army aviation digest - aug 1958

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  • 7/27/2019 Army Aviation Digest - Aug 1958



  • 7/27/2019 Army Aviation Digest - Aug 1958


  • 7/27/2019 Army Aviation Digest - Aug 1958


    Volume 4


    DIGESTAugust, 1958


    Is This Your Airfield?

    Number 7

    4The Numbers Racket . 10Lt Colonel Richard A Hansen TC

    Overwater Helicopter Pathfinder Operations. 18CWO Robert P. Henderson TCArmy Aviation s New ADF 21A W. Parkes Jr.

    Why Torque? 25MjSgt Raymond A Dix

    DEP RTMENTSNotes from the Pentagon 2Brigadier General Ernest F. Easterbrook USABooks for the Army Aviator 15Memo from Flight Surgeon 16

    Puzzler 27

    Master Army Aviator. 28Gray Hair Department 29

  • 7/27/2019 Army Aviation Digest - Aug 1958


    heArmy Aviator s Crov nBrigad ier Genera l Ernest F. sterbrook USDirector of Army Aviation ODCSOPS

    To MANY YOUNG Army Avia-tors the awarding of theAviator's badge is a symbol ofrelease from t h e restrictionswhich bind ordinary earthlings.t is considered closely akin tothe garland of victory whichwas placed on the head of the

    successful gladiator.only after long experience osome aviators realize that thiscrown of glory also containssome hidden thoms-that thereare important responsibilities aswell as privileges in being anaviator. With this realizationthe aviator can properly fulfillhis duty to the Armv. to hiscountry, and to himself.There are two limits withinwhich the young aviator mustchart his career. On one extreme, some aviators confinetheir interest or activities solelyto occupying the pilot s seatwithout concern for developmentas an Army officer in the generalsense, that is, as a commanderor manager. Aviators on theother extreme, perhaps in theabsence of any real love for flying, use aviation opportunistically onlv for career advancement and enhancement of personal prestige. Between thesetwo extremes, the successful2

    Army Aviator must try to steera middle course - one whichproperly balances developmentof flying skill with developmentof military command and management ability.Helping aviators to select theproper course is sometimes difficult. t is not always easy toinfluence the young pilot, formost aviators are individualists;they would not be aviators ifthey were not. But we can provide a climate which is favorableto proper career development.So let us see what can be doneto provide such a favorable environment.

    There are several policieswhich should be do p t e dthroughout Army Aviation toencourage and guide the youngaviator. First. we must establish an appreciation by all pilotsfor the true mission of ArmyAviation and cherish it as ourcommon goal. Next, we must reorient our training objectives toaccomplish that mission. Andfinally, senior aviators must setthe example and be guides forthese youngsters.The mission of Army A viation as defined in the textbookis well known to all as:a. Expedite and facilitate the

  • 7/27/2019 Army Aviation Digest - Aug 1958


    conduct of operations on land.b. Improve mobility, commandcontrol, and logistic support ofArmy forces.

    c Provide greater battlefielddispersion and maneuverabilityunder conditions of atomic warfare.But is it understood? The keyhere is that Army Aviation is apart of an arm or service forsupport of the Army and not anend in itself. When we as aviators use it primarily to our ownends without giving a fair return to the Army on its investment, we are inhibiting thefurther growth of Army A i ~tion. It must be our constantaim to spare no effort to meetthe needs of the user - ourArmy Whenever possible everyflight should have a purposefulobjective.Reorientation of our trainingobjectives also involves consideration of providing a reasonable return on the Army s investment. School requirementsfor branch qualification and foraviation training (includinghelicopter and instrument qualification) already total approximately 3 years. Rotation toground duty may take another3-4 years during the first 10years of an aviator s career. Anassignment to an aviator staffposition where flying is not aprimary duty may use up another 2-3 years. t is possiblefor the aviator to end up hisfirst 10 years of service havingonly 2-3 years of operational flying. It therefore appears desirable to minimize the detachingof aviators from operational assignments for the purpose oftransition training into new aircraft types. Instead, emphasis


    should be placed on local transition training insofar as practicable.One means of accomplishingthis is to conduct advanced individual training in the aviationunit, assuming that the U. S.Army Aviation School has graduated a well qualified Bird Dogpilot. Selected aviators may besent to the Aviation School forinstruction and standardizationas Instructor Pilots if required.These instructors can then conduct appropriate training in thefield for transition into new aircraft types, twin-engine qualification, and refresher training invarious types of aircraft. Bythis means the aviator can improve his individual proficiencywhile serving in a productiveposition in the unit. At the sametime appreciable savings can beachieved in TDY costs and inmaintenance of the larger training fleet which would otherwisebe required.

    t is also important that transitiO n training be conducted tomeet actual requirements. Thisis particularly true for twinengine qualification, which hascome to assume a position ofprestige out of all relation to itsreal value to Army Aviation.For the most part. our twinengine training should be limitedto seasO ned company grade aviators who will actually serve asduty pilO ts in providing thispremium transportation to senior commanders.The last suggestion for improving guidance of the youngpilot is for the senior aviatorto set an example on which theyoung aviator can pattern hisown career. This will be the

    Continued on page 27)


  • 7/27/2019 Army Aviation Digest - Aug 1958


    ~~ . j ~ \ S THIS YOURAIRFIELD

    T HE POST THEATRE was darkand comfortably cool inside-cool, that is, to all except thelieutenant on the stage. He fidg-eted behind the lectern, standing first on one foot and thenthe other, mopping his foreheadoccasionally with a damp handkerchief, and read from a sheafof papers in his hand. The soundof deep breathing came from theaudience, with an audible gruntnow and then, as someone shifted his position.At the stroke of 1100 hours,Lieutenant Dullendry came tothe end of his lecture. relaxedvisibly, and walked to the wing.The audience stirred and shuffledtoward the exits, stretching andyawning. Among the commentswere:"Thank goodness that's overfor another month TheRe s ~ f t ylectures give me a pain "Aw. I don't know. You nevercan tell when all that dope about4

    retreating blade stalls mightcome in handy.""Yeah Especially for a bunchor fixed wing pilots like us ""We've gone for six monthsnow without an accident, andthey show their appreciationwith something like this ""Let's get over to the PX. Iwant to get this dry taste out ofmy mouth "The aviators filed out of thetheatre to the parking lot. Soon,a line of cars rolled through themain gate toward the airfieldwhere many Army aircraft wereparked. There were 15 Bird Dogsparked in the grass before asmall building; 10 Beavers and2 Seminoles were on the ramp infront of operations; a line ofSioux were under the controltower; the large rotors of 15Shawnees could be seen acrossthe field. Two large hangarsstood beside one of the twopaved runways. A tire truck and

  • 7/27/2019 Army Aviation Digest - Aug 1958


    ambulance were parked beforethe fire station. Their crews layin the tall grass, their shirts off.The control tower operatorwas alone in the tower. Heslumped back, idly watchingthree Beavers in the traffic pattern."Rubble tower, six-eight-twoturning base. Request touch andgo." ."Eight-two is cleared touchand go.""Eight-two.""Rub - t ow s e - s e v e n - r e t roo-ulp-grsse ""Aircraft calling Rub b 1etower, you're garbled. Sayagain."Rub- t ow-a i r c r a -n i ng awrk-ove ""Aircraft calling Rub b 1etower, unable to read. Checkyour microphone.""Rubble tower, this is helicopter seven-eight-nine-two. There'sa fire off the end of two-seven."


    "Don't know. I'll advise soonas I find out."The tower operator watchedthe fire and ambulance crewsscramble around, pull on theirshirts, then race for the vehicles. His mouth dropped openas the fire truck, leading theway, sped toward the wrong endof the runway."Rubble tower, this is eightnine-two. We caught our aft

    rotor in a tree and we're still ahalf-mile from the crash. Getsomebody out here ""Roger, nine-two "The operator picked up thephone and dialed rapidly."This is the tower. We havea crashed aircraft off the endof two-seven. One of your Shawnees hit a tree with his rotor,trying to reach the crash site.Can you get someone to go outand check?"He slammed the phone downand jumped to the intercom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l I J I tI

    This story is fiction. However, these same cause factors andothers, equally bad or worse, are apparent in many aircraftaccident investigation reports in the files of the U. S. ArmyBoard for Aviation Accident Research ' ,/I,"Roger, nine-two. Check on itand give me a call, please.Probably a brush fire.""Rubble tower, this is ninetwo. It's an aircraft. We're goingdown to check."The tower operator droppedhis mike and grabbed for theintercom switch."Operations from t ower .There's been a crash. Get thatfire truck and ambulance on theway. It's off the end of twoseven.""Roger. What type aircraft isit ?"

    "Operations, the crash crew isgoing to the wrong end of therunway Get somebody to chase