Army Aviation Digest - Jun 1970

8/12/2019 Army Aviation Digest - Jun 1970

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UNITED

DIRECTOR OF ARMY AVIATION ACSFORDEPARTMENT OF THE ARMYMG Allen M. Burdett Jr.

COMMANDANT, U. S. ARMY AVIATION SCHOOLMG Delk M. Oden

ASST COMDT, U. S. ARMY AVIATION SCHOOLCOL Bill G. Smith

DIGEST EDITORIAL STAFFLTC Robert E Luckenbill, ChiefRichard K Tierney, EditorWilliam H. Sm ithJoe LewelsLinda McGowan

GRAPHIC ARTS SUPPORTHarry A . PickelDorothy l. CrowleyAngela A. Akin

DIRECTOR, U. S. ARMY BOARD FOR AVIATIONACCIDENT RESEARCHCOL Eugene B Conrad

USABAAR PUBLICATIONS AND GRAPHICS DIVPierce l. W iggin ChiefW illiam E CarterJack DeLoneyTed KontosCharles MobiusMary W . Windham

ARMY AVIATION

1GESJUN 197 VOLUME 16

VIEWS FROM READERSA PLAN FOR ARMY AVIATION

MAJ Robert S Fa irweather Jr.THE ROAD TO SUCCESS, MAJ Howard J. StilesNOSTALGIA, M. J . (Jake) FortnerMAINTENANCE MATTERSPOTPOURRIM-22 , CPT Arthur W. Danby Jr.CHARLIE AND DANNYS WRITEINDON T GIVE UP THE SHIP, CW2 Benito A. TrevinoNOTHING BUT INDIANSBATAAN, PFC John R MooreAEROMEDICI AM ARMY AVIATION, MAJ Larry E. JoycePRACTICE MAKES PERFECT, CW3 Sherrel D. KellyELEVEN STEPS TO EFFECTIVE AIRCRAFT ACCIDEN T

PREVENTION, COL Eugene B. ConradTIPS FOR AVIATION SAFETY OFFICERSMAJ Robert L NealMAXIMUM GLIDE DISTANCE, Lou is H. McKenzieCOMMAND INFLUENCE FOR AVIATION SAFETYCPT John H Sc hleimerTHE HUMAN ELEMENT, Ted KontosTORQUE AND TUBE SENSE, MAJ Chester Goolr ick

NUMB


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VF JEWSROE DERS

Sir:I read with great interest the articleMapmaker's Wings" in the January1970 issue of the u. S. ARMY AVIATION

DIGEST. CW2 Post gave a fine insightinto the Army aviation support renderedthe Inter-American Geodetic Survey(lAGS) or as our Latin Americanfriends call it-Servicio GeodesicoInteramericano. There are too fewarticles these days on this most important project, most of which un-fortunately appear in technical publications.I take exception to the lead paragraph of CW2 Post's otherwise fineeffort. Army aviators assigned tolAGS, way back in the 50s, developedthe jungle-mountain flying techniqueslong before the United States becameinvolved in the Republic of Vietnam.t was all done with underpoweredOH-13Bs, OH-23Cs, UH-19s and lateron the OH-23F. For years, the 937thEngineer Company (Aviation) (lAGS),now inactivated, carried on an intensive 2-week, jungle-mountain flyingtraining course for its newly assignedaviators. The aviators were then assigned to an lAGS project in a LatinAmerican country for the balance oftheir tour. Most of these outstandingpilots went on to serve in aviation unitsin Vietnam, many in positions of responsibility. I would suspect that theexperience these men gained flying inthe mountainous jungle areas of LatinAmerica impacted on the developmentof these techniques in Vietnam.I am most happy to see that lAGSnow has the UH-ID . t has long beensorely needed because of its greatercapabilities which will permit operations at altitudes hitherto inaccessibleexcept by foot or by mule.Let's have more on lAGS in futureissues. This outstanding effort gainsJUNE 1970

much for the United States in many ,many areas at a relatively low expenditure of funds.Keep up the good work

Sir:

LTC William C. Hale, USA (Ret)CO 937th Engineer Company(AVN) (lAGS) from 1962-1965

In reference to SSG H. H. Fox'sletter, March 1970 AVIATION DIGEST, Iwould like to clarify something for himon UH-l helicopters.f he will check the appropriate dash10 on each type UH-l, he will find thata UH 1 will carry 4,000 pounds internaland external- not at the same timethough-either inside or outside. Reference: TM 55-1520-219-10, paragraph7-25 , for the UH-IB; for the UH-IDrefer to TM 55-1520-210-10, dated May1969, paragraphs 7-29, 7-30 and 7-3 :).

SFC Wallace E. Draughn Jr .HQ , Third U. S. ArmyFt. McPherson, Ga . 30330 Your information is correct. For amore detailed explanation see Charlieand Danny's Write-In" this month.Sir:

I read somewhere in one of the aviation-type publications that we are encouraged to make known any ideas orinformation we might have for prevention of aircraft accidents or anything ofa safety nature that may help in aviation. Well, here is my 2 cents' worthand I hope it will be of benefit tosomeone.In scanning through the last 2 yearsof USABAAR's "Weekly Summaries"and "Monthly Maintenance Summaries"I could see the same old thing continuing to knock our birds out of the skywith accidents, precautionary landings,

forced landings and incidents. Thingslike chafed lines, loose lines and nuts,improperly installed parts, cotter pinsleft out, tools left in flight controls anddrive shafting, lack of lubrication andmany other things that should havebeen detected by the technical inspectori it had been written up to begin w t -and this is a big if As a technical inspector I have seen mechanics have anaircraft half torn apart, with not onered X in the book, doing what they mayconsider routine maintenance. t mayhave been routine true enough, but veryimportant from a safety standpoint.When we remove a filter , oil line, nut,bolt or anything else that makes theaircraft unsafe to fly we have created ared X condition and should be writtenup as such. The trouble is it's not beingdone in many cases. We all know it'sthe little, simple things that cause mostof the problems.Why doesn't a mechanic or crew chiefwant to write up a red X to begin with?Well , we know the answer to that, too.The word goes out that his aircraft isgrounded and everyone from theNCOIC to the battalion corrHnander hitsthe panic button, even though the aircraft may be repaired and technicallyinspected in an hour or so. What I'mtrying to say is we should get themechanic to call a spade a spade andget that technical inspector off his duffin an office and on the flight line moreoften. I'm not saying he is perfect andwon't miss anything, but four eyeballson that item are better than two anytime.I realize this is not a cure-all for ouraccidents, precautionary landings, etc.,but it's one more tool we have forsafety. Why not use it more?

SFC Myron C. DaltonHQ , Third U. S. ArmyFt. McPherson, Ga. 30330


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l Pll Nfor flrmy flvifltioh

Improvements are being made at an increasing rate in Army aviation smanagement system. However they must be tied together in a total systemspackage to ensure maximum effectiveness. A revision of current policyand structure is presented here using the concepts of systems management

I N THE EARLY 1960s militaryoperations in the Republic ofVietnam placed great demands onthe U S Army for a rapid devel-opment of mobility concepts. Al-though little time was allowed forperfecting techniques, Army avia-tion responded with the highly suc-cessful airmobile tactics employedtoday.

This remarkable success hasbeen accompanied by a rapid butunrefined expansion. Now it istime to determine where Armyaviation management concepts canbe improved and to develop a long-range plan for the future.Certain problems concerningArmy aviation management nowexist. First, there is no true cen-tralization of management at thetop level to ensure firm direction ofaviation resources and doctrine.Second, Army aviation is subordi-nate to nonaviation commands atalmost all levels and cannot always

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influence events to assure success-ful attainment of goals. Third,Army aviation has no formal sys-tem to educate and train aviationmanagers in depth. And last, Armyaviation is tactically organizedunder a concept that differs littlefrom that of ground units.Steps now are being taken toimprove Army aviation manage-ment. Aviation training bases are

MAJ Fairweather is the training officerof the Flight Training Analysis BranchEvaluation Division Director of Instruction, U S Army Aviation SchoolFt. Rucker Ala. He has served as anassistant S-3 operations) for the 1stAviation Brigade and as platoon leaderin the 200th Assault Support Helicopter Company in the Republic ofVietnam. He was graduated from theU S Military Academy in 1960 and iscurrently completing requirements fora Master of Science degree from theUniversity of Southern California inaerospace operations management. InAugust MAJ Fairweather will attendthe Command and General Staff College Ft. Leavenworth Kan.

developing a coordination of dataprocessing and computer efforts toensure better interfacing of train-ing. The U S Army Combat De-velopments Command (USACDC)is in the process of studying thepossible reorganization of smalltactical aviation units. And, manyaviation managers are applyingmodem techniques such as Pro-gram Evaluation and ReviewTechnique (PERT) scheduling. Tobe sure, improvements are beingmade at an increasing rate. How-ever, these improvements need tobe tied together in a total systemspackage to ensure maximum ef-fectiveness.Development of a total systemusing the concepts of systems man-agement is the approach presentedhere toward solving Army avia-tion s management problems. Asystem, be it good or bad, nowexists and a revision of this system

Continued on p ge 1U. S ARMY AVIATION DIGEST


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th 1 0llDtf success

Army aviation has not just Uappeared on the scene. Those who launched iton its present course in 1942 had experienced and studied the previous 3 5years of aviation in the Army. Today's planners are a product of thatthinking which has been proven successful in the sternest of tes ts-combat

As ARMY AVIATION observes its 28th anniversarythis month there is much to beproud of-especially in light of thetactical success it has achieved inthe Republic of Vietnam. But theinevitable growing pains have accompanied Army aviation's development and much has beenwritten about its problem areas.The article that appears at left isone of the stronger articles in thisrespect and is indeed thought-provoking. However, it presents a departure from established thinkingand I question whether or not thisis the direction in which Armyaviation should be going.Concerning the need for longrange planning, continuing effortsre being made to improve Armyaviation management concepts andplanners in the aviation communityand U S Army Combat Developments Command (USACDC) redeveloping long-range plans. CDC

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studies involving Army 75 andArmy 85 admittedly are crystal ballgazing. These studies, however,combine known doctrine and forecast developments and technologyto arrive at a reasonable pointof departure. They involve allbranches of the Army in an attemptto ensure the interface betweenmissions and roles and that respon-

MAJ Stiles is a project officer in theOffice of Doctrine Development Litera-ture and Plans at the U. S. Army Avia-tion School Ft. Rucker Ala. A 959graduate of the U. S. Military Acad-emy he is both fixed and rotary wingqualified. During his second tour inthe Republic of Vie.tnam he served onthe staff of th e st Aviation Brigadeand as the commander of the 335thAssault Helicopter Company. He alsois a graduate of the Aviation SafetyCourse at the University of SouthernCalifornia and the Aircraft Mainte-nance Officer Course at Ft. Eustis Va.

sibilities are interwoven so that onebranch does not outrun the capabilities of another.It is quite important to remember that the Army's plan for Armyaviation has not just appearedon the scene. It has a lineage thatgoes back beyond Army aviation'sofficial birthdate of 6 June 1942_The men who launched Army aviation on its present course on thatdate had experienced and carefullystudied the preceding 35 years ofaviation in the Army_ Based onthis knowledge they initiated thecurrent concept of Army aviation.Today's planners are a product ofthat thinking which, as it continuesto evolve, has proven sound. Youcan't argue with success.Four problems are mentioned inA Plan For Army Aviation. IwOllld like to address them, beginning with the contention thatcentralization of management atContinued on page 4

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ostalgia or The rmy ooked Forward Too

For years the U.S. Army has been developing thepotential of the helicopter and today the fruits ofthese efforts are clearly reflected in highly successfulairmobile tactics employed in the Republic of Vietnam

M. J. Jake) Fortner

A YBAR OR SO ago the U.S.Air Force received considerable national pUblicity when it refueled helicopters in flight. Sincethat time there has been more publicity along this line, and on 27October 1969 the NEW YORK TIMEScarried an article describing a U.S.Navy research and development(R&D) effort which resulted inkeeping a helicopter airbornethrough a tether tube. In thestory project officials indicated,and I quote, . . . flights of 48hours would probably be possible

if the helicopter were modified torequire less frequent lubrication.To many old-timers in Armyaviation these news items broughtback a note of nostalgia. And I,for one, began liJoking back to1956 when the /.Lrmy looked forward into the areas of increasinghelicopter distance and endurance,thus inflight refueling.As the world's principal user ofhelicopters, the U.S. Army has longenvisioned potential uses of heli

copters and has provided much ofthe foresight that has resulted intoday's use of helicopters. Much of

this evolved from forward lookingArmy R D efforts conducted in1956 by the U.S. Army AviationTest Board located at Ft. Rucker,Ala.The test board came into beingon 1 August 1955 as United StatesContinental Army CommandBoard No 6 Its first president wasColonel (Retired) Edward McMaken who then was a lieutenantcolonel. Over the years its majoreffort has been devoted to improving the operational capabilityof helicopters. During 1956 a concerted endeavor was made at the

The crews of the U IA Otter refueler and the record setting H 21 Shawnee pose for a picture at The Pen-tagon in Washington. At center is Major General Hamilton H Howze who was Director of Army Aviation


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test board to exploit the potentialof helicopters.H23 Endurance and DistanceOn 31 May and 1 June 1956,the test board conducted a projectwhich resulted in an unofficialworld s record for helicopters inendurance and distance. CaptainJames E. Bowman and Mr. JosephE. Givens, both pilots assigned tothe test board, flew an H-23 helicopter continuously for 30 hoursand for a total distance of 1,520miles. To accomplish this feat, thehelicopter was flown from Ft.Rucker on a triangular course withDothan, Ozark and Ft. Rucker ascheckpoints. On every other lap,and while Mr. Givens held the H-

23 steady, PT Bowman climbedout on a small platform built onthe skids and refueled with cans ofgasoline and oil which were handedto him by ground crew members.This took about 5 minutes.The primary reason for the testwas not to break the world s recordnor to perform a stunt but to provethat helicopters had the capabilityof remaining airborne for longperiods of time. This also helpedto dispel the rather common concept that ground maintenance orlubrication was required every fewhours of flight.

H34 Speed RecordsOn 12 July 1956 an H-34 helicopter piloted by Captain Claude

The late M J. (Jake) Fortner was involved with Army aviation sinceits inception. He was a member of the Class Before One which testedthe concept of Army aviation in early 1942. As an aeronautical en

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gineer at Ft Sill, LT Fortner helped establish the Department of Air Training andlater to organize and develop the U.S.Army Aviation School. He was primarilyresponsible for developing maintenancecourses for both pilots and mechanics.Most recently he served as an aeronauticalengineer and advisor to the president ofthe U S Army Aviation Test Board, FtRucker, Ala.

A U IA (right) refuels the H-21 making its historic non-stop, coast-tocoast helicopter flightE. Hargett with Captain Ellis D.Hill as copilot broke three worldspeed records during a single flightover a closed circuit course. TheArmy was able to claim the world sspeed record for a 100 kilometerrun (123.1 knots), a 500 kilometer run (118 knots) and aI 000kilometer run (115 knots). Thehelicopter was flown nonstop overa 50 kilometer closed course alongthe eastern shore of Connecticut.The H-34A had been stripped ofnonessentials and its fuel capability had been augmented by the addition of a 500-gallon auxiliaryfuel tank. The crewmen reportedthat adequate control was availablethroughout the flight and they experienced no adverse effects fromvibrations or noise. An inspectionfollowing the flight indicated thathigh speed in extended flights waspossible with no adverse effect onthe helicopter. It was concludedthat it was feasible to fly the helicopter over long ranges at highspeeds.

H21 Record Distance FlightOn 11 August 1956, an H-21Chelicopter flown by LieutenantColonel Harry L. Bush and MajorWilliam C Dysinger established aworld record for distance. Theyflew the helicopter nonstop 1,199-.07 miles in 11 hours over aclosed circuit in the vicinity ofPhiladelphia, Pa. Little effect fromnoise or vibration was noted by thepilots. The average ground speedduring the flight was 87 knots. Aninspection following the flight revealed that flying at high takeoffgross weight and for extended duration had no adverse effect on thehelicopter.

Inflight Refueling TestsAgain in 1956, the test boardtackled the problem of inflight refueling of helicopters. Because of5


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In 1956 Captains Claude Hargett and Ellis H ll obtained three worldrecords for the Army using an H-34 helicopter above Below: ColonelRobert R Williams congratulates Captain James Bowman and Mr. JoeGivens after a l 520-mile trip in an H-23. They were aloft for 30 hours

its size, controllability and reasonably low airspeed, an Army U 1Awas selected as a tanker aircraft.The first attempts at inflight refueling were made using a YH 13Hhelicopter equipped with two auxiliary saddle tanks. The air speed ofthe H-13 was not sufficiently compatible with the minimum air speedof the U IA tanker and inflight refueling could not be accomplished.However, these attempts did provethe feasibility of flying helicoptersin the propwash existing behindrefueling aircraft.

An H -21 C was then selected forinflight refueling attempts and successful inflight refueling was accomplished at an air speed of 70knots employing a looped-hosesystem. Once the feasibility hadbeen proven, the H-21C with internal fuel tanks installed wasflown nonstop from San Diego,Calif., via Savannah, Ga., to Washington, D.C., on 23 and 24 August1956. A distance of 2,349 nauticalmiles was covered in 31 hours and40 minutes in this first nonstopcoast to coast helicopter flight.Captain James E. Bowman wasfirst pilot of the H-21 which wasnicknamed Amblin Annie ; othermembers of the crew were MajorHubert D. Gaddis and Mr. Givens.The crew of the U IA was comprised of Captain Leonard F. Seitzand Captain June H. Stebbins.During this test, night and turbulent conditions occasionallymade air-to-air refueling too hazardous and Amblin Annie wasrefueled from a hover. However,four air-to-air infiight fuel transfers were completed. Following theflight it was concluded that theU l A was inadequate for use as atanker aircraft for infiight refuelingof cargo helicopters due to itslimited payload. An aircraft withmore speed and payload would bemore desirable.

YH13 Endurance FlightBetween 1 to 3 September 1956at the National Aircraft Show at

U. S ARMY AVIATION DIGEST


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HAmblin Annie is refueled while eing hovered duringthe first non-stop, coast-to-coast flight y a helicopterOklahoma City, Okla., an ArmyYH-13H helicopter remained airborne for 57 hours and 50 minutes,consuming 731 gallons of fuel and19 quarts of oil. To accomplishthis feat the test board used sevenpilots who took turns flying. Theyexchanged places when the aircraftcame to hover for refueling. Captain Charles A. Walts was theboard's project officer for this effort. Other pilots were CWO AlvaAnderson, CWO Bert E. Ratliff,CWO Joseph A. Pfluger, CWOWalter S Catlow, CWO F. E.Pauli and WO George W Cox. Thepurpose of this test was to provethat the helicopter could beoperated for extended periods without ground maintenance. The aircraft functioned normally through-JUNE 1970

out the flight and no mechanicalor electrical failures were experienced. I t was concluded that theYH-13H was capable of maintaining continuous flight for extendedperiods without encountering excessive maintenance problems.

wardsIn 1956 the Army proved thepotential of the helicopter for increased range and endurance andalso for inflight refueling. At the

same time, it was able to claimfour world records-three forspeed and one for distance. Forthese achievements LTC Bush,M l Dysinger, CPT Hargett, andCPT Hill were awarded Distinguished Flying Crosses during the1956 National Aircraft Show. Yet,we should not-indeed, we cannot

- res t on our laurels ; and underthe leadership of its current president, Colonel Daniel G. Gust, theU.S. Army Aviation Test Board andmany other elements of our Armyare planning ahead in terms ofimproved helicopter performance,capability and utility.The feats cited above documentonly a small effort by a small element of the Army over a shortperiod of time in 1956. It wouldbe impossible in a single story todocument all of the Army's forward looks during the intervening13 years into uses of helicoptersto improve the capability of itsnumber one asset-the combat infantry soldier: the Army first experimented with armed helicopters;many additional world's recordshave been attained through theyears by Army aviators; the forward thinking of the Army Tactical Mobility Requirements Board(Howze Board); the resulting airmobile concepts; and the establishment of the first combat air cavalrydivision have expanded the use andnumber of helicopters-and ofaviators-in the Army far beyondthe comprehension of most of uswho were privileged to be associated with Army aviation in theCub days.With an increase in the numberof aviators, the Army is increasingits ability to look forward intomore uses for the helicopter. Theseyoung, dynamic Army aviators arebrimming over with ideas. Armyaviation is theirs today-and thatis as it should be. Hindsight isgood only if it is used to sharpenforesight. Therefore, old-timers canreminisce about the old days; butthey must give the young aviatorthe reins, help guide him into newareas and ideas on use of helicopters and then follow his lead.With this tremendous asset and thecontinued effort of our Army/industry team, the use of helicoptersby the Army is bound only by thelimits of human imagination.

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Treat Cannon Plugs Right: Theuse of steel pliers on cannon plugswill result in damage to the cannonplug. However, many tool kitscontain authorized aluminum orpadded pliers specially designedfor cannon plug use which shouldbe used for loosening only. Cannon plugs on avionics equipmentand some emergency devices require break away wire (normally0.020 copper wire).Safetying: To establish a 6-inchlimit between bolts, nuts, screws,etc., for lock wire is an invitationfor unauthorized modification ofaircraft and problems for personnel who are concerned with exceptions to this limit. Systems Engineering Directorate, AVSCOM,does not concur with this limit.OH58A Maintenance Tip: Procedures listed will not indicate battery state of charge. f the ammeterneedle indicates 5.0 amperes orless change from BATT positionto the OFF position the batteryis charged. f the needle indicatesmore than 5.0 amperes changecontinue running the engine andtum off all electrical circuits notneeded.Troubleshooting The Aircraft D.C.Generator Circuit: A problemwhich usually creates a great deal

ln en nce

of colorful adjectives and unnecessary changing of components isfailure of the D.C. generator circuitin aircraft having 28-volt D.C. systems. The mind of the maintenancetechnician and the drain on thesupply system can usually be easedby the following simple check atthe mysterious gadget known asthe reverse current relay (R.C.R.):

On a properly functioning generator system terminals on theR.C.R. will indicate 28 volts whentested.If 2 to 4 volts are indicated atthe GEN terminal of the R.C.R.the problem is in the shunt fieldcircuit. This circuit begins at the

GEN terminal, passes throughthe voltage regulator and re-entersthe generator on terminal A.n indication of zero volts atthe GEN terminal shows a lackof residual magnetism in the generator which must be replaced byflashing the field before the generator can produce current. The

or the main armature lead phraseis not technically correct nomenclature and should be deleted.APP and IND are not used onsome aircraft.

I f 28 volts are indicated onterminal GEN and zero volts onterminal SW the trouble is in theswitch circuit.

f 28 volts are indicated atterminals GEN and SW allother R.C.R. terminals should alsohave 28 volts. f this is not the casethe fault lies in the reverse currentrelay.More On Cannon Plugs: Some unitSOPs require the rocket pod cannon plug to be disconnected uponlanding; therefore, the environmentof the rocket (in the air or on theground) should be stated.OH58A Maintenance Tip: f youare having a problem with lowcharged batteries in OH-58A aircraft you can solve the problemby requiring the pilot to check thecharge of the battery prior to shutdown of the engine by observingthe generator ammeter. Move thebattery switch from BATT toOFF and if the ammeter needleindicates 5.0 amperes or less, thebattery is fully charged. If theneedle indicates more than 5.0amperes, continue running the en

gine and turn off all electrical circuits not needed. Then performabove check again.High Exhaust Gas Temperature:f high exhaust gas temperatureand low performance conditionsprevail there can be many causesother than a dirty engine and a



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restoration of power cannot beguaranteed.For CH-47 Jockeys: Know theoperating limitations and operatethe aircraft within them. To ope'rate the aircraft within operatinglimitations requires a completeknowledge of the aircraft systems.For instance, exceeding air speedlimitations for existing conditionswith the longitudinal cyclic speedtrim actuators retracted places highstresses on the aft vertical shaft andrequires a vertical shaft replacement, causing extra maintenanceman-hours and aircraft downtime.The cyclic speed trim actuators willnot automatically eXfend as airspeed is increased i the speedtrim function switch is at "MAN."They will have to be extended bythe operator using the manual control switch. Don't forget-and save.OV-l: Recently it has been noticedthat many of the sheet metal screwson the OV 1 aircraft are being replaced with a screw one sizesmaller. This act has caused an excessive amount of nut plate damageduring removal and installation ofinspection panels. By use of theproper size screw these inspectionpanels can be removed and insta lled many times without causingdamage to the nut plate.JUN 1970

rs. . wh n birds are nesting

Won't Fit: When installing thetransmission input drive quill onthe UH-1 heat the hole-don tfreeze the pole.Safety Check: Be sure to check induction inlets and aU other openings for bird nests-it s that timeof the yearLife Insurance: About the mostthat life insurance will do for aguy is give his family some money-after he's had the course. For asoldier there's one thing far betterthan insurance. It's PM preventive maintenance. Not only is PM

real "living" insurance for you; it'sreal life insurance for your gear,too. It'll let your gear do its jobbetter and let it last till it reachesa ripe old age. You can't beat that,so try your best PM. It'll pay youNOW.

Did You Know? The overrunningclutch on the OH-6A must be inspected and serviced as per sequence number 5.11 of TM 55-1520-214-20 PMP. The TM statesthat the overrunning clutch mustbe inspected every 300 hours orwhenever a main transmission,drive shaft or engine is replaced.o


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PL N ffJr fir y fIIIiflfifJh continued from p geso that it will meet the desired objectives in an efficient and effectivemanner is proposed.A good system certainly mustbe simple, flexible, reliable, economical and acceptable to thoseinvolved with it. Once the objectives are determined, they must besupported by effective plans. Theseplans should develop from bottomto-top and cover planning needsfrom the day-to-day operation to along-range attainment of goals. Theorganization should be structuredto ensure timely information anddecision channels with each subunit contributing to the whole.Control must be available to themanager so that he can ensure attainment of the desired results andbe able to take corrective actionwhen necessary. A good communications system ensuring proper flowof information is essential to guarantee that this information will beavailable at the desired d e i ~ i o npoint. Planning, organi?:ation, control and o m m u n i ~ t i o n s are notseparate entities and must be integrated to make the system work.Determining the objectives forArmy aviation is a critical step. Atotal system would encompass allArmy aviation activities and wouldnecessarily be a subsystem withinthe Army and Department of De-

fense structures. By collecting aviation oriented objectives of majorelements of the Army, a specificset of objectives for an Army aviation system can be evolved. Theyare: Provide tactical airmobilityand other direct aviation supportfor Army ground forces. Train aviation managers, aircraft crew members and aviationsupport technicians for Army aviation. Conduct research and development activities in all Army aviationareas of doctrinal and materiel responsibility and procure Armyaviation hardware. Provide logistics support forall Army aviation activities. Ensure coordination of allArmy aviation efforts inside andoutside of Army aviation.Responsibility and authority foraccomplishment of the objectivesmust be subdivided along functionallines. This subdivision bringsabout a need for systematic integration of activities so that theparts equal the whole. Both theU.S. Air Force revised organizationand the U.S. Navy Air SystemsCommand were examined and considered as models for a proposedreorganization of Army aviation.The Air Force and Navy haveFigure 1: U S Army Aviation Command

U.S. ARMYCHIEF OF STAFFI

U.S. ARMYAVIATION COMMANDII II USAAVN USAAVN USAAVN USAAVNTACTICAL TRAINING SYSTEMS COORDINATINGCOMMAND COMMAND COMMAND COMMAND

placed great emphasis on systemsmanagement and have designedthese organizations to fit their special needs. Figure 1 portrays, hopefully , an organizational structurefor Army aviation which fulfills thedesired objectives. It borrows fromthe Navy and Air Force systems,but has certain modifications whichwill be explained later.Top management for Army aviation should be centralized as aU.S. Army Aviation Command(USAAVNC directly under thechief of staff, thus placing it onan equal footing with other functional areas of the Army. WithinUSAA VNC headquarters wouldbe the usual general and specialstaffs necessary to support the commander. In addition, managementof personnel, to include assignment, selection for schooling andother administration, would behandled at this level.Subordinate to USAA VNCwould be four commands, eachresponsible for a key functionalarea. Before developing these subordinate commands, it must bepointed out that USAA VNC wouldbe responsible for ll Army aviation activities. In addition, adoptionof this organizational scheme wouldforce major revisions of otherstructures under the chief of staff.Reorganization would perhapsbenefit other branches of the Army,as indicated by Colonel John BMcKinney s article in ARMY magazine on the Signal Corps (March1968) .Figure 2 depicts a breakdownof USAAVN Tactical Command(USAAVNTC .USAAVNTC would accomplish

the first objective, i.e., provide tactical airmobility and other directaviation support for Army groundforces. Determination of tacticaldoctrine, recommendation for deployment of forces and development of tactical aviation systemswould be done by directorates.Geographic and flexible tactical10 U. S ARMY AVIATION DIGEST


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headquarters would command tac-tical organizations tailored to fitparticular needs. These tacticalheadquarters would be under op-erational control of the seniorArmy commander in the theaterbut would retain operational con-trol of all subordinate units. Co-located with the tactical headquar-ters would be maintenance head-quarters which would command allsubordinate maintenance organiza-tions. Keeping maintenance undera separate command structurewould allow the establishment ofsophisticated fixed maintenancebases distributed throughout thetactical area. Keeping a properbalance of tactical and mainte-nance units would be th e job of theTactical Deployment Directorate.Integration of USAAVN TacticalCommand within the total systemwill be shown later.The proposed Training Com-mand figure 3 would be designedto meet the second objective i.e.train aviation managers aircraftcrew members and aviation supporttechnicians for Army aviation. Allformal training activities would beunder this command thus avoidingJUNE 1970

Tactical airmobil-ity and otherdirect aviation sup-port for the groundforces would be ac-complished by theU S Army AviationTactical Command

Figure 2: U S Army Aviation Tactical Command

TACTICALHEADOUARTERS

USAAVNTC

TACTICALDEPLOY MENTDIRECTORATE

MAINTENANCEHEADOUARTERS

Figure 3: U S rmy Aviation Training CommandUSAAVNTRAINING

COMM ND

I IAIRCREW MAINTENANCE MANAGEMENTTRAINING TRAINING TRAINING

DIRECTORATE DIRECTORATE DIRECTORATE

GROUND SUPPORT TRAININGTRAINING FACILITIES

DIRECTORATE DIRECTORA TE


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PL N Dr flflny flviflf idivisions of responsibility existingunder the present system (example: aircraft maintenance officersare now trained by the Transportation Corps). The Aircrew Training Directorate would train pilots,observers, crew chiefs and othercrew members. The MaintenanceTraining Directorate would trainenlisted and officer personnel inaircraft maintenance procedures.The Ground Support Training Directorate would train air trafficcontrol personnel, crash/rescuecrew members, pathfinders andother ground support personnel.The Training Facilities Directoratewould provide all the necessary

facilities for training and wouldassume the normal housekeepingfunctions. Most important, and themajor change, would be the Management Training Directorate. Thisdirectorate would establish formalprograms to train NCOs and offi-cers in all aspects of aviationmanagement. Specific courseswould be an NCO academy, anaviation officers' basic course anaviation officers' career course' andfunctional staff and commandcourses. Not shown, but also underthe Training Command would bean Aviation Safety Institute.Figure 4 portrays a suggestedUSAA VN Systems Command. The

Figure 4: U S Army Aviation Systems CommandUSAAVNSYSTEMS

COMMANDIr I T 1R D AIR WEAPONS LOGISTICS AIR UTILITY AND

SYSTEMS TRANSPORTDIRECTORATE HEADOUARTERS SYSTEMSDIRECTORATE DIRECTORATE

CONTRACTS AIR SURVEILLANCEAND BUDGET RECONNAISSANCEDIRECTORATE SYSTEMS DIR

Figure 5: U S Army Aviation Coordinating CommandUSAAVN IOORDINATINGCOMMANDII I 1

IN-HOUSE EDP , COMPUTER EXTERNALCOORD AND INFORMATION COORD

DIRECTORATE CENTER DIRECTORATEI[ SUB IENTER

purpose of this command would beto attain the third and fourth objectives stated earlier. They are:conduct research and developmentactivities in all Army aviation areasof doctrinal and materiel responsibility and procure Army aviationhardware; and, provide logisticssupport for all Army aviation activities.The Systems Command wouldbe subdivided into directorates andheadquarters responsible for determining what materiel is needed,how to obtain it, procuring it, testing and evaluating it and gettingit to the user. The Research andDevelopment Directorate wouldinitiate the process by determiningpresent and future requirements.The Contracts and Budget Directorate would then translate theserequirements into civilian/militaryprograms. Approved and purchasedend items would then be distributedby logistics headquarters locatedthroughout the world in support ofArmy aviation activities. Itemscommon to the entire Army wouldbe handled entirely by the logisticsheadquarters and would be obtained from Army stock piles. Tactical doctrine would not actually bedeveloped within this command butwould come from the TacticalCommand as an input. The primereason for this is to ensure thatdeveloped hardware meets tacticalrequirements.

The last major subdivision of theU.S. Army Aviation Command isthe USAA VN Coordinating Command. Its prime purpose is to ensure integration of the subsystemswithin the total system and to ensure that this total system properlyinterfaces with other agencies orbranches of the Army and Department of Defense. The CoordinatingCommand, in addition, would bethe information center on aviationactivities, would establish andmaintain external and internalcommunications, and would centralize all Army aviation computer

12 U. S ARMY AVIATION DIGEST


15/68

and data processing activities.Figure 5 shows major subdivisionsof the Coordinating Command.The EDP, Computer and Information Center and its subcenterswould provide the hardware andpersonnel necessary for providing

information. Subcenters and further subdivisions) would be locatedthroughout the world in direct support of all Army aviation activities. These subcenters would beequipped for both internal andexternal communications. The inhouse directorate would control thelow of all internal information,while the external coordinating directorate would control the low ofall external information. Thus, Tactical Command could tell Systems

Command what equipment isneeded, Training Command couldask Tactical Command what typeof training is needed, or TacticalCommand could determine whataviation support the Army orMarine Corps might need from theArmy Aviation Command 10 yearsin the future. Any government orcivilian agency would be able toget up-to-date information concerning Army aviation from the EDP,Computer and Information Center.In addition, centralized computerdata processing facilities wouldallow time-sharing and eliminatecostly computer empty time.

Integration of subsystems couldbe handled in other ways, but theCoordinating Command conceptwould give more flexibility in tailoring the low of information tomeet the changing needs of a military organization. It provides someof the advantages found in managing of programs, frees managersin the other commands from manycommunications problems and ensures that the right information getsto the right person. Also, it wouldensure that Army aviation speakswith one voice.Systems management conceptsalso can help Army aviation.

JUN 1970

What the future holdsArmy aviation is difficultto predict But m ny rticles by Army managersindicate something maybe wrong with the system

Whether the proposed total systemapproach or other system variationsare applied, improvement is likelyto be the result. Problems arisingfrom present management weaknesses have been pinpointed andare m e n b l e to a systems-typesolution. Further, the Air Forceand Navy have proven that systemsmanagement has been of greatbenefit to military organizations.What the future holds for Armyaviation is difficult to predict.Awareness that something may bewrong with the system is just now

starting to show through statementsand articles by Army managers.Official studies are examining theorganizational structure for possible revision. Unfortunately, toomany officers in Army aviationhave not been exposed to new management concepts and blame theproblems they meet on individuals.t would be a shame i Army aviation became systems oriented onlyafter the faults of the present organization were brought to lightby a major tactical or aircraftdevelopment failure.

13


16/68

he I OIlf) tf success continued from p gethe top is needed to provide direction to Army aviation. Within theorganization of the Department ofthe Army I would say that firm direction already is being given toaviation resources and doctrine.True, all the aviation expertisewithin the Office of the AssistantChief of Staff for Force Develop-

ment ASCFOR) or Deputy Chiefof Staff for Personnel DCSPER),to name but two high level managers, s not centralized. The ArmyAviation Directorate in ACSFORprovides a central point for monitoring aviation actions which cutacross the activities of all the Armystaff agencies. But s centralization

what we need and want? I thinnot. In my mind s eye centralization would create a cumbersomaviation monster. It would tend toperate in a vacuum. Increasework would be needed to reach ouof this vacuum to ensure we interfaced with the rest of the ArmyCentralization also would be thfirst step in making aviation separate branch.Is it solely Army aviators whshould be defining the specific ob

Above an Army UH-1B helicopter airlifts troops of the 1st Cavalry Division (Airmobile)into an area in the Republic of Vietnam where a suspected Viet Cong outpost is located.Below a CH-47 helicopter lifts a howitzer into an artillery fire base in the Central Highlands. Thistype of support reflects Army aviation s goal which is to contribute to the mobility and combateffectiveness of the Army whenever and wherever the ground commander conducts operations


17/68

lot of dissatisf retion mong aviators would dis ppe rif the br nches identified with the aviators

jectives for Army aviation? AgainI say no We serve the basic armsand services. They should definerequirements and objectives basedon their missions, and we shouldrespond to their needs. One mustthink in terms of the total Army.l l goals must be considered. Basicdoctrine of the Army emphasizesmobility, flexibility and stayingpower. The Army's organic avia-tion must contribute to this basic

doctrine. We must augment theArmy's capability to conduct effec-tive combat operations. Integratedwith our ground forces, Army avia-tion does offer a moderrt and re-sponsive means to improve mobil-ity, flexibility, firepower and com-bat efficiency.Proposals in A Plan For ArmyAviation" would establish a cen-tralized U.S. Army Aviation Com-mand directly under the chief ofstaff. This would equate the U. S.

Army A viation Command withU. S. Army Europe, U. S. ArmyCombat Developments Command,U. S. Continental Army Commandand the rest of the Army's majorcommands. The rationale is toplace aviation on an equal footingwith other functional areas of theArmy. Does it belong at that level?The establishment of aU. S. ArmyA viation Command would put allaviators under its jurisdictionthus in effect establishing an avia-tion branch. Then we go one stepfurther and elevate it above theArmy's branches. I believe we inArmy aviation must remember our"raIson d'etre." We support. Weaugment. We complement. We donot exist to be an rmy Aviationir Force Currently, the many

JUNE 1970

branches do not enjoy such an ele-vated status. The majority of theArmy's officers and warrant officersare under control of the Chief ofPersonnel Operations for assign-ment control and career manage-ment through their branches.I would speculate that ever sincethe birth of Army aviation therehas been a segment clamoring forbranch status to control aviatorassignments and schools. An articlein the February 1960 AVIATIONDIGEST titled Do We Need AnA viation Branch?" addressed thisproblem from two points of view"Centralization Is The Answer"versus "Not Branch, But Balance."My purpose is not to discuss therelative merits of an aviationbranch. However, I believe a lotof dissatisfaction among aviatorswould disappear if the branchesidentified with the aviators Wewear branch insignia and identifywith a branch. However, do thebranches identify with us? Notnearly enough I feel a start in thisdirection would deal with the or-ganization and proponency of Armyaerial fighting units. Branches cur-rently authorized commissionedofficer / aviators must establish fun-damental proponency over thoseaviation units whose mission/rolecan be associated with the missionof that particular branch. Thebranches must realize their stakein the future of the Army aviationprogram. Branch personnel man-agers must ensure that the aviator'sprofessional development pro-gresses with that of his peers andwithin normal parameters. I feelArmor leads the field in this regard.The second problem stated isthat Army aviation is subordinate

to nona viation commands at almostall levels and cannot always influ-ence events to assure successfulattainment of goals. What goals?Are our goals different from thegoals of the Department of theArmy? Are our goals different fromthose of the people we support?Our goal must be-and i s to con-tribute to the mobiilty and combateffectiveness of the Army. We willprovide airmobile forces wheneverand wherever the ground com-mander feels his ability to conductground operations will be ' -proved. Together we must thinkair maneuverSuccess on the battlefield willcome from close integration ofArmy aviation with ground units,regardless of the combat mission.t is said that Army aviation pro-vides outstanding support becauseit springs from within the Army. fArmy aviation was established as

the U. S. Army Aviation Com-mand, I foresee a degradation ofour support to the ground forces.Normally nonaviation commandershave an aviation staff officer whocertainly is equipped to ?dvise andinfluence his commander towardthe successful attainment of theirmutual goal. Broadly speaking, thatgoal should be the efficient utiliza-tion of aviation assets-personneland equipment-to suc:cessfully ac-complish the mission of the groundunit. I ask, is the support role ofthe signal officer, ordnance officeror the armor commander in anInfantry division any different fromthe role of the aviation com-mander?In reference to the third pointconcerning education and thetraining of aviation managers and

15


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* the (OAD tf success unitary whole. My contention isthat the Army has systems packages and is utilizing systems management. The awareness of thetechniques of advanced management are becoming more pronounced within the Army community each day. The key to advanced management is systems analysis and the concept of projectmanagers. f we look at an organization chart of the Departmentof the Army I think it fair to equatethe Office Chief of Research andDevelopment, the Army MaterielCommand, the Continental ArmyCommand or the like to systems.As mentioned in A Plan ForArmy Aviation, a system doesexist. My contention is that thissystem is what must be improvedand refined. The complete withdrawal of all aviation interest intoa U. S Army Aviation Commandwould lead to a bureaucratic monster whose parochial interest inArmy aviation would distort itsoverall interest and objectives.

NCOs, my contention is theArmy has a fine school system.Leaders and managers are trainedthrough a continuous programfrom branch basic course throughWar College level. The ability tomanage and lead effectively comesthlough experience in the field. tcomes from command, from havinghad a variety of staff jobs and froma desire to be an effective leaderand manager.Considering NCO courses, I donot believe a specific aviation NCOacademy should be established.The Army currently has a multitude of NCO courses. Think of thecost ramifications involved due totravel alone unless the aviationNCO academies were establishedworldwide. Then we woulq haveduplication of effort. What we inaviation should clamor for is moreallocations to NCO academies. Theaviation technician, as well as othertechnicians, should have additionalclasses on leadership and management and l ~ ~ s on map reading, adjusting of artillery and related tactical subjects. Our aviation MOSproducing schools should emphasize basic r s h i p to supplementthat covered in basic and advancedindividual training. The crew chiefof today must be the platoon sergeant of tomorrow.

My comment about aviationofficer basic and advanced coursesis that it smacks of the aviationbranch idea. What are we rst-Army officers or aviation officers?I feel the success enjoyed by airmobile forces in Vietnam has andwill cause all service schools toexpand their instruction on airmobile operations. This action shouldbenefit all. The successful commander in the future will be theone who thinks ir maneuver Theaviator, to contribute to that success, must be schooled in the vari-16

ous ground disciplines. This is theresponsibility of the branches.The last point mentioned in APlan For Army Aviation puzzlesme. I do not believe that beingtactically organized similar toground units is detrimental. Inaviation we have a chain of command similar to the traditional system we all know, i.e., commandingofficer, executive officer, platoonleader, etc. We have aviationgroups down to aviation sections.Being organized similar to-andintegrated with-the supportedground forces is the essence andstrength of Army aviation.I also must comment on themaintenance organization conceptproposed in A Plan For ArmyAviation. The idea of a separate

m i n t e n n ~ e command whichwould allow for the establishmentof sophisticated fixed maintenancebases is completely contrary tocurrent thinking. The Army criteriais that aircraft must be able to livein the field. The current trend is tointegrate direct support maintenance platoons and cQmpanies intothe aviation unit. ~ o p h i s t i c t e dbases have no place in the tacticalarea.Discussed thus far are four ofthe problems that face Army aviation today. Surely someone elsecould define others. The solutionto these problems as stated is thedevelopment of a total systemutilizing the concept of systemsmanagement. I have alreqpy discussed the problems and commented on several of the specificobjectives of an Army aviationsystem. Again for the sake of discussion, let us probe into thesystems package.A system is literally an organized or complex whole; an assemblage or combination of thingsor parts forming a complex or

In conclusion, I feel the lastparagraph of A Plan For ArmyA viation is unfair when commenting about a major tactical oraircraft development failure. Thisis not the fault of the system. Asany systems/ project manager cantell you, the possibility of development failure in advanced technological materiel-compound rotor, VTOL, STOL-is extremelyhigh due to the many engineeringunknowns. t is not necessarily afault of the system.

The future of Army aviation isnot difficult to predict. Army aviation has truly matured during hostilities in Vietnam. Army aviationhas earned a place beside theground soldier, as well as abovehim. Army aviation is the mostchallenging, exciting element within the Army today. Our challengewithin the aviation community isto ensure that Army aviation'sgrowth is integrated into the needsand growth of the entire Army.



19/68

ATIONAL GUARD andrmy Reserve Officers mayenroll in three courses to be offeredat the Army Transportation Schoolat Ft . Eustis Va. Officers may register for an entire course or for any2-week phase.

Company grade officers may register for either the TransportationOfficer Mobilization Basic or Advanced Course, which offers instruction in motor, rail , water andair transportation. The 6-weekBasic and 8-week Advanced Coursewill be offered in the followingphases:TOMBCPhase II 12 Jul -24 JulPhase III 26 Jul - 7 Aug

Phase IV 9 Aug-21 AugTOMACPhase IV 13 Sep -25 SepPhase VI 27 Sep - 9 OctPhase II 11 Oct -23 OctPhase IA 25 Oct - 6 NovField grade officers may registerfor the Tr ansportation Field GradeOfficer Refresher Course.

The class is designed to updatethe senior officer's knowledge oftransportation doctrine and developments. Classes are scheduled for23 Aug, 30 Sep, 31 Jan and 12Feb.

YourCommandingOfficerR S

where, with lean mixture and somesweat , 4 hours and better fromblock to block was the order of theday. A few of us will rememberthe sick shock of seeing oil pressure drop to zero 15 minutes outfrom home on a dark night. Somehow it's always at night.Those of us who made that longdark 15 minutes safely, did so(more likely than not) because wehad learned a particular fact aboutthe bird we were flying.Because of the location fromwhich oil is taken from the sumpfor the engine, loss of oil pressuredue to lack of oil will be experienced first in a nose low attitude,then in level flight and finally in anose high attitude.

Those of us who have beenthrough this little drill can remember the relief we felt when ,throttling back to a nose high, slowcrUise we saw the pressure come

T hroughout its life, the 0-470tends toward a gradually increasing appetite for oil.Those of us who Bird Dog'd inthe Republic of Vietnam can remember the other kind of mission.Missions like night radio relayJUNE 1970

back. It 's a point to remember andone to pass on to your students.Oh yes, by the way, for youcareless preflight types, it workswhen you have left the oil filler

cap off, too.

Even in the modern, mobile Armyof today it is still a rarity tofind a general officer qualified asan Army aviator. Lieutenant General Melvin Zais (left), Commanding General of the XXIV Corps inthe Republic of Vietnam, is aflying Army general and on 4March 1970 was greeted with ashort ceremony recognizing hiscompletion of 1,000 hours of fly-ing time, all but 35 hours of whichwas flown in Vietnam. The oversizeaviator's badge worn by LTG Zaisis admired by CWO Kenneth C.Ellard who flies the CG s chopperwhen the general isn't at the controls.


20/68

The M 22 is one of the least understood aviation armament subsystems in the Armyinventory But it packs quite punch and boasts high potential for first round hits

LL RIGHT UH- J gun pilotsYou think that you know alot about the UH-IB armamentsubsystems? What is the maximumeffective range of a 2.75-inch folding fin aerial rocket? You say

2,500 meters? That s rightHow about this one? What isthe maximum rate of fire of the

M-6 system? You re right again-2,200 shot per minute.

You re pretty sharp. Let's tryone more. What is the arming dis-18

tance, from launch, of the AGM-22B missile? I don t hear v rymany answers, friends, so let'smake the question easier. What isthe maximum effective range of theM-22 system when fired from ahover? t looks like you aren t assharp as we thought.

Dont feel too bad. The M-22system is one of the least understood armament subsystems in usetoday. Very few units have the system. Even those that are authorized

M-22 systems frequently do not useor even mount the system. Of thoseunits that do fire the missile, fewpilots have a good working knowledge of the system.

There are not many M-22 qua1ified gunners in the Army. Only 24aviators per year are trained at theU. S Army Aviation School, Ft.Rucker, Ala. Other units do trainsome additional gunners; however,the total number of gunners is extremely limited.U S ARMY AVIATION DIGEST


21/68


22/68

nft,,,1I1O'C '''' answer: Chances are realthis in the dash 10. Inin the new U IA manualfollows:

When P3J:'acllrutists are toa. to 65 knots.to takeoff position.

answer: Thede 'ii211ed to carry more than20

S.W.R.

harlie and / annj

powert e n l P E r a . : u n ~ s up to 95 F OAT air t e n l p r E ~ rlevel these aircraft will carry loads exDOI:mdis. For eXS::UJlI,le:

UR .IHIbs.200 Ibs.24 Ibs.500 Ibs.total

useful loadIn this eXlilmple fuel load has been reduced to allo

seats and relllucinszcan be increasedbelow 95F.

A and Balance Clearancshould be c o ) n p l e t t ~ dthat center ofrpnr1lul ina the a m l o r ~

f u r t h e r ~ useful loa

ARMY AVIATION DIGES


23/68

Write In

*

of theyou the latest Inflornl1atllon

peJrfolrm:anc::e d t derived fromnd o p E ~ r a t i o n a l e perlellce. AD1 arentliv

been


24/68

I


25/68

waited for the extraction call.t approximately 100 feet andin a gradual left turn I instructed

y flight to reform into a diamondformation . While the flight was re-forming I heard the old familiarsound of an enemy bullet hit myship. As was discovered later theround had entered 12 inches be-hind y left seat had gone di-agonally across the empty cargocompartment through the rear

wall forward of the transmissionand into the right cyclic hydraulicservo.Since the irreversible valve hadbeen severed or affected the cycliccontrol stick started vibrating firstlightly then with increasing vio-lence. Simultaneously it startedback and to the left slowly thenfaster.

The cyclic was vibrating so muchthat it shook my whole body and

it would have been impossible forme to say anything on the radioand be understood. The backwardpressure on the cyclic was between150 and 200 pounds. As soon as Irecognized the problem I releasedthe collective and fought the cyclicwith both hands. At this point Iglanced at my pilot and he came onthe cyclic just in time to keep usfrom doing a complete loop. Laterreports from the flight behind me


26/68

Dont Give Up The Shipconfirmed that at one point wewere exactly perpendicular to theground in a nose high attitude. Tomake matters worse we came to acomplete stall and started fallingtoward the ground on our left sidesince the pressure on the cyclic wasto the left. As we fell toward theground with no forward air speed,the pilot and I managed to get thecyclic to the right. This time werecovered just prior to exceedinga 90-degree left bank and makingcontact with the ground.

Finally we managed a 30-degreeattitude while we were being tossedaround like a couple of puppets onthe cyclic stick. At this point, bothdoor guns instinctively went hoton the source of fire below. Fromthe position of the bullet hole welater determined that we must haveleveled off directly over the sourceof fire.

I had my pilot ensure that thehydraulic circuit breaker was inand the hydraulic control switchturned off. This did not help atall. While we had been falling onour left side, one of the numerous thoughts that went throughmy mind was that we must befalling right on top of my leftwing ship; however, he miraculously managed to slip away. The pilotlater told me that he was preparedto help fight the fire and pull usout of the wreckage. He claimedthat the question was not it wewere going to crash but where wewere going to crash. As for therest of the ships, they must havedone a remarkable job of breakingformation.

I had time to think of a hundredand one things in that short periodof 8 to 10 seconds . I could see myship burning such as I had just seenmy unfortunate friend's ship. I wasable to think of my wife, my kidsand my mother. I thought of howuseless my crew chief and gunner

must feel as they have no controlof the action up front. But aboveall, I had the feeling that as longas we were airborne we still had afighting chance.Realizing that the only thingwrong with the ship was loss of hydraulic assist, I knew it could beflown to home base which wouldnot only be a safer place but also

had adequate firefighting equipmentand trained personnel to get us outof a fire. Enroute requested theHuey pilot who was escorting usto call the tower at Chu Lai andget things layed on for an emergency landing. Meanwhile, we experimented with the ship. We decided that the only feasible way toland it would be with me usingboth hands on the cyclic and mypilot handling the collective. Ibriefed the gunner and crew chiefand told them to dump all ammoand other explosives on final approach and to make sure that itlanded inside the perimeter fence.I figured we had already hadenough of our own type of ammofired at us.

Nearer to home base, we got onthe tower's frequency and werecleared to land with crash andrescue personnel standing by. I instructed my pilot to pull his seatarmor plate back while I foughtthe cyclic alone. This was not easy.Then I pulled mine back while hetook the cyclic. This, of course,was done to facilitate exiting andprovide access to our compartmentif we had to be pulled out.

The tower requested that afterlanding we move the ship off theactive runway to make room forhigh performance aircraft. I informed the tower that if we couldget her down in one piece therewas no way that I would get airborne again due to the unusualcircumstances.Roger, Minuteman 20, in that

case we request that you land onthe crosswind runway. We'll shiftthe fire truck.We had a right crosswind as weset up for a shallow approach toa running landing. had bothhands on the cyclic while directedmy pilot's movements on the collective. We touched down level andafter skidding about 10 feet instructed my pilot to roll the throttledown to flight idle and relaxedfor the first time in what seemed alifetime.

I shook my pilot's hand while aman with a fire ax in his handopened my door and asked ifeverything was okay. Sweat waspouring from my face as manageda thumbs up signal. I had exertedall available energy on that cyclicstick.

The I1h -inch diameter hydraulic servo in which the bullet waslodged had kept my door gunnerfrom getting hit in the middle ofhis back where he did not wearprotective armor. So the wholeterrible ordeal had been worthwhile after all.The pilot who had been escorting us went about his businesswhile the maintenance hip with afew remaining pieces of wreckageon board landed close to my ship.I glanced at the remains of theHuey we had been searching forand my mind raced back to myfriend and his crew. They had nothad a chance as we had.Our ship had been repairedenough to make a one-time flightto the company area for the seemingly never ending patch job. Icalled the unit that we had beensupporting earlier and apologizedfor the delay. I told them that myship would be down for maintenance reasons.

When I think back over this incident I find it easy to cherish asaying I once read that goes something like this: . . . for those whohave fought for it life has fl vorthe protected sh ll never know

24 U. S ARMY AVIATION DIGEST


27/68

/

THE GENERAL policy ofnaming Army aircraft after

Indians tribes, ch iefs or terms hasbeen made official by authority ofAR 70-28, dated 4 April 1969.The names are authorized for usein public releases and other documents as a ready reference. TheIndian names have been very popular among Army personnel.

The commanding general of theU. S Army Materiel Command,St Loui , Mo., has the responsibility of initiating action to selecta popular name for aircraft. Forthi purpose he ha a list of pos ible names obtained from the Burea u of Indian Affairs (for brevitythe names usually consist of onlyone word).

When a new aircraft reaches theproduction stage or immediatelybefore it goes into p roduction, thecommanding general selects fivepossible names. H e bases his se-

lection on the way they sound,their hi tory and their relationshipto the mis ion of the aircraft. Theymust appeal to the imaginationwithout sacrificing dignity and suggest an aggressive spirit and confidence in the capabilities of the aircraft. They also mu t suggest mo-bility, firepower and endurance.The names are sent to the TradeMark Division of the U.S. Pat ntOffice to determine if there is anylegal objection to their use.

After approval by the PatentOffice the five names are sent tothe Chief of Research andDevelopment, Departme nt of theArmy, with a short justification foreach. From these five the Chief ofResearch and Development se lectsone.

The approved name then goes tothe Aeronautical Systems D ivision,Directorate of Engineering Standards, Wright-Patterson AFB,

FIXED WINGU6 BeaverU 8 Seminole

O hio. This Department of Defen eun it has the responsibility of officia lly regi tering the names of allaircraft used by the military. It alsoprints a list of the names in a publication called Model De ignationof Military Aircraft, Rockets andGuided Mi iles.Some Army aircraft, such as theBird Dog and Otter, do not haveIndian names. Most were namedbefore the present policy went intoeffect. AR 70-28 specifies thatth se will not be changed.

The only helicopter recently introduced into the Army without anIndian name is the AH-IG HueyCobra. This aircraft was named byits maker before it was purchasedby the Army. When the Armystarted buying the helicopter thename was firmly entrenched in theminds of the pUblic. A lso, HueyCobra is descriptive of the fightingabi lity of the AH-IG.

0-1OVlT 41T42U IA

Bird DogMohawkMescaleroCochiseOtter

U 9 Aero CommanderU21 Ute

ROT RY WINGAH IG HueyCobra O 13 SiouxCH 21 Shawnee O 23 RavenCH 34 Choctaw O 58 KiowaCH 37 Mojave TH55 Osage47 Chinook UHl r o q u o sCH54 Tarhe UH19 ChickasawOH 6 Cayuse

The UH l is often referred to by i ts unoff icial nickname Huey.

JUNE 1970 25


28/68

Private First lass ohn R Moore


29/68

General Douglas MacArthur s flying command post the Bataan islanded at the Army Aviation Center Ft. Rucker Ala. where it is ondisplay at the Army Aviation Museum. The pre-Korean War vintageaircraft was donated to the museum by the General Services Administration. Above the 4-engine C 12l Constellation is being run up atGuthrie Field which is near the museum. Since the engines havebeen filled with a paraffin-base oil to prevent corrosion from nonuse

N 10 MARCH 1970 theBataan, General DouglasMacArthur's airborne commandpost, made its last flight, its lastlanding, its last taxi. The C-121Constellation which has born witness to numerous historical eventswent on display on that day in

March at the U. S Army AviationMuseum, Ft. Rucker, Ala.The Bataan became GEN MacArthur's personal plane shortlyafter its construction by LockheedAircraft Corporation in 1948, but

JUNE 1970

not before it had gained prominence for participating in the Berlin Airlift. With its interiorstripped, the Bataan was capableof transporting a sizable payload ofsupplies.Now its interior stripped again,GEN MacArthur's plane awaitsrestoration by Mr. William A.Howell, civilian curator, and othermuseum personnel.

In 1966 the Bataan, named byGEN MacArthur, was used by theNational Aeronautics and Space

Administration (NASA) as a spacecapsule simulator. Making numerous flights, the aircraft was monitored by NASA ground radartracking stations simulating procedures which would be used totrack space capsules on re-entrypaths to the earth's surface. TheC-121 carried about $3 millionworth of relay equipment and instrumentation similar to that in aspacecraft.Because of its contributions tothe space program, Francis Glynn,

27


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28

Left: the interior arrangement of theBataan when it was used by GeneralMacArthur as a command and control shipchief of aircraft operations at theGoddard Space Flight CenterGreenbelt Md. has credited theBataan with assisting in the success of landing man on the moon.But prior to helping put men onthe moon the Bataan had anothervital distinguished mission: tha t offerrying GEN MacArthur throughout the various trouble spots of hisFar Eastern command. Constructedalong with nine other C-121 Con-stellations intended for VIP usethe Bataan was given to GENMacArthur in 1950 as a replacement for the C-54 he had been using since the end of World War IIThe C-54 also was named the Bataan as was a B-17 the generalused during the war.

GEN MacArthur began extensive use of the C-121 shortly afterNorth Korean troops invaded theRepublic of Korea on 28 June1950. From his headquarters inBelow: General MacArthur bids farewell from Haneda ir Force Base Tokyobefore departing for the United States in the C-121 Bataan in April 1951

/ W fEI7 ., 'A i J R f OIi CE

U. S RMY VI TION DIGEST


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Military honors are given General MacArthur in San Francisco upon his arrival from Japan. The General s party is enroute to Washington in his C-121

Tokyo MacArthur was able toreach any airfield in Korea in ashort time flying in the Constellation.On 6 April 1951 GEN MacArthur made his final journey fromthe Far East to the United Statesin the Bataan. He was given ahero's welcome in San Franciscoand then flew to Washington, D. C.,where he received national recognition for his distinguished career.The Bataan was declared obsolete and put into storage at DavisMonthan AFB, Ariz., in the late

1950s. It remained there until 1966when NASA obtained it and basedit at Friendship International Airport near Baltimore.The Bataan originally couldsleep 10 passengers and wasequipped with restrooms, swivelchairs, desks, telephones and a galley. However, it was stripped priorto its procurement by NASA. Mr.Howell is attempting to locate thediscarded decor so that the interiormay be restored to its original

MacArthur theme.If we can locate 50 percent ofthe interior furnishings we can

General of the Army Douglas MacArthur commander-in-chief Far Eastcommand, standing by the nose wheel ofthe C::-121 s predecessor, a C-54 alsonamea the BataanJUNE 1970

build the rest, stated Jim Craig,assistant curator at the museum.The Bataan has been preservedby Page Aircraft Maintenance, Incorporated, by filling the plane'sengines and internal mechanismswith a paraffin-base oil that willprevent corrosion and rust that results from nonuse.Upon arrival over Ft. Ruckerthere was some speculation as towhether the plane could be landedon the 2,200-foot strip at GuthrieField near the museum-the C-121,.

normally requires about 3,000 feetof runway. But after several practice approaches it was successfullylanded and taxied to its restingplace outside the museum.Major General Delk M. adenFt. Rucker's commanding general,approved obtaining the $2.5 million aircraft after the General Ser-vices Administration offered todonate it to the museum.The Bataan is expected to beopened to the public either thismonth or next. f ja


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To the air crewman. No matterhow many carrots you eatyou ll never be able to see as wellat night as an owl can. He is betteradapted and more used to nightflying than any of us ever will beand thinks nothing about nightnavigation.How does an owl s eye differfrom yours? Except for one striking difference, the owl s eye ispretty much like yours. His has apupil-lens arrangement to focus onobjects and let light through toform an image back on the retina.A mass of little nerves transmit theimage for action and informationto whatever portions of the innerbrain system ought to know aboutit. The difference between his eyesand yours is that the owl has onetype of nerve on the retina whileyou have two varieties: the cones, which do most ofyour day seeing, are relatively insensitive to low intensity light andregister both color and depth the rods which, i f permitted,do most of your night seeing andare very sensitive to light of lowintensity but tell little about colorand depth.Each of your nerves has a specialseeing job to do. The owl who goesabout his mouse-catching with onlyone type of seeing nerve (the rods)can t help being a nocturnal animal. He lives in a colorless, nearsighted world but his eyes registerlight when the average man canttell a mouse from third base.Long habit and specially adaptedvision make night flying secondnature to our feathered friend.um an owl loose in the deepestgloom and he doesn t care a hoot.

Not so for the human being. People connect the night with themysterious and unreal. Anybody sfirst impulse in a darkened room isto strike a match or snap a switch.We re not used to the dark anddon t much want to be. The civilized character is a child of light.This feeling about the night30

keeps most people from finding outthat they re not as helpless in thedark as they believe. While thehuman retina is not all rods likethe owl s, it has enough of thesenerves to pick up a fair amount ofnight information. But, they re seldom given a chance. Like a baseball pitcher s throwing arm, therods need time to build up theirsnap instead of being thrown intoaction stone cold as they too oftenare.A fellow steps out into the pitchblack night from a brightly lightedroom where he has been using hiscones, the day nerves, and finds hecan t see a thing. f he were to waitin the darkness long enough for hisrods to warm up from the effects ofintense light he d find the nightwasn t so black after all.Any good photographer knowsthat absolute darkness is hard tocome by. It s about as rare as theperfect vacuum. f darkness is notcomplete then there must be somelight which can be picked up. Nightvision researchers have had tomove deep into the remote wildsbefore they could get away fromany trace of man-made lights.There they found it was a rarenight indeed when there wasn tsome illumination from die moonor stars. Also, they discovered thatthe properly adapted human eye ismore sensitive to light of very lowintensity than they had suspected.This knowledge has helped to de-

rovidedby the Society

velop a new approach to nightvision training for both submarinelookouts and aviators. But to usethis knowledge effectively manmust put aside his terror of thedark and learn to systematicallyand scientifically adapt to darkness .The big trick with rods is tokeep them warmed up but not overwhelmed. Anybody who has beenoperating at night without the aidof artificial light can be temporarilyblinded by a sudden bright light.The rods, which have been doingthe seeing, function only in lowintensity illumination. Even an instant of high intensity exposure isblinding.

The night flyer s aim is to havehis rods ready for action while he sin the air and to keep them thatway until the tiedown is complete.Provided a pilot takes a few precautions the usual sort of preflightsequence to the ordinary night mission is enough to start getting hisrods adjusted. The maximum darkadaptation time of 30 to 40 minutes applies to people exposed tointense artificial light beforeh:md.f you avoid strong lights duringthe usual flight preliminaries youcan be warming up the night nerveswithout strain or pain. he 5 or 10minutes it takes to go from operations to your aircraft, plus makingthe usual checks and warmupunder dimout conditions and finallybecoming airborne gives the rods a



33/68

n Army aviator will never be in the sameleague with the wise old owl when t comesto night flying But by applying techniques ofseeing in the dark and using his instrumentshe can survive quite well in the night sky

of u S. rmy Flight Surgeons

good start. Your main concern isto avoid ruining this gradual adaptation to darkness once it has begun. Red instrument panel lightingshould be kept at a minimum andthe use of white flashlights in thecabin or cockpit is strongly discouraged. An instant of intensewhite light overwhelms the rodsimmediately, forcing the wholedark-adaptation process to beginagain.Ground people must help too.The joker who appears with aflashlight beamed right on thebridge of your nose and asks, Iseverything okay, sir? should beclapped in irons.

Following a takeoff on an ordinary night mission-assuming thereis proper panel lighting and nomishandling of matches and otherglare-making devices-the businessof rod warmup continues. After the30 minutes or so it takes to reachyour target area your night nerveswill be prepared. In the moonlightseeing will be done with both rodsand cones (the moon is not usuallyintense enough to overwhelm thenight nerves).

Obscuring rods mechanicallyalso should be avoided. Windscreens or other composition-glasssurfaces impaired by scratches, oilfilm or just plain dirt and dust canbe as dangerous as peering throughsunglasses at night. Light scatterfrom dirty glass produces effectslike a Coney Island fun house mir-JUNE 1970

ror, though no pilot straining to seehis objective through such distortion has been known to knock himself out laughing. The objective is tolet that low intensity light throughto the rods with as little interference as possible.The night pilot will never be inthe arne league with the owl as anight flyer. But knowing and usingthe technique of seeing in the darkand by taking d v n t g ~ of variousinstruments designed to help him,an aviator can make his wayaround pretty well in the night sky.

No human after-dark flyer hassharp enough vision to get by without instruments. Owls, yes; people,no.Instruments are designed tomake up for human limitations.Chances are that even the owl, forall those extra rods on his retinas,would give a whole hatful of tailfeathers to borrow a Mark IXgyro-horizon on a really thicknight.Thus, the expert night flyer is aproficient instrument man who haschecked himself out in all mannerof tough flying weather. Sharpnight eyes plus thorough inst rumenttraining make the unbeatable combination needed to survive in thenight sky.o the flight surgeon: The flightsurgeon can be instrumental inassuring a complete understandingof the capabilities and limitations

imposed upon air crew membersby night operations. The followingpoints should periodically be explained and/or demonstrated: Do not attempt night dutiesuntil reasonably dark adapted. Maintain dark adaptation byavoiding as much as possible, alllight except red light. The rods areessentially insensitive to red light,thus exposure to red light will notdecrease the degree to which therods are adapted. Meanwhile, thecones will see the red lighted instrument panel. Once dark adapted, closing orcovering one eye will prevent lossof dark adaptation even if the othereye is exposed to white light. Avoidlooking directly at illuminatingflares or muzzle and ballisticsflashes. Learn to look for night targetsout of the corners of the eyes. Practice an off-center vision technique.

Scan the sky systematically.Move eyes frequently over a smallarea at a time; don't stare. Due tothe central blind spot at night,looking directly at an object willcause it to disappear. During operational missionswhere night vision is critical useoxygen on all flights above 5,000feet.While some controversy existsregarding the use of low intensitywhite versus red light, the Armyfeels that due to the nature of itsnight missions the concept andbenefits of red light warrant its use.Many Army night missions requirecontact flight conditions. Otherservices tend to depend exclusivelyon radar-controlled instrumentflight and infrared techniques.Finally, the flight surgeon shouldbe alert to the problems of night(blue) myopian and red light hyperopia that can be induced bynight conditions in some individuals. These conditions have beenpreviously discussed in the AVIAnON DIGEST, October 9 6 9

3


34/68


35/68

m Rmy UI TlonMajor Larry E Joyce

My olive green chest has donned a host of great names:Kelly, Rosbeck , Dempsey, Holloway and a multitude ofothers that have etched my worn and weary smi I e onhistory's mirror.

From a humble beginning, I have climbed to the summit.I have seen my fami Iy mature in the hottest of cold warsand I have mixed my blood and sweat and tears with thebrackish paddies of Nam Can and the crystal blue ofDong Ha. Thus, I have paid the price of involvement,earned my badge of courage and have come of age.On my durable wings I have leisurely soared through thethi n humi d ski es over la Orang and my rotor wash hasuncovered Charlie in the mangroves of Ca Mau.

From Soc Trang, Blackhorse and Lane I have flown andhave sent my tracers sl icing through the Asi an dusk anddawn . stabbing at the elusive shadows that menacefreedom. My rockets have given relief to my brothersin-arms and brought smoke, flame and death to ourenemies. With keen vision and through my ingenuity Ihave found my enemy the tyrant, the oppressor, whowould deny his fellow man's rights. I have guided theawesome terror of my cousins' shells to fix thefleeting, faceless guerri Ila.

On my back the Queen of Battle showed the fury of herlong rifle. Together, through the swamp and the jungle,we have pursued, engaged and won.

The battl e for democracy wi II go on unti I free meneverywhere have won this age-old conflict with theforces of oppression, the shadows of darkness, theface of hate Whether at home or on foreign shores, Iwill be there keeping my faith in God and country.I AM ARMY AVIATION.


36/68

\

//, /34

-ractice akes Perfect

well almost)Despite having practiced engine-out procedures at every opportunity, CPT Seemee s confidence deteriorated quite rapidly.He was disturbed by the feathered propeller on the GC finaland as he struggled t stay lined up he felt his legs trembling

CW3 Sherrel D. Kelly

CAPTAIN D. F. Seemee hadnever had a real inflight emergency before. The one he washaving now happened quite suddenly, as they often do. No advance warning, just a sudden muffled banging noise, vibrations andthe swinging back and forth of thenose of the aircraft as he appliedvarying amounts of rudder pressure.

CPT Seemee wasted no timeshutting down the right engine ofhis RU-8D. By the time he hadfeathered the propeller and trimmedoff some of the control pressures,the copilot had made the necessaryradio calls to a radar control site.In a few moments they were beinggiven radar vectors in the directionof an airfield with an instrumentapproach about 25 miles away.The ceiling and visibility werealways low during the monsoonseason in this part of the Republicof Vietnam. But Seemee wasn tworried. He d had plenty of recent

practice making instrument approaches and had made this particular approach several times. Infact, he had the entire procedurememorized. And, the aircraft wasequipped with Doppler naviationequipment which could be monitored during the approach to helpkeep him oriented.

CPT Seemee entered solid instrument conditions after he hadcovered about half the distance tothe NDB (nondirectional beacon),but this did not present a problem.With altitude to spare he began aslow descent. This enabled him tokeep his speed up without havingto carry excessive power on thegood engine. As the aircraft crossedthe beacon at about 1,500 feetabove procedure turn altitude andturned outbound, the copilot upd ~ e d the Doppler and took careof the checklist and other requiredcopilot duties. The approach wasflawless. Visual contact was made

U. S. ARMY AVIATION DIGEST


37/68

with the runway over the missedapproach point and the aircraft wasperfectly aligned with the runway.Inspection of the aircraft bymaintenance personnel showed thatCPT Seemee had been correct inhis decision to shut down the engine immediately when the malfunction occurred. He had avoidedextensive damage to the engine andgreatly reduced the possibility offire from the oil and fuel leaks thataccompanied the failure.

CPT Seemee was highly praisedby everyone for his skillful handling of the incident. He didn't letmodesty stop him from sharing hisvast knowledge and experiencewith his fellow aviators. He talkedfor hours to anyone who wouldlisten about engine-out operationsin multiengine aircraft. He startedpracticing engine-out procedures atevery opportunity and was proudof the speed with which he couldidentify and feather.

A couple of weeks later CPTSeemee was preparing to fly a similar mission with about the sameweather conditions. The tops werereported to be 6,000 feet. His aircraft had a history of one enginerunning rough, especially withclimb power and the engine wasan oil burner, which could accountfor fouled spark plugs. Also, theaircraft was written up as havingone inoperative generator.

Our hero and two other crewmen completed their preflight andwere inside the aircraft in time toavoid getting wet from the lightrain that had started to fall. Visibility was deteriorating fast as theycompleted their runup and rolledinto position for takeoff. Theclimbout was uneventful and theywere just about to break out on topwhen one engine started runningrough. Quick as a flash CPT Seemeedetermined it was the left engineand reached for the mixture. Thecopilot interrupted the shutdownby stating that he thought theyshould wait. After a brief discus-JUNE 1970

sion CPT Seemee agreed. He askedapproach control for a GCA(ground controlled approach) andexplained that he had a rough running engine.They had climbed to VFR conditions-on-top by this time and theleft engine was still running roughat cruise power. CPT Seemeeinformed the controller that he intended to shut down the troublesome engine prior to entering instrument conditions. He reasonedthat this would be better than having it quit later. Having made thisdecision CPT Seemee stuck to it.Just prior to descending into theclouds he shut down the engine andfeathered the propeller. The copilot

Upon review, the U. S. ArmyBoard for Aviation AccidentResearch concurred with theprofessionalism pointsbrought out in this article butstressed that good operationpolicy demands that an en-gine be feathered only whennecessary, which it wasn'tin this story. Never featheran engine that is operatinguntil it is absolutely neces-sary. For more on this seeUSABAAR's Weekly Sum-mary 3-10 October 1969

still wasn't convinced of the wisdom of this action, but he wasoverruled.They were in solid weather before either discovered that they didnet have an operational generator.The copilot quickly shut off allnonessential electrical equipment.The pilot was busy trying to getthe aircraft under control. Hebriefly considered trying to restartthe number 1 engine, but decidedagainst it. f he used up his batteryand the engine didn't start, hecould be in even more trouble.CPT Seemee began feeling prettyuneasy. The aircraft didn't handlenearly as well as it had the othertime. The left propeller was fully

feathered but continued to tu -whipping over and over at variousspeeds, something like 20 rpni.l'hiswindmilling was distracting andseemed to make the aircraft hardto control.CPT Seemee's confidence de

teriorated rapidly as he wrestled theaircraft around the GCA patternto final approach. The copilot hadpointed out a couple of times thatthe ball of the turn and slip indicator was out to the left, butSeemee just couldn't get it to stayin the center. He had begun hisfinal descent and coulq hear thecontroller saying, Turn. left-stopturn. Right of course, on glidepath. Turn left-stop turn. Twomiles from touchdown. Goingfurther right of course now, turnleft.

CPT Seemee was terrified. Hewas rolling out of those left turnsinto a right turn and couldn't doanything about it. His legs, strainedfrom pushing one rudder pedalagainst the pther, began to tremble.The controller's words were calmbut firm, You are too far right ofcourse to make a' safe approach.Pull up.CPT Seemee knew he couldn'tpull up. In desperation he forcedhis aircraft into a left bank andheld it. When they came out of thethick overcast and entered the finemist below, he cou cl barely seethe runway ahead., They wereheaded for about the halfway pointof the runway

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Army Aviation Digest - Jun 1970

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