-

DECEMBER 1960
AVI-A1-JON
EDITORIAL STAFF
CAPT JOSEPH H . POOLE
FRED M . MONTGOMERY
RICHARD K . TIERNEY
DIANA G. WILLIAMS
SYLVIA N . DAY
DECEMBER 1960
VOLUME 6
NUMBER 12
ARTICLES
YOUR LIFE DEPENDS IT, Maj M. Bussey
EVERY TOOL IN ITS PLACE.
MEMO FROM FLIGHT SURGEON, Lt Col Spurgeon Neel , MC
MOS 907 OUR E, M/ Sgt Robert R. Young
PECTROMETER
NEW ROTARY WING INSTRUMENT TRAINER
A NE'V YEAR' S RESOLUTION, Capt Elvin G. Baker, Ar ty
AIR RESCUE BAG
FALCON' NEST
TWX
AIR CRA H TUDY GOE COLLEGIATE
o YOU LUCKED OUT
CRASH SENSE .
I DEX, VOLUME 6, 1960
Ck'z.i.stmas
70 all,
and 70 all
a qood 11i9kt!
4
9
11
1l
15
17
1t
21
2t
26
30
32
36
U. s. ARMY SCHOOL
:Maj Gen Ernest F. Easterbrook
Commandant
Col Delk M. Oden
A ssistant Commandant
Col Warren R. Willi ams, Jr.
Deputy Asst Commandant
SCHOOL STAFF
Col Robert H. Schulz
Directo'r 0/ Instruction
Col Allen M. Burdett, Jr.
Combat Developme1it Office
Lt Col Ritchie Garrison
CO, USAA VN. Regiment
Lt Col Julius E. Clark, Jr.
eCl" etar y
DEPARTMENTS
Col Oliver J. Helmuth
Rotary Wing
Lt Col John W. Oswalt
Ad'vall ced F ixed Wi llg
Lt Col M. H. Parson
Tactics
Lt Col Harry J. Kerll
Maint ena'lIce
Lt Col John R. Riddl e
Publications and
Non-Resident I nstruction
Lt Col G. Wilfred J auber t
Prinu./, rJJ Fixed Wi ng
The U. S. AR:MY DIGEST jH
Ull o/ficial publlcatiun of the Dellartlllellt of
the Army puhlished llIonthly under the
I>uperv ision of the Comrualldan t, lJ. S. A rill y
Aviation School.
'l'he misltioll of the U. S. AIL\lY A \'IA
'l'lON DI GEST i ll to provide informatlOlI o f
an operational or fUllctional nature cOllcern
ing safety alld aircraft accident prevention,
main ten alice, operatlollll, rebearei,
alld de\elopment, aviation Illedi(' ille 11IJ(J
other related data.
l\lallusnipts, photographs, and otller ilills
tratiolls pertaining to the ahove s lIhjed . of
interest to perbOlllJel concerlled with Army
Aviation are invited. Direct tOlJllllllni(' ati(JIJ
i ll authorized to: Editor in Chief L. S
Al{MY A\'IA'l'ION VIGES'l" C ',
Aviation I-ichool, Fort Ru cker, Alabama.
Unless otherwise illdicated, material in
the U. l:). AHl'Il Y A VIA'l'lON may
be reprinted provided credit is givell to thc
U. S. AIDIY AVIATION and to
the au thor,
The llrintillg of this publi cation lias l,een
approved hy tlie Dire(tor of th e Bureau of
the Budget , :!:! Decemher J !J;'jl'l.
Views expresed in this JIIaga/.ine are lIot
necel> ariiy of the Department of tile
Army or of tlie l . S. Army Aviation Scliool.
(Jnless specifi c(l otlierwise, all pliotograph.
lire U. S, Army,
J)ihtrihulioll :
To he d ist ri b III cd ill 11I ' o' (,rclall<' e with
r(!(luiremen(!'; Rtllted ill DA JOnrm J 2.
YOUR
C
A PTA I N JON E S sat
stunned as the accident
b 0' a r d adjO'urned. He didn't
hear the chairs scrape as they
were shO'ved back, nO'r the cO'n-
versatiO'n as it turned to' casual
to'pics.
"HOW can they call it super-
visO'ry errO'r?" he wO'ndered. He
gO't up and walked to' the door
with a number O'f thO'ughts
tumbling thrO'ugh his mind: "I
didn't influence Smith to' crack
up that H-34 ... it seems they
always want to' blame the PO'O'r
O'ld unit CO . . . they shO'uld
have taught Smith better prO'-
cedures at schO'O'I ... what will
I tell the Old Man ... ?
Captain J O'nes was right. HE
DIDN'T INFLUENCE SMITH.
N O'r did he bO'ther to' influence
BrO'wn, whO' was in that L-20
accident last winter; nO'r RO'g-
ers, whO' crash-landed an H-13
last mO'nth.
Had Captain J O'nes used his
influence to' prO'perly supervise
his cO'mmand, his t r 0' ubi e s
WO'uid nO't h a v e multiplied.
DEPENDS ON IT!
Major Charles M. Bussey
PrO'per supervisiO'n has a great
influence in minimizing the ac-
cident rate - and such super-
visiO'n was absent in JO'nes's
cO'mmand. He didn't knO'w that
grO'und training was being cO'n-
ducted haphazardly; that at-
tendance was PO'O'r. Only 25
percent O'f the required persO'n-
nel had attended the Safety Of-
ficer's classes during the past
six mO'nths. He himself had
"been busy" and unable to' at-
tend classes-or even IO'O'k in O'n
them.
IgnO'rance, cO'mplacency, un-
healthy attitudes, poO'r O'r faul-
ty maintenance practices, and
AN OVERALL LACK OF
THOROUGH COMMAND SU-
PERVISION had spread as the
accident rate rO'se. S mit h ,
BrO'wn, and RO'gers were the
victims.
What WILL JO'nes tell the
Old Man? Will he realize that
he is resPO'nsible befO're the Old
Man calls him O'n the carpet?
Perhaps he will realize that it is
HIS duty to' initiate a PO'sitive,
aggressive apprO'ach to' his ac-
cident prO'blems.
Once a series O'f accidents has
O'ccurred in a unit, it becO'mes
the unit cO'mmander's resPO'nsi-
bility to' cO'nduct a survey to' de-
termine the pattern O'f the ac-
cidents, establish cause factO'rs,
and adO' p t cO'untermeasures.
Better still, the cO'mmander
shO'uld evaluate O'ther unit's ac-
cidents and build safety into his
O'wn O'peratiO'n befO're accidents
O'ccur.
A rising accident rate is a
direct reflectiO'n UPO'n the unit
cO'mmander. An aggressive ap-
prO'ach to' the sO'lutiO'n of acci-
dent prO'blems will decrease the
accident rate.
Hardly an accident O'ccurs in
which there is nO't sO'me stigma
O'f supervisO'ry errO'r O'r defi-
ciency. The tasks O'f an aviatiO'n
unit cO'mmander are extremely
Major Bussey wrote this article
while attending the Army Avia-
tion Saf ety Officers Course at the
University of Southern California.
1
DECEMBER 1960
complex and arduous; and mil-
itary aviation is becoming more
involved and specialized. But
the difficulties of the assign-
ment are not a license for neg-
lect. In the following para-
graphs are some accident pre-
vention methods that are time
proven; they mayor may nQt
fit eve r y unit, but all are
wQrthy Qf consideration.
Conduct a well Qrganized av-
iation ground school the first
hour of every working day for
all aviators whQ dQ not have
mandatory commitments else-
where. Subjects that should be
stressed are proper preflight,
maintenance, weight and bal-
ance, navigational radio, mete-
QrQIQgy, accident analysis and
prevention, first aid, use of per-
sQnal equipment, sur v i val,
search and rescue procedures,
unit administration and supply.
Classes should be conducted
formally, rotating instructor
assignments am 00 n g the as-
signed aviators. Formal test.-
ing methods should be em-
ployed and records of attend-
ance and accomplishment main-
tained. It is estimated that tWQ
years of pertinent instruction
could be given without repeti-
tion.
The unit CO should inspect
this training frequently. If pos-
sible, he too should try to at-
tend as many classes as pos-
sible. Three benefits result: the
quality of training is main-
tained at a high level, aviators
attending (and the instructor)
realize his keen interest in this
program, and he constantly re-
freshes his own knowledge.
Safety should occupy a mini-
mum of one class period week-
ly. The unit safety officer can
well utilize this period in pur-
suit of his prevention program.
The flight surgeon should be
encouraged to utilize a mini-
mum of one period every other
2
week for aviation physiolQgy
training.
Aviation and industrial safe-
ty classes should be conducted
for maintenance and flight line
persQnnel. Such classes will fa-
miliarize them with the haz-
ards Oof f a u 1 t y maintenance
practices, and assist in the rec-
ognition of safety hazards in
their daily activities in the
shops and on the flight line. Im-
proved maintenance is a boon
to aviation safety.
M a xi mum attendance at
these classes will result in in-
creased individual knowledge
and proficiency and will greatly
improve the unit's ability to
perfOorm its assigned mission.
CQnduct dusk transition for
all local night flights to keep
aviators current and qualified
in night Ooperations. Do not al-
low annual training minimums
to be accomplished in one or
two nights, where a maximum
amount of fatigue can be cou-
pled with a minimum of train-
ing.
Require that all preflight in-
spections, engine starts, take-
offs, and landings be conducted
by checklists. If no function-
al checklists are available, pro-
duce and laminate them locally.
Place them. in the aircraft, and
use them.
Require that weight and bal-
ance be cOompleted and checked
for all flights in all passenger or
cargQ - carrying aircraft. Re-
quire that pilOots report for duty
well in advance of takeoff time
for briefing and an unhurried
preflight.
Conduct carbon monoxide
checks of the cockpits. and pas-
senger compartments of all unit
aircraft. Review the weight
and balance fOorms Oon all air-
craft, and check the fOorms
against an inventory and physi-
cal weigh-in Oof each aircraft.
Ensure that all aircraft are
within required c.g. limits be-
fore and during flights.
RemQve all aircraft not in
flyable cOondition from the flight
line as soon as possible. Do not
remove them from the mainte-
nance area until all mainte-
nance is completed and the air-
craft has been test flown and
is serviceable.
Adhere to the aircraft man-
ufacturers' density altitude-
load limitations; post a current-
ly corrected adj ustment to lo-
cal temperature - density alti-
tude in the operations office;
and ensure that all flights are
cQnd ucted wit h i n prescribed
limitations. When local condi-
tions begin to approach pub-
lished density altitude limita-
tions, suspend flight operations.
Require that all aviators ac-
complish periodic written ex-
aminations pertinent tOo opera-
tion and maintenance of each
aircraft in which they are qual-
ified. Every question in the ex-
amination should be answered
cQrrectly. The answer an avia-
tor doesn't know could be fatal
tOo him and any passengers
aboard.
Only the finest aviators in
each aviation unit should be
designated instructor pilots.
Every aviator, regardless of
grade, background, and experi-
ence, should be given a periodic
check ride in every aircraft in
which he is current. Records
should be kept of these check
rides noting deficiencies and
training given to correct them
-initialed by the IP. These de-
ficiencies may eventually indi-
cate trends and provide valu-
able information fOor accident
preventiQn in your unit train-
ing program.
Use skill levels as the basis
for assignment of aviators to
critical missions. Allow only
fully qualified personnel to ac-
complish c r i tic a I missions.
Training should be oriented to
obtain maximum proficiency of
all aviators. Until this goal is
reached, utilize the best quali-
fied aviators for operational
missions; those who are less
proficient should con tin u e
training missions.
Conduct realistic special mis-
sion training to ensure that
aviators selected for special
missions are thoroughly famil-
iar with safe techniques and
practices for conditions that
might be encountered.
Conduct an educational pro-
gram for nonflying personnel.
Be sure that the capabilities
and limitations of all aircraft
are understood. Advise nonavi-
ators of the affect of weather
and darkness upon the opera-
tion of aircraft. The most ef-
fective method of advising non-
flying personnel of aircraft per-
formance is through formal in-
struction and demonstrations.
Schedule proficiency training
to ensure that all training is
progressive, supervised, and co-
ordinated. Conduct stagefield
type exercises, specific air work
exercises, night flights, hooded
flights, and s p e cia I mission
training, so that all training is
productive and dedicated to
combat readiness. Every flight
should be a training flight.
Army A viation was not con-
ceived for the benefit of the
aviator-the reverse is true.
The above suggestions are
based upon highly satisfactory
experience in an operational
unit. These points, along with
numerous others, made it pos-
sible for a topographic aviation
unit (probably the most haz-
ardous flying duty conducted in
continental U. S.) to fly 20,000
accident free hours. This indi-
cates that unit commanders can
and must take steps respective
to safety while accomplishing
the unit mission.
Don't neglect to utilize the
YOUR LIFE DEPENDS ON IT!
flight surgeon and the unit
safety officer. Apply their tre-
mendous skills to the training
mission. Back up their recom-
mendations, and safety theo-
ries will become a reality. Safe-
ty is an all encompassing field,
and every aspect of aviation is
intricately involved. Use all per-
sonnel, all the facilities, all the
imagination at your disposal to
improve your operation. Visit
o the r services and installa-
tions; consult civilian agencies;
think, talk, act "safety." Eval-
uate your operation with re-
spect to the unit mission; for-
mulate acciden t preven tion
procedures, evaluate the m ,
adopt the appropriate proce-
dures. Implement them with
your utmost vigor; make them
w 0 r k. Continue to evaluate
your operations and training.
Improve safety practices. Make
safe operations one of your
New Year's resolutions. Elim-
inate those accidents. Your life
depends on it.
?:ltaul<s, eaptaiu!
A
NA VY CAPTAIN recently
acted as a "pathfinder" for
an Army helicopter in trouble
over Washington.
An H-21 crew with 8 pas-
sengers on board experienced a
loss of power, and a red warn-
ing light indicated engine trou-
ble. At the same time, Navy
Captain John W. Crowe, a for-
mer helicopter pilot, was driv-
ing along the George Washing-
ton Memorial Highway, occa-
sionally glancing up at the hel-
icopter with a bit of envy con-
sidering the traffic. He noticed
the Shawnee's t r 0 ubI e and
quickly stopped about 30 cars
to allow the pilot enough room
to land.
The pilot made an excellent
landing on the highway (the
only clear spot for miles). No
injuries, no damage - just a
monumental traffic jam! To
round out his good deed Cap-
tain Crowe took three of the
passengers back to the Penta-
gon. After a thorough check,
the H-21 was evacuated in a
couple of hours. Traffic started
to move, and Washington re-
sumed its normal hectic pace.
As a postscript to this inci-
dent, it is interesting to note
that the magnetic chip detector
cockpit warning light was ac-
tivated as a result of normal
eng i n e wear, i.e., sufficient
met a I fuzz collected on the
magnetic detector to cause ac-
tivation. The total engine time
was 592 hours - just 8 hours
before change.
3
A place for every tool
W
HAT SEEMS TO BE in-
formation that every me-
chanic instinctively knows of-
ten turns out to be carelessness
or ignorance on the subject of
hand tools. Even if you're an
old timer at this game it will
payoff if you review the infor-
Professional mechanic at work
4
EVERY
mation outlined here.
Volumes have been written
on the proper use of hand tools,
but the feeling still persists
that hand tools are so simple
that no one need bother to point
out the right and wrong ways
of using them.
Tools required
TOOL
IN ITS
PLACE
The care, handling and use of
basic hand tools will be out-
lined here for your guidance
and information. It should pay
off for you ... and Army Avi-
ation.
One of the marks of a good
mechanic is the sound j udg-
ment he uses in caring for his
tools. He prolongs their life
and increases his efficiency and
the quality of his work by keep-
ing his toolbox organized. He
uses each tool only for the pur-
pose intended.
One of the most abused tools
in the aviation industry is the
screwdriver. Many mechanics
seem to forget that there is a
properly sized screwdriver for
every job. Often small screws
are driven home with a giant
driver. The result is a bruised
Th'is article was adapt ed f rom
the August 196'0 issue of (( Aero-
space Accident and Maintenance
Review. "
slQt. In particular, Phillips and
Reed & Prince screws take the
worst beating, usually because
the mechanic is too. lazy to
walk Dver and get the right
driver.
It may come as a surprise to
some people, but the screw-
driver is intended fDr Dne and
only one purpose . . . to loosen
and tighten screws. But too.
many mechanics, especially the
beginners, use it for so. many
Dther purposes that it is the
most misused tool in the box.
The screwdriver with its
slender steel shank and WQod Dr
plastic handle is designed to
take considerable t w i s tin g
force or torque. But it was not
designed to be used as a lever,
and bending force Dn the shank
wreaks havoc with the shape of
the tDol. Used this way it will
bend or break.
Rem e m b e r, the tip Df a
screwdriver blade is specially
tempered to. make it hard. And
the harder it is, the mDre easily
it will break if used as a pry.
A bent shaft is difficult to make
perfectly straight. If there is a
wobble in the shank, the driv-
er's efficiency is impaired caus-
ing the blade to slip from the
screw slo.t. This can damage
the surface Df the part being
worked Qn and cause dQllar IDSS.
Never hammer Dn the end of
a screwdriver. It's not meant
to. be used as a chisel, punch Dr
drift. However, there are cer-
tain conditions under w h i c h
you will have to. tap the screw-
driver lightly. Let us say that
YDU have to' remove a rusty
screw where the slot is filled
with dirt Dr grease. In this
case it would be all right to tap
gently o.n the butt o.f the screw-
driver, hDlding it at an angle
to. the slot. Then yQU might
want to. tap the tool gently into
the SIDt fQr a snug fit.
However, befDre YDU do. any
tapping o.n the handle, be sure
that you have a screwdriver
that has the steel shank ex-
tending through the handle. If
you hammer on a screwdriver
without this type Df shank, YDU
will mDst likely split the handle
and .the screwdriver will be
wQrthless.
TDQ much emphasis cannQt
be placed on selecting a screw-
driver that has a good fit in
the screw slot. This nQt Dnly
EVERY TOOL IN ITS PLACE
prevents the screw slot from
becoming burred or bruised and
the blade tip frDm being dam-
aged, but reduces the force re-
quired to. keep the screwdriver
in the slQt.
The tip Qf a correctly grQund
screwdriver should have the
sides of the blade slightly
tapered for a short distance
back of the tip. HQwever, it
Co.Sts more mQney to. grind a
blade like this, so mDst manu-
facturers taper the blade out
to. the shank body. A gQod
trick is to dress the blade on
an emery wheel so that the
faces taper in very slightly.
A screwdriver blade grQund in
this manner will stay down in
the screw Slo.t even when severe
tDrque is exerted. A blade that
tapers out from the tip, espe-
cially if the taper is extreme,
has a tendency to. rise out of
the Slo.t whenever a severe
twisting motion is placed on it.
There is Qne type Qf heavy-
duty screwdriver made with a
square shank. The shank is
extra strong and extra large,
designed to be torqued with a
wrench, not a pair Qf pliers.
Under no circumstances use
The screwdriver was not designed as a lever, nor to be used as a chisel, punch, or drift
6
DECEMBER 1960
pliers to twist a screwdriver!
There are many kinds of
hammers, but the one most
used by aviation mechanic3 is
the ball peen. As simple a tool
as the hammer is, there are
still many "dull tools" who
don't know how to use it cor-
rectly. Most beginners have a
tendency to hold the handle too
close to the head. This is known
as choking the hammer. Hold-
ing the hammer thusly re-
duces the force of the blow and
makes it harder to hold the
hammer head in an upright
position.
When you have to, use a
hammer on a machined or pol-
ished surface, always protect
that surface with a piece of soft
brass, copper, lead or hardwood.
For certain classes of work
special hammers are m.ade from
rawhide, plastic or soft copper,
to protect the surface of the
piece being worked on.
N ever use the butt of the
hammer handle for bumping,
such as tapping a bearing race
in to place. This practice may
split the handle and ruin the
tool.
It's good practice to give your
hammers a bath now and then.
Use solvent and wipe them off
with a clean cloth. A clean tool
is a safer tool!
Pliers are next on the list.
They are also on "the list" of
many supervisors who hate the
very sound of the name. No
tool in your box can ruin more
work than a pair of pliers.
Pliers should never be used
on hardened surfaces to tighten
or loosen a nut. If you do use
them on such a hardened sur-
face, you will dull the teeth and
the pliers will lose their grip.
There is a wrench made for
nearly every job of torquing.
Think of a pair of pliers as a
6
holding tool, never as a torqu-
ing tool.
Clean your pliers regularly,
and put a drop of oil on the
j oint pin now and then. Pliers
will rust, and rusty pliers are
inefficient tools.
The great variety of
wrenches available makes their
use a matter of serious concern.
Some special types of open-end
wrenches have the angle of
opening at 75 degrees and
others are set at an angle nf
90 degrees. There are also
special, thin, npen-end wrenches
that have extra long handles
that allow you to, work in nar-
row spaces. Be sure that you
never use this type of wrench
for any job that requires a lot
of torque, because the handles
are not designed to withstand
heavy leverage.
Here are a few simple rules
for the use nf open-end
wrenches:
Be sure that the wrench fits
the nut head.
When you start to torque a
nut, be sure that the wrench
seats squarely on the sides of
the nut.
Pull on a wrench - never
push unless it is absolutely
necessary to complete the job.
Pushing a wrench is dangerous.
The threads could break loose
unexpectedly, and you'd wind
up with some hide off your
knuckles.
Although adjustable
wrenches are especially conven-
ient at times, they are not
intended to take the place of
standard open end, box or
socket wrenches. Smaller ad-
j ustable wrenches are princi-
pally designed to be used when
you encounter an odd-sized nut
or bolt.
Adj ustable wrenches are not
built for hard service. They
just won't take torque and
should not be used in aircraft
maintenance when an open end,
box end, or socket wrench is
available and will do the job.
The best feature about a box
wrench is that it can be used
at close quarters. Another ad-
vantage is that there is little
or no chance of a wrench slip-
ping off the nut or bolt.
There is one disadvantage in
using box wrenches. Working
with them is slower than with
other types of wrenches. Each
time the: nut is backed off, the
wrench has to be lifted up and
fitted to the head of the work.
Use the box wrench to break
loose tight bolts, or to. snug up
work after the nut has been
seated.
The socket wrench is the big
factor in making a mechanic's
work easier. One thing to keep
in mind when using the socket
wrench is that it should never
be overstressed. Never use an
extension on a socket wrench
to increase torque. Always use
a socket that's big enough for
the job . . . and by that, we
mean the drive size. Don't be
in a hurry and use a half-inch
drive socket when it will take
only a minute to get a three-
quarter drive that's built for
the heavy job.
There has been much conj ec-
ture in certain high places as
to the proper use of the word
"spanner," as opposed to "span-
ner wrench." The British call
almost any wrench a spanner,
but spanner wrenches as we
know them are special wrenches
for special jobs. They do not
come under the classification of
tools for the average kit.
There are several types of
spanner wrenches. The "hook
spanner" is for round nuts
which have a series of notches
cut in the outer edge. The "U"
spanner wrench has two lugs
in its face to fit notches cut in
the face of the nut or screw
plug. "End spanners" resemble
a socket wrench, but have a
series of lugs on the end that
fit into corresponding notches
in the work. Then there are
"pin spanners" that have a pin
instead of a lug. The pin fits
into a round hole in the edge
of the nut. "Face spanners"
are similar to "U" spanner
wrenches except that they have
pins instead of lugs attached
to the faces. Call it "spanner"
or call it "spanner wrench," but
be sure you have the right tool.
Spanners are special tools!
"Torque" in mechanics is the
product of force (weight) times
distance, and is expressed by a
combination of units of weight
(force) and distance, such as
inch ounces, inch pounds, Dr
foot pounds. In this age of
high perfDrmance aircraft and
even higher performance mis-
sile vehicles, the torque wrench
is one of the most critical items
in the technician's inventory.
To safely perf orm mainte-
nance on any of Uncle's equip-
ment, torque handles should be
used to obtain predetermined
torque values on all types of
fasteners wherever torque con-
trol is required.
Predetermined. torque values
applicable to Army Aviation
hardware are listed in tables
included in the various general
hardware TM's, while specific
applicatiDns may be found in
the airframe main tenance
manuals and engine overhaul
manuals.
It must be borne in mind
that, unless otherwise specified,
threads of nuts and bolts will
be clean, dry and free from
grease when torque-tested. An-
other item to, remember when
torquing a fastener is to apply
the pulling force with a smooth
EVERY TOOL IN ITS PLACE
Spanners are special tools
and steady motion. A fast or
jerky motion will inevitably
result in an improperly torqued
fastener. In many torquing ap-
plications an adapter or an ex-
tension will be required. Use
of these items will affect the
predetermined torque value and
must be compensated for. A
mathematical formula has been
developed to compute the cor-
rect torque settings. That and
much other helpful torque in-
formation is thoroughly dis-
cussed in TO 32B14-3-1-101.
Only a currently calibrated
torque handle will give satis-
factory results. These tools
must be tested and calibrated,
if necessary once a month or
more often if usage necessi-
tates, by field maintenance or
depot activities. Repair of tor-
que handles is not authorized
at the organizational nlainte-
nance level.
The torque handle, when not
in actual use should be care-
fully shelved, nDt left to- bang
around in a tool box. It is a
piece of precision equipment, so
must be treated gently to ob-
tain the best results.
Now that you have been ex-
posed to the various types of
wrenches ordinarily used by
mechanics, you probably are
wDndering how you are to
choose the right wrench. Shall
it be an open end, box, or
socket? Only experience will
teach you this ... experience
and a little good common horse-
sense. However, there are a
few simple rules that will help
YDU. The type of job to be done
and the location and number of
nuts or capscrews to be worked
can be the basis of tool selec-
tion. When there-are a number
of nuts of the same' size to' be
loosened, use the proper socket
wrench. For instance, if you
were to pull the head on an
auxiliary power unit, YDU would
first break the stud bolts loose
by using a socket on a hinged
offset handle, with the handle
bent at about 90 degrees for
leverage. Then, after the bolts
were broken loose, the hinged
handle would be brought up to
vertical and the bolts would be
finger-removed. For installing
an oil pan, a speed-wrench
would be best. Not much fDrce
is required and the wrench is
fast.
For fuel lines, oil lines, hy-
draulic systems and linkage,
open-end wrenches are best, be-
cause little leverage is required
to work them.
This is important: On Army
Aviation equipment there are
many knurled nuts. These nuts
are not designed to be torqued
to more than a few pounds.
N ever use a metal wrench on
a knurled nut. You will find
7
DECEMBER 1960
Working from a toolbox looking like this is unprofessional
leather strap wrenches avail-
able fOor the job. Take a minute
extra and get the right tool.
Put a metal tool on a knurled
nut and you ruin it.
Much of this may sound ele-
mentary to you experienced
hands. But, day after day, it
is the so-called "experienced"
hand who is fluffing up the job
with the wrOong tool carelessly
used. The one big block seems
to be the human brain. Stop
and think a minute ... that fuel
line yOou overtorque may be on
an aircraft carrying you . . . or
someone you know. The pro-
fessional mechanic takes pride
in his work and uses the proper
tool cOorrectly.
HU-1D , 0 Be Produced
A $7,000,000 CONTRACT has
been let calling for produc-
tion of an undisclosed number
of turbine-powered HU-1D heli-
copters.
Basically, the HU-1D is an
enlarged fuselage version of
the HU-1B, with an increased
fuel capacity. Relocation of the
fuel cells increases available
cabin space.
Superintendent of Documents
U. S. Government Printing Office
Washington 25, D. C.
The HU-1D accommodates a
pilot and up to 12 fully equipped
soldiers, a 50 % increase over
the B model. The new seating
arrangement permits the troop
commander to be in constant
direct communication with both
his troops and the pilot.
With the new model, all per-
sonnel can now view the land-
ing area while aloft and are
Please enter my subscription for one year (twelve issues) for
ARMY AVIATION DIGEST.
(Please check which)
I enclose payment Oof
o $2.25 for mailing to domestic or APO address.
o $3.00 for mailing to foreign address.
Narne _____________________________________________________ _
Address ___________________________________________________ _
(Please print)
(Make check, postal or money or der payable to Superintendent of Documents.)
8
better oriented on debarking.
Unloading of troops and sup-
plies has been speeded up by
the new seating arrangement
and enlarged doors.
Making maximum use of ex-
isting HU-1A and HU-1B hard-
ware, the HU-1D lends itself
to current production tooling
and techniques.
and keep the DIGEST long
enough to enjoy its benefits.
Get a personal copy by using
the order blank at left. Your
wife will enjoy reading it, too.
"Go" Pills and the Army Aviator
Lieutenant Colonel Spurgeon Neel, MC
T
HE AMPHETAMINE
DRUGS are becoming more
popular among physicians and
laymen. Bearing such t r a d e
names as "benzedrine," "dexe-
drine," "dexamyl," and "me-
thamphetamine," they are com-
monly referred to as "go" or
"pep" pills.
Chemically, the ampheta-
mines are closely related to.
adrenaline and ephedrine, stan-
dard drugs long used in medi-
cine. Amphetamine is valuable
in the treatment of several con-
ditions, but three actions are
of mQst interest in aviation
medicine: (1) shrinking of mu-
Co.US membranes; (2) improv-
ing alertness and delaying signs
of fatigue; and (3) dulling ap-
petites.
Amphetamines are used pri-
marily to. shrink swo.llen nasal
muco.us membranes incident to
the co.mmo.n Co.ld. The familiar
benzedrex* inhaler is part o.f
the personal kit o.f mo.st avia-
tors. Its proper use helps to
prevent Qbstruction of the Eus-
tacian tubes and blo.ckage of
the middle ear. In certain in-
dividuals the us,e of the benze-
drex inhaler may cause mild
irritability and "jumpiness,"
but little more than caused by
drinking too. much coffee. This
*The formula for "benzedrine" in-
halers was changed several years ago
when their use was abused by poten-
tial drug addicts.
use o.f amphetamine is both
beneficial and safe for the
Army A via tor.
Much less medical consensus
exists regarding the second use
for amphetamines: improving
alertness and delaying the signs
of fatigue. The Germans ex-
perimented with such use, along
with sedatives, in reducing the
impact of the normal daily
sleep-wakefulness cycle on the
combat effectiveness of certain
of their elite units. On occasion,
crew members of the USAF
Strategic Air Command are
given these drugs under strict
medical surveillance, when re-
quired to perform pro.longed
missions. When so used, the
"go." pill is usually administered
befo.re refueling and before
landing.
"Go" pills do not put any-
thing into. the physiolo.gical sys-
tem Qf the man. They are no.t
foods and provide no energy.
They do delay the onset o.f
signs of fatigue and the de-
crease of muscular and mental
performance. We have no' evi-
dence that they actually im-
pro.ve perfo.rmance; they mere-
ly delay the deere'ase due to
fatigue. In essence, the indi-
vidual taking amphetamines is
dipping deep into his physio-
logical reserve, which must be
eventually restored. This is
similar to continuous use o.f a
battery without recharging. It
means that amphetamines can-
not be used indefinitely and
that adequate rest must be
ensured after the emergency
period has ended.
Those who have taken am-
phetamines are familiar with
the "rebound" phenomenon, o.r
letdQwn, as the drug wears off.
This is further evidence that
these drugs mask fatigue,
rather than prevent it. In the
military situation (or any
o.ther) care must be taken,
when these drugs are used, to
prevent this letdown while the
emergency situatiQn still exists.
With the increased Po.PU-
larity of the so-called "pep
pills" some tendency prevails
to use them to co.unteract the
effects of Qverindulgence. Taken
"the morning after" to counter-
act the depression of hang-
overs, they are used as a
"substitute" for adequate rest.
These abuses of the drugs are
condemned. Drugs must never
be used as substitutes for ade-
quate rest or temperance.
Is there any justification fo.r
the use of these drugs in Army
Aviation? This is a combined
command-medical decision
which must be made on the
spot. One can envisage many
military exigencies, wherein
a via to.rs may ha ve to fly re-
peated missions fo.r prolonged
periods without adequate rest.
As always, the military mission
9
DECEMBER 1960
is paramount, and everything
possible (medical and nonmedi-
cal) must be done to ensure
successful accomplishment.
Should military use of am-
phetamines to extend perform-
ance during emergencies be-
come necessary, certain rules
must be observed. The pills
should be administered by flight
surgeons and used under strict
medical surveillance. They
should not be handed to indi-
vidual aviators with instruc-
tions to "take as you feel you
need them." This. may lead to
overdos.age, hoarding for later
use when they may not be in-
dicated, or even be dangerO'us.
Short-acting amphetamines,
rather than the prolonged ac-
tion type, are best for military
usage. ShO'rt-acting drugs fa-
cilitate management and adap-
tation of dose schedule to' actual
minimal requirements. Should
a prolonged period be covered,
several short acting pills are
still better than one IO'nger act-
ing drug.
The aviator should be "pre-
tested" O'n the drug to' be used
before giving it for an opera-
tional mission. Each individual
reacts in his O'wn way to each
medication. Giving the drug in
advance of its actual need pe.r-
mits both the aviator and the
medical officer to observe the
type and degree of effect Dr
reaction. Based upon this data
the proper amount of the drug
may be prescribed at the proper
time should it become neces-
sary.
Both the commander and the
flight surgeon should realize
that use of ampheta.mines to
extend the O'peratiDnal capa-
bility of the m.an-machine sys-
tem is an indication that the
system is inadequate for the
mission. EffO'rts should then
be made to imprDve the system
10
so that reliance upon drugs will
become unnecessary. Such use
of amphetamines should be
documented so that corrective
action may be taken.
One last warning regarding
the operational use of amphe-
tamines: the physiological re-
serve expended must be re-
placed. Adequate rest and
nourishment must be provided
the aviator at the termination
of the emergency situation.
Normal rest is preferable to
that induced by sedatives, but
the latter may become neces-
sary in extreme situations.
Close medical surveillance is
necessary when a sedative is
given while residual effects O'f
a stimulant exist.
Army A via tors are extreme-
ly weight conscious and fre-
quently request aid in losing
weight. While "pep" pills are
widely advertised as beneficial
in weight reduction programs,
they are only an adjunct or
"crutch." Pills are a poor sub-
stitute for will power; and in
the case of the Army Aviator
it is difficult to justify their
use for this purpose.
One specific practice should
be avoided. Frequently wives
of Army A viators pass their
medications on to their hus-
bands. While the drug in ques-
tion is beneficial and safe for
the person for whom prescribed,
it may not be safe fO'r the flier.
Thus, a wife taking ampheta-
mines as an adj unct to weight
reduction should not share the
pills with her aviator husband
for the same or any other pur-
pose.
Like most drugs, ampheta-
mines may have undesirable
side effects. The most common
is the increased irritability or
"jumpiness." The degree of
this effect varies widely, hence
the reason for "pretesting" on
the ground. Insomnia may fol-
low use of the drug, and may
interfere with adequate post-
mission rest. This is reduced
by use of short-acting drugs,
and proper timing of doses
with relation to normal sleep
periods.
The loss of appetite which
accompanies the use of amphe-
tamines, while of advantage in
weight reduction, is a distinct
disadvantage in the mainte-
nance of proper nutrition. Ad-
verse hypertensive effects of
the drug, while of less impor-
tance to military pilots than to
civilians due to strict selection
procedures, must be recognized.
Allergic responses to ampheta-
mines are uncommon; but they
do occur and may be quite
severe. Here again the need
exists for pretesting under
medical surveillance.
SUMMARY
"Go" pills have a place in
military medical practice and
operations. They should be
prescribed only by the flight
surgeon, and used only when
needed and after careful pre-
testing on the ground. They
should be of the short-acting
type, and adequate rest should
be ensured following their use.
They must never be used to
counteract the effects of intem-
perance, inadequate rest, or
other drugs. Use of "pep" pills
in conjunction with weight re-
duction programs for Army
A viators is not indicated. The
prescription of an adequate diet
and proper physical activity is
the only sound basis for weight
reduction. Self-medication is to
be avoided. It has been said
that the aviator whO' treats
himself has a fool for a patient
and a fool for a doctor. We
don't need either in Army
Aviation.
MOS 907 Course
G
ROWTH IN ARMY A VIA-
TION has increased de- '
mand for personnel in support
activities. This demand is in-
tensified by the current attri-
tion rate of trained personnel.
Airfield operations units, for
example, are experiencing a
shortage in qualified flight op-
erations specialists (MOS 907).
The present system of on-the-
job training has not been ade-
quate in some cases to provide
enough fully qualified person-
nel to fill the vacancies. As a
local answer to this problem,
the Airfield Command at Fort
Rucker has initiated a course,
comprehensive in s cop e al-
though not . in complete detail,
for MOS 907 training.
Years ago the flight opera-
tions sergeant for an aviation
section supporting a combat
unit was trained only for a par-
ticular branch. The need for a
separate MOS code to make as-
signment of flight operations
M/ Sgt Robert R. Young
personnel without regard to
branch requirements resulted
in establishing the 907, Flight
Operations Specialist. Those in-
dividuals well trained on the
job with aviation element s
[whether an Infantry Opera-
tions Sergeant (113) , Armor
Operations Sergeant (131), or
other] were converted to MOS
907. With their past experi-
ence there was no need for ex-
tensive transition training.
N ow we are losing many of
these qualified 907s through re-
tirement. Their replacements
in most cases know only one or
two phases of the overall mis-
sion. For example, let us use
the sergeant who entered the
aviation field" on re-enlistment
due to an overage of his past
MOS. He is assigned to the Air-
craft Scheduling Section of a
m a j 0 r airfield. : After two
months, in accordance with di-
rectives, he is awarded MOS
907, despite having only the ex-
perience of flight scheduling.
Shortly thereafter, the ser-
geant is levied for an overseas
assignment. On completion of
the move, he is faced with such
problems as operating a flight
dispatch center, maintaining
the assigned aviators' flight
records, the knowledge of prin-
ciples and rules of aviation, the
capability and limitations of
aircraft, and ability to assist
in establishing landing areas in
the field. We could go on, but
already we've lost the sergeant
who knows only the mission of
scheduling learned on that last
assignment when he picked up
the 907 MOS. Should he admit
defeat and face reclassification
or give it an honest try, "know-
ing that a mistake can be fatal
in this field?
1I1/ Sgt Young is F l7:ght Opera-
tions Chief, Airfield Command at
Cairns AAF, Fort R'1c7ce'r, . A lfl.-
barna.
11
DECEMBER 1960
PROGRAM OF SUBJECTS CHART
(Total Subjects: 36; Total Hours: 109)
SUBJECTS
Orientation
Aircraft Identification and Familiarization
Weight and Balance
Ground Handling of Aircraft
Aircraft Characteristics
Mission and Organization of Army Aviation
Flight Operations Facility and Coordinating Duties
Administration
Individual Flight Record Files
Ratings and Instrument Certificates
Flying Requirements, Flying Time, Duty,
Proficiency and Logging
Crash Rescue
Search Rescue
Accident Reporting
Radio and Procedure
Military Flight Service
Air Traffic Control
Air Route Traffic Control
Flight Regulations GFR-VFR
Flight Information Publications
Jeppesen Manual
Aeronautical Charts
NOTAMS
Navigational Aids
Methods of Navigation
Radio Aids to IFR Navigation
E6B Computer
Weems Plotter
Basic Weather Theory
Weather Sequence / Winds Aloft
Weather Hazards to Flight
Reading Weather Maps
Weather Section of DD Form 175
VFR Flight Planning with Practical Exercise
IFR Flight Planning with Practical Exercise
IFR Section of CAR 60, AR 95-1, AR 95-2
and <3learance Rules
Parachutes
Study Period
"'Other references used include films and local
directives.
;
l:l
TIME
(In Hours)
TEXT REFERENCES'"
1
1
2
1
2
3
1
2
1
1
2
1
1
1
1
1
2
1
4
3
2
1
2
3
2
2
5
1
4
6
2
1
2
20
20
2
1
1
Films
FM 30-30; FM 57-35
Vault File #38-957-2
AR 95-85
ATC Man. AB 27230
TT 1-100-1; FM 1-100
FM 1-5; TT 1-100-5
AR 95-Series; AR 340-15; AR 345-200
AR 95-64
AR 95-63; AR 95-67; AR 600-106
AR 95-1; AR 95-4; AR 95-32
FM 1-100; SR 95-50-1
SR 95-40-1; SAR Handbook dtd. 1 Jun 57 (CONARC)
AF
TBA VN 8, AR 95-3; AR 385-40; DAP 95-5
TM 1-215; Signal Manuals
AR 95-11
FAA Manuals, J epp Manual
FAA Man. ARTC J epp Manual
CAR 60; AR 95-1; AR 95-2
FAA Flight Info. Pub. AR 95-14
Jeppesen Manual
FM 1-100; TM 1-225
FIt. Info. Pub.
FAA Manuals; TM 1-225; Jepp Manual, School
Vault Files
FM 1-100; TM 1-225
FAA Manual and Navaids; TM 1-225
TM 1-225
TM 1-225; Instruction Sheet
TM 1-300; School Vault Files
TM 1-300; School Vault Files
TM 1-300; School Vault Files
TM 1-300; School Vault Files
TM 1-300; School Vault Files
Local Flying Regulations; AR 95-1; AR 95-2; AR 95-14;
AR 96-20; CAR-60; School Vault File 2-635-2
Local Flying Regulations; AR 95-1; AR 95-2; AR 95-14;
AR 96-20; CAR-60; School Vault Files
CAR-60, AR 95-1; AR 95-2
AR 95-15; AR 95-1
All References
Another example is the ser-
geant assigned to an aviation
company in support of an ar-
mored division. His experience
as a flight operations specialist
is limited to what he learned
in 6 months of maintaining
flight records and an additional
6 months in a dispatch section.
The aviation company had been
operating wit h on - the - job
trainees for flight operations
personnel. When the sergeant
arrived (a qualified 907 accord-
ing to his record) he was as-
signed the duties of operations
sergeant in the operations sec-
tion.
The following week the unit
went to the field on a CPX. The
operations sergeant's first tasks
were that of establishing a CP
and airstrips. Unfamiliar with
the TOE and mission of his
unit, he could only resolve his
problem through the assistance
of the operations officer. After
moving to the field and estab-
lishing operations, he received
the first flight request: trans-
port 3,000 lbs of ammunition
to specific coordinates, arriving
at a prescribed time. What
type aircraft to use for this
load? Can it land there? What
MOS 907 COURSE
takeoff time would guarantee tions and publications. A train-
arrival at the designated hour? ing schedule was established to
'The sergeant's knowledge of include the required subjects.
aircraft capabilities and limita- The schedule covered a period
tions was inadequate to answer of approximately four weeks.
these questions. He had to Instructors were assigned class-
agree with the operations off i- es based on their experience and
cer's sardonic remark, "Ser- knowledge. Rated aviators and
geant, how in the world did weather specialists were among
you ever get the MOS of a those chosen. Instructors who
Flight Operations Specialist?" are experts on their subject
A thorough course of in- transmit valuable experience to
struction can eliminate these the students as well as theory.
problems. Realizing that inad- Oral instruction is supple-
equate training can cause fail- men ted by pertinent training
ure of the mission and loss of films and slides. Field phones
life and equipment, the Airfield are set up to simulate control
Command at Fort Rucker has towers, dispatch offices, and
set up a course to ensure that Flight Service (FOC) for prac-
their 907s acquire at least a tical exercises.
general knowledge of all the Students are selected from
varied duties associated with Airfield Command personnel
the flight operations mission. who are performing duties of a
A program of instruction was 907.
drawn up, covering every phase After completion of the first
of operations the Flight Oper- course of instruction and a cri-
ations Specialist may encounter tique, some modifications were
in performing his mission. Les- required. 1. Additional time
son plans and outlines were was added to certain subjects,
written using master lesson while others were abbreviated.
plans of the Aviation School, 2. All related subjects were
material obtained from previ- scheduled in a block system
ous operations courses conduct- rather than spread throughout
ed by the Air Force and the the course. (See Program of
current Army Aviation regula- Subjects Chart.) 3. A short ex-
(Continued on Page 23)
Training for 907s includes general knowledge of all duties associated with flight operations.
is
Spectrometer
A
PROGRAM TO determine
the adaptability of the
spectrQmeter in predicting en-
gine and transmissiQn failures
is underway at TransportatiQn
Aircraft Test and Support Ac-
tivity, FQrt Rucker, Ala.
TATSA's Used Engine Oil
Analysis Pilot PrO' gram was
established to determine the
adaptability Qf an Qil analysis
technique to' the Army mainte-
nance system. (See DIGEST,
Aug '60.) Its purpose is to'
provide an early detectiQn Qf
incipient failure of aircraft
engines and transmissiQns
thrQugh periQdic analysis Qf
the Qil's fQreign matter. This
is based on the theQry that
internal engine cQnditiQns can
be determined by measuring
the amount Qf metal particles
in used engine Qil. Such detec-
tion will reduce safety Qf flight
hazards and provide greater re-
liability and econQmy Qf engine
operation.
This program was established
after engineering persQnnel Qf
TATSA made a complete re-
view of the program develQped
by the U. S. Navy. This evalua-
tion by the Navy has definitely
established the technical va-
lidity of the spectrQmetric tech
nique in monitoring the cQndi-
tiQn of engine oil. With further
study and experience, it seems
reasonable to expect that a
significant relatiQnship can be
established between Qil CQn-
tamination and engine condi-
tiQn. A pilot program was
ated with 20 H-34 aircraft en-
gines from the Army A
SchQQI. At the present time,
28 engines and 1 helicopter
14
transmissiQn are in the pilQt
prQgram. The Materials Test-
ing LabQratory at Pensacola
N AS, Fla., analyzes the samples
and notifies TATSA Qf samples
with high metal CQntent.
UpQn the recQmmendation of
TATSA, the TransPQrtation
Ma teriel CQmmand has ap-
proved the establishment of a
spectrographic I a b or a tory at
Fort Rucker to broaden the
Army study of this technique
to' include, eventually, all air-
craft assigned at Fort Rucker.
The spectrQmeter and related
equipment are to be housed at
Cairns AAF in the vicinity Qf
the present TATSA hangars.
After the laboratory is in QP-
eratiQn, the program will be
gradually exp'anded with em-
phasis placed on Qbtaining
statistical and interpretative
experience with all types Qf
reciprQcating engines in the
Army inventory.
As pointed out in the aCCQm-
panying material concerning
the Navy program, this tech-
nique alsO' has long-range im-
plications towards extending
the usable engine life of all
types of engines. (The follQw-
ing material is reprinted frQm
NAVAL AVIATION NEWS,
Aug '60.)
* * *
With the new equipment, ac-
curate analysis is a relatively
simple operation. The sample
bottle is first shaken by hand
and a portion Qf the Qil poured
into the cap. The cap is posi-
tiQned in the spectrometer. A
rQtating wheel electrQde is im-
mersed in the sample. The oil
Qn the wheel is burned by a
spark emitted frQm a pencil
electrQde mounted just abQve
the wheel's rim. As the sample
burns (or is excited, as the
scientists say) it emits light.
The exact wavelengths Qf the
light emitted depend Qn the
elements present in the sample.
The light is separated into a
spectrum by passing thrQugh a
series Qf lenses and a grating.
The light from the spectrum
is "filtered" through slits which
are so placed that they pass
Qnly the characteristic light fQr
the elements of interest. The
intensity of the light passing
thrQugh the slits is prQPortiQnal
to' the amQunt of the elements
present in the sample. Behind
each slit is a phQto-multiplier
tube which amplifies the re-
ceived signal and causes it to'
actuate the "read Qut" dial to
indicate directly the amount of
the element in ppm (parts per
million) .
In the R&D phases Qf the
program, it has been conclu-
sively demonstrated that
through analysis Qf the
metals in used engine oil, im-
PQrtant information Qn internal
wear can be derived. AbnQrm-
ally high iron content indicates
trQuble in piston rings, gears,
etc; high aluminum shows ex-
cess wear in pistons, intake
valve guides, or bearing hQus-
ings; copper and tin denQte
brQnze bushings or bearing
wear; silver-always seriQus in
any significant concentration-
shows master rod bearing
trouble; chrQmium CQmes frQm
cylinder walls. Each type en-
gine has its own peculiar symp-
toms which can be accurately
interpreted Dnly after much
experience with the type. At
present we can tell merely that
something is wrong in an en-
gine. In the future we should
be able to tell what is wrong,
to pinpoint the trouble sO' that,
in many cases, it can be cor-
rected in the field.
Experience has shDwn that
high Dil consumption has actu-
ally simplified the interpreta-
tion of wear metal "symptoms."
For with the oil being "used"
rather than remaining in the
engine, the wear metals tend
to indicate current engine con-
ditions.
It is estimated that approxi-
mately 75% of the in-flight
failures of reciprocating en-
gines are preceded by abnormal
wear in the oil-wetted portions
of the power plant. Results
with gas turbine engines (used
in Mohawk and Iroquois) have
so far been inconclusive. Oil
analysis can only detect trDuble
in the oil-wetted portions Df the
engine. While in the recipro-
cating engine most of the com-
ponents likely to cause in-flight
failure are oil-wetted, it is not
so in the turbine engine. An-
other problem is that some tur-
bine engines do not have a wet
sump, but vent Dil from the
main bearings overboard.
Other potential applications
to be investigated include the
detection of incipient trDuble
in turbo-prDp gear boxes, con-
stant speed drives such as
Sundstrand units and cabin
superchargers.
With the help of oil analysis
used in cDnjunction with other
tests, such as power Dutput and
oil consumption, we can ap-
proach the ideal : No unsound
engine scheduled for flight; no
sound engine scheduled for
overhaul.
New Rotary Wing
Instrument Trainers
In Use at Rucker
A
RMY AVIATION'S first
HU-lA instrument trainers
now are being used in helicopter
instrument flight courses at the
Department of Rotary Wing
Training, Fort Rucker, Ala.
These aircraft have been fac-
tory equipped with dual instru-
ment panels, specially designed
shades (hoods) for blind flying,
additional all-weather naviga-
tional electronics, and auxiliary
fuel tanks. Fourteen HU-lA in-
strument trainers are on hand
at the school. As more become
available, instrument training
in H-34s and H-2ls will be
gradually phased out. The HU-
lA trainer will become Army
Aviation's sole helicopter in-
strument trainer.
The instructor and student
sit side-by-side, facing dual
controls and duplicated :instru-
ments on the first T -shaped
panels installed in Army heli-
copters .. Another seat is located
between and slightly "behind
the instructor and student. This
arrangement permits ~ n ob-
server to watch both t ~ stu-
dent's movements and the in-
structor's corrections.
The extra seat also is used
in the examiners' course, which
teaches instrument-rated avia-
tors to conduct instrument
flight examinations. The in-
First T-shaped panel in Army helicopters
15
Figure 1
structor occupies the third seat
as students conduct practice
examinations on one another.
A hood-type shade is attached
to the right side of the cockpit
and slides forward and down
(fig. 1). This partially blocks
the student's outside reference
but allows the instructor maxi-
mum forward vision (fig. 2).
Snap-on panels (arrows, fig. 3)
supplement the hood arrange-
Figure 2
ment to completely block the
student's outside reference.
A touch of a quick-release
knob snaps the hood back and
up (fig. 4). In training, the
shade is released to simulate
a breakthrough from clouds or
fog. The breakthrough is simu-
lated at about a quarter of a
mile distance and about a 100-
foot altitude from a predeter-
mined touchdown point.
New instruments in the HU-
lA include a glide slope receiver
and a radio magnetic indicator
(RMI). The glide slope receiver
tells the aviator whether he
is making a proper approach
while RMI provides precise
heading information. Other
radio equipment consists of
omni, ILS localizer, marker bea-
con receiver, ADF receivers,
and both FM and UHF receiv-
ers and transmitters.
The aircraft also are equipped
with auxiliary fuel tanks (fig.
5) which allow the Iroquois to
remain airborne without refuel-
ing for 41/ 2 hours instead of 2.
Figure 4, top; Figure 5, boHom
A New Year's Resolution
HELP YOUR NEWLY ASSIGNED AVIATOR
H
OW MANY TIMES have
you heard such comments
as : "What are they teaching
those new pilots at Rucker?
He can't even make a power
approach. Why he can't land
the Bird Dog."
Think carefully; don't be
such a hasty judge. You haven't
always been the "Old Pro" you
are now. Such comments are
prompted by many things. One
is the resentment of a new
member in your unit--it hap-
pens! Second, the recently
graduated Army Aviator may
not have flown an L-19 aircraft
in the last 3 or 4 months. This,
p Ius new surroundings with
operational peculiarities in ter-
rain, weather, and local regu-
lations, leaves the new aviator
on uncertain grounds.
How can you help the new
Army A viator get off to the
right start? First of all, let's
review his training at the U. S.
Army A via tion School. He
started his flying career by
being thoroughly indoctrinated
in basic flight. Next came 23
hours of primary instrument
training by the civilian instruc-
tors under strict Army super-
vision. This phase (A) consis,ts
of a total of 120 hours, plus
21 hours of instrument trainer
instruction.
In phase B the Army takes
over directly for 70 hours of
advanced contact flight. This
includes the same things taught
Captain Elvin G. Baker, Arty
"Old-Timers" plus basic forma-
tion flying. And regardless of
what you have heard, the pres-
ent strips at Rucker are as
difficult as the ones at Sill.
The only portion of phase B
which may leave something to
be desired is the cross-country
time allotted. This has been
deleted and added to phase A
since the instrument phase (C)
was instigated. The new Army
Aviator is expected to get suf-
ficient cross-country training
during phases A and C. How-
ever, a few graduates of phase
B still may not attend the in-
strument phase for lack of
quotas and/or needs of the
Service at the particular time.
During the B phase a minimum
of 10 hours of instrument
trainer instruction is required
to keep the student aviator
familiar with instrument pro-
cedures. Upon successful com-
pletion of this phase, our stu-
dent becomes a full-fledged
Army Aviator.
The instrument phase follows
for most aviators. Here 54
hours of comprehensive instru-
ment training are flown in the
L-20. This includes transitional
training to the L-20. An addi-
tional 20 hours of instrument
trainer instruction are sched-
uled. By graduation, this "3-2"
Army Aviator has completed
nearly 12 months of highly
competitive, concentrated flight
training. This comprehensive
course of flight training is the
most extensive ever taught by
the U. S. Army Aviation School.
Meanwhile our new Army
Aviator has lost some contact
flying proficiency. He sorely
needs some L-19 flying time
under close, constructive super-
vision. He won't need much
encouragement to fly, but his
enthusiasm to "get in the blue"
may cause him to take unneces-
sary chances. A little guidance,
such as assignment of mission
according to proficiency, a good
day-to-day training program,
and setting a good example will
go a long way to avoid any
difficulty and to expedite the
development of the young avia-
tor's potential.
And when the missions are
assigned, don't give the new
pilot all the difficult, undesira-
ble flights; spread the "goodies"
around a little. And remember,
it will do the "Old Pro" good
to keep current in the Bird
Dog, too. Varied assignments
will broaden the new aviator's
experience, resulting in a more
capable individual able to . suc-
cessfully complete your most
difficult missions. Be proud of
your new Army A viator-:...Forl
Rucker is!
Captain Baker was a flin,ht and
academic instructor in the- Depart-
ment of A.dvanced Fixed -Wing
Training before his assignment
overseas.
17
The lightweight (70 lbs) bag can be folded into a package less than
8 inches high (inset). Heavy wire bottom permits water operations.
Plywood "floor" placed in wire allows seat to be used.
Below Left: Sitting position. White tape holds side panel in place
while . engaged in water operation. Right: Zipped up, the fourth panel
offers important safety feature. It would be of great value when hoisting
civilians from disaster area. For normal military operation this panel
remains open.
Air e ~
A
NEW DIMENSION was
operations last spring w
duced at Fort Rucker (see DI
Gen Ernest F. Easterbrook,
Army Aviation Center and co:
tion School, this new rescue de
to offer even greater capabil!
jured personnel. I
The several services use vI
operations, all of which are
mission. The rescue bag is
is light, safe, simple to ope
jority of helicopter hoist res
Lowered and raised by a
this device would have world
not only strictly military ope
land and sea as well. Desi
such a device would be of
civilian rescue operations.
Military equipment and
confined areas by means of
important for medical resc
injury, medical personnel ca
aid and assist in loading t h ~
maximum load capability ha
means that two people can b
important not only in rescuinJ
a time-saver when the time ~
Perhaps the most imporu
is the incorporation of a wir
water rescue. It can be usedl
of the water. When contact is
the rescue bag can be lowerE
person can be floated into Q
Even an unconscious person I
wearing a life jacket which
, position in the water. Once j
Right: While hovering 10(
rescued from water, the bag is I
above general water level. Ope;
or toward person to be rescued.
up the downed person.
led to crash-rescue helicopter
the air rescue bag was intro-
,T, Apr 60). Conceived by Maj
manding general of the U. S.
,ndant of the U. S. Army Avia-
has been re'fined and improved
for rescue of stranded or in-
IS devices for helicopter rescue
for a specialized type of
lltipurpose rescue device that
and nearly ideal for the ma-
)perations.
:h from a hovering helicopter,
military application, involving
-TIS but rescue operations from
'or maximum occupant safety,
benefit in disaster areas for
mnel can be transported into
bag. This capability is
lerations. In cases of severe
lowered to render emergency
lent into the rescue bag. The
n. tested at 530 pounds, which
.nsported at one time. This is
se severely inj ured, but is also
mt is important.
lew feature of the rescue bag
so it can be used for in-
"seine" to scoop a person out
. e with the person in the water,
lout a foot to ensure that the
>oped-up into the rescue bag.
)e scooped-up if the person is
ltains the body in an upright
)ody is inside the rescue bag,
t downwind from person to be
ed to the point where top half is
is held by guide wire into wind
ling forward the helicopter scoops
CRASH RESCUE BAG
FRONT VIEW
SUPPORT STRAPS
AND AROUND BAG
' 0' RING FOR GUIDE
8"
OPEN
SNAP ' 0 ' RING -------tt:r1s---:--------- -J
GROMMETS FOR AIR AND
WATER PASSAGE WHICH
CONTINUE UP THE BACK 6"
' 0' RING
FOR SECURING TO AIC
FLAP
I
63%"
37'11"
12"
114- ----- -
Bag is constructed primarily of canvas and web straps with metal
ring support at top and metal mesh support at bottom.
CRASH RESCUE BAG
TOP VIEW
SWIVEL RING
------36"------.11
MET AL SUPPORT
TO SPREAD TOP
(1/1" METAL TUBE)
Bottom view same as top, less canvas cover and swivel ring. 2-inch
web straps cross under 318-inch diameter, 2-inch mesh brass floor
with metal weight (approximately 15 lbs) in front to sink bag for water
operation .
DECEMBER 1960
Left: Helicopter raises rescued person from
land area. The bag has no tendency to '(pitch
and buck" during this operation. Right: Photo-
graph from inside H-34 showing passenger
emerging safely into cargo compartment. Floor
of bag is locked into place by 2 straps.
there is no tendency for it to
slip out. If this procedure is
not possible, it is a simple mat-
ter to lower a crew member
and have him place the uncon-
scious person in the rescue bag.
The rescue bag is superior to
any similar item of military
equipment because it can be
utilized for a greater variety
of missions and is not special-
ized in function. It can be used
for air and sea rescue missions
involving both military per-
sonnel and civilians. Its pri-
mary limitation is that it can-
not be used for litter patients
who must remain in a fixed
prone position due to their in-
juries.
The recommendation has
been made to fabricate a serv-
ice quantity of these bags for
testing by the proper agency,
and that if found suitable they
be issued to units in the field.
We believe that this device will
mean much to all phases of res-
cue operations-wherever dis-
aster might occur.
New NATO Gun Adaptor Speeds Dual Capability
ERIAL COMBAT and Re-
connaissance Company,
an adaptor (arrows) which en-
Fort Rucker, Ala., has develop-
ed an adaptor (arrows) which
enables the M-60 (NATO) ma-
from the aluminum gun mounts
on its H-13s. (See AVIATION
DIGEST, May 1960.)
The adaptor incorporates gun
elevation and depression from
the cockpit and also cuts the
time required to remove and
fire it by hand from, five min-
utes to a few seconds. The basic
kit (minus adaptor) is present-
ly undergoing user/technical
evaluation.
From The School
CDO
A requirement exists for the
development of procedures and
associated aircraft equipment
to facilitate the tactical air
transport of personnel and
equipment during periods of
low visibility or darkness. To
maintain the tactical security
and integrity of a small air-
mobile force, blackout forma-
tion flight becomes essential.
A study is now in progress to
determine the requirement,
equipment, and doctrine for the
utilization of transport aircraft
under subject conditions. This
study investigates aviation for-
mation flight training; associ-
ated aircraft equipment, such
as "blackout" lights, exhaust
f I a me suppressors, infrared,
lighted helicopter rotor blade
tips, electronic devices; and ex-
isting landing equipment and
procedures.
Two items of associated air-
craft equipment which may be
of particular interest are the
lighted helicopter rotor blade
tips and a new passive infrared
development. The upper por-
tion of the blade tips may be
lighted by using a small air-
driven generator imbedded in
the blade tip, which supplies
current to small incandescent
bulbs. This provides a ring of
light outlining the rotor blade
tips during flight.
A new infrared development,
which enables night vision, con-
sists of a telescopic or televi-
sion system using natural star-
light or moonlight and genera-
tor power as the source of il-
lumination. The feasibility of
using these new developments
to facilitate formation flights
during low visibility or dark-
Current items of interest from Fort Rucker
ness can only be determined by
further testing.
The general con c Ius ion
reached thus far is that im-
proved Army Aviation forma-
tion flight training and associ-
ated aircraft equipment are
necessary. I t is also felt that
further experimentation in for-
mation flight during low visi-
bility conditions is required to
provide necessary experience
factors.
DEPT OF TACTICS
On 28 Septe'mber, photo-
graphers from Life Magazine
were on hand at the U. S. Army
A viation School to take pic-
tures for a future issue. The
shots will emphasize the roles
and missions of the modern
foot soldier assisted by Army
Aviation. Troops and equip-
ment were shown as they were
landed by helicopters. Armed
helicopters of the 8305th ACR
Company laid down deadly ma-
chinegun and rocket fire in the
background. While the airmo-
bile operation proceeded on the
ground, numerous waves of hel-
icopters passed overhead. The
flyby also included the latest
fixed wing aircraft in the Army
inventory: the AC-1 Caribou,
and the AO-1 Mohawk. In all,
some 70 aircraft participated in
the operation.
* * *
The department's Field Ex-
ercise Branch and the 21st A vi-
ation Company recently tested
the glide angle approach light
and the lighting set for Army
aircraft runways, (TB Eng
101). A simulated tactical air-
strip was established on Sod 6
at Cairns AAF. The L-19 Bird
Dog was used for the exercise.
Satisfactory results were ob-
tained. The department antici-
pates future utilization of this
equipment during fixed wing
field exercises at night.
* * *
Listed below is the present
status of various chapters of
FM 1-5, "Army Aviation Or-
ganizations and Employment."
Chapter 6 - "Transportation
Company, Light Helicopter,"
under revision.
Chapter 10 - "Infantry Divi-
2t
DECEMBER 1960
sion Aviation Company," un-
der revision.
Chapter 11 - "Armored Divi-
sion Aviation Company," un-
der revision.
Chapter 13-"Medical Air Am-
bulance Company and Heli-
copter Ambulance Medical
Detachment," AD HOC Com-
mittee on 11 Oct 60.
Chapter 15-"Armored Caval-
ry Regiment Aviation Com-
pany," being staffed after re-
cent return from field review.
* * *
The Department of Tactics
will orient all OFW AC and
ORW AC classes on survival
training, starting in November
1960. Paragraph 28d, AR 95-1,
dated 19 August 1960, directs
the use of survival equipment
under certain conditions. A
standard Army survival kit is
not available at this time, but
FM 21-76, Survival, contains
much valuable information on
this subject.
DEPT OF R/ W
Proposed changes for transi-
tion training in the HU-IA hel-
icopter will appear at a later
date in a new TC 1-10, Transi-
tion Training in the HU-IA
Helicopter.
The salient proposed changes
are:
(1) Transition training as de-
scribed in the TC will be com-
pleted within any given 30-day
period.
(2) Prior to solo flight, an
aviator must have completed a
minimum of 5 hours dual in-
struction.
(3) To be qualified in the
HU-IA, an aviator must meet
one of the two conditions listed
below:
(a) For those aviators quali-
fied in transport type helicop-
ters, a minimum of 10 hours
will be logged as first pilot.
22
(b) For those aviators quali-
fied in reconnaissance type hel-
icopters only, a minimum of 25
hours will be logged as first
pilot.
DEPT OF P6NRI
FM 1-60, Army Aviation Air
Traffic Operations - Tactical,
dated August 1960, is now
available to all units and indi-
viduals requiring its use. This
FM is a guide for commanders,
staff officers, and others con-
cerned with Army air traffic
tactical operations. It provides
a step in the right direction
concerning one of Army A via-
tion's major problem areas:
Army Air Traffic Regulation
and Identification. Users of this
manual are encouraged to sub-
mit recommended changes or
comments! to improve the man-
ual. Comments should be keyed
to the specific page, paragraph,
and line of the text in which
the change is recommended.
Reasons should be provided for
each comment to ensure under-
standing and complete evalua-
tion. Comments should be for-
warded directly to the Com-
mandant, U. S. Army Aviation
School, ATTN: AASPI.
From The
USA Avn Board
Air Transportability Tests
of the Caribou
Have you ever seen an Army
jeep "tailgating" a Caribou?
This unlikely event took place
d uri n g air transportability
tests of the Y AC-IDH airplane
this year by the U. S. Army
Airborne and Electronics Board
at Fort Bragg, N. C. Manned
by crews from the U. S. Army
Aviation Board, Fort Rucker,
Ala., the Caribou was tested for
its suitability to transport com-
bat t roo p s, cargo, vehicles,
weapons, and other equipment
and, in a more spectacular vein,
to provide an aerial delivery
vehicle for paradrops of similar
items.
Aft e r air transportability
tests, modifications to the air-
plane's jump kit were recom-
mended by the A&E Board, and
these changes were incorpo-
rated in the kit at the de Havil-
land plant.
A confirmatory test, recent-
ly completed, proved the YAC-l
with the modified jump kit to
be a very satisfactory and ver-
satile aerial dump truck for
such items as combat-equipped
parachutists in sticks up to 24
in number, air - delivery plat-
forms, A22 and A21 delivery
con t a i n e r s , M38Al l,4-ton
trucks, XM-422 "Mighty Mite,"
M151 trucks, M170 ambulance,
and the XM408 Italian Moun-
tain Howitzer, just to mention
a few. Combinations of these
loads up to a maximum of
6,740 pounds could be trans-
ported and dropped.
A typical dual extraction
drop has the Caribou flying at
1,500 feet altitude at an air-
speed of 110 knots. The jump-
master positions himself care-
fully forward of the load and
free of any entanglement, then
awaits the green light from the
pilot. At the signal, the jump-
master pulls the lanyard which
releases the small extraction
chute from its shackle at the
rear of the cabin.
Flipped outward by pendular
action, the small chute opens
and pulls out the main chute
attached to the first load. This
load, say it's a jeep, then
abruptly departs the airplane
via the "tailgate" (rear ramp),
carrying the chute for the sec-
ond load, also a jeep. As this
(Continued from page 13)
amination after completion of
each major block replaced one
final end-Qf-course examination.
Test questiQns were supplied
by the instructors, who pro-
vided two questiDns each fDr
every hQur O'f their course.
4. At the end of the cO'urse, a
one day flight was scheduled.
The students worked with the
pilQts in filing the flight plan
and fQllowing their en route
canopy deplQYs, the second jeep
SCOQts down the roller convey-
ors and out at a rate faster
than it will ever reach under
its own power, the whole trans-
action Qccupying a matter Qf
seconds. The Caribou resPO'nds
to all this with nO' more than a
shudder.
Parach utists departing frQm
the tailgate as the Caribou flew
at 85 knots found the exit to be
m 0 s t uncomplicated - "j ust
keep walking" - and the Qpen-
navigation. 5. An additiO'nal
object O'f the flight was to' en-
able the students to tour a
major air traffic control fa-
cility.
Do you consider on-the-job
training adequate fDr y 0' U r
Flight Operations Specialists?
If nQt, the establishment of a
907 CQurse might solve your
problems. The PrQgram of Sub-
jects Chart may help you in
setting up YDur school.
F ALCON'S NEST
ing shock pleasantly gentle as
teeth-rattlers gO'. "Skydivers,"
leaping with apparent abandon
intO' inky darkness from 8,000
feet, falling free halfway to' the
ground before using their
chute, landed within a few
yards Df their lighted target.
The Car i b 0' U on occasion
demonstrated its versatility by
landing on the rDugh - hewed
drop ZQne in unison with the
parachutists to relDad and fly
them hO'me. Tailgate, anyone?
Those who desire additional
information should contact Air-
field Operations, Airfield Com-
mand, Fort Rucker, Ala., or the
U. S. ARMY A V I A T ION
DIGEST.
(Until recently Army personnel
with MOS 907 were trained at Keesler
AFB, Miss. When the Air Force dis-
continued that school, the United
States Army Aviation School sub-
mitted a recommendation to USCON-
ARC that this 6-week formal course
of instruction be conducted at Fort
Rucker.-Editor.)
THE BEST GIFT OF ALL
Christmas is a season for giving - giving
prayers for our blessings of the past year, giv-
ing presents to our families and friends.
Army Aviation has been given many things
in the past year - new aircraft, new and better
maintenance systems, new equipment.
During 1960, 42 deaths were caused by
Army aircraft accidents, a sober thought on a
merry Christmas, but one to consider if we
want to be around to enjoy another.
Let's give ourselves, families, friends and
the Army Aviation program the best Christ-
mas gift of all for 1961: ourselves. Be around
and enjoy it. THINK SAFE, FLY SAFE
and a MERRY CHRISTMAS TO ALL!
23
"
T H ~
U . . S, ARMY
BOARD
FOR
AVIATION
ACCIDENT RESEARCH'
L-19A STRUCK TREE during approach to strip.
Incident damage to right wing. No injuries.
H-34C SETTLED during approach. Tail pylon
struck tree, causing incident damage. No in-
juries.
H-21C LEFT MAIN GEAR struck edge of built-
up landing pad during approach. Minor damage.
No injuries.
H-13H DRIFTED TO RIGHT during go-around
attempt. Main rotor blades struck trees and air-
craft fell to ground, coming to rest on its right
side. Aircraft destroyed. No injuries.
L-19E FRONT LOAD shackle adaptor on right
wing broke loose from its bolt and paradrop load
rotated 90 to the left. I ncident damage during
landing. No injuries.
H-13H STRUCK BARBED WI RE during approach
to landing area. Wire was strung between two
mountains at an altitude of 125 feet above the
ground. Minor damage to push pull rods, right
door, bubble and mast.
L-20A WING STRUCK barrier pole during take-
off abort. Incident damage. No injuries.
L-20A LOST POWER during night flight . Loud
knocking and hammering noise heard. Instructor
pilot and pilot parachuted from aircraft. Air-
craft destroyed. No injuries. Connecting rods
found broken in No. 1 and No.2 cylinders.
H-21C FAILED TO FLARE enough during touch-
down from simulated forced landing following
takeoff. Major damage to skin. Longeron
broken. No injuries.
U-1A ENGINE FAILED at 2,OOO- foot altitude.
Forced landing completed with no damage to
the aircraft. No injuries. Materiel failure in
No. 4 cylinder found.
24
H-19D SHIMMIED SEVERELY during running
takeoff for maintenance test flight . Strut bracket
and left cap of front landing gear broken. No
injuries. Suspect shimmy dampers out of align-
men-i'.
H-37A SETTLED INTO TREES after maximum
performance takeoff from confined area. Main
rotor blades struck trees, causing incident dam-
age. No injuries. Suspect turbulence and gusty
winds contributed to settling.
H-23C RIGHT SKID STRUCK SIGN while air-
craft was hovering between ramp and taxiway.
Directional control lost and aircraft spun to right,
landing hard in a rearward direction. Major
damage to tail rotor blades, tail boom, tail skid,
engine snubber, and cross tubes. No injuries.
L-19A STRUCK TREE with left horizontal sta-
bilizer, elevator tip and antenna during low level
simulated strafing and bombing flight . Incident
damage. No injuries.
H-34 ENTERED GROUND resonance during
touchdown after pinnacle landing approach.
Aircraft broke up. Major damage to fuselage,
main rotor system, tail pylon and tail rotor
system. Sudden stoppage of engine and trans-
mission. Two pilots aboard suffered minor lacer-
ations, abrasions and contusions.
H-21C ENGINE EMITTED loud backfiring noise
and engine disengaged from rotors at altitude
of 500 feet over water. Aircraft equipped with
flotation gear and pilot completed forced land-
ing with no damage on water. Cause of engine
malfunction was ruptured diaphragm in car -
buretor.
L-19A WI NG STRUCK parked vehicle while taxi-
ing to ramp after landing. Incident damage.
No injuries.
oct. and nov.
H-13E ROTOR BLADES STRUCK building when
airspeed and rpm were lost during approach.
Aircraft fell to ground and rolled over . Main
rotor blades destroyed. Skids broken. Tail boom
broken and bent. Engine crank case cracked.
Bubble broken. No injuries. Wind 8 knots,
gusting 15 knots.
L-20A LEFT WI NG STRUCK embankment and
aircraft veered into rough terrain during landing
on highway. Aircraft was trapped in small area
of low ceilings, rain and low visibility, before
attempted landing. Major damage. No injuries.
U-1A LANDED HARD and right landing gear
buckled. Major damage. No injuries.
L-20A SWERVED during landing, crossed ditch
and ran over pierced steel planking. Incident
damage to propeller. No injuries.
Hr-23D TAIL ROTOR STRUCK ground during
deceleration at approximate altitude of 15 feet .
Major damage. No injuries.
L-20A ENGINE FAILED during flight . Aircraft
completed forced landing in oat field with no
damage. No injuries. Suspect materiel failure
of exhaust valve in No. 3 cylinder.
H-21 C LOST POWER in flight . Forced landing
completed with no damage. Power loss caused
by failure of gear which drives distributor in
right magneto. No injuries.
H-13G STRUCK TREE during attempted abort
from confined area takeoff . Aircraft fell ap-
proximately 20 feet after striking tree and came
to rest on its right side. Major damage to main
rotor blades, bubble, tail rotor, fuel tank and
frame. No injuries.
H-21C ROTOR BLADES MESHED with blades of
parked H-21. Major damage to 3 sets of rotor
blades. No injuries.
H-34C LOST POWER and oil pressure dropped
to zero during flight . Pilot completed forced
landing with no damage to the aircraft. Exces-
sive smoke from exhaust seen during power loss.
Suspect internal engine failure. No injuries.
H-13H ENGINE RAN ROUGH after takeoff from
field strip. Engine tachometer needle spun and
aircraft lurched. Pilot completed forced landing
with no damage to aircraft. Suspect engine
valve failure.
H-13G ENGINE FAILED during approach to
landing. Main rotor blade flexed into and severed
tail rotor. Accessory gear box broke loose from
engine. No injuries. Cause of engine failure
undetermined pending analysis.
L-20A ENGINE FAILED at 2,SOO- foot altitude
during night flight . Pilot made forced landing
approach to Air Force runway. Aircraft touched
down on overrun and struck raised jet barrier
during landing roll. Major damage. No injuries.
Cause of engine failure undetermined pending
analysis.
L-20A LANDED SHORT. Tail wheel struck
mound of dirt short of runway. Minor damage.
No injuries.
H-13H STARTED UNCONTROLLABLE TURN to
right during hovering flight. Pilot completed
hovering autorotation landing with no damage
to the aircraft. Tail rotor pitch change bearing
failed. No injuries.
L-19A STRUCK TREE while taxiing In tactical
area. Incident damage. No injuries.
25
ON CAMPUS AT USC

air
crash
study goes
A. N IVY WREATHED cam-
oJ.. pus bursting with collegiate
types as varied as the UN
seems an unlikely spot for air-
craft accident investigation.
In reality, however, this one-
world atmosphere of academic
freedom has promoted the ob-
j ective study of aircraft acci-
dents. This is proved by the
growing success of the seven-
year - old A v i a t ion Safety
Course for military officers at
the University of Southern
California. Accident preven-
tion can be taught, not to limit
performance, but to prevent ac-
cidents.
S u c c e s s of the course is
measured in a number of ways.
Recently the FAA instituted a
class for their investigators,
26
following closely on the heels of
a new class for foreign officers.
With the current emphasis in
the services on accident pre-
vention programs originating
at command level, more senior
officers are encouraged to en-
roll. Plans for new buildings to
house the division are beyond
the budget stage and into the
blueprint stage at the Univer-
sity.
The debris - strewn scene of
the crash is a far cry from the
peaceful, rose-bordered South-
ern California campus, but the
subjects under study are the
same: physiology, psychology,
and engineering.
The University is a city of
17,000 students seriously en-
gaged in the pursuit of higher
education, its buildings dedi-
cated to the arts, science, law,
engineering, journalism. USC
has proved an ideal location for
training skilled aviation safety
officers: investigators who will
look for the why and the how
as well as what caused the
crash.
Nearby military installations
provide logistical support for
students, and major aircraft
companies in the Los Angeles
area present opportunities to
observe the manufacture of air-
craft from the design stage to
completion.
The history of this unique
Prepared by the U. S. Army
Board for Aviation Accident Re-
search.
venture toward improving the
safety of flight was explained
by Dr. Carl Hancey, Dean of
University College and admin-
istrator and organizer of the
Aviation Safety Division. The
idea originated with the Air
Force in 1951. Appalled by the
huge losses of personnel and
materiel in the years following
World War II, the Inspector
General urged establishment of
a training center where Air
Force flying s a f e t y officers
would be taught aviation safe-
ty in such a manner as to re-
duce future accidents.
This should be a place where
they could study the' idiosyn-
crasies as well as the capabili-
ties of the aircraft they were
flying; where they would learn
to investigate aircraft acci-
dents with a scientist's zeal and
emerge with methods for pre-
venting s i mil a r accidents;
where they would gather fresh
ideas for revitalizing the air-
craft accident prevention pro-
gram.
Major General Victor E. Ber-
trandias, then Deputy Inspec-
tor General, U. S. Air Force, or-
ganized the program. The Uni-
versity of Southern California
was chosen because it had been
engaged in aeronautical re-
search during the war. It also
possessed a human centrifuge
which could be used for indoc-
trination and research, and was
convenient to the Directorate
of Flight Safety Research.
The University received a re-
search contract 1 September
1952 to conduct a study of the
skills and information needed
by Air Force flying safety offi-
cers. The study was completed
in March 1953, and provided
the basis for the curriculum of
instruction.
Now, more than seven years
later, the program has attained
an international reputation.
AIR FORCE PROGRAM
The first 6-week course in-
cluded classes in aeronautical
engineering, aviation psychol-
ogy, aircraft accident investi-
gation, and educational princi-
ples and techniques. In April
1954, the Air Force requested
that this course be extended to
8 weeks and the 283 hours of
instruction be given in the
same subject areas. This pro-
gram has been carried on con-
tinuously on an 8-week basis
with five classes of officers
graduated each year.
NAVY PROGRAM
In S e pte m b e r 1954, the
United States Navy requested
that the University conduct a
course of training for Naval
aviation safety officers to par-
allel the flying safety officer
course of the Air Force. This
program started in October
1954, and provides for the
training of approximately 125
officers per year for duty at
sq uadron and higher levels.
ARMY PROGRAM
In 1956, the Department of
the Army signed a contract
with the University to conduct
AIR CRASH STUDY
a course similar to that offered
the Air Force and Navy. Ap-
proximately 60 Army Aviators
are trained each year. To date,
more than 300 graduates have
taken their places in Army A vi-
ation units around the world.
Eight weeks in sunny Cali-
fornia would appear at first
glance to be gravy. Don't you
believe it! "Bird watching" at
the feet of Tommy Trojan may
be an absorbing off-duty class,
but the eight weeks of the
Army A viation Safety Course
are crammed. The schedule is
tight from 8 :00 - 4 :00 Monday
through Friday. The average
student will spend from 2 to 4
hours a day completing home-
work . . . and renewing ac-
quaintance with algebra and
physics. At least two Saturday
mornings will be devoted to the
human centrifuge. This device,
largest of its type housed in a
civilian institution, demon-
strates the phenomena induced
by acceleration. Each student
takes his turn riding the cen-
trifuge.
FIELD TRIPS
On-the-scene field trips un-
derscore instruction. A trip to
the USAF Directorate of Flight
Safety Research at Norton Air
Force Base is a graphic illus-
G forces, first hand
DECEMBER 1960
tration of a big headquarters
agency in the aircraft accident
prevention business. Tech-
niques used here are applicable
to Arm y organizations with
similar functions - s u c h as
USABAAR.
A visit to. an aircraft manu-
facturer in the local area gives
students a chance to meet en-
gineers and discuss problems
of design and operation of air-
craft, as well as a chance to
test their knowledge of aero-
nautical engineering.
Under the' progressive lead-
ership of Dean Hancey, the
A viation Safety Division has
taken several giant steps fo.r-
ward in the teaching and broad-
ening of accident prevention
methods. Geo.rge Potter, who
has a background as industrial
psychologist as well as military
and commercial pilo.t, is direc-
tor of the divisio.n. Co.-ordina-
tor is John M. Rogers, who
holds a Ph.D. in business ad-
ministration and has experi-
ence in the foreign service.
AIRCRAFT
ACCIDENT PREVENTION
This course deals with the
overall accident prevention pic-
ture fo.r Army A viatio.n. The
Army class is taught by David
H. Holladay, former Air Force
pilot and safety officer. It pro-
vides the Army staff aviator or
aviation officer with the prin-
ciples, techniques and the tools
for management, supervisio.n
and dynamic support o.f air-
craft accident prevention ac-
tivities.
Some of the obj ectives of
this course are:
1. to relate the history of air-
craft accidents, est a b lis h
"known precedent," the "man-
machine - enviro.nment" rela-
tionship and trace the develo.P-
ment of aircraft accident pre-
vention;
2. to explain the philosophy
of mod ern aircraft accident
prevention;
3. to teach the newest tech-
niques of aircraft accident pre-
vention.
They're after the facts
28
AIRCRAFT ACCIDENT
I NVESTIG,ATION
AND REPORTING
Tho.rough investigation and
accura te reporting of aircraft
acciden ts make or break an ac-
cident prevention program. The
knowledge and skills taught at
USC sho.uld enable an officer to
cond uct scientific investiga-
tions of aircraft accidents and
execute accurate repo.rts. This
course is now taught by Frank
G. (Jerry) Andrews, who re-
cently rejo.ined the University
after two years as an Air Safe-
ty Investigator for USABAAR.
A recognized authority in this
field, Mr. Andrews takes a col-
orful approach to the instruc-
tor's platform, and a practical
approach to field problems. Pre-
accident planning is, a part of
this co u r s e, including such
items as authority and respon-
sibility, crash alarm and wreck-
age Io.cation, methods of reach-
ing the accident scene, use of
g u a r d s, equipment require-
ments, and sample preaccident
plans.
Initial procedures taught for
investigatio.n are inventory of
parts, wreckage diagram, lo-
cating witnesses, news releases,
organizing the investigation
and preservation of evidence.
The student is taught how to
obtain and evaluate witness
statements.
During a field exercise stu-
dents learn about angle of im-
pact and attitude, wreckage
distribution and significance,
distinguishing fir e in flight
from fire after impact, recipro-
cating engines and propellers,
jet engines, structural failures,
and systems failures. They al-
so learn to analyze the evidence
to determine accident causes
and m a k e recommendations.
Pertinent regulations and in-
AIR CRASH STUDY
Left: Psychology in action - Right: Vertigo study
structions for preparing acci-
dent reports are given.
AVIATION PSYCHOLOGY
This course teaches psycho-
logical factors as they apply to
pilots of aircraft. It includes
the scientific study of human
behavior, understanding statis-
tics, predicting performance of
aviation trainees through pre-
selection tests, and predicting
accidents from psychological
characteristics. F act s about
learning and memory, motiva-
tion and emotion, sensation, at-
tention and perceptiO'n are
taught. Teaching this course
is Dr. J. W. Rigney, who holds
a Ph.D. in aviation psychology
and has. a background in ind us-
trial psychology.
AERONAUTICAL
ENGINEERING
This is the course that re-
quires the taking-out, dusting-
off, and oiling-up of half-for-
gotten algebraic formulae, trig-
onometry and physics. The
course furnishes students with
technical engineering training
which emphasizes critical areas
of flying and maintenance op-
erations. A former service pilot
and industry engineer, Robert
Morrison is the instructor for
this Army course.
The aircraft s t r u c t u r e
studies include strength and
specified requirements, 1 0' a d
and s t res s, deflection and
strain, stress strain diagrams,
material properties, and fatigue
and its causes. Recognition of
fatigue type failures and de-
termination of design deficien-
cies is an important part of
this course.
Bas i c aerodynamic forces,
such as atmospheric properties,
Bernoulli's Law, and subsonic
airflow are included for study.
Students also learn about
flight loads, ground loads, and
strength limitations.
Students are taught to ana-
lyze airplane performance and
study stability control. A high-
ly specialized portion of this
course is helicopter engineering
when rotor lift theory, power
requirements, and efficiency
are studied.
AVIATION PHYSIOLOGY
Twenty - six hours dealing
with the medical subj ects are
given by Dr. Toby Freedman,
whose background includes N a-
val service as a flight surgeon
as well as a hospital medical
director. Aviation physiology is
taught to develop recognition
of the factors which apply to
man flying. Human stresses
such as vibration and noise; nu-
trition; illness; and the effects
of drugs, alcohol, and tobacco
are related to accident preven-
tion. Subjects covered range
from respiration and vision to
effects of hypoxia. Recently,
emphasis has been put on fa-
tigue, obesity, and heart dis-
ease as it affects pilots.
CONCLUSION
Loss of life and fantastic dol-
lar costs from preventable acci-
dents should be unacceptable.
The USC on-campus course has
mad e believers of over 300
Army flying officers: accidents
can be prevented. But the why
of the air crash is needed first
before steps can be taken to
stop the next one from occur-
ring. These whys and these
steps can be taught, but only if
you stay on top of the problem.
The latest in medical, psycho-
logical, technical, and engineer-
ing know - how is necessary.
What better spot to learn this
than a booming, big-city uni-
versity in the full time business
of teaching.
29
So You Lucked Out
H
ow LONG has it been
since you flew VFR in IFR
conditiOons? The honest amOong
us will not fudge . . . too re-
cently. And you lucked out,
vowing on touchdown tOo take
the cure. Never again.
The guts - over - power route
taken by the Pittsburgh Pi-
rates sometimes wOorks (it cer-
tainly did for them), but in the
case of the Army AviatOor pow-
er is Oon yOour side. Yours is the
power to decide Oon a positively
contrOolled IFR flight when the
weather fouls.
As we on the A and R (Anal-
ysis and Research) desk leaf
30
sadly through a newly assem-
bled accident investigation re-
port, tOoOo often we stop to won-
der hOoW a well trained guy clob-
bers his aircraft in what ap-
pears to be an unnecessary
accident. But thinking back a
bit, how many times have we
survived a touch of poor judg-
ment? How many times have
you? When was the last time
you followed a railroad track,
only tOo have it disappear into a
tunnel?
It's flagrant misuse of the
old brain power tOo file VFR
w hen marginal weather, Oor
more definite signs of trouble,
indicate your safest bet is to
put your money on the cOontrol
boys.
AR 95-2 spells out the COon-
ditions under which a pilot
should file IFR. But haste, im-
pulse, or undue pressure Ooften
fuzz up the flight plan plot.
They shouldn't. The young in
aviation years are not neces-
sarily the violators, either; fOor
it is often the old pro who
breaks out of an overcast to
Prepared by the U. S. Army
Board f or Aviation Accident Re-
search.
find himself face to face with
an unfriendly mountain.
The image of the Army Avi-
ator to.oling along in his fabric
covered cub through a deserted
blue sky is no. more. He has
traded his alDneness for the big
aviation picture.
What do.es this mean? Aside
fro.m the obviDus demands for
professiDnal, mature flying in
a busy sky, it means that the
FAA is mighty interested in
any viDlation he might rack up.
Writing in the October issue
of the Journal of Air Traffic
Control, Robert W. Martin of
the FAA defines positive CDn-
trDI o.f air traffic this way:
" ... wherein all aircraft are
provided with individual sepa-
ration, irrespective o.f weather
conditio.ns." The handwriting is
on the wall, the free-wheeling
days are but a glimmer of our
cowbDy-in-the-sky past. When
operating in high density areas,
especially, Army aircraft are
vulnerable to civilian contrDl.
There are many pros and cons
to this picture but the facts
exist and shDuld be faced.
Of the 42 fatalities in Army
A viatiDn accidents so. far this
year, 28 were the result o.f
weather accidents.
Why does a skilled veteran
fiddle arDund with marginal
weather when an IFR flight
plan would save him for an-
D the r day? Something Db-
scures his judgment. The head
shrinkers, and there are many
of the hDrse-sense school who.
agree, give three possibilities:
emotions, lack of self discipline,
and impulsive action.
Let's assume that all is well
in the cottage Capehart and
rule out any domestic pro.blems.
What Dther e'motiDns can cause
a pilot trouble? Anger can be
a dangerDus, mo.Dd. AnnDyance
with VIP passengers Dr the
cDmmander who. ordered the
flight can cause a pilDt to make
impulsi ve, unreasoned deci-
siDns.
Haste creates h a v 0. c with
judgment. FDr a pilot to ignore
the safest ro.ute and metho.d o.f
a flight to. get somewhere in a
hurry can be, and has been,
fatal to all co.ncerned. Much
has been written abDut get-
home-itis, but mo.re could be
written abo u t the pressure
brought to. bear by ranking
passengers with a compulsion
to meet schedules. No. cDnfer-
ence, no. waiting staff car, no.
dinner date, should reroute a
cDnsidered flight plan when a
weather risk is, involved.
The pilot is, bDSS of his cock-
pit and as such usually takes
command, refusing to have his
judgment questiDned. Of course
there is the other side o.f the
co.in: Dverconfidence in his abil-
ity and that of his aircraft to
"get through" regardless.
The r e have been occasio.ns
when pilots have continued in-
advertent instrument flights
beyo.nd the po.int o.f no. return,
so YOU LUCKED OUT
rather than admit to a wrong
decision.
Impatience sometimes over-
powers goo.d judgment, say in
the case of filing VFR for a
high density area destination
instead of taking the time to
wait DUt an IFR clearance de-
lay. The high density areas
make the most demands upon
p i I 0. t s fo.r skilled, contro.lled
flight.
When totalled, the fDregoing
sums up to a lack of discipline.
NDrmally pilots are' a self-dis-
ciplined lot, even though the
very nature of their profession
requires an extra dash Df dar-
ing. Threats do. not hold back
the aviator, fo.r in the last anal-
ysis he must stick to. the rules
he has laid down for himself,
learned through careful school-
ing.
The rash of fatal accidents
involving takeoffs under visual
flight rules wl1en instruments
were indicated has caused CDn-
cern among Army A viatio.n
commands around the wo.rld.
But Df even more concern is
the tendency among us to. be
lax in Dur habits and judgment
during marginal weather fly-
ing, creating an accident re-
serve potential.
How long has it been since
you filed VFR when it wo.uld
have been smarter to. file IFR?
Be honest now ... this is your
life, and it's better to be smart
than lucky any day, DId chest-
nuts not withstanding.
FAA TO SIMPLIFY SAFETY RULES
A comprehensive program to consolidate
and simplify FAA aviation safety regulations
is underway. The result will be a single sim-
plified body of regulations easily referred to
and readily understandable by all.
The regulations will be reorganized, lan-
guage simplified and duplicate and obsolete
rules eliminated. There will be no revisions or
changes of significance in the regulations them-
selves. It is anticipated that the project will be
completed in about two years.
31
PREPARED BY THE UNITED STATES ARMY BOARD FOR AVIATION ACCIDENT RESEARCH
HELICOPTER
PARKING PROBLEMS
P
ARKING PROBLEMS with
the helicopter would fill a
hefty handbook, but the grim
specter, the granddaddy of
them all, is. ground res Qnance,.
What exactly triggers this
phenomenon keeps aircraft ac-
cident investigators scratching
their heads, but recently grQund
resonance demolished an H-34,
causing Qne fatality and Qne
serious injury. Several Qther
accidents this year have been
attributed to ground resonance.
Accident No.1
During a field mission, an
aviatQr was taxiing his Choc-
taw (H-34) over rough, uneven
terrain with the use of grQund
guides. The aircraft started to
vibrate viQlently and, as a re-
sult of ground resonance, dis-
integrated. Copilot was killed;
pilot suffered serious injury.
ANALYSIS
The accident was still under
investigatiO'n as this was writ-
ten, but there are a few basic
principles that would be timely
to' point out. The dangers of
taxiing the helicopter, especial-
lyon field strips where wire
strikes are possible and the
ground is uncertain, have been
prO'ved.
Helicopters equipped wit h
hinged blades and a flexible
32
landing gear are susceptible to
some degree Qf instability dur-
ing ground operation at cer-
tain rotor speeds. This condi-
tion, called ground resonance,
may occur at rotor speeds that
produce a vibration having the
same frequency as the natural
frequency of the landing gear.
Proper fluid level in the blade
damper reservoir, proper main-
tenance of the blade dampers,
and proper inflation of the land-
ing gear oleo struts and tires
will minimize the tendency to-
ward ground resonance.
The pilDt should be prepared
to take immediate corrective
action. This action varies ac-
cDrding to rpm, sO' the -Ion
the particular aircraft should
be read - with particular at-
tention to ground resonance.
* * *
BLADES TANGLE
I t is rare that ground or
taxiing accidents have the fatal
aspects. of the Dne just cited-
they may even be sprinkled
with humor. However, the man
behind the cyclic stick, or the
throttle for that matter, has
parking problems, Mac. Make
no mistake. His parking area
may not be a rushed suburban
shopping center, but chances
are it is just as frenetic and no
better organized.
A rundown of parking acci-
dents for the past year dis-
clDses what might be a trend:
a tendency to park too close.
The roto'r blades of the heli-
copter give it a gO'od chance to
tangle with like craft in the
blade department.
On-ground accidents. dO' pro-
duce injuries, embarrassment,
and fantastic dollar CO'StS. In-
stead of damage to one plane,
an Dn-the-ground cDllisiDn us-
ually involves twO', and some-
times three (as cited here) or
mDre planes.
In these four accidents that
fDllow, the CDSt to the govern-
ment of hardware alone was
$57,500.
The one preventive measure
Lost control
is as o.bvio.US as a plo.t in a TV
western: perso.nnel to be used
as on-ground parking guides.
Here is perhaps a classic ex-
ample in accidents illustrating
the helico.pter parking pro.blem.
Accident No. 2
The a v i a t 0. r taxiing his
Chickasaw (H-19D) between
two. ro.ws o.f parked Ravens
(H-23) misjudged his clear-
ance. The main ro.tor blade o.f
the H-19 struck the roto.r blade
o.f parked H-23, causing co.n-
siderable damage to bo.th. Co.st:
mo.re than $4,000. No. injuries.
ANALYSIS
The pilot did no.t maintain
sufficient clearance while taxi-
ing in close proximity to other
aircraft. The tower cleared the
pilo.t to proceed. N o.where in
the accident report does it men-
tion the availability or use of
ground crew assistance. Fail-
ure to. provide ground guides
and lack of adequate ro.om in
parking areas leads to. expen-
sive damage. The helico.pter is
unusually susceptible.
"0h, my aching foot!"
DANGEROIUS CONFUSION
If you were casting (Ho.lly-
wood style) fo.r this little scene
at a refueling stop, you Wo.uld
need Jerry Lewis AND Red
Skelton. To. state the problem
as the accident report do.es:
There seems to. be an ino.rdinate
amo.unt o.f dangero.us co.nfusio.n
here.
Accident No. 3
A student aviator on a cro.ss-
co.untry So.lo. sto.Pped to. refuel
at a municipal airport. He
parked his, Raven helicDpter in
Po.sitio.n to be refueled and was
instructed to. leave it running.
The instructor pi I 0. t acco.m-
panying the gro.up g r 0. u n d
taxied another h eli c 0. pte r
abreast and parallel to. the stu-
dent's aircraft. The instructor
lo.wered co.llective pitch and the
main ro.tDr blades Df the two.
helico.pters struck each Dther.
At this pDint the co.nfusio.n
b e cam e compo.unded. The
blades struck each other sev-
eral times befo.re they were
sto.Pped. While there were no.
reported inj uries, the operato.r
o.f the airpo.rt stated that when
the blades started striking each
o.ther, the helico.pter raised up
and go.t o.n his fo.o.t. He was
trapped there (pinned) until
the helico.pter raised up again
and he was able to crawl to. a
place of safety. Bo.th pilo.ts
managed to get their craft un-
der co.ntro.l.
ANALYSIS
In go.ing o.ver the recDrd it
was fo.und that altho.ugh the
instructo.r stated he told the
civilian o.perato.r to. wait until
the aircraft were shut do.wn to.
refuel, the gas-up operation
was started while the first hel-
iCDpter was still running and
the seco.nd was being mo.ved
into. Po.sitio.n. The instructor
further stated he did not have
co.mplete cDntro.l over the civil-
ian o.perator who. seemed
"eager to. please." Damage in-
cluded o.ne disintegrated main
ro.to.r blade, damaged tips o.n
seco.nd craft. To.tal co,st: $3,000.
The reaso.n given by the in-
structo.r fDr parking to.o. clo.se
was that he misinterpreted ver-
tical clearance for ho.rizontal
clearance - an o.ptical illusio.n
33
DECEMBER 1960
that he says existed prior to
the lowering of collective pitch.
One of the outstanding cause
factors in this accident was
failure to use ground guides in
parking aircraft. In view of
the hasty actions of the refuel-
ing operator, it is fortunate,
indeed, that greater damage
and/ or inj ury to persons did
not occur.
Records at USABAAR show
that one of the main causes of
helicopter taxi accidents is fail-
ure to use ground guides. An-
other factor brought out in the
investigation was the use of a
fuel hose shorter than the min-
imum (50 feet) length accept-
able for safe refueling opera-
tions.
Recommendations were made
tha t commands utilize specified
commercial refueling facilities,
and indoctrinate 0 per at 0 r s
thereof in proper handling of
flights of Army aircraft. These
were specified: use of ground
markers at refueling points,
proper length hose, and use of
personnel as ground guides.
* * *
CROWDED PARKING AREA
While the main trouble here
seems to be the pilot's inability
to operate properly on hard
packed snow, the accident re-
port discloses that the location
of the line of S haw nee s
(H-21Cs) in the parking area
could have been improved, thus
avoiding collision.
Accident No.4
While taxiing a Bird Dog
with skis, down (due to mal-
functioning of left ski which
would not retract) on compact-
ed snow surface, the aviator
lost directional control. In an
effort to avoid a collision with a
parked Shawnee helicopter, he
attempted a short radius turn
against torque. Momentum car-
ried the aircraft forward un-
til the right wing struck the
Taxiing too close
bubble of a parked helicopter.
Res u I t: approximately $875
damage to wing of L-19A and
$213 damage to parked helicop-
ter.
ANALYSIS
The main reasons for this
accident are duly noted: prior
malfunction of left ski causing
pilot to initiate mission with
skis down; lack of pilot experi-
ence in ski operations on com-
pacted surface; and use of 30
flaps, thereby reducing effec-
tive airflow over rudder. But in
the recommendations it is in-
teresting to not e: Line of
parked H-21C helicopters to be
moved back additional 50 feet;
fixed wing aircraft separated
from rotary wing craft. Good
organization of the parking
area is an absolute necessity.
* * *
NO GROUND GUIDES
We might wind up this les-
son in how not to park by giv-
ing a horrendous account of an
accident that involved not two
but three aircraft. One was
completely destroyed, the
others damaged. Following the
pattern, no ground guides were
used in the parking operation.
Accident No. 5
Asked to move his Raven
helicopter from the refueling
stand on the ramp to permit
another aircraft to refuel, the
aviator brought the craft to a
hover and immediately started
a cyclic turn to the right. The
tail rotor struck the right wing
of a parked Bird Dog. Pilot
then attempted a hovering au-
torotation, without success, and
collective pitch was used to
place aircraft on the ground.
He was unable to shut down the
engine with throttle, fuel shut
off control, and mag net 0
switches. Left cyclic was ap-
plied and aircraft rolled to left.
The main rotor blades struck
the ground and caused the en-
gine to stop. Parts of the rotor
blades struck a S e min 0 I e
parked nearby.
ANALYSIS
Apart from the conclusion,
never attempt a cyclic turn in
a congested area, there were
no ground guides and apparent-
ly no radio contact with tower
prior to the attempted move-
ment.
The engine broke loose from
its mounting when the tail ro-
tor struck the L-19E wing.
Damage to magneto "P" leads
and throttle linkage prevented
IT
No ground guides
the attempted autorotation and
engine shutdown. Dam age
would have been minimized had
it been possible to sh ut down
the engine.
As it was, total damage
amounted to $46,000 for one
totally destroyed helicopter,
$200 for the L-19 damage, and
$150 for the L-23.
HAPPEN TO
G
ET ON the stick! Of course
we know you have had no
n ear accidents recently but
surely you've heard a few hairy
tales spun out as you sipped
those tall, foamy ones. So get
with it, we should like to hear
from you. You don't need to be
a Mickey Spillane to spill your
tale. Just write it out and send
it to: Editor, Army Aviation
Digest, Fort Rucker, Alabama.
In the following account -
name withheld - the crowded
skies really close in. This could
happen to you.
The flight had been a rou-
tine IFR job; no sweat. No
complications occurred, such as
changed altitudes, routes, or
unexpected holding patterns.
The copilot was an old flying
companion and the mutual feel-
ing in the front office of the
Beaver was one of trust and
understanding.
The expected clearance to ap-
proach altitude came on sched-
ule and a letdown of 500 fpm
was begun. No delay was ex-
pected and the weather at des-
tination was reported to be 2,-
000 feet overcast with 10 miles
visibility. Surely no pilot could
ask for a happier prospect at
the end of an IFR flight.
The Beaver broke out of the
overcast at the expected alti-
tude and almost immediately a
slight bump was felt from dis-
turbed air. A quick look around
showed a green and white ci-
vilian type aircraft of a well
known make approximately 1/ 2
mile off the Beaver's left wing-
tip, just under the overcast. A
collision was missed by only a
few seconds.
What had been a pleasantly
routine flight was now a bare
escape from a mid-air collision
caused by one pilot's disregard
of civil air regulations.
Of course a near-miss report
was filed, s h a ken nerves
steadied, and more adrenalin
produced for future use, but
this does not solve the prob-
lem. It will not be solved until
everyone who flies stays alert
and keeps flying regulations
and other common sense rules
of flying safety always in mind
while flying.
Since there will always . be
some fliers who break the rules,
it remains for those who spot
the rulebreakers to report them
as quickly and as accurately as
possible. The one you don't re-
port may be the one that
doesn't miss you next time.
35
1960 INDEX - u. S. ARMY AVIATION DIG,EST
ARTICLES
Maintenance
Aeromedicine
Month Page
BEGINNING OF THE ICE AGE, THE Oct 23
Month Page
Maj Robert M. Barendse, Inf
ALPINE HORROR Jun 8
COLD WEATHER
AIRCRAFT MAINTENANCE Oct 28
Capt Walter F. Jones, Arty
Maj Warren P. Pauley, Inf
AVIATION TOXICOLOGY Oct 26
COLD WEATHER TIPS Jan 24
Capt 'Walter E. Reiss, MC
Capt Joseph H. Poole, Inf
FIRST ARMY-WIDE
EVERY TOOL IN ITS PLACE Dec 4
AEROMEDICAL SYMPOSIUM Aug 6
FEAST? FAMINE? Nov 9
Pierce L. Wiggin
Maj Oliver P. Premo, TC
INVISIBLE INV ADER Sep 16
FIVE PART-MULTIPLE PART MANUAL Sep 29
Richard K. Tierney
Lt William R. Troy, TC
NIGHT VISION Jan 1
Lt Gene A. Truitt, Inf
CWO Clarence W. Tuxbury, TC
MAINTENANCE APPRECIATION Apr 3
SURVIVAL OF THE MIND Jan 9
Capt James E. Miller, Inf
Fred M. Montgomery
MAINTENANCE MAN'S PART IN
ARMY AIRCRAFT ACCIDENT
Air Traffic Control
INVESTIGATION, THE Mar 20
M/Sgt Raymond A. Dix
GLASS PRISONS Nov 4
MAINTENANCE TIME SAVER Sep 15
Sp5 Kenneth W. Griffin J. R. Brackin
TANGLED TRANSMISSIONS May 15
NEW ARMY AVIATION
EM MOS STRUCTURE, THE Jun 28
Equipment
Capt Edward H. Bauerband, Jr., TC
PROFESSIONAL ARMY
AVIATION MECHANIC, THE Jun 23
AIR RESCUE BAG Dec 18
Capt Harvey C. Lohr, Inf
BREAK-AWAY FUEL TANKS Jul Cover
SPECTROMETER Aug Cover
HARD HEAD - OR HARD HAT Jun Cover
T -53 GAS TURBINE AS SEEN
Capt Howard L. Hudson, MC
BY MAINTENANCE, THE Feb 29
NEW ROTARY WING
James E. Mize
INSTRUMENT TRAINERS Dec 15
TEAM FOR FIELD WORK Jul 22
OTHER HOODS Sep Cover
Lt Robert A. Burbank, Arty
SKIS FOR THE SHAWNEE Nov 27
TIRES AND BRAKES Jul 5
Lt Edward A. Spencer, TC
Richard K. Tierney
SPECTROMETER Dec 14
WHAT'S A MAC CHART? Apr 6
3-D A/G COMMUNICATION PANELS Mar 29
Capt William R. Swift, Arty
Capt Larry S. Mickel, Inf
Fixed Wing Aircraft -
Miscellaneous
Fixed Wing Flight Operations
CRATE 'EM OR FLY 'EM? Sep 25
Lt Col John L. Briggs, Arty
ELUSIVE AR, THE Nov 1
CAN THE BIRD DOG FLY IFR? Oct 4
Capt Merle A. Johnstonbaugh, Armor
Capt Harold O. Bourne, Sig C
FRENCH ARMY AVIATION May 25
CAN THE GROUND LOOP BE WHIPPED? May 22
Maj Hilaire Bethouart
Lt Col Jean L. Chase
KITCHEN SENSE Nov 31
FLY-BY -NIGHTERS Mar 8
SKYLINE - FORT RUCKER Jan 18
Capt Judson J. Conner, Armor
U. S. ARMY EXECUTIVE
FUNDAMENTALS OF
FLIGHT DETACHMENT Jan Cover
TWIN-ENGINE FLIGHT Feb 10
James R. Paul
HAZARDS OF THE WAKE Aug 10
Mission and Concepts
HE LEARNED ABOUT
FL YING FROM THIS! Apr 13 ARST May 1
Lt Ted N eu, Armor Capt Thomas R. Hill, Arty
HIGH, LOW, WHAT'S THE GAME? Feb 1 COMBAT DEVELOPMENTS AND
Lt James M. Knowlton, CE
RESEARCH AND DEVELOPMENT
MOHA WK AO-I-AF Sep 1 SYSTEMS OF THE ARMY, THE Mar 1
MOUNTAIN OPERATIONS Feb 13 DO WE NEED AN AVIATION BRANCH? Feb 18
Lt William A. Kilpatrick, Inf Capt Larry S. Mickel, Inf
TALES FROM KOREA
Oct 11 Capt Roger M. Pezzelle, Inf
36
------
Month Page
----
FLIP-FLOP OVER THE TOP! Jul
Capt William J. Morris, Sig C
LOGAV Oct
Maj Claiborne 'V. Davi , Jr., Arty
PANACEA Aug
Lt 01 James B. Gregorie, Jr., Arty
REAL GOAL OF ARMY AVIATION, THE Mar
Brig Gen Clifton F. von Kann, USA
SELF-PROPELLED AIRTILLERY May
Lt Col Jame D. Neumann, Inf
Navigational Aids -
Instrument Flight
CAN THE BIRD DOG FLY IFR? Oct
Capt Harold O. Bourne, Sig C
IN STRUMENT FLIGHT IN COMBAT Aug
Capt John P. John on, Inf
MAGNETIC BEARING WITH ADF Jun
Maj Ralph H. Voh , Inf
o HANDS Jun
WO George R. Collinge, TC
17 SECONDS! Sep
K. E. hellis
o CE UPON A FLASHLIGHT Jan
Capt J. I. Hunt, Inf
Lt J. L. Hastings, Arty
RAPCON May
Principles of Flight
BEAVERS AND BUMPS Jul
Capt Alvin L. Brooks, Arty
CA THE GROUND LOOP BE WHIPPED? May
Lt Col Jean L. Cha e
CROSSWIND SPELL CROS CONTROL May
Maj Byron H. Brite, Arty
DO YOU KNOW THE ANGLES? Sep
ENGINE MISUSE Mar
l..t Jack D. Hill, Armor
FU JDAMENTALS OF
TWIN-ENGINE FLIGHT Feb
Jame R. Paul
HAZARD OF THE WAKE Aug
HE LEAR ED ABOUT
FLYING FROM THIS! Apr
Lt Ted Neu, Armor
WATCH YOUR MP
Lt Ivan D. Butgereit, Armor
Proficiency
BE PREPARED
Capt Robert A. Bean, Arty
C ART BEFORE THE HORSE, THE
Capt Thomas F. Hare
MAGNETIC BEARING WITH ADF
Maj Ralph H. Vohs, Inf
PROFE SIONALISM
Capt Joseph H. Poole, Inf
Apr
Nov
Jun
Jun
Jun
1
1
1
35
7
31
5
23
3
18
16
22
23
6
10
10
10
13
21
12
20
31
1
RUSH HOUR
WHIRLYBIRD GAUGE TICKETS
Research and Development
DEVELOPMENT OF THE
GAS-TURBINE ENGINE
CWO Paul J. hauvin, TC
FIELD ARMY MOBILE AIR TRIP
Maj Eugene R. Lucas, Arty
SPECTROMETER
Rotary Wing Aircraft
Rotary Wing Flight Operations
AIRCRAFT AVAILABILITY
OF THE IROQUOIS
CWO Richard N. Cullen, TC
CRATE 'EM OR FLY 'EM?
Lt Col John L. Briggs, Arty
GETTING TO KNOW THE IROQUOIS
HELICOPTER VERSUS
LAND MINES, THE
CWO-2 B. J. Vanderkolk, T
ISLAND HOPPING
Capt Theo C. Watkins, TC
ONCE UPON A FLASHLIGHT
Capt J. I. Hunt, Inf
Lt J. L. Hasting, Arty
PARACHUTE DELIVERY OF
PERSONNEL BY ARMY AIRCRAFT
apt Athol M. Smith, Inf
KIS FOR THE SHAWNEE
Lt Edward A. Spencer, TC
TALES FROM KOREA
TKT MEANS TKO
Capt Jack W. I ler, Inf
WHY TANDEM?
CWO Ben G. Thomas, TC
Safety
AIR CRASH STUDY GOES COLLEGIATE
AIRCRAFT STRUCTURE FATIGUE
ALPINE HORROR
apt Walter F. Jones, Arty
Month Page
----
Apr 28
Jul 7
Feb 27
Aug 17
Aug Cover
Sep 20
Sep 25
Jun 25
Jul 12
Apr over
Jan 3
Jun 15
Nov 27
Oct 11
Jan 35
Apr 10
Dec 26
Mar 25
Jun
APPEAL TO THE LADIES, AN Jan
AVIATION CRASH INJURY RESEARCH Jan
A VIA TION TOXICOLOGY Oct
7
32
26
Capt Walter E. Reiss, MC
BEGINNING OF THE ICE AGE, THE Oct
Maj Robert M. Barendse, Inf
CASE FOR SUPERVISION, THE Mar
CO LD WEATHER TIP Jan
Capt Joseph H. Poole, Inf
ENGINE MISU E Mar
Lt Jack D. Hill, Armor
FIRST ARMY-WIDE
AEROMEDICAL SYMPOSIUM Aug
Pierce L. Wiggin
23
16
21
10
6
Month Page
FORCED LANDING Oct
Lt Donald J. Gribble, CE
GRASS FIRE Mar
I OMMAND Mar
VISIBLE INVADER Sep
Richard K. Tierney
I THERE A DIFFERENCE? Jun
Capt Robert W. Koepp, Armor
IT' UP TO YOU May
LAYOUT FOR ARMY AVIATION SAFETY Jan
Capt Marqui D. Hilbert, Arty
LEARN AND LIVE Feb
MAINTENANCE MAN'S PART
I ARMY AIRCRAFT
ACCIDENT INVE , THE Mar
M/Sgt Raymond A. Dix
MAN V MOU Jul
MID-AIR COLLI ION Mar
17 E OND ! Sep
K. E heHi
OPEHA TI0 Mar
Capt J mE'. . Chapp -1I, Inf
Morgan D. Hen g n
PREFLJGHT NEGLI EN E Nov
Capt R. H. Marden, Armor
Capt H. W. Chamber, Arty
SMARTY FEVER'S
LETTER FROM EDDIE Apr
Lt William L. Patrick
SO YOU LUCKED OUT Dec
STATI TICS I
ACCIDENT PREVE TIOX Feb
TRAP THAT TIGER DOWN Feb
Gerald M. Bruggink
UDDE LY May
TALES FROM KOREA Oct
THUNDERING BLUNDER Jan
WHERE GLAMOUR END Oct
Richard K. Tierney
YOU'RE THE KIPPER Oct
Gerald M. Bruggink
YOUR LIFE DEPEXD IT Dec
Maj Charle M. Bu sey
Tactical Employment
FLYING COMMAND POST
Capt Ivan L. Siavich, Inf
I STRUME T FLIGHT IN COMBAT
Capt John P. John on, Inf
PARA HUTE DELIVERY OF
PERSO NEL BY ARMY AIRCRAFT
Capt Athol M. Smith, Inf
REDUCE THE KILL
Lt Col Horst K. Joo t, Inf
TKT MEANS TKO
Capt Jack 'V. Isler, Inf
Nov
Aug
Jun
Jul
Jan
8
23
11
16
12
13
15
5
20
32
24
23
14
20
30
30
25
15
11
11
29
16
20
1
24
14
15
27
35
Training
ASOC
Col Delk M. Oden, Armor
BE PREPARED
apt Robert A. Bean, Arty
CAN YOU TRUST YOURSELF?
Brig Gen Carl I. Hutton, U A
CART BEFORE THE HORSE, THE
Capt Thoma F. Hare
FORCED LANDING
Lt Donald J. Gribble, CE
HIGH, LOW, WHAT' THE GAME?
Lt James M. Knowlton, CE
I TACI'
LES 0 IN SILK
M/Sgt Charle E. Buchanan
907 COURSE
M/Sgt Robert R. Young
NEW ARMY AVIATION
EM MO TRUCTURE, THE
Capt Edward H. Bauerband, Jr., TC
NEW YEAR'S RE 1
Capt EI in G. Baker, Arty
PANACEA
Lt Col Jame B. Gregorie, Jr., Arty
SURVIVAL OF THE MI D
Fred M. Montgomery
SURVIVAL ON MOVI G I E
TEAM FOR FIELD WORK
Lt Robert A. Burbank, rty
TREA URE IN THE ALVAGE Y RD
Lt arl G. 11idgett, Inf
WATCH YOUR MP
Lt Ivan D. Butgereit, Armor
WHIRLYBIRD :fA UGE TICKETS
YOUR LIFE DEPEND ON IT
Maj Charles M. Bu ey
Weather
BEAVERS AND BUMP
Capt Alvin L. Brook , Arty
PIREP
Capt DerreII W. andel, Inf
WEATHER I MY BU INES
Maj Jack A. Bell, USAF
Oepa rtments
Crash ense
Falcon' est
Memo from Flight Surgeon
Puzzler
TW
Month Page
Apr
Xov
)lay
Jun
Oct
Feb
Jul
Apr
Dec
Jun
Dec
Aug
Jan
Apr
Jul
ep
.\.pr
Jul
Dec
Jul
' ov
Jul
1
12
9
20
1
10
25
11
2
17
9
17
22
12
21
7
16
13
Jan - Dec
Jun, Jul,
ep - Dec
Jan, Mar,
ov - Dec
Feb - Apr
pr - De