Army Aviation Digest - Sep 1963

7/27/2019 Army Aviation Digest - Sep 1963

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UNITE

DIRECTOR OF ARMY AVIATION ACSFORDEPARTMENT OF THE ARMYBrig Gen John J. Tolson III

COMMANDANT U. S. ARMY AVIATION SCHOOLMaj Gen Clifton F. Von Kann

ASST COMDT U. S. ARMY AVIATION SCHOOLCol Robert F. Cassidy

EDITORIAL STAFFCapt Richard C Angl inFred M. MontgomeryRichard K. TierneyWilliam H. SmithDiana G. Williams

USABAAR EDUCATION AND LITERATURE DIVPierce L Wiggi nWill iam E. CarterTed Kontos

RMY VI TION1GESJSEPTEMBER 963 VOLUME 9 NUMBE

CONTENTS/ON COURSE INSTRUMENT TRAINING, Maj Th omas R. Smith . .. .

THE CASE OF THE FALLEN BIRD, William H. Smith , . . . . . .RUNWAY IMPRESSION FENCE , Maj Ha rland Burroughs . . . . . PSYCHOLOGY OF THE MANUAL LOOP, raj Th omas N. Hu rst . . .UP AND OUT . . . . . . . . . . . . . CANDIDATE FOR SUICIDE , Lt James A McCracken ' . . . . .CRASH COURSE . . . .. . . . . . . . . . HOW DO YOU INSTALL A LITTER? Lt H oward F . Brook, Jr. .WHAT HAPPENED TO TAPER? James E. 1izeTODAYS TRAINER TECHNOLOGY, Capt F arri s C . cFLUORESCENT PAINTS AND MID-AIR COLLISIONS. . . . . . . . . . . . STILL LEARNING TO FLY, Donald S. Buck . . . . . . . . . . . . . . . . . . . . . . . COLLISION AVOIDANCE LIGHTS . . . . . . .. . . . . .PLANNING THE FIELD EXERCISE , Capt Ronald K Andreson . THIS IS A CRASH FACTS MESSAGE . . . . . . . . . . . . . . . . . . . . . . .COMPONENT LIFE , Joseph A. Cappa, )r. . . SHARE IT . . . . . . . . CRASH SENSE . . . . . . . . . . . . . . . . . . . . . . GOING DOWN-OR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The mission of the U. S. ARMY AVIATION DIGEST is to provide information ooperational or f u n t i o n ~ l nature concerning safety and aircraft accident prevention, traimaintenance , operations, research and development, aviation medicine, and other relatedThe DIGEST is an official Department of the Army periodical published monthly uthe supervision of the Commandant, U. S. Army Aviation School. Views expressed hare not necessarily those of Department of the Army or the U. S. Army Aviation ScPhotos are U. S . Army unless otherwise specified. Material may be reprinted giving cto the DIGEST and to the author , unless otherwise indicated.Articles, photos, and items of interest on Army Aviation are invited. Direct c o m m u nt ion is authorized to : Editor- in-Chiej U. S. Army Aviation Digest Fort Rucker AlabamUse of funds for printing of this publication has been approved by HeadquarDepartment of the Army, 27 November 1961.To be distributed in accordance with requirements stated in DA Form 12.


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OURSEnstrument Tra n ng

PDATED "on-course" in strument t r a i n i n g forAviators has been insti

at Fort Sill's Post ArmyTraining methods used

have been so astoundinglythat we feel obligated

tell everyone about themIt all began with AR 95-32

requires instrument ratedAviators to fly 2 hours ofor simulated instrument

The majority ofperform this type ofin TD and TOE aircraftbecause of the lack of

equipped syntheticand trained instructor

Ten hours of the an requirement may be ob

in the synthetic trainer.records indicate, how

that the average synthetictime for each aviator is5 hours per year.

a problem exists.a look at it.One probable reason for the

of use is that the off-the-

Maj Smith is an InstrumentExaminer and viation

at Fort Sill,

1963

Major homas R Smith

shelf l-CA-l instrument trainerpresently in use by the Army iscapable of simulating only alimited amount of instrumentprocedure since VOR, ADF, andILS systems cannot be used simultaneously. Orientation problems, holding on a radio fix overa single-station radio aid andnormal one-station instrumentapproaches are about all the aviator can expect to accomplish.

The lack of realism in radio

communications procedures andnavigation aids leaves much tobe desired and parallels actualflight conditions only in tokenfashion. A realistic radio systemwhich looks works, and soundslike those presently installed inArmy aircraft is required i asynthetic device is to be usedeffectively for instrument training.

Simultaneous operation of theVOR receiver and ADF, or use

Prope use of the link reduces checkride failures

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of the ILS localizer and glideslope receivers, plus ADF is necessary when transitioning to theLocater Outer Marker for a fullILS approach. Changing communications frequencies fromCenter to approach control, tolocal tower control, to groundcontrol is required of arrival aircraft. Standard Instrument Departures (SIDs), which employmany intersection combinations,are normally used on departures.Radar vectoring and 3-mile separation approaches are fast becorning standard for arrivals interminal areas. Dump zonesare now necessary for radarhand-offs between approachcontrollers and local tower control.

f all of this is required onan actual instrument mission,then the synthetic trainer, withequipment, should be able tosimulate the same requirements.Ideally, the only difference in asimulated flight and an actualflight is the fact that the trainernever leaves the ground.

In recognizing these problems,the Synthetic Trainer Division,Army Aviation Section, FortSill, participated in a comprehensive program to improvetheir equipment, training methods, and operating procedures.Local Flying Regulations andArmy Aviation SOP, U. S. ArmyArtillery and Missile Center,dated April 1962, were changedto require the following:

Category I and II aviatorswill log at least 6 hours perquarter in the synthetic instrument trainer.

Category III aviators (students at USAAMS and personnel on ground duty) will log atleast 3 hours per quarter in thesynthetic instrument trainer.

Since July 1962, each aviatorat Fort Sill has been required tocomplete a refresher course before taking his n s t r um e n tcheckride. This course is conducted entirely in the synthetictrainer and emphasizes rules,regulations, and procedures. It

ink training ensures cockpit profession lism

is tailored to each individuaneeds both in time and conteUpon completion of thefresher training, the applicantgiven an instrument check insynthetic trainer. When tcheckride is successfully copleted, the applicant is scheuled for his actual instrumecheckride in an aircraft.

Results ? You bet Only twaviators have failed to pass tinstrument check on the first garound. Weare sure this is dprimarily to procedures atechniques learned in the udated l-CA-l trainer, since bfore the institution of the rfresher course, one aviatorevery three busted on the fitry.

The refresher training prgram has increased synthetrainer utilization as much as 3percent over previous monthoperations. The annual savinmonetarily are incalculable-bhigh. Since buddy-riding is nnecessary to log synthetic istrument time and aircraft anot required, a very real saviin time, effort, and material hbeen realized. Most importantall, the aircraft can be used fother missions.

New models of synthettrainers are expensive, $25,0and up, but the l-CA-l is fuloperational and has been fmore than 15 years. Parts aplentiful and available, and tunsurpassed technical knowhow of depot area assistanpersonnel, highly trained for tl-CA-l, is also readily availabUpdating one l-CA-l to methe modern Army training cocept costs approximately $2,6-which will be saved in the fiyear of operation.

The updating of our synthettrainers at Fort Sill was accomplished by attaching standaaircraft radio navigation/com

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munication equipment to thebasic 1-CA-1 trainer (the LinnAutomatic Training Aid Kit,built by Linn Electronics, Bethany, Okla.). The standard omnibearing selector ID-453 threein one indicator ARC-IN-10)was installed in the instrumentpanel and coupled with theC81A ARC digital crystal-controlled navigation receiver tuning head. The standard C-1827ARC-55 UHF communicationtuning head with 1750 channelswas installed within easy reach.

An electronically operatedthree-statIon VOR unit, threestation ADF unit, one ILS localizer selector, plus coupledglideslope receiver was placedin the overhead unit at the operator s desk. This permits simultaneous use of multistation fixes,thus reproducing in the synthetic trainer the actual flightconditions and instrumentationone would encounter on a normal instrument mission. In addition, instructors can operatetwo or more 1-CA-1 trainers simultaneously. It must be reemphasized that this kit is onlyattached and that the trainer canbe returned to the original configuration in about 4 hours.

Pilot conditioning and training obtained through use of thespecial equipment has been valuable in assisting the Army Aviator to maintain instrument proficiency and in preparing himfor his annual instrument cardrenewal. t quite deftly bridgesthe gap between standard 1-CA-I trainers and actual instrument flight, since the pilot is using equipment with which he isalready familiar and which operates the same as that in the aircraft.

Local or sectional charts fromany part of the world may be inserted under the plexiglass desktop, and appropriate navigationaids can be placed in operationwithin minutes. (A recorderspeed reducer is used for localarea charts.) An automaticglideslope r ~ e i v e r is pairedwith the localizer frequency andis unique in its operation, beinglinked with the trainer altimetersystem electronically.

The pilot must have properfrequencies tuned or he will notreceive navigation or communication facilities. Tuning andidentification of radio navigational aids, appropriate en routeposition reporting, hand-offs

from Air Traffic Control Centerto approach control facilitiesand/ or control towers, and transitioning from secondary fixes toapproach fixes are now realistically simulated. Any six preselected frequencies may be usedfor an instrument problem in agiven area. The control consoleserves from one to five trainers.In addition to its normal function, it is used for training juniorand senior air traffic controllers.

Key personnel within thetraining section have attendedthe T-99 air traffic control courseat the FAA Academy, Oklahoma City, and are current inthe latest procedures for thecontrol of air traffic. To have aneffective training program, controllers must be well qualified.Close monitorship by instrumentexaminers enhances standardization and provides necessaryquality control.

As sophisticated aircraft andequipment become a part of theArmy inventory, we must accordingly think, train, and operate as professionals. The instrument rated Army Aviator mustbe precise, informed, current,and 100 percent up-to-date i f heis to be effective in his role.

orrect instrum nt procedures become habit with repeated practice

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SHERLOCK HOLM S AND

My D E R W A T S O N ,Sherlock Holmes said agood cup of tea can be foundalmost anywhere in the world,even in an out-of-the-way placelike the United States. You simply must know the customs ofthe natives. Now in America themen usually don't stop for teaespecially during the day, butthe ladies do. So as soon as I sawthe dining room of our hotelfilled with ladies at tea time, Iknew this was the place.

The minute we walked intothe Willard Hotel dining roomin Washington on this 17th day

TH C SE OF THF LLEN BIRD

illiam H Smith

of September, 1908 my friendsaid that this was the properplace to have tea. So accustomedwas I to his always being rightin such matters that the verypossibility of his being wronghad ceased to enter my mind.But I could not keep from expressing amazement at his sopractical use of his reasoningpowers.

Our trip to America had beensponsored by a group of avidreaders who wanted to meet thegreat detective and hear him lec-ture on the art of observationand deduction. Our trip to Wash-

ington was simply to see thsights. t had taken all my persuasive powers to keep Holmefrom returning to London on thnext ship. He was the mosperfect reasoning machine thworld had ever known, ansight-seeing, to him was noproper use of his precise anadmirably balanced mind.

This article may be reprinteonly with permission of the DIGEST and Mary Yost Associateliterary agents for the estate oSir rthur Conan Doyle.

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As we sat drinking our tea,the expression of boredom suddenly left Holmes's face and hebegan staring at the entrance.As the door was to my back, itwas necessary for me to turnaround to see what had attractedhis attention. There, standingin the open doorway, I saw arather ill-kept and side-whiskered American Army officer.The gentleman was standing inthe open door, apparently waiting for his eyes to become accustomed to the dim light of thedining room.

That American officer," observed Holmes, is looking forus. I wonder what he shouldwant?

My dear Holmes, said I,this is too much. How do youknow he is looking for us? Whyyou have never seen or talkedto the chap before.

Elementary, he said. Ex cept for us there are only ladiespresent here, and that officer isin his dusty and dirty field uniform. Even in America, a member of the officer corps wouldnot call upon a lady when sodressed, especially in a publicplace. t is obvious that something grievous has happened.

As if to prove my friend'spoint, the officer in questionstarted across the room towardus, paying no attention to thecommotion he was creatingamong the ladies.

Approaching our table he said,Will you excuse this intrusion,but I was told that Mr. Holmes

was in the dining room. All thetime he was looking from one tothe other of us as if uncertainwhich to address.

I am he, my friend said.This is Dr. Watson, my col-

league, who is occasionally goodenough to help in my cases.Whom have I the honor toaddress?"

I am Captain Cox, U. S.SEPTEMBER 963

Army Signal Corps, stationed atFort Myer, Va. I have an urgentofficial request from the commanding officer of Fort Myer.

Do sit down, Holmes said;we can talk here.

Sir, an accident occurred atFort Myer this morning, withthe result that 1st Lt ThomasSelfridge, a young officer undermy command, died of head injuries and Mr. Orville Wright,the inventor of the flying machine, suffered major injuries.These two men were in a flyingmachine that fell. Tomorrow aboard of officers meet to discussthe accident and the commanding officer would like to givethem a report from a professional. Would you be so kind asto come with me to Fort Myerto observe the crashed flyingmachine and perhaps find justwhat happened?

Without even waiting to finishhis tea, Holmes rose from hischair and declared, I would bedelighted to look into the mystery of the crash.

Captain Cox had provided ahansom cab for the trip to FortMyer. I enjoyed the ride verymuch, as it gave me the chanceto see some of the country onthe other side of the PotomacRiver. As we climbed the hill toFort Myer proper we could seethrough the left window thebeautiful old colonial home ofGeneral Robert E. Lee. To ourrear was an excellent view ofthe city of Washington, dominated by the capitol buildingitself.

But Holmes was not interested in the sights. He was questioning Captain Cox about theaccident, and I knew from experience that before we reachedthe crash scene he would havethe full picture.

Apparently the Congress ofthe United States had appropriated a sum of money to be used

in the purchase of flying machines for the Army. Three companies attempted to make a machine that would fly, but onlythe Wright Brothers were successful. They delivered a machine on the 20th day of Augustand had indeed made severalflights before the unfortunateaccident this morning.

Were you present when theflying m c h i n e c r sh e d?Holmes asked.

Yes, Mr. Holmes, I was.Then tell me just what hap

pened.Mr. Wright invited Lieuten

ant Selfridge to ride as a passenger in the flying machine.Lieutenant Selfridge was one ofthe most widely informed experts on dynamics of the air andmechanical flight and was immensely interested in flying. Onthe fourth turn of the field apiece of one of the propellersflew off. The machine crashed tothe ground like a falling bird.

The flying machine, Holmesasked, is it still where it fell?

Yes, it is. We had to move ita little to extract the two men,but other than that it is as itwas.Guards?

Yes, sir I put a guard on thewreckage with orders that nothing was to be touched.Kindly tell me, Captain Cox,just how the flying machineacted when it fell."

I t wavered, and then, twisting and turning, fell straightdown.Thank you, Captain. You certainly are a model client. Forthe rest of the trip Holmeslapsed into silence, obviouslythinking over the problem. Formy part I could make nothingfrom the conversation. I hadnever seen a flying machine except for a sketch in the Morning Post and I did not even understand the principle of flight.

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When we reached the scene ofthe crash, we got out and stoodlooking at the crushed bird. Itwas a flimsy looking thing, lightmetal and wood constructioncovered by heavy canvas. Amidthe tang1e was the motor andtwo propellers.

Holmes walked slowly aroundthe flying machine. As he didso, his face became flushed anddarkened. His brows drew intotwo hard, black lines.

My attention shifted from theflying machine to him. I watchedmy friend with the interest thatsprang from the conviction thathe had already discovered thecause of the accident and wasnow only looking for furtherproof.Coming back to Captain Coxhe asked i he had found thepiece of propeller that had flownoff. Yes, I have, the Captain answered. Picking up a small pieceof wood from the wreckage, hegave it to Holmes.

Holmes took out his g1ass andexamined the wood with obvi-ous interest. He went over to thewreckage and peered intentlyfirst at one and then at theother propeller. He then walkedaround the flying machine inever widening circles, lookingcarefully at every foot of ground.When he was some distanceaway from the machine, heslowly turned back and walkedover to the guard and talkedquietly to him.I started toward them, but before I reached the pair I saw theguard hand Holmes something.Holmes looked at it with hisglass for a second, nodded hishead and hurried back towardus.

When my friend reached Captain Cox, he said, This has beena case of considerable interestand thank you for asking me toinvestigate. You may drive us

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back to our hotel if you will.And when will you decide the

cause of the accident? CaptainCox asked.

Oh, I have already decided,Holmes announced with greatsatisfaction. I will tell you onthe way back.

In a few minutes we had re gained our cab and were com-fortably settled. I could see thatCaptain Cox was anxiouslyawaiting the results of Holmes'sinvestigation. So was I, as Icould make nothing of thewreckage.

After a few minutes of silence,Holmes handed Captain Cox thetwo pieces of wood he had beenholding-one Captain Cox hadgiven him and the other theguard had given him.

The accident was caused bythe breaking of a propeller bladeand the loss of control from thefailure of a brace wire runningto the vertical tail.First, the right hand propeller failed while turning and afragment of wood flew off andhit the left propeller. Thiscaused it to splinter and a pieceof this propeller flew off and hitthe brace wire, causing it tobreak.I determined this sequence ofevents by gouges in the brokensection of the right propeller andcorresponding gouges in the leftpropeller, which indicated, bythe presence of smears of paintfrom the propeller blade onthe brace wire, that the left handpropeller caused failure of thebrace wire.

Your guard performed hismission admirably. He kept allpersons away from the wreckage. And when he picked up asmall piece of wood as a souvenir for himself, he did us a further service. This splinter ofwood was from the second propeller and was the key to solvingthe mystery.

Captain Cox was silent formoment. Then he said, ReallyMr. Holmes, I do not know hothe Army can thank you. Thers no doubt that this is exactl

as it happened. Perhaps in ounext m c h n e we shoulstrengthen the propellers anprotect the control wires. I wireport all you have said to thboard tomorrow.

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RUNW YIMPRESSION

FEN EMajor Harland urroughs

PORTY EIGHT accidents andthree-quarters of a milliondollars. That s what undershotlandings at prepared airfieldshave cost the Army during thepast five years.

Does anyone ever land shortat your airfield? Check the overruns, or the areas off the endsof your runways, and chancesare you ll be surprised at thenumber of tire marks you find.

The Air Force has come up

1963

with a novel, inexpensive, andworkable solution for this problem-the runway impressionfence. Now in use at many AirForce installations, the fence hascut short landings to almostzero.

The runway impression fenceconsists of two rows of individual stakes placed at 10-foot in tervals. The rows are feetapart and offset 5 feet to givethe impression that th e . entire

fence has depth and body.Each stake consists of two sect ions-a frangible styrofoam

portion which is visible abovethe ground and metal base plateand spikes for ground support.Each stake can be easily removed from its position at anytime.

FENCE LOC TIONOptimum location of the fence

for your particular runways canbest be determined by the trialand error method. To do this,set the fence up and fly a fewapproaches over it. f the degreeof slope doesn t fit your conditions, move the fence nearer orfurther away from the thresholdand try it again. Have a groundobserver record the height ofyour aircraft as it passes overthe fence and the point of touchdown. It is recommended that aground observer record at least30 approaches. This will aid inmaking small adjustments-tofind the final optimum locationfor the fence.Average over-the-fence clearances will be approximately 8feet. Most pilots will probablyreport that they thought the aircraft wheels would strike thefence during a good approach.Pilots who complain most areprobably the ones you havesaved from short landings.

Advantages of the runway impression fence over other landing aid systems are its simplicity,low cost and ease of installation. All materials required forthe fence can be acquiredthrough your post engineer,with safety as the authority. Itsgreatest operational advantagelies in the fact that no concentration is required by the pilotwhich detracts from normal ap -

Maj Burroughs is assigned tothe Investigation and Preven-tion Division USABAAR

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proach and landing procedures.t becomes effective only i he

drops dangerously low on finalapproach. VVhen the fence appears, corrective action is obvious, and pilot reaction is instinctive-CLEAR THE FENCE

Material Specifications andAssembly NotesMaterials:1 Epoxy resin, low temp. MilA 8623A, Type 1, general

purpose2 Styrofoam sheet-18" x 48x 4", VVhite (No Mil Spec.

Local purchase)3 Elmer's glue-(No Mil Spec.

Local purchase)4 Chrome nickel steel sheet-18 x 4 x .0625 , FS #9615-288-61615 5/ 8" O.D. Chrome nickel

steel tubing-18" long, FS#4710-289-03986 3/4 LD. Chrome moly steeltubing-24" long, FS #4710-203-76347 Fiberglass c1oth-12 ounce,Mil G 1140, commercial8 Liquid (Codit), white-FS#8010-576-2061, pressurized

can9 Corrosion resistant p nt-Zinc chromate, FS #8010-298-228010. Red-orange paint-Krylon

glowing fluorescent, 633 No.3101, Mil P-21600, pressurized can

Assembly Notes:A. Apply reflective paint to sty

rofoam with pressurized can.Do not use brush.

B. Crimp long edges of 18"x 4"x .0625 steel plate 1 4 @ 20.C. Apply corrosion resistantpaint to steel tubing and plateareas not covered with fiberglass wrapping.D. Apply red-orange stripingand reflective paint to frontand back side of each styrofoam stake.

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TYPIC L INST LL TION

PAINT ALL STAKES PAINT ALL STAKESTO LEFT OF CENTER TO RIGHT OF CENTERAS SHOWN ABOVE AS SHOWN ABOVE

F BRIC TION PL N FOR FENCE ST KES

~ 3 1 - - 12 ~ 3 ~I FIBER.BOTTOM END VIEW I T ~ ; ; ; ; .. GLASS18 WRA4 "T

5/ 8 0. 0 .STEELTUBING

SIDE VIEW

3/ 4" PIPE1.0.

18 X 4" X .0625 STEEL PLATE IS BONDED TO STYROFOAM WITH EPOXY RESIN FIBER.GLASS IS WRAPPED AROUND STEEL PLATE UP FRONT AND BACK SIDE OF STYROFOAMIF STYROFOAM IS NOT AVAILABLE IN PRECUT SIZE OF 18" X 48 X 4", BOND SMALLERPIECES TOGETHER TO SPECIFIED DIMENSIONS WITH ELMERS GLUE

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s

Major Thomas N urst

A pilot needs to be competent in the use of all his navigationalequipment. This includes the old navaids s well as the new.

AMANUAL LOOP approach?1.: Good grief I'd rather comein on the free air temperaturegauge.

The reaction of many aviatorsmight be similar i suddenly theonly means remaining to gettheir aircraft safely headed forthe barn was the manual loop.And this possibility is not toounlikely.

Last winter the pilot of an0-lE, flying early morning radiorelay beneath a heavy overcast,found himself cut off from anypossible landing area by drivingsnow. He contacted a nearby ap proach control. No radar avail-

SEPTEMBER 1963

able, he obtained an IFR clearance, the approach headingsfrom the outer marker, andmade a successful approach us ing his manual loop.

The loop is antiquated andirksome. Many consider it aprimitive means of navigationclosely akin to releasing pigeonsfrom the cockpit and followingthem home. But it can save yourhide in a pinch.

In Korea, flying a U-6A on instruments, an aviator lost theautomatic sensing capability ofhis ADF. He continued en routeusing the loop portion of theLF receiver, held for 3 minutes

over the beacon, and completedhis flight with a GCA to homefield.

Let's consider an aviator flyingan 0-1 on a nap-of-the-earth,cross-country mission and theonly piece of radio navigationalequipment installed in the aircraft is the LF receiver-withmanual loop If he is flying VFRin marginal conditions, whatthen? How much of an orien-

Maj Hurst was Chief Doc-trine Branch Director of In-struction USAAVNS before hisrecent overseas assignment

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tation he has received, orwhether he has had any recentinstruction or not, is usually dependent upon the training program of his unit.

Transition training must include instruction in the use ofall navigational equipment installed in the aircraft. f the loopis installed, the instructor pilotmust check the applicant s proficiency in its use before signingthe transition record. Regulations also require that the annual instrument flight examination include demonstration ofproficiency in the use of all radioequipment installed in the aircraft in which the flight is conducted (AR 95-67 par 6e). f theloop is installed, the applicantmust satisfactorily complete anexamination on its use beforehe is qualified for renewal. [Thisshould not be taken to meanthat the examinee must performa loop approach. AR 95-67 par 6f(12), g) and (h) specify whichentire facility procedures willbe performed.]

But aviators are not usuallyproficient in using the manualloop. e r fo r man c e usually

ranges from Illillimum satisfactory to total incompetence, andis proportional to the effort expended by the pilot to increasehis proficiency.

Lack of knowledge of the subject engenders lack of confidenceand is usually accompanied by astrong dislike-and that which apilot dislikes, he will not practice. Because a considerableamount of hard work is involvedin becoming proficient, most ofus react normally by attemptingto avoid the subject altogether.However, every aviator has theability to master the techniquesinvolved. He has only to be willing to put forth the necessaryeffort.

The only way to become proficient is to practice. The bestway to practice is to go out ona training flight with a qualifiedinstructor pilot, preferably anexaminer, and devote the entireperiod to this one subject. It isbetter to fly without the hoodinitially and to include the outside of the aircraft in the crosscheck. In this way comparisonscan be made with the indicationsreceived inside the cockpit and

ractice of m nu l loop procedures in all aircraft

1

visual indications of the actualposition of the airplane in relation to the station. Later, thesevisual indications are withdrawnand the pilot substitutes forthem the signals which he receives, much the same as he substitutes the artificial horizon forthe real horizon in first learningattitude instrument flying. Thisis called visual bracketing and isa standard technique used inother phases of instrument flying.

LOOP PRO EDU RThe first thing to do is to tune

and accurately identify the station. The plane of the loopshould be in the maximum signal position for this tuning, i.e.i f the station is on the nose ofthe aircraft the azimuth indicator should be in the 90-270position. In solving the 180 ambiguity, let it suffice here to saythat i f the relative bearing is increasing, the station is on theright; conversely, i f the relativebearing is decreasing, the stationis on the left. This has to be trueunless the airplane is flyingbackwards.

Let us assume that the stationhas been properly tuned andidentified and is now on thenose. We now have the problemof volume control. Just howwide should the null be? Thenull can be affected by distancefrom the station, condition othe receiving equipment, type oemission of the signals, and at mospheric conditions.

The null should be as narrowas possible. It is possible to gea good, well definable 2 null a50 NM from the station. f weget a 1 null, it would give usa precisely accurate bearingand would make our trackingprocedure simple. Wind bracketing is done exactly as when using other navigational aids once

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the bearing to the station hasbeen accurately determined.

t is not sufficient just to lo-cate and receive a null. Thewidth of the null must be determined by checking the extremesboth right and left; the mean ofthese two readings is used as thebearing. This is done by rotatingthe azimuth indicator back andforth, from the right edge of thenull to the left edge without go-ing past During this procedurethe aircraft must not turn orthe bearings will be unreliable.If the pilot allows the aircraftto wander while attempting totake loop bearings, the instructor should immediately discontinue the loop problem and goback to basic instruction onpitch attitude and heading control, resuming loop instructionat a later date.

An alternate method is to setthe azimuth indicator to 0 0 andcheck the width of the null byturning the aircraft. The meanof the readings on the directional gyro is taken as the bearing to the station. The importantthing to remember is that eitherthe azimuth indicator or the aircraft may be turned, but notboth at the same time.

In doing a time-distance problem using the formula based onthe 60: 1 relationship, the aircraft should be turned 7 0 to theleft of the station. Turning rightwill work, but by turning left weeliminate many computationswhich must be made by the pilot, and we want to keep this assimple as possible. Ideally, too,we would approach the desiredtrack on a heading of 0 in ano-wind condition, and relativebearing would be the same asmagnetic bearing. The pilotwould simply read magneticbearing directly on his azimuthindicator. The time is startedwhen the relative bearing is 80 0and is stopped at 90 SEPTEMBER 1963

Turning 7 initially is not astandardized USAAVNS procedure, but is recommended because at the completion of theproblem only a 9 0 turn is re quired to go to the station. Having to turn 100 0 plus the radiusof the turn can cause the aircraft to get off track and the pi-lot to make a track interception.How far off track the aircraftgoes depends on distance fromthe station, airspeed, and wind.Also, the aircraft is turned per-pendicular to the desired in-bound track in the beginning,and it is not necessary to turntoward the station to start theprohlem.

Although any method may beused as long as it contains awingtip bearing, this methodseems simpler for most pilotsbecause it is easier to visualize geographical position in re lation to the station. Headingcontrol is very important sincethe time to the station dependson the time elapsed betweenbearing changes. Pitch attitudeis also important because a constant airspeed must be maintained. By eliminating all vari-

abIes except the wind, and com-pensating for it, an experiencedpilot can consistently hit hisETA within 1 minute or less.By using a 10 0 bearing change,each 10 seconds elapsed duringthe timing equals 1 minute offlying time to the station. Anybearing change up to 30 0 willwork, but once again thismethod is simpler and no computations are necessary.

To avoid overshooting, a 90 turn toward the station must bestarted immediately upon intercepting the desired track. Students at the U. S. Army Aviation School are taught to turn

0 into the wind at the first off-course indication. Since 30 0 willcompensate for a direct crosswind of one-half the true airspeed, 20 is sufficient for mostwind conditions. Actually, anyprocedure is acceptable as longas it is satisfactorily executed,but solving for wind correctionangle can begin only when theaircraft is on course and onheading. This should be startedas soon as possible after turning inbound because there willbe no time for it when close tothe station. The pilot should

. . . can save your hide in a pinch

11


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continue to split his windbracket until he has a knownheading which will hold him ontrack. This heading should thenbe held and not allowed to vary.(If the pilot is en route fromother fixes, he should have computed an accurate estimate forthe station, using previous legs.)

Now we come to identificationof station passage, the most important single item of the entire loop procedure. On it reststhe success or failure of the ap proach to follow. As the volumebecomes louder while approaching the station, the null decreases in width until it disappears. Just before this happens,the volume should be decreasedsufficiently to keep a null. Ex actly how much is necessary cancome only with experience. Atsome point very near the station the null disappears completely. This is the time whenmost pilots become confused andstart dial twiddling with theazimuth indicator; the aircraftwanders, and we become hopelessly disoriented.

This can be avoided by rotating the azimuth indicator to the90-270 position and waitingfor a fade in total volume. Volume must be turned own toa very low level immediatelywhen rotating to the maximumsignal position, or station passage will be missed. Just exactlywhen we rotate to the 90 position is a matter of individualpilot technique, but it can bedone a little early i estimatesare accurate and heading is absoJutely maintained. This will ensure passing directly over thestation.

Methods of turning off courseand using wingtip null for station passage will not be discussed here since it is both desirable and possible to pass directly over the station. After

2

rotating to the 90 position, abuild in volume will be notedexactly as in a LF range problem; at this time volume shouldbe decreased. Just exactly whento make the last volume reduction prior to station passage isagain a matter of individualtechnique, but i made too lateit can coincide with the null andstation passage will be missed.If station passage is not receivedwithin about 1 minute, it is advisable to recheck null positionnear the nose and repeat the station passage procedure, sincethe estimate is obviously inerror.

As the aircraft passes over thestation with the azimuth indicator in a 90 positi On, a fadewill be detected exactly like acone of silence over a LF station. At this time, the pilotshould do nothing but maintainheading and wait for a build.Getting a build proves stationpassage, and the pilot can nowbegin the approach. Holding isthe same as when using otheraids. In the case Of a terminalstation, only one station passageis required, since the aircraft willbecome VFR on final prior toreaching the station.

After initial station passage,the pilot has only to take bearings to make a successful approach. He should always keepthe azimuth indicator pointedtoward the station to avoid confusion. This is especially truewhen checking the 90 pointin the holding pattern and inthe procedure turn.Using the ADF receiver withthe function switch in the loopposition requires somewhatgreater skill, since there is noisewhen rotating the electricallydriven loop and signals may bedistorted during periods of poorreception. One advantage of themanual loop is its relatively sim-

pIe construction. It is not subject to the normal errors of thADF, such as chasing thunderstorms, and is therefore moraccurate. Some ADF receivergo completely berserk in snowstorms, but by using the manualoop the aircraft can proceed oncourse and land at the intendedestination.

Holding on a 30 second beaco(Le., one that identifies itselonly every 30 seconds and transmits no audible tone in betweencan present new problems. Ocertain stations, such as typA-I emission, turning the BFOswitch ON, on switching fromVOICE to CW, can produce anaudible tone, but this feature inot available with the manualoop.

The I Ocation Of the azimuthindicator in the aircraft is veryimportant. Below the pilot s elbow on the left wall is not idealThe indicator should be locatein front of the pilot next to hiother indicators.

How long should it take fothe average pilot to become proficient in the use of the manualoop? He should be current inthe aircraft and proficient inbasic aircraft control using flighinstruments. If so, two flighinstructional periods, the firswithout the hood and the seconunder the hood, should be sufficient to learn procedures. Aftethat it is a matter of individuaability. Certain pilots in Europhave been able to deliberatelyfile IFR and make successfuloop approaches under actuaweather conditions from thedate of initial award of an instrument card. This can be doneconsistently by pilots with average ability who are well trainedAn adequate training programin all units could bring all ArmyAviators up to this level of proficiency in a very short time.

u. s. ARMY AVIATION DIGEST


15/52

Operations which must be concluded by exfiltration or evacuationoften cannot be considered if the terrain is inaccessible by conven-tional ground or air transportation However the XVIII Airborne

THROW AWAY anythingyou can't carry "chuckled cynically to myselfand glanced at Sergeant Weinsik. He was looking pale already.He wouldn't be able to walk farwith those arm and shoulderwounds-and then we'd be carrying him.

pulled myself to my feet asthe sergeant continued, "Comeon Come on We've got to getmoving again or they'll overrunus."

SEPTEMBER 963

Corps has found a way.

We started plodding along therugged ridgeline. It was heavilywooded and did afford coverfrom the enemy. But it also wasthick enough to keep the helicopters out.

So this was it The ChineseCommunist spring offensive hadopened and caught our platoonin front of the MLR. They werealready well to our rear on bothflanks and before long would bebetween us and UN forces atSuchon Pass.

The company-the battalionhell, even the regiment-knewwhere we were. Not 20 milesaway. But they were havingtrouble saving their own necks.Battalion's advice to the 3d platoon? "Withdraw to SuchonPass on your own."

A helicopter came floppingalong the ridgeline. The pilotspotted us and slowly circled,but could not find a place to setdown. Finally, hovering justabove the trees, the pilot pointed

3


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Copilot relays instructions on intercomin the general direction ofSuchon Pass.Our friend in the air hoveredand watched us for what seemedan eternity. Then with a quick,deliberate move he saluted us

Cripes, we must really be infor it, I thought.

I felt miserable, but 01 Weinsik must have felt a lot worse.Here was a medical evac chopperwithin about 30 feet of him andhe couldn't aboard.

Weinsik's bandages were sog-gy. He was still bleeding, andwe finally had to improvise astretcher to carry him. This cutour progress at least 50 percent.It is the main reason the platoondidn't make Suchon Pass thatday---or any other day. And it'sthe main reason Weinsik died.

This anecdote is based on atrue incident. A lot of Mondaymorning quarterbacking is pos-sible here, but one thing is certain: had the hovering flightloading concept been available,the 3d Platoon would have had

14

a chance for a more gloriousending.The hovering flight loading

technique was developed recently by the XVIII AirborneCorps at Fort Bragg, N. C., primarily to load personnel intohelicopters from treetops inareas where it is impossible toland. Basically the equipmentneeded is a rigid ladder and acollapsible platform. The platform is attached to a treetop andthe ladder to the side of a helicopter so that it extends 4 feetbelow the skid.

Loading is accomplished byhovering the helicopter in aposi ion from which personnelcan reach and climb the ladder.(This technique can easily bemodified to recover personnelfrom roof tops, reefs, small is-lands, boats, cliffs, etc.

TREE SELE TIONProper tree selection is ofparamount importance. Picking

the right tree greatly reducesthe amount of effort required toclimb and prepare it and also

ree box

facilitates a safe approach of thehelicopter. When selecting a treefor a loading operation, carefulconsideration must be given towind direction. Since the pickuphelicopter should hover noseinto the wind with the ladderattached to its left side (usingthe UH 1), wind direction willdictate the side of the tree fromwhich the loading will takeplace.

Ideally, the selected treeshould stand 10 to 15 feet higherthan others in the vicinity. Surrounding treetops must be cutaway i they interfere with theflight path of the helicopter.Equipment required for climbing and preparing the tree iscontained in a bag. Normallythis equipment is delivered totroops on the ground by freedrop from either fixed or rotarywing aircraft but it also maybe lowered by rope from a helicopter.

u. S. ARMY AVIATION DIGEST


17/52

Preparation of the tree is themost time-consuming portion ofthe operation. The time consumed is directly related to thenumber of spikes required toreach the treetop. Under normalcondi ions it takes two men us-

handhold when standing in thebox, and it facilitates climbingfrom the tree into the box.When standing n the top of thetree, a visual check is made ofthe approach and departurepath to be flown by the heli-

latform is collapsible for storage and lowering from helicopter

copter. f surrounding treetopsobstruct the flight path, theymust be cut away.

When attached to the tree,the box provides a stable platform in which to stand and al lows the individual to use bothhands to grasp the loading ladder. The box can be lowered byrope from a helicopter to theground or directly to the prepared treetop. f the box is de livered to the ground, it can beraised to the treetop by using arope and pully contained in theequipment bag. Regardless ofthe delivery method, the boxshould arrive at the treetop in afolded condition.A t the top of the tree the boxis quickly attached with threeweb straps and then unfolded.The web attaching straps arethen pulled taut. f additionalstrap tension is desired, a 1 x4 wooden wedge delivered withthe box (or a piece of a treebranch) may be driven between

ortion of tree limb should extend above oxing safety belts to climb and prepare the tree. One climbs thetree by driving spikes on alternate sides of the tree at approximately 24-inch intervals. Thesecond man follows the first asclosely as possible and cutsaway interfering limbs whichhave been bypassed. He also carries spare spikes.

The exact place to attach thetree box is determined when thetop of the tree is reached. It isdesirable, but not necessary, thatthe tree box rest on a limb foradditional stability. Using machetes, both men cut away theextreme top of the tree andother interfering limbs or foliage. Care must be taken to allow approximately 2 or 3 feet ofthe tree to extend above the boxafter it is attached to the tree.This extension can be used as a~ E P T E M E R 963 5


18/52

the box and the trunk of thetree. When the box is properlysecured and the handrail hasbeen put in place, the pickuphelicopter can be signaled intoposition.

POSITIONING OF THEHELI OPTER

Before the helicopter hoversinto pickup position, a rigid metal ladder extending 4 feet belowthe skid is attached to the leftside of the aircraft. (A longerladder cannot be transported inthe UH-IB.)

During the final approach tothe pickup point, the pilot of thehelicopter receives all headingand altitude changes from theaircraft copilot. The copilot ispositioned at the left cargo doorand relays instructions throughthe intercom system. When thehelicopter is approaching thetree and hovering in the pickupposi ion, the ladder and box

elicopter eases into positionfor pi kup

t l

cannot be seen by the pilot.Therefore, any changes in direction or altitude must come fromthe copilot who is in a positionto see clearly. Extensive testinghas proved this procedure to besafe and reliable. However, thepilot and copilot should developthe technique as a team andpractice the procedure manytimes before attempting a loading operation.

When the helicopter is in thepickup position, the end of theloading ladder should be from 6to 18 inches directly to thefront of the tree box. A manstanding in the tree box has nodifficulty grasping the ladderfirmly with both hands at apoint about 3 feet above thebottom. It then becomes a simple matter to step from the boxonto the bottom rung of theladder. Upon entering the helicopter, personnel must moveimmediately to the rear of thecargo compartment and sit onthe floor without moving. Thisprocedure distributes weightand reduces aircraft controlproblems.

The metal loading ladder isdesigned to fit any UH-IB. fmore than one load of personnel is to be picked up, the ladder can easily be detached froma loaded helicopter and passedto a man standing in the box.The ladder is passed from thetree to the next arriving helicopter for continuation of the loading operation.

COMMUNIC TIONSThe situation dictates the bestmethod of communication to be

used between ground personneland the pickup helicopter. Theprimary means of communication will be PRe 8 9 or 10radios on the ground and ARC44 FM radios in the aircraft.Hand and arm signals, flaressignaling mirrors, smoke, or

panels can be used as secondarymeans of communications andshould be considered during theplanning phase of a tree-loadingoperation.

The individual in chargeshould station himself at the topof the tree to signal the helicopter into pickup position. Thesignal for the helicopter to movein should not be given until heis fully satisfied that everythingis in proper readiness. f the helicopter moves in prematurely,wind generated by the rotor system makes further preparationmore difficult tends to rushpersonnel in the tree, and couldresult in an accident.

The person in charge shouldclosely supervise each man as hetransfers from the box to thehelicopter ladder. f the supervisor is not fully satisfied withany aspect of the operation, itis his responsibility to abortloading. A 15-foot safety strapcan be attached to a tiedownring in the helicopter and handed from the aircraft to the tree,where it is looped under thearms of loading personnel beforethey leave the tree. The safetystrap is unnecessary when loading personnel experienced in theloading technique, but it shouldbe required during initial training phases.

During equipment deliveryand loading operations, the co-pilot should be secured with asafety belt which permits freedom of movement in the doorbut prevents his falling from theaircraft.

The equipment needed to accomplish hovering flight loadingcan easily be built by most units.Plans and detailed instructionscan be obtained by writing theEditor, U. S. ARMY AVIATIONDIGEST, Dept of P NRI, USAAVNS, Ft Rucker, Ala., or theXVIII Airborne Corps, FortBragg, N. C.

U. S. ARMY AVIATION DIGEST


19/52

C NDID TE OR SUICIDELieutenant James A McCracken

F YOU ARE determined to commit suicide, letme suggest a means other than an aircraft as

your weapon of self-destruction. The reason isobvious. First of all, it's so messy. Second, thinkof the innocent you might take with you; the lossof the aircraft; the countless manhours expendedinvestigating and attempting to prevent similaroccurrences.

But what is this talk of suicide? Of all theaccidents in aviation history very few have beenintentional. However, when some essential element is omitted in planning, preflight, or any operation under your control, you become a candidate for suicide.

Whether it is omitted intentionally or n ~ tmakes little difference; the odds against the successful completion of your mission have bee-orneless. You can put a gun to your head.and pull thetrigger; i f the gun is not loaded, all you get is asnap. Forget to check the gas; i f the tall-k is full,you have an uneventful flight. Now take 'the ~ a s eof the gun being loaded when you assumed itwasn't, or the a ~ ~ of t h ~ g ~ s tank .being almostempty when you s ~ u m e d it was fuJl i Either casecan prove catastrophic. .

You can't leave things to ' chance and expect tosurvive forever. You might be able to grosslyneglect something for a long time and get awaywith it. But sooner or ~ a t ~ r it will catch up withyou. Don't have so much faith in human naturethat just because- you told somebody to do something that it is going to be done.

A foolproof maintenance system has neverbeen devised. Regardless of how closely supervised, in adjustment, replacement, modification,etc., errors can and are being made. The bestmaintenance system is the one which minimizesthese errors. .

As statistics point out, maintenance is not thegreatest contributor to accidents. The pilot causesor allows to be caused the largest percentage.What's the answer? How do you put a stop to allthis suicide ?

These questions have plagued flying safety personnel for many years. Many methods have beendevised in an attempt to eliminate or drasticallyreduce the errors made by the pilot, but there isa limit to the amount of automation. Systemswhich prove beneficial for one individual mayprove detrimental for another. There is no oneSEPTEMBER 1963

simple solution.Standardization is a partial solution, but even

this can be carried just so far. The limit of humanendurance or just how much knowledge anindividual can absorb and be expected to recall atany particular instant is significant.

The Army Aviator is a good biological specimen for closer analysis. Just look at the multitudeof abilities he must possess: maintain VFR andIFR proficiency in fixed and rotary wing aircraft,as well as keep abreast of his basic branch. Forsome individuals, this isn't asking too much; butfor a few , proficiency in all these skills apparentlyis an impossible task. As a result, some area mustsuffer. Unfortunately lack of proficiency inevitably l ~ d s the unsuspecting aviator into a situa-,ti01} .where-he is incapable of applying correctivemeasures until it is too late.

Another area worth mentioning is the complacent attitude some aviators have toward flying. tis surprising the number of pilots who adopt theattitude: How could anybody be so stupid? Iwould never do anything like that, or, Thatcouldn't happen to me. This type individualtends to neglect essential elements of flight planning because he thinks nothing can possibly gowrong.

You can just as easily go to extremes in theother direction. There is no happy medium. Youmust take certain things for granted and you arerequired to check certain things. Your local SOPshould have a preflight checklist for each typeaircraft in your organization.

No one should ever be criticized for being toocareful in preparing for a flight. The best meansfor assuring that nothing is omitted in preparationis a set of definite procedures. Procedures can'tbe stre-ssed too much. f you really want tokeep on living, the best insurance possible is tomaintain proficiency, keep yourself psychologically and physiologically sound, and adopt a professional attitude toward flying.

Only through the combined efforts of everyindividual connected with aviation can we expect to make any progress toward the ultimateobjective: Accomplishment of our mission witha zero accident rate.

Lt McCracken wrote this article while a stu-dent at the University of Southern Californiarmy Safety Course

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rash ourse

CLIPBOARDS in hand, the men walkedsilently through the fields stopping now andthen to examine in painstaking detail some newpiece of aircraft wreckage they found strewn infront of them-as if thrown there by a gianhand moving in anger.

From metal cases some of the men carriedthey took magnifying glasses goose-neck lightsand micrometers to aid them in their examinations of the twisted, scorched and broken parts

Before they moved on, each piece of what hadonce been a powerful aircraft was inventoried andits position plotted on the clipboard sheets.

Which federal agency had sent these menhere? What new aircraft tragedy were theyinvestigating?

The men with the clipboards represented nogovernmental agency. They were students in aunique school-the University s Aviation andMissile Safety Division, only one of its kind inthe world. The crash they were investigating wasnot a new one. It happened years ago and in adifferent place. But the pieces-all 2 314 of themnow lay in the same relative positions as those

in which they were found when the airplanebroke up on impact with the ground.

This article is reprinted withpermission of the University oSouthern California s AlumnReview, from their NovenLber1962 issue.


21/52

Today the parts, reassembledin the original crash patternalong a 1 000-foot crash course,provide a field investigationproblem for the men who attendthis unusual school. Everythingis there-skid and impact groundmarks, oil stains included.Considering the hundreds whohave followed this crash coursein a succession of classes theaccident is doubtlessly the bestinvestigated crash in U. S. aviation history.

But each new student, withthe investigative skills learnedin his class and laboratory sessions, must find anew the answer to: What caused this planeto crash and why?

Although only a detail of theinstruction, the question ranksin importance with a semifinalexam. In all more than 3 500men have attended the Aviationand Missile Safety classes in thelast nine years.

Members of this very selectgroup-the only formally trainedaircraft accident investigators inthe world-are found today inkey positions related to aircraftand missile safety and accidentinvestigation.

They are flight safety officersin the air forces of half thenations of the world. Two ofthem are astronauts: Lt. Cmdr.Walter M. Schirra, Jr., whorecently made a six-orbit spaceflight and Lt. Cmdr. James A.Lovell, Jr., one of America'snine new astronauts. SpacemanSchirra studied here in 1957 andLovell in 1961.

Many of the graduates can befound behind the executivedesks of aeronautics manufacturing companies and relatedfirms. Many have positions withthe U. S. aviation agencies, andmany are airline captains. Andsome have been brought into theinsurance business as the underwriters of aviation's risks.SEPTEMBER 1963

Youngest of this new breedare those who are trained in thesafe handling of ballistic missiles.Classes in this area began alittle more than a year ago andnow hundreds of missile safetyofficers are performing theirduties at various missile installations throughout the UnitedStates.

The men who have come fromacross the country or fromaround the world, as scores havedone, to attend these classes atthe University have emergedwith an amazing, often SherlockHolmes-type capacity for solvingthe fatal riddles of aircraftcrashes. t is not unusual that ahardened expert has been impressed by the accuracy withwhich a broken aircraft partbecomes a tell-tale clue to disaster-once the lessons havebeen applied.

Just how penetratingly accurate can an Aviation and Missile Safety Division student beon the scene of an aviationtragedy?

David Holladay, head of theaircraft accident prevention andinvestigation section of the division lists just a few of the things

which these students can accUrately determine by careful in vestigation of a crashed aircraft.

Even the fractured remains ofa tiny vacuum tube will tell thetrained investigator whether ornot there was any electricalenergy in the tube at the timethe plane hit the ground.

Was there a fire aboard theaircraft while it was airborne?Or did the fire break out afterground impact? Instructor Holladay says in many cases this isa relatively easy question.

He picks up a part from thecrash course on which his menhave been working and pointsto a fracture in the metal: Thedifferences in metal fractureswill tell you whether a partfailed from fatigue or whetherthe break came on impact.

f fatigue in the metal was thecause of the break, the investigator who has learned his lessonswill be able to tell you whetherthe break was the result of upand-down stress or twist ingand sometimes the sequence ofthe stress in the lifetime of theaircraft.

Whether the landing gear wasup or down, the exact setting of

areful investigation by trained personnel usually uncovers thec use of ccidents and sep r tes f ct from fiction

19


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f A c c i d e n t investigation is or the s a k ~ of accident r e v e n t i o ~the wing flaps in degrees andwhether or not the craft had afuel supply at the time disasterstruck-all these are basic training lessons for the students.

Ditto: Ground scars made bythe wreckage, the presence ofpaint flecks on parts which hadno paint, and minute scars onmetal surfaces, to determine sequence of failure.

Important as these investigative skills are rated, the underlying purpose of this training iseven more significant. Expressedin the words of Division Director George Potter is this overriding goal:

Accident investigation is forthe sake of accident prevention.This program, our texts, our curriculum, the human centrifuge,the 'crash course,' our 'museum'of aeronautical mistakes-theyall contribute to the skills weknow already have saved thousands of lives and millions ofdollars worth of property.

The courses offered by theAviation and Missile SafetyDivision not only include accident investigation but courses inaeronautical engineering, aviation physiology, aviation psychology, and communicationprinciples and techniques.

One of the unique aspects ofthe program is the use made ofthe human centrifuge, only suchapparatus on a university campus in the United States. It isused for indoctrination and research, giving the students anopportunity to experience andwitness various effects of ex posure to G forces under conditions where they are not chargedwith responsibility for control ofan aircraft. The centrifuge dupli-

2

cates the forces encounteredwhen banking steeply or pullingout of a dive.(Beyond mere men , astrochimps Ham and Enos rode thecentrifuge while being trainedfor orbital flights under the direction of the physiology department of the School of Medicine.)

How and why did this schoolcome about?

According to Dean Carl Hancey of University College, it wasthe huge loss of personnel andequipment which the U. S. AirForce suffered in the peacetimeyears following the end of W or dWar II that brought the one-andonly school into being. In 1951the Air force Inspector General'sDirectorate of Flight Safety Research urged establishment of aflying safety officer course-acourse where pilots would betaught the characteristics andcapabilities of an aircraft; wherethey would learn to investigateaircraft accidents scientificallyand emerge with recommendations and procedures whichcould be used to prevent similaraccidents.

The problem landed in USC'slap less than a year later whenthe Universi y was given a re search contract to study skillsand information needed by suchpersonnel.

Under the direction of DeanHancey the program curriculumand methodology of the thenAviation Safety Division wasthoroughly researched, refined,drafted and made operational.

Dean Hancey says: The AirForce came to us with a seriousproblem. It's the business of aprivate university such as USCto solve such problems. Andcreation of this program was a

natural, direct result of thatneed.

After the Air Force came theNavy and then the Army for thetraining of Flight Safety Officers.Today the University maintains8- to 12-week courses for allthese, plus courses for the officers of Allied Nations throughthe Military Assistance Program.Just begun, in addition to these,is a special set of classes for theFederal Aviation Agency.

Growth of the Division hasbeen phenomenal and the University now has 14 full-time and17 part-time personnel engagedin the instruction of these classesand their administration.

With a decade of experience,the Aviation and Missile SafetyDivision today sets its sights farbeyond the basics of aviationaccident investigation and prevention. The Division hopes ultimately for clearer channels bywhich all aircraft accident in vestigators may funnel theirknowledge to the aeronauticsindustry.

Says Division Director Potter:There are many instances todayof aircraft which simply do not

conform to the design of thehuman pilot assigned to theiroperation. It is our hope thatmore careful design of aircraftand space craft of the future willresult in the elimination of those'human errors' which today areall too often dismissed as regrettable and unavoidable.

This can be achieved onlywhen the whole knowledge ofthose who investigate aircraftcrashes is brought completelyand speedily to the attention ofthose who design and those whobuild these aircraft or spacecraft.

. S ARMY AVI TO DIGE T


23/52

It seems that medical evacuation missions are always on a hurry-upbasis or at night. Any unit with a hospital on the installation mighttake a closer look at its operating procedures.

ow Do

ASKING THIS question ofl several fellow officers Ifound that only a few actuallyknow how to properly install li ters in the U -6A Beaver.

Last summer a friend wasassigned to fly two medical attendants to Yazoo Miss. in aU -6A to pick up a litter patientwho had been stricken with in fectious hepatitis. After fillingout a flight plan and meeting thetwo medical personnel, the pilotand copilot picked up four parachutes. They paused for a moment to consider this question:What Army regulation requiresa patient to have a parachute?They thought that AR 95-1 statesthat all occupants of Army aircraft [except those in observation-type helicopters] will havea parachute. The pilot finallydecided to carry an extra chute,since he wasn t sure of the regulation.

Upon reaching the aircraft thepilot noted that the litter equipment had not been installed. Heturned to the copilot and askedif he knew how to install thelitter kit. The reply was anembarrassed negative. Since thetwo medics had probably beenon missions of this type before,the pilot thought they surelywould know how to install it.But as things would happen,they didn t know either.

SEPTEMBER 1963

You InstallLieutenant Howard F Brook Jr

What started out to be a simple flight was rapidly developinginto a complicated one of rules,regulations, and knowledge. Butto continue with our story, thepilot decided to lay the litter onthe right side of the cabin floorand not install the kit. He thenput the two center seats on theleft side and stowed the slingseats in the baggage compartment.

After btaining an extensionon his weather briefing time, thepilot was ready for takeoff. During the takeoff roll he noticedit was taking a long time to buildup flying speed. Most of us haveexperienced this peculiar feelingin our tactical training when wewere making shortfield takeoffs.Of course this wasn t much of aproblem with 6000 feet of runway. But what about the lengthof the landing runway? Was theaircraft over maximum grossweight with full fuel load including tiptanks, pilot copilottwo medical attendants, and alitter patient with baggage?

The answers to the questionsasked in the preceding paragraphs are only three importantaspects of many involved in asimple litter patient mission.

First, we have already foundfrom AR 95-1 that all occupantsof Army aircraft will have a

a Litterparachute. However, this requirement may be waived in thecase of a patient and others bya major commander.

Second, remember a DD Form365F is required for your particular load on the U-6A Beaver.

While this mission was accomplished in a U-6 it is essentialthat Army Aviators know howto install litters in the aircraftin which they are qualified. Inaddition to actual emergenciesand requests, medical evacuation of Army Aviation is a re quirement in all annual trainingtests. t is the aircraft commander s responsibility to ensurethat patients and special equipment are installed properlybecause the people on theground may not know how. fthe request indicates that a needfor oxygen or intravenous injections will be necessary en route,will the aircraft commanderknow how and where the additional equipment will be installed?Can you correctly answer theabove questions?

Lt Brook was an instructorwith the Fixed W ing Intermediate Maintenance Division Deptof Maintenance USAAVNS be-fore his recent overseas assign-ment.

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WH T H PPENEDTO

THE ARMY PLAN forEquipment Record revision(TAPER) was announced on 15February 1961. Selected units atFort Knox and Fort Campbell ,Ky., Fort Lewis , Wash. , and the4th Armored Division in Europebegan testing the system ontank-automotive equipment thefirst of July the same year. Results of the test were so en couraging that the plan was putinto effect and became Armydoctrine a year later. What hashappened to TAPER during thispast year?

Several direct advantages andby-products were foreseen bythe Maintenance Board at FortKnox, Ky., and were broughtabout by the use of the newequipment record system. Twoof these were: (1) more productivity at 1st and 2d echelonthrough the standardization ofprocedures and forms to ascertain the complete battle readiness or status of equipment, and(2) the consolidation of all in -structions for maintaining records into a single technicalmanual. Some of the by-products22

ames r Mize

were the reduction of forms andrecords, the clean-up of Modification Work Orders , and a standardization of inspection timerequirements for aircraft. Theoverall purpose of The ArmyEquipment Record revision(TAER) is to collect data forthe logistics system. This isbeing accomplished.

Shortly we will be getting thefirst revision to TM 38-750,which reflects the followingchanges. The Maintenance Request, DA Form 2407, is slatedfor complete revision and redesign. The purpose seems to remain the same: to report theapplication of MWOs , to requestwork from support activities ,and to submit EIRs. The DAForm 2408-7 has been used forselect items only; now it willapply to all aircraft. This eliminates the use of a portion of the-15 to reflect the transfer data.With this new use of the -7, onlyhistorical data will be shown onthe -15. Status symbols willapply to all equipment and maybe reflected in black, except foraircraft which will be red. Little

change is seen in the DA Form2408-13 except in the procedurefor recording recurring inspections. The initial inspection requirement will be recorded andcleared on the -13, and therecurring inspections will be re corded on the -17. The DA Form2408-17 has been "edesigned forrecording scheduled equipmentinspections and has been redesignated the Equipment Inspection List. The Aircraft Inventory Record will no longer existas such. The equipment will beaccounted for by referring to theproperty books and handreceipts.

The requirements for recordskeeping may seem to be excessive when considering only onelevel of maintenance; however,the Maintenance Board continues to chisel away, carving andaltering the Equipment RecordSystem to fit all maintenancelevels and all types of equipmentused by our modern Army.

Mr. Mi ze is an Education Spe-cialist Forms and RecordsBranch, Dept of Maintenance,USAAVNS

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Today sTrainerTechnology

apta in Farr is G McM icken

ASTUDENT climbs into the.l 'l- seat of a Mohawk, adjuststhe straps and waits for ordersto start the engine. He makes acareful last minute check of hiscockpit, dials, console switches.With a firm hand he engages thecrank switch, but hesitates before hitting the ignite button. Hehears the engine roar, sees thedial hands jump, flutter , thensettle down in their right places.But something is wrong It's ahot start But no harm has beendone. The student is beingtrained in the Trainer Corporation of America's OV-l Operational Simulator, known as theTraco jet engine trainer. Thetrainer will primarily be used inmechanic training for cockpiprocedure and for engine analysis. It is the first of its kind to beused here and so far has impressed people with its versatility. The trainer consists offour main parts-cockpit station,engine display cross section, in structor's station, and a computer.

Mohawk cockpit stationconsists of instrument panels,left eyebrow panel, and controlpedestal. All engine instrumentsand some flight instruments areoperational and give a goodsimulation of the reaction ofMohawk instruments. This station also incorporates well simulated engine sounds. Airspeed0-400 knots), altitude 0-34,000feet) , and free air temperatureSEPTEMBER 1963

- 50 to + 40 C) are activeinstruments controlled from theinstructor's station. InstrumentBezel lights are active for nightinstruction.A cross-sectional view of theT -53-L-3 turboprop engine simulated by the trainer is presentedin color. The view is backlightedand animated. An arrangementof keyed illumination , color ofthe animated panel, flow presentation, rate of flow pattern ,and sounds of both turbine engines vary automatically aspower and propeller levers onthe control pedestal are moved.Two rows of instruments simulate the actual aircraft instruments. Also present are instruments that assist in engineanalysis.

The instructor is stationed ata portable unit containing all thecontrols to simulate a wide variety of normal and abnormalengine conditions. The unit'sportability allows the instructorto have clear observation of allstudents and stations and allowsconvenient classroom arrangements. A microphone which will

cut out all engine noise and serveas a loud speaker system is amost convenient feature. The instructor is able to simulate failures and near failures whichcould not be duplicated on anactual engine wi hou damage orloss of expensive equipment.

Many situations may be created by the instructor. f a studentis making a maximum powercheck or acceleration check, theinstructor can push a toggleswitch marked "bleed bandstuck closed." As the studentadvances the power levers hewill see and hear the reactionfrom this trouble.

Troubles are induced either bythe incorrect procedures of thestudent or by the instructor fromhis station. The trainer workson the students' senses of sight,hearing, and touch.

We think it will be an invaluable asset to student training.

Capt McMicken is Se ctionChief OV-l Mohawk FixedWing Branch Advanced Main-tenance Division Department ofMaintenance USAAVNS.

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4

TSO S

MORE THAN 8 PERCENT OFALL MID AIR COLLISIONSOCCUR DURING CONDI-TIONS OF GOOD VISIBILITY.

Why then do collisions occur?It is obvious that conditionsother than good weather affectthe visibility of an aircraft inflight. Yet if an aircraft on acollision course can be detectedin time evasive action can betaken by the apposing aircraft.Much thought and effort havegone into making Army aircraftas conspicuous as possible es-pecially those habitually flown

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in the continental United Stateswhere camouflage is not neces-sary.

When first introduced, fluores-cent paints were hailed as theanswer to the visibility problem.In 1957 the U. S. Air Forcepainted 1 600 aircraft with thispaint and noted an immediateimprovement in collision statis-tics. In 1958 the Civil Aeronau-tics Board CAB) was told thatfluorescent color increases visi-bility of an object three or fourtimes.

Recently, though, many havebegun to question the use offluorescent paints. They doubtthat the present comparativevisibility of fluorescent paints toother coatings justifies their highcost and complicated application.Even among the advocates, dif-ferences of opinion have arisenabout the patterns and colorsthat ought to be used.

The Air Force unit that firstclaimed fluorescent paints im-proved their collision statisticstook another look and admittedthat modified traffic procedures,special training sessions andintensified safety measures con-tributed significantly to the im-provement. Those who hadpraised fluorescent paints to the

SEPTEMBER 963

CAB were challenged by otherswho said that, after hundreds ofobservations, not a single casewas observed of conspicuity en-hancement by fluorescent paint.

Finally in 1959 the FederalAviation Agency FAA) decid-ed to settle the question. tdesignated Applied PsychologyCorporation of Arlington, Va. asprime contractor in a researchprogram to investigate the mosteffective visual methods for pre-venting collisions during VFRoperations.

One principle part of thisresearch was to investigate the

relation between surface treat-ment of aircraft and their con-spicuity in the daytime, whichincluded use of fluorescentpaints.

The contractor learned thatcertain technical matters relat-ing to paint had to be under-stood. For instance, aircraft ex -terior paints serve a number ofpurposes not primarily related tovisibility. White and lightcolored paints reduce absorptionof sun radiation. When used onthe upper surfaces of the fuse-lage the result is lowered inte-rior temperatures. Flat blackpaint is used to reduce glare onsuch surfaces as the inboardportions of engine nacelles andon the fuselage immediately infront of the windshield. Some-times special colors are used foridentification purposes. TheArmy uses olive drab no. 504 foridentification as well as camou-flage purposes.)The characteristics of fluores-cent paints must also be under-stood. Painted surfaces reflectsome of the light received andabsorb the rest. Reflected lightgives the surface its appearanceof color brightness, and texture;and the absorbed light is dis-sipated as heat. Fluorescent

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MID-AIR COLLISIONSU. S. Army Aircraft1 Jul 57 - 30 Apr 63

No. of Aircraft ixed Wing10 Rotary Wing14 otal24No. of OccurrencesFatalitiesCostsVFR

54

59,610All

72

224,340All

12283,950

All

paints convert some of theabsorbed light energy to that ofa different color. This transformed light is emitted alongwith the reflected light to givecolors a higher brightness andcolor purity than is possible withnon-fluorescent paints.

The high apparent reflectanceof fluorescent paint puts it inthe class of white or other verylight colored paints. Thus, if apattern using two colors is desired, one light and the otherdark, one such pair might bewhite and non-fluorescent redorange. If, however, one of thecolors is to be fluorescent redorange, then the second colorshould not be white but a darkcolor, say dark gray or olivedrab.

Other factors in using fluorescent paint are that it costs moreand applying it to an aircraft issomewhat more exacting andtime consuming. Consequently,whatever conspicuity advantageit offers must be appraised, inpart, in terms of economic impact. Conversion costs mayrange from 50.00 for a smallaircraft to 5,000 for larger aircraft with complex patterns.

The life of fluorescent paint isshort compared to conventionalpaint. Average life of fluorescent paint varies between 4 and12 months, according to the typeof airplane. Generally nonfluorescent type lacquers and

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enamels have a life expectancyof 4 or 5 years.

In accomplishing his mission,the contractor used laboratory,field, and flight tests, and reviewed the work of other investigators. In addition, the usefulness of paints was discussedwith pilots, operators, and maintenance men to obtain the benefit of their practical experience.In the laboratory, the contractor made five experiments, usingsimulated viewing conditionsand 21 paint patterns applied toscale-model aircraft. Based onthe results of these experiments,six paint patterns were devisedto test the effects of three general principles:

different brightnesses of thetop and the bottom of the aircraft;

different amounts of r e ~orange fluorescent paint;

splitting up given total areasof paint coverage into severalseparate smaller areas.

Flight tests of visual factors incollision avoidance were extremely troublesome to designand carry out. Nevertheless,numerous ground-to-air and airto-air tests were made, and withthe analysis of numerous observations by pilots, the contractorwas able to conclude the project.

FINAL REPORTIn his final report, the con rac

tor said that for conspicuity pur-

poses even some paint on theexterior surfaces of an aircraftis measurably better than nopaint. The primary visual function of paint is to provide information useful in making collision avoidance maneuvers atclose and intermediate ranges.An optimum standardized paintpattern should be developed toinclude elements for positive andnegative brightness contrast, andcolor contrast. This is bestaccomplished with high-reflectance paints on upper surfaces ofthe fuselage, low-reflectancepaints on under surfaces, andcolor on fixed surfaces of empennage.

Fluorescent paints in theorange and red portions of thespectrum are preferred wherevisual recogni ion of color isimportant. These, within closeranges, are identifiable at greaterdistances than all colors ofenamels. They also have theadvantage of color contrast witha majority of the natural backgrounds encountered duringflight.

Present methods of applyingand maintaining these paints arerelatively expensive and complicated, and the test agency believes that an effort should bemade to simplify this procedure.

In spite of certain disadvantages, the contractor concludedthat fluorescent paint is a definite help in avoiding mid-aircollisions in the close or intermediate range aircraft and thatits use should be encouraged.

ReferencesThe Role of Paint in Mid-AirCollision Prevention, Dec 61.Comparative Conspicuity of Several Aircraft Exterior Paint Patterns, Jun 61.Aircraft Flight Attitude Information s Indicated By ExteriorPaint Patterns, Jun 61.The above reports were preparedby Applied Psychology Corporation,4113 Lee Highway, Arlington 7 Va.U. S. ARMY AVIATION DIGEST


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HAS IT OCCURRED to you that you'll neverstop learning to fly until you stop flying?New equipment comes out. A few things aredifferent. You've really got to learn how to useit, start it, fly it, and get the feel of it. Gaugeslikely will be relocated, so you'll have to trainyourself to look for them in a new spot.

New airways are established and old landmarksdisappear. You have to keep yourself familiarwith new routes, landmarks, and layouts of runways and exits.

New regulations appear and usually apply toyou. You've got to keep up on those regs, oryou'll learn about them the hard way.

A good flier is a constant student of flying. Heis always learning from his own experiences, fromvarious kinds of instruction, and from the experiences of others.

His cargo can change as the years pass by-andthe requirements for handling it change, too. Forexample, only a few years ago Army Aviatorshauled very few passengers. Now, they haul upto 32 troops-and new sets of hazards and safe-guards must be handled.

So, good flying is a continuous process of learning. When an aviator stops learning to fly, he isapt to stop livingTrouble is, some of us don't realize when we're

going to school in this flying business. Our class-room isn't like the schoolrooms of our childhood.t is usually our aircraft, or it could be the readyroom, or a meeting room. It may be something

you read in the paper, the DIGEST, or on thebulletin board. It may be the printed instructions on the side of a Mohawk. It might be rightnow

A good many of us took dancing lessons whenwe were kids. But dance music and dance stepschange. It's pretty hard to waltz to rock-and-roll.f you haven't kept up your dancing, you're in

trouble.Same thing's true of flying. The music has

changed. So has the dance floor We go faster,farther, and we have less time to pick up thebeat if we get out of step while flying.We each learned to fly one way or another. Butfliers of today simply can't get along with yesterday's method. They have to know quite a bitabout their aircraft, FAA regulations, and thelaws of nature. They have to understand records and manifests, keep logs, and sometimeshandle and account for moneys. They reviewaccidents and try to figure how they would copewith the same problems.

SEPTEMBER 1963

Donald S BuckDon't get the mistaken idea that you are your

own teacher in this business of flying.Every time you had to explain a mistake, you

likely learned something. Every time you had areal near-miss, you should have learned something.

In a sense, flying is like soldiering. You neverstop learning and training for the big showdown.Equipment and tactics may change, but traininggoes on, adapted to the times.

Training is up to you. A great deal of literatureis available to add to your store of flying savvy.Most read the literature carefully, seeking allpossible knowledge to improve themselves. Afew may stick the material in the nearest wastebasket, certain that you can't teach an old dognew tricks.

No one can make you learn; you can only beoffered the opportunity to learn. Some of youwill grab every chance to learn, knowing thatsomeday it might help save a life. Others willturn aside and learn little along the way. Thetype of pilot you are is directly related to yourpropensity to learn. We can offer pilots an opportunity to learn, but we can't make them learn.That is up to them. But one thing is sure-whenyou are too old to learn, you are too old to fly.

Adapted from a safety lecture by Donald S.Buck, Director of Safety, Headquarters U S.Continental Army Command, Fort Monroe Va.

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ID-AIR COLLISION Too often these wordsjump from newspapers and accident reports to announce a growing problem: collisionavoidance.To avoid a collision, an aviator must see theapposing aircraft and determine ts course andvelocity while he still has sufficient tim to takeevasive action. Special paints and colored lightshave been used to make aircraft more conspicious,but these are g od only for short or mediumranges.Now a little glass tube sligptly lnore than aninch long, is helping to solve this problem. Thetube is a strobe light which produces repeatedintense blue-white flashes of light with remarkable attention getting characteristips;

The light itself is not new. A smaller '"'Versionis us d as a flash attachment on cameras. An-other version is used as approach and runwaylights at airports. But adapting the light to air-craft s an anticollision device is new.The strobe light s used in the Honeywell.kins Maximum Safety Light System. The sys-tem consists of a control panel and eight lights

nted on the wingtips of the aircraft.Fou he lights face forward and flash at the160 t mes i;>er minute. Two face directlyd flash t 80 times "Per minute. "Ther two face and flash at 40 times


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This arrangement surrounds the aircraft in foursectors of flashing lights fig. 1) on a horizontalplane and shows the observer the direction of theopposing aircraft. Rapid forward flashing indicates that the aircraft is approaching and calls forimmediate action. The medium speed side flashesalert the crew that another aircraft is on a crossing or parallel flight path. The slow speed rearflashes indicate that the aircraft is moving awayfrom the observer.

Present navigation lights provide only threesectors of flashing lights. With this system, anobserver seeing a yellow or white light knowsthat he is overtaking an aircraft. A red light tellshim that an aircraft is on his right. A green lightindicates an aircraft is on his left.

The brilliant arc lamps are visible in all lightconditions (see conspicuity chart). In bright sunlight, or at high altitudes, the intense white lightis visible and eye-catching for distances muchgreater than ordinary lights. During dawn anddusk, when the aircraft's surface and its conventional lighting system tend to blend with the skycolors, the xenon arc flash of the strobe light iseasily seen. At night the blue-white light looksmuch different from stars and land based lights.The flash of the lights is also easily spotted inmarginal weather when aircraft outlines and conventional lights are obscured by haze.

Each of the lights that faces forward produces8 flashes per minute and is synchronized to produce 160 flashes needed in the forward sector.The outboard-directed lights are synchronizedwith one of the forward-flashing lights, and therear-directed lights are synchronized with theoutboard directed lights. This synchronization isnecessary to ensure a smooth passage from onesector to another without a confused doubleflashing.

An example of the way the Honeywell-AtkinsSafety Light System works can be seen in a comparison with the present lighting system.

With the present system, two aircraft approachon a collision course. The aviator in one aircraftsees a red light on the other. He should make aright turn. If however, the angle of convergenceis less than 90 0 the rate of convergence is difficult to ascertain. The difficulty with the presentsystem is that the observer has no immediateway of knowing if the angle of convergence isless than 9

With the addition of Honeywell-Atkins SafetyLights, it is possible for the observer to know hisdegree of convergence fig. 2). f he sees the160 flashing rate, the correct turn is to the right.SEPTEMBER 1963

CONSPICU

Documents

Army Aviation Digest - Sep 1963