Army Aviation Digest - Jan 1957

8/12/2019 Army Aviation Digest - Jan 1957

1/44


2/44

ARMY AVIATION SCHOOL

COMMANDANTBrigadier General Carl I. Hutton USA

ASSISTANT COMMANDANTColonel John D. Edmunds

DIRECTOR OF INSTRUCTIONLieutenant Colonel William C Bowen Jr


3/44

VOLUME 3

RMY VI TIONDIGEST

JANUARY, 1957

ONTENTS

NUM ER 1

THE COMMANDANT S OLUMN_______________________ 3Brigadier General Carl I Hutton, USAU.S. ARMY PARTICIPATION IN AIRCRAFT

INSTRUMENTATION DEVELOPMENT______________________ 5Colonel John D. Edmunds, InHELICOPTER OPERATION IN CONGESTED AREAS 18First Lieutenant John E. Morel, rtyA SOLUTION TO THE PROVISIONAL AVIATIONCOMPANY TRAINING PROGRAM , 22

Major George B. Brockway, CE andCaptain James L. Jennings, InTHE GRAY HAIR DEPARTMENT _ 36STRAI GHT AND LEVEL _ _ 40

Beginning with this issue, the ARMY AVIATION DIGEST is available on a subscription basis_ Price of a one-year subscription mailed to a domestic or APO address is 2.25,while the price for a yearly subscription mailed to a foreign address is 3.00. Singlecopies may be purchased for 20c each. Address all requests for subscriptions or individual copies, with payment included, to: Superintendent of Documents, U. S. Government Printing Office, Washington 25, D. C.


4/44

EDITOR IN CHIEFCaptain Theodore E. Wasko

ASSISTANT EDITOR IN CHIEFCaptain Richard W. Kohlbrand

EDITORWilliam E. Vance

The printing of this publication has been approved by theDirector of the Bureau of the Budget 15 March 1956.

The RMY VI TION DIGEST s anofficial publication of the Department of the rmy published monthly underthe supervision of the Commandant, rmy Aviation School.The mission of the RMY VI TION DIGEST is to provideinformation of an operational or functional nature concerningsafety and aircraft accident prevention, training, maintenance,operations, research and development, aviation medicine, andother related data.

Manuscripts, photographs, and other illustrations pertaining to the above subjects of interest to personnel concernedwith rmy aviation are invited. Direct communication isauthorized to: Editor-in-Chief, RMY VI TION DIGEST,rmy Aviation School, Fort Rucker, Alabama.

Unless otherwise indicated, material in the RMYVI TION DIGEST may be reprinted provided credit sgiven to the RMY VI TION DIGEST and to the author.


5/44

TH COMMANDANT S COLUMNBrigadier General arl I. Hutton US

Commanding General The Army Aviation Center

The views expressed in this article are the authors and are not necessarily those of the Department of the Army.- The Editor

Parasite eightTH DIVIDING LINE between modem fixed-wing aircraft and the

early models proved to be streamlining i.e. the eliminationof the maximum amount of parasite drag which may be definedas friction created without contributing to the work being performed. It can be seen now that the tremendous growth in powerplants would have been far less meaningful had it not beenpreceded by streamlining.

In attempting to translate fixed-wing experience to helicoptersdesigners have been adding fuselages cabins fairing skirts etc.None of these contribute to the basic characteristic of the helicopterwhich is weight-lifting and not speed. Any added weight whichdoes not increase the weight-lifting performance of the machineshould be called what it is - parasite weight.The apparently magic dividends which accrue from reductionin parasite weight can be illustrated by a simple arithmetical problem. Suppose a helicopter weighs 2 pounds and can lift apayload of 5 pounds. If 5 pounds of parasite weight are converted to payload the 21 2 per cent reduction in weight results ina 1 per cent increase in payload. That is reductions in parasiteweight result in increasing payload capacity in the ratio of aircraftweight to payload.Conversely added parasite weight eats up horsepower in thesame proportion. A mere one per cent increase in parasite weightmay decrease payload by four or five per cent.If the premise is accepted that the helicopter is a weight-lifterand not a speedster then this rule of the ratio of weight to payload


6/44

ARMY AVIATION DIGESTwill lead inevitably t the helicopter crane. This machine will havenothing on it which does not contribute directly to takeoffs land-ings control and handling of cargo. Nothing will be added to thebasic machine for streamlining beauty comfort or convenience.t will be a working machine a flying forklift.This configuration will not diminish the flexibility of the ma-chine. Quite the contrary because the machine will not have to

c rry weight which is necessary for one type of mission whileit is performing another type of mission. t will c rry personnelin a pod which will be left on the ground when other things areto be carried.The appeal of this approach is enhanced because it means sim-plification of the machine. This will have additional advantages inease of maintenance. t appears that elimination of parasite weightis the key to future success for the helicopter.


7/44

U S ARMY PARTICIPATIONN AIRCRAFT

INSTRUMENTATION DEVELOPMENTColonel John D. Edmunds InfAssistant Commandant The Army Aviation School

I ntroductionN DETERMINED many years ago that he must have a mobilitydifferential over his enemy in order to wage war successfully.On foot he was limited to a speed of about one and one-half miles

per hour. If he moved any faster on foot he was too exhausted tofight. The horse was one of his first aids in mobility - followed bythe motor vehicle and finally the present-day aircraft. Until theadvent of the airplane and helicopter any increase in mobilitywas limited to the trafficable terrain. However the airplane andhelicopter have divorced him from these terrain obstacles and givepromise of true freedom of movement about the battlefield beyondthe wildest dreams of past military planners.The airplane and helicopter however have their limitations.Paramount among these limitations is the inability of present-dayaircraft to operate within the nap of the earth, by day or nightAddress presented be/ore the Office 0 Naval Research Progress Report Conferenceof the combined Douglas Aircraft Company Integrated Instrument DevelopmentProgram and Bell Aircraft Corporation Ideal Man-Helicopter Engineering Project,at Fort Worth, Texas, 19-20 September 1956. The views expressed in this article arethe author s and are not necessarily those of the Department of the nny or 0 the nnyAviation School.- The Editor


8/44

6

'\

ARMY AVIATION DIGEST Januaryunder all-weather conditions. (I thank Dr. Doug Courtney for thisphrase nap of the earth. It completely describes the area inwhich we in the Army feel we must operate.)Atomic warfare, with its forced dispersion of combat units andthe attendant need for rapid massing to gain superiority of forcefollowed by re-dispersion to avoid enemy atomic counter measures,places a tremendous requirement upon Army aviation. It is obviousthat these mobility missions must be accomplished around the clock,and we in Army Aviation look to industry for the solution of themany attendant problems. I wish to stress at this time that theArmy visualizes the need to operate fixed-wing, as well as rotarywing, aircraft within the nap of the earth and, therefore, offersthis low-level problem as a distinct Army requirement - inasmuchas the other services undoubtedly have decidedly different problem areas. To be a little more specific, the aircraft support thatthe Army needs must have the following capabilities: it shouldbe able to navigate from A to B land, fight if necessary withthe landed unit, and then move to Point C under all weather conditions, 24 hours a day, 365 days a year. What do we mean by allweather conditions? Our version is - conditions which permitother means of military transportation to operate and/or men tofight. The aircraft for this support must have self-contained equipment for instrument flight, navigation, ground and air obstaclelocation, anti-detection, and means of identifying itself and ofchallenging other aircraft; it must have a suppression weaponssystem and protection for personnel and critical parts of the aircraft; it must be simple to operate and simple to maintain; and itmust require extremely short periods of training for pilot personnel.The foregoing may sound a little familiar to some of youinasmuch as a poem going the rounds listed most of these capabilities: One Of Our Simple Problems

Design a craft says the Army todayt must be built in such a wayThat any new pilot can fly hands-offMake the hardest landings still feel softMake up for the brains the mechanic lacksSo the boys can repair it with carpet tacks.t must be safe in snow or rainAnd able to stand a hurricane.t must be fast; yet land on a spot;Have a bunk for the pilot; for coffee, a pot.


9/44

i

957 AIRCRAFT INSTRUMENTATION DEVELOPMENTFast and light and comfortable too,With a cruising range to Timbuktu.Yet this can be no common hack,But must carry the load of a IO-ton Mack.t must take off straight up from the Pentagon Court,And land straight down inside any fortAnd one last word the Colonels say,It 's gotta be finished by yesterday.On second thought, there's one thing more,They'll have to sell at the ten-cent store.

7

We may laugh at some of the requirements placed on industryfor aircraft and instrumentation. However, it should be realizedthat the American aircraft industry must furnish the technologicalsuperiority so necessary to overcome the tremendous manpowerdifferential which presently exists between the free and slave worlds.In order to achieve these great strides, we must set our sights high.

II ObjectivesDuring this talk with you today, I am going to present ArmyAviation instrument flight requirements as we see them today.I realize that the instrumentation programs being conducted

by Douglas and Bell have as their purpose the determination of thefundamental requirements of the optimum man-machine combination necessary to give man true and complete freedom in the air.Certainly my presentation cannot solve your problems for you, butrather, I hope to tell you of our needs within the Army. Our presentprogram breaks down into three main phases: immediate, interimand ultimate.

IMMEDIATE PHASE: Night and marginal weather, instrumentflying capability. Helicopters should have a capability comparablewith our present light fixed-wing aircraf t. Need this capabilityimmediately. )

I will go into the immediate program in greater detail later -suffice to say that we have been conducting successful fixed-winginstrument courses for some years now. Also we have completedthe test and evaluation phase of our immediate helicopter instrumentprogram and are presently graduating instrument qualified helicopter pilots.

INTERIM PHASE: Zero-zero, remote area to remote area instrument flying capability in all but the most severe weather. Thissevere weather would be the type that would stop all present-day


10/44

8 ARMY AVIATION DIGEST Januaryaircraft. Should have this capability within 5 years.)

I must emphasize that this phase is oriented on this particulartime frame only because of our present knowledge of the indicatedlimitations of the state of the art. We offer as a challenge to youin industry the obvious need to greatly reduce this time frame.However, I must add the necessity of making the entire problem ofHying aircraft , either visual or by reference to instruments, as simpleas possible. Our goal must be such that we can take the boy offthe plow and have him Hying in combat after a training period soshort that today we look on it as fantastic. What is that time? Forthis group let us say a month. Let us now look at each of the parameters stated above.

First the zero-zero capability requires a very stable aircraftcapable of extremely slow landing speeds with good environmentsensing and presentation facilities. (Attitude, altitude, groundspeed and landing area information.)Remote area to remote area instrument flight calls for all of thefacilities just mentioned-plus navigation facilities capable of pinpoint accuracy at ranges in excess of 300 miles and free from lineof sight limitations. Inasmuch as these flights will be made at -tremely low altitudes, highly sensitive and discriminatory obstaclewarning devices are required. Added to all this is the need for IFF,and small, lightweight voice communication equipment free of lineof sight limitations and affording a greatly increased channel usage.Flying in inclement weather requires anti-icing or de-icing facilities and greater stability in turbulent air. The obstacle warningdevices mentioned as a requirement for remote area work must alsobe capable of detecting thunderstorms and other severe weatherformations. Of course, all of the old cliches about light weight,stability, simplicity, ease of maintenance and low cost are added tothese requirements. However, gentlemen, I would like to point outto you the sometimes forgotten fact that stability and ease of operation can be obtained by other methods as well as by hanging onanother complicated and expensive black box with its attendantheavy complicated hydraulic and/or electrical systems.ULTIMATE PHASE: Complete freedom of action permitting normal operations during all periods when other means of militarytransportation can operate and/or men can fight, utilizing whattoday are considered relatively inexperienced pilots. (Should havethis capability within 10 years)While this requirement can be simply stated, there are a great


11/44

1957 AIRCRAFT INSTRUMENTATION DEVELOPMENT 9many technological breakthroughs required before this wish canbecome a reality. Generally speaking, the first requirement is easeof operation and maintenance. With the ever-increasing requirements of the Services, it is obvious that we will have to scrape thebottom of the barrel for pilots and mechanics during any futurewar. This means that the aircraft and equipment we use must becapable of being operated and maintained by relatively inexperienced personnel.Let s now cover the systems we feel are necessary in order thatwe may have complete freedom of action in the air utilizing relatively inexperienced pilots.First The cockpit Controls must be few in number and simple to operate. The3e controls should make maximum use of theoperator's senses and environmental background. Maybe this callsfor automobile-type controls or individual lift device type controlsas first advocated by Zimmerman of NACA.Instrumentation must present a normal everyday picture to theoperator. The instruments should be few in number and extremelysimple-maybe the flatplate television tube and go-no-go engineinstruments-maybe something entirely different. I don t know,but I must again caution you to look to the plow boy as youroperator rather than the experienced pilot.Second The sensory devices : We must have a complete environment sensing capability. This must provide a high resolution pictorial display of the terrain and other air traffic under non-visualconditions and provide operator orientation cues.Third The navigation devices e must have accurate, light,small, and secure self-contained navigation devices.

Fourth The security devices We must have an IFF capability.Fifth The communication capability We must have light andsmall long-range, non-line-of-sight, multiple-channel radios.One little point bears re-emphasis before we go into the details

of our immediate instrument program. You may give us the capability of using J Fred Muggs as a pilot, but if we must have threebright young men with Ph.D. degrees to maintain the equipment,then all of this simplification will be for naught.

III rmy ccomplishments to DateThe Army has realized for quite some time the necessity of


12/44

1 ARMY AVIATION DIGEST Januaryoperating its aircraft 24 hours a day under all conditions of visibility. We presently have a complete fixed-wing instrument programsecond to none and have initiated a helicopter instrument flighttesting and evaluation program.FIXED-WING PROGRAM: Our current fixed-wing instrument program is based on proven methods of instruction compatible withexisting instrumentation equipment. The next step may be to begininstrument training when the student first steps into an aircraft. Inother words, the present system of teaching a student to fly contactand then teaching him to fly on instruments may be wasteful andslow. The Army Aviation School is presently conducting experimental courses with a group of new students in an effort to establishwhether it is feasible to initiate contact and instrument trainingsimultaneously. It appears that this program as well as further advancements in our fixed-wing instrument flying will probably dependto a great extent on new sensory devices and cockpit presentationswhich we hope current programs will provide.

HELICOPTER PROGRAM: The helicopter instrument program,being new, has taken a slightly different road. In the beginning, theArmy had no background of experience upon which to base helicopter instrument training. An immediate need for such trainingbecame apparent because worldwide helicopter operations were producing accidents resulting from loss of visual reference. In orderto have some insight into the reasons for the immediate need, let slook at the file copy of an accident that happened not too long ago.A helicopter company was participating in a field exercisedesigned to simulate night combat conditions. To complete themission, the pilots were to fly 2 minutes and then land in an unfamiliar and unlighted area. At the time of take-off, the weatherreported was high overcast, visibility three miles plus. The time wasabout 22 and the mission was progressing uneventfully. A thinground fog or haze layer had developed between 5 and 15 feetabove the ground. I know that you have seen this type of fog thatforms along a river or when the moisture content is high and thereis little or no air movement.) This haze layer developed unnoticedby participating personnel, since the stars could be seen overheadby the ground crew and, conversely, the pilots could see the lightson the ground. The two H -19s had arrived over the landing area,one on final approach to the unfamiliar and unlighted area, while,the other circled. The first helicopter turned on its landing lightand descended to about 15 feet above the ground where the land-


13/44


14/44

2 ARMY AVIATION DIGEST Januarywas collected and it was found that in some isolated cases pilots hadflown rotary-wing aircraft under limited instrument conditions.Two of the outstanding problems encountered while on instrumentswere pilot fatigue and control difficulty when flying at air speedsbelow 40 miles per hour. All persons contacted felt that the presentday instruments were marginally adequate for civil airway typeflying, and that a need existed for better instrumentation to aid thepilot even in this type of flying. At this time, the Army contractedwith Bell Aircraft for an immediate short-range program callingfor the instrumentation of two H-13s. The first ship was to bedelivered as soon as possible with an instrument panel consistingof present-day production instruments. This ship was delivered inMarch of 1956. The second ship was to be delivered about oneyear after receipt by the contractor of GFE. This second ship willbe delivered with an instrument capability representing the verylatest in instrumentation state of the art.To date, The Army Aviation School has flown a total of 1700hours of simulated helicopter instrument time. The instrumentationand the procedures that have been developed during this programvary little from the standard procedures used in fixed-wing instrument flying. The pilots chosen for the evaluation were qualified inthe type helicopters that were used and some members of the ArmyAviation School Fixed-Wing Instrument Examiner's Board wereincluded.

PEE

RESS

IGUR I


15/44

957 AIRCRAFT INSTRUMENTATION DEVELOPMENT 13

PEE8 88 8 RSSFIGUR

During the early stages of instrument flight testing, it becameapparent that instrument grouping and placement were items of everincreasing importance. In some helicopters, part of the instrumentpanel was obscured from the pilot s vision by the cyclic stick duringits normal travel in flight. A meeting was held to determine instrument types, sizes, and placement on the panel for increased flightcapabilities. Figure 1 shows the arrangement that was standardizedat the time and installed in the first H-13 delivered by Bell.The use of this panel simplified instrument flight considerablyand was preferred by the majority of the pilots over the otherexisting installed helicopter instrument panels. However, the pilotsagreed that an improvement could be made on the arrangement ofinstruments. Based on studies made as part of the instrumentationprogram, Bell Aircraft came up with the arrangement shown inFigure 2.With the panel shown in Figure 1, heading and attitude proveddifficult to control. However, the use of the over and under presentation of heading and attitude with 5-inch instruments directly infront of the pilot s eyes produces excellent results. Pilots obtainproficiency on the panel in shorter periods of time than with theoriginal panel.Some of the characteristics and factors evolved during this pro-


16/44


17/44

1957 AIRCRAFT INSTRUMENTATION DEVELOPMENT 15degree deviation from the desired heading was not uncommonduring the period of transition from a hover to forward flight.

Running takeo fs were tested but are not recommended with thepresent installation. The helicopter usually leaves the ground ina nose low attitude and due to the lag of the present rate of climbinstrument a definite rate of climb cannot be established in timeto prevent the helicopter from settling.Autorations were made down to predetermined altitudes undersimulated instrument conditions without any difficulty. Theneedles were rejoined and collective pitch was applied at approximately 100 feet b o v ~ that altitude for which the recovery wasintended. Cruising flight at the desired altitude could be resumedwith a minimum of effort from this position.Landing aids The use of radio equipment for orientationslet-downs holding procedures and approaches presented no problemat air speeds above 40 knots per hour with rates of descent of 200to 300 feet per minute. A single exception was the use of omnirangefor orientation tracking and let-down in that the excessive fluctuations of the needle due to rotor interference caused errors in interpretation on the part of the pilot. ILS approaches were madesuccessfully utilizing an air speed over 50 miles per hour and ratesof descent up to 300 feet per minute to the minimum published altitudes. Although these approaches were time consuming the samedegree of proficiency was obtained as with fixed-wing aircraft. GCAapproaches were made with the same airspeed and rate of descentas ILS approaches. Attempts were made to make touchdowns fromGCA approaches but were unsuccessful due to the lack of absolutealtitude information.Actual Instrument Flights In January of this year permissionwas obtained to fly helicopters in actual weather. These flights wereaccomplished off airways at altitudes up to 4 000 feet. The positioning of the helicopters in relation to airways and other unknownaircraft was constantly checked and GCA steers were given to contain flights within a IS-mile by 18-mile rectangular pattern northwest of Ozark Field.Navigational Flights Numerous cross-country flights were madeunder simulated and actual instrument conditions utilizing the current installed navigation aids. The navigation flight planning radiotuning and reporting were accomplished by the pilot. However dueto the instability of the helicopter the pilot could not release the


18/44

6 ARMY AVIATION DIGEST Januarycontrols to operate the E-6B computer for figuring estimated timesof arrival.Operating Factors t was discovered that the following controllimits are feasible at speed ranges between 35 and 70 knots:(1) Air speed can be maintained within five knots.

(2) Heading can be maintained within plus or minus fivedegrees.(3) Altitude can be maintained within 50 feet.Conclusions(1) Helicopter instrument flying is both feasible and practi

cal with the present utility type helicopter.(2) The techniques used in fixed-wing instrument flying areadequate for helicopters with the present instrumentation.(3) Adequate control on a partial panel is fatiguing but satisfactory for emergency procedures.(4) Emergency procedures can be performed in a normalmanner while on instruments.(5) Recovery from unusual positions can be performed with

a high degree of accuracy while under instrument conditions.(6) Zero-zero flight conditions are not feasible with presentday instrumentation. However, instrument flight with a ceiling of200 feet and one-half mile visibility is within the helicopter slimitations.

(7) Helicopter instrument flying is more fatiguing to thepilot than that of the fixed-wing aircraft. This is caused by thelack of Hight control feel and by the inherent instability of therotor system. The pilot must diligently scan the flight instrumentsand continuously move the flight controls to maintain the properflight attitude. All instrument flights should be conscientiously planned with the following in mind: wind conditions, turbulence, andicing conditions. It is mandatory to have a co-pilot available to dothe navigation, make position reports, and to relieve the pilot forshort periods of time to lessen pilot fatigue.Upon completion of the helicopter instrument test and evaluating program, a helicopter instrument training program wasinitiated. This program called for the qualification of 96 RotaryWing instructors to teach in the basic helicopter instrument course.To date, 14 helicopter instrument certificates have been issued tograduates in this program. We are finding that it is possible for theaverage instructor who holds a current instrument certificate infixed-wing aircraft to qualify for a basic instrument certificate in


19/44

957 AIRCRAFT INSTRUMENTATION DEVELOPMENT 7helicopters in 50 hours of training.

In summarizing the evaluation project, it was found that thepresent helicopter while on instrument flights leaves much to bedesired in the way of equipment for ease of operation. However,the combination of a stable rotor system, the best available conventional flight instruments, current communication equipment, andelectrical navigation aids will make the helicopter the equivalentof our light fixed-wing aircraft with respect to instrument flightcapabilities. This will give the Army the capability of flying helicopters at night and under marginal weather conditions which hasbeen set as the immediate goal.

IV. The Army s oalIn conclusion, to get back to the philosophical plane again, itappears that the combined Douglas and Bell programs are orientedtoward our ultimate goal:Complete freedom of action permitting normal operation

during all periods and conditions when other means of military transportation can operate and/or men can fight. Thiscapability is required using relatively inexperienced pilotsand extremely short training periods.One little point with respect to future developments bears reemphasis. You may give us the capability of using orangutans forpilots, but if we must have several bright young men with Ph.D.degrees to maintain the equipment, then all of this simplificationwill be for naught.I personally feel that the Army must make sure that we consistently take full advantage of all of the state of the art advances.Our interim program must continually rake off appropriate portions of all long-range programs. Certainly the programs which arethe basis of this conference will serve to keep the Army instrumentation program moving in a straight line and avoid the house thatJack built type approach to our final objective.

.


20/44

Helicopter OperationIn ongested reas

First Lieutenant John E Morel r typair of H-13s of the 52nd Brigade fly past the Statue of Liberty.


21/44

HELICOPTER OPERATION IN CONGESTED AREAS 19WH I L GREAT EMPHASIS is usually placed on avoiding congestedareas when flying, it might be interesting to note the problemsof a unit continuously practicing exactly the opposite in the largestmetropolitan area in the world.The 52nd AAA Brigade, which includes NIKE, is charged withthe antiaircraft defense of New York City. The brigade is, as mightbe imagined, a flexible organization in structure. It is composed oftwo separate groups which are further broken down into battalions.There are four firing batteries to a battalion and each of these islocated in its own position, in effect, a small post of its own. Theirlocations form comparatively concentric rings in and immediatelyaround the metropolitan area of New York City and its boroughs.The NIKE sites are larger than the gun sites and comprise the outerring. The gun sites just about accommodate their equipment and arelocated in the city proper, thus presenting more of a problem tothe helicopter pilot.The new pilot to the section is always apprehensive of the possibility of engine trouble or any other failure that might causerotary-wing forced landings. Furthermore, good visibility is a rarityin this area. Soon after arriving, the newcomer yearns for flight dutyin a sector that is blessed with a rural countryside and the accompanying thought that autorotation would be a pleasant experiencethere. To the uninitiated, it is difficult to imagine an area that doesnot have open spaces that would be suitable to a rotary-wing pilotin distress. Here, even back-yards are practically non-existent. Beforelong, the new pilot dispenses with making normal approaches andlandings at the home field. Rather, by his own volition, he becomesan expert at flare autorotations to a pre-determined spot. This spotis located on the home field, although in the mind s eye of theindividual concerned, the spot could be a rooftop in Brooklyn, theBronx or Manhattan.The glide ratios of helicopters are not impressive when reviewed, to say the least. As a consequence, altitude does not meanmuch. It would be almost impossible, and certainly not feasible, togain enough altitude to safely glide to a suitable area in the eventof a forced landing. Most flights are flown at an altitude of between3 and 1000 feet. Flights above the latter height are not recom-First Lieutenant John E. Morel Aviation Officer, is with the 52nd AAA Brigade,Fort Wadsworth, Staten Island, New York. The views expressed in this article arethe author s and are not necessarily those 0 the Department 0 the Army or 0 TheArmy Aviation School.-The Editor


22/44

Daily operations include landing t NIK sitesmended due to the extremely high density of civil aircraft at thisand higher levels. Approaches to some of the busiest airports in theworld must be watched constantly large aircraft land and takeoff around the clock at intervals of only a few minutes, the majorityof these on instruments.An active, almost fanatical, interest in maintenance is disp.layed by the new pilots. Whatever he might have missed in groundschool at The Army Aviation School, he soon makes it his businessto learn here.Night flying here is a necessity. Many have said that helicopters were not made to fly at night. Yet, with a little night experience,the opposite appears to hold true. Helicopters, like fixed-wing aircraft, are smoother flying after dark because of more favorableatmospheric conditions. We ve found that an experienced pilotneeds no more horizon in rotary-wing than in fixed-wing. In ouroperation, night flying becomes hazardous to a degree when theapproach to the landing spot is made at the NIKE or gun site.Since these are located in congested areas, prior coordination withthe site concerned must be made. This usually consists of some typeof distinctive light on the ground at the exact point of intendedlanding. Also the route to the site must be studied carefully beforehand to determine the height of obstacles along the way. In thisarea, buildings, towers, bridges, and other obstructions over 500feet tall are the rule rather than the exception.Navigation is an immediate problem to the newly-arrived pilot,but, with each succeeding flight, it lessens in magnitude. The onlymethod is for the pilot to learn the area to such a degree that he islike the driver of a surface vehicle operating in a thoroughlyfamiliar city. This is especially true when we consider the omnipresent poor visibility.


23/44

HELICOPTER OPERATION IN CONGESTED AREAS . 21Our three H-13s save the comrrander, his staff, and subordinatecommanders literally thousands of hours of sedan travel a year.Because of the type of helicopter authorized, passenger space isalways a problem. Our helicopters usually carry three, the pilot

and two passengers. It is a rare occasion when a training flight assuch is undertaken.Not altogether unfamiliar to the sight of the New Yorkers isa helicopter flying under a bridge. Low hanging fog makes this arule more than an exception. But flying under the bridges along theHudson and East Rivers is not as daring as it may sound since theclearances are large enough to accommodate ships of the Saratogaclass.Recently much was written about the winds and air currents inthe Grand Canyon. The canyons created by the concrete monsters ofManhattan cause some interesting currents of their own and certainly some unpredictable ones. These are some of the occupationalhazards w encounter daily.

Our work is not completely without reward or personal satisfaction however. Daily we enjoy the pleasure of passing the grandold lady of N w York Harbor, and, though she be inanimate, itseems as though she waves back. The sight of the tip of lower Manhattan has to be seen close-up from an altitude of 300 feet to beappreciated. One gets a certain inner warmth at waving to thestevedores, the people strolling in Battery Park, and the seamen ofall nations as their ships come through the Narrows and into theharbor. All this, not to mention the exhilaration one feels when helooks down and sees the endless lines of traffic bumper to bumperalong the parkways and streets of the city.

H 13 approaches gun site in Yonkers.


24/44

SOLUTION TO THEPROVISION L VI TION COMP NY

TR INING PROGR MMajor George B. Brockway, CE, and Captain James L. Jennings, Inf

In THE COMMANDANT'S COLUMN of the December 1956 issueof the ARMY AVIATION DIGEST, General Hutton challengedaviation officers worldwide to solve a problem. The problem re -quirement was to prepare an annual training progratn for the"20th Division Aviation Company (Provisional)", for the nextfiscal year to accomplish estimated scheduled flight requirements,proficiency flight training, and annual minimum re((1lirements.The purpose of the problem is twofold: to stimulate thoughtand action on the part of aviation personnel to strengthen one ofArmy Aviation's weakest points, unit training programs; and toprovide a school solution training program for use and or guid-ance by provisional aviation companies in the field.The following is the result of a special project assigned toMajor Brockway and Captain Jennings of the Department ofTactics, The Army Aviation School, Ft Rucker, Ala . The Editor.

ANNUAL TRAINING PROGRAMFORTHE 20TH DIV AVN O PROV)

SECTION I GENERAL1 This program provides for flight traInIng of aviatorsand observers of the 20th Division Aviation Company Provision

al); for the accomplishment of estimated scheduled flight requirements of the 20th Infantry Division; for maintenance of individualproficiency training, including annual minimums; and for furtherqualifications in aircraft through the mediums of local check-outsThe views expressed in this article are the authors and are not necessarily those 0the Department 0 the rmy or 0 The rmy Aviation School.- The Editor


25/44

AVIATION COMPANY TRAINING PROGRAM 23and attendance at scheduled courses of instruction; but not including the maintaining of proficiency in aircraft which are not organicto the unit.2. Training Cycle - The training cycle for the 20th Infantry Division is listed below. The phases listed indicate periodsof definite duration; however, they are designed to blend into oneanother to facilitate scheduling and smoothness of transition.Training in some subjects is continuous and though presented Inearly phases, will recur in subsequent phases.

a. Completion of ATPs - 1 July to 31 Octoberb Completion of ATIs 1 November to 31 Decemberc Pre-maneuver Period - 1 January to 14 Marchd Maneuver Period - 15 March to 14 Aprile Post Cycle Training Period - 15 April to 30 June

3. Training Objective - The objective of individual flighttraining in the aviation unit is to assure that all aviators maintaintheir tactical proficiency and accomplish the training prescribedby R 95-32.

4. Method of Accomplishment-a. Organization-

(1) The 20th Division Aviation Company Provisional) will be organized into two groups for training purposes.Training Group A will be composed of personnel qualified inboth rotary-wing and fixed-wing aircraft, and Training Group Bwill be composed of personnel qualified to pilot only fixed-wingaircraft. The latter group will be sub-divided into two sectionsdesignated as Section 1 and Section 2, respectively.a) Training Group A will be responsible

for the conduct of all flights involving the use of rotary-wing aircraft in support of the 20th Infantry Division training program.This group will also provide for the maintenance of individualproficiency in H-13 type aircraft by all unit aviators qualified topilot rotary-wing aircraft. See Annex B)Major George B. Brockway, CE, is the Chief Doctrine Division and CaptainJames L Jennings, In , is a Project Officer in the Plans and Development Section0 the Department 0 Tactics The Army Aviation School Ft Rucker Ala.


26/44


27/44

1957 AVIATION COMPANY TRAINING PROGRAM 25pilots (see Annex A) and in conformance with provisions of pertinent regulations. As much as possible, these check-outs will beconducted in conjunction with flights performed to meet theadministrative cross-country and administrative command liaisonportions of the unit's estimated flight requirements. The timelogged by the instructor pilots during these check-outs will beapplied toward individual minimum requirements, thus allowingadditional time for the less experienced pilots.

3) Qualification in rotary-wing aircraft will beaccomplished by attendance at scheduled classes of Anny Helicopter Aviation Tactics Course (1-0-8), conducted at The ArmyAviation School, Fort Rucker, Alabama.c School Training-

1) Every effort will be made to secure quotas forqualified aviators of the unit to attend helicopter and instrumentflight school.2) Personnel will be scheduled to attend schools

before and after the maneuver period in order to have all personnelpresent during that phase of training.3) It is anticipated that the following personnelwill attend the courses indicated:

(1-0-8) : (a) Army Helicopter Aviation Tactics CourseMajor BLt GLt J

Lt LLt Mb) Instrument Flying Course (1-0-12):

Capt E Lt 0Lt K Lt PLt Nd By logging training flight time while accomplishingthe Estimated Flight Requirements and by adding 250 hours for

night flying and 250 hours for instrument flight training, the unitcan accomplish its training objective. This increases the unit's totalnumber of hours to 2500 for the fiscal year with an individualannual minimum of 100 hours.5. Maintenance Instruction - The unit maintenance officer


28/44

26 ARMY AVIATION DIGEST Januarywill periodically conduct classes of instruction designed to reacquaint officers with their responsibilities for proper supervisionof periodic aircraft inspections particularly the preflight andpostflight inspections and to insure their familiarization withregulations concerning the maintenance of aircraft records.

6. This training program envisions the accomplishment ofthe tactical proficiency and annual minimum requirements AR95-22 of the unit aviators at a minimum optimum expense.

J Jul to 31 Oct

SECTION nMASTER SCHEDULE

FOR20TH DIV AVN CO PROV)

TP TR ININGINSTRUCTION PRESENTED TOT L HOURS

1. Scheduled Flight Requirements:a. Tactical Flyingb. Administrative Cross-Country, Dayc. Administrative Cross-Country, Nightd. Administrative Cross-Country, Weathere. Administrative Command Liaisonf. Miscellaneous - IRAN, etc.

2. Proficiency Flight Training:To be accomplished while performing the aboverequirements.

3. Annual Minimum Requirements:

350)133)20)13)60)50)

Flight time accrued in connection with ATP Trainingwill be applied against annual minimum requirements.1 Nov to 31 Dec TT TR INING1. Scheduled Flight Requirements:

a. Tactical Flying 150)


29/44


30/44

28 ARMY AVIATION DIGEST JanuaryINSTRUCTION PRESENTED TOT L HOURS

15 Mar to 14 Apr M NEUYER PERIOD1. Scheduled Flight Requirements:

a. Maneuver Periodb. Administrative Cross-Country, Dayc. Administrative Cross-Country, Nightd. Administrative Cross-Country, Weather

400)34)5)3)e. Administrative Command Liaisonf. Miscellaneous - IRAN, etc.


3. Annual Minimum Requirements:

36)13)

Flight time accrued in connection with the maneuverperiod will be applied against individual annualminimum requirements.15 Apr to 30 Jun POST Y LE TR INING1. Scheduled Flight Requirements:

a. Administrative Cross-Country, Dayb. Administrative Cross-Country, Nightc. Administrative Cross-Country, Weatherd. Administrative Command Liaisone. Miscellaneous - IRAN, etc.


3. Annual Minimum Requirements:a. Flight time accrued in connection with the postcycle training will be applied against individualannual minimum requirements.

83)13)9)30)31)

b. Night and Instrument Flight Training 230)GRAND TOTAL HOURS 2500)


31/44


32/44

A

XBSCOEOINTRUOTOA

TRANNPROAMFOTH2THIVAV

COPRO

UTTRANNPHE

.

I

I

ENA

ROB

TOA

IN

O

PRNP

PRD

SKLTOB

SU

TNN

TNN

H

PRND

TA

AA

ED

R

N

EQPMEN

G

5

TcFynLnnauapohwhpwspanDhnAogncTrann

nu

sh

spnunueofapapohoapn

Se

arca

GoB

fedehq

apohoabemxmmpomnAoae

S12

antac

takoseesowntemauean

techn-

misoag

hmdy

cods

edtoAm

foakos

vaoTcfgrannonuhoeeevo

anlan

Us

codnoexcsesowfgdagnae

in

I

coofynapohwhpwonu

coonmanpwsaapohak

oswhnmcmakosobe

oaoosranfedrodansrp

lonarsrpompaareosan

oannaegoreosanoak

oaecahanpnpeevvmnus

pocenychkrdaaadumno

Aeyfreaomdcevuoaa

reuymisomagdoanpck

aaroereosanmisoaasu

van

coumcoroaapoap

I

anwreayn

I

I

-

o > s o t ' t CI> Joo3 :


33/44

4 (6 2 1

Admnsra

tvCr0ss

CryDy

Admnsra

tvCr0ss

C0untry

Ng Admnsra

tvCmn

iason

Fg)

Misceane

oIRAEc

Hcoe

Tkoehq

Nmmxmmpom

anruncowncodao

Aohehq

Nmsepanshow

apohcowncodao

AooaoPacauooao

cc

auanapdemgnyauooao

an-oqsyemfaue

CocoryfgunDdreknpo

defynoowfeqnyanom-anu

oA

wknaVDAZcean

fnanconfgpanbhcvanmi

tayueopcocedcddre

bnfomporepsROmeag

GApodeILannpodeo

tannradofxchknwhpann

fgshadndnrumns

Ngdanndaosnoaaea

CocoryfgunDdreknow

feqnyoman

VDpode

anannosranaedang

CocoryfgunDdreknnv

gopodeowevcocorypo

cdeowapohowevpeaand

lannunbhroaywnanfxdwn

arcaTannobco

edwnap

poae)

Cocoryanhnrumn)rann

AM54

TM12

AM54

TM12

AM540

TM12

Cpe3

FM21

AM54

TM12

A

ognc

arca

A

ognc

arca

A

ognc

arca

A

ognc

arca

Saedfo

IRN

dnhs

po

Tann

GoA

Tann

Go

B

S12

Tann

Go

B,

S12

Tann

Go

A

B.

Tann

Go

A

B.

\ cn >13 (5 Z C) o s 'd >Z 13 'd o s w


34/44

UTTRANNPHECnd

TOA

H 4 (2

IN

O

PRND

dmnsra

tvCr0ss

C0untry

WehFgTann

focopo)

OevTann

Fg)

TAao

Oao

BcFgh

Thq

ENA

PRNPPR

D

SKLTOB

TA

A

A

ED

SU

ITNN

R

N

EQPMEN

Fgrannonuhcokchkpch

corobncoropwcoroanru

eevormsragcmbandcnsn

srumnakouncmbandcnsaa

dneraeunodreogohdn

GAhmg

ccom

munsep

tunchnoarspdnuncmban

dcnsopedemndauanhdn

AM540

TM12

AaosuompmonsevCDanIFM21

gohnnoarcaUeopahe

ansaeypeuo

EmgnypodesaeypeuoanueIFM64

opaheFmazooL1yar

cacpbechaescanmao

ooevoyarcaBcfg

eh

nq

emgnyannae

Txnn

sruoueohoepwcorosrag

anevfg

evtuncmble-dw

gdgdnunracpenapoh

toannanncmbomdaeyae

takoUeoarcarado

OgncL2

arca

A

ognc

L1s

ROB

TNN

G Trann

Go

B

S1

Trann

Go

B

S2

w to


35/44

Thq

o

SchanR

cosan

ArcaFae

BdanRd

Consruc

toanCa

fco

Cmag

Inegn

CeBey

Svan

Svcpac

C

oS

pFreS

vcPac

AeFre

AesechroeennanporeoIFM53

nsancoumcoroanagmkn

T

anchaescofaeMak8M-2A

thueofaedoehq

Oevpacncafynbdrodan

soseenfodanfeynseSen

roeforommn

Oevopacndencmagwe

arbnnpoocmagdusan

ncmagdusdeooavycu

lumnycooanshpoagoes

Benrepnueoavabenomo

msopannemnnmooes

reooandnfcoooesP

msoneo

o

MehodenenmfrnpoE

mnpoanauoags

Oevpacnco

ofrepeCISOnan

tmregsraoandruoMiso

loooagsbcodnemh

C

ofrepesoanmregsrao

druomsoanaemsowhfu

qckoooagbcodne

C

oaefrewhfudayanVhg

anefre

FM72TM91

FM53

FM52SeAhu

H FM35

FM62FM64

FM62FM64

FM62FM64

FM62FM64

\0 V1 J >< : o: o s : : C 'd oC >s w w


36/44

UTTRANNPHECnd

TOTALiNO

PRNP

RD

KL4B

H

PRND

TA

AA

ED

SvcPac

C

ofrepesoanaeoooags

ccosunoev

SvcPac

Looagbkwpnshf

NgFrnT

C

ongfreyoadumnMeh

gIumno

oagoo

SvcPacC

omafrepesoregsraoae

42Moa

andruofre

SrpPoapSrppoapwhhnhdcmahg

oqowoqpacueopnsan

pnco

Pac

MapUeoacmpnowevnvgoean

Ecse

evuoanspporepnoo

ooesbcodne

(2

InrumnPoFmaywhuyICRdooweqny

fcenyTan

radoom-anA

mkboIL

infoA

VDanVFrado

Minmm

Rdoranoenao9tunancoenpo

cdeedwpodemsedapoh

tranooohfae

_

ENA

SU

TNN

R

N

EQPMEN

-FM62

FM64

FM64

FM64

FM64

TM12

FM22

AM54

Aognc

TM12

fxdwn

arca

I

ROB

TNN

Gi

Training

Go

A

B.

W I>. >p s >


37/44

Rdoranpodebmnecpobm

foownansaopaghdnansak

inpodeun

ToanenanApnpeooao

fgpodereavbnmxmm

sg

unnhmnrakn

o

bnhdnpodeowapo

m

andsanchkpoponradofx

Vomn-anpnpeooanrevn

eqpmnfgpode

Inrumn

syemgo

coroed

apohGAnrumnowapohL

oaocoruooenaopopo

cdewhehsyem

Arcaradovcpodepacexcse

inradocom

copodepnpean

podeoGAporeps

Fgrannonuhcokchkpch

corobncoropwcoroanru

eevormsragcmandcns

inrumnakouncmandcnsa

adneraeunodreogohdn

GAhmgccom

muncmb

dcnsopedemndauanhdn

- (2

NhFynPoNgdannanakonoae

Expr-

cenyTan

endIn

infoA

sruos

Minmm

Aohofahgospagndvc

ngauooaopknueogs

NgcocoryfynaredgnceAM51

anowhgwyddreknpoagTM12

radonvgo

VDpodean

lannosranarfedang

I I I

AIogncTraining

arca

Go

A

B.

I

tI

\0C/ - > (5 Z (j o Si >Z ~ ~ ~ Cj) p oCj) ~ Si w C/


38/44

TH ARMY AVIATOR must rely upon other persons for various typesof assistance and service. e depends upon the personnel in thecontrol tower who give him instructions for takeoff and landing.Some of his information and some control over his flight plans comefrom the weather officer and the operations officer. Finally, he isdependent upon maintenance and servicing personnel who put hisplane in condition for flight. Conditions to produce an accident mayarise out of the failure of any of these supporting personnel to dohis job correctly. While it is possible to treat as pilot error allaccidents, the responsibility for which rests upon the pilot, this

Lieutenant Colonel David E. Condon above former Deputy Chiefof Staff for Maintenance The Army Aviation Center recently assigned tothe Armed Forces Staff College entered the Army in 1941 as a private in the29th Division. He worked his way up to operations sergeant with the 111 thField Artillery before entering OCS in 1942 in which year he received hiscommission. He instructed in gunnery at Fort Sill until selected to attendClass 1 , AAF Liaison Training School at Denton Texas where he gradu-ated and returned to Fort Sill f T further training and finally to be awardedthe wings of an Army aviator. A member of the 4th Division he went withthe unit to England and afterward participated in the hl:storic Normandyinvasion. He finally became Division Air Officer of that organization aposition he held until the 4th returned to the United States in 1945.In 1946 Colonel Condon returned to Germany to become Third ArmyAir Officer and shortly thereafter Commandant Air Mechanics School andthen to the 1st Division.

/


39/44

THE GRAY HAIR DEPARTMENT 7doesn t recognize the fact that the pilot might have been placed in adifficult situation by other factors, and that the accident might nothave happened if these factors had been b s e n t ~The remedy for an accident, and the insurance against recurrence, does not always grow out of the physical facts at the accidentscene, but sometimes out of what may be a very remote cause. Theimmediate cause of an accident may be a failure of some mechanicalpart, but that accident might have become inevitable from themoment when an inspector was careless in his supervision. A guiding principle in accident investigation is not merely to find out whathappened but to discover why it happened, how it happened and allcontributory causes, in order that preventive measures may beindicated that will prevent further accidents.The following accidents, taken from the files of the Army Aviation Safety Board, are typical of instances where the pilot sufferedthrough inefficiency of his assisting personne].

Ground rew FailureDuring the hours of darkness, a student was taxiing an L-19

aircraft from the tie-down line to the hard surface taxiway. Afterclearing parked aircraft he turned to the left to proceed to the taxiway, using standard and acceptable procedure, clearing himself bymaking S turns and turning on the landing lights. Headlights from agas truck on the student s right blinded him on that side and hetaxied into an unmarked fire extinguisher that had been carelesslyplaced in the center of the taxi area. The engine was turning overabout 8 rpm when the prop struck the extinguisher, ruining the

He returned to the ZI and attended the Artillery Officer AdvancedCourse and was then assigned to the ir Training Department s Engineer-ing Officer. In the fall of 1950 he became helicopter qualified while still act-ing in this capacity. He attended the Command and General Staff School in1952 before his assignment to Korea where he became rmy AviationAdvisor to ROK. Later he commanded the 79th Ordnance Battalion whichwas redesignated the 40th T M Battalion. He left the 40th in January1955 and completed a short tour at CONARC before assignment to The

rmy Aviation Center.Qualified in all types of rmy aircraft Colonel Condon is instrumentrated_and h s more than 4 800 hours in military aircraft plus 1500 civilianhours.He graduated from the Land Sea and ir Warfare School in Englandin 1948.


40/44

38 ARMY AVIATION DIGEST Januaryprop beyond repair puncturing the inspection plate by the strutand damaging the bottom of the fuselage.The accident report stated that the .primary unsafe act wasfailure of ground crew personnel in leaving the fire extinguisherin the vicinity of aircraft without marking it or without some indication that it was there.

Improper InstallationOne valid reason for the return to a crew chief concept ofmaintenance might be found in the following accident involving anH-25A during a normal approach to runway 030. On final approach speed 40 knots the pilot attempted to flare the ship to ahover. The cyclic stick seemed to be jammed. The nose dipped andthe co-pilot reduced collective pitch. The nose seemed to come up abit at which time the aircraft struck the ground about 45 degreesnosedown. The aircraft rolled on its right side skidded and turned

180 degrees. The engine was shut down with the magneto switch.The Accident Investigation Board made a routine search and inlooking at the aircraft record found the screwjack had been reinstalled 87 hours prior to the accident. Further investigation revealedthat the screwjack was replaced in an excessively lengthened condition which caused tilt back of the forward swashplate. This resultedin interference between the top of the screwjack and the swashplateassembly limiting rearward stick movement. Action taken to preventfurther similar accidents was immediate one-time inspection of allH-25A helicopters in the battalion and recommended closer supervision of mechanics and technical inspectors. Further training toinsure strict compliance with rigging technical orders was ordered.

Controls Not CheckedThe Army Aviation Safety Board concurred with the findings

of the Accident Investigation Board and further added: The aircraft involved in this accident had been flown for 83 hours after theimproper intallation of the forward longitudinal screwjack beforethe accident occurred. This flight time had been made by various

The Gray Hair Department is prepared by the ARMY AVIATION IG ST staff withinformation obtained from the files of the rmy Aviation Safety Board. The viewsexpressed in this department are not necessarily those of the Department of the rmy orof The rmy A viation School.- The Editor


41/44

1957 THE GRAY HAIR DEPARTMENT 39pilots of the organization. It is believed that proper and completecockpit procedure in all aircraft should include a thorough check ofall controls for proper rigging and absence of interference. Had suchcheck been performed by pilots flying this aircraft, the improperinstallation should have been noted due to the absence of 40 percent of longitudinal cyclic control. t is felt that this e pinion is concurred in by the reviewing official, in that strong and decisive stepswere initiated by him to insure proper check of controls by all pilotsbefore flights, subsequent to this accident.

Checkout in L2Routine training can sometimes turn into something considerably more exciting and dangerous than actual combat. Witness thisincident that happened to the instructor pilot and student undergoingcheckout in an L-20. After shooting severql landings the pair pre

pared to make another takeoff when the IP saw flames near the rightset of rudder pedals.The pilot yelled, "It's on fire; get the extinguisher and getout " Then, in his signed statement, "I pulled the mixture control

full back and abandoned the aircraft. I ran around to the left. sideof the aircraft and got the fire extinguisher from the student. I ex-hausted the fire extinguisher on the flames but the fire was still notout. We exhausted another C02 extinguisher and still failed to putit out. The fire department arrived in a few minutes and extinguishedthe fire.

Fuel System FaultyThe aircraft received major damage and it was found to havebeen caused by a worn and chafed fuel vent line and faulty fuelpump. A contributing factor was failure of maintenance personnelto note and replace the worn fuel line. A UR was submitted.A pilot can pay with his life for the errors of others and thatis too high a fee for negligence in majntenance, inspection or service.

Added reasonable care and caution should be used to pay for safetyinsurance. The fate of a pilot can be, and often is, in the hands ofothers, but in the final analysis it is up to the aviator who flies theaircraft. .


42/44

Straight and evelTo: Editor-in-ChiefRecent articles in the ArmyAviation magazine mention dispensing smoke from Army aircraftin connection with military ceremonies. I would appreciate anycomment or written material available on this subject.

HUBERT A. THOMPSON, Maj, InfHeadquarters, 82d Airborne DivFort Bragg, North CarolinaThere is no SOP for smoke dispensing from Army aircraft and officialsof the Army Aviation Safety Boardlook askance at this mission. To n-swer your question, however, our expert on smoke dispensing says thatan angle iron, an iron channel froma wall locker will do) is attachedto the bomb shackle of an L-19,projecting rearward from the wingand parallel to the fuselage. Smokebombs are taped and wired to thisangle iron and thin wire holdingthe pin is lea into the rear cockpit.On signal, the observer pulls thewire, tripping the pin and the smokepours out.- The EditorTo: Editor-in-ChiefThis headquarters has recentlybeen issued an L-23A, No. 52-1802,which is believed to have quite acolorful history. It was a YL-23and was accepted 25 February1952. Rumor has it having flownmany dignitaries to include GeneralMaxwell D. Taylor and South Korean President Syngman Rhee during its assignment in the Far East.Unfortunately, the records onhand commence with its beingshipped from the 8178 TAAM CoAPO 971 to the 8066 AAF M SDAPO 613 and hence to SMAMA,McClellan Air Force Base, Cali-

fornia, at which time it had flown1079 hours.This headquarters, 4th Antiaircraft Regional Command, locatedon the Grandview Air Force Base,Missouri will shortly celebrate the40th anniversary of the AA Artillery. The PIO desires to publish,as a part of that celebration, anarticle on the history of our aircraft.It is therefore requested that anyone who has information concerning aircraft number 52-1802 pleaseforward same to Headquarters, 4thAA Regional Command, Grandview Air Force Base, Missouri,Attn: PIO.ELWOOD B. EAGER, Capt, Arty4th AA Regional CommandGrandview Air Force BaseMissouri

To: Editor-in-ChiefWe received your review (Secretsof Space Flight, November, 1956issue of the DIGEST) and want to thank you for the attention yougave our book. Incidentally, theprice of the book is listed in yourreview as $12.50. Actually the priceis $2.00.

DAVID TURNER, EditorAReo PUBLISHING CO.New York 17, New YorkOur apologies for the error, andthanks for giving us the opportunityto tell out readers the correct price.The Editor

Letters of constructive cntzezsmare welcomed by ,the ARMY AVIATION DIGEST To appear in thiscolumn they must be signed. TheEditor


43/44

DISTRIBUTION:ACTIVE ARMY:OSD 5)SA 3)JCS IS)COFSA (25)DCSPER 7)ACSI 3)DCSOPS (5)DCSWG 5)CMH 1)CINFOE (18)Tee Sve, DA 5) exceptTOMG (10)Hq CONARC (25)CONARC Bd (5)Army AA Comd 10)OS Ma,i Comd 50) exceptSHAPE (15)OS Base Comd 10)MDW 5)Armieo IS) exceptSixth Army (90)Corps 10)Div 30)Brig 5)

NG: State AG (10)USAR: Nooe

Ft Cp (CONUS) (4) exceptFt Riley (52)Gen 8r Sve Sch (CONUS) (25) ell.ceptFin Sch 5), Armor Sch (SO),Arty GM Sch (SO), Inr Sch 300),AG Sch (5), CH Sch (5). eml Sch 5).E I ~ Sch 50), JAG Sch 5),AMSS 5), PMG Sch 10). QM Sch 10),Trans Sch 150), WAC Sch (None),Southwestern SiS_Sch (None)Specialist Sch (CONUS) 5)

Walter Reed Arml Institute or Research l)Army Med Sve Meat DairyHygiene Sch (None)AIS 6)Ord OM Sch 10)USMA (25)AFSC (25)AFIS 10)NWC 25)TraDs Ceo (25)Sig Army Avo Ceo 5)Arty Ceo 50)Mil Diat (10)

For expIanatioo of abbreviations use see SR 320-50-1.


44/44

Date post:	03-Jun-2018
Category:	Documents
Upload:	aviationspace-history-library
View:	218 times
Download:	0 times