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WAR DEPARTMENT FIELD MANUAL
ARMY GROUND FORCES
LIGHTAVIATION
REFERENCE USE
ONLY
NOTTO BE TAKEN FROM LIBRARY
WAR DEPARTMENT * SEPTEMBER 1947
WAR DEPARTMENT FIELD MANUAL
FM 20-100
Tbii manual supersedes FM 6-150, 30 August 1944
ARMY GROUND FORCES
LIGHTAVIATION
WAR DEPARTMENT * SEPTEMBER 1947
United States Government Printing Office
Waskinllom: 1947
:. WAR DEPARTMENTWashington 25, D. C., 9 September 1947
FM 20-100, Army Ground Forces Light Aviation,is published for the information and 'guidance of allconcerned.
[AG 300.7 (27 Mar 47)]BY ORDER OF THE SECRETARY OF WAR:
DWIGHT D. EISENHOWERChief of Staff
OFFICIAL:
EDWARD F. WITSELLMajor GeneralThe Adjutant General
DISTRIBUTION:
WDGS Divs (2); AAF (10); AGF (40); T(50); Dept (10); Def Comd (5); AAF Comd(5); Arm & Sv Bd (2); Tech Sv 5, 11 (5);FC (5); Dep 1 (5); Gen & Sp Sv Sch (50);USMA (10); ROTC 2, 5, 6, 7, 11, 17 (5);AGF Tng C (5), A (25); CHQ (10); D(10); B 6 (2); R 2, 5, 6, 7, (5); Bn 2, 5, 6,7, 17 (5); AF (10); T/O & E: 11-18, 17-20-1(5).
For explanation of distribution formula, see TM38-405.
CONTENTS
Paragraphs Page
CHAPTER 1. GENERAL ....................... 1-10 1
CHAPTER 2. INDIVIDUAL TRAINING .......... 11-17 12
CHAPTER 3. TACTICAL TRAINING AND
EMPLOYMENT ................. 18-30 31
CHAPTER 4. SPECIAL MISSIONS AND
OPERATIONS ................. 31-38 58
CHAPTER 5. SUPPLY, ADMINISTRATION,
MAINTENANCE, AND FLYING
REGULATIONS ................ 39-44 77
CHAPTER 6. HIGHER HEADQUARTERS
LIGHT AVIATION ......... .... 45-47 95
CHAPTER 7. LIGHT AVIATION WITH
ARMORED UNITS ............. 48-52 98
CHAPTER 8. ENGINEER LIGHT AVIATION ..... 53-57 105
CHAPTER 9. FIELD ARTILLERY LIGHT AVIATION 58-64 111
CHAPTER 10. INFANTRY LIGHT AVIATION ..... 65-71 115
CHAPTER 11. SIGNAL LIGHT AVIATION ...... 72-75 119
iii
Page
APPENDIX I. ARMY AIR FORCES LIGHT
AVIATION PROVIDED FOR USE
BY ARMY GROUND FORCES UNITS ... 122
II. CHECK SHEET FOR INSPECTION
OF UNIT AIR SECTION .............. 126
III. FLIGHT MANEUVERS ......... 1........ 132
IV. THE BRODIE DEVICE .................. 135
V. TARGET SPOTTING RANGE ............ 140
VI. PUFF TARGET RANGE .................. 142
VII. ARMY AIR FORCES FORMS AND
RECORDS ........................... 145
VIII. INSTALLATION OF SCR 619 IN
L-4 AND L-5 AIRCRAFT .............. 149
IX. THE GAP CALIBRATOR AND
METHODS OF OPERATION ........... 159
X. SAMPLE ENGINEER AIR RECON-
NAISSSANCE REPORT FORMS ...... 165
INDEX ............................................ 171
iv
Tbi, mownal suprserdes FM 6-150, 30 August 1944
CHAPTER 1
GENERAL
1. PURPOSE AND SCOPE. This manual is aguide for the military personnel of Army GroundForces units who are concerned with organic lightaviation. It describes the training, tactical employ-ment, administration, maintenance, and supply ofArmy Ground Forces light aviation.
2. MISSION. The missions of Army Ground Forceslight aviation are:
a. Obtaining information on hostile and friendlyforces.
b. Locating appropriate targets.c. Adjusting fire.
d. Maintaining continuous aerial surveillance ofenemy forward areas.
e. Aerial route reconnaissance.
f. Control of march columns.
g. Radio relay.
h. Aerial photography.i. Aerial supply in cases of emergency.
j. Aerial evacuation in cases of emergency.
NOTE: For military terms not defined in this manual, see TM 20-205,and for list of training publications, see FM 21-6.
k. Camouflage inspection flights.1. Messenger service.m. Courier service.
3. DEFINITIONS. Various terms used in thismanual are defined as follows:
a. Army Ground Forces light aviation. Aircraftorganically assigned to Army Ground Forces unitstogether with the personnel and equipment assignedto operate and maintain these aircraft.
b. Air section. The Army Ground Forces lightaviation organically assigned to a particular unit.
c. Landing strip. A piece of land suitable for land-ings and take-offs by light aircraft.
d. Landing field. A landing strip with installa-tions necessary for the operation of the air section.
e. Pilot. An Army Ground Forces pilot (1981).f. Observer. The individual who flies with the
pilot and assists the pilot in performing aerialmissions.
g. Ground crew. The mechanics, drivers, andother personnel of the air section who maintain air-craft, drive vehicles, and operate the air field. Nor-mally they do not fly.
h. Unit commander. The term "unit commander"designates the commander of a unit having an airsection organic to that unit, such as a battalion,squadron, group, regiment, division artillery head-quarters, or division headquarters. When other unitcommanders are specified they will be designatedby their specific titles, such as headquarters batterycommander, or headquarters company commander.
a
4. ORGANIZATION. a. Unit air sections. Air sec-tions are currently authorized for the following typeorganizations:
Army, Corps, and Division Headquarters.
Corps Artillery, Field Artillery Brigade,Field Artillery Group, and Division Artil-lery Headquarters.
Combat Command, and Tank BattalionHeadquarters.
Reconnaissance Battalion, Armored Division.
Infantry Regiment Headquarters.
Field Artillery Battalion Headquarters.
Engineer Combat Battalion Headquarters.
Cavalry Group, Mechanized, and Cavalry Re-connaissance Squadron, Mechanized, Head-quarters.
Field Operation Company, Signal Battalion.
b. Unit air officer. (1) General. An air officer offield grade is included on the staff of the commanderof each theater, army group, army corps, corps artil-lery, division, division artillery, field artillery bri-gade, field artillery group, and cavalry group inorder to coordinate policies concerning operation,supply, maintenance, and replacement of ArmyGround Forces light aviation equipment and per-sonnel within the command. Although his primaryduties are those of a staff officer, he must hold a cur-rently valid liaison pilot rating, be physically quali-fied for flying duty, and be required by orders toparticipate regularly and frequently in aerial flights.He has no command functions, but must maintain
3
continuous liaison with the organic aviation of sub-ordinate units.
(2) Duties. The air officer will be prepared toassist the commander and staff by-
(a) Advising, within the command, on all matterspertaining to Army Ground Forces light aviation.
(b) Preparing, coordinating, and supervising pliansfor training, employing, replacing, and relieving ArmyGround Forces light aviation personnel.
(c) Acting as as a coordinating agency to insurerapid procurement and distribution of aircraft andaircraft supplies, parts, and equipment.
(d) Supervising and coordinating the selection, prep-aration, operation, and improvement of landing stripsand landing fields.
(e) Inspecting for compliance with applicable regu-lations and directives concerning the operation andmaintenance of aircraft and the maintenanae of pre-scribed forms and records.
c. Air supply and engineering officer, In thehigher headquarters having organic aviation, a pilotin the grade of captain is provided by Tables ofOrganization to assist the air officer in the per-formance of his duties. This captain acts as airsupply and engineering officer of the unit head-quarters, and estimates well in advance the combatneeds for special equipment and supplies.
d. Regimental or battalion air officer. The seniorpilot assigned to an infantry regiment, artillery bat-talion, or similar unit having an air section com-mands this air section and also acts as the unit airofficer with duties as outlined b above.
4
e. Duties of key personnel. The principal dutiesof key personnel of each air section are as follows:
Indivuidual Duties
Pilot (1981) Operates aircraft and su-pervises aircraft main-tenance; assists obser-ver in adjusting fire,reconnaissance and ae-rial observation; main-tains aircraft formsand records; selectsand operates landingfields.
Senior army airplane Performs airplane main-and engine tenance -and repairs;mechanic (747) prepares and main-
ta.ins landing fields;assists pilot in recon-naissance for landingstrips; assists pilot incompleting necessaryforms and records; su-pervises maintenanceof vehicles, radios,weapons and allequipment assigned tothe air section; super-vises the activity ofall enlisted personnelassigned or attachedto the air section. Ingroup, brigade, divi-
!
Individual · Duties
sion artillery, division,corps artillery, andcorps the senior me-chanic assists the airofficer in performingtechnical inspectionsof aircraft and main-tains a supply of air-craft spare parts andequipment.
Junior army airplane Assists the senior me-and engine chanic.mechanic (747)
5. EQUIPMENT. a. General. The equipment ofeach air section is shown in corresponding Tablesof Equipment. In general, the major items are oneor two liaison aircraft, radio communication equip-ment, motor transportation, and weapons for thedefense of the landing field.
b. Characteristics of Army Ground Forces air-craft. (1) The ability to operate from small unpre-pared landing strips is the chief requisite for ArmyGround Forces aircraft. This requirement neces-sarily restricts the weight and load-carrying ca-pacity and the speed of the aircraft. The aircraftmust require a minimum of maintenance in orderto operate dependably under field conditions.
(2) The performance of Army Ground Forces air-craft. varies considerably with design. The light,low-powered type, such as the L-4, will operate
6
from small, relatively unprepared landing stripswith a minimum of maintenance. The heavier type,of which the L-5 is an example, has a higher speedand rate of climb as well as greater stability in highwinds or turbulent air. If the L-5 type aircraft isemployed, longer and harder surfaced landing stripsmust be made available, aircraft maintenance willbe more difficult, and more gasoline will be required.Performance data of each type aircraft may be-found in the Army Air Forces Technical Orderspertaining to the aircraft. (See figs. 1 and 2.)
(3) A landing strip 200 yards in length on firmterrain without high obstructions at either end willnormally accommodate the L-4 type aircraft. Alanding strip 300 yards in length will accommodatethe L-5 type aircraft under the same conditions. Alonger field must be used under certain conditionsof terrain, altitude, and prevailing wind. The pilotis responsible for evaluating these conditions.
6. AIR TRAFFIC REGULATIONS. The controlof air traffic in the vicinty of the landing field isthe responsibility of the unit commander whose airsection is operating from the field. Except undertactical or simulated tactical conditions, all ex-tended flights will be conducted in accordance withArmy Air Forces Regulations 60-16. In addition,the unit commander must publish and enforce suchlocal air traffic and lending field regulations as arenecessary to prevent careless or hazardous flying.
7. RESPONSIBILITY FOR TRAINING. Theunit commander is responsible for the proper train-
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ing of his air section personnel. Individuals assignedto the air section should be examined promptly todetermine the type and amount of training eachwill require to complete both the tactical trainingprogram of the unit and the individual training pro-gram for members of the air section. The trainingprogram of the air section must be flexible andprogressive.
8. SCOPE OF TRAINING. a. Officer and enlistedpersonnel of each air section, including pilots,should be thoroughly trained in their basic arm priorto receiving specialized training in the air section.Prospective pilots for the several arms are selectedfrom officers having a general proficiency in thatarm prior to being detailed for pilot training.
b. Programs for specialized training of air sec-tion personnel should distinguish between individ-ual and tactical training. Training of air section per-sonnel as members of the air section is termedindividual training. Inclusion of the air section in thetactical exercises or field problems of the organicunit is termed tactical training.
9. CONDUCT OF TRAINING. a. Individual andtactical training should progress concurrently. Tac-tical training of the air section should be conductedunder the direct control of the unit commander andshould parallel the tactical training of the unit. Itshould be kept in mind during tactical training thatthe air section may function in combat as an integralpart of its organic unit or it may operate under cen-tralized control of higher headquarters. Tactical
10
training should be conducted in both types of opera-tion.
b. Because of limited landing areas, and for con-venience of instruction and operation, it may benecessary or desirable to centralize in higher head-quarters the control of individual training of airpersonnel. Such centralization should not precludethe return of air section personnel to their respec-tive units for concurrent tactical training.
c. Tactical training of air sections should be con-ducted concurrently with other training.
10. INSPECTIONS. Commanders of the largerunits must keep themselves informed as to the stateof maintenance and progress of training of all airsections in their subordinate units. To this end,frequent inspections should be made by their airofficers. A guide for such inspections is contained inappendix II.
CHAPTER 2
INDIVIDUAL TRAINING
11. GENERAL. Indivdual training includes-
a. Ground handling of aircraft.
b. Communication training.
c. Flight training.d. Observer training.
e. Maintenance of aircraft, vehicles, and weapons.
12. LANDING FIELDS FOR INDIVIDUALTRAINING. A landing field selected for individualtraining should be-
a. Located outside the traffic pattern of any air-field from which high performance aircraft operate.(See fig. 3.)
b. Large enough to permit safe operations underall conditions.
13. GROUND HANDLING. To prevent injury topersonnel and damage to the aircraft, all membersof the air section must be instructed in the propermethods of handling aircraft on the ground.
a. Pushing and turning aircraft. (1) The onlyparts of the aircraft to which pressure may be ap-plied in pushing and turning are the end of thestruts, the propeller hub, and the tail lift handles.
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(2) Caution should be exercised when pushing atthe propeller hub, because an engine hot from re-cent operation may "kick" when the propeller ismoved only a very slight amount.
(3) A member of the ground crew capable of cor-rectly estimating clearances should be at each wingtip when maneuvering in the vicinty of obstructions.
(4) The tail lift handles should always be used inlifting the tail or turning the aircraft by movingthe tail.
b. Tie-downs and control locks. Aircraft shouldnever be left unattended until tied down with con-trols locked in order to secure the aircraft againstdamage by winds. (See figs. 4 and 5.) Mooring ropesshould be tied to the aircraft only at the wing strutfittings, the tail lift handles, and the tail wheel.Long tent stakes or barbed wire entanglementstakes may be used as temporary tie-downs whenhigh winds are not expected.
c. High wind precautions. Units should make ar-rangements with higher headquarters to obtain ad-vance forecast of high winds. To secure aircraftagainst high winds, the following precautions maybe taken:
(1) Lessen the angle of attack and reduce thelift effect of the wind by heading the aircraft intothe wind with the wheels dug in and the tail raisedapproximately to the level-flight position. Unlessproper drainage can be established, wheel pitsshould be no deeper than the brake drum to pre-vent accumulated water from entering the brakemechanism of the wheels.
14
6 1 14
IRON ROD WITH RING. LONG EYE BOLT THROUGH
SET IN CONCRETE. USED 2'X 4' BOARD OR LARGERFOR PERMANENT MOORING. SEMIPERMANENT
MAY BE MADE UP ANDCARRIED IN TRUCK. t
DEADMAN: DEADMAN:
LOG 6DIA. OR LARGER. YGALLON CAN CRUSHED PORTABLE MOORING KIT
ROPE CABLE.OR CHAIN SLIGHTLY IN CENTER TO FURNISHED WITH AIRPLANE.ATTACHED. (ROPE MAY PREVENT ROPE SLIDING OFF: FAIRLY DEPENDABLE EXCEPTROT IN MOIST SOIL) GOOD IN LOOSE SOIL OR SAND. IN LOOSE SOIL OR SAND.
FIIl CAN WITH DIRT OR SAND. SLANT SAME AS ROPE.
Figure 4. Types of tie-downs.
(2) Block out the force of the wind by placing a
truck or sandbags on the windward side of the air-craft.
(3) The lifting force caused by wind movingpast the wings may be minimized by tying a"spoiler" (a board approximately 2 inches by 4
inches by 12 feet, padded with burlap, canvas, or
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similar material) to the upper surface of each wingalong the front spar. (See fig. 6.)
d. Camouflage. Maximum use of natural conceal-ment should be practiced. However, it is often nec-essary to enchance natural concealment or to con-ceal the aircraft entirely by artificial means. Theemployment of nets and other camouflage materialsshould be carried out in the ground handling phaseof training. Covers for insignia, shiny surfaces, andother distinctive features may be made of burlap orsimilar material.
.CLIPPED mTO*(8 // /~~~~~~~ FUNNEL.
CLIPPED TO UNPAINTED/'PART OF ENGINE ORAiRPLANE.STRUCTURE
GROUNDED
Figure 7. Grounding during refueling.
18
e. Refueling. (1) The aircraft should be electri-cally grounded in accordance with appropriateArmy Air -Forces Technical Orders before and dur-ing refueling. (See fig. 7.)
(2) Fuel should always be strained through achamois.
(3) Fuel tanks and fuel cans should never be leftpartially full overnight but should be refilled toprevent condensation within the tanks or cans. Ifwater is known to be in gasoline cans, the last halfgallon in each can should not be used in aircraftbut may be used in vehicles.
f. Starting aircraft engines. All members of the,air section should be trained to start the aircraftengines using correct procedure. Wheel chocksshould be applied before the starting operation.
g. Taxiing. All members of the air section shouldbe trained to taxi each type of aircraft.
14. COMMUNICATION. All personnel of the airsection must be thoroughly trained in the followingmeans of communication:
a. Radio. Radio is the normal means air-groundcommunication. Radio training should include:
(1) Radiotelephone procedure.
(2) Installation and operation of the radios usedin the aircraft.
(3) Operation of all types of radios that may beused as base sets at the landing field.
(4) Frequent practice with the unit commandpost to develop teamwork.
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b. Wire. It should be standard practice for theunit communication officer to establish wire com-munication from the command post to the landingfield as soon as possible. All air section personnelmust be able to install, maintain, and operate wirecommunication at the landing field.
c. Drop message and pick-up station. When othermeans of communications cannot be used, a dropmessage and pick-up message system may be usedto deliver and receive messages. (See fig. 8.)
(1) Air section and message center personnelshould be familiar with the operation of this sys-tem as outlined in FM 24-17. A special pick-upweight with reel and line is issued by the ArmyAir Forces for use by liaison aircraft. A furtherprearrangement of panels at the pick-up station isadvised to indicate when the message is ready to bepicked up.
(2) A method requiring less equipment is shownin figure 9.
(a) The ground station is operated by two men. Themessage is attached to a long cord which has asmall sandbag at each end. The two men throw theline up so that it is caught by the aircraft pick-upline.
(b) The mien on the ground can adjust their posi-tions to the flight path of the aircraft, greatly sim-plifying the procedure for the pilot.
15. FLIGHT TRAINING. Pilots must be pre-pared to fly in combat under varying conditions ofweather, terrain, and movement. To insure main-
21
WE IGHT//
BAG C al- BAG v
Figure 9. Pick-up station, message bag tossed up by two men.
22
tenance of the necessary high standard of flyingproficiency, air sections plan for frequent reviews ofbasic subjects, flying maneuvers, and all types offlights.
a. Ground school. Pilots must be thoroughly fa-miliar with the following subjects and references:
(1) Navigation. Before making extended flights,pilots should know the material pertinent to ArmyGround Forces light aviation covered in TM 1-205.
(2) Meteorology. Since pilots in combat will oftenbe their own weather forecasters, they must have aworking knowledge of meteorology. War DepartmentTechnical Manuals 1-231 and 1-232 contain sufficientinformation for Army Ground Forces pilots.
(3) Pilot's Information File. The pilot should knowall information applicable to Army Ground Forceslight aviation contained in his Pilot's InformationFile, published by the Army Air Forces.
b. Basic flight maneuvers. Pilots must retaintheir proficiency in-
(1) Take-offs and landings.(2) Coordination exercises(3) Level turns.(4) S-turns.(5) Rectangular courses.(6) Eights around pylons.(7) Climbing and diving turns.(8) Slips(9) Two-turn power-off spins.(10) Lazy eights.(11) Chandelles.(12) Stalls.
23
c. Special flight maneuvers. Pilots must also beproficient in-
(1) Take-offs and landings between panels.(2) Take-offs and landings over barriers.(3) Take-offs and landings on roads.(4) Cross-wind landings and take-offs.(5) One wheel landings and take-offs.(6) Contour flying (when specifically authorized
and in specified areas only),(7) Landings from contour approaches.(8) Evasive maneuvers.
d. Extended flights. The unit commander desig-nates the local flying area, and reports its loca-tion in accordance with AR 95-15. Any flights out-side this area are extended flights. Tactical opera-tions require long and short extended flights.
(1) Extended flights normally begin with shorttrips to air bases which do not have much traffic.As pilots become more proficient, they should makeoing flights at normal altitudes above 500 feet,finally they must make low-level 'displacement flightswhich are often necessary in combat. Pilots shouldmake from two to four extended flights each month.
(2) Extended flights are governed by the follow-ing conditions:
(a) Each flight must be specifically authorized bythe unit commander.
(b) An extended flight will be authorized by theunit commander only when the pilots-
1. Are thoroughly familiar with Army AirForces Regulation 60-16.
24
2. Are familiar with Army Air Fores Forms15, 17, and 23. (See app. VII.)
3. Have demonstrated a knowledge of groundschool subjects, covered in a above.
4. Have submitted complete flight plans to thenearest army air base operations office andobtained proper clearance.
5. Have a thorough knowledge of control towerflight signals.
(c) Where practicable, pilots land only on fields op-erated by the Army iof the United States. Landingsat private. airports are to be made only when authorizedby proper 'authority or'in -event of emergency.
(d) Pilots should be ordered to notify their unitcommander by telegraph or telephone when they re-main away from their home field overnight.
e. Night flights. Army Ground Forces light avia-tion can be highly useful in night operations.
(1) Night flights involve the following additionalhazards:
(a) Take-offs and landings are more difficult to ac-complish because the ground and obstructions are lessvisible.
(b) There is more danger of the pilot becoming lost.
(c) Collision with other aircraft is more likely.
(d) It is sometimes necessary for the pilot to resortto short periods of instrument flying due to unfore-seen conditions of poor visibility.
(e) There is danger of being fired upon by friendlyantiaircraft artillery and other ground troops, as wellas being attacked by friendly night fighters.
25
(2) Training in night flying should begin only whenthe following conditions can b'e met:
(a) The pilot must be reasonably proficient in basicinstrument flying.
(b) The aircraft must be equipped with proper posi-tion lights, luminous instruments, and a bank and turnindicator.
(c) The training field should be approximately twicethe size of that required for day flights. It must haveclear approaches. Boundaries and high obstructions inthe vicinity of the field must be lighted. (See fig. 10.)
(3) Thle plan of night flying training includes:(a) Elementary flight maneuvers such as take-offs,
landings, and gentle turns at dusk and on moonlightnights when visibility is good and the ceiling is un-limited. This training progresses to darker nights asproficiency of the pilot increasles.
(b) Night navigational training flights to specificpoints or areas 20 to 30 miles away from the trainingfield.
16. OBSERVER TRAINING. The success of theArmy Ground Forces light aviation may often de-pend upon the proficiency of the air observers. Ob-servers should receive intensive training in intel-ligence reporting. This training is supervised by theunit S-2. Observers are taught to adjust artilleryfire from the air.
a. Personnel to be trained as air observers. Thepilot must be a trained air observer because he mayhave to fly alone on certain occasions. However, ithas been found in combat that the pilot cannot
26
Figure 10. Lighting of training field and boundariesfor night flying.
27
fly and observe efficiently at the same time; there-fore, selected personnel are trained as aerial ob-servers. Those selected for training must weigh lessthan 170 pounds. Two or more officers of each unitare normally detailed as air observers. The airobserver must be a capable officer because the com-bat effectiveness of the entire unit often depends onhis skill as an observer.
b. Training phases. The training of the air ob-server is divided into two phases, ground trainingand air training, which are generally conducted cop-currently. Emphasis in both phases should be placedon map reading and conduct of fire.
(1) Ground training includes:(a) Nomenclature, characteristics, functioning, and
ground handling of the aircraft.(b)l Cockpit procedure and safety precautions.i(c)J Thorough training in the use of maps and air
photos.
(d), Conduct of fire using range-bracketing pro-cedure modified for air observation.
(e) Study of friendly and enemy weapons, vehicles,and tactics to enable instant recognition and to facili-tate analysis of what is seen from the air.
(f) Radio operation and procedure.
(2) Air training includes:(a) Orientation flights to accustom the observer
to the maneuvers of the aircraft in flight and toenable the observer to maintain his sense of direc-tion while flying. He must practice estimatingground distances from various altitudes.
28
(b) Comparison of terrain features with mapsand aerial photographs of the area.
(c) Simulated fire missions and reconnaissancemissions.
(d) Fire missions during service practice. Evenwhen he is not firing, the observer can gain experi-ence by observing the conduct of fire by bothground and air observers and reporting the effec-tiveness of the fire. When radio is used, the airobserver can hear all traffic in the net. When tele-phone is used, the corrections of the ground ob-server should be relayed to the air observer byradio. Targets are habitually designated by refer-ence to map or photo coordinates.
(e) Local and extended flights further to accus-tom the observer to maintaining his sense of di-rection in flight.
(f) Training of pilot and observer as a team.Engine noise makes conversation between the pilotand observer difficult. Both the pilot and observermust be able to anticipate each other's needs andproblems in the air.
(g) Frequent flights, during field exercises, fromthe enemy side of the area, observing movements,positions, mat6riel, and gun flashes of the parentunit. An intelligence report is made after the flightto include the principles outlined in paragraph 27.Field glasses will be found useful for identificationof vehicles and installations. ·
17. MAINTENANCE TRAINING. a. Pilot. Sincethe senior pilot in each air section is charged withthe supervision of maintenance and repair of air-
29
craft and vehicles, his training must insure thathe is qualified to-
(1) Direct the first and second echelon mainte-nance of aircraft and vehicles of his air section.
(2) Supervise the performance of the requiredinspections to determine serviceability of airplaneand engine.
(3) Analyze mechanical failures.(4) Accomplish emergency aircraft repairs in the
event of a forced landing.
b. Senior and junior mechanics, airplane and en-gine. Mechanics should be thoroughly trained andqualified to effect-
(1) Aircraft inspections.(2) Parachute inspections.(3) Compass compensations.(4) First and second echelon aircraft repairs.(5) Erection of crated aircraft.(6) Preparation of aircraft for oversea shipment
according to Army Air Forces Technical Orders.(7) Loading of aircraft on vehicles.(8) Operation and first echelon maintenance of
air section motor vehicle equipment.(9) Operation and first echelon maintenance of
air section weapons.
30
CHAPTER 3
TACTICAL TRAINING ANDEMPLOYMENT
18. GENERAL. a. An important characteristic ofliaison aircraft is their capacity for operation awayfrom a fixed installation over long periods of timewith limited supplies and equipment. It is thischaracteristic which permits their employment asorganic aviation by Army Ground Forces units.
b. To minimize the risk of detection and attackby hostile ground and air forces, the aircraft nor-mally flies at the lowest altitude consistent withthe success of the mission. Additional altitude mayat times be necessary to avoid hostile ground fire.
c. Tactical training includes:(1) Reconnaissance, selection, improvement, and
operation of landing fields.(2) Security measures.(3) Displacements.(4) Obtaining information on simulated hostile
and friendly forces.(5) Locating appropriate targets.(6) Adjusting fire.(7) Patrols for maintaining continuous aerial
surveillance of simulated enemy forward areas.(8) Aerial route reconnaissance..(9) Control of march columns.
31
(10) Radio relay.(11) Aerial photography.(12) Aerial supply.(13) Camouflage inspection flights.(14) Aerial evacuation.(15) Air messenger or courier.
19. STAFF RELATIONS. Each staff section mustbe familiar with the needs, the capabilities, and themanner of employment of the organic aircraft.
a. S-2. (1) S-2 keeps the pilots and observerscontinually informed of the enemy situation. Thepilots and observers on the other hand are a valu-able source of information for S-2 concerning ac-tivity in the unit sector.
(2) S-2 will furnish the air section with infor-mation as to areas defiladed from ground observa-tion, so that the aerial observers can better supple-ment ground observation.
b. S-3. To reduce to a minimum the time re-quired to perform a mission, S-3 briefs both pilotand observer with all information necessary for theaccomplishment of the mission. The maximum pre-arrangement between S-3 and the air section willalso help reduce the duration of the mission.
c. S-2 and S-3. (1) At the completion of themission, S-2 and S-3 or their representatives ques-tion the pilot and observer in order to determinethe results obtained and other pertinent informa-tion.
(2) In order to understand fully and best utilizethe air section, S-2 and S-3 should function as
32
air observers on occasion. There should be a pre-arrangement between S-2 and S-3 on proposed mis-sions in order to determine exact information de-sired from the mission.
d. Headquarters company (battery) commander.In order to provide proper personnel and suppliesto the air section when needed, the headquarterscompany (battery) commander must be familiarwith the duties of air section personnel. He shouldfacilitate the functioning of the air section as ateam.
20. RECONNAISSANCE, SELECTION, IM-PROVEMENT, AND OPERATION OF LAND-ING FIELDS. a. Reconnaissance. The selection oflanding fields requires a thorough understanding ofthe capabilities of Army Ground Forces' aircraft;consequently, reconnaissance for forward landingfields will usually be carried out by a pilot withthe aid of his ground crew. To insure availabilityof the air section immediately following a dis-placement, it is important that the unit commanderinform his air officer of an impending movementat the earliest possible moment, and that closeliaison be maintained between the unit S-3 and thesenior pilot. After making a map or photo recon-naissance, further reconnaissance for landing fieldscan be accomplished by one of the following gen-eral methods:
(1) Air. As soon as the area into which the unitwill move and the probable location of the com-ma'nd post is known, the senior pilot accompaniedby a member of the ground ' crew should make an
33
aerial reconnaissance to select the most satisfactorylocation for a landing field and to check the road netleading to the field selected. The ground crewmancan then lead the ground crew and equipment to thenew field and reconnoiter and prepare the newfield before the aircraft are flown forward. Thismethod is advantageous in mountainous terrainwhen time is limited. In an emergency the aircraftmay fly to the new field before the new field hasbeen reconnoitered by the ground crew on theground.
(2) Ground. In open terrain a ground reconnais-sance may prove entirely satisfactory. The pilotwith a member of the ground crew may go forwardby vehicle to select the new field. When feasiblethe pilot should accompany the unit reconnaissanceparty.
(3) Air and ground. When time is not limited, acombination of air and ground reconnaissance willprove most satisfactory. Various adaptations canbe made to suit the situation.
b. Selection. All observers, certain personnel!in headquarters and service companies (batteries)and air section personnel must be competent inselecting suitable landing fields.
(1) A landing strip must be-(a) Sufficiently long for take-offs considering
temperature, altitude, slope of the ground, and pre-vailing wind.
(b) Smooth enough for aircraft to take off fromand land on without damaging the aircraft.
(c) Clear of obstructions. If obstructions hindertake-off or landing, the strip must be long enough
34
to permit take-offs and landings under all weatherconditions. If the strip is completely walled in bytrees and other obstructions, the dead or turbulentair within the walled-in area will greatly increasethe hazards of taking off and landing.
(d) Selected with consideration to the directionof the prevailing wind. Strong cross winds presenta hazard.
(e) Clear of mines. In some cases satisfactorymine detection can be carried out by air sectionpersonnel. However, trained engineer personnelshould check the strip and adjacent areas for minesand remove mines when necessary.
(f) Adequately drained. Liaison aircraft cannotoperate continuously from flooded or extremelymuddy areas. If a dry strip cannot be located, engi-neer personnel are requested to emplace a landingmat.
(2) In combat a landing field or strip should be-(a) Defiladed from enemy terrestrial observa-
tion.(b) Located conveniently near the unit command
post to insure adequate communication.(c) Adequate for dispersion and natural camou-
flage of aircraft, equipment, vehicles, and installa-tions.
(d) Available to routes of supply and communi-cations.
(e) Out of enemy light artillery range.(f) Located within the perimeter defense of the
unit if enemy infiltration attacks are likely.
c. Improvement. Improvement of the landingfield begins immediately after the field has been
selected. It is necessary that detection by the en-emy be made difficult.
(1) Development of landing field. Before aircraftare displaced to a new field, the landing strip is-
(a) Cleared of mines and booby traps.
(b) Pioneered. Within limits dictated by con-siderations of flying safety, pioneer work shouldbe restricted to a minimum to avoid making thestrip obvious from the air. Rocks, trees, heavy un-derbrush, and other obstacles should be removedand all holes and ruts filled. If the strip is dan-gerously wet or muddy, it may have to be graveledor pierced steel planking may have to be laid byengineer personnel at the expense of concealment.
(c) Concealed. As illustrated in figure 11, ve-hicular tracks may be used to extend the outline ofthe landing strip beyond its usable limits into aroad or group of trees. The landing strip, thusextended, appears from the air to be a road ortrail.
(2) Camouflage of installations. Before the equip-ment of the air section is brought to the new land-ing field, a complete plan of camouflage should bedrawn up. This plan should take advantage of allnatural camouflage. Consistent with proper use ofnatural concealment, maximum utilization of thedispersal area should be made. As natural conceal-ment decreases, the distances between aircraftshould be increased. Distinctive insignia and shinysurfaces should be covered. Vehicles should be dis-persed and camouflaged near the road leading to thelanding field. The principles of camouflage and
36
·
STRIP STRIP
Figure 11. Conceamnent of landing strips.
camouflage discipline set down in FM 5-20 must be
adhered to as closely as possible. (See fig. 12.)
(3) Security fromt ground attack. When the ter-rain and enemy tactics make infiltration attacks on
the landing field likely, the unit commander is re-
sponsible that adequate personnel are furnished forprotection of the landing field. Whenever feasible,
the landing field is located within the perimeter de-
fense of the unit or other organization in the area.
Air section personnel must be trained to set up
37
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.z~~~~~~~~~~~E
¢ ~ c ' J '0I %! cc
'tL ,~ i/a I ..,.
3'
1,1;. - ~
C~o
., ,. :::,
'p!38 ta¢.// .,
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defensive position, particularly against night in-filtration attack. Trip wires with noise-making de-vices and booby traps may be set up along likelyenemy routes of approach and friendly personnelmust be warned of their locations.
(4) Other security -measures. (a) Organic auto-matic weapons are set up for protection againstenemy aircraft.
(b) A section or platoon of light antiaircraft artil-lery frequently provides additional protection forthe air section.
(c) Alternate fields, if available, are improved sothat the air section may be readily displaced, prefer-ably to the rear of the main field, in the event ofpersistent shelling or aerial attack by the enemy.
(d) Dummy fields, if cleverly prepared, deceivethe enemy and divert much of his fire.
(5) Communicatiown. Radio communication withthe command post is established as soon as pos-sible. As soon as time permits, wire communica-tion between the command post and the landingfield is installed.
d. Operation. The following general principlesgovern the operation of a tactical landing field.
(1) Landing. When the aircraft approaches, theground crew marks the landing strip and assiststhe pilot in taxiing the aircraft to concealment im-mediately after landing. Two methods of markingthe landing strip are as follows:
(a) The first few times a new strip is used, a"T" panel is placed by the ground crew at thedownwind end to indicate direction of landing,
39
wind direction, and the end of the strip on whichto land. A single panel is placed at the upwind endto mark the limit of the landing roll in the newstrip. Panels are displayed only on prearrangedsignal and are removed as soon as the aircraft haslanded. After a few landings have been made andthe pilots are familiar with the location and limitsof the strip, it is not necessary to display panels.(See fig. 13.)
(b) Two men guide the aircraft into a new stripas shown in figure 13.
j ;.: . ;' .' .. /:
WIND. WIND
I:v · '
A''. ' // '* / /X::i ; .I {/ , ./
'.": / USABLE / SALE .LAND N::G LANDIA N :
/ AREA ANDINDGG I*. t/ DARECATN
i: i :. '. X ADIRECTION EA .:
::;... -. .. * :::.-. .'..FROM WHICH/
¢.·:'.. I '~ii .·I I I :::?iIW I
.'::'./ t :'.. '; DIRECTION
INDICATES
DIRECTION
FROM WHICH::-·:··: WIND IS'..:BLOWING :
Figure 13. Marking landing strips.
40
(2) Parking. As soon as the aircraft has landed,the ground crew lifts the tail and turns the aircraftaround, thus preventing a telltale loop at the end ofthe strip. (See fig. 11.) Then the pilot taxies theaircraft to concealment, guided by at least one man.When practicable, one man walks at each wing tipand another at the tail of the aircraft.
(3) Take-off. Prior to each take-off, the airplaneengine is warmed up and radio communication ischecked. Then, guided by the ground crew, thepilot taxies to the downwind end of the strip. Theaircraft is turned by the ground crew by lifting thetail and swinging the aircraft into position.
21. AIR SECURITY. While in flight, the aircraftand its occupants are vulnerable to enemy attackboth from the air and from the ground.
a. Security from enemy aircraft. Although ArmyGround Forces aircraft may derive some measureof protection from friendly fighter aircraft and eva-sive maneuvers, an advance warning system pro-vides the best protection. A pilot warned in timecan usually avoid attack by enemy aircraft. Tacticaloperation of Army Ground Forces aircraft will begreatly influenced by the air situation (relative airsuperiority) and habits of the enemy with respectto attacking light aircraft.
b. Warning systems. (1) Unit air warning net.Before the aircraft takes off, all radio stations of theunit are instructed to watch for enemy aircraft andto break into the net with a warning if any aresighted. (See fig. 14.)
41
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C :; "
:d i~ir) rh; o
,~~~~~~~~ /. '['. I C
:i e P~~~~~~~~
..? ~ :: : i .;,
Pi2( 1/11
'I% . o,
42~~~~i,. c
(2) Antiaircraft artillery intelligence service.Whenever possible, the unit monitors the antiair-craft artillery intelligence service net. Antiaircraftradar sets are capable of locating aircraft at con-siderable distances and can furnish 'the ArmyGround Forces aircraft adequate warning throughthis net. Each air section should be equipped witha receiver which monitors the local antiaircraftwarning net. This receiver is located at the landingstrip or other location from which warnings maybe relayed to aircraft in the air.
(3) S-2 and S-3 warnings. The unit S-2 and S-3should provide the air section with available infor-mation concerning enemy air activity and plannedfriendly air operations in order to minimize lightaviation flying hazards.
c. Liaison with Air Forces units. Information per-taining to unusual operations of Army GroundForces aircraft such as night flights or emergencyaerial supply missions is transmitted to army head-quarters so that the appropriate tactical air com-mand can inform the Air Forces units concerned.
d. Flying missions. The ability of fighter pilotsto detect liaison aircraft in flight depends primarilyupon two factors, the vertical distance between thetwo aircraft and the light conditions. Fighter pilotsusually cannot see liaison aircraft flying 5,000 feetor more below them. The shadow of a low-flyingaircraft can generally be detected much sooner thanthe aircraft itself.
e. Evasive tactics. Once aware of imminent at-tack by enemy aircraft, the pilot's safety dependson the maneuverability of his aircraft and his own
43
skill at evasive maneuvers. An abrupt diving turntoward the attacking aircraft has been found veryeffective in actual combat, especially if the turn isdelayed until just before the attacking aircraftcloses to firing range. After the first evasion, theenemy aircraft should be kept in sight in order toevade another attack. Because landing is normallya slow procedure, the pilot may prefer to dive forthe ground and fly its contours. In contour flying,the pilot takes advantage of stream beds, valleys,tree lines, and low hills for concealment. The pilotmay fly near friendly antiaircraft positions, thusbringing the enemy fighter within range of friendlyantiaircraft fire.
f. Security from enemy ground fire. By varyingthe locality in which he flies and by changing hisflight path widely during each mission, the pilotmay prevent hostile forces from anticipating thetime and position of his next appearance. Wheneverpracticable, the pilot should fly outside the effectiverange of known enemy antiaircraft fire.
g. Security from outbound projectiles. (1) SinceArmy Ground Forces aircraft must normally fly inadvance or over friendly artillery, there is obviouslydanger of being hit by an outbound artillery pro-jectile. In cases where a great amount of friendlyartillery is massed in a narrow sector, the deploy-ment of friendly guns should be ascertained andtheir probable trajectories should be avoided whenpossible. Flying directly in front of any artillerybattery or tank company is dangerous and shouldbe avoided.
44
(2)' The use of VT (also referred to as radio prox-imity) fuzed projectiles greatly increases this dan-ger, necessitating a prearranged plan to insure thatthe Army Ground Forces aircraft will not be flyingin the vicinity of the trajectory of VT fuzed projec-tiles. While it is theoretically possible to establishan airspace between prescribed altitudes over thefront lines, where the aircraft will fly and throughwhich projectiles will not be fired, it is imprac-ticable to achieve this condition. Aircraft should begrounded or should fly in rear of artillery positionareas while VT fuzed ammunition is being fired. Ahighly organized warning system is necessary toaccomplish this without undue loss of time. It willbe the responsibility of any artillery unit com-mander who orders or authorizes the use of VTfuze not equipped with the variable time settingelement that the simplest safety precautions appro-priate to the immediate situation and the urgencyof the fire are taken to avoid firing near friendlyaircraft. The unit firing, time, duration of fire,and area of firing will be broadcast over the airwarning net (see par. 55b) to all units whose air-craft may be flying over the area. The functions ofthe air warning net will be increased to includewarnings of area in which VT fuze is being fired.SOI's will include a brevity code for use in trans-mitting such warnings. During periods of visibilityand especially when the warning can not be givenin sufficient time to clear the air, the artillery bat-talion or battalions firing the VT fuzed projectileswill maintain air and ground surveillance of the airand cease firing when friendly aircraft approach thedanger zone of the trajectory.
46
22. DISPLACEMENTS. The procedure for' dis-placing an air section will vary with terrain con-ditions, distances, and the time available. The com-mander notifies the senior pilot as early as possibleof any intended unit displacement so that the pilotmay have at least one aircraft ready for operationat the new landing field as soon as the unit is in itsnew position.
a. General procedure for displacing air section.(1) The commander selecting a new position areashould consider the availability of suitable fieldsfor the operation of his aircraft. He informs thesenior pilot of the unit as soon as the new positionhas been selected in order that the senior pilot maylocate a landing strip and make plans to establishthe new landing field.
(2) Whenever possible, the senior pilot makesthe ground reconnaissance for the landing strip. Theobserver, mechanic, or other highly qualified per-sonnel may substitute if necessary. During the re-connaissance, close attention must be paid to pos-sible routes for taking the vehicles of the air sec-tion to the new strip. All members of the groundcrew must be sufficiently trained in map and aerialphotograph reading to accomplish displacements.
(3) After the landing strip is selected, the groundcrew proceeds there immediately in order to makeany improvements that may be necessary. The air-craft may then be notified to come forward by-
(a) Radioing instructions to the old landing field.(b) Sending a member of the ground crew back
with the instructions for the pilots.(c) Following a predetermined schedule (pro-
vided accurate estimates can be made of the time
46
necessary for reconnaissance and improvement ofthe new landing strip).
(4) The aircraft leave the old landing field oneat a time and approach the new field at a low alti-tude in order to avoid disclosing its location to theenemy.
(5) Continuous radio communication with theunit must be maintained so that the pilots may bekept informed of all developments.
(6) When a night displacement can be antici-pated, the senior pilot makes his reconnaissanceduring daylight. Part of the ground crew displaceswith the unit and improves the landing strip thatnight and the next morning. The aircraft then flyto the new strip early in the morning in accord-ance with prearranged plans. The aircraft must notatttemrnpt to fly tu a strange strip during the hoursof darkness.
(7) As soon as the landing field is ready for oper-ation, the unit commander and his staff are notified.
b. Example of typical displacement. (1) Thesenior pilot has learned the hour of the intendeddisplacement and the general area for his landingfield. Accompanied by a mechanic, he flies to theassigned area, and from the air, selects tentativelytwo or three strips. Then they check the road netsfor access to each of the tentative strips. The me-chanic makes a sketch of the routes. The pilot andmechanic repeat the reconnaissance on the groundpreferably in conjunction with the unit reconnais-sance. At this tirne, they select the best of thetentative strips. In the event that time is short,the ground reconnaissance can be made by the
47
mechanic in conjunction with the actual displace-ment of the ground crew and equipment.
(2) On returning to the old landing field, thesenior pilot informs the unit commander of the fieldlocation and makes arrangements for wire and ve-hicular communication between the unit commandpost and the landing field. The senior pilot decideson a prearranged time and interval for radio com-munication as well as a code phrase for calling theaircraft forward to the new strip. After the equip-ment is loaded, the ground crew proceeds by ve-hicle to the new landing strip and establishes thelanding field. When ready, the senior mechanicradios the senior pilot that the strip is prepared foroperation. Each aircraft is camouflaged and con-cealed as soon as it has landed at the new strip.
23. CENTRALIZED OPERATION. a. General.When the tactical situation permits, it will oftenbe found advantageous to operate the aircraft ofseveral units of a corps, division, division artillery,or group from a common landing field. Air trafficat the field, briefing and interrogation of pilots andobservers, maintenance of a situation map, operationof messing facilities, aircraft maintenance, antiaircraftprotection, local security, and routine supply mattersare generally supervised and coordinated by the seniorcommander with the assistance of his air officer. Con-tinuous surveillance of the unit sector by a constantair patrol is usually directed in which all pilots andaircraft participate.
b. Organization. (1) Camouflage and dispersalof aircraft and vehicles at the landing field mustbe planned and coordinated by the air officer of the
48
senior unit to acconamodate the additional aircraftand equipment involved in centralized operation.Each unit air section maintains its identity and isassigned a definite dispersal area on the landingfield.
(2) An operations center is set up in a centrallocation at the landing field. It is equipped withradio and telephone communications, maintains anup-to-date situation map, and keeps intelligencereports. All aerial missions are coordinated throughthis center.
(3) A centralized mess should be set up for thepersonnel of the unit air sections on the field.
(4) The senior mechanic of the senior unit super-vises the enlisted personnel by keeping a dutyroster for kitchen police, and for work and rationdetails. It is desirable to arrange for an alert crewto service all the aircraft immediately after land-ing.
c. Operations. (1) Missions are coordinated inan effort to prevent duplication and to provide con-tinuous aerial observation. At least one airplane ofeach unit air section should be available to its unitat any time.
(2) Wire communication must be maintained be-tween the landing field and the senior unit com-mand post. Every unit should be able to contactits air section at the landing field by telephone. Asupplementary ground radio located at the landingstrip is required for the operation of the air warn-ing system, for contacting the aircraft in the air,and for contacting the command post should wirecommunications fail.
49
(3) Intelligence reports and a situation mapmust be kept up to date at the operations center.When the pilots and observers return from a mis-sion, they are required to report all informationobtained on the mission. Before taking off on a mis-sion, they must be required to note recent intel-ligence reports and all changes in the situation.
(4) Displacements will generally be less frequentunder centralized operation, and the time availablefor the selection and improvement of the landingfield will be increased. Where practicable, displace-ments will be staggered so that the new landingfield is in operation and communications establishedbefore the old field is abandoned.
(5) Forward landing strips located near eachunit command post may be utilized if the terrain isfavorable to their installation. The strips permitcloser liaison between each unit and its air sectionand are especially advantageous in rapidly movingsituations.
24. LOCATING TARGETS. a. Air methods com-pared with ground methods. Air observation dif-fers from ground observation with respect to thelocation of targets in the following particulars:
(1) Air observation permits less time for studyof the target from any one position. The air ob-server must rely largely on experience and train-ing to aid him in recognizing and locating targetswithout undue delay. His use of field glasses willin most cases be limited to target identification.
(2) The air observer is not limited to a smallarea for observation. If the target cannot be located
so50
from one position, the air observer can move rap-idly to a more advantageous position.
(3) Defilade seldom prevents observation fromthe air.
(4) A good map or photograph is essential to airobservation due to the large area under surveil-lance. Targets will usually be referred to by gridcoordinates.
b. Types of targets. The targets which the airobservers will most frequently be called upon tolocate are enemy artillery positions and tanks.Various methods of spotting are used. Both thepilot and observer look for-
(1) The actual guns or tanks.(2) Gun flashes.(3) Cleared areas in woods or tree clumps.(4) Vehicles moving into an area.(5) Faulty camouflage.(6) Personnel activity.(7) Vehicular tracks in fields or paths converg-
ing on a point.(8) Gun positions identified on aerial photo-
graphs.c. Position for locating targets. The best position
for air observation is that position which permitsadequate target identification and affords a reason-able degree of safety. This position will generallydepend on the enemy's capabilities and the terrain.If the enemy's small arms fire is light, a positionclose to the target at a low altitude should provemost satisfactory. If hostile fighter planes andheavy caliber antiaircraft fire are not being encoun-tered, Army Ground Forces aircraft may operate athigher altitudes. Flying in the vicinity of mountain
peaks and cloud bases should be avoided becausethey are often used as registration points by enemyantiaircraft artillery. Maneuvering for a good posi-tion from which to observe requires thoroughknowledge of the situation by both the pilot and theobserver. At times it is even possible to take aposition directly over the target area. The flightpath and altitude of the aircraft must be continuallyvaried throughout the mission as a protective meas-ure against enemy antiaircraft artillery.
25. ADJUSTING ARTILLERY FIRE. a. Targets.Since the position of the aircraft with respect tothe target is constantly changing, the air observermust make allowances for variations in the targetoffset. Visualization of the gun-target line requirescontinuous practice, and is made more difficult bythe fact that the guns being fired often cannotbe seen from the position of observation. To pre-vent losing the target when the aircraft is maneu-vered, a well defined reference point on the groundnear the target is used.
b. Bursts. Location of bursts from the air mayprove difficult because of the terrain. Smoke shellswill produce bursts which are readily visible. Asan aid to observer and pilot, the artillery unit fire-direction center may transmit the warningSPLASH, 5 seconds prior to the end of the time offlight of the projectile. A time-of-flight code isespecially necessary when long range artillery isbeing adjusted, in order to give the pilot time tomaneuver for a favorable position from which theburst can be observed.
52
c. Prearrangement and conduct of fire. SeeFM 6-40
26. RECONNAISSANCE OF AREAS ANDROUTES OF MARCH; MARCH CONTROL. a.Reconnaissance of areas and routes of march. Inaddition to or in conjunction with information ob-tained from ground reconnaissance, unit com-manders may wish to secure information readilyobtainable by air reconnaissance, such as-
(1) Alternate routes of approach and departure.(2) Condition of roads and bridges along the
march route.
(3) Assembly areas.(4) Defiladed areas.(5) Indications of mined areas.(6) Areas offering heaviest natural camouflage.(7) Broad view of the assigned sector.(8) Possible position areas (for artillery).b. March control. (1) Employment. In many sit-
uations the unit commander can supervise move-ments and maintain effective march control fromthe air.
(2) Requirements. For marches over great dis-tances, numerous landing strips must be availableto permit refueling the aircraft or to return thecommander or observer to the march column. Theair section must carry sufficient fuel to refuel theaircraft en route. The aircraft must establish radiocommunication with the march column.
(3) Limitations in combat. (a) Suitable landingstrips may not be available.
53
(b) Adverse weather conditions may keep theaircraft on the ground.
(c) Hostile air superiority may restrict the useof Army Ground Forces aircraft.
(d) Marches cannot be controlled from the airat night.
27. OBTAINING INFORMATION ON FRIEND-LY AND HOSTILE FORCES. a. General. Worthwhile information by air observation requires adefinite objective, careful and frequent study of theterrain, and thorough knowledge of the situation.The observer and the pilot must know why they arebeing sent aloft, what they are to look for, where theymay expect to find it, how they are to report it, andwhen -they are to return. When a mission is com-pleted the unit S-2 interrogates 'bth the pilot andobserver. The unit S-2 should make frequent aerialreconnaissances.
b. Information on friendly forces. The pilot andobserver may be given the mission of locating oridentifying-
(1) Supported troops.(2) Front lines.(3) Enemy-laid mine fields within friendly ter-
ritory. The mine field pattern may be identified bylow-altitude observation of probable areas.
(4) Progress and position of reconnaissancetroops. Friendly troops may identify themselves bydisplaying panels or smoke at a prearranged timeor signal. Radio communication with reconnaissancetroops is established whenever possible.
c. Information on hostile forces. Due to the mo-bility of the aircraft and the opportunity it affords
54
for viewing ground objects from many differentangles, the air observer can often provide betterinformation than ground observers concerning thefollowing items:
(1) Enemy front lines.
(2) Volume and direction of road traffic.
(3) Indications of attack or withdrawal.
(4) Signs of demolition. work.
(5) Appearance of new routes.
(6) Condition of enemy-held roads and bridges.
(7) Condition of rivers'and river banks.
(8) Location of enemy road blocks.
28. PATROLS. When it is required to keep anenemy sector under continual aerial observation, itwill be found necessary to coordinate the air ob-servation of more than one unit under the super-vision of the appropriate commander. In view ofthe enemy tendency to curtail activity in the pres-ence of Army Ground Forces aircraft it will befound' advantageous to maintain a continuous aerialreconnaissance patrol in each sector when sufficientaircraft are available. Each aircraft patrols its sectorfor a predetermined period of time, at the end ofwhich it is relieved in the air by another aircraft. Ingeneral, ten aircraft can maintain a one-aircraftpatrol throughout the day in addition to perform-ing their normal missions. During a patrol tour, acomplete intelligence report is recorded by the ob-server and targets of opportunity are taken underfire.
29. AERIAL PHOTOGRAPHY. a. General. Pho-tographs taken from Army Ground Forces aircraftat comparatively low altitudes often have great tac-tical value. At times weather conditions may pro-hibit high performance aircraft from flying, whereaslight aircraft can take advantage of a temporarybreak in the weather to obtain urgently neededphotographs of certain areas.
b. Equipment. The lightweight hand-held K-20aircraft camera is the most satisfactory of presentequipment. Arrangements should be made for proc-essing the film in order to make the finished printavailable in the least possible time.
c. Operation. (1) The success of the photo-graphic mission will depend to a large degree onthe planning done before the mission. In additionto a thorough understanding of the areas to bephotographed, and the desired views, a system ofrecording pertinent information on each photographmust be devised. Information provided includes adesignation of center foreground, position fromwhich the photo was taken, and other informationwhich will help in future orientation.
(2) The position and altitude of the aircraftwhen the photograph is taken will depend on thetactical requirements and will be limited by enemycapabilities.
(3) The operation of the K-20 aerial camera issimple and differs little from that of an ordinarycommercial camera. Observers should be trained tooperate the K-20 camera and to process the filmin case of emergency. A fast shutter speed is usedto prevent blurring.
56
30. CAMOUFLAGE INSPECTION FLIGHTS.Army Ground Forces aircraft are extremely usefulfor inspecting camouflage and camouflage disciplineof friendly troops. A camouflage inspection flightby the unit commander or his representative shouldbe made as soon as the unit is in position.
57
CHAPTER 4
SPECIAL MISSIONS ANDOPERATIONS
31. EMERGENCY AIR SUPPLY. a. General.During an emergency, Army Ground Forces air-craft may be utilized to drop supplies to isolatedunits when other means of transportation cannotbe used. Army Ground Forces aircraft should notbe used for a supply mission when cargo type air-craft can accomplish the mission. Since low-flyingliaison aircraft present an extremely vulnerabletarget to enemy ground fire due to their slow speedand lack of armor, aerial supply missions involvingArmy Ground Forces. aircraft are 'attempted onlyif no other means can be used to accomplish themission.
b. Employment. The slow speed and maneuver-ability of liaison aircraft permit great accuracy inhitting small drop areas which might be occupiedby isolated outposts. These isolated positions aremore easily and accurately located by liaison air-craft. than by heavier aircraft less suited for ob-servation. Liaison aircraft can carry only a smallload in comparison with cargo aircraft. This char-acteristic limits liaison aircraft to supplying onlysmall units for short periods of time. Resupply mis-sions may prevent Army Ground Forces aircraftfrom performing more important missions. In most
58
cases it will prove impracticable to attempt tosupply units by liaison aircraft when the aircraftwill have to fly over well organized enemy-heldterrain. The drop area should be marked withpanels, pyrotechnics, or smoke. Radio contact be-tween the aircraft and the isolated unit is desirableand is arranged whenever possible.
c. Weight and distribution of load. The weightof supplies which may be carried depends on thetype of aircraft and the length and altitude of thelanding strip. The flying characteristics of the air-craft will be affected more by the distribution ofweight than by the weight itself. The weight mustbe distributed so that it remains within the centerof gravity limits as specified in the Army Air ForcesTechnical Orders pertaining to the aircraft. Carry-ing the load suspended from a combination of racksinstalled on the wings and the fuselage is recom-mended. These same racks may be used for carry-ing bombardment flares for night observation asdescribed in paragraph 32.
d. Equipment. Efficient air supply by liaison air-craft requires the use and installation of specialequipment. In some cases standard issue equipmentmay be adapted, while in others, specially fabricatedequipment will prove more satisfactory.
(1) Light capacity exterior bomb racks issued bythe Air Forces are recommended. Mechanically op-erated racks are more satisfactory than those elec-trically operated. Fabrication of special racks maybe desirable in some installations such as a fuselagerack where the load must be carried flush with thebelly of the aircraft to prevent the load from drag-ging on the ground while taxiing.
59
(2) Standard Air Forces paracrates are satisfac-tory. Light weight and adaptability are to be con-sidered as well as the importance of keeping dragto a minimum.
(3) Standard Air Forces equipment parachutesmay be used. However, the static line should beshortened from 15 feet to not less than 6 feet toreduce the shock imparted to the aircraft when theparachute is opened. A safety release in the staticline should be devised whereby the load and thestatic line can be jettisoned if the static line be-comes fouled.
e. Precautions. (1) Pilots should receive trainingin flying heavily loaded liaison aircraft. A runwayat least 2,000 feet long should be used until thepilots become thoroughly familiar with the per-formance of the heavily loaded aircraft.
(2) Liaison aircraft when heavily loaded aremuch less maneuverable, therefore if turbulent airis anticipated or if the drop area is difficult toapproach, the load must be reduced correspond-ingly.
f. Loading. Typical loading for liaison aircraftis similar to that shown for the L-5E in figure 15.The wing loads weigh 200 pounds each and arecarried on exterior bomb racks, type B-7. The loadcarried inside the fuselage weighs 200 pounds andis ejected by means of a specially fabricated device.This is considered to be the maximum safe loadwhich may be carried by the L-5 aircraft. Theracks mounted at the jury strut fittings are usedin the event that several small loads must be car-ried; they may also be used for carrying flares.
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61
32. NIGHT OPERATIONS. a. General. Providedthe pilot and observer have been sufficiently trainedin night flying, Army Ground Forces aircraft canbe used effectively at night. Daylight reconnais-sance and map reconnaissance are necessary to aidthe pilot and observer in remaining oriented atnight. Terrain features and road nets are clearlyvisible on moonlight nights. However, on darknights, illuminating shell and aircraft parachuteflares such as the M9 reconnaissance flare and theM26 bombardment flare may be used to illuminatethe desired area. White phosphorus ammunitionmay be used to mark check points.
b. Employment. Missions are flown from 1,500feet to 7,500 feet directly over the desired area. Thealtitude flown is high enough to take maximumadvantage of the natural and artificial light.
(1) Artillery fire missions. (a) Registrations. Basepoint and check point registrations and center ofimpact missions may be fired at road junctions orprominent terrain features to obtain corrections forunobserved fires.
(b) Harassment and neutralization. Activity onroads and in assembly areas can be picked up bythe flash of lights or by the flashes of small armsfire.
(c) Counterbattery. Active gun batteries are clearlyrevealed by the flashes made by their weapons. Theobserver must iorient the location of the flashes withresplect to visible terrain features so that he will notlose the location.
(d) Interdiction. Roads, road junctions, streams,and bridges show up clearly enough from the air
62
to be taken under fire by artillery. These terrainfeatures are visible with the moon in a phase fromhalf to full and are easily seen in the light of illu-minating shells and parachute flares on dark nights.
(2) Intelligence missions. General information con-cerning movements and road traffic may be obtained.
c. Requirements for night operations. In combat,the importance of the night mission to be performedmust be weighed against the additional hazardsencountered.
(1) Coordination with other units and Army AirForces. Careful coordination must be achieved inadvance of the mission in order to acquaint friendlyantiaircraft artillery, air forces, and ground forceswith the area, time, altitude, type of aircraft, andthe mission to be accomplished by night. Failureto obtain complete coordination means almost cer-tain loss of the pilot, observer, and aircraft. Plansfor all night flights must be coordinated throughair liaison channels with the appropriate tacticalair command. The observer and pilot are informedof all anticipated friendly firing within the zone ofobservation. At night shell bursts and gun flashesmay appear similar from the air. The observershould know where friendly fire will be falling sothat he will not confuse friendly shell bursts withenemy gun flashes. When aircraft from several unitsare operating at night in the same sector, theflights are coordinated through the appropriatecommand in the sector to avoid collisions. The airofficer of this command may designate differentaltitudes at which the aircraft of different units willoperate.
63
(2) Landing fields. Night operations capnot nor-mally be carried on from fields in the immediateforward areas within range of enemy artillery.However, they can be carried on from longer land-ing fields which should be available farther to therear. The tactical situation and terrain may re-quire operation from darkened fields. This can beeffected by lighting the fields with such equipmentas portable field lighting sets, flare pots, or flash-lights with improvised covers which shield the lightexcept from the direction of approach. Figure 10shows a method of lighting a field for night flyingduring combat.
(3) Aircraft equipment. The aircraft should beequipped with luminous instruments, one of whichis a bank and turn indicator. Position lights shouldnot be used in combat flying but must be usedin all other operat'ons. A flare gun for firing signaland illuminating flares and bomb racks for carry-ing and releasing the larger type flares may be re-quired. (See fig. 15.) A dim red light is requiredby the pilot and observer in order to read mapsand aerial photographs, and record information.
(4) Pilot and observer. The added difficultiesencountered in night operations make the use of anobserver imperative, and the need for a coordinatedpilot-observer team is even more essential thanduring daylight flying. Extensive and continuousnight flying is necessary for both the pilot andobserver to develop and retain their ability to seeand work together at night. Night reconnaissancemissions flown over known areas are of great valuein familiarizing them with the nighttime appearanceof roads, buildings, gun flashes, and terrain fea-
64
tures. Maximum prearrangement of missions shouldbe practiced so that reference to maps or otherinformation will be reduced to a minimum becausereading, even by a dim red light, greatly impairsnight vision. Observer training applicable to nightobservation must be conducted to obtain results.
33. AIRBORNE OPERATIONS (FM 31-30). a.Army Ground Forces light aviation personnel as-signed to airborne units should be trained thor-oughly in the basic techniques applicable to or-ganic aviation of their several arms. In addition,specialized training in airborne tactics and tech-nique must be gven.
b. Because of the complex nature of airborneoperations, varied types of terrain, distances in-volved, and special missions, light aviation per-sonnel should undergo further special training priorto each operation.
c. Light aviation, personnel must have a thor-ough knowledge of the mission, plan of attack, planof supply, and means of communication of eachoperation in order to carry out their assigned mis-sions without undue losses of personnel and air-craft.
d. Light aviation has proved extremely valuablein maintaining control of widely scattered airborneunits during airborne operations. Every effortshould be made to provide commanders with lightaviation during the initial assembly of airbornetroops.
e. If the range of the operation is over half ofthe cruising range of the organic light aviation,special arrangements should be made to transport
65
the aircraft to the combat area. The light aircraftmay be towed behind the troop carriers or disas-sembled and carried in cargo aircraft.
34. AMPHIBIOUS OPERATIONS. a. General. Inthe initial stages of amphibious operations, ArmyGround Forces aircraft may be employed not onlyin their normal role but also in the adjustment ofnaval gunfire and for directing landing parties. Theaircraft may be sent ashore at any time dependingon their role in the operation. Regardless of themethod used to move the aircraft ashore, if they areintended for use in the early stages of the opera-tion, the pilots and observers must be thoroughlybriefed before loading. Complete briefing is abso-lutely necessary because in the first hours of anamphibious landing, close liaison between aircraftand the unit is almost impossible to maintain. Thepilot and observer must have a clear conceptionof the situation in order to carry out successfullytheir mission on their own initiative. The detailsof briefing will depend' on the missions assignedto the aircraft and the experience of the pilot andobserver. Briefing will include:
(1) Units for which the aircraft will provide airobservation, such as naval shore fire-control parties,landing party commanders, as well as the parentunits.
(2) Complete information concerning the meansof communication and call signs of each unit.
(3) Information concerning likely enemy counter-attacks.
(4) Plan of attack of friendly troops.
66
(5) Overlays, maps, or photographs showingenemy installations, especially those likely to' re-quire reduction by naval or artillery fire. Since itis not practicable to use an overlay in the aircraft,such installations should be shown directly on amap or aerial photograph.
b. Plans. Unit plans for an amphibious opera-tion include the following:
(1) The immediate mission of the air section.(2) The number of aircraft and the equipment
needed. A unit will very likely require only halfof its air section initially and can have the secondhalf brought in with later elements.
(3) The location of the first landing strip shouldbe prearranged, as nearly as possible, by a studyof available maps, aerial photographs, and intelli-gence reports.
(4) The equipment and supplies of the air sec-tion will be limited by the amount of transportationavailable.
(5) If the aircraft are brought ashore disassem-bled, the ground crew with necessary supplies andequipment must accompany the aircraft. If theaircraft are to be flown in, arrangements must bemade to have the ground crew and the air sectionvehicles ashore as soon as possible to prepare andoperate the landing strip.
c. Transporting disassembled aircraft to beach-head by boat. (1) Several types of landing craftare suitable for transporting Army Ground Forcesaircraft, some of which are the LST (landing ship,tank), the LCM (landing craft, mechanized), andthe LCT (landing craft, tank). Disassembled air-craft can be loaded directly on the landing craft
67
or may be mounted on a truck or trailer which isloaded aboard the landing craft.
(2) If the aircraft is disassembled and loadedonto a landing craft, considerable difficulty will beexperienced in unloading and transporting the air-craft to the assembly area. If circumstances requirethat the aircraft be loaded directly onto the land-ing craft, the wings should be attached alongsidethe fuselage in order that the aircraft may be towedas a unit behind a vehicle.
(3) The L-4 aircraft may be loaded very satisfac-torily upon a 2/2-ton long wheel base truck asshown in figure 16. If the landing craft is to beof the LST type, a long wheel base truck mustbe used, and the rudder of each aircraft must beremoved to permit clearance of the entrance ofthis type of landing ship. In the case of the L-5type aircraft, a better solution is to load the wingsand horizontal stabilizer in a truck and to tow thefuselage behind the truck.
(4) A 1-ton trailer can be converted to carry adisassembled aircraft by removing the body of thetrailer.
(5) The loading of the aircraft will vary withthe materials available. Usually it will be foundthat mounting the wings at the strut and spar buttfittings on hangar type jigs is more satisfactorythan using cradle type jigs. (See figs. 16 and 17.)Disassembly should be kept to a minimum sincethe time for reassembly may be limited.
d. Flying aircraft from LST equipped withBrodie device. (See App. IV.) This method is high-ly desirable from a tactical viewpoint because theaircraft may be launched at any time in the opera-
68
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tion and close liaison can be maintained with thelanding forces by the ship's radio. Reports fromcombat operations indicate that it is impracticableto use a naval aircraft carrier, because for tacticalreasons the aircraft carrier must remain too far offshore to allow Army Ground forces aircraft to beflown in on schedule. In practically every operationwhere LST's have been used as Army GroundForces aircraft carriers, the aircraft were availableat any time during the landing.
e. Use of seaplane floats. When seaplane floatsfor Army Ground Forces aircraft are available,these aircraft may be used effectively in amphib-ious operations. The aircraft can be deck-loaded onany vessel equipped with a boom for lowering theaircraft over the side for take-off. Because of thelight construction of the aircraft, operation in heavyseas is impossible. Also, great difficulty would beencountered in lowering the aircraft over the sideof a ship during heavy seas without damaging itbeyond repair.
f. Land based operations. Flying Army GroundForces aircraft from a nearby land base is prac-ticable only when the over-water distance is lessthan half of the cruising range of the aircraft. Themost difficult problem is establishing and main-taining communication between the landing unitsand the aircraft at the land base.
g. Life preservers. During amphibious operationsand whenever flying over large bodies of water, thepilot and observer should wear life preserver vestsand one-man life rafts attached to the parachutes.
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35. JUNGLE OPERATIONS (FM 72-20). Thedense growth typical of the jungle restricts groundobservation and increases the need for effective airobservation.
a. Employment of the aircraft. Most long-rangeartillery firing, including counterbattery, must beconducted from the air. Infantry mortars and chem-ical mortars may also be adjusted. The difficultiesencountered in ground travel may require the useof aircraft to drop messages to patrols and forwardobservers. In extreme emergencies, ammunition andsupplies may also be dropped to ground units. Se-curity patrols by aircraft may be used to greatadvantage.
b. Target location and observation. Locating andobserving targets in the jungle may be difficult.For the most part, missions have to be flown atextremely low altitudes, often directly over thetargets. It is desirable to adjust with smoke shell.
c. Landing fields. Swamps and heavy junglegrowth limit the number of landing fields available.Often Army Ground Forces aircraft will be re-quired to operate from advance bases of high per-formance aircraft. Landing strips in the vicinity ofthe units may have to be cleared and constructedwith heavy engineer equipment. Pontoon-equippedaircraft may use streams or lakes. Long-range radioequipment may be required to maintain communi-cation between the unit command post and thelanding field.
d. Displacements. The scarcity of landing fieldsmay prevent the air section from displacing withits 'unit, It may continue to operate from a con-
72
venient rear base even though the unit displacesrepeatedly.
e. Maintenance. (1) Metal members of the air-craft may rust. They should be checked carefullyand refinished when necessary.
(2) Spars and other wooden parts of the air-craft may warp and rot. These should be subjectto regular inspections. Wings should be checkedfrequently for rigging.
f. Survival kits. When the air section is operat-ing in the jungle, each aircraft should be equippedwith an Army Air Forces survival kit for use bythe pilot and observer in the event that the aircraftis forced down in an isolated area.
36. DESERT OPERATIONS (FM 31-25). a. Ob-servation. Over treeless and flat desert terrain, airobservation is excellent. Targets can be locatedeasily. Most missions can be conducted from avery low altitude behind friendly lines. Precau-tions must be taken not to disclose the location ofthe landing field by repeatedly following the sameflight path in its vicinity.
b. Additional types of employment. (1) The dis-tance between units is frequently so great thatArmy Ground Forces aircraft may become an ex-tremely important means of communication andcontrol.
(2) Security patrols may be used to watch overexposed flanks. On approach marches, the aircraftshould be employed for reporting the location andmovement of the enemy.
c. Displacements. In the desert, displacementscover relatively great distances. Pilots must be
73
prepared to fly 75 miles or more at low altitudes..When the unit displaces at night, the aircraft maybe unable to rejoin it until the next- day.
d. Concealment. Desert terrain provides scantconcealment or camouflage for the aircraft andequipment. The aircraft are more easily located byenemy fighters and evasive action is far more dif-ficult due to lack of terrain features to afford pro-tection. Improvements to landing fields which willfacilitate location by enemy air observation mustbe avoided. Alternate fields to the rear should beselected and improved. In fluid operations, it maybe necessary to fly the aircraft to the alternatefield, remain overnight and return to the forwardfield the next morning. The use of an alternatefield may prevent losing aircraft if the unit shouldwithdraw during the night. Aircraft, vehicles, andequipment must be widely dispersed, and theiroutlines broken by use of camouflage nets whichblend with the terrain, or any other means avail-able.
e. Maintenance. Heat, sand, and wind compli-cate the problem of maintenance in the desert. Thefabric of the aircraft may require frequent reju-venation with coats of dope. Oil must often bechanged after 8 or 10 hours of operation. Woodenmembers such as spars may crack and warp. Fre-quent inspections of all wooden members are nec-essary to prevent structural failures in flight.
37. MOUNTAIN OPERATIONS (FM 70-10). a.Employment of Army Ground Forces aircraft. (1)
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Because of the difficulties involved in ground re-connaissance, aircraft will be used frequently forreconnaissance of position areas and routes ofmarch.
(2) Hostile artillery, mortars, and assembly areasconcealed from ground observation by interveningground forms may be observed from the air.
(3) Courier and liaison missions may be frequent.(4) In extreme emergencies, the aircraft may be
used to drop supplies to personnel isolated on nioun-tains or in positions temporarily inaccessible tonormal ground supply agencies.
b. Operational problems. Pilots will have tofly at unusually high altitudes, diving for moun-tain tops, as a means of defense, when attackedby enemy aircraft. Care must be exercised to stayclear of the trajectories of artillery projectiles. Be-cause of distance and terrain factors, it will seldombe possible for the observer or pilot to remain atthe unit command post. Briefing of the pilot and ob-server may be carried on by telephone. An accuratesituation map must be kept at the landing field.
c. Communication. Because of increased distancesand mountainous terrain, a strong base radio set isneeded at the landing fields for communicating withthe unit command post and the aircraft aloft. Itmay often be necessary to use relay stations. Whendirect wire communication with the unit is imprac-ticable, lines may be laid to a switching central.
d. Landing fields. Landing fields in mountainousterrain are scarce. It may often be desirable for theaircraft of several units to operate from the samelanding field.
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38. DIRECTION OF AIR STRIKES ANDSTRAFING MISSIONS ("HORSEFLY" OP-ERATIONS) (FM 31-35). Liaison aircraft of theL-5 type are very useful to facilitate and direct airstrikes and strafing missions. These aircraft are usedto locate enemy targets suitable for attack by fighter-bombers, to request fighter-bomber attacks upontargets of opportunity, to lead the fighter-bombersto the target area by direct radio communicationwith the fighter-bombers, and to identify the targetto the fighter-bomber pilots in order to obtain max-imum effect. The upper surfaces of the wings ofthe liaison aircraft are generally painted red, yel-low, white, or purple to assist the fighter-bomberpilots in recognizing the aircraft, thus affordingadditional protection against the possibility of mis-taken identity and resultant fire or bombing uponfriendly troops. The liaison aircraft are flown byexperienced fighter-bomber pilots. In order to ob-tain assistance from the field artillery in immobiliz-ing the target and neutralizing enemy antiaircraftfire during a fighter-bomber attack, a field artillerypilot or observer often flys in the liaison aircraftwith the fighter-bomber pilot to direct artilleryfire upon the target or enemy antiaircraft positionsprior to, during, and after the fighter-bomber at-tack. The liaison aircraft and maintenance person-nel are provided by the Army Air Forces and aregenerally based at corps landing fields.
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CHAPTER 5
SUPPLY, ADMINISTRATION,MAINTENANCE, AND FLYING
REGULATIONS
39. SUPPLY. a. General. The air section is anorganic part of the unit and should obtain all itsequipment and supplies through normal supplychannels. The superior unit air officer assists theair sections of subordinate units in the procurementand distribution of Army Air Forces supplies.
b; In continental United States. (1) The Com-manding General, Army Air Forces, is responsiblefor the supply and third and fourth echelon main-tenance of Army Air Forces equipment issued toArmy Ground Forces units. In each area an ArmyAir Forces activity is designated to provide suppliesand higher echelon maintenance for Army GroundForces units.
(2) Initial issue of authorized allowances ofArmy Air Forces equipment and supplies to ArmyGround Forces units is automatic, except liaisonaircraft.
(3) Requests for initial and replacement aircraftare made through command channels to the Com-manding General, Army Ground Forces.
c. In oversea theaters. Army Air Forces equip-ment and third and fourth echelon maintenance
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thereof are furnished Army Ground Forces unitsby the Army Air Forces Depot Unit, Army.
40. ADMINISTRATION. a. General. The seniorpilot of each unit is responsible to the unit com-mander for the proper handling of the requiredArmy Air Forces forms and records. Each unit airsection should have a complete file of appropriateArmy Air Forces Technical Orders and Regulationspertaining to maintenance and operation of the air-craft.
b. Forms and records. (1) The following recordswill be kept by each unit air section in accordancewith applicable Army Air Forces Technical Ordersand Regulations:AAF Form No. Title
1 Flight Report-Operations.1A Flight Report-Eng'neering.5 Individual Flight Record.
41B Aircraft Maintenance InspectionRecord.
46 Parachute Log Record.60A Technical Instruction Compliance
Record (Aircraft).60B Technical Instruction Compliance
Record (Engines).61 Propeller Historical Record.
263 Aircraft Checker's Report.(2) The senior pilot is responsible for the com-
pletion of Army Air Forces Forms 1, 1A, 41B, 46,60A, 60B, and 61.
(3) In accordance with AAF Regulation 15-5,Army Air Forces Form 5 will be kept in duplicatefor each pilot. The senior pilot is charged with the
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correct transcription of- flight time from: Army AirForces Form 1 to the Army Air Forces Form. 5 ofthe pilot concerned. At the end of the month, thesenior pilot will certify to the correctness of eachArmy Air Forces Form 5. The or:ginal is filed inthe 201 file of the individual concerned, along withcopies of all orders affecting the flying status ofthe individual. The carbon copy, certified as to cor-rectness by the senior pilot,,is furnished the pilotfor h-s personal records. When, a pilot is transferredto another unit, his Army Air Forces Forms 5 andthe file of orders affecting his flying status willaccompany him. In case of the pilot's death or re-lief from flying status or active duty, this file willbe forwarded through channels to The AdjutantGeneral.
c. Accident reports. Reports of major aircraftaccidents and damage are made as prescribed inAR 95-120 and current instructions from the Com-manding General, Army Ground Forces. No reportis required of accidents involving only minor dam-age to aircraft.
d. Inspection and disposal of records. Unit com-manders may authorize the inspection and destruc-tion of flight records after they have been kept thelength of time required by Army Air Forces Reg-ulations.
e. Unsatisfactory report. (1) It is of utmost im-portance that a report be submitted on any articleof Army Air Forces equipment which is not satis-factory for any of the reasons below:
(a) Failures or malfunctioning of any item ofArmy Air Forces materiel or equipment.
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(b) Unsatisfactory design of any item suppliedby Army Air Forces.
(c) Defects due to faulty materiel, workman-ship, or inspection.
(d) Unsatisfactory maintenance methods pre-scribed in Army Air Forces technical publications.
(2) It is emphasized that, since the Army AirForces Form 54 (Unsatisfactory Report) is one ofthe chief indications of the performance of equip-ment under field conditions, units in the field shouldbe especially alert to report all deficiencies so thatcorrective action may be taken. Unsatisfactory re-ports should be prepared and forwarded as pre-scribed in Army Air Forces Regulation 15-54. Onecopy will be sent to the Commanding General,Army Ground Forces.
f. Physical fitness of pilots. (1) General. Unitcommanders are responsible for the physical fitnessfor flying of -their pilots. Unit commanders will beguided in their actions regarding the maintenance ofthe physical well-being of pilots by the recom-mendations of the unit surgeon. Unit surgeons maycommunicate with flight surgeons and aviation med-ical examiners of the most accessible Army AirForces installation or unit on matters concerningaviation medicine and the care of flying personnel.Army Air Forces flight surgeons and aviation med-ical examiners will render technical advice and as-sistance in the care of Army Ground Forces pilotswhen requested to do so by unit surgeons.
(2) Pilot fatigue. To avoid accidents caused by"pilot error," each pilot must be in good physicalcondition. An excessive amount of flying will pro-duce "pilot fatigue" which is evidenced by the pilot
80
or the. observer becoming extremely nervous, ap-prehensive,. irritable, or careless. The pilot or theobserver may lose his appetite, he may have difficul-ty sleeping, and may have nightmares. If the indi-vidual is allowed :to continue flying, a serious acci-dent will inevitably. result. In combat, pilots andobservers should. be: rested at frequent and regularintervals by complete relief from flying duty forshort periods of temporary duty at a rest areaaway from the.unit. This procedure will result inmore efficient observation, safer flying, and highermorale among air section personnel.
(3) Physical examinations for flying. Standardsof physical examinatlons for flying are prescribedin AR 40-110. All physical examinations for flyingwill be conducted by flight surgeons or aviationmedical examiners certified by the CommandingGeneral, Army Air Forces, as currently qualifiedto perform such. examinations. All Army GroundForces pilots holding an effective aeronautical rat-ing and currently on active flying status will begiven a physical examination for flying in the first2 months of each. year. Physical examinations willbe conducted by Army Air Forces flight surgeonsand aviation .medical. examiners only upon oral orwritten request of the unit commander or unitsurgeon.
g. Relief from and restoration to flying status.(1) General. Suspensions and removal of suspen-sions from flying status are accomplished in ac-cordance with the.:provisions of AR 35-1480. TheCommanding General, Army Ground Forces, andthe commanding generals of oversea theaters ofoperations having Army Ground Forces pilots as-
81
signed. to their commands are authorized to confirmsuspensions from flying status 'and re;ocations 'ofsuspensions from flying status of liaison pilots.
(2) Relief from flying status. A commandingofficer will suspend from flying status any individ-ual of his command who, in his opinion, is unfitfor flying, except when the unfitness is the resultof an aviation accident (AR 35-1480). In case of anaircraft accident, no suspension of flying statuswill be accomplished until a period of 3 months haselapsed subsequent to the month in which the in-dividual last met flight requirements. In recom-mending removal from flying status, the type ofsuspension will be determined by estimating tlheapproximate period of time the individual will beunable to perform flying duties. Each recommen-dlation will indicate definitely the period of sus-pension, i.e., "grounding" for periods under 30 daysand "suspension" for periods over 30 days. Relieffrom flying status will be accomplished in thefollowing manner:
(a) "Grounding" will be relief from flying statusfor a period not expected to exceed 30 days andwhich is imposed because of a minor illness or in-jury, as defined in AR 40-110, and hnot the resultof an aircraft accident. The commanding officerof a unit will ground an individual upon adviceof the unit surgeon without reference to higherauthority. Such action will be accomplished bywritten order of the unit commander. When agrounding order by the commander of a unit ex-ceeds a period of 30 days;, such grounding willbecome a "suspension" and will be reported forcinfirmation as indicated below.
(b) "Suspension" will be relief from flying statusfor a period expected to exceed 30 days. It will beaccomplished by written order of the unit com-mander. In all cases- such action, with reasonstherefor, will be reported for confirmation to theCommanding General, Army Ground Forces, or tothe theater commander concerned.
(3) Restoration of flying status will be accom-plished in the following manner:
(a) Removal of grounding will be accomplishedby written order of the commanding officer of theunit, upon the recommendation of the unit sur-geon, without reference to a higher authority.
(b) Removal of suspension from flying statuswill be acco'mplished by written order of the unitcommander when, in his opinion, the individual sosuspended again becomes fit for flying. This action,with reasons therefor, will be reported for con-firmation to the authority who confirmed the sus-pension from flying. Removal of suspension fromflying status resulting from physical disqualifica-t:ons will be initiated when an Army Air Forcesflight surgeon or aviation medical examiner hasfound the individual physically qualified for flying.If a pilot has been suspended from flying for a pe-riod longer than 6 months, the pilot must appearbefore a flying evaluation board, in accordance withthe provisions contained in h below, prior to beingrestored to flying status.
h. Evaluation of pilots. If a unit commanderquestions the flying ability of a pilot assigned tohis unit, the pilot may be ordered on detached serv-ice to the nearest Army Air Forces station for thepurpose of appearing before a flying evaluation
83
board. The: flying evaluation -board will be con-ducted in accordance with pertinent Army AirForces regulations. Complete details regarding theflying deficiency:of- the' individual concerned willbe furnished -the flying evaluation board by theunit commander. The flying evaluation board pro-ceedings and recommendations will be submitted-through Army Air Forces command channels tothe Commanding General, Army Air Forces. TheCommanding General, Army Air Forces, will placehis recommendations thereon and forward the re-port to the Commanding General, Army GroundForces who will direct final action in all such cases.
i. Medical records of flying personnel. (1) The'medical records peculiar to the evaluation of anindividual in regard to flying will be maintained ina complete chronological file and termed "64 file."It will normally consist of copies of the WD AGOForm 64 recording the results of annual and spe-cial physical examinations, records of groundingsand suspensions, and abstracts of hospitalizationwhen indicated. The surgeon of the unit to whichthe individual is assigned or attached for flyingwill be responsible for the maintenance of the 64files.
(2) Upon transfer of an individual on flyingstatus to another unit or installation, the surgeonresponsible for the maintenance of the individual's64 file will place the file in a sealed envelope clearlylabeling the exterior with name, rank, and serialnumber of the individual concerned and the state-ment that the 64 file is included. The 64 file willthen be included in the individual's field 201 file.When the field 201 file is received by the com-
84
manding, officer of the unit or installation to whichthe individual is reassigned, the 64 file will begiven to the surgeon of the new unit for custody.Whenever an individual is transferred overseas, the64 file will be forwarded to the oversea destination.
(3) Whenever an individual is indefinitely sus-pended from flying, the 64 file will be incorporatedwith other medical records incident to the field 201file. In the event of subsequent reinstatement onflying status, the material which originally com-prised the 64 file will be extracted and formulatedinto a new 64 file.
(4) The normal confidential nature of medicalrecords will be guarded by strict compliance withsealing of such records during transmission. How-ever, such records will not be classified exceptin accordance with the provisions of AR 380-5.
(5) In the continental United States, reports ofphysical examination for flying will be forwardedby Army Air Forces flight surgeons or aviationmedical examiners, in triplicate, direct to the Com-manding General, Army Air Forces, for certifica-tion. The unit to which the pilot is assigned willbe clearly indicated thereon. Certified copies andappropriate recommendations will be returned bythe Commanding General, Army Air Forces, to theunit commander through the Commanding General,Army Ground Forces.
(6) In theaters of operations, reports of physicalexaminations for flying will be forwarded for cer-tification to the commanding general of the theaterair force. The unit to which the pilot is assignedwill be clearly indicated thereon. Certified reportsand recommendations will be returned by the
,theater air force commander to the commandingofficer of the unit to which the pilot is assigned,through the theater commander.
41. MAINTENANCE. a. General. The unit com-mander is responsible for the first and second eche-lon maintenance of the aircraft assigned to theunit. The term "first and second echelon main-tenance" includes all repairs and maintenancewhich the unit is capable of performing with thepersonnel, tools, equipment, spare parts, and sup-plies available to it. Pilots should be capable ofperforming first and second echelon maintenancein emergencies. The mechanics should be graduatesof the Army Ground Forces Air Mechanic Course.Supplies needed for first and second echelon repairsare generally furnished by the Army Air ForcesDepot Unit, Army, supporting the command towhich the unit is assigned or attached. Each unitis authorized by its Tables of Equipment a kitof supplies necessary for the proper daily main-tenance of its aircraft. Spare parts for the repair ofaircraft are available to the unit from the stockcarried by the air section of the next higher head-quarters or at the Army Air Forces Depot Unit,Army. Third and fourth echelon maintenance ofArmy Ground Forces aircraft are the responsibilityof Army Air Forces. Normally third and fourthechelon maintenance will be performed by ArmyAir Forces Depot Unit, Army, which also furnishesreplacement aircraft.
b. Aircraft inspections and records. (1) Thefollowing aircraft inspections will be conducted in
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accordance with Army Air Forces Technical Order00-20A:
Preflight.Daily flight.25-hour.50-hour.100-hour.At engine change.25 hours after engine change.
(2) Records required by Army Air Forces Tech-nical Order 00-20A will be kept as directedin those orders.
c. Principles governing maintenance. Aircraft aremaintained in accordance with Army Air ForcesTechnical Orders, maintenance instructions, andservice manuals pertaining to the aircraft.
d. Transfer of forms and records. When an air-craft or engine is delivered or transferred to anotherunit,' its Army Air Forces Forms 41B, 60A, 60B,61, and its complete historical data must accomnpanythe aircraft or engine.
e. Gasoline and oil. (I) Standard aviation gas-oline, preferably of 73 octane rating, should be usedwhen available. The ordinary 80 octane automotivegasoline should be used in Army Ground Forcesaircraft only in emergencies. Continued use of 80octane automotive gasoline causes excessive carbonand lead deposit around the valve stems resultingin a loss of power and making frequent engineoverhauls necessary. In the field, all gasoline shouldbe strained through a chamois to remove water andother foreign matter.
(2) Standard aviation lubricating oils prescribedby Army Air Forces Technical Orders for the air-
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craft engine must be used. Detergent automotiveoils should not be used because they may clog theoil passages in the engine and cause engine failure.
f. Unserviceable aircraft. Aircraft and other itemsof Army Air Forces property which become un-serviceable should be turned in to the Army AirForces Depot Unit, Army.
42. FLYING REGULATIONS. The rules setforth in this paragraph, and in paragraphs 43 and44 should be rigidly followed in training, and incombat to the extent practicable under the cir-cumstatnces.
a. Traffic pattern. (1) The traffic pattern over alanding field should consist of a single counter-clockwise rectangular pattern at an altitude of 500feet and extending approximately 2,000 feet outsidethe boundaries of the landing field. (See fig. 18.)
(2) Two legs of the pattern will be parallel tothe wind direction,:as indicated by the wind "T"and the other two legs will be perpendicular to thewind direction.
(3) Aircraft will enter the traffic pattern at ap-proximately the center of the upwind or downwindleg, at 500 feet altitude and at an angle of 450 tothe leg entered, with a 450 turn to the right. Air-craft will then continue in the pattern. On thebase leg, they will make a 900 turn to the left forfinal approach on a straight line into the wind.
(4) Take-offs will be made into the wind asindicated by the wind "T" or as nearly so as pos-sible. Take-offs over buildings or similar obstruc-t:ons should be avoided whenever possible. Aftertaking off, the aircraft will continue in straight
88
X LEAVEA PATTERN
450
teFIRST. TURN AT ·/ -FUEL,400' ALTITUDE
DOPE 1rENT
WINDINDICATOR
ENTER REPAIRS, ii F 2000-'PATTERN TS
,A454 , T TENT'
OPERATIONS 'PATTER
PATTERN X
TENT
Figure . Local traffic pattern._,-,,
ALTITUDE 500( * 450
PATTERN)(
flight climbing to an altitude of 400 feet, where itwill make a 900 turn to the left. Aircraft may leavethe traffic pattern on either of the cross-wind legsat 500 feet altitude by making a 450 turn to theright, out of the pattern.
b. Local flying area. The local flying area shouldbe designated by the unit commander as prescribedin AR 95-15.
c. Danger and caution areas. Each pilot is re-sponsible for knowing the location of danger areasshown on Danger Area Charts published by theCivil Aeronautics Administration.
d. Altitudes. (1) A minimum flight altitude of500 feet above the ground should be maintained atall times except during landings, take-offs, "drag-ging" of areas, and contour flying.
(2) When "dragging" areas, the pilot shouldselect the flight path which will permit a safeforced landing in case of engine failure.
(3) Contour flying will be practiced only uponauthority 'of the unit commander, in designatedareas, and at designated times. Contour flying willhabitually be done upwind.
e. Charts. Sectional charts of the area shouldbe carried in each aircraft at all times. Before de-parting on extended flights, pilots should providethemselves with sectional charts covering the pro-posed route.
f. Parachutes. Parachutes should be worn duringall flights in combat and during extended andacrobatic flights.
43. GROUND REGULATIONS. a. Taxying. (1)Pilots will execute a series of S-turns while taxying.
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(2) Taxi pattern will be in a direction oppositeto that of the air traffic pattern.
(3) Pilbts will refrain from taxying across thelanding strip of the landing field. So far as possible,all taxying will be done near the edges of thelanding field.
b. Clearing turns. Before taking off, the pilotwill habitually make a clearing turn in a directionopposite to that of the air traffic pattern.
c. Tie-downs and chocks. \;hen not in use, air-craft must be tied down and chocks should be usedto keep the aircraft from moving.
d. Moving aircraft. One man should be at eachwing tip and at the tail when an aircraft is movedin proximity to other aircraft or obstructions.
e. Starting. Aircraft should be moved away fromthe parking line before engines are started. A fireextinguisher will be readily available outside theaircraft. All safety precautions will be observed,and during hand cranking the starting signals willbe given by the individual at the propeller. Anaircraft will not be started nor left running withouta competent operator at the controls. Aircraft with-out self starters will be started- according to thefollowing procedure:
(1) The individual at the propeller calls out,"SW\ITCH OFF, GAS ON, THROTTLECLOSED."
(2) The individual at the controls checks to iln-sure that switch is off, gas is on, and throttle isclosed or only slightly open and then calls out'"S\;VITCH OFF, GAS ON, THROTTLECLOSED."
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(3) The individual at the propeller rotates thepropeller three or four times, and then calls out,"BRAKES ON, CONTACT."
(4) The individual at the controls applies brakesand repeats "BRAKES ON, CONTACT," and thenturns the ignition switch on immediately.
(5) The individual at the propeller makes sureof his footing, faces the engine, and pulls the pro-peller through quickly with both hands, and backsaway from the propeller quickly at each rotationuntil the engine is started.
f. Warm up. Aircraft should not be flown untilthe engine is warmed up in accordance with appro-priate Army Air Forces Technical Orders.
g. Propellers. Except for the purpose of crank-ing, a propeller should not be touched for at least15 minutes after engine operation.
h. Refueling. Aircraft should be electricallygrounded while being refueled. (See fig. 7.)
44. MISCELLANEOUS. a. Preflight inspection.The pilot will perform the preflight inspection be-fore the first flight of the day.
b. Loading. Except in extreme emergency thegross weight should not exceed the maximum speci-fied by the Army Air Forces Technical Ordersconcerning the aircraft.
c. Weather. An aircraft should not be permittedto take off unless the weather is equal to or betterthan the minimum allowed by contact flight regula-tions.
d. Flight plans. Flight plans for extended flightswill be filed in accordance with Army Air Forces
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Regulation 15-23. Pilots will use the following pro-ciedure in filing flight plans:
(1) When an established Army Air Forces ornaval aviation operations officer is available, thepilot will file and obtain approval of flight planfrom the operations officer.
(2) Where no such military operations officeris available, the pilot will file a flight plan with anArmy Air Forces flight control center. Civil Aero-nautics Authority communication stations willtransmit flight plans to the nearest Army AirForces control center. Pilots must obtain approvaland clearance from the Army Air Forces flight con-trol center prior to departure.
(3) If no communication facilities are available,the pilot may take off and proceed to the nearestpracticable location where communications areavailable, providing the flight can be made in ac-cordance with contact flight rules. The pilot willfile a flight plan and obtain approval and clearance,in accordance with instructions given above, beforecontinuing flight.
e. Smoking. Smoking and open flames are pro-hibited within a radius of 50 feet of any aircraft,gasoline dump, fuel pump, fuel unit, and oil ordope storage dump or building. Smoking and openflares are also prohibited within 50 feet of anybuilding or locality where dope is being brushed orsprayed.
f. Sulfa drugs. Personnel on flying status willnot use any drugs of the sulfa group unless the useof such drugs has been specifically prescribed by amedical officer. Individuals who have taken any
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sulfa drug internally will not fly for a period of 1week after the last administration of such drug.
g. Corrective lenses. Pilots who have been in-structed by flight surgeons to wear correctivelenses will wear these lenses while flying.
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CHAPTER 6
HIGHER HEADQUARTERSLIGHT AVIATION
45. ORGANIZATION. a. An air section is in-cluded in each of the following higher head-quarters:
Army Headquarters.
Corps Headquarters.
Corps Artillery Headquarters.
Division Headquarters.
Division Artillery Headquarters.
Field Artillery Brigade Headquarters.
Field Artillery Group Headquarters.
Cavalry Group Headquarters (Headquarters,Armored Regiment, Light).
b. In general, this section consists of an airofficer of field grade, pilots of company grade, air-plane mechanics, two or three liaison aircraft, andtwo or three motor vehicles. The duties of thepersonnel are listed in paragraph 4.
46. MISSION. The mission of the air section inthese higher headquarters is to assist the com-mander by carrying out the following functions:
a. Advising the commander on all matters per-taining to light aviation within the command.
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b. Coordinating with G-3 (S-3) and special staffsections the training, operation, and tactical em-ployment of light aviation.
c. Coordinating with G-1 (S-l) and special staffsections personnel matters pertaining to light avia-tion by preparing plans for the relief, recuperation,transfer, and replacement of personnel.
d. Coordinating with G-4 (S-4) and special staffsections supply matters pertaining to light aviationby making arrangements for third and fourth eche-lon aircraft maintenance, procurement and distri-bution of Army Air Forces supplies, procurementand distribution of aircraft fuel and lubricants, es-tablishing levels of Army Air Forces supply withinthe command, establishing a flow of replacementaircraft and supplies to units of the command, andcoordinating the activities of the Air Forces DepotUnits, Army, with the operation of light aviationwithin the command.
e. Maintaining liaison with air sections of sub-ordinate units by making frequent visits and in-spections.
f. Maintaining a situation map showing the loca-tion of major headquarters and their landing fields.
g. Maintaining rosters and statistics showingassignment of light aviation personnel in order tosubmit personnel status reports.
h. Maintaining rosters and statistics showing as-signment of aircraft in order to submit aircraftstatus reports.
i. Preparing light aviation bulletins.j. Maintaining records showing aircraft and per-
sonnel casualties and their causes.
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k. Preparing and processing special light aviationreports.
47. SPECIAL OPERATIONS. a. The air sectionof. each higher headquarters assists the commanderduring the planning phase of an operation in pre-paring plans for:
(1) Employing light aviation during all phasesof the operation.
(2) Coordinating the loading, transporting, anddelivery of subordinate unit air sections to thetarget area.
(3) Establishing levels of supply and flow ofreplacement aircraft, spare parts, and Army AirForces supplies.
(4) Establishing a flow of replacement personnel.(5) Coordinating the employment of light avia-
tion with the ground forces, air forces, naval forces,and other services or allies.
(6) Coordinating communication between lightaviation and ground, air, and naval forces.
b. Prior to the execution of special operationsthe air section assists the commander in controllingand maintaining communication with widely scat-tered elements of the command.
c. During the execution of special operations theair section assists the commander in making per-sonal reconnaissances.
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CHAPTER 7
LIGHT AVIATION WITHARMORED UNITS
48. ORGANIZATION. a. In armored units organiclight aviation is provided for the following ele-ments:
Headquarters, Armored Division.Headquarters, Combat Command.Headquarters, Armored Division Artillery.Armored Field Artillery Battalion.Tank Battalion.Armored Reconnaissance Battalion.Cavalry Reconnaissance Group, Mechanized
(Headquarters, Armored Regiment, Light).b. An air section usually consists of two pilots,
two mechanics, two aircraft, and associated equip-ment.
49. MISSIONS. The primary mission of light air-craft in armored units is command control. Theparticular type of mission that may be flown by thelight aircraft of an armored unit depends in generalupon the type of armored unit to which the aircraftare assigned. Each light aviation section must betrained so that it can accomplish any mission nor-mally assigned to light aviation.
a. Headquarters armored division. The functionsof the air section of the headquarters armored divi-
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sion are to assist the division commander in con-trolling the division and to furnish a means forcommand liaison both within the division and withhigher and adjacent commands.
b. Headquarters combat command. The air sec-tion of the combat command is primarily for use ofthe commander in controlling the combat commandand for command liaison. Additional missions are:
(1) Reconnaissance.(2) To aid in the control of high performance
aircraft performing close support missions for thecombat command.
(3) To supplement the aircraft of units in thecommand in case of emergency.
c. Headquarters armored division artillery. Mis-sions assigned to the air section of an armored divi-sion artillery headquarters include providing thecommander with the means for-
(1) Control of all organic and attached artillery.
(2) Command liaison.(3) Supplementing the aircraft of any artillery
battalion.(4) Aerial photography.d. Armored artillery battalion. The primary mis-
sion of the armored artillery battalion air section isthe adjustment of artillery fire. Additional missionsare:
(1) Continuous air surveillance of enemy for-ward areas.
(2) Route reconnaissance.(3) Control of the firing batteries in forward
displacement.(4) Radio relay.
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e. Tank and armored reconnaissance battalions.The primary mission of armored force light aircraftassigned to a tank or armored reconnaissance bat-talion is to assist the commander in control of theunit. Additional missions are:
(1) Command liaison.(2) Continuous air surveillance of that part of
the enemy front affecting the advance or securityof that unit.
(3) Reconnaissance.
(4) Adjustment of artillery fire, or fire of its ownelements when performing indirect fire missions.
(5) Route reconnaissance.
f. Reconnaissance units. The principles of em-ployment of light aviation with the Cavalry Re-connaissance Group, Mechanized (or the ArmoredRegiment, Light, if approved) are the same asthose for light aviation with the combat command.
50. TACTICAL EMPLOYMENT. a. Armoredunit air sections assigned to field artillery battalionsare employed primarily for observation and adjust-ment of artillery fire.
b. Armored unit air sections assigned to otherunits, are primarily employed in control of the unit,command liaison, and to augment ground recon-naissance and security.
c. When an armored unit is in a stabilized situa-tion, light aircraft should be employed to the max-imum in aerial surveillance of the unit front. Con-trol must be exercised that the minimum numberof aircraft are over the front at one time. This
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affords time for maintenance and training of theair sections.
d. When an armored unit attacks, the air sectionof that unit must maintain aerial surveillance onall sides of the command.
e. Armored unit light aircraft may be sent deepinto enemy territory with a reconnaissance unit. Inthis case the reconnaissance unit must carry fueland lubricants for the aircraft, select air strips, andprotect the crew and aircraft if forced down.
f. Although battalion air sections are directlyresponsible to their battalion commanders, theyfrequently may be based at the combat command,or similar headquarters, landing field for the con-venience of operation, supply, administration, localsecurity, and maintenance. The technique of cen-tralized operation is explained in detail in para-graph 23.
g. In stabilized situations, aircraft normally func-tion under central control from the combat com-mand, or similar headquarters, air strip. Thismethod of operation, the most economical in per-sonnel and materiel, facilitates continuous aerialsurveillance of the unit's front and frees aircraftfor special missions and necessary maintenance.
h. In fluid situations aircraft are released to bat-talion control.
51. TRAINING. a. Individual Training. (1) Ar-mored unit light aircraft personnel should betrained in their various duties as outlined in thismanual.
(2) Pilots must and mechanics should be grad-uates of the Army Ground Forces Air Training
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School. In general, their training should be directedtoward maintaining and improving their flying andmechanical proficiency.
(3) In units having air sections, all commandersand certain staff officers (Executive, S-2, and S-3)should receive specialized air observer training.
(4) Commanders, staff officers, reconnaissanceofficers, and reconnaissance elements must betrained to select air strips.
(5) All air section personnel must be thoroughlytrained to operate and maintain air section com-munication equipment, vehicles, weapons, and airstrips.
(6) Every effort must be made to develop team-work between the air observer, pilot, and groundtroops in order to obtain maximum combat effi-ciency. Ground units must be trained to furnishlocal security for air strips, and the nearest groundunit must automatically include the air strip in itslocal security plan. When an armored thrust con-tinues after dark the air section must be movedclose to a unit that will not move, or must befurnished security until it rejoins the unit the nextday. During this type of operation it is the respon-sibility of the unit commander to see that somemember of the attack force selects a new air strip,and sends its location to the senior pilot, so thatthe aircraft can join the column at first light.
(7) Commanders and staff officers must betrained to adjust artillery fire from light aircraft.
(8) Armored pilots are primarily Armored offi-cers and secondarily pilots.
b. Tactical Training. (1) the air section shouldparticipate in unit training, unit field exercises, and
102
especially in field artillery service practices. Alltypes and means of communication must be em-ployed.
(2) The air section should be trained to operateits own landing field and to operate from a landingfield under centralized control.
(3) Prior to an amphibious operation all armoredunit light aviation personnel must receive exten-sive training using sandy beaches and the Brodiedevice.
(4) Chapter 3 covers the general features oftactical training applicable to all light aircraft airsections.
52. COMMUNICATION. a. A standard armoredradio should be installed in each armored unit lightaircraft. The unit command channel and the fire-direction channel of the direct support artillerybattalion shinld be set on this radio. The commandchannel is for direct contact with the unit com-mander or control of a unit by its commander whenhe is in the air. The fire-direction channel is for theuse of the direct support artillery battalion inadjusting artillery fire and as an alternate means ofrelaying messages.
b. A base set must be operated at each landingfield to transmit air warning messages, and tomaintain communication with the unit commandpost when wire communication fails or when theaircraft is out of range of the unit command post.
c. The unit communication officer should estab-lish and maintain wire communication with thelanding field whenever possible.
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d. Pilots and observers must be expert voiceradio operators. All personnel must be able to oper-ate and maintain all communication equipment usedby the air section.
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CHAPTER 8ENGINEER LIGHT AVIATION
53. ORGANIZATION. An air section consists ofone pilot, one mechanic; one airplane, and asso-ciated equipment organically assigned to each di-visional engineer combat and armored battalion.In the nondivisional engineer combat battalionthere are two mechanics. In addition to the organicpersonnel appropriate battalion staff officers andenlisted men are designated by the unit commanderto act as observers.
54. NORMAL MISSIONS. The battalion air sec-tion is directly responsible to the battalion com-mander. Its normal missions include the following:
a. Reconnaissance. (1) Specific. Specific recon-naissance is used to obtain information required forplanning, and for constructing or demolishing spe-cific bridges, roads, railroads, airfields, stream cross-ings, mine fields, or other obstacles in friendly orenemy territory. Effectiveness of defense lines, bar-riers, and demolitions is also checked by specificreconnaissance. Information on disposition of bothfriendly and enemy troops is obtained.
(2) Area search. Area search is used when thespecific location of reconnaissance objectives is un-known. Its purpose is to locate sources of engineersupplies, equipment, or material; sites for landingstrips; displacements; water crossings; water
105
points; storage areas; road nets and lines of com-munications; newly laid enemy mine fields; recentlyprepared enemy obstacles and other indications ofdenial activity. Camouflage discipline must be con-stantly observed and reported upon in area searches.
b. Aerial photography. Aerial photographs aretaken of specified objectives to aid in planning.(See fig. 19.)
c. Security. Work parties may be secured againstsurprise attack by the use of air observation.
d. Liaison. Liaison with other headquarters ismaintained by the air section. When normal means ofcommunication are not immediately available, ur-gent information is relayed to higher headquartersby the air section.
e. Transportation. The air section is used foremergency transportation of personnel.
f. March control. During unit displacement ormovement of equipment the air section aids inmarch control.
55. SPECIAL MISSIONS. a. Engineer aviationcan be used to transport emergency supplies. Load-ing, limits, and methods of dropping are describedin paragraph 31.
b. Emergency evacuation can be effected by theair section.
c. The engineer air section can be used to pickup and drop special messages. (See par. 14.)
56. TRAINING. Engineer air section personneland unit observers must be trained in their variousduties as outlined in chapters 2 and 3.
106
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107i::::~~~~~~~~~~~~ e e ,I~~~~~~~~~~~~~~ 0 al
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a. Individual training. (1) Pilots must and me-chanics should be graduates of the Army GroundForces Air Training School. Unit training shouldbe directed generally toward maintaining and im-proving their flying or mechanical proficiency.
(2) Air observers are trained by the unit. Theunit commander details suitable officers and en-listed men for training. The unit S-2 and S-3 fur-nish selected enlisted men for observer trainingfrom their respective sections. Those selected fortraining should have the following qualifications:
(a) Weight less than 170 pounds.(b) Previous flying experience (desirable, but
not essential).(c) Normal freedom from air sickness.(d) High proficiency in map reading.(e) Enthusiasm for such training and duty.(f) Capacity for intelligent observation.(g) Broad knowledge of military engineering.(3) All air section personnel must be trained to
operate and maintain air section communicationequipment, vehicles, and weapons.
(4) All air section personnel and unit observersshould be instructed in the use and operation ofthe K-20 camera, or other cameras used by theunit.
b. Tactical training. (1) The air section shouldparticipate in unit training and unit field exercises.Instruction must include operations on landingstrips under unit control as well as operationsunder centralized control.
(2) Training for night missions is described inparagraphs 15 and 32.
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(3) Chapter 3 covers the- general features oftactical training for the air section and unit ob-servers. In addition to subjects listed in chapter 3,the following must be included in the tactical train-ing:
(a) A thorough review of military map reading.(b) Measuring of short vertical and horizontal
distances from the air by the use of gap calibrator(see app. IX) or similar device.
(c) Preparation of engineer reconnaissance re-ports on the following:
1. Bridges and bridge sites.2. Demolitions.3. Roads and railways.4. Local or enemy materials.5. Road nets.6. Water supply.7. Defense lines, organization of ground.8. Waterways.9. Mine fields and obstacles.
10. Air strips and airfields.(d) Use of appropriate forms (see app. X for
sample forms) to facilitate reporting should beencouraged by the unit commander.
(e) Engineer pilots must be engineer officers aswell as pilots. Similarly, engineer air section me-chanics are primarily engineer enlisted specialists,not simply airplane mechanics. Since the engineercombat battalion is composed largely of specialists,air section personnel must receive additional train-ing in related engineer duties.
57. COMMUNICATION. a. A suitable radioshould be installed in aircraft of the engineer air
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section for communication with the radio normalto engineer combat battalion headquarters as a baseset.
b. The unit communication officer should estab-lish and maintain wire communication with thelanding strip or field, whenever possible.
c. Pilots and observers must be expert voiceradio operators. Air section personnel must be ableto operate and mainta:n all communication equip-ment used by the section.
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CHAPTER 9
FIELD ARTILLERYLIGHT AVIATION
58. ORGANIZATION. a. An artillery air sectionconsisting of two pilots, two mechanics, two air-craft, and associated equipment is included in theTables of Organization of every field artillery bat-tallion, except the observation battalion.
b. An artillery air section consisting of an airofficer of field grade, one air supply and engineer-ing officer of battery grade (who is also a pilot),one pilot, one chief mechanic, two mechanics, twoaircraft, and associated equipment is included inthe Tables of Organization of every field artillerygroup, brigade, division artillery, and corps artilleryheadquarters.
59. MISSION. a. Each light aviation section mustbe trained so that it can accomplish any missionnormally assigned to light aviation.
b. The missions of field artillery light aviationare the same as those listed in paragraph 2.
60. TACTICAL EMPLOYMENT. a. Althoughfield artillery battalion air sections are directly re-sponsible to their battalion commanders, they arefrequently based at a division artillery or fieldartillery group landing field for convenience ofoperation, supply, administration, local security,
111
and maintenance. The technique of centralized op--eration is explained in detail in paragraph 23.
b..Centralized operation also permits the main-tenance of a continuous aerial patrol by the air-craft of the field artillery battalions. The aerialpatrol not only immobilizes the enemy in forwardareas but also provides an extremely effectivecounterbattery measure by reducing enemy artilleryactivity.
c. In many situations registrations are moreoften conducted by field artillery air observers thanby terrestrial observers. Air adjustments normallyemploy range-bracketing procedure modified for airobservation as prescribed by FM 6-40. Field artil-lery pilots and observers must be thoroughlytrained in adjusting fire of all calibers of field artil-lery weapons upon all types of targets.
d. A trained field artillery air observer shouldaccompany the pilot on all combat missions. Thecombat effectiveness of a field artillery unit oftendepends upon the skill, efficiency, and training ofits air observers. In combat the two officers bestqualified and adapted to serve as air observersshould be appointed a's unit air observers as theirprimary duty.
e. Each field artillery unit commander must ex-ercise every effort to effect maximum cooperationand coordination between the S-2, S-3, and theunit air section.
61. TRAINING. a. Individual training. (1) Fieldartillery air section personnel should be trained intheir various duties as described in chapter 2.
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(2). Pilots must and mechanics should be grad-uates of the Army Ground Forces Air TrainingSchool. In general, their training should be directedtoward maintaining and improving their flying ormechanical proficiency.
(3) Air observers must be trained by the unit.The unit commander should detail certain officersto be trained as air observers in accordance withthe provisions of paragraph 16.
(4) Every effort must be made to develop team-work between the pilot, air observer, and fire-direction center in order to obtain maximum com-bat efficiency.
(5) All air section personnel must be trained tooperate and maintain air section communicationsequipment, vehicles, and weapons.
b. Tactical training. (1) The air section shouldparticipate in unit training, unit field exercises, andespecially in unit service practices.
(2) The air section should be trained to operateeither from its own landing field or from a landingfield under centralized control.
(3) Chapter 3 covers the general features oftactical training applicable to all artillery air sec-tions.
62. COMMUNICATION. a. The standard fieldartillery fire control radio is installed in each fieldartillery aircraft. The unit fire-direction channeland a higher unit command channel are generallyused for air-ground communication in adjustingartillery fire, reporting information, and relaying airwarning messages.
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b. A base set must be operated at each landingfield to transmit air warning messages and 'main-tain communication with the unit command postwhen wire communication fails.
c. The unit communication officer should estab-lish and maintain wire communication with thelanding field whenever possible.
d. Pilots and observers must be expert voiceradio operators. All personnel must be able to oper-ate and maintain all communication equipmentused by the air section.
63. SPECIAL OPERATIONS. a. Field artilleryaircraft may be required to adjust naval gunfire.Pilots and observers should be trained in the pro-cedure and technique of adjustment of naval gun-fire.
b. Field artillery pilots and observers may some-times accompany fighter-bomber pilots on airstrikes (see par. 38) in order to adjust field artilleryfire upon enemy antiaircraft positions and to im-mobilize targets by field artillery fire prior to attackby fighter-bomber aircraft.
c. Field artillery aviation may be extremely use-ful in performing night missions. Paragraphs 15and 32 describe night flying training and procedure.
64. MISCELLANEOUS. a. Field artillery pilotsare primarily field artillery officers and secondarilypilots.
b. Commanders should realize that while airsection personnel, particularly the pilots, are neces-sarily specialists, they should be trained to performother related field artillery duties.
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CHAPTER 10
INFANTRY LIGHT AVIATION
65. ORGANIZATION. An infantry air sectionconsisting of one pilot, one mechanic, one aircraft,and associated equipment, is included in the Tablesof Organization and Equipment, of the headquar-ters and headquarters company of each infantryregiment.
66. MISSION. Each light aviation section must betrained so that it can accomplish any mission nor-mally assigned to light aviation. (See par. 2.)
67. TACTICAL EMPLOYMENT. a. Although in-fantry air sections are directly responsible to theirrespective commanders, they are frequently basedat division landing fields for convenience of opera-tion, supply, administration, local security, andmaintenance. The technique of centralized opera-tion is explained in detail in paragraph 23.
b. Every effort will be made to locate a landingstrip near the regimental command post so as tofacilitate briefing by. the S-2 or S-3, and interroga-tion upon return of the pilot from his mission.
c. A trained observer will habitually accompanythe pilot on his missions. 'Occasionally this dutymay be performed by a member of the staff or thecommander. At times the pilot will be accompanied
115
by a patrol leader so that the patrol leader may seethe route his patrol is to follow. Commanders andstaff officers of all echelons should be encouragedto take maximum advantage of every opportunityto use light aviation for personal reconnaissance.
d. Each infantry commander must exercise everyeffort to effect the maximum cooperation and co-ordination between the intelligence and operationssections of his staff, and his air section.
68. TRAINING. a. Individual training. (1) In-fantry air section personnel should be trained intheir various duties as shown in chapter 2.
(2) Pilots must be graduates of the ArmyGround Forces Air Training School and, in addi-tion to the training received there, they should bethoroughly trained in infantry tactics and opera-tions to include:
(a) Organization and equipment of the infantryregiment.
(b) Infantry tactics.(c) Combat intelligence.(d) Map and air photo reading and interpreta-
tion.(e) Radio communication procedure, mainte-
nance, and operation.(3) Mechanics should be graduates of the Air
Mechanic Course at the Army. Ground Forces AirTraining School.
(4) Air observers must be trained by the unit.The regimental commander should detail certainofficers to be trained as air observers in accordancewith the provisions contained in paragraph 16.
116
(5) All air section personnel must be trained tooperate and maintain air section communicationequipment, vehicles, and weapons.
b. Tactical training. (1) The air section shouldparticipate in unit training, unit field exercises,and the adjustment of infantry fires.
(2) It should be trained to operate its own land-ing field and to operate from a centralized landingfield.
(3) Chapter 3 covers the general features oftactical training applicable 'to all infantry air sec-tions.
69. COMMUNICATION. a. As soon as possibleafter a landing field is put in operation, radio andwire communication is established in' order to fa-cilitate the transmission of instructions and reports.
b. An infantry type radio set is installed in theaircraft. It usually works with radios at the regi-mental command post and at the landing field. Bychanging channels it may communicate with otherradio nets in the regiment if necessary, in order toaccomplish any of the missions listed in paragraph75. The pilot and observers must be expert voiceradio operators.
c. Urgent messages such as air warnings maybe transmitted by any set in the regiment by tuningto the aircraft radio channel.
70. SPECIAL OPERATIONS. a. Infantry aircraftmay be employed to adjust artillery fire. Pilots andobservers should be, trained in the procedure andtechnique of artillery fire adjustment.
117
b. Infantry aircraft may be employed in per-forming night missions. Paragraphs 15 and 32 de-scribe night flying training and procedure.
71. MISCELLANEOUS. a. Infantry pilots are pri-marily infantry officers and secondarily pilots.
b. Commanders must realize that air section per-sonnel are necessarily specialists, but should makeevery effort to train them, particularly the pilots,in other related infantry duties.
I1B
CHAPTER li
SIGNAL LIGHT AVIATION
72. ORGANIZATION. An air section consistingof two pilots, two mechanics, two airplanes, andassociated equipment is organically assigned to theField Operation Company of the Signal Battalion,T/O&E 11-18, 15 February 1946.
73. MISSIONS. The air section is directly respon-sible to the unit commander. Its missions includethe following:
a. The primary mission of signal light aviationis to provide air messenger service which will nor-mally be established between major units for thedelivery and pick-up of messages which need not orcannot be transmitted by other means. This serviceis in addition to other facilities and runs concur-rently, weather permitting, on a scheduled basis.
b. The secondary mission of signal light aviationis to provide service for the delivery and pick-upby officer courier (other than pilot or signal officer)of very highly classified and priority documents,which cannot be transmitted by other means.
c. Other missions, such as aerial photography,reconnaissance for command posts and line routes,and camouflage discipline may be flown by signalaircraft. However, they should not interfere with
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the primary and secondary missions of the airsection or unit.
74. TRAINING. Signal light aviation personnelshould be trained in their various duties as de-scribed in chapter 2.
a. Individual Training. (1) Pilots must and me-chanics should be graduates of the Army GroundForces Air Training School. In general, their train-ing should be directed toward maintaining and im-proving their flying or mechanical proficiency.
(2) All air section personnel must be trained tooperate and maintain air section communicationequipment, vehicles, and weapons.
b. Tactical Training. (1) The air section shouldparticipate in unit training and combined field ex-ercises whenever possible. During these exercises,traffic loads should be placed on messenger andcourier services. Additional missions as mentionedin paragraph 73c may be requested by units partici-pating in the exercises.
(2) The air section should be trained to operateeither from its own landing field or from a landingfield under centralized control.
75. COMMUNICATION. a. A standard radio in-stalled in aircraft employed by Signal units shouldbe capable of communicating with air strips andlanding fields, signal centers of division and higherheadquarters, ground troops, other Army GroundForces light aircraft, and Army Air Forces liaisonaircraft.
b. Wire communication should be established andmaintained between the landing field or air strip
120
and signal centers being served by signal light air-craft.
c. Pilots must be fully qualified voice radio oper-ators and air section personnel must be able tooperate and maintaih all communication equipmentused by signal light aviation.
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APPENDIX I
ARMY AIR FORCES LIGHTAVIATION PROVIDED FOR USE
OF ARMY GROUND FORCES UNITS
1. GENERAL. Army Air Forces light aviation isorganized into conventional Army Air Forces typeunits, that is, squadrons, flights, etc., in contrast tothe Ground Forces type of organization whereinindividual aircraft or pairs of aircraft, with a mini-mum number of operating personnel, are assigneddirectly to Army Ground Forces units as an actualpart of those organizations. In general, ArmyGround Forces organic aircraft perform the major-ity of missions required by echelons from divisionsdown. Army Air Forces light aviation units supple-ment organic Army Ground Forces aircraft, per-forming the same type missions for corps andhigher echelons. Aircraft from Army Air Forcesunits are available to any ground unit upon re-quest through normal command channels. Due totheir centralized organization it is practicable forArmy Air Forces units to operate efficiently withsomewhat heavier and more complicated equip-ment. than is feasible under a decentralized systemof assignment.
2. MISSION. a. Corps and higher ground echelonsnormally call on Army Air Forces light aviation
122
units to perform missions. Commanders of lowerechelons should request Army Air Forces lightaviation, when the-
(1) Mission requires a sustained effort, for whicha centrally organized unit is held to be more suit-able.
(2) Number of aircraft required to perform themission is greater than availability of organic air-craft.
(3) Aircraft or equipment of Army Air Forcesunits is more suitable for performance of the re-quired mission than that of organic air sections, orwhen the particular technique required to performthe mission is one for which an Army Air Forcesunit is specially trained.
b. Conditions outlined above assume that suffi-cient time is available for the request to be madeand fulfilled. This length of time will vary withdifferent conditions and organizations. Under ur-gent conditions it may be necessary for organicaircraft to perform missions for which Army AirForces units are more suitable. Under ordinarycircumstances maximum use should be made of theArmy Air Forces aviation provided.
3. ARMY AIR FORCES LIAISON SQUADRON(T/O&E 1-977). a. Basis of Assignment. Normallyattached one per army, and one per theater or taskforce headquarters. Additional squadrons may beassigned to Army Air Forces in the locality as re-quired. When a squadron is attached to an army,the army headquarters normally retains the squad-ron headquarters and one flight, and attaches oneflight to each of its corps headquarters.
123
b. Characteristics and Capabilities. (1) The ArmyAir Forces liaison squadron is normally composedof four flights of eight liaison type aircraft each.The squadron has command and administrative sec-tions, and the communications, engineering, mess,photographic, supply, transportation, and medicalsections necessary to enable it to operate as an in-dependent unit in the performance of its mission.It may have more than four liaison flights, or itmay have one or more utility cargo or helicopterflights, if required.
(2) The liaison pilot of Army Air Forces is anenlisted man, normally a noncommissioned officer ofone of the first three grades. He is trained to flyhis assigned aircraft in the performance of all thetype missions usually grouped under the generalterm "liaison," that is, courier, light transport, visualand light photo reconnaissance, column control,camouflage inspection, limited aerial supply, andair evacuation of casualties. In performing recon-naissance, column control, and camouflage inspec-tion flight missions, it is ordinarily required thatan officer observer fly with the liaison pilot. Twotrained officer observers are provided in the liaisonsquadron for this purpose, or appropriate ArmyGround Forces officers may be utilized.
(3) The organization, equipment, and type per-sonnel of the liaison squadron make it particularlysuitable for personnel and cargo transport, aerialsupply, and air evacuation missions. The aircrafthave greater load-carrying capacity than the smallerorganic liaison aircraft; the pilots are capable ofperforming such missions without assistance fromofficer crew members; and the organization of the
124
squadron facilitates its use, in whole or in part,for a sustained effort of the scale required. Addi-tional squadrons may be requested from the ArmyAir Forces for important missions where a largescale or long term effort is required.
125
APPENDIX II
CHECK SHEET FOR INSPECTIONOF UNIT AIR SECTION
Section I. TRAINING
1. Are training directives, programs, and ordersadequate?
2. Is training continuous, and directed at the elim-ination of bad flying habits as well as the improve-ment of flying technique, aircraft and vehicle main-tenance, and the technique of air observation?
3. Is adequate communication training being con-ducted?
4. a. Does flight training include practice in take-offs and landings-
(1) On roads?(2) Between panels?(3) Over simulated barriers?b. Does flight training include training in evasive
maneuvers?
5. Do pilots make two or more extended cross-country flights per month?
6. Is observer training for pilots and observersbeing conducted?
126
7. Are air mechanics, observers, and other des-ignated personnel being trained in-
a. The selection and preparation of roads andfields suitable for use as landing strips?
b. The concealment and camouflage of the air-craft and materiel?
c. Ground handling of aircraft?
8. Are pilots and observers sufficiently proficientin reading maps and aerial photographs to locate-
a. Suitable areas for landing fields?b. Routes of access and supply to landing fields?c. Best possible flight paths for flying missions?
9. Are satisfactory ground schools organized ,andconducted for pilots in these subjects-
a. Navigation?b. Meteorology?c. Air traffic rules?d. Aircraft clearances?e. Pilot's Information File and appropriate Army
Air Forces Technical Orders, forms, and records?
10. Do air section personnel go out frequently ontactical exercises for practical experience in-
a. Field reconnaissance for selection and or-ganization of landing strips?
b. Display of panels?c. Short-field flying technique?d. Cooperation with the unit on field maneuvers?
11. Are all air section personnel being trained inthe use of small arms and the caliber .50 machinegun?
127
12. Is the air section included in field problemsconducted for unit training?
13. Is training for tactical employment conductedin accordance with this manual?
14. Are aircraft which are on the ground duringtactical operations habitually camouflaged or con-cealed ?
15. Are air warning systems established ana oper-ated during field exercises?
16. Are all extended cross-country flights author-ized by the appropriate commander and coveredby proper orders?
17. Is training in night flying being conductedsafely and properly?
Section II. ADMINISTRATION ANDRECORDS
18. Are the following publications on hand andavailable for reference-
a. Applicable War Department Field Manualsand Training Circulars?
b. Applicable directives issued by higher head-quarters ?
c. Appropriate Army Regulations, includingAR 95-120?
d. Appropriate Army Air Forces publications,including Pilot's Information File and Army AirForces Technical Orders and Regulations?
128
19. Have safety regulations and air traffic regu-lations been prescribed and enforced?
20. Are all pilots familiar with local restricted anddanger areas?
21. Are sectional-aeronautical charts available insufficient quantity for extended flights?
22. Has the air officer procured and distributedcopies of Airman's Guide, Danger Area Charts,Directories of Airfields, and Radio Facility Charts?
23. Are new pilots required to familiarize them-selves with local conditions of'terrain and weatherbefore attempting tactical or extended flights?
24. Is a record of aircraft accidents and damagesadequately maintained?
25. Is a satisfactory record of missions maintained?
26. Are proper precautions prescribed and ob-served concerning mooring, starting, refueling, andground handling of aircraft?
27. Are personnel not in possession of a pilot rat-ing or not on flying status permitted to fly the air-craft as pilot or co-pilot?
28. Have all pilots passed a physical examinationfor flying during January or February of the cur-rent year?
129
29. Are spare parts, tools, and aircraft suppliesproperly handled and stored?
30. Are requisitions for aircraft supplies and spareparts prepared and forwarded through the pre-scribed channels?
31. Are the following Army Air Forces forms main-tained properly-
a. Form 1, Flight Report-Operations?b. Form 1A, Flight Report-Engineering?c. Form 5, Individual Flight Record?d. Form 41B, Maintenance Inspection Report?e. Form 46, Parachute Log Record?f. Form 60A, Technical Instruction Compliance
Record (Aircraft) ?g. Form 60B, Technical Instruction Compliance
Record (Engines)?h. Form 61, Propeller, Historical Record?i. Form 263, Aircraft Checker's Report?
32. Are aircraft daily and preflight inspectionsmade properly? Are aircraft periodic inspectionsmade at proper times (25 hours, 50 hours, 100hours, etc.)?
33. Are proper grades of aircraft engine oil andaviation gasoline being used?
34. Are aircraft clean and free of accumulated oiland dirt? Are windshields and windows clear?
35. Is gasoline strained through a chamois? Areaircraft grounded properly when being refueled?
130
U6. Are comfipasses adjusted periodically as re-quired by Army Air Forces Technical Order05-15-2?
37. Are parachutes inspected once every 10 daysas directed by Army Air Forces Technical Order13-5-2? Are parachutes repacked by an authorizedparachute rigger at least once every 60 days?
38. Are parachutes clean, handled properly, andstored in a clean dry place?
39. Are aircraft fire extinguishers filled to capacityand in good condition?
40. Is one master set of applicable Aircraft Main-tenance Inspection Forms available for each typeof aircraft?
41. Are all airplane and engine mechanics (747)graduates of the Army Ground Forces Air Me-chanic Course of the Army Ground Forces AirTraining School?
42. Are all pilots graduates of the Army GroundForces Pilot Course of the Army Ground ForcesAir Training School?
131
APPENDIX III
FLIGHT MANEUVERS
Section I. BASIC FLIGHT MANEUVERS
1. TAKE-OFFS AND LANDINGS. Normal take-offs, power-off landings, power-off spot landingsfrom 90 ° and 1800 approaches. Emphasis on con-trol, coordination, and accuracy of landings.
2. COORDINATION EXERCISES. Rolling frombank to bank with a 90 ° change of direction, androlfing from bank to bank with nose held on areference point on the horizon. Executed above 500feet.
3. LEVEL TURNS. Precision turns at varyingdegrees of bank and change of direction. Carefulattention to coordinated entry and recovery, andconstant altitude and bank. Executed above 1,500feet.
4. S-TURNS. Executed cross-wind across a roador other reference line. Emphasis on constantground pattern and proper correction for drift.Executed at 500 feet.
5. RECTANGULAR PATTERN. Executed at 500feet above a pattern on the ground. Emphasis on
132
true rectangular pattern and proper correction fordrift.
6. EIGHTS AROUND PYLONS. Executed at 500feet with emphasis on constant altitude, groundpattern, and corrections for drift.
7. CLIMBING AND DIVING TURNS. 720°
power-turns and maximum performance climbscompleted above 1,500 feet.
8. SLIPS. Not practiced with flaps down.
9. TWO-TURN POWER-OFF SPINS. Completedabove 1,500 feet. Executed to the right and left,with emphasis on stopping on a selected pointand recovering without gaining excessive speed.Spins must not be executed in aircraft which areplacarded against spinning.
Section II. SPECIAL FLIGHT MANEUVERS
10. TAKE-OFFS AND LANDINGS TO PAN-ELS. Panels mark the usable limits of the land-ing strip. Power stall approaches and efficiencytake-offs are made in order to attain proficiency inusing minimum landing and take-off space.
11. TAKE-OFFS AND LANDINGS OVER BAR-RIERS. Landings and take-offs over simulatedbarriers should be practiced extensively to developtechnique in using fields with actual barriers andin estimating take-offs and landing distances.
133
12. TAKE-OFFS AND LANDINGS ON ROADS.Take-offs and landings on roads using both three-point and wheel landings should be practiced fre-quently.
13. CROSS-WIND LANDINGS AND TAKE-OFFS. Both "crab" and "slip" methods of cross-wind landings and take-offs should be practicedwith exercises outlined in paragraphs 10, 11, and12 above.
14. ONE-WHEEL LANDINGS AND TAKE-OFFS. One-wheel landings and take-offs should bepracticed on curved roads.
15. CONTOUR FLYING. Contour flying shouldbe done at altitudes from 10 to 20 feet above thegeneral level of trees and obstructions. For reasonsof safety, aircraft should not be flown below thelevel of trees, wire lines, and other obstructions.
16. LANDINGS FROM CONTOUR AP-PROACHES. Upwind approaches /2 mile fromthe field, at an altitude of about 50 feet, with em-phasis on proper timing in closing the throttle toeffect the landing and stopping of the aircraft be-tween two panels, should be practiced in conjunc-tion with contour flying.
17. EVASIVE MANEUVERS. Diving and turn-ing to low altitudes and contour flying back to thefield, making use of broken ground patterns, treelines, and creek lines, should be practiced fre-quently.
134
APPENDIX IV
THE BRODIE DEVICE
1. GENERAL. The Brodie device consists of acable, suspended parallel to and about 65 feet abovethe ground or water, which will support a liaisonaircraft during landings and take-offs. The Brodiedevice has been developed and is available for in-stallation on land or on a ship. It has been foundextremely valuable in amphibious operations mount-ed on an LST. With training and practice, ArmyGround Forces pilots can operate their aircraftfrom the device with comparative safety.
2. LAND RIG. a. Description and operation. Themain landing cable is 500 feet long and is sus-pended over the ground by means of four vertical.poles 65 feet high. Two poles, 160 feet apart, arelocated at each end of the main cable and supportit by a bridle arrangement as shown in figure 20.In landing and taking off, the aircraft is flowninto the wind between the pair of poles at eitherend: A hook is mounted above the cabin of theaircraft. (See fig. 21.) As the aircraft comes inunder the cable for a landing, this hook engagesa loop suspended from a trolley which runs alongthe cable. Included in the installation is a brakingdevice for slowing the aircraft down after a land-ing has been effected. A system for lowering theairplane to the ground after landing, and raising it
135
~~IF~IB
'17!// I ,? :,,'lIx,
5~~~~ Da
I:', "
... K:, 7.,!...... ; \ \\ ~
/\ FA.~~~~~~~ur
'I. A j ' \ ? J~ i ;~ % Z K ; F v l ./ 5~~ , ~ ~ C-'I / ~ ~ ~ ~ FF C~~~~, ~~~ Ci
1~~ s~~~ ?ii1 cF~~~~~CI~~~·~~ rrr'
F' F ,/
Yr~ F I It CC} l 2',
jZ.~) 2 * : , j' 7w Z 'r\
ij~~~\'~* :· C
i3s:·
Figure 21. L-4 aircraft equipped with hook for operatingfrom the Brodie device.
back to the cable for take-off is an integral part ofthe equipment. In taking off, the pilot can disen-gage the hook when the aircraft has attained flyingspeed.
b. Time and equipment required for erection.From 250 to 350 man hours are required to erectthe Brodie device land rig under favorable condi-tions. In extremely difficult terrain considerablymore time and work may be required. The equip-ment used is prefabricated and can be transportedin two 252-ton trucks.
c. Employment. The land rig is useful for train-ing pilots in the use of the Brodie device andmay be employed in the event that extremely
137
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j ,, .'51 i':" ,', C
½
v tf,
I .i
'38
rugged or swampy terrain is encountered whichwould prohibit the use of a normal landing strip.
3. LANDING SHIP RIG. a. Installation and op-eration. In the installation of the Brodie rig on aship, the cable is suspended over the side of theship between booms mounted on the bow andstern. (See figs. 22 and 23.) Alr other features ofinstallation and operation are the same as the landrig.
b. Employment. The chief use of the Brodie in-stallation on a ship is as a landing device for theliaison aircraft during amphibious operations.LST's having the rig incorporated into their designare now available.
Figure 23. L-4 aircraft engaging the hook of a Brodie deviceon a landing ship, tank (LST).
139
'APPENDIX V
TARGET SPOTTING RANGE
1. PURPOSE. A target spotting range is veryuseful in training pilots and air observers to locatetargets of opportunity and to plot accurately thesetargets on a gridded map or aerial photograph. Tobe effective the range should simulate combat con-ditions as nearly as possible.
2. DESCRIPTION. Any large area of terrain ofwhich a suitable map or aerial photograph is avail-able can be used as a target spotting range. A sectorof observation should be assigned to the pilot andobserver. Preferably the area chosen is one whichwill have simulated front lines and a certain amountof activity, such as moving vehicles, personnel, andequipment, which the observer can plot as enemyor friendly activity on his map or photograph.Normally the observer will be held responsible forreporting all activity in a sector from four to fivethousand yards wide extending from the front linesback into "enemy" territory to the limit of hisobservation.
3. SIMULATED GUN FLASHES. The value ofthe target spotting range is greatly enhanced ifsimulated gun flashes are set off at intervals at
140
points on the range which would be logical loca-tions of enemy gun positions.
4. EMPLOYMENT. Each observer should go aloftfor a period of target spotting equipped with amap of the target area, a pencil, and notebook. Thespotting period should generally last not longerthan an hour, during which time the observer re-cords the location by coordinates, the time, andthe nature of all activity which takes place in hissector. Several aircraft can be in the air duringeach observation period. Additional training maybe given by having the observer conduct on theradio simulated fire missions on targets of oppor-tunity. This procedure develops speed in evaluat-ing and adjusting fire upon targets of opportunity..
141
APPENDIX VI
PUFF TARGET RANGE
1. MISSIONS. Missions are flown in a mannersimulating combat conditions. The flight path ofthe aircraft should be from 4,000 to 6,000 yardsfrom the target area. Radio communications shouldbe established.
2. TARGET AREA. The target' area should beapproximately 900 yards wide and 800 yards deep.The terrain should be rolling but a Y4-ton truckmust be able to drive over it rapidly. A diagramof the target area is shown in figure 24. The basepoint is a large white panel installed at one endof the range. The target consists of a second largewhite panel mounted on a 2I 2 -ton truck. The lo-cation of the target truck is changed for eachproblem
3. GUN POSITION. The gun position is assumed,and indicated on a map or aerial photograph, acopy of which is furnished to each pilot and ob-server. The gun position should be located 4,000to 6,000 yards from the target area and should bechanged frequently
4. BURST. The burst is produced by exploding ahome-made lime bomb. The bomb is made by plac-
142
a- _-~ E mel_
IzzI
o o 0
3 o- - 3 oP
4. .. . .4 4'
· -~. . · ·. ·
/ 0 4 4 4 4 0 \
oo di oo 11 bn z
*100 YIDS · · ·
143
0·
0/·~ ~ ~~~ 4 *· 4 4 0\ ·
0.I0YS- 4t 0 ~ 4 r 0 l 0
· L ~~~~~~I · ·~~~14
ing a small amount of lime, a detonator cap, anda short length of fuze in a paper sack. The upperportion of the sack is rolled around the lower por-tion containing the lime. The complete bomb isabout 3 inches in diameter and 8 inches long, withthe fuze projecting from one end.
5. COMMUNICATION. The radio installed in theaircraft works with a similar radio located nearthe center of the target area. The location of thisground radio set is called the control center, andsimulates a fire-direction center.
6. OPERATION. Four Y4-ton trucks, each equippedwith a supply of lime bombs, are required. One ofthese 54-ton trucks is placed near each corner ofthe impact area. Four telephone lines must be laid,one to the location of each of the Y4-ton trucks.The correction from the observer is received at theground radio set and is plotted on a control board.The "coordinates" of the position of the next burstare then telephoned to the 54-ton trucks; the trucknearest to the point where the "round" should hitdrives to the point designated and explodes a limebomb. The observer corrects this burst and the pro-cedure is repeated.
144
APPENDIX VII
ARMY AIR FORCES FORMSAND RECORDS
1. The following list of Army Air Forces forms andrecords has been compiled for use as a ready refer-ence for Army Ground Forces light aviation person-nel.
2. Instruction in the preparation of those forms andrecords which are most frequently used is includedin the course of instruction given by Army GroundForces Air Training School.
3. A complete index of Army Air Forces blankforms is contained in Army Air Forces RegulationNo. 15-0.
TRAINING AND OPERATIONSDate of
No. issue Title Reference
1 1-1-44 Airplane Flight Report AAF Reg 15-1.-Operation.
IA 1-1-44 Airplane Flight Report AAF Reg 15-1.-Engineering.
5 12-7-42 Individual Flight Rec- AAF Reg 15-5.ord.
7 5-9-41 Flying Evaluation Re- AAF Reg 35-16.port.
8 10-1-43 Instrument Pilot Cer- AAF Reg 50-3.tificate (White).
8A 10-1-43 Instrument Pilot Cer- AAF Reg 50-3.tificate (Green).
145
Form Date ofNo. issue Title Reference
8B 10-1-43 Pilot Instrument Certif- AAF Reg 50-3.icate Application andFlight Check Form.
14 10-1-44 Report of Major Ac- AAF Reg 62-14cidents. and AR 95-120.
14A 9-1-44 Report of -Minor Ac- AAF Reg 62-14cidents. and AR 95-120.
15 11-1-44 Invoice. AAF Reg 15-15.15A 1-1-44 Invoice Envelope (For- AAF Reg 15-15.
merly AAF Form 9,Flight Envelope).
17 6-15-44 Damage to Property On form and ARCertificate. 95-120.
21A 9-15-42 Navigator's Log (Small AAF Reg 15-21Form). and 15-21A.
23 8-15-43 Aircraft Clearance. AAF Reg 15-23.24 4-1-43 Pilots' Information File AAF Reg 15-24.
-Table of Contents.24A 2-28-44 Pilots' Information File AAF Reg 15-24.
-Temporary Recordof Compliance.
28 12-15-43 Army Air Forces Phys- AAF Reg 50-10ical Fitness Test Re- and 50-14.port.
28A 11-1-43 Army Air Forces Phys- AAF Reg 50-10ical Fitness Test and and 50-14.Record Card.
38A 5-1-44 Inventory of Equip- AAF Reg 15-38.ment.
39 4-13-44 Aircraft Accident Log. AAF Reg 62-19.
MAINTENANCE AND INSPECTION
41B 5-1-44 Maintenance Inspection AAF Reg 15-41.Record (Book Form).
46 5-1-43 Parachute Log Record. AAF Reg 15-46.48 4-25-42 VWork Order. AAF Reg 15-48.49 9-1-42 Serviceable Part Tag AAF Reg 15-50.
(Yellow).
146
Form Date ofNo. issue Title Reference
49A 1-1-45 Serviceable Part Tag AAF Reg 15-50.(Yellow Label).
50 12-1-43 Repairable Part Tag AAF Reg 15-50.(Green).
51 9-1-42 Condemned Part Tag AAF Reg 15-50.
(Red).54 2-18-43 Unsatisfactory Report. AAF Reg 15-54.56 11-1-43 Maintenance Inspection AAF Reg 15-56.
Record.57 6-15-42 Pilot's Compass Cor- TO 05-15-2.
rection Card.60A 5-1-44 Technical Instruction AAF Reg 15-60
Compliance Recoyd and TO 00-20A.(Aircraft).
60B 5-1-44 Technical Instruction AAF Reg 15-60Compliance Record and TO 00-20A.(Engines).
61 5-1-44 Propeller Historical Re- AAF Reg 15-61Record. and TO 00-20A.
SUPPLY
81 4-15-43 Stores Charge. AAF Reg 15-81.82 4-15-43 Stores Credit (Yellow). AAF Reg 15-82.83 9-1-42 Identification Tag AAF Reg 15-50.
(White).83A 9-1-42 Identification Tag UR AAF Reg 15-50.
(White).102 5-14-42 Requisition. AAF Reg 15-102.104A 7-28-37 Shipping Ticket. AAF Reg 15-104.104B 12-1-44 Supplementary Requisi- AAF Reg 15-104.
tion and ShippingTicket (Domestic).
104C 5-1544 Supplementary Requisi- AAF Reg 15-104.tion and ShippingTicket (Domestic).
110A 9-1-44 Daily Aircraft Status AAF Reg 15-110.and Flying Time Re-port.
147
Form Date ofNo. issue Title Reference
110B 9-1-44 Monthly Aircraft Sta- AAF Reg 15-110.tus, Flying Time, andSerial Number Inven-tory Report.
121 10-1-44 Individual AAF Issue AAF Reg 15-121.Record.
122 1-1-44 Report of Disabling In- AAF Reg 15-122.jury (Military andCivilian).
123 9-1-44 Officer's Evaluation Re- AAF Ltr 35-140.port.
244 12-1144 Aircraft Delivery Re- AAF Reg 15-244.ceipt and Paper WorkList.
263 4-15-43 Aircraft Checkers Re- AAF Reg 15-263.port.
MEDICAL
205 5-15-44 Medical Officer's Re- AAF Reg 15-205port of Aircraft Ac- and on form.cident.
206 9-14-44 Air Crew Member AAF Reg 15-206.Physical Record Card.
148
APPENDIX VIII
INSTALLATION OF SCR-619 IN L-4AND L-5 AIRCRAFT
1. INSTALLATION OF SCR-649 IN L-4 AIR-CRAFT. a. The SCR-619 radio is installed on therear deck of the L-4 aircraft aft of the observer asshown in figures 25 and 26.
b. The following procedure is used:(1) Remove the pack board mounting frame from
the carrying harness of the SCR-619. Retain the sixcountersunk bolts.
(2) Center the mounting frame laterally about3 inches aft of the forward edge of the deck withthe long axis of the mounting frame perpendicularto the longitudinal axis of the aircraft and the bat-tery box mounting on the left side of the aircraft.
(3) Drill holes in the deck and secure the mount-ing frame to the -deck with the same screws whichformerly held the mounting frame to the carryingharness.
(4) Cut strap slots 1/2 inches long and Y4 inchwide in the deck 4 inch outside the midpoint of theright and left sides of the mounting frame.
(5) Secure the radio and battery box to themounting frame by the clips provided. Place a strapabout 51 inches long and 1Y2 inches wide and witha buckle on one end around the radio and through
149
the slots in the 'deck. Buckle the strap and tightenit around the radio and battery box.
(6) Drill a hole in the pyralin in the top of thefuselage to permit the antenna mast to be extendedthrough the pyralin. Install a pyralin reinforcingring on each side of the pyralin in the upper deckto prevent cracking of the pyralin.
(7) Set the switch of the SCR-619 for 6-voltoperation and connect the power cord provided tothe radio and the battery box.
(8) Route headset and microphone cords up fromthe radio along the diagonal brace member of thefuselage to the upper right side of the fuselageabove and aft of the observer. Then route the cordsacross the top of the fuselage to the left side of thefuselage and then forward along the left side of thefuselage to a position between the left wing buttfittings. Tie cables together and to the frame workwhere necessary for support.
(9) Enter notation of radio installation in ArmyAir Forces Form 60A.
2. INSTALLATION OF SCR-619 IN L-5 AIR-CRAFT. a. The SCR-619 radio is installed in therear of the L-5 aircraft aft of the observer as shownin figures 27 and 28.
b. The following installation procedure is used.(See AAF Technical Order 01-50DB-21, 9 Novem-ber 1945.)
(1) Remove pack board mounting frame fromthe carrying harness of the SCR-619.
(2) Secure the mounting frame to a plywoodmounting board, 'AAF Part No. 45G24945, so thatthe longitudinal axis of the mounting frame will be
150
Figure 25. Installation of SCR-619 mnounting frame on reardeck of L-4 aircraft.
Figure 26. Installation of SCR-619 on rear deck of L-4aircraf t.
151
perpendicular to the longitudinal axis of the air-craft and the battery box mounting will be on theleft side of the aircraft.
(3) Cut strap slots 11/2 inches long and 1 inchwide in the mounting board 1/4 inch outside the mid-point of the right and left sides of the mountingframe.
(4) Remove the litter front floor assembly fromthe aircraft and install the mounting board on thelower longerons aft of the observer as shown infigures 27 and 28.
(5) Secure the radio to the mounting frame bythe clips provided. If the aircraft does not havea 12-volt electrical system, secure the battery boxto the mounting frame by the clips provided. Placea strap about 51 inches long and ll1/2 inches wideand with a buckle on one end around the radio andthrough the slots in the mounting board. Buckle thestrap and tighten it around the radio and batterybox.
(6) Install a switch plate in accordance withfigure 29.
(7) Install a switch, Cutler-Hammer, AAF PartNo. 8744K5, on switch plate in accordance withfigure 29.
(8) Install an antenna support plate, AAF PartNo. 45D24941, in accordance with figure 30. Cut a1-inch clearance hole in the fabric in order to in-stall the antenna mast. Install a canvas reinforcingring, AAF Part No. 45A24942, in accordance withfigure 31.
(9) Attach power cord to radio.(10) Set the switch of the SCR-619 for 12-volt
operation if the aircraft has a 12-volt electrical sys-
152
tem. If the aircraft does not have a 12-volt elec-trical system, set the switch for 6-volt operation andconnect the radio power cord to the SCR-619 bat-tery box.
(11) In L-5 aircraft having a 12-volt electricalsystem, route power cord forward from receiver andtransmitter and fold back under mounting board.Dress power cord and microphone and headsetcables along right side of fuselage along lowerlongeron to point aft of pilot's seat. Tie cables to-gether and to the framework as required for sup-port, using six of each of the following clips, AN742-14C, AN 742-12C, AN 515-8-8, and AN 365-832.
(12) Route power cord to aircraft 12-volt batterysolenoid. Connect red and white wires to positivecable and green and black wires to negative ter-minal using two terminals, AAF Part No. AN659-10.
(13) Route microphone and headset cords up-ward and across fuselage to switch panel locationin accordance with figure 29. Install two clips asindicated to tie cords to existing wiring and framemembers for support.
(14) Remove existing wires from terminal striplocated immediately forward of switch plate. Re-connect wires to switch plate. Connect microphoneand headset wires to switch and to ground usingfive terminals, AAF Part No. 659-2.
(15) Install cover, AAF Part No. 45D24936 onback of switch plate.
(16) Make the following entry on the aircraftwiring diagram: "For SCR-619 wiring see TO No.01-50DB-2i."
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1. Board 45G24945.2. Jig drill (#5) 2 holes through angles from board 45G24945.
AN520-10-32, AN365-1032, AN970-3, 2 each required.3. AN515-8 16, AN365-832, AN970-3, 4 each required.4. Mounting FT-505. AN3-16A, AN365-1032, AN970-3, 6
each required.5. Antenna.6. Cable routing.7. Litter strap used as safety strap.8. Radio set SCR-619.
Figure 27. Installation of SCR-619 in an L-5E aircraft.
154
(17) Enter notation of radio installation in AAFForm 60A.
c. A Signal Corps Installation Unit, AAF StockNo. 25610-V95/50, contains all the parts necessaryto accomplish the installation of the SCR-619 in anL-5 aircraft.
1. Clip AN750-F12, 2 each required.2. Clip AN742-10C, Screw AN545B8-5.3. Board 45G24945.
Figure 28. Installation of plywood nounting board in anL-51 aircraft.
155
1. Plate 45B24940.2. Jig drill (#24) 1 hole through plate from microphone
bracket. AN515-6-8, AN365-632, 1 each required.3. Jig drill (#24) 2 holes through cross member from plate
45B24940, AN515-6-16, AN365-632, 2 each required.4. Switch 8744K5. AN515-6-6, 4 each required.5. Drill (#24) 1 hole through plate. Locate from cover
45D24936. AN515-6-& AN365-632, 224-3, 1 each required.6. Cable routing.7. Terminal strip.
Figure 29. Installation of switch plate in a.* L-5 aircraft.
156
1. Plate-antenna support 45D24941.2. Clanmp AN735-10, AN515-832, 2 each required.3. Ring 45A24943, 2 each required; AN515-6-12, AN365-632;
4 each required, AN960D6, 8 each required.4. Antenna.
Figure 30. Installation of an antenna support plate in an L-SEaircraft.
157
1. Antenna AN29-C.
2. Ring 45A24942. Locate from antenna and cut one inchclearance hole in fabric. Cement ring in place.
Figure 31. Installation of canvas reinforcing ring in an L-SEaircraft.
158
APPENDIX IX
THE GAP CALIBRATOR ANDMETHODS OF OPERATION
Figures 32 to 36, inclusive, illustrate the gap cali-brator and the various methods of using this instru-ment.
159
MARKINGS TO BEDEGREES OR MILS
ISOMETRIC VIEW
PAINT BLACK . DIAM. PEEPSIGHT
* X --- ~ 0---
S " PLEXIGLASS 4%"
CUT OUT
0 0
PLAN END VIEW
%* PLEXIGLASS
1, - o °4" aSIDE viEW
Figure 32.
160
R O A D * O W N
* TROOPSENEMY
'z / OWNN
/-./
T ROOPS
/ CHURCH '
Figure 33.
161
FLIGHT PATH
AIRPLANEALT. 100' BANKEDABOVE GAP SLIGHTLY
I I
BLOWN BRIDGE
Figure 34.
162162
'HORIZONTAL' METHOD OF GAP MEASUREMENTC WHEN AIRCRAFT CAN FLY ANYWHERE AROUND GAP )
BLOWN
fRIVERDGE
GD ROSS ROADS
CROS ROADS-___-__.,T= ;t;;;;;_- -=------LESS1000' FLIGHT PATH if BRID
Figure 35.
163
A. Position of observer over a suitable landmark.B. Angle between lines of sight of gap calibrator.
Figure 36. Typical bridge viewed by the observer during gapmeasurement.
164
APPENDIX X
SAMPLE ENGINEER AIR RECON-NAISSANCE REPORT FORMS
Figures 37 to 41, inclusive, illustrate various.sample engineer air reconnaissance report forms.
165
HEADQUARTERS
.ENGINEER COMBAT BATTALION
A.P.O...., U. S. ARMY
Bridge Air Reconnaissance Report
1. (a) Report No ............ (b) Date ...... (c) Time....
2. (a) From ............... (b) To ....................
3. (a) Map Sheet 1/50,000 - 1/100,000 No.... (b) i MR...
4. GAP (a) WET ..... (b) DRY ..... (c) NATURE ....
5. WIDTH. (a) AtiiWL ..... (b) At BANKSEATS.....
6. BANKS. (a) Ht of near bank..... (b) Ht of far bank....
(c) Type of Soil ..............................
7. Enemy action observed.
8. Approaches. (a) Near Bank.
(b) Far Bank.
9. Parking Area.
10. Cover for building.
11. Proposed bridge.
12. Number of photos taken.
13. Remarks.*
........................
Signature
*If part of blown bridge is to be used, describe this in "Remarks".Use reverse side for sketches.
Note: (i) MR = Map Reference (ii) WL = Water Line.
Figure 37. Sample Engineer Bridge Air ReconnaissanceReport Form.
166
HEADQUARTERS
ENGINEER COMBAT BATTALION
A.P.O...., U. S. ARMY
Bridge Demolition Air Reconnaissance Report
1. (a) Report No............ (b) Date...... (c) Time....
2. (a) From ............. , (b) To .......... ....
3. (a) Map Sheet 1/50,000 - 1/100,000 (b) i MR.......
4. BRIDGE. Construction (a) ii R.C.
(b) MASONRY
(c) STEEL
(d) TIMBER
(e) BRICK
(f) Miscellaneous
(g) No. of Arches or Openings.
5. DIMENSIONS. (a) WIDTH (b) LENGTH
(c) OVER. (d) HEIGHT above iii WL, RLY, Road etc.
6. Suitable for (a) Final (b) Deferred (c) Preliminary
7. Est. quantity of Explosives.
8. Firing Site.
9. Number of photos taken.
10. Remarks.
.............................Signature
Use reverse side for sketches.Note: (i) MR = Map Reference (ii) RC = Reinforced Concrete
(iii) WL = Water Line.
Figure 38. Sam ple Engineer Bridge Demolition Air Recon-naissance Report Form.
167
HEADQUARTERS
.... ENGINEER COMBAT BATTALION
A.P.O...., U. S. ARMY
ROAD/RAILWAY AIR RECONNAISSANCE REPORT
1. (a) Report No ............. (b) Date .... (c) Time....
2. (a) From ................. (b) To:....................
3. (a) Map Sheet 1/50,000 - 1/100,000 No...................
4. Road/Railway (a) From.... MR.... (b) To.... MR....
DETAIL ANDSHEET NO. SERIAL NO. M.R. DAMAGE REMARKS
Note location of open cars containing engineer materials.Use reverse side for sketches.
Number of photos taken.Note: MR = Map Reference.
Signature
Figure 39. Sample Engineer Road/Railway Air Reconnais-sance Report Fortm.
168
HEADQUARTERS
.. ENGINEER COMBAT BATTALION
A.P.O...., U. S. ARMY
AIR STRIP/FIELD RECONNAISSANCE REPORT
Date ............ No........
1. To ........ 3. Map SHEET 1/50,000 ...................
2. From ...... 4Nearest Main Road Center
5. (a) Coordinates of end of runway ......................(b) Length (Ft) .......................................
6. Classification of Site (overall)Excellent ... Good .... Fair .... Poor .... *Reject ....
7. Natural Surface DrainageExcellent.... Good.... Fair .... Poor ....
8. Flying ApproachesExcellent.... Average .... Poor.....
9. ClearingLight .... Moderate .... Excessive....
10. Aircraft DispersalUnlimited .... Adequate ... Inadequate ...
11. Access RoadsGood .... Adequate .... Inadequate....
12. Number of photos taken............ ..
13. Remarks:
Signature
Time
Use reverse side for sketches.'If "Reject" classification indicated reason(s) for same will be given
in Remarks column.
Figure 40. Engineer Air Strip/Field Reconnaissance ReportForm.
169
HEADQUARTERS... ENGINEER COMBAT BATTALION
A.P.O...., U. S. ARMY
Construction Materials Air Reconnaissance Report
Date .......... No.........
1. To: ..................................................
2. From: ..................................................
3. Map Sheet 1/50,000: ....................................
4. Nearest Main Road Center: .............................
5. Coordinates: ............................................
6. Description and Quantity of Materials: .....................
.................................... jo ......................
7. Access roads: .........................................
8.. ......................... Remarks: .....................
............................................................
Number of photos taken ............ .........Number of photos taken ............
Signature ..........................
Time ..............................
Use reverse side for sketches.
Figure 41.- Sample Engineer Construction Materials Air Re-connaissance Report Form.
170
INDEX
Paragraphs Page
Accident reports ....................... 40 78Adjusting artillery fire ............ 25, 32 52, 62
Armored sections ................. 49 98Field artillery sections ............. 59, 60, 61 111, 112Infantry sections .......... ........66, 70 115, 117
Adjusting naval gunfire ............... 34 66Administration ....................... 40; app. II 78; 126Aerial photography ................... 29 56Aerial route reconnaissance ............ 26 53Airborne operations ................... 33 65Aircraft engines, starting ............. 13, 43 12, 90Aircraft inspections and records ........ 41; app. II, 86; 126,
app. VII 145Air officer, unit ........................ 4 3Air section personnel .................. 4 3Air security .2.......... ........ 21 41Air supply, emergency ................ 31 58Air traffic regulations ............. 6, 42 7, 88Altitudes for flights .................. 42; app. III 88; 132Amphibious operations ............... 34 66Armored units light aviation .......... 48-52 98Army Air Forces, coordination with .... 32, 46, 47; 62, 95, 97;
app. I 122Army Air Forces forms and records .... App. VII 245Army Air Forces light aviation for use
by Army Ground Forces ............ App. I 122Army Ground Forces aircraft, charac-
teristics ............................ 5, 18 6, 31
Basic flight maneuvers ................ 15; app. III 21; 132Brodie device ...................... ... 34; app. IV 66; 135
Calibrator, gap ....................... 56; app. IX 106, 159Camouflage ........................... 13, 20, 12, 33,
30, 36 57, 73Camouflage inspection flights ........ t .30 57Centralized operations ................. 9,23 10,48
171
Pargraaphs PageCharacteristics of Army Ground Forces
aircraft ............................ 5, 18 6, 31Charts ............................... 42 88Check sheet:
Administration and records Inspec-- tion ............................ App. II 126
Communication ....................... 14, 20, 21, 19, 33, 41,37, 52, 57, 74, 103,62, 69, 75 109, 113
117, 120Conduct of training ................... 9 10Control of march columns ............. 26 53Coordination with other units and Army
Air Forces ......................... 32, 46, 47; 62, 95, 97app. I. 122
Counterbattery ........................ 32 62Definitions ............................ 3 2Desert operations ..................... 36 73Direction of air strikes and strafing
("Horsefly" operations) ............. 38 76Displacements ........................ 22, 35, 36 46, 72, 73Drop message and pick-up message sta-
tion ................................. 14 19Duties of key personnel .............. 4 3Emergency air supply ................. 31 58Engineer light aviation ................ 53-57 50Equipment:
General ...........................5 6Unsatisfactory report .............. 40 78
Evaluation of pilots ................... 40 78Evasive tactics ....................... 21; app. III 41; 132Extended flights ...................... 15 21
Field artillery light aviation ........... 58-64 111Fields, landing ........................ 3, 12, 20, 2, 12, 33,
32, 34, 35, 62, 63, 73,
Flight- 36, 37 73, 74
Altitudes ......................... 42; app. III 88, 132Maneuvers ....................... App. III 132Plans ............................ 44 92
172
Paragraphs PageFlying--
Regulations ......... ...........42 88Status ............................ 40 78
Forms ................................ 40; app. VII 78; 145
Gap calibrator ........................ App. IX 159Ground handling ...................... 13, 43 12, 90Grounding of pilots ................... 40 78Ground regulations ................... 43 90
High wind precautions ................ 13 12Higher headquarters light aviation ..... 45,46,47 95, 97, 97
Infantry light aviation ................ 65-71 115Information of friendly and hostile
forces .............................. 27, 32 54, 62Inspection of maintenance, check sheet.. App. II 126Inspection of training ................. 10; app. II 11; 126Installation of radios in L-4 and L-5
aircraft .............. ......... App. VIII 149Intelligence ........................... 24 50
Jungle operations ...................... 35 72
Key personnel, duties ................ 4 3
Landing fields ........................ 3, 12, 20, 2, 12, 33,32,34, 35, 62, 66, 72,36, 37 73, 74
Landing strips ........................ 5, 20 6, 33Liaison ............................... 21, 49, 54 41, 98, 105Liaison aircraft performance .......... 5 6Light aviation, Army Ground Forces:
Armored units .................... 48-52 98Engineer ..................... .....53-57 105Field Artillery .................... 58-64 111Higher headquarters .............. 45-47 95Infantry .......................... 65-71 115Signal Corps ...................... 72-75 119
Loading and weights .................... 31, 34, 44 58, 66, 92Loading liaison aircraft in trucks .......34 66Loading liaison aircraft on landing craft34 66Locating targets ...................... 24 50
173
Paraqraphs Page
Maintenance .......................... 36, 41 73, 86Maintenance training .................. 17 29Maneuvers, basic flight ................ 15 21March columns, control ................ 26 53Mechanic, airplane and engine .......... 17 29Medical, records ...................... 40 78Message, drop and pick-up station .... 14 19Meteorology .......................... 15 21Missions .... ........ .......... 2, 46, 49, 1, 95, 98,
54, 61, 62, 105, 112,66,73; 113,115,app. I 119; 122
Mountain operations .................. 37 74
Naval gun fire, adjustment ............ 34 66Navigation ........................... 15 21Night operations ...................... 32 62
Observer training ..................... 16 26Operations, tactical:
Airborne ......................... 33 65Amphibious ...................... 34 66Armored units ................... 50 100Cavalry .......................... 49 98Centralized ....................... 9, 23 10, 48Desert ............................ 36 73Engineer ......................... 56 106Field Artillery .................... 60, 63 111, 114General .......................... 20, 23 33, 48Infantry .......................... 67,70 115,117Jungle ............................. 35 72Mountain ......................... 37 74Night ............................ 32 62
Organization .......................... 4, 45, 48, 3, 95, 98,53,58, 105,111,65,72 115,119
Parachutes ............................ 31,42 58, 88Patrols ............................... 28 55Performance of liaison type aircraft ... 5 6Personnel, air sections ................ 4 3
174
Paragraphs Page
Photography ........... .............. 29, 54 56, 105Physical examnination for flying ........ 40 78
Pilot:Evaluation ............... ......... 40 78Fatigue .......................... 40 78Grounding .... ........ ............. 40 78
Puff target range ...................... App. VI 142
Radio ................................ 14 19Radio installation in airplanes .......... App. VIII 149Reconnaissance:
March control .................... 26 53Position areas .................... 26 53Routes of march ................. 26 53Selection of landing fields ........ 20 33
Records .............................. 40, 41; 78, 86;app. II, 126,app. VIII 149
Refueling ............................ 13, 43 12, 90Regulations, ground and air ........... 6, 42,43 7, 88, 90Relief from flying status .............. 40 78Reports .............................. 40 78Responsibility for training ............ 7 7Restoration to flying status ............ 40 78
Scope of, text ........................ 1 1Scope of training ..................... 8 10Security .............................. 20, 21, 33, 41,
50, 54 100, 105'Selection of landing fields for-
Combat .......................... 20, 35, 36 33, 72, 73Individual training ................. 12 12Landing operations ................ 34 66
Signal light aviation ................... 72-75 119Smoking precautions .................. 44 92Staff relations .........................19 32Starting aircraft engines .............. 13,43 12,90Strips, landing ........................ 5, 20 6, 33Sulfa drugs, restrictions for pilots ..... 44 92Supply ........ ....................... 39 77
175
Paragraph: PageTactics, evasive ....................... 21; app. III 41, 132*.Take:offs ............................. 20; app. III 41, 132Target locating ....................... 24 50Target spotting range ................. App. V 140Targets, types ........................ 24 50Taxying ............................. 13, 43 12, 90Tie-downs ............................ 13, 43 12, 90Traffic pattern ........................ 42 88Traffic regulations, air ................ 6, 42 7, 88Training:
Conduct .......................... 9 10Individual ................ ........ 11 12Inspections ......... ........ 10; app. II · 11, 126Observer ................. ........16 26
Training and employment, tactical ...... 15, 18, 21, 31,51, 56, 101, 106,61, 68, 112,116,74; 120;app. II 126
Trucks, loading aircraft ................ 34 66Types of targets ...................... 24 50
Unit:Air officer ....................... 4 3Air sections ........... ..........4 3Commander ...................... 3 2
Unsatisfactory report, equipment ....... 40 78
Warning systems ...................... 21 41Weather, restrictions due to ........... 44 92Weights and loading .................. 31, 34, 44 58, 66, 92
* U. S. GOVERNMENT PRINTING OFFICE: 1947 -75161 1-37
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