Army Aviation Digest - Jul 1960

8/12/2019 Army Aviation Digest - Jul 1960

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U,uteJ tatu 1J ,1IUfAVIA ION D1GEST

EDITOR IAL STAFFC APT J OSEPH H POOLEFRED M MONTGOMERYRICHAR D K TIERNEYDIANA G WILL IAMS

JU L Y 1960VOL U M E 6NUM BER 7

RTICLESFLIP-FLOP OVER THE TOP Capt William J. Morris, SigTIRES AND BRAKE ,Richard K TierneyWHIRLYBIRD GA GE TI CKETFALCON 'S NE TINTACT

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10THE HELICOPTER VER U LAND MINES, CWO-2 B J. Vanderkolk, TC 12WEATHE R I MY B I E S, Maj Jack A. Bell, USAFBEAVER A D BUMP ,Capt Alvin L. Brooks, ArtyTWXTEAM FOR FIELD WORK, Lt Robert A. Burbank, ArtyREDUCE TH E KILL, Lt Col Horst K. Joost, InMA V MOUNTAIN

RA H E E

14162022273235

BREAK-AWAY FU EL TANKS IN IDE BA K OVE R

We hope the angry red of our cover portray a uggestionof the angry violence found within the summer season'sfamiliar cloud formation , the thunderbumper.

Inadvertent flight into thunderstorm act ivity i alwaya pos ibility but the basic rule of thunder torm flyingis DO 'TIf, despite careful scrutiny of current and forecas tweather, you find your elf among the thunderbumper BE

READY. THE PROFESSIONAL know Mr . An vilhead'phy iology and temperament.A tated , the primary rule of thunderstorm flying iDO 'T Even under VFR conditions Old Anvilhead can hem

you in and make a believer of you. Study your forecastthoroughly and watch for signs of hi appearance throughoutthe summer months. He 's a killer. Gusts, downd raft , andhail are hi s weapon .

Don' t pu h your luck. He who turns and Hie away,live to fly another day.

U. S. ARMY AVIATION S HOOLMaj Gen Ernest F. EasterbrookCommandantCol Delk M. OdenAssistant Commandant

HOOL TAFFCol Robert H. SchulzDirector of InstructionLt Col J ack BlohmCO USAA VNS RegimentLt Col John W. OswaltCombat Development OfficeMaj Mark F. FowserActing Secretary

DE PARTMENTLt Col Ritchie GarrisonTacticsLt Col Ol iver J . HelmuthRotary WingLt Col James B Gregorie, Jr.Advanced Fixed Wing1,1, Col Harry J. KernMaintenanceLt Col Thomas J. SabistonPublications andNon Resident bu;tn lctionLt Col G. Wilfred JaubertPrimary Fixed W ing

Th e (T. S. A IU.IY A VTAT I OL' DIGE STan o ff idl11 p uh licalion of the D epartmcut ojth e ArTIl Y ])uhli sh e d lllont ltly un d er thESlIJl 'f;- iSlon of tit p Com mandant, l S. \n l lAVIat Ion Sc hool.

T he mission of th(' l . S A \ ,1, \'l' I ON DH1EST I . . to ]lr ovl(i e info r ma t iOIl ofall operational or fl1ndional nature (oll(' ' r llin g ' fety lLlT


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FLIP FLOP OVER THE TOPT HE BALLOON had goneup. After weeks of tradingground for time, we were readyto take the offensive. Usingour last river barrier in Western Europe to stave off theAggressor, we were now freeto use the 6th Armored Div inconj unction with our ai rmobileassault from the 20th Inf Divto launch a breakthrough.The Aggressor 32d Rifle Division opposed the U. S. 20thInf Div.

Air parity existed over thebattle area. Nuclear weaponshad previously been used insmall numbers by both sides.Major General Jumpoff, CG,U. S. 20th Inf Div closed hisstaff briefing on D-l by statingemphatically:At the conclusion of tomorrow's airmobile operation weshould be firmly established on

Captain William J Morris Sig C

the east side of the river, paving the way for the 6th Armored Division's link-up with theairmobile task force in our ai r head objective area. The helicopter airmobile assault trow will be the first large scaleassault of its type we have conducted. Our planning followsdoctrine evolved over the pastfive years of training in airmobility. I'm positive the crossingwill be a success.We have been promised theclose air support and armedhelicopter escorts needed t omake ou r airmobile attac1c asuccess.Our latest intelligence indicates normal employment ofAggressor force's i g h t aircraft forward of the main battle area, with a slight increaseof rotary wing activity duringthe past two nights. Probably

these were resupply missionsand troop movements to bolsterAggressor frontline elements.Alternate routes have been

selected for each of the assaultflights. They are integrated inthe deception plan, involving alight helicopter flight supportedby armed recon helicopters. Theuse of drone aircraft will alsoaid in deceiving enemy AAunits as to our true intent. Wemay thus locate and destroyth em prior to the main assault.(See Reduce the Kill, page 27)G-2 assures me that enemyAA presents no great problem.Aggressor forces have not ex-

Captain Morris is assigned tothe Aerial Surveillance and Tar- t Acquisition Pla,toon E xperi-mental , USAAVNS. H e is ratedwith over 1,600 hm rs flying time.


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JULY 1960tensively e m p loy e d SAMagainst our low-flying mannedand drone recon mISSlOnsThese missiles have not beenvery effective against aircraftoperating extremely close tothe surface.

Artillery will fire on knownand suspected AA positionswithin range during movementof the airmobile force to the objective.Transport flights ABLE ,BAKER and CHARLEY will beescorted by armed helicopterfl ights DOG, EASY, and FOX.In event a transport flightis hit by Aggressor en route,they will execute Plan ZULUand notify G-2 through the intelligence net of the size anddisposition of the Aggressorforces.As the G-3 has indicated,Plan ZULU utilizes the nextavailable terrain corridor forcontinuation of the mission tothe objective. Transports willnot engage Aggressor interceptors unless all other means fail.Escort choppers are providedfor this purpose. In event youare trapped, use smoke, cover,and concealment to minimizelosses. Escort aircraft will extricate you and provide flankor frontal screen for your deployment into the adjacent terrain corridor.Are there any questions?Silence prevailed except for thefolding of maps and crisp overlay paper.Gentlemen, I'll see you onObjective A.

IN THE ENSUING ACTIONAGGRESSOR ARMED INTERCEPT HELICOPTERS DIDMANAGE A WELL-PLANNED SURPRISE INTERCEPTOF THE HELIBORNE ASSAULT FORCE IN SPITE OFEXCELLENT PLANNING ONTHE PART OF THE 20TH INFDIV.2

.A WILD, LOW-LEVEL MELEE OF ROCKET AND MA

CHINEGUN FIRE FORCEDTHE USE OF PLAN ZULU,B U T THE F AS T MOVING AIRMOBILE F O R C EREACHED ITS OBJECTIVEAS PLANNED. THE LINKUP WITH THE 6TH ARMORED DIV WAS MADE ONS C H E D U L E, AND THEN A T 0 COUNTEROFFENSIVE ROLLED S W 1FT L YF O R W AR D. OPERATIONFLIP-FLOP WAS AN OUTSTANDING SUCCESS.Let's reconstruct the actionand see how the escort choppersof the U. S. Force played a vitalrole in the success of this operation.As the airmobile force entered enemy territory, SergeantRuff shifted nervously in thecanvas seat and readj usted hi ssafety belt. Glancing out of thewindow of the transport chopper, he saw Hill A approachingrapidly. He mentally noted thatthey were about 14 minutesfrom the objective.Suddenly, thel cabin area exploded in front of him. He feltpain in his side as he lapsedinto unconsciousness from theconcussion.

Captain Speedy, Able flightcommander , felt a sudden lurchand then a loss of cyclic control. The chopper descendedthe 100 feet to the ground inan abrupt, turning glide. Pulling pitch at the last minute,Speedy, with all the skill at hiscommand, dropped the cut-upchopper into a clearing. As itground to a metal-crunchinghalt the thought raced throughhis brain, What hit us?There's no Aggressor reportedhereLieutenant Wright , assistantflight commander, noting thecrash, pressed the mike buttonand said, Able Flight, this is

Able Two - now Able leader.Execute Plan ZULU.Better notify Baker Transport Flight, he thought.Baker Flight, th is is Ableleader, over.This, is Baker leader, over.Enemy choppers. They hitus at Hill A. Executing PlanZULU. Use Corridor Two.Baker leader turned histransport flight tol CorridorTwo, mu sing, Hope Speedygot out of it OK. Sounded likeWright on the radio. FoxFlight's escort choppers oughtto clobber those intercept choppers if he can flank them.Background static ceased inFox leader's, radio as he heard,Fox Flight, this is Able leader,over.

Scanning the swiftly movingterrain as his armed chopperwhizzed along at treetop level,Fox leader pushed the transmitbutton, This is Fox leader,over.

Bogies on Hill A; executingZULU: expedite, expediteFox Flight leader, clippingalong at 100 knots, treetoppedhis way to the west of Hill A.Behind him in a loose V werefive heavily armed escort choppers, also skipping in and outof the terrain folds.Able Flight, meanwhile, hasveered left into the adj acentterrain corridor.The new Able leader waspassing on the full story of theenemy intercept to the G-2 viathe intelligence net.

That's right; they were onHill A. I think there were moreof them in the area, but Imissed them when I executedPlan ZULU. Fox Flight oughtto wipe them out with notrouble. I'm going to TheG-2 radio operator tried desperately to contact Able Flight,to no avail.They faded out, sir.


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"I know, I know," said theG-2. "I just hope that the actionon Hill A against Able Trans-port Flight wasn't a diversion.Aggressor may be set up to am-bush the B a k e r TransportFlight in Corridor Two. The re-con choppers couldn't pick upanything on their preliminaryrecon."

Approaching Hill A, FoxFlight leader caught a glimpseof turning rotor blades just tothe west of the hillcrest, in defilade. As the aircraft came inline with his sight, he pressedthe firing button, then saw itexplode. He sped past anddropped down to a hover in anearby clearing, barely largeenough for his rotor blades. Theremainder of the flight wasalso busy. Fox Two, whilechecking out a suspicious re-flection from a copse of trees,was hit by a burst of machine-gun fire from an interceptor."Fox leader, Fox Two .I'm setting down . hit "

"Roger, Fox Two. Be therein a minute."

Meanwhile, Fox Three spot-ted the Aggressor radar air-craft which had picked up thetransports initially. He gave ita burst of mg and two rockets

ilot jumped behind rocks

.

before it could escape down thevalley. Decelerating and mak-ing a pedal turn, he noted itscrash landing with satisfaction.Out of the corner of his eye hesaw the pilot dashing madly forcover behind nearby rocks.Picking up Fox Two at hiscrashed chopper, Fox leaderwas rallying his flight when thestatic was broken by, "FoxFlight, this is Able leader.They've hit us again we'reboxed in I'm having to scat-ter we're in small clearingsin the valley floor inter-ceptors on all the surroundinghills have "Smoky Joe"screen us and we'll exit usingCorridor Three.""Roger Able leader. FoxFlight on the way. Give us aFive Count for homing."

Able Flight was scattered.The transports had bottomedpitch after losing two aircraftand discovering that they wereboxed in the corridor. Hover-ing below the treeline in smallclearings, they awaited arrivalof Fox Flight's armed reconchoppers.

Escape without help was im-possible. They were unable toleave the valley floor withoutunacceptable losses. Enemy interceptors controlled all possi-ble exits. Several Aggressorinterceptors attacked the flightunder cover of those on thehigher ground. Able Flight's actions were limited to passivemeasures.

As an intercept roared over-head attacking a transport inanother clearing, Able leaderrose to a hover and let fly aburst of 50 cal. A lucky hit onthe Aggressor's gas t a n kcaused him to explode in midair."Got one of them " he shout-ed on intercom. Spirits pickedup a bit in Able Flight as , theyheard this news on interfiightfrequency.

et by interceptor rockets"We can't hold out much longer. If Fox Flight doesn't get

here soon " muttered Ableleader on intercom to his copilot J onesy.

The copilot, agreed, "You'reright; if they pulL those inter-cepts down off the high groundto join in on the attack, we'redone for."

Fox Flight, having gone to ahigher altitude, homed intoAble Flight's trapped positioncautiously, but was met by aburst of interceptor rockets."They've had us on radar allthe time," thought Fox leader.Pressing the mike button, heordered, "Get that one in thetrees on the pinnacle, Fox Two "

"Roger," said Two. "FoxFour There's one behind youin position to fire "

"Roger, I'll "Four's voice trailed off as

he spun into the trees with asmashed rotor assembly.Fox Five was engaging theintercept that Four should have

hit. His sheaf of rocketsmissed, blossoming into a redfury in the trees behind it. TheAggressor intercept, now awareof his danger, fired and lnissedFox Five. Pulling pitch, hedarted downslope with Fox Fivehot behind, trying to get himin his sights. The intercept,

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JULY 1960making a simultaneous fullflare and pedal turn, fired asecond rocket, catching Fivehead-on. Five, hit but still flyable, autorotated and crashlanded on the slope.Meanwhile, the smoke chopper zipped through the trees,laying down a smokescreen tocover Able Flight's withdrawalto an adj acent terrain corridor.As the smoke rose and thickened into a blanket effect, Ableleader started sending his flightout behind the curtain to re form in an adjacent corridor.

Covered by the armed choppers of Fox Flight and thesmoke screen, Able leader successfully regrouped his flight inthe adj acent terrain corridorand continued on to the objective. Easy Flight, formerlyrear guard for the airmobileforces, took over Fox Flight'smission of left flank securityas well.Fox Flight routed the remaining Aggressor interceptsand took over the rear guardmission. The remainder of theflight to the objective was uneventful.Following link-up by 6thArmored Div the 20th Inf Divwas placed in Corps reserve.

Operation FLIP-FLOP was anundisputable success.Discussing the operation overa cup of coffee several dayslater in operations, the flight

leaders were quite surprised asGeneral J umpoff strode unannounced into the operationsshack.At ease, gentlemen justwanted to stop by on my way tothe Corps briefing and compliment you on the fine way youhandled the airmobile operation. The use of escort choppers is a matter of unquestionable doctrine now. Our successcan be attributed greatly to theexcellent job done by FoxF i g h t in extricating AbleTransport Flight from the Aggressor's trap. I'm putting theflight in for a unit commendation.I've gone over the after action reports thoroughly, andyou may be interested to knowthat Aggressor was set andready to destroy our transportswith their interceptors. Withthe superior firepower and maneuverability of the intercepts,the transports would have sustained heavy losses without theescort force.I've seen various doctrines,

Fox Five missed with his rockets

tactics and equipment come ango in my 26 years in servicand I had mental reservationabout the armed helicopter concept, but the success of thoperation has rid me of adoubts.

You can be assured Aggresor is revamping his armehelicopter t a c t i c s at t h imoment. We weren't the sittinducks he expected.

I t was an excellent operation, gentlemen. I want to congratulate you on the fine statof training your units exhibited.By the way, I'd like to dro

in on your aerial gunnery practice on my return from thCorps briefing. Next trip wdon't want to let any of thosintercepts get away. I think wneed to step up the gunnerpractice. Where will Fox Flighbe at that time?

The flight commanders grinned and relaxed as the generleft. That's General Jumpofor you, commented Fox leader. Good show, but we'll juhave to do better next t i m e . They silently hoisted their cupfor a last swallow before moving out for training.


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TIRES ND BRAKES

HE MEN AT the hangarwatched the L-23 come in.Look at that guy hit thebrakes, one said. That meansa new set of discs and puckssure.Yea, another answered,and we're overloaded withwork now. Those guys mustthink all we've got to o iswork on brakes and tires. I'll

Richard K Tierney

bet it costs the Army plentyjust for extra work on brakesand tires alone. He angrilyslapped the palm of his handwith a wrench and blamed theheavy workload on carelessaviators.The irritated mechanic wasright. It does cost plenty, inboth money and time, for needless repair work on brakes and

tires. But the mechanic failedto realize that careless main-tenance is just as big a factoras careless flying. For instance,he was working on a brake system that had gone spongy onan L-20. Another mechanic hadnot properly bled the hydrau-lic system, and the aircraft hadto be grounded after the aviator's preflight.


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JULY 1960

Inspection s Safety FintThis tire arrived from manufac-turer with weak spotThe aviator who had just

landed the L-23 also was contributing to the waste of time andmoney. He had plenty of runway to let his plane run out,but he still jammed o n hisbrakes so he could turn off nthe irst taxiway. That not onlywore out the pucks and discs,but also damaged a set of tires.Good examples of damagecaused by excessi ve brakingare shown in the head piece.)There are many things wecan do as aviators and maintenance men to minimize tire andbrake failures.

t is highly important toguard against improper inflation, which shortens the life ofa tire. Overinflation reduces resistance to bruising and produces excessive wear on thecenter f the tread. It alsostrains the tire beads and reduces tractiDn and skid resist-

ance. UnderinflatiDn increasesdeflection and tends to breakdown the sidewalls.Proper inflation cannot be determined by just looking at thetire. A gauge must be used tomeas ure press ure and ensurecorrect inflation. The air pressure should be checked whenthe tire is at ambient temperature. Hot tires build a slighto.verpressure, but this is notconsidered dangerous. The increase in pressure is allowed forin the design of the tire. Bleeding a hot tire to relieve pressureis nDt recDmmended.A certain amount of leakageis common in all tires. However,the tires should not be removedunless the leakage is enough torequire frequent reinflation. Anew tire tends to expand slightly, giving the impression ofleakage. This should be keptin mind when a new tire isinflated and checked later.Valve caps stop some leakageand keep dirt and grit out ofthe valve. The cap should betightened only with the fingers.A tool can damage the valve.

The life of a tire can be extended by rotating them asnecessary. Perio.dic c h c k sshould be made to ensure thattires are rotated before theyare too badly worn. At least oneArmy maintenance unit balances aircraft wheels as a safety factor and to ensure longertire life. See ARMY A VIATION DIGEST, January 1960,page 15.)

Tire inspectors should lookfor tread cuts, air blisters,loose or separated tread, wear,bead chafing, and flat spots. Theinspection should be made whenthe tires are cool.Tires should be replaced under the following conditions:when they will not ho ld air;when the cord is cut; when thecord is visible o n any spot on

the tire; and when blisters aredetected. Blisters are dangersigns that may indicate internaldamage.Brakes also present problems.The main concern is the use ofbrakes instead of the throttle

to control taxi speed. Aviatorsoften set their engines at ahigh rpm and then use thebrakes as a primary control.This wears out the discs andpucks. Remember, the throttlecomes first in taxi control.

Many times an aviator findsaircraft with weak batteries.That means he must maintain ahigh rpm on the ground to keepthe generator operating the radio. The aviator must taxi aswell as communicate with thetower. So, he figures it s best toset the rpm high and use hisbrakes t co.ntrol the aircraft.The solutio.n is simply that anaircraft sho.uld not be okayedfo.r use if the battery is tweak to operate the radio..

Inspectors sho.uld look for inco.rrect installatio.n and adjustment of brakes, and for badtorque and heat damage tobrake and antiskid systems. Amajor overhaul job or accidentcould be averted i f these conditions are caught in time.Dragging brakes are a problem in themselves. They tend tooverheat and deteriorate thebrake systems and tires. Thedrag also causes a directionalcontrol problem.

Brakes and tires are responsible for less than one percentof Army Aviation accidents.But they could become a primefactor as Army Aviation growsand employs heavier and fasteraircraft, often on unimprovedfields. Let s show a little consideration for brakes and tires.Let s keep them from becominga major cause of accidents orwaste of maintenance time andmoney.


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WHIRLYBIR[ BAUBE TICKETSNOW THAT AR 95-63 (18February 1960) is effective, what does it mean to yout h e rotary wing aviator, therotary and fixed wing aviator,the rotary wing instrument examiner, the aviation commander? t means that the Armypioneeied rotary wing instrument flight at Fort Rucker andnow considers all-weather helicopter flying feasible. It doesnot mean that the flight surgeon has discovered s m emagic injection which will suddenly qualify you to d r i v eyour whirlybird into the nearest cloud. Neither does it meanyou r helicopter instrumentticket is going to be as easyto pick up as the tab at happyhour.

Proven ability to operatehelicopters through instrumentconditions is an exciting stepforward for Army Aviation.The techniques developed atthe Army Aviation School aresound; they will work. Aviatorswho master these techniquesand maintain a high degree ofproficiency will fly weatherwith assured confidence. Theywill be a credit to Army A viation. These we don t worryabout. We list them on thecredit side of the ledger andsend our accident investigatorson extended leave. But whatabout the others?

First, there is the newlygraduated type. Bright eyedand bushy tailed, he s gung ho

to try any kind of new adventure. Vertigo? What s that?The accident recipe for thistype is fairly simple: Take oneVIP passenger, anxious to getfrom point A to point B tom e et commercial airlineschedule; add one low - time,recently - graduated, eager-toplease aviator; stir in a 400-foot ceiling and 3-mile visibility. As this mixture comes ta boil, drop in lower and lowerceilings, less and less visibility.The final result is a brokenSioux and a very fortunatepilot and passenger. I t is doubt-

This article was prepared by theUni ted Stat }S rmy Board forviation Accident R esearc7t

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JULY 1960ful that this particular aviatorwill attempt a similar flightuntil he has received helicopterinstrument training and qualified for his ticket. This is oneway to learn the lesson, butUncle can t afford enough newhelicopters to teach us thisway.Then there are the dual qualified aviators who won their instrument spurs in fixed wingaircraft. Some, not many butsome, will attempt to plow theirhelicopters into the overcast,using fixed wing instrumenttechniques. These gents are infor a rude awakening.For instance, there was theacting company commander.An experienced pilot with acurrent fixed wing instrumentcard, he felt it imperative to return to his unit because ofa pending inspe.ction. Forecastweather was low ceilings, reduced visibility, and rain. Hefiled his flight plan and tookoff with a copilot and crew chiefaboard. The Shawnee was seenone hour and 20 minutes laterflying through misting rain atan altitude of approximately150 feet. t made a descending180 0 turn, passed over a farmer s house at about 50 feetand appeared to be approaching for a landing in an openfield. For some unknown reason, the pilot aborted the approach and disappeared rapidly into the clouds. In a veryfew minutes, the Shawnee camediving out of the clouds andcrashed inverted in a swampyarea. The pilot was killed; copilot and crew chief sufferedsevere injuries.

Still another type is the I vegot-to-get-home, the-weathermight,.get-better, I-can-set-itdown-anywhere aviator. Thesecover the full experience rangefrom a few hundred to severalthousand hours. There was the8

Mojave pilot who had completed his mission but decidedhe must get home. Despite thefact that he had encounteredceilings as low as 500 feet andfog during a portion of the outbound flight, despite a 2-pointtemperature spread, despite aclosed control tower at hishome field, he elected to depart at 0333 hours in darknessfor the home-bound flight. Healmost made it; the aircraftcrashed and burned approximately 6 miles from his homefield, killing all 5 abo a rd .Weather at the time of thecrash was: ceiling, measured400 feet, obscured and ragged;visibility, 2 miles. (For more onthis accident, see CRASHSENSE, June issue.)

These typical weather accidents are not rehashed tofrighten a v i a t 0 r s at thethought of helicopter instrument flying. Far from it. Theyare reviewed here for one purpose only: to prove that no instrument training, a little instrument training, or f i x e dwing instrument training willnot qualify you for flying helicopters in instrument weather.On the brighter side, there isno report of any accident due toweather involving an instrument qualified helicopter aviator.

To maintain this recordCOMMANDERS must desig-

nate only the most experiencedand capable aviators as helicopter instrument instructorsand examiners; ensure thataircraft and facilities are constantly available for trainingand proficiency flights.INSTRUMENT INSTRUCTORS A N D EXAMINERSmust thoroughly indoctrinate

and con s t an t I y evaluatetrainees to instill and maintaina high degree of proficiency inthose techniques developed bythe Aviation School. Helicopterinstrument examiners, in particular, must ask themselvesthese questions from AR 95-63:Have I examined the pilotthoroughly?Am I assured of his instrument proficiency?Does he have a clear understanding of the rules of instrument flight?Is his judgment sou n denough to be trusted?Am I sure his technique isadequate?Is he experienced enough tohold the rating for which heapplied?Would I fly on instrumentswith him, relying solely upon

his ability?To those aviators who havenot been trained for helicopterinstrument flying or who, forany of several reasons, are unable to maintain proficiency,may we recommend th i s

v :: ;,: . : : : ~ ; ~

; '::;::::::: ::::::::::;;;::::;::::::::

SP IL BLUE INSTRUMENT C ~ R DAviator ........................ : ............... No. . . . . . . . . . . . . . ... .

This card is for use by thaBe aviators of the higherechelon who,. as time .goes by, are becoming moreand . more familiar with the mechanics of papershuffling and less and less familiar with the mechanics o flying \1. -Hold card up to sky 2. Look thru holes3 . . f color of sky matches calor of eard,

FILE FLIGHT PLANDate ...... .. . . . . . . . . . . . . . Issued by ..... :.......................


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DEPT OF MAINTAll basic mechanics attending

i r p I an e Maintenance(Entry) will get instrucon the gas-turbine engine.addition of this course isof the complete reand streamliningthe department.Until now, instruction on theturbine engine has been

to only those mechanicsthe Advanced MainCourse on the HU-l(Iroquois) .The basic turbine course willtaught by the Primary MainDivision. It will consistconference type instructionthe gas-turbine theory, con

operation and nomenThe present course willuse the T-53 engine as thetraining vehicle. As the turbineengine becomes more widelyused, the course will be exanded to cover other turbines,such as the T-58. This expansion will also include practicalwork and troubleshooting onturbine engine test cells and/orturbine simulators.DEPT OF P6 NRI

A V A I L B I L I T Y OFUSAA VNS INSTRUCTIONALMATERIAL-Aviation SchoolMaster Lesson Plans are available on a gratuitous basis toboth active and reserve aviationorganizations. Each of thesepublications covers a block ofresident instruction, and includes a lesson outline, full content manuscript, student handouts, and a photographic reproduction of each training aidused in the class. A listing ofthis material is contained inthe USAAVNS Catalog of Instructional Material, which issupplemented by m 0 n t h I ychanges on new and revised

. rom th

Current items of interest from the U S Army Aviation Schoolitems printed recently.

N E W T E C H N I C LMANUAL-Initial distributionhas been made of TM 1-235,Float, Ski, and Tandem Landing Gear Operations, datedFebruary 1960. This manualprovides basic guidance to unitsand aviators and is easy to

read and carry.NEW FIELD MANUALFM 1-0, Army Aviation Organizational Aircraft Maintenance and Supply, has beensubmitted to USCON ARC forapproval and printing. t shouldbe available by the end of theyear. Watch for it.

REVISION TO COMMONSUBCOURSE 42, AIR NAVIGATION - rmy Aviationcommon subcourses are prepared by the Army AviationSchool but printed and administered by the Artillery and Missile School at Fort Sill, Okla.Subcourse 42 has been revisedin toto. The revision should beprinted and ready for extensioncourse use within two or threemonths.

DEPT OF ADV F WIn the past, aviation unitcommanders in the field havebeen left in a quandary afterexamining a newly assignedaviator's 759 and discoveringthat he has 50 to 60 hours inthe Beaver and is still notchecked out.In the future things will bedifferent. Starting with Class60-1, students successfully completing the instrument phase ofinstruction in the OfficersFixed Wing Aviator Course willbe checked out in the Beaverbefore leaving the AviationSchool.

EPT OF TACTICSThe Department of Tacticscurrently preparing the instructional material on the tactical subjects included in theProgram of Instruction for the(Caribou) AC-l STOL Transition Course. These subjectscover organization and employment of an AC-l company,aerial delivery of personnel toinclude parachuting, use ofpathfinders, use of QM support

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JULY 1960units in air movement of supplies, the AC-l as an air ambulance, air movement planning,and loading and lashing loadson the AC-1. The scope of instruction is arranged to givethe transitioning aviator theknow-how to perform the manymissions that will be requiredof the pilots assigned to anAC-l company.The Research and ProjectsBranch is currently working onthese projects.

1. Vehicular loading plansfor all TOE equipment for allArmy Aviation units. 2nd Division Aviation Company atFort Benning is assisting inthis project.2. An 18-hour POI coveringtactical training for Cariboucrews. This POI will cover loading, lashing, and duties ofpersonnel.3. The entire ASOC 60-3Class participated in LOGEX60, including numerous perma-

INTACT

nently ass igned USAAVNSpersonnel.Revisions to Technical Man

uals: Minor errors have beenfound in TM 1-215, AttitudeInstrument Flying, TM 1-225,Navigation for Army Avia.tion, and TM 1-300, Meteorology for rm y Aviation.Changes to these publicationshave been s ub mi t t ed toUSCONARC for approval andprinting.

ntegrated Instrument ontact Primary Flight TrainingDr. Arthur C. Poe, Jr

Education Advisor, USAAVNSThe Office, Chief Researchand Development, the Office,Deputy Chief of Staff OperatiQns, and the U. S. Army AviatiQn SchQQI are supporting Task

INTACT, a primary flight training research prQject that willbe cQnducted by the U. S. ArmyAviatiQn Human Res e a r c hUnit.The purpose Qf Task INT ACT is to. CQmpare the effectiveness Qf integrated instrument/ cQntact f I i g h t trainingwith current training in theArmy A viatiQn Primary FixedWing Flight Training Pro.gram.Integrated training d i f f e r sfrQm current training in two.principal respects: (1) basicattitude instrument instructiQnbegins on the first day Qf primary training; (2) instrumentand contact cues are systematically related to. Qne anQther.Under current training prQcedure the student first learnsto. fly with visual reference to.the grQund and horizQn (cQn-tact), and then learns to fly bysQle reference to cockpit cues10

Maj O. B. Jolley (Ret)USAAVNHRU

(instruments). As a CQnse-quence, the student pilQt tendsto. view these as two. distincttypes Qf flying. HQwever, ifwe examine the flying techniques Qf the experienced instrument pilQt, we find thattypically, whether flying instruments Qr contact, he utilizes allavailable attitude cues. In QtherwQrds, he has integrated hisCQntact and instrument flighttechniques into. a single technique. The integrated instrument/ cQntact flight t ra in ingco.ncept seeks to. teach thissingle technique to the student pilQt rather than waitingfQr him to develQP it Qn hisQwn, if at all.

The teaching cQncept to. betested under Task INTACT isbased upon research cQnductedby the University Qf Illinois andthe University Qf West Virginia, and upon studies CQn-ducted by the BQeing SchQQI QfAerQnautics, the U. S. ArmyAviatiQn SchQQI, and the U. S.Air Force.

In 1934-35 the BQeing SchQol

Dr. W. W. ProphetUSAAVNHRU

taught 16 students to. fly byinstruments befQre receivingany cQntact instructiQn. Themanager Qf the schQol reported:We are so. cQmpletely SQld thatwe believe all students takingQur Airline PilQt CQurse (250hQurs) shQuld begin their flightinstructiQn with instrumentsunder the hQQd.

In 1953, two. psychQIo.gists atthe University of IllinQis studied transfer Qf training frQmco.ntact flying to. instrument flying and from instrument flyingto. cQntact flying. In essence,transfer studies seek t determine whether priQr learning fa cilitates o.r hinders subsequentlearning. They estimated thatthere was a negative (hindering) 22 percent transfer fro.mprior contact to. subsequent instrument training and a Po.sitive (facilitating) 47 percenttransfer frQm instrument toCQntact training.

These studies led to. thefirst investigation Qf integrating contact and instrumenttraining at the University of


13/40

Illinois in 1955. The aviationpsychologists were concernedwith a large number of fatal accidents which occurred whenprivate pilots encountered unforecast weather. They conducted an experiment designedto train private pilots to make180 0 turns on instrumentswithin the standard trainingtime, appro.ximately 40 hours.In 1957 the University of WestVirginia conducted a similarstudy with 10 students and obtained similar results.

In August 1956 the U. S.Army Aviation School conducted a lin1ited study to determine the feasibility of theintegrated concept for trainingArmy Aviators.t was determined that theintegrated concept was feasiblebut that it should be subjectedto a larger scale investigation

before being implemented.In December 1956 the USAFtrained part of two primaryclasses at Graham Air Force

Base, utilizing the integratedconcept in tandem aircraft, T-34s and T-28s.INTACT concepts will betaught at Fort Rucker by IPsof the primary training contractor, Hawthorne School of

Aeronautics. The study will bedirected by members of theU. S. Army Aviation HumanResearch Unit. INTACT willutilize students in two primaryclasses, Class 61-6, who begintraining in January 1961, andClass 61-10, who finish primarytraining in September 1961.The effectiveness of integrated and nonintegrated training methods will be compared in

Cessna 180 aircraft beingleased for the study. This aircraft will be utilized because ofits side-by-side seating configuration and general similarityto the L-19. Review of priorresearch on integrated trainingand the forecast of the configuration for future Army aircraft have suggested the desir-

INTACT

ability of testing the integratedconcept in a side - by - side aircraft.In each o f the two primaryclasses concerned, 18 studentswill receive integrated trainingin the Cessna 180, and 18 willreceive present non - integratedtraining in the Cessna 180. Theremainder of each class will receive present training in theL-19.The progress and proficiencyof these student groups will becontinually checked by specialobjective daily grade forms andby special objective c h e c kflight fo r m s develo.ped byUSAAVNHRU. These primaryrecords and the reco.rds of thestudents in later training willbe analyzed to compare the effectiveness of th e' differenttypes of training.If INTACT results measureup t the expectations o f thosewho are supporting the project,it could cause great changes intraditional Army p r im a r ytraining procedures.

AO l Mohawk Makes First Trip To RuckerThe Mohawk is a great aircraft. t was designed to im

prove and expand our surveillance means and I am confidentthat it will perform its mission with distinction. We lookforward to the addition of thisresponsive airplane within ourinventory . - Maj Gen ErnestF. Easterbrook, USAAccording to Col Jack L.Marinelli, res iden t of theUnited States Army AviationBoard, t h e M 0 haw k wasbrought here for orientation ofBoard and United States ArmyAviation School personnel inpreparation fo.r the pilot training program to be held atGrumman Aircraft Corp. later

this year. After pilot training,service tests of the Mohawk will be conducted by the A viation Board at Fort Rucker.


14/40

THE HELICOPTERVERSUS L ND MINES

HE VERY NATURE of aland mine, whether of theantitank or antipersonnel type,makes it one of the most fearedand effective defensive weapons. t presents a problem ofboth tactical and psychologicalnature to the advancing commander and his troops. Manytinles a successful advance hasbeen halted by an unprotectedknown minefield or even asuspected one, the delay givingthe enemy valuable time to reinforce or regroup.

The fear of the unknown andunseen has since the beginningof mankind been a frailty ofhuman nature. Perhaps one ofthe most demoralizing weaponsof modern warfare is thehidden land mine. No footsoldier or tank commander canadvance over newly taken terrain without the apprehensionof possible minefields or roadmines. In World War II Germany alone used over one billion land mines, inflicting innumerable casualties upon allied personnel.

Many countermeasures havebeen employed against landmines, such as aerial strafing,mortar and artillery fire, anddriven livestock. The most practical method was developed bythe allies as they advancedthrough France and Germany.12

CWO 2 B J. Vanderkolk TC

A most difficult and dangerousmethod, it called for the troopsto line up and creep across fieldson hands and knees, probing formines with bayonets. This is anextremely hazardous and slowmethod, to say the least.

A faster, safer method ofmine detection and demolitionis not only desired but an absolute necessity. These questionsnow arise: how? and whatwith? Undoubtedly an electronic device can be developedwhich will not only detect butalso detonate the land mine.What more suitable methodcould be used to expeditiouslyand safely transport such a detector than the helicopter?The flight characteristics ofthe helicopter, especially itsability to hover, would make itan ideal carrier for present elect ron i c detection equipment.With very little modification,and then only to provide propermounting for the detector gear,either of the light helicopters

currently in use by the Armywould be suitable for the operation. The detector device couldbe mounted on or suspendedfrom a rigging similar to thatused by commercial operatorsfor chemical spraying. Such arigging would provide a sweepapproximately 20 feet wide,which would be sufficient for

road clearing operations.The second phase of the operation would begin after the discovered mines were properlymarked by the sweeper helicopter. U s n g conventionalmethods of disposition, traineddemolition teams would disarmthe mines-or they could be disposed of by countermining.Because future mine construction and design might notbe detectable by present means,a radical new approach to theproblem must be contemplated.Here again the helicopter wouldplay a maj or role.

The old axiom of gettingthere firstest with the mostestis probably more important inmodern warfare than it was inthe past. The smaller combatteams must be highly mobile toremain effective. Mined roadsor approaches to an obj ectivewould greatly deter the successof these ground forces. Howcould the helicopter safely andexpeditiously clear unprotectedminefields, or at least saferoutes through them?The solution to this problem,as the writer sees it, is relatively simple, safe, and expedi-

Mr. Vanderkolk is assigned toth e Department of otary W ingTraining. f e has approxi mately3600 fly ing hours.


15/40

tious. By using a dragline at tached to one of our largercargo type helicopters, a heavysweep or boom could be towedalong roads or through minefields with comparative ease.The sweep itself could be jerrybuilt of railroad iron, etc., atleast 10 feet in width and ofsufficient weight to dischargethe mine. The tow cable wouldprobably have to be about 100yards in length to minimize thepossibility of damage to thehelicopter from mine blast. Thecable would be attached to thesweep with a quick release device, controllable from the towaircraft. Tests under field conditions would determine the design of the sweep, but it wouldhave to be flexible to fit the contour of the terrain.By using this towed sweepmethod to detonate mines,many miles of roads and app ro a c h s which heretoforeposed a serious problem for thefield commander, c 0 u I d becleared in a matter of minutes.Since the advent of helicopteruse by the Armed Forces inKorea, this versatile aircrafthas radically changed the concept of modern warfare. If thisproposed method of min esweeping proved successful, itcould very well make thenemesis of the infantryman,the land mine, less effective.

Studies are being conductedby the U. S. Army EngineerSchool on installing and detecting minefields with rotary wingaircraft. The following information was taken from Report ofUtilization of Army RotaryWing Aircraft in Support ofEngineer Activities. At thepresent time no definite conclusions have been reached.

DEMOLITION SNAKESThe helicopter was used totow the Diamond Lil and

Mountain Lion into an antitank minefield across a clearinga distance of 400 yards. Whenthe demolition snakes were inposition the pilot released thetow hook and flew out of thearea. The test site was a clearing completely surrounded bytrees with dry gravelly-clay soildevoid of vegetation. The helicopter, when: flying close to theground, created a very heavydust cloud which on several occasions obscured the groundfrom the pilot's view. The possibility of dust cloud in an areashould be taken into consideration, both from the flyinghazard and the tactical aspect,before using the helicopter totow a demolition snake into aminefield.

DI MOND LILA metal, sectional, demolitionsnake, 400 feet long, weighing7,800 lbs, was towed threetimes in straight and circularpaths. The average cable tension for the three trials was6,000 lbs. On each trial it wastowed into a minefield area

without difficulty. The pilotwas able to release the tow andfly out of the area each timewithout difficulty.MOUNT I N LION

Three demolition line chargescontained in a skid-mountedmetal box; the complete assembly weighs 14,000 pounds. Eachline charge made of manila ropewith demolition blocks attachedis 375 ft long and weighs 7 Ibsper foot (total for three linecharges 7,875 lbs). The helicopter was able to tow, with extreme difficulty, the completeMountain Lion assembly adistance of 200 feet. (Cable tension of 8,800 lbs was recorded.)After the conlpleted assemblyhad been moved into position infront of the minefield the heli-

Diamond Lilli

copter was able to tow the linecharges into the minefield without any difficulty. :Maximumcable tension 2,750 lbs was recorded.

TOWING EXPEDIENT DR GIN AP MINEFIELD

An expedient roller was fabricated using four 55-gallondrums connected with chains.This roller was towed threetimes through the minefield andmade ineffective about 60 ofthe mines in its path. The chainconnection between the drumsallowed a great deal of lateraland vertical movement of thedrums which caused the rollerto miss several mines in thepath. This type roller with morerigid connecting links appearsto have good prospects as anAP minefield breaching device.Other possible expedients nottested were the sheeps footrollers and disc type harrows.

Mountain Lion

/\


16/40

WE THER

S MY BUSINESSAILURE TO take advantageof standard weather servicesavailable to all pilots could turna routine trip into a bad dream.This had been one of thosedays when everything seemedto pile up. The summer monthswere upon us-and th is meantthunderstorm activity in manyareas of ZI. We had beenreceiving n d disseminatingsevere w e t h e r advisoriesthroughout the day. The heavyworkload during my shift left

me dog-tired when finally relieved from duty. Before' goinghome I decided to stop a moment in the pilot's lounge for aCoke. A few minutes relaxation would ease the tensionbuilt up by the hectic day. Isettled down in a comfortablechairThe time was just afterlunch. I asked the copilot i f14

Major Jack A Bell USAFhe was ready to go, and wewalked out of operations to thewai ing C-47.There were 26 passengers onthe manifest, the copilot, navigator, crew chief and myself;30 in all, with baggage and afull load of fuel for a flightfrom Maxwell, AFB, Ala. toBrooks, AFB, Texas.The crew chief told me everything was fine as we made awalk-around inspection. t was.The preflight completed, I signaled for the passengers toload. As they came out, the copilot and I boarded the aircraft.

When the last passengerboarded and the passengerbriefing had been completed, wefired up, made our cockpitcheck, and taxied out to theactive. Runup was normal. Wecopied our clearance: Climb oncourse to 6,000, cruise at 6,000

feet.Takeoff was normal, andshortly after takeoff we enteredthe clouds. We reached cruisealtitude in time and settleddown to a routine IFR flight.Stratus clouds gave us smoothflying. The passengers lookedcontented.I completed my paperworkand sipped coffee. Our checkpoints came up right on thebutton. We were over New Orleans range at ETA and con

tinued outbound on the westleg. New Orleans radio acknowledged our position reportMajor B ell is Commander, De-tachment 9, 1 th W eather S quad-

1 on at Cai1 ns A.AF H e is singleand ult iengine F / W quali fi ed,and has logged approximately4 000 fl ight hours.


17/40

and said they had a messagefrom Military Flight Service. Itold them to go ahead."Military Flight Service reports severe thunderstorm activity between New Orleans andthe San Antonio area. Theyadvise you to land at New Orleans.What are your intentions?"Back at Maxwell we had beenbriefed that scattered thunderstorms would build up along theroute, but chose to go anyway.N ow we had to make anotherdecision.Before I could decide on acourse of action, it suddenly became very dark. I immediatelyturned on the Fasten Seat Beltssign. t was lucky I did becausewe were then entering eithertowering cumulus or cumulonimbus activity. Requesting aclearance for return and letdown, I started a procedureturn, heading back to NewOrleans.Before the turn was completed, we ran into severe turbulence. The old gooney birdwas bouncing around like afrisky colt, difficult to controland getting worse by the second. The New Orleans Centercleared us to 3,000 feet inbound. I started descending immediately and went bumpingand bouncing down toward thelower level, hoping to get out ofthe clouds. As we reached 3,500feet, a severe updraft tossed usback t 5,000. I knew then wewere in a thunderstorm. Buffeting was so severe that I wasafraid of structural damage tothe aircraft.

Again I attempted to descendto 3,000 feet. Nose down, wewere tossed back t 5,000 withthe rate of climb needle quivering on the peg. The C-47 wasuncontrollable at times. I askedthe crew chief to reassure thepassengers, but it was impossible to do more than yell a few

words t them. I needed reassurance myself when I heard acommercial airliner in the vicinity report that hail hadknocked out his windshield. Ikept hoping we wouldn't runinto the hail. I had a feelingthat the dependable old gooneybird just wouldn't take muchmore. From the tense look onmy copilot's face, I knew he hadthe same misgiving.We tried to descend andagain the C-47 was tossed backby the mighty, invisible handof weather. Advising New Orleans Radio of our difficulty,we were given clearance to enter a holding pattern and con

tinue attempts to descend. Webegan a pattern, still trying todescend, with all the instruments fluctuating wildly. Webroke out of the clouds justlong enough to sight a cleararea to the northeast. Breathing a sigh of relief, I turned theC-47 in that direction and in ashort time was clear of theclouds. I made a letdown to1,500 and cancelled IFR. Basesof the clouds were about 2,000feet. The C-47 continued tobounce around like a cork onrough water.I turned toward the airportand asked for landing instructions.

"There's a thunderstorm directly over the field, the toweranswered. "Winds are gustingto 100 mph." The tower alsoinformed me that alternatelanding fields were available inthe immediate area but none ofthese had control facilitiesavailable.

The copilot and I decided ourbest course was to try to getthrough to Keesler AFB, Miss.However, VFR appeared impossible in that direction so Itried to get an IFR clearance.Radio chatter was almostcontinuous. There was consid-

WEATHER IS Y BUSINESS

erable static. I was unable tre-establish radio contact to getanother clearance.Our only out was to attemptto maintain VFR. A line ofstorms appeared to be along theentire coast and spreading seaward. In attempting t remain

VFR we were being forced farther and farther out over thegulf. We had no survival equipment and this posed anotherproblem.We cut in at 90 to the lineof the storms and descended to500 feet. We bumped along atthis butterfly - producing altitude until we sighted Gulfport,then proceeded along the coast

line toward Keesler.All during this time, we kepttrying to establish radio contact. Our first contact was withan aircraft j u s t landing atKeesler. He answered our cafIand said, "If you're cominghere, you'd better hurry "We couldn't hurry any faster,but it was comforting to getth rough to somebody. Welanded in heavy rain showers.Those 26 passengers were ra diantly happy to get their feeton solid ground again, a feelingshared by their flight crew.

The jangling t e l e p h 0 n eabruptly ended the nightmarishflight. I was in a cold sweat,even though I had gotten backon the ground. This dreampointed out even more vividlyto me that it is possible for apilot to blunder into a thunderstorm by failure to adhere toproper weather procedures andflight planning. I reaffirmed aresolution t check and dQublecheck all weather adviso'ries,radar reports, and pirep's before taking off during criticalsummer months.Now fully awake I answeredthe phone, "Major Bell, Sir.Yes, this is the Air Forceweather officer

15


18/40

BEAVERSAND BUMPShat are your chances of survival in

a Beaver when encountering severeturbulence? Is there a safety factor?

VERY DAY some 44,000thunderstorms sp t t e rtheir violent contents over theworld s surface. At least 1,800of these churn the earth s at mosphere every hour, discharging 100 flashes of lightningeach minute. This lightningalone represents a continuoustransfer of energy equaling268,000,000 horsepower.A thunderstorm is composedof several cells that vary in diameter from 1 to 5 miles, depending upon the stage of development. The life cycle runsbetween 1 and 2 hours. As oldcells die, new ones build up. Afull grown cell has been measured as high as 67,000 feet,making it impossible for pres

ent-day Army aircraft to flyover the top. These cells areimpossible to see and avoidwhen imbedded in other clouds.A thunderstorm can never be

regarded lightly and should bea major consideration in flightplanning. Flights under instrument conditions should neverbe made along routes where6

aptain Alvin L Brooks Arty

thunderstorm activity is forecast or has been reported unlessradar advisory service is available for circumnavigation purposes, or the existing and forecast cloud conditions are suchthat thunderstorms can be circumnaviga ed under v is u a Iflight conditions. This precaution should keep you out ofthunderstorms. Unfortunately,due to rapidly changing weather conditions and errors in forecasting, you may still inadvertently tangle with one.Hazards of flight associatedwith a thunderstorm are turbulence, lightning, hail, and icing.Hail and ice are dangerousproperties of a thunderstorm.Either one is capable of takinga Beaver out of the hands ofthe pilot and putting it in thehands of God. Unfortunately,the Beaver has no defenseagainst these elements. So ifthey are encountered, all thatcan be done is maintain controlas long as possible and if it islost, bail out and start prayingto the new pilot.Lightning will have an effect

of varying degrees on your radio. Again we have no defenseagainst this danger. The onlything we can do to combat thiselement is to turn up all thelights inside the aircraft toavoid the blinding effects of itsflashes.Turbulence is generally regarded as an extremely dangerous hazard because of its effect on the aircraft and thepilot.(NOTE: The main purposeof this article is to point outthe effects of turbulence on aBeaver and how to keep theseeffects within safety limits.

This discussion is pointed mostly to thunderstorms but thetechnique applies to turbulenceunder both VFR and IFR conditions.)Turbulence can best be dis-

Captain Brooks is Plans andProject Olficer with the Depart-ment of dvanced F ixed WingTra ining. A Senior rmy Avia-tor he has approximately 4 000flight hours.


19/40

cussed by breaking it down into two components: drafts andgusts. Drafts are the huge columns of rapidly rising or descending air which comprisean integral part of the thunderstorm's structure. Draft velocities up to 100 fps. may be encountered, resulting in altitudechanges from a loss of 2,000feet to a gain of 6,000 feet.Draft velocities exceed by awide margin those of gusts, butsince the time interval requiredto reach the maximum is muchgreater with the drafts, the acceleration force is far less. Consequently, draftsl are not as severe as gusts.

Although the ef fec t s ofdrafts are quite spectacularfrom a pilot's viewpoint, theyare not important with regardto stress loads imposed uponthe aircraft as long as the pilotdoes not attempt to maintain aconstant altitude. Attemptingto maintain altitude could bethe pilot's first step to serioustrouble. It could lead t fighting the aircraft, resulting in adangerous increase in stressloads.When an a i r c r a f t goesabruptly from calm air to avertical current, the conditionis a sharp edge gust. The sharpgust, with its steep gradient,delivers that solid jolt so familiar to anyone who has flownin rough air. Because of theirsteep gradient, these gusts arecap a b 1 e of imposing greatstresses u p 0 n aircraft. Thisstress increases with the velocity of the gust and the speedof the airplane. When encountering a sharp edge gust, aircraft control is normally noserious problem as far as attitude is concerned, but a rapidchange of altitude can result.Other gusts of no less importance will have to be considered. They can be best de-

scribed as whirling masses ofair, varying in size from only afew inches to several hundredfeet in diameter and moving ineither a horizontal or verticalplane. The characteristic response of an airplane intercepting a series of these gusts is aseries of sharp accelerations orbumps. These accelerationsmay be accompanied by pitch,yaw, or roll movement. Theymay even cause the aircraft tostall.

The disturbed angular motions of an airplane in turbulentair, even with fixed stabilityand proper piloting technique,are dependent not only uponthe maximum intensity of asingle gust, but also upon thesequence, spacing and intensityof all gusts encountered. During an experiment, a pilot flewinto a thunderstorm and experienced a gust sequence imposing acceleration on the airplane measured in g's of 1.49,-1.16, 1.99 and -1 .45.The sequence lasted 5 seconds and corresponded to effective gust velocities. of 35,-24 43, and - 2 9 fps respectively. The pilot later said,The jolt was so severe that Ithought I had collided with another plane. I was unable tokeep my hands on the controls,they banged around so much.I t is believed that the elementof surprise and the sequence offour large, alternately positiveand negative, gusts were themain factors contributing tothe temporary loss of control ofthe airplane.

The areas of heaviest turbulence are found in th e,area containing the highest water concentration within the thunderstorm. Of course, the pilot of aBeaver without radar has noway of determining this exceptthat those areas may appeardarker. In flights below the

BEAVERS AND BUMPScloud base, the heaviest turbulence will be found where thedarkest rain columns are seen.Extreme conditions of turbulence may not always be encountered when flying throughthunderstorms; nevertheless,a t some time and place wi hinthe storm, conditions may besevere. Hence, the practical approach is to prepare for theworst.

During a test consisting of1,600 thunderstorm penetrations, the most severe recordedsharp edge gust measured 43fps. (This was encountered at15,000 feet and is accurate towithin a plus or minus 4 fps.)What is the average aviator'sprobability of encountering a43 fps gust? Based on theabove tests, the National Advisory Committee of Aeronautics estimates that a 43 fpsgust might be experienced oncein every 1,000 traverses, 40 fpsgusts once in 500 to 700, 35 fpsonce in 125 to 300, 30 fps oncein 35 to 100.Breaking it down still further, to exceed the highest recorded gust, 43 fps, it wouldprobably take some ten millionflight miles. Assuming a cruising speed of 125 mph, the limitcould be reached, on the average, once in every 80,000 hoursof flight.

Now that we have determined that you may inadvertently tangle with a thunderstorm at one time or another,and that thunderstorms cantoss you around quite a bit,let's take a look at the Beaverand see what we can do t increase our chances of gettingthrough without losing ourwings.

The design cruising speed ofthe Beaver is 120 knots. Themanufacturer tells us that thenormal operating limit shouldnot exceed des i g n cruising

17


20/40

JULY 1960speed. The range between normal operating speed and thenever exceed speed (red-line,173 knots) is to provide inadvertent s p d increases.Even though the Army s recommended power settings donot give us an airspeed of 120knots, the aircraft is designedand stressed for this speed.The manufacturer furthertells us that the Beaver isstressed for 3.5 g load at 5,100pounds gross, plus a safety factor which increases this to 5.25g before the ultimate load isreached and wing failure results. t is important to notethat this safety factor requiredby FAA Regulations, is onlygood for a one-time shot. f anew Beaver is exposed to a5.25 g load, no structural damage will result. But the secondtime it is exposed to a force inexcess of 3.5 g, no matter if it

is 2 minutes or 2 years later,wing failure will probably occur. This means that after weexceed the 3.5 g load limit once,the safety factor is no longerreliable. Note that this appliesto a new Beaver. As the aircraft is used for a tim.e and subj ected to varying degrees ofstress, it s metallic structuralsupports are weakened and thesafety factor becomes smaller.Therefore, we will use the 3.5 gfactor when considering loadlimits.Structural failure is not theonly hazard connected withgusts. A gust can also cause anaircraft to stall. Airspeed is ofprime importance in considering these hazards. The higherthe airspeed, the more stress isput on the aircraft; the lowerthe airspeed, the more vulnerable you are to a stall. Themaximum speed is the design

cruising speed of 120 knots; theminimum is the stalling speedof approximately 62 knots. Themost desirable or safest airspeed will lie between these twofigures-but where?Let s consider the stall speedfirst. In referring to the Vn diagram, we see that a gust of 25

fps will stall an aircraft indicating 88 knots, a gust of 50fps produces a stall at 113knots, and a gust of 6 fpscauses a stall at 120 knots. Weknow that the possibility of encountering gusts in excess of43 fps is very remote, so ourbest speed for avoiding a stalllies between 88 and 113 knots.

Keeping this in mind, let sagain refer to our Vn diagramand consider the effect of gustson the structure of theaircraft.Gusts below 50 fps will notdamage the aircraft if the airspeed is below 140 knots; gustsL 20 Vn diagram based on gross weight of 5 100 Lbs

GUST LINES GUST VELOCITY IN FPS

18

To determine effects of various gust velocities at differenindicated airspeeds, move vertically along the indicated airspeed line to the point where itintersects the gust line of interest. If this intersection fallsbelow the 3.5 g line, the aircraftThe area between the 3.5 and5.25 g load represents the safety factor. Points on or abovethe 5.25 g line represent ultimate loads that will result inwing failure.If the intersection falls inthe area to the left of the staticstall line, that gust airspeedcombination will result in astall. The area within the heptagon is safe from both stalland structural failure.


21/40

Qf 60 fps will cause the wing tofail at 120 knQts. Design cruising speed being 120 knQts, thisnQW becOomes the top end QfQur bracket. We knQw nQW thatat 120 knQts we are safe ingusts belQw 60 fps, bQth frQmthe stall and wing failure viewPQint. At the Qther end Qf Qurbracket we see that 88 knQts issafe in gusts belQw 80 fps, asfar as structural failure is CQn-cerned (see 1 Qn diagram) butat this airspeed gusts Qf 25 fpswill stall us Qut (see 2 Qn diagram). We have to raise theairspeed frQm 88 knQts SQ wecan enCQunter gusts in excessQf 25 fps withQut stalling. Wehave tQ lOower the airspeed frQm120 knQts SQ we can encQuntergusts in excess Qf 60 fps withQut suffering wing damage. Theaverage is 104 knQts, whichWQuid prQduce a stall in gustsQf apprQximately 43 fps andwing failure at apprOoximately69 fps.

This gives us a gQQd marginQf safety, but it is more impQrtant tQ prevent structural failure than it is to prevent a stall.SO , let's give Qurselves a littlemQre Qf a safety factQr Qn thatside Qf the bracket. We will select an airspeed Qf 100 knQts,which will increase Qur structural failure factor to gusts Qf72 fps and reduce Qur stall factQr to gusts Qf 38 fps. (NOTE:All gusts and g fOorces mentiQned are PQsitive. NegativefQrces have been cQnsidered butnQt included, due to the factthat maximum negative gustsare nQt as strQng as PQsitivegusts. All afQrementiQned factsshQuld fall in a safe ZQne in re gard to negative fQrces.)

t is possible to fly thrQughsevere turbulence with nO damage to the aircraft Qr pilQt. Iuse the word possible becausewe have only determined thatthe Beaver is stressed to take

almQst any turbulence yQUmight expect to enCQunter. Wehave nQt yet cQnsidered thatthe pilQt is a significant factQrin severe turbulence as to thetQtal IQads Qn the airplane. IncQntinuQus rQugh air the amplificatiQn Qf IQad due to , cQntrQImQvement can be appreciableand might mean the differencebetween getting thrQugh Qrfalling Qut Qf cQntrQl.

What technique can we usetQ QverCQme the PQssibility Qfinducing structural failure Qurselves?

Attitude flying with as littleelevatQr cQntrQI actiQn as PQS-sible is Qf prime impQrtance.This will keep yQU frQm settingup a pitch QscillatiQn whichCQuid Ultimately lead to excessive cQntrQI mQvement and PQS-sible structural failure. TakecOorrective actiQn Qnly after ma jQr dangerQus displacementsQf the aircraft appear to be taking place. Use the attitude indicatQr to keep the wings leveland yQur nQse in a level flightcQnditiQn. Banking the aircraftwill result in heavier IQads being placed Qn the aircraft. Disregard altitude and maintainheading Qnly to the extent thatyQU will be flying a reasQnablystraight CQurse to get Qut Qf thearea as SQQn as PQssible. DQn trely excessively Qn airspeed indicatiQns; they will fluctuateand give inaccurate readings. IfyQU have yQur PQwer set prQPerly and maintain a level attitude, yQur airspeed will takecare Qf itself.A n 0 t h e r primary factorwhich has led to structuralfailure is loss of control resulting from a stall, followed by ahigh speed recovery. This danger can be minimized by merelyhQlding the attitude, leavingthe power alQne and letting theaircraft fly Qut Qf the stall 0 11its Qwn.

BEAVERS AND BUMPS

Rely Qn yQur gyrQ instruments During 1,600 thunderstorm penetratiQns nOot 0 n eflight gyrO failure was rePQrted. Your barQmetric instruments give false readings dueto rapid changes Qf pressureand cannot be considered toQreliable.

When flying in an area wherethere is the possibility Qf hitting a thunderstorm Qr severeturbulence, prepare YQurselfand your aircraft ahead Qftime. Fly as thQugh yQU knewyQU were going to hit a thunderbumper in the next two secQnds; and if yQU dQ it wQn'tCQme as a surprise. The danger of being unprepared is thatyQU accidentally fly into Qnend everything happens atQnce.TO prepare fQr a possible

penetratiQn, turn all CQckpitlights full bright, check instruments, pitQt and carburetorheat, mixture, safety belts andlQO se Qbjects in the cabin. IfyQU are at an altitude Qver6,000 feet abQve the grQund, request a IQwer Qne tQ put y oU inthe area Qf minimum turbulence. (This applies to thunderstQrm technique Qnly as it hasbeen determined that the areabetween 4,000 and 6,000 feetabQve the grQund Qffers thesmQQthest ride. Usually underVFR cQnditiOons a higher altitude is smQother.) Set up yQurPQwer tQ give an indicated airspeed Qf 100 knQts. Reset yQurgyrO s and yO u re ready tQ gQ.

On entry, dOon t panic; keepyQur nOose Qn the hQrizon, wingslevel and power constant. WhenyQU CQme out the O ther sidegive a sigh O f relief; then pickup yQur DD FO rm 781-2 andwrite "aircraft subjected to, severe turbulence." Let the nextguy to fly the aircraft knO wthat yQU have already used uphis Qne-time safety factQr.

19


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THEU S RMY

BO RDFOR

VI TIONCCIDENT RESE RCH

L,

H 19C LOST ROTOR RPM during takeoff fromsoft mu d . Main rotor blades struck tree . Inci dent damage to main rotor blades . No injuries .L-20 DR FTED OFF RUNWAY. Left landinggear struck runway light during simulated in strument takeoff . Incident damage . No injuries .H 34 LOST ROTOR RPM during attempted slingload mission and settled on jeep. Fuselage bottomripped and buckled . No injuries .U l A BALLOONED and stalled during attemptedfull flap landing in gusty wind . Left wingdropped and scraped runway for 80 feet . Ai leronflap aileron hinge and wingtip damaged.H-13G SETTLED I N RIVER due to power lossafter takeoff . Main rotor blades destroyed; air craft submerged in water. No injuries . Cause ofpower loss undetermined pending investigation .U l A NOSED OVER to near vertical position andfell back following brake application for shortfield roll out . Fuselage buckled; engine cowl airscoop crushed; propeller damaged; sudden stoppage to engine. No injuries .L-19E WHEEL ASSEMBLY CRACKED and t irewas punctured by jagged edge, causing aircraftto nose over and come to rest inverted . Majordamage to wings vertical stabilizer enginecowling and propeller . No injuries .H-23B MAIN ROTOR BL DES FLEXED into tailboom during practice touchdown autorotation .Major damage to main rotor blades, tail boomassembly and tail rotor assembly. No injuries .H 13H ROTOR WASH pulled oil drip pan intomain rotor blades , causing dents and nicks inone main rotor blade .

2

H-21 ROCKED OVER and slid sideways duringslope landing . Aircraft rolled on right side.Copi lot suffered lacerations and contusions . Allrotor blades destroyed; right horizontal and ve rtical stabilizers torn off; structural damage aftof engine compartment .H-13E TAIL ROTOR struck bubble and mainrotor blade of parked aircraft during hoveringflight. Damage to tail rotor blades of hoveringai rcraft, bubble and leading edge of main rotorblade of parked aircraft. No injuries .H 21C ENGINE BACKFIRED and caught fireduring landing touchdown . Fire extinguished andno further damage to aircraft. Cause undetermined pending engine analysis . No injuries.HU 1A LEFT DOOR FELL OFF during f l ight andhit house. No further damage to aircraft . Boltcame off lower portion of door; roller at top ofdoor broken . Suspect materiel failure .H 21C AFT ROTOR BL DES struck concealedwire on hillside. Incident damage to 2 blades.No injuries .H-21 C AFT ROTOR BL DES struck tree snagduring landing approach. Major damage to aftblades, aft transmission aft rotor head; sheetmetal damage to dorsal deck and tail cone; holein forward blade . No injuries.H 19D AUTOROTATED to safe landing with nodamage following engine failure at 900 feet.No significant engine indications . Suspect fuelline air pocket.HU 1A MA,IN ROTOR BL DE partially severedtail boom during tail - low practice touchdownautorotation . Major damage. No injuries .


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may and iune

H 19D ENTERED GROUND RESONANCE afterbecoming inadvertently airborne while taxiingover rough terrain. Aircraft rolled to left side.Major damage to all main rotor blades, tail rotorleft main gear, left nose gear, fuselage and tailboom. No injuries.H 19D CRASHED AND BURNED during serviceflight. Pilot copilot and crew chief sufferedsecond and third degree burns . Aircraft de -stroyed. Cause undetermined pending investi -gation .H 21 C NOSE CAME UP and sudden vibrationsbegan at altitude of 400-500 feet. Aircraft rolledto left spun to right struck ground and rolled onleft side. Aircraft destroyed. No injuries. Sus-pect blade failure of aft rotor blade.L 20A DAMAGED I N FLIGHT when trooper,moving in aircraft, popped reserve parachuteaccidentally and was pulled from ai rcraft.Trooper s weapon hit side of aircraft door andripped one-foot square hole in aircraft side . Nofurther damage . Trooper hospitalized with spineinjury.H 23D STUDENT PILOT attempted to slowmoving rotors after shutdown by wrapping hisarm around 5-inch drive tube while holdingmain rotor tie-down block . Strings from tie-downblock twined around 5-inch tube and block struckstudent s face and chest causing lacerations andabrasions. Incident damage to ai rcraft.HU l A STRUCK TREETOP after partial powerfailure on landing approach . Aircraft fell intogully and was destroyed . Pilot crew chief, andtwo passengers suffered minor abrasions andbruises . Suspect fuel pump system failure .

L 19E PROPELLER STRUCK TREE branches whilepilot was attempting to dislodge faulty smokegrenade from wing bomb shackle. Incidentdamage . No injuries.H 19D MAIN ROTOR BL DES struck buildingduring confined area approach. Major damageto all main rotor blades; fuselage buckled . Noinjuries .H 13H TOOK OFF and climbed out with mag -neto switch on RIGHT magneto . Pi lot then turnedmagneto switch to OFF position attempted auto -rotation and made hard landing . Skids spreadand cross tubes bent. No injuries .HU 1A TAIL ROTOR BL DES and 90 tail rotorgear box separated in flight, shearing 90 tailrotor attachment bolts . Aircraft autorotated intoswampy area . Further damage undeterminedpending removal. No injuries.L 23D LEFT ENGINE developed hot spot in No . 5cylinder, caused failure of exhaust pushrod andbackfire through induction system . Aircraftlanded with no further damage .H 13H CRASHED during final approach to heli -pad adjacent to field CP o Aircraft destroyed.Pilot hospitalized. Degree of injury unknown.Cause undetermined pending investigation.H 23D STRUCK TELEPHONE WIRES during de -scending turn. Major damage to all components .No injuries.H 21 C RIGHT TOP TI P vertical fin came offduring night flight . No loss of control experi -enced and damage undetected unti I completionof flight. Cause undetermined.

2


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TEAM FORFIELD WORI(

Lieutenant Robert A. Burbank, Arty

o PARAPHRASE a famousquotation: if the organizational officer will not come tothe Army Aviation School, theschool will g o to the officer.This decision was reached afterthe recent elimination of theOrganizational M a in ten an c eOfficer s C 0 u r s e (1-A-F13)from the school curriculum dueto undersubscription.

nance personnel for school at tendance. Yet, additional instructiDn is needed for superviSDry maintenance personnel,both officer and enlisted.Several methods of providingthis additional instruction wereevaluated, such as: mandatory

quotas to a course of instruction at the Aviation School, thelengthening of flight courses toinclude a greater emphasis onmaintenance subjects, publica- t is admittedly difficult torelease Drganizational mainte-Figure 1

Itinerary of USAAVNS maintenance instructional teamTeam One-From 5 July 1960 SECOND ARMY-

through 23 September 1960 Fort George G Meade, Md.THIRD ARMY 15 Oct 60 - 28 Oct 60Fort Benning, Ga. Fort Belvoir, Va.5 Jul 60 - 16 Jul60 29 Oct 60 - 10 Nov 60Fort Bragg, N. C Fort Knox, Ky.19 Jul 60 - 30 Jul 60 11 Nov 60 - 24 Nov 60Fort Campbell, Ky. Team Three-From 9 January1 Aug 60 - 12 Aug 60 1961 through 30 March 1961FOURTH ARMY-Fort Hood, Tex. FIFTH ARMY-16 Aug 60 _ 27 Aug 60 Fort Leonard Wood, Mo.Fort Sill, Okla. . 9 Jan 61 - 20 Jan 6129 Aug 60 -10 Sep 60 F rt RIley, Kan.Fort Bliss, Tex. 21 Jan 61 - 2 Feb 6112 Sep 60 - 23 Sep 60 F rt Carson, Colo.

Team Two-From 20 Septem- 3 Feb 61 - 16 Feb 61

22

ber 1960 through 24 Novem- SIXTH ARMY-ber 1960 Fort Lewis, Wash.FIRST ARMY- 18 Feb 61 - 3 Mar 61Fort Devens, Mass.20 Sep 60 - 1 Oct 60Fort Jay, N. Y.3 Oct 60 - 14 Oct 60

Presidio of San Francisco,Calif. 6 Mar 61-17 Mar 61Fort Ord, Calif.18 Mar 61 - 30 Mar 61

tion of a correspondence courseand the possibility of forming amobile instructiDnal team. Thelast two methods were fDundworthy f further effort, resulting in the initial stages of development f a correspondencecourse and the formation of theUnited States Army AviationSchool Organizational AircrafMaintenance Supervisor MobileInstructional Team.

This team is scheduled toleave Fort Rucker the first oFY 61 for presentation of a40-hour course of instruction amajor posts in each of the continental Army areas. t will beunder the direction of the Department of Maintenancewhich also has the responsibility for the training of enlisted organizational aircrafmechanics and the presentationof maintenance sub j e c t s toofficers enrolled in variouscourses at the school.Many are already familiarwith the mDbile instructional

te m s originating throughTMC, which consist of manufacturer s technical representatives engaged in the instruc-

Lieutenant Burbank is a d'utyinstructor in the Special SubjectsBranch of the Department ofMaintenance. H e is fixed wingqnali ed, instrument rated, andhas approximately 1,000 lyinghours.


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tion of maintenance proceduresor technical assistance with themanufacturer s product. tmust be explained that theteam from the Aviation Schoolis made up of military personnel who are currently servingas instructors with the Department of Maintenance.The 40 hours of instructionwill consist of several broadareas, broken down as follows:Thirteen hours of organizational maintenance supervisionand supply sUbjects.

Ten hours on the use of thevarious technical publicationsrequired in the support ofmaintenance functions at theorganizational maintenancelevel.Twelve hours of instructionon the purpose use and preparation of various forms kept asdifferent types of records forArmy aircraft, or submitted asreports.Finally five hours coveringsuch general subjects as testflights weight and balance adverse weather conditions andsafety precautions. These general areas of instruction areplanned for presentation at thistime; however minor changesmay occur before the teamorganization.Let us take a deeper look intothe material t be covered inhese broad areas of instrucion.

ORGAN IZ TION LM INTEN NCE

SUPERVISION ND SUP PLYFundamentals of Manageand Supervision: princiof organization; personnelfunctions ofDuties and ResponsibilitiesMaintenance and Supply Perof the aviaMOS structhe specific duties of or-

ganizational maintenance personnel in Army Aviation units;methods of training t includeservice school unit schools onthe - job - training, and conferences; and a type maintenancetraining program.The Maintenance System:principles of Army aircraft

maintenance, definition objectives and levels of maintenance; categories of maintenance and inspection system.Organizational i r c r a f tMaintenance: organizing toperform maintenance; technical inspections and faulty maintenance; charts and boards.Maintenance Sched uling,Methods and Factors: methodsof performing maintenance;maintenance scheduling andprogrammings; preparationand use of DA Form 811 ; factors affecting the performanceof maintenance.The Supply System: discussion of Army Aviation technical supply; classification of airitems; channels of supply inCONUS and overseas; the modern Army Sup p ly System(MASS); Army Field StockControl System (AFSCS).Supply Procedures: preparation and use of DA Form 1546unit single line requisitioning,turn-in procedures; special supply procedures; replenishmentof stocks and stock levels requisitioning and storage procedures.TECHNICAL PUBLICATIONS

Technical Publications System: introduction to technicalpUblication system and its application t Army aircraftmaintenance and supply; discussion of the technical publication numbering system.Time Compliance TechnicalM a n u a s and PublicationsChanges: discussion of distribution purpose and use of Time

TEAM FOR FIELD WORK

Compliance Technical Manualsand changes to publications.Handbooks of Instruction:contents, purpose and use ofthe Handbooks of Instructionon aircraft, engines and equipment.Technical Publications Indexing and Filing.Parts Identification: aircraftand equipment illustrated partsbreakdown.Supply Manuals: introduc

tion to Transportation Corpssupply catalogs.Five Part Technical Manual:explanation of the Five-PartTechnical Manuals.Utilization of Technical Publications: practical applicationin the use of technical publications.

FORMS ND RE ORDSDD Form 780 Series: purpose prepara ion use and

maintenance of Aircraft Inventory Record.DD Form 781 Series: procedure employed in preparationand use of all parts of the DDForm 781.DD Form 829 Series: purpose preparation, use and

maintenance of Historical Record for Aeronautical Equipment.UER and UR: purpose useand importance, preparationand routing of UnsatisfactoryEquipment Report, DA Form468 and Unsatisfactory Equipment Report, DD Form 1275.Utilization of MaintenanceForms and Records: practicalapplication in use of forms andrecords.DA Form 1352: responsibility preparation, use and rout

ing of Army Aircraft Inventory, Status and Flying TimeReport.DA Form 1890: responsibility preparation, use and routing of Installed and Spare Air-23


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I12345

M STER SCHEDULING SHEETFirst Day Seeond Day Third Day Fourth Day Fifth Day Sixth Day Seventh Day Eighth

Fundamentals of Handbooks of The Maintenance Organizational DD Form 781 The Supply DD Form 780 Five ParManagement and Instruction System Aircraft Series System Series TeehnicalSupervision Maintenance- - - - - - - - - - - - - - - - - -

ditto ditto ditto ditto ditto Supply DA Form 13 52 DA FormProcedures

- - - - - -Safety rechnica.l Publi- Adverse Test Flights ditto ditto DA Form 1890 UtilizationPreeautions cations, Indexing Conditions Forms anand Filing Records

rechnical Duties and Re - Parts Time Compliance Ma.intenance DD Form Weight and dittPublications sponsibilities of Identi1icat1on Technical Man- Scheduling, 829 Series BalanceSystem Maintenance and ua.ls Publica- Methods, anda.nd Supply Pers . tion Cha.nges Marginal Factors- - - - - - - - - - - - - - - - - - - -

ditto ditto Supply Manuals Utilization of ditto ditto ditto dittTechnicalPublications

he schedule of instruction is repeated in the afternoon sessionscraft Engines Report.

GENER L SUBJECTST e s t Flights: general requirements for DA aircraft testflights and maintenance opera

tional checks.Weight and Balance: impor

tance of maintaining properdistributions of weight and balance; discussion and comprehensive study on its principles.A d v e r s e Weather Conditions: the effects of heat, cold,dust, and moisture on the operation and maintenance ofArmy aircraft.Safety Precautions: safetypractices nd precautionary

measures for flight and mainte-nance personnel and materialin organizational maintenance.This instructional materialwill be presented to the attend-ing personnel as shown in mas-ter schedule, with the studentbody broken down into two sections, so that one section maybe able to accomplish the unitmission while the other sectionis receiving instruction. Eachsection will receive 5 hours ofinstruction a day for an 8-dayperiod, for a total of 40 hours.The present plan calls for thepresentation of this course tobe made by three teams, on theschedule shown in figure 1.The team will not try to

OMM NDING OFFICERS

teach your personnel how toperform maintenance. Ratherthe team will teach the principles involved in the differensubject areas and present onesolution to your questions, astaught at the Army AviationSchool. The instructing personnel will be glad to help with anyspecific questions or problemareas which you may have, asking only your cooperation.Hand - in - hand with its instructional mission, this teamwill provide liaison between existing aviation units and theU. S. Army Aviation School toassist in quality control of themaintenance courses taught athe school.

Did you know that it's your responsibility tosee that Army Aviators assigned to your command remain branch proficient? Par. 9 AR95-5 states that, Commissioned officers whohave qualified as Army Aviators are basicallyofficers of their respective branches. They are

qualified to operate Army aircraft as one otheir various normal duties. Unit commanderwill insure that such personnel under their command maintain a high standard of proficiency intheir basic branch.

24


27/40

STAT ION6e

, \n\Oops //,.\ 'c}/\ I\ IWe Got

isorientedFigure 2 in "Magnetic Bearing With ADF," page 32 of theJune ARMY AVIATION DI

GEST, was incorrect. The illustration should have shownthe ADF card with the zeroreading on the nose of the air-

craft, and the needle indicatinga relative bearing of 310 0 tostation "B". The correct Figure 2 is shown at the right.We suggest you clip out thisfigure and paste it over Figure2 in the June issue.

~ II\ ,I\ I\ I\ II

\ I\ I\

Figure 2

Is Army Aviation Effective or ABattle Group Commander In The Field?

These words from a BG commander speakfor themselves: "We took our annual trainingtest two weeks ago. An aviation flight of fairsize was made available to support our 21/2 dayoperation my chopper alone flew 22 hoursduring the exercise."Even in near marginal weather, low scud inthe mountains, we managed to keep thoroughlybusy: 2 H-13s for low reconnaissance and liaison; 1 H-19 for COPL and FEBA delivery ofmines, wire, food and ammo; 1 L-19 for radio

relay day and night; 1 L-19 for Artillery FO;and 1 L-20 for photo reconnaissance, with printsavailable 11/2 hours after request."On the last day the H-13s laid 5 miles ofwire in a few minutes, and the H-19, L-19, andL-20 dropped 3,500 pounds of ammo for resupply on 15 minutes notice. I have never seenArmy Aviation, whatever its handicaps in oldmodel equipment, prove itself in more ways atonce. Without it, the mission would have been3-4 times as difficult, if not impossible

Of Birds Bees anNature's w n g e d crittersspend most of their lives inflight. See and be seen is theirminute to minute business. Yet,there is no case on record wherebees, flies or birds have collided

in mid-air. Just doesn't happenThey live to fly, and fly to live.Man spends the majority ofhis life on the ground, even ihe is sometimes an aviator.Scanning the sky is, not en-

vironmental to him. There aremany cases on record of midair collisions-and near misses.Let's fly to live and live tofly

25

STATION


28/40

EIGHTEENTH NNIVERS RY OF RMY VI TIONThe eighteenth anniversary of Army Avia

tion affords me a welcome opportunity to extendcongratulations and best wishes to the officersand enlisted men of all the branches of theArmy participating in this important activity.

Only a comparatively few years have passedsince modern Army Aviation was established.Nevertheless, during that time, this functionhas come to embrace many phases of Armyactivities, and to include among the individualsperforming this type of duty members of vir-tually all the Army s arms and services. Theirrecord of achievements, in war and peace andin the face of frequently difficult and hazard-ous conditions, has been impressive. Theseachievements, which have played an importantpart in the Army s success, are a tribute to theskill, courage, and devotion to duty which you

and your predecessors have consistently displayed.Equally impressive has been the remarkableexpansion of functions through which ArmyAviation contributes to the Army s effectiv;ness. This expansion clearly reflects the foresight, imagination, and initiative of Army Aviation personnel. Your constant search for improved means of performing assigned tasks andfor new applications of available potentials hasled to the extension of Army Aviation activitiesinto a host of important fields. The result hasbeen a material increase in the mobility, flexibility, and capabilities of the Army and in thewelfare of its individual members.For all your fellow soldiers, I express ourappreciation for your many past accomplishments and our confidence in your contin uedsuccess. L. L. LEMNITZERGeneral, United States ArmyChief of Staff

W RNINGARMY AVIATORS and maintenance person-nel are warned that overhauled L-19 A andE model engines 0-470-11) at their installa-tions may contain the wrong type plunger oilrelief valves. This situation is serious since atleast one oil pump has had a hole knocked in itby the plunger.The defect came to light recently at FortRucker, Ala., when an Army Aviator reportedloss of engine oil pressure during a flight. In-vestigation disclosed that a hole (arrow) hadbeen knocked in the housing of ihe oil pump(P I N 532502-A1) by the pointed end of thewrong type plunger PIN 625173) (pictured atthe right in inset). The hole allowed the oil

from the engine to escape through the housing.The engine had 225 hours since overhaul.An inspection conducted on 48 0-470-11 engines at Fort Rucker disclosed that 8 had thewrong type plungers installed. Of the 48 engines inspected, 30 had less than 200 hours sinceoverhaul; 23 of these had the wrong typeplungers.

Inset shows at the left the proper plunger(P I N 533103) for 0-470-11 engines on L-19 Aand E models. At right is the wrong typeplunger mistakenly installed in these enginesduring major overhaul. This plunger (right)is for the 0-470-15 engine of TL-19D aircraft.


29/40

Decoyl ights/ Fa l se

OBJECTIVE

LandingsKnowledge of WindDirect ion and Speed

Knowledge of Miss i leArt i l l e ry Atom.ic Str ikes

t ,.flI


30/40

JULY 1960respects.Vulnerability cannot be computed in slide rule fashion forairmobile operations. V ulnerability can be calculated only byconsidering the factors influencing it

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Army Aviation Digest - Jul 1960

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