Army Aviation Digest - Mar 1962

8/12/2019 Army Aviation Digest - Mar 1962

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Major General Ernest F Easterbrook USACommanding General United tates Army Aviation Center

w IMPORTANT is mymilitary bearing and personal appearance,? Just whatdoes it mean to me as an individual member of the Army?What does it mean to ArmyAviation? Most of us haveconsidered some part of thesequestions somewhere in ourmilitary service. We havethought about them, and wehave made a conscientiouseffort to improve our appearance, for we are proud of ourArmy Aviation program.

The aviator who proudly displays his coveted wings for thefirst time holds his head high.And well he should His uniform is neat and pressed forthe occasion. He is pleasedwith his accomplishment andhe wants all to see that he isstanding straight-a credit tohimself and the Army. Themechanic who reports for hisfirst duty assignment also hasreason to spark with professional pride, to look and act likethe smartest soldier on the

post. He has completed an important milestone on the highway of professional advancement. He too has. good reasonto show obvious satisfaction.Because of this feeling of accomplishment, he makes a special effort to put forth a littlemore in soldierly bearing andappearance.Yes, most of us have thoughtabout our military bearing andappearance. We have madespecial efforts for select occasions, but all too many of usfail to realize the great importance of making every daya select day for military bearing and appearance. The valueis tremendous to each of us asindividuals, and the accumulative value will enhance thename of aviation throughoutthe Army.

Perhaps you are an aviatorflying an L-19 and you mightmuse to yourself, I wear aflight suit; I don't need toworry. Or perhaps you say toyourself, My job is being agood crewchief. I keep my

shoes shined; that's enough forme." These and a hundredother half-logical excuses canbe made by the aviator, crewchief or mechanic who thinksthat he is a "special guy whoonly needs to be concerned withhis "special skill." If it's excuses you want to cover upmediocre efficiency, then youmust look forward to a mediocre future.This, though, is not characteristic of our Army A viation program. We have reason

to be truly proud of what weare doing and the role thatArmy Aviation is destined toplay for our modern Army ofthe future.Let us then be honest withourselves in what this extrameasure of smart appearancecan mean to us as individuals.Let's turn to some of the hardfacts that we frequently overlook because they are so closeat hand. Whether we like it ornot, the rating that we achievein the eyes of our seniors has avery definite influence on efficiency reports and on selectionfor promotion.To the officer, military bearing is an invitation to select as-

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utYour Watch to WorkHAVE trouble rememberingtime - distance formulas?Goofed one on your last checkride? Here's an alternatemethod that may be easier toremember. Simply use the faceof your watch.

TIMFirst step is to time a 10wingtip change on the omni or

ADF bearing indicator. Nowregardless of airspeed, every10 seconds on the face of awatch will equal 1 minute fromthe station on a 10 change.For example if it takes 40 seconds to get a 10 change ofindication you are 4 minutes

PFC William C oganfrom the station. Likewise ifit takes 2 minutes or 120 seconds to get the 10 change,then you are 12 minutes fromthe station.To use a 20 or 30 change ofindication simply allow 20 seconds on your watch t equal 1minute from the station for20 0 and 30 seconds to equal 1minute for a 30 change.For proof try to recall theformula and check it out.DIST NCE

Now that we have the timeto the station, let's find the distance. Very simple. If you areflying an L-20 or V-lA multiply the minutes obtained in the

previous method by 2 since youare making approximately 2miles per minute. If you areflying the L-23 or L-26 thenmultiply the result by 3 sinceyou are making very close to3 miles per minute.N ow for the slower birdsFor most helicopters the figure1 or will come very closeto giving you an accurate estimate of mileage from a station.Remember, a distance check isonly a little better than a calculated guess anyway.If formulas faze you trythese methods for computingtime and distance on your nextflight. Put your watch to work

TechniqueCorrectL-19 left wingtip struck gatewhile aircraft was taxiing from

tiedown to taxiway. Fifteen totwenty-two knot winds were afactor

JustLate n

pplication3


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Signing uplor rontline serv

IGTHE HU-IB s big sister, theHU-ID, will be deliveredabout the first f April to theU. S. Army Aviation Board,Fort Rucker, Ala., for extensivetests. Tests are programed tobe conducted at the climaticlaboratory, Eglin AFB, Fla.,and at desert (ArizO na), highaltitude (CDloradD), and arctic(Alaska) test facilities.The HU-ID s major CDn-figuratiDn change is an en-larged fuselage, but its mostobviO US identifying mark willbe the dO uble windows in thelarge, rearward sliding door(which permits rapid loadingand unloading). Other notice-able changes include slightlyforward tilted rotor head andengine nacelle silhouette.

This increased size will givea boost to the Army s aerial


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S IG Bdelivery of cargo and personnel.Cargo capacity is increased by57 percent troop seating capacity by 50 percent; while littercarrying capacity is doubled.Correspondingly there is a 34percent increase in internal fuelcapacity and approximately 33percent increase in range.While all dynamic components are the same as those onthe HU-1B the powerplant hasbeen replaced by the 1 100 shpT53-L-9. Other features of theHU-1D include a fuel flowmeter which shows the amountof fuel being used as a givenspeed and a self-closing cargohook which eliminates the needfor a crewmember to hook thecargo. The new model will alsobe equipped with universalhard point fittings for carryingexternal stores. ~

HU-1B HU-1D

CABIN C RGO AREA

I - ..~ - . , . . , . . ' '/9

Six litter cases with medicalattendant can be picked u at a,cl1 stance of 150 NM from base andret l( 1ned, at 100 knots, with 10percent reserve fuel on th e returntrip.

HU 1B and HU 1DSize omparison

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HU-1B - ..- c=JHU-1D

An ll-nw,n squad of combattroops (2 ,,]0 lbs each) can betranslJOrted 100 NM out and rctw n, at 100 knots, with 30 min-

utes reserve fuel.

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Your Mission SurvivalCaptain William C Chamberlain Arty

A LONE-wet, tired, scaredJust 5 minutes ago all wasdifferent. The aircraft seemedwarm and safe, cruising safelyat altitude. Now you are separated from both aircraft andcrew, alone in a wilderness witha new mission : SURVIVAL.Army A via ors and crews arestationed throughout the worldf rom the frigid arctic to thesteaming jungles of SouthAmerica. Wherever they are,

whatever their missions, theproblem of survival alwaysexists. During World War IIand Korea, survival of downedcrews until rescue was a majorconcern. Equipment was religiously maintained. The searchfor new and better equipmentwas continuously pursued. Thequestion is: Are we now prepared for such emergencies?Numerous publications havebeen prepared on emergencyprocedures. They include discussions on ditching, forcedlandings, jumping - variousprocedures for the differenttypes of aircraft and situations.But what happens after youare down? Can you surviveuntil rescued?This article is directed toward new areas a safety officer may probe: the problem ofsurvival. What type of survival program does your unit.have? Is it adhered to-andenforced? Some units may beclassified as Stateside. Theyexist under the assumption survival is not a problem. Withthe extensive radio facilitiesand search-rescue means available, why worry "

Then ask the que s t ion:When was the last time a news

Capt ChamberZ-ain is assignedto the 937th Engineer CompamyAviation), Inter-American Geo-detic Survey), F ort J obb e C. Z .

H e wrote this article while attending the University of SouthernCa lifornia Safety Course .


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MARCH 1962

broadcast told of a missing aircraft in upstate New York, orWest Texas, or the nlountainswithin 100 miles of Los Angeles ? The search extendedinto days-then weeks. Werethere any survivors? If not,was the crash itself or lack ofsurvival means the cause?"Conversely, units stationed insome overseas areas are everaware of the problems of survival. The physical environment in which they operatetends to enhance the need foran extensive program. Goodequipment, endless training,and the will to live are the important factors. To emphasizethe point, take the case' of sucha unit operating in Central andSouth America, the 937th EngO (AVN) (lAGS). The following story is fictitious; yet

several instances of successfulsurvival under similar conditions are recorded in this unit.The day began as many

others do before an early mission: rising early in the predawn darkness, a shower,breakfast, and depart for theflight line. The briefing for themission was held the previousafternoon by the operationsofficer: a supply run to the

various projects in CentralAmerica. The aircraft, a U-1AOtter, carried a crew of three.The cargo consisted of 1,100pounds of various types ofequipment. I t was loaded andsecured. The copilot drew therequired survival gear fromflight operations, consisting ofone 3-man jungle survival kit,one emergency radio, one machette. All was in readiness.Arriving at the flight line,the aviator filed his flight planand checked weather. Destination was clear, but en route wasforecast to be 3,000-foot ceilings with tops at 8,000. Noforeseeable problems. Preflightbriefing c ve r i n g standarde me r g e n c y procedures wa snormal.Engine runup and takeoffwere on schedule. Climb wasmade to flight altitude of 9,500feet with unrestricted visibility. Thirty minutes after takeoff the forecast weather wasencountered and a position report made. The flight continuedon schedule, remaining ontop at9,500.

Approximately 45 minuteslater, the pilot noted a sharprise in cylinder head and oiltemperature. Oil pressure began to drop steadily. The twoumbers alO1le are insnfficient to U 1 e smvi Ual. Good eqU ipment,

endless i1-aining, and th e will to ve are t he most important s1trvivalfactors .

pilots acted as a well-rehearsedteam. As the pilot continuedwith his emergency procedures,the copilot broadcasted a MAYDAY. No good They were going down. Being ontop, the pilotelected to abandon the aircraft.The copilot and c I e w ch i e fmoved to the rear, strapped onthe survival gear and jumped.The pilot jumped a few minuteslater.A new mission now existed:SURVIVAL And they did

The copilot and crewchieflanded close together. With thesurvival equipment they carried, they had relatively fewproblems.But what of the pilot? Thelast to leave the aircraft, he

landed some distance from theothers. Separated - with onlyhis chute, clothes, and whati terns he carried in his pockets.Prior training and the will tolive paid off here. He remembered the training and regretted the few "choice words"he had said in class. He satdown and took stock of the situation. This suppressed thepanicky feeling in his stomachwhile he took inventory of hisequipment.

Among the articles was ahomemade pocket-sized survival kit similar to those carried by many aviators. Thisitem is not issued; nor is it apart of the mandatory flyingequipment. Waterproof andunbreakable, it contained basicequipment needed in most survival conditions: a candle, fishline and hooks, w t e I p r oo fmatches, malaria pills, smallfirst aid kit, nails, safety pins,heat tablets, etc. Small items,but worth their weight in goldin a situation like this.

In survival school, he hadlearned about the plants andanimals of the region, some


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Tlu's first a,id h t 1 S packed 1 n the plaSt1 C bag, 4.terns include: 1. water p1tr1fication tablets, 2. chap

stick, 3. benzalkoni1lm chloride tincture (for shallow cuts). Also 1ncl1tdecl are razor blades, meclizinehydrochlor1'de tablets (for mohon sickness ornausea), D-aJnphetamine sulfate tablets (to relievefatigue and enable a man to stay awake), chloroquine phosphate tablets (for preventi()n of ma-

laria), and two packages of gauze compresses.

This overwate?' kit incl1tdes: 1. liferaft, 2. poncho, 3. mosquito net (for head), 4. water container5. jfae West, 6. pyr'otechn1'c flares, 7. plastic wate?bags, 8. reflector board, 9. liferaft repair kit, 10.sponge, 11. signaling min4 0r, 12. 1:nsect repellent,13. paraffined roll of matches, an.cl 14. sun protective ointment. Othe? items are a spoon, reversiblehat, compass, goggles, fishing ht hand-generatorflashlight, food packet, gloves, radio (AN I URC 4)with battery, pliers-wrench-scewdriver com binah'on,

knife, and FM 21-76, SURVIVAL.

OVER WATER

The personal kit 1ncllldes: 1. roll of adhes1'vetape, 2. beef bouillon c1lbes, 3. alnminwn faa, 4.rnatches in plastic cover, 5. terrantycin (for infection and diarrhea.), 6. APC tablets, 7. chloroquinephosphate (to prevent malaria), and 8. tetracaineophthalmic ointment (for emergency ? el1 ef of severeeye pmn). Also included are km,/e, fish1 ng kit,dextro amphetamine sulfate (for fatig1te), sewingkit, soaped tissues, compress, chocolate bar, andplastic strip bandage. A candle is highly recom-memded for this kit.

This hot climate kit contains: 1. poncho, 2. mosq1tito net (for head), 3. rnessage drop and pickUpbag, 4 paraffin ed matches, 5. insect repellent, 6. firestarters 5), 7. pyrotechnic flares, 8. sun protectiveointment, 9. reflector board, 10. signal1'ng min'or,and 11 . snake bite kit. Other items are drinkingwater, food packets, goggles, fish1 ng kit, reversiblehat, nwchete, file, knife, pl1'ers-w1'ench-screwdrive?'combination; compass, hand-generator flashlight,socks, gloves, radio AN URC 4) with batte?'y, andFlIl 21-76, SURVIllAL. (The four kits shown me1tsed for demonstration pttrposes only in the survi l'al course taugh t by the DepQ1 tment of Ta ctics,

USAAVNS.)

HOT CLIM TE


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MARCH 1962edible and others deadly poisonous. With just this equipmentand knowledge he was able toexist. Not as comfortable ashis buddies, but he was readythe day the chopper flew overhead.

The above case is purelyhypothetical. But it could happen wherever Army Aviatorsare stationed-from New Yorkto California, Alaska to SouthAmerica. The situation mayvary with terrain and climate,yet the job is the same: SURVIVAL.Training, a key word in allcommands, played a large partin this crew's survival. Thetype of training will vary withthe unit's location and mission.In addition to standard survivallectures and classes, coordination with other services forArmy flying personnel to attend formal survival schoolscan be accomplished.As an example of this, the937th Eng Co (AVN) (lAGS),with the cooperation of the

United States Air Force, requires all flying personnel toattend the one-week JungleSurvival Course at AlbrookAFB, Canal Zone. This courseconsists of lectures, demonstrations, and a 3-day field trip intothe jungle under survival conditions. I t is a short but complete course.

Another area for assistancemight be the local populace inparticular areas. They knowthe country.Proper clothing and equipment is another factor. A thinflight suit on a snow sweptplain is as effective as a parkain the jungle. An analysis of

the proper flight clothing forthe type of mission and climatic conditions should be made -and enforced Always preparefor the worst. In the abovecase, hunting k n i v e s, highboots and gloves are mandatoryon all flights.Survival equipment is available through normal supplychannels. Tests have been con-

ducted to improve survival kitsfor various conditions. Theywill be readily available to thecrew whether they jump, ditch,or crashland. But let's not overlook the care and maintenanceour present equipment needs.When needed in an emergency,it is too late to turn it in forrepair. Check the seals on thekits. Check your life vest, raft,the inflation cylinders as partof your preflight. You mayneed it

A part of a unit's safety program should include survival.Knowledge and knowhow willinstill confidence and security.Results: a safer mISSIon andassured survival. How?By Training

Good Equipment-AND THE WILL TO SUR

VIVE.

[User tests have been completed onoverwater and hot climate survivalkits by the U. S. Army AviationBoard, and recommendations havebeen forwarded to USCONARC.]

ofits from Overnight in Swa mp Designs New Survival KitTWO YEA R Sago SSgtStephen H. Sanderson of HMR-262 was flying as a crewman ina Marine helicopter when themachine was forced down in aNorth Carolina swamp becauseof a snowstorm.He spent the entire nightsuffering in the damp cold whilewaiting for a motor convoy.Remembering the unpleasantand unscheduled RON, he decided to do something. He designed a survival kit which nowis approved by the Commandant as standard issue for10

helicopters.The proposal Sanderson submitted to Col K. B. McCutchen,his squadron commander, wasfor a kit to include:A carrying kit, a pilot's sur

vival kit, half a parachutecanopy, a 5 -blade knife, apocket knife, four cans of rations, two day-night distresssignal flares, a reversible redand black poncho to be used forprotection against the elementsand signaling, a can of heat, abottle of insect repellent, 50feet of nylon shroud line, a two-

cell flashlight and four batteries, a water storage bag, anaxe, a saw, a packet of waterrepellent matches, a road mapof local areas, a bottle of sunburn lotion, an instructionpacket, and a list of code formsused for ground-air signaling.

The kit was approved forsquadron use, then submittedto the Commandant, who accepted it for the Marines.Excerpt from: NAVAL AVIATIONNEWS, December 1960.


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omments oopter Flying on Tierra del FuegoTIERRA DEL FUEGO, anisland far down on thesouthern tip of Chile, offershelicopter flying conditions unlike any other locale whereArmy Aviators are stationed.Winds that shift from a deadcalm to 40, 50, or 60 mph in 15to 20 minutes are not uncO m-mO n. While operating aircraftunder such conditions ArmyAviators are called UPO n to exhibit a degree of professiO'nalism that weeds the men fromthe boys. This area is commonly known as the roaringforties, the name coming fromthe fact that more than halfthe time the wind is mO re than40 miles an hour and the otherhalf keeps you worrying abO'utit. What dO you think aboutwhen the word wind is mentioned? Do you think of gentlebreezes or of howling gales? Iwill forever picture what wehave come to call the leaningrest wind. You must walk atabout a 45 degree angle againstit. This should be a fallingdown angle, but you not onlyaren't falling down, you aren'teven moving unless you pushreal hard against the ground,as if trying to push it awayfrom you.Then there is the fallingdown wind, which is a favoritekind in some areas arO'und here.In this wind you walk leaningforward like in the leaning restwind; only when yO U do manageto get started in one direction ,the wind either stQPS orchanges direction so fast thatyO U cannO't StO p yO'urself a n d

Captain Vernon T Judkinsb a m you are on your face. It'snot nearly as embarrassing asit sounds, because about half ofall the peO ple you see are alsopicking themselves up O ff theground.

YO U can fly in the leaningrest wind, even though it is 60or 70 miles an hour. All it doesis try to make you seasick, notairsick. The helicopter ridesalQng like a small boat in a bigocean with a strO'ng groundswell. The falling dQwn windis just as mean in flying as it isin walking. It will manage tobounce you off the ground adozen times or more while trying to get close enough to land.It's hard on the nerves and evenharder on helicopters.

In an H-13H I have managedto keep in one piece I have at tained groundspeeds of 160nautical mph. The waves aren'ttoo bad and the sudden joltsand letdowns can be handled,but did you ever see a sledtrying to' make a turn onclear slick ice? That's the wayyou make a turn. Going likemad YO U pass over the placeyou want to land, and youstart leaning intO the turn.Pretty soon you are slidingsideways sO fast you wonderwho's flying the thing. Afterthis moment of sheer fright(you know, the belly suckingkind) you lean a little more andb an g y o u are going backwards like a runaway T-bird inreverse. In your desire to stopthe sliding you have sloweddown yQur indicated airspeed

and by the time you are headed

into the wind it's blowing fasterthan you are flying. Now, ifyou don't panic for more than amoment or so, yO U can crankin full throttle and come to ahover. Have you ever triedhovering at 80 indicated? It 's athrill to say the least.The wind dO'esn't do anything slowly. It starts fast andwithin 15 or 20 minutes goesfrom a dead calm, or ratherwhat passes for a dead calm, to40, 50, 60 or more miles anhour. Your first question is ,Why fly in high winds? Man,hQW dO you get home? Youtry early mornings, late evenings, and all other combinationsand you still get caught.All kidding aside, the H-13 isnot meant to fly in wind likethis, but if you do get caughtin a high wind there is no reason to press ye olde panic button too firmly. f you can justgrab hQld of your vivid imagination long enQugh to livethrough the first time, you findit's not nearly as bad as itseems. Like the boogerman,it's mostly in your head.Flying in a high gusty windis rough on the helicopter because it is always hitting thestops - and, boy, that's notwhat they are there fQr. Shutting the helicoper down in ahigh wind is almost cause for a

Capt J udk ins is chief of the9 7th Air Section, V enezuelal GS Project, with headquarte1sin Caracas, V enezuela. H e 1 S aSenior A nny viator yith over0,500 how s flying f1 me,

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MARCH 1962visit with the head shrinker.By the time you have stoppedthe blades your arms are a littleloose in the sockets. Every timethe stabilizer bar comes aroundyou grab it because you knowthat one more turn and, flapbang, no more tail rotor-ormain rotor as far as that goesbecause that s what is going tocut off that tail rotor.

Just remember, never stopthe engine while facing directlyinto the wind. You say youcan t even remember whichway to turn? You will, afteryou make the wrong turn onceand the helicopter tries to takeoff just by its gyrations. Nowdon t ask me how you turn ahelicopter 135 0 to the left whenyou haven t even got enoughpedal left to hover with. Justwork at it; it can be done.

Flying in this part of theworld gives you the impressionof boating the nice gentle rollof a hurricane inbred with atyphoon. While flying down thevalleys on a calm day you canimagine you are in a fast sleekmotor boat. This impression iscreated by the thousands andthousands of geese that fly upalong your course. They startout directly in front of you asthe bow wave on a boat andspread back in a perfect 45.just like the waves falling awayfrom a fast boat. I alwaysthought geese went south forthe winter; here they go north.There are millions of them.

When not flying you can leaninto the wind and go fishingfor the biggest rainbow troutimaginable outside of a fishhatchery. Oh well, who likes tocatch 5-pound trout as fast asyou can get the lure back intothe water. See, you knew allalong this was a fish story, butit s not. All you have to do toprove it is come to Tierra del2

Fuego, south of Punta Arenas,Chile. On this isle you find theworld s southernmost town.You can call a place with sevenhouses and an abandoned cannon a town, can t you? Hereyou live side by side with the

beautiful flamingo, the blacknecked swan, the ostrich, goose,duck, parrot, walrus, seal, hummingbird and seemingly everyother form of opposites to include thousands of penguins intheir best bib and tuck.

xploring New echniquesRAPPELLING down twinstrands of nylon rope from anHU-1A helicopter, a 101st Airborne Division soldier demonstrates new aerial delivery techniques for commanders ofmajor units in the U. S. Strategic Army Corps. In a combat situation he could reachthe ground safely to clear a

landing pad for the helicopterwith tools also lowered on therope.

This technique provides anexcellent means for individualsand equipment to enter areasof heavy brush or timber whenno airfields or helicopter landing areas are suitable.


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THEBRITISHRMY I CORPS

Lieutenant olonel Maurice W SutcliffeH E BRITISH Army AirCorps came into existenceofficially in September 1957.There is, however, a considerable history before that, datingback to the early days of flying

before W orId War 1 Betweenthe wars Army cooperationsquadrons were formed andArmy pilots were assigned fora 4-year tour of duty to thesesquadrons, which were operated by the Royal Air Force.A the start of W orId War IIin 1939 these squadrons wentto France but their old fashioned Lysander aircraft wereno match for the Luftwaff smodern aircraft. The Army cooperation squadrons as suchcame to an end and with it thesystem of Army pilots flyingwith the Royal Air Force.At this time, however, someRoyal Artillery officers, theleader of whom was Lt olCharles Bazley, were experimenting with the adjustmentof artillery fire from light aircraft. From this early start in1939 and 1940 the well knownAir Observation Post AOP)flights were formed. DuringWorld War II every theatrecame to know these light air-

craft flights and squadrons andmuch extremely valuable workwas performed by Royal Artillery pilots, often under themost hazardous conditions. Atotal of 12 squardons of Air OPwere formed during the war,and though they were flyingaircraft owned and suppliedby the Royal Air Force theyworked entirely integrated withthe Army.In the early days of WorldWar II the Glider Pilot Regiment was formed. These pilots,Army Officers and NCOs, hadthe dual role of flying glidersinto the battle and then takingpart in the battle themselvesas ordinary infantrymen. Thiswas a tough job and the regiment suffered heavy casualties,especially at Arnhem and theRhine crossing.In postwar years, when theBritish Army has been concerned with internal securityproblems throughout the world,the Air OP flights and squadrons have once again played aninvaluable part with their smallaircraft in reconnaissance, liaison, medical evacuation, supplyand leaflet dropping, and a host

of other jobs that the light

military aircraft has come tobe associated with. In 1950 theGlider Pilot Regiment ceasedto fly gliders, and liaison flightswith light aircraft were formedto work with the gunner officers of the Air OP flights. TheArmy Air Corps on its form,ation took over all the Air OPand liaison units as well asRAF station Middle Wallop,which became the Army AirCorps Center, or the Home ofBritish Army Aviation.The servicing of aircraft hasgradually been taken over fromthe Royal Air Force by personnel of the Royal Electricaland Mechanics Engineers(REME). During the interimperiod the Royal Navy helpedout with ground personnel. Forthe period of a year or so itwas not an uncommon sight tosee a British Army Air Corpsunit going out on an exercisewith naval personnel, somewith beards, some with sea kit,but all thoroughly enjoyingtheir days ashore with the

o l Sutcliffe is the British Liai-son fficer with the U S A rmyAviation Board and the viationCenter at Fort Rucker

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Top: Th e D. H. B eaver 1 S al-l eady well known to the U. S.Anny. E xcept for different radios,tit-is is an identical machine, and1 S us ed in th e liaisoll flights.

Center : Th e Skeete? Mk 12 islimited to selvic e 1 n Ew ope. It isused both as a bwn c h m ner andas a l ecol1//w7 ssance hel icoptel . I thas an AU1V of /2,350 lbs, endw -ance of how s, and cntises at 80knots, Th e powerplant 7 S a DIfGipsy jJiajol of 215 It p.

B elow : Th e French AlouetteMk has been ad01Jted as an ,in-terim helicoptel by th e Anny AilCorps, pending th e lVestlandScont s delivel Y. This helicopter,s Used both in the reconnaissanceand liaison lo le, Ma xim Um AU yl7 S 3 300 lbs, endllrance 3 hours,c? uising speed 90 knots, engineArtouste II C giV l {1 409 shp. Th e] otor disc width i:s 33 '8 and th el e7 S seating fm five,Army. This was a really combined operation period, and onewhich the good will of theRoyal Air Force and RoyalNavy made possible for us.

THE RMY IR ORPSCENTER MIDDLE WALLOP

Middle Wallop is the firsttrue home of British ArmyAviation and not surprisinglyis located on Salisbury Plain,the well known training areafor the British Army. To thisday the airfield still has thescars of the German attacksof 1940. Since that time it hasbeen owned successively by theRoyal Air Force, the 67th Tactical Reconnaissance Group ofthe 9th USAAF then,the RoyalNavy back to the Royal AirForce, and now the Army.The Center is responsible forthe basic training of all Armypilots and of all RElVIE aircraftservicing persom.el. It is alsothe depot and headquarters ofthe Army Air Corps. Its world-


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7'op: Th e W estland Scout hasbeen vroduced as a standar'd allpurpose A rmy helicopt er, and wi llstart coming into ser vice with theArmy Air' Corps dur"ing 1962.Th e rna x1'rnurn AU Y 1S 5 ,000 lbs.endur'ance of 3 hou1'S. cr'u is1'ngsp eed 100 knots, engine Bla ckb1trn. -11 2,9 gim:ng 1,050 shp. Th e d1 JItensions of th is hehc opter ar er'ot01 disc 32'3 , rna x imwln length,9'8 , he'ight 10'5 . Th er e is seat -in g f01' five.Center: Th e Auster' Mk X fly -mg ove r th e typical MalayanJungle.Belou' : Th e Chipmunk is th ebasic trainer f01' th e Anny AirCor'ps. It is fully ae1'obaf1'c , hasan endurance of 21/2 hour's, cnds-ing sp eed of 90 knots, and isequipped for instrument luil/V.wide responsibilities include thesupervision of flying standardsand the well being and careermanagement of officers andmen of the Army Air Corps.The Center is also responsible for the tactical doctrine,both for units of the Army AirCorps and the rest of the fieldarmy. Evaluation trials of newaircraft and ancillary eq uipment are undertaken at MiddleWallop. All pilots returning toflying appointments do their refresher flying at the Center.Conversion courses are also runfor pilots going onto new typesof aircraft. Like all other regimental centers in the BritishArmy, Middle Wallop is rapidlygetting the atmosphere of ahome which is a tradition ofthe regimental spirit of theBri ish Army.

PILOT SELECTIONND TR INING

All applicants for the ArmyAir Corps attend a 3-day selection at the RAF Air Crew Selection Board at Horn Church,5


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flown. Our limit was set at4,000 pDunds all up weight(grDss weight). Unfortunately,this arbitrary limit was agreedon without cO nsideration f thetypes f aircraft available orrequired f r ur roles. HDW-ever, since then good sense hasprevailed and the Army nowflies the L-20 Beaver and theP-531 SCDUt (a turbine helicopter which compares in manyways to the HU-1, thDugh nO tquite sO large in dimensiDns).BDth these aircraft are overthe original limit of 4,000pDunds A.U.W. With such severe limitatiDns, any f rm ofIDgistic suppDrt is virtuallyruled O ut, and the Army AirCDrps is limited in its taskto reconnaissance and liaisonwork.All flights at present cDnsistof six aircraft, a fixed wingsectiDn and a rotary wing sectiDn f three aircraft each. TherecDnnaissance flights are pres-ently equipped with the Skeeterhelicopter and the Auster MkIX fixed wing aircraft. TheliaisDn flights at present havethe AIO uette II in the rDtarywing sectiDn and the Beaverin the fixed wing section. The

AIDuette II is gradually beingreplaced by the P-531 SCDUt.RecDnnaissance flights wO rkunder a squadron headquartersat divisional level, but thefligh ts are normally perma-nently affiliated to brigades.The liaisDn flights w rk atCDrps and Army level.As mentiDned earlier, man-power is a CDnstant problemand variO us arrangementsexist within Dur regimentalsystems to overcO me the problem of whO will provide thepilDtS and grO und crews. Thebasic DrganizatiO n is, hDwever,as stated. In SDme theatres,such as Malaya and Kenya,where the density altitude hasprDved such a limiting factorf r helicDpter DperatiDns, theSkeeter helicopter cannot beused and O nly the mDre powerful AIO uette r SCDut are beingdeployed for use in all flights.

THE T SKToday Dur Army aircraft arespread acrDSS the world, fromHDng Kong and Malaya toKenya, Aden, and Germany.

Their task varies cDnsiderably,dependent on the theatre theyare in.

THE BRITISH ARMY AIR CORPS

NO mention of Army aviationwDuld be cDmplete withO utmention of the many thousandsO f hDurs flown by Army pilotsover the jungles f Malayaduring the past 10 years O f theemergency. There the taskvaried frDm supply drDppingto marking for air strikes, andfr m VIP flights to casualtyevacuatiDn. TO day the taskmay n t be so. exciting, butflying Dver vast areas f junglealDne in light aircraft will always be a hazardDus task.

Flying at the high altitudesin Kenya prDvides ample excitement while Aden and theAden peninsula require yet an-other type of knowledge inflying.

Army aviation can only hDldits Dwn if it is ready to Dperatewherever the man Dn thegrDund is required to go. Inthis modern day of wDrldwidecDmmunist attempts at expan-siDn, armies are operating inthe worst terrain possible; yetArmy aircraft are supportingthem and prDving not only theirwDrth but their essential needas an integral part of theArmy.

Th e Auster Mk I X is the standard fixed wing reconnaissance aircraft t has an endurance of 3 hours,cr11Jsing speed of 80 knots, seating for 3. Th e maximum all up weight is 2,.5.50 lbs. Th e large landingwhee ls g1ve excellent flotahon in soft sur faces.

17


20/52

TH EW BREEDviators Who Fee/It s Smarter

To Think Than To Hau/ Off and Hope

T WAS HOT in the editorialroom of the Post Newswhen we finally met the dead-line. I was anxious to get outof the office for a while. Justthen Captain White of the PostSafety Division walked in andcame straight to my desk.I've got a story for you,he said. Colonel Linke's out-fit has reduced its aircraft acci-dent rate by 50 percent in thelast year.I ached inside at the thoughtof another safety story basedon statistics. But the ightof the zealous safety divisionofficer mopping his brow witha huge handkerchief make mech uckle. Maybe he had some-thing . . . he hadn't come allthe way over here in the heatfor nothing.Fine, I said cynically, butyou can prove anything youwant with statistics. What'sthe catch?No catch. The reply camesmoothly. That's an honestfigure. Colonel Linke's outfitalways has had a good safetyrecord and now they've set anall time mark for themselves.I was unimpressed. That'sthe same propaganda you'vebeen handing out for years.What did you do? Change thedefinition of an accident ordid you ground all of the Colo-nel's aircraft?18

ichard K Tierney

Very funny, he countered.If you're 0 cocksure of your-self you ought to jump at achance to make a few bucks.I've got five dollars that saysyou can't find a thing wrongwith this record.He sounded confident, andthe idea of putting up fivebucks didn't appeal to me. ButI'd talked myself into a cornerand took the bet, vowing topick this reduced accident rateto piece.My first etback came thenext morning as I arrived atColonel Linke's headquarters.

To my surprise, several peoplewere READING the safety bul-letins on the board in the hall.I quickly pulled myself to'-gether. There must be a promo'-tion list up there, or a goodlooking pinup, I concluded. ButI was wrong, there were onlythe usual posters, notices andillustrations. These guys musthave flipped, I thought . . .people never read what's on thesafety bulletin board.I headed down the hall, butcouldn't resist one more quizzi-cal glance at the strange breedaround the bulletin board. II was surprised to several people re ding th e bulletin board


21/52

W e don t ha u ny llrpr i h r

shook my head and proceededto the Colonel's office - andpromptly encountered my econd etback.

The Colonel, a distingui hedlooking man with a moustache,left no doubt in my mind thathe was in command. Insteadof the polite, cut-and-dried e -on on air safety, the Colonelwa dead serious. We discusseduch things as initiative amonghi commanders, preplanning

and thinking. He seemed to getmad as we talked. His facereddened a bit and he'd occa-ionally emphasize a point bygiving his desk a re oundingthump with a tightly clenchedfist.We don't just talk aboutsafety here, he said , we t hinkit and act it.I collected my thought. Thisfellow wasn't talking along thelines I'd expected him to. Ithought he'd be telling meabout tatistics, safety meetings and a lot of gimmick thata million words have been written about. If I wanted to winthat five buck I reasoned , I'd

better in t errupt and get himback on the right track.olonel, don't you havesomeone keeping tati tics?And what about safety meetings, po ter and thing ofthat sort?The look he gave me wouldhave topped a Mohawk in midair. Of cour e, he an weredbrusquely. We have an airsafety officer, an aircraft accident prevention officer, a safetycouncil that meet weekly anda good bulletin board. Theseare important. But we 've alsogot commander and in tructorpilot . Their roles in air afetyr e jut a important.Thrrump he banged hisde k again perhap moreimportant.Bear in mind, he continued, that our mission comefirst. Safety i right up therewith it, an integral part of theprogram, but the mis ion take

priority. The two are compatible, but accomplishing both ia unique job. It's an art, andthe whole thing falls right intthe lap of my commander

and in tru tor pilot. I an'tbe everywhere, and sometimethey've got to act on their own.In this outfit they know they'vegot the authority. The creditfor our improved record goeto them.

After a pau e the Coloneladded, My men are profeionals, and a professional isafety con cious. They're thoroughly trained and standardized. They're checked andchecked and re hecked. Wedon't take anyone for granted.Each man mu t continuallyprove that he i capable andha the right attitude. The restcomes easy.The Colonel leaned forwardin his chair. With a determinedlook and his voice lowered toa near whi per he aid, Wedon 't ha ve any surpri e here.We think thing out and planin advance.The olonel stood up andreached for his hat. I knew hehad an appointment and wasready to end the conversation.He told me to poke around thearea and learn more about theirafety concept. Just before

leaving he said, We've eenwhat a little extra t hinking cando to the accident rate aroundhere. It could have the sameeffect Army-wide. With thathe whirled on hL heel and wasgone.

The Colonel's departure lefta void, which I filled with avariety of thought . I ummedup our di cussion and realizedI wasn't doing too well punching hole in the afety program.

My third etback came whenI sat in on a meeting betweenan IP and a group of ArmyAviator. A young lookinglieutenant a ked a searchingquestion on air afety: Can'twe come up with a stricter set

19


22/52

MAR H 1962

((Th e credit goes to oth the colon land th aviatorof SOP and crack down ontheir enforcement to en uresafer flight operation ?Aha, I thought, now we'll eeif the Colonel wa j u t lettingoff team or whether hi peoplereally are thinking and talkingafety.The IP replied : Well, a lotof organization have con-ducted far reaching tudies ofair safety. They have givenu pecific sets of do's anddon'ts and have published manyarticles and pamphlets aboutthe need for proper commandupervision. Both are requiredto maintain an orderly flow ofair traffic and to keep acci-dents at a minimum.But that' not the wholetory. The problem goes muchdeeper. It i rooted within eachpilot, beyond the reach of tudygroups and down where regulations and command do notalways penetrate.We ourselves, each in hiown way, can find the answer.Certainly as everyday pilots wemust find a practical, broadflight philosophy that will keep2

us from buying the farm.The way I see it, we all havecertain inborn saiety deviceth at rally our sense in time ofdanger and drive our bodiesto the accomplishment of eem-ingly impossible feat . Thesedevice allow u to move withconfidence in our normal lives.But none enter very far intothe realm of flight and airafety.

We don't have the 'radar'of the bat, the calibrated eye-ball of the eagle, or the homingand navigational instinct of thbirds to avoid colli ion.What do we have in ourfavor? We have a priceIegift: the ability to think andplan.

We mu t study and under-stand our limitation and thoseof our aircraft. We, a indi-vidual, will achieve air afetyonly when we make an effortto think and then follow it upwith effective planning and pre-diction. Then we will clearlyee the dangers lurking in cow-boying, in neglected or half-written URs, in defying mar-

ginal weather, or in flying inpoor phy ical or mental con-dition.The ir t tep toward flightafety i the training of our-elve. Then it i imperativethat we create in other the

proper attitude toward flyingand flight safety. We must allrealize that flight afety de-pend almo t entirely uponthought, prediction, planning,and command empha i .A disturbing ilence followeda glances shifted from per onto person. A nod of accordfrom the lieutenant who po edthe question broke the spell andt he conver ation swung toother topics and became gen-eral before the meeting brokeup.

The in tructor pilot left thegroup and headed toward theflightline. I ha tened to catchhim and then continued theconver ation. How m n yaround here feel a you doabout flight safety? I a ked.Mo t of th e'm. We try toet good example for othersto follow.I've een some cowboyinghere, I said, and people taking needless chances.We walked along briskly.A few, he answered. If theyapplied some thought to itthey'd realize they're flirtingwith death-and etting a wit-

Ie example for those aroundthem. You know, a lot of peo-ple will chance it just becau ethey've een omeone el e getaway with it. Let's face it:cowboying a sign of imma-turity.

Who' re ponsible for thereduced accident rate? TheColonel? I queried. Or haveyour aviators acquired a flightphilo ophy such a you men-tioned-are they thinking andplanning ahead ?


23/52

The 'que tion brought ourbri k pace to an abrupt halt.The IP an wered lowly-asthough he were thinking overeach sentence. The credit goesto both the olonel and theaviators. Con ider the olonelfirst, he con t i n u e d. TheColonel hone tly believe in hisflight afety program. Hetudie and plan his programand con tantly trie to improveit. He realize that he doe n'tknow all the an wers and isquick to recognize and acceptgood advice from hi commanders and IPs.For example, we had a casewhere a hydraulic leak causedthe brake to fail on a aribou being taxied on a tacticalmission. The Caribou went offthe strip and uffered incidentaldamage.The pilot didn't t hink of u -ing his emergency brake. Henever had occasion to use itand when the need arose' therewas no simple reaction , uch aswhen we put on our car' brakeat a stop light. There wa n'ttime for a complex reaction,

which require orne thought.We applied orne thought tothe matter. We re ommendedto the Colonel that our Cariboupilots be given orne 'on the job'practice in the use of the emergency brake. The Colonelagreed and aw to it that thearibou boy were familiarenough with the emergencybrake to u e i t in tantly whenthe need aro e. We have go drea on to believe tha thi practice ha prevented everal imilar incident .We started walking again,but much more slowly. Thi ia ca e where the Colonel wiselyaccepted advice. He also hain tiga ed many e x c e I l en tsafety procedures of hi own,and ee to i t that they areunder tood and complied with.You mean he ort of cracksthe whip? I asked.No; it' not done with thatattitude. Everything we do i.designed to make our aviator.themselve ee the need forthought, prediction and planning. The olonel i not tryingto force issue. He' planting

ny thing wrong here

HE EW BREED

the idea within our men andthen creating and maintainingan environment in which it willflouri h. He ha et up a afetyprogram containing incidentsand problems that force ourpeople to think about the i ue.For example, instead of justgiving lectures and showinglides on the aribou emergency brake proced ure, we tookthe men out and let them u ethe emergency brake on air-raft. Thi got them all talking

and thinking. We've al usedsimilar techniques in other intances.You aid that credit for thigreduced accident rate should goto the Colonel and t he av iator I aid.Ye . Army Aviation i getting more and more people whohave the ability to think andplan ahead. Thi is to theircredit. The problem i thatmany need a nudge and idealconditions to get tarted. Goodcommand upervi ion providesthis nudge and the mart a viators take advantage of it.We're getting more and morewho have the de ire to thinkand plan and fewer who boltoff like orne kind of animal,tru ting to instinct and luck.

Are you aying people u edto fly like animals? I a ked.A lot of them did, but thatbreed is almost extinct. Nowadays we're ins i t ing that aviator think before they act. Forin tance the other day I had a

young aviator who wa manhandling an aircraft like anorangutan might. He wasprobably able to perform anymaneuver better than I could.but he was hedging on everysafety rule in the book. Whenwe grounded him he provedthat he could al 0 holler likean orangutan. Well, he'll staygrounded until h ' able to mix

21


24/52

MARCH 1962

Thought prediction an planning will help eliminatecostly incidents like thisa little thinking with his fly-ing.I'll have to admit, I was im-pressed, but I wasn't going togive up yet. I decided to takea deeper look into the routinemechanics of the program andstarted with the safety officer.Here, too, I found muchthought being devoted to airsafety. The safety officer keptcharts and statistics that wouldimmediately reveal any acci-dent trend.Charts and statistics areonly as good as their keeper,I was told. You get out of themwhat you put in. If you shovelin garbage, that's what you getout.The safety officer showed mea stack of accident and inci-dent reports on his desk. It'seasy enough to put each into acategory, and they may show atrend, he continued. But ifyou look deeper you often find22

hidden causes. Who was thepilot? What about hi s familylife? Has anything out of theordinary happened to himlately? What about his physical condition? What about thecondition of his aircraft?Those are just a few of thequestions I can ask about eachreport, the safety officer said.A little thought about eachaccident often uncovers hiddencauses that could develop intotrends.I learned that this safetyofficer had plenty to do withhis regular duties alone. Buthe was caught up in this tide ofthinking safety. He performedhis added safety officer dutiesdiligently and thoroughly. Hedid more than was required. Hestudied his statistics and transformed them from dormant fig-ures into a vital, living part ofthe program. They playa maj orrole-speaking loudly and with

authority.The safety officer showedme how he coordinates his find-ings with the accident preven-tion officer, and how both inturn work with the safety coun-cil, or anyone concerned.My next interview was withthe aircraft accident preventionofficer. He told me that themajor part of his job consistedof searching out potential acci-dent causes and eliminatingthem. In fact, the major said,I'm going out on an aerial in-spection now. Would you liketo go along?I eagerly accepted his invi-tation and presently found my-self flying over the reservationwhile the accident preventionofficer scanned various areas.Finally he pointed to a dirt stripand began circling it. After wehad made several low passesover the strip I heard a click inmy earphone and the majorsaid, See anything wronghere ?A little b e w i Ide red Ipressed the intercom buttonand answered, No, it looksokay to me.

That haystack on the otherside of the fence, he saidbanking slightly and pointing,That's just been put up in thelast day or so. It's too big andtoo close to the end of the strip.We'll have to get the farmer tmove it.I stared at the haystackwithout answering.There's another h a z a r ddown there, he added. Thetrees have grown a lot taller

during the last year. I've beenwatching a few at the otherend of the strip and they're getting too big. We'll have to takethem out.

The major dropped the noseand started a descending turn.We'll go down so you can take


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29/52

A thin plate of gold andwiched b tw rth two sh , t of pl xigla on my wind hi ldfor added afety ,B eh1'nd ach of my prop llet are two pitot tube .Tl con tantly measure the thrtt t being pro-d uced and op 1'at t il autof ath 1 devic ,

peed of 1,600-2,000 fpm.For all-weather flying I mequipped with deicing boots onmy wings and horizontal tabilizers that inflate and deflateautomatically on a I-minute ora 4-minute cycle, or manuallyby my copilot as often as needed. I have alcohol for my propeller anti-icing ystem andheating elements in all six pitottubes and also in my cabin andcockpit heater intake duct.Electric 4 - speed windshieldwipers come in handy on finalapproach in heavy rain .Sandwiched between the twosheets of plexiglass that makeup my windshield is a thin plateof gold. This is wired to my ACcircuit and keep my windshield

at a con tant 100 F for antiicing in the winter and birdshatter-proofing in the ummer.For navigation I have twoVOR , one ADF, glide slope andmarker beacon receivers, a1750-channel UHF tran ceiver,a 5-channel emergency VHFtransmitter, an ARC-44 FMtran ceiver, and a selectiveidentifier f r e qu n c y tran -ponder.To eliminate the chine e firedrill that occurs in the cockpiton takeoff or climbout when anengine i lost, I have an autofeather system. Two pitottubes behind each propeller constantly measure the thru t being produced. If one enginevaries from the other by 40 per-

ration i easily accompli hed in hour , andboth the in tallation and removal of the kimay be carried out with the aircraft resting onits wheels. No jacks or special equipment arerequired for the

cent, and my pilot ha the autofeather switch on, the lowpower engine will automaticall yfeather itself. Should an engine feather, the automaticsystem is immediately deactivated to preclude autofeathering my remaining engine.I have a fire detection warning light system that informsmy pilot of a fire in any of threeengine zones, or in the cabinor cockpit heater, I have twoFreon fire extinguishers, onfor each engine, or both for oneengine u ing a cross-feed arrangement. The cabin and cockpit heater are protected byseparate CO 2 extinguishers. Allthe extingui hers are controlledfrom the cockpit.


30/52

MARCH 1962(( And h re I 1ny COCkP1't1. Em 1 g ncy y t In pan 1. . liding radio cabin t.3. t ring wh el (oJI pictllre,'under pilots window .1. NavigaNo1l in tr1lm nt .5. Engin 1'n tntlJl Ht6. Throttl s.

28

7. Prop.lIfixt ltr

.9. Flal) s l ctm' l v r .10. R'udde1 p dal adj'lt tm enthandl .JJ D icing witch pan l12. A'Ido ather s lec tor 'witch.14 . El vatol' trim, whe l.

My main gear can withstanda drop of 960 fpm and u es fourOtter t i re , while my no e geartires are those of the Beaver.To facilitate taxiing I havenose wheel power teering.Thi y tem i controlled by thepilot, using a 10-inch teeringwheel mounted on the wall onthe pilot ide. For operationsunder certain on d i t i on sthough, my power teering canbe turned off and teering canbe accompli hed with the u e ofpower or brakes.

Without unlocking my control (which are usually keptlocked during ground operations), my engine will not produce more than 1600 rpm. Thisprevent takeoff with lockedcontrol surfaces.

In case of hydraulic difficultie my no e gear can bepumped down man ually, a canmy flap , and my brake pre -ure brought up to normal. Mypilot merely has to pull aD-ring, located behind him, tolet my main gear fall into thedown and locked position. I al 0have a high pressure air bottletha is used t blow down myno e gear if all else fails. I haveanother air bottle for a onelanding emergency brake operation.I have a built-in oxygen system for my crew plus portableoxygen equipment for my flightcrewchief to use in ca e of acabin fire.

For pilot comfort my softcushioned eats, with armre t , can be adj usted up ordown and fore or aft. Al myrudder pedals can be adj ustedin or out to uit my pilot or copilot.

By now I m sure you knowthat I m a big, husky, dependable, durable AC-1A CARIBOU, the pride of the ArmyAviation fleet.


31/52

Smoke Signals re Not ObsoleteThe conditions shown are common to all reciprocating engines If you saw them would youknow the cause and action to take Test yourself Cover the ACTION column before readingthe cause

ENGINE FLAME ND SMOKE IDENTIFICATION CHART

BLACK SMOKE FROM EX HAUST EJECTOR

PUFFS OF BLA CK SMO KE FROM EXHAU ST EJECT OR

THIN WISPS OF BlUEGRA Y SMOKEFROM ENGINE COOLING AIR OUTLETS

BLACK SMOKE FROM ENGINE COOLING AIR OUTLETS

CAUSE

USUAllY OCCURS AT HIGH POWER SEniNGSAND INDICATES TOO RICH CARBURETOR MIXTURE . THERE i l l BE NO INSTRUMENT INDICATlONS EXCEPT THAT FUel WILL BE CONSUMEDAT A FASTER RATE THAN NORMAl

DETONATION AND / OR BACKFIRE. INDICATEDBY ROUGH RUNNING ENGINE HIGH CYLINDERHEAD TEMPERATURE AND CARBURETOR AIRTEMPERATURE AND LOSS OF POWER. IF THISCONDITION CONTINUES ENGINE FAILURE ISIMMINENT.

SLIGHT OIL LEAK. POSSIBILITY OF FIRE EXISTSBUT NO ACTION NECESSARY UNLESS FIRE DEVELOPS .

Oil LEAK AND Oil FIRE. POSSIBLY VARIABLE OilPRESSURE HIGH CYLINDER HEAD TEMPERATUREAND ILLUMINATION OF ENGINE FIRE WARNING LIGHT. AN UNCONTROLLED FIRE MAY DE VELOP

CTION

MANUAL lEANING BEYOND NORMALSHOULD NOT BE ATTEMPTED. REDUCEPOWER.

ENRICH MIXTURE REDUCE POWER. MONITORENGINE INSTRUMENTS.

WATCH CLOSelY AND LAND AS SOON ASPOSSIBLE IF VOlUME OF SMOKE INDICATESTHE NECESSITY .

PERFORM ENGINE FIRE IN FLIGHT PROCEDURE . ALERT CREW .


32/52

V R oT WAS A typical Californiamorning with lots of golden

sunshine-gold because the unhad to shine through a 7,000-foot layer of haze and smog.An overca t wa moving inland frO m the coast above thehaze. The field was IFR dueto the low vi ibility. I was inthe operation office planningmy flight to the ea t.I elected a convenient departure route and reque ted13,000 feet, the minimum enroute altitude to get thrO ughthe mountain pass. I completedall the ritual connected withthe 175 and walked out to theramp where the L-23 wasparked.I put my gear aboard, checked the book, and went throughthe preflight. The aircraftchecked out O. K., so I climbedin, fired up, and tuned theground control frequency fO rtaxi instruction. Directed to

o

runway 14, I waved the chocksaway and taxied out to therunup area. I parked, completedmy runup and told the towerI was ready for my clearance.Ten minutes later, I was stillwaiting, although everal aircraft that followed me had received their clearances andwere gone. I called the towerto ask about the delay and wasinformed there was heavy traffic. The tower told me that aircraft reports gave the top at7,000-9,000 and asked if I wouldaccept an IFR takeoff and VFRon top. I answered that Iwould, hoping this might expedite my takeoff.A few minutes later, thetower called and reported thefield wa VFR. The overcastwa olid at that time and fromwhere I at it still looked IFR.Ten minute later, I askedabout my clearance again. Thetower reported there was still

opheavy traffic and I d have ashort delay. A few minuteafter this, the operator calledand asked if I would accept aVFR takeoff and climb to VFRon top.I had been waiting at theend of the runway for 40 minutes and was getting extremelyimpatient. I looked up andfound a small hole off to theright of my takeoff path. Ianswered that I d accept theVFR climb if I could have radarsurveillance. I figured thiswould keep me out of the mountains and help to avoid othertraffic if I hit IFR conditions.My clearance was granted.But as I started to taxi out.the tower told me to hold. Anaircraft had just declared anemergency and was on ap-

PTepaTed by the . rmyOGtTd fOT viation Acc1dent R e-seaTch


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34/52

Safety Problems ncounteredn the Operation ofMilitary Light A rcraftAnd Helicopter Europe

NE MAY WONDER whyomeone from the UnitedState Army pre ume to di -cuss afety problem of lightai rcraft operation in Europe.The rea on is that we considerour elves authorities in themat ter - we have more accident t han an y other operatorin Europe.This discu ion mu st necessarily be confined to tho e area

Colonel Jam s F. Wells Arty

wherein the Army operat esWe t Germany, Nort hern Italy,and Northern France. Five general problems have been ident ified and will be pre ented inthe order of their eriousness .WEATHER

Weather accident are themost serious problem, both infixed and rotary wing operations. Two-third of the fatali

Col W Us, direct01 , U l B AR .is a dual and multiengin rat denio?' Army Aviator. Th' m ticlewa tak 1 1 from a pap t olonel1rell delivered to th 14th An

nual I nternational 11 afetyemina? of the Fl1 ght afetyfl1oundation 7'n N apl s, I taly, 14Novembe1 1961, e is leaving thisas igmn nt in J lln ,


35/52

ties occur in weather accidentsand usually involve inadvertentflight into actual instrumentweather when either the pilotor the airplane or both) is notqualified for instrument flight.The ability of the helicopter tooperate in lower weather thanthe fixed wing makes it tempting to fly in that lower weatherin order to maintain the utilization of the aircraft. We saywe must stay 2,000 feet horizontally) from a cloud; butwith a 500-foot ragged ceiling,is the cloud 2,000 feet or 200?Then try it at night and it becomes more puzzling.The answer of course is allweather capability and such aprogram is underway, but thereare many problems to solve.Weather facilities and forecasting in Europe are excellent.t is the weather that is bad.Particularly troublesome are: The frequent temperatureinversions in the Loire Valley. Prevailing low weather inthe Rhine Valley, aggravatedto some extent by industrialwaste in the atmosphere.

High precipitation caused

by impingement of moist NorthSea air masses on the northernslope of the Alps.In general, weather problemsin other areas are not so pronounced. In winter, carburetoror inlet), wing and rotor icingcause some difficulty, but thiscauses inconvenience more thana serious safety problem.WIRES

Wires are second only toweather as a cause of accidentsinvolving fatalities. In the caseof Army Aviation the missionfrequently requires flying attreetop level with the accompanying risk of flying intowires. Helicopters are, for obvious reasons, more vulnerableto wire strikes than fixed wingaircraft.Though a certain amount ofrisk must be accepted, our experience has been that wirestrike accidents can be reduced. A two-thirds reductionwas eff ected by: Assuming that a wire orcable in the flight path cannotbe seen from the aircraft.

Flying low only when the

S FETY PROBLEMS

mission requires, and then overa route known to be free ofwires. Eliminating and preventing erection of wires in vicinityof landing strips and helicopterpads. Providing a chart currently maintained in the operations office for briefingpilots on the location of highwires and aerial tramways.SE URITY ND MILIT RY

R QU IREMENTSCurrently in Europe manyrestrictions are imposed, necessarily, on aerial operations incertain areas for security and

military purposes. Prohibitedareas are quite abundant. Identification zones cover a fairlywide area. This imposes a responsibility on every pilot tokeep currently informed on theareas involved and on theproper procedures for operating in or near them. Followingthe wrong autobahn or tracking the wrong nondirectionalbeacon may cause and hascaused) undesirable notorietyfor the pilot.


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MARCH 1962

INCRE SING DENSITY OERI L OPER TIONSThe remarkable growth of

aviation in the past few yearsis as noteworthy in Europe asit is elsewhere. The marked increase in general aviation activity, the increase in smallaerodromes and the expandedactivity at commercial air terminals have posed traffic control and collision avoidancepro.blems which were not generally anticipated 10 years ago.Being sports enthusiasts, theEuro.peans have avidly developed glider, soaring, and parachute activities, posing a pro.blem in foreign o.bject damageto other aviation operations. Aparachutist in the intake maystall the engine.

FORCED L NDINGSIn opera ing single-engine

airplanes and helicopters one

is always co.nfro.nted with thepossibility o f engine failure andforced landings. In France andin Germany north o f the Alpsthis is no.t a serio.us pro.blemfo.r the nature of the terrainand its culture affo.rd favorableco.nditio.ns fo.r forced landings.pro.vided appropriate consideration is given to selecting thefiight path. Even in the Alps,on the northern slope, the valleys are generally fiat with frequent pasture plots.On the southern and easternslo.pes o f the Alps and in theApennines the situation is notfavo.rable, for the valleys andrived beds are rocky, and thecultivation principally terraced,making dead - stick landingstricky. Even in the relativelyfiat areas of no.rthern Italy cultivation involves trellises andfences which, in the case of aforced landing, pro.vo.ke concern o n the part o f the pilot.

EUROPE NGENER L VI TIONThese are the pro.blems whichhave been encountered by theU. S. Army in operating lightaircraft and helico.pters in Eu

rope. It is safe to predict thatgeneral aviatio.n must face thesame pro.blems, in so.me caseswith increasing aggravation.The importance of every pilotknowing weather and utilizingall weather facilities cannot beoveremphasized. Awareness ofIo.w-Ievel hazards and the importance of traffic control mustbe instilled in and practiced byevery aviator (including gliderpilo.ts and parachutists). Efforts must be continued bymanufacturers to' impro.ve thereliability o f engines and systems so that fo.rced landingsbecome rare rather than ro.utine.General aviation can beco.mesafe if the people involved makean effort to be safe.

You Wrote These Safety Captions

34

When it ain't inspected it'sneglected.The hand that rocks thestick controls the destiny ofmen.Safety is the by-product ofperfect performance here.No margin for error.These controls for expertsonly.An inert mass that do es noharm until a loo.se nut holdsthe stick.Safety starts with the nutthat holds the cyclic.If you have unusual photo.sor drawings adaptable to thistype of safety message, pleasesend them to the edito.r.


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Keep Those traps TightWill m H Smith

The captain had a little chute,Its silk was white as snow.And everywhere the captain flew,The chute was sure to go.He had to make a jump one day,His straps were not too tight.He went floating toward the left,His chute went to the right.

Both Mary and her LittleLamb would probably flip at thesound of such a jingle, but itillustrates a point.If you don't keep those strapstight, you may end up like thecaptain in the rhyme. You'll goone way, your chute another.

In these pictures you can seewhat happens when your chuteis not properly adjusted. Takethe first picture, for instance.Everything looks good andtight. But in the second youcan see that things have beenloosened just a little. And whenyou eject or jump, look whathappens. Over and over yougo. If your chute is tight, itstays with you. But when it'sloose, look out below.

In the second set of pictureson next page, the straps have

been loosened even further.Sure, you'll be comfortable, butlook what happens. A goodyank when it first opens andyou have a nice pretty chute inyour hands, if you can grab it intime.And don't tell yourself thatyou are too small or two thin toget it tight. The harness on theback and chest type parachuteshave seven points of adjust-ment that allow them to fit menfrom 5'2 and 110 lbs to men6'4 weighing 240 lbs.To put i t on properly, graspthe main left web near thecanopy release assemblies andslip into it just like putting ona coat. Next buckle the cheststrap and then each leg strap.Now that you have it on,tighten the straps to a properfit.


38/52

MARCH 1962The main left web adj usters

govern the vertical distancebetween the saddle and theshoulders. If the saddle is rid-ing high, loosen your web ad-justers. If it s too low, take upon the webbing. The saddleshould fit well down on thebuttocks when you are in aslightly bent position andshould be snug.

The diagonal back strap ad -justers draw the main left websback toward the shoulders andtoward each other. Heavy menhave to loosen the adjustmentsto allow the lift webs to befarther apart. Slender menneed to take up the adj ust-ments to draw them closer tothe body. These adjustmentsare found under the spongerubber back pad on the para-chute harness.

The two leg strap gdjusters

tighten or loosen the leg straps.These straps are brought fromthe bottom of the saddle, be-tween the legs, and attach tothe side of the main web. Thewebbing is then adjusted so itis snug around the upper partof the thigh.The chest strap adjustertightens or loosens the cheststrap. I t should be adj ustedsnugly and should not be looseenough to allow more than onefinger between the strap andyour body. The height of thechest strap should be about 12below the chin.Now, you know how it s done.There should be no excuse, noproblem, no accident. Keep allthe straps tight and you willhave a nice safe ride down.Remember, if your chute isuncomfortable when you arestanding, it s correctly ad-justed.


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S INCE 1950 the number ofqualified aviators in theArmy Aviation program hasincreased from less than 1,000to more than 6,000. By 1970this figure will expand toaround 12,000. Student inputmust continually increase tomeet our steadily rising demand for more highly trained,professional Army Aviators.What can you do as an aviator to increase student input?Think back . . . how did Youget into the program? 10 to 1an Army Aviator interestedyou with the possibilities ofvolunteering for a career inArmy Aviation. Furthermore,he probably helped you put in

your application.Our need for a greater student input is constantly increasing. Your effort is nowneeded to explain our programto fellow officers whom youconsider good prospects.Not a salesman? You're better than you think. The bestsell in advertising is word-ofmouth. People who like something tell others. The best example you can use is yourself.Your own satisfaction in yourcareer in Army Aviation, yourown love of flying are evidentto the prospect.Need the latest informationfor your sales pitch? Outlinedbelow are the basic require-

SalesmenWantedI l f -II o7/). r ,0\ 4 ~ m a, ',... . , \ ~ ers . ... ~ ~ witll bil Pacl' : : ~ . . ~ G . _ , \ \ 0;:; -- Dew 12 .I t ' 6 \ ';:'eol -,.v. biro to get,v . , . . .o\l 'Ort. onD.~ ~ ~ ~ .. e ~ ~ ~ ~ . Uf}ity. ~S LESMEN ~ o l t ;: I IPOc,;2 W NTED n ~ e l JI A R M Y AVIATORS needed to recruit ..-< new volunteers for the progra , . whil

IE.perience unnecessary . Normal chec::s I ownu; I eal and pride will do the Irick . ' ~ e a d info below for sale. pitch .:. ,Salary? Fellow aviators for th e l l iy .

. ~ f u t u r e who are also proud of being ;estl:j~ part of a rapidly u p a n d i n g 1 J i, ' program with a big f u t u r e R L _ . ~~ [lgf'lApplyTodayl 1 ~ 7 S

~ , f A J ~ ~ e S \ P \ \ " " o.eo. ~ =-= 3(cz>0 . \ \ I, W ~ JIIIII IIIIIo. "ee\ 11\......., C'3\ giviJt ., -'O{ -..-._-_._ , .- . ~

\ \ ' ~~ - - - - - SALlS : F a 1 ~~ R PR S NT .. lV lir WAJ. W IIT O _. I i ~

ments for applying and aresume of what the studentcan expect at Camp Wolters,Texas or Fort Rucker, Alabama. The basic information f.ormaking an application is givenin AR 611-110. Paragraph 12specifies the basic letter formto be used and the papers whichmust accompany the application. Essentially they are:Standard Forms 88, 89 (Medical) and allied papers, aviationflight certificates (civilian),military flight rating certificates, request for extended active duty (Reserve officers)and a request for branch transfer (for officers in a branch not37


40/52

MARCH 1962authorized Army Aviators).The letter of application andall allied papers are submittedthrQugh normal channels toThe Adjutant General, Department Qf the Army, WashingtQn 25, D. C

The flight physical examination can be performed at almQst any installation. SQme Qfthe medical restrictions and requirements Qf AR 611-110 canbe waived. Give prospects thebenefit Qf the doubt. Let Department Qf the Army say NO,nQt YQU VQlunteers must be 30years Qld Qr yQunger; however,waivers may be granted fQrspecial technical qualification,priQr flying experience, or degrees in electrQnics Qr aeronautical engineering. Physical standards arefQund in AR 40-501. An aptitude test will begiven at a later date. Reserve officers must havecQmpleted their basic Qfficercourse; however this, too, maybe waived based on prior service. Regular Army Qfficerscommissioned in Armor, Artillery, Engineers, or Signal CQrpsmust have completed theirbasic CQurses, airborne Qrranger training and have oneyear of troop duty.ThQse accepted for trainingwill be sent to either Fort

Rucker, Alabama for fixedwing training or to Camp W0.1ters, Texas fQr rotary wingtraining.Fixed wing training at FQrtRucker is brQken dQwn intothree phases:Phase A, 18 weeks Qf primary flight, is cQnducted by a

cOon tract firm and consists Qf120 hours Qf basic flight training in the L-19. GrQund schoolCQurses in aerodynamics, navigation and maintenance arealso given in Phase A.Phase B is the tactical application of Army Aviation andcQnsists of rQad and strip wQrk,aerial resupply, aerial fire ad ustment, etc.Phase C consists of 50 hoursof instrument training in theL-20.Rotary Wing entrants spend16 weeks at Camp WQlters, accumulating 111 flying hours inthe H-23. The related groundschool prQgram is similar to thefixed wing program. After completing Phase I at Wolters, students come to Fort Rucker for14 weeks of Phase II trainingin cargo and utility helicopterssuch as the H-34 and HU-l.In the future students may receive a third phase, helicopterinstrument flight training.Successful graduates of thefixed and rotary wing courses,having met the big challengeoffered, then receive the cov-

eted silver wings of an ArmyAviator.Remember-as a member ofour growing Army Aviationprogram, you can have a decided influence on the prospective Army Aviator. As a livingexample you have more influence than a thousand words.Interest your friends and contemporaries - le t s sell the program

As a one-time effort by theU S Army Aviation School tworecruiting teams have been formedand are presently touring CONUSinstallations to assist you in yourrecruiting efforts.Each team consists of two aviators and a projectionist. Presentations are i hour long including ai5 minute question and answersession. Presentations will be givenas many times as necessary to adequately cover your installation. Atservice schools the team will givepresentations to the basic officercourses. OCS classes will also begiven the orientation.The presentation is primarilydesigned for eligible lieutenantsand for enlisted men who desireto apply for the warrant officersflight training course.Formation of local recruitingteams is encouraged. Material forsuch teams can be obtained bydirect contact with: SecretaryU S Army Aviation School FortRucker Alabama.

More bout The hinookA 25,645,000 contract for HC-1B Chinook Army transport helicopters has been awarded tothe Vertol Division, Boeing Airplane Company.The Chinook is the planned replacement aircraft for the H-37, H-21 and H-34 helicopters. Ithas a lifting capability of three tons and will transport a crew of three plus 32 troops or 24 fullyequipped troops, or 24 litters. Weighing 26,600 pounds, the HC-1B is equipped with two T-55-L-5 gas-turbine engines rated at 2,200 shaft horsepQwer each. It has a cruising speed of 130 knots

and a range of 100 nautical miles. In addition to troops the Chinook will carry a 7 ton external slingload about 7 miles.Troop issue of production machine is sched uled for early 1963.38


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THOSEf M 1-2R-0480-1001 22 Sept1961 states in partthat each 25 hours a visualinspection will be made of thecy linder of the L-23 to detectcracks. A note in the TM fur-

JUGSMajor Joseph A. Gappa Jr. Inf

ther advises that cylindersshould be removed and checkedfor cracks by the dye penetrantor fluorescent penetrant inspection method where doubt existsin determining the presence ofcracks.

il1uj Gappa is Chief, Enginee1'ing Section, Analysis and R esearch Division, USA B AAR. Agraduate of the U. S. Mil1'taryAcademy, he received his Master sdegree in aeronmdical enginee'r-1'ng from Georgia T ech .

Left: Outsid f I 1fW . J1"crosr,opic cracks (visible to the naked eYf) rllme.loping in tile ((1'ea of thespark plug hole-valve.

Right: In:-;ide v'iew. First stages of fatigue (mic1'oscopi.c c1acks) cannot be detected by the nnm ded eye.The cracks could have been detected by nse of dye or fluorescent penetrant before becom1'ng chscerniblewith the una ,ded eye.

9


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MARCH 1962

Why the frequency of inspections and what deficiencies isan inspection expected to detect? A brief outline of overhaul procedures for the enginemay aid in a better understanding. A cylinder and cylinderhead do not have a time life.They are operated until failureoccurs or the beginnings ofdeficiencies are discovered oninspection or overhaul. Thismeans that since TBO (timebefore overhaul) is 1200 hours,a thorough examination ismade once per 1200 operatinghours. A zyglo inspection, properly performed, will show exis ting microscopic cracks, whichare characteristic of metal fatigue. When such deficienciesare discovered, the cylinder orcylinder head is replaced witha new item.At one time, a zyglo inspection was not performed at overhaul; hence, it is conceivablethat cylinders in the first stagesof fatigue--microscopic cracks,undetectable to the eye--wereput back in the system following engine remanufacture oroverhaul. It is further conceivable that even with excellentinspection procedures at overhaul, cylinders have survivedcycle after overhaul cycle andhave accumulated high numbers of hours of operation.From the foregoing, the needfor frequent, properly performed inspections betweenoverhauls should be apparent.The deficiencies the inspectionsare designed to detect are, primarily, the early stages ofm t a fatigue, microscopiccracks.Are the inspections effectivein detecting cracks in cylinders? Unfortunately, an honestanswer would too often beNO - and the reason cannotbe passed off solely as sloppymaintenance procedures. The4

Results of faulty inspection pToced1( res, or ~ e s u l t s of exceeding oper-ating l1rnHations. ote progression of fail1 {Te from spark pl1lg ho leto valve portTM is not explicit in the statement i f doubt exists, and theimpl ica t ions (and conseq uences) of using dye penetrant may be there to assistone in seeing on inspectionwhat one would like to see, nocracks. The consequences andimplications, above, refer tthoughts of removing cylindersto perform necessary inspections.Is there a solution?The Engineering Directorate,Transportation Materiel Command, St Louis, Mo., has theproblem under advisement.Page Aircraft MaintenanceInc., Ft Rucker, has submitteda UR on TM 1-2R-0480-1001stating that a dye penetrantinspection should be mandatoryon each 25-hour inspection and,further, that dye penetrant inspections can be performedwithout removing cylinders.The inspection can be performed by removing the sparkplugs and checking, with dyepenetrant, the critical areasfrom the plug holes to the exhaust stack. (The TM givesthis as one of the critical areas.The other is between fins.

which the TM specifies. Thefirst listed area has producednearly all of the known cracksin cylinders on aircraft operated at Ft Rucker and is thearea of the cylinder beefedup on the improved cylinderfound on L-23F aircraft.)Where necessary, paint on theengine must first be removedby a suitable means to barethe metal area to be inspected.I t would seem reasonable tcomply with TM 1-2R-0480-1001, with suggestions of PageAircraft Maintenance, Inc., incorporated into the inspection,until such time as TMC reviewsand publishes revisions to thepresent TM. No one need haveoutlined for them the hazardsof flying with defective cylinders; therefore, the prudentcourse of action is to do all possible to detect incipient failurebefore such failure occurs.Parenthetically, it should beadded that generally similarproblems exist with U-1A cylinders and TB AVN 23-5-1 (URDigest, Project No. 23.1 andTM 1-U-1A-6). This will becovered in greater detail at alater date.


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5mm TransparenciesNew Media for earning for rmy viation

Subiect Matter

HERE IS NOTHING reallynew abO ut 35mm slides, except the increased use O f thiseffective teaching media inArmy AviatiO n subject matter.In the past few mO nths therehas been a rapid increase in35mm slide prO ductiO n fO rArmy A viatiO n instructiO n.PrO duction techniques andprocedures have been develO ped. CO mmercial prO jectO rsare being evaluated for mO reeffective means of presentatiO n.

A portable rear view prO jectiO nunit has been designed and isnO w in production. Future plansinclude expanding this, mediawith tape recO rded sound electronically timed to slide presentation.

For several years, ArmyAviation subject matter hasbeen supported largely byoverhead Vu-graph) graphicaids ma d e from technicalorders, training manuals, andother publications. A few photO graphic transparencies havebeen used but only in blackand white, since color film ofthis size is comparatively expensive.

The extensive use of the overhead projection method hasbeen largely justified by two

Major rvil B Quinn Armor

principal advantages. First, therelatively convenient and inexpensive methods of producingedited and colored graphicsfrom existing artwork. Second,the desirable capability of projector operation and presentation control by the instructorhimself, and in a lighted classroom.The Training Aids Division,USAAVNS, seeks to combinethese advantages with the advantages of convenient slidehandling and economy of colorphotography of the 35mm slidemedia to provide Army A viation instruction a more effectivemeans of graphic support.In this 35mm program arethree principal sources of material for the graphic slides.At the present time, the mostavailable source is the largenumber of colored charts andoverhead transparencies nowbeing used in instruction. Thesecan be easily copied onto 35mmcolor film with very little lossof fidelity. New artwork isdone in the form of overheadtransparencies or opaque artwO rk or a combination of thesein the proper format for 35mmcopying.Perhaps the type graphicmost effective and economical

for 35mm slide media is photography of actual aviationequipment and situations. Thistype graphic generally requiresonly the work of a well-trainedphotographer to produce themost realistic type of graphic.Because of these convenientsources and the ease and econO my O f 35mm duplication froma prO duction standpoint, the35mm program will make muchneeded graphic aids availablein increasing numbers.The majO r complaint of instructors on the use O f the35mm slide media has been thenecessity of a darkened roomand an assistant instructor.The lack O f full instructor cO n-trol of the presentation whenusing the assistant is a serioushandicap to the mO re effectiveinstructor who varies his presentation to meet specific needsof his students.Two plans of actiO n are beingtaken to overcome these disadvantages. Most unique is the

il1aj Quinn is Chief T ra1:ningAids Division DOl U. S . ArmyAviation School. H e 1S a dual1 ated and instrumen t wli fiedSenior Army Aviator wt h 3 000fligh t hO l( J s .

41


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MARCH 1962

The portable rear projection unit al101 oS i n s t r u c t 1 ~ to show his own5mm slides at the front of the classroomdevelopment of an inexpensivebut versatile rear projectionunit which uses the standardsignal 35mm projector AP-9.This unit is portable, which fa cilitates its operation by theinstructor as he gives bothgraphic and verbal presentationuninterrupted. With a 500-watt projector, an adequateimage is available on the TVlike screen, which is also withineasy reach of the instructor spointer. This unit, now underevaluation at USAAVNS, hasalready received favorable COom-ments from the instructionalstaff.

Planned fOor use independently or with the rear projectiOon unit are commercial remotely controlled 35mm proj ectors. Several models beingconsidered have such featuresas improved bulb and opticalsystems, remote, and/ or automatic controls, magazine slidehandling and quieter operation.Combined with the rear pro-42

jection unit, these projectorswill provide a graphic presentation system which will benearly ideal.A t best, however, the portable rear projection units mustbe regarded as inexpensive, interim measures t allow use of35mm color slides in existingclassrO oms. The ultimate stepis the provision f built-in rearprDjection capability in eachclaSSrO Dm. This feature is incorpDrated intO the design O fthe new USAAVNS academicclassroom buildings scheduledfO r construction during FY 62and FY 63.

In keeping with the latestdevelopments in visual presentatiDn, the screen is actuallythree screens in Dne. This willpermit the instructDr to prO -j ect a large image of a system,for example, and simultaneDusly present in detail twOsmaller images f its compDnents. PrO jectors will be of thelatest r andom-access type, in

which any slide in the magazinecan be remotely selected andprojected.The Training Aids Divisionbelieves that still a further development should be experi

mented with in the use of the35mm slide medium. This addition is tape recorded verbalinstructiOon, electronically synchrOonized with the supportingslides, to fO rm a completely programmed O r recorded point ofinstruction. Such recorded instruction would have the advantage f prO viding wellplanned and effective instruction in a standardized mannerto class after class.

RecOordings should cover onlyshO rt points O f instruction. AnhDur lessOon shO uld containthree, four O r mDre recO rdings,tied together with discussion,questions, and supplementarymaterials by an instructor. Theuse of such recorded instructional points will allow the instructOor, sOometimes mOore skilled in his subject field than inpresenting instructiO n, to COon-centrate on supplementing therecorded instructiOon, answeringstudent questiOons and controlling student discussiOons.As graphic aids in the fO rmO f 35mm cOoIO r transparenciesare procured by the TrainingAids DivisiO n, they are listedand pictured in the Army A viation graphic aid catalOog whichis being distributed as part Oofthe USAA VNS instructionalmaterials catalog.

With the growth of the35mm graphic aids programanOother step toward more effective support is being takenfOor Army Aviation instruction,thereby enhancing the Army scapability in peace Oor cOonflictthrO ugh better trained andeducated Army Aviation personnel.


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/ / \ \1 I I It ll \ \I I I I I \

PREPARED BY THE UNITED STATES ARMY BOARD FOR AVIATION ACCIDENT RESEARCH

or the irdsFEW ARMY Aviators arebird watchers - the feath-ered variety, that is. For one reason or another, they justdon't seem to have time for it.And that's a shame, because bird watching is not only apastime, it can be an education.In the flying game for cen

turies before the Wright broth-ers, birds are much smarterthan most people think. If youdoubt this, consider Herringgulls - birds that lift seaurchins and clams in their billsand let them fall on rocks. tobreak their shells. Or watcha set of parents teach theiryoungsters to fly.One of the first things initi-ates of the Audubon Societylearn is that a Richmondenacardinalis spotted in Quebecwill take off, fly, and land exactly like his cousin in Florida.In short, birds are the mosthighly s t nd ard iz e d fliersknown. And the best.A funny, funny bird isthe pelican;His bill can hold morethan his belly can

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Despite this rhyme, no oneon record has ever seen a pelican founder because it tried tofly with too great a load. Aviators try.A few months back, an H-37pilot tried to fly out of a confined area with 22 passengersaboard. It was 0930 on a warm

and humid morning. Temperature was 87 F; dewpoint, 72;and the wind was out of thenortheast at 2 knots. Densityaltitude was 1,500 feet.The pilot didn t think therewas any sweat - other H-37swith similar loads had madeit out earlier. He figured his

e vy

allowable gross weight at 31,-000 pounds and estimated he dbe taking off with 30,957pounds. He was so confidentthat he didn t bother to makea maximum power check oruse all the open space in theclearing for his takeoff path.Lumbering into the air, theMojave struggled to approximately 50 feet. Then troublestarted: rpm began t drop.The pilot reduced pitch andwound on full throttle, whilethe copilot shoved the overheadthrottles wide open. But therpm failed to respond and theaircraft sank into trees.

Hindsight checking of weightlimitations charts in the backof the -1 showed the cause forthis one. According to figureA-II, page A-15, maximumgross weight for vertical takeoff should have been 28,000pounds. And the next pageshows that maximum grossweight for hovering out ofground effect should have been28,500 pounds.

little bird hopped uon my window sill.He said, I f you try it,I will.Ten minutes after the firstH-37 crashed, another with 23passengers aboard tried to take

off from the same place. Thesecond pilot also figured allowable gross weight at 31,000pounds and estimated he d getoff with 31,000 pounds. He.too, was confident he couldmake i t so confident he failedto make a maximum powercheck or use all the availab

Army Aviation Digest - Mar 1962

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Transcript of Army Aviation Digest - Mar 1962