army aviation digest - feb 1963

8/12/2019 Army Aviation Digest - Feb 1963

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UNITED

OF AR MY AV IATION ODCSOPSMENT OF THE AR MYBr ig Gen Delk M Oden

MANDANT U S. AR MY AV IATIO N SCHOOLBrig en obert R. Will iams

COMDT U S. AR MY AV IATION SCHOOLCol Warren R Williams

ITORIAL STAFFMaj Joseph D. Brassfie ldFred M Montg omeryRichard K. Tiern eyWilliam H. SmithM Sgt Tho mas M LangDiana G. Williams

EDUCATION AND LITERATURE DIVPierce L WigginWilliam E CarterJames E. Coleman

5 RMY VI TION1GESFebruary 963 Volume 9 Number 1

CONTENTS

LETTERS . .. 1THE FLYING DUTCHMAN William H. Smith . . . . . . . . 3A LITTLE LEARNING John V. Florio 7THE VALUE OF THE SECOND SEAT AND CONTROLS CWO-2 Wilcoxen 10CH-34 FORMATION FLYING Dr. Wallace W. Prophet . . . . . . . 11VFR FLIGHT FOLLOWING 15PHYSICAL FITNESS PROGRAM Capt Andrew N. Alford . . 18PIGSKIN OR YOURSKIN James E. Coleman . . . . 22YES AGAIN . . . 24TWX 26CRASH SENSE . . 28THE ARMY AVIATION STORY PART IX Col Spurgeon H. Neel andMaj Roland H . Shamburek . . .. . . . . .. . . 33ROUND TABLE OF THE SKY Lt Col Emmett S. Davis .. . 42LEST THE GROUND REACH UP AND SMITE THEECapt George F. Christensen . . . . . . 44AVIATION IN THE CANADIAN ARMY Maj J. A. Beament RCD .. . 46

The mi ssion of the U. S. ARMY AVIATION DIGEST is to provide information of aoperat ion a l or functional n a ture concerning safety and a ircraft accident prevention trainin gma in ten anc e operations r esea rch and development aviation m ediCine and other related da taThe DIGEST Is an offiCial Depar t ment of the Army periodical publish ed monthly undethe supervision of the Commandant U. S . Army Aviation School. Views expressed hereiare not necessarily th ose of Department of t he Army or the U. S. Army Aviation SchooPho tos are U. S. Army un less ot herwi se specified. Material may be reprint ed giving credto the DIGEST and to the au tho r un less ot herwise indicated.Articles. ph o tos and Items of in te re st on Army Avia tion ar e invited . Dir ect communicat i on is authorized to : Editor in Ch ie f U S . Army Av iat ion D igest Fort Rucke r Alabama.Use of fund s for printing of this publicat ion has been approved by HeadquartersDepartment of the Army 27 November 1961.To be di stributed In accordance wit h requirements st ated in DA Form 12.


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Sir:OK - OK - so now I'm motivated. Captain Ford's article ( Cartor Horse ) in the April 1962issue was enjoyable. However ,when he refers to the U-6Aattitude indicator, he is on verythin ice. Evidently he was referring to an obsolete -20P as theSeptember 1961 and April 1962[and August 1962] -20Ps bothlist FSN 6610-557-3407 as theprimary number to be usedwhen requesting U-6A attitudeindicators. The number referredto by Captain Ford (6610-247-9354) is listed as a substitute

FSN 6610-557-3407Indicator AttitudeU-6A and U-1A)

item for the U-6A indicator, directional, gyro The new U-6A-20P still confuses the issue inthe numerical index (page 258) ,where we find both 6610-557-3407 and 6610-557-3408 describedas attitude indicators. Actually,the latter should be describedas an indicator, directional, gyroscopic. The same error appearsin the U-6A -341' also, page 487.

To further complicate our supply picture , the U-1A -20P and-34P contains the same mistakein both the numerical index andthe systems breakdown. Our unit

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had su bmi ted URs on all theseerrors prior to the new manual,but evidently not in time tomake adjustments. So-al l youmaintenance and supply readersshould make the necessary corrections in ink until the next re vision comes out.Now, let's see i f I can helpclear the air regarding interchangeability. The SM 55-135-1series lists all TransportationCorps repair parts. These SMsalso give each part listed a supply action code (SAC). f thisSAC is 19, 31, or 32, the itemmay be ordered for stock and/ or

FSN 6610-557-3408Indicator Directional GyroscopeU-6A and U-1A)


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added to your authorized stockage list (ASL) if you have sufficient demand experience orother authorization.

For each type instrument wefind in Army aircraft, there area multitude of substitutes; however, only one of these interchangeabIes is coded with aSAC of 32 (denoting a primarynumber). Eventually, this primary number will be the onlyone available in supply channels, and ultimately the only onefound in Army aircraft. Meanwhile, all echelons of supplyhave authorized substitutes, anda substitute issue is much better than a deadlined aircraft.The solution? You maintenanceand supply officers at the or ganizational level should placeall your requests for instrumentshaving a SAC of 32. Should youdiscover you can't obtain theSM 55-135-1 series at your level,write or visit your field maintenance support activity and askto be furnished the necessaryinformation.

OK-so now you've been requesting only those instrumentswith a SAC of 32 and the jokerfrom field maintenance has givenyou a substitute item (possiblywith a SAC of 04 or 07 . f you,as a maintenance officer or acommander, feel that the instrument face is appreciably different, and you have a group ofArmy Aviators who confuse aseasily as poor 01 Joe, carry awriteup (red diagonal on theDA Form 2408-13 or 2408-14 until the instrument is replacedwith one that Joe understands.

While we're on that subject,the implication of an easily confused group of Army Aviatorsis far-reaching. Should we consider modifying the U -8D so thatit will have a high-wing configuration like the 0-lA's andU-6A's poor 01 Joe learned to flyoriginally? Possibly we could

also replace the 0-lA JoyStick with a U -6A type controlcolumn for complete standardization. Of course some thoughtmust be given to the fact thatan OH-13 pilot sits on the leftside of the cockpit while a UH-1pilot sits on the right side.

Seriously, I believe most ofour Army Aviators can cope withthe problem of nonstandard instruments for a few more years-complete standardization iscoming-and winning the battleof the instrument dials will giveus another war story to tell thefledgling aviators in 1968.

Sir:

RAOUL J. LE BLANC, JR.Captain, TC

I have noted in recent monthsseveral safety items in variousaviation safety publications concerning failure to install cotterpins. . . . I feel that not all ofthe criticism has been directed inthe proper direction. I am thefirst to admit that the mechanicwas at fault in missing this critical item, but has it ever occurredto anyone that the chain of command may have been theCAUSE of the mechanic's error?

all in Army Aviation mustwork for safety, and there is noway to achieve it without thecooperation of the man behindthe wrench. Pilots and passengers place their lives in his handsevery time they fly, but fewrealize the problems this EMhas when he finds an unsafe condition and places his Red X inthe status block of the -13. Itseems to him that the wrath ofhis entire chain of command descends on him when it should bepraise. The regulations say noone can punish him for grounding an aircraft, but it takes a lotof courage to face all the harassment he knows from experiencehe will receive. When he groundsan aircraft for maintenance that

someone at headquarters wantsto fly, business really picks up.This brings us back to the reasonhe forgot the cotter pin.

My point is the insistence ofcommanders, operations officers,pilots, and all others who tryto meet unrealistic schedules . . .never realize how the tendencyto hurry makes for carelessness.The sad part of the situation issome of the reasons used forrushing a job. I've already fileda flight plan or The CO wantsto go now are common ones.Does the CO want to go JUSTPART OF THE WAY?

A mechanic has a cruisingspeed in his work just as theaircraft has. . . . Does a typistperform faster or more accurately when being rushed? The speedat which a mechanic performsvaries with the individual, sono one can make a realisticestimate of his efforts withoutlong and careful observation.

When a mechanic is told torush a job and then receives alot of UNUSUAL supervision he

tends to satisfy the demandsof the superior and he gets careless. . . Haste makes waste. fthe commander would tell themechanic when the aircraft isneeded and then leave themechanic alone to perform thejob without unusual supervisionhe would likely get better results Normal supervision isall that is required, and this willnot shake the mechanic andcause the costly mistakes wehave been reading about.I hope these ideas can be usedin some way to educate the commander and mechanic alike . . .that few missions are importantenough to sacrifice safety to meeta deadline.

SGT COY D. DILLAHUNTYJUSMAGAPO 146San Francisco, Calif.


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TH

DUTCHM NWilliam H mith

The ship was cheered the harbor clearedMerrily did we dropBelow the kirk below the hillBelow the lighthouse top.

Lieutenant Morgan stopped and listened. Hecould have sworn he heard an aircraft directlyoverhead, but he couldn't see one. It was a faintsound, like nothing he had heard before, and itsoon faded away. Must have been my imagina-tion, he said to himself.

There was a sudden gust of wind and the skygrew darker. Lieutenant Morgan shivered, pulledhis jacket a little closer, and started off towardthe Caribou.The bitter wind and the strange aircraft weresoon pushed from his mind by thoughts of thenight before. It had been a good one.

There was this girl, A real dish, he thought.M, m, m, That was the nice thing aboutpicking up troops in the boondocks. Girls in smalltowns seemed so interested in aviators.

The noise he made getting into the Caribouwoke up Sergeant Steel, the crewchief. Lieuten-ant Morgan had known Sergeant Steel a longtime and was not surprised to see him sleeping.The sergeant really enjoyed these weekends awayfrom the fort and probably needed the sleep.Nonetheless, he was a good crewchief and couldbe trusted to keep the bird in shape.

Got everything ready? asked LieutenantMorgan as he headed for the pilot's compartment.

Yes, sir, he replied.After assuring himself that all was ready in

the front compartment, Lieutenant Morgan head-ed back toward the rear.0. K., he said, let's preflight this thingbefore Captain Schnider gets here.

Outside he said, You take this side and I'll

take the other.This startled Sergeant Steel. Lieutenant Mor-

gan was known to be a good and careful aviator.His preflight was a masterpiece of perfection.In fact, Sergeant Steel depended on these pre-flights a great deal. For instance, last night anold buddy had come to pick him up for a cardgame. He rushed through his postflight duties.Oh, he had refueled the plane and had caughta lot of the essentials, but there were a fewthings he didn't check. Just little things thatnever go wrong, he had thought. After all,Lieutenant Morgan would just check them againin the morning.

Lieutenant Morgan, though, was also feelingthe effects of last night. Although he went throughthe motions, his mind wasn't on the preflight thismorning.

The left passenger door was one of the thingshe always examined thoroughly. While boardingthe plane, inexperienced ground troops oftendamaged the sill under the door. This he lookedat closely. It was O.K.He then started down the left side of thefuselage, but thoughts of the night before weretoo much for him. He hurried through the pre-flight, skipping some things entirely. After all,when he had left last night, Sergeant Steelseemed to have everything under control. Npoint in going over them again, he thought ashe cut the preflight short and climbed aboardthe Caribou with Sergeant Steel.

Coleridge, Samuel Taylor. The Rime of the AncientMariner, Lyrical Ballads, London, England , 1798.

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Captain Schnider arrived about that time andeased himself out of the jeep. He wished he hadtaken two aspirins instead of one . There wasstill a sharp pain in the center of his forehead,just over his eyes. He recognized this headache ,as it came far too often these days. He knew thatit was caused by the lack of sleep.But how could you tell good-looking girls thatyou've got to be a partypooper and hit the sackearly? Besides, Lieutenant Morgan was on thistrip as copilot. He could party all night and stillbe wide awake the next day , ready to fly.

"Good thing Lieutenant Morgan is on thisflight, thought Captain Schnider. The lieutenanthad been his copilot many times and the captainknew Morgan would make a good preflight. twouldn't be necessary to doublecheck everything.

As he approached the aircraft, Sergeant Steeldismounted and greeted him with his usual,"Good morning, Captain."

"Not as sharp as usual," thought the captain."Bet he really laid one on last night." Aloud hesaid, "Morning, Steel. Got this beast ready tofly?"

"Sure thing, sir.""Good. Troops should be ready any minute."They both headed for the passenger door. The

wind seemed to be getting colder. Sergeant Steelwas still so sleepy he failed to notice that thecaptain was not stopping to check the Caribou.

As they were about to board the plane , theyheard an aircraft in the distance. Sergeant Steelalways prided himself on being able to identifyany engine, anywhere. But these engines had themost peculiar sound he had ever heard. Heshrugged it off and didn't mention hearing them.

Captain Schnider heard the same thing, buthe didn't say anything either. He noted that thecraft did not sound like a modern day airplane.Probably some privately owned older model, hethought as he pulled himself aboard the Caribou.

Before Sergeant Steel entered the aircraft, twoArmy trucks came into the clearing that servedas an airstrip. They drove up to the Caribou andtroopers began unloading. Getting the men aboardand settled occupied the sergeant's attention, sohe was surprised to suddenly hear the captaingoing through the engine start procedures.

Grabbing the fire extinguisher, he jumped outof the passenger door just in time to see thenumber one engine roar into action. He rushedaround the aircraft to the number two engine,on the windward side. t didn't start as quicklyas the other. When it did start, it backfired a

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number of times. Sergeant Steel rememberedthat the operation manual said that the engineswould backfire when they were cold, and theway to prevent this was to warm them at aslower rpm than usual.

But Captain Schnider was in a hurry. He failedto reduce the rpm, and the engines popped andbackfired alarmingly. As soon as the sergeantwas aboard, the captain moved the ship out ontothe strip. In a few minutes they were off.

Sergeant Steel went about his duties withoutthinking twice about the incident. There was alot to be done. But the thought of the money hehad lost in last night's card game weighed heavilyon his mind, and he cut corners whenever hecould. He helped the passengers get into theirparachutes but decided to take a rest beforeshowing how to use them.

t first it seemed a little specknd then it seemed a mist;It moved and moved and took at lastA certain shape I wist.Up front, Captain Schnider and Lieutenant

Morgan settled down for the long ride. Neitherspoke of the night before. Each was fighting hardto stay awake. Lieutenant Morgan knew he hada reputation for being able to stay up late andstill fly the next day. Captain Schnider did notwant to admit that he was any less a man thanthe lieutenant.As the Caribou winged its way southward,Lieutenant Morgan noticed another aircraft upahead flying in the same direction. At first it wasjust a speck, but gradually it grew larger andlarger.

He turned to the captain, who apparently hadnot seen the aircraft yet.

"That's a peculiar bird. What is it?" he asked.The captain, realizing it was probably the same

aircraft he had heard earlier, looked at it fora long time."Can't tell from here," he answered. "Must

be an old model. Flying mighty slow."As they approached the mysterious plane, its

outlines became clearer. t was unlike anythingLieutenant Morgan had ever seen, even in amuseum. A highwing multiengine monoplane, itsfuselage was rectangular in shape and seemed tobe aluminum, and the landing gear was fixedand the wide tread split axle type.

"I'll be damned " exclaimed the captain, as hereduced the speed of the Caribou.

Lieutenant Morgan stared at the airplane as


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though it were a ghost.The captain muttered half to himself, "It's a

tin goose ""Sir?""Tin goose," said the captain. "That's an old

Ford Tri-motor "They both gazed at the airplane for severalmore minutes without talking.Suddenly Lieutenant Morgan leaned forward

and pointed at the strange craft, "Look, it's anArmy plane."

Sure enough, on the fuselage, close to the tailwas painted:U. S. ARMY

Ford C-9There was a third line, but the airplane was

so old and weather-beaten that they could notread it. As they flew alongside the old plane,other details became apparent. The tires were invery bad condition. The black rubber on onewas so discolored that it looked almost white.The other was practically no tire at all and wouldnever again hold air.

The left outboard engine was dead, its propwindmilling. The large radial forward of thecockpit was streaming white smoke and showedevery sign of quitting at any moment. In fact,it sputtered and coughed so often it seemed tobarely produce enough thrust to move the planeforward. Yet it moved steadily along. The strongwinter winds that caused the Caribou to rockand roll did not seem to affect the old Ford atall. It just floated along as i it had been doingthis for ages.

The faint outline of a man could be seen insidethe pilot's compartment. He was in the rightseat. f anyone else was in the plane, he was notvisible.

Slowly the figure slid back one of the panelsin the pilot's compartment. For a few seconds heleaned his elbow out of the window, much thesame as i he were driving an automobile. Then,as i seeing the Caribou for the first time, heextended the rest of his arm and waved. In doingso he gave a clearer view of himself. He wasdressed in the typical garb of military aviatorsof the early thirties.

While Captain Schnider and Lieutenant Morgan gazed in fascination at the strange pilot, theradio suddenly became active. It crackled andhummed, and in a few minutes the voice of theold pilot spoke to them.

"Army, 73081, this is AC-31-402. Do you readme?"The captain came to life. In a hoarse and shaky

voice he answered, AC-31-402, this is 73081. Weread you, loud and clear. Over."

"It works It works At last it works, ' camethe voice on the other end. Then, a bit calmer,the mysterious pilot said, "For 30 years I've beentrying to get this radio to work. I've called a lota planes, but you are the first to answer."

There was a pause. A sort of sobbing soundcame over the radio. It was evident that the oldpilot was so choked up that he was unable totalk.

Meanwhile Captain Schnider excitedly barkeda series of questions into the mike.402, who are you? How did you get that thingin the air? Where are you headed? Can we beof help?"

There was another pause. The Ford's pilot wasobviously composing himself. At last he said,"Going? I was going north, way up north, butnow I'm just flying. Not going anywhere, I guess.Just anyplace. After 30 years everything looksthe same.In spite of his uneasy feelings, CaptainSchnider began to get mad. "Speak up man Whothe h--- are you?"

"Don't get excited, son," the voice answered."There's plenty of time where I'm going. So youwant to know who I am? Well, I'll tell you. I'mMajor 'Dutch' Vanderdecker, U. S. Army AirCorps. Thirty years ago I was in a hurry, but

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ever since then I have had plenty of time tothink about it. I left my home base bound forCanada with some troops on board. I was in ahurry. I didn't preflight my aircraft properly andrushed through the warmup. Ten minutes laterI saw a speck in the sky ahead of me. As it grewin size I recognized that it was an old World WarI Spad I was overtaking. The engine was streaming white smoke and the wings drooped-thestruts and guy wires were hanging loose. Thepilot looked as old and weary as his plane. Hisscarf, trailing behind the open cockpit, was ragged and wind whipped. Yet, I thought I could seea smile on his face. He waved a gloved hand insalute and then it happened My left enginefailed, then another . . . the passengers didn'thave their chutes on, since no one briefed them.My only hope was to descend through the clouddeck and hope I could make a forced landing.I never broke through. We hit Old Baldy. Peoplesaw the glow for miles. Guess some of the oldtimers still talk about it."The captain looked at Lieutenant Morgan, whowas visibly shaking. Then he pressed the mikebutton and asked, "Major, are you kidding me?How could you be flying that thing i it crashed30 years ago? You don't make sense ""Sense you say? I'm making sense all right.We crashed. Yes, we crashed. Everyone died,and it was my fault. f I had only afterwards,it was too late. I was sorry, but too late. AllI could do was pay for it. And pay I have.""How did you pay?" asked the captain incredulously."I pay by flying this old plane as did the Spadpilot. For 30 years I've been flying. They saidI would fly until He cut the sentence short,but finally added, "and I have.

"Until what?" asked the captain. "Who werethey?Well, captain, someday you'll know who theyare. They said I would fly until I found someoneas foolish as 1 Someone who flies without adequate sleep. Someone who flies without properpreflight. Someone who flies without briefing hispassengers. They said that someday I would findsomeone like that. Then they said I could restand he would take my place. That he would flyuntil until he, too, found a foolish man."

"And you haven't found a man?" the captainasked.

"Not yet, son, the voice answered. "I've seenmany an airplane. I have tried to talk to thepilots. But none heard or saw me. No oneuntil now.

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There was a pause, and then the voice cameback. "None would answer me, and none couldsee me. But you heard and answered, and youcan see me. Perhaps you are the one I seek."

I pass like night from land to land;I have strange power of speech;

That moment that his face seeI know the man that must hear me;To him my tale I teach.Major Jones entered the room and stood at

attention. At the head of the table was ColonelLang, with several other officers grouped aroundhim. Major Jones saluted.Colonel Lang spoke, "Sit down, Jones. We arenot formal here. As you know, we're investigatingthe crash of the Caribou on Bald Mountain.Everyone was killed. We understand you werein the area and saw the accident. Tell us in yourown words just what you saw."Well, sir, I was at 15,000 feet southwest ofBald Mountain. At my right and lower was aCaribou. I had been behind him, but suddenlyhe slowed down. At first I didn't pay much attention, but then he started talking on the radio.I couldn't see who he was talking to, nor couldI hear the other half of the conversation."

He paused."Go on, Jones.""I didn't take notes, of course, and can't repeat

the conversation word for word. The first thingI heard was 'AC-31-462, this is 73081. We readyou loud and clear. Over.' And then I heardCaptain Schnider sayMajor Jones repeated all the things he hadheard.

Finally, a bit puzzled, he added, "The conversation ended when I heard the captain ask, 'Andyou haven't found a man?' Then it happened:the Caribou lost power on No. 1 engine. I couldsee it smoking. No. 2 went out shortly after.Apparently he didn't realize he was off courseand started descending through the cloud deckfor a forced landing. No one bailed out Icould see the orange glow through the cloudswhen he hit. I figured it must have been OldBaldy

A silence hovered over the room before MajorJ ones added, "Just as it crashed into the mountainside I'd swear I was on a collision coursewith an old Ford Tri-motor and before I couldrespond, so help me, it disappeared

He went like one that hath been stunnedAnd is of sense forlorn:A sadder and a wiser manHe rose the morrow morn. ....".


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evelopme t 0

NCE FOUR BOYS attend-ing summer camp were as-

signed to take swimming lessons.One said he was not interestedand went off to play. The second

said he had seen the way thechampions did it and felt heknew how to swim. He joinedthe first boy at play. The thirdtook the instructions and re-ceived his swimming badge. Buthe rested on his laurels and didnot practice or improve his pro-ficiency. The fourth boy took theinstructions and practiced dili-gently to improve his techniques.

The next summer, these sameboys were in a boat when it

John V lorio

overturned. The first boy notbeing able to swim had to clingto the boat to keep from drown-ing. The second boy who hadwatched the professionals foundthat he couldn't swim either andalso had to hang onto the boat.The third started off for shorebut found he was not proficientenough and barely made it backto the boat. The fourth boy didfine and was safe on shore longbefore the other boys were res-cued by lifeguards and launches.

At first glance this parableseems out of place in an avia-tion publication but i you had

been instructing 10, these manyyears, as I have, you wouldreadily see that these same atti-tudes exist in students of the air-plane piloting business. This isespecially true when a man re-

p r ~ s for the instrument course.The student who reports forinstrument training has flownthe airplane all by himself; hehas landed on roads and in shortstrips; he has flown a few short,

Mr Florio was assigned as acivilian instructor with the eptof Fixed Wing Training whenhe wrote this article

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cross-country hops; he has flownat night. How does one convincea man who has completed all ofthese accomplishments that hestill has a lot to learn aboutflying?

That pride of accomplishmentis one of the big barriers wehave to overcome in the instrument division before we can proceed with the training. This isthe situation the man had inmind when he said, A littlelearning is a dangerous thing.

Studies have shown that themost dangerous period in an aviator's career lies between the500- and 1,000-hour marks. Priorto 500 hours, he knows that hedoesn't know. After 1,000 hours,he realizes that anyone can makea mistake.

Much the same results can beexpected of students enteringthe instrument phase as thosethat befell our boy campers, withone exception. Incompetency, orlack of proficiency in flying (especially on instruments) canhave only one result: tragedy.Up in the wild blue yonder thereare no overturned boats to hangonto until help arrives; there areno rescue launches to pick youup and remove you to safety.You are on your own until youget back to ear th-one way oranother.

But see what happens to ourinstrument students with attitudes paralleling those of ourboy campers:

Number one man, the manwho is not interested and wantsno part of the training, shouldnot be permitted to enroll in thecourse. It is a waste of effort,money, and time. He will bedifficult to instruct, will not re tain instructional material, andmay develop a bad attitude. Thisman is a potential accident looking for a place to happen.

Anyone who has flown for anynumber of years can recall many8

teady practice in instrument :ying is conducive to long lifeinstances when the weatherclosed in unexpectedly and somefarmer's level pasture became atemporary airport for the luckycrew. I say lucky crew becausethere are many names on aviation's casualty list who neverfound that farmer's pasture. Intoday's flying, all-weather capability is a must. In the military,missions are usually a matter ofvital importance. In today's flightpicture, there is no room in professional pilot ranks for the

VFR only flyboyNumber two man is our DoIt Yourself boy, the man who

thought he knew how becausehe had watched others.

Anyone who has ever handledany complex machine can seehow preposterous this assumption is. Instrument flying is oneof the most demanding arts; itlifts flying above the skilled la bor class and places it squarelyon a professional level. It re quires complete concentration,unending repetition and practice,and constant study. A pilot whohasn't practiced instrument flying in three weeks can note adecline in his technique; if hehasn't flown in weather or practiced instrument flying in sixweeks, he could become dangerous; and if he hasn't kept upwith changes in procedures, instruments, facilities, etc., for aperiod of six months, he could

find himself as antiquated as theflintlock rifle in modern warfare.

Our third example is, perhaps,the most unforgivable. Here isa man with proved ability whohas not thought enough of hisown neck to maintain the proficiency necessary to place himhead and shoulders above thesportsman pilot. The dangerouspart of this situation arises fromthe psychological attitude thatresults from having completedthe training. This man mightvery well consider himself qualified and fly off into weather and eternity. I cannot stress toostrongly the importance of continuing practice and study in thearea of instrument flying.

While our fourth individualseems to have the ideal attitude,he cannot exempt himself fromcertain hazards that are incumbent on every new instrumentpilot. These hazards can be enumerated very briefly but neveroveremphasized. To avoid thesehazards, we can set down fourareas of interest. A thoroughstudy of these points will almostautomatically ensure a safeflight. True evaluation o one sability and ,state o training.It would be the height of follyfor a man who received his initial white card on Monday toplan a .flight into marginalweather in a high density area


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on Tuesday. Once training hasbeen completed, it is well to es-tablish personal weather minimums well above the publishedcriteria. Make sure that verygood alternates are available andwell within the fuel range of theaircraft. After a reasonable timeand several trips using theseminimums with success, one maylower his personal minimumsgradually until they coincidewith Mr. Jeppesen's Almanac.

True evaluation of theweathert is practically impossible to

get a ship off the ground on anIFR flight plan today without ashort conference with a professional weatherman. The onlytrouble, weatherwise, encountered today is with the hot rocks,who look on this importantservice as an imposition on theirvaluable time. This facet offlight planning can often be themost important single item inyour flight planning procedure.The man who thinks otherwisefalls into the class of very poorinsurance risks. Meteorology isa 4-year college course, and mostforecasters have had the fulltreatment. The forecaster is as

well qualified in his very com-plex field as the pilot is in his.

True evaluation of facilitiesat destination airportIn this area we must try to

judge whether the letdown fa-cilities at destination and alternate are adequate, in the light ofexisting and forecast weather,for the safe execution of an instrument approach. By this Imean that a good instrument pi-lot would never think of shooting an ADF approach with aminimum ceiling i f the facility is4 or 5 minutes from the field,especially in hilly country.

True evaluation of radioequipment installed in aircraftHere we have the problem ofdetermining whether the equipment available to the pilot of acertain aircraft, or type of aircraft, is adequate for the safecompletion of the flight.

t would be foolish to fly intoa highly congested area withonly a low frequency receiver orlimited channelization on VHFavailable. In most cases, soundjudgment would dictate that agood copilot be included in thenavigational equipment list.

Throughout this enumeration

Each day b efore takeoff pilots from SETAF s 110th AviationCompany receive a weather briefing from personnel of Detachment 1

LITTLE LEARNING

of requirements for a good instrument flight plan, you willnotice the recurrence of suchwords as judge, determine, establish. They all condense to oneword: JUDGMENT.

Any instrument school canteach flying techniques, properradio-telephone phraseology, andATe procedures. These are thevery essence of any instrumentcourse.

On the other hand, no schoolcan teach or instill a sense ofgood judgment in any graduate.All the organization can do isemploy the most experiencedpersonnel, those who haveproved the soundness of theirjudgment, to impart what advice they deem pertinent duringtheir association in the flightcourse.

But the final decision to learn,to absorb, and to retain as muchmaterial as possible rests withthe student. The student wholooks upon his instrument training as just another hurdle to getover is seriously handicappinghimself in his chosen field. Thereis no room for the slipshod, indifferent pilot in the sky. He isa hazard not only to himself butalso to other pilots and to peopleon the ground.

The key word in this advicemust be conservatism In 2years of flying, in all facets ofthe industry, I have never heardof a pilot who was criticizedfor deciding to hold on theground for better weather, orfor any other good reason.This good judgment sense canonly be acquired with the passage of time and the storing upof personal experiences fromwhich to draw precedence. Whilegaining this experience , treadsoftly, my young pilot, and remember the old World War IIaxiom, There are old pilots andthere are bold pilots, but thereare no old, bold pilots.

9


12/52

Formation Ilying with helicopters is no Roman holiday but itcan be S M O O T H and S A F E when you re ognize

The Value of theSecond Seat and ontrols

N ow AS WE approach thelanding area in a diamondformation, spread out, with num-ber four sliding to the far leftrear. To expedite our departure,watch for me to li t off, and fol-low in trail. As I sat listeningto Major Drum continue thebriefing, little did I realize thesetwo sentences were so typical.We had adopted procedures suchas this as normal. I was to learnlater in the day, the only thingnormal in this procedure is theconfusion that accompanies it.

Major Drum did not realize hewas contradicting himself in ref-erence to our initial briefings.Looking back, I remember himsaying, The formation at lowlevel provides the leader with acompact, maneuverable group,able to deploy as the situationdemands. Does this explanationcoincide wi h our instructionsreceived as to landing and take-off pattern? f you stop andthink, considerable more plan-ning and desire to remain as a

10

CWO 2 Harold D. Wilcoxenformation was probably employ-ed when you arrived in the non-tactical pickup area with anempty ship. The colonel wasprobably there to observe theliftoff, so you wanted it to lookgood.

After our briefing, we filed outof operations to depart on themission amidst the usual chatterconcerning signals and tech-niques. Arriving at the pickuparea, we looked like the BlueAngels. The major jumped outand ran to the colonel, to assurehim our performance would beoutstanding.

Now, as we are ready to per-form the most important part ofthe mission, the cogs in our brainstart turning faster. I have 13on board, better loosen up theposition a little, I thought tomyself. Proceeding on the flight,other factors appear: Lookslike we'll be coming in cross-wind; ground will probably befull of gulleys or foxholes.

Walker, the copilot, is edgy

over the rough air and remarks,I hope the major keeps his turnsshallow and slows up early toavoid a big flare.

Even though we observe radiosilence the FM sounds like theYellow Cab Company in St.Louis, as inexperienced groundoperators make continuouschecks so as to hear their ownvoices on the radio. Manifoldpressure will be close to the redline with 2700 rpm at this tem-perature. The crewchief is ask-ing questions on intercom and Ianswer. The major is continu-ously banking to and fro to takeadvantage of terrain cover.Walker is starting the landingcheck.

As the landing area appears,each aircraft starts sliding out of

Continued on page 12Mr. Wilcoxen is assigned to

the 57th Trans Co (Lt Hel Sai-gon Viet Nam. He has approxi-mately 2600 helicopter hours.


13/52

Pilot training and proficiency in helicopter formation flyingcannot be overemphasized The U S rmy viation HumanResearch Unit makes the following comments on Human Fac-tors Research and Allocation of Crew Duties in

elicopter ormation lyingHE TECHNIQUE discussedin the preceding article

that of pilot and copilot sharingcontrol functions during formation landings-is both interestingand novel. t has apparently beenused with considerable successby the author. The ease withwhich this technique could belearned by other pilots can bedebated back and forth, but it isa matter which can best be settled by an adequate test. However, the following human factors comments can be given onthe specific technique itself, andon a larger problem area ofwhich this technique is a part.

First, the article on CH-34formation flying is, we believe,indicative of a very desirabletrend in Army Aviation: thesearch for new and better flighttechniques. t shows a willingness to reexamine critically someof our fundamental assumptionsin flying-in this instance, theassumption that two personssharing the flight controls of anaircraft, particularly duringlanding, creates a flight safetyproblem. Such reexamination is

Dr Wallace W Prophetdesirable, and is strongly advocated in this article. Anotherdesirable feature is that the author has taken the trouble toadvertise his new technique toothers, which is most important.

The safety-of-flight questionas applied to this technique is,of course, extremely importantand warrants careful investigation. t is possible that investigation might show this techniquei n which a team trains specif

ically in control sharing-to beas safe as the one-man-on-thecontrols-at-a-time technique; orpossibly, it might be even safer.

However, from the standpointof the training psychologist, thesharing-the-controls technique

presents one obvious difficulty:feedback, or knowledge of re sults. In a control or trackingtask, such as landing a helicopter, when the operator manipulates a control he must receivefeedback as to whether or nothis movement of the control isproducing the desired result.Without such feedback, learningand precise control are difficult,i f not impossible.

When controls are shared by

two persons it may not be possible for one person to tell howmuch of the change in attitude,flight path, altitude, or speed isdue to his manipulation of thecontrols and how much is due tothat of the other team member.In other words, there may beconsiderable confusion in thefeedback portion of our loop.Some of the feedback indicationswhich the pilot perceives as re sulting from his manipulation ofthe controls may actually be theresult of control movement bythe copilot, and the results of thepilot s movement of the controlsmay be cancelled by actionsof the copilot. Such confusioncould be quite serious. However,it may be that this does not occur with a proper sharing of thecontrols. Apparently some suchproper sharing can be learned,

Continued on page 13

Dr. Prophet is a Senior Scien-tist with the U S. Army Avia-tion HU rUln Research Unit atFort Rucker Ala. a field re-search unit of George Washing-ton University.


14/52

FEBRU RY 1963

ontinued from page 1position and flaring. I move tomy position at far left, and finally we're on the ground. Numbertwo man has landed slightly forward of the leader and 50 yardsleft. Staggered across the ridge,it's hard to see in the cockpit ofother ships. Our troops are outand we sit on the ground forwhat seems an eternity. Whydoesn't he move off? asks Walker excitedly. Finally, only number two lifts off and I follow,unsure of what happened orwhere we are going. In the excitement number two took off inthe wrong direction.

There is the situation. Whatwent wrong and how can wecorrect it? Luckily, it was apractice problem and our de briefing disclosed a comedy oferrors. First of all, we determined that the leader cannotmaintain control during radiosilence when we spread out.Time is lost looking for and re laying signals. Confusion furtherdeveloped when the leadercouldn't develop enough powerfor takeoff. Number three wasdetermined hit by umpireswhile waiting for the leader totake off. The end result: twoaircraft lost on the ground, twolost in the air by going the wrongway.

Now you may say to yourself,If I were leader 1'd be on the

ground 15 seconds, and when Igo they had better be with me.That sounds fine in the readyroom but when you're out thereearning your flight pay the hardway it's another story. You'renot going to look back on takeoff at 01 Joe your wingman,whom you've been as close to asa brother for a year, and say,Well, thats the way it goeswhen you see him climbing outof a pile of smouldering rubbleafter landing. I haven't met anArmy Aviator yet who doesn't12

consider himself his wingman'skeeper, and I hope I never do.

That afternoon on the sameproblem we tried landing in atight diamond formation. Thiseliminated several previousproblems of signals, made itharder for artillery to hit us,kept the infantry together, andprovided function as a unit rather than individuals. But what ahairy landing. Anyone landing ina tight formation has probablythought there must be an easierway.

To start with, we, in the 1stAviation Company, are usingCH-34s in elements of two,three, or four ships. We land ina diamond, vee, or echelon. Itmakes little difference which isused since spacing betweenblades is constant. When approaching final, a normal formation loosens up because eachwants an extra margin of safety.

Reaching that point of glancing back and forth at the touchdown spot, manifold pressureand the leader's blades is akin towatching a tennis match. Howcan one pilot possibly concentrate on terrain features for asmooth landing when surrounded by several sets of whirlingblades? There I sat, workinglike crazy doing several jobswhile Walker sat hoping Iwouldn't make a mistake. Beforethe next landing I instructed himto get on the controls at 50 feetfrom touchdown. I maintainedour position in formation and letWalker concentrate on a reconof the landing point and performthe touchdown. The result wasamazing. Our first two landingswere slightly un-coordinated butas we accustomed ourselves tothis easy driving we spread theword to others. After considerable practice by our group it wasunanimously agreed we hadfound the reason for that secondseat and controls in the cockpit.

When flying as right wingman the pilot on the left is flying the formation. The other isthe touchdown pilot. On landingeach knows there will be smoothstick pressure applied by theother and adjusts his movementsto complete his portion in asmooth manner. This solutionenables a pilot to comfortablyperform a tight formation landing, without looking at theground.

In a literary sense we haveburied the copilot. Both men inour aircraft are qualified pilots,and with practice can functionas a coordinated team, not onlyin general flying but during precision maneuvers such as this.Discussing this method with experienced Army Aviators frommany units I believe we areoriginal in its use. Safety-wiseit is much easier to maintainboth lateral and fore and aftspacing when sitting on the inside of the formation. Lookingacross the panel at your leader isnot only hard on perception, butwith a proper step-up you maylose sight of him on an insideturn. Pilot-copilot techniquesshould be practiced before at tempting an actual formationlanding. Normally the personmaintaining position can makea fair landing unknowingly; thecopilot ensures a smooth, safeone.

Beside the pilot's feeling moreat ease and not getting ulcers,we accomplish our mission in asafer, more efficient manner. SixCH-34s can now be deployed intwo vee's of three in the areawe previously put four in. Whenready for takeoff, the lead aviator need only look to his sidefor a thumbs up from wingmen, to verify both left and rightare ready. Just one word of caution, don't try to see an up thumbwhen gloves are worn. All you'llsee is a dark blur.


15/52

Continued from pageas is indicated by the description in the article.

This article touches on a subject of wide interest and importance from the human factorspoint of view: the determinationof and training for crew dutiesin rmy aircraft Less at tention seems to have been paidto this area in Army Aviationthan its importance warrants.Allocation of duties among crewmembers becomes more important as the equipment becomesmore complex. For this reason,allocation of crew functions isbecoming increasingly importantto Army Aviation as we getmore complex equipment, suchas the Mohawk, Caribou, andChinook.

However, we should also keepin mind that the simplest Armyaircraft is part of a larger system, and that tactical use of eventhe 0-1 necessitates some veryimportant coordinations withother persons in order to accom-plish the mission. For example,the division of duties betweenthe observer and pilot in the 0-1can be just as important as thatbetween pilot and copilot of themost complex aircraft system. Inany instance, it must be kept inmind that allocation of functionsand definition of jobs should bedone in such fashion that wemaximize the probability of accomplishment of mission by thelarger system of which the aircraft and crew are a part.

What are some of the techniques used in defining crew duties? One point of view, whichwe will label as the laissezfaire method, states: We donot define crew duties. We leavethat for each pilot and copilot towork out for themselves in themanner that best suits them.This method has certain advantages and disadvantages. t allows the crew to work out tech-

HELICOPTER FORM TION FLYING

niques that seem natural tothem. They can take advantageof particular skill-strengths ofthe individuals and avoid theirskill-weaknesses (unless a weakness is common to both pilot andcopilot .

On the other hand, it shouldbe kept in mind that this is atrial-and-error method, and thatsuccess and error in flight techniques exist in varying degrees.Thus, particular crews of pilotand copilot may arrive at theirunique or natural solution todivision of duties in a fashionthat may be successful only to alimited degree, or at least, to lessthan an optimal degree. Each ofus adjusts to various demands nvarious ways, and with widelyvarying degrees of success. Wehave all discovered that ourways of doing things which wehave followed for years may suddenly appear as inefficient whensomeone else shows us a differ-ent way. The thought Whydidn't I think of that? is onewhich we have all had.

One obvious drawback of thislaissez-faire method of allocatingcrew duties is that it may resultin quite unstandardized ways ofdoing things. As a result, unitperformance may vary widelyfrom one unit to another, and itbecomes more difficult to interchange crew members or to integrate new personnel into thesystem. At any rate, it is likelythat there are more efficientways of allocating crew dutiesthan letting each individual crewgo over much of the same groundthat other crews before themhave covered in trial-and-errorfashion.

Another approach to allocationof crew duties is that characterized by statements such as:This is the way we've always

done it, or Based on myexperience, I think it should bedone this way. In contrast to

the laissez-faire approach, thismethod of determining SOP canbe labeled as authoritarian. trelies on the authority of an individual or the authority of tradition. Such an approach leads tothe development of certain assumptions or dogma which mayor may not be correct, and, moreimportantly, su ch assumptions ordogma may seriously limit ourview of a particular problem.The result can be that our SOPor solution to the problem maybe far from optimal.

For instance, in the exampleof formation flying and landingin the helicopter, i f we make theassumption Safety of flight considerations dictate that under nocircumstances should two pilotsshare the flight controls, thenthe technique outlined in thearticle is not a possibility. Wedo not here argue pro or con onthe validity of the above assumption. t is merely pointed outthat assumptions limit, sometimes severely, the possible solutions to a problem which onemight consider.

To maintain our tactics andtechniques at the most efficientlevels, we should examine orquestion our assumptions regularly and consider other alternatives that may appear as a re sult of different assumptions.The authoritarian approach isbased on experience. However,it should be kept in mind thatexperience can be highly uniqueand idiosyncratic.

As weapons systems have become more complex, trainingpersonnel have observed that alltoo frequently the allocation ofduties to system operators by thetwo techniques previously mentioned produces job descriptionsthat are well nigh impossible,or, at best, inefficient. For thisreason we have seen in the last20 years the development of themodern technique of job design.

3


16/52

FEBRU RY 1963

This boils down to the question,What tasks will be done by

whom? In other words, howcan we best organize the necessary tasks into job requirementsfor individuals in the system?

Logically design of a modernweapons system begins with theidentification of the goals andfunctions of the system. Next,certain of these functions are allocated to machines and certainto the human operator. For thesystem to function, it is necessary that the human interactwith the machine. (Although awholly automatic, machine-controlled weapons system is possible to the writer's knowledgenone such is operational, thoughsome approach complete automation.) This interaction produces the requirement that certain tasks be performed. Jobdesign begins with considerationof detailed task descriptions andthe environmental circumstancesof time and space in which thesetasks must be performed. Thetask description should containthe following information aboutthe task:

The instrument or thingwhich provides the operatorwith a cue or signal.

The nature of the cue or signal which calls for a response. The control or equipment tobe activated. The activation or manipula

tion to be made. The indication of response

adequacy, or feedback.Assembling the detailed task

descriptions and relating themto a time-line allows one to determine when peak perceptualand response loads occur, whenparticularly difficult or criticaltask behaviors are required, andwhat natural clusters or groupings of task elements occur. Inthis way we may design jobsto best fit the capabilities of thehuman to the task demands im-

14

posed by the man-machine interactions necessary to systemfunctioning. Otherwise, we mayfind that arbitrarily defined jobsmay produce less than desiredsystem efficiency. The job designtechnique permits the job orposition description to flow outof the required tasks and theirbest grouping, rather than having the tasks to flow out of anarbitrary job description.

How does all of this discussionrelate to formation landing in theCH-34? The subject of formationlanding illustrates the variouspossible approaches to job definition. To some extent, both thelaissez-faire and authoritariantechniques have been used inassigning pilot and copilot duties.All too often when new techniques are suggested we findpeople arguing pro and con onthe basis of their particular authority without seriously considering alternative solutions andwithout ev er subjecting the technique in question to test. It issuggested here that the job design technique is a more efficientapproach to this and similarproblems.

Army Aviation is coming ofage. Both the equipment and themission are getting more complex. The approach which theArmy takes to such problems asallocation of crew duties mustbe as efficient as possible i f ArmyAviation is to keep pace withand properly use the technological developments which have occurred and are continuing tooccur in modern weapons systems. t is suggested that the following are needed to achievethis goal:

A systematic and scientificapproach to training and tacticalproblems. The problem of allocating crew duties was discussedhere in terms of several oldermethods for such allocationand a newer, more systematic

method. However, these generalcomments could be applied toproblem areas other than allocation of crew duties.

An active open-minded atti-tude on the part of individualArmy Aviators commandersand training personnel to searchfor and examine new techniquesand ways of doing things. Theconstant questioning of our assumptions and consideration ofas many alternatives as possibleare central to such a state ofmind.

A systematic means of test-ing and exploring those techniques which seem at all feasi-ble. We may never achieve thegoal of best-by-test, but atleast we can achieve that of better-by-test.

A means of disseminatingresults from the above threethings. Articles such as the oneon control-sharing in CH-34formation landings are good ex amples of this. t does us littlegood to develop or test a newtechnique unless we can spreadthe results of our experienceand thinking to others. Personswho have ideas and have triednew things should take the trouble to share their experience.

The writing and publication ofarticles in publications such asthe U. S. ARMY AVIATION DIEST should be encouraged.However, those who do not feelthat they have the time or theinclination for writing formalarticles should be encouraged towrite letters or comments onmatters that pertain to tacticsflight techniques, safety, andtraining problems. Such comments are always welcomed bythe Army Aviation Human Research Unit and the various instructional departments at theArmy Aviation School. Feedbackof this sort is very valuable totraining research and school op-eration. ---.-,;-


17/52

N WS ND VI WS~ R ~ S A R L v I A T I ~ F L l G H T INFORMATION OFFICEVFR Flight Following

W HILE THE filing of aVFR flight plan is mandatory in the Army, an FVFRflight plan, which requests flightfollowing, provides a greaterservice to the VFR aviator. VFRFlight Following is intended toprovide at regular intervals enroute aviators with inflight re ports of significant weather conditions and NOTAMs which maybe encountered. These reportsare specially prepared for theparticular flight and cover information received since departure concerning communications services, status of radioaids to navigation, and weatherconditions. Included also is information on airports whichmight be used by the particularflight.To obtain complete inflightservice , the aviator should filean FVFR flight plan and receivea thorough preflight briefing. Inaddition to a functioning twoway radio in the aircraft, theflight must be planned for morethan one hour and off time reported to the FAA Flight ServiceStation serving the airport of de-

parture. The route of flight mustbe planned so that suitable flightwatch stations can be designatedto which the aviator will reporthis progress. These flight watchstations are selected by the departure FSS approximately onehour's flying time apart and areidentified to the aviator.

The Flight Condition Message,broadcast to the pilot by theFSS, is a brief summary of information significant to the particular flight and is prepared atthe FSS 5 minutes before theestimated time of reporting. In cluded in the Flight ConditionMessage are SIGMETS or Advisories to Light Aircraft , PIREPS, ceilings below the cruisingaltitude plus 2,000 feet , visibili-ties of 5 miles or less, rapidlydropping barometric pressuresor any below 29.00 inches, andvariable winds at destinationwith peak gusts exceeding 30 kt.When any of these weather con-ditions exist, any pertinent forecast of worsening weather conditions is included or any changeor amendment to a previousforecast.

When advisable, more favorable routes of flight are recommended. Available informationconcerning weather conditions inpasses, ridges, and valleys ofmountainous terrain or peaksalong the route of flight areadded, along with the latestavailable sky, ceiling, and visi-bility report of the next reporting station. NOTAMs are in cluded and a reminder to contactthe next flight watch or destination station.

By contrast, the en route aviator reporting under a VFRflight plan receives only the altimeter setting, SIGMETS orAdvisories to Light Aircraft, iany, and replies to requests forpertinent information.

When the FSS has been notified of the off time, a VFRFlight Notification Message istransmitted to the flight watchstations, information stations,and the station with which theflight plan is to be closed. TheFlight Notification Message contains generally the aircraft identification and the information re quired in Section C of DD Form

15


18/52

FEBRUARY 1963

175 plus, for an FVFR flightplan, time of departure andcruising altitude. The route offlight should be included forFVFR only i the actual routeto be flown differs greatly fromthe most direct by airways, andthe locations of the flight watchstations do not indicate thedeviation.

Flight Advisory Messages,transmitted by the FSS to thepilot, are limited to conditions

such as destination area weatherand status of airports and navaids) which may be hazardousto the operation of the aircraftand are originated by airfield operations, weather offices, or othercompetent military authoritiesor FSS facilities.

Information stations, in thecase of Flight Following, are

those along the route not designated as flight watch stations.Without Flight Following all stations along the route are information stations and do not perform a flight watch.

When a flight plan change enroute is filed, such as a majorroute change or extension of enroute time, the receiving FSSshall transmit appropriate information to the point of departureand to the old and, i appropriate, to the new point of destination. The ETA and fuel exhaustion time is computed bythe FSS, receiving the changefrom the information received.A complete current file of inbound Flight Notification Messages is maintained by the destination FSS on aircraft destinedfor airports which the station

serves. Generally, arrival reportsare not transmitted unless noFlight Notification Message is onfile.When the aircraft does not arrive or report arriving within anhour after ETA or upon fuel exhaustion, the destination FSSinitiates communications searchINREQ) and when necessaryAlert Notice ALNOT) messages. The INREQ is teletypedto all stations along the proposed route of flight and to thedeparture station. f the aircraftremains unreported, all FSS onthe intended route of flightbroadcast over a 2-hour periodALNOTs-details concerning themissing aircraft. The full facilities of search and rescue are activated i the aircraft is missing3 hours after ETA.

The Exam O Gram is a train-ing aid that covers specific op-erational situations and relatedaeronautical knowledge similarto those encountered in theexaminations for FAA pilot l

censes. They are in effect sim-ulated flights including emer-gencies and air traffic controlprocedures and are consideredof potential value to the profes-sional airman.

FAA Instrument Pilot EXAM O GRAM No.1Reports from controllers and

operations inspectors indicatethe need for more thorough un-derstanding of approach andlanding procedures by applicantsfor the instrument pilot rating.Where radar is available, thepilot can become especially negligent about his own responsibilities. How would you copewith the following situation?

You are flying a light twin onan IFR flight plan to LambertSt. Louis Airport, Mo. Your radio equipment includes two VHFtransmitters, two omni receivers108.0-126.9 mc.) , an ADF re -ceiver, and a marker beaconreceiver. Before arrival at yourclearance limit STL VOR-

16

TAC) , you are cleared for anILS approach to Lambert-St.Louis Airport, runway 24 Approach Control vectors you fromthe St. Louis VORTAC to thelocalizer course for a straight-inapproach to runway 24 see approach and landing charts). St.Louis weather is 500-1, wind2000 / 10 kt. Approaching theOuter Compass Locator inbound,you are advised that the ceilingand visibility are now 400-1,wind 140 0 / 20 kt, landing runway12.

1. UNDER THE WEATHERCONDITIONS FIRST REPORTED, WERE YOUEQUIPPED FOR AN ILS

APPROACH TO RUNWAY 24?

Yes. With either VORreceiver you can use thelocalizer course.

2 WHAT ARE YOUR MINIMUMS FOR AN ILS APPROACH TO RUNWAY24?

Straight - in minimumsare 200-1/ 2 day minimums, over 65 kt, 2-eng or less). However,though cleared for astraight-in approach, youare not equipped with aglide-slope receiver. Thusyour minimums arehigher, 400-1.


19/52

EXAM-O-GRAMLAMBERT ST. LOUIS AIRPORT

1 IIAY lU

3 HOW HAS THE WEATHER CHANGE AFFECTEDYOUR :MINIMUMS?

Though the ceiling is notbelow your straight-inminimums, you mustnow circle to land onrunway 12. The circlingminimums to runway 12are 500-1. With the ceiling reported at 400 feetyou cannot completeeither a circling approachto runway 12 or astraight-in approach torunway 24.

4 WHAT IS YOUR CORRECT COURSE OF ACTION ON RECEIPT OFTHE LAST WEATHER

NST PCH PRO (FAA)

Runway Visual Rln . 2600 Mt liso authorized fot Indin onRunwIY 4 provided III required ietsa . operational.Descentbelow 77 sh ll not be mlde unless vilu.lcontact with theapproach lilhts his been Istablished or the aircraft is cl rof clouds .

MISSED APPROACHCLIMB TO 2 ON SW COURSE ILSTO LAKE RBN: OR AS DIRECTED BYATC, if not contact authorized minimums.

4 UG . lU

REPORT?a. Execute a missed approach and requestclearance to your alternate orb. Request a radar vector for a VOR approach to runway 12.The AL chart lists400-1 as straight-inminimums for aircraftequipped with du lomnis and receIvIngSt. Charles Intersection. f you are facedwi t h deterioratingweather and / or prolonged holding request clearance toyour alternate.

LAMBERTST . LOUIS AIRPORT

5 DOES THE ACCEPTANCE OF A RADARVECTOR AFFECT THEPRESCR IBED MINIMUMS?No. It is the pilot s re

sponsibility to determinewhether approach andlanding are au horizedunder existing weatherconditions. You are informed of local weatherconditions whenever theceiling and visibility areat or below the highestcircling mInImums forthe airport. f you violate the authorized minimums, the responsibilityis your own.

17


20/52

The inherent duties of an ArmyA viation assignment call foradditional individual effort toachieve an effective

Physicalitnessrogram

Capt Andrew N Alford

E E R Y CONSCIENTIOUSAmerican soldier shouldrealize that he has a responsibility to himself his family andhis country to keep himself in astate of physical readiness forwhatever demands may be suddenly placed upon him.

President Kennedy has said:The knowledge that the physi

cal well-being of the citizen is animportant foundation for the vigor and vitality of all the activitiesof the nation is as old as westerncivilization itself. But it is aknowledge which today, inAmerica, we are in danger offorgetting. We are rapidly becoming a nation of spectators.Many of us have a tendency totake our recreation passively instead of being active participants.

The new emphasis on physicalfitness in our Armed Forcesstems from a presidential direc-

A former physical educationmajor with extensive militarycoaching experience Capt Alfordis now assigned to the FixedWing Branch, Dept of Mainte-nance USAA VNS. He is dualrated with approximately 1400flight hours.8

A well-nourished human being, in goodphysical and mental condition can tolerate agreat deal before becoming incapacitated, andcan recover satisfactorily from relatively severedisease r injury. Conversely, the individual inpoor physiological condition quickly succumbsto the slightest adverse circumstances.

Colonel Spurgeon H Neel, MCSFS Surgeon


21/52

tive to the Secretary of Defenseoriginated by C. B. (Bud)Wilkinson, Special Advisor to thePresident on Physical Fitness. temphasized the obvious reasonphysical fitness is important inthe military: the man who isphysically and mentally activeis the best man for his country suniform.

In July 1961, Deputy Secretary of Defense Roswell L. Gilpatric issued a memorandumwhich read: The importance ofphysical conditioning of ourArmed Forces personnel is an essential element to combat-readiness and each service's trainingprogram must recognize and provide for that objective. Thememorandum directed that theArmed Forces establish a clearlydefined program to ensure theattainment of effective physicalfitness. t directed that all personnel, except those excluded formedical reasons, be exposedperiodically to tests.

As yet we do not have a physical fitness program geared tothe needs of aviators. Tests havebeen administered, but what'shappened to the pretest condi-tioning program By testing aviators are made cognizant of thefact that they are in poor physical condition and that it's theirindividual responsibility to keepthemselves physically fit. AR600-160 prescribes that one-halfday per week be devoted tophysical conditioning, that officers should take exercise in theopen air or well ventilated roomregularly, and that not less than2 consecutive hours of conditioning exercise should be takenweekly. Yet, this is not beingdone universally due to the pressure of other more importantduties or procrastination.

Although flying requires verylittle vigorous muscular activity,a pilot must maintain a constantstate of readiness in antagonistic

or opposite muscle groups. Thisis necessary to produce the delicately coordinated control movements which are key factors forthe accuracy and precision so important in flying, and which aredependent upon well coordinatedresponses in the muscles of theupper and lower extremities. Although no great amount of muscular activity is expended inflying our modern aircraft, nevertheless, flying does produce fatigue in the personnel who operate them. Susceptibility andreaction, as well as a bili y to re cover from this fatigue, is influenced by the individual aviator's state of physical fitness.The attainment of good physical condition by correct and adequate exercise is very important.An aviator in good physical condition will suffer less fatiguefrom a comparable amount andtype of flying than one who isin poor physical condition. Exercise of an organism producesgrowth and strength; disuse re sults in atrophy and weakness.HOW PROP R EXERCISEH LPS TH E ODY

The goals of exercise are thedevelopment of a strong and vigorous body with efficient circulatory, respiratory and excretorysystems to provide energy foractivity and to remove its wasteproducts efficiently. Muscle tonethroughout the body benefitsfrom regular training. The desirable effects are reflected ingreater resistance to and morerapid recovery from fatigue, improved coordination and reactiontime, better digestion and absorption of ingested foods, aswell as improved bowel elimination.

Circulation of the blood supplies nutriment and oxygen toproduce energy and rebuild tissues throughout the body, andremoves the waste products pro-

PHYSICAL FITNESS PROGRAM

duced by this metabolism. Physical training develops the muscular power of the heart alongwith the other muscles of thebody. t has been determinedthat the heart of the trained manpumps more blood per minutewith fewer strokes than does theheart of the untrained individual. In the trained man there isa rapid return to normal of theheart rate after exercise, whilein the untrained person a considerably longer time is requiredfor the return to a normal state.Thus with proper exercise, thecirculatory system becomes moreefficient, with an increased oxygen and nutriment transport, areduced heart rate, a more stableblood pressure, and an overallbeneficial effect upon the wholebody.

Respiratory efficiency is alsofavorably affected. P h y s i atraining brings about well de fined changes in the respiratorysystem and its functioning. Chestexpansion increases, depth ofbreathing is increased and therate of respiration is slowed.

In addition to the beneficialeffects already mentioned, exercise provides the Army Aviatorwith an outlet for the tensionsand worries that build up in thedaily activities of flying.

DO IT YOURSELF ONDI-TIONING COURSE

The U S. Air Force hasadopted the Five Basic Exercises(5BX) plan originated by theRoyal Canadian Air Force in1952 and published in illustratedbooklet form in September 1958.It will soon be distributedthroughout the Air Force in AirTraining Command pamphlets.The name 5BX stands for thefive basic exercises used in thebooklet. These exercises are scientifically designed to developthe four major muscle groupsbiceps, triceps, abdominal, and

19


22/52

FEBRU RY 1963

quadriceps-forepart of upperleg) in the body and the heartand lung systems.

The plan is designed so thatexercises may be performed conveniently any time or place,alone or in groups. The individual determines his own rate ofprogress. The program is basedon a graduated series of exercises and requires only 11 minutes a day. The whole idea is toincrease the number of repetitions for a given exercise in theallotted time.OUR LE DERS IN W SHING-

TON SET EX MPLEThe Air Force has at least

made an attempt to establish aclearly defined program to ensure the attainment of effectivephysical fitness for its members,

When Capt Andr.ew Alfordwho wrote the above article onphysical fitness became anArmy Aviator he found that theinactivity associated with sittingin the cockpit of an aircraftcaused muscular fatigue eventhough he exercised dilig.entlywhen not flying. To relieve thisdiscomfort he has found ways toincrease circulation in order to

including its pilots. Whether ornot this program proves to bean effective method of attainingphysical fitness remains to beseen. However, the Presidentparticipates very actively in asimilar program. Dr. Hans Krausof Kraus-Weber fame has prescribed for him a series of special resistive exercises. ThePresident usually does these exercises at the time of his dailydip in the White House indoorpool

Further evidence of the em phasis being placed on physicalfitness by the President and thetop members of his administration in Washington is the establishment of the Officers AthleticCenter in the Pentagon, and thegyms in the Supreme Court

bring more oxygen to musclesand help preuent cramps.

Without leaving the cockpithe relieves the neck muscles byextending his neck fully and relaxing it completely severaltimes r.epeating this procedureat convenient times during theflight. Shoulder muscles are relieved by a circular movementof his shoulder girdle. Discom-

building, the Senate and Houseoffice buildings, and other government buildings, including theone housing the Department ofJustice. In fact the FBI gym inthe basement of that buildinghas been so overcrowded thatthe Attorney General RobertKennedy) recently authorizedthe outfitting of an all-weatheroutdoor gym on the roof Herethere are facilities for tennis,badminton, volleyball, and a special area for calisthenics andheavy exercise. It is possible forthe Attorney General or members of his staff to walk fromtheir offices to the gym, take a2 minute workout, shower, andbe back at their desks withinhalf an hour.

F CILITIES V IL BLEAt almost all CONUS Army

fort in his legs is overcome byalternate contraction and r.elaxation of the quadriceps and calfmuscles. Backache is relieved bythe full extension and relaxingof the spine. He does these muscular contractions slowly imitating the natural str.etching whichoccurs almost automatically inpeople who have been asleep orin one position for a long time.

When flying the Caribou Ot-


23/52

posts camps and stations a wellequipped gymnasium is provided. Available are handballcourts basketball courts volleyball courts and weight rooms.In addition at most installationsSpecial Services provides a bowling alley swimming pools golfcourses softball fields and tenniscourts. All of these facilities arewithin easy access to aviators.These training facilities areavailable for an effective physical fitness program that theArmy Aviator can gear to hisown needs.

To the aviator in Europe theUSAREUR Athletic Office provides a multitude of facilities andequipment for the American sol-dier ranging from the elaborateSoldiers Field in Nuremberg

ter, or other aircraft where it ispossible to leave the cockpit,Captain Alford and his flightcrew use a series of exercisesthat can be performed in thecabin. Generally speaking, theseexercises are in three groups.

The purpose of the first groupbelow) is to exercise the up-

per body and get the blood cir-culating. The pushup beingdemonstrated by Captain Alfordexercises the triceps the majormuscle group in the rear of theupper arms). Sgt Dexter H.

Germany and the KafertolSports Arena in Mannheim Germany to the small companysized gym on the border. Withinthe civilian populace of most European countries there is a tremendous amount of emphasis onphysical conditioning for all agegroups. Many civilian athleticclubs in these countries welcomethe membership of the American soldier.

The 8th Army Athletic Officein the Far East also furnishes theAmerican soldier with more thanample physical training facilitiesand equipment. The field housein Seoul Korea for example isas well equipped as any majorcollege gymnasium in the Statestoday. The Japanese and Koreans take great pleasure in teach-

Holland, who has flown manyhours with Captain Alford,demonstrates the situp with himwhich exercises the abdominalmuscle group.

The second group of exercisesis designed to help the lowerbody. One of the best for this isthe deep knee bend. t exercisesthe quadriceps, a very large andpowerful muscle occupying mostof the front thigh.

The last group opposite page)is designed to assist in the iso-metric contraction of the mus-cles. Isometric contraction is

PHYSICAL FITNESS PROGRAM I

ing the American soldier judoand karate.

RESPONSI ILITY OVI TOR

In most other overseas areassimilar facilities are available. Inremote areas however individuals may have to resort to calis-thenics locally fabricated pullup bars weights etc.

Training facilities are availablefor an effective physical fitnessprogram that every Army Aviator can gear to his own needs.I t behooves all of us for personalas well as patriotic reasons topay heed to the importance of aneffective physical fitness program. Start planning yours today.

the muscular contraction takingplace against resistance withoutsignificant shortening of the mus-cles and with marked increasein muscular tone. In the Cariboua strap can be used. The harderthe pull, of course, the better.Or if straps are not available,seat bars or any other firmly tieddown object can he used. Caremust be taken not to damage theaircraft. Another method is touse the static line for pullups. Inthis the front part of the upperarm, biceps, is exercis.ed.

2


24/52

'ME WEAR GLOVES? theyoung l ieu ten n t ex-claimed. No, sir I'm not goingto fly with those clumsy thingson until the regulations say Ihave to "

The captain smiled as he lis-tened. He slowly pulled hisgloves on and started to boardthe Choctaw.

I f you knew what I know,you'd wear them, he answeredsoftly. Gloves are mighty goodinsurance in this business.

You mean you wear thosethings in the hot summertime,too?Sure do. They're as much apart of my equipment as thishelmet.

These opposing views aboutwearing gloves are typical. Sinceno regulation requires the use ofgloves, it boils down to this: In-dividuals who have been edu-cated to their value as protectiveequipment wear them; others donot. Some of the reasons given22

PI skinr

YOURskinames E oleman


25/52

are: (1) too clumsy, (2) notavailable, (3) just somethingelse to keep up with, or (4) ithey're not required, they mustnot be important.

The question is, How important are they?One way of measuring their

worth is that some 23,000 aviators in our sister services haveworn them for years on a mandatory basis. Both services operated for years without them,but repeated hand injuries finallyresulted in the requirement towear gloves. Their aviators wereeducated to these experiences,

and gloves have now become anatural and accepted part oftheir protective equipment.A Navy aviator recently interviewed in Norfolk, Va., said:Fly without gloves? Never

They're almost as important tome as shoes. I'd feel lost withoutthem.

An Air Force flight instructorat Craig AFB, Ala., had this tosay: I've worn gloves for thepast 12 years. At first they feltawkward and I was 'all thumbs,'but this feeling soon went away.At Craig we wear gloves notonly for protection but to setgood examples for our students.

Some Army Aviators arewearing gloves of their own accord-many of them nonsupplytypes which they purchasedthemselves.

The reason for this, accordingto one aviator, is that the Armyissue flight glove is unsuited foruse in the cockpit. Bulky andloose fitting, t does not readilylend itself to such delicate tasksas manipulating radio controls,closely spaced toggle switchesand other controls.Occasionally, an accident re port on file at USABAAR showswhere gloves have paid pricelessdividends to the wearer. Unfortunately, because too few ArmyAviators wear them, such examples are rare.

Here are some typical accident briefs where aviators whodidn't wear gloves no doubt wishthey had.

An OH-13 was practicing slopelandings when the aircraftcrashed and burst into flames.The pilot left the helicopterthrough the right door. He sustained first and second degreeburns of the hands.

An 0-1A on a flour bombingmission struck a tent, cartwheeled, and caught fire. Bothoccupants were taken to the hospital with second and third de-

gree burns of the hands.A CH-34 entered fog during alow-level flight, and an 180 0 turnwas started to fly back to VFRconditions. The aircraft strucka wooded slope and the fueltanks exploded. All personnel escaped through the flames and

s u s t ~ i n e injuries, including severe burns of the hands.

An OH-13 pilot was makingan early-morning takeoff. Thebubble fogged over and the aircraft crashed and caught fire.Result: injuries to the pilot, including second and third degreeburns of the hands.

For each of these accidents,recommendations of the flightsurgeon were similar: the useof gloves by all flying personnelwas strongly urged.

The value of gloves as protection from hazards other thanflames cannot be overlooked.There are known cases wherecrew members leaving crashedaircraft have sustained seriousburns from touching hot metalduring hurried escapes. Glovesalso have been known to come inhandy for putting out clothingfires.

During one accident in whichthe pilot was hurled through thefront of the aircraft, a flight surgeon praised gloves for preventing injury to the pilot. Becausethe pilot wore gloves," he said,he prevented serious injury

from jagged metal to one hand.Part of his glove was torn offinstead of part of his hand.

A good set of human hands isat stake every time a pilot takesoff without gloves. As one flightsurgeon said following an accident, I recommend that anArmy regulation be writtenwhereby all personnel flyingregularly, whether for p yo rnot, be issued gloves by the unitsupply officer. Personnel shouldbe required to wear them during all flights."

3


26/52

THE IROQUOIS -I I Yes AGAIN 900f 70300 fT/SEC 2THE IROQUOIS -

I I HAD JUST PUT away a large platter of thosedelicious Gulf Coast shrimp and was feelingmighty comfortable as I sat waiting for friendsat Keesler AFB in Biloxi, Miss. The club readingroom was cool and half-empty. I must have dozedoff, for I awakened with a start when I heardsomeone exclaim, "What? Not again "

The speaker was a young airman standing bythe magazine rack.

"I bet," he told his companion as he thumbedthrough a safety magazine, "the Air Force hasspent a million dollars telling us to keep awayfrom jet intakes and blasts."Well, I don't think the Air Force has spent amillion dollars on this one area of safety; but thatservice is well supplied with jets, and the hazardsof intakes and blasts have long been recognized.

Up to now the Army has not had to worrymuch about this problem. Reciprocating engineshave been the mainstay. But this situation ischanging fast. The Mohawk, Chinook and Iroquois are powered by turbine engines. The newshort takeoff and landing (STOL) tactical transport aircraft will use a turboprop. The new lightobservation helicopter (LOH) now being developed will use a gas turbine. The vertical takeoff and landing (VTOL) aircraft will most likelyuse pure jets.

Whether we realize it or not, Army aircrafthave reached the jet age, and we are faced withjet-type problems. With turboprop motors, theintake does not cause much trouble. The presenceof a prop, or blades whirling around at highspeeds, is a visible danger and discourages acci-dents. Also the characteristic high pitch soundof turbines indicates danger areas . But the rearblast is another thing altogether.

Take a look at the above chart and you willsee how great this danger really is. Forty feetbehind the Chinook motors you have hurricaneforce winds with 300F temperature . This is aboutthe temperature my wife uses to bake a turkey,without the help of the searing winds. Five feet

24

700f 500f100 fT/S

THE CHINOOK -I 900f 7

300THE CHINOOK -I

700F

THE MOHAWK -~ i

1,1500 f 900F 800282 fT/SEC 250 fT/SECTHE MOHAWK -G I 810F 750F 500F

72 fT/SEC 40 fT/SE60 fT/SEC

0 5 10'

behind the exhaust of the Mohawk engines, thetemperature of the air is 1,150F. This is hotenough to melt numerous metals, including aluminum, magnesium, tin, zinc, and lead. t is almosthot enough to melt the gold ring right off yourfinger-if the finger doesn't disappear first.

What it will be like around the VTOL aircraftis, of course , still not known. Present plans callfor the airplane to have a jet thrust divertersystem which will direct the jet blast downward.After the aircraft has gained altitude, the jetstream is diverted rearward and the aircraftmoves forward. To land, the procedure is re versed.

While raising or lowering itself, the aircrafthas a ground blast. Mixing with outside air issaid to reduce the temperature of this blast fromabout 1,200F to 300F with a similar reductionin exhaust velocities, which will help reduce,but not completely alleviate, the danger fromthis quarter.


27/52

400F100 FT/SEC

30 0f

300F75 FT/SEC 50 Fl/SEC

200FAO FT/SEC 20 FT/SEC

F

J

300F60 fT/SEC

300F100 FT/SEC

AO FT/SEC

300F 200f

200F50FT/SEC

200F20 FT/SEC

75 FT/SEC 50 FT/SEC 1 FT/SEC

0F 200FFT/SEC 1 FT/SEC

1 TAILPIPE W ITAILPIPE ADD 250.3000 F35 AO

When the engines are firststarted and when conventionaltakeoffs and landings are made,they act as pure jets and directhigh temperature gases rearward.

So the problem of jet blastsand intake) is already becom

ing a serious one for the Army.In the near future it will beeven worse. The answer? Awell-rounded educational program to point out this danger toairfield personnel. Start withlectures. See to it that all personnel are familiar with thosepages of -10 of the TM 55 seriesthat deal with intake and blasteffects. And then keep themreminded by posters, homemadei f issue ones are not available.Emphasize the danger-again:again, and again.

multiplieslhe 'idlh ollhe b l o ~ ::eo ,ile thehe number 1 eng,n boul Ihe so ...

~ ~ I ~ c i I Y and dislance are ao

. slarling 1 large iel edOuring eng,ne ine is ohen ap 5aircraft one ~ i l lhe alher eng,ne1 high po ,erare bei ng started

o' . as being useConsider 1 ~ O s : ' t i n Q to tolliby larg. ollcrah

o


28/52

26

prepared yTHE U S ARMY

BOARD FORAVIATION

ACCIDENT RESEARCH rom Dec and JanUH l A LOST COUNTERWEIGHT n flight .Sheared counterweight shaft struck 90 gear boxand tail rotor blade causing incident damage .OH 13E LOST RPM and settled with power overarea of rocks and trees . Major damage to main

_ , . . . . . - - - ~ t O : : : : - - rotor blades, tail boom, tail boom extension, andtail rotor assembly. Weather not a factor . Noinjuries .OH 13G STRUCK TREE during lowlevel reconnaissance of road. Major damage to main rotorblade and aft cross tube . No injuries.OH 13H LOST POWER in flight. Forced landingaccompl ished with no damage . Caused by oiIon contact points of left magneto and binding ofmagneto drive shaH .OH 13H ENGINE RAN ROUGH during testflight . Forced landing accomplished with nodamage. Caused by failure of No. 6 cylinder.Excessive lead deposits found n cylinder and onpiston . Suspect detonation caused cylinderfailure .UH 19D CRASHED during attempt to land onhelipad to investigate accident of previous air-craft. Aircraft destroyed . No injuries.UH 19D BECAME UNCONTROLLABLE duringtraining demonstration hover with servos turnedoff. Right front gear struck ground and brokeoff . Major damage to landing gear and bulk-head . No injuries.UH 19D ROTOR BLADE TIPS struck tree duringtakeoff from road strip. Incident damage to tipcaps.UH 19D CHIP DETECTOR warning light cameon n flight . Forced landing accomplished withno damage . Two small steel particles, appearing to be pieces of a tang washer, found onmagnetic plug of engine oil sump.CH 21 C CLUTCH went into jaw position dur-ing attempted manual engagement. Suspect mal-function of engaging tool handle . Incidentdamage to one blade of each rotor head.


29/52

0 1 A CRASHED into trees during takeoff fromfield strip. Aircraft dest royed by fire. Pilot andinstructor pilot sustained first and second degreeburns on face and hands. Crosswind considered possible factor.U 6A LANDED SHORT of sod runway. Majordamage to landing gear, propeller, and left wing,plus sudden engine stoppage. No injuries.Weather not a factor .UH 19D STRUCK TREE during maximum performance takeoff from confined area. Incidentdamage to tip caps.CH 21C TAIL CONE STRUCK runway duringpractice autorotation touchdown. Incident damage to to iI cone.CH 34C FELL THROUGH during power recovery from practice autorotation and left strutcollapsed. Aircraft was flown back to homebase. Fuel leak was noted and pilot was advised to land. Engine failed approximately 3-5feet from ground . Aircraft landed and caughtfire. Major damage to main gear, tail wheel,pylon, undercarriage, fuel cells, and engine com partment doors. No injuries.U 6A STRUCK WHEEL CHOCKS while taxiingon congested ramp. Incident damage to propeller tip and ski

army aviation digest - feb 1963

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