Army Aviation Digest - Aug 1964

8/12/2019 Army Aviation Digest - Aug 1964

1/52

..- ., . . . . .....-

1f ,

, ..LOH Test Pro am age 2, \ ,.:..

- II . UGU T 964


2/52

UNITED

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

U S ARMY AVIATION SCHOOLMaj Gen Clifton F von Kann

COMDT, U S ARMY AVIATION SCHOOLCol Robert F Cassidy

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

ART SUPPORTH G LinnH A. PickelD L CrowleyA Lofe

EDUCATION AND LITERATURE DIVPierce L WigginWilliam E CarterTed KontosCharles Mabius

RMY VI TION1GESAUGUST 1964 VO LUME 1

CONTENTS

LettersLOH Development and Test Program,

Maj Boyce B. BucknerOH-4AOH-5AOH-6ASATIRE Capt Paul J. BuchananCrash Sense, Maj Chester GoolrickSurvival Kits, Maj George W. Aldridge, Jr.Research AircraftEffective Unit Capability,

Capt Ulysses S. Large Jr.Keep in Touch With the Weather

NUM BER 8

268

1012153134

35Back Cover

The mission of the U. S. ARMY AVIATION DIGEST is to provide information of anoperational or functional nature concerning safety and aircraft accident prevention trainingmaintenance operations research and development aviation medicine and other related data.The DIGEST is an official Department of the Army periodical published monthlyunder the supervision of the Commandant U. S. Army Aviation School. Views expressedhelein are not necessarily those of Department of the Army or the U. S. Army AviationSchool. Photos are U. S. Army unless otherwise specified. Material may be reprintedprovided 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 communication i authorized to: Editor-in-Chief U. S. rmy viation DigeJt Fo t Rucller Alab ama.Use of funds for printing this publication has been approved by Headquarters. Department of the Army 27 November 1961.Active Army units receive distribution under the pinpoint distribution systemoutlined in AR 310-1. 20 March 62. and DA Circular 310-57. 14 March 63. Complete DAForm 12-4 and send directly to CO. AG Publications Center. 2800 Eastern Bouleva rd.Baltimore. Md. For any change in distribution requirements. merely initiate a revised DA

Form 12-4.National Guard and Army Reserve units submit requirements through their stateadjutants general and U. S. Army Corps commanders respectively.


3/52

r

Sir:Having just finished reading theApril 1964 issue, was amazed thatthe monthly winner, The Beaver byCapt David M. Monroe, should contain so many evident errors. amtaking this opportunity to bring theseerrors to your attention only in theinterest of maintaining your consistently high standards and to preventany possible misconceptions by someof our newer aviators.On page 25 the first paragraph inthe 3d column is incorrect and in conflict with the current issue of TM 55-510-203-10, dated August 1963.ake reference to chapter 10, sectionparagraph 6-18 which states:Every 30 minutes, exercise the proteller lever through approximately00 rpm either side of cruising rpm,hen return to cruising. This actionwill circulate warm oil through thepropeller actuating cylinder and prevent sluggish operation of the pro

peller governor. This can also beconfirmed by reading the -20, chapter2 section IV, paragraph 4-324.Also on page 25, the second paragraph, which makes reference to thepower check is incorrect; as can bedetermined by reading chapter 3,section II, paragraph 2-20, subparagraph 12, Engine Power Check, whichstates: Set manifold pressure to fieldbarometric pressure. Check 2100 100 rpm.On page 26 the paragraph on turbulence, stating The -10 tells a verypretty story about how to fly thisBeaver kite through thunderstorms.

E

I think Capt Monroe failed to comprehend the contents of chapter 10, section IV, paragraph 4-2, including theWARNING which states Thunderstorm flying should not be deliberatelyundertaken in this aircraft.Although this was an interestingarticle, it is the opinion of the aviators assigned to this unit that there

were too many errors to warrant themonthly award, even the leadin onAndy Aviator wouldn't have happened i f Andy was familiar with thecontents of chapter 9 section II, paragraph 2-19 and 2-20 a, b and c.CWO GEORGE R. COLLINGE513th INTC GrpAPO 757, New York, N Y.

They must select IntelligenceUnit aviators for their sharp eyesight.The article was written using a nowoutdated handbook for reference. We,of course, should have re-reviewedthe article before printing. If you willreread the paragraph cited concerningthe U-6 and thunderstorms, however,we are sure you ll agree that theauthor s advice, Just don't do it,shows an awareness of the hazardsinvolved.

We appreciate letters such as yours- keep us on our toes. -EditorSir:

With reference to the article Mapscontained on page 29 of the June1964 issue, written by Captain Sands,there appear to be several errorsin the second paragraph on page 31and on figure 8.I believe the paragraph should

E

read: For example, i f you desire touse section 1 (fig. 8), you open themap to the center (fig. 7), move tosection 4 then to section 1. f youwere using section 1, and desired togo to section 9 you would simplyturn back to section 4 then throughthe center (section 5) to section 6,and finally down to section 9.Figure 8 should show:

In no way construe this as criticism of Captain Sands' article. Themethod he describes would be excellent for use in close quarters.Captain Louis B. Rodenberg, Jr.U S. Army Engineer District,New YorkAPO 23 New York, N Y.

You're right. We tried the system far enough to get enthused andrush i t into print. Thanks for pointing out the author s slip in an otherwise excellent tip. -EditorDeadline Extended For Special Issue Contest

NO, YOU ARE NOT TOO LATE. If you haven't already submitted your article onhelicopter instrument flying for the special issue this fall, get to it right away. (Seepage 1, May 1964 DIGEST for Maj Gen Clifton F. Von Kann's announcement ofa special $100 cash award.) Deadline for submission of articles has been extendedfrom 1 August 1964 to 1 September 1964. So, sit down and write an article on whatyou think about any phase of helicopter instrument flying. You iust might win a cashaward for your efforts, but what is more important, you will be contributing to thedevelopment of a body of doctrine for helicopter instrument work.AUGUST 1964 1


4/52

LO evelo


5/52

Maior oyce B uckner

nt and Test ProgralDCompetition between Bell, Hiller and Hughes for selectionto manufacture the Army s turbine powered light observationhelicopter has aroused interest throughout the services and the

aviation industry.In presenting this historical background information about the

development of the LOH plus each manufacturer s concept of hisdesign we believe we will bring our readers up-to-date on thisimportant project.

THE OFFICE OF Chief Research and DevelopmentDepartment of the Army inOctober 1959 conducted a studyof Army Aviation capability.This study noted a need for anaircraft development program tobetter meet future aviation re quirements. The Chief of Staffthen established the Army Aircraft Requirements ev i e wBoard more commonly knownas the Rogers Board which wasresponsible for preparing a 10-year Army Aviation programcovering the 1960-1970 timeframe. The program includedresearch and development procurement personnel and organization.

In the research and development field particular attentionwas given to light observationmanned surveillance and tactical transport. The light observation mission consists of visualobservation and target acquisition reconnaissance and com-AUGUST 1964

mand control. Presently the 0-1Bird Dog OH-13 Sioux and theOH-23 Raven are used for thismission. The Rogers Board findings pointed to a single machineas a replacement for these threeaircraft. This aircraft becauseof the required capabilities wasto be a helicopter.

After a careful study of whatthe industry said could be produced the military characteristics were determined. Thesecharacteristics included: Power to be provided by aturbine engine in the 250-horsepower category. The overall dimensions andweight of the helicopter to beequal or less than that of theOH-13 helicopter. Main rotor blades with provisions for manual folding andunfolding without need for bladetracking. Cabin provisions for a pilotobserver and a cargo area 90ntaining stowable seats for twopassengers.

At design gross weight andstandard sea level conditions auseful load less 200-pound pilotoil and 3.0 hours fuel of 400pounds a cruise speed of 110knots and 3 hours endurance at85 percent of cruise power.

Hover out of ground effectat design gross weight at analtitude of 6 000 feet on a 95Fday.

Design emphasis on forwardarea s ~ l f - s u f f i c i e n c y supportability reliability maintainabilityand ease of servicing. f certaincharacteristics were not attainable without compromising otherspecifications the priority to befollowed was:

1 mission capability2 reliability3 ease of maintenance4 performance.

Maj Buckner is Test ManagerLOH Project U S. Army Aviation Test Board, Ft Rucker, Ala.

3


6/52

Model specifications were prepared from the military characteristics and presented to interested contractors in October1960. This action initiated thedesign competition for the ArmyLight Observation Helicopter.The U. S. Navy indicated astrong interest in this programand was selecte4 to help developthe design. In February 1961twelve contractors submitted design proposals to the U. S. Navy.These proposals were given tothe Army Operational Evaluation Group at Fort Rucker, Ala.and the Navy Technical Evaluation Group of the Navy Bureauof Weapons in Washington,D. C. for detailed analysis.On 3 May 1961 the resultsof the analysis were submittedto the Army LOH Design Selection Board. After careful deliberation, the Design SelectionBoard forwarded recommendations to the Chief of Staff on 17May 1961 that the Army developthe Bell D-250 (OH-4A), theHiller 1100 (OH-5A), and theHughes 369 (OH-6A), and procure a test quantity for furthercompetitive evaluation and finalselection of one design for production. The powerplant chosenfor all three helicopters was theT63 250 hp gas-turbine enginebuilt by the Allison Division ofGeneral Motors Corporation.

The Chief of Staff approvedthe selection board recommendations on 19 May 1961. Originalfunds provided for the development of only two prototypes, sofunds were reprogrammed toinclude the Hughes design. Alsoto reduce the developmentalcosts and to stimulate competition the Army proposed a re vised program of development.This program was based on:

A request from the threeselected manufacturers for afixed-price bid to produce a testquantity of aircraft.

4

The bids to be for designssimilar to those proposed.

Guarantee of performanceand delivery date with provisions for a penalty clause. Airworthiness based on type

certification by the Federal Aviation Agency.

The manufacturers to begiven latitude in determiningthe detailed designs.

Military monitorship duringthe development to be limitedto contract administration only. Each contractor to be provided with the test directive anda full understanding of the com

petitive evaluation leading tothe final selection of one helicopter design.

Since both developmental andproduction items were to betype certified by the FederalAviation Agency, a departurefrom normal development procedures, the Army was authorized to issue contracts directlyto the manufacturers. Army representatives held a pre-biddersconference with the three manufacturers on 6 July 1961 andnegotiated the contracts in November 1961. Each manufacturerwas to deliver to the Army fiveprototype helicopters type-certified by the Federal AviationAgency under Part 6 of the CivilAeronautics Regulations. heArmy retained the option ofaccepting delivery before certification provided a Type Inspection Authorization which included an acceptable flight envelope had been issued.

The original schedule calledfor each manufacturer to begindelivery of his five helicoptersto the Army in November 1963.The first delivery would be followed by one helicopter eachmonth until all five were delivered. The three manufacturersfaced a delay in receiving theirFAA Type Inspection Authori-

zation. The first helicopter, anOH-5A (Hiller), arrived at FortRucker for acceptance on 13January 1964 followed by thearrival of the first OH-4A (Bell)on 5 January 1964 and theOH-6A (Hughes) on 9 February1964.

Military and civilian mechanics and maintenance supervisorswho attended schools conductedby the helicopter and enginemanufacturers provided maintenance for the helicopters during the evaluation period. Additionally service engineers representing Allison Bell Hiller,and Hughes were on call aroundthe clock for technical assistance.Stringent ground rules wereimposed upon manufacturer personnel by the Army to assureequal treatment for the testmachines.

The first helicopter of eachtype was used for initial pilottraining and 1 000-hour accelerated logistical tests at ForRucker, Ala. Manufacturers in structor personnel pro v i de dthe flight and ground schooltraining of proj ect instructorpilots. The project instructorpilots conducted transition training as required during the flightevaluation. The logistical evaluation consisted of flying the helicopters through typical missionprofiles to generate and recorddata for determining logisticasupport requirements and recommending design changes inthe production helicopter. Thistest provides basic data for determining reliability and maintainabili y.

The second helicopter of eachtype was used for engineeringand aerodynamic tests by U. S.Army Test Activity at EdwardsAFB, Calif. These tests will confirm contractor compliance withthe mili ary characteristics inthe area of performance, stability and control.U. S. ARMY AVIATION DIGEST


7/52

The third helicopter participated in tactical and operationalsuitability tests at Fort Rucker,Ala. The mission suitability ofeach LOR was evaluated by prescribed service test methods.These tests are characterized byqualitative observations andjudgment of selected militarypersonnel having a backgroundof field experience with this typeof helicopter. The test was con-

ducted using soldiers representative of those operating and maintaining the equipment in thefield. Emphasis was placed onoperation of each LOR undersimulated tactical conditions andwi t h actual t roo p exerciseswherever possible. Each helicopter was evaluated with respect tothe requirements of the approvedmilitary characteristics excluding performance, stability and

Top Hiller OH 5A Middle Hughes OH 6A Bottom: Ben OH 4A

AUGUST 1964

control) to include mission profiles developed by the U. S.rm y Combat Developments

Command Aviation Agency.The fourth helicopter of each

type was provided with armament installations. In i t i a ythese LOR went to HunterLiggett Calif. for operationaltest of the armament installation.Each of these helicopters wasprovided with two armamentkits. The XM-7 kit consists of adual M-60 machinegun installation. The XM B kit consists of asingle 4 mm grenade launcherinstallation. Upon completion ofthese tests the helicopters wentto Edwards AFB, Calif. for en- .gineering and aerodynamic testsof the armament configuration.

The fifth and last helicopter ofeach type participated in avionics testing at Fort Rucker, Ala.and Eglin AFB, Fla. Air transportability tests were conductedat Fort Rucker by personnel ofthe U. S. Airborne, Electronicsand Special Warfare Board.

The official starting date of theLOR evaluation was 1 January1964. The evaluation was completed on 30 June 1964.

The LOR program has featured many unique innovationsin development, procurement,and testing. Widespread interesthas been expressed in militaryand civil aviation circles bothhere and abroad. The test program is progressing satisfactorly although the actual startingdate was delayed because of latedelivery of equipment. Indications are that the Army-Industryteam has advanced light helicopters to a degree that will materially benefit the mission of ArmyAviation.

The Army will select one LOHdesign and award a productioncontract during the last quarterof calendar year 1964. Deliveryof the first production LOR isscheduled for early 1966

5


8/52


9/52

Prepared y Bell Helicopter CompanyA Division of Bell Aerospace Corporation

This article represents the manufacturer s concept of his productand in no way reflects on the status of evaluation or on a final de-cision on choice of helicopters. After a comprehensive program ofevaluation directed by the U. S. Army Materiel Command ProjectManager and conducted by the U. S. Army Test and EvaluationCommand, a decision on the winning LOR is expected this year,with first deliveries programmed for 1966. Editor

SINCE 1861, WHEN ProfessorThaddeus Lowe ascended ina balloon over Washington toobserve Confederate troop movements after the Battle of BullRun, the Army has recognizedthe advantage of aerial observation in combat. The scope of thisvital intelligence function hasbroadened in direct relation tothe increasing mobility of combatforces.

In the early 1940s organicArmy light Aviation belongedto the Artillery, with fire adjustment as the primary mission.Ground commanders, however,saw increasing requirements foradditional observation, reconnaissance, and liaison functions.So great was the requirementthat since the first observationaircraft, the Piper L-4, some19,000 airplanes 19 types and68 models) and 3,300 helicopters24 types and 4 models) of theobservation/ reconnaissance classhave been procured.

Today, increased mobility anddispersal of forces demands evengreater organic observation capability. The myriad of types,however, is to be replaced witha single aircraft designed for themission.

Army Aviation, Bell has beenclosely associated with operational units in peace and war,gaining insight into the basicmission of the observation helicopter. The advantages as wellas the deficiencies of the OH-13were observed and Bell s engineering team went to work.OR-4A Design Goals

The OH-4A is the culminationof 18 years field experience,combined with continuous research and development aimedat improving the basic missionsuitability of the light helicopter.This invaluable background wasapplied to the stated program

objective a simple, inexpensive, highly reliable helicoptercapable of protracted operationsin the forward battle area.Owing to this approach the OH-4A design draws upon the heritage of the first generation OH -13 series and the second generation UH-l series helicopters.

Primary design philosophy hasbeen to produce a balancedblend of all mission characteristics and requirements. Amongweight, reliability, maintainability, and performance, no one hasbeen overemphasized at the expense of the others. More specificall y the 0 H -4A fulfills these

Continued on page 39

One of the most successful ofthe observation vehicles has beenthe OH-13. Since first introducedin 1946, over 1,650 of the OH-13series have been produced or arenow on contract for the Army.During the formative years of

Famed OH-13, Army veteran since 1946, evacuated over 18 000casualties in Korea. Lessons learned from Sioux havecontributed to development of the OH-4A.AUGUST 1964


10/52


11/52

This article represents the manufacturer s concept of his productand in no way reflects on the status of evaluation or on a final de-cision on choice of helicopters. After a comprehensive program ofevaluation directed by the U. S. Army Materiel Command ProjectManager and conducted by the U. S. Army Test and EvaluationCommand, a decision on the winning LOR is expected this yearwith first deliveries programmed for 1966. Editor

ANEW AGE of Army Aviation has been ushered inwith the arrival of the first turbine-powered LOH at the ArmyAviation Test Boa r d, FortRucker, Ala.

i l l e r Aircraft Company sOH-SA, one of three contendersin the LOH competition, landed13 January at Fort Rucker aftera 2,300 mile, cross-country dashfrom California. t was the firstto start a six-month evaluationprogram that will determinewhich of the new LOH will re place the OH-23 Raven, OH-13Sioux, and 0-1 Bird Dog.

When the trials end, the Armywill have logged a total of 6,000flight hours on the Hiller OH-5A,Bell OH-4A and Hughes OH-6A.Each company has delivered fiveaircraft for evaluation, and eachtype will be flown about 2,000hours.A decision on the winningLOH is due late this year, withfirst deliveries projected in 1966.It is believed that the newLOH will have a S percentcost-effectiveness edge over present observation helicopters. Thisis based on similar acquisitioncost, SO percent greater speed,AUGUST 1964

S percent less maintenance re quirements, l owe r operatingcost, greater availability, andother advantages associated withthe turbine powerplant and airframe advances.

Although rigorous trials of anew aircraft before procurementis not a new concept in Armyprocedures, the LOH programrepresents the first time thatmore than one aircraft has beensimultaneously ordered, developed, and evaluated competitively.

The six-month evaluation program is by far the most extensive aircraft testing effort priorto procurement of any branch ofthe military. Further assuranceof a topnotch machine is soughtby requiring Federal AviationAgency certification before finalacceptance of the new helicopters. Ordinarily, aircraft developed specifically for the militarybypass FAA civil aircraft trials.Mission gross weight of theOH-5A is under 2 SOO pounds.It s a four-place helicopter, ortwo-place with 400 pounds ofcargo. During manufacturer stesting, the OH-SA was flown to22,400 feet and has exceeded

Prepared y Hiller ircraft Company

ISO mph groundspeed. (Armyspecifications for the new LOHrequire that they hover out ofground effect at 6,000 feet on a9So F day.

All three LOH have the samepowerplant, a 2S0 shp free turbine, turboshaft Allison T63 developed speCifically for the LOHprogram. Weighing only 136pounds, its takeoff power ratingis 240 feet/ pounds torque at6,000 rpm. t is barely a yardlong.Under combat conditions, thistiny turbine has several advantages over piston engines. Startup procedure is accomplished inless than 30 seconds, and virtually no warmup period is re quired - enabling the aircraftto get off the ground in a hurry.t is much quieter than a pistonengine of comparable rating.At cruise speed, the OH-SA

consumes about 20 gallons ofJP-4 an hour, about 2 gallonsmore fuel than the OH-23G. But,within the hour, the OH-5A hasgone half again as far as theRaven. Fuel capacity is 69 gallons, so the endurance period isbeyond 3 hours.

Continued on page 49


12/52

OH 6APrepared by Hughes Tool CompanyAircraft Division

This article represents the manufacturer s concept of his productand in no way reflects on the status of evaluation or on a final de-cision on choice of helicopters After a comprehensive program ofevaluation directed by the U S Army Materiel Command ProjectManager and conducted by the U S Army Test and EvaluationCommand, a decision on the winning OR is expected this year,with first deliveries programmed for 1966 Editor


13/52

WHEN THE engineers atHughes Tool Company'saircraft division joined the program to develop an aircraft forthe Army's Light ObservationHelicopter (LOH) competitionthey were well aware of the factthat only a major breakthroughin helicopter design would satisfy the requirements set forth bythe military.

The Army's LOH requirements were specific and uncompromising: Attention is specifically drawn to the paramount desires of the U. S. Army for asmall lightweight inexpensive,reliable and easily maintainablevehicle with high performancecharacteristics.In other words the Army wasasking for a helicopter thatwould overcome all the shortcomings inherent in rotarywinged craft of conventionaldesign.

The Hughes engineers enteredthe competition with a confidence born of experience in theirability to deliver the desiredproduct. This experience wasgained during the developmentof the first low-priced compacteasy-to-maintain helicopter everto be mass produced for thecommercial market-the Hughes269A two-place helicopter.Today the design breakthrough necessary to meet theArmy requirements has become.a reality in the sleek form of fiveHughes OH-6A helicopter prototypes currently undergoing evaluation test flights at Fort Rucker,Ala. with the Bell OH-4A andthe Hiller OH-SA.

Test information evaluated todate indicates that the OH-6Aequals or surpasses all of therigid design and high performance specifications guaranteed inits original proposal to the Army.

The breakthrough achieved byHughes was in simplicity of overall design and component parts.AUGUST 1964

Engine can be removed and installed by one man Low mounted engineprovides best c g and assures greatest safety in event of accident

t produced a helicopter with unparalleled performance characteristics reliability factors andlow maintenance requirementsin a small configuration that provides an extremely high cargocarrying capacity and the utmost in pilot safety features.

Throughout the developmentof the OH-6A special emphasiswas placed on substantially re ducing basic weight and sizewhile providing for maximumstructural integrity. Externally,the aircraft was given an aerodynamically clean design thatprovides for high performanceand extreme maneuverability.

Veteran helicopter pilots arequick to voice their admirationfor the OH-6A and its outstanding performance and safety features. A Hughes test pilot withmore than 4 000 hours loggedin rotary-winged craft, had thisto say about the Hughes machine following his evaluationflights in it:

I have been particularly impressed with the OH-6A's abilityto maneuver at high speeds withhandling characteristics similarto those of a fighter. The abilityto maneuver at high speeds slimited in conventional helicopters due to lack of control re sponse and because of bladestall consideration.The sensitive cyclic controlstick gives instant response inroll and pitch which is necessaryfor quick maneuvering and napof-the-earth flying. This aircraftfeels good when rolling into andholding a steep bank, which maybe done close to the ground witha feeling of confidence.

The helicopter is surprisinglygood in autorotation. The cleandesign of the rotor blades re duces rotor decay following athrottle chop and the low inertiarotor gains rpm rapidly with aslight flare. The very low draggives an excellent glide ratio.Continued on page 6


14/52

The U S. Army Combat Developments Command AviationAgency located at Fort Rucker Alabama has installed a central-ized files location for aviation material. Called SATIRE this newsystem was developed by the System Development Corporationat Falls Church Virginia for its own use and they modified itunder contract for the Aviation Agency. The system provides theonly central dearing house for the retention and use of significantthoughts and data pertaining to Army Aviation.

HAT DOES THIS wordSATIRE mean? To saythat it is an acronym for SemiAutomated Technical Information Retrieval tells us nothinguntil we realize the importanceof having readily available forpresent and future use the vastcomplex of documents andstudies generated through thecourse of time. This is the pur- 2

pose of SATIRE: to retrieve andstore in one place all the documents that are of value to theArmy Aviation program.

What does SATIRE mean tothe individual aviator? It is acentralized archives system towhich an aviator can turn forinformation directly or indirectlyrelated to almost any project ortype of mission he may become

Captain Paul J uchanan

Capt Buchanan is OperationsOfficer U. S. Army CombatDevelopments Command Avia-tion Agency Ft Rucker Ala.

concerned with. Conversely, itis a program to which he cancontribute significant thoughts,techniques, and principles thatwill today - or someday - in crease the combat effectivenessof the Army through aviationsupport.

Those who doubt SATIRE'svalue to the Army can learn alesson from history. In 1940 theU. S. ARMY AVIATION DIGEST


15/52

U. S. Army Air Corps was onthe threshold of a new type ofwarfare. Airpower ideas werebeing developed and tested, concepts were being developed, anddoctrine was emerging. Therewas one weakness in this productive period, however. It wasdiscussed by Dr. Robert F. Futrell in Some Patterns of AirForce Thought, published inthe AIR UNIVERSITY REVIEW, Jan-Feb 1964. Dr. Futrell relates that testimony ofqualified Air Force officers in dicate that Air Force thinkingabout its fundamental beliefshas not been system tic lly re-corded.

Many of the Air Force ideasand practices became lost in the1940s. In the 1950s that servicebegan to feel the impact of this

E

AUGUST 1964

situation. Major General JohnDe Forrest Barker, Deputy Commander of the Air University,stated in 1953: We definitelyneed a body of air principles,backed by historical evidence, ofair employment. Perhaps General Barker was thinking of thefollowing exerpt from an AirUniversity staff study, dated1948:The Air Force has nevermaintained a complete andcurrent compilation of thoseconcepts principles, policiestactics techniques, practices,and procedures which are essen ial to efficiency in organizing training, equipping, andemploying its tactical andservice units.In 1957 the Air Force Chief

of Staff General Thomas D.

White, pointed out that an AirForce officer in 1955 could onlyconclude that the Air Force asa service does not have a set ofideas against which it is operating at least not a complete setof ideas.

This situation was also a matter of concern to General CurtisE. LeMay who, in 1961 pointedout that understanding our doc-trines and concepts is basic andimportant to our very existence.

SATIRE is the Aviation Agency's answer to providing a solution for the problems experienced by one of the Army's sisterservices. The Aviation Agency'sSATIRE system will assist theArmy in the improvement ofconcepts doctrine, and techniques for employment of itsaviation capability. How does it

3


16/52

work? Basically, SATIRE is anelectrical accounting machine(EAM) application, combiningthe procedures of library sciencewith machine processing.

Incoming documents are designated by security classificationand accession number, which isthe key to retrieval. The originaltitle of each d o cu m en t ispunched on a printing cardpunch machine, with key wordsspecially m r ked, and thepunched cards become a part ofwhat s known as the "masternumeric" deck. The cards arethen processed through a computer which recognizes the keywords, makes a new card foreach, and arranges the entirenew deck in alphabetical order.From this deck of cards, whichis periodically updated, alpha-betical indexes are printed. Theagency also processes and main-tains source, source code, andsubject decks of cards for sep-arate indexes, which are usedas alternate means of research.Other aids for retrieval and in-formation are bin cards, weeklyaccession listings, and chargeout listings.

4

With this centralized files location having been created foraviation material, the Armyfinds itself in an extremely en-viable position. Personnel cannow quickly, easily, and conveniently locate information concerning an almost unlimitednumber of subjects related toArmy Aviation. Every effort isbeing made to assemble in thisone location every documentwhich is, or will be in futureyears, of importance to ArmyAviation doctrine.

Through SATIRE an efficientsystem has been devised to collect, catalog, store, and retrieveimportant information. Thesefiles are now available for youruse through the U. S. ArmyCom b t Developments Com-mand Aviation Agency. How-ever, if Army Aviation is to bewell documented, each of us hasthe responsibility to contributenew ideas, reports summarizinglessons learned or knowledgegained, or simply comment onexisting doctrine, policy, or pro-cedures. In one word, PARTICI-PATE

WhoaThere

Demand for the DIGESTkeeps going up However,budgetary limitations haveplaced a ceiling on thenumber of DIG EST sprinted each month. So itmay be that all units arenot going to get all thecopies they have re-quested on DA Form 2submitted to AG Publications Center in Baltimore.

It is impossible for AGto make arbitrary distribution cuts and ensure thatoperating aviation unitsget the number of maga-zines they really require.

We need your help.Take a good long look atyour unit's requirementsfor the DIGEST and request only the number youcan get by with. Let's passeach copy around withinthe unit so we can give asmany copies to each unitas possible.

Take a hard look at yourrequirements, then request- on DA Form 2 onlywhat you need.

U. S. ARMY AVIATION DIGEST


17/52

cr sh sense

SURV Y S NSMaior hester oolrick

CONTRARY TO a belief entertained by everyred-blooded American boy under the ageof 12, members of Hook and Ladder CompanyNo.5 get no real charge from being pulled outon a snowy night to respond to a four-alarmblaze down by the docks. Given a choice, aveteran smoke-eater prefers sitting around thestation house, drinking coffee and playing pinochle to perching atop a four-story ladder ina 30-knot breeze, or being turned into a livingicicle as a result of handling hoses in weatherwhich would have given Admiral Peary foodfor thought.

Despite what the youngsters think, about theonly blaze a fireman really enjoys is the one inhis fireplace or at the department s annual pic-nic. He leads a frustrating life. Experience has

AUGUST 1964

0 ' o

oo c) _ 00, : ~ i [ i ~ ; 1 ' ; : ' + 000

o >

0. ,f' , .. (;) Q g

' 0 0

(J t>a0 0CJ CJ Q Cl '0 0 0 (;.I

,0 : -0 00

15


18/52

taught him that nearly every time the enginerolls it is on its way to a fire which never shouldhave started in the first place. f everybodyshared his views there would be a marked dropin the number of midnight slides down the brasspole.

This is why all firemen are enthusiastic boostersof Fire Prevention Week, an annual occasionwhen every householder in the block is likelyto be visited by a friendly soul in a blue uniform. He will ask to look over the premises foroily rags, open cans of paint, defective wiring,and anything else which could cause the placeto flare up like a napalm bomb some eveningwhen everybody has sacked in for the night.

Such application of prudent foresight is technically known as a positive approach to eliminatecausative factors behind fires or trouble of anykind. Business firms anxious to cut down onoverhead and sell more soap call it the selfstudy. What s in a name? In Army Aviationcircles we refer to it as the Survey - and youcan take it from the old hands that when it isproperly planned and carried out it could alsobe called the Aviator s Best Friend. Whatevername you stick on it only the bird-brain incapableof peering past the end of his own nose willargue that it is not the handiest method knownfor making Army flying life as serene as a dayin May.

6

BaSically the survey is nothing more thansimple common sense expressed in the form ofthis rule:

LOOK FOR EVERYTHING WHICH C NCAUSE TROUBLE

GET RID OF IT BEFORE IT DOESCAUSE TROUBLE

AND SEE THAT IT ST YS GOT RID OFt applies to every field of human activity in

which there is a risk to be taken or a chance ofloss and in which a little time and thoughtexpended beforehand to avert trouble saves a



19/52

great deal more time and effort than tidying upthe mess after it has happened. Doctors knowhow to cure most diseases these days but pre-ventive medicine has made life longer and happierby doing away with the causes of a long list ofailments which used to carry off our ancestorsin job lots.Elmer Snodgrass the nation s first farmer, asa youngster found out he could sleep easier ihe hired a good watchdog and put a stout lockon the henhouse door. And every veteran aviatorcan point to a baker s dozen aircraft accidents

AUGUST 1964

he knows would never have taken place i aconscientious survey had uncovered the lurkingfactors which touched off a chain of events.

On reflection all of us will thus agree that thesurvey should be as much a part of Army Avia-tion as the hominy grits in the Rucker PXcafeteria. The big hurdle is in the reflection part.Most of us being normal human beings, havethe normal human feeling that the less we thinkabout trouble, the less likely we are to run intoit. Fine and dandy, if all you aYe hunting for isan excuse to take a nap rather than cut the lawn.

M i _

7


20/52

As an Army Aviator with a head full ofGrade A brains, you are well aware that a matureapproach and a thorough consideration of thepossibilities provides the only effective meansof keeping the Gremlin population in check. Allthe same, it is a sad fact that in the past thesurvey sometimes has fallen short of its goal orhas been overlooked as an accident-preventiontool because aviation units have failed toappreciate

what the survey is,how to apply it, andwhat it can produce.

STEM TO STERNNaturally, unless you have been down in the

Yukon for the past several years, living off sealblubber and caribou steak and out of touch withthe DIGEST, you have at least heard about thesurvey as a procedure designed to whittle away

8

at the accident rate. All of us have he rd ofNewton s Third Law of Motion, but that doesn tmean we spend much time trying to understandit, or pondering the effect it has on our dailylives. The truth is, when we think about thesurvey at all we may associate it in a hazy waywith some sort of inspection.

Hold hard, men Surveys and inspections aredistant cousins, to be sure, but to say they areidentical is like comparing a well-rounded program of medical care to a glance in the mirrorat your own tongue on the morning after theNew Year s Eve Ball. An inspection turns upsand in the sugar and dust on the foot lockers,which are keeping an outfit from being in tiptopshape at the moment. The fine-tooth comb, foreand aft, perpetual motion survey is a continuingprocess. t is designed to spot potential stumblingblocks as they exist now and as they come up inthe future, and to take care of them before somebody trips over them.

In other words, a survey starts before an inspection and keeps on going after it is over.Look at it this way. When a pilot checks theaircraft before taking off, he is making an inspection to determine whether mice have beennibbling at the rotor blades or if there is anyother factor which renders it unfit for flight. Butas we all know, the preflight is only a part of thewhole business of preparing for a flying mission.A mature aviator, even i he doesn t alwaysrealize it himself, makes a thorough survey ofthe whole situation before he flies. He takesstock of his physical and mental state. f he



21/52

inspe tionfeels as i he had breakfasted off railroad rivetsor is jumpier than a man in the waiting roomof the maternity ward, he stays on the grounduntil the flight surgeon has had a chance todetermine what might be wrong. Nobody in hisright mind goes up for an extended flight without

AUGUST 1964

surveybeing filled in on the weather situation. Wherethe situation calls for it survival equipment getsa thorough check. In other words, when an aviatormakes his preflight check he is hunting for whats wrong. His personal survey is designed to take

care of what ould go wrong i the causes werenot taken care of at the start.A failure to appreciate what the survey cando for anybody, from an Army Aviator to aman planning to go over Niagara in a barrel, isresponsible a good deal of the time for thosepeople who always seem to have an arm in asling a cast on one foot or a pair of black eyes.We used to say charitably that these unfortunatesouls were accident-prone, as i to indicate theyhad been born under a dark star or that blackcats made a special point of crossing their paths.A more hard-nosed way of putting it is that theyare simply not accident-conscious.A chap who never bothers to make an evaluation of the possibilities in a situation will set outwith the same carefree attitude Little Red RidingHood had when she started through the woodsto visit Grandma. Miss Hood was lucky not tohave been gobbled alive. Our friend walks undera ladder instead of going around, gets hit on thehead by a paint bucket, and wakes up wonderingwhy trouble seems to light on him like crows ina corn field.

Emergency wards in hospitals are kept on thego around the clock dealing with freak accidentsbecause the average citizen s way of life doesn taccustom him to take stock of the possibilities inmost situations. Normally, there is no need for

19


22/52

him to plot his trip home from the office withthe same care he would a safari into the heart ofthe Congo so he trips over the new traffic markerat the corner of Main and Elm or slips in a batchof fresh-load concrete.But as we all know flying Army aircraft isa shade more exacting and risky than commuting.From the moment the engine turns over untilthe aircraft is parked for the night any aviatoron even a routine flight is faced with more nightmare possibilities than the average citizen islikely to run into in a long lifetime of commuting.We ll grant there is no known method of removing every obstacle. Unlike Old Doc Winterbottom s Golden Elixir the survey is no cure-all.But the mature aviator has learned from experience that if flying life can never be as softas a melted marshmallow, a survey puts the oddsagainst accidents where they belong and on thelong side at that.

He also knows that what goes for Army Avia-tors goes double for Army Aviation units

GROUP THERAPYNobody ever accumulates so much experiencethat a survey can t help him. Experience cannot

make an aviator immune to chamois in the fuelintake or faulty weather information. Even ithe Army had an aviation unit in which everypilot had logged at least 5000 hours and the COhad been on hand when the internal combustionengine was given its first test a continuing survey

20

program would be needed to keep things up tosnuff. When it comes to aviation safety an olddog is always ready to learn new tricks.Fresh-hatched units, however, profit from a

survey at the start as a means of setting up goodoperating habits. Every outfit has the benefit ofall the background and experience the Army cangive it but every unit finds it faces a set ofparticular problems it must learn to handle, likea party of people cast ashore on a desert island.There s the added fact that new units often arenot only new themselves but are manned bypeople short on experience. One unit constitutednot long ago drew 4 percent of its enlisted personnel directly from basic training. A thoroughsurvey at the start put it on the right track, andperiodic surveys since have helped keep it there.

New or old the unit undertaking its first survey gets best results if it draws on outsidersfor the initial job preferably a board which hasbeen through the mill before. A man who is nota member of the family can spot a sore spot



23/52

. .

which may have been around so long everybody in the unit has taken it for grantedand has learned to live with it the way a chapcan get used to fallen arches or a wart on hisgirl s nose.

The outside survey team, working with thethoroughness of a clutch of new brooms, isn tlikely to miss anything of importance. You dthink any unit would be as anxious to have oneas a Washington hostess is to snare top-rankingVIPs for her annual garden party. Here s whereanother misconception about the survey gets inthe way. No self-respecting hostess likes to havea neighbor sniffing at her pots and pans peeringunder the beds, and poking into closets - especially i the neighbor is the gabby type who canbe expected to turn in a full report at the nextmeeting of the Thursday Monopoly and Canasta

AUGUST 1964

every unit faces set ofparticular problems like

party cast ashore ondesert island

Club. When an aviation unit acquires the notiona survey is some kind of inspection and that thefellows running it are aching to draw up a longlist of faults to be handed along to higher authorities the survey, to put it mildly, will fall somewhat short of success - i it ever comes off atall. Even i a survey team is called in it will findit is being viewed with the same suspicion itwould be i it showed up at the bank wearingmasks and carrying sawed-off shotguns.

The real truth is that a survey is baSically aninternal affair no matter who runs it and isdesigned to open a unit s eyes to its own needsand the procedures it must operate under formaximum results. Surveyors recommend higherheadquarters be apprised of a condition onlywhen they feel a unit is bucking conditions itcannot overcome by itself. Otherwise, they let

2


24/52

the un t know what needs adjusting. Beyond thatthey are about as talkative as a man who hasjust discovered where Blackbeard buried the loot.

PERPETUAL MOTIONThe initial survey, whether for an old or a new

unit and whether run by the unit or someoneasked in for the purpose, is the first giant stepin the program. Handled the right way, it revealsand removes a cartload or so of factors whichhave been lying around waiting for the rightmoment to cause an accident. t is a boon to oneand all. The CO s gray hair growth rate slowsconsiderably. The flight surgeon loses the darkcircles which have been accumulating under hiseyes. The aviators wives are pleasantly surprisedby their husbands cheery mood when they comehome after a day in the air.

With all this in its favor it would be nice tobe able to say that once the survey is over, andthe team has packed its bags and gone home after

a hearty handshake all around, the unit couldsettle down and live happily ever after, likecouples in the fairy tales. The sad truth is thatnothing in the Army remains static and thatbeating off trouble is like swatting mosquitoes ina Louisiana swamp - there is no lack of replace-ments. This is why the survey, worthwhile as itis will never achieve its goal if it is not repeatedat regular intervals under a conscientious pro-gram of surveillance. Here again is the resem-blance to an annual Fire Prevention Week.Smoky Stover, the fireman, knows oily ragsbreed like rabbits and tl? at the only way to getrid of them is to keep going back.To be really effective then, the survey becomesthe survey program a kind of do-it-yourself 24-hour alert, as far as the aviation unit is concerned.The intervals at which it is held naturally varyunder changing conditions. f an outfit is movedfrom mountain work in the tropics to a base

the p th through the jungle never st ys cuty;

22 U. S. ARMY AVIATION DIGEST


25/52

survey conscious lw ys looking

where I2-inch snowfalls on the Fourth of Julyare considered normal, it naturally will want totake a long, hard look at the new set of problemsit has inherited. New types of aircraft call for asearching survey to determine their personalitiesand how they fit into the scenery and the mission.The arrival of a batch of new hands, pilots orenlisted men, may demand a survey as a sure-firemethod of keeping the machinery properly oiled.

Even when a unit is lucky enough to stay putfor a fairly long time, a repeated survey cannotbe beat for warding off migraine headachescaused by mishaps in the air or on the ground.Fresh problems constantly come up to bothereven the most well-ordered household - squirrelsmove into the attic, the puppy chews holes inthe rug, and the TV blows a fuse in the middleof Gunsmoke. Each demands corrective action,in the form of squirrel-proofing, a muzzle for thedog, and an extra supply of fuses. A resurveyperforms the same service for the aviation unit by

revealing gaps in preceding surveys,pointing to progress, or lack of it, anduncovering new trouble spots.Above all, a good survey program makes every

man-Jack in the outfit survey-conscious - thesame as saying they are the exact opposites ofour accident-prone friends who log so much hospital time with bruises and broken bones. After atime, a survey becomes almost an unconscious reflex ground deep into every member of the unit.An airman who has seen how effectively the survey works knows causes of accidents can wearmore innocent-appearing disguises than SherlockHolmes. He also knows they have to be ferreted

AUGUST 1964

for the conce led~ f L ~ v

out the way you go after the bottom olive in thebottle. He develops a sixth sense for trouble, likea Grand Banks fisherman who can tell anor easter is coming by the hairs on the back ofhis neck.

This souped-up alertness on everybody s part,a by-product of the survey, results in a sharpdrop in the kind of accidents which in pre-surveydays would have been put in the you-wouldn thave-thought-it-could-happen-but-it-did category.Unit members are made aware of factors theynever before consciously tied in with accidentprevention.

Take the unhappy example of a unit not yetsurvey - indoctrinated which was operating awhile back in a part of Germany where the natives do not think a snow worth commenting onunless it is deep enough to swallow a normal-sizedgiraffe. After every fresh snowfall, taxiways hadto be bulldozed through the drifts so the aircraftcould get to the strip. The lanes were 26 feetwide, wide enough for a I6-foot Beaver flankedon each side by a squad of Cub Scouts. Wideenough, you d say. Yet an aviator tore off theend of his left elevator when he tried to veeraround a slick spot in the middle of the lane.Maybe this minor mishap was one of the oncein-a-million kind nobody could be expected toforesee. Chances are, a survey background wouldhave indicated to the CO that the time had cometo close up shop until a thaw came. Or somebodywould have recognized the ice as a booby trap.The point is, the accident indicates what canhappen without a survey as a guide to positivemeasures, leading everybody to follow that soundbaseball doctrine known as touching all the bases.

3


26/52

PLANNED PARENTHOODTo achieve full value, a unit s survey must be

as thorough as a bride cleaning h o u ~ for hermother-in-Iaw s first visit. t covers any and allproblem areas involving all functions of the unitaffecting operations. This covers just about anyactivity members of the outfit engage in from thetime they get up in the morning until they callit a day and go home to the wife and kiddies.

Naturally, any program so comprehensive mustbe undertaken with a generous helping of care,planning, and foresight. Any survey handledalong the same lines as a children s Easter Egghunt, with all concerned charging off aimlesslyand falling over each other s feet will wind upas a small-scale version of the Donnybrook Fairor a subway station during rush hour. A hit-or-24

unit s survey must be asthorough as bride

cleaning house formother-in-law s first visit

miss survey without doubt will score a few hitsbut what is missed will be just as deadly as ever,if not deadlier. A survey which has more gapsthan a picket fepce can actually do harm bylulling all hands into a false sense of security.A really bang-up survey requires more cumulative study than an individual Ph.D. in nuclearphysics. First, the CO and his assistants take along hard look at the outfit s past record, analyzing the incidence and specific causes of suchblack marks as accidents forced landings andnear things which could have been messy butwere not because the chaps involved had theirpockets stuffed with rabbits feet horse shoesand good luck charms. Sometimes definite trendsappear, showing areas in which remedial actionis indicated - in the training program, in facilities or in the way the unit is attempting tograpple with its own set of problems. What always emerges is a set of guides based on athorough study on which to conduct the fullsurvey.

Once it has made a thoughtful self-appraisalof its past, a unit sets up its survey with reasonable confidence that nothing of critical importancewill be overlooked. No one survey will ever beexactly like another - aviators in Korea facedifferent problems from those in Germany, andthere is not much point in investigating the instrument approach situation if instrument approach facilities are about as rare as quintuplets- but in general the well-rounded survey will re quire a week to ten days and will cover at leasteleven major points:

the airfieldoperations officeweather information,control tower,rescue procedures n effectaircraft operation,aviator training,medical safety and equipment,maintenance,instrument approaches,accident prevention.



27/52

None takes precedence over the other. As weall know dirty fuel (maintenance) can cause acrackup as surely as a thunderstorm in thewrong place (weather), and the comfort andsometimes the life of a crashed aviator often de-pends on how fast he is picked up (rescue pro-cedures) or what he knows about survival tech-niques (training). Even if a survey accomplished

AUGUST 1964

nothing else it would serve as a handy reminderfor everybody from CO to mechanic that success-ful Army flying is a large and complicated prop-osition that a unit s accident statistics rest onthe smoothness with which it operates as a team,and tha t no matter how skilled an aviator maybe he is in trouble i somebody somewhere over-looks a small but essential part of his job.

25


28/52

you mean we've een swimming here

All this is already well known by ball carriersin the pro leagues who learned in their first gamesthey could make it to the line of scrimmageonly when everybody up front executed his assignment without a flaw. When a guard or endmisses a key block the All American with theball ends up on his back, wondering who turnedout the stadium lights.In other words, the survey hammers home withall the force of a driving tackle what the veteranaviator has also found out: the kind of performance the Army wants and needs at all times cancome only from unremitting high standards setup and executed faultlessly in the smallest detailby all hands in all departments.

LOUDER THAN WORDSSo a thorough survey helps a unit achieve and

maintain standards guaranteed to put a bloomin every cheek and draw hearty praise from thePentagon. The egree of help it furnishes dependson the action taken. When a sensible man iswarned by his doctor that he is suffering fromseven different ailments and is headed for theboneyard at a gallop unless he mends his ways,he cuts out the all-night poker sessions at thelodge - i f he has a burning ambition to bearound to see Halley s Comet when it reappearsin 1985. Otherwise, he goes down in the doc sbook as another lost cause.6

Any survey s success over the long pull dependsonconclusions

educated action andcontinuation.One thing a survey does is to present a unit

with its own case history, tied together in oneneat package. A good part of the time when thepieces are assembled and the evidence examinedthe way the D.A. prepares a racketeer s trial,everybody in the unit from the CO down can seethat what had been thought of as a series ofisolated incidents were in truth about as far apartas Siamese twins. Defects or gaps in trainingstand out like a whale in a swimming pool. Anaccident on July 1 and another in January willbe shown to have started with the same causativefactor not recognized until the survey hauled itout into the spotlight. A need for emphasis oncertain procedures the unit has slipped into taking for granted will be so obvious everybody willwonder why he hadn t seen them all by himselfa long time before.

Armed with the conclusions the survey leadsto the unit sets out with screwdriver and wrenchto tighten up every phase of its operations whichmight have come loose enough to cause assortedrattles and pings in the machinery. f the casehistory points to a couple of crashes laid to enginefailure and a stallout or so before takeoff the CO



29/52

.a __ - . .-.. ........1 t I ~ - 4 - - . - . . .. _

: '-..-.iiiiiii iii -

: ((. ,\ . '

looks to see i all is well in the fuel-handling department. Too many close shaves in pinnacle operations might indicate a new approach to training. Or perhaps the aviators could stand a fewwell-chosen words on the subject of density altitude and weight and balance. So it goes and allfor the best.

Not long ago a unit s survey showed that itsrecord of groundloops was a trifle fatter than itshould be . Studying this factor in the light of theoverall record, the survey board recommended

AUGUST 1964

_ ~ ~ . o o ....::-_ : ... ... . ; . " ... .. n ~ ~ ..IIt"t"

survey couldunwind this

twista training program covering ll phases of flyinglikely to be encountered including that whichcomes after touchdown on landing. In another,when flying Bird Dogs for the first time aftermonths in heavier aircraft a rash of minor accidents was pinpointed by a survey as evidence ofa crying need for a familiarization program including standard procedures checkout, and transition. In each case and every survey has itsparallels, the conclusions pointed like a weathervane in a high wind to curative steps which have

everyone is seeingthe long dist nceclose up

27


30/52

cut the accident rate in the categories involved tothe point where they could barely be spotted bya sharp-eyed Eagle Scout.

AND RECHECKContinuation of the remedy prescribed is what

cures the patient. When a man takes one pill andthrows the rest away because they stick in histhroat or taste like a poor grade of glue, hewon t get much benefit from the treatment. Sowith the survey. t discloses f ctors and givesb sis for sound procedures to elimin te them.

8

But its full effectiveness depends on the degreeto which the survey becomes a way of life to allflying men, something no more to be overlookedthan payday, wedding anniversaries, or the income tax. Only by making the survey a regularand continuous procedure based on a plannedprogram can a unit be sure it has all the built-inlife insurance it can get.The role the survey plays goes beyond merelyshowing a unit what progress it is making, orfailing to make, in its never-ending effort toachieve an accident rate so low it could besummed up in a I5-word telegram. The surveyis more than a means of helping the unit copewith new problems as it moves from one toanother of the various tough locales where theArmy operates. These are valuable aspects, tobe sure, but like most worthwhile things in lifethe survey offers a bonus, a hidden dividend mostpeople get without realizing it.

The fact is, a survey makes a unit conscious offactors behind accidents. Once a man has driveninto him a full appreciation of what a survey is,how it works, and the benefits it brings i everybody pitches in to keep up standards, he turnsinto the survey s best friend. He is ready to defend it loudly in arguments with anybody whomay persist in the notion it is (a) an inspectionto be got over as soon as pOSSible, (b) too muchtrouble, or (c) not worth it, anyway.

Our survey defender is a man on the alert.Like a forest ranger who spots a cigarette butt



31/52

survey keeps everything in top trim

in a stand of pines the member of an aviationunit who finds a nail on a runway not only picksit up but finds out how it got there plugs upthe hole in the nail keg and takes steps to preventa recurrence.

This kind of conscientious lad is pulling hisfull weight in the survey and what is more heknows everybody else is doing the same.ODDS ON FAVORITE

As long as aircraft remain subject to the lawof gravity and are serviced and flown y humanbeings able to make an occasional mistake anyunit will have an accident from time to time.Nobody is likely to use this as an excuse to acceptcrashes as an unhappy fact of life and to shrugthem off the way people in some parts of theworld do avalanches and earthquakes. Almost anyaccident can be prevented i f somebody takes ahand at the right point. The survey is designed toput the accident prevention program on the widest and soundest basis possible to ensure that itis handled properly and

never lets down.Everybody is affected. Anyone can see that ia unit has an abnormally high accident rate a

survey is the first logical step in an all-out program to find out where the trouble is and takethe necessary measures to remedy matters. Butunlike those glamorous games played on greenbaize-covered tables in casinos a survey is one

AUGUST 1964 9


32/52


33/52

Aviation personal clothing and equipm ent contents of allkits described here are available upon request. Addressinquiries to Editor U. S. Army Aviation DigestFort Rucker Ala. or to the USA CDC AviationAgency Fort Rucker Ala.

THE U S A C D C via t ionAgency is currently evaluating all items of aviation crewmembers personal clothing andequipment. This project is intended to determine what presently-authorized items are satisfactory and what items are unsatisfactory and need improvement or replacement, and whatnew items are required.

t is believed that a series ofarticles will help you the aviation crewmember and user, knowwhat you re now authorized orwill be authorized in the nearf u t u re. Correspondence andqueries received by this Agencyand the U. S. ARMY AVIATIONDIGEST indicate that the wordjust isn t getting around.

Let s start in the most important area and probably the mostcontroversial, of personal equipment - survival kits.

The aviation crewmember hasor will soon have, available tohim three types of survival kits- standard kits personal kitsand OV 1 Mohawk kits.

Standard survival kits wereunder development for 7 yearsbefore a satisfactory configuration and list of contents couldbe decided upon. During this development phase, no two sur-Maj Aldridge is Chief Associ-ated Equipment Branch MaterielDivision U S. Army CombatDevelopments Command Avia-tion Agency Ft Rucker Ala.

AUGUST 1964

Figure 1. Hot climate kit

Figure 2. Cold climate kit

Figure 3. Overwater kit

Survivalits

Maior George W. Aldridge Jr.

31


34/52

Figure 4 PSK 2 container 1 contentsvival experts could agree on thebasic contents of a survival kit.F ina l l y in March 1961,USCONARC published the military characteristics for ArmyAviation survival kits based onthe following philosophy: Survival depends to a largeextent on training and the willto live. Emergencies requiring aircraft abandonment occur muchless frequently than those nwhich personnel remain with theaircraft. Survival kits should be designed for convenient stowability in the aircraft rather than tofit in a seat. The kits should be attachable to the parachute harnessfor jumping. Separate kits should be developed for cold climate, hot climate, and overwater operations. The kit should supplementthe crewman's clothing andequipment. Therefore, the crew-

man must be dressed equipped,trained, and armed for the environment he will encounterafter a forced landing or afterparachuting from the aircraft.

Kits deSigned to meet theseCONARC requirements weretested by the U. S. Army Aviation Test Board and Arctic TestBoard and type classified Standard A in November 1962. Stocknumbers, nomenclature, and approximate costs of these kits are:

Survival Kit, Hot Climate,FSN 8465-973-1861-$125 (fig. 1)

Survival Kit, Cold Climate,FSN 8465-973-1862-$190 (fig. 2)Survival Kit, Overwater, FSN8465-973-1863 - $185 (fig. 3)The basis of issue of these kits,

as contained in TA 50-901, 24September 1963, is one perArmy Aviator, crewman Armyaircraft, WAB TOC, CONARCor appropriate ZI command.

Much has previously beenwritten about the availability ofthese kits - some of which

Figure 5 SEEK l container 1 contents

Container 2 contentswasn't quite accurate. Here's thelatest on availability: The De fense Clothing and Textile Supply Center in Philadelphia, Pa.,states that the estimated date ofsupply for the three kits is now1 October 1964. This is theirtarget date barring unforeseencontingencies. The kits whichhave previously been issued nvery limited quantities in someareas were preproduction testitems.

Requisitioning procedures forthese kits remain as previouslymentioned in LETTERS sectionof the November 1963 issue ofthis magazine.During the testing of thestandard kits by the AviationTest Board, a Navy-developedpersonal type kit (PSK-2) wasalso evaluated and recommendedfor Army use. The Survival Kit,Individual (PSK-2), FSN 6545-611-0978 (fig. 4) was type classified Standard A for Army usein January 1963. Basis of issue

Container 2 contents


35/52

is one per Army Aviation crewmember.

The Navy has replaced thePSK-2 with an improved individual kit. In the interest ofstandardization and continualimprovement of our equipment,the Army plans to adopt this kitand has recommended that it betype classified Standard A andthat the PSK-2 type classification be changed to Standard B.This new kit will be the Survival, Escape and Evasion Kit,Individual SEEK-1), FSN 4240-731-9909 (fig. 5).

These kits should be availablefor issue several months aftertype classification action is complete. The PSK-2 and SEEK-lkits fit neatly in the bottom legpockets of the flying suit. Provisions will be made in the design of future aviation crewmembers clothing to accept theseitems.

Survival kits have been developed which are compatiblewith the ejection seat system ofthe OV-1 Mohawk (fig. 6 A, B,C). These kits are essentially asmaller version of the standardkits. They fit in the seat pan andremain attached to the crewmember after seat separation.The hot climate and overwaterversions of this kit have beenrecommended for type classification. The Arctic Test Board hasjust completed testing the coldclimate kit and final reports oftest are being prepared.Figure 6B. OV 1 cold climate kit

o

Supply channels have been set up by Supply Letter 57-63, dated2 July 1963, from the Aviation and Surface Materiel Command, St.Louis, Mo. This letter gives Federal stock numbers and requisitioninginstructions for the survival kits (p. 18, Aug 63 DIGEST).Address funded requisitions to: Headquarters, U. S. Anny SupportCenter, 2800 South 20th Street, Philadelphia, Pa., 19101. These requisitions should be submitted to this office, ATTN: SSMCP-AFEF,Routing Identifier AP5. Units interested in the PSK-2 kit should forward requisitions to the Defense Medical Supply Center DMSC),Brooklyn, N. Y.

Finally, a word on the Armyfield manual on survival, FM21-76 This manual was published in1957 and has had two changessince then. A complete revisionis scheduled for next year.

We can talk all we want toabout survival equipment andmanuals, but we must never for-

6

J n1

get that the real essentials tosurvival are training and fitness,both mental and physical. Anauthor of a recent book on survival said in his preface: Sur-vival booklets if destined to begiven to untrained personnelhad better be printed with vege-table dyes on palatable paper.

Figure 6C. OV 1 overwater kit

Figure 6A. OV -1 hot climate kit


36/52

ArmyResearchCompoundHelicopterFlies MPH

A U. S. ARMY flight research compound helicopter has beenflown at miles per hour, exceeding the Russian-held rotorplaneworld speed record.The world s official rotorplane speed record is 221 mph, set n1961 by the Russian Kamov compound helicopter. The Army markwill not be claimed as a world record since is was not made underconditions required for official recognition.The high-speed machine designed and tested by Bell Helicop

ter Company is being used in a high-performance helicopter research program conducted by Bell for the U.S. Army Transportation Research Command.

The high-performance ship is a modified YUH-1B basicallysimilar to the operational UH-1B flying in the Republic of Vietnam.The streamlined Y -model has wings and two auxiliary ContinentalJ69-T-9 jet engines in addition to its Lycoming T-53.

ABILITY OF A winged version of the XH-51A Aerogyro to perform at speeds in excess of 200 mph will be evaluated by LockheedCalifornia Company under a new research study for the U. S.Army.

SpeCially modified with a stubby, fixed wing and a PrattWhitney J60-P-2 turbojet auxiliary engine mounted in a pod onthe left side of the forward fuselage the winged Aerogyro will aidthe Army in obtaining advanced data urgently required for designing future high speed rotary wing aircraft.

The research program will extend into late 1964. It is keyedto further laboratory and flight analysis of Lockheed s revolutionaryrigid-rotor concept.

Two XH-51As built under a joint Army-Navy research contract, have completed military flight evaluations. They attained160-mph speeds in level flight.

Lockheed California news release

34

Bel l news release and photo

X H ~ l AGets WingsFor High Speedlight Program



37/52

Need help in getting yourhelicopter company to

achieve a higher rate ofavailability, safety, andservice mission support?

It can be done byimplementing a unit

program that gets results.Here s how.

AIRCRAFT FLYING hour program? Oh,that's something that has to do with someoffice somewhere in CONUS - maybe AVSCOMin St. Louis or the Pentagon

We have all seen letters from higher headquarters stating that certain aircraft can fly only agiven number of hours per quarter, and during aparticular fiscal year, but that's the maintenance

EffectiveUnitCapability

Captain Ulysses S. Large Jr

officer s area, so why bother? Everyone knowsthat a good maintenance officer keeps them flyingregardless of all that technical jargon of programs,higher echelon maintenance support, and soforth. But need we stop here? How about programming at unit level?

This is a story of how an idea can be pursuedand eventually lead to the exploitation of a heli-

In addition to several other unit accomplishments an effective aircraft availability program permitted one helicopter company to complete over 50 irmobile missions involving 5 or more helicopters in 6-month period


38/52

copter company's capability. For contrast, hereare the stories of two helicopter companies in anoverseas area.

Helicopter Company X has approximatelytwenty CH-34 type aircraft assigned. Missionsare scheduled through the battalion schedulingofficer, who -keeps a nice status board whichreflects flyable aircraft. Our mission," he saysto himself, as he approves each mission request,is to support the division with Army Aviation,

and i it's f lyable - well, fly it. Each day practically all flyable CH-34 aircraft are used forservice missions.

Periodically the maintenance officer places afrantic call to the scheduling officer or companyoperations officer. Hello Joe Listen we're gettinginto trouble. I have seven aircraft in P. E. plusfour more coming up for their sixth and twelfthlong periodic inspections. This morning we lostthree through unscheduled maintenance. Thepanic button is glowing bright red and somemissions are cancelled. The company operationsOur mission . . . is to support the division . . .and if it's flyable - well, fly it.

36

officer halts all transition, proficiency, and instrument training until the now no good" maintenance officer gets on the ball.

Captain No-Good" pushes his section andthey make hasty repairs to get the unscheduledmaintenance aircraft back into the air. Down theback of his sensitive neck, he feels the hot breathof his commanding officer, operations officer,scheduling officer, supported personnel who hadtheir missions cancelled, and the pilots who hadto stop training.

Hasty repairs finally got three aircraft to asomewhat flyable state, but now his career isdoomed. The company's direct support alreadyhas five aircraft to repair. Then suddenlyfour more lengthy periodiC inspection aircraft arethrust upon them. In addition, they must supportfive other units which have just brought in moreaircraft. Add EDP problems and the situationbecomes hopelessly beyond their capability.A period of a month or 6 weeks elapses beforethe .process starts all over again. Morale suffersfrom such a constant cycling, and requests fortransfers are a dime a dozen. The reenlistmentrate drops. Only a lot of luck and/or crystal ballgazing can prevent another or possibly worsesituation from developing. The availability ratejumps up and down like a mexican jumping beanon a hot stove.

Helicopter Company Y is essentially the sameas Helicopter Company X. It has experiencedthese very unpleasant situations for a numberof years but now has a new challenge under theROAD concept. One day, the company commander casually asks the operations officer toestimate the flight training hours required for thefirst months of the fiscal year. No problem, theoperations officer says to himself as he startswriting a two-line DF in answer to the question.

Wait a minute It's not that simple. How manytotal hours can the unit fly and still receive adequate company and higher echelon support? Howcan one determine these hours and the numberrequired for training? What i flying operationsand maintenance were meshed together to affordan orderly utilization and maintenance turnoverof aircraft? Step by step, through discussions andstudy, a plan was devised.

First a detailed estimate of the flight traininghours was researched. A program was preparedcovering each training area, subsequently mimeo-Capt Large is assigned to Company A, 8th Avia-tion Battalion, 8th Infantry Division, APO 185,U S. Forces.



39/52

graphed for distribution and approved by higherheadquarters. All these training programs orguides - transition instructor pilot training andstandardization, accomplishment of annual flightminimums, mountain training, basic and advanced instrument training - were carefully prepared and evaluated against concrete requirements of regulations and manuals.

The operations officer obtained an estimate ofthe projected number of incoming aviators andtheir aircraft qualifications from the battalion S-I.From this figure he could estimate the number ofaviators that would be assigned during the forecast period. The annual flight minimums andtransition programs gave a total number of training hours required to accomplish the goals inthese areas. The instrument training programwas geared to a goal of two students graduatingevery 10 weeks. This class length was selectedbecause of the varying service mission requirements. Careful adherence to the program and theflight training hours allocated would allow a

Maintenance support from ll echelons figuredprominently in unit s capability

AUGUST 1964

steady advancement of each class through thebasic and advanced phases. Finally, a six-pagedetailed request for flight training hours was submitted to higher headquarters and approved.

The second phase was conducted simultaneously by the maintenance officer. Referencingpublications, such as SB 1-1 and the flight hourprogram from Army level he rapidly confirmedthe total flight hours the unit was authorized. Because one limiting factor was the directsupport capability, many conferences were heldwith this unit. Factors considered were the ex perience level of assigned mechanics proj ectedmechanic gains and losses supply problems, andthe average input of aircraft from other supportedunits.

All too often the higher echelon unit s problems are not recognized. Under the present system direct and general maintenance units are notunder control of the ROAD Aviation Battalion. Assuch, they are not integrated under the same command that has the flying-maintenance problem.

After determining that higher echelon maintenance units could accomplish the recommendedworkload, the maintenance officer began to prepare bar charts and graphs to aid in programmingaircraft through the maze of inspections withtheir varying lengths and requirements. Themost useful was a simple chart shown below.Each day the aircraft numbers were repositionedat the bottom of the chart according to theirflight time since the last periodic inspection. Longtime inspection aircraft had a green line whileshort-time periodic aircraft were portrayed inblack. A black line aircraft could bypass the

HOURSSINCE PE100

9080706050

4030

201

0

PL NNED PERIODIC INSPECTIONS

WI/////; I ; jIRCR FT NUMBERS


40/52

long-time green periodics but the goal was toachieve equitable spacing between all maintenance loads. This system is not new and can befound in many publications (appendix V TM1-320 for example). However, how many unitspractice such maintenance guidance?

The third phase was the crucial testing stage.Service missions were scheduled through the operations officer as far in advance as possible. Mission sheets were typed in three copies: one copyto the platoon leader assigned the mission onecopy on file in the operations section and onecopy to the maintenance officer with an estimatedflying time entered upon it. A certain percentageof flight time was set aside for emergency typemissions.

On a standby basis flight crews were rotatedeach day for these missions. This action improvedmorale by equalizing the responsibilities; it alsodecreased reaction time of these flights. Becausethe transition and instrument programs offered aknown flying hour input, aircraft were rotatedbetween these areas and service missions. Thiskept all aircraft moving evenly and according toplan into periodic inspection. Annual minimumsand proficiency flights were scheduled periodically between service mission loads. The monthlytotal flying hours were broken down into weeklygoals.

Command emphasis led to consolidation ofmany mission requests so CH-34 aircraft capability could be properly utilized. Some missionswere eliminated or transferred to other type aircraft in the battalion because of small personnelloads economy etc. By careful scheduling andprogramming, the division received uninterruptedand safer aviation support than ever before. Eachprogram moved steadily along according to plan.

Results? Helicopter Company Y established anenviable record of aircraft availability, safety, andservice mission support. On every higher headquarters inspection it was commended for its outstanding training and standardization programs.

During a 6-month period it flew approximately2 400 hours, conducted over 5 airmobile missionsinvolving 5 or more aircraft, transitioned 6 newlyassigned aviators, trained and standardized 1new instructor pilot and graduated 6 aviatorsfrom its instrument school. This gave a total of13 rotary and 4 fixed wing instrument certificatesout of 30 assigned aviators. All semi-annual minimums were completed according to plan beforethe middle of the fifth month.

Careful unit program implementation does giveeffective capability and renders results.

38

y Gemini

A UNIQUE ROLE was played last May by ArmyAviation in the race to the moon.A UH-1B from Company A, 501st AviationBattalion, 1st Armored Division Fort HoodTexas, was used by a NASA engineering teamto test the para-sail technique in the searchfor a landing system that can be used to lowera two-man Gemini spacecraft on its re-entry toearth.

Equipped with a built-in TV camera, LittleGenny - a 400-lb. model of the moon spacecraft- was attached to the Huey and flown to 10 000feet altitude and released. Engineers from theManned Spacecraft Center (MSC) Houston,Texas, watched a TV monitor from inside a paneltruck. As the one-third scale model of the Gemini spacecraft fell an engineer turned the craftto the right or left by remote control.

We could guide the model down by justlooking up and seeing it. However, that's whatthese tests were about - to see i it could beaccurately controlled without direct visual contact, explained one of the NASA engineers.

Once Genny was released, the helicoptercrew circled the craft and kept it in sight. f itlanded out of sight of the recovery team, thepilot relayed its grid coordinates so they couldeasily locate it. Little Genny was droppedmore than 100 times during the test at Fort Hood.



41/52

OH 4AContinued from page 7objectives:

Maximum Mission Value-A high degree of reliability,utility, perforrnance, ndsafety for a minimum manufacturing and operating cost.

Simplification-Minimum dynamic component parts, reduced systemsadjustments, reduced degrees of effort and levels ofskill required for both mechanics and pilots.

Advanced TechnologyImproved aerodynamic efficiency new structural techniques, use of new materialsand processes and advancedmanufacturing methods.

Review of specific design details is highlighted by comparison with the current OH-13.Configuration

The OH-4A has a four-placecabin which is specifically designed for the variety of tasksassigned to the LOH. A primaryconsideration was the best allaround visibility for all occupants while retaining adequate

structural integrity. The cabinhas two crew doors forward plustwo sliding cargo doors. Flightscan be made with the aft cargodoors open or removed. Doorshave been arranged to permiteasy and rapid loading of passengers and/ or cargo.

The rear cabin features a folding seat which can be converted,or folded flat much like one ina station wagon, to provide aknee-high deck and a 30-cubicfoot cargo capacity. As flight canbe conducted with the cargodoors open cargo items longerthan the width of the cabin canbe carried through-loaded, i.e.extending beyond the width ofthe ship. The rear cabin can beseparated f ro m t h e forwardcabin by a plexiglas panel toisolate the crew from wind andnoise should the mission requirethe rear doors be open orremoved.

By removing the copilot controls and folding the back of theseat forward, there is adequateroom for a prone casualty bedextending through the front andrear cabin. A four-way intercomsystem is provided for all occupants.

OH 4A has good all round visibility for its four occupantsFour doors provide easy access to crew or cargo compartment.

AUGUST 1964

Design and fabrication techniques for the OH-4A departradically from conventional helicopter techniques. This departure is the use of contouredhoneycomb for primary structure. The forward fuselage usesrelatively large aluminum honeycomb components. Basic elementis the lower shell of 1-inch thickaluminum honeycomb sandwich.This component, which weighsonly about 4 pounds, is a simplestructure assembled in one stepin a contoured tool. In this casea few pieces plus one manufacturing step replace the normalhand assembled combination ofskins stringers, angles brackets,intercostals, and rivets of conventional structure.

The upper shell seats, aftbulkhead, and other minor portions are also of honeycombdesign.

The roof and lower shell arejoined together by a heavy continuous ring bulkhead betweenthe fore and aft cabin. To thisbasic honeycomb cabin shell areaffixed all the controls, fittingswiring, etc. Transmission andengine are attached to the roofthrough threaded inserts. A rectangular section beam in thecenter of the fuselage bulkheadextends vertically to the roofand serves the dual function ofrouting for controls to the rotorand transmitting loads from theengine and transmission to theairframe.Aft Fuselage

The aft fuselage is a semimonocoque structure with ahoneycomb deck and singlecurvature wrapped-skin lowersection. The honeycomb upperp r t i on provides structuralstiffness and serves as a maintenance walkway. Lower skinsare formed with integral beadsfor added stiffness. The tail boomis a simple monocoque structurewith ring formers added for

39


42/52

stiffness at concentrated loadpoints.Safety Rigid Structure

The LOH can fly and fightalong nap-of the-earth profiles ina hostile environment. Bell felt,therefore that it must providethe pilot and crew with all theinherent safety possible. Addedstructural strength required wasachieved by accepting an estimated 150-pound weight penalty. As a result the cabin design far exceeds Federal A viation Agency crash safety re quirements. OH-4A is designedto take 15 g's vertically andlongitudinally and 8 g's laterallycompared with FAA requirements of 4 4 and 2 respectively.Even beyond these figures, thestructure is so designed that theyielding honeycomb materialwill continue to absorb considerable energy under the highloading of a crash condition. Thisdegree of ruggedness will enable the OH-4A to stand up under the rough handling normallyassociated with field service. Inthis respect the OH-4A shouldfar outlast its predecessor theOH-13.

All seats are of honeycombmaterial and are integral partsof the basic fuselage structurefor added safety. Shoulder harnesses are provided for all occupants.Dynamic SystemA complete OH-4A dynamicsystem is mounted external tothe primary fuselage. This design provides for an in-line drivesystem completely accessible formaintenance. The T63 turbineengine is located above and behind the main cabin. This re sults in minimum noise levelwithin the cabin and minimumexhaust hazard to personnel orinflammable materials on theground. To afford maximum protection against foreign objectdamage all inlet air passes40

through a cleanable plastic foamfilter.From the turbine output thetail rotor drive shaft extendsrearward to the 90 tail rotorgear box and forward to themain transmission. This layouteliminates the gear box oftenrequired when the tail rotorshaft is angled up the tail fin asin the UH-I.

The main transmission hasbeen deSigned for and qualifiedat 300 hp and is considerablysimplified over earlier Bell transmissions. A si

Date post:	03-Jun-2018
Category:	Documents
Upload:	aviationspace-history-library
View:	215 times
Download:	1 times

Army Aviation Digest - Aug 1964

Documents