Army Aviation Digest - Apr 1964

8/12/2019 Army Aviation Digest - Apr 1964

1/52


2/52

UNITED

DIRECTOR OF ARMY AVIATION ACSFORDEPARTMENT OF THE ARMYBrig Gen John J. Tolson III

COMMANDANT U S ARMY AVIATION SCHOOLMaj Gen Clifton F von Kann

ASST COMDT U S. ARMY AVIATION SCHOOLCol Robert F Cassidy

EDITORIAL STAFFCapt Richard C. AnglinFred M. MontgomeryRichard K. TierneyWilliam H. SmithDiana G. Williams

GRAPHIC ART SUPPORTH. G. LinnH A. PickelD L CrowleyJ. Johnson

USABAAR EDUCATION AND LITERATURE DIVPierce L WigginWilliam E. CarterTed KontosCharles Mabius

RMY V TION1GESAPRIL 1964 VOLUME 10 NUMBER

CONTENTSLETTERS . . .DOPPLER - ASSET OR LIABILITY? Maj James Vaughn .......STOCK IN TRADE Lt Col Robert L. Cody......................... ...... .... .......SCRATCH OR SCRAP Lt Robert T. Holt............................................WATCH HOW THEY JACK UP THAT JACK JACK

Capt Robert B. Kenyon ... ..... ............ ....................................................... 1VIET CONG ROUNDUP . 1LURCHES OF THE UNKNOWN Capt Frank A. Mariano .......A MANIFOLD MYSTERY William H. Smith ................................... 1THE CHINOOK - A PERSONAL VIEW Lt Leonard R. Wilson 1PREREQUISITES Maj Robert B. Parsons ...........................................THE BEAVER Capt David M Monroe ...................................................THRICE AROUND THE PEAPATCH Lt Dennis A. Lazar . ...CRASH SENSE . . . . .HELICOPTER FIRE PREVENTIONMaj Joseph A. Gappa Jr. and Capt Robert W. Newton .......................

The mission of the U. S. ARMY DIGEST is to provide information of an operationor functional nature concerning safety and aircraft accident prevention training matenance operations research and development aviation medicine and other related daThe DIGEST is an official Department of the Army periodical published monthunder the supervision of the Commandant U S. Army Aviation School. Views expressherein are not necessarily those of Department of the Army or the U. S. Army AviatiSchool. Photos are U. S. Army unless otherwise specified. Material may be reprintprovided credit is given to the DIGEST and to the author unless otherwise indicated.Articles photos and items of interest on Army Aviation are invited. Direct co mmucation i authorized to: EditorinChief U. S. Army Aviation Digest Fort Rucker Alabama.Use of funds for printing this publication has been approved by Headquarters Dpartment of the Army 27 November 1961.Active Army units receive distribution under the pinpoint distribution system outlined in AR 310-1 20 March 62 and DA Circular 310-57 14 March 63. Complete D

Form 12-4 and send directly to CO AG Publications Center 2800 Eastern BoulevaBaltimore Md. For any change in distribution requirements merely initiate a revised DForm 12-4.National Guard and Army Reserve units submit requirements through their stadjutants general and U. S. Army Corps commanders respectively.


3/52

x

Sir:Your interview in the January1964 issue with Major Hertzog oncold injuries was interesting andinformative. For the sake of completeness, I wish to point out thatcrew members and passengers whoare seeking to survive after beingforced down in a cold climate shouldhave one additional piece of information.Under survival conditions in acold climate, if frozen feet occur, donot warm and thaw the affectedparts. Frozen feet are still usefulmeans of locomotion for performingsurvival operations. After rescueand return to a properly equipped

medical facility, the doctor willrapidly thaw the feet. The patienthas excellent prospects of minimaltissue loss even though two or threedays may have elapsed since initialinjury. The important fact to re member is that frozen extremitiescan still be used; thawed extremitiesmean the patient cannot walk andmust be cared for as a litter casualty.

Further detailed information onthe care and prevention of frostbiteare to be found in the New Englandournal of Medicine 266: 974-989(May 10 1962; and Mills, W. J.,Jr., Whaley, R., and Fish, W., Frostbite: experience with rapid rewarming and ultrasonic therapy. laskaMed 2: 1-3, March 1960. II. Ibid.2: 114-122, December 1960. III. Ibid.3: 28-36, June 1961.

LT COL RALPH C SINGERChief Prev MedAPO 46, N. Y., N. Y.

APRIL 1964

EM x

Sir:Congratulations to Major DavidHughes on his recent letter to theeditor concerning the Army Aviator

[Jan. 64].Finally, someone has gotten offthe proverbial fence and has begunstating realistic facts. He describesthe situation exactly, in that theArmy Aviator may want to becomea professional pilot but can t because he must pursue ground duties,increase his branch qualification,etc. Why? Because there is no realistic career program in Army Aviation. He finds higher promotionslots so limited in aviation that hemust build a career in some othercapacity.Net result: as Major Hughes indicates, a half-baked pilot. The flightsafety factor involved here is wellknown. I refer to a pUblication prepared by the University of SouthernCalifornia, authorized by Air Forcecontract for Dept of Navy, AirForce and Army. t shows the accident rate one and a half timesgreater for military pilots whoseprimary duty is not devoted to fulltime flying.This fact was established in 1952(at considerable costs to the taxpayer); yet we continue to operatein our present manner.Why be half safe? Let the ArmyAviator be a full-time professionalpilot. At present we operate on thepremise a professional soldier firstand an amateur pilot second.

CAPTAIN WILLIAM R. HOLLISMineral Wells, TexasSir:

I refer to the articles of CaptainDennison (Nov 63 and MajorHughes (Jan 64 which discussedthe dual requirement for an ArmyAviator to remain qualified in anairplane as well as in his branch ofservice.

I

I submit that the only substantialproblem that exists here lies in theminds of the Army Aviators who donot want to shoulder the responsibility given to them in the form ofa commission in the United StatesArmy. Had we been commissionedas aviators, it would be a differentthing. Instead, however, gold barswere pinned to our shoulders, abranch of service was assigned, andnot one word was spoken or writtenabout volunteering to fly, eitherpart-time or exclusively. This wasan individual choice, and once chosenit was made quite clear that therewas no Army Air Corps anymore.Flying an airplane is, in effect, anadditional duty for which we arepaid extra moneyIs the life of an Army Aviator sodifferent from that of his counterpart in the other fields? Commanding an aviation company or battalion is just as demanding on thepilot as his counterpart in the infantry company or battalion. Theyboth have command responsibilities,unit administration, staff work,courts boards, CBR, ATT s, andwhat have you to function in. Thereis no double standard. They are bothinspected by the same Inspector General. The officers under these aviation commanders still have the sameresponsibilities as most ground officers so far as additional duties areconcerned. And let s face it, themajority of any officer s time isspent on these things which I vejust mentioned, be he pilot orground officer. So, are aviation officers really as short in their basicbranches as some think they are?I don t think so.

ontinued on page 81


4/52

W E L L ACE it seems thatthe old man just gotreamed for that fiasco youpulled while flying the '3' yesterday.

Ace - Captain Jones -looked up at his old friendCapt Cy Thomas, who had justwalked into the operations tent.

Captain Thomas continued,You really did it when youcouldn't locate the CP thatHornet 6 established. Hornet6 was waiting to be briefed bythe '3,' and you know how theCommander gets when his officers arrive late. Brother, youdidn't even show Now the oldman is trying to figure outsome way to make sure thatwhen we jump off tomorrowwe'll all fly to the correct objective through the establishedcorridors. There aren't anyprominent terrain features inthis desert to navigate by. We2

DOPPLERhave troubles. What's going tohappen when we make a deeppenetration into the desert?"

"Yeah, well Cy, the '3' mademe fly on the deck, and withthat wind you can't find 'em atall. thought had him cooledoff though. told him of ournavigation problems and thatif he could get the '4' to get usa Doppler navigator, we'd bein business. You know, all hedid was give me a lecture onhow he had to re-evaluate theavailable combat power.After the lecture, he askedme what a Doppler navigatorwas. told him all knew andhe said we'd go see the '4' rightaway and get us some Dopplersso he could get back his lostcombat power."

A major problem confronting to day's Army Aviator ishis inability to navigate with

pre CIS Ion over unfamiliarareas. A degree of combatpower that should be availableto the commander is, therefore, lost because of the pilot'sinability to provide an effective response to the commander's needs. The total combatpower of a unit is effective onlywhen individuals can provide atimely response to the commander's needs and can capitalize on a situation.The Army Aviator presentlynavigates by the pilotagemethod and by electronic aids.

Navigation by pilotage requires good judgment and almost constant attention andalertness by the pilot to navigation details. The pilot is notMaj Vaughn is project of-ficer Flight Systems BranchAvionics Division U S. rmyAviation Test Board Ft Ruck-er Ala.

U. S. ARMY AVIATION DIGEST


5/52

totally effective to tacticalneeds since his attention mustbe divided between the tacticalrequirements and navigationdetails. Navigation by pilotageat night is especially difficultand cannot be accomplished toany acceptable degree.Electronic aids can be divided into two categories:One category of electronicaids is a ground station usedwith airborne receivers to provide position to the pilot. Sur-vivability then becomes a problem in a hostile airspace, sincethe pilot is unable to hide

Asset rwithin the nap of the earthand still obtain navigation position information from a distant ground station.The second category is a selfcontained airborne navigationSCAN) system where the

APRIL 1964

navigational information isgenerated totally within theairplane. The airborne Doppler navigator falls within thiscategory.U S. Army Aviation Test

Board personnel have conducted tests on a number of Doppler navigation systems. Thelatest test was a comparativeevaluation between three commercially available off - the-shelf systems. This evaluationwas conducted to provide abasis for selecting one of thesystems for Army use.Doppler navigators come in

The pilot using a Dopplercan navigate without refer-ence to ground-based navigational aids or without visualreference to terrain features.The Doppler principle or Doppler shift effect is the apparentchange in frequency caused bya moving object in relation toanother object, either fixed ormobile. The frequency change(pitch) noted when a car ortrain passes with its horn blowing is an example of the Doppler effect.In the Doppler system, microwave energy is radiated to

Liabilityaior ames aughn

various sizes and weights, andthey can provide various capabilities. An average Dopplernavigator weighs about 100pounds and is packaged in approximately nine various sizedboxes.

the ground in multiple beamsand is reflected back to the air-craft. By detecting the amountof Doppler shift of the reflected signals, the velocityvectors of the aircraft are determined and fed into a com-

3


6/52

Figure 1puter together ~ t h the heading from the aircraft compasssystem. The computer outputsare then used to drive the navigational displays for the pilot.The outputs which the Doppler navigator provides thepilot consist of groundspeedand track, present positiondata, and bearing and distanceto the selected destination.With this information, a pilotcan fly to his destination bythe most practical route withminimum delay.Two basic types of navigational displays are providedfor use by the pilot: the bear-ing distance indicator which isavailable in various configurations (fig. 1 2 and 3) and thenavigation pictorial plottingboard (fig. 4).

The bearing distance indicator (BDI), as its name implies,provides steering and rangeinformation to a preselecteddestination. This informationcan only be obtained by programing the navigation computer ~ t h the proper data(location of aircraft and destination). The operation of theBD I closely parallels the pres-

ent ADF needle in its functionand it also gives distance-to-goto destination.The pictorial navigation display board does not require thecomputer to be programed.The reticle which symbolizesthe aircraft's position is slewedto the aircraft's position onthe chart (coordinates) beforetakeoff. After takeoff it canalso be positioned over a knownpoint as the aircraft flies overthat point. The reticle willmove over the chart corresponding to the flight path ofthe aircraft. Updating may benecessary to correct for errors

Figure 2introduced by the use of inaccurate maps and inaccurateheading reference systems.Doppler systems, to includethe aircraft heading referencesystems, will provide presentposition, bearing, and distanceaccuracies between 1 and 2 percent of the distance flown. Accuracy can be effectively increased if the system can berelied upon to consistently re-peat all errors at the same rateat a given position. A pilot canthen compensate the systemafter he has flown in an areafor some time and knows be-

forehand that he will have toapply some Kentucky ~ n -age to the fligh,t path.A brief look at the supportrequirements is necessary tounderstand the liability side ofthe Doppler navigators. Failureto understand the operation ofa Doppler system or to fullymeet the needs of anyone ofthe following major supportareas will result in a degradation of the system's perform-ance. Personnel training Bothoperator training and maintenance training will be required. The training for themaintenance personnel will, ofcourse, depend upon the echelon of repair. Organizationalmaintenance will be limited because of the complexity of aDoppler system.Operator training shouldconsist of a thorough familiarization ~ t h the operation ofthe equipment and with navigational principles and techniques for all latitude operation. In addition, the operatormust know how to prepare anduse Doppler charts (they maybe used in lieu of maps) andhow to compute the data to beused to program the navigation computer. om pas s calibrationEquipment is not presentlyavailable to all Army units to

Figure 3



7/52

Figure 4permit calibration of compasses to the required accuracy. Adeviation of 1 4 to lj2 degree canbe expected when adequate carehas been exercised during compass system installation andcom pas s compensation. An

error in excess of this amountis unacceptable for use with aDoppler system. Maps Two scales of mapsshould be provided to the pilotto permit him to successfullycomplete a mission. One scale

is needed for en route navigation and the second one isneeded for the terminal area.A timely and adequate distribution must be available, sincethe use of the Doppler systemis dependent usually uponmeasurements obtained from amap. In addition, the PictorialNavigation Display requiresfour identical maps or chartsto provide complete area coverage for the necessary mapoverlap for one aircraft.Doppler charts may beconstructed after sufficientflights in an area have been

UH IB Tops 175A BELL research UH-1Bhelicopter has been flown210 mph - more than 50 mphfaster than the world's recordfor its weight class.The research UH-1B wasmodified by adding two Continental J69 auxiliary jet engines to the fuselage. With theship well above normal grossweight, the 210 mph speed wasachieved with only 780 hp ofthe helicopter's 1,100 hp Lycoming T53 engine, plus 1,210pounds of thrust from the J69auxiliary engines.The total equivalent powerof this combination was below1,500 hp. During the flight anadvancing rotor blade tip approached the speed of sound,achieving mach .95.APRIL 1964:

The flight research helicopter is equipped with standard 44-foot UH-1B rotor, engine, and other dynamic components. Future work will include testing with fixed wingsand the jet engine in combination on the research vehicle.

completed to permit geographical locations to be plottedbased on Doppler destination. Doppler charts may beof particular significance if atimely and adequate distribution of maps is not available.The use of Doppler charts willalso be of value to up-dategrossly inaccurate maps.

t can readily be seen thatthe effective combat power ofa tactical unit can be increasedby employing Doppler navigation. However, adequate support facilities must be available and Doppler trained personnel must be used. Both thesupport and personnel requirements are unit problems. TheDoppler system will become aunit liability if support andpersonnel requirements are notmet.

KnotsObjective of the high-performance helicopter test program is to increase the helicopter's mission and cost effectiveness. Bell is conductingthis test program under contract with the U. S. ArmyTransportation Research Command, Fort Eustus, Va.

5


8/52

TODAY I WAS reminded ofa most important aspect ofour mission as Army Aviators.It is not a new problem butone which we must constantlyreaffirm and vitalize: theability of Army Aviators tofunction effectively in the fieldwithout sophisticated aids.

The officer who broached thesubject is an Artillery colonelwho while not rated is highlyknowledgeable in the ArmyAviation field and is a greatproponent of its capabilities.He recounted an experiencewhich had revealed to him thefact that we Army Aviatorsare in many cases really missing the boat.During Exercise SWIFTSTRIKE III this officer neededto visit the headquarters ofone of the participating tacticalunits. He arranged to be flownin an OH-13 piloted by a youngofficer flying in support of theJoint Control Center at Spar-

6

. . . this ability to navigate from any type ofmap rightfully elongs to the Army Aviator.It is his

STOCKINTRADE

Lieutenant olonel Robert L Cody

tanburg S. C After comparingnotes on the reported locationof the command post the twotook off. The pilot had a sectional chart nonchalantly draped over his knees and thecolonel grimly clutched his1 :50 000 terrain map in hisslightly sweaty hand.

The flight plan called for afairly low altitude throughoutthe flight principally to avoidthe stream of large aircraftoperating in the ALOC. Almostas the airport was lost to sightthe stalwart young aviator losthis orientation and the colonelassumed the duty of navigator- quite successfully. Obviously the sectional chart was notthe right aid for this flight andthe pilot was not accustomedto or had lost his touch forthe terrain map.The colonel rightly pointedout that our real value lies inthe intimate association of ouraviators and their aircraft with

the ground elements we support. We can support effectively because we know and understand the organization tacticsdoctrine techniques and problems of the units we serve. Noother agency can do this.We must be able to use thesame tools as the ground elements whether they be communication systems or maps.But we must have the tools.Commanders must ensure thatadequate tactical maps aremade available to aviators. Oneaviator tells of a previousSWIFT STRIKE maneuverduring which pilots were expected to fly support missionswith a sectional chart and ablack and white print of atactical map issued on thebasis of three per aviation unit.The colonel further expressed his personal belief that the

Col Cody is serving in theJ 5 office USSTRICOM Mac-Dill AFB Fla.



9/52

current trend in Army Aviation toward greater sophistication militates against ourability to maintain this close,responsive association withground units. We tend to just-ify such things as more andbetter radio navigational equipment, airborne radar, and UHFcommunications on improvedall-weather capabilities. To aconsiderable degree this is true.However, these luxuries tendto make us lazy, and we loseour touch for contact flying atlow level in marginal weather.For most of us it has becomea lot easier to cruise at 8,500along the airway on a VFRhop rather than practice pilotage techniques at 1,500 absolute. How often on a crosscountry o we set aside thesectional or avigation chartsand navigate from a copy ofthe pride of the Army MapService ? Not often, I m afraid.

Is your pilotage sharp enough for you to find an outpost interrain like this? Your next assignment may call for top pro-fessional navigational ability Are you up to snuff

Our operational units in theRepublic of Vietnam are flyingall types of Army aircraft under extremely primitive conditions and doing it very effectively. It could be said that ourpilots can wait until they areassigned to units there tosharpen up their contact navigation techniques. But whatabout the time delay beforethey are sharp enough to operate on their own, to say noth-

ing of the added burden on theold hands of shaping up thenewcomers? Wouldn t it bemuch better to have the basicability on arrival, leaving onlythe requirement for a relatively simple local checkout? Putyourself in the position of theaviation unit commander andsee what answers you come upwith.Try this little exercise sometime soon. Pick an arbitrarycourse from your home fieldand fly it for at least an hourat the lowest safe, permissiblealtitude. Preferably it shouldbe toward an unfamiliar area.Keep your eyes open for otheraircraft, but pay no attentionto the ground or winddrift. Atthe end of the predeterminedtime, get out your terrain map

Complete reliance on a sectional chart to guide you to a confinedarea such as this is nonsense Learn to use every type of navaidto accomplish your mission

and orbit until you have positively located your position.Pick a new heading for thebase leg of a triangular courseand repeat the process. At thesecond position plot your coursefor return to home base. Flythe third leg to check accuracyof your plot and choice ofcheckpoints. To some this willbe no trick at all; to others, notso easy.

The colonel s remarks seemedto indicate that most of us areenjoying this move towardsophistication, a sort of stepup to a higher strata of aviation society. Noone can logically argue against any improvement in operational capabilities; however, the young helicopter pilot s experience indicates that improved technologysometimes leads us away fromour ability to operate in theprimitive environment thatprobably will prevail in anybattlefield of the future. Ourgoal must be to operate at fullscale under minimum conditions of visibility. Technologyprobably will never give us thiscapability, so we must rely ongood old-fashioned pilotage.After all, this ability to navigate from any type of maprightfully belongs to the ArmyAviator. It is his stock in trade.

7


10/52

N MARCH 1958 an ArmyAviator attempted a 333-mile flight in a U -6A aircraftheavily loaded with electronicsequipment. Immediately uponbreaking ground the aircraftassumed an extreme, nose-highattitude. Full forward elevatorand forward trim only slightlycorrected the dangerous atti-tude.The aviator found that byreducing the power the nosewould come down, but then theplane ceased to climb andstarted to descend. Full powercorrected this situation, but theaircraft again assumed a dangerous nose-high attitude. Theslightest amount of b n kcaused a partial stall and lossof altitude. At an altitude ofapproximately 200 feet, theaircraft stalled and the aviatorlost control. I t spun in andcrashed into some trees off theend of the runway. The aviator escaped with only minor injuries, but the aircraft and itscontents were damaged beyondrepair.Investigation proved that theU -6 was loaded 500 poundsover maximum gross weight,and the center of gravity was14 inches aft of the aft limitfor maximum gross weight.This accident could easily havebeen prevented if the aviatorhad only taken the time tocheck and see if this aircraftwas loaded within safe flyinglimits.With the advancement ofaviation and the procurementof larger cargo type aircraftweight and balance factors become more and more critical.AR 95-16 divides all Armyaircraft into two classes. In

Lt Holt is with the FixedWing Branch Advanced Main-tenance Division Departmentof Maintenance USAA VNS FtRucker Ala.

8

cratchClass I are those aircraft whichcannot readily be improperlyloaded. Class II aircraft arethose with center of gravitylimits which can readily be exceeded by improper loading ar-rangements. The AR furtherstipulates that all Class II air-craft shall have a 365F formWeight and Balance) filledout in duplicate copy beforeeach flight. One copy is filedwith the flight plan and theother remains with the air-craft. This form is good for90 days and then destroyed orredated.Instructions on how to fillout the 365 forms is coveredin TM 55-405-9, dated Febru-ary 1962.This TM includes information on : 1) principles ofweight and balance, 2) weightand balance records, includinginstructions for use of chartsand forms, 3) weighing of air-craft and weighing equipment,and 4) aircraft loading data.The -10 and -20 along with TM55-405-9 should be used when

specific weight and balancedata is required for a particular aircraft. The TM 55-405-9contains material that appliesto all activities that operateand/or maintain Departmentof the Army aircraft.RESPONSI ILITIES

Aircraft manufacturers areresponsible f o r furnishingbasic weight and balance datafor every aircraft delivered tothe Army. Once the aircraftare delivered, however, it becomes the responsibility ofmaintenance n d operatingunits to maintain accurateweight and balance data. Fieldmaintenance activities are required to weigh aircraft periodically to ensure that basicweight and balance data is accurate. The pilot is responsiblefor ensuring that the grossweight and balance conditionsof his loaded aircraft are within safe limits.The Office Chief of Trans-portation will be responsiblefor weight and balance engineering training necessary



11/52

to provide weight and balanceservices at direct support, general support, and depot support maintenance facilities.Direct support field maintenance activities will be responsible for arrangements withgeneral or depot support activities to weigh aircraft on across-service basis by other Department of Defense services,or by contractual agreement,in the event equipment and personnel are not available at thedirect support shops. All ClassII aircraft must be weighedonce a year or as often asdeemed necessary to ensurethat weight and balance datais accurate. In Class I aircraft,at least one aircraft of eachtype shall be weighed annually.This basic weight and momentis then entered on the 365Cform Basic Weight and Balance Record) which is sometimes called the chart CSince the changeover fromTO 1-lB-40 to TM 55-405-9 anumber of questions still arise

concerning these publications.Listed below are some of thesequestions and the answers thatmay be of benefit in computingweight and balance data.1. In computing weight andbalance, Form 365F and conflicting information is foundbetween the TM 55-405-9 andappropriate manuals for a particular aircraft. Which publication should be used?In the event of conflictingdata between the -9 and aircraft manuals the appropriatemanuals for the aircraft shouldbe followed.2. Recent -10) manuals contain DD Forms 365A and 365C,but none of the manuals of theTM 55 series contains the DDForm 365B. Where will thisform be maintained?In the future TM 55 seriesaircraft maintenance manualswill not contain DD Forms365A Band C They will beprocessed in accordance withTM 55-405-9 and will be maintained in the aircraft pubiica-

r ScrapLieutenant Robert T olt

APRIL 1964

tion file of each aircraft.3. Will Appendix IV of the-20) organizational maintenance manuals for all aircraftcontain the same informationas Appendix IV of TM 55-1520-204-20 ?ppendix IV is being discontinued in the individual aircraft -20 manuals. In lieuthereof the -20 will contain areference to TM 55-405-9. p-plicable loading data will alsobe included. Peculiar data relative to a specific type modeland series of aircraft will bereflected on DD Forms 365ABand C

4 Are weighing instructionsrequired in the Appendix IVof the -20) organizationalmaintenance manual when AR95-16 assigns the responsibilityfor aircraft weighing to fieldmaintenance activities?The answer to question number 3 also applies in this case.The assignment of responsibilities for weighing of aircraftwill be in consonance with R95-16.

5 Where can extra 365forms be procured on exhaustion of the present supply?The y can be requestedthroug h normal requisitionchannels.6 Does a 365F form ever become classified? If so, when?The 365F form becomesclassified when classified components are entered on the365F form for weight and balance computation. This formshould then be handled as allother classified material.A review of the TM 55-405-9,and the -10, and -20 for theaircraft in which he is qualifiedshould reduce to zero the number of Army Aviators who areunable to correctly fill out andcompute a simple weight andbalance problem of any loadon any aircraft ......

9


12/52

watchhowthey

I. (f

. ~ 'jack up that jack, lack

H ow MANY TIMES haveyou observed an aircraftmechanic energetically pumping the handle of a hydraulicjack to lift his bird from theground, completely oblivious ofthe fact that the wings weresecurely tied to the ramp, orthe wheels were not chocked,the brakes unlocked, and so onad infinitum?Make you grit your teeth?Or turn your head in the otherdirection? Very few individualsenjoy criticism, even thoughconstructive, but a few wellchosen words at this time mightCapt Kenyon is with theInstrument Support Division,Department jf Maintenance,

US VNS, Ft Rucker, Ala.

1

aptain Robert B Kenyonpossibly have saved a crewchief much embarrassment, theArmy a considerable sum ofmoney, and a human life.Perhaps the one quality, orlack of it, which contributesmost to an accident involvingthe jack is common sense. Afew individuals completely forget or ignore the basic law ofgravity the moment their handsclose around a jack handle.They "place and pump withreckless abandon, remove awheel, and then walk off tofind the bearing grease-leaving their crippled bird precariously perched on two goodgears and a crutch. Not thatanyone would purposely kickthe crutch from under an invalid machine, but a sudden

gust of wind, an unsuspectingnudge from a passing transient, or prop and/ gr rotor washcould do just that.And don't for a minute disregard the possibility of adefective jack. The investigation report of a recent groundhandling accident involving aU 6A might possibly list a 5-tonhydraulic jack as one of theculprits. A small spring-loadedbrass pin intended to preventthe screw portion of the jackfrom becoming inadvertentlydisassembled was missing. Thisenabled someone to unscrew itto where only a fraction of onethread was still engaged. Itappears that this, combinedwith poor supervision, resultedin an estimated $1,000 loss to



13/52

the government when the Ubird fell from the jack andimpaled itself on the lower twothirds of the jack. (See photo.)What can we do to preventthis needless loss of equipment

and potential hazard to life andlimb? As in every other fieldof military endeavor, on-thespot .correction is one of theoldest and most effective meansof rectifying a dangerous situa-tion. This personal attention,coordinated with a program ofsafety education (a supervisoryfunction), can do much to eliminate reports of investigationand reports of accidents.Weare fully a ware of thepositive approach to a problem,but in this instance we feel thata few negatives should be included in any applied programof equipment operation safety.The more salient points to emphasize are: Aircraft will not be supported by jacks any longerthan the minimum time it takesto accomplish the requiredmaintenance. o r example,

when it becomes necessary toreplace a wheel, the aircraftwill not be jacked up and thewheel removed until the replacement wheel is physicallypresent and ready for installation Under no circumstanceswill an aircraft be supportedby jacks without secondarysupporting devices (dollies,chain hoist, fork lift with pad

ded forks, etc.) being used to

prevent loss of life or equipment if the jack should fail. Any jack suspected ofbeing defective will be immediately turned in to the appropri-ate maintenance organization

for inspection and repair. Jacks will not be extendedto the point where the possibility exists of componentsbecoming separated. When it becomes necessary to support an aircraft ona jack or jacks, all wheels willbe securely chocked, brakes willbe locked if commensurate withthe maintenance to be perform-ed, and caster tail wheels willbe straight and chocked and/orlocked to prevent swiveling. Care will be taken to placethe base of the jack so the

shaft will be vertical (directlyunder the supporting point)after extension. Personnel will not enterthe aircraft while it is in anyway supported by jacks unlessit is necessary to perform therequired maintenance (as inretraction tests) . Precautions will be takento notify unsuspecting personnel when an aircraft is beingsupported by jacks (area ropedoff, caution signs displayedaround the aircraft, etc.).Admittedly, this programcannot guarantee that accidents involving the use of jackswill not occur, but we ll be willing to bet a gold plated jackhandle that it will reduce theincidence rate.

The U S ARMY AVIATION DIGEST 1963 Index is available byrequest. Address: Editor, U S ARMY AVIATION DIGEST, U S

Army Aviation School, Fort Rucker, Ala.APRIL 1964


14/52

THERE IS A very real wargoing on in the Republic ofVietnam in which a soldier canget killed just as dead as in theNormandy invasion. . . .So spoke Army Chief of StaffGeneral Earle G Wheeler justafter he visited Vietnam.But if he is an advisor, whydoes the American soldiercarry personal small arms? Ifhe is an advisor, why does heget close enough to get shot atby the communist Viet Congforces, and sometimes woundedor even killed?The answer to these questions can be summed up in asimple statement: one cannotadvise from an office in Saigon;the advisor must be on theground, with his counterpart,to do his job, and he s armed sohe can defend himself if theoccasion demands.Come along on an operationwith a force of VietnameseArmy troops and their Ameri-

12

can advisors. Be there as thegovernment force goes into theViet Cong-infested paddy fieldsin Ba Xuyen Province tosearch the area and clear it ofcommunist insurgents.

oun upIt starts on a brilliant, sunlitmorning. The object is to clearan area some 18 by 20 miles,located 130 miles south of Saigon in the rice-rich MekongRiver Delta area.

U ry run session s held in st ging re to f mili rize troopswith the problem of high speed deb rk tion from helicopter



15/52

A large scale operation itwill involve 600 men as well astactical air support for groundstrikes when needed and helicopters to provide mobility forthe troops.One can't be everywhere ona mission of this magnitude solet us join a commander of the21st Reconnaissance Companyand a U. S. military advisorwho is working with him onthis operation.They carefully review theplans go over the map andprepare to jump off.The troops in long lines silhouetted against the earlymorning. sky are ready to

board helicopters. Seeminglyfrom nowhere the Hueys dropto earth, their rotors whackingsharply in the morning silence.Quickly the troops are aboardthe UH-1s and just as quicklythe choppers soar skywardagain. t is not healthy to keepa helicopter on the ground inVietnam for they are an inviting target for Viet Congground fire. This phase of theoperation is known as EagleFlight ; the air assault troopsdo not enter the fray unlessaction is imminent.

Now comes the search. Ninehelicopters are in the forma-tion: four carrying troops andfive armed choppers for escort.They orbit the target area,scanning the ground intentlyseeking VC activity.Suddenly a report of suspicious activity in a small villagesends the troop carriers flut-tering to the ground. EagleFlight squads rush to the tar-get and begin the search.Meanwhile small groups ofViet Cong attempting to escapeacross the paddies are beingchased down. Struggling tofree themselves from their captors they are dragged aboardhelicopters by the Eagle Flighttroops as armed choppers standby ready to come to the defense of their more vulnerablesisters. In moments the choppers are off again seeking moreViet CongoElsewhere ground troopsare clearing the densely foliated areas along the canalsfrom clearing to clearing fromvillage to village. It is an operation of painstaking thorough-ness. Each hut in each villagemust be searched for Viet Congor for their hidden weapons.

UH-1B bristling with rocketsand machineguns searches nfields for VC fleeing fromburning strong hold

But the search must be madecautiously for a VC weapon oreven a flag found in a hutcould be and often is a boobytrap ready to blow the searcherto eternity.The combat operation goesVietnamese troops and their American advisor move into a suspected VC hideout

APRIL 1964 3


16/52

Gunner on escort helicopterscans area while Vietnamesetroops from sister ship dragVC prisoner from rice field

on for two days. Sometimesthere are air strikes when atarget is spotted. Most of thetime it involves dashing intoareas at breakneck speed trying to apprehend fleeing VietCongoSometimes the VC will fightbut now he is scattered and dis-

organized and only the hardcore fanatics will engage incombat.Two days after it began theoperation is over and the finalscore:Friendy losses: none.

Viet Cong losses: 14 killed7 captured and 22 suspectedVC captured. Several VietCong structures lay in ruinsand three of their sampanswere destroyed.Somewhere during the opera-tion a Vietnamese governmentofficial has been released fromVC capture and five handgrenades and one homemadeV C rifle have been taken byfriendly forces.

Two days of swift strikesflushing chasing searchingand the communist VC is de-prived of another area ofoperations. It s an operation avariat ion on a theme much likehundreds throughout the coun-try every week.It s the kind of antiguerrillawarfare that is playing a largepart in win n i n g the waragainst insurgent communistsin the Republic of Vietnam.

Prisoners brought n from battle area by helicopter assembleunder watchful eyes before moving to interrogation areaReserve troops sweat t out awaiting call to bring them into action. They were not needed.

14 U S. ARMY AVIATION DIGEST


17/52

rmyAviators on routine missions for l GS still can fly in the

urches of th UnknownHE DAY WAS HOT,humid-a normal day during the rainy season on thenorth coast of Honduras. Flying in this tropical country ona mission for the Inter-American Geodetic Survey throughthe months of rain, heat, rain,humidity, and more rain lessens the number of surprisesand dangers remaining in aman s life. This day was noexception.

Aboard my trusty Iroquois,at an altitude of 5,000 feetabove sea level, was a geodeticengineer whom I was transporting, along with surveygear, to a picture point locatedin a valley. The area resembledmany into which we had previously flown, although I didnotice a small cultivated areaon a river bank which wasoverhung with tropical plantsand trees. On second thought,however, this didn t seem toounusual since many of our survey points were amidst jungleareas canopied with bananatrees.The engineer indicated bypointing that he wanted to landin the small cultivated area; itwas a picture point vital to hisclosure plans. I made a lowrecon of the area and elected togo in. After a normal approach,I proceeded to shut down theaircraft. Except for the wheezing of the rotor blades cuttingthe dense wet air, there wasnothing to be heard. Momen-

Capt Mariano was stationedat the U. S. rmy PrimaryHelicopter School Fort W ol-twrs Texas when he wrote thisarticle.

APRIL 1964

aptain Frank A Marianotarily, while waiting for theblades to stop, I suspectedmovement behind one of thetrees ahead of the helicopterbut cast it off as an animal ofsome type, a typical scene inthe jungle. For some reason Iwas glad that my .45 cal pistoland machete were close athand.Suddenly, out from behindthe tree darted a man, or atleast he looked like one. Ipeered at him, then turned tothe engineer, who had also seenthe action taking place to thefront. He returned a look whichI m certain I also wore on myface. This man was a sight tobehold. There he stood, notmore than 20 yards a way,wearing nothing but a loincloth made of animal skin andcarrying a spear; a dart gunhung from his waist, a ring ofshiny metal in his nose, and hishair was strewn about hisshoulders. There were otherthings which came to my mind,the bulk of which I d rathernot disclose in writing.The engineer told me not tomake a sudden move for anything, and I immediately hada tremendous respect for hisseven years experience in Central and South America.The so-called man gazed atthe whirlybird in amazement,and we sat there looking ateach other. Finally, the bladesstopped turning and othernatives appeared. The engineerdecided to try talking withthem in Spanish. As he got outof the helicopter I r e c l l e ~having read somewhere aboutthe remains of the ancientMayan Indian tribe of Central

America being still in existence. It occurred to me that wemay have been the first whitemen these natives had everseen, let alone the iron birdwhich swooped down uponthem from the sky.I vacated the chopper soonenough to overhear the engineer say in Spanish that wewere Americanos and that wewere here to make maps. Thenative seemed not to understand. He responded in an unfamiliar tongue. Upon closerobservation, the native didn tappear quite as hostile as heappeared to be when we spotted him. This made us both feelbetter.Suddenly there appeared astately looking character witha following of around 5 men.He approached us and greetedus in Spanish, a welcomesound. We found out that hewas the chief of the tribe ofnatives, that they spoke anIndian tongue, and that nowhite man had ever been inthis area before. At one time inhis early life the chief had beento a neighboring village some30 miles up the river, which explained his Spanish languageproficiency.The day s excitement endedhere. The natives agreed tohelp us with our survey gearup a 1,000-foot hill. Normallythe engineer pays for such help,but these people refused themoney, indicating that theyhad never seen it before andcouldn t use it. The day finallycame to a close. We said goodbyes and moved on to ourjungle camp talking of theevent.

5


18/52

RACKED MANIFOLDS One right afteranother. What was causing it? CaptainMills, the maintenance officer, was about topop is seams.As he parked his jeep in front of the Officers'Club, Captain Mills kept running this problemover and over in his mind. Was it sabotage?Hardly. A good saboteur would o somethingworse to the aircraft. There had to be a logicalanswer, if only he could see it.It had all started several months ago when2201 came in with a cracked exhaust manifoldNothing unusual about that A m e c h n i ~simply installed a new one and the bird wasready to fly again. Then another aircraft hadthe same trouble. It, too, was fixed. Then moreshowed up, until exhaust manifolds were beingchanged every PE or sooner.

16

Aanifoldystery

William H Smith

At first the captain thought the mechanicsmight be damaging the manifolds during installation. A careful check showed this was not so.Then he thought it might be faulty manufacturing, but a check with depot proved that thiswas not true either.Yet, the aircraft kept coming in with crackedmanifolds and the captain couldn't figure outwhy. Perhaps he should submit an EIR ormagnafiux a few manifolds.Then he got a bright idea. A few days earlierhe had met Lieutenant Leber, a new lad in S-3who had made a good name for himself whileserving in Taiwan. Why not ask his advice? Aquick telephone call and Lieutenant Leber hadagreed to meet him over a cup of coffee.Inside the cool darkness of the club CaptainMills found Leber, seated, 'relaxed 'and halfthrough his cup of coffee. '

"Hi," the Lieutenant said, at the same timewaving to the waitress for another cup."Joe," Captain Mills said by way of a greeting, "I've got a problem.""Don't we all. What's yours?"



19/52

Captain Mills told him his sad tale.For a few minutes Lieutenant Leber satsilent. He was in deep thought.Where do these cracks show up? he asked.No particular place.Any appear near the bolts?No. If they did I could conclude that ourmechanics are overtorquing the bolts. Thesecracks just seem to materialize out in the openwhere there is no strain.Hmm, Lieutenant Leber said. I have anidea. What's in it for me if I solve yourproblem ?A steak dinner.Could I look your place over?Sure. My jeep's right out front.

At the maintenance shop, Lieutenant Leberasked to see one of the damaged manifolds. Ithad a ,small crack right across the face, butthere was nothing to show how it got there.Then he walked around the shop, poking hisnose in one place and then another. He talkedto the mechanics and even sought out the supplyand parts clerk.Captain, where is your pencil sharpener?Lieutenant Leber asked.Well, ah we don't have one here. Supplywas all out when I last checked and I haven'tbeen back since.

How do your men sharpen their pencils,then ?With a knife, I suppose.

And the point? You can't get a good pointwith just a knife.Good gosh, how do I know? Maybe they rubthe points on the soles of their shoes.Well I can tell you how Your mechanicsare using the emory wheel. You can see themarks. But your supply clerk isn't as handy tothe emory wheel, so he is using somethingelse.Oh, come, Lieutenant. What's pencil sharp-eners got to do with my manifolds ?Plenty, Lieutenant Leber said. I suggestthat if you want to stop replacing manifolds,you get these boys some pencil sharpeners,especially your supply clerk.You're kidding, Captain Mills said.No, I'm not, Lieutenant Leber said. Mani-folds have a rather rough surface. Your supplyclerk is anxious to turn in neat reports, but hedoes not have a pencil sharpener. So, he

APRIL 1964

sharpens them on the rough metal of the :mani-folds. o in the supply room and look at thosereplacement manifolds. You'll see pencil markson just about all of them.All right. So what? What does this haveto do with cracked manifolds?Don't you see? The pencil lead leaves minutedeposits of carbon. As the manifolds get hot,this carbon combines with the metal. The morecarbon, the more brittle the metal. End result:a crack at the pencil mark.Then the solution is simple: I'll check supplyright away. If they're still out of pencilsharpeners, I'll go down to the Book Store andbuy one, answered Captain Mills.

Lieutenant Leber turned and headed backtowards his office. As he did he called back,See you later, Captain, and I'll have my steaktonight. Make it medium rare.fFoq


20/52

THE CHINOOK-VERY NEW aircraft becomes a subject of muchdiscussion from the drawingboards to testing stages. TheChinook is no exception. Comments have ranged from speculation, to criticism, to praise.Now that advanced user testsare being accomplished, how isthe Chinook faring?It is my intent in this articleto present to everyone in rmyAviation just what the capabilities of the CH-47 Chinookare what maintenance diff iculties we are having and possible solutions to the problems.The CH-47 Chinook helicopter was designed for theArmy as a new medium transport helicopter - no more, noless. It will be used to transport personnel, weapons, andcargo to an assault area.t present I cannot foresee

a ersonal ViewLieutenant Leonard R. Wilson

any mission which could arisethat the Chinook could not perform. At the Aviation Schoolwe have flown the Chinook witha 3t4-ton truck and trailer asinternal load. In all cases ourrate of climb, with 85 percentpower, was well over 1,000 feetper minute. Steep approacheswere made into confined areaswithout any power problemnor was power a problem onclimbout . When simulat ingsingle engine failure the aircraft still could maintain altitude and airspeed by usingjust 150 pounds more torque onthe remaining engine. Even atthe gross weight of 33,000pounds the pilot could easilymake a safe power landing withonly one engine.A tandem-rotor helicopter,the CH-47 Chinook is poweredby two Lycoming T55-L-7 free

turbine engines. Present CH-47 s are powered by the T55-L-5 but will be changed to-7s. The engines are ratedat 2,650 hp for 10 minutes anda military rating of 2,500 hpeach at sea level, standard temperature. For tactical missions1 and 2 cruise speed for bestrange is 130 knots.Some of the major designfeatures are: Dual control system hydraulic actuators at each rotorhead, powered by independenthydraulic systems. Flight stability systems,including provisions for N -ASW 12 universal automaticflight control system and incorporation of dual Boeing-Vertoldeveloped stability augmentation system. Auxiliary power unitAPU) which drives the ac-

The Chinook was designed as a medium transport helicopter - no more no less

18 U. S. ARMY AVIATION DIGEST


21/52

cessory gear box (AGB) andthus can operate all helicoptersystems (electrical and hydrau-lic) independently of the primeengines or ground supportpower units, while the helicopter is on the ground. Thisunit utilizes a T62 power tur-bine as the power source.

Duplicate A.C. electricalgenerating system and duplicate A.C. to D.C. converters. Provisions in the cargocompartment for 33 fullyequipped combat troops or 29litter patients. Cabin dimensions are 6'6 high, 7'6 wide,and 30'2 long. Rear loading ramp open

able in flight. It can also be leftopen in flight to accommodateoverlength cargo. Anti-icing s y s t e m forengine air inlets and anti-icingand efogg ing type windshields.The subject of touchdownautorotations has been mentioned as one of the downfallsof the Chinook.I will express my personal

viewpoints on the justification of practicing this maneuver. With the introductionof the CH-47 Chinook or anyother helicopter with twin-engine reliability we may bewitnessing the end of thetouchdown - auto rotation ma-neuver. By practicing this ma-neuver we are disregarding thereliability of two engines. Twoengines were provided not onlyfor power but for safety aswell. Statistics indicate thatmore helicopters have been

Lt Wilson is with the De-partment of Advanced FixedWing Instrument) Flight 2,USA AVNS, Ft Rucker Ala.

APRIL 1964

Pershing ballistic missile system checked for compatibilitydamaged by practice touchdown-autorotations than air-craft that had engine failures.I know you're going to say,If the pilots had not practicedthe touchdown autorotation,more aircraft would have beendamaged. This mayor may

not be trut5. The end resultshows more aircraft damagedby practicing touchdowns ascompared to the number ofactual autorotations. In thecase of the Chinook, powerrecovery-autorotations will besufficient to give the pilot theVarious loads were tested with the Chinook to find the bestequipment possible for fast deployment of large numbers of

troops and weapons anywhere in the battle area

19


22/52

confidence needed in case of acomplete power failure. Theprobability of two enginesquitting at the same time is remote.The CH-47 Chinook has en:countered numerous maintenance difficulties, but not muchmore than any other newly designed aircraft. The Chinookhas not completed final testing; therefore, it s not completely ready for the field. Oneof the minor maintenancetroubles was the brakes sticking after being applied, causing tires to skid and to blowout. This was remedied by ahydraulic return line from themaster cylinder. There is noway to foresee difficulties ofthis nature.

Another maintenance problem was droop stop failure,

which caused the blades tostrike the fuselage during shutdown. This was remedied bystronger droop stop attachingbolts and stronger metal in thedroop stop.Another difficulty was thefailure of the cage in the firststage planetary gear of thefore and aft transmissions.This was apparently solved bymaking a stronger cage. Alsothe 900 engine transmissiongear boxes have failed due toresonant response of 114D6086gear. At present the 90 gearbox is being fitted with the newtype gear.Currently considerable difficulty is being experienced with

problems associated with theStabilization AugmentationSystem (SAS). Correction ofthese discrepancies has beengiven the highest priority.

With the above maintenancedifficulties the aircraft is stillflying and is being tested andevaluated at Fort Benning,Fort Eustis, Yuma Test Sta-tion, Edwards AFB, Wright-Patterson AFB, Boeing-Vertolfactory, the Arctic Test Board,and Fort Rucker. With infor-mation gathered from theseinstallations, the maintenanceproblems will be eliminated andthe Chinook should be able toperform its mission as designed.The demands on this air-craft are great but, believe me,it can outperform any aircraftin its class. Have patience andunderstand that we are stilltesting. Give the CH-47 ChInook a chance to prove it isthe best helicopter in the world.If you don t believe me, ask theman who flies them.

The CH 47 Chinook w s designed toperform the following type missions.MISSION 1: Deliver 4,000 pounds of internal payload to any point 100 nautical milesdistant and return with 2,000 pounds of internal payload. Cruise at sea level. Land with 10percent fuel reserve. The average speed outbound is 130 knots, cruise time 46 minutes. Theinitial cruise weight with Mission 1 is 25,700 pounds. In addition, the CH-47 can hover outof-ground effect at 8,000 95F with gross weight 25,700 pounds.MISSION 2: Deliver 6,000 pounds of internal payload to any point 100 nautical milesdistant and return with 3,000 pounds of internal payload. Cruise at sea level and land with10 percent fuel reserve. The average speed and cruise time is the same as in Mission 1 Theinitial gross weight with Mission 2 is 27,750 pounds. The Chinook can hover out-of-groundeffect at 6,100 100F with gross weight 27,750 pounds.MISSION 3: Deliver 13,701 pounds of external payload to any point 20 nautical milesdistant and return. Equivalent flat plate drag of external cargo equals 26 square feet. Cruiseat sea level and land with a fuel reserve of 10 minutes for cruise at return gross weight. The

outbound cruise speed is 100 knots, cruise time 12 minutes. The return cruise speed is 130knots, cruise time 9 minutes. Initial gross weight of Mission 3 is 33,000 pounds with whichthe CH-47 Chinook can hover out-of-ground effect at 8,300 /standard temperature.MISSION 4: Ferry range of 878 nautical miles without refueling. Ferry time 7 hours.Land with 10 percent fuel reserve. Cruise 150 nautical miles at 5,000 feet at 126 knots average cruise speed with cruising time of 1 hour and minutes. Cruise 719 nautical miles at10,000 feet at 126 knots average cruise speed with cruising time of 5 hours and 4 minutes.The CH-47 can hover out-of-ground effect at 8,300 standard temperature. When the Chinookis qualified to operate at an alternate gross weight of 38,000 pounds, its ferry range will beincreased to 1,062 nautical miles.

2 U. S. ARMY AVIATION DIGEST


23/52

HE PILOT finished adjust-ing his seat belt and startedthe engine the aircraft poisedmomentarily on the edge of thefield trembling with life andlooking somewhat like the bigbird after which it was named.Then the pilot jockeying thethrottle and stick moved outtowards the downwind end ofthe field. At the end of thefield the Storch turned into thewind and came to a halt.Flaps were cranked downfollowed in a few seconds byapplication of full throttle. TheArgus engine burst into thun-derous life the noise reverberating back and forth betweenthe trees on either side of thefield. Directional control duringthe ground roll was slightlyerratic but otherwise the takeoff appeared to be normal with

Maj Parsons is Chief Stand-ards Division Director of In-struction US VNS Ft Ruck-er Ala.

APRIL 1964

aior Robert B Parsonsa negligible loss of altitude asthe flaps were raised. The air-craft stayed low and went outof sight as it passed over thetrees.

Ten minutes later the Storchwas back entering a landingpattern on a long base leg.Final approach was turned andflaps were lowered. The throt-tle was partially retarded asthe aircraft assumed a glideattitude; however the airspeedwas fast much too fast for abird capable of landing at 25mph. The aircraft continued onfinal clqsing rapidly with theground. If the pilot had actually planned a roundout thenthis day his timing was off forno action was initiated beforeground contact. The aircraftflew into the ground shuddering from the force of the blow.The main wheels striking theearth cut two 4-foot furrowsapproximately 8 inches deepinto the fresh sod. The Storch

bounced into the air momentarily s t g g e r i n g as fullthrottle was applied. Then unabashed it proceeded to climbout once again disappearingover the trees.Within minutes it reappearedon a downwind leg obviouslycoming back for another landing attempt. On this second trythe performance was so identical to the first that one easilycould have concluded that thefirst approach was a rehearsalfor the second. Contact withmother earth was a little lessviolent but the result was thesame. Recovery and climboutfollowed the previous pattern.The third attempt was a blueprint of the others only thistime following climbout the air-craft disappeared and did notreturn for 10 or 15 minutes.Presumably the pilot was planning new strategy.

At last the Storch reappear-ed once more entering the2


24/52

pattern on a downwind leg.The approach started like theothers, but instead of carryingpower all the way in, the throt-tle was completely closed asthe aircraft crossed the boundary of the field. A roundoutwas started, not quite in time,but soon enough that thebounce (when it came) waswithin tolerable limits. Thethrottle was not touched again ,and after completing a seriesof bounces, the aircraft finallycame to rest on the ground Thepilot taxied over to the edge ofthe field and cut the engine.Out of the aircraft jumpedan American Army sergeant.Instead of looking mad or an-noyed, his face reflected theexpression of the proverbialcat who has just swallowed thecanary. He walked around theplane, examining the wheelsand the landing gear and caressing the fuselage as if he werepetting his favorite horse. Hisbuddy, who had been watchingthe show, came running over.The two slapped each other onthe back and laughed andjoked as if the sergeant hadjust done the most wonderfulthing in the world. Well, maybehe had; he had just joined avery small, very exclusive club:he had successfully soloed anaircraft on his first flight.Less than an hour earlier onthis 7th of May 1945, twoStorch aircraft had been flownto this field at Eschenbach byGerman pilots who had beenlooking for U. S. troops towhom they could surrender.The sergeant and the corporal,both members of a Field Artillery Group aviation section,had been left to guard the air-craft while the Germans weretaken back to Group Headquarters. The sergeant, a frus-trated aviator, decided that thiswas his chance to get into theblue; and being a man of

action, into the blue he went.One might say that this wasimpossible, that no one couldjust walk up to an aircraft,climb in and go flying withoutsome previous ins truction. Let'stake a look at the sergeant'sexperience. He had spent overtwo years as chief of an aviation section with two assignedL-4s. In his work as an aircraftmechanic and in his daily contact with av ia to rs he hadlearned basic essentials on thetheory of flight. He had listenedfor many hours to pilots recounting details of particularlydaring or eventful flight experiences. He had logged many

hours of taxi time. He had observed the pilot actions whileriding as a passenger. In hisown words, he knew how tofly that aircraft even thoughhe had never done it f o r eNot a very i m p r e s s i ~ pro-gram of instruction, you say?Actually, the sergeant was welltrained compared with twoteenagers who made headlinesseveral years ago when theyborrowed (without the owner'spermission) a light aircraftand flew it to a neighboringtown where an uneventful landing was made. When appre-hended by the authorities andasked how they learned to fly,the boys replied, By readingthe comic strips. .Now, what is the relationship between these incidentsand the subject of this article?In both cases there was evidence of some pre-solo training.Agreed; not much, but train-ing nevertheless. These incidents represent the extrememinimum amount of prepara-tion for known solo flights. Anexamination of records at theU. S. Army Aviation Schoolreveals the other extreme in acase where a student actuallylogged 49 hours of dual in-

struction before completing asolo flight.Of what interest is this tArmy Aviation? The Armymust conduct a flight trainingprogram which will get maximum return from minimumexpenditure of time, effort, andmoney. Because of this limitation, the Army flight programmust follow a course somewhere between these two extremes. If the program leans ineither direction, it must leantoward the side requiring theleast amount. of preparation.Courses of instruction must betailored to prbgress at a steadypredetermined rate. There isonly room for those who areable to maintain the pace.To ensure that the maximumnumber of students who start

t h ~ s e courses complete thetraining, the Army has builtinto the system a number ofprerequisites. Con t r a r y topopular belief, these prerequisites are not intentional bar-riers constructed by people onthe inside to protect their per-sonal interests. They are controls designed to filter out individuals who most Ii k elywould be unable to complete thecourse if they had been allowedto enter. The Army does notimply that the people deniedentrance to the program areunable to learn to fly. Nor arethe people who are eliminatedafter they enter consideredhopeless. If time and money arenot limiting factors, then almost everyone can learn to fly.The Army just doesn't havetime for slow learners.Just as the Army filters ouapplicants for initial flighttraining, so it controls the input to certain advanced transi-tion courses and to the rotarywing and fixed wing instrumenexaminer courses. Admissionto these courses is usuallyrestricted to aviators possesU. S. ARMY AVIATION DIGEST


25/52

sing high experience levels.All too frequently, howeverstudents report for an ad-vanced course of instructionwithout having met all of theprerequisites. U n I e s s someaction had been taken to securea waiver before arrival, thismeans a waste of time andmoney usually resulting in re-turning the aviator to his unit.Waivers are frequently grantedfor minor deviations when convincing evidence is providedthat the individual is in fact,qualified. However this actionshould be accomplished beforearrival at USAAVNS.Most advanced courses require an instrument ticket

which will remain cu r r e n tthroughout the course. Of allthe prerequisites, this one isundoubtedly the most abused.Past experience has provedthat the individual arrivingwith an expired ticket or oneabout to expire is usually sofar behind on instrument pro-ficiency that he cannot pass arenewal ride. Failure to passthis check provided courtesy ofUSAAVNS, is a guaranteed return trip to the parent organi-zation.The inst rument examinerscourses are considered amongthe most difficult courses of

ins t r u c t ion conducted atUSAAVNS. And rightly sofor the standards of Army in-strument pilots will never beany higher than the standardsof the instrument examiners.To ensure a quality productand continued high standardsthroughout Arm y Aviationthese courses have the highestprerequisites.

Even so students continueto arrive for the examinerscourses minus one or more ofthe prerequisites, either inwhole or in part. Take for example the case of a reserveAPRIL 1964

component officer who hadbee n instrument rated onlythree months. He was informedthat the required period forholding an instrument card was2 years and that the course waskeyed to individuals with atleast that level of experience.He was instructed to return tohis home station. Instead hebrought pressure to bear andwas successful in obtaining awaiver. The student returnedto the course but fell steadilybehind. He was washed out ofthe course after his first pro-gress ride. This is a very un-satisfactory experience andone which the average individual would probably prefer notto have recorded in his file.Both from the standpoint ofeconomy and of training themaximum number of aviatorsper year, all courses conductedat USAAVNS must be of mini-mum length, in both calendardays and flight hours. No timeis allocated for bringing stu-dents up to the desired state ofproficiency theoretically estab-lished by the prerequisites.This training must be accomplished before arrival.

Examination of the POI forthe fixed wing instrumentexaminer course reveals thatflight training includes reviewof basic and navigational flightprocedures. Do not let thismisguide you as it did oneyoung captain who reportedcomplete with all prerequisitesbut without any recent flighttime in the Beaver. He as-sumed that it would be a cinchto become proficient duringthis block of instruction. Helearned sadly and too late thathe was expected to be proficientupon arrival. He not only didn'tcatch up he fell so far behindthat he was eliminated fromthe course.

Many other cases could be

discussed here but would onlybe variations of the s am etheme. t is reasonable to as-sume that neither the sergeantnor the two t e e n g e r ~ everheard of prerequisites; andnaturally they were not concerned with proficiency hav-ing never flown before. In theircases this is a completely un-derstandable and acceptableposition. However when anofficer or warrant officer ar-rives at USAAVNS not know-ing the prerequisites for thecourse he plans to attend, orwhen one takes a nonchalantattitude about his proficiencythen somewhere in the chain alink is missing.Unfortunately a steady pro-cession of would-be studentscontinue to come through theportals of Fort Rucker destinedfor disappointment - eitherbecause they will not be favor-ably considered for a waiverof prerequisites, or becauseafter a waiver is approved theywill find their level of proficiency too low for successfullycompleting the course of in-struction.An end to this unhappy pro-cession could be accomplishedin the field if these two simplesteps were taken: All units con su I t DAPamphlet 20-21. For informa-tion pertaining to branch clear-ance and waivers, read para-graphs 6 and 9 of Section I.For information on rm yAviation courses and prere-quisites read pages 49 through

80.For courses of more thanone month duration, send re-quests for waiver to DA. Commanders ensure thatadequate training time is madeavailable to prospective stu-dents to permit attainment ofa high degree of proficiencyefore arrival at USAAVNS.

3


26/52

Taking an aircraft - or a woman - for granted can be dangerous. If you know all about the V-6, then perhaps it's time foryou to take another look at

The eaverNDY A VI TOR gassed hisBeaver just before hitting theclub one night - full tips, fullmains, the works. e got upearly the next morning, raced

to operations, filed a clearancefor a 500-mile nonstop flight,and bugged out . . . only tomake a forced landing in a ricepaddy 490 miles away. Our boyleft the tip transfer valve inthe Both position overnight.

24:

aptain David M Monroe

The fuel flowed out the overflow vent.Over the years the Beaverhas proved to be a reliable flying machine. However as any

aircraft the Beaver does haveits own idiosyncrasies thatplay a very important partin achieving optimum flightperformance.Because it has been with usfor such a long time it is often

taken too much for granted.Many of the seemingly insignificant preflight and flight itemsare ignored. When this hap-pens the reliability of the ma-chine deteriorates. Accidentsinjuries and fatalities result.

Capt Monroe flies for N orthwest Airlines. This article sbased on experience gainedwhile flying with the Minnesota National Guard.

U S. ARMY AVIATION DIGEST


27/52

Weight and balance is one ofthe many items often overlooked on the preflight of theBeaver. How many times haveyou heard an aviator say, Ijust filled the tips, told the fivepeople to climb b o r d ~ andblasted off ? Sure, he probablymade it to his destination, butI'll bet the runway lookedpretty short on takeoff, and inany event his airspeed probablysuffered. Beavers have differ-ent basic weights because ofvarious equipment bolted inand on the machine. The onlyway to know just what yourBeaver is capable of is to checkthe latest weight and balanceinformation.What other small items aremissed on the walk-around?How about the airspeed indicator? Knots or miles? You'dplay hell on a dark night making a missed approach at 200feet if you thought you werereading knots when in realityit was miles. Tachs also neverseem to be standard on theBeaver. Some have a digitalcounter to read besides theneedle. This particular instru-ment is hard to read in thedaytime, let alone on a stormynight.Then we come to seat adjustment. Did you ever hearof someone carefully adjust-ing his seat, then taxiing off,only to end up halfway backin the cabin the first time hetapped the brakes? It's hap-pened to me, and proved ra-ther embarassing when I hit

the right brake and missed theleft.For some reason the Beaverdoes not have positive locktype door latches. All foura t c h e s should be doublechecked after the passengerand crew are boarded. A goodmethod is to pull on them fromthe outside before you, the

APRIL 1964

pilot, climb into the wisdomseat. Speaking of doors, letthe passengers know just whatthe big red handle is and explain how to use it. Some people think it's a handhold andcould be real surprised inflight. Take it from someonewho has been upside down onthe ground, and learn wherethese handles are and whichway to turn them. I looked all

Let's get going /over for that handle once whilestanding on the roof of thecabin. Everything looked reverse, and was.Let's start the machine andget moving, but right after westart moving, let's check theaircraft's ability to stop moving. When testing the brakeson the Beaver, let's rememberthat we want a good stiff pedalon both brakes. These brakesare hard to keep adjusted andcause a lot of first and secondechelon headaches, but onegood and one no-good brakeon a Beaver is like playing witha vgas. Just try a short fieldlanding with a brake out. Taxiing for long periods in snow orslush can also be a problem.The slush melts into the brakearea. If the ship is then flownin severe cold this can freeze,locking the wheel tighter thana Jayne Mansfield skirt. N eedless to say, landing would beanother problem.N ow that we've got the machine to the runup block, let's

learn all we can about the condition of those 9 jugs, 18 ignitors, and 2 paddles. Temperatures and pressures O.K.? Remember 40 on the oil, and 100on the cylinders. This holdstrue not only for the Beaverbut for most other reciprocating engines. Without the 40 0it is impossible for the engineto live up to its design specifications. Oil won't flow whenit's cold, and it has to flow tolubricate and cool. So, thetemps and pressures are in thegreen.Let's run the prop througha couple of times to loosen upthe oil in the dome. Remember,on a cold day that oil is pretty

thick, so run the prop controlthrough half a dozen times toget it functioning properly.Once in flight the prop governing mechanism is forever cycling from high to low andback, but if the oil is left congealed before takeoff, the governor may not be able to control at all.The power check comes next.Run the engine up to 1750rpm. What's the manifold pres-sure? 2W plus or minusone? If it isn't, then something's amiss. Your engine isnot putting out the power itshould. Cylinder inop? Why?Could it be fouled plugs? Couldbe. Now, especially while using115/ 145 fuel, the plugs havea tendency to foul out. You'veall heard long spiels on leaddeposits, etc., etc. They probably went in one ear and outthe other. But it's during thepower check that fouled plugscan be detected.We don't have a flight engineer and engine analyzer allotted to the Beaver, so wehave to detect and analyze thesituation ourselves. If you dosuspect fouled plugs due to a

5


28/52

Tiltlack of power or large magdrop, run the engine up tofield barometric pressure forone minute and then back to1750 rpm, and mag check itagain. If this doesn't work,take it back to the hangar.Above all, don't fly it unless itchecks out Speaking of magchecks. I've seen an awful lotof mag checks performed likea photo finish at Hialeah.Check the drop carefully andknow exactly what it is.N ow comes the hairy part.When taking off in the Beaver,several things have to be considered. How many of youknow that the Beaver shouldnot be operated in a crosswindwith more than a 10-knot component? H a r d to believe?Crosswind operation of any degree in the Beaver is a marginal operation. The flaps tendto blank out the tail, the fuselage tends to weathervane, andthe wings are just one big old"Clark Y" airfoil.I find that the longer youcan keep the tail on theground, the easier the ship isto keep straight. Also I use

Climb flap position insteadof "Takeoff" when not operating out of short strips. Theslower the power is brought inon the initial part of the roll,the more chance the tail wheelhas of locking properly. Thattail wheel can be a great helpif it locks at the beginning ofthe takeoff roll with the air-26

craft headed in the right direction.Going back to flaps, for somereason many aviators just haveto get those flaps up immedia ely after liftoff. Get thatrequired altitude, and thensome, roll in a little back trim,raise a little flap, more trim,more flap, etc. The same procedure holds true for landing,go-around, or any other procedure where flaps are used.While in the air, let's makethe aircraft fly right. If yourweight and balance was correctwhen you left, the ship shouldstay well within the limits oftrim for the rest of the flight.You can, however, add a fewextra knots to the airspeed by

moving the center of gravityforward. About the only wayyou can o this in flight isthrough proper fuel management. Use up the rear tankfuel first and then the center,etc. This will vary a little ifthe tips are being used.Turbulence is not one of themissions the Beaver was designed to meet. In rough air itflies like a semi-controllablebox. Remember to slow to 100knots in rough air. That's whatthe book says, but it seemsto me that's about max cruisefor some birds. The -10 tells avery pretty story about howto fly this Beaver kite throughthunderstorms. This, to me, issheer nonsense. I doubt if anyone has ever actually surviveda trip through a mature cell

with a U-6. Just don't do it.An excellent knowledge ofsystems is the best emergencyprocedure I know. This, alongwith the knowledge of justwhat the Beaver will and won'tdo, should take care of you.The fact that the machineloses 2,000 feet of altitude forevery 3 miles forward, zerowind, power off, should impress many of you, but on second thought this doesn't meantoo much. The day your engine quits, you're not going tothink of 2,000 and 3. If youdon't know how far that thingwill glide, by then any glideratio is meaningless.Ground mileage is just aboutimpossible to judge from theair. Terrain elevation makes iteven more complicated. In theevent of a forced landing remember the two things youcan vary. The flaps, and theprops can be put to good usein adjusting a forced landingapproach. The prop is the oneusually forgotten, but pullin.gthe prop control back reallyincreases the glide ratio. Remember, the general tendencyin a forced landing is to overshoot, not undershoot, the spotof intended landing.Now we get to the problemof landing. A great aviatoronce said, "The secret of flyingis to keep the takeoffs and landings in a 1 to 1 ratio." Thereare many theories on this landing thing. Some say plan everyapproach power - off, while

Well done "



29/52

others say power-on. I like todo power-off approaches oncein a while for practice, butpower-on is the one I use most.A power approach allows youto maintain a lower airspeedon a short field landing. Itkeeps more air flow over thewings and tail for greater directional control and more lift.It's the power approach thatis used in instrument work.Not too many people are proneto cross the outer marker andwipe off the power to comedown the glideslope. The Beaver is an excellent airplane ona low airspeed power approachwith a short field 'ahead of it.se full flaps and control theairspeed all the way to touchdown with power. I find thatafter touchdown, getting thecopilot to raise the flaps immediately puts more weight onthe wheels for braking. It alsogives you more elevator control during initial landing roll.The flight is now complete;

the chocks in place, switchesoff, fuel selector off, tied down,etc. The flight isn't over, however, unti l the ship's log is complete. Getting the individualpilot time recorded in the bookis the thing most pilots do withprecision, but this leads to ahurried up completion of the-12. The only way any airplanecan be kept in top conditionis to carefully, I repeat, carefully write up any discrepancies you may find during yourflight.In writing up discrepanciesa knowledge of systems againcomes in very handy. Again theseemingly insignificant itemcan be the clue that leads tothe discovery of somethingmajor. That extra 15 of cylinder head temp can lead toa major internal failure. Ifproperly written up, a discrepancy may mean saving thelives of the next crew. Remember, only you, the pilot, cantell the ground crew the true

condition of the aircraft. Remember also, that the -12 letsthenext pilot in on the secretof the machine. Think of whatyou're going to write up; writeit so others can read it; andthen tell the crewchief verbally. Poor maintenance isover 50 percent pilot error.

A record 100,000 accidentfree flying hours while training students was chalked upin 1963 by the InstrumentFlight Division of the Advanced Fixed Wing Department, V. S. Army AviationSchool, Fort Rucker, Ala.The record was made by thedivision in the single engineV 6A Beaver. Approximately2,000 hours of the flying timewas instrument and weathertime. No other military servicehas exceeded this record forinstrument training in singleengine aircraft.

Murphy s Law Applied to th DigestWhen an incorrect fonn can beused to request the DIGEST, thensomeone will use it.Many individuals and unitsexperience unnecessary delayin getting the DIGEST orenough copies of it by sending

their requests to the editor.Distribution is not made fromFort Rucker. The AdjutantGeneral makes .distributionfrom Baltimore, Md. The correct way to get the DIGESTis so easy.Here's how easy:Active Army units submit aDA Form 12-4 to the AG Pub-

APRIL 1964

lications Center, 2800 EasternBoulevard, Baltimore, Md., requesting the number of copiesof the DIGEST needed to fulfill their requirements. If yourunit is of company or batterysize or smaller, send the DAForm 12-4 to the next highercommand for approval andforwarding to the CO AG Publications Center, 2800 EasternBoulevard, Baltimore, Md. Allother units, organizations, orheadquarters submit DA Form12-4 directly to Baltimore.National Guard and ArmyReserve units submit require-

ments through their state adjutants general and V. S.Army Corps commanders respectively.If you are the Old Protype and want to preflightyour requests, read the details

in Section 3, Chapter 3, AR310-1, dated 20 March 1962,and DA Circular 310-57, dated14 March 1963.Mechanics as well as ArmyAviators need the safety information in the DIGEST. So determine the number of copiesneeded to satisfy promptly allreader demands.27


30/52

thricearound thepeapatchSOME NEWLY rated ArmyAviators regard it a grossdegradation of personal prideto admit any flying deficiency- the deficiency brought aboutby not being current in theaircraft or in the type of flyingthey intend to do. About anthey want for a currency checkis to whip around the peapatchthree times and boot out theIP. Many other Army A viators do have the good judg-

Lt Lazar is with the De-partment of Advanced FixedWing US VNS t RuckerAla.8

Lieutenant ennis A Lazarment to request instruction inthe type of operation as wellas emergency procedures.Three times around the traffic pattern does not qualify anaviator to immediately go outand tackle the most difficultstrip he can find. This is onlya starting point to regain yourcontrol touch and to refreshyour memory with the correctoperating procedures.Let s be honest with ourselves. If we are not reallycurrent in an airplane, we cannot expect to zoom off and beace of the base at the firstcrack out of the box.

You might find the followingsuggestions helpful. Don't tryto force the airplane into anything. For example, forcing thetail wheel off the ground ontakeoff presents problems thatmultiply one another . When thetailwheel is forced off theground with forward stickpressure, the rudder has notreally become effective, so directional control depends essentially on brakes.

Each brake application during a takeoff roll can lengthenthat takeoff roll by as much as50 to 100 feet This alone canU. S. ARMY AVIATION DIGEST


31/52

make the difference betweensuccessfully clearing barriersand not clearing them. Also,when we must depend onbrakes for directional control,there is the common tendencyto overcorrect.T KEOFFS

Poor pilot technique definitely does affect aircraft performance. When a three-pointtakeoff is attempted, the takeoff distance is increased considerably due to slower acceleration caused by drag ofthe higher angle of attack.On the other hand, an excessively tail-high takeoff consumes more takeoff area because the aircraft cannot become airborne as soon as it hassufficient speed.Takeoff from short field isdoubtful when the aviator forgets t lower takeoff flaps.

Failure to remove carburetor heat for takeoff will not allow the engine to develop fullpower, which results in increased takeoff distance.These mistakes may soundstupid, but they are committedevery day.You should perform a complete pre-takeoff check, regardless of the kind of takeoffyou intend to make. This isthe only way you can ensurethat the aircraft, as well asyourself, is ready to go.A normal takeoff should bemade by aligning the aircraftwith the runway and applyingpower slowly and smoothly asthe aircraft accelerates. Holdthe stick back until enough airspeed is attained to require noticeable back pressure. At thisAPRIL 964:

tIme relax the back pressureon the control stick and allowthe tail to come up to just below the level flight attitude. Inthis attitude the aircraft willfly itself off the ground withcomfortable airspeed.For short field takeoffs besure that takeoff flaps are extended. Align the aircraft withthe takeoff area and whileholding the brakes apply fulltakeoff power. Ensure that theengine is developing enoughpower and release the brakesquickly. Hold the stick full backto keep the tailwheel on theground for positive directionalcontrol. The elevator will become aerodynamically effective

after the rudder, so you cantell by the amount of backpressure necessary when thereis enough relative wind forcontrol effectiveness.

Release the back pressureand allow the tailwheel to justclear the ground. Maintain thisattitude and the airplane willbecome airborne at the minimum flying speed. In a roughstrip allow the tail to come upa little higher to reduce theangle of attack. This will prevent the airplane from beingbounced into the air before ithas attained sufficient airspeed.On the climbout, whetherfrom a 5,000-foot runway or a900-foot strip, make sure thatyou have sufficient airspeed before retracting flaps. A goodrule of thumb is to accelerateto normal climb airspeed before you retract the flaps.Are you prepared for an

emergency situation-a forcedlanding or perhaps just a simple radio failure? You shouldcarry a checklist to cover procedures for mechanical or electrical malfunctions. You shouldalso carry a lot of commonsense for all emergency situations. Included should be aconcrete plan of action rehearsed mentally many timesover for the event of a forcedlanding. It is much easier toremain calm and accomplishthe necessary procedures if youhave a plan in mind.

PPRO CHES ND L NDINGSWell now to that rather tattered and overused adage thatstill. applies to Army aircraft,What goes up must comedown. The idea is to comedown easy, so we cannot minimize the need for good approaches and landings.While you are still trying tget the feel of the airplanedon't try any short field approaches, but make normallandings with moderate flapsettings. It will be much easierto judge your roundout if youlook down and out at the runway at about a 300 angle tothe nose. If you look directlyover the nose you may roundout too high and drop in. Ifyou look straight down to theside, you will fly into the runway and not be able to maintain runway alignment.After you feel proficient innormal landings and want totackle short field work, consider these suggestions.Fly into an area designatedfor upper airwork and at a

29


32/52

safe altitude set up severalpractice power aproaches toterminate 1 500 feet above theground. Try power approacheswith the different configurations of flap settings and pitchattitudes. In some of yourpractice approaches raise thenose above the normal powerapproach attitude and noticethe reduced control effectiveness as the airplane slowsdown. Try removing all of thepower and feel the increasedback pressure necessary tomaintain a fairly constantpitch attitude. Also you willsee that the rate of descent hasnearly doubled.

ldake several turns in thepower approach attitude andnote that you must lower thenose to compensate for loss oflift. Additional power must beapplied to maintain the correctdescent. When you are satisfiedwith your power approacheshead for a strip.Choose as a starter a stripthat is fairly level has asmooth surface low barriers,and is of sufficient length. Perform a reconnaissance and ifthe strip is safe for aircraftoperations set up your approach.ldoderation is the key wordin your power approach pitchattitude. Do not allow the noseto get excessively high or low.A nose-low attitude will giveyou more

Date post:	03-Jun-2018
Category:	Documents
Upload:	aviationspace-history-library
View:	219 times
Download:	0 times

Army Aviation Digest - Apr 1964

Documents