Army Aviation Digest - Jun 1964

8/12/2019 Army Aviation Digest - Jun 1964

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UNITED

DIRECTOR OF ARMY AVIAT ION AC SFORDEPARTMENT OF THE ARMY

Br ig Gen John J. Tol son III

COMMANDANT U. S. ARMY AV IATION SCH OOLMaj Gen Clifton F. von Kann

ASST COMDT U. S. ARMY AV IATION SCHOOLCol Robert F. Cassidy

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

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

USABAAR EDUCATION AND LITERATURE DIVPierce L. Wigg inWilliam E. CarterTed KontosCharles Mabius

RMY VI TION1GESJJU NE 1964 VOLUME 10

CONTENTSLettersFerry Mission (Part One),

Maj William G. Hooks and Capt Ernest A. SmartSpecial Air Delivery Capt Charles E. DexterSmoke Gets in Your Eyes Donald S. BuckTake It With You

Capt Carl L. Ross and Capt Glynn E. EberhardtO rdinary Gasoline Can Be Used But

William H. SmithIt Could Happen to You Maj William L. HindmanSafety Is A State of Mind Maj Neal H. RoachRivetsProfessionalism Capt Thomas W. SchmidMaps Capt Thomas A. SandsHU 1 CP A SuccessIncipient Engine Failure Capt Robert W. NewtonThe NCR Beacon Ted KontosCrash SenseCold Weather Maintenance Shelter

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610

1316171927293233384148

The mission of the U. S. ARMY AVIATION DIGEST is t provide informationoperational or functional nature concerning safety and aircraft accident prevention, trmaintenance, operations, research and development, aviation med icine, and other relateThe DIGEST is an official Department of the Army periodical published munder the supervision of the Commandant, U. S. Army Aviation School. Views exherein are not necessarily those of Department of the Army or the U. S. Army ASchool. Photos are U. S. Army unless otherwise specified. Material may be reprovided credit is given to the DIGEST and to the author, unless otherwise indicatedArticles, photos, and items of interest on Army Aviation are invited. Direct cocation s authorized 0 : Editor.inChief U. S. Army Aviation Digest Fort Ruck er AlabamaUse of funds for printing this publication has been approved by Headquarterpartment of the Army, 27 November 1961.Active Army units receive distribution under the pinpoint dist r ibution sysoutlined in AR 310-1 20 March 62 and DA Circular 310-57 14 March 63. CompleForm 12-4 and send directly to CO AG Publications Center, 2800 Eastern Bou

Baltimore, Md. For any change in distribution requirements, merely initiate a revisForm 12-4.National Guard and Army Reserve units submit requirements through theiadjutants general and U. S. Army Corps commanders respectively.


3/52

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Sir:In the Crash :'Sense article of theDecember 63 issue there was an accident brief titled "Planned Event." Thestory concerned a pilot killed whileparticipating at a civilian air show,when the authority granted stipulatedthe three 0-lAs involved were to beplaced in static display only.There were additional factors contributing to the tragedy which mostprobably never were included in theaccident report, yet provided a fatalbackground.The unit to which the three pilotswere assigned had about six :monthspreviously been engaged in a largescale maneuver. As a result the divisionwas out of money (Avgas) and flyingwas mighty scarce. Four hours a monthwas not uncommon, and the fact thatthe unit was about 90 percent overstrength in pilots didn't help. The oldnot so bold pilots seemed to take shortflying rations without too much trouble,but the fresh low-hour people were anxious to fly anywhere, anytime. The longperiods between flights hung prettyheavy; there were a dozen volunteersfor every mission. To compound thesituation was the maneuver previouslymentioned. Then everybody was flyingunder all kinds of terrain and weatherwith the resultant sharpening of proficiency. Proficiency which was lostduring the dry spell, although some ofthe aviators hadn't enough experienceto realize it.The stage was set. The assistantoperations officer called two 2/Lt pilots,asking if they wanted to fly with himin an air show the following day. Itwas fortunate that one or both of theother aircraft didn't stall and crashduring the fancy low-level pitchout, asdid that of the flight leader.The story didn't end with the loss ofpilot and aircraft. The two survivingpilots were court martialed, found

JUNE 1964

guilty, and fined. They contended theyknew nothing other than what they hadbeen told by the deceased flight leaderassistant operations officer. '

"Planned Event" was a most apt title.The fatal flight could not have been 'planned more effectively by commissionthan it was by omission.JOHN H. WALKERCapt Inf-USARADOLPHUS A. MILLINGSCapt TC-USAR

The book is wrong - we do it thiswaySir:Every Army Aviation unit has its

own standardization program. Unfortunately they are almost all different.We at Redstone feel that the sole basisfor standardization of aircraft operatingprocedures should be the aircraftoperator's handbook, -10. The information published in the -10 waspainstakingly obtained from a wealthof experience which almost always exceeds that of the using unit. We atRedstone have as much light or twinexperience as any other unit, and wefeel that we can live with the books.To those who can:t or won't, we say,change 'emA major point of contention is powersettings. As an example, let's look atclimb or cruise power settings for theU-S . Many units incorrectly use 3000rpm and 40" mp for climb. A checkwith the -10 shows this power settingexceeds manifold pressure limits ataltitudes above 500 feet. Moreover, thispower setting has never been engineertested as has the proper power setting,100 percent meto power, 3200 rpmand 45' mp at sea- level, diminishing at42" mp to 10,000 feet.For units using cruise power settingsat 2600 rpm and 32" mp, may we againsuggest a check with the -10. Use of

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cruise power charts can prevent unintentional overboost -of manifold pressure limits, or on the other hand increase true airspeed by up to S knots.For example, the U-SF at 2600 rpmpulling 65 percent power can often beoperated in excess of 34' mp, the extra2 plus inches giving more than 5 knotsextra TAS. In other flight conditions32" mp might well exceed mainfoldpressure limits, not dangerously, butenough to cause cumulative stress onthe engines.

The generally higher power settingsrecommended not only have been manufacturer-recommended but experiencehas shown that these power settingshave not caused engine failures. A,Redstone U -S has been flown more than1,500 hours (14S hours in one month).Most of this time was flown with bookrecommended power settings.

The failure to use meto power forclimbout at low altitudes may wellprove the old saying "Save the enginesand ruin the aircraft" to those notlightning fast on single-engine procedure.The use of the -10 for standardization procedures in every unit throughout the Army should help eliminateaccidents due to faulty procedures -and the explanation that usually goeswith it , "I know it isn't in the -10, butthat's the way the IP told us to do it."f you want to change the -10, sendyour gripe to:

U. S. Army Aviation andSurface Materiel CommandMain Post Office Box 209St Louis, MissouriPAUL LENNONCapt InfAviation BranchAMSC Transportation DivisionU. S. Army Missile CommandRedstone Arsenal, Alabama


4/52

Maior William G. Hooks and Captain rnest A Smart

Ferry MissionThis article printed in two parts) offers guidelines whichmay be helpful to units ordered to deploy one or more aircraftoverseas. It is of special significance to Army Aviators sinceArmy aircraft have shorter ranges than those of other services

and consequently must stop at foreign civil airports. Informationcontained is based primarily on the deployment of the 1st Avia-tion Company to the Far East but also includes data obtainedfrom records of previous ferrying missions and from discussionswith aviators having personal experience in this type of operation.

U. S. ARMY AVIATION DIGEST


5/52

OnePON RECEIVING orders todeploy a unit s aircraftoverseas, certain responsibilities

should be delegated to key per-sonnel. A flight leader should beappointed. He should be seniorin rank, highly experienced. andif p 0 s s ib I e have completed asimilar mission previously. Allfinal decisions will be made byhim. A com pet e n t assistantflight leader also should benamed. Other key personnel in-elude: The flight planning officerwho will prepare a navigationlog to be used as a basic plan forthe completion of the mission. Healso provides navigational charts,coordinates weather and flightplan briefings, determines fuelloads based on InternationalCivil A v i a t ion OrganizationICAO) minimums, and estab-lishes and accomplishes inflightrevisions of points of no return. The maintenance officerwho advises the flight leader ofthe status of all aircraft, ensuresthat maintenance requirementsare me t, and coordinates solu-tions of all maintenance prob-lems. The refueling officer whoprocures POL products and su-pervises the servicing of all air-craft so that it is done safely andexpeditiously. The transportation officerwho arranges transportation forall crewmembers to and fromJUNE 1964

mess facilities, billets, and otherpoints of interest or welfare. Atcivilian fields in foreign countriestransportation is best obtainedthrough the American embassy. The communications officerwho sends required arrival anddeparture messages and coordi-nates all other communicationsneeded to complete the mission. The passport officer whoensures that all passports andvisas are in order. Visas are sub-ject to change and a checkshould be made with Americanembassies en route. The customs officer whomust be familiar with regula-tions outlined in the ForeignClearance Guide (which can beobtained from the U. S. AnnyInformation Flight Office, Wash-ington 25, D. C.). He can antici-pate vigorous inspections at cer-tain ports of entry and shouldhave all members of the flightthoroughly briefed on customsprocedures.

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The crewmembers of an over-seas flight also should knowsomething about customs incountries they will visit. Whenpersonnel are to stay in a coun-try for an extended period, train-ing should cover history, culture,transportation s y s t ems com-munications systems, religioushistory, terrain, weather, andsimilar subjects. Much of this in-formation can be found in theForeign Clearance Guide.

PLANNING FACTORSAs in most situations involvingdeadlines, the principle of back-

ward planning aff>lies to the

With the appointment of thecontrol officers listed above, thealerted unit should direct itsefforts toward training. As inany other case, if adequate train-ing is accomplished, the likeli-hood of a successful mission isgreatly enhanced. Important sub-jects to cover while training foroverseas deployment inc Iud enavigation, performance charts, liiiiiiiiiiiiiliTC procedures, survival andrescue procedures, etc.

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6/52

Ferry Mission - part One)ferry mission. The flight commander should prepare a checklist similar to that shown infigure 1. t might also be advisable at that time to appoint aliaison officer to work with higher headquarters. f time is not acritical factor a liaison officermight not be needed.

During the initial planningphase it must be determined i fall of the aircraft will be movedat once or in flights or as singleaircraft at certain intervals.Where a large number of aircraftare concerned it is usually bestto break the company down intoflights. Under V R conditions thesize of each flight has little meaning. f a loose formation is flownthe fatigue factor is negligible.t is under IFR conditions that

problems arise. When the re motest possibility of IFR conditions exists an instrument flightplan should be filed before departure. This means aircraft willdepart at intervals.

f IFR conditions are encountered while in flight in formation a prepared SOP shouldbe followed. A formation of fiveor fewer aircraft in actual instrument flight is feasible. An escortaircraft with monitoring radarcan control a small flight underI R conditions.

Even with the most modernforecasting facilities weatherchanges en route can be muchworse than forecast. Flights proceeding on a V R flight plan canrun into I R conditions beyondthe point of no return and whenan ATC agency is not available

Maj Hooks is CV -2B FlightCommander Dept of AdvancedFixed Wing Training USA-AVNS. Capt Smart is attendingthe Armor Advanced Course FtKnox Ky.

to provide an IFR clearance. Theflight must resort to a preparedplan that will allow it to proceed.Personnel comfort is an im

portant factor to consider beforedeparture. When space and mission permit, extra crewmembersshould be carried to help spreadand lighten the workload -thereby reducing the fatiguefactor.

When Caribou are ferried itis recommended that two crewchiefs be carried. This results inmore expeditious handling ofpostflights security assignmentsrefueling maintenance and similar requirements.On accelerated moves threepilots should be assigned eachaircraft. This allows one to restwhile two fly and also covers theeventuality of one becoming ill- a problem encountered onprevious ferry missions whenonly two pilots were assigned toeach aircraft. f extra pilots areunavailable, a list of ArmyAviators stationed along the intended routes and qualified inthe aircraft being ferried shouldbe prepared before departure.

Lengths of flight legs varyamong missions. But variousplans should be carefully considered. For example comparethe 8-hour flight 6-hour restplan with the 6-hour flight 4-hour rest plan. Over a 70-hourperiod the 6-4 ratio gets you toyour destination 2 hours soonerbut it also has disadvantages.While the 6-hour flight leg isgood to prevent fatigue the 4-hour rest period proves inadequate on a long ferry mission.Upon landing aircraft must berefueled, crews fed and at someports rigorous customs inspections encountered. This usuallyleaves less than 3 hours for restand sleep. The 8-6 ratio generallyallows at least 4 hours of rest.

Obviously one ratio couldnever be strictly maintained during an entire ferry mission butit is wise to pick one and followit as closely as p o s s ~ b l e

Latrine facilities are amongthe more important factors toconsider while planning for personnel comfort. Because of itssize the Caribou can accommodate portable toilet facilities. Onprevious flights crewmemberssuffered unmercifully w t hdiarrhea and dysentery, the primary causes of discomfort onlong ferry missions. While la-trine facilities mean additionalweight they result in a morealert crew and enhanced safetyof flight. Obviously c e r t a i nArmy aircraft cannot carry la trine facilities but anything thatcan serve the same purpose isdesirable.

Examples of other items thatmake a more restful and safeflight or that can be used inevent of emergency) includecans of fresh water, C-rationssleeping bags air mattresses andThermos jugs.

A must in the planning of aferry mission is the ForeignClearance Guide. Available inclassified and unclassified editions it contains such information as how to obtain permissionto enter, land within or overflycountries; a list of foreign clearing bases; instructions relativeto the need of passports andvisas; money exchange procedures; disinsectization procedures; and medical immunizationrequirements.

Part II of this article will beprinted in the July DIGEST.It provides pertinent informationon maintenance navigationcommunications rescue and survival medical considerationsand other helpful hints o valueto all Army Aviation units witha ferry mission. - EditorU. S. ARMY AVIATION DIGEST


7/52

C UTIONAviators who are SCUBA divers are cautionedthat i t is hazardous to fly a t alt i tude soon after

d i v i ~ g Decompression symptoms are l ikely tooccur dur ing t ransi t ion from pressures aboveone atmosphere to pressures below one atmos-phere. I t is recommended that aviators not f ~ yabove 5 0 0 0 feet al t i tude within 24 hours ofdiving to depths below 3 0 feet plus atmos-phere), or wi thin 12 hours of diving to depthsbelow 15 feet.

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-- .- --- _~ ~ =~ = =

Captain Charles E Dexter

THE NEWEST and perhaps most effectivemethod of delivering supplies and equipmentfrom the CV 2B Caribou is the Low Level Extrac-tion System of aerial delivery. The history ofLOLEX dates back to June 1962 when NatickLaboratories, in conjunction with other interestedArmy agencies, conducted an evaluation of theGround Proximity Extraction System GPES),commonly called Touch-and-Go [See DIGEST,March 1963] .This system used a ground arresting cable anda hook trailing behind the aircraft. As the aircraft flew over the desired impact point on theground, the hook made contact with the cableand snatched the load from the aircraft cargo6

compartment. This evaluation was terminatedafter several aircraft were damaged, and thesystem was deemed unsafe until some majorchanges could be made.However, the advocates of GPES did not giveup. They took their system to SWIFT STRIKEIII in August 1963. Part icipating in the maneuverswas an Army officer, Capt John Murphy, with hisdetachment of riggers from the QuartermasterSchool, Fort Lee, Va., with some ideas and asystem of their own - LOLEX.Captain Murphy worked with the 187thCapt Dexter is with the Employment DivisionDept of Tactics USAAVNS



9/52

An Army Aviator participating in SWIFT STRIKE put new zip in the old saw, ctYouCal l We ll Haul. He used a new inflight low-level extraction system to deliver 5,000pounds of cargo on three separate platforms in seconds. Three minutes later the drop areawas clear. What's behind such progress in resupply? Is the new technique simple? Whatabout the landing area? Can LOLEX help your mission?Medium Transport Airplane Company of the 11thAir Assault Division, Fort Benning, Ga., anddemonstrated this new system. The following isan extract from Captain Murphy s after-actionreport listing some salient points of both theGPES and LOLEX systems.(1) GPES LOLEXYes No

Yes No

Yes NoYes NoYes YesNo Yes

Yes NoNo YesNo Yes

Yes No

Needs ground arrestinggear.Needs qua i f ie d orspecially trained personnel to operate thedrop zone.Must modify the airplane.Needs at least 5 minutesbetween extractions.Achieves pinpoint accuracy.Can extract supplieswith airplanes flying 1miI:tute apart.R e qu i re s a greatamount of pilot skill.Is basically a standardsystem using standardequipment.Can achieve multipleextractions in a singlepass.Causes concern aboutrough ground whichmay cause a prematureextraction or malfunction.

(2) LOLEX requires a smaller drop zonethan GPES.(3) LOLEX can be used to great advantagewhen it is known that the airstrip to which supplies are to be delivered can handle only one airplane at a time.(4) The Caribou can carry 6,000 pounds ofsupplies in 2,000-pound increments. t can extractall three increments in one place, or make twodeliveries of 4,000 and 2,000 pounds, or threedeliveries of 2,000 pounds each. Rerigging inflight for a second or third extraction takesapproximately 7 minutes.(5) The entire extraction kit for 6,000 poundsof supplies weighs 100 pounds. t can be carriedin the lower escape hatch of the airplane anddoes not take up valuable cargo compartmentspace.

This comparison, coupled with the outstandingsafety record of the 187th during SWIFT STRIKEIII, drew much attention and interest in LOLEX.This interest was so keen that CONARC directedthe United States Army Aviation School, FortRucker, Ala., to implement LOLEX into the Caribou Pilot Transition Course of instruction.To date, the system has not been officiallytested to determine its suitability for Army use;nor have standard procedures and techniquesbeen developed, approved, or published. However, the Department of Tactics, U. S. Army Aviation School, and the Advanced Airborne Committee, U. S. Army Infantry School, have devisedinterim flight and rigging procedures for instructional purposes. The following discussion ofLOLEX techniques and procedures is not in -

igure 1. ~ t o n truck being extracted by 22 foot extraction parachute

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Figure 2. 4 x 8 skidboard on roller conveyers

Fig. 9. 500-gallon seal bin secured by tie-down devices

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tended as final doctrine; it is an interim means ofinstruction until the U. S. Army Test and Evalua-tion Command, Aberdeen Proving Ground, Md.,publishes its findings in the near future.

LOLEX is basically simple. The aircraft, withgear down, flaps in the 25 position, cargo rampin the horizontal, is flown as close to the groundas possible at approximately 7 knots indicatedairspeed (fig. 1) . Loads up to approximately 3,000pounds are extracted from the aircraft with a 15-foot, ring slot parachute. As the weight of theload increases, the size of extraction parachutesincreases proportionately. The rigging is generallythe same as for the heavy drop system, but eliminates the need for recovery (cargo) parachutes.

The aircraft s prepared for aerial delivery byinstalling the aerial unloading equipment, Le.roller conveyers (fig. 2), side buffer boards, and,i available, forward buffer boards. The rollerconveyers facilitate the moving of the load as itleaves the cargo compartment. The side bufferboards guide the load and prevent it from turningor snagging along the side of the interior. The forward buffer boards prevent the load from rollingforward after the tie-down devices have been re-moved just prior to delivery.The supplies or equipment are attached to acombat expendable platform or skid board in thesame manner as for any other type of aerialdelivery role. The load is secured to the platformby straps and binders. When delivering vehiclesor fragile items of equipment, honeycombmaterial is placed between the platform andcritical points of the equipment. This honeycombabsorbs the shock of landing. For detailed information on the preparing of platform loads referto TM 10-500-5-4 -5.)

LOL X delivery of r



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All air-delivered loads must be secured in theaircraft by tie-down devices for take off and flightfig. 3). For loads to be extracted by LOLEX, anadditional restraint system is used after theregular tie-down devices have been removed. Ashear strap is installed at the aft end of the loadto be extracted. It is attached to the rear of theplatform and through the nearest tie-down ringon the floor of the cargo compartment. This finalrestraint is released when the extraction parachute deploys and begins to pull on the extractionline.

Actual extraction is accomplished by the actionof an extraction parachute attached to the ejectorrack in the ceiling of the cargo compartment ofthe aircraft. As the pilot passes over the desig-nated spot on the ground, he activates the pendulum release switch located on the instrumentpanel. The extraction parachute then falls into theslipstream, deploys, cuts the final restraint, pullsthe load from the aircraft, and provides a deceleration force which stops the forward momentum and allows the load to skid to a halt in amatter of feet from the point of impact.

The future possibilities of this system arealmost limitless. Some newer ideas include thedelivery of vehicles without platforms; that is,extracting vehicles on their wheels or on breakaway skid boards. This would enable them to bedriven off the drop zone immediately with noderigging required. Newer still are visions ofPeople Pods. Using basically the same system,a people pod will place troops on the objective insmall units, probably squads.As the Army grows and improves, so does its

requirements for mobility, and accurate and timely resupply. Perhaps LOLEX is our answer.

up the ground on impact. Right same bundle.

JUNE 1964

LOLEX method permits a variety of deliverable loads.H ere are forty- two 5-gallon cans on skid for delivery.

Rigged on 4 x 8 8kidboards ready for LOLEX deliveryare 126 cartons of 5 in 1 rations.Note almost negligible damage has been done

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12/52

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THE A V ERA G E cigaretteburns about 5 minutes. Dur-ing such a 5-minute period, a cigarette can contribute significantly to a potential accident.

First, cigarettes interfere withvision - not much, but some.One effect of nicotine in the bodyis that it constricts the smallblood vessels, including thosewhich supply the eyes. The re-sult is a measurable loss of acuity. In other words, you can't seequite as well after a smoke. Withflying as tough as it is today, thisfact should give you pause. Thisdoesn't mean smokers can't seewell enough to fly safely. tmeans that they don't see as wellas they would otherwise.Second, cigarettes cloud upyour windshield and windows.Tobacco smoke contains an assortment of tars and resins whichhave become the center of re -search and argument concerningtheir possible roles as causes ofcancer. While I cannot confirmnor deny this accusation, I doknow that these tars collect on10

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if : A , : . . :or. ~ ; : ~ ~ ;

~ S m o k ea Cets n~ Y o u r y e s

Donald S uck

window surfaces to obscure vision. tobacco doesn't get you bycausing cancer, it may do thejob by causing an accident But,unlike cancer, this hazard can bereadily wiped away. Periodicallycleaning windows with a papertowel will clear up your visionto a significant degree. Propercockpit ventilation will clearthe smoky air and keep youraircraft from looking like thesmoker on the Super Chief.Another effect of smoking isthe quantity of carbon monoxideand carbon dioxide gases whichare thrown off. These gases areinsidious in that they can be accrued in the body over a pro-longed exposure. They make onesomewhat drowsy and inatten-tive, and they fuzz up vision.Tobacco smoke contains thesame gases as the exhaust ofyour aircraft, and you've learnedto respect the toxic effect of thathazard. Continuous smoking in atightly closed and nonventilatedaircraft is very much like a hole

in the exhaust system, continually leaking a tiny quantity of thegas into the cockpit to contaminate the air you breathe. Breath-ing your smoke once is badenough. Don't try to live in itVentilateAnother danger of smoking isits distractive side effects. Whenthe hot ash drops off into yourlap, it is apt to take your atten-tion from flying. A burning cigarette dropped in the aircraftmakes things interesting - par-ticularly i you sit on it or if itcan't be found.

One of the most important hazards related to smoking is fire.Most smokers forget that wherethere's smoke, there's fire."Smoking may have its goodpoints. But it interfers with yourvision, it clouds your windows,it gives off toxic gases, and it'sa constant fire hazard. ......

This material was adaptedfrom a ground safety lecture.Mr. Buck is Director of SafetyUSCONARC .U. S. ARMY AVIATION DIGEST


13/52

While on an aerial recon mission you re firedon. You need artillery, fast. Know what fre-quency to use? The unit call sign? Includeartillery support in your combat mission plans.You can alwaysTakeit,ithyou

Captain Carl L Ross and Captain Glynn E Eberhardt

ARTILLERY IS the most lethal weapon available to theaviator. Most aviators, throughtheir aviation training and general military background, havebeen provided with the methodsand procedures for adjusting ar -tillery fire. However, i f the aviator is called upon to take atarget under fire, will he be ableto effectively put these methodsand procedures to work? Prob-ably yes, but not without un-necessary difficulty.

The reasons for these anticipated difficulties can be attrib-uted directly to the aviator's failure to properly plan his mission.Regardless of the purpose of themission being flown, planningshould always include the possibility of adjusting artillery fireon targets of opportunity. As oneaviator said in relating his ex-perience during the Korean War,I was never called upon to fly

JUN 964

an artillery adjustment mission;however, I hardly ever flew amission that I didn't adjust ar -tillery fire."

Regardless of his mission,every aviator who does not consider the possibility of engaging a target of opportunity withartillery fire and who fails toplan accordingly is guilty of lim-iting the capabilities of both avi-ation and artillery. The additional planning necessary consistsmerely of gathering a few bits ofinformation and material.

Place yourself for a momentas pilot of an observation helicopter flying a reconnaissancemission in a combat situation. Enroute to your area of reconnaissance you begin receiving in -tense automatic weapons firefrom a ground position. t be -comes evident that this fire willprevent the completion of yourmission, so you back off out of

range to consider your possiblecourses of action. Artillery is theanswer Within a maximum of 15minutes you can silence theseweapons and continue your mission - provided you are pre-pared. Ask yourself, What do Ineed to know in order to call onthe Artillery?

First, you must know who cansupply the fire necessary to neu-tralize your target. This informa-tion can be obtained simply byreferring to paragraph 3 of thesupported unit's operation order.As a minimum, it will list theartillery organization for combat. Thus you can quickly determine the artillery supportavailable.

Capt Eberhardt is assigned tothe Special Subjects Division,Dept of Tactics, USAAVNSCapt Ross is attending the A rtil-lery Officers Course, Ft Sill,Okla.


14/52

Now that you know what unitsto call on, you must know howto call. What frequency do youuse and what is the unit s callsign? This infonnation is available in the SOl (Signal Operations Instruction) of the supported unit, but it is of littlevalue unless it has been extracted and carried along on themission. Record these frequencies and call signs and have themwhere they will be readily available at all times. In personal n-terviews with aviators flying insupport of division level exercises, the concensus of opinionwas that 95 percent of all missions were flown with no consideration given to an artillery SOlextract. Little hann is done inwargames by this, but don t leta habit develop that later could

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diminish your effectiveness ncombat.Another piece of infonnation,which is of the nice-to-know variety, is the exact location of thesupporting units. This is available in the fire support plan ofthe operations order. Knowledgeof the location will enable thepilot to use the gun-target line inmaking sensings and corrections,thereby simplifying his mission.There are, of course, other meansof detennining the gun-targetline; however, prior knowledgeof the gun position will usuallyexpedite firing. This infonnationshould never be allowed to fallinto the hands of the enemy. Remember, artillery is your bestfriend

t is always desirable to beaware of the known points and

concentrations within your sector. These also are available nthe fire support plan of the operations order, and n many instances will aid the observer inlocating the target accuratelyand rapidly. f time permits, re cord these known points andconcentrations on a tactical mapand carry it along with you.

As a minimum in planning anycombat mission, always knowwho can supply you with supporting fire and have availablethe frequenCies and call signs ofthese units. This informationcoupled with a basic knowledgeof adjusting procedures will allow you to use a tried and

.proved method of inflicting casualties on the enemy. Be awareof its capabilities and be prepared to call on th artillery



15/52

William H Smith Ordinary gasoline canbe used UT

The Beaver will operate on 80/87 octane avgas,but suppose your unit s supply is depleted and anemergency flight is necessary. There s plenty oftruck gas. Can it be used safely?

LOOKED DOWN at the still face of the youngsoldier. He was pale and a bump on his headwas clearly visible. One eye was swollen out ofproportion, although it had not been hit when hefell.The accident happened early one frigid morning. On his way to the mess tent, the soldierslipped on ice and struck his head against the

sharp edge of a %-ton truck. He was knockedout.As commanding officer, I had been notified, ofcourse, and by the time I arrived at the scene thesoldier was coming around. When I talked to him

he even smiled a bit at his own carelessness. Butsomething was obviously wrong; as I watched hebecame pale and slipped into a coma. Then Inoticed that his left eye had begun to swell andbecome discolored.JUNE 1964

Our unit was too small to have a doctor attached, so we depended on the one at topSide.Fully alarmed, I radioed the doctor. He listenedto my unprofessional explanation and replied,I'm not sure, of course, but from what you say,it sounds like he has a hemorrhage of the brain.

Captain, you had better get that man here rightaway.Now this wasn't so easy to do. t had been ahard winter in northern New England, and theone road leading from our unit was thick withice and impassable most of the time. In the lastfew days it had been snowing intermittently andsurface transportation was out.

But we weren't cut off entirely. The one andonly aircraft in the area came in almost daily,using the little landing strip that we kept clearedof snow.Two days ago Lieutenant Scheifer, the pilot,had come in to bring some food and had stayed,waiting for the weather to ease up a bit. The planewas here now and available for the emergencytrip. I felt sure the lieutenant would be willingto take off and fly back, in spite of the weather.I explained the situation to him and as I hadexpected he was ready to fly. He dashed out ofthe tent and headed for the strip. My firstsergeant rounded up some men and went to clearaway the new fallen snow.This was all I could do for a while, so I strolledover to the mess tent for my delayed breakfast.There I found the S-4. As we ate we talked aboutthe accident.

Suddenly he stopped eating. The piece of toasthe was about to bite into returned to his plate.

"Good gosh " he said. I just remembered. Thatlast shipment of avgas didn't get through. Wedon't have enough to send the Beaver back.

I wasn't rated so at first I didn't understandthe significance of this. To me gasoline was gasoline, and we had plenty of fuel for our trucks.But the S-4 quickly made me understand thatavgas and truck gas are not the same, even whenthe octane rating is identical.Realizing what I had asked of the pilot, I wentout to the strip. There I found him busily supervising the unloading of jerry cans, all from ourlittle dump and intended for truck use.

"Scheifer," I said. I just found out about thegasoline. I don't know what the difference is butthe S-4 says it's dangerous. I can't ask you tomake the trip.

Thank you, Captain," he said, but I'd like togo anyway. That kid needs help."13


16/52

I didn't really think he'd say otherwise. How-ever, my concern must have showed.Don't look so worried, he said. I figured an

emergency like this might happen some day. Iknow just what to do.I thought about it for a moment. f LieutenantScheifer was willing to take a chance for a soldierhe didn't even know, I should be willing to dothe same for one of my own men.

All right. You can fly if you're determined,but I'm going along.It's not necessary for you to go with me, Sir.There's no sense in both of us risking our necks.I can help with the patient while you fly. Andbesides, it's my neck.Scheifer looked at me for a moment, shruggedhis shoulders, and went on with his work.Since I was going along on this jaunt I decidedto watch the preparations and see if I could help.The first thing I noticed was that all the jerry canswere new ones. Lieutenant Scheifer had selectedthem for some reason. He had sent a youngcorporal off to get something else and was ap-parently waiting for him to return. I decided toask about the cans.

It's because of rust or flaking paint. New cansare less likely to have this kind of trash than oldones.4:

A little rust or other .foreign matter can bedeadly. f a truck filter gets clogged up you canalways get out and do a fair job of cleaning it.Not so with an airplane.About that time the corporal returned. He wascarrying a piece of wire and a chamois cloth.Got the wire you wanted, he said, and I alsobrought you a chamois. Thought you might liketo strain the gas.Thanks, but I'd rather do without the chamois.Too risky. That chamois will take the water andforeign matter out, all right, but it causes a build-up of static electricity. Burn up this airplane andthat man won't get his doctoring. No, I'd ratherdo without.How about a piece of clean cloth. Won't thatdo?The cloth will take out some of the big stuffand replace it with lint and a lot of other junk

to clog up the fine jet holes in the carburetor.The lieutenant took the wire and attached one

end of it to the airplane. He scraped the paint offa small part of the handle of a jerry can andattached the other end of the wire to it. Satisfiedthat the can was grounded to the airplane, heproceeded to pour the gas in the tank. I noticedhe left a pint or two of gasoline in each can. ThisI learned later was an additional precaution tokeep any sediment from entering the tank.

Mter he had filled the tanks, he drained them.There was no sign of water.

His preflight finished, he turned to the sergeantand said, Go get the patient. Wrap him up goodbecause it's going t9 be cold. While you're goneI'll go out on the field and run up the engine abit. I want to see how it will run with this gas.

The engine started all right, but when Scheiferrevved it up even I could tell it wasn't running asit should. As soon as the sergeant brought thepatient, the lieutenant moved the airplane backto where we were standing. I did not talk to himbecause he was busy getting the soldier on board.With everything ready he turned to me andsaid, Let's go.He moved the plane out to the far end of thestrip. Even though he had already run up theengine he went through the procedure again. Irealized that he was not too sure about the engineand was giving it a chance to quit while we werestill on the ground.

After what seemed to me to be at least 10minutes of runup, Lieutenant Scheifer let theengine idle, switched tanks and revved it up forone more short moment. There was an immediateU. S. ARMY AVIATION DIGEST


17/52

improvement in the sound; the engine was definitely running smoother.We headed down the field and the little planeleft the ground without a bit of trouble. As soon

as we were in the air, Lieutenant Scheifer againswitched tanks. Again the engine ran a bit roughand there was a faint sound of a knock. But it ranand soon I settled down to a nice ride.I had taken this same flight many times withLieutenant Scheifer. He usually flew at a comfortable altitude, but this time he stayed close tothe treetops. I also noticed that he was flying atreduced throttle.

When we were well on our way I started askingquestions, and Lieutenant Scheifer was in themood to answer them.He told me that even though the gasoline wewere using is the same or higher octane rating

as normally used in a Beaver (the Army usesgasoline, automotive, combat 91A in its trucks,which has an octane rating of 91; Beavers willperform on 80/87 octane avgas), you can't be sureit won't knock. Knock rating is controlled bytests. In automobile gasoline the test is madeunder conditions expected in average driving atsea level altitude. A decrease in atmosphericpressure will cause this fuel to boil at a lowertemperature, vaporize more readily, and evenform a vapor lock.

He said that in aircraft fuel the test is madeunder conditions of high power output in adecreased atmosphere of 7 pounds per squareinch.Back there when you were filling the tanksI noticed you only filled the rear and center.I had about 2 gallons of aviation gasoline inmy front tank and I wanted to use it to get airborne.Without enough fuel to get off the ground, I

would have been forced to use the automobilegas. With auto gas you have to take off withoutusing full thrott le. This takes a much longerfield.I see. But why are you flying so low and slownow?Well, at this speed and altitude the engine isnot apt to suffer so much. You'll notice that wealready have a little indication of detonation. Theengine is rougher and is running a little hotterthan usual. I f I speed it up or fly higher it will

get worse and there is a good chance of enginefailure.All this time our patient was riding comfortablyenough. He was breathing heavily and every once

JUNE 1964

in a while I'd tuck the covers around him, butthis was all I could do for him.

When we came in to land, the lieutenant didn'twant to chance the truck gas. He switched backto the front tank containing avgas.The landing was uneventful. As we taxied in,I noticed an ambulance waiting to take thewounded soldier to the hospital.After our patient was gone I persuaded Lieutenant Scheifer to go with me when I reported tothe CO. Before he left the field he told themechanic to drain the remainder of the automo

bile gasoline and test the engine thoroughly.If it shows signs of a lean mixture, we'll have

to check the carburetor jets.I'm happy to report that our patient got overhis injury and is still in the Army. I became so

interested in aviation that I'm now applying forflight school. uel Truck

Monitor iltersA recent TWX spells out a problem with 2,400-gallon 6 x 4 five-ton aircraft fuel servicing truck

monitor filters. The problem is caused by the discshaped filter paper within the monitor cartridgebeing transferred into the fuel stream throughthe dispenSing hose and collecting on the nozzlestrainer screen during pumping operations. Investigation by the Warner-Lewis Company, themanufacturer of the monitor filters, revealed thatsome of the small paper discs in the monitor filtercartridge which came with the vehicle did notmeet specification requirements. The TWX statesthat immediate inspections should be made oneach fuel servicing vehicle received under Armycontract DA-20-113-MD-29874, to assure thatmonitor filters are functioning properly. I f faultyfilters are found, the Warner-Lewis Company isto be notified immediately and requested to replace he faulty filters. Stock numbers of newfilters are: Filter Cartridge Model CMS50 MCNo.5 and Liquid Separator Filter CCWS1. Mr.C. B. Stolen is the Warner-Lewis Company representative to be contacted, Tel. Webster 9-5451,Tulsa, Okla. Stations which have difficulty withthe filter system on these vehicles should submitunsatisfactory reports (DD Form 1362, referenceAR 58-1).

15


18/52

Have you ever declared an emer-gency and a controller wouldn tclear you to land

THIS FLIGHT began muchthe same as numerous othersin the year since we had arrivedin EUl; ope. We were to take acrew from Germany to Nice,France, to pick up a UH-19 thathad lost its engine on a returntrip from Lebanon. The 600-miletrip down was without incident.

Having spent two days wait-ing for the completion of thework, we were ready to returnto our home field. We loadedthe toolboxes aboard the U-1Aand with' our crewchief and thetechnical inspector headed home.The weather was not exactlygood or bad. It was forecast tobe VFR ll the way with somelight rain en route. The lowfreezing level precluded an IFRflight.By the time we reached Dijonthe ceiling had dropped to 1,000feet and visibility was about 1mile. We decided that we hadgone far enough and, because ofthe deteriorating weather, thatwe should get a current weatherbriefing. Upon landing at theFrench military base, we weregreeted by armed guards andushered to the base operations.It was readily apparent that wewere not welcome and the lan-guage barrier made it difficult toexplain our plight to the Frenchofficer. His only comment wasthat the weather was good andwe had to go. With no alterna-tive, we departed.

We continued to the Germanborder where it became obviousthat we would never be able to

IT OULD--H PPEN TO

make it over the mountains. Asthis was winter, we were ex-tremely concerned with thefreezing level and decided to callthe area controller to see if anIFR flight could be made. Thecontroller came right back witha clearance of 5,000 feet to Stutt-gart. We asked the freezinglevel and icing conditions, but heinstructed us to call FERENAControl (French Air Force).

By this time, the rain had re-duced visibility to less than 1 2mile, so we started our climb toaltitude and at the same timecalled FERENA Control. Contact was established at 3,000 feet.Again we requested the freezinglevel and icing conditions. Thecontroller's only comment wasthat we were cleared to Stutt-gart to maintain 5,000 feet. Bythis time we had reached 4,000feet, and the rain was formingclear ice on the aircraft. Wemade another call to FERENAControl and informed the controller that we could not makeit to 5,000 feet. He instructed usto contact Munchen Control.

The aircraft made it up to 4,-200 feet but refused to climb anyhigher. We informed FERENAControl that we were returningto Basel Mullehouse, to whichhe replied, Negative; contactMunchen Control. He was theninformed that we were declaring an emergency as the aircrafthad accumulated about an inchof clear ice. We began descending. The last reply we heard was,Negative emergency; contactMunchen Control.

A call was made to Basel approach and our situation explained. We slowed the aircraftas much as possible and lockedthe shoulder h a r n e s s (andprayed). Fortunately, the descending path of the aircraftbrought us down the forwardslope of a mountain and into avalley which led to the Baselairfield.It was three days before theweather improved enough thatwe could continue our flight.The only place we could file intowas Frankfurt. After arriving atFrankfurt, we were informedthat it would not be possible toget to our home base, which wasonly one hour's distance, due tothe lack of an alternate.

While we were talking to theforecaster, a young pilot came into file a flight plan to Stuttgart,which was just carrying approach minimums and forecastto go down. The forecaster informed him that the closest alter-nate available was Nice, France.The pilot was flying a U-6, andhe stated he had 61'2 hours offuel aboard and Nice was allright for an 'alternate. He got hisweather and departed.As we left the operations building for our BOQ, a mental notewas made. f he could arrive atthe Stuttgart facility, and if hedid not pick up too much ice onhis letdown, and i f he did not tryfor a second approach, he shouldbe about 45 minutes out of Nicewhen he ran out of fuel. ..... ..


19/52

A good active safety program is es-sential to the continued well being ofa unit.

S FETYSASlATEOFMIND

Maior Neal H. Roach

W HEN THAT young lieutenant pins on hisshiny new wings for the first time he is avery sharp and mechanically proficient aviator.t is too bad that we can t take a needle full ofexperience and judgment and il}ject him with it

just before he departs for his first unit. Perhapsthis would save our accident investigation boardsa lot of time and effort.A Senior Army Aviator Maj Roach is assigned

to joiJtt staff duty with the Federal AviationAgency Atlantic City N J.JUNE 1964

Now since we cannot take this desirable courseof action we particularly the old timers can andmust do other things to ensure that this youngpilot will be around long enough to obtain hisexperience and judgment.

Not long ago an aviation unit commanderalmost apologized for requesting that I attend amonthly safety meeting. He thought that, be -cause of my years in the Army Aviation businessI would object. I had to assure him that I wouldbe most happy to attend, even though it meantdriving 130 miles. f I ever get to the point where

1 7


20/52

I think that I know everything there is to knowabout driving airplanes, then it will be time toturn in my badge.

I have been around Army Aviation long enoughto know that a good, active safety program isessential to the continued well being of a unit.Notice, I said active I am not referring to thelip service type of safety program that we haveall been exposed to - the kind that is broughtout once or twice a year and dusted off for aninspecting officer's benefit. I mean the kind ofsafety consciousness that permeates an organization. You feel it in the manner in which everyman performs routine duties such as properlygrounding aircraft during refueling. You sense itwhen you look around operations and maintenance activities and notice an up-to-date crashgrid chart or an efficient program for trainingunqualified maintenance personnel. You also become aware of it when you talk safety with pilotsand crewchiefs and find their response sincereand interested.

Safety is much more than appointing a safetyofficer, attending compulsory safety meetings, andsubscribing to safety publications.Safety meetings, of course, can be one of the

strongest factors in any safety program. Thetrouble is that so often they fall into the categoryof compulsory periods of boredom. One of themost satisfying techniques for conducting a meeting is the use of small groups of aviators in a wellorganized session planned for maximum audienceparticipation (much like a bull session). With asignificant, provocative, and timely subject fordiscussion, safety meetings can be both interestingand instructive. I firmly believe, however, thatmore safety information is exchanged in bullsessions and hangar flying than you could everreceive from attending the usual poor safety lectures or reading safety publications. Not that

these aren't necessary; they are. We can, if wewill, learn from the mistakes of others.Little tips and bits of information exchanged

over a cup of coffee, have paid off in safety. Forinstance, I f you only t ink you can do something in an airplane, don't try it. You may exceedthe capability of either the aircraft or yourself,with disastrous results.In combat, it's mission first; in peacetime it'ssafety first.

When you have an emergency, keep flying,mentally, because if you ever stop, you're dead.Such ideas and mottoes, if repeated oftenenough, will become a part of a man's mental outlook on his job, whether he is a throttle jockeyor a grease monkey.It's up to the older pilots and mechanics who

have made mistakes, profited by them and otherwise gained experience while developing goodjudgment, to help the young uns.I must say a word to and, I'm afraid, aboutsome of our senior pilots. It is human nature toresent being told that we are wrong, but it is alsoa fact that all of us do make mistakes. I thinkwe have all been guilty, at one time or another,of refusing advice from our younger pilots andmechanics. We all can learn from one another.f a younger pilot hesitates to tell us when we arewrong or when we make a mistake, then he is

not doing us any favors. And i f we feel too proudto accept courteous, well-meant advice, then wehad better go out and renew our supply ofhumble pills.Safety consciousness is a never-ending, all-encompassing job. It is the result of active organization and participation on every level.

Have you given some serious thought to yoursafety program lately? Think it's about time?You could, perhaps, prevent one of your peoplefrom becoming a statistic in an accident re-port.

A sure sign of good flying is the smooth manner in which a flier performs certain maneuvers- rollouts, climbouts, getting a new heading, etc. The key word to smooth flying is anticipation.A smooth flier anticipates the need for certain maneuvers and changes of attitudes.

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

Army Aviation School, Fort Rucker, Ala.18 U. S. ARMY AVIATION DIGEST


21/52

Huck. Cleco. Hi-Shear. Hi-Lok, Jo-Bolt. Ice Box.These are words as meaningful to the airframemechanic as are VOR, UHF, and LOC to theelectronics man . . . zero-zero to the weatherman A-OK to the missileer or 201 to thepeople in personnel. ,

As fasteners - rivets, especially - become morespecialized there is an increasing tendency toJUNE 1964

ivetsReprinted from SERVICE NEWSNov-Dec 1963Lockheed-Georgia CompanyMarieHa Ga.

refer to them with names that mayor may notbe meaningful. In this article, we propose toidentify and give a few facts about) some of themost used rivets with their names and with theiroften far more meaningful) part numbers.First, What is a rivet? A fastener is a rivetwhen some part of it is permanently deformedor altered during installation. Thus the rivet,

9


22/52

upon installation, becomes a permanent fastener.Part or all of a rivet is destroyed upon removal.The varieties of rivet types are numerous andstill increasing. Depending upon their application, rivets are designed with special considera

tion given to corrosion resistance, ability to endure extreme temperatures, chemical and physical compatibility with aircraft structure, etc.Numerous head and sleeve designs are availableto fit in with the functions of various parts. And,as is true of everything going into an aircraft, aprime design consideration for every applicationis minimum weight.

SOLID RIVETSThe simplest aircraft rivet is still the solid typethat is secured in place by upsetting or mushrooming the end of the shank. Solid rivets areused whenever more complex types are notspecifically required. The shank is upset by ham

mering (driving or shooting) and bucking or bysqueezing to form an upset head to prescribeddimensions. A rivet set of the correct type andsize must be used. A set too small damages therivet and one too large damages the materialaround the head. Bucking bars of suitableweight and shape for the size and location of therivet are important to the quality of the drivenrivet. Rivets of some alloys work-harden quickly,requiring fewer but harder blows in upsettingand this, in turn, requires a heavier bucking bar.

All tools must have smooth, clean workingsurfaces, and must be held square with the rivetso the center of force is applied near the centerline of the rivet. I t takes practice to develop feeland timing as well as the correct pressure for aparticular rivet. When testing power drivingtools, hold the set against a piece of wood orpractice work to avoid injury from a flying rivetset. Never test directly against solid metal.

CLECO FASTENERSTemporary, easily-removed fasteners are oftenused to align and hold the parts to be riveted.

These are commonly called Cleco fasteners, although they are actually tools and are never usedas permanent fasteners. Special pliers are used toinsert and remove these from holes provided forrivets and other type fasteners.

REMOVAL OF SOLID RIVETSThe process for removing a solid rivet from itsinstallation is fairly simple, but it requires somedegree of care and skill. Except for AD alloy

rivets (which have a centered dimple) the headmust be center-punched lightly for drilling. Theright size drill bit is one slightly smaller than therivet shank. Drill through the head and slightly20

RIVET LLOY CH RT

DDDDM

NOItMAL USE

1100 99 puN2117 aI aIIor

M WIth or ......... or near corrosiYe areaaAD or DD WIth alu.inu.D Soaaeti utecllnsNad of DD in .... ReIdI With .nesi

500200_.200-200-900

into the shank. Snap the head off, then drive theshank out with a pin punch. Use a light hammer,and preferably use a backup for the materialaround the rivet shank.

ICE BOX TYPE ALLOYSMany pages could be used in describing alloys,heat treatments, and aging processes for thevarious rivets. Included here are some charts

that will give you brief descriptions.An alloy deserving particular note, however,is one that ages or hardens) so rapidly afterheat treatment that rivets of this material must

be kept frozen until they are used. This alloy is2024 aluminum; the rivets are coded DD and areidentified by two raised dashes on their heads.They are often referred to as ice box rivets although they must be stored at -lOaF or lower.

Take only as many of these rivets as you canuse in 15 minutes. A small insulated containerand dry ice are useful in keeping them cold whileyou work. Each rivet should feel cold when youplace it in the work. Once r e m o v ~ from thefreezer, DD rivets should not be returned tostorage. Refrigeration does not reverse the agingprocess; it only retards it. Unused rivets can besalvaged, however, and reheat treated to the T31temper condition.)

SPECIALIZED RIVETSThe material of the shanks of solid rivets hasto be soft enough to be shaped into an effective

head when it is installed. The softness of thismaterial is a limiting factor in the strength of therivet. The same is true of rivets that are upsetin place by a pull pin, and also of the semitubular types. All of these are useful in suitableapplications.



23/52

As the airframe industry has advanced, requirements for more durable but lighter rivets havebeen met with two to four piece rivets, using themost suitable alloy in each part. Some of thecomplexity of these designs results from makingthem useful in blind applications. The BL-blindLockbolt and Jo-bolt are among the more important. Special tools are essential for thesetypes.In many applications shear is the most severeload a rivet must withstand. This indicates thatthe shank material must be strongest. The rivetmust also fit tightly in its hole for maximumresistance to shear or to elongation of the hole.The shank of a solid rivet expands during upsetbut such malleability does not exist in the pinsor shanks of the more complex designs. Therefore, snug, or interference fits, are specified onmany of them.

An example of a two-piece rivet is the HiShear which, as its name implies, resists highshear loads. Its installation is somewhat like thatfor one-piece rivets. The shank material is easilyshaped by a special upsetting tool to form asecurely driven head.

Huck shear-type Lockbolts have characteristicssimilar to Hi-Shear, but their installation requiresanother set of tools designed specifically for Lockbolts. The stump type is installed in much thesame way as Hi-Shear but the pull-type Lockboltis upset by simultaneously pulling on the pin andpushing on the collar. The collar is pressed intoserrations in the remaining part of the pin. Thepulled end of the pin breaks at a groove designedto allow a predetermined amount of tensionnecessary to secure that particular rivet.

Rotary tools are used to secure two of therivets shown. Torque is applied to a special nuton Hi-Lok and to the end of a special screw inthe Jo-Bolt. Screw threads draw the work upthat last thousandth of an inch and then securethe rivet in place. In each case a shear section inthe turning part of the rivet determines the maximum torque by breaking when the completedinstallation gives a sharp rise in resistance totorque. The hex section of the Hi-Lok nut breaksoff and the end of the screw in the J o-Bolt breaksoff.

HI-LOK FASTENERSThere is little practical difference between a

Hi-Lok fastener and a bolt and nut. While thereare no provisions for holding the head of the pin,a hex recess is provided in the threaded end ofthe shank. The tight, interference fit of the pin inits hole helps to keep it from turning as the nutJUNE 1964

is tightened. The shape of the nut provides aneffective binding surface against the work and anout-of-round self-locking ring grips the threadedpin. A breakneck groove is between this sectionand the hex part where the torque is applied.

Hi-Lok rivet pins are to be squeezed completely into position before torque is applied tothe sleeve (or nut). The pins are not to be drawninto the hole. f hammering the pin is unavoidable, the structure must be supported; the hammer must not weigh over 2 ounces, and it mustbe plastic tipped.The HL90 collar is counterbored to clear theimperfect threads that come through when thepin is correctly installed. f you can't get theright length pin for a job, you can use one a sizelonger by placing one AN960 OD plain aluminumwasher under a protruding head or the collar, tospace it correctly.

In some applications Lockheed uses MS21042steel nuts on HL50 or HL51 Hi-Lok rivet pins asan alternate to the HL90 - ) A collar. A washermust be used under the MS21042 nut to correspond to the counterbore in the HL sleeve. Thisprevents the nut or sleeve from bottoming outon the exposed imperfect threads of the pin

NOMIN L PINSIZE

shank. The washer also helps you avoid markingthe material being fastened with this standardnut.

Torque requirements with MS21042 steel nutsare as follows:

To remove a Hi-Lok fastener use pliers, preferably vice grip type. Needless to say the usednut is scrapped, but normally the pin is undamaged and can be used again.

JO-BOLTSJo-Bolt is National Screw and Manufacturing

Company's name for a design series of highstrength, blind fasteners. These fasteners areused in C-130s [also CV-2s and OV-ls] onlywhere loads are primarily shear and where onlyone side of the parts being fastened is accessible.

2


24/52

Two applications of the Hi-Shear Grip Scale are shown.In a blind application the scale is hooked against theinside surface of the parts being fastened and the griplength in sixteenths is read from the outside.

uck Lockbolt pin and collar. The bot tom view demonstrates the pull-down capability of this special fastener.

They are installed in much the same way as otherblind rivets requiring special adapters for handor power tools used to drive them.Probably the most important application of JBolts is in repairs where high shear strength isrequired at inaccessible locations. Jo-Bolts areavailable in sizes suitable for replacing fastenerswhere the hole may be slightly enlarged fromprevious installations or where it is necessary toredrill the hole to size. Jo-Bolts nominal sizesare full or slightly oversize compared to standardnominal sizes.

The J o-Bolt is held securely in place by a steelsleeve which is pulled up and expands over theshank of the nut. A special steel screw with aleft hand thread has been screwed into the JBolt nut. The nuts for Jo-Bolts resemble boltsin their outline but actually are nuts in operation.The expandable sleeve was placed on the screwbefore the nut. The outside diameter of thesleeve is the same as that of the nut before thesleeve is expanded during installation.

When the left handed driving screw is turnedto the right cw), it pulls the sleeve up on theshank of the nut and against the inner face of thepart being fastened. Of course the nut must beheld stationary as the screw turns and it w llremain stationary after the Jo-Bolt is fastenedsecurely. The screw has a built-in torque limiterin that a shear point is located just below theslabbed section. When the Jo-Bolt is correctlyinstalled the expanded sleeve will have beenpulled up against the inner face of the part andthe broken end of the remaining screw will be

Jo-bolts



25/52

practically flush with the skin surface or the topof the nut depending on the type of nut).Jo-Bolt part numbers are listed in [Chapter 3]Section 1 of your Structural Repair Instructionsthe -34). Recently some slight changes have

been made in these numbers, but the dimensionsand materials for the rivets are basically the same.The new part numbers represent the same rivets,except that they are manufactured under morerigid quality control. At present both the newand old part numbers are given.

The letters, which make up the first part of aJo-Bolt part number, stand for the design andmaterial used for the nut. An example is the FFformerly F) which stands for a flush top steelnut. The nose adapter engages the nut top bymeans of the cross points in cross recesses. Theletters FA were for the millable flush aluminumnut type. The new number for this type startswith SSHFA. Before being milled flush, thisaluminum type has a protruding hex top thatengages with the nose adapter during installation.A protruding steel nut is identified by the lettersPP. The same shape in aluminum is P A. The topsof these protruding nuts are not millable.

As mentioned previously, the diameter of thegrip of the nut is a little oversized on the regularseries of Jo-Bolts. They are also available indiameters a little larger than the regular oversized Jo-Bolts. These are for the same nominalsizes and have the same part number except forthe letter 0 just after the first letters identifyingthe material and just before the nominal diam-

Notice particularly the position of the top of this flushhead riv t measured on a o B olt Grip ScaleJUNE 1964

eter. These are useful when a hole is just overthe size allowed for the regular types. Oversizedfasteners should not be used indiscriminately andyou should seek qualified specifications for theparticular job at hand. The -34 covers most ofthese.

The numbers following the letters in the partnumber represent the nominal diameter of thegrip length of the nut. They are for identificationonly, although the figures are in the range of thosein the decimal diameter.

The dash numbers representing the grip lengthrange follows the numbers representing thenominal diameter. These dash numbers bear noresemblance to the actual decimal dimensionsthey represent, but each could be considered torepresent approximately the middle of the griprange in sixteenths of an inch. The range is asixteenth in every case, so the increase from oneJo-Bolt length to the next is continuous. Thedash number meaning is the same in all sizes andseries.

The -1 represents the grip range of 0.031 to0.094 inch which is from 1/ 32 to 3/ 32 as fractionsgo. The highest dash number is -16 which isshown to range from 0.969 to 1.031 inch.I f you find a three digit number, in addition tothose mentioned for J o-Bolt part numbers, itspecifies the AN standard drawing used to design

the nut top e q u i v a ~ t to a rivet or bolt heacU.These would replace such AN fasteners whenspecified for a particular repair.As with other similar fasteners the success ofthe job will depend on obtaining the right toolsand using them correctly as well as the selectionof the right size and length fastener.J o-Bolts can be installed only with tool adaptersdesigned for them. When the hole size and JBolt size are within allowances and when thecorrect grip length has been selected, actual driving of this fastener is automatic and quick. It is

SAMPLE PART NUMBERS FOR JO-BOLTSPART , NO

..... ... 1(OLD ,.4-,)A .COLD A . ~ , a )

....31,a- l .(OLD ..31,a- I . ) J>ROTRUDING-STEEL: s/,. NOM DIA-NOM GRI . t I tPROTRUDING-STEEL OVER.nED) I

s / s,a NOM DIA-NOM GRI . 1/.

23


26/52

necessary to hold the driving tool squarely inline with the fastener so that the nose adapterwill engage properly with the nut to prevent itfrom turning when power is applied to thewrench adapter. Aligning the driving tool withthe fastener also avoids breaking the drivingscrew prematurely.

The Structural Repair Instructions have or willhave in a future change a table of part numbersfor nose and wrench adapters for electric pneumatic or hand tools to be used in installing J0 -Bolts. Generally the wrench adapters for a giventool will be the same for all J o-Bolts of a givensize but the nose adapters for the nuts will bedifferent for each nut type as well as different foreach size and type of tool.

The selection of Jo-Bolts of the right diameterwill first depend on the specifications of the workto be done then upon the size and condition of thehole if this is a replacement. Charts in your -34give Jo-Bolt part numbers, their nominal dia-

4

. . .0NA O. 4AN4. .NAMott , .

L . . O ALU .LaIf . . . . . . . . .ONEL

..aaoeoo

SOLIDUHCT av DtUVING OIlu .n lN

SEM I-TUBULARPLAIR 0 lIND

BLIND T UBUL AR.SELF PLUGGING

CHERRYP U L U N . PIN I IXPANo. . N A N

meter, the drill you use and the limits of thefinal hole size. These charts include the regularsizes and the oversizes mentioned previouslyThe next important step is to determine theoverall thickness of the material to be fastenedso that the correct grip length of the J o-Bolt canbe determined. A length selector gage pictured[page 23] was designed especially for this job.This gage will not always give the final lengtl:but it will give you something to base your finaldecision on.

You hook the small end of the length selectorgage on the surface at the far edge of the holeprovided for the J o-Bolt. At a point flush withthe outer surface a scale on the gage gives you thegrip length range for the J o-Bolt you need. Torepeat this is something to go on and if there areno variable spaces between the layers of thematerial to be fastened this direct reading willgive you the correct grip length.The grip length of each J o-Bolt must be within

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U S. ARMY AVIATION DIGEST


27/52

1/16 inch of the final thickness of the materialafter it is fastened. Since Jo-Bolts are available inlengths increasing by sixteenths there will be aright one for any thickness. Should you be fastening parts that vary in thickness from one hole tothe next you will need a variety of lengths handy.

As with so many other jobs a little practi cewill help you get the feel of the tools and canhelp you avoid some inconveniences and delayson an actual job. Feel helps but you can't relyon it entirely so there are ways to check installedJo-Bolts for security.An obvious indication that the wrong grip lengthwas selected or that the driving tool was heldincorrectly is when the drive screw breaks toofar down inside or too far outside the nut. Flushwith the skin surface is ideal on flush and millable aluminum types. Flush with the nut topsurface is ideal for the protruding type.

A table of break-off limits appears in your -34.One way to check Jo-Bolts for security is to use a

....

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COLLAR LOCK DPANDED8LElEVE

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. . LLU LE PLU.H PROTRUDING

JUNE 196

torque wrench. A lot of care is necessary herebecause you could easily loosen a good fastenerin the process of checking it.The J o-Bolt is not to be turned in either direction as loosening will require replacement.

When applying torque to check the Jo-Bolt besure it is in a counterclockwise direction and besure not to apply more than that specified for thetest.The nosepiece used to hold the nut duringinstallation could be adapted to a torque wrenchfor testing. This approach may be your easiestmeans for the flush type with the cross recess inthe top. Standard sockets will make it relativelyeasy to adapt the torque wrench to the hex topnuts although some sizes will fit a little loose.While the J o-Bolt is deSigned primarily toresist sheer loads it does of course maintain tension to hold the parts together. During installationthe screw produces this tension and after installation it remains under tension through the ex-

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LOCKED PIN COLLAR SHEAR TYPELOCK BOLT

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LOCKED PIN COLLAR SHEAR TENSION

LOCKIIOLTPULL PIN TO .WAGIt COLLAR

HIGH SHEAR . aL IND .THREADED PIN SLEIEVE

SLEEY-LOCKTORQUIt I:XPANDS .LItItVII:

5


28/52

panded sleeve. The screw threads are gripped inthe nut and screw head is binding against thesleeve, which is binding against the inner surfacesof the material it fastens.

Of course the entire sleeve must be below theinner surface (of the material to be fastened) atthe start of the sleeve's expansion so it w ll clampthe material. Otherwise it would only lodge insidethe hole and cause the drive screw to break prematurely. The average travel of the sleeve fromwhere it starts to expand until it is securely installed varies with the size of the Jo-Bolt from0.074 inch for a no. 8 size to about 0.260 inch ona nominal size. Preliminary turning of the _screw backwards to lower the sleeve will not increase the effective reach of the expanding sleevebecause it can t grip until it starts to expandover the beveled end of the nut.Drilling is the usual way of removing a JoBolt. When you must remove one of these fasteners, check its condition first. f it is securelyclamped you can probably drill it out withoutholding the nut. Do not try turning the nut toremove a J o-Bolt. Once the tension is releasedthe whole fastener will turn and this will makeit more difficult to remove with a drill. Shouldyou have access to both the head of the screw andthe nut, backing the screw out and bumping thesleeve free of the nut will release fastener parts.Heads of recent design have cross recess forPhillips screwdriver.

The steel screw in the center of the J o-Bolt ishard material and will tend to lead your drill bitoff. Centering the bit is most important and youmay need a device to aid in this and in steadyingthe drill.

Illustrations along with a table of removal drillsizes appear in your -34. These il lustrations showcross-sections of typical J o-Bolts in the process ofbeing removed, and the table gives the right sizedrill bit to be used on each size Jo-Bolt.

Two sizes of bit are used on a clamped J o-Bolt;the smaller bit makes a pilot hole in the screw,and the larger bit centers in this hole to drill thetop of the Jo-Bolt nut off The remaining parts ofthe fastener will fall inside the structure. Be sureto remove these pieces when you gain access tothis area.A different approach must be used if the J o-Boltis free to turn when you try drilling it. You usethe nose adapter part of the driving tool to holdthe nut while you drill the screw full length. Theremaining nut is removed to the outside with asmall punch or wire with the end bent into asmall hook.26

PART NUMBERSThe part numbers for the various configurations of rivets follow patterns similar to those forbolts. Numbers for the ones that have been accepted as standard for military use will beginwith MS, AN, or NAS. Others will have the num

bers aSSigned to them by their manufacturers.The numbers and letters following the standardor manufacturer s identification indicate the basicdesign of the fastener, and apply to all sizes ofthis design. Code letters may follow these to identify the material or alloy used in the fastener andin some cases its head type. The numbers towardthe last indicate size and then length.The rivet part numbers representing militaryspecifications indicate the diameter and length oftheir respective rivets with a number corresponding to the dimension in thirty-seconds of an inch.

This differs from bolt and screw part numberswhich use screw size numbers for diameters upto size no. 8 or in some cases no. 10.An example of a rivet part number is MS204-26AD4-4. This is a Military Standard rivet repre

sented by a drawing carrying the basic part ofthis number (MS20426). The drawing shows asolid rivet with a countersunk head of 1000 Standard alloy identification markings for thehead are illustrated on this drawing and the basicpart numbers for five different alloys are given.The dimple in the head and the letters AD in thepart number indicate an alloy of 2117. (A charton alloy numbers is on page 20.)In this alloy number, the 2 is for copper whichis the major alloying element with aluminum.Since, for our purposes, the alloy number is usedonly to support identification of a rivet, we noteonly that the last three digits indicate the manufacturing process and, in this number, the last twonumbers are the obsolete numbers used previously for the alloy. In other examples, such as commercially pure aluminum (99 pure), the lasttwo numbers indicate the purity beyond thisminimum figure.

FollOWing the letters identifying the alloy arethe dash numbers indicating the diameter andlength of the rivet. The first 4 means that thisrivet is Ys-inch diameter and the second -4 meansit is Y inch in length.Information in this article is for planning andinformation purposes only. It is not to be con-strued as uthority for m king changes on air-craft or equipment or as superceding ny estab-lished operational or maintenance procedures orpractices. - Editor.



29/52

Are you anasset or liability

to Army Aviation?

ProfessionalislDDIFFERENCE between

the professional and the nonprofessional Army Aviator is noteasily discernible. The distinctioncan only be made by observingthe way the aviator applies hisknowledge. Many, i not all, ofthe items that make a pilot s per-formance professional are basic.Let's take a look at some of thethings we should strive for asprofessional aviators.APPEARANCE

How many times have yougone to base operations to filefor a night or weekend flight andseen other pilots wearing a flightsuit with civilian shoes and socksor with a sport shirt showing un-der the flight suit? Besides beingin violation of uniform regula-tions, this indicates a lack of selfpride and discipline, which inturn indicates a What, me wor-ry? attitude toward flying.

Let's follow the example setby pilots who always present aneat, clean appearance and wearthe proper uniform. Granted,

Capt Schmid was with the Em-ployment Division Dept of Tac-tics, USAAVNS when he wrotethis article.JUNE 1964

Captain Thomas W. Schmid

maintaining neatness may not bepossible when operating in thefield for extended periods oft i m ~ But, remember, when wefly out of military and civilianairfields, we are on display be-fore members of other servicesand civilians.

COURTESYHow often have you been cut

out of the pattern or been forcedto make a go-around because an-other aircraft took its good na-tured time clearing the active?This is quite perturbing, as isgetting blasted with a cloud ofsand or dust by a pilot whodidn't have enough courtesy toturn the nose of his aircraftwhile making a runup. Besidesbeing thoughtless, this act cancause injury to personnel anddamage to other aircraft.EMERGENCIES

Recall, back in primary, whenit was necessary to have a forcedlanding field in sight at all times?f we didn t, the IP quietly closedthe throttle to simulate a forcedlanding, and we found ourselves

up a creek with a feathered pad-dle. Have we become so complacent that we find it too much of

a bother to maintain this Vlgllance? f we aren't prepared tohandle a forced landing, it's safeto assume that other inflightemergencies could end in disastrous, if not fatal, results. Fore-sight is better than hindsight.Let's periodically review theemergency procedures for eachtype aircraft we're qualified tofly. Be prepared to handle anytype of emergency that mightarise.

RADIO PROCEDUREThis is probably the mostabused facet of aviation. The

ATC section of Jeppesen lists theproper phraseology to be usedin transmissions, but hardly aday goes by that we don't heara breach of form. It seems to bethe rule rather than the exception to use unnecessary and ex-cess verbiage.

We should think of what we'regoing to say before we talk. Forexample, when making an IFRposition report, it doesn't hurtto write it out beforehand. Thenwhen it comes time to transmit,we're able to give a brief, clear,concise report without pausingwith Ah's while we're check-

7


30/52

ing the altimeter, clock or figuring our next estimate.

Another item to keep in mindis to listen before we transmit.Say again, you were cut outis irritating to the transmitting

parties and embarraSSing to theinterrupting party. The groundcontrollers' sole purpose is toassist the aviator. Give themyour cooperation by using correct radio procedures.

CHECKLISTSParagraph 18, AR 95-2, C2,states: The hazards inherent in

inadequate preflight, takeoff, andlanding procedures require thatspecial attention be given to theuse of pilot checklists." Theseare just as important to flying asnavigational aids. f we fly thesame type aircraft day in andday out, we've probably memorized the checklist. But, supposewe're qualified in several aircraftwhich we fly infrequently, or wehave a desk job and just get infour hours a month? Then, it isimperative that we use a checklist to ensure that all o ~ p o n e n t sof the aircraft are safe for flight.Some pilots feel embarrassed ifothers see them using a checklist. Imagine the embarrassmentof the pilot who took off' from acarrier with his wings foldedor the pilot who took off anddidn't notice until he was airborne that his aileron controlcables were reversed

Don't restrict the use of achecklist to preflight and takeoff checks. Pre anding checks arejust as important. f you don'tbelieve so, ask any pilot who hashad the misfortune of landingwith the gear up. A simple prelanding check such as GUMP(gas, undercarriage, mixture,props) will prevent such needless accidents.

28

AIRCRAFT CONTROLMost aviators feel that in this

area a pilot exhibits his true professionalism. It seems simpleenough to fly from point A topoint B and arrive safely. AllArmy Aviators have this capability, so how do we separatethe pros from the amateurs onsuch a basic matter? The professional has a purpose in mind andkeeps ahead of the aircraft.

For example, if the needlestarts to move out of the doughnut of the course selector, heimmediately applies a correctionand continues to bracket untilhe determines the exact headingthat will keep him on course. Hethen maintains this heading, notone or two degrees left or right.The altimeter will read his exactassigned altitude, not 5 feetabove or below. When he re ceives a new altimeter setting heapplies the K factor" and corrects his altitude accordingly.

As the flight progresses, theprofeSSional will be checking todetermine i f his estimate is validor he'll study the approach platesfor his destination. He knowsthat he'll be too occupied to begroping for minimums and timefrom station to pull-up when onthe c ~ u l approach. And, speaking of approach plates, he hasthe most current available withhim - not at home in a stackof unposted changes.

PROFICIENCYSome interpret proficiency tomean flying four hours a month

for pay. Are we actually practicing anything we can't do -ready by flying straight and levelto a point 100 miles distant, getting a cup of coffee, then returning? File IFR and shoot a fewpractice approaches. On the way,go on partial panel and forceyourself to make compass turns.This is the time to practice, noton your annual instrument ticketrenewal ride.This type of proficiency not

only puts money in our pocketsbut can very possibly ensure alonger life.HONESTY

Paragraph 6e, AR 95-4, readsas follows: Flying time for anyone aerial flight starts when theaircraft begins to move forwardon the takeoff run and when ahelicopter comes to a hover andends when the aircraft is on theground and (a) the engines arestopped, or (b) the aircraft remains stationary with enginesoperating for a period in excessof 5 minutes, or (c) a member ofthe crew leaves the aircraft. Flying time will be recorded inhours and minutes to the nearestfive minutes."

Do we always have this regulation in mind when loggingflight time? A 30-minute flightmust be logged as 3 minutes,not 45 or an hour. We violate theregulation and foul up maintenance i f we log more time thanis actually flown. Because of incorrect logs, an aircraft could gointo PE several hours ahead ofschedule, which is quite expensive in terms of manpower andmoney.

Also, when filling out the book,we are required to list all discrepancies noted on the aircraftthat have not been written up.This includes hard landings.Sure, it's embarrassing and hurtsthe ego, but it is much better tohave the damage, i f any, repairedbefore something more serioushappens. This action might evensave the life of the next aviatorwho,flies the aircraft.

These are just a few of themany ways in which professionalism is demonstrated. Althoughthere is nothing complicated, itdoes call for constant attention,proper planning, and hours ofpractice. Strive for it Let's bean asset to our chosen profession.



31/52

Want a new easy and simple way to fold mapsthat you can safely manage in an overcrowdedcockpit? Here s how it can be done. Try it.

URING A field exercise, areconnaissance helicopterwas dispatched from the airfieldto the division command post topick up an observer and performa routine reconnaissance mission.The observer, complete with binoculars and mapboard, climbedinto the helicopter. The aircraftlifted slowly from the helipad.Suddenly, the aircraft falteredand struck a tree, completely destroying the aircraft and injur-ing both pilot and observer.

The cause? The mapboard the

MAPSCaptain Thomas A Sands

observer was carrying n hislap had jammed against the cyclic control stick, and the pilotwas unable to control the air-craft. This is what may be calledlearning a lesson the hard way.Large mapboards are unsuitablefor use in aircraft. Although theyare moderately easy to use, theyare too large and too cumber-some to handle properly in theaircraft.

To be effectively used by anobserver in an Army reconnais-

Figure 1

JUNE 1964:

sance aircraft, a map must meetthe following criteria:t must be folded into a rela-tively compact size.t must be easily unfolded andrefolded so the observer can

quickly move from one sectionof the map to another.There is no trouble in meetingthe first criteria as we can fold

any map as small as we please.The problem is in folding themap to allow tlie observer tolook at any portion of his mapwithout having to completely un-fold and refold it .

The following procedure forfolding maps is used extensivelyby some aviation units and meetsthe established criteria. This pro-cedure will work for a singlemap sheet or a series of mapsheets.

Orient your map in the normalmanner with north at the top.Fold the map in half southto north) , then fold it into thirdsfig. 1). This divides the mapinto six equal folds.Capt Sands is assigned to the65th Engineer Bn APO 25, NewYork N. Y

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Figure

Figure 3

Figure 4

30

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Army Aviation Digest - Jun 1964

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