Army Aviation Digest - Nov 1957

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UNITED ST TESRMY VI TION

DIGESTVolume 3 N ovembel , 1957

RTICLES

Army Aviation with the National Guard of Alaska .Lt Colonel Raymond E. Johnson, ArtyAccident Prevention - A Command ResponsibilityColonel Frank G Forrest, InMuscle for the Army's Long Right ArmColonel Melvin D Losey, TC

DEP RTMENTS

Notes from the Pentagon. .Major General Hamilton H. Howze, USMemo from Flight SurgeonPickups and Drops .PuzzlerBooks for the Army AviatorSenior Aviator of the MonthThe Gray Hair Department.

COVER

Number 11

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This month's cover is exclusively for the files of the What Will TheHelicopter Do Next society, and shows the 160th Signal Group's contributionto the varied accomplishments of the Chickasaw. They used this speedymethod of camouflaging their position on maneuvers recently in Germany.


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FROM TH PENT GON

EST fOOT fORWARDMaior General Hamilton H Howze USDirector of Army Aviation ODCSOPS

DO ARMY AVIATORS always takecare to put Army Aviationin a proper and favorable light?Is the reputation for hospitalityand efficiency on the Army airfield sufficiently good? There arecertain minimum performancerequirements which must be metif Army Aviation is to assumeits correct position in the Army,and provide an acceptable foun-dation for its inevitable growth.

THE IMPACT OF TRAININGStandard basic subjects foraviation personnel must assumealmost the same importance inthe aviation unit training pro-gram as does the purely techni-cal portion required to maintainand operate aircraft.Soldierly bearing and militarycourtesy come from good groundtraining. How many times haveyou seen a good soldier who wasnot also a goo looking soldier?An aviation commander must al-ways insist that his organizationparticipa e in a proper share ofthe less glamorous soldier training.Other types of ground train-

ing such as unit supply, maintenance, and administration areabsolutely necessary to organizeand conduct efficient unit opera-tions. In a division particularly,aviation must be prepared tooperate effectively with no morethan normal administra ive as-sistance from other units.

COURTESY AND RESSHigh standards of dress andcourtesy are essential, p rticu-l rly to any Army unit that is

even remotely associated withaircraft. Senior Army command-ers rightfully criticize personsand aviation units who attemptto display, or inadvertently dodisplay the fly boy disregardfor high standards of conduct,dress and courtesy. Wellingtonboots, colored socks, nonregula-tion scarves, baseball hats andflying suits worn off the flightline are indicative of a carelessdisregard for uniform regula-tions and a lack of unit pride.Lack of proper standards of ap-pearance in aviation units mayjeopardize our position in theArmy and could endanger the


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NOTES FROM THE PENTAGON 3future of Army Aviation.

TR NSIENT IRCR FTHow many Army airfieldshave an SOP that provides forhandling transient craft? Doairdrome officers meet eachtransient aircraft upon arrivaland offer to assist the pilot andpassengers regardless of serviceor rank? Do operations officersvolunteer transportation for ar

riving personnel? We must buildand maintain a reputation forcourtesy and hospitality.VIP FLIGHTS

What group of personnelwithin the division has morecontact with high ranking offi-cers and civilian officials thanArmy Aviators? Are these VIPsfavorably impressed? One im-properly dressed or discourteousaviator on a VIP flight couldunderstandably cost aviation therespect of an influential passen-ger.It is only common sense toplan and conduct these flightscarefully. Probably the mostcritical requirement of a suc-cessful VIP flight is that the pi-lot nd his ircr ft be on timeand be ready to take off eforethe passenger arrives. Thismeans that the pilot and the co-pilot should have completed theaircraft preflight inspection arranged for stowage of parachutes obtained the latestweather information. collectedthe proper charts, and completedthe flight plan clearance at leastten to fifteen minutes prior toarrival of the VIP. In a word itis desirable to know where to goand how to get there.When the VIP arrives it isonly common courtesy for the

pilot or copilot to meet the passenger as quickly as possible; es-cort him to base operations andon to the aircraft; arrange forthe stowage of the passenger'sbaggage and overcoats; briefhim concerning expected weather conditions and type of flightcontemplated; brief him on fit-ting, wearing and emergency useof the parachute; tell him theestimated time en route and es-timated time of arrival; and in-sure that arrangements fortransportation and honors de-sired by the VIP at his destination are entered in the Remarksparagraph of the DD Form 175.In flight conversations be-tween pilot and copilot indicat-ing uncertainty are thoroughlyalarming to the passengers-forPete's sake let's use our headsFinally when nearing destination and after establishing com-munications with the airfield thepilot should verify the availabil-ity of transportation for his passenger and upon arrival determine the approximate departuretime for the return trip.To conclude Army Aviatorsare commissioned officers andwarrant officers. Senior Armycommanders expect Army A via-tors to display the same highstandards of dress appearanceand military courtesy displayedby other commissioned and warrant officers. Intelligent leader-ship competent officers. and ef-ficient men are the foundation ofany military organization. Let'sshow our contemporaries andour senior commanders that personnel in Army Aviation todayare alert and courteous soldiersas well as competent pilots andmechanics.


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The author and the LC126 he flew in laska

Lt Colonel Raymond E Johnson rty

N ALASKA the airplane is moreimportant than elsewhere inthe world. In addition to beingthe automobile of the north theairplane does the work of trainstrucks and busses. The men whofly them must have highly developed special skills to operate successfully in Alaska throughoutthe year. Because of this vitalneed for air transportationArmy Aviators are assigned asadvisors to the Alaska NationalGuard except in areas wheresufficient commercial transportation is available.Flying conditions in Alaskaare similar to those encounteredin Montana Maine and otherCanadian border states - butwithout the facilities affordedaviators in those areas.When the National Guard Bureau undertook the task of reorganizing the Alaska NationalGuard after World War II Colo

nel Joseph D Alexander was appointed as Senior Advisor andacting Adjutant General. He andThe views expressed in this articleare the author s and are not neces-sarily those of the Department of theArmy or of the U S. Army AviationSchool.-The Editor

Lt Col Donald E. Cameron withkeen foresight and the realization that travel in the more remote areas was difficult hadArmy Aviators assigned as battalion advisors at Juneau Nomeand Bethel. Each detachmenthad four enlisted men as assistant advisors and one airplanemechanic.BUSH PILOTS BROKE TRAIL

These officers and men pavedthe way for those who were tofollow. This trail however wasone fairly well established bythose magnificent fliers of thenorth the bush pilots. Many hadto teach themselves to fly thengradually develop their owntechniques of navigation andoperations-many of which arestill applicable today.Our planes have more horsepower for the same weight andtherefore have better performance. Our engines are betterthan those the early bush pilotshad and power failures todayare extremely rare. Our skiwheel combination has solvedthe problem of flying fromcleared runways and deep snow.In many other ways technologyhas come to the aid of the Alas-


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6 U: S. ARMY AVIATION DIGEST Novemberkan flier.In spite of the difficulties andhardships an Alaska NationalGuard assignment for an ArmyAviator can be most fascinatingand rewarding.

ESKIMO B TT LIONSThe Army National Guard ofAlaska consists of four InfantryBattalions. Two are Eskimo

Scout Battalions which are organized under a separate and

Sta es to N orne, Bethel, andJuneau by Major George N.Howell, Major Floyd C Wilson,and Captain Harry D. Germannin 1949. Each aircraft flew hun-dreds of hours under all possibleconditions before being retiredto Fort Rucker in the summer of1954. They were replaced byBeaversThe area in the vicinity ofN orne is generally mountainousbut landing fields have beenbuilt at most of the villages. For

Warmup McGrath Alaska prior to starting enginespecial TO E. One has head-quarters at Nome with units ofsquad size and larger spreadfrom Stebbins on the southshore of Norton Sound, to PointHope. The Second Eskimo ScoutBattalion Headquarters is atBethel and has units from theAleutian Chain to the mouth ofthe Yukon. All of these units arelocated in small villages wherethey provide a continuous system of visual observation.The first aircraft assigned tothe National Guard in Alaskawere three LC-126s purchasedby the National Guard Bureauand ferried from the United

this reason Nome-based aircraftare kept on wheels in summerand skis in winter.The Juneau area presentsmany different and difficultproblems to the aviator. Air-craft are on floats the entireyear. E.xcessive corrosion fromsalt water spray must be pre-vented. The area is rugged andfrequently blanketed by fog.Commercial pilots sometimesland in the channels and taxi formiles to get through otherwiseimpossible weather. However,the aircraft used by the Armyand National Guard are not suit-able for such operations.


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1957 ARMY AVIATION-NATIONAL GUARD OF ALASKA 7Bethel requires float operationin summer and ski in winter.There are short periods duringfreezeup and breakup whenwheels are used. However because few villages have landingfields suitable for wheel landings operations are limited atthese times.The area around Bethel is relatively flat and covered withshallow tundra lakes. There aremany emergency landing areas,both in winter and summer.

their bodies collect in cracksaround the instrument panel andmay plug the vacuum intakescreen. The best way to avoidthis trouble is to keep doors andwindows closed when the aircraft is parked.During winter the days areshort and cold. Not so cold asmany cheechako believe butcold enough. When starting anairplane engine on a cold morning it doesn't make much difference whether the thermometer

illages like this are hard to find from the air

Docking facilities are not alwayspresent at villages and tides onthe coastal flats can leave an unattended airplane stranded . Mudflats frequently are used forlanding fields by float-equippedplanes when necessary.INSECT PROBLEM

In summer, one problem thatdistinguishes arctic operationsfrom those elsewhere are theclouds of ravenous hitchhikingflies and mosquitoes. The numbers that collect inside an airplane can be a nuisance if noteliminated. An aerosol bomb wil1quickly dispatch these pests but

reads 40 or only 20 below.ICE BEWARE

Another danger always present is the formation of ice crystals in the fuel system. In summer water formed by condensation will collect in the gascolators and will be drained off during the preflight. Ice crystals,however do not behave in thismanner but collect in bends inthe fuel lines or at screens obstructing the flow of fuel. Thebest protection is to refill thetanks immediately after a flightand before leaving the aircraftfor the night, so there is no air-


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Skis frozen solid in snow

space in which condensation canoccur. After getting aloft at thebeginning of a flight, but aftertemperature adjustment has -curred, it's a good idea to testthe fuel flow from all tanks be-fore getting too far from thefield in order to return on thetank used for takeoff if neces-sary.Certain precautions are neces-

sary in winter when aircraft aretied down at night. Work doneat this time will greatly lessendifficulties in the morning.If the skis are allowed tofreeze to the surface, they aredifficult to break loose. One wayof preventing this is to run thetoes of the skis on a small stickor board. If the airplane is

equipped with a s k i w h e e ~ ~ -bination gear, the solutIon ISsimple: just retract the skiswhen parked. Ski friction islessened by taxiing over a pieceof burlap soaked in kerosene toremove ice from the bottom surface. Sometimes, however, on awarm day after a recent snow-fall skis will stick and nothingcan' be done to coax the airplaneinto the air.OIL ND OLD

Engine oil resembles soft butter at temperatures slightly be-low OF., and becomes as hardas laundry soap at lower tem-

peratures. If the anticipatedmorning temperature is between0 and 32F., starting the en-gine may be possible withoutpreheating or even draining theoil the night before. This is espe-cially true if the engine isequipped for oil dilution. Caremust be exercised when dilutingoil. A common error is to startdilution while the oil is so hot itwill vaporize the gasoline. If theoil is drained at night and pre-heated in the morning, the en-gine will have immediate lubri-cation, and the load on the battery and starter is lessened.ENGINE PREHE TING

A Herman Nelson gasoline-burning heater is desirable butnot always available. The favor-ite of the north is the standardplumber's firepot, but a primusstove, kerosene heater, or evena flame thrower and a fewlengths of stovepipe may be usedin an emergency to heat an en-gine. Use th flame throw rwith caution Many a pilot hasleft his engine heating while hegrabbed another cup of coffeeand returned to a smoking skele-ton that was once his airplane.When an engine is heatedwith an open flame, it must beconstantly observed, and a fireextinguisher must be available.There is always danger of theengine cover being blown intothe open flame. If two fire potsare used, there is the possibilityof one going out and sprayingraw gasoline onto the enginewhere it will be ignited by theother fire pot.The engine cover should bewrapped securely around the en-gine at night to prevent snowfrom blowing in and to prevent


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ARMY AVIATION-NATIONAL GU RD OF ALASKAformation of frost. This unde-sirable additional moisture has anasty habit of shorting ignitionharness and freezing on enginecontrol cables and rods.

If temperatures below -20F.are expected at starting time,the oil must be drained immediately after stopping the engineoi l dilution notwithstanding.This oil can be kept inside abuilding at night, and is easilyheated to a minimum of 150F.in the morning. When poured into the engine, it will aid in preheating by uniformly distributing heat. Engine preheating isall-important for cold weatherstarting. Taking a shortcut willresult in engine damage and delays, and the need to repeat theprocess until it is properly start

ed.B TTERY C RE

It is equally important to remove the battery when the temperature is very low and keep itin a warm place during thenight. The engine will normallybe easy to start if properly heated, filled with warm oil, and afully charged battery installed.f it is still difficult to start,ether or diesel starting fluiddashed into the air intake willusually encourage the most obstinate engine - opinions thatmisplaced cylinders will resultnotwithstanding.WE THER H Z RDSThe weather in Alaska is notoriously unpredictable. Themost dangerous conditions occurin winter with the formation ofice fog. The windshield firstpicks up an ice glaze which rapidly becomes opaque. Flight may

be possible for some time, however, since the coating is lightand takes time to appreciablyalter the characteristics of theairfoil. Most ice fog lies in comparatively thin layers close tothe ground, and the usual remedy is to climb above i t -providing, of course, an area free ofthe fog is within range so onecan get safely down again. If aclimb is not possible, then a oneeighty is indicated, or an immediate landing may be necessary.Another, and more usual, typeof ice fog is composed of minuteice crystals suspended in theair. t presents no particularproblem since this type of icebuilds slowly. t does, however,seriously obscure visibility. Thisis the type of ice fog frequentlyfound around northern citiesand towns when the air is calmand the temperature well belowzero. Cities in the interior ofAlaska are frequently swathedin fog 100 to 200 feet thick untilthe wind moves it or the temperature rises.Another peculiarity of ice fogshould be noted. On radio weather sequences, ice fog may be reported with the comment sunvisible. If the aviator doesn'thear the horizontal visibility, hemay conclude that if the sun isvisible the fog can't be too much

Servicing at remote ooper Bay


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1 U: S. ARMY AVIATION DIGESTof a hazard. Later, over the fieldand low on gas, he may find itdangerous or impossible to land,unless he is thoroughly familiarwith the area surrounding thelanding field. He may see thefield and buildings looking directly downward, but when heattempts to come in on an approach he's apt to see nothing ashe gets close to the ground.When visibility is a quartermile and fog blends with thesnow, attitude is impossible tomaintain visually. This milkbottle or white-out conditionhas caused many an old timer tofind himself taxiing along thesurface when he thought he wasstill flying. On-top flying issmoother and more relaxing, butwith so few navigational aids,instrument or on-top flying isnot always the answer. True,some of the bush pilots do it, butthey have their own special technique for finding a hole, usually close to a peak, a ridge, or ahill. These men, however, havebeen flying the bush country alltheir lives. They know the terrain, and they know to a remarkable degree how far theyand their airplane can go.Radio networks are providedthroughout Alaska by the CivilAeronautics Administration, theAlaska Native Service, commercial airlines, the Eskimo ScoutBat t a i 0 n s, and a mat e u r s.

Weather at or near destinationsand en route can usually be procured, though the forecasts arenot always accurate. Whenplagued with submarginal localweather, it is not uncommon totake off under zero-zero conditions, as long as the aviator canbe reasonably assured of betterconditions at his destination.

The cautious may raise aneyebrow at these techniques, andthey are right. When possible,operations should be conductedin accordance with all rules andregulations, but the Alaska National Guard Advisor, when hisassistants are stranded in a remote village, cannot wait for anassurance of good weather. Hemust exercise judgment andinitiative and make the most ofan opportunity when it presentsitself.

Army Avia ors assigned tothe National Guard in Alaskamay find the duty arduous, evendangerous at times. With thetype of flying being done there,the aviator develops a high degree of skill which makes himable to cope with almost anyclimatic conditions in the world.This is one of the real benefitsthat make the assignment so rewarding. Another is the satisfaction of successfully completing a tour of duty on our lastfrontier-a flier's country.


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RECENT POSTCARD from theFlight Safety Foundationmakes the following cold factsobservation:Of 6 survivable accidents, 52pilots i ot wear a shoulderharness and suffered severe anddangerous head injuries.Ten pilots wore a shoulderharness and came up with minoror no head injuries at all.

End of very pointed message.ST TE OF GR CE

Fatigue, it is written, is a pro-gressive decrease of efficiencytogether with a feeling of loss ofcontrol-two very mortal sinsthat could bring everlasting pun-ishment to an aviator.From the Foundation we liftthe word of Dr. Nicholas Padisof Philadelphia who offers thislist of ten commandments tothose aviators who would con-tinue flying unstained and-unscathed.1. t is healthy to be activeand to get pleasantly tired.2. Remember that natureneeds time for good repair work.You may forget about rest orsleep but nature doesn't.3. Prevent fatigue by period-ic health examinations. Youmust be healthy to be happy.

4. Fatigue is the most com-mon symptom of all diseases. Iffatigue persists, seek medicalcare and prevent further wearand tear.5. Choose your work accord-ing to your physical and mentalpowers and not according toyour dreams.6. Be prepared. Cultivate aphilosophy of acceptance for anycrisis or either success or failure.7. Be very careful of thephysical and social environmentin which you work.8. Take time to live. Don'tjust exist. Eat properly. Restproperly. Faulty diet can cause


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2 U. S. ARMY AVIATION DIGEST November

both physical and mental fatigue."9. Life is short. Don't makeit shorter by unnecessary fatigue."10. Play and work and meditate with wonder and enthusiasm. And, paraphrasing somethoughts from the Good Book,remember that 'all things worktogether for good to those wholove freedom, truth, man andGod.' "

S FETY COMES L STAre you getting older? It'snothing to get alarmed about, atleast from the flying viewpoint.You become a safer pilot each

year you fly. So reads the latestpaper on this ever-there problem.One hitch: the reverse may betrue for higher performanceaircraft. The figures aren't all inbut maybe the young reflex isjust a little more important thanmaturity in flying the hotpipe."At any rate, the report continues, regardless of the variables at work, the number of accidents experienced in these agegroups (past the middle thirties) is so small that from thestandpoint of the older pilot it isnegligible."

So why stew when you spotthat first grey hair, or suddenlyspy the growing nobility of yourforehead. Relax. Don't go intoshock. You're a veteran aviatora very safe bet to fly forever.

HUM N STRESS METERYour flying machine has aninstrument panel that squawkstrouble when its inner parts begin to wear hard. A little redlig h t turns on, or a tiny flag popsup, or a steel needle moves intothe red unsafe area. But, whatabout you?Up to now you have no tinyred bulb plugged into your forehead to flash when your gearsaren't quite meshing. And notiny flag pops from your lips

when anxiety begins to crawlabout your intestine. You keepmoving along, chipping away,performing the operation, doingyour duty until - bango - thebig crack-up comes. Not the bestsystem you'll admit but maybewe're due for a change. Becauseout in Texas, Colonel ThaddeusJ. Domanski of the Medical Service Corps has an idea that aviators may have a built-in paneljust like the airplanes they y-one that will signal trouble onthe-way just as clearly as theinstrument panel on our flyingmachines.

With only a slide, a microscope, and a few drops of bloodpricked from the end of your finger, the Colonel is demonstrating that aviators who are wear-The views expressed in this depa1tment are not necessari ly those of theDepartment of the A rmy or of theU. S. A rmy Aviation S chool.- The di tor


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1957 MEMO FROM FLIGHT SURGEON 3ing down because of internalpressure will put out a messagejust as big and definite as thatblinking red light on the instrument panel or the needle quivering on the wrong side of thegauge.Why hasn't anyone checkedthis human bulletin board before? The answer is simple: itwas hidden in the bloodstreamand though men probed allaround, no one looked in exactlythe right spot.

f the Colonel's discoveriescontinue to check out, we maybe pulled from the flight linesome day when our inner bearings begin to run hot, eventhough we look like a million.In fact, those of us who begin torun rough during operationsmay be screened and eliminatedbefore we reach a permanentflight l ine-and all because, oneday, some years back, the Colonel began to suspect that the behavior of at least one group ofour white blood cells (the eosinophils) is directly tied up withthe wear we experience understress.

Using fingertip blood smearedon a slide, he made a count ofhis aviator's eosinophils againsttheir other white cells. He didthis during tactical and strenuous training operations beforetakeoff and again on return. Dayafter day, he checked them andmade graphs of the count beforeand after each mission.Finally, after many months, heassembled all the data, and withsome trepidation, called in supervisory pilot personnel. At thisstage, his data was merely a

large set of graphs and figureswith the noncommittal messagethat certain pilots who fly missions retain approximately thesame eosinophil count after amission as before, while otherpilots show a steep drop.Concealing these figures fromthe supervisors, the Colonel hadeach of them evaluate the menunder him. The results excitedhim. Each of the pilots whoshowed a consistent drop in theireosinophil count after a missionwas rated as weakening by thesupervisory personnel.To sum it up, the Colonel discovered that when a group ofpilots fly identical missions, theman who is grinding his gears orrunning hot and rough inside,though he may seem to be without a care, will show a big dropin his cell count. For somestrange reason the tiny eo sinophils simply vanish under stress.Thus far, the correlation between the vanishing cells andthe man who operates under toomuch strain seems. exact. As agood scientist, however, the Colonel is wary of experimental results that often seem so right inthe beginning and wind up sowrong when other facts are introduced.At any rate, the Colonel's findings promise a lot, and some dayyour Flight Surgeon may saveyou from the excessive wear youdo not recognize and cannot admit. Perhaps, he may even saveyou from a psychological crackup. He'll do it as easily and assurely as a good pilot saves hisship - simply by postflightingyour eosinophil gauge.


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ccident r v ntionCOMM ND RESPONSI ILITY

olonel Frank G. Forrest lnf

TH CONSEQUENCES of an air-craft accident can be vividlyappreciated if its effects on theoperation of the unit are consid-ered. In addition to unfavorableinfluence on morale, an aircraftaccident interferes with the ac-complishment of the unit's mis-sion. In aviation units, therefore, accident prevention is acommand responsibility of particular importance.Generally, commanders getthings done by publishing or-ders. But it is doubtful if Ma-jor Roger Wilco, CompanyCommander, 20th Division A via-tion Company, could producethe desired results by signing anorder stating, There will be noaccidents in this company. In-stead, he should say to himselfThere will be no accidents inmy company, and go to workputting his idea into effect.

Suppose Major Wilco selectedthe latter course of action. HeColonel Frank G Forrest is Avia-tion Officer Sixth U. S. Army. Theviews expressed in this article are theauthor s and are not necessarily thoseof the Department of the Army or ofthe U. S. Army Aviation School.

The Editor

would wonder wha actions couldbe taken to eliminate aircraft ac-cidents in his outfit. The thoughtwould probably occur that heshould have some training inthis field. In fact, aircraft acci-dent prevention training shouldbe a prerequisite to his qualifi-cation as an aviation unit com-mander. Considering the influ-ence accidents have on missionaccomplishment and the manynew and different types of avia-tion companies to be activatedin the next few years, MajorWilco undoubtedly would thinkthe Army should recognize thisneed and take action to train itsfuture commanders.Meanwhile, the Aviation Com-pany, 20th Infantry Division,must take steps to prevent theloss of aircraft and personnel.Here are a few tips on how Ma-jor Wilco can get the ball rolling.

First, it should be pointed outthat everything in an aviationunit influences the accident po-tential. The accident preventioneffort, therefore, must cover llareas and must be made effec-tive while the unit is operatingat maximum effort. The accident


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ACCIDENT PREVENTION . 15prevention effort must be dynamically and relentlessly inspired by the unit commander.Accident prevention is a consideration all staff members mustmake in their planning and operations.If someone were to ask Maj orWilco if accident prevention willbecome the primary aim of theunit at the expense of accomplishment of the mission, his an-swer would be, Not likely tmust be kept in mind the objectof accident prevention is to enable the unit to accomplish itsmission better. Remember, in anaviation unit the equipment ismore vulnerable to accidents,and the results of an accidentare more disastrous.

PILOT ERRORThe majority of aircraft accidents are caused by pilot error.t seems reasonable, therefore,that the first place for MajorWilco to apply his efforts is thepilots. He should start by doingall he can to know them personally. For one thing this meanshe should get out and fly withthem. The better he knows hispilots, the better he can preventtheir mistakes when they are atthe controls.

Major Wilco should not, however, confine his interest to theirflying ability. An individual'sfamily, his personal life, his personality, and his health may af-fect his flying ability. With thecomplete confidence of the pilots,his task will be considerablysimplified.One specific action Major Wil o may take to reduce accidentsis to establish a system requiring all pilots to make sufficientpreparation for each flight. Let

us assume the 20th AviationCompany has the usual setup forflight dispatch. Aviators complete a flight plan or a local air-craft clearance as appropriate. tis possible under this system fora pilot to go on a cross-countryflight by filling out DD Form175, getting into the airplane,and taking off.As we all know, other thingsshould be done. Nevertheless,under the existing system, it ispossible and legal for an aviatorto take off having done no morethan file his flight plan. Mur-phy's Law states that if it ispossible to leave on a cross-country flight having done no morethan complete DD Form 175,some day an aviator will do it.All good Army Aviatorsshould, in addition to completingDD Form 175, which includesweather briefing, make a detailed plan of flight, to include aflight log, and provide them-selves with the equipment necessary to execute the flight, suchas maps, charts, E6B, flashlight,etc.

SELF PREFLIGHTBefore an aviator jumps intothe airplane, he should preflightit. In this connection the preflight generally is applied onlyto that element of the manma-chine combination least responsible for accidents. Why not pre-flight both elements This appears to be feasible, and some ofus remember an instance wherean accident could have beenavoided had the pilot preflightedhimself"Self-preflight" is examiningone's self to insure that he isphysically and 'mentally capableof coping with the stresses of


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6 U: S. ARMY AVIATION DIGEST Novemberthe impending flight. As Com-pany Commander, Major Wilcoshould, under certain conditions,preflight his pilots prior to clear-ing them for flight. This proce-dure is particularly applicable tonew pilots assigned to the com-pany. Pilot preflight should con-sist of, but not be limited to, acheck to determine:

Am I is he) qualified in theaircraft assigned to the flightmission?Am I is he) under the in-fluence of, or suffering from,the effects of drugs or alcohol?Can I can he) stay awakefor the duration of the flightwhile I am (he is) at the con-troIs?Are my (are his) sensesnormal especially vision)?

Do I does he) suffer fromany pains or aches that willinterfere with my his) func-tion as pilot?Is there any portion of thisflight about which I am heis) in doubt?If the answer to any of thesequestions indicates an undesir-able situation, corrective actionshould be taken, the nature ofwhich will depend on the seri-ousness.CHECK L ST

How can Major Wilco be as-sured his pilots will accomplishthese varied duties? One methodis to have a supplemental checklist attached to the DD Form175 or the local flight clearanceform. This check list should con-tain all items necessary for com-plete flight preparation, plusaviator preflight items. Theaviator s signature on the DDForm 175 should be his certifica-tion that the applicable portions

of the check list have been prop-erly executed.Aviators who think this checklist is unnecessary trouble shouldconsider th is- the Army is ex-periencing an accident ratewhich in 1955 reached 10.7 ArmyAviators killed per thousand, perannum. Our objective is to reduce this accident rate to zero.

t can be accomplished only byhard work and by introducingnew techniques for controllingthe situation. If anyone thinksof a better way to accomplishthis obj ective, please tell yourunit commander. He would liketo know.

OTHER PREVENTION RE SThe next important area forMajor Wilco to apply accident

prevention effort is the aircraftitself. Accidents attributed tomalfunction of the aircraft, gen-erally, can be divided into twocategories: accidents resultingfrom wron design, and thoseresulting from inadequate main-tenance.Most material failures in aircraft of the 20th Division Avia-tion Company will be traced tomaintenance or the lack of it.Therefore, Major Wilco mustmake sure he has a fully quali-fied maintenance officer. Heshould also have an aggressiveprogram to improve the qualifi-ca tions of all maintenance per-sonnel. Good maintenance wilIfoster accident prevention.The man machine combina-tion should be the primary target of the accident preventioneffort; however, there are otherareas where discrepancies mayexist. These are all areas andactivities on the airfield whichconcern the operation of aircraft,


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1957 ACCIDENT PREVENTION . 17such as runways, tower, and refueling facilities. A periodic sur-vey should be conducted to checkthe condition and functioning ofthese facilities and agencies.Discrepancies should be corrected as they are discovered.

IN IDENT REPORTMany errors which cause aircraft accidents are not obvious.One way to find these hidden dis

crepancies is to employ theNear Accident Incident Reporting System. 2This system shouldbe established and administeredat a local level. The value of theNear Accident Incident Reporting System is most obvious atairfields where many aircraftare stationed.The system provides for reporting an incident which justmissed being an accident. An example is an incident in which anaircraft, crossing a runway afterclearance by the tower, almostcollides with another plane tak-ing off from the same runway.The near collision incident isnot the only event included inthis system. All hazards, on theground or in the air, that can becorrected by the commandershould be reported.Reports of incidents should beon a form similar to the CivilAeronautics Board Near Collision report. A place to depositthese reports should be provided.To obtain maximum benefitIAn Accident Prevention Survey,which covers such things as ground orflight operations pilot training mechanical repairs SOPs, and obstruc-tion lighting, is currently availableupon request to the U. S. ARMYBOARD FOR AVIATION ACCIDENT RESEARCH, Fort Rucker Alabama.-The Editor

from the system, all personnelmust understand the purpose isto reduce potential loss of equipment and personnel. The personrendering the report should notbe required to identify himself,and the contents should not beused to penalize him. Reports received must be analyzed and corrective action taken as indicated.Despite strong determinationby Major Wilco and all aviationunit commanders, reduction of accidents to the minimum will taketime. Considerable assistance inattaining this goal can be obtained by unit commanders insuring that accident investigation is adequately conducted. Department of the Army TechnicalBulletin, Aircraft Accident Investigation, (TB AVN 8), 31Aug 56, should be used as aguide.

REL TIVE F CTSWithout going into the fine details of aircraft accident investigation and reporting, the following points warrant mention.E'xhaustive effort must be madeto find and record all facts rela

tive to the accident. These factsare obtained from:A A study of the scene of theaccident and detailed examina-tion of the wreckage.B. Witness statements.C Medical examination ofcrew members, alive or deceased,to determine if the accident canbe traced to physiological fac-

2A Near Accident Report form to beentitled Grasshopper Gus Reports isbeing developed by the U. S. ARMYBOARD FOR AVIATION ACCIDENT RESEARCH and the U. S.ARMY AVIATION DIGEST, andshould e available soon for general1l8e.-The Editor


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18 U: S. ARMY AVIATION DIGESTtors.

D Examination of all recordsrelative to personnel and equipment involved in the accident.As facts are gathered, theyshould be analyzed individuallyand collectively, then conclusionscan be derived. In preparing theaccident report, care must be exercised that all conclusions areadequately substantiated. If theinvestigation is properly conducted, the right causes shouldbe apparent.When the causes can be corrected locally, the commandermay take the appropriate action.Accidents caused by factors beyond the control of the localcommander such as poor de-sign) require action by higherauthority. The commandermakes known this informationby means of formal accident reports DA Form 285) and theUnsatisfactory Equipment Report (UER).Serious deficiencies, beyondthe control of the local commander, should be reported by tele-

phone or message to the nexthigher headquarters. If a dangerous fault beyond the commander s control exists in an aircraft, he should ground the aircraft concerned. Action toground aircraft, more than anything else, will stir the highercommand levels. Therefore, caremust be exercised in issuing thegrounding order, but the ordershould be given if necessary.As he puts his accident prevention plan-which might alsobe labeled mission accomplishment plan-into effect, MajorWilco will discover other methods which will contribute to thereduction of accidents. The mainidea is to get a program started,and keep it working. Its effectiveness will be difficult to measure, because Major Wilco will beunable to determine every dayjust how many accidents wereprevented. However, he can tellif he feels he has done everything within his power to protect the lives of his men andprevent the loss of his aircraft.


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An aircraft manufacturer recently received a R&D contractfrom Signal to manufacturehigh-speed surveillance drones.Work began in April on the 12-million dollar order. No performance details were announced. News Release)

A multimillion dollar contract, recently awarded to BellAircraft Corporation by theArmy, stimulated hopes for delivery of the new Iroquois in1959.The six-place turbine-enginehelicopter can climb at 2,000fpm at sea level and has an estimated top speed of 150 mph.All-metal rotor blades, a newrotor hub design, and an 825-shaft-horsepower Lycoming gasturbine engine saves weight, engine life, and maintenance time.A free-power principle doesaway with the clutch, and theturbine engine eliminates fans,spark plugs, and other reciprocating parts. News Release)

A twin-jet readiness trainerdeveloped privately by a prominent manufacturer can also beused for navigation training,target towing, and cargo andpassenger transport.GE J85 engines give speed ofover 500 mph. Normal configuration is designed to carry four

passengers. A stripped versioncan carry as many as nine persons or relatively large cargovolume. News Item)

A coating for aircraft windshields to prevent icing and fogging has been developed, consisting of tin-doped indium oxidefilm that is electrically conductive. It underlies windshieldglass and can be heated to meltice and dissipate fog. NewsItem)Zama Airfield near Tokyo wasrecently renamed the THOMASS. RANKIN ARMY AIRFIELDat ceremonies honoring the lateCommanding officer of the U. SArmy Aviation Detachment, Ha,AFFE and Eighth Army. Hedied as a result of an aircraftaccident near Camn Zama on 6November 1956. (PIO Release)

After ten years of inactivity,the West German aircraft industry is in business again. Firstof the Dornier Do-27s will beready for export soon. This is aslotted-wing aircraft with ex-

Men tion of any speci fic i tem in thisdepartm en t does not constitu te in-dorsem ent or approval by the Depart-m ent of the A rmy or of the U SA rm y A viation School. The Editor


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20 u. S. ARMY AVIATION DIGESTcellent STOL characteristics.Speeds range from 36 to 158mph. It is powered by a 270-horsepower Lycoming engineand carries four passengers.(News Item)

uring mid-summer thirteenhelicopters of the 521st E'ngineer (Topographic Aviation)Company were used on Operation Cherry Drying, an attempt to aid the cherry growersof San Joaquin County, California. Using downwash from therotor blades to dry excessive

moisture, about 2,500 acres ofcherry trees were saved. (30thTopo Group Monthly Report)THERE IS REALLY a 180 turnrating. A special flighttraining program has been setup by New York's Bureau ofA viation to teach emergency reversal of flight to clear hazardous weather.The maneuver can save apilot's life, Bureau officials believe, when a contact pilot losesoutside visibility. (News Release)

you RECEIVE a teletype Se- Altimeter setting is 29.87quence Report that reads as millibars.follows: Temperature is 30 C.TLH B5 8 4 LF 999/30 / 29,\ 4 / 987 Dew point is 30 F.A newly winged Army Avia-tor has interpreted the following A temperature inversion ex-answers from the report. Can ists at this station.you tell him which statements D The air below 2,000 feet isare true? conditionally unstable.

Wind is from the SSE at four A warm front lies approxi-mph. mately 50 miles north of Tal- Ceiling is 500 feet above lahassee.MSL. A cold front is approachingVisibility is 11 miles. Tallahassee.D Present weather is sleet, Reference TM 11-2557, Vol.drizzle and fog. l

The correct solution to the PUZZLER may be found on page 32.


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MUSCLE FOR

the r ys ttLong Right Arm

Colonel elvin D. Losey TC

SUPPORTING ARMY aircraft inthe Far East is like jugglingping pong balls in a hurricaneyou have to move fast to do thejob.The supported aircraft areoperated in erratic weather, withunreliable navigational aids,over widely separated land masses, in areas spreading over a3 OOO-mile arc from Japan to thetropics of Thailand. Aircraftmust be maintained all along theFrontier of the Free World,because Army Aviation is essen

tial for everyday Army operations as well as for combat readiness. General 1. D. White emphasized this when he declared,Army aircraft have been mylon right arm.Under normal conditions logistic support is complicated-areal challenge. However, two recent changes in responsibilitieshave further complicated thepicture. First, the Army is accepting from the Air Force allresponsibility for depot supplysupport of Army aircraftthroughout the entire westernPacific area. Second, the Armyhas assumed the former respon-

sibility of the Air Force for depot maintenance of Army aircraft in this region.TR NSFER SUPPORT

The first of these programsthe transfer of depot support responsibility - is being accomplished with a minimum of disruption. By local agreement between the Army and Air Force,air items are being transferredto the U. S. Army Transportation Depot, Far East. A phasedschedule by Air Force propertyclass has been implemented, permitting the receipt, storage, andissuance of materiel to be conducted in an orderly manner.Another major advantage ofsuch a time-phased program isfound in the gradual development of maintenance facilities.Although the maintenance capability is limited, the Transporta.tion Depot is now capable of providing in-storage maintenance,technical order compliances, andminor repairs to parts damagedin shipment. The success or failure of this approach must bejudged on the basis of the AOCP(aircraft out of commission for


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U. S. ARMY AVIATION DIGESTparts rate, which has been remarkably low during this transition period.

Favorable labor costs and thefirst-class know-how of the J apanese aircraft industry havemade possible the developmentof a depot maintenance programwithout the necessity of constructing new and expensive depot maintenance facilities.Under cross-service agreements with the Navy and AirForce, contracts have been established for overhaul, repair ofcrash damage, and depot leve1modifications of all aircraft andassociated equipment assignedto the theater.A portion of the work is performed with the contractor furnishing parts, and Japanesefirms are being assisted and encouraged to increase their productivity. By FY 59, the Armyexpects to develop a capacity to

Colonel Melvin D. Losey ActingTransportation Officer of U. S. ArmyJapan, has been closely associatedwith Army Aviation in the Far East.

'perform a maj or percentage ofdepot maintenance in this manner.SOUTHE ST SI

The second new responsibility- support of Army aircraftthroughout Southeast Asia-hasachieved considerable success asa result of careful planning andcomplete adherence to Department of Defense policies on interservice support and commercial contract maintenance. Contracts for support of Army aircraft extend over the wholewestern Pacific area, includingsuch isolated countries as Vietnam, Laos, Thailand, Cambodia,and Taiwan. Support of Armyaircraft in these countries isperformed, primarily, by commercial airline maintenance facilities and has, in general, beenentirely satisfactory.Army owned repair parts re-He was De [YUty Transportation Officerat GHQ in Tokyo in 1952 whenthe Transportation Corps assumedits aviation responsibilities in thattheater. When Army TransportationCorps cargo helicopters were firstintroduced into combat he was servingas Transportation Officer of EighthArmy. During the same period he tookactive part in establishing provisionalaviation detachments in divisions.

He next attended the A rmy WarCollege where his thesis was on thefuture of Army Aviation.During SAGEBRUSH, as FourthA rmy Transportation Officer he wasresponsible for the support of thelargest number of Army aircraft ever

employed in a peacetime maneuver.Since his return to the Far East inearly 1956, he has continued to takeactive part in the development ofArmy Aviation capabilities. Views ex-pressed in this article are the author sand are not necessarily those of theDepartment of the Army or of theU. S. Army Aviation School.Th e Editor


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Army Aircraft Maintenance Center Chofu Japan

quired by maintenance contrac-tors in the Southeast Asia areaare stocked and issued by theSouthern Air Materiel Area Pacific ( SAMAP) at Clark AirForce Base in the Philippine Is-lands. This support is providedin accordance with the cross-service agreement betweenSAMAP and U. S. Army, Japan,and is under the surveillance ofan Army Liaison Officer locatedat Clark Air Force Base.

DIRE T SUPPORTDirect support to the users ofArmy aircraft in Japan and Oki-nawa is provided by the U. S

Army Aircraft MaintenanceCenter, Japan. In addition, thecenter provides fourth echelonsupport for all aircraft in Japanand Okinawa and backs up fourthechelon maintenance support tounits assigned Army aircraft in

Korea. This facility is being de-veloped to perform full fourthechelon maintenance on crashdamage repair, component re-pair, and overhaul. The objec-tive is to reduce item quantitiesin the CONUS pipeline and in-sure maximum utilization ofhigh dollar value componentsprior to compulsory overhaul inCONUS depot facilities.The pattern of aircraft sup-port will possibly change inmonths ahead, and channels forproviding this support must re-main flexible. The aircraft pop-ulation will shift; old equipmentwill be phased out with the intro-duction of more modern aircraft;and manpower and budget re-sources will change. As a result,aviation logisticians in the FarEast are looking a t the hereand now t h e current AOCPs,TOCs, etc.-but they are equallyalert to needs of the future.


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MILITARY CUSTOMS AND TRADITIONS- Maior Mark M. Boatner,III David McKay Co., Inc., 55Fifth Ave., New York, N . Y.2.75)

Reviewed byCaptain Theodore Ferry, rtyU. S Army Board for AviationAccident ResearchMany are the words, written and

spoken, that have been devoted tomilitary customs and traditions.Major Boatner has done it again andthe results are most pleasing. Nogreat testimonial to tradition here, inAR language, but an interesting andpractical book.

f you have wondered who hadserial number 1 (General Pershing),or why a Lieutenant General ranks aMajor General (it used to be SergeantMajor General), this is your meat.

The book contains an excellentchapter on soldier slang that coverseverything from Army brat toW.P.P.A.

Army brat - Army child - originally reserved for officer offspring,now applied to all Army children.The expression is not considered offensive, but it is best for an 'outsider' to ~ m i l when using it.

W.P.P.A.- 'West Point ProtectiveAssociation'-a mythological organization which has never existed, either

Book reviews appearing in this de-partment o not necessarily reflect theopinions of the Der>artment of theArmy or of the U. S. Army AviationSchool. The Editor

in the flesh or spirit.For those who occasionally deal

with the Air Force and Navy, enoughspace is devoted to their customs tomake you feel better when climbinginto a C-54 or boarding a Naval vessel.

How many times have you heal dthat a Medal of Honor winner ratesa salute from all ranks? What aboutthat old saying that comes when aguard is forced to shoot a prisoner Fine him a dollar and give him acarton of cigarettes ? All of this andmuch more is covered in this wellwritten and interesting book.

f there seems to be an unusualamount of reference to West Point,Major Boatner has his reasons. Bornand raised in the Army, he is thefifth Boatner in his family to graduate from the Point. At this writinghe is back at the Point again-thistime as an instructor.

Everything considered, an Armyman will have to go a long way tofind a better buy for his military library.ATOMIC WEAPONS AND EASTWEST RELATIONS-P. M. S Blackett (Cambridge University Press,32 East 57th St., New York 22,N Y 2.00)

As Professor Blackett sees it, therehave been three periods since the firstatomic weapons were used: the timeof our atomic monopoly while theWest disarmed; the time of ouratomic superiority, while Russia madeimmense efforts to catch up; and now,


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BOOKS 25the time of atomic parity. Each of us .has the weapons and the means ofdelivering them; each is so afraid ofthe other's retaliatory power thatthere is an atomic stalemate. Whatnow?

In this newest period Mr. Blackettfeels the Western policy of massiveretaliation may be out of date. Butif the stalemate has made all-out warexceedingly unlikely limited wars remain possible-even likely. f theWest uses atomic weapons tacticallyin such limited wars, to offset oursmaller armies, is it possible to prevent total atomic war being touchedoff ?

The atomic stalemate has led to arelaxa ion of tension in Europe, andalso to the increased importance ofbidding for allies among the uncommitted Eastern countries. They needexpensive aid to remedy their extremepoverty; the West's only source whichwould not reduce living standardsWould be savings on armament. Howmuch should we spend on preparation for an atomic war which is unlikely to occur?

Professor Blackett gives an unconventional estimate of the situation. Hethinks that much of the extreme anxiety in the West has been due tofaulty thinking. The Western countries have made serious errors ofjudgment, he thinks-particularly inthe conduct of the atomic arms race.These had serious effects; there hasbeen divided counsel muddle inflexible thinking, and even self-deception.

This book contradicts a number ofthings we have been told for severalyears, and this may be something ofa shock. Nevertheless, it should be arelief for if ProfeRsor Blackett isright much of the West's fears areof its own imagining.

FROM THE GROUND UP-SandyA. F McDonald (Aviation ServiceCorporation, Ltd. Ontario Can-ada. 5.00)

This tenth edition of rom theGround Up follows the general approach to the various aeronauticalsubjects covered in much the samestraightforward manner as the previous nine editions. The whole work iskept on an informal conversationallevel. It is written in such simple nontechnical language that students findit extremely easy to understand. Intruth it is a ready-made pack ofnotes to aid the student pilot in preparing for his examinations. t isbrief, concise and directly to the pointin treatment.

Here are the subjects: Airmanship,Theory of Flight, Meteorology AirNavigation, Radio Communicationsand Navigation, Aero Engine, andAirframes. A total of 193 examinationquestions are published answered,and analyzed.

This new edition contains the latest data available on those subjectswhich are a must for every pilot toknow. Recent additions to the text,for example, include Controlled VFR,Decca Radar Advisory Service theastrocompass, the newest in VHFradio equipment, omni and ADF, hazards of wingtip vortex, the bypass gaturbine engine new ADIZ rules andregulations, busy signal at radiobeacon stations and many other recentinnovations.

rom the round Up does not dealwith instrument flying requirementsfor public transport pilot's license butit does cover just about all the material required for private and commercial pilot examinations-and i t coversthis field in excellent fashion.


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Senior viatoroTheonth

T COLONEL RAYMOND E. JOHNSON the Senior Army Aviatorabove is presently assigned as Director Department of RotaryWing Training, the U. S. Army Aviation School Fort Rucker Ala.He attended Liaison Pilots School at Pittsburg, Kan. in 1943 andadvanced training in 1944 at Fort Sill Okla. In the same year hereceived instrument training at Goodfellow Army Airfield at SanAngelo Texas. However he did not receive his certificate until hecompleted the instrument course .at the Air Training Department,The Artillery School Fort Sill in 1952.

He joined the 416th Field Artillery Group a part of 20th Corpsin 1944 and saw service in France as Air Officer. He was 4thArmored Division Air Officer from 1945 to 1948. His assignmentsinclude tours as a reserve instructor at Fort Snelling Battery Commander in the 2d Armored Division and National Guard Advisorin Alaska. He was also Aviation Officer for 4th Army.A graduate of Command and General Staff College ColonelJohnson is both fixed- and rotary-wing qualified and has loggedover 4 000 hours in Army aircraft.


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A T THE TIME of the accidentthe Instructor Pilot waschecking out a new aviator onlandings takeoffs and autorotations in a Chickasaw. The initiallandings and takeoffs being satisfactory, the IP went on to autorotations. After several demonstrations, the student madethree or four touchdown autorotations. Each time the IP wouldexplain what the student was doing wrong and run through thenecessary corrections.On the eighth and final landing the student aviator entereda 180 side autorotation. Aslight flare was executed at 75 to100 feet and everything wassmooth and normal until justprior to touchdown. The instructor s attention was momentarilydistracted at this time by a run-

The Gray Hair Depar tment is pre-pared by the U. S. RMY VI -TION DIGEST staff with informationobtain ed from the files of the U. S.A rmy Board for A viation ccidentR esearch. The views ex pre ssed in thisdepar tm ent are not n ecessarily thoseof the Department of the A rmy or ofthe U. S. rmy A viation School.

way light in close proximity tothe touchdown point. As he returned his attention to the maneuver he noticed the helicopterwas in an extremely nose-highattitude. He grabbed the controls to make a correction butwas not in time to prevent thetail boom from striking theground causing damage to the

Ip s ttention w s distr cted


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8 U. S. ARMY AVIATION DIGEST Novembertail rotor and skid.Instructor pilots must in mostinstances allow the student to goa little further than the normalsafe recovery point before taking the controls themselves. Thishas and will continue to contribute to many accidents, both atthe School and in unit transitiontraining. However, the instruc-tor in the foregoing accident became more interested in wherethe landing was to take placethan HOW his student was operating the helicopter. When instructing an aviator in any aircraft, regardless of his proficiency, the IP should always beready to take the controls. Unitsshould choose their IPs for alert-ness as well as skill.

UNUSU L POSITIONAs the hawnee neared thepractice area, the instructor pilotadvised his student to set andlock the brakes. The area theywere entering was used to practice slope landings and had beenin use for over two years. A nor-

mal slope landing was made withthe nose pointed upslope. Aftertouchdown the aircraft slowlyrolled downslope for about 18feet before stopping.After familiarizing the stu-dent with the attitude of thehelicopter in this situation, theIP demonstrated a normal take-off, perpendicular to the slope.Soon after the hawnee was air-borne, the nose pitched downand full aft cyclic was appliedwith no immediate effect. It thenstruck the ground in a nose-lowattitude and sheared the nosegear. The second ground contactwas made by the bottom of thepilot s compartment, driving thenose gear V braces into theground and crushing the forward control assemblies. The IPthen applied full left pedal causing the aircraft to roll to theright into the slope. The fuselage did not roll nor slide downthe slope and the two aviatorsturned off all switches beforeevacuating the helicopter.The IP committed his first er-

ull ft y li w s pplied with no effect


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1957 THE GR Y HAIR DEPARTMENT 29

o weather information was requestedror in allowing the helicopter toassume an extreme nose-low attitude. His second error, whichresulted in almost complete destruction of the aircraft, was touse only half of the proceduresnecessary for proper recovery. fpitch and throttle had been added to the already applied fullaft cyclic, the helicopter mightpossibly have continued to gainaltitude, allowing more time forthe control action to become effective. The Shawnee will notreact immediately to controlmovements and this should beanticipated.

CIRCUL R COFFINThe Army Aviator took off ona VFR cross-country in -a irdog at 1553. He estimated theflight to an Air Force Basewould take about three hours.A t the time of his departure theweather reports indicated theflight could be accomplished.At 1720 the aviator was overhis first reporting point, estimating the next at 1840.At 1845 he called over the sec-

ond point, estimating his destination at 1925.At 1925 the Air Force toweroperator received a call from himrequesting landing instructions.He was informed that the ceilinghad lowered and the field wasIFR.At approximately 1927, theaviator requested a controlledVFR clearance to continue theflight and land at the Air Base.The tower answered but received no acknowledgment. After continued efforts to contacthim proved fruitless, emergencysearch units were alerted. Badweather, however, held up thesearch and it took two days tolocate the aircraft about sixmiles from the airfield. Therewere no survivors.When the Army Aviator tookoff, the weather reports indicated that VFR conditions wouldprevail. However, as the flightprogressed, reports from the AirForce Base indicated a rapid decrease of ceiling and visibility.At 1830 his destination issued abelow-VFR report over teletype.


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30 U; S. ARMY AVIATION DIGEST NovemberAt 1845 the aviator made aposition report to a CAA facility,but requested no weather information. The 1830 weather reports were available at this time.Had he known that his destination was below VFR, he couldhave landed at an airfield nearthis last reporting point, whichwas reporting a high thin ceiling with 30 miles visibility.The actual cause of the crash

is unknown, but it is inconceivable that he would have flowninto this situation if he hadmonitored GAA radio frequencies required by para. 21, AR

takes the form of a major accident like the following example.The Army Aviator was flyinga aven on a cross-country flightwhen he experienced an antitorque failure. This occurredover high tension wires with anairspeed of about 60 knots, at analtitude of 200 feet.The helicopter went into a flatclockwise rotation described bywitnesses as similar to running360 turns). The aviator couldnot enter an autorotation at thistime because of the wires below.He decided to attempt a runningautorotation on a highway ad-

iolent reaction in the cyclic was experienced95-8). His radios were workingperfectly for all position reportsand also when he called for landing instructions. Had he monitored scheduled weather broadcasts or asked for a weather report, he would probably be alivetoday.

HOT OXMaintenance error accidentscomprise only a small percentage of the yearly statistics involving aircraft. When one doescrop up, however, it usually

jacent to his flight path, and feltthat it could be accomplished ifairspeed were maintained. As helowered the collective pitch, theaviator experienced a violent reaction in the cyclic and completely lost control of the aircraft.The aven went into a near vertical descent, contacting thehighway after turning 180 0from the original flight path.Although the aircraft was acomplete loss, the aviator miraculously left the wreckage uninjured.


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1957 THE GR Y HAIR DEPARTMENT 31t was the opinion of the investigating board that the torquetube separated from the tail rotor drive shaft and struck thecontrol rotor system at the timethe aviator lost control.The antitorque failure wascaused from a low oil level in thetail rotor gear box. The dailypostflight performed by the crewchief includes or should includea check of the oil level and for

leaks around the seals. In this instance, neither check was madeby the assigned crew chief.Many mechanics watch theirassigned aircraft fly every dayand soon begin to believe it to beindestructible. A mechanic whooverlooks an item on his checklist today because he checked ityesterday has lost interest in hismission and is jeopardizing thelives of the aviators in his organization.

O PPRECI TIONOn a warm afternoon anArmy Aviator was instructed topick up a passenger in a eaverfrom a local field strip and re-turn. En route several power ap-proaches and strip landings wereexecuted.The wind on this day waslight and variable from thesouthwest, and the aviator tookthis into consideration as hemade his high reconnaissance ofthe strip. He also noted a newpipe line located about 30 yards

short of the north end of thelanding area.The strip was short and theaviator elected to make a powerapproach. About 200 yards shortof the touchdown point, thewind died and the e ver settled. He added a burst of powerand the aircraft resumed its nor-

mal descent. As he neared theend of the strip, he reduced power to accomplish the landing.Again the wind died and the air-craft settled. Too low to recover,it struck the ground with themain gear. The tailwheel wassheared as it caught the six-inchpipe line.The alert aviator noticed theabnormally hard landing andexecuted a go-around. Flyingnear the strip on downwind foranother approach, he noticed aworkman on the ground wavingthe tailwheel. He then called thetower at his home airfield, declared an emergency, and made awheels landing on the sod withonly minor further damage.Power should be utilized forall approaches to short fields andshould not be chopped or reduced until the aviator is overthe edge of the strip.Field strips too short for command or utility airplanes shouldbe restricted to smaller aircraft.Each aviator practicing landingsat field strips should note newobstacles and transmit this information to unit or base operations as soon as possible for dissemination to others less observant.

FORGOTTEN IRCR FTCountless accidents are causedby Army Aviators forgetting tolook for wires and poles on a lowdrag. The following accident emphasizes that one should notneglect the aircraft while looking around.The aviator planned a lowdrag of a road strip used in hisobserver's field problem. Thestrip ran east-west, closely bordered by trees at either end.There was a crosswind from the


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he ircraft Nosed Down Slightlysouth as he started down theroad using carburetor heat, 30 flaps, 2,200 rpm and 75-80 mph.As he cleared the trees on theapproach, he checked for wiresthat might cross the road.While his attention was diverted. the Bird Dog nosed downslightly. When he became awareof the aircraft's attitude it wasten feet from the surface. Herapidly pushed the throttle forward and started back on thestick, but the aircraft had gathered too much momentum to ar-

rest the downward movement.The aircraft hit the groundin a nearly level attitude. Themain gear took the initial shockwith part of the left wheel andbrake assembly flying off. Thenose then dropped until the propeller struck the ground. Thepilot, upon seeing his propellerstop momentarily, abandonedthe idea of becoming airborne

again and attempted to keep theBird Dog on the road. The aircraft veered to the left, into thewind, and ran off the road. Afterrolling through high grass, itturned sharply to the right,tearing the left gear from theplane, and came to rest on theleft wing and fuselage.Though wires and other obstacles are hazardous, there isnothing so dangerous as to forget you are strapped to an airplane. If this is a Bird Dog andthe passenger is not an aviator,there is only one person left tofly i t -YOU

g o u i ~ t PUZZL ROn the basis of the factual information contained in the PUZZLER on page 20, the recommended solution is as follows:Wind is from the SSE at four of the freezing precipitationknots. at the surface).Ceiling is 500 feet above the V The air below 2,000 feet isstation. not conditionally unstableVisibility is one and one quar (the present weather at the

ter miles. station requires a stableV Present weather is moderate lapse rate).freezing drizzle and fog. V Indications are that a warmV Altimeter setting is 29.87 front is SW of Tallahassee.HG. Ifththeth frfont ~ e r e d .to I thetor , e reezlng rIZZ e aV Temperature is 30 F the station could not be ex-V Dew point is 29 0 F plained since the frontal sur-V A temperature inversion does face would not slope over theexist at this station because city.)


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Brigadier General Ernest F. Easterbrook, former Chief of StaffG-3 Allied Land Forces Europe has reached the halfway mark inhis flight training at the U. S. Army Aviation School. Upon completion of his tour as a trainee at Fort Rucker he will be assignedas Director of Army Aviation ODCSOPS replacing Maj Gen Hamilton H. Howze who will assume command of the 82d Airborne Division at Fort Bragg, N. C

In addition to General Easterbrook's fixed-wing training, he iscurrently scheduled to receive a short orientation course in rotary-wing aircraft to familiarize him with some of the aspects of helicopter flight techniques and problems.

With General Easterbrook in the picture above is Gerald T.Thorpe his civilian flight instructor.


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Army Aviation Digest - Nov 1957

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