Army Aviation Digest - Nov 1955

8/12/2019 Army Aviation Digest - Nov 1955

1/48


2/48


3/48

VOLUME 1

ARMY AVIATIONDIGEST I

NOVEMBER 1955

CONTENTS

NUMBER 10

THE COMMANDANT S OLUMN_____________________________ __________ 3Brigadier General Carl I. Hutton USA

L-23 OPERATING HINTS ______ _________________________ ________________ ____ 5Captain William V. Apple Artillery

USE OF THE JEPPESEN MANUAL _____ 9D. G Howell

FLIGHT SIMULATOR SPECIALISTS TRAINING__ ______________ 15Captain Marvin E. Dempsey Artillery

AERIAL PRIVATE EYES _______________ ________ ______ ______________ ___ _ 17Captain John C. Burford Armor

TECH REP UTILIZATION______ _ __________ _ ______________________ 21LeGene Lott

. UR HIGHLIGHTS _____________________________ _______ _____________________________ 27Major Fred R Reed Transportation Corps

BOOKS FOR THE ARMY AVIATOR ____________ , ________ ,_________________ 30

THE GRAY HAIR DEPARTMENT_______ ______________________________ 35

COVER: An L23 demonstrates its shortfield capabilities in a 200-yard

takeoff over a 50foot barrier. An allweather, sixpassenger commandairplane the L-23 is powered by two 260.hp Lycoming engines and hasa top speed in excess of 200.

This copy is not for sale. I t is intended for more than one reader.

PLEASE READ IT AND PASS IT ALONG


4/48

EDITOR IN CHIEF

Captain Weyman S. Carver

ASSISTANT EDITOR IN CHIEF

Captain Richard W. Kohlbrand

EDITOR

LeGene Lott

The printing of this publication has been approved by theDirector of the Bureau of the Budget 13 August 1954.

The RMY VI TION DIGEST is an official p u b l i c ~tion of the Department of the rmy published monthly underthe supervision of the Commandant rmy Aviation School.The mission of the RMY VI TION DIGEST is to provideinformation of an operational or functional nature concerningsafety and aircraft accident prevention training maintenanceoperations research and development aviation medicine and

other related data.Manuscripts photographs and other illustrations per

taining to the above subjects of interest to personnel concernedwith rmy aviation are invited. Direct communication isauthorized to: Editor-in-Chief RMY VI TION DIGEST

rmy Aviation School Camp Rucker Alabama.

Unless otherwise indicated material in the RMYVI TION

DIGESTmay

be reprinted provided credit isgiven to the RMY VI TION DIGEST and to the author.


5/48

TH O M M N D N T OLUMN

Brigadier General arl I. H u tto n US

The views expressed in this article are the author s and are notne cessa ril y those 0 the Department 0 the Army - The Editor.

andom hots

AIR-MINDEDNESS: Thirty years ago almost everyone in theArmy was horse-minded. Today everyone is motor-minded.Surely in the next 1 years the Army will have become aIrminded.

What is air-mindedness and how does one acquire it?The basic ingredient is pilot qualification just as equitation

is the foundation for . horsemastership and the ability to drive acar is the found \tion for motor -mindedness. A great deal of avia

tion lore can be learned from books and from secpndhand sourcesout sooner or later the air-minded soldier is going to arrive at apoint where only learning to fly will satisfy his need for additionalknowledge. There is no other way for him to gain confidence in .his own ability to understand the problems of aviation or in hiscapacity to make sound decisions.NEW NAMES FOR NEW THINGS: I f the Army needs a jetobserver aircraft to detect targets for missiles and to observe theirpoint of fall we should call the aircraft what it i s a n aerialobservation post. I f w call it a reconnaissance airplane someonewill get out the functions papers and say that reconnaissance belongs to the Air Force

.An aircraft to attack ground targets may be a requirement.The Air Force calls this close support and claims it as a function.The title itself blocks progress. We should call it perhaps a pri-


6/48

4 ARMY AVIATION DIGEST

mary weapon, or an integrated weapon. The latter ,term seemspreferable.

Airborne operations bring up the subject of a Troop CarrierCommand-another jealously guarded function. If w need aflying machine for incorporation in the ground scheme of battle, weshould give it an appropriate name, such as o r g n ~ cair transport.TECHNOLOGY VS MANPOWER: It would be the better part ofdiscretion not to meet the enemy on conditions in which he is thestronger. Manpower is the enemy's strongest point. Our problemis to match somethIng else, presumably technology, against hismanpower.

The rifleman who holds his position on a hill with heartwarming heroism and self-sacrifice against ten times his numberin enemy forces is not being given the advantage of technology.There must be another solution besides the costly methods of theKorean battles.

Firepower is available, therefore technological advantage mustbe sought in other areas: Communications, mobility, detection,

etc. Mobility is the easiest of these to improve because mankindstill walks across country at the same mile and a half per hourpace. The ultimate solution seems logically to be to give thesoldier freedom to move independently of the terrain.

This s the eighth in a series of columns written by BrigadierGeneral Carl I. Hutton Commandant of the Army Aviation Schoolfor the ARMY AVIATION DIGEST. The Editor

FIRST ARMY AIRCRAFT

Specifications for the first United States military airplanes wereissued by the War Department on 23 December 1907.

The flying machine was to have a design speed of 40 mphin still air. Required to convey two persons with a combinedweight of about 350 pounds and also sufficient fuel for a flightof 125 miles, the airplane was also required to make a non stopflight of at least one hour. Specifications further stated that theflying machine should be designed so as to .be quickly and ~ s i l yassembled and taken apart and packed for transportation in Armywagons, and, also, that it should ' land in a field without requiringa specially prepared spot and without damaging its structure.


7/48

L 23 OPER TION HINTS

Ca p t n W illi a m V. Apple r t l l r y

The views e xpressed in th is articl e e the author s

an d are not ne ce ssaril y thoseof the D epartm ent of the rm y or of Th e rm y Aviation S chool. Th e Editor

With the L-23 now in the field for somewhat over 2 years,valuable operational information has been gleaned from accidentreports, hanger flying, and maintenance research.

For example, the rubber molding around the main cabindoor of the L-23 has proved more essential to efficient flight thanfirst believed. Removal of this molding after it had become partially unglued resulted in a stalling speed near 90 mph (30 . mphabove normal) in the case of two aircraft used at the Army Aviation School.

The L-23 landing gear is electrically operated, with manualemergency operation. One electric motor drives the three landing ,wheels through a chain, torque tubes, and jack-screw actuators.However, one feature which pilots should understand is that themanual energy system is designed for use only when there is anelectrical failure. It should not be used when gear failure is dueto malfunction within the drive train. Therefore, because the pilothas no positive cockpit indication .of which type of gear failureis present, he should check t ~ position of his wheels with thecontrol tower or the pilot of another aircraft before using theemergency system. If he learns that all three wheels are inretracted position or that they are extending in phase, an electricalfailure can be assumed and the emergency system should be em

ployed. If, on the other hand, one or more of the wheels are outof phase, the failure is in the drive train and the manual systemshould not be used. Instead, the clutch should be engaged in anattempt to retract the gear electrically. Unless it is completelydown and locked, the faulty gear will collapse on touchdown anda safe landing can be made on the retracted gear.


8/48

ARMY AVIATION DIGEST November

When this happens and the pilot must make a wheels-uplanding, the following procedure is recommended in getting the

aircraft onto the runway successfully: Feather one engine andutilize the starter to place the propeller in horizontal position.Approximately 45 degrees from true horizontal will clear therunway. On final approach, slow to approximately 90 mph. Justshort of the runway, at an altitude of 25 to 50 feet, rapidly shutdown the running engine and, with the starter, bump the propellerhorizontal. Fly the aircraft onto the runway, taking care not tostall jt. The aircraft will then ride on the main gear and tail skidwith brakes ful ly operative. Apply brakes carefully; a blowntire will cause the aircraft to drag the runway. Beware of excessivespeed and / or altitude on final approach because the L-23 willfloat an unusual distance with gear up and both propellers feathered.Approximately 3,000 -feet of runway is required to bring the aircraft to a full stop. A recent such wheels-up landing at the ArmyAviation School resulted in an incident instead of an accident,proving that a cool head and careful planning can save thousandsof dollars and many hours of lost aircraft time and accident investigation time.

One final word regarding the emergency extension system onthe L-23: Rachet only until the green light comes on. One morestroke of the handle for good measure could result in stackingthe springs to the extent that the gear could not be retracted.

During a recent flight line familiarization of the L-23, anindividual hand operated the landing-gear safety switch on theright main strut of an L-23. Result: one L-23 wheels up on the

flight line. Theoretically; this cannot happen, but, unfortunately,it did. The safest procedure, obviously, is to place the aircrafton jacks prior to any manipulation of the safety switch.

The vacuum system of the L-23 presents another problem.A zero reading on the vacuum gaug e when the selector is on instrument normal, or in cent e r position, is just that: zero suction tothe instruments. Even though a check on each individual pump

Captain William V pple is the Commander of the TwinEngine Flight Instrument Division Department of Fixed-WingTraining. Army Aviation School Camp Rucker Ala. He s arated instrument examiner and has logged over 4 000 hours flyingtime in all types of Army fixed-wing aircraft. The Editor


9/48

955 L-23 OPERATION HINTS 7

shows normal suction, the vacuum-driven instrument will failshortly, resulting in partial panel. This situation will be rare buta break in the system at the tee fitting which joins the vacuumpumps into the system would give this result. Remember that onlythe pump indicated is being checked when you move the selector;you have no control over where the suction is being routed.

Rear-window release pins of the L-23 become worn fromconstant use and have a tendency to work out of the holes. A quickcheck before take-off may save an embarrassing moment in flight.However, according to the factory test pilot, the aircraft has been

flown both with windows removed and open. Should the windowsnap open in flight, a warped frame will probably be the mostserious damage.

From the Beech power plant section comes a word of warningagainst use of the manual mixture control. The cdtitude compensator should give the optimum fuel-air ratio. Further a peculiarityof the L-23 manifold system causes unreliability of the cylinderhead temperature gauge when the fuel mixture is lea ned manually.

The monitored cylinder may become cooler, remain constant, orshow higher temperatures while other cylinders get excessivelywarm. The cause of this inconsistency is unknown, and the factorystrongly advises against any attempt to adjust the fuel manually.

Beech engineers also advise that a pilot should use his owndiscretion in exercising the propellers in flight. Although the L-23flight handbook recommen .ds exercising the propellers every 30minutes in cold-weather operation, such exercising is not necessaryas long as the governors maintain the desired rpm. However, atany time a constant rpm is not indicated, p r o p ~ l l rexercise shouldbe employed. Propeller exercise on the runway just prior to takeoff may be eliminated if the take-off is made immediately following the normal run-up.

At the present time, personnel of the Army Aviation SchoolTwin-Engine Section are compiling further data on the operationof the L-23, including fuel consumption, cruising altitudes, workings of the altitude compensator, and the best rpm for critical

single-engine operation. As it becomes available, this data willbe passed on to users of the L-23 via the rmy Aviation Digest


10/48

ir Safety ampaign

A Jacksonville, Fla., physician designated by the CivilAeronautics Administration, U. S. Department of Commerce,

to give pilot examinations is , conducting his own aviation safety- campaign. At the conclusion of each examination, Dr. R. R.Killinger presents the pilot with a card reading as follows:

In the achievement of supremacy, the ability of manto invent machines is an outstanding characteristic. All toooften these inventions have destroyed him, chiefly becauseof his lack of judgment in operating them. In the realm oftransportation, the airplane is the crowning achievementand also potentially the greatest killer of all time.

Now that you have a license to operate an airplaneyou are to be congratulated as you cross the threshold of anew world of human experience. Yours is a great opportunity to help keep flying safe. Be careful always. Remember, your government, your examiner and your family arewatching you with pride. Make safety a habit. Always, be

fore acting, think first: IS IT SAFE?

Good judgment is the essence of common sense. t islikewise the key to safety. Employ it diligently. Failure todo so distorts a major objective of your training and jeopardizes the best interests of aviation. There is no substitutefor good sound judgment.

'One cool judgment is worth a thousand hasty counsels.'


11/48

j

USE OF THE JEPPESEN M NU L

N G Howell

The views expressed in this article are the author s and are not necessarily thoseof the Department or the Army or of The Army Aviation School. The Editor

Volume I of the Jeppesen Airway Manual should be availablefor reference to get maximum benefit from this article. Let it beagreed in the beginning that World Aeronautical Charts, or theequivalent, are necessary equipment to any well-planned crosscountry flight. The Jeppesen Manual was not designed to replacethem. Rather it is a compilation of up-to-date radib navigationaldata.

Radio navigation is too often regarded as a means of navigation useful only when instrument conditions prevail. If thistype of navigation is good enough for bad weather flying, is itnot good enough for fair weather flying? This question is aptlyanswered in a recent Air Facts article ( Considerations on CrossCountry Navigation by Leo Seren, August 1955) :

"The pilot who uses radio facilities as his primarymeans of navigation will soon find that he flies with twopair of eyes. One pair, his real eyes, he uses for take-off'sand landings, and for spotting the airport when he is closein. The other pair of eyes, his navigational eyes, will behis ability to pick up the proper radio signals and interpretthem correctly. With his radio eyes, the pilot will find thathe can see out for 50 to 200 miles. With his eal eyes, the

pilot will usually find that unless he is looking at somethingright close by, he is just as apt to be wrong as correct inidentifying it."

If radio navigation is to be utilized, the next question toarise is: Where shall we obtain the necessary radio data? Thatis where the Jeppesen Airway Manual (TM 11-2557) comes in.


12/48

10 ARMY A VIA TION DIGEST November

It is axiomatic that successful radio navigation requires current,accurate radio information. Too many changes occur in radiodata to make it feasible for aeronautical charts to be current inthis respect. For example, World Aeronautical Chart No. 467currently available to Army aviators shows the Dothan, Ala., radiorange transmitting its navigational signals on a frequency of 233kc while Tyndall, Fla., is shown transmitting on 368 kc. Actuallythese frequencies were exchanged several months ago. Dothan isnow transmitting on 368 kc and Tyndall, on 233 kc. One of themost helpful features of the Jepp esen Manual is that weekly changesand supplements notify pilots of such changes within a few daysof occurrence, and in many instances pre-dated changes are received prior to the effective dates.

Planning Charts

The best method to familiarize yourself with the Manual isto plan practice cross-country flights. Let us plan a VFR flight on

Victor airways from Wichita, Kan., to Albuquerque, N. M., witha fuel stop ,at Amarillo, Tex. The omni range receiver will provide our primary means of navigation. First, get Jeppesen Manual, Vol. 1 Remove Planning Charts 21-22 from the last plasticenvelope and unfold it to the Omni side of the chart. Airwaysand mileages are given in nautical miles. The mileage scales atthe bottom and side of the chart are printed up side down so that,by folding the chart over, the mileage scale on one side can beused to measure distances on the other side. Look the chart overwhile you have it unfolded. Its purpose is to give you an overallidea of your flight, including mileage and airways.

A look at the smaller chart printed under Security Control

Mr. Nolen G. Howell is the Flight Educational Advisor forthe Office Director of Instruction the Army Aviation .school CampRucker Ala. He served in the British and American forces s a

flight and ground school instructor during World War I I and hasbeen with the Army Aviation School since 1949 s a fixed- androtary-wing flight instructor. During the two years prior to re-ceiving his present assignment he was an instrument flight instructor. He has logged over 9 000 hours flight time in all types of fixedand rotary-wing aircraft.-The Editor


13/48

1955 USE OF THE JEPPESEN MANUAL 11

Procedures (turn right hand flap over) reveals that our practicecross-country flight will enter an ADIZ and mountainous terrain;so the flight sho J.ld be planned accordingly. A more detailed showing of this information is presented on Avigation Chart VII, located toward the front of the Instrument Avigation Charts section.Flight procedures for ADIZ are printed on the back.

vigation Charts

Next, cheGk the Avigation Chart Index, located in the frontof the Manual just following the Instrument Avigation Chartssection tab, to see which of the J epco A vigation Charts covers theWichita-Amarillo-Albuquerque route in detail. We see that it ischart 7. A glance at the smaller index at the top of any of theJepco Avigation ChartS' will give you this same information.

Remove charts 7 and 8 from the Manual. Note the Chart7 Mileage Diagram on the face of the chart. Overal l :mileageinformation can be determined from this chart and is, in our case,

504 nautical miles.Unfold the chart to its full length, leaving the panels folded,and turn the Ground Communications panel facing you. Thispanel contains a complete listing of radio frequencies availablefor navigation and communication: Find Wichita under the Location Name column. Reading right across, you note that Wichitaappears on panel 2 of the avigation chart and that both 121.5 and243-0 mc are available for emergency use (see legend at top ofpanel). Radio navigation, radio communication, approach control, and local control frequencies are listed next. Note that theILS localizer frequency 'is also listed and the tower can transmiton this frequency. The same information can likewise be determined for Amarillo, Albuquerque and other points as required.Communication frequencies of Air Route Traffiic Control Centersare listed at the bottom of the panel and are of primary concernto pilots operating under instrument flight rules.

Bias Locater System

The top of the chart is cut on a bias to facilitate opening it toa desired area, thus eliminating unfolding to an unwieldy size.We have already determined that Wichita is on panel 2; but, hadwe not noted this from the chart index, we could still find Wichita


14/48

12 ARMY AVIATION DIGEST November

very easily. Note Wichita is printed on one of the panels (2)exposed at the top of the chart, and Albuquerque, on another(1). Unfold the chart so as to expose panels 1 and 2. The chartthus unfolded is convenient to work with for planning purposes;but, in the limited space of the cockpit, the chart may be foldedand refolded at intervals so as to occupy minimum space yet continuously reveal the proper area and, if desired, keep the GroundCommunications fold near the panel in use. Fold the chart s v-eral times in such manner, trying to get maximum informationwhile the chart occupies limited space.

Plotting the ourse

Certainly you must know the legend in order to read thechart. Avigation pages III, IV, V, and VI and, in the 'RadioProcedure Charts section, pages 1 through 6 explain signs andsymbols used.

We see that our flight will be made on Victor airway 12

/ (V-12). The magnetic course from Wichita VOR to Anthony VORis 216 0 , and the distance is 48 nautical miles. This distance isfrom omni station to omni station and is the sum of the 16 and

32 printed on the chart. If our take-off is to be from the airportjust west of the low frequency range station, w can use a pair ofdividers, or a scrap of paper appropriately marked, to 'measurethe a i f ~ o r tto station distance on the scale at the top of panel 2.This distance may then be used to suit the demands of a particularflight.

Want to know what is going on in Caution area 420 to theright of our course? Look under Airspace Restricted Areas onthe face of the chart. In this case, it is flight training conductedat altitudes from the ground to 12,000 feet, 7 days a week anytime of day or night. .

The avigation charts appear congested at times because ofthe fact that low frequency airways and Victor airways are printedon the same chart. This can be annoying, but it is worth the extra

attention required. For example, look at the next leg of the flightfrom Anthony to Gage on V-12. The northwest course of the Enidlow frequency range intersects V-12. This intersection could beused as a fix to determine ground speed. An X appears on thelow frequency airway, but it is also on the Victor airway. Whatis the distance from the Anthony VOR to this intersection? A 43


15/48

1955 USE OF THE JEPPESEN MANUAL 13

is printed between the two.. Is this the distance? No., that 43

in light print refers to. a distance Qn IQW frequency airways Qnly.In fact it is the distance frQm the abQve intersectiQn to. anQtherintersectiQn nQrtheast Qf AnthQny (Danville). The distance frQmAnthQny VOR 0 this radio. check PQint is fQund by again usingthe scale at the tQP Qf panel 2. Any time yQU are in dQubt abQuta distance as printed Qn the chart use thiS scale. It is always helpful as a 'dQuble check Qn distances.

Minimum Instrument l t i tudesNQte the 3500 printed under V-12 Qn this leg o.f Qur

flight. That is the minimum enrQute instrument altitude. Thataltitude will clear the highest QbstructiQn alQng the airway by atleast 1,000 feet. YQU do. nQt have to. be an instrument pilQt to. usethat bit Qf info.rmatiQn. SQme VictQr airways have two. publishedminimum altitudes. FQr example, check V-190 between Dalhart,Tex., and Las Vegas, N. M. (panel 1). The minimum altitudesare printed as 13000 9000T . This is in terrain indicated asmQuntainQus; so. the terrain clearance altitude, 9000 feet, clearsthe highest QbstructiQn alQng the airway by 2,000 feet. The secQndminimum altitude, 13000 feet, is the minimum altitude atwhich reliable VOR navigatiQnal signals can be received.

Returning to. Qur flight planning, nQte the magnetic CQursefrQm AnthQny is; 230 0 but the inbound CQurse to. Gage Qn the sameairway is 048 0 , a minus 2 difference in the reciprQcal heading.

This difference in CQurse-selectQr setting is required to. make theradials align o.n the airway and u ~ u l l ycan be explained by thedifference in magnetic variatio.n at the two. statio.ns. NQte standardbro.adcast statio.n KGNC shQwn Qn the chart at Amarillo.. A PQrtiQnQf the RadiQ-General D.F. Facilities sectiQn Qf the Manual (page131) is devQted to. standard brQadcast statiQns. AdditiQnal info.rmatiQn Qn cQmmercial radio. statiQns may be fQund here.

marillo to lbuquerque

The flight f rQm Amarillo. to. Albuquerque is planned in thesame manner as the Wichita-Amarillo. leg was planned. The time Qfentry into. the IAlbuquerque ADIZ can be estimated by cQnsideringthe fact that i t will be entered 9 nautical miles priQr to. reaching theTucumcari VOR (use mileage scale at top of chart). Inspection


16/48


of the airway system shows that the low-frequency range stationsmay be used to supplement ornni navigations throughout the flightfrom Amarillo to Albuquerque. The w in the upper border ofthe Anton Chico Radio box indicates no voice. A check of the

Ground Communications panel on chart 7-8 reveals no listingfor Anton Chico. Note the 6 flagged on the station symbol at

Uo VOR. This refers to the 6 in the Minimum Crossing Altitude rectangle above. Thus, you see that the minimum crossingaltitude under instrument conditions is 10,200 feet for flying westbound on V-12. Whether you are flying VFR or IFR, this indicatesthere is higher ground ahead.

Other ata

The Jeppesen Airway Manual provides many other featureswhich can be used to advantage in flight planning and navigation.For example, mileage and airway information for flights betweenmany major cities can be quickly determined from charts Avigation

23 and 24. They are the last two pages in the Avigation Section.The first p g eof the Radio Procedure Charts section is anautical-statute-mile conversion table. Following are the instrument procedure legend pages mentioned previously. The instrument procedure sheets are contained in Volumes 2 and 3. An expIation of the N otam Code follows the instrument procedure s ~ e e tlegend. The phonetic alphabet with code is on page 4 of the Radio-General D.F. Facilities section. This is followed by a listing ofGCA stations. Pages 101 through 129 of this section providedifferent listing arrangements of navigational radios. These pagesare not revised as rapidly as the ~ v i g t i o ncharts, but they confirmthe information from the chart to be used.

Avigation Chart IX, located near the front of the Manual,explains how to utilize the Air Defense Command Radar installations for weather vectoring and advisory service. Information onStorm Detection Radar is on the back of this chart.

Look over V qlume 1 and read all the instructions carefully.

The Jeppesen Airway Manual is not a textbook, but it contains awealth of information for a pilot. This article is intended neither asa course in navigation nor a complete coverage of the JeppesenManual. If your interest has been aroused to the extent that you have

discovered Volume 1, your time has been well spent.


17/48

FLIGHT SIMUL TOR

SPECI LISTS TR INING

aptain Marvin E. Dempsey rtillery

The views expressed in this article are the author s and are not necessarily those0 the Department 0 the rmy or 0 The rmy Aviation School. - The Editor.

Following recent approval of a new MOS in the field, an8-week course to train instrument flight trainer operators and re

pairmen is now being conducted by the Army Aviation School,Camp Rucker, Ala.The new MOS, numbered 902, (plus the appropriate decimal

to indicate the individual's grade, i. e. 902.1 or 902.6), is officiallytitled flight simulator specialist and is applicable to enlistedgrades 4 through 7, inclusive. A need . for such specialists hasgrown out of the increased availability of instrument flight trainersto the Army. This equipment has been provided to al l Army areaheadquarters and many other installations during the past 6 to 8months. Graduates of the new Army Aviation School course willprovide these installations with qualified instrument flight traineroperators ' who can also accomplish field maintenance on the equipment.

The classroom and workshop for students during their 8 weeksof comprehensive training at the Army Aviation School is theinstrument flight trainer building of the Instrument Division, -partment of Fixed-Wing Training. t is a converted warehouse

which has been completely air-conditioned for accomplishment ofits mission, and the building houses 30 Link trainers. In addition,the Department has an H-19 helicopter instrument flight trainer,the first helicopter trainer received by the Army.

Following tht graduation of the first class 15 October, theFlight Simulator Operations and Maintenance Course will be con


18/48

The instrument trainer building is the classroom and workshopfor students undergoing 8 weeks of training at the Army AviationSchool to become flight simulator specialists. Shown above are

some of the 3 trainers operated by the School s Instrument Division.

tinuous. Each class quota is 10 students. Applicants are acceptedfrom all continental army areas. Prerequisites for the 2-monthcourse are physical and mental requirements as stated in the MOSdescription AR 611-201 and 12 months of remaining Eervice following completion of the course. In 352 (Continued on page 41)

Captain Marvin E. Dempsey is Commander of the Instrument Division at the Army Aviation School, Camp Rucker, Ala.He is a senior pilot, a rated instrument examiner, and nas loggedover 3 600 hours flying time in all types of Army fixed-wing aircraft and in , observation-type helicopters. During World War 11Captain Dempsey was a pilot in the Army Air Corps and assignedto Wright-Patterson Air Force Base as a project officer for theevaluation of foreign aircraft. In 1947 he became an Army aviator

and served two Korean tours: in 1947-50, as assistant air officerof the7th In/. Div. in Korea and Japan, and in 1952-53 as assistantair officer of the 40th Inf. Div. in Korea. He has been on the facultyof the Army Aviation School since 1953 as a helicopter instructorand an instrument instructor prior to his present assignment.-TheEditor.


19/48

AERIAL PRIVATE EYES

Captain ohn C Burford rmor

The views expressed in this article are the author s and are not necessarily those0 the Department 0 the rmy or 0 The rmy Aviation School. - The Editor

To train skilled men who will provide today's divisions withgeneral security by locating the enemy and determining his sizefrom the air was the purpose of an intensive unit training programconducted through the summer by the 1st Combat Aviation Company Fort ijood, Tex.

The goal of three 56-hour courses conducted for selected officerpersonnel from all combat components of the 1st Armored Divisionwas to train sufficient aerial observers to provide a minimum oftwo qualified observers per observation-type aircraft authorized theDivision.

These officers can rightly be called aerial private eyes because following 2 weeks of in-3;nd-out-of-the-air training they cancount the enemy betray his camouflage and radio his preciseposition to deadly artillery stations thus accomplishing a missionvital to the modern combat division.

Designed for 8 to 12 company grade officer students and emploYIng six ground school and eight flight instructors each coursewas conducted in two phases. Phase I was composed of 32 hoursof ground training; phase II 24 hours in the air, including a nightproblem. The two phases were closely integrated with morningtraining periods devoted to ground instruction in such things asaircraft familiarization elementary .navigation and techniques of

aerial observation while afternoon training sent students into theair for practical experience. During the concentrated II-day coursetrainees thus learned aerial o ~ s e r v t i o nin theory and practice.

The courses were established on / Division order and conductedby the Aviation Officer 1st Armored Division with the Commanding General Division Artil lery providing artillery support for the

/


20/48


training, including designation of an instructor for classes in artillery fire adjustment and scheduling service practice for artillery

batteries during the Hight phase. Division units sending studentsto one or more of the courses included division headquarters andcombat command headquarters; four tank battalions; four armoredinfantry battalions; Headquarters Battery, Division Artillery; fourarmored field artillery battalions; the armored engineer battalion,and the reconnaissance battalion.

The 32 hours of ground instruction included the following program:

Subject HoursAircraft familiarization _ _ _ _ 1Ground handling, servicing, .

and mooring of aircraft ___________________________ 2Elementary navigation__________________________________________________4Conduct of fire , ~ , 8Technique of observing from the air______________________________2Principles of aerial reconnaissance ~ 1Aerial photography; photos and photo maps ~ 2

Tactical radios 1____________ 2Technique, route and position reconnaissance_ 1Armor on offensive , , , 1Special operations ~ 2Commander s time (examination) 4Briefing and debriefing_______________________ 1

Phase II the 24-hour flying phase, included the followingtraining in the air:

Subject HoursConduct of fire 8Elementary observation :__ _ _ 4Advanced observation . . 10Special operations : 2

Captain John C urford is a flight group commander, 1st Combat

Aviation Company, Fort Hood, Tex. In 1952 and 1953 he serveds

operations officer and division air officer of the 7th Division in Korea. CaptainBurford is a 1943 graduate of Pennsylvanta State Teachers College, StateCollege, Pa., and was commissioned at the Officer Candidate School, TheArmored Center, Fort Knox, Ky., the same year. He attended the fixed-wingtactics course in 1950 and the rotary-wing tactics course in 1952.-TheEditor.


21/48

1955 AERIAL PRIVATE EYES 19

Briefings and critiques were held -before and after flying periods.The program above reflects actual time in the air. Due to aircraftlimitations, only one -half of the class was scheduled to be in theair at anyone time. Ground time was spent in review, orientations,critiques of flying problems, and further study of ground schoolsubjects.

Practical Application

The entire course emphasized practical application of fundamentals taught during ground-phase lectures. Separate lesson planswere prepared for each hour of ground school, 'fith a series ofair problems, increasing in difficulty each day, being used to stresspoints covered in lectures. -

Division field problems conducted at the time aerial observercourses were in progress, were used to the maximum extent in providing realism for observer trainees. Students were given practicalexercises in adjusting arti llery fires. Over simulated enemy lines,they located terrain features on maps, marking rivers, valleys,and hills for future check points. Pilots fl w students over camouflaged areas where they recorded vehicle strength by type andnumber. Students were also taught to identi fy objects on up-to-dateaerial photographs taken of a given area and showing combatequipment.

Nig t Operations

Night operation truly tests the mettle of an aerial observer.This phase was handled in a 2-hour night problem toward the endof the course. The problem was designed to show students howmuch more difficult it is to observe at night without some additionallight such as flares and / or a bright moon.

The courses were concluded with a comprehensive examination,also conducted in two parts. Part I was composed of a lOO-question test covering all ground school subjects. Part was a tacticalproblem testing the student s ability to use what he had learned,

including route-reconnaissance, surveillance, object identification,

Editor s note: SR 95 15 10 authorizes issue 0/ flying status orders. as noncrew member.for individuals undergoing a scheduled course of instruction for, or performing duty as ,air observers. t also sets flying-time requirements at a minimum of 20 hours. M20-100 may be used as a reference in preparing a course of instru ction for the groundphase of an aerial observer training program .


22/48

/


and reporting procedures. While difficult to grade, this tacticalproblem proved extremely valuable in helping each student to seeexactly how well he had grasped the course. At the end of thecourse, students were encouraged to fly regularly as observers inorder to increase their proficiency or at least to maintain the levelthey had obtained during the course.

One Step head

The importance of trained aerial observers to the modem field

army cannot be overemphasized. Air sections, even under combatconditions, conduct such training programs. However, throughcontinuous or recurring peacetime programs such as the aerialobserver courses conducted by the 1st Armored Division, a unitinsures that, in time of combat, it will have personnel which areimmediately effective in an extremely vital mission. In ,the caseof aerial observers, a very prevalent difficulty accustoming nonflying personnel to function effectively from an airplane has beenovercome under optimum conditions rather than under combatconditions.

Thus far only three 56-hour, officer, aerial observer courseshave been conducted by the 1st Armored Division this year. Otherswill be scheduled as shortages of active observers occur in theDivision. The majority of officers trained this past summer areapplying principles and methods learl).ed through participation inOperation Sagebrush. Experience gained from Sagebrush will beused in planning and revising subsequent aerial observer courses.Additional information and/or help in originating and conductingsimilar courses m ay be obtained by wn ing to the 1st CombatAviation Company, Fort Hood, Tex.


23/48

TECH REP UTILIZ TION

L n

Th e views exp ressed in th is arti cl e e t h e aut ho r s a nd a r e no t neces sar ily those.of th e D epartm ent of the rm y or of Th e r my Aviatio n S choo l .- Th e Editor

Technical representatives are well known in Army aviation.For every type of aircraft purchased and used by the Army, tlieseequipment experts are available in the United States and overseas wherever n e e d ~ d

SR 750-95-10 states that contractor's e ld technicians are

available to provide technical assistance as working advisors andinstructors in the operation or maintenance of Army aircraft. This statement only scratches the surface concerning what the technical representative's job really is and how his knowledge and training can be used to best advantage by unit aviation maintenanc e andair officers. The technical representative program entails a largeinvestm ent by both the Army and aircraft manufacturers and itis a program which saves the Army hundred s of thousands of dollarsannually.

In the eyes of th e company, its technical representative is,in the course of his field assignments, The Company. From thecompany's standpoint, the function of its tech rep is twofold: torender technical assistance to the cu stomer in the field and torender service to the company from the field. He is a technicaladvisor to the customer, and he is the company's observ er, reporter,engineer, salesman , and ambassador of good will.

From the standpoint of the Army aviation unit, the tech rep

is an experienced , highly trained equipment expert who aids theArmy avia tion maintenance officer in doing his job more efficientlyand making sure that the Army gets maximum service from its .aircraft.

Prerequisites for becoming a tech rep are high, and men ofthe caliber which companies desire are hard to find. Generally,


24/48


companies which supply the Army with aircraft require a minimumof ten years previous experience in some phase of aviation f or

applicants for tech rep assignments. Actually, many tech repsin the field today have over 20 years experience. Most companiesrequire their tech reps to have either an aircraft and engine licenseor a commercial pilot s license, depending upon the type of fieldassignment to be made. Previous military service is also stressedby companies because they feel such experience is valuable tothe tech rep in working with the Army and military personnel.

Upon approval of their applications, representatives receive

about three months training on the aircraft with which they willwork, and they must meet not only stringent company requirementsbut stiff Army requirements as well. Courses in such things aselectrical systems, hydraulic systems, and power plants as well asdetailed check-outs in the operation of the aircraft are included inthe training. The i n ~ lstep of training, unless there is an emergencysituation, s a 6-month on-the-job assignment with a seniC r tech rep.

Maintenance Reps

There are several types of tech reps, including maintenance,fiying, testing equipment, and engineering specialists. The mostwidely used by the Army is the maintenance technical representative. While most of these maintenance tech reps represent aircraft companies, engine engineering and manufacturing companiesare among the other types of firms providing this service to theArmy s aviation program. In the continental United States repre

sentatives are assigned within each Army area as required. Theirhome station is at the post having the greatest concentration ~aircraft; however, it is their job to rend:r technical service for

Miss LeGene Lott is editor of the Army Aviation Digest.Prior to joining the Digest staff, she served 3 years s a writer ofArmy Medical Setv ice instructional material at the Medical FieldService School, Brooke r r ~ yMedical Center, Fort Sam Houston,Tex., and 8 months s an editor in the Publications Division, Chemi-cal Corps School, Fort McClellan , Ala. Miss Lott s journalistic .background also includes several years of trade magazine editing -and advertising work. She holds bachelor fDJ d master of journalismdegrees from the University of Texas . The Editor


25/48

1955 TECH REP UTILIZATION 3

their companies wherever it is required within the Army area.They do this by making periodic and special trips to posts at whichArmy aircraft are located. Thus, an aircraft maintenance officeror a unit air officer at any post in the United States has available oncall expert technical assistance from the manufacturer of the air-craft with which he works.

Overseas, m ~ i n t e n n c erepresentatives are assigned 10 majorcommands as required. When a new-type aircraft goes into anoverseas command, a representative from the manufacturer goes intothe command also. He usually works directly with the using unit,

training both maintenance and flying personnel in the operationof the aircraft. In addition, other technical representatives maybe available through aviation maintenance companies of the Transportation Corps. At such time as aviation depots are establishedin overseas areas, tech reps will probably be available there.

Flight Reps

Flying representatives from the manufacturer may be requestedto demonstrate various attitudes of flight and explain unusual flightcharacteristics of a particular aircraft to flying personnel or flightinstructors.

ngineering nd Testing

Another type of special representation is engIneerIng personnel who are sent to a post to investigate a specific problem

concerningan aircraft or

to give special instruction in the aircraft.Research and development organizations such as Army AviationTest Boards are also provided with manufacturer s representativeswhen a new type of aircraft is undergoing Army testing and acceptance.

Maximum Utilization

, ; The company and the Army take care of making available a

well-qualified tech rep. Such representation is an important partof every contract covering the purchase of aircraft by the Army.Prior to or upon delivery of the aircraft, the maintenance technical_epresentative is checked out in every detail of the helicopter orairplane. If necessary, he is recalled to his factory for thoroughindoctrination. In addition, the company provides him with exten-


26/48


sive maintenance and operational data in advance of that which isavailable through military channels. But whether or not the tech rep

is used to the best advantage' s up to aviation maintenance officersand other Army aviation personnel.

In the field, the tech rep can give technical assistance inequipment modifications. Detailed technical data from which todetermine the feasibility of and engineering help in executingchanges are available to him from the company. In addition he candemonstrate maintenance techniques which will facilitate manysuch modifications. With his help, authorized modifications or

maintenance procedures beyond the normal scope of the usingunit can be accomplished. In emergencies particularly, certainphases of depot maintenance can be performed by the using unitif the tech rep is on hand to supervise the job.

In routine maintenance operations, scores of problems comeup for which the tech rep can usually provide on-the-spot answerswhich would otherwise require a series of expensive TWX s ortelephone calls.

iaison

Liaison is another important aspect of the tech rep s job.Such liaison works two ways: from the company to the Army andfrom the Army to the company. From the company come the latestdata on the aircraft or major assembly, including up-to-date engineering improvements. In most instances the files of the tech repare more current and more comprehensive than those otherwiseavailable to the aviation maintenance officer or the air officer.

From the Army to the company go valuable performance andmaintenance data. Aircraft and other equipment firms rely heavilyon tech reps to keep a thumb on the pulse of Army aviation.Data teported by tech reps are used in experimental, development,and refinement programs. Through tech reps, companies learnof important performance trends as they happen and are thus-able to expedite desired engineering and material changes. Oftenredesigns are accomplished by the contractor even though an aircraft

is no longer manufactured.Surprisingly enough, tech reps welcome unsatisfactory reports

(DR's). Naturally they do not welcome the fact that the DR isconsidered necessary. But, as for the DR itself, they feel that it,coupled with their own reports on a problem, helps assure theircustomer, the Army, more immediate action. The DR adds weight


27/48

955 TECH REP UTILIZATION 25

to the representative's report, and since it is an official Army report,it must be replied to through channels by the company.

Many tech reps emphasize that, regardless of advance information received by their company from them, a planned UR shouldbe submitted. Too many maintenance and engineering officers,upon finding out that a manufacturer has received approval fora fix, have neglected to forward the UR they had in mind. Oftena fix is approved for production aircraft only. Under suchcircumstances, UR's are necessary to insure a retrofit program.

nstruction Supervision

Part of the tech rep's job is assisting in the instruction ofpersonnel in the use, assembly, operation, maintenance, repair,and modification of Army aircraft manufactured or supplied byhis company. A tech rep can aid in planning a maintenance trainingprogram, and he has valuable tips on how such training is con-ducted at the factory. His workload usually provides for someregularly scheduled classroom or group instruction, but he shouldnot be expected to carry the burden of a whole course. Guestspeaker appearances and question-and-answer forums are . otherways in which the tech rep's know-how can be passed on to studentand duty personnel. Often a company will provide special trainingaids through which the tech rep can give instruction.

Through his contact with other representatives, the tech reppicks up operational and maintenance data applicable to his ownarea. For example, if a tech rep reports difficulties attributable

to fog or salt air conditions, tech reps in area with similar atmospheric conditions can anticipate comparable difficulties and takesteps to prevent them. Also, the tech rep often obtains maintenance or modification data worth p s s i n ~on to the aviation maintenance or air officers at stations in his area.

Accident investigation is another area in which the tech repcan aid aviation maintenance and air officers. He may be requestedto express opinions as to accident causes, or to explain workings of

an aircraft as related to an accident. Often, however, by the timea tech rep reaches an accident scene, the wreckage has been disturbed to such an extent that any conclusions he might have beenable to make lost their validity. Theref ore, whenever a tech rephas been called about an accident and, particularly, if he is goingto be consulted on possible material failures, care should be taken


28/48


to p r ~ r vthe scene of the accident as nearly as possible until hisarrival. Even a small detail like moving a scattered part from theposition in which it fell can destroy an important clue as to whathappened.

ooperation

How can the aviation maintenance officer or the air officercooperate with and best aid the tech rep? The tech rep may havea car trunk big enough to accommodate a library but nonethele ss

he needs a base of operation. Provide him with a desk chairtypewriter and file cabinet and make a telephone available for hisuse. There are two schools of thought on locating tech reps assignedto a post. One school favors decentralization with a location foreach tech rep as close as possible to his major activity. The otherschool favors a centralized location for all tech reps assigned tothe post. With a central location and where the number of tech repswarrants it personnel should be provided to take and relay telephone messages to tech reps working on the flight line or in otherareas of the post. Such an arrangement permits the tech rep tospend a minimum of time in his office yet insures that he can becontacted when necessary by both individuals on the p o ~ tand hiscompany.

Most tech reps appreciate some means of personal and companyidentification. Since they wear civilian clothes they are not easilyidentified on the flight line or elsewhere on the post. The bestsolution is a name tag also bearing the company name similar to

that worn by officer personnel.The majority of a tech rep s time should be spent on the flight

line but do not feel that you havf3 to put a wrench in his handevery time you see him there; His job maintenance-wise is advisory and supervisory. The tech rep is always glad to tackle a toughproblem right along with the mechanics but be sure that while heworks maintenance personnel watch and learn.

Do not expect the tech rep to raid his company for spare parts.However he can often be a big help in emergencies in expeditingparts through normal channels. Also he can help if there is any confusion in your mind about Army versus company spare parts numbers specification numbers and so forth.

The tech rep is no . cloak-and-dagger man sent to spy on you.Rather he is a gold mine of equipment Continued o page 41


29/48

UR HI HLI HTS

aior Fred R Reed Transportation Corps

The views expressed in this article are the author s and are not necessarily thoseof the Department of the rmy or of The rmy Aviation School. - The Editor

This month we get into the meat of the UR s y ~ t e mUnsatisfactory Equipment Reports submitted by the field and the approvedactions taken as a result of these reports will be the basis for thisand succeeding columns. Generally, only unsatisfactory Reports

for which an approved engineering change, or fix, has beendisseminated will be used.

Fixed-Wing

PROBLEM: Fuel Pump-Engine Driven Pressure F l u c t u a ~ i o n ,L-19; 16 Unsatisfactory Reports received.

Unsatisfactory reports reflected excessive fluctuation in fuelpressure. Investigation and functional test at OCAMA revealed

seal leakage, and disassembly analysis disclosed that the reliefvalve had a tendency to bind on one side, which may have resultediJ ? the pressure fluctuation reported. The seal leakage was a resultof foreign matter entering the pump and scoring the surfaces of theseals. Individual answers to Unsatisfactory Reports received recommended that all personnel be advised of the precautions necessaryduring servicing and maintenance operations in order to prevententry of foreign matter into the fuel system. In addItion, a technical bulletin TB AVN 25-1) was prepared and forwarded forpublication and distribution. In the ~ e a n t i m ehere are a few suggestions:

-

1. Check fuel servicing , equipment periodically forcleanliness. Flush it out if necessary. Use a clean chamoisfor straining fuel.


30/48


2. Cover all exposed openings on parts and open-endfuel lines during maintenance operations.

3. If foreign matter is discovered, flush the completesystem (tanks, strainers, selector valves, fuel pumps, andlines) with approved solvent (PS-661) in accordance withthe - 2 handbook.

Any dust control measures that can be taken will aid materially in reducing entry of foreign matter into fuel systems. Evensprinkling an area with water prior to aircraft warm-up will help.Face aircraft nose fo nose during warm-up periods. In dusty areas,

inspect and clean fuel strainers as frequently as clImatic or geographical cond 'itions dictate. The following, quoted from paragraph 7,TB A VN 5, should be your guide:

Because of local conditions (types of missions, specialutilization, geographical locations, etc.) commands, localcommanders, and / or their maintenance officers not only havethe prerogative but are expected to increase the frequency orscope of any inspection as required.

PROBLEM: Cable Rubbing on Fair Lead, L-19; 8 UnsatisfactoryReports received.

A defective aileron cable received as an Unsatisfactory Reportexhibit was inspected by OCAMA to determine the cause 9f fraying .and whether or not a discrepancy exists in rigging, alignment ofpulleys, or interference of cable guards. OCAMA found no identification of faulty material or construction and recommended tooperating personnel the importance of 'maintaining proper cabletensions in increasing the service life of cables. As the frequencyand thoroughness of inspections is dependent upon climate andoperational conditions, OCAMA further recommended that thefrequency of cable inspections be commensurate with terrain andoperating and climatic conditions (i.e., increased inspections industy areas). All activities submitting UR's were advised of thepreventive maintenance measures recommended by OCAMA. PendiI .g receipt of additional UR's, no further investigative action iscontemplated.

The UR Highlights department. prepared by Capt. Fred R Reed is compiled fro minformation contained in Unsatisfactory Reports received by the --Transportation CorpsSupply and Maintenance Command. 901 Washington Avenue. St. Louis 1. Mo. CaptainReed is Chief of TSMC s Publication Division. - The Editor


31/48

1955 UR HIGHLIGHTS 29

Rotary Wing

PROBLEM: Hydraulic Servo Solenoid Valve Failed, H-19C; 5Unsatisfactory Reports received.

Investigation and examination of the exhibits at OCAMA disclosed that the solenoid switch assemblies were severely burned.This condition, however, was not considered the primary cause ofthe solenoid failure. Switch burn-out is never caused by a defectiveswitch, but it can be caused by a defective coil. A defective coil isusually caused by erratic operation of the valve. To assure satis

factory operation of a valve, the following inspections are recommended:

\

1 Inspect the aircraft electrical relay, PI N A-71284,for specified electrical output and adjustment.

2. Inspect the valve actuating linkage for any noticeablewear. Any damage to the linkage will result in binding ofthe solenoid plunger and will consequently result in switchburn-out and coil failure.

PROBLEM: Instrument Panel Obstructs Visibility, H-21; 12 Un-satisfactory Reports received.

UR s revealed that the instrument panel extends directly infront of the pilot, hampering the field of vision, especially duringautorotation approaches and taxiing. Engineering change proposalH-21-258 was submitted by the contractor to alleviate this condition. The ECP was approved for retrofit at IRAN by OCOFT; andfunding action has been initiated. Request f or technical order

action has been submitted.PROBLEM: Main Rotor Blade Cracks, H-23B; 17 UnsatisfactoryReports received. .

Investigation of the H -23B main rotor blades for cracking atthe butt end of the blade disclosed that checking and laminationseparation are attributed to weather exposure and softening ofthe protective sealer by lubricants. Special emphasis is placed onfrequent inspection and cleaning of the blade-root end. The rootarea should be maintained in a clean condition and kept well sealedto minimize checking and preclude premature replacement ofblades.PROBLEM: Starter Clutch Malfunction, 0-335-5, 0-335-6.

Receipt of numerous Unsatisfactory Reports coqcerning0-335-5 and 0-335-6 starter clutches Continued on page 43


32/48

/

OOKSFor the rmy viator

V-2 -Domberger Major General Walter (Aero Publishers, Inc.,2162 Sunset Blvd., Los Angeles 26, Calif., 1954. 5.00).

In early March, 1945, your reviewer was eating Sunday morningbreakfast in the Strand Palace Hotel in London when a V-2 explodedat Spouter's Corner in .Hyde Park a mile or so away. Toward theend of that month, coming up to the Rhine near Munehen-Bladbachit was my privilege to see what must have been one of the last V-2'sfired from Germany against England. Its white trail soared unbelievably into the upper spaces and broke up quickly in the variable wind currents. Having this small experience with both endsof the trajectory added zest to reading Dr. Dornberger's book.

Here is a book of education for those operational people whowait impatiently for new weapons. Serious work was begun uponrockets by the German Army in 1929. Fifteen years later V-2'sbegan to fall upon England and Antwerp. Domberger believes thatmuch time was wasted in governmental boondoggling, and consequently the operational use of the V-2 began much too late. Bythe time it was used, the tide could no longer be turned.

Research and development people will not be surprised at thehugeness of the task which the Peenemiinde group accomplished.Not only must Rand D discover new knowledge; but, even moreimportant, it must inevitably follow false scents for long periodsbefore the final prediction of practicability can be made. It is nowonder that Rand D often appears Jo be a very deep rat hole.

Those who served in Germany will find Dr. Dornberger's picture of the disintegration of the nation brings back sharp memories.

This is a book which Army aviators will enjoy and learn a greatdeal from.

Book reviews are compiled by the ARMY AVIATION DIGEST staff. Views expressedare not necessarily those oj the department oj the Army or of The Army AviationSchool.- The Editor


33/48

BOOKS FOR THE ARMY AVIATOR 31

THE NEXT FIITY YEARS OF FLIGHT-Balchen ColonelBernt, and Bergaust , Erik (Harper and Brothers, 49 East 33rd St.,New York 16, N Y., 1954. 3.00).

Although it may seem a little fantastic that tomorrow's distance between New York and Tokyo will be cut to 2 or 3 hourstraveled at 6,000 to 8,000 miles an hour in a service ceiling of100,000 feet, Colonel Balchen describes today's newest scientificdevelopments in substantiating his prophecies. That the air ageof tomorrow will produce safe and virtually noiseless light planes

and helicopters, the seaplane will stage a comeback, and convertiplanes will take over the shorter flights of airlines are otherdevelopments seen for the next 50 years of aviation by this famous aIrman.

Perhaps the dean of Arctic aviation, Colonel Balchen has acareer rich in experiences from which to view the future of aviation. In 1927 he was one of the pilots on Admiral Byrd s flightacross the Atlantic, and he served as chief pilot on the Byrd

Expedition to the Antarctic in 1928-30. Both Bluie West EightArmy Base and Thule Air Force Base on Greenland were constructed under his leadership. In 1953, he was awarded the Harmon Trophy in recognition of outstanding service to the advancement of aviation in connection with Arctic operations, Arcticexploration, rescue, and pilotage. Colonel Balchen is now specialassistant on Arctic problems to the Chief of Staff, U. S. Air Force.

The Next Fifty Years of Flight is both enlightening andthought provoking. In closing, the author sunlmarizes the achievements to be expected in guided missiles and speculates on thefirst steps to be taken in space flight.

PILOT'S METEOROLOGY-Halpine Charles C (D. VanNostrand Company, Inc., 250 Fourth Ave., New York 3, N. Y.,1953. 5.00)

This book presents in concise language basic meteorologicalconcepts which especially concern the airman and provide thegroundwork for further study of meteorology. It is adaptable to usein either supervised training or self-instruction.

The reader will find a wealth of information on how to interpret the various weather reports, weather maps, and actual weather


34/48


phenomena in flying safer and more efficiently. The final chapterof the book covers the practical result of research to develop ashortest-time route rather than the shortest-distance route as nowused in flight. Basically this is accomplished by careful investigation of synoptic and forecast upper-air pressure fields and thedetermination of the least-time track by the direct use of flightlevel atmos.pheric pressures. The flight plan track is modified tofit existing pressure fields when actual conditions are found todiffer r ~ mthe forecast pattern. The author believes that sucha method of navigation would result in substantial operationalsavings in both civilian and military flying.

Other features of A Pilot's Meteorology include pictures ofcloud types for easy interpretation and identification a detailedanalysis of a sample weather report instructions for drawing aweather map a synoptic series of weather maps and an analysisof the situation depicted as a basis for weather forecasting.

HUM N FACTORS IN AIR TRANSPORTATION McFar-

land, Ross A., Ph.D. (McGraw-Hill Book Company, Inc., 33West 42nd St., New York 36 N. Y., 1953. 13.08).

This book offers a wealth of general and technical inf ormation on specific problems of aviation medicine and flight safety.The treatment is broad in scope making conclusions applicableto both military and civilian operations.

Of particular interest to personnel concerned with the selection training and assignment of flying personnel are extensivesections in which Dr. McFarland discusses the development ofpsychological tests in aviation and the need for improved methodsof selection the psychiatric evaluation of airmen and the roleof human factors in indoctrination and training programs. orthe flight surgeon the author presents data on important factorssuch as physical fitness tests in selection disqualifying factorsmetabolic and respiratory characteristics and examinations for

flying fitness. .Other sections present extensive material on maintenance ofhealth and efficiency of flight personnel; selection placement andhealth of ground personnel; and safety on the ground and inflight.

Although compiled and written with particular applicability


35/48

1955 BOOKS FOR THE ARMY AVIATOR 33

to airline operations, Human Factors in Air Transportation should

serve as a comprehensive reference book on many aspectsof

healthand safety in aviation for the aviation staff officer and flightsurgeon.

An associate professor of industrial hygiene at the HarvardSchool of Public Health, Dr. McFarland has carried out an extensive research program in aviation and industrial medicine duringrecent years. Since 1935 he has studied effects of altitude andfatigue, and has published more than sixty -related articles ' invarious journals. He is a consultant to The Surgeon General ofthe Army and a fellow of the Aero Medical Association. The foreword of Dr. McFarland's book is authored by Brigadier GeneralJames Stevens Simmons, U. S. Army, retired.

TIlE ORDNANCE DEPARTMENT: PLANNING MUNITIONS FOR WA R - G r e e n Dr. Constance McLaughlin; Thorn .son, Dr. Harry C.; and Roots, Dr. Peter C U. S. Government Print-

ing Office, Washington 25, D. C. 1955. 4.25).Planning Munitions for War tellsthe story of the behind-the

scenes work of designing and developing the U. S. Army's .fightingequipment for World War II. t is the 27th volume to be publishedin the Army's history of World War II, and the first of threeprojected Ordnance Corps volumes.

In one chapter .devoted to the history of the Ordnance Corps,the authors show the effect which periods of minimum Army budgetshave had on the nation's military power. In this age of multi-billiondollar budgets for tanks, guided missiles, atomic cannons, and earthsatellites, it is surprising to read that 20 years ago the OrdnanceDepartment operated on an annual budget of about 10 million.

The major portion of the volume is devoted to research and development of Ordnance equipment, including rifles, machine guns,mortars, howitzers, long-range field guns, aircraft and antiaircraftweapons, ammunition, bombs, land and underwater mines, and bodyarmor. The aviator will be particularly interested in chapters devoted to bombs, ground-to-air weapons, weapons for air-to-aircombat, and guns and rockets for air-to-ground attack. The authorshave made extensive use of captured German records and publishedGerman material in analyzing the German Army's research anddevelopment work in contrast to that of the U. S . Army.

Continued on page 43)


36/48

'

.

.5


37/48

vke \Jray

J/air -

3 epartment

Improper handling of an aircraft on the ground in high-windand cross-wind conditions is consistently a cause of Army aircraft accidents. From the Army Aviation Safety Board files itis evident that pilots need to review the fundamental principles

Colonel Robert R. Williams is a very senior Army aviator.He graduated in 1942 from the Test Group for Artillery AirOperation , which was the experimental pilot training class forArmy aviation. He is also a graduate of the United States MilitaryAcademy , class of 1940, and has since attended all Artillery coursesand the Armed Forces Staff College. He began flying in 935 sa civilian and, after becoming an Army pilot, held the first AirCorps instrument rating issued to ground force pilots in 1942.Since 1950 he has held the r n instrument card and AirlineTransport Pilot ratings.

In his 4,500 hours of pilot time, Colonel Williams has become

qualified in all types of Army fixed- and rotary-wing aircraft,s

well s the Navy HUP, JRB (C-45) F6F, and F7U. Among hismany interesting assignments was that of Chier Policy Branch,G3, DA, Hq. , Army Air .Corps. He served s Chief, -Army A l}iationSection, G3, DA, from 1951 until receiving his present assignment

s President of CONARC Test Board No.6 in September 1 9 5 5 . -The Editor.


38/48


of operations under these conditions from time to time. The following accidents are examples in which the proper techniques in

high-wind and cross-wind conditions were not employed.A pilot Hying an L-19 shot a practice landing to a road strip.

The wind c ,nditions at the time were knots gusting to 9 knots.After landing, and with stick in the rear position, he began turning the aircraft to taxi back to the up-wind ~ n of the strip fortake:off. Halfway around the tum the wind lifted the tail so highthat the propeller struck the road; then the tail dropped to theground breaking the tail wheel spring.

With the stick in the rear position the elevators are in an upposition, thus providing a surface for a wind coming from the rearto react upon. It takes a wind of approximately 5 knots to lift thecomparatively light tail section.

There are no exact positions for controls to be in while taxiingan aircraft. In general, if the wind is directly from the rear the stickshould be forward of neutral unless the velocity of the slipstreamexceeds the velocity of the wind from the rear. If it does the stickshould be to the rear of neutral. With a quartering tail wind whichexceeds the velocity of the slipstream the stick should be forwardof neutral and to the downwind side of the aircraft thus lowering theelevator and the aileron on the windward side of the plane. If theaircraft is being taxied directly into the wind, generally the stickshould be to the rear of neutral and in the center. With a quarteringhead wind, the stick should be to the rear of neutral and to thewindward side of the aircraft so that the elevator is up and theaileron on the windward side of the aircraft is up. I f the aircraft is

being taxied in a direct cross-wind the elevator should be in theneutral position and the stick should be pushed to the windward sideso that the aileron on the windward side is up. Remember, these areguides to what controls should be used and the amount of controlapplied will be dependent upon the strength of the wind and theamount of power being applied. Feel is important and mechanicalsolutions should be avoided.

A cross-wind accident usually involves loss of directionalcontrol during the take-off or landing roll. The following is anexample in which directional control was lost after landing.

The Gray Hair department is prepared with information obtained fromthe files of the world wide Aircraft Accident Safety Review BOf ,rd_ Theviews expressed in this department are not necessarily those of the Depart-ment of the Army or of The Army Aviation School. The Editor.


39/48

1955 GRAY HAIR 37

An L-19 pilot entered traffic and called the tower on downwind for clearance. The tower acknowledged, clearing him for a

west landing and reporting winds south-southwest at 10 gusting to18 knots. He reduced airspeed to 80 mph, lowered 30 degreesflaps, turned base, cleared the engine, turned final, and then putdown 45 degrees flaps. Approximately 100 yards from the approach end of the runway, he rolled the left wing into the windfor cross-wind correction. He touched down on the left gear andtail wheel and rolled straight ahead for approximately 75 to 100yards then the aircraft began swerving to the left. Still holding

full left and back stick, he applied hard right brake. The rightwheel skidded around the tum; then the aircraft nosed into a ditch.The cross-wind ground loop or loss of directional control,

usually starts into the wind, as happened in this case. Once theturning into the wind has started, it is extrenlely difficult to stopbecause to the natural tendency of the ground loop to build itselfup is added the force of the wind against the fuselage and tail.The pilot must be alert to prevent the start of the tum into . he wind.

As a general rule, the less the degree of flaps used in a crosswind landing the better. Flaps increase the lift and decrease theweight upon the wheels during the early part of the landing run, and consequently, brakes tend to be less effective. Also in theL-19 the higher degrees of flaps tend to deflect air flow from overthe tail surfaces, and thereby reduce the effectiveness of the rudderin maintaining a straight path. Finally, the L-19 has a steerabletail wheel. It is good technique to get the tail wheel firmly onthe ground as soon as possible as an aid in maintaining a straight

path. The effectiveness of the tail wheel should also be used as longas possible in cross-wind take-offs.

Unloaded Gun

The pilots responsibility for a flight is not over until the lastknot is tied in the mooring ropes. .This accident shows how amomentary relaxation of forethought may result in a major acci

dent inan

entirely unanticipated situation.An H-23 pilot transported a survey team to a familiar landingsite in the mountains. The site is located about 2 200 feet abovesea level and approximately 30 feet below the crest of the mountain, on a slight slope. The aircraft was landed into the wind,up-slope on an angle of approximately 4 degrees. The stick was


40/48


centered with the centering button engine shut down and the passengers dismounted to unload their equipmenL

The wind from 45 degrees was blowing about 10 knots steadyand gusting to 30 knots. Finally the main rotor slowed down toapproximately 50 to 75 rpm but the wind seemed to keep it atthat rpm. The hub began to bump the mast; and the pilot considered restarting the engine to prevent excessive mast bumpingby regaining aerodynamic effect upon the ~ o n t r o lrotor blades.However because he would be in the area for half an hour hedecided to stop the rotor by applying pressure to the torque tube.

Before he could get out of thec o c ~ p i t

one of the blades flexeddown striking the tail rotor drive shaft and throwing it completewith hanger bearings and torque tube about 10 feet to the rightof the aircraft.

Primarily the pilot erred in his evaluation of existing windconditions and failed to consider the haracteristics of his aircraft.To have prevented this accident he should have left the enginerunning until the wind conditions could be determined as safeenough to shut the engine down or terrain permitting he shouldhave landed the helicopter in a right cross-wind. With a windfrom the right the retreating blade will come into the wind beforereaching the point of crossing the tail boom thus causing theblade to climb over the boom.

i l ressure Zero

A pilot of an L 19 noticed that his oil pressure gauge was

indicating practically zero. He was advised by the flight leaderto pick out a suitable forced landing site and land. The pilotglided down with power making a rectangular pattern over a fieldrunning north and south and bounded by a small fence. The fieldwas ample for normal short-field work although there were twoslight rises running perpendicular to the direction of landing.Wind at the time was from the south at 7 knots.

The aircraft touched down on the first rise bounced to the

second rise and then bounced again. At the second bounce thepilot saw that he would be able to avoid striking the fence andhe added power to extend the glide into an adjoining field. n ~ i n epower increased; then it suddenly stopped. The aircraft struckthe fence tear ing a large section of the left horizontal stabil.izerand elevator and causing the aircraft to ground-loop. Considerable


41/48

1955 GRAY HAIR 39

damage was done to the wing tips, and the fuselage was bent 20degrees just aft of the baggage compartment. The pilot and pas

senger escaped wjthout injury. Their good fortune was later attributed by the accident investigation board to their use of theshoulder harness. The airplane was an 8,000 loss.

With the use of power the pilot should have been able to hita touchdown point closer to the down-wind end of the field ratherthan at the extreme of the first third. In such a situation, however,the engine should not be depended on.

The pilot's technique and judgment in handling the aircraft inthis situation are contributing factors. What about the loss ofoil pressure? After extricating themselves from the wreckage, thepilot and passenger surveyed the aircraft and found the left sideto be covered with oil. Upon raising the cowl, they found the oilfiller cap dangling by its chain.

The pilot, as part of a flight of 11 other L-19's, was partici--pating in a student cross country and was accompanied by anotherstudent pilot. At the last gas stop, 1 hour and 30 minutes earlier,they had observed the servicing attendant filling the gas tanksand adding oil. Standing by with his hand on the opened cowling,the pilot saw the attendant replace the oil filler cap, then himselfsecured the ow ling. The passenger observed the replacing of theg ~ tank filler caps, but neither pilot nor passenger personallychecked the security of the gas and oil caps.

Unfortunately, aircraft accidents such as this are not chargedto servicing attendants but to pilot error Preflight procedureshave been adopted for the specific purpose of discovering -discrep

ancies, preventing malfunction, and, in the end, preventing accidents. The pilot is responsible, even down to checking the oilfiller-cap safety pin.

elicopter Trolley

During a CPX an H-13 pilot landed his helicopter in theproblem area to pick up a colonel. The landing site was locatedin flat terrain, free of obstacles to the northeast and southwest.The site was bounded by CP tents to the east and, 25 yards to thewest, . by telephone and power lines. The wires were strung onpoles approximately 25 feet above the ground, and ran north andsouth parallel to a dirt road. Wind conditions were west 15 mphgusting to 23 mph.


42/48

/


After the colonel coupled his safety belt, the pilot broughtthe helicopter to a hover. He hovered toward the west and went

under the wires, intending to cross the road and take off in an openfield. As the bubble cleared the wires, the helicopter rose abruptly,the tail boom striking the telephone lines and one heavy powercable. The aircraft continued upward to about 35 to 40 feet thenbegan a series of four 360-degree turns to the right. The pilotchopped the power. He leveled the helicopter, but it hit the groundhard, still turning to the right. The impact caused the main rotorblades to flex downward and sever the tail boom. The helicopterslid 25 yards before the left skid collapsed, and the helicopterrolled ?ver on its left side. The pilot and passenger, unhurt,crawled through the shattered bubble. Damage to the helicopterwas conservatively estimated at $10,818. Had the pilot autorotated immediately, before torque caused the series of turns, thedamage might not have been so extensive. This, however, is amatter for conjecture.

Hovering or taxiing an aircraft in close proximity to otheraircraft or obsta


43/48

7

1955 FLIGHT SIMULATOR SPECIALIST TRAINING 41

FLIGHT SIMULATOR SPECIALIST TRAINllVG continuedt r m

p ge 16) hours of conferences and practical exercises, students are taught every aspect of instrument flight trainer operation,inspection, and field maintenance.

During the first week, they become acquainted with fundamentals of aircraft control and basi c flight patterns. In subsequent weeks they learn fundamentals of the various radio facilities and how each operates through the radio console and cockpitequipment. By the end of the sixth week, the students are thoroughly familiar with operation of the instrument flight trainer, toincl de providing desired wind conditions, maintaining contactwith the pilot through navigation and landing problems, and recording flight data. The final 2 weeks are devoted to mechanicalphases of the trainer, including inspection and field maintenanceof components. Practical exercises teach students to conduct required intermediate 50-hour) and major (lOO-hour) inspections.They also learn to repair such a s s e m b l ~ e sas the wind-drift andrecorder assembly, the turbine compressor, the turning motor,

floor mechanisms, and remote control instruments. With the successful completion of a 4-hour practical-exercise examination andcritique, the student receives the new OS 902.1 or 902.6, flightsimulator specialist. .

The new graduate can greatly aid his air section in betterusing its instrument flight trainer, i n c l u d i n ~overseeing properinstallation, conducting major inspections, and accomplishing required maintenance. Further, he will be fully qualified to instruct

pilots in the use of trainer controls execution of maneuvers, andoperation of electronic navigation devices, as well as to explain . ,flight regulations, charts, and maps pertinent to controller instrument flight.

TECH REP UTILIZATION continued t r m p ge 26) know-how.He is in his job for the same reason you are in yours, to provide theArmy with the utmost utilization of its equipment. Fortunately, mostaviation maintenance officers and air officers recognize this factand are taking advantage of it. But there is always room forimprovement. Get to know your tech rep, work with him, and usehis know-how in your program whenever and wherever p o s s i ~ l e


44/48

rmy viation Safety Board ccident Data

The following accident statistics were compiled from accidentreports received by the Army Aviation Safety Board, Army Aviation Center, during the calendar year of 1954, the latest large reporting period during which all accidents have been reported.

O perators Involved ccident ausesRated pilots ______________________ 279 Accidents due to: Nr. 0 0Student pilots ____________________ 65 Pilot error ______________ 264 .75

Non-rated personnel __________ Material failure ___ _ 60 17TOTAL _______ ____________________ 352 Other causes ____________ 28 08

Major Specific auses

Nr. ofAccidents due to: Accidents

Pilot error causesFlight controls improper positioning

while taxiing fixed-wing aircraft;lowering pitch and abrupt movementsin helicopters) ___ ___ _ _ ____________ _ ______________ __________ 70

Misjudgment of distance (landing) ___________ __ _ ________ 21Failure to observe (taxiing and flight

in fixed-wing aircraft; hovering inhelicopters) ___________________ _ ________________________ _ __________ 20

Loss of control (hovering and roll) ________ __ _ __________ 20

Brakes improper use) _____ _ ____________ ______________ :__ ______ 19. Unsuitable landing area selected ______ _ 14

Failure to maintain RPM (helicopter) __________________ 10Airfield facilities (unmarked and non-

standard) _______________________ _ _________ _ _______________________ 9Failure to maintain airspeed (fixed-wing

aircraft) __________________________________________________ . ___________ 5Inadequate preflight inspection _____________ .__ ____________ 5Continuation from VFR to IFR ___________ . _ __ . __ . ___ _ _ 2Exhausted fuel supply _________ _ ....... ___ .. _ . ____ . ___ .. ____ 2Misuse of fuel selector control .. _. ___ . ______ ____________ 1

Material failureStructural failure ____ ... . __ . ____ . _____ .. ____ . _____ . _ .. _. . __ 26Power failure ________ . __________________ . .. _______ _ . ___ .. _____ ____ 15


45/48

UR HIGHLIGHTS 43

(UR HIGHLIGHTS continued from . page 29) resulted in a servicetest of an improved unit at Fort Sill. Infonnation available to TSMCindicates that the improved unit has performed very satisfactorily.SAAMA issued Technical Order 8012-3-5-3 (formerly AN-03-5CA-41) to reflect the mandatory replacement of the clutcl1 assembly at time of overhaul. Magnafluxing of the motor-driven housing to preclude the possibility of reinstalling a cracked housingis another provision being incorporated in this revision. Furtherinformation . reveals that SAAMA has forwarded correspondenceto AF Supply requesting that further procurement of the improved

clutch assembly be made and that, when available, the improvedunits be placed in service on an attrition basis.

The Unsatisfactory Reports and the actions taken, as outlinedin the six problems highlighted this month, bear out the importance of prompt submission of UR's by personnel operating andmaintaining Transportation Corps air items. In brief, if you donot tell us what is wrong, no action can be taken to correct it.From time to time, there may be mention of Maintenance Infor

mation Bulletins previously published by TCAAFSO. The MIB'sare no longer published; they have been replaced by technicalbulletins. Watch for them. Three have been distributed:

TB A VN 20-1, Repair of Wing Ribs and Skin at Stations120.735 and 141.735, dated 24 June 1955.

TB AVN 23-1, Requests for Depot Assistance in Repairof Anny Aircraft, dated 1 August 1955.

TB A VN 24-1, Engine Detonation, dated 22 June 1955.

Until next month, good flying, and remember: Don t live, orperhaps die, with an unsatisfactory condition. REPORT IT

(BOOKS FOR THE ARMY AVIATOR continued from page 33)In a final chapter titled Unresolved Problems of Research

and Development, the authors raise such questions as: Was theU. S. Army's insistence on thorough testing of all equipment, instead of rushing new models into combat, a mistake? Should thedrift toward more and more complicated weapons be checkedbefore the demand for skilled soldier-users gets out of hand?

For those interested in the history and development of theAnny's basic weapons of war, Planning Munitions for War offers,in one volume, a great deal of interesting and useful data nototherwise available. The book is both worthwhile reading and avaluable reference volume.


46/48

traight and

Date post:	03-Jun-2018
Category:	Documents
Upload:	aviationspace-history-library
View:	219 times
Download:	0 times

Army Aviation Digest - Nov 1955

Documents