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Army Aviation Digest - Jul 1964

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    UNITED

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

    COMMANDANT U. S. ARMY AVIATION SCHOOLMaj Gen Clifton F. von Kann

    ASST COMDT U. S. ARMY AVIATION SCHOOLCol Robert F. Cassidy

    EDITORIAL STAFFCapt Richard C. AnglinFred M. MontgomeryRichard K. TierneyWilliam H. Smi thDiana G. Will ia ms

    GRAPHIC ART SUPPORTH. G. LinnH. A. PickelD. L CrowleyA. Lofe

    USABAAR EDUCATION AND LITERATURE DIVPierce L. WigginWilliam E. CarterTed KontosCharles Ma bius

    RMY VI TION1GESULY 1964 VOLUME 10

    CONTENTSAnnual AwardWhere Do YOU Stand?Lost Communications Procedures

    Maj Francis P. McDermottFerry Mission Part II,

    Maj William G. Hooks and Capt Ernest A. SmartCrash Call Capt James A. EberwineA Little Human Hide Lt Albert E. HerveyFlight Information and Navaids Office

    Lt Col Richard AlbrightWhy Fundamentals Capt James B. Carlisle Jr.A Possible Cure for Stalls

    A. E. Larson and C. J . Litz Jr.Aircraft Markings10 000 Hours in VietnamProject Okefenokee Capt Robert W. FrostCrash Sense

    NUMBER

    2

    81416

    1821

    22468

    33

    The mi ss ion of the U. S. ARMY AVIATION DIGEST is to provide information of anoperational or functional natu re concerning safety and aircraft accident prevention, trainingmaintenance, operations, research and development, aviation medicine, and other related dataThe DIGEST is an official Depar-tment of the Army periodical published monthlyunder the supervision of the Commandant, U. S. Army Aviation School. Views expressedhe re in are not necessarily those of Department of the Army 01 the U. S. Army AviationSchool. Photos are U. S. Army unless otherwise specified. Material may be reprintedprovided credit is given to the DIGEST and to the author, unless otherwise indicated.Articles. photos, and items of interest on Army Aviation are in v ited. Dirert communcation s authorized to: Editor.in Chief. U S. rmy Aviation Digest. Fort Rucker. Alabama.Use of funds for printing this publication has been approved by Headquarters, Department of the Army, 27 November 1961.Active Army units receive distribution under the pinpoint distribution system aoutlined in AR 310-1 20 March 62. and DA Circular 310-57 14 March 63. Complete DAForm 12-4 and send directly to CO AG Publications Center, 2800 Eastern BoulevardBaltimore, Md. For any change in distribut ion requirements. merely initiate a revised DAForm 12 -4.National Guard and Army Reserve units submit requirements through their stateadjutants general and U. S. Army Corps commanders respectively.

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    WhereoY U

    Stand

    Although this piece was written for aircraft mechanics employedby a commercial company (Trans World Airlines , the salientpoints are applicable to ll aircraft technicians. The aviator'slife depends on the answer to the question, Where do you stand?U. S. ARMY AVIATION DIGEST

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    N AVIATION parlance thereare accidents, and there areincidents, and there are causes ofaccidents and incidents. They canbe broadly categorized as partsfailures, design deficiencies, andpersonnel error. t is commonknowledge that the latter, personnel error, is the prime causeof damage mishap and injury.t is credited as the principal

    element in a high percentage ofaircraft accidents and incidents.Some aspect of personnel errorcontributes to nearly all accidents and incidents. Aircraft andaircraft systems are conceived,designed, developed, and operated by individuals and groupsof individuals. The success of theaircraft and systems is the product of personnel acumen; theirfaults, inefficiencies, and shortcomings result from personnelerror.

    t follows that aircraft accidentprevention and equipment reliability can best be enhanced byan improvement in human re liability. What are the safetyspecifications for the ideal aircraft technician? Let us examine a few of the qualities andcharacteristics which are mostdesirable.

    MATURITYThe responsibility of aircraft

    maintenance cannot be satisfiedby substandard people. t is aman s job. A job which requiresan adult with sufficient maturityto recognize responsibility andthe consequences of irresponsibility.

    JOB KNOWLEDGEThe complexity of our aircraft

    demands the a t t e n t ion ofknowledgeable and expert technicians. Job knowledge is a function of education and trainingwhich, incidentally, does not endwith graduation from a technical school. Any t e c h n i c i nworthy of the name is con-JULY 1964

    tinually training and learningthrough self-study and application, and through a personal desire for proficiency and self-betterment. But job knowledge byitself is not sufficient unless itis coupled with an old-fashionedcraftsmanship t h t receivesgratification and keen satisfaction in doing any job well. Thetechnician who wishes to contribute to safety and reliabilitymust know his specialty andmust develop a fierce professional pride in the quality of hiswork.

    PURPOSEThe untrained, inexperienced

    mechanic is dangerous. He is adanger to himself, his associates,and to the public. His oppositeis the careful, purposeful technician who concentrates completely on his job at hand. Heis constantly aware and alert.

    INITIATIVEThis attribute is closely asso

    ciated with imagination, and itis almost synonymous with enthusiasm and energy. The lazyman does not exert himself tofind, fix or adjust safety deficiencies. He waits for the malfunction. The ideal techniciananticipates the malfunction andprevents its occurrence. He useshis imagination and initiative actively and enthusiastically to detect and remedy accident causesbefore they occur.

    INTEGRITYThe qualities of the ideal tech

    nician are not attainable unlessthe individual has the intelligence to recognize their desirability, and hils the integrity tos t r i v e for their developmentwithin himself. The individualmust have the wit to recognizethat a neglected job not only invites accidents, but also reflectsunfavorably upon his personal

    integrity. He must have the conscience which will cause him todetest any such reflection andthe determination and will toprevent it.

    These are but a few of thetraits and characteristics of theideal technician. t may appearthat he must be a superman, butthese are merely the virtueswhich build human reliabilityand prE vent personnel error.These are the virtues whichbuild self-respect and commandth i respect of others; virtueswhich differentiate between theJourneyman and the incompetent, between the capable andthe mediocre, and between theprofessional and the amateur.WHERE DO YOU STAND?

    TWA Maintenance InformationLetter. Reprinted from FlightSafety Officer s Study Kit.

    The aviator s life depends onthe mechanic s professionalism

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    i S YS t ~ V f

    Dear Major McDermott:Mr. Warren has asked me to reply to your letterof April 13 1964 regarding your radio failurearticle.Our review and comments are confined to reg-ulatory and procedural accuracy.We can neither confirm nor deny some of theopinions expressed in your article. Particularreference is made to those on pages 1 and 2While we can neither endorse nor disagree withthe opinions expressed we do believe that. thearticle is thought provoking and timely and weendorse the publication.Sincerely yoursDaniel E Barrow Acting ChiefAirspace Regulations andProcedures DivisionAir Traffic ServiceMaj McDermott is Chief StandardizationBranch Standards Division Dept o AdvF jW Tng USAAVNS

    Maior Francis P McDermoH

    LostommunicationsProcedures

    ARECENT RADIO failure survey conductedby FAA revealed that a military pilot couldexpect his radio communications equipment tofail once in every 590 IFR departures. How closeare you to your 590th departure? Do you understand the procedure and do you have confidencein your ability to handle the loss of two-wayradio communications should it occur?

    Recently while attending the Fixed Wing Instrument Examiner Course at USAAVNS Ifound that many of the interpretations I supported concerning lost communications procedures under IFR conditions were incorrect. I soonrealized after discussing this subject with otheraviators assigned to Fort Rucker and aviatorsattending multiengine transition courses at theAviation School that they were equally uncertain regarding these procedures.

    Many reading this article may feel so certainof their knowledge of lost communications procedures that they might consider it unnecessaryto read further. f you have a complete understanding and a correct interpretation of the procedures outlined in Federal Aviation Regulations

    U. S. ARMY AVIATION DIGEST

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    (FAR) 91, the Flight Information Manual, or theATC Section of the epp Manual, you can consider yourself in a very small minority. f youdoubt this, assemble 10 aviators and have themread pages 5 and 26 of the ATC Section in theJ epp Manual. Then question them on their interpretation. f you find two of the 10 who agreeon one interpretation of all procedures, you willhave a fairly accurate indication of just whatthe Army Aviator's understanding of these procedures is.

    One might ask, why is there so much disagreement and inconsistency in the interpretation ofsuch an important subject? The answer to thigquestion is a combination of many factors. Themost prevalent reason is a result of instrumentexaminers giving other aviators incorrect inter-pretations of lost communications procedures.Examiners should remember that most aviators,when asking a question concerning this subject,treat the answer as gospel - and whetherthe explanation is right or wrong will soon passthe word to everyone within sight or sound.Also, center controllers often contribute to themisunderstanding of these procedures by givingtheir opinion to inquiring aviators rather than theofficial F interpretation. Have you ever heardan aviator say, I know this is the correct procedure because I asked Oshkosh Center ? Ofcourse, everyone listening accepts it as fact sinceit comes from the top. But individuals at ATC

    JULY 1964

    centers are not the top; FAR 91.127 and theofficial FAA interpretation of this regulation are.In an attempt to resolve some of the misunder

    standing surrounding this rule on lost communications procedures, the subject was discussedwith FAA authorities in Washington and theFAA and ATC representatives at Fort Rucker.FAA was especially helpful since they had recently completed a study of the problems relating to the radio failure altitude requirementsand a separate radio failure survey. The mostconsistent problem areas discussed with FAAare listed below with FAA interpretations.

    ROUTEThe procedures governing the route which a

    pilot should fly after experiencing two-way communications failure is probably the best understood of all the procedures. Two r e s ~ the termexpect further clearance via and the rada.rvector, need clarification.

    In some cases ATC will clear an aircraft to afix short of the radio facility serving the destination airport on a route other than filed or re-quested (fig. 1, route A). When this clearanceis issued, ATC is required to specify a proposedrouting beyond this clearance limit (Banks) bystating, Expect further clearance via V -454 toColumbus. We know that we must follow thisroute to our destination if we lose communications.But what if a pilot has been cleared on theroute requested (fig. 1, route B) to a ix (Eufaula) short of his destination and ATC adviseshim to Expect further clearance via V-159 toMidway Intersection, V -454 to Columbus uponreaching Eufaula. Many aviators would disregard this proposed routing since they are noton a route other than that filed or requested andwould continue on V -241 to Columbus. This

    w o t t ~ d be wrong. n the absence of an assignedroute the route specified by Te on which afurther clearance may be expected takes prece-dence over the route filed or requested.

    The misinterpretation of the regulation concerning radio failure during a radar vector hasresul ed in a misunderstanding of the correctprocedures. When a controller commences a radarvector, he should advise what the radar vectoris to achieve. When this vector is to a ix ratherthan an airway, a pilot who has radio failureduring the vector should proceed directly to thefix specified. When on a radar vector which hastaken the aviator off his assigned route (whichincludes airspace 5 miles on either side of centerline), the correct procedure specifies that the

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    flight should return to this route by the mostdirect course. Some interpret this to mean lit-erally a 90 angle of intercept.

    f the aviator can determine his position asbeing within the assigned route, how he inter-cepts his route centerline is a matter of individualtechnique. However, i the pilot determines heis outside of his assigned airspace, he will beexpected to return to the route specified in theclearance by the most direct course possible.Usually this may be accomplished by proceedingon a course which will intercept his route at a90 angle. Upon reaching this airspace, the pilotmay then correct to the course centerline by anymethod he desires.

    HOLDINGSome misunderstanding has arisen concerningwhen to hold, when not to hold, and when to

    depart the holding fix. The following proceduresshould be used when cleared to a facility shortof the destination and radio failure occurs beforereaching this clearance limit.With Holding Instructions When holding instructions include expectfurther clearance time, hold until the time specified, then proceed to the radio facility to be usedfor the approach at the destination airport. When holding instructions include expectapproach clearance time, hold and depart thefix to arrive over the approach facility servingthe destination airport at the expected approachclearance time. In other words, depart the clear-ance limit at expected approach clearance (EAC)time minus estimated time en route (ETE) tothe destination facility.Without Holding Instructions

    f no holding instructions have been received,do not hold, but continue to the approach facilityserving the destination airport.

    f holding is necessary at the radio facilityto be used for the approach at the destination,holding should be accomplished in a holding pat-tern on the side of the final approach courseon which the procedure turn is prescribed.

    ALTITUDEMore confusion and misunderstanding result

    from the altitude section of the lost communica-tions procedures than from the other sectionscombined. f aviators do not have a clear under-standing of the route structure system, they alsomay have difficulty understanding the lost communications procedures with respect to the al-titude to be flown. .

    Briefly, the route structure system is the di-6

    VISIOn of airspace into layers. These layers arereferred to as low altitude (ground up to 14,500feet), intermediate altitude (14,500 feet up toflight level (FL) 240), and high altitude (FL240 and higher) route structures. Actually, know-ing the location of the bases and tops of routestructures is all that is required for an under-standing of the correct procedure to follow.

    f assigned an altitude in the route structurefiled or later requested, climb and maintain thisaltitude or the minimum en route altitude(MEA), whichever is higher, to the radio facilityserving the destination airport.

    f assigned an altitude in a route structurebelow the one requested, ATC is required tospecify a time or fix at which clearance to analtitude in the initially requested route structurecan be expected by stating, Expect furtherclearance at (a speCific altitude) at (a specifictime/fix). f radio communications failure occurs before receiving a clearance into the re -quested route structure, the expected altitudewill be considered an assigned altitude and aclimb to this altitude will commence at the timeor location previously specified

    However, i f assigned an altitude (fig. 2 dottedline) in a route structure below the one filed(broken line) and ATC has not issued an Expectfurther clearance at (altitude), maintain theassigned altitude (8,000 feet) or MEA (which-ever is higher) until 10 minutes after passingthe first compulsory reporting point (B) overwhich radio failure prevented communicationswith ATC. Then climb to and maintain the lowest cardinal altitude (15,000 feet) or flight levelat or above the MEA of the highest route struc-ture requested. In nonmountainous terrain, these

    igure 2

    U. S. ARMY AVIATION DIGEST

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    altitudes will nonnally be 15 000 feet in the intennediate route structure and FL 240 in thehigh altitude route structure.

    The tenn expect further clearance has resulted in some misunderstanding when referringto the assignment of another altitude in the sameroute structure filed or later requested. Thisphraseology is not used for altitudes in th sameroute structure but is used only when assignedan altitude below the highest route structurefiled. I f you should receive this clearance froma controller, ask for clarification.When radio failure occurs in a situation wherea higher route structure has been filed the pilotwill always eventually climb to this route structure. However, a pilot does not always descendto a lower altitude that has been filed or re quested. For example, i f a lower route structurehas been filed or later requested for the final segments of the route, the pilot should remain in hisroute structure, maintaining the last assigned altitude, until reaching the facility serving the destination airport.

    I f clearance has been received to descend toan altitude in a route structure below the highestfiled or requested, and i f radio failure occursmaintain the last assigned altitude or MEA(whichever is higher) rather than climbing backto the highest requested route structure.

    The last aSSigned altitude or MEA (whichever is higher) must be maintained until reaching the radio facility which the aviator hasselected for the approach to the destination airport. Therefore, the loss of two-way communications precludes the use of transitional altitudesbetween radio facilities within the terminal area.

    APPROACHDuring lost communications procedures, it

    must be remembered that an instrument approachbegins when the descent is started from pver theradio facility to be used for the approach andnot when the aircraft is low station inbound. Thisdescent to the initial altitude for the execution ofthe instrument approach should be accomplishedin a holding pattern on the side of the finalapproach on which the procedure tum isprescribed.

    I f a clearance for an approach has been received begin the approach upon arrival over theradio facility. I f a clearance for an approach hasnot been received but an expected approach clearance time has hold until this clearance time andstart the descent from the last assigned altitude,executing an approved instrument approach tothe airport. I f the aircraft arrives over the facil-JULY 1964

    ity later than the expected approach clearancetime begin the approach upon arrival. I f no expected approach clearance time has been received start the approach at the estimated timeof arrival as indicated by the flight plan or uponarrival over the radio facility whichever is later.

    I f an aircraft has departed an outer fix on aradar vector, the flight should proceed on a directcourse to the radio facility to be used for the approach and execute an approved approach uponarrival. A straight-in approach, when approvalhas been received before radio communicationsfailure is authorized.

    ALTERNATE AIRPORTMany aviators have a hard time resigning

    themselves to the fact that the procedures to beused when flying to an alternate are not published. Let's assume you are inbound to the facility serving your destination airport when youexperience two-way radio failure. No r ~ l problem develops until you have reached your minimums on the approach and realize you can'tbreak out. What do you do? I f you don't know,where can the instructions for the procedure befound?

    The Aviation School teaches its students toproceed via the most direct airway route to thefacility serving the alternate airport at the MEAof the route structure filed on the original flightplan and to execute an approach upon arrival.

    The solution is not published specifically butit is covered by the preamble to FAR 91.127. Thisrule states: I t is virtually impossible to promulgate a rule which provides definite action forevery conceivable eventuality associated with ra dio communication failure. Such a rule would betoo voluminous for ready comprehension and.application. Conversely, it is not intended to promulgate a rule so brief or general as to be ambiguous. Also During two-way radio communications failure, when confronted with a situationnot covered in the regulation, pilots are expectedto exercise good judgment in whatever actionthey elect to take.

    It would be well for the aviator to rememberthat many situations are not specifically coveredin writing but are left to the individual judgmentof the pilot. So i f confronted with a Whati f ? realize that the solution for the most partwill be based on judgment and not the writtenword.

    Included in one's judgment is a very important commodity - common sense. The FAA radioontinued on page 3

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    8

    FerryMission Part II

    This article (see June 1964 issue for Part I) offers guidelineswhich may be helpful to units ordered to deploy one or more aircraftoverseas. Information is based primarily on the deployment of the1st Aviation Company to the Far East, but also includes data obtained from records of previous ferrying missions and from discussions with aviators having personal experience in this type ofoperation.

    Maior William G Hooks and Captain Emest A Smart

    As IN ANY FERRY mission, careful consideration must be given to the condition ofthe aircraft. This not only includes their physicalcondition but also planned maintenance supportthat will be available en route.Obviously, each aircraft should be thoroughlychecked out before departure. f an aircraft isnew it should have at least 5 hours flown offto enable personnel to become familiar with allsystems and to ensure that they are workingproperly.

    Flights should land at U. S. military baseswhenever possible to take advantage of groundsupport equipment, such as machine shops. fpossible a maintenance stop should be scheduledto take advantage of a third echelon maintenancefacility.

    Periodic or intermediate inspections must beanticipated. A maintenance team with appropriate tools, parts and other equipment should besent to a midway point when possible to assistin maintenance support. It is equally importantto have sufficient maintenance personnel avail-

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    able in flight to handle unanticipated problemsthat develop. This is especially important whenlanding at foreign civilian bases where little orno maintenance assistance is available.

    Flyaway maintenance kits must be availableduring any ferry mission. Personnel experiencedin parts usage should be consulted along withthose responsible for maintaining the aircraft enroute.

    Quick change assemblies (QCAs) should bepre-positioned en route. Exactly which QCAs tomake available depends on experience factorsnumber of aircraft to be ferried, availability ofparts and equipment en route, and similar factors.The need for special tools ground su p 0 r tequipment, and qualified personnel must be considered when planning for QCAs.

    Refueling en route is another factor to considerwhile preplanning the mission. Care must betaken to ensure that too many aircraft are notsimultaneously assembled at a civilian refuelingpoint. This places an excessive load on the installation and usually results in an inefficientand unsatisfactory operation. When in doubtabout a civilian installation's refueling capability,information should be requested from the Armyor Air Attache, or the consulate in the countryconcerned. Such problems are generally not encountered when it is possible to land at U. S.military bases.

    Auxiliary fuel systems especially in the CV-2B require excessive time to service. f specialnozzles or adaptors are required they should becarried aboard the aircraft. This saves manyhours during refueling operations and provesbeneficial during replenishment of the oil tank.Auxiliary fuel tanks obviously are important onextended ferry missions and should be thor-oughly checked out before departure

    POL requirements at each base must be requested as far in advance as pOSSible. No problems should occur insofar as payment is concerned. The use of Standard Form or credit cardss generally accepted. Upon notification embassypersonnel usually make POL arrangementsin advance and the pilot needs only to sign thevendor's sheet.

    NAVIGATIONThe Flight Information Publication (Plan

    ing) provides invaluable assistance in planningavigation procedures for a ferry mission. t is

    published in three sections by the AeronauticalChart and Information Center (ACIC) of theU. S. Air Force and is found at most base opr a t ~ 9 e offices.

    JULY 1964

    It is quite important that all aviators participating in a ferry mission be aware of the International Civil Aviation Organization's (ICAO)rules and procedures, which are not generallyavailable for everyday use in CONUS. This information is found in Section III of the FlightInformation Publication (Planning).After a route has been selected it is necessaryto determine the time required to fly the route.This is best accomplished by preparing the navigation log sheet. The log sheet indicates all navigational aids to be used, true courses, variation,wind direction, wind speed, TAS, magneticheading, distances and other information whichprovide the pilot with an excellent means ofnavigating. At most bases canned routes areused in everyday operations; a log sheet is available to plan the next leg. But this does not preclude the requirement during initial planning toprepare a log sheet for each leg. This information is needed in requests for diplomatic clearances.

    The Jeppesen Company provides requiredaviation charts (including approach charts) forthe flight. Necessary VFR charts, the flight in formation supplement, flip charts, and other navigational publications are available through normal channels. ASSIstance in obtaining navigationalpublications can be obtained from the ArmyFlight Information Office.

    Overwater navigation is a challenging experience due to the vast distances that must be flownover open sea without navigational aids. The lackof a long- range navigational (LORAN) or celes- uxiliary fuel systems should be

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    In remote areas aircraft should travel in /lightsthe Foreign Clearance Guide assists in this

    MEDICAL CONSIDERATIONSPrior to departure, all crewmembers should beby a flight surgeon. While the nature of

    uch briefings varies according to routes and desinations, they usually cover such areas as theroper use of earplugs, oxygen and drugs; healthand sanitation conditions in various foreign coun-tries; and how to prevent fatigue with properrest and eating habits.

    The flight surgeon should also be consultedr eg a r in g immunization required to leaveCONUS and to enter foreign countries the For-eign Clearance Guide and AR 40-562 should alsobe consulted). Certain nations have unique im-unization requirements and a few require thatthe Department o Defense Medical Services cer-tified immunization stamp be placed on all sec-tions of DD Form 7 7. Small medical kits with certain essential itemsshould be made up for each aircraft to precludea need to break into an MB-4 or similar emer-gency medical kit. A metal .30 caliber ammuni-tion container can be used. While the flight sur-geon should be consulted for a list of items toinclude, the following items are generally rec-ommended: gauze, surgical tape, bandages, iodine or similar antibacteria ointment, APCs, coldand sinus tablets, nose drops and inhalers, andvarious medicines to relieve diarrhea and dysentery.

    When planning routes, it should be remember-ed that RONs at U. S. military installations pro-vide en route medical aid. f an injury or illnessarises no matter how minute) a flight surgeon ordoctor should be consulted. It should be stressedthat colds are especially hazardous and medi-cal attention should be obtained as soon as possible. At airfields other than U. S. bases, theJULY 1964

    MAAG Military Assistance Advisory Group)physician or the U. S. Embassy doctor should becontacted. Although they do not have the author-ity to ground aviators, their advice should beheeded.

    HELPFUL HINTSPassports and visas Upon notification of a ferrymission immediate action should be taken toobtain passports and visas. Considerable delayhas been experienced in this area in the past.Bear in mind that an application for a passportfrom a warrant officer or enlisted man requiresa copy of his birth certificate. Units can save agreat deal of time by anticipating this require-ment and having warrant officers and enlistedmen keep copies of their birth certificates intheir units.Money exchange Money exchange problemsarise i travelers checks are not carried. Usuallymoney changers are located at airports or down-town hotels. Rates of exchange and the questionof converting local currency back to Americanmoney should be ascertained before purchasinglocal money.Orange flight suits The orange flight suit nowbeing used by many Army Aviators is excellentfor survival purposes, but could be the causeof embarrassment i worn in certain Orientalcountries. The suit is similar in color to the habitworn by Buddhist monks. This garb sets themapart from their brethren and in turn gives thema saintly aspect. Because of this religious implica-tion the orange flight suit should not be worn inpublic in Thailand, Laos, the Republic of Viet-nam, or any nation where Buddhism is a primaryreligion.American Embassies Whenever a flight en-counters a problem it cannot solve in a foreigncountry, the leader should immediately turn tothe American Embassy or consulate. They pro-vide sound advice, make arrangements for bil-lets, mess facilities, transportation, and providemany other services.

    Oxygen Oxygen needs should be anticipated.The exact amount and the type needed should bemade known to bases along the route. When special fittings or adaptors are required they shouldbe carried on each aircraft. Due to a lack of oxy-gen at certain civilian bases, the oxygen supplyaboard each aircraft should be used with the ut-most discretion.Tech reps Technical representatives are usual-ly available to accompany larger flights. In amovement of a Caribou unit it is strongly rec-ommended that a tech rep go along. In other

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    erryMission Part IIcases it may not be feasible for one to accompany the flight, especially i f they are availablealong the way.Weather conditions U. S. Air Force weatherfacilities provide long range weather predictionsfor various routes. However, weather along aparticular route most likely will vary from VFRto IFR. Generally, it can be anticipated thatsomewhere over the Atlantic or Pacific a bandof frontal weather will have to be penetrated.

    n Southeast Asia the monsoon season must beconsidered. t is extremely difficult to fly throughmonsoon weather, which can range up to 600miles or more along a route. This weather contains extremely heavy rain, low ceilings, andtops of buildups ranging to 18,000 feet or more.t may be possible to fly VFR through thisweather, but it is not recommended.

    Initial Planning hecklist1 Passports, including visas.2 Shot records, including required shots for

    each country and also the Medical Servicescertified immunization stamp.3 Route, including alternate routes.4 Flight itinerary.5 Necessary flight publications, including VFRand IFR charts, Consolan charts, and approach plates.6 Navigation log.7 Authentication tables (picked up at the clear

    ance base).8 Flyaway kits.9 780 gear for the aircraft.10. Small utility first-aid kit (1 per aircraft as

    sembled by the flight surgeon).11. Survival gear (arctic, jungle, desert, andoverwater) .12

    Disinsectization procedures n certain countries this procedure is closely controlled andmust be accomplished in the manner prescribed.Procedures are covered in the Foreign ClearanceGuide.Headsets The APH-5 helmet should be wornduring takeoffs and landings. While airborneit can be removed in favor of the lighter headsetto help minimize fatigue. Headsets for the entirecrew should be carried.Flight itinerary log This log allows all personnel involved in the mission to follow the progress of the flight. t should be made out beforedeparture and contain such information as departure and arrival times and dates at variousstations, mileage between stations, time zone factors, etc.A uthent ication tables These are usually issuedat the Foreign Clearance Base before departingCONUS. They provide information to be used incase of being challenged by a ground station oranother aircraft.

    ltimeter settings Use of the standard altimeter setting (29.92) during overwater flightsand in some overseas areas is customary andArmy Aviators should be aware of this new procedure. Other new terms include transitionlevel, flight level, and transition altitude.Such terms are defined in Section II of the FlightInformation Publication.

    RecommendedSurvival Supplies1 Survival kit, overwater, FSN 8465-973-1863(QM) , one per person. (A different overwatersurvival kit is used in Army aircraft with ejectionseats. A FSN has not been established for thiskit. Until this kit becomes available the Navy's

    PK-2 overwater kit, FSN 4220-516-3496, can berequisitioned. One per seat.)2 Life preserver, underarm type, B-7, FSN4220-657-2197 (TC) , one per person.3 Liferaft, inflatable, seven-man, includes survival equipment, FSN 4220-245-7751 (TC) , oneper aircraft. (The seven-man liferaft is not usedin Army aircraft equipped with ejection seats.)4 Anti-exposure suit, Air Force or Navy item.To be used when water temperature is less than55 F, one per person.5 Survival knife, FSN 7340-098-4327, one perperson.6 Survival kit, PSK-2; a personal survival kit

    to be carried on the person. FSN 6545-611-0978(Med), one per person.U. S. ARMY AVIATION DIGEST

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    Overwater reporting procedures In additionto mandatory reports at positions indicated onthe navigation chart, it is wise to r e p o ~ t every5 longitude or latitude change. See FlIght In -formation Publication.)rrival and Departure messages Due to thelarge number of agencies interested in the prog-ress of the flight, a prompt efficient means mustbe devised to keep all infonped. On previousflights arrival and departure messages have beensent at each stopover. Addresses vary, dependingon the mission. Agencies that must monitor theflight to its destination are sent all messages.Stations are dropped from the list of addressesonce the flight arrives there.

    Arrival and departure messages also can beused to disseminate information concerningchanges in itinerary, maintenance delays, w e ~ t h -er delays, etc. At military bases the operatIOnsofficer will assist in sending the messages. Atcivilian fields the Army or Air Attache or theconsulate will assist.By developing its capability to quickly and ef-ficiently ferry certain of its a i ~ c r a f t o : e r s ~ a sArmy Aviation can make a major contnbuhonto the combat effectiveness of the ground forces.

    General George H. Decker as Army Chiefof Staff pointed out that in the next d e ~ d e wecan expect Communist wars of subverslon andcovert aggression to flourish in Asia, Africa, andLatin America. Army Aviation must be able toinstantly deploy to these troubled areas to helpnip in the bud Communist aggression.Caribou arriving in Southeast siamission accomplished

    JULY 1964

    Lost ommunications ProceduresContinued from page 7failure survey brought out many instancesin which it appeared common sense waS not ex-ercised. Some examples: During the survey roughly 10 p ~ r c e ~ t ofthe 546 aircraft which experienced radIO faIlureencountered communications difficulty in VFRconditions on departure, and instead of landingas soon as practicable continued on to their des-tination. Of the total of 48 aircraft which causedother aircraft delay, 42 of these were aircraftwhich continued on to their destination, four wereaircraft which returned to the departure point,and two landed at airports en route. Aviatorsmay not realize what problems a prolongedflight presents to the ATC system. Landing andtelephoning FAA to advise them that you are onthe ground is the safest and simplest solution.

    When a pilot realizes he has lost communica-tions on his assigned frequency, he should attemptto reach the controller on other frequencies. fthis fails he should use the IFR en route 272.7)and t h ~ the VFR en route 255.4). Finally, ithe pilot is unable to c o m m u n i c ~ t e on any ofthese frequencies, he should sWltch to guard243.0) and make all position reports and broad-cast his intentions in the blind. During the survey62 of the radio failure reports indicated that thepilot had not lost his transmitting capability;however, very few used their equipment to makeblind broadcasts. It should be clear why a pilotshould keep talking.

    Another important procedure that is some-times forgotten is the use of navigational r e c e i ~ -ers to obtain instructions. Most en route naVl-gational aids have the capability of transmittingvoice and, providing the pilot turns up the vol-ume, are an excellent means of gaining weatherinformation and instructions from the controller.

    Any assistance that can be given the controllerwhen we have lost communication capability,such as transmitting in the blind, landing i VFR,and using navigational radios to receive instruc-tions, will make the air a safer place for all of us.

    Whether it is your first or 590th IFR departuremakes little difference. Being aware of the pre-amble and the contents of FAR 91.127, checkingNOTAMs and approach plates for specific pro-cedures, having a knowledge of local SOPs, andexercising sound judgment and common senseshould equip all aviators with the ability to handleany lost communications situation that develops.

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    Captain James A. Eberwine

    CRASHCALL

    Each crash is as inherentlydifferent from another asare fingerprints, but theprimary variable is accuratelocation of the crash site.

    THE BELL RINGS, liftingyou out of your seat. Youfind yourself running down thehall, your heart racing as youdodge bystanders. Footsteps behind you grow louder as some-14

    one shouts, Mohawk in thetrees " Out the door, across thelawn, then onto the concreteapron. You climb up the side ofyour CH-34 crash-rescue helicopter. As you slide through thewindow into the cockpit, at thesame time hitting the batteryswitch, your medic and two firemen handle the fireguard andwheel chock duties. As you engage the rotor, ground controlradio tells you the accident is2 miles out on a 3 heading.With the crew aboard, the highmagneto check is followed by animmediate 3 maximum performance takeoff. Elapsed time:1 minute.

    As you skim the treetops youcan see the smoke in a heavilywooded area. You come to ahover above the trees just to theside of the crash site, and yourmedic and firemen descend tothe ground in their hoist operated crash bag. Elapsed time: 3minutes.

    The crash scene reveals thatboth pilots are alive via lowlevel ejection, but one pilot isbadly burned due to descendingthrough the crash fireball. Themedic applies first-aid, helps theinjured pilots into the crash bag,and they ascend to the hoveringCH-34. Elapsed time: 5 minutes.

    As you touch down on the hospital helipad, a flight surgeonmakes a preliminary examination and assists the patient intoa w a i t n g ambulance. Uponreaching the hospital emergencyroom, further medical care isprovided. Elapsed time: 10 minutes.

    The previous story is a sequence of truths, the isolatedtruths taken from actual crashcalls performed by the CH-34crash-rescue helicopter at CairnsArmy Airfield, Fort Rucker. Thetruths, however, are compressedinto a time factor achievedunder ideal condit ions - con-

    ditions that almost never existThe variables that prevent theideal crash - call - response - timeare the reasons for this article.

    These variables are offered sothat each individual aviator maybetter react to the unusual circumstances that envelop a crash.Each crash is as inherently different from another as are fingerprints, but the primary variable is accurate location of thecrash site.

    Error is held to a bare n -mum on the part of the crashrescue helicopter team. Our CH-34 is painted white with a redcross for easy identification, hasa maintenance priority over other aircraft, and the pilot-copilotmedic-firemen crash team supplement their rescue work withfrequent proficiency training.

    Our attention then focuses onthe crash participants and personnel having immediate knowledge of the crash, its geographical location, time, and all otherpertinent facts. Since the adrenalin glands pump wildly under duress, the persons havingdirect knowledge of the accidentlocation may fail to locate theirpositions properly, resulting indelay of medical aid to injuredpersonnel. The following examples sho.w how the human errorfactor entered to slow the patient-to-hospital time.

    On one crash call a UH-l circled the crash site and the pilotlocated his position, initially, 16miles from his actual location.Our white CH-34 flew more than5 miles in search patterns seeking visual contact. Other variables in this case were twelveCH-34s and seventeen UH-ls, allflying training or search patternsCapt Eberwine is assigned to theU S. Army Hospital Ft RuckerAla. and has served nearly 2years w t h the crash-rescueteam.U. S. ARMY AVIATION DIGEST

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    of their own. Upon visual contact we learned, with mixedemotion, that the circling aircraftcontained the crash victims.

    Other situations, while lesscomplicated, resulted in similarinaccurate position infonnationbeing passed to the crash-rescuehelicopter resulting in considerable delay. Available means ofself-location, but often unused,are VOR and ADF.Sometimes the curious can bein the way. During a treetopcrash-bag operation, a UH-lbuzzed in close for a good lookand its rotor downwash nearlycaused the crash-helicopter tosettle into the trees. Aircraftshould remain away from crashrescue scenes unless they have adefinite mission there.While the majority of crashcalls involve routine groundloops or damaged wing tips, occasionally we have the pure satisfaction of the positive resultsof speed and efficiency. Responding to a call at a fixed winglanding strip, we discovered thepilot of an 0-1 still trapped inhis crumpled cockpit. The wingsand tail were severed by treesas it cartwheeled, and the fuselage was horseshoe-shaped fromwrapping around still n o ttree. It took five men to untanglethe wreckage sufficiently to permit rescue of the pilot.

    Good fortune sometimes playsa major role in rescue operations. A crash call resulted whenflares severed the empennage ofan OV-l Mohawk, sending theaircraft plummeting into thetrees in the impact area of .anartillery firing range. Two crashhelicopters made night landingsnear the crash scene for possibleassistance. The crash had apparently claimed two lives. During the time used to post a guardat the crash scene and extricatethe suspected fatalities for medical verification, the one aviatorJULY 1964

    who had survived a last minute time from impact to the operatejection was able to make his ing table was 17 minutes. Theway through the underbrush, time saved in this case may haveguided by engine noise, to the saved the pilot's badly laceratedcrash-helicopters. He was im- feet from amputation,mediately evacuated to the hos- The primary mission of thepita . A slightly different situa- crash-rescue helicopter team istion could have resulted in the to save lives and expedite medinjured pilot's spending a night ical care for the injured. Eachexposed to the cold and ele- team member is trained for hisments. part, but you the individual

    In another instance, the crash- aviator can also have a vital partrescue helicopter was on final in this mission. Understand theapproach to Cairns Anny Air- ways you can help or hamperfield when a Gennan aircraft rescue operations and play yourcrashed on the field. Elapsed part.

    " Getting the facts a 'am "Crash investigators often re port difficulties getting the factsfrom witnesses. Here's one report by the Norfolk SAR Coor

    dinator which tops their beststories to date. It's Case 134 reported by the Norfolk DF Radar Net," Monthly SAR Summary.Time of Initial Alert: 1431RAlerting Station: HickoryNature of Distress: P os s ib I e

    ejectionWeather: CAVU1431R Hickory advised an air-craft was down in .vicin

    ity of Lake Catherine (35miles 268 0 from CherryPoint) .

    1434R Cherry Point advised thattwo fire towers sighted anairborne explosion a n done parachute, vicinity ofhighway 53 R4D airborne to search.1435R Hickory advised a fannerhad seen an aircraft anda parachute.

    1437R MCAS New River advised that at 1345R theChinquapan Fire Towersighted an airborne explosion and obtained abearing of 079 0 estimated5 miles. T -28 and HR4Sairborne to search.

    1445R RCC requested all stations account for aircraft.1449R Cherry Point launched 2OEs and a helicopter.State Police alerted. Rescue Coordination Centerrequested a h e l i copterland and interrogate witnesses.1514R Helicopter I a n d e d andtalked to lady witness.She said it happened at1100R.1521R Cherry Point a d vis e dthat the lady heard an explosion and saw something drop from the sky,then reported it to theforest tower.Results:1530R Cherry Point's investigation r ev e a l ed that awhirlwind had picked upsome cloth tobacco seedbed covers and at thesame time an aircraft hadbroken the sound barrier.No aircraft overdue. Caseclosed.Comments: This case is good for

    more than laughs. It's a lessonin the value of second and thirdhand infonnation p as s ed byword of mouth versus complete,accurate, verbatim reporting.

    APPROACH MagazineMarch 196315

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    . ... . m [:ji j : : ::: .. .. : . .

    . . ........................... ..................~ ~ ~ ~ . ~ ~ . ~ ~ ~ ~ ~ ~ " : : . .

    . . .. . . o . . . . . . . . . . . . ... .............................. 0 . ~ . . .. . - A_A Little HUlDan Hide

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    W HEN I GRADUATED from flight school,one of my instructors told me that my newsilver wings would hardly compensate for thehuman hide that would be knocked off me in theschool of experience.Two weeks later I had reason to remember his

    remarks when on a routine CR flight I encountered fog, severe turbulence, and lightning. Andto top it off, the airport I was cleared to wentbelow minimums when I was on final.t all happened one February morning when Ileft New Orleans, La., in a U-6A headed for FortRucker, Ala. New Orleans and Rucker were bothVFR. Biloxi and Gulfport, on the Mississippi

    Gulf Coast, were reporting fog.The FAA at New Orleans Municipal showedme the sequences along with other weather chartsand forecasts. A cold front and squall line were

    due in New Orleans in a matter of hours. Stationsnorth of the Mississippi Gulf Coast were VFR.t appeared that the fog bank extended only ashort distance inland, but 1 waited a while tocheck again.

    Thirty minutes later I went back to the FAA,and now things looked a bit better around Gulfport. The man's word was, "Go f you leavewithin 3 or 45 minutes you can make it all theway VFR.

    Hurriedly I filled out the 398 (FAA Flightplan) and filed VFR direct OZR at 2,000 feet.Mindful of the turbulent weather I might runinto, I took extra care in my preflight. Severalother aircraft were ahead of me, and after whatseemed like ages I was at last over Lake Pont-chartrain headed east.

    The ceiling was a little lower than 2,000 andit was marginal weather, but Caizns at Ruckerwas VFR so I expected the weather to get bet-ter. I planned to stay well north of Gulfport andBiloxi to avoid the bad weather there. However,about 3 minutes out, special weather broadcastsstarted coming in from the omni station. Almostevery five minutes some Louisiana or Mississippistation reported an IFR or thunderstorm condition. I had to keep flying lower and lower tomaintain visibility. But I didn't worry, though;I was sure good VFR was just ahead.

    When I hit 1,000 feet it dawned on me thatthe fog must have moved farther inland thanexpected. I performed a 180 and started backto New Orleans. Going in the opposite directionI found that I had to fly lower to maintain contact with the ground. Before I got too low toJULY 1964

    receive the VOR, I heard New Orleans had goneIFR.I got on the horn - 257.8 for any FAA tower,255.4 for a FSS, 272.7 in case they might receivethis better, and 236.6 for any Air Force tower -but got no answer. I turned to 243.0 and received

    no answer after two calls.I was circling a dual lane highway at about150 feet and had already thought of landingthere when a weak but readable voice on theradio said, Army 12345, Keesler tower. Over.After getting a clearance I climbed to 2,000feet on instruments, scrambled through my Jepcase to get the approach, and started to carryout the instruction. The Biloxi field was above

    minimum with 4 and 1. On my way up to2,000 both ADF and VOR looked better.On approach to Keesler the field went to 100and Y with light rain starting. I began to worry.The front and squall line should have been an-other hour away. But the aircraft was gettingharder to handle, the Jep case was sliding abit and the shoulder harness needed to be tighter.I began to lose some hide.

    I got another clearance dir.ect to a NDB, directto Brookley VOR for an approach to BrookleyAFB, Mobile, Ala. Again I came up with charts,estimates, and approaches. t was raining hardnow and the ADF needle was swinging so muchto either side of zero it was almost unreadable.Even worse, I couldn't hold the wings level norhold myself firmly in the seat.

    There was a flash of lightning and I knew Iwas in it. The squall line had moved in aroundGulfport much sooner than expected. A littlemore hide came off.

    The ADF was useless so I got another clearance to Brookley VOR. After reaching the VORI was given a GCA. Several times on the approach the controller lost me, but finally withdrenched flight suit (and not all of it was fromthe rain) I broke out and landed at Brookley.

    All aircraft at Brookley were grounded due tothe weather. A DC-7 that landed shortly afterme reported severe turbulence from New Or-leans to Brookley.

    During this flight I lost some human hide, butI learned one thing. Any time I have the opportunity of calling military bases or the U. S.Weather Bureau for a more complete weatherpicture, I'm going to do it. This little extra efforton my part may keep me from flying actual nstruments on a VFR flight plan. .,....

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    Here s a recap of servicesrendered by your

    lightInformationand NavaidsOffice

    Lieutenant olonel Richard lbright

    8

    o PROVIDE a clear pictureof the U. S. Army Flight -formation and N avaids Officeit is desirable to review the his-tory of this organization and thereasons for its establishment.These reasons, as we shall see,remain valid today.

    Before 1954 the Army did nothave an agency responsible forproviding t h e Army Aviatorwith current flight data. As aresult each aviator was forcedto use such data as he could ob-tain, be it Air Force Charts,Coast and Geodetic Charts, CivilA e ron u t i c s AdministrationCharts, and in many cases oilcompany road maps. As a matterof fact, for straight VFR flying

    U. S. ARMY AVIATION DIGEST

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    the road maps proved, in manyinstances, to be more up-to-datethan did most of the other flightdata available.

    As Army Aviation s role increased and requirements forits use multiplied, it became increasingly apparent that theArmy provide a flight information package which would satisfythose requirements peculiar onlyto Army Aviation. In June 1954this responsibility was assignedto the Office of the Chief Signal Officer. He directed that acomprehensive study and evaluation be conducted to determinethe parameters of Army requirements and how these could bestbe satisfied.

    t was also directed that everysource be considered and that,i f possible, the Army wouldmake use of flight material produced by another governmentalagency. The i d e a prevalentseemed to be that an airplane isan airplane and i f an Air Forcepilot can use a document, thenwhy not an Army Aviator?

    The study developed the factthat the Air Force s requirements, operations, and missionsdictated a type of informationthat would satisfy only a smallpercentage of the Army s requirements. These were equally serious defects in flight publications of other governmentalagencies.

    After a careful survey andevaluation, it was determinedthat to satisfy the Army s requirements worldwide it wouldbe necessary to

    1 pu r c has e a commercialflight information package, and2 establish at DA level an or

    ganization responsible for theCol Albright is Chief AviationElectronics Division of Electronic Systems Directorate OfficeChief of Communications-Electronics Dept of the ArmyJULY 1964

    determination of Army flight in formation requirements.

    This organization would represent the Army s interest in thisfield with all other governmentalagencies, providing a centralpoint for all questions concerning flight information, and conflicts in airspace use and coordination. t would also representthe Army s interests in the multitude of committees, panels, andad hoc working groups, nationaland international, which dealwith the worldwide aspects ofaviation.

    As a result of these studies, theU. S. Army Flight InformationOffice was established on 1 May1955 as a Class II activity of theChief Signal Officer. At thattime the Army had approximately 2,500 aviators and 3,600 aircraft. Today this activity servesover 7,600 Army v i a t o r sworldwide, operating more than6,200 Army aircraft. Their requirements range from the little two-man, one-plane aviationsection of a small National Guardor Reserve unit to special mission requirements in the Congo;from combat requirements inVietnam to the administrativeand tactical needs of the 2,000Army Aviators in Europe.

    Present indications are that by1970 this agency will be requiredto serve the needs of over10,000 Army Aviators operatingArmy aircraft in every conceivable spot in the world.

    OVERSEAS FLIGHTINFORMATIONDETACHMENTS

    The establishment of FlightInformation Detachments in theEuropean, Pacific, and Caribbeanareas was premised upon the needto satisfy the flight informationrequirements of the Army A viator on a worldwide basis;

    the establishment of a standardized d a t a presentation inflight documents for Army A via-

    tion throughout all world areasbased .upon the CONUS format;

    the provision of current flightinformation data to Army Aviation staff and administrativeactivities in the overseas areas.

    These offices are located inGermany, Japan, and Panama.NAVAIDS BRANCH

    The Navaids Branch providesDA representation on variousDOD IF working groups andpanels responsible for the technical performance standards ofair navigation and terminal aidfacilities, and training of airtraffic controllers and GCA operators. The results of these deliberations and agreements arepublished in the Joint U. S.Standard Facilities Ground In spection Manual. This is thetechnical bible against whichthe performance of all air navigation equipment is checked.

    On a worldwide basis, theNavaids Branch provides technical engineering assistance forthe installation, operation, andmaintenance of all types of Armynavigational a i d s. A re quests for technical engineeringassistance are channeled to thisbranch. f the assistance is notavailable within Army resources,then the branch contacts the appropriate FAA agency and requests such support as may berequired. t also budgets forsuch assistance and ensures payment to FAA of those reimbursable portions of NAT-127 (National Agreement, defined in AR95-9 .This branch also budgets forand accomplishes a continuingreview of the work performedby 16 manufacturers representatives located throughout theworld. These technical personnel provide Army installationcommanders and Army depotsDA contract technical assistanceon standard Army GCA radarequipment.

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    The majority of the functionsbeing performed by the manufacturers' representatives are basically the responsibility of theinstallation commanders. Therefore, as the Army develops itsown capability in the operationand maintenance of permanentand tactical types of standardGCA radar equipment, the number of manufacturers' representatives will be decreased untilthey are completely eliminatedfrom the program. t is anticipated that this will occur in approximately two years.

    The Navaids branch will continue to represent DA in technical conferences, w r k i n ggroups and committees established to develop and revisejoint technical manuals as ArmyA v i a t i on operational requirements arise or change. The technical engineering assistance portion of NAT-127 will continuein the areas of site selection andof maintenance on nonstandardradar equipment.

    AIR TRAFFIC CONTROLPROCEDURES BRANCHThis branch represents theArmy in the various DOD / FAA

    working group and panels concerned with air traffic controlprocedures and criteria. It provides Army i n p u t into theworldwide flight inspection program to ensure that flight inspections will support those requirements peculiar to ArmyAviation. It coordinates t h eworkload of t h e DODI AAflight inspection program, assistsin establishing priorities, andensures that Army requirementsare included in FAA planningand budgetary actions.

    As a member of the DODFAA advisory committee onterminal flight procedures thisbranch is responsible for assisting in the development and currency of criteria for terminalarea procedures. This branch en-

    2

    sures that new and revised procedures accommodate the characteristics and performance ofboth fixed and rotary wingedArmy aircraft.

    Within the Army, this branchis responsible through AR 95-9(Navigation Facilities Instrument Approach Procedures) forestablishing the policy and fieldprocedures for all Army instrument approach procedures. Thisbranch is the final reviewing andapproving authority for all proposed Army instrument approach procedures. After it hasdetermined that a proposed procedure meets established criteriaand policy, and is compatiblewith Army airborne navigationalequipment, it approves (aftercoordination with FAA andother interested agencies theprocedure for publication.

    Responsibility for AR 95-185,which is concerned with the re lationship between the Armyand FAA in establishing andcontrolling control towers, approach and departure controlservices, in a manner responsiveto Army requirements, belongsto this branch. These proceduresare subject to change along withimprovements of the air trafficcontrol art. AR 95-7, IncreasedMilitary IFR Flight Program,which has been prepared in response to a DOD / FAA cooperative effort to reduce the mid-aircollision and near-miss hazard,was prepared and is monitoredby this branch under directionof the Secretary of Defense.

    FLIGHT INFORMATIONBRANCHThe Flight Information Branch

    provides Army Aviation elements with pertinent flight information material as directedby AR 95-14.

    This branch implements thisair navigation service to ArmyAvia ors, worldwide, providingthem with air operational data

    covering the day-to-day statusof equipment and facilities necessary to the safe and effectiveconduct of Army Aviation missions under both VFR and IFRconditions. t also maintains aquality control program for theTM 11-2557 airway m n u aI,which is the basic flight information document. This item isprocured by Army through acontract with Jeppesen Company, Denver, Colo., on an offthe-shelf basis.

    We provide Army Aviationwith a package and service thatis not available from any othersource. t has been recognizedas the best in its field by an extensive segment of commercialand general business aviation.

    You are probably aware of aDIA (D e f e n s e IntelligenceAgency) joint services projectto investigate the feasibility ofdevising a common flight information document to serve theneeds of the three services. TheArmy has been participating inthis project and fully endorsesthe proposed objectives ndaims.f it is determined that a common product can be providedwhich will fully s e r v e theArmy's needs and can be accomplished more economically, theArmy after a reasonable periodfor testing, certainly would beagreeable to the adoption ofsuch a package.

    I would like to make one point,however. Regardless of whetheror not a common flight information document is produced, therewill be a continuing need for anArmy office to serve as the major focal point through whichall matters previously discussedwill be channeled. It has beendetermined t h r u g h informalcontact with project members ofthe DIA that the workload willincrease appreciatively wi t h i neach of the services concerned.

    U. S. ARMY AVIATION DIGEST

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    Whyundalllentais

    T IS IMPOSSIBLE to exposea pilot in any flight course toall the situations he may some-day find himself in. t is possi-ble to teach flight fundamentalsin such a manner that he willbe able to adapt and handle anysituation except the most ex-treme.

    f you will recall the earlydays of your flight training andlook in any primary manual youwill see. listed straight and levelflight turns, c l im b s ndglides. The books and instruc-tors will also say that all possible controlled flight maneuversconsist of either one or a combination of more than one. f welook further it will be found thatan airplane has only three axesand that movement about thelateral axis is controlled by theelevators, about the longitudinalaxis by the ailerons and aboutthe vertical axis by the rudder.

    JULY 1964

    Sounds easy enough to learn,doesn t it? But, what lies be-tween knowing these fundamen-tals and applying them so theairplane is always at your command?A long list of tangibles and in-tangibles takes the simplicityout of good flying but the threethat seem to affect a pilot s judg-ment most are gravity, g-loadingand angle of attack. Withoutgravity we would have no usefor the airplane as we know ittoday. In essence whenever liftis insufficient to overcome grav-ity to the desired extent, a hardcontact with the earth s surfaceis inevitable.

    Like most things the effect ofgravity is not always adverse.When the airplane has no otherform of thrust and with the an-gle of attack properly controlled,gravity becomes the means ofthrust, and a gentle contact with

    This is a review of fourbasic fundamentals of flightthat control an airfoil.

    Captain James B Carlisle Jr.

    the ground or water can be ac-complished. To do this in mo-ments of stress, a pilot must beable to maintain a safe glide bymore or less subconscious feel.I t takes long hours of practicein power-off maneuvers to gainthis skill. Angle of attack in con-junction with speed is the meansof controlling lift so the effect ofgravity is the amount desired.To engineers this is a real andmeasurable thing, to the pilot itis an intangible unless the air-plane has an instrument that willtell the pilot what the angle is.Angle of attack cannot beseen it must be sensed and ittakes practice in many differentmaneuvers before the pilot canCapt Carlisle was Chief Stand-ardization ra n c h StandardsDivision Dept of Adv F /W TngUSAAVNS when he wrote thisarticle. He is now serving inVietnam.

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    interpret airspeed, power andg-load into angle of attack. Thereare times, as in a landing, thatall the pilot has is a sense offeel and vision to maintain theproper amount of lift. Controlpressures and aircraft responseare things a pilot learns early inhis training, but it takes manydifferent maneuvers and manyhours of practice before he canapply all of this knowledge intomaintaining control in all flightsituations.

    Give a pilot a minimum airspeed and in a 1 g flight condition it will be easy for him tostay within the proper angle ofattack. With a change in g forcesthis minimum airspeed is nolonger the same. For instance,with a load factor of 4 g thestalling speed has been doubled.This is a two-sided coin, for ithe pilot produces a stall atdouble the l g stalling speedand the airplane is not stressed

    for a load factor of 4+g thewings will surely break off. Hereagain the pilot can be given amaneuvering speed a nd heknows that a stall producedabove this speed will exceed theload factor of the airplane at aspecified weight. So he stays outof trouble in this respect bynever doing a snap maneuverabove the maneuvering speed ofthe airplane.

    Only through practice in gmaneuvers can the pilot learnto judge pullups, steep turns,rolling pullups, etc. to avoidstalling. The pilot learns earlythat an airplane s stalling speedis increased in turns. The 0-lAhas a power-off stalling speed of70.3 knots in a 60 banked turn .The -10 does not say this is onlyin coordinated constant altitudeturns. Such maneuvers as spirals, lazy 8s, chandelles, a n dsteep turns teach the pilot thetechniques that will help avoid

    even higher g s and higher stalling speeds in banks that exceed60. These maneuvers teach other things, such as control use andeffect, but in doing a steep bankin other than constant altitudeflying the pilot soon learns thecorrelation between pitch, bank,and power in maintaining safeflight.

    A person could be taught onlytakeoffs, landings, straight andlevel, turns, climbs and glides,told an operating airspeed forall of these, and he could fly.I am sure that i this were done,sooner or later this pilot wouldbe faced with an unknown situation in a normal mission andthe flight would end in completefailure . Just as a piano playercannot truly learn music bymemorizing a few songs without a thorough understanding offundamentals, so an aviator mustunderstand the basic fundamentals of flight to be a real pilot.

    Possible Cure for StallsA report by A. E Larson nd C J. Lin Jr.ALMOST EVERY month anArmy fixed wing aircraft isdamaged or destroyed due tostalling while taking off or landing. Between 1 July 57 and 31December 63, sixty of these accidents occurred and 10 liveswere lost.

    Stalling occurs when an airfoil is operating at an angle ofattack so great that the orderlyfree stream of air becomes turbulent and separates from theupper surface of the wing contour. The result is usually a sudden loss of aircraft control asone wing rises or falls before theother.

    One explanation for this type

    22

    of accident can be found in thekind of flying done by ArmyAviators. They are trained touse hastily or unprepared stripsin the combat zone. Therefore,their technique of landing andtaking off differs from that of apilot trained to use long, superbly engineered runways.For instance, when Army Aviators come in for a landing,they keep the nose of the airplane much higher than normalto use as little field as possible.In most cases the angle of attackis already at its maximum. Eventhe smallest increase will causeturbulence and a resulting lossof lift.

    A fail-safe method of recovering from these stalls is needed.Such a method must enable thepilot to re-establish the flow ofair over the surface of the wing.In addition, the method musthold the flow attachment longenough for the pilot to makecorrective control actions to restore the aircraft to normalflight.The research program was car-ried out by the Pitman-DunnLaboratories Research and De-velopment G r 0 up FrankfordArsenal under the direction ofMr . Charles Litz, Project En-gineer and Mr. Agnew LarsonChief Investigator.U. S. ARMY AVIATION DIGEST

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    TAKEOFF-................

    ............................... ._GROUNDL NDING

    GROUND

    Figure 1. PAD antistall applied to Caribou. Stall conditionarises during takeoff or landing.

    Personnel at the Pitman-DunnLaboratories, Research Development Group, Frankford Arsenal have come up with an ideathat may be the answer to the

    PAD GAS GENERATOR

    problem. The idea is to applypropellant energy through shortinterval ducts in the leading andtrailing edge of the airfoil inducing instant reattachment of

    Figure 2. Airfoil with PAD antistall unit. In operation air is instantlydrawn t h r o ~ g h perforation distributed about the upper surface of theatrfotl or blown out at either the leading or trailing edge.

    A. AIRFOIL IN NORMAL FLIGHT B AIRFOIL IN STAUEDCONDITION

    5 ~C. AIRFOIL USING PAD ANTI

    STALL CONCEPTFigure 3. Emergency control of boundary layer on airfoilwing by propellant energy.

    JULY 1964

    circulation flow which in turnrestores lift.

    To make an initial test of theidea two airfoils were placed ina wind tunnel. One was a thinwing sharp leading edge typeand the other a thick-wing, bluntleading edge type. Both wereequipped wi t h20-cord planeflaps and blower slots locatednear the leading edge and normal flap hinge line. Results ofthe initial test show that theconcept is well within acceptableand proper limits.

    The second phase of the studyused leading edge blowers in athick-wing, blunt leading edgetype of airfoil. This type airfoilis most representative of thoseused in lower speed Army aircraft.

    The propellant energy wasfurnished by a Propellant Actuated Device PAD) gas generator. Ammonium-nitrate, com-posite solid propellant, was usedin the generators. This type propellant has a relatively coolburning temperature nd issmokefree, relatively nonerosive,noncorrosive, and nontoxic.From this phase it was determined that .842 pounds ofpropellant is required to reattach the flow of air to a wingin stalled condition. Thirty sec-onds has been arbitrarily selected as the time required forthe pilot to make correctiveactions to restore control. Theamount of so l i d propellantneeded to sustain the reattachedairflow for 30 seconds by jetsblowing on 2/ 3 of the total wingarea of 912 square feet is 50.5Ibs.

    Studies are now being conducted on a broader scale to determine the application and useof PAD to reduce stall hazardsin present and future Army Aviation. Immediate efforts are todetermine the pure physics in volved and weight volume, performance and cost of the system.

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    H Z RDHazard

    Vcolor-red no. 11136

    Explosive Actuated Devicesmark both sides of fuselageRed filled equilateral triangle with9-inch sides and with apex pointing downward with the word danger on each side of triangle.

    V..Filled four-pointed star with notation of NATO code number forfuel and maximum filling pressurein English and Metric Systems

    NATO code no.max filling pressuresi Kg/Cm2

    Roc ket Fuels Filled four-pointed star in crescent with notation of NATO codenumber for rocket fuel and maximum filling pressure in English

    sind Metric SystemsNATO code no.max filling pressure Kg/Cm 2Filled crescent with notation ofNATO code number for rocketoxidizer and maximum filling pressure in English and Metric Sys-tems si

    NATO code no.max filling pressure Kg/Cm2Filled square wit notation ofNATO code number for enginelubricating oil and l 1 )aximum filling pressure in English and MetricSystemsNATO code si

    IRCR FTSERVI E nd

    A ong history of accidents and neawrong fuels, oils, other fluids, etc.

    servicing. To help reduce the chancbeen developed for the U. S. servNATO nations. Here are the markings

    Pneumatic Starter Connection

    Hydraulic Fluid

    NATO code no.De-icingCoolant

    X inscribed within a ring with notation of maximum operating pressure in English and Metric System

    maximumsi g/Cm2

    Filled circle with notation ofNATO code number for hydraulicfluid and maximum filling pressure in English and Metric Systems max filling pressure

    _ psi g/Cm

    Filled triangle with notation ofNATO code number for deicingfluid

    NATO code no.

    Two filled horizontals s with notation of NATO code number forsoluble oil and percentage composition if necessary

    NATO code no.w ate r -% soluble oi l -

    Pneumatic System Filled x with notation of maxix mum charging pressure in Englishand Metric Systemsmaximum

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    GSfrom servicing aircraft with

    all-around knowledge of properservicing, standard markings have

    nations and theby Military Standard 33739 (ASG):

    (Breathing)

    gassig/Cm2

    r Thurst

    Conditioning

    Two filled horizontal rectangleswith notation of filling pressurein English and Metric System.For liquid systems the word liquid shall be used instead ofgas and the capacity in literssha be added

    Filled chevron with notation ofNATO code number and percentages

    methanol%water(Methanol code no. S-737)

    Dot patterns

    Filled square with a quarter arcremoved from each corner, withtype of gas used and pressurein English and Metric Systems

    Nitrogen

    Orange-yellow filled square withtwo slanting legs on bottom side

    Slinging or Hoisting Points

    Orange-yellow filled hook on ahorizontal line

    Orange-yellow filled anchor

    Orange-yellow filled ring(b) Outine symbols in black orwhite according to the background(c) Optional where towing pointis obvious and suitable locationfor symbol is not available

    Fire Extinguishing System A filled diamond with notationshowing NATO code numberNATO code no.External ElectricalConnections

    ServicingStarting etc

    A filled vertical bar with threeequally spaced horizontal bars onright-hand side with notations toindicate characteristics andpose 28V or 115V DC

    115/200V 400 cyclesGrounding or EarthingReceptacle.L A filled inverted T with twoparallel bars underneath whichdiminish in size

    ground (earth) here-nspection of Batteryt..... A filled electric flash sign

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    Knight 911/ lands on the ramp completing its units record 10 000hours in the Republic of Vietnam. Could your unit supportaircraft averaging 1 500 flying hours per month?

    Vietnam0 000 Hours nTHE U. S. ARMY s first r-mobile unit has flown 10,- hours in the Republic ofVietnam. The Knights of theAir amassed this impressivefigure in only 7 months whilesupporting the ARVN forces inthe Mekong Delta.This unit was formed in February 1963 at Ft Knox, Ky., andupon reaching full strength inMay was rotated to Vietnam.

    The airmobile unit is equippedwith the UH-1B Iroquois. TheHueys authorized for this unitare broken down into airlift andarmed escort units and one UH-1B for maintenance.Each transport helicopter cancarry one rifle squad, giving theairmobile unit the capability of26

    airlifting a complete ARVN infantry company in one move.This maintains unit integrity andprovides the unit commanderwith that extra punch whenand where it is needed. Additional missions are: re - supply,command and control, medicalevacuation, and on one occasionand in one lift, five of theUH-1Bs evacuated 105 peoplefrom a Vietnamese town.

    During their first month ofoperation only 56 hours wereflown, but the men got a goodidea of what they could expectduring the remainder of theirtour in the Delta. They learnedhow to navigate across the seemingly endless rice fields and canals, and one crew had the then

    unique experience of landing inthe light of a burning pile ofstraw on a night med-evac.Night helicopter missions overthe Vietnam countryside withits lack of ground referencelights are not common, but theyare accepted without complaintwhen a human life is in danger.

    The Knights also pioneered insupporting a night combat mission by the ARVN to reinforcean outpost which was under attack by insurgent forces. Theyairlifted a Vietnamese RangerUnit to the area in less than anhour, over a distance that wouldhave taken troops on the groundat least 8 hours - again proving the speed and flexibility ofthis unit.U. S. ARMY AVIATION DIGEST

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    Cobra, the armed escorthelicopter unit, is a welcomesight to the unarmed aircraftwhen they are on the groundunloading their troops. Cobraprovides close in protection fromground fire for the troop-carriers on combat-assault missionsand single ship escort whenneeded. Some of the UH-1Bs inthis unit are armed with theXM-6 quad M-60 machinegun,and pods for sixteen 2.75 rockets; the remaining Hueys withthe XM-3 kit hold forty-eight2.75 rockets each.

    The men of the armed unithave proved their effectivenessmany times. On one occasion theinsurgents were d ee p l y entrenched in the vicinity of theproposed landing zone sincetheir retreat was stopped due torepeated air strikes by t h eARVN Air Force. Under coverof the suppressive fires of Cobra, a battalion of troops waslanded in three successive liftswithout incident. This airmobileassault resulted in one of themost successful p e r a t i o n sagainst the Viet Cong with 105reported killed and many weapons captured.

    Because of the high maintenance requirement per hourflown the men of the serviceunit, supported by men from afield maintenance detachmentfor third echelon work, put in al-most 2 000 overtime hours eachmonth. This is over and abovethe two shifts a day 6 days aweek of normal duty time. Until recently this work was doneunder the open skies or partially sheltered from the elementsby canvas tents. They now havea large hangar, complete withshop facilities w h i c h shouldmake their job a little easier inmaintaining aircraft availabilityto support the average of 1 500hours flown each month.ULY 1964

    The avionics requirement ofkeeping all the navigation equipment and the three radios perhelicopter operating is easilyhandled by the Signal Detachment. They have lost the use ofonly one aircraft for a half-daydue to radio trouble since theirarrival in Vietnam. This was ac-

    Engine rep ir crew of theCHFM work on turbine

    complished by only six men operating out of a shop van.

    The men of this aviation unitand attachments, by their hardwork and professional competence are demonstrating thec p a b i i i t y of Army Aviationwhen put to the ultimate test:continued operation in the field.

    Maintenance crew ch nges the engine of UH 1B helicopteroutdoors with the help of 5 ton wrecker.

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    The vast kefenokee Swamp may be a happyenvironment for Pogo and his pals but foran Army Engineer unit it presents someunusual working conditions.

    TOPO FLYING is among themost challenging and interesting flying available. It isdone in the remotest of areaswhere aircraft use and serviceability are entirely dependentup nt e aviator / crewchiefteam.

    The 30th Engineer Battalionreceived a topo mission covering12 000 square miles. The largestportion of this project was inthe Okefenokee Swamp in southern Georgia. Battalion handedthe proj ect to the Rough Ridersof the 537th Engineer Company(Survey Base) . Their convoy departed Fort Belvoir on 21 February 1963 and, 3 days later,closed in Waycross Ga. the siteof the base camp.This camp was based on anold parking ramp at the WareCounty Airfield with access toa perimeter road water andelectricity. Aircraft available atthe beginning of the project wereone OH-13 and one UH-19Cwith organizational support onlyat the camp site. The helicopterswere maintained on a deteriorating runup stand of asphaltwhich remained hard and driedquickly after a rain. Fuel wascontracted for in advance andfield maintenance came fromFort Benning 180 miles away.A spike camp was establishednear Folkston Ga. right on theedge of the swamp and the sitehad to be cleared of brush andpalmetto so tents could be erected and a motor pool established.JULY 1964

    Adjacent to the camp was a confined area for helicopter operations including refueling. Thisarea also had to be cleared. Thesoil was pure sand and presented a dust proble.m with everytakeoff and landing. This waspartially overcome by diggingpits and covering them withcanvas when equipment was being stored. Fuel was stored intwo 240-gallon containers andoil was stored in 5-gallon and1-quart cans. This spike campcontained the working partiesand the main camp containedthe Headquarters staff administrative personnel and aviationsection.

    The UR-19C departed the dayafter the convoy and arrivedwith the convoy at Waycross.The OH-13 was ferried down byanother unit and a r r i v e d inthree days. Both aircraft weredown for maintenance one dayand started their project supportthe following day. All flying wasdone in the local area except formaintenance flights to Fort Benning and the Naval Station atJacksonville Fla.During the first three weeksflying was done by one aviatorusing both aircraft. This lack ofaviators caused a delay in operations when observation andcargo flights were scheduled forthe same day. Aircraft were al-Capt Frost commands the irSection 30th Engineer Battal-ion Ft Belvoir Va.

    temated whenever pOSSible somaintenance could be accomplished on the off day.When an additional OR-13 arrived with an aviator the rotarywing fleet for the project wascompleted. In support also wasa U -6A which flew liaison between Fort Belvoir and Waycross Ga. c r r yin g urgentequipment and emergency leaveand PCS personnel. It also flewsupply missions to Fort Stewartand Fort Benning from Waycross.

    Flight plans were filed locallywith company operations orwith Alma FAA, by phone,whenever we left the local area.Base ops called spike camp byradio and gave them an ETA.In the event of radio failurespike camp was called by phone.Upon arrival, spike camp calledback our down time and we werenow under control of spikecamp or Fort Sand Pit as itwas affectionately called. Whenthe mission was completed thereverse calling procedure wasinitiated by spike camp.A brief description of the terrain w ll emphasize the importance of knowing the whereabouts of the helicopter at alltimes. The 660 s q u r emileswamp is entirely saturated withwater and is not easily traversable by foot. The islands,patches of pine trees on palmetto-covered ground, have an elevation no greater than 5 feetabove the waterline, and are nthe middle of cypress standswhich cover large portions ofthe swamp. These trees rangefrom 60 to 120 feet in heightand often vertical observationto the swamp floor is impossible

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    Sand created problems withevery takeoff and landing

    The importance o extra safetyprecautions while operating in Okefenokees readily apparent The entire swamps saturated with water Highestelevation s 5 feet above waterline

    Sign erected by engineersnear Camp Cornelia

    Fort Sand Pit

    U S ARMY AVIATION DIGEST

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    because of the dense treetops.The similari y of the terrainmade it impossible to pick outlandmarks; therefore all flyingwas by time and distance. On aday of broken clouds the shad-ows on the swamp were thesame color as the pine islandsand set against the lighter cypress stands caused more thanone mistaken approach.

    The only means of travel with-in the swamp was along theboat trails by airboat or motor-boat. These trails and the major-ity of the swamp were controlledby the Wildlife Refuge underthe direction of the Departmentof the Interior. The canals werenamed with signposts as streetswould be and direction arrowsout of the swamp also wereused.

    Foot travel was possible onlyunder very arduous conditionswith backpacks and machetes.A good example was our expe-rience w t h Bugaboo Islandwhich sat 8 miles into the swampand mile off a canal. It tookthe UH-19 10 minutes to carryfour men and their equipment

    Walking in kefenokeeprairies is difficult

    JULY 1964

    to this island. As happens nowand then with helicopters theaircraft was down for mainte-nance after retrieving the men.The next day it took these samemen plus a swamp guide andtwo more soldiers 9 hours tocover the same distance.For obvious reasons each helicopter carried survival gearC-rations and water for twodays per person.

    The OH-13 performed reconmissions for the level crews selecting new tower locations andhot chow runs to spike camp

    when the mess truck was to bedelayed. The UH-19C carriedthe clearing crews for the selected tower sites the level crewsto their vehicle and equipmentlinkup points and the towercrews and survey towers. Liai-son resupply search and rescuewere secondary missions per-formed on occasion.

    Cargo missions were flownwith the aft tank empty andonly 300 pounds of fuel in theforward tank. In this way a4 000-pound Bilby tower couldbe moved to a new location with

    hadows on cloudy days created confusionand caused more than one mistaken approach

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    all supporting equipment in fivetrips. The tower crews were carried in two trips. On the firsttrip half the crew and someequipment were carried to thenew site where the crew unloaded the aircraft. Those remaining at the old locationloaded the tower to be movedthen came with the last load.This procedure was found to bethe fastest and could be accomplished in an average 4 hoursflying time and 7 hours totaltime.

    The Bilby is a tower withina tower. t is composed of bolted aluminum sections and risesto a height of 113 feet. Both towers are held upright by dug-infootings and guy wires. The outer tower supports the crewwhile the inner tower supportsthe instrument. The structuralmembers weigh from 25 to 4pounds apiece and the totalweight of the tower is about4 000 pounds.

    In addition to the Bilby aportable h w lightweightaluminum triangular tower wasravel within the swamp isrestricted to c n l and bo t tr ils

    also used. This was an experimental tower made of 7 foot and5 foot triangular-sided horizontalsections.This tower took longer tomove than the Bilby eve nthough its total weight was only900 pounds. The difference camein the delicate construction ofthe tubing. t could not bedropped to the ground as it wasdisassembled but had to be letdown by rope. The additionalwork of preparing the towerfor sling loads also added to themovement time.The replacement of the UH-19by a CH-34 enabled us to carrythe portable tower in a 60-footsection 4 miles back to the basecamp and on the second trip carry the other 4 feet plus thetower crew and equipment.

    The biggest pro b I e m wasmaintenance of the helicopters.All maintenance was done inthe field except for the 8th periodical on the UH-19C whichwas completed at Fort Benning.The crewchiefs worked aroundthe clock on the UH-19C andwith the duty hour help of FortBenning Field Maintenance theaircraft was ready in 5


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