Army Aviation Digest - Sep 1957

8/12/2019 Army Aviation Digest - Sep 1957

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U S RMY EDITOR-INCHIEFCaptain Theodore E. WaskoVI TION

ASSISTANT EDITOR-IN-CHIEFLieutenant John E. ArmstrongEDITORWilliam E. Vance

STAFF WRITERJohn S. MaltrottiIGESTThe U. S ARMY AVIATION DIGEST is an official publication

of the Department of the Army published monthly under thesupervision of the Commandant, U. S. Army Aviation School.

COMMANDANTBrigadier General Bogardus S Cairns, USAASSISTANT COMMANDANTColonel John J. Tolson

DIRECTOR OF INSTRUCTIONColonel William R. TuckThe mission of the U. S. ARMY AVIATION DIGEST is to provide informationof an operational or functional natureconcerning safety and aircraft accidentprevention, training, maintenance, op

erations, research and development, aviation medicine, and other related data.Manuscripts, photographs, and otherillustrations pertaining to the above subjects of interest to personnel concernedwith Army Aviation are invited. Directcommunication is authorized to: Editorin-Chief, U. S. ARMY AVIATION DIGEST, U. S. Army Aviation School,Fort Rucker, Alabama.Unless otherwise indicated, material in

the U. S. ARMY AVIATION DIGESTmay be reprinted provided credit isgiven t the U. S. ARMY AVIATIONDIGEST and to the author.The printing of this publication hasbeen approved by the Director of theBureau of the Budget, 15 March 1956.Unless specified all photographs usedare U. S. Army.

DISTRIBUTION:Active Army:

SA, OSD, JCS, CofSA,DCSPER, ACSI, DCS'OPS,DCSLOG, CMH, CINFO,Technical Stf DA, USCONARC, USA Arty Bd, USAArmor Bd, USA Inf Bd,USA Air Def Bd, USA AbnElct Bd, USA Avn Bd,US ARADCOM, OS MajComd, MDW, Armies, Corps,Div, Brig, Ft CampsCONUS), Svc Colleges, BrSvc Sch, Specl SchCONUS), AFSC, NWC,USA Arty MsI Cen, MilDist.

NG: State AG.USAR: None.For explanation of abbreviations used, see AR 320-50.


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UNITED ST TESRMY VI TION

DIGESTVolume 3 September 1957 Number 9

RTICLES

Flying Safety on the Airways. 5Army Aircraft Mobile Technical Assistance ProgramCharles G. Hall 22

DEP RTMENTSNotes from the Pentagon . . . . . .Major General Hamilton H. Howze US 2

Maintenance Hints 19Memo from Flight Surgeon. 27Puzzler. 30Books for the Army Aviator . 31Senior Aviator of the Month 4The Gray Hair Department. 5

COVERThe first pilotless helicopter is shown on its

initial flight at Kaman Aircraft on July 30 1957.Directed by radio signals from a control sta-

tion on the ground the robot helicopter took offvertically h o v e r e ~ flew forward backward side-ward and landed with the same precision andease displayed by piloted helicopters.

Several hundred feet of rope attached to therobot the other end of which was fastened to theground was U Sed during the first pilotless flightto comply with CAA regulations.


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FROM TH PENT GONMaior General Hamilton H Howze, USDirector of Army Aviation, ODCSOPS

FOR SEVERAL YEARS NOW ArmyAviators have been toyingwith the idea of arming our aircraft for special missions. During the peak of World War II, afew one-feather Indians weredreaming of L-Fighters tokeep the enemy observation aircraft on the ground. During theKorean campaign, the Communists were launching their attacks spearheaded by one tothree tanks, which made itrough on our doughboys.

As reports of these disagreeable practices reached the Artillery Center and the Army A viation School (then the Air Training Department of the ArtillerySchool , Neeley Brown and a fewothers started experimentingwith 2.5-inch rockets, bazookas,and 75-mm recoilless riflesmounted on the L-19 as a tankkiller. A gunnery sight wasmounted just under the liquidcompass, and in no time at allthe aviators developed an accuracy with the 2.5-inch rocketsthat compared favorably withother antitank weapons.Six-inch rockets were alsofired from the L-19 with success.

Tactics envisioned were for thepilot of the L-19, after spottingthe tank, to descend to contourlevel until about 1,000 yardsaway from the tank, climbsharply until the target wasagain in view, ripple six toeight rockets into it and disappear again behind the trees orhills. But the Korean war endedbefore the idea could be sold toapproving authority.Since the Korean campaign,the idea of arming our aircraftkeeps bobbing up as a possiblesolution for providing highlymobile weapons in operations inconjunction with light reconnaissance units and for increasing the survivability of troopcarrying helicopters.The concept of operations onthe atomic battlefield-requiringgreat fluidity-has created theneed for reconnaissance unitswhich have a mobility differential over our present tank andmotorized infantry forces - adifferential comparable to thatwhich the horse cavalry in theold days had over foot troops.Out of this came the idea ofaeroreconnaissance units.


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U. S. ARMY AVIATION DIGESTthe helicopter does provide agood firing platform for theseweapons, and that the roundsdelivered are accurate beyondour expectations at this stageof development. The efficacy ofarea fire has been excellent. Theweapons are fired electrically andadjusted with aircraft opticalreflecting sights.Following are general comments on data obtained by thetests so far:Because of its weight, theSioux reacts most readily to therecoil of the weapons. t can berotated rapidly by pedal pressure, and therefore, weaponstraverse may not be essential.Elevation and depression of theweapons and the sighting systemis essential to compensate forthe vertical angle along the pitchaxis with different load conditions and at speeds between thehover and V-max. Vibrationcauses an aim wander or tracking error of about seven mils (including pilot techniques).

The Shawnee and Choctaw,being heavier aircraft, offer amuch more stable firing platformthan the reconnaissance helicopter. Since the tactical functionof these aircraft precludes excessive pedal traverse or deviation from course when in formation, both elevation and traverseof weapons are necessary. Thetandem rotor of the Shawnee offers more stability along thepitch axis, and sighting straightahead is simple. Deflection firingintroduces problems common tofixed-wing aircraft with flexibleguns.

The Chickasaw has a stabilitysomewhere between the Siouxand the Shawnee. Elevation anddepression of weapons appears

to be essential. Traverse of forward firing weapons appears tobe desirable but may not be essential unless the weapon is tobe fired when the aircraft is flying in tight formation.At the present time, this ismy own thinking:(1) The troop-carrying helicopter should have only a singlelight machine gun to deliver suppressive fire to sanitize theimmediate area of its landing, ifthat is to be executed in hostileterritory. The French found thisto be very desirable in NorthAfrica.(2) The light reconnaissancehelicopter should have a singlelight machine gun and limitedammunition, sufficient only toexecute reconnaissance by firei n the same manner as groundreconnaissance vehicles.(3) We need some fire support helicopters of the utilitysize to carry heavier loads ofarmament for the execution offire missions in support of reconnaissance operations. In effect, we will thus merely elevatethe firing platform. eitherthese nor the reconnaissancehelicopters will fly over enemyforces That is very importantto the concept. They will alwaysshoot from friendly or unoccupied territory into suspected orknown hostile territory.Extensive testing is yet to beconducted to determine the fullextent of the helicopter's capability as a firing platform. Vulnerability factors must be arrived at; dependability must beestablished. But it is additionallyapparent that the helicopter hasa great potential in the highlymobile tactical situations envisioned in any future conflict.


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A IRWA YS ARE thb highways ofthe air. An airway is a navigable airspace extending upward from 700 feet above theground stretching between designated points. The administra-tor of the Civil Aeronautics Administration establishes airwaysby designating definite pointssuch as radio ranges and omnistations and then connects these

points by a line of definite widthto be used by aircraft in flight.Domestic IFR traffic each yearamounts to thousands of flyinghours. With so much air traf-fic it is obvious that definitepredetermined flight paths andprocedures are vital to safetyand efficiency. Airways provideidentified flight paths equippedwith aids to air navigation. Air-

This article is based upon an arti-cle by the same name appearing inthe April 1957 issue of FLYINGSAFETY magazine. Views expressedin this article are not necessarilythose of the Department of the Armyor of the U S. Army Aviation SchoolThe Editor.

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:.A\F L Y I N -G t\I .

F E 'i Y '

craft flying IFR within theseflight paths operate at altitudesand on schedules controlled bycivil airway traffic control centers.Airway procedures are safeprocedures. They have been carefully evolved from years of flying experience. Every militarypilot should understand and follow them.

You owe it to yourself to insure your own safety. In addition to that you have a graveresponsibility to the governmentwhich has a large investment inyou and the plane you fly . Youare responsible to your crewmembers and passengers and toother pilots and planes in the air.You can protect this investmentand carry out your responsibilities by learning how to fly theairways safely and by livingwhat you have learned.As a military pilot you havean assigned mission. Your mission fits in with the overall Armymission in maintaining the desired state of operational readi-


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U. S. ARMY AVIATION DIGEST September

ness. Basically, your mISSIOn isto fly. But the sky is no longeryour own.

Te ND YOUWith the thousands of airplanes that are this moment inthe sky, the problem of air traffic control becomes an increas-ingly complex one. Firm rulesmust be laid down. Firm proce

dures must be established andadhered to by all who fly. Oneagency must be designated tomonitor and control all air traffic whether it is civil or mili-tary. For pilots who fly the airways, these things have beendone. The controlling agency iscalled Air Traffic Control. Itsmission is to expedite the flowof traffic along and across civilairways during all weather con-ditions in a manner consistentwith safety. The rules and pro-cedures are complex and theycan be confusing. They are written in many places and, gener-ally speaking, all of them areavailable to the pilot in flight.The intent here is to consoli-date a lot of these points and toclarify some that have confusedpilots in the past. The manytraffic problems that might arisecannot all be covered here. ffurther study is desired, the fol-lowing publications may be con-sulted:

Airman's Guide.TM 11-2557, Vols. I, II, andIIIANC Manual, ProceduresFor The .Control of AirTraffic.ANC Manual, Criteria rStandard Approach Pro-cedures.CAA Manual, Flight In-formation Manual.As A TC does not, in most

cases, have direct communica-tions with the pilot, Air TrafficCommunications S t t i on s(ATCS) relay the messages.Here, therefore, contact withA TC should be understood asradio contact with a C com-munications facility or an ATCCenter.When you're going to fly IFRon the airways, you ll be allright if you:Obtain a good weather brief-ing.Check NOTAMs carefully.File your Flight Plan ac-curately.Copy ATC clearances right.Follow the takeoff and climbinstructions.

Maintain prescribed alti-tudes and specified airspeed.Report passing compulsoryreporting points.Use correct radio proce-dures.Follow letdown instructions.Know emergency p r o c e-dures.Close out your Flight Plan.

LIGHT PL NNINGSection C data of DD Form175 is transmitted to ATe andis the basis for control of theflight. The information must be


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1957 FL YING SAFETY ON THE AIRWAYScorrect. t is important that nomisunderstanding exists between you and ATC concerningthe proposed route of flightspecified in the flight plan. Yourroute may be adequately described by indicating the colorabbreviation and number of theairways to be flown when onLFIM airways.Civil airways which cross ormerge for short distances withthe airway being flown need notbe indicated. Intermediate reporting points along an airwayneed not be indicated; thus,Green 5 to New York can describe an entire flight from LosAngeles to New York.All alternating portions ofVFR or IFR flight along an airway must be accurately described, however, and great caremust be taken to avoid confusion, especially w hen flyingthrough congested areas. Compliance with ADIZ procedures is,of course, a mustYou can file a flight planwhich incorporates both airwaysand direct off-airways routes,but you should define clearly anoff-airways route.Generally speaking, you willfind that following airways isthe best procedure. Little distance will be saved by shortcutsoff airways. t is always advisable to file an IFR flight planif VFR conditions are not assured, but a flight plan can befiled that has both IFR and VFRportions. If the first portion ofthe flight is IFR and the latterportion VFR, an A TC clearancewill be obtained only for thefirst portion.

If the latter portion of a flightis IFR, you will be instructed tocontact a communications sta-

tion to receive an ATC clearancebefore entering the IFR portionof the flight. Oftentimes, varying delays will occur in filingcomposite flight plans, the lastportion of which is to be IFR.Delays can be caused by ATC sbeing unable to work you in immediately or by errors in transmissions from base operations,Flight Service, or others.

Estimated true airspeed is required on Form 175. ATC expects you to make good this airspeed, as it is used in computingthe longitudinal separation between aircraft flying on the sameairway at the same altitude. Allspeeds must be given in knots.Your flight plan should indicatethe TAS you expect to makegood. You must familiarizeyourself with the procedures formaintaining this airspeed. Anydeviation of true airspeed in excess of 10 knots constitutes achange in flight plan and ATCmust be informed. f it becomesapparent during the flight thatthe original ETE. is in error inexcess of three minutes, it is usually easier to file a correctedETE than to adjust the airspeedto make good the original estimate.You must indicate the type ofairways you intend to fly. Lowfrequency airways are identifiedby a color: red, green, amberand blue. VOR airways are identified as Victor airways by number. Aircraft on IFR flight plansmust be flown at not less thanthe established minimum altitude for the airway over whichthe flight is conducted.The one exception to this ruleconcerns operation along a VORairway. Minimum obstructionclearance altitudes are estab-


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lished between radiO fixes onVOR airways which meet obstruction clearance requirementsfor the entire route segment butassure acceptable navigationcoverage only within 25 miles ofthe VOR station. These altitudesare published, along with minimum reception altitudes, in theAvigation Charts of the JEPManual. The flight plan must indicate the even or odd thousandfoot altitude above sea level thatis appropriate for the directionof flight along civil airways.

EVEN ODD RUL SATC may and does clear aircraft to operate at altitudes different from that indicated onspecific airways. For example,

the Avigation Chart indicatesthat traffic flying northbound onAmber One will operate at Oddaltitudes. When necessary, however, ATC may specify that certain aircraft will operate at anEven altitude northbound.Thus, a pilot flying in VFR conditions, following the Even-Odd altitude indicated in thechart, might find himself on acollision course with another aircraft legally operating at thesame altitude, flying in the opposite direction.Knowing that this can anddoes happen is especially important when flying the airways atnight. The separation that is de-

sired and implied by the EvenOdd rule cannot be assumed toexist in VFR conditions. It isyour direct responsibility toavoid other traffic when flyingunder VFR conditions, even ifyour flight is being conducted onan IFR clearance at an assignedaltitude.Normally, on-top clearanceswill contain information on thereported tops. When aircraftcapabilities will not permit climbto the top, an amended ATCclearance must be requested. Allflights cleared to operate on-topmust fly at or above the minimum en route altitude, which is1,000 feet above the cloud layer.Generally, on Green and Redairways and on even numberedVOR airways, eastbound flightsshould be conducted at odd thousand-foot altitudes, westboundat even thousand-foot altitudes.On Amber and Blue airways, andodd numbered VOR airways,northbound flights should be con-ducted at odd thousand-foot altitudes and southbound flightsat even thousands.

The following rules apply onsegments where color airwaysand VOR airways overlap:Where a color airway coin-cides with a VOR airway theodd or even rule for the ap-propriate color airway will ap-ply.Where no color airway is in-v ved and even and odd num-bered VOR airways coincidethe rule for even numbered air-ways will apply. NOTE: Theserules are the basis for requesting en route altitudes on IFRflight plans. f possible whenflying at least 1,000 on top(IO/ otp) , you should conformto the above altitudes. These


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1957 FLYING SAFETY ON THE AIRWAYSrules apply even with forwardflight visibility unlimited.

TC CLE R NCEBefore takeoff, the tower orAir Traffic Communication Station (ATCS) will obtain yourA TC clearance. t will be relayed to you and you should beprepared to copy the clearancequickly and accurately. t should

be read back to eliminate anymisunderstanding. Check t h eclearance against the flight planon the duplicate copy of theForm 175 and note any variations. Some pilots make a copyof the expected clearance priorto receiving it, then make thechanges.Most clearances will includeclimb instructions, such as climbon course or climb on a heading of 150 degrees, and someclearances may even include thedirection of takeoff as take offsoutheast, right turn after takeoff climb on a heading of 270degrees, report when reaching1,000 on top.Usually, these instructionswill be issued by word description, but at several major terminals a system of coded departure routes has been initiated. While planning yourflight, you should study the possible routes of departure toeliminate delay and confusionafter receiving your clearance.Climbing instructions will occasionally specify a somewhatdevious route of departure, butthese routes are the only possible method of expediting arrivals and departures at busyterminals. VFR flight may bespecified in climbing instructions, such as climb VFR or

maintain VFR for five minuteson a heading of 225 degrees before starting climb. t shouldbe noted, however, that VFR departures will be given only whenyou indicate that you will accepta VFR climbout.In the event clearance for allor any portion of the flight isidentical to the route you havefiled the term via flight planned ~ o u t e may be given by thecontrolling agency. When used,this phrase will be preceded bysufficient, d e t i l ed route-offlight information to get t ~flight on the filed route. timportant to remember that thISclearance phraseology does otinclude approval of altitudesfiled in the flight plan. Specifiedaltitude assignments will be issued in each clearance.

The initial clearance will normally authorize flight to thepoint of intended landing, b';ltin some cases the clearance wIllbe to some intermediate pointdue to traffic conditions. In suchcase the clearance for the rem i ~ d e r of the flight is usuallyreceived before reaching the intermediate point.

In the event you arrive atyour clearance limit without having received either a clearancebeyond or holding instructionsat this fix, you are expected tobegin holding in a standard racetrack pattern. You should holdthe course on which you approached the fix, maintainingthe last assigned altitude, andimmediately request further instructions through the nearestair-ground station. Your altitudeat this clearance limit will beprotected, so that separation willexist in the event you o haveto hold at this point.


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1957 FLYING SAFETY ON THE AIRWAYS 11eliminated to save time, with required information given inproper sequence. Don't talk toofast. Allow the range station operator time to copy the reportaccurately. Delete the groundstation designation, Washington Radio or Shreveport Approach Control, and so on aftercontact is established.

ATCS will receive and file allposition reports received fromyou. They will also receive andtransmit to Military Flight Service Centers inflight changes ofoperational interest either toflight service or air defense.ATCS will also transmit flightadvisories as requested by Military Flight Service. These willinclude flash advisories.

CH NGE OF FLIGHT PL NAny change from the original

1 Identification:

IFR clearance must be approvedby ATC. You may change fromIFR to VFR by informing anycommunications agency with direct A TC contact that you arecancelling your ins t rum e n tflight plan at a stated time.VFR Flight Plan. When youwant to change your route orpoint of first intended landingon a VFR flight plan en route,contact an ATCS or militarycommunications facility. Submitthe change in accordance withthe outline in the ATC Sectionof TM 11-2557, Vol. 1Change of IFR Flight Plan rVFR to IFR. To change a flightplan en route, you must obtainclearance from ATC. The facility obtaining the traffic clearance will notify Flight Serviceof the change.When a change of destinationand/ or route is desired, you

Army 15004(The last five digits of the aircraft's serial numberpreceded by the service designation)

2 Position:3 Time:4 Altitude:5 Type:6 ETA over next reporting point:7. N arne only of the next succeeding reportingpoint along the route of flight:8. Remarks:

LitchfieldFive Six

Eight ThousandInstrument Flight Plan

Pullman, One Eight

Milwaukee

Instrument Flight Rule position reports must include thisminimum essential information.


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should make a normal positionreport followed by the details ofthe requested change in flightplan.If you want a change in altitude, you may request it at thedesired time of change or youmay make your request immediately following a normal position report.If an emergency exists icing

conditions, loss of power, and soon), make your request and giveonly the information required.To get immediate action on sucha request, you must DECLAREAN E.MERGENCY. Don't waituntil it's too late. If declaring anemergency causes ATC to altertraffic, they will request a report. If no traffic is involved, noreport will be necessary. (TheAirway Traffic Control section ofTM 11-2557, Vol. I, contains information on data to be trans-mitted in requesting a change inflight plan.)Closing Flight Plan At locations with an established military base operations, you mustclose your flight plan with baseoperations upon landing. At nonmilitary installations, close yourflight plan with the nearestFlight Service Center by inter-phone drop line, if available.At fields with no C facility,this can be done through thenearest ATCS, provided the air-craft is within three miles of

the intended point of landing. Ifyou are unable to close yourflight plan by any of the abovemethods, call Flight Service bylong distance telephone, collect.(The telephone numbers are listed on a green sheet in the frontof TM 11-2557, Vol. I.)

HOL ING

Holding is the flight pathmade by an aircraft with a definite time, heading, and altituderelationship to a prescribed fix.Some holding is required onnearly all IFR flights.To follow the standard holding flight path, fly the specifiedcourse inbound to the holding fix,make a 180-degree, standardrate turn to the right; fly a par-allel course outbound from theholding fix not to exceed twominutes, correcting for knowndrift; turn 180 degrees to theright and again follow the specified course inbound.When holding at an approachcontrol fix, with instructions re

ceived specifying the time of departure from the fix, you shouldadjust your flight path withinthe limits of the establishedholding pattern to leave theholding fix at the specified time.A procedure turn need not beexecuted, as the aircraft mayproceed to the new fix or to thefinal approach directly from theholding pattern.All associated entry or exitturns from a holding patternshould be made on the same sideof the prescribed course as theholding pattern. All descents inthe holding pattern should bemade at a rate not exceeding500 fpm.


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1957 FL YING SAFETY ON THE AIRWAYS 3You will be expected to adhere as closely as possible to the

assigned holding pattern. If atany time you are requested-orif for any reason it becomesnecessary-to hold at a true airspeed greater than 180 miles perhour (155 knots), notify ATC.(Holding pattern buffer zonesare established for this speed,and separation is predicated onthe assumption that no one willexceed 180 mph in the holdingpattern.)Due to the location of facilities in congested areas and inorder to expedite air traffic, nonstandard holding patterns areused at some locations. Clearances for holding in nonstandard patterns will contain a briefdescription of the nonstandardfeatures of the pattern. Absenceof instructions regarding the direction of turns will mean thatright turns should be flown. Absence of instructions regardingthe length of the patterns willmean that two-minute legsshould be flown.A clearance for holding in aright-hand, one-minute patternwill only contain the time lengthof the pattern, i.e., one-minutepattern. A clearance for holding in a left-turn, two-minutepattern will only contain the direction of turns, i.e., left turns.A clearance for holding in aleft-turn, one-minute patternwill contain both the direction ofturns and length of pattern, i.e.,left turns, one-minute pattern.Holding instructions will include the expected approachtime to allow you to plan a courseof action. f you are issued instructions to hold at a point enroute and no expected approach

clearance time is issued, theholding clearance will contain atime limit, using the phrase,Expect further clearance att ime) .

PPRO CH CLE R NCEApproach Control This is aservice whereby specified CAAand military control towers, bymeans of direct communications

with the aircraft, control IFRflights arriving at, departingfrom, and operating in the vicinity of airports. It is the controlling authority in a zone usuallyconsisting of one or more airports and includes approach anddeparture instrument flight patterns.Approach control towers areresponsible for providing separation between departing aircraftand all other aircraft withintheir jurisdiction. The clearancelimit given departing aircraft includes altitude, route, and othercontrol. Time of takeoff, direction of turn, altitude restrictions after takeoff, and specificrestrictions necessary to effectaircraft separations are determined by approach control.

The time of takeoff is specified in the A TC clearance only ifnecessary to coordinate the departure with traffic ot underapproach control jurisdiction. Aclearance-void-time will bespecified by the A TC center if adelayed departure would resultin conflict with traffic not released to tower control. Aclearance-void-time determined by the tower will never belater than that issued by theATC center.Close coordination is essentialbetween approach control and


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the ATC center to prevent traf-fi conflict. After coordinationwith the tower, a center mayclear arrivals to hold at holdingpoints until advised by approachcontrol.

LIMIT OF CLE R NCEAn air traffic clearance froman Air Traffic Control Center ordinarily clears aircraft on IFR

flights to a holding point. This isnormally a radio range station,ILS outer marker, fan marker orother radio fix and is used as thelimit of the ATC clearance. Instructions to hold may be included by the Air Route TrafficControl Center which may tellyou to contact approach controlprior to arriving over the holding point.You should not contact approach control until over thespecified holding point, unless directed to do so. Approach Control will usually issue clearancefor instrument approach to anairport. The type of approachwill be specified by ATC.

PPRO CH SEQUENCEIn an approach sequence youwill be given advance notice ofthe time to leave the holdingpoint on approach to the airport.On receipt of fixed departuretime, adjust your flight pathwithin the limits of established

holding patterns so as to arriveover the fix inbound at preciselythe specified time or as soonthereafter as possible.

The pilot's timing calculationsare relatively simple and arebased on the fact that a 180-degree turn should use up one minute of flight time. Thus, it ispossible to vary the holding pat-tern time with precision. Experience in using these proceduresindicates that, with practice, pilots can consistently cross thefix inbound within 20 seconds ofthe specified time.

MISSED PPRO CHIf a landing is not completedafter the first approach, follow

the standard missed-approachprocedure (outlined on approachcharts in TM 11-2557, Vols. IIIII , or advise the traffic controller of your intentions andreceive further clearance.If you want to make a secondapproach, Air Traffic Control willdetermine whether you will becleared for another immediateattempt. You may be directed tostand by on a designated leg ofthe range at an assigned altitudeuntil another aircraft in line haslanded or taken off. This decisionwill be based upon existing traf-

fi conditions unless an emergency exists. A decision to go to analterna e airport must be madeby you, and clearance to the al-ternate airport ust e ob-tained

The minimum ceilings and visibility requirements for instru-ment approaches are listed inTM 11-2557, Vols. II III. Whenweather is below the landingminimum and you decide to hold


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1957 FL YING SAFETY ON THE AIRWAYS 15for improvement in weather, AirTraffic Control may direct you toproceed to an adjacent holdingpoint or to a position higher inthe approach sequence.

OMPULSORY REPORTSThe following reports shouldalways be made to Air TrafficControl:The time and altitude ofreaching a holding point or the

point to which cleared.When vacating any altitudefor a newly assigned altitude.The time of leaving an assigned holding point.When an approach has beenmissed.When visual reference to theground is established.The following reports shouldbe made when requested by AirTraffic Control:Time of starting procedureturn on final approach.Time over range st tion orouter marker inbound on finalapproach.Altitudes when climbing or

descending.Time when reaching a newlyassigned altitude.Any other information whichmay aid in the control of airtraffic.

EMERGEN Y PRO EDURESEmergencies and the circum

stances surrounding them areso varied that exact rules to befollowed in all cases cannot beestablished. However, the procedures outlined below should befollowed as closely as possible.Emergency communicationprocedures using distress, urgency or safety signals are con-

tained in the Radio General section of TM 11-2557, Vol. 1In the event of radio failureeither transmitter, receiver orboth-or inability to receive radio signals because of static-doone of the following:1. If operating under VFRconditions, proceed VFR andland as soon as possible.2. Procedures outlined onpages 31 and 32 of Radio Gen

eral section of TM 11.2557, Vol.I, may be used to initiate radaremergency interception withinan ADIZ and surrounding areas.3. Proceed according to thelatest ATC clearance.4 If you proceed IFR according to the last received and acknowledged traffic clearance, andother instructions to the contrary are not received and acknowledged, you will be expected toobserve certain rules. ATC procedure is based on the assumption that you are following theserules:a. If you have received and acknowledged a clearance to thedestination airport or the radiofacility serving that point, youshould continue flight at the altitude (s) last assigned by ATCor the minimum instrument altitude (whichever is the higher) to the radio facility servingthe destination airport.b. If you have received andacknowledged a clearance to apoint other than the destinationairport or the radio facility serving the destination airport, youshould continue flight at the altitude s) last assigned by ATCor the minimum instrument altitude (whichever is the higher)to the radio facility serving thedestination airport.c. If holding instructions have


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been received and acknowledged,you should comply with theseinstructions until time to continue the flight so as to arriveat the radio facility serving thedestination airport at the expected approach time last received and acknowledged. Maintain the last assigned altitude orthe minimum instrument altitude, whichever is higher.d. If holding instructions butno expected approach time havebeen received, follow the holdinginstructions until the time ATChas specified that further clearance may be expected. If you arenot contacted at that time, continue the flight, maintaining theJast assigned altitude or the minimum instrument a t t u d e,whichever is higher.NOTE: The minimum instru-ment altitude referred to is theminimum established for thatportion of the route over whichyou are flying, regardless of thedirection of flight. If you haveto climb to a higher altitude thanthat assigned by ATe to complywith a higher minimum instru-ment altitude, you may laterhave to descend to comply with alower minimum instrument alti-tude. In this case, you should notdescend below the altitude lastassigned by ATeDescent from the altitudemaintained should start overyour destination radio facility

at the expected approach timelast received. If no expected approach time was received, startyour descent at the last esti-mated arrival time you specified,or as soon as possible thereafter.A full, standard instrument approach should be executed unlessa VFR approach can be made.A TC will hold all altitudes belowthe clearance altitude open foryou at the destination radio fa-cility. These altitudes are heldvacant for any unreported air-craft until 1) 30 minutes afterthe last expected approach timeacknowledged by you, 2) yourETE. or last estimated arrivaltime, or 3) the estimated timeof arrival computed by ATC,whichever is later.If you have received and acknowledged a clearance from thetower at the airport of intendedlanding, you will be expected tocomply with any special instructions contained in that clearanceand make a normal descent forlanding.NOTE: ATe may issue ap-propriate instructions to be

broadcast blind over suitableradio range faciliti es Instruc-tions will not be broadcast unlessATe authorizes such broadcast.Upon - receipt of informationthat an aircraft in flight withina control area or control zonehas encountered an emergencywhich may affect other air traf-fic ATe will act to give theemergency aircraft priority overany other aircraft involved.Should it become necessaryfor you, while holding, to makean emergency descent throughother traffic areas you shouldadvise ATe immediately.Upon receipt of informationthat an aircraft is making an


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1957 FLYING SAFETY ON THE AIRWAYS 17emergency descent through traf-fic at assigned altitudes over theairport, ATC will immediatelybroadcast, or cause to be broadcast, the following:Emergency to All Concerned:Emergency Landing at _ _

Airport. All Aircraft BelowThousand Feet WithinMiles of _ RadioRange Leave Course s )Immediately.Upon hearing such a broadcast, you should clear specifiedareas in accordance with theemergency instructions. A TCwill Issue further directionsthrough the various communications facilities immediately following the emergency broadcast.When terrain, traffic, or otherfactors make it impractical foryou to maintain the last assigned altitude, ATC will issuespecific directions.f all radio equipment shouldfail or become inoperative, youshould exercise your emergencyauthority under Civil Air Regulations 60.2. You may attempt to

alert civil or military radar byflying the appropriate patternsas prescribed in the Radio General section of TM 11-2557,Vol. 1

In an emergency deviationfrom the rules prescribed inCAR 60 you must make an immediate report to the nearestC regional office. When theemergency situation results inno deviation from CAR 60 butrequires ATC to give priority tothe aircraft, you must make areport to the nearest C re-gional office within 48 hours.(Compliance with this does noteliminate your responsibility inaccordance with AR 95-8 to notify your commanding officerand Flight Service of a violation within 24 hours.)

WEATHER BROADCASTSAll C communications sta-tions having voice facilities oncontinuously operated r a d iranges or radio beacons, broadcast weather reports and other

Civil Air Regulations prescribe that flight altitudes shallbe in feet above sea level. Accordingly, altimeters should beset to the current setting of the nearest station reportingthe official altimeter setting along the route of flight. Allaltitudes used in connection with the control of air trafficare based on indicated altitude since any temperature errorwill affect all altimeters in the same vicinity. Thus, relativeseparation between aircraft will be approximately maintained. Consider temperature error only when necessary toinsure that actual altitude of the aircraft permits ampleclearance of terrain and obstructions.

~ 1 I 1 I 1 I 1 1 1 I I 1 I 1 I I 1 I 1 I 1 1 1 I I 1 I I 1 1 1 I 1 1 1 I I 1 1 I I 1 1 I 1 1 1 1 I I 1 I 1 I I 1 1 I I 1 1 I 1 I 1 I I 1 1 I I 1 I 1 I 1 I 1 I 1 I 1 I I 1 I 1 I I 1 1 I I 1 1 I I l 1 I 1 1 I I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 " m l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l 1 I I I I I I I I I I I I I I I I I I I I I I n l l U I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I l I i l l l l l l l l l l l l l l l l l l l l l l l l l l l l i l i i


20/44

U. S. ARMY AVIATION DIGEST

airway information at 15 and 5minutes past each hour. The 15-minutes past-the-hour broadcastis an airway broadcast consisting of weather reports from important terminals located withinapproximately 400 miles of thestation.The 45-minutes past-the-hourbroadcast is an area broadcastconsisting of weather reportsfrom stations within approximately 150 miles of the broadcasting station.The broadcast consists of thelocal weather report and thelatest available surface reportsfrom other locations. Reportsmore than one hour old are notused. Local winds aloft arebroadcast twice daily when available. In addition the VVeatherBureau broadcasts a local terminal forecast covering the nexttwo hours. This forecast isbroadcast immediately followingthe local weather report.

If possible you should avoidcalling airway communicationsstations at or about 15 and 5minutes past-the-hour to requestweather information. Such callsmay delay scheduled broadcastsand cause inconvenience toothers.

VVhen you encounter weatherconditions which have not beenforecast you are required to report such conditions to the closest ATC8 facility. Report in thissequence:Any unusual or hazardousweather.Turbulence.Icing altitude encountered.Precipitation type and inten-sity.Clouds amount type andheight.Temperature.Type aircraft.VVhen flying airways remember to follow the rules for therules were designed for yoursafety and convenience. Makesure your flight plan is accurateand covers the exact route. Knowthe weather along the route and

study all fixes and approachcharts for the area of intendedlanding. Choose your alternatewith care and upon reachingyour destination close yourtli ht plan


21/44

Maintenance Hints -Spark Plug FoulingM 5gt A M Rutledge US

SPARK PLUG FOULING occursduring ground operation andlow-power flight conditions whenconductive deposits build up onthe spark plug insulator to forman alternate electrical path toground. In extreme cases, thesedeposits bridge the electrode gap.At times, spark plug foulingwill permit a satisfactory mag-neto check but will cause a powerloss in the high power range.This mayor may not be associated with a rough engine andafterfiring.The more severe fouling results in a poor magneto checkand a rough running engine.

Fortunately at cruise power inflight, spark plug and combustion chamber conditions are notconducive to plug fouling.Two types of deposits, carbonand lead, form on spark plugsto cause fouling. Additionally,silica sand) and other minerals which enter the engine inM / Sgt. A. M. Rutledge is the NCO-in-Charge Field Maintenance Shopthe U. S. Army Aviation School. Perusal of TO 8E2-6-1-37 is recommended for latest information on replacement of spark plugs. The views ex-pressed in this department are theauthor s and are not necessarily thoseof the Department of the Army or ofthe U. S. Army Aviation School.-The Editor.

the form of dust will combinewith certain lead salts to formplug-fouling compounds. The nature and quantity of these deposits depend on spark plug corenose temperature and time of exposure, as well as mixturestrength and lead content of thefuel.Carbon deposits form duringvery low power or idle conditions where the spark plug corenose tempertaure is less thanabout 800F. The richer the idlemixture the more carbon will bedeposited. Lead deposits occur inthe form of salts such as leadbromide, lead oxide, lead sulphate and other complex compounds. The type of lead saltdeposited and its ability to conduct electricity depend on thespark plug core nose tempera-ture.As the plug temperature increases, the conductance of thelead salt compound increases until the temperature is reached atwhich the compound changes toanother type of lead salt with alow conductivity. A further increase in temperature causes thisnew salt to increase until it againchanges composition. This process continues throughout theopera ing temperature range ofthe spark plug.


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20 U. S. ARMY AVIATION DIGEST SeptemberSpark plug fouling must beconsidered in two phases: pre

vention and remedy. Once sparkplug fouling has occurred, it isdifficult, and in some cases impossible, to clean out the conductive deposits by operationaltechniques. Therefore, it is important that the deposits whichcause fouling are scavengedfrom the spark plug before fouling occurs. In order to accomplish this the spark plug corenose temperature must be raised periodically to a range whichwill burn off the carbon depositsand scavenge the lead salts before fouling occurs.Carbon deposits will burn offthe spark plug at temperaturesabove 800F. At temperaturesabove approximately 1150F.,lead salts can be reduced intosmall globules of highly conductive lead compounds which cannot be burned out. Consequently,operation of the spark plug atapproximately 1000F. core nosetemperature will result in optimum scavenging of these de

p o s t s ~In the event fouling has occurred, it is most important thatthe plug temperature be raisedvery gradually by slow throttleapplication after first operatingthe engine at low power and leanmixture to permit the spark plugto jump the gap. If the power isincreased slowly enough to permit the plug to continue firing

until its temperature reaches1000F., a successful cleanoutcan be expected, provided thelead compounds have not fusedor glazed.Other spark plug cleanout procedures-such as thermal shocking by use of prime or alcoholmay be effective for special

cases. However, they are not approved by most operators.In summary ground sparkplug fouling will be minimizedby strict adherence to thesepoints:1) Insuring that the properspark plugs specified for the engine are utilized;2) Maintenance of proper idlemixture adjustments which willprevent excessive carbon build

up;3) Periodic spark plug cleanout during ground operation andprior to takeoff; and4) Slow throttle movement.This is particularly importantwhen advancing throttle duringground run, takeoff, or missedapproach go-around.)These new procedures reflectthe latest thinking and recommendations for satisfactoryspark plug performance. Basically, the procedure calls for operation of the engine at a powersetting which will result in sparkplug temperatures of 1000F.for sufficient time to scavengethe deposits. Power settingsshould be held for one minute oruntil cylinder head temperatureis 200C This should be accomplished- approximately every 15minutes during ground running.

Increasing the useful life ofthe snap ring of the H-13 doorvent was the basis of a recentaward to Mr. Otto A Buettnera U S. Army Aviation Schoolrotary-wing instructor. A reinforcing strip placed inside thev-ent prevents it from shattering.The aluminum strip can bequickly cut to size with metalshears and fitted into place.


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1957 MAINTENANCE HINTS 21This tool for breaking the bead on

tires came about as a result of exten-sive damage to aircraft tires. Simple

Tire ead reakerto construct, it breaks the bead allaround and makes tire removal easy.This tool can be made from scrap ironin your maintenance shop.

The factory furnished blade pin

Superintendent of DocumentsU. S Government Printing OfficeWashington 25, D C

puller was UR d because of damageto blade pins on the H-21. This item

HANDLE

OPERATION OF TOOL

' I, -;TIGHTEN COLL R

ON PIN .RUN THIMBLE DOWN

ON COLL R AND TIGHTEN.PL C E STAND OVE R

COLL R AN 0 THIMBLE .

PIN INSERT- ADAPTER .

CUTCHEN 21 B'LADE PIN PULLER ,

came aoout through school experience.Conceived by a project engineer, thisnot only removes the pin but also re-places it.

Please enter my subscription for one year (twelve issues) for ARMYAVIATION DIGEST.Please check whicho 2.25 for mailing to domestic or APO address.I enclose payment of 0 3.00 for mailing to foreign address.

Name _ _ __ _Please print

Address _(Make check, postal or money order payable to Superintendent of Documents.)


24/44

rmy ircraftMobile

TechnicalAssistance Program

Charles G Hall

N ADDITIONAL SERVICE to thefield is being provided by theUnited States Army Transporta-tion Supply and MaintenanceCommand through the recentlyinstituted Army Aircraft MobileTechnical Assistance Program.This program will assist ArmyA viation maintenance facilitiesthrough courses of instruction

Mr. Hall is a Maintenance Train-ing Advisor, Directorate 1 FieldSmvices, United States Army Trans-portation Supply and MaintenanceCommand, St Louis, Missouri. Viewsexpressed in this article are the au-thor's and are not necessarily thoseof the Department 1 the Army or Q 1the U. S Army Aviation School -The Editor

on specific types of aircraft formechanics at their home station.Basically, the program consists of mobile teams under contract to the Army to provide organizational maintenance instruction as authorized by para-graphs 16.1 b 2), AR 750-5Change 4). Each mobile teamtravels in a station wagon equipped with modern training devices and up-to-date technicalliterature for a specific type ofArmy aircraft. At present, thereare six such teams: Beech L-23,Bell H-13, Hiller H-23, VertolH-21, Sikorsky H-19, and Sikorsky H-34. These teams are operating as separate units, travel-


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MOBILE TECHNICAL ASSISTANCE PROGRAM 23ing nationwide to provide onthe-spot assistance in accordan c e with a predeterminedschedule.

IRCR FT NECESS RYIn addition to classroom instruction utilizing the portabletraining aids carried by the unitan aircraft of the type underdiscussion is also essential. Thehighly skilled factory techni

cians use the aircraft for practical maintenance demonstrations as well as a means of illustrating solutions to specificmaintenance problems. Throughthe use of an aircraft and components available at the activities being visited a tremendoussavings is realized without adversely affecting the quality ofthe instruction through elimination of heavy training aids thatare expensive to procure andtransport

The need for this type of assistance has long been recognized by the U. S Army TSMCand many possibilities were explored prior to implementing thepresent program. The problemwas to furnish an economicalmeans of disseminating thespecialized technical knowledgeneeded to maintain present-daycomplex Army aircraft The program is preventative in natureas opposed to corrective measures thereby representing apotential reduction in requestsfor other forms of technical assistance that are now threaten-ing to surpass economic limitations of the overall technical assistance program

SCHEDULING IMPORT NTThe scheduling of the mobileteams is controlled by U. 8.Army TSMC and is based on air-craft population and requests for

Mobile teams leave on nationwide tours


26/44

24 U. S. ARMY AVIATION DIGEST Septemberassistance from major commands. In order to prevent thesimultaneous arrival of two ormore teams and to space visitsat a particular installation, minimizing interference with routine duties, a long-range schedule is necessary. This scheduleprovides advance notification ofthe team s arrival so that necessary planning for the coursescan be accomplished.

Since the revision of the schedule for one visit has a possible

necessitating a revision of theschedule. U. S. Army TSMC willmake every effort to provide theassistance as requested by Department of the Army activitieswithin the physical and economiclimitations of the program.

IRST D YThe first day of the team svisit is devoted to making advance arrangements for the

class. The team will sign in andreport to the Transportation Of-

Beechcraft expert explains prop at ort Hoodchain reaction on the entireschedule, it is hoped that requests for changes will be keptto a minimum. However, a certain amount of revision will benecessary due to unforeseen developments, and such changeswill be desirable to assure maxi-mum utilization of all teams.There will b instances whereactivation of new organizationsor movement of aircraft willmake a request for this type ofassistance desirable, thereby

ficer or other designated personto discuss these arrangements.During this meeting, all mainte-nance problems should be discussed to assure that the teamcan cover solutions during pres-entation of their course. Thisaspect of the Army AircraftMobile Technical Assistance Pro-gram has the effect of providinga course of instruction tailormade to fit the needs of the installation being visited.

n order to limit the time re-


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1957 MOBILE TECHNICAL ASSISTANCE PROGRAM 25quired for advance arrangementsto one day it is suggested thateach activity scheduled for avisit plan for the use of an aircraft classroom and full attendance by a group of trainees.Since the aircraft is the principal training aid it should beavailable for at least 50 percentof the duration of the visit.A suitable classroom r e ashould be selected and reservedfor the entire period of the visit.While not essential a conven-

enough for classroom and practical demonstrations. E-xceptions however will be necessary to fit local conditions. Normally if the number of expected trainees exceeds 29 twoclasses will be scheduled. Thepractice of placing men on orders and excusing them fromother duties has proved successful in obtaining full benefit fromthe program.

The length of present coursesvaries from one week for the

Fort Benning soldiers listen to Sikorsky experttional classroom is desirablesince a portion of the course depends on projection equipmentrequiring electrical outlets anda semi darkened room.

SIZE OF CL SSA group of 15 trainees is considered an ideal class. t is suggested that the number be limited to between 12 and 25 toassure a sufficient number oftrainees to make the class economically feasible yet small

L-23 to three weeks for the H-34.The H-13 H-23 H-21 and H-19courses require two weeks. Untileach team has made one complete tour each installation willbe limited to two consecutivecourses for an equitable distribution of this assistance.

DV NCE COURSE PL NNEDThe present mobile units arefurnishing organizational maintenance-type courses. This portion of the program is known as


28/44

::oiiiIII

Sikorsky rep conducts class at Sharpe General DepotPhase I. Plans for an advancedfield maintenance course arebeing developed in which thecourse will be known as Phase II.U S. Army TSMC expects tohave the Phase II units in thefield prior to January 1958 pend-

ellinstructor checks mast at eadeing successful negotiation of contracts. Wide publicity will begiven to Phase II prior to thefirst visits of these units to allow a sufficient amount of timefor planning. Phase I teams willcontinue to operate at organiza-

tional maintenance facilities aft-er implementation of Phase II.DA Circular 750-8 12 June1957 has been published to provide information to the field regarding this program. In addi.tion to this circular U S. ArmyTSMC has prepared an informative brochure entitled ArmyAircraft Mobile Technical Assistance Program which willsoon be distributed on a limitedbasis to the major commandsand installations scheduled to receive assistance under this program. These two pUblicationswill serve as valuable guides toacquaint Department of theArmy personnel with the program and aid all activities inmaking arrangements for thevisits.The reception given this program by field installations willbe the governing factor in determining the success of thistype of assistance. The cooperation of all personnel at installations being visited is solicited byU S. Army TSMC in order thatfull capabilities of the mobileteams can be realized. Comments suggestions and recommendations are also desirable toaid in evaluating and improvingthe Army Aircraft Mobile Technical Assistance Program.


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33/44

ZOOMIES SUBS AND ZEROS-Vice Admiral Charles A. Lock-wood, USN Ret. and ColonelHans Christian Adamson, USAFRet. (Greenberg, 201 East 57thStreet, New York 22, N. Y. 3.95)Reviewed byCaptain Theodore Ferry, rtyU. S Army Board ForAviation Accident Research

Regardless of the branch ofmilitary service to which a pilotbelongs many thousands of taxdollars go into his training. Incombat this highly trained specialist becomes important beyond financial consideration. Noamount of money can replacehim when he is needed most.Although this pilot might bereplaced it is not in the Amer-ican tradition to consider himexpendable and he performsbetter knowing this.ZOOMIES (friendly pilots),SUBS (our lifeguard subma-rines), and ZEROS (the everpresent Japanese fighter plane)is the story of some 86 Amer-ican submarines and the 504airmen they rescued.In the Pacific in 1943 AdmiralLockwood was given the task of

Book reviews appearing in this de-partment do not necessarily reflectthe opinions of the Department of theA rmy or of the U S. Army A viatio YISchool. The Editor.

saving the lives of Allied airmenflying tha vast expanse ofocean. Many airmen were beinglost and no suitable means existed for search and rescue. Es-pecially was this true near enemy-held territory. An old submariner, Admiral Lockwoodwas sure that submarines werethe answer. His theory was:Cruise along the lanes our pilots would fly be near the sceneof action and be ready to takewhatever action necessary tosave our airmen. From thestart this was a sound procedureand a life saver. This was theLifeguard League. The play wasfast, the risk great, and theprize high.Looking for downed airmeninvolved considerable risk. Notonly were enemy planes apt tobomb and strafe, but our ownaircraft often mistook the Lifeguard subs for the enemy. Thesubmarine, Skate, drew firstblood when it was standing byoff Wake Island so close thecrew could plainly see actionashore. The Skate's Officer ofthe Deck was mortally woundedby a strafing Zero but the scorewas evened somewhat by therescue of two Naval aviatorsbeneath the noses of the Japs.From this first encounter theLifeguard League went into thebigtime with rescue after rescue often under circumstances


34/44

32 U. S. ARMY AVIATION DIGEST Septemberthrilling enough to warrant aseparate book about each rescue.As the war progressed acrossthe Pacific, so did the ever-expanding fleet of submarines onthe hunt for downed aviators.

Depth charges, torpedoes,strafing planes, uncharted waters, and raging seas becamecommonplace entries in the logsof the Lifeguard League. As theend of the war neared, ourZoomies were being rescued inJapanese home waters. Somerescues even took place whileunder fire from shore batteriesin Tokyo Bay.A great adventure book forall, this true account of ZoomiesSubs and Zeros goes from onethrill to another, yet never losestouch with the day-to-day routine of the submariner.THE WAR POTENTIAL OF NATIONS - Klaus Knorr PrincetonUniversity Press, Princeton, N.J. 1956. 5.00)

Reviewed byL D. Parrish, Ph.D.

Educational Advisor, MOl,U. S Army Aviation SchoolDr. Klaus Knorr o n ~ i v e s ofwar potential as the stuff fromwhich military strength can bemobilized in time of war or international tension. He analyzes the various elements whichconstitute immediate and latentstrength of a nation in threetypes of warfare: firstly, the hydrogen bomb Gotterdammerungof sudden mutual collapse ofwarring nations; secondly, theconventional war of attrition, anuclear weapons stalemategrowing out of mutual forebearance born of horror; and thirdly,

the war of the periphery, thegray areas such as the Malayan, Korean, or Indo-Chinesedisturbances, a type of conflictlimited in extent and in the useof major thermonuclear devices.

The military thinker will findin this book materials from thefields of history, political science, psychology, and economics, a clever combination of factors which will be of value inestimating war potential of anynation in future conflicts. Hewill be interested in the author'sanalysis of the problems involved in a nation's economic capacity, its will to fight, and itsproper use of administrativemethods in wartime.VICTORY IN PAPUA-Samuel Milner Office of the Chief of Military History, Department of theArmy, Washington, D. C., 1957.6.00)

Nearly fifteen years ago inthe hot summer of 1942, theJapanese won a race with theAllies by landing troops neartwo villageE named Buna andGona on New Guinea's steamingPapuan Peninsula. Victory inPapua the latest Padfic volumeof the U. S. ARMY IN WORLDWAR II series, tells the story ofthe six-month struggJe that followed when General DouglasMacArthur's American andAustralian troops tried to drivethe Japanese back into the sea.For battle-hardened veterans,Papua would have been a grueling trial. For most of the 32d

Book reviews appearing in this de-partment o not necessarily reflectthe opinions of the Departrnent of theArmy or the U. S. Army AviationSchool. The Editor


35/44

957 BOOKS 33Division troops entering combatfor the first time, the peninsulawas, as the author describes it,a military nightmare wheretowering sawtoothed mountains, densely covered by mountain and rain forests, alternatewith flat malarial,coastal areasof matted jungle, reekingswamp, and broad patches ofknife-edged kunai grass four toseven feet high.

Against this forbidding backdrop, the story unfolded in Vic-tory in Papua takes on an almost harrowing intensity.WEATHER AROUND TH WORLD- Ivan Ray Tannehill PrincetonUniversity Press, Princeton, N. J.2.50)

Reviewed byMaior Joseph H. Hall, USAFIn Weather A round the WorldMr. Tannehill has combined asuperior knowledge of meteorology with a remarkable talentfor writing in a style that is as

easily understood by the average layman as by the professional meteorologist.Although written primarilyfor the layman, the book is avaluable source of informationfor the professional meteorologist on waves, ocean currents,and seasonal weather around theworld.For the traveler, or would-betraveler, this book presents anexciting picture of the weatherphenomena expected by seasonsalong all major routes, whethertravel is contemplated by air,sea, or land. t provides a valuable source of information on85 key places around the world.Weather Around the World isrecommended for anyone inter-ested in weather, travel, or justplain good reading. It is especially recommended for servicepersonnel co n templati n g atransfer to any overseas station.

Major Hall is the former Command-ing Officer of the 14th Det 25thWeather Sqdn, located at Ozark ArmyAirfield.

o i u t ~ t PUZZL ROn the basis of the factual information contained in the PUZZLER on page 30, the recommended solution is as follows:V Settling with power.

V Slightly reduce pitch, lower the nose, gain airspeed, and makea go-around.


36/44

enior viatoroThe

MonthMajor William R. Mathews the Senior Army Aviator pictured

above is Aviation Staff Officer Aviation Section HeadquartersUnited States Continental Army Command. He graduated in January 1942 from the Test Group for Artillery Air Observation Experimental Pilot Training Class for Army Aviation at Fort Sill Okla.In 1943 Major Mathews became the Air Officer for the 2ndCavalry Division and in 1944 was ordered to Europe where heserved as Air Officer of the 344th FA Battalion and later with Headquarters 9th U S . Army as Assistant Army Artillery AviationOfficer.After World War II he attended the University of Texas. Here-entered the Army in 1947 and in 1948 was assigned as BatteryCommander in the 159th FA Battalion in Japan.Major Mathews joined the Department of Air Training the

Artillery School Fort Sill in 1951 as Flight Commander later serving as Plans Officer. He was assigned as Executive Officer of the45th Trans Hcptr Bn at Fort Sill in 1954. He also attended the TwinEngine Pilot Course at Fort Sill that same year. After receiving hishelicopter rating in 1955 he became the 7th Infantry Division A viation Officer in Korea before joining USCONARC.During his long career in Army Aviation Major Mathews h saccumulated more than 3 300 hours. He has been awarded the SilverStar Bronze Star with cluster Air Medal with three clusters ArmyCommendation Ribbon Belgium Order of Leopold with palm andCroix de Guerre.


37/44

A SHAWNEE was dispatched insubzero temperature to re-cover a jeep from an area blan-keted with two feet of snow.The helicopter hovered high overthe area attempting to blow theloose snow away. The pilot thenbrought the aircraft over the ve-hicle and it was attached to thecargo sling.The sling release tripped on

The Gray Hair Department is pre-paIred by the u s ARMY AVIATIONDIGEST staff with information obtainedfrom the files 1 the United StatesArmy Board for Aviation AccidentResearch The views expressed in thisdepartment are not necessarily those1 the Department the Army or 1the U S Army Aviation School -The Editor

the first attempt to pick up thejeep. Although swirling snowcaused poor visibility the crewchief lying prone in the door-way directed the pilot over theload and a second hookup waseffected.As the pilot applied collectivepitch the Shawnee slipped to theright. Realizing the load mustbe offcenter he immediately cor-rected the controls to right theaircraft but without success.An attempt was made to jet-tison the load but the electricrelease would not work. The co-pilot not realizing what the pilotwas doing was also pressing therelease button. The pilot thenshouted to the copilot to pull the


38/44

36 U. S. ARMY AVIATION DIGEST Septemberemergency release, but his pleaswere not heard. He could notuse the intercom because it wasmonopolized by the excited crewchief trying to explain what waswrong.As the helicopter lifted theload from the ground, it swungin a pendulum motion to theright. The Shawnee rolled to theleft, causing the rotors to strikethe ground, then fell awkwardlyto the surface.Tw 0 dangerous situationswere inherent in this accident.Either could have brought aboutan occurrence of this type.When combined, they rendereda safe recovery impossible. Theblizzard created by the down-wash of the rotors and the im-proper positioning of the heli-copter over the load have eachcaused innumerable accidents .

. _ , 7 ' _ _ _ .. --.

of the door, catching the fullforce of the biting wind andsnow.Many accidents within the lastyear have been attributed topoor visibility when hovering indust or snow. Do not attempt touse the cargo sling under theseconditions. If it becomes neces-sary to land, the proper proce-dure is to make a normal ap-proach and continue it to theground. DO NOT TERMINATETHE P P R O C H IN AHOVER Visibility is quicklylost, and the danger of vertigoincreases. If hovering is neces-sary, do so at a greater altitude,2 feet or more if it is still hazy.

FORGOTT N THROTTLOn a hot summer afternoon

in a semiarid region, an ArmyAviator loaded four passengers

he Otter stalled 2 feet above the runwayIn this case, one assisted theother.Had visibility been better, thecrew chief would have been ableto position the aircraft perfectlyover the load. As it happened,he was lying with his head out

and about 500 pounds of cargointo his Otter for a 30minutereturn flight to his home fieldwhere the elevation is over 3,000feet. The subsequent flight wasuneventful until he entered thepattern for a landing on runway


39/44

1957 THE GRAY HAIR DEPARTMENT 717. The wind was from 167 atabout 3 knots.

On final approach, he reducedthrottle, continuing toward therunway in a poweroff glide. Asthe aircraft neared the touchdown point, the nose droppedslightly, steepening the glide.The pilot, attempting to raisethe nose, pulled back on the control yoke. No power was added.The Otter was 20 feet above therunway when it stalled, dropping hard on the tailwheel andmain gear in a three-point attitude.After allowing the aircraft toroll to a nearby taxiway, thepilot cut all switches and got outto survey the damage. This inadvertent landing resulted in extensive damage to the main gear,main bulkhead, and tailwheelstrut assembly. t was later estimated that repairs would costabout 30,000.Proper pilot technique dictatesthat power be used when raisingthe nose of an aircraft to maintain airspeed above the stallingpoint. Heavily loaded aircraftwill stall at higher airspeedsthan less encumbered aircraft.If power had been added at thetime the nose was pulled up, theOtter would have settled nicelyto the runway. Poor pilot tech-nique returns poor resultsCommanders of units usingairplanes of the utility or lighttransport type should be moreattentive to pilot checkouts withloads. The results will be gratifying.

H COULDN T SAY NOOnce in a while an accident involving only minor damage willdemonstrate what older aviatorsrepeatedly emphasize-it takes

time and experience to developgood judgment and the abilityto say no to the tower.Here is an example. A young

leared for a downwind approachaviator with less than 100 hoursfirst-pilot time was taking a passenger to a nearby Air ForceBase in a Bird Dog. Some AirForce bases, because of theirheavier aircraft, need not be tooparticular about wind directionand may not change runwayswhen wind shifts.

Our young aviator, out offixed-wing training only threemonths, was accustomed to following verbatim the instructionsof the tower. As he neared thebase, he requested landing instructions.The tower stated the activerunway was 30 with the windfrom the south at 10 knots.Knowing this was a quarteringtailwind and remembering hisinstructor s warning to landdownwind only when there wasno other alternative, the youngaviator overruled his apprehension and decided the tower knewbest.He entered left traffic and on


40/44

The l ft side pitched up violentlyfinal pulled 45 flaps, assuminga wing low attitude just as hehad been taught. The Bird Dogtouched down, then bounced several feet into the air. A sudden gust of wind caught the aircraft and turned it 30 to theleft. Before the aviator couldstraighten it, the Bird Dogtouched down again in a crab.The right wheel turned underas it skidded down the runway,shearing the main landing gearspring about six inches abovethe wheel. The aircraft thencompleted a 180 ground loopand stopped without furtherdamage.The young a via or s crosswindtechnique was satisfactory; hisjudgment was not. An experienced pilot would have quicklyindicated to the tower his desirefor another runway. Some avia-

tors learn the hard way that thetower is an dvisory facility,and its directions can be alteredif the pilot deems necessary.Gaining experience the hard wayis not recommended.DELIC TE B L NCE

As the aviator neared the pinnacle, he checked the instrumentpanel of his Sioux and notedeverything was in the green. Hewas happy. The exec of hisunit was with him, and he want-ed to demonstrate his skill withthe machine. Their mission wasto examine the wooden safetyzone markers on the ranges todetermine their state of repair.To enable a close examination,the aviator hovered as near tothe marker as possible, placingone skid against the slope andmaintaining a level attitude with


41/44

THE GRAY HAIR DEPARTMENT 9

he helip ds were close togetherpower. All was well for about aminute then the left side of thehelicopter pitched up violently.t continued to rise although heimmediately countered with fullleft cyclic adding pitch andthrottle The main rotor bladesstruck the ground throwing thefuselage into the air and smash-ing it back to the surface on itsright side. No serious injury wasincurred.

t was later determined thatthe right skid came in contactwith the marker resulting inthe violent reaction which causedthe accident.The slightest error by thepilot in performing such a ma-neuver may result in a seriousaccident. Therefore this type ofmaneuver should be reserved foremergencies only. A v i a t r sshould be instructed to avoid any

he right wing contacted a tree


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40 U. S. ARMY AVIATION DIGESTclose proximity to obstacles thatmight come in contact with portions of the aircraft. Zealous performance of duty is an admirable trait. Overzealousness isfoolhardy.

SM LL HELIPORTOne afternoon, Lt. A. broughthis Sioux into the pattern of asmall heliport on the side of a

hill, made a normal approach tothe panel, hovered the aircraftto stall If1 landed, and discharged his passenger. He shutoff the engine and began to fillout the Form 781.A few minutes later Lt. B inanother Sioux made a normalapproach to the panel and hovered toward stall #2. He parkedhis helicopter with the left skidcontacting the ground only afew inches from the center ofthe panel marking the middle ofthe stall. He reduced power anddischarged his passenger.Soon after his passenger hadcleared the area, the rotor bladeson his aircraft contacted thoseon the helicopter of Lt. A. causing major damage to both machines. Since Lt. B. s helicopterwas not centered over the parking panel, the rotor blades ofthe two aircraft overlapped approximately 10 inches.In the investigation of this accident, it was found that current directives published by thearea command required at least6 feet between each helipad.This allows 24 feet betweenmain rotor arcs. The pads in thisinstance had a tolerance of onlyfour feet i f the helicopters werecentered perfectly on the parking panels.Supervisory error was a majorcontributing factor to this acci-

dent. Had provisions been madeto comply with area directives,the small distance Lt. B wasoffcenter would have been absorbed by the safety factor.

This does not, however, relieve Lt. B of his responsibilityto maintain proper clearance between aircraft. His sole relianceupon the spacing of the parkingpanels displayed poor judgment.LOC L PROFI IEN Y

On a cold wintry day with afoot of snow covering the countryside, an aviator took off in aBird Dog to practice basic flightmaneuvers. Within a short time,he tired of practicing lazy-8s,chandelles, and S-turns and decided to fly around two nearbytowns on a low-level cross-country. Flying along this route alsoproved boring.He simulated attack by anenemy aircraft and started evasive maneuvers. He executed asteep spiral to the left and doveinto the river valley. leveling offat about 5 feet. Immediatelythereafter, at an airspeed of 125mph, the aviator saw two wiresin his line of flight and attemptedto fly underneath them. In thisnose-low attitude, the aircrafthit and broke both wires, theimpact swinging the Bird Dogto the right.As the aviator fought to regain control, the right wing camein contact with a tree on thebank of the river. Nevertheless~ completed the recovery:clImbed away from the riverunder full power, and landedsafely at his home field.

This aviator is lucky to bealive. If he was in search of excitement, he found it


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New Concept In AircraftThe i d for the Goodyear Aireraft Inftatoplane eaaae from thedevelopm_t of Alrmat, a revolutioaary inftatable struetanl ma-terial. The airmat is made from two wov_ nylolllay nt ...eonneeted by strong drop threads, eoated with neoprene for leakproo8nc. Continual )JI e88Ure is maiIltaiDed by an aatomatie compre_or.Amerlea ftrBt powered inSatable airpJane was developed III

just 12 weeb and was originally ftown in late 1955. The Pre eIltONR spoMOred GA7 ODe-place inftatoplaDe (see baek eover) Iseom.pletely eODapsibie and portable and ean be UR1 OIled ready forlight in Jilinutes. The OIlIy rigid parts are the eagine mounting, eon-trol eabl-, landing gear, aDd eertain eontrol CODlpoDalts

The siDgle-pIaee lDftatoplaDe has a wing span and IeDeth eaeh ofaboat 34 feet. It is powered by a 44-hp Nelson B59A eagine aad IseapabIe of speeds to 50-mph with a range of 400 nludinc eaa be aeeomplished within 200 feet.A two-pIaee model (see above), f t11liDg llide-by-eide seating,iDereMed homepower, aad improved perfOl1llaDCe is earreatly .......developed 1IIIder the joint spon8OI'IIhip of the Anly aad Navy.


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