft destroyed . .H 23D CRASHED in open field approximately1 mile south of takeoff point. Aircraft caughtfire and burned. Pilot killed. Suspect failureof first stage planetary gear and rotor separa -tion . Investigation continues.L-20A ENGINE FAILED in flight. Aircraftlanded with no damage. Suspect fuel starvation.H-34C DOOR FLEW OFF and was drawn intomain rotor blades while aircraft was taxiing toparking area. Cargo door demolished . Threemain rotor blades damaged . Cause undetermined pending investigation .L-20A TAXIED INTO tractor, causing incidentdamage to elevator and horizontal stabilizer.L-19A ENGINE FAILED in flight. Aircraft landedwith no damage. Suspect carburetor ice.H-13G LEFT WINTE'RIZATION COWL blew offin f l ight and struck left side of horizontal stabilizer, causing incident damage. No injuries.

BETTER BUT NOT GOOD ENOUGHThe number of Army Aviators killed per

thousand per annum was 3.4 for calendaryear 1960, a reduction from 4.2 for calendaryear 1959. This reduction is encouraging inview of the increase of crew-served aircraft.BUT THE GOAL S ZERO

9


22/40

nduction System ceJohn T eher

NDUCTION SYSTEM ice inthe L-23D follows two definite patterns: elbow andthrottle ice. The term elbow ice refers to' ice accumulation on the inside surface ofthe 90 elbow located directlybehind the carburetor. Throt-tle ice refers to' ice accumulation on the throttle butterfly.. Elbow ice is considered responsible fQr most 0-480-1 engine roughness when operat-ing in visible moisture and tem-peratures between - 2C and+ 10C. Under ideal conditions, elbow ice can form in amatter of seconds. NO manifold pressure change warns ofthis ice buildup. Engine rough-ness is the first indication thatice has formed. Engine rough-ness varies directly with theamount of ice buildup, from occasional coughing to surges ofpower in varying degrees of intensity.-Ice formed in the elbow hasan insulating effect. This in-

TO SUPERCHARGER

sulation from the cold airstream allows warm cowlingair t heat the elbow. The heatcauses the ice t loosen andmove on through the supercharger in masses large enoughto momentarily interrupt combustion. Repetition of thisp r c e s s causes occasionalroughness as the ice formationbreaks loose. Intervals and severity of roughness are directly proportional t the amountof ice buildup. Ice buildup isdirectly proportional to airflowand saturation when tempera-tures remain constant. Temperatures near freezing aremost conducive to rapid icebuildup.

Throttle ice is readily detected by manifold pressure drop.This ice is not caused by fuelvaporization, but is a result ofsupercooled water contactingthe butterfly. No particular engine roughness accompaniesthe buildup of throttle ice;however, it is usually accom-

panied by elbow ice. Throttleice is only encountered withtemperatures very close tofreezing. Accumulation ofthrottle ice is much more rapidwith the air filter removed.When conditions are right forthrottle ice to form, the air filter will usually freeze over,thus allowing warm air to enter the system through alter-nate air doors.In the event induction icingis experienced, indicated bypower loss, rough engine operations, or surging power, apply full carburetor heat andleave in this position untilreaching a carburetor tempera-ture of 55C - 60C. Maintainthis temperature while flyingthrough visible moisture. Application of full heat under severe icing conditions may showan initial decline in perform-ance; if ice has accumulated,

Mr. Neher is an instructor withthe Instrument Division Dept ofAdvanced F / W Training USA-AVNS Fort Rucker Ala. He isfixed wing rated and instrumentquali fied with appro ximately13 300 flight hours.

c . ~ y , .tf\ THROTTL

t tCARB


23/40

additiO nal engine rO ughness isusually O bserved.Application O f full heat is agO O d methO d O f checking forinduct ion ice in the 0-480-1 engine. If the engine becO mesmO mentarily rO ugh when fullheat is applied and thensmO oths O ut, it is mO st likelythat inductiO n ice was present.Maintaining a carburetor tem-perature O f 55C - 60C willkeep the inductiO n system clearO f ice under the most adversecO nditiO ns.Throttle ice, indicated by adrO P O f manifO ld pressure, isO f little cO nsequence because itrequires very little heat to pre-

vent and is often taken care O fautO matically, as ice usuallyforms over the filter. NeverremO ve the filter in anticipatiO n of flights thrO ugh snO w O rsleet. Ice fO rmatiO n is muchmO re rapid when the filter isremO ved, and the alternate airdO ors cannO t perform theirfunctiO n without the filter.TO prevent inductiO n ice during takeoff and climb when O ut-side air temperature is between- 5C and + 10C and there isvisible mO isture, after enginechecks and just priO r to take-O ff, set the engines at 2600 rpmwith prO P contrO ls in full lowpitch position. When outside* * *

FLIGHT HAZARDS FROM ICINGair temperature is abO ve OC,pull O ut carburetor heat control until 1/ 2 inch drop in manifO ld pressure is O bserved. Takeoff with heat cO ntrol in this p0-sition. When outside air tem-perature is belO w OC, use thesame procedure except theheat control is pulled O ut until1 inch drop in mp is observed.As soon after takeoff as, timepermits, adj ust cO ntrols tomaintain temperature in rangeof 55C - 60C. Use O f carbure-tor heat above 74C could resultin material damage to the engine. Frequent checks shouldbe made to avoid exceedingtemperature limits. Dlight Hazards from Icing

A yeat ago the F ederal A viation gency rele sed a bulletin detailing the basic hazards of icing( .onditions in flight for pistonengine aircraft, the kind of pt tection required, and the operational practices recommended toassure the maintenance of control .In case you failed to see a copy .mislaid it , . . at have just plainfor go tten it , here tis again. [R e-prin ted from FSF Pilots SafetyE xchange Bulletin 60-109.]

CCIDENT AND CRITICALincident repO rts reveal thatmany private and professionalpilots may not be aware of the

many ways in which icing canseriO usly affect the pilO t s ability to maintain flight controlduring instrument flight. It isalsO knO wn that many operators are unaware of the kindand amO unt of protectiO n needed to cope with light, mO derate,or heavy icing cO nditiO ns.

External i c i n g (impact,rime, clear, etc.) is most prob-

able when flying in air with visible moisture (clO ud, drizzle,rain, O r wet snow) and at temperatures from 32F to 20F.Even in air temperatures aslO W as - 30F, there are manyknO wn cases of encounteringheavy icing when flying in suchsupercooled moisture conditions. Depending upon the degree and fO rm of moisture pres-ent, and upon the air tempera-ture, ice accretiO ns O n an air-plane s wing and O ther exter-nal surfaces may form slowlyor with alarming and dangerous rapidity.

FLIGHT H Z RDSROM ICINGThe basic and critical Icmg

hazards in flight are as fO l-lO ws:1 Icing of outside pitot/staticpressure sources and venturiunits.a. ErrO neous airspeed, altim-

eter and rate of climb indications.Whenever the pitot or staticair pressure sources or linesfreeze fully or partially, theairspeed, altimeter, and rateO f climb instrument indications will no longer be correct. This grave situationcan cause the pilot to exceedthe airplane s limitations unknO wingly, to break up theairplane in flight, or to fly unknowingly into the ground.b. Erroneous direction and at -titude indications. .Those airplanes that utilizean outside venturi unit toprovide power for vacuumdriven gyros, and which arenO t located within the engine s exhaust gases, arevery susceptible to ice accretions on the venturi tube.This in turn reduces thevacuum and the gyro will nolO nger give accurate attitudeor direction indications. (Thepilot must have at least one


24/40

MARCH 1961properly functioning gyro instrument to maintain flightcontrol on instruments.)

2. Accumulation of dangerousice loads on the wing and tailsurfaces.

This situation changes theairflow and reduces the available lift while increasing theload the wing has to carry. tcan also jam flight control surfaces if the buildup occurs nearhinge points or between fixedand movable flight surfaces. Inextreme cases, the combined effects of ice load and loss of liftwill force a plane down. Further, the wing will stall out atconsiderably higher than normal stall speeds.3. Accumulation of ice on pro-peller surfaces.

This situation creates a serious vibration problem and aloss of propeller effectiveness.The first indication to the pilotof propeller icing will be cyclesof increasing vibration, followed by a sudden vibration increase as the ice from one propeller blade breaks free, followed by a period of vibrationfree operation after all ice isthrown free from both propeller blades. The situation alsocauses a decrease in airspeedat a constant altitude andthrottle setting. On multiengine airplanes, the pilot mayhear chunks of ice impinge onthe side of the fuselage as theybreak free of the vibrating propeller blades.4. Carburetor icing and air intake clogging.

Either condition results inloss of power. Carburetor icing is more difficult to controlat high altitudes. This is because the available heat to copewith any icing . s considerablyless at altitude than at sea levelfor airplanes with nonsuper-22

~ ~ ~ r g e d engines. A sea leve terialize very often. Frequenth g i n e can only, develop ap. checking of the throttle andproximately power with . heater controls for freedom offull throttle atS feet. A v a i ~ movement is a method of knowable carburetor heat may e ; ~ ~ ing that they remain operative.

d u ~ e d to an even lower If fuel starvation does occurcentage of that.which would be ,;l from vent icing, switching to.,.available near sea level. . an alternate t nk may provide

C a r b u r ~ ~ r a i r intake ici11:g ' power for a limited time, or ifis u s u a l l y t ; h ~ t e s u l t of snow, ot 1 a common vent line is accessisleet impii}iPng on the .; ' . J ble to the pilot, it may be posscreen. Such an ice b : ::p sible to sever it to provide anstarves the engine f o ~ air. ear 1 emergency vent.buretor air must then" come :from some alternate protected , OPER TION L PR CTICESsource to maintain power. As can be readily seen, icing5. Windshield icing. .. rotection is needed for all of

The loss of w i P . d ~ ~ J ~ ; v i s b the above areas that are vitalbility from icing ; ; P i h a i ~ ~ ; ~ o r m a i n t a i n i n ~ ~ i g h t c0l t.rolardous to the pilot ' when at2 tbj In .any a ~ t u a l I C I ~ g condItIontempting , an approach and J whIle flYIng on I n s ~ r u ~ e n t sl ~ n d i n g An openable window : The degree of protectIon IS deto see forward or a means for pendent upon the amount andde-icing the windshield is need- ' i rate of ice accretion with whiched to provide the 'necessary the de-icing or anti-icing equip-ward vision at such times ment can cope. A best, the de-. . . icing equipment that is usuallyRadIO and P l t ~ t mast provided on current models ofIce buildup on these nonair-carrier airplanes cannotcan create air disturbances be expected to cope with heavybending loads for which they or prolonged moderate icingmay not ha\Te 'been desiglled. If conditions. The latter can beso, the mast may bend or 1?reak expected to tax the equipmentoff. The pilot will then e i t ~ beyond its capacity.out radio or have erroneous air . Should a pilot find himselfspeed/ altimeter/ rate of c 1 i m . b in icing conditions without fullindications. It is also possible


25/40

FLIGHT HAZARDS FROM ICING fproximate temperatures at a i r c I " : ~ t have the static source must be maintained with priflight altitude above ground for'Jhis indicator isolated from mary emphasis given to airstations, if unknown. ' 1 : ) ~ i c 'statiCsource this pro- plane attitude and keeping a2. Monitor closely the out- cedure may provide reason':' safe flight speed above the airside air temperature gage for ~ b l e altitude information. [FSE plane's higher stall speed withtemperatures favorable to ex- ' ~ S E 61-100] such an ice lo.ad. If a landingternal icing' i :;. ' is necessary, such speed must3. Follo.w a plan of safe eva- ijg;t; ti:, fI.1ght speed and atti,tude be maintained to touchdown,sive action which utilizes the , IndIcations s h , ~ l d be c1poselyfollowing principles: . watched' a n d ~ ~ u b l e c h e C k e d . , 2 , In an emergency while fly-I I d t ld Cross - checking the aryit:icial,.; lng on instruments, the pilota, nfc OUt s nlo n e a r l t ~ t c o d horizon or attitude i n s t t u should rely on:or warm ron, a ower a I u e t 'th th d d' :f'f It't d t 1 men WI e alrspee In l ea .1 a 1 u e permI S-IS usua - ; to d th I ' . a. the attitude or artificially warmer and any accumulated r e ,a t l m e t e ~ IS horizon gyro. instrument to, II It A h' h lt 't d means of, makIng certain . hatIce WI m e. Ig er a I u e . , . . ". , t i f t ' th ' avoid a disastrous dive or stall;is usually colder and the visi- , Ice IS no. . a e c e , accu-ble moisture will likely be in r a c y . o f a ~ r s ~ a l t I m e U : r / ~ t e b. the turn indicator, dia frozen state which cannot ?f chmb ~ n d l ~ t I o n s , . M a ~ t , a ~ n - rectional gyro, and attitude gycause any further ice buildup. lng a'?MIC attItude l s ~ ~ ~ ~ p t i a l ro to keep the airplane from enAny accumulated ice will grad- t? a v o . l ~ a n c e of a stall o ~ e x c e s .. : tering a disastrous spiral; andually sublimate (vaporize) ~ l v e flIght ~ s Cross-clleck-when getting into dry colder lng ~ ~ , e ~ e c ~ c a l l y . 0Pe.rated, c. breaking out the glassair. g f Y f ~ ~ n d l c a t l o n s W 1 ~ h those , in the altimeter or rate of. . .., ' ~ a : c u u m operated gyro is climb instrument to get anb. In freezIng p r e c ~ p l t a b o n . also' a >check on' the accuracy emergency alternate s t a t i cn,ear a w ~ m front, a hIgher al- : of their indications. ' source which will give approxi-tItude wIll usually be warmer ; , mate altitudes, rates of climb(warm air usually overruns > }.;t Note: At least five'cases or descent, and airspeed indicacooler air near the ground). If ~ n o w n : involving' three current tions when the normal staticat sufficient altitude, it may ;:.it;rlJ.a.kes and models of multien- pressure source has frozen.also be possible to descend into ;:1/gine airplanes i.llwhich the air-warmer air near the ground s p e e d / a 1 t i m e t e J t ~ t e of climb In summary, pilots shouldwith non-icing conditions. : indications became dangerously avoid all heavy and moderatec, In clouds or precipita- in error due 'to -rain and mois;;. icing conditions, ' proceed withtion near a cold front, advan- , ture freezing in flight a,s tne / : caution into areas where lighttage may be taken of the dif- airplane climbed into freezing : to moderate icing is forecast,ference in temperature ahead temperatures. In a n o t h e r ' and sho.uld not engage in anyof and behind such a front and known .,case involviIlg another instrument flight in air conduthe tendency of the cold mass ' multiengipe 'model that 'hM a cive to icing without havingof air to wedge under the ' m o d i f i ~ pitot mas.t in talla.. ~ u l l de-icing equipment for thewarmer air ahead of the front. tion, an ice buildup J L " the Items vital to the maintenanceThus going towards a cold front pitot/static head mast caused of flight control. The vitalin temperatures conducive to : dange;r:ous airspeed/altimeter/ areas of concern are: 1) speed,freezing, a higher altitude will j< ra.te fof climb indications from attitude, direction instrumentslikely avoid icing both ahead ? the d ~ s t u r b e d airflow effects on that are dependent on theand behind the front. ' the static pressure opening. pitot/ static pressure systemsd. 2a, b, and c apply to pro- . and venturi gyros, (2) wingcedures recommended for pilots B. Emergene I c i D g ( J d l ~ . d i t i o n s . and tail surfaces, (3) propellerin nonpressurized aircraft. If surfaces, (4) carburetor airoperating a pressurized plane 1. If an ice load is accumu- j; fuel mixture and air intake,and conditions permit, it is sug- ' lated ,that makes climbing to a ? windshield forward visigested that the crew depres- ihigher altitudEr' difficult ()l , b ~ h t y , and (6) any radio. orsurize and use the cabin altim- m a i n t e ~ n c e . o ,altitude impos- P l t ~ t tube masts that may beeter as a rough indication of sible, an ,emergency descent is s e ~ l O u s l y affected by any iceaircraft altitudes. Since many mandatory and , flight co-ntrol buIldups, D

23


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Lieutenant Raleigh R Meyer Jr. ArtyCAMP SWAMPY AAFSNACK BAR

Capt Jake Richards, leaderof the 796 Army Flight Demonstration Team, to his wingman:"You know, Bill, that && civilian that almost hitus today must have been sound

asleep. I don't see how theycan let a guy like that ever gethis license. If the whole teamhadn't reacted as they did, wewouldn't be here now."MIDCITY MUNICIPALCOFFEE SHOPPE

Copilot George Mason of T ransE verywhere Air lines, to the restof th e crew : U T hey sure are putting a bunch of irresponsible jerksthrough fl ight school these days.You know, when I was in theS erV l:Ce, they would have ground-6d me forever i f I had buzzed anairliner. t just doesn 't makesense that a formation of lightplanes would try to buzz an airliner.CAMP SWAMPY AAFSNACK BAR

Lt William CDsgrove, IP inthe instrument school, to a student: "Well, you had a goodexample of what to expect fromthe commercial airlines thismorning. Those people have aschedule to make, and theycome busting down through thesmallest hole'in order to save aminute or two, instead of waiting for approach clearance. Ifyou had been under the hoodinstead of looking out the side,lie would have hit us. I guess4

that bears out the old adagethat one peek is worth a thousand cross-checks."MID CITY MUNICIPALCOFFEE SHOPPESam Stevens, civilian pilot andsa lesman, to one of his customers :

U I used to think that flying wassafer than driving a car, but af tertoday, I 'm not so sure. Some milita1 Y pilot cut me out of the trafficpattern just as I started to turnonto final . I think that he wasflying an aircraft they call anL-20; a,t least that's what he toldthe tower. Anyway, I had to diveto keep him from running overnu.

* * *Are these cDnversations farfetched? If you think so, trythis experiment. Ask a representative group of pilots thisquestion: "When you see thatyou are on a collision, or nearcollision course, with anDtheraircraft, who usually takes action to avoid the collision?"You will be surprised at theanswers you get. Almost allwill answer that the "otherguy" never gets out of the way.The consensus of opinion is thatthe other fellow is just drivingthrough the sky, not payingthe least attention to' other aircraft.If this is true, it stands toreason that each Dne of usmisses seeing a lot of otherplanes. Let's look at a coupleof reasons why we don't seethe other plane, and what wecan; do about it.

One reason, as most peopleknow, is that each plane hasits blind spots. We can partially overcome these by makingclimbing and descending turns,clearing ourselves as we go.It's not a bad idea either tomake a turn every few minuteswhile flying cross-country tomake sure that someone is notletting down or climbing upinto you.

Another factor is "pilot letdown" after a long flight. Weall have, experienced the feeling that we have the flight"made" when the field is insight. This, of course, is thevery time that vigilance shouldbe increased.

What can we dO about thisproblem? In these days of highdensity zones and crowded airways ordinary vigilance is notenough. Pilots and copilO'tsmust be constantly on the lookout for other aircraft Defensive flying is the order of theday. Don't assume any actionon the part of another aircraft.He may see you; he may not.When the pilO't's head is down,scanning a chart, etc., the copilot's head should be ' up-andturning. When flying alone bedoubly vigilant BE ALERTBE SAFE 0

Lieutenant Meyer is a flight instructO with the Advanced Contact Division, Dept of AdvancedF j T raining, US A A VNS , FortRucket, Ala. H e is fixed wingrated and instrumsnt qualified.


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Memo from light SurgeonThe Student viator and the Flight Surgeon

HAT DOES the flight surgeon know abO'ut flighttraining? After all, he's a doctor whose job is to treat sickp eo p i - and incidentally,'ground them' if necessary. Isure hope I won't have to seehim-he's liable to ground meBesides sick call is frQm 0730-0930 and during this time Ieither have to be at the flightline or in grQund school. Furthermo.re, in ground school theytold us nQt to miss classes andto see the flight surgeQn Qn QurQwn time." And Qn and Qn go.the fantasies of the studentaviator.To. begin with, the flight surgeon knQws that cQming toflight school is associated withan Qverall adjustment for theindividual. He may be' separated from parents, wife, children,the Qld gang, his, old jQb, hQb-bies-the list is endless. Yet,the student frequently feelsthat this is a good thing; hereaSQns that now he is free tospend all Qf his time and energy learning to fly. And thisis exactly what he dQes. Hereally works at it, day andnigh , and things are goingfine.Then the time CQmes whenit takes him an hQur to readsix lines Qf aerQdynamics, andto his bewilderment he can'ttell yo.U what he read. Why?Because he was thinking Qf thewife and kids, a movie he wanted to. see, that secretary at theX cafe,teria, having a fewbeers with the bQYs, a good TV

show he missed, nine hQles ofgo.lf-this list is also. endless.He says to himself, "What'swrQng with me? I can't concentrate any more. But he sQlves

Captain Robert L Troske MCthe prQblem. He watches TVwith a beer in Qne hand andthe flight syllabus in the other.Now he dQesn't learn anything,the beer gets warm, and theTV program wasn't worth theeffQrt.

Then begins the str ugglewith his cQnscience. His impulse is to go Qut and have SQmefun. Yet, he is Qn the fence' because he gQt a belQw average onyesterday's flight and he feelshe shQuld study. He dQesn'trealize that he WQuid absQrbtwice as much aviatiQn material if he wholeheartedly playednine holes Qf gQlf for 2 hQursand then studied fQr 2 hQurs.He knQws that a person can'tdo. two things at Qnce and thatall wQrk and no play are no.gQQd. Yet he dQesn't act on thisknQwledge.

The flight surgeon knQwsthat many flight students become increasingly anxious andare then unable to. hack theprQgram, nQt because theyhaven't tried, but because theyhave "tried tQQ hard." Theirtrouble CQmes frQm their inability to utilize Qld interest sand/ Qr find new interests.These o.utlets blQW Qff steamand act as substitutes fQr thepeQple and things he enjQyedbefQre cQming to flight SChQO'I.Learning to fly is hard wQrk,but the student who. lets it Q -cupy all Qf his time is in fQrtrQuble.

The senior field grade Qfficermay find himself in a uniquePQsition. He has to cQmpetewith these yQung bucks inlearning to. fly. In additiQn, byvirtue Qf his rank, he may bedesignated class leader andtherefQre looked up to as the

Old Man. Also. cQmmand expects him to help with SQme Qfthe administrative rQutine. So.the senior Qfficer, proud Qf hisleadership ability, may leadership himself right out Qf flightschQQI by spending all Qf hisenergy trying to sQlve Qtherpeople's prQblems. In so dQinghe neglects his basic missiQn:learning to. fly. .

It is important that the s t u ~dent be physically fit while heis learning to. fly. The commoncold is the greatest SQurce Qfmedical harassment to him,bQth physically and m e n t l l y ~If he hag, a "head CQld whichhangs Qn in spite Qf the usualhQusehQld remedies; Qr statedin another way, if he has persistent nasal cQngestiQn andfeels that his "sinuses are . allplugged up, he shQuld go. Qnsick call. The flight surgeon'sjQb is to check the student tosee that nothing seriQus exists.He knQws that, in a manner Qfspeaking, the student can't afford to have a CQld. So he isnQt abQut to grQund a studentunless he has an ear or sinusblQck Qr unless the student isjust plain "done in" with hisCQld symptQms and needs a dayQff. In almQst every case thestudent aviator with a CQld isgiven medicine so that he cancQntinue Qn full flying duty.

Another case in PQint is abQut Qf the G.I.s. The fligh..tsurgeQn knQws that a fellQwmay be able to ride a deskwhile .experiencing a bQut ,Qfupset ' stQmach and diarrhea.

Captain Troske is an aviationme cal officer with the U. S .rmy viation Center.

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MARCH 1961But he also knows that you cause .this is the only rea. yvay recognize and then verbalizecan't fly an airplane under for the student to knowyvhere his feelings-his fears, his anthose conditions. The flight sur- he stands. j);\1;6; l r V ; ~ ) ' ger. He would have formedgoon will examine you and rule Soon the student n ~ J ~ lj S ,t; closer relationship with hisout any serious condition. In i ~ s t r u c t o r as p o s s e s s i n g ~ ~ ~ < l $ < ~ ; ; I n s t r u c t o ~ . . He wo,uld haveaddition he will give you some grees of s u p e r h u m a n t l e S i T b . e ; ~ ~ - b ~ e n r e a h s t I ~ a l l y anXIOUS aboutmedicine to arrest the G.I.s and instructor, an excellent pilot hIS check r I ~ e ; and he wouldin all probability you will miss but a human b e i n g W i ~ ~ p o t b have passed Itonly one day of flying. assets and liabilitie's mAY:.be- The instructor pilot knows

The student aviator may find come 'infallible in t h ~ studEm:t's the importance of personalityit difficult to' understand why " mind. Under this i 1 l u s i o r i the factors in flight training. Hesick call is held at such an "in- student's fea.I s eV&JX)rate. He . tries to understand his studentconvenient time." He may won- }, s .'no) c a p a ~ l e .. of ,outstanding as he tries to teach him to fly.der why he can't come to the j':perfoljriance' under the in- However, his basic function isflight dispensary at any time; f l u e n ~ this a n x i e t y - r e d u ~ to teach and not try to rebuilda f t ~ r all, he's sick: .In reality ; 1 1 1 j l ; t ~ ~ instructor. His student's character. P e r s o n ~ l he IS welcome to VISIt the hos- ~ r a ~ a . r e very good. I t,won't Ity clashes are normal and Inpital at any time for an emer- be lOng 'before he will be ready evitable in flight training, andgency. If he wishes to talk to fQrsolQ. The,'instructor has re- the people on the flight line asthe flight surgeon, he should issured the s.tudent 1) (or well as your flight surgeon arefeel free to call. If his problem himself) -by telling him., "A anxious to help with difficultiescan't be a n s ~ e r e d over th.e ,i coqple more ,hours and you w i ~ l of this type. There is onephone an apPOIntment can easI- solo ,_ no s w e a t ~ The student ' thing that the student mustly be made. We have found that slacks off' he doesn't feel bear in mind: namely, that histhis system cuts down on wait- enough a ~ i e t y he knows the instructor is not about toing time, allows more people to old pro won't iet him, down; ,. change. If his instructor is abe s e e ~ , and fac:ilitat.es a d ~ why he bas never even y e l l e < \ ; l } ~ chipper and the student has ator-patIent relatIonshIp. at .him. And his instructor ; { problem in relating to a chip-

During the orientation period overlooks little thinis ; ' afte:tJ , per, it is the student's problemthe student aviator asks for an he ,doesn't want fu. do ,any:- to adjust to it. Or if the stuand/ or receives a raft of "tips thing that might dis.turb t}lis " dent recognizes that he is unfrom the top." Upon arrival perfect relationship. comfortable because his inat the flight line his mind may Then the bubble bursts: the structor talks very little duringbe filled with a host of facts, 'student gets a grac;le of UIl8at is the flight, he ~ u s t accept t ~ efantasies, advice, misinterpre- f a e t o r y and . ,of cOurse neither fact that the Instructor wIlltations, all calculated to aid student' ;nor instructor can Ul l j never be the ty?e guy whohim in his desire to learn t o ~ e r ~ ~ p : d it ., Everything was floods the c ~ c k p ~ t WIth chatterfly: H o w ~ v e r , his fears are ~ i n t w e l l too ell. The stu- and reaSSUrIng I n n u e n ~ o e s . IfqUIckly dIspelled because of 'd'ent ,doesn't realize that you the student feels at an Impassehis instructor 's reassuring > g o ~ ' t I e . a r n tofiyongood graces with his instructor, he won'tmanner. Further, he is amazed ''iAlone. '' He doesn't realize that be the first student who haswith his instructor's remark- the instructor was 1;00 much felt this way or the first stuable skill as a pilot. When -concerned with running a. popu- dent who has gone to ?is flightthe orientation flight is over larity contest. The 'student is commander and/ or flIght surthe student is flooded with not aware of the r-ole 1i.eplayed geon for help.self-confidence and enthusiasm. in manipulating -h.ts ins,trucW , What bo u t airsickness?He knows that this Old Pro into being a "good guy." ,' < , Show me the student whowon't let him get hurt and. he If the s.tud.ent w e r e n ~ 9,.\ hasn't felt a little green duringwants to fly like him. The stu- sensitive and the n s t r u c t o t ' < n O : t } ~ : the first days of flying. Maybedent who uses his IP's profici- so afraid that the student even before coming to flightency as an immediate goal is in . might get mad, they eouId'have: school the student had an oritrouble. The instructor who .' cOmnlunicated better witit"each entation ride with, if you will,doesn't take grades and de- other. The student might have a somewhat sadistic aviatorbriefing seriously is remiss be- .been able to first consciously who proceeded to give him ev-

. . : . ~ )010. :_;.; .' }

26


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ery aerQbatic maneuver in thebO O k, and he really gQt sick.Maybe this same student wasunable to tell the pilQt to knQckit O ff and Qne CQuld argue thatthe student was asking fQr it.Fear O f becO ming airsick Qr airsick again is a nO rmal and nQtuncO mmQn feeling during theearly days of training.The flight surgeon knQwsthat airsickness Qf variQus de

grees is a cO mmon prQblem. HeWO uld like t t ry t help thestudent with the problem early,Le., before it in terferes withprO ficiency. This is why flightcO mmanders. send the airsickstudent to the flight surgeon.t is nO t the flight surgeon's intentiO n to recO mmend eliminatiQn frO m flight training because the student was airsick.Rather the flight surgeonwants to help the student to

be as prQficient as PO ssible. Inthe final analysis, airsicknessleads to flight deficiency in mO stinstances, which is why the student dO esn t become an aviator.

In summary your flight surgeon WO uld like to be simply agQO d family dO ctQr. This sO rtQf a dO ctor is hard to come byin the military service, but heis available to aviators. Theflight surgeon knQws that getting yO ur wings is nO picnic.Let's face it. Aviators are ahealthy bunch Qf people, butyO ur flight surgeon wants tohelp yO U with yQur Qverall adj ustment to yQur chO sen field.YO ur demands may be unreasO nable and/ Qr unrealistic andyO ur flight surgeO n is not omnipotent but he cannot begin tohelp yQU unless yQU come tohim. Remember student aviators have been cQming to flightsurgeO ns fO r years. In essence,they sQlved their Qwn prO blemsbut they, like all O f us, needhelp at times.

MEMO FROM FLIGHT SURGEON

verweight viatorsWith Thanksgiving, Christmas, and the New Year festivities(and fO od) under Qur belts, perhaps the time is nO w t remind

the plump pilO ts O f the penalty of overdoing the food bit, namely,IO w-calorie dieting. Following are twO P9Ssibilities O r alternateCQurses that will lead to reduced girth for gourmets:1. Attendance at a Navy Survival SchO QI. One recent participant reported he lost six PO unds in three days on a diet ofants, snails, cactus, and rattlesnakes2. Adherence to Suggested Diet, to wit:

Breakfast:Lunch:Dinner:

Breakfast:Lunch:Dinner:Breakfast:Lunch:Dinner:Breakfast:Lunch:Dinner:Breakfast:Lunch:Dinner:Breakfast:Lunch:Dinner:

MONDAYWeak teaOne bO uillO n in 2 cup O f diluted waterOne pigeon thigh,3 QZ. prune juice (gargle O nly)TUESDAYScraped crumbs frQm burned toastOne dO ughnut hO le

Three grains Qf cornmeal, broiledWEDNESDAYBQiled-out stains of old tableclO thOne tail joint Qf sea horseThree eyes frQm Irish potatoes (diced)

THURSDAYTwO lobster antennaeBellybutton Qf navel QrangeRotisserie-broiled guppy filetFRIDAY

FO ur chO Pped banana seedsBrQiled butterfly liverJellied vertebrae a la centipedeSATURDAYShredded egg-shell skinOne-half dQzen poppy seedsBee s knees and mQsquitO knuckles sauteed invinegar SUNDAYBreakfast: Pickled hummingbird tongueLunch: Prime rib Qf tadpole, arO ma O f empty custard pieplate

Dinner: TO ssed paprika and clQver-Ieaf saladNOTE: A 7 O Z glass of steam may be consumed on alternatedays to help in having sQmething to blow Qff. .InclusiO n of this diet in an FSF bulletin does nQt signify FSF's[Qr the DIGEST S] acceptance of it as SOP Qr recommendedSOP fQr O v e r ~ e i g h t airmen. FollO W the line of least resistance. . . and the shortest Qne around yQur middle: Eat well butwisely, and if you have to diet, follow the plan apprQvedyO ur [flight surgeon] . -Flight Safety FO undatiQn, Inc., BulletIn61-1.27


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~ yitDRYMajor Pierce L Wiggin, USAFRes

WHEN MESSRS. Martiniand Rossi invented theirnoble drink they tossed a cointo see which of their nameswould be immortalized. Martini won. Since that time themartini has undergone an evolution equal to if not greaterthan, that described by Mr.Darwin.The Martini and Rossi firmproducers of dry vermouth were well pleased with theiroriginal concoction of half vermouth and half gin. They hadevery reason to look forwardt a rich and rewarding future.28

That is until some unworthyelected to try his martini justa little drier. He mixed it withtwo parts gin and one part vermouth. This started a trend.Someone else decided on fourparts gin t one part vermouth.t went on and on -Eigh to one -Sixteen to one -Thirty-two to onePass the vermouth cork overthe shaker and stir lightly soas not to bruise the gin.This process reached its climax at a recent meeting of theLiars Club where the following

account was recorded:A bartender at Yucca Flatsbecame so annoyed with the demands of his customers fordrier and drier martinis thathe grabbed up a bot tle of vermouth rushed out to the flatsand taped it to an atom bomb.The bomb was exploded and thebartender began using this formula: Pour gin into coveredshaker. Remove cover for 10seconds, allowing vermouthfallout to enter. Serve immediately and cover glass to prevent dilution by further fallout.

Aircraft engines not to beoutdone by their human counterparts, have continuously demanded ever drier and cleanerfuels. With the advent ofJP-4 fuel handling has becomean exacting process. It mustbe kept dry. And it must bestripped of contaminants before it enters aircraft fueltanks. If it isn't, je t and turbine engines like the Yuccabartender's customers j u s twon't tolerate it.Best way to learn about handling JP-4 fuel? Ask an expert.While at Brookley Air ForceBase we talked with Mr. A. CGrimes Base Fuel Supply Officer. Mr. Grimes who has beenhandling JP-4 for years gaveus the following tips:JP-4 requires more delicatehandling than gasoline. Themixture of fuel and air aboveliquid gasoline in a tank isusually too rich to support

Major Wiggin, h ief , Liter -ture Division, US B R, F tRucker, la ., wrote this articlewhile on two weeks d ~ d y with their Force at Brookley ir ForceBse . A fighter pilot duringWorld War II , he has logged morethan 7,500 flight hours.


31/40

Stowage tanks are equipped with floating roofs to eliminate sp ce for vapor accumulationcombustion. Not so with JP-4.Its low vapor pressure gives ita far greater burning and explosive range. Put another way,the spark from a carelesslyhandled tool, a static electricdischarge, or any of numerousother sources might fizzle in agasoline tame Allow the samespark around JP-4 andBOOMGovernors that control fuelflow to jet and turbine enginesoften balk at particles of contamination larger than five microns. When you realize that amicron is only one-millionth ofa meter in size, you begin toget some idea of the need forexercising every possible precaution to ensure clean fuel.The answer is filtration. JP-4filters contain many wafers ofa material somewhat similar inappearance to that in your car soil filter. These wafers, packedtightly together, filter out particles of contamination largerthan five microns. Three largefilters, each capable of filtering600 gallons a minute, are used

at Brookley to strip fuel cleanas it moves from storage tankst delivery trucks. In addition,each truck is equipped with afive micron filter to furtherclean the fuel as it is pumpedinto aircraft tanks.

One sure source of contamination is rust. Pump JP-4 intoa rusty tank or through a rustypipe and the result is contaminated fuel. This is becauseJP 4 quickly absorbs rust fromany source.Anoth

Army Aviation Digest - Mar 1961

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Transcript of Army Aviation Digest - Mar 1961