WAR DEPARTMENT

HEADCUARTERS OF THE ARMY AIR FORCES WASHINGTON

June 15, 1943

Washington, D. C.

U. S. Navy

Rear Admiral John S. McCain Chief, Bureau of Aeronautics

Dear McCain:
The June 15th issue of Buser NEWS Letter featuring the Army Air forces has reached my desk today. I have gone through the magazine with great interest, particularlY the eStory on the A.A.F. May I congratulate the m.embers of YOW' staff .. not only !or turning out an accurate and readable account, but for presenting an article in an official Navy publication dealing with the Army Air Forces. This is the sort ot thing that will help achieve a better understanding between the sister Air Services of our Army and Navy. 'Ille more uur officers and men can know about the planes of each service, how they operate, aoo r.he general organizational set-up the better. With personal greetings and all good. wishes, Sincerely, 1 am

.Forces"

FROM THE REAR C;OC~"1T5 OF THESE N2S-2 PRIMARY

TRAINER

PWINES. NAVY'S STUDENT PILOT'S WIN THE RIGHT TO WEAR COVETED GOLD WINGS

Primary Training Command

Thousands of Cadets Winning Navy Wings Are Tested in a Formidable Curriculum
Designed and Maintained by NAPTC
HE Primary Training Command is headed by a rear admiral. From a nucleus of 2 or 3 officers" the command personnel bas grown to the present staff of 50 officers, includingmembers of the Flight Standardization Board. Command headquarters are at Fairfax Airport, Kansas City, Kans. The admiral is charged with administering the entire primary Ilight training pr gram formerly conduct d by establishments designated as Naval Reserve aviation bases. Early in 1943 rno t of the e bases were redesignated as naval air stations, leaving only Squantum and Anacostia as Reserve bases. (NRAB Anacostia is being eliminated from the training program at the present time.)

Early in 1943 - APTC was given the additional assignment of administering the widely publicized preflight schools located at Del Mont, Calif.: Athens, Ga.; St. Mary's, Calif.; Chapel Hill, N. C., and Iowa City, Iowa.

Contents
Primary Training . . Nazi Gets Homesick . Grampaw Pettibone Did You Know? . . Navigation Problem Instrument Flight. . Marine Corps. . . . Technically Speaking.
B1JR£AU OF AIRONAUTICS ""AVYD~'ARTMENT-NO. 197

l
6
7 10 11

""hen Joe ish enters the naval aviation pilot training program, he gets 15 weeks of ground school instruction atone of the flight preparatory schools, which are supervised by the Bureau of Naval Personnel. pon successful completion this school, Joe .gets 12 weeks of element-MY flight training at a Civil Aeronautics Administration VhI' Training ervice school. Although civilians operate these schools, a resident naval officer is on board to

or

advis .

14 22 24

ext Joe ent rs one of the preflight schools where he continues his a 'ademic instruction and puts his body through rigol'Ous toughening-up process. On completion of this 1t-week course, he is ready to begin his pri-

mat}' flight u,aiOing. He now has a During stage A joe ish gt!ts sound academic background and he's ground indoctrination, taxying, takeprobably in the best physical condition offs. climbs, rums, spirals, glides, of his life, He is then ordered to one landings. out-of-wind landings, powerthe n;1Va, 1 stations conduetinz p-rimary flight training. EXPANSION of Prima.ry Tra.ining

or

During stage B, he reviews and practic s what he has learned in stage A, and gets additional instruction in steeply banked turns, precision landing , wing-overs, emergency landings, slips to a landing, and how to land in small
fields. Stage C

Primttry

Doctrine

At the pdmary fhgliL training station, Joe CQntinues hi academic and phy sical training for hal f of each day and flighL training for the remainder of the dav. Uniformity of instructio~ i mandatory, so that all the Joe Gishes at ali station are taught the same things. Flight discipline is administered with a finn hand so that g60d flying habits leading to safety in flight are developed early in the student's flying tar er, Finally, Jo is never allowed to forg t the relati n of the details of primary flight training to the flying required by fleet operations. 1t is obvious that this phase of Joe Gish's training is one of the most important. It is during tills period that he shows that he has-c-or has not-what it takes. The stages of instruution at primary training station and the results [() be attained rare t
Slerse A~P/tm.,.y dual: Slag" 8- Primar), salo, Slgge C- Advanced '010:

AVIATORS and TRAINING

PLANES TWO·\ltE<:K
F'E~LOO.s

STUDENTS nad FLIGHT MOUES

e; N D I ..-G·

Aug. 20, }942

Oct 29. 1942

During stage C, he receives in truetion in acrobatics. He is taught to perform the loop split-S, nap roll, pylon eight .inverted stall, inverted pin, Imrnelrnan tum, and falling leaf. In stage D, Joe reviews all previous work with stress on smoothness. He moves from the back to the front sea t of the plane and gets used to ill new viewpoint. Up to this tune, he has now been learning to fiy, but from here on he must learn to be a military flyer. He now knows how to fly sufficiently well to begin the application of that ability to a military weapon. Stage E is formation flying, the students being grouped in threes for this

~
I'ROPORTIPH.A-TJE: GROWTI'I TYPlflE.s NAVY AIiIATION TRAINING

fiU£i1

practice, Formation take0:11, landing and shifting

positions while in the air are effected.

CHART

PROGRAM

Scifely. Smooihneu precision.

a f' d'

Precision and rapid Coo .din alia n {a c-

robatic$l. QlIalilication 10 odvcnee to n e x I

$Iage of Iraining.

Slog e- E- Formation, Stage F-Nighl flying'

Reaction
adoplabrilly.

gnd

famiHari~atiQn and adaplabiITry for

night flytng.

on landings, stalls, spins) in truction in us of compass and brake, and 'primary emergencies. After meeting prescribed standards ill all of these phases, he is onsidered "safe for solo.' DUTing this period, great s-t_rcss is pia cd on flying rule and air di cipline, The need for this is apparent as air traffic at some of these schools ill comparable to peacetime automobile traffic in congested cities.

tage F'is nightflying wirh only flare pots for illumination. After a short instruction, Joe can land during the darkest night with just a few flares placed along the
runways.

Flight

Checks

fAMI.LII\RIZll>

CO'MFOR'f_AIILY

IN N~N TRAINERS,.

CADET lATER

GRJl.OUATES.

TO

HOT'l".ER

MODELS

At various stages, as prescribed bv the syllabus, students must take check flights with instructors other than their own to see if their progress is satisfactory, If Joe gets an "up" check, he continues the course without interruption, but If Ill'. receives .a "down' check, his fiying ,career may come to a sudden halt. After each of these Bight:; the check instructor enters a report of the AighL In the student' 'record. lassifying it a atisfactory, unsatisfactory, 01' incomplete. After completion of the primary dual instruction (stage A), Joe is marked "safe fQr solo" or "unsafe for solo." by his own instructor; then he i

DEMONSTRAnON SHOWS HOW """,,,,CHUTE WOR'IlS

CADETS K('::!'rYE ON :O,,,'''S FLIGHT SC'HEOULE

STUOENTf.

VAl.iUE 'FRONT

SEAT

ADV'!,(;,E HIGHLY

checked by orre or more other instructors and marked by them. Two out of thrcet'safe" reports are required before he is allowed to solo. For sue_ ceeding stages if he gets nQ unsatisfactory checks, only one "up" check :is needed to speed JU.m on his way. However, if he receives a "down" check; he is checked by dillerent instructors up to a Iimi t of three times, and two "down" checks are required before his progress is considered unsatisiact9l'Y . After receiving two "down" checks, a student's past record is reviewed to determine whether be Sh4l1Uld he giveJ\ furthe» consideration. If another chance is granted<, he is given. a few

mote hours followed by .more checks. He must obtain two "up" checks oue of three, If he fails, he is probably thrrrugh. lns'rudors" Sc.h,ool

Standardization

Board

The Naval Air Station at New OJ'~ leans, La., was discontinued as a primar)' flight training school some time ago and the Primary Flight Instructm'S' Schoel moved to that station from Corpus Christi and Pensacola, All aviators assigned to duty as primary flight instructors must complete tilt! New Orleans course which serves to standardiee the method of instruction througheut al1 the statim-l~ of the Primary Training' Command.

Late last year a Primary Flight Standardization Board was established. This gr()Up, which is composed of experienced and capable .instructorsl was created to visit the primary training stations for the purpose of maintaining a high standard among all instructors, and to see that accepted and standardized methods of instruetion are followed. Board members make frequent and regular visits to all stations, and after tiding with the instructors, arrange conferences to discuss all discrepancies from. UBUal procedure. Individuals not suited lor duty as instructors are recommended for other assignments.

NAVAL

AIR

TRAINING

COMMANDS

III
OFF'lCER-rN-CHAROE

"VICE-CHIEF OF NAYAL DPE.RATIDNS

JI

'ilEAR ADMIRH

ft

,REAR ADMIRAL

ft ADMIRAL
OPERATIONAL

REAR

,REAR nADMIRAl

II

,REAR ADMIRAL

PRIMARY
COMMAND

INTERMEDIATE

TECHNICAL

AIRSHIP

PERSONNEL

V-~ ellOEn NAVY, MAIII ~E, COAST GUARD OFFICERS ENLISTED PERSONNEL

GRADUATES
Of

GRADUATES
OF

PRIMARY TRAIflING

INTERMEDIATE TRAINING

NAVY, MARINE COAST GUARD OFFICERS Enljjle~ Penonnel Waves, Spars, .nd !IIadnes

Y-I CADETS NAY~L OfFICERS ENLISTED

PERSONNEL

TRAINING PROGRAM

"OLO IM"L ~r'D

PR~tEDUR[

U~tc '""RUMENT I<~H~ER, '.I,'r;'lIB, IHn.UME~~ HIGHT tlllN"

IDV'NCED aU"NEAr

H,nGIIIOH
INSTRUMENT
HIGHT

E~Gl"£ • mn'H£ M IJ H IE.HANC;E RIUI,Q ORQ~UICE

fin "LWO

~I

SMut !lu-l_~IH

.""~IP~

'C~DUncS NIGHT rul~G 'ORMATION

fLYTNG

'ITROL P"I"IPS

UIU('fltltb,n ,airtlJiH

R'DIR, ETC.

PIIVSlCAL rRAINING
Mll1U.1 DRill H,VIGATION CQ"''''UNICInONIS GUH"E~' ~ ECO QN ITIOH

~~VtrutION GU~«ER' R£!.OG"lTIo· EIIGI~!S 'OMMUNI;'TIONS

~'VIGATlO" GUNNER': RA~""

IDV'~NCED

jlEROlOSI p~nACHUTE "GGIHG lIH~ U"NER OONTROI TOWER AIR tHrQftM,TION GUNHrn, Ere.

.[.OO'.''''C1
A£ROUlGv AlRM'NS.'P IIRSHI p GROU~O H~NOU"G ~!I,'GATII," EJC.

momTlts

RECOG~IT'ON

CHART

HE Naval Air Operational Training Command was the first of five air functional training iommands which now administer practically all training of aviation personnel, NAOTC Was followed by PI7irnary Training Command, Intermediate TraiIung Command, and Technical Training Command. The roster was completed with the establishment of A~r hip Tra.i:ning Command. Chief of each of the commands i a real' admiral who acts a direct representative of the avy Department, 'including all its bureaus

and offlces, for all [unctions within his command, instead of being subordinate to the district commandants. Close coordination of activities which this organization has brought to the trainiQg program has done much to increase the quality of the individual graduates and add to the efficiency of training operation ,. In addition to th fun rtions listed on he chart (above), wany important minor op rations arc DOW being conducted by th air functional training commands.

An example i the Primary Flight Instructors! Scb 01, located at NAS, 1'1 w Orleans, which, under the direction of CNAPT qualifies the Iarge number of instructors required for the primary flight training program, Another is the Insn-ument Flight Instructors' School at NAS, Atlanta, under C ArT where the ".full panel" method of instrument flying is being taught. A third is the airship Experimental and Flight Test Departm nt, under CNAT, at the air hip station, Lakehurst,

Nazi Pilot Gets Homesick

Rat·haHer Ignores Goering, Repents fo.. 7 Years
recently captured German Air Fortt documents, a file .has been found that denls "..-itu breaches of £lying discipline, A communication igned b)' Go rill lists these cases under the heading 01' a, Arbitrary deviation hom prescribed mission Ior the purpose of visits to acquaintarrces and relatives, I~, rbitrary low-level attack c. Arbitrary aerobatics bel 'W 1 000 meters, d. Arbitrary low flying, c. Every other type of fiying that endangers the II ircraft or its. occupants. The Rei(;}~smatsc-ha(l sternlv .rerninds all ranks of tl great value' of discipline, and of the great burdens being placed on the German people in order to maintain the LufttIJajJll strong and well-equipped, He threatens severest punishment for all frivolous and thoughtless behaviour which .in any way threatens to weak n th serikin power of the service.

fi

A MONG

The remaining documents in the file deal wit:h specific cases and the punishment imposed. For instance, in the period Augu t 16 to ovember 15, 1941, 10 aircraft were destroyed. damaged. and lfl peopl killed as a r sult of such breaches of discipline, In the way of penalty. a total of 478% months. irnprisonrneut was imposed, 52 weeks close arres t an d fi weeks open arrest; ~Omen were degraded; and 6 offeaders killed were deprived of the honor of a miliM:r")' funeral. 'the .last puni ihmentinvolved refusal of pension or ~ny other .tate support to family and dependents. particular] y bad case was rna de the . ubject of a special communication which was to be read aloud to all fiyill.g crews in all G. A. F. units at home and abroad. A young fighter pilot under training received orders to take a Bu. 131 (light 2"scater training aircraft) from Schwechat to Villacoublay in Prance, flying above 1,60() feet.

At first the pilot followed out structions religiou Iy. But approaching Ulm, he remembered that orne of his relatives lived in the neighborhood. He turned off his course and flew over and around their .house, three tim . at heights varying from 320 to 250 feet. By now he was only 3 miles from his parenr's home. He decided to Piilf them a visit. 'this time he flew over the house five times at J 70 to 250 feet. He then thought it only proper to cal! on his fiancee now h· was itt the neighborhood, So he set course for .Routlingen and flew four times over the house of his bride-to-be at approximately 150 f et, It was when he Was leaving the area and was about to return to his course that be decided to return Dod land to offer a more 'personal greeting, An excellent landing was mad quite close to the house. Unfortunately, th girl Will not at borne, .~"() e hacl to take off again. h The pi.101'~ prospective father-in-law started \IP the engine and he prepared to depart, However, he hit a Tree and crashed on the roadway and turned over, The pilot was uninjured but the passenger, a clerk from unit orderly room, received injuries to his head and right leg. A court martial was held and the culprit was sentenced to 7 years' penal servi tude and loss of all military privileges. He was also deprived of all civil light~for a period of 7 years. The sentence was confirmed by Goering himself who -yo fused all recommendations to mercy and added that any p eriod of the sentence falling within the duration or the war was 110t to be included in the sentence of 7 YI'an but to be added to it.

m-

Germans Test Air Trains

Gliders Uncoupled Experiments in Pre-War
Towed motorless glidcn> [or passenger and freight traffic til) travel not more than 1,000 miles .are apparently due to fill a niche ill. our post-war economic system. The G~rmans experimented with such air trains before the war and showed that jt was feasible to uncouple h Ia t glider and guide i.t to the ground while the ow plane and the:' rest of the train proceeded on their nom top way. Towed and untowed planes moved 42,000 tom of material between ]ul1e 22, 194(, and October 3J, t941) on the Russian front, acC!:wcijng.o German statistics. t

He

~N'()/(L(bl't

lisren!

Falling Leaves
An
instrucror was demonstrating a

falling leaf to his student. The rnaneuver wa commenced at 5,000 feet and after about 'f oscillations th controls were transferred to the student to continue the maneuver, Before the instructor realized it, the airplane had descended to such a low altitude that a recovery was impossible. The aircraft crashed at approximately a 45 c angle. Both instructor and student received . erious injuries.
BUREAU COMMENT-There hay" been several other reports of p.i.mary traIner era.h". 'n whi.h witne$$es lestifled they hod seen the <li~raft de~c"ndil'lg In attitudes resembling " falling leof. .he dbolle cQSf, is the first of th.ese in which the pilot Ot pllssenger IIve,d to Jell wh<il happened. In ..lew of tha;f experillrlce, It i" p',,"sible thot Ihlll p1101$,of thes" other Iflline rs aho ne,gleded 10 walch thel. altitude while ~o,.<"nlrlliing on Ihe m~,.euver. Instructors and .tudenh sh.llild be .liulloned to walch Ih"ir alti· lude cluring a ,,'''longed 'ailing leaf.

Psycho·Accidelit-Analysis
Do you sometimes wond~ .how you Waul. d react ill an emergency? Here is the way one pilot , . with 365 hours flight time reacted when he got caught in a snowstorm, He was flying a few hundred feel over the water In an S'BD4 when uddenly he found himself in an unforecasted snowstorm. (In case you have never flown in a snowstorm, it is just like Ilying in a heavy fog; if you haven't flown in a fog, just keep on being lucky.) Upon entering this snowstorm, the pilot immediately

went on instruments, started cljmbing, and headed for land. He lost the me of his air speed and rate-of-climb indicators at 3,500 feel. His engine quit when he gol near the beach and he landed 300 yards off hare where he was soon res uecl Irorn the frigid water by two civilians in a mall boat. At nrgt glance, this looks like a pretty fair performance; the pilot was good enough and lucky enough to get back and tell his own story, which is the most important thing iT1 :my accident. 1Lis only when YOLl begin to ask a few questions that YOLI realize just how lucky this pilot really was and bow easily there might have been no pilot to tell this story. The pilot's first reaetinn ill this emergency was perfect, but he didn't follow through. His air speed and rate-of-climb ind1eators wept out because of icing ill the Pitot static tube. The pilot did not use the Pitot heating unit, which would have prevented such icing; he did not even know there was uch an animal. With 365 hours flying time; he must have known about his carburetor air control and his fuel tank 'Selector valve, however, but he did not use these either. The investigating board was unable to determine whether the engine failure was due to carburetor .icing or fuel exhaustion; due to atmospheri conditions and the length of time the pilot had flown on one lank, either might have been reponsible. Lastly he made no attempt to establish radio conta t with the base. Viewed in this light) the pilot's reactions don't look quite so good. His

errors were partly due toIack of experience, but more specifically [0 lack of familiarity with his equipment and to his not being mentally conditioned to this type of emergency_ AI [ of which indi tes the n ed for more complete indoctrination. Pilots must become more intimately acquainted with their equipment, so they will be able to operate it properly when necessary, Thi accident further emphasizes the need for "mental crllergency drills JJ as recently recommended In tbi:s section. Only by such r-lf-imposed drills will pit ts be able to react promptly and .orrectly when emergencies arise.

Shifting Winds
MGA, MOIAV.E.~This base is a good training ground for the African desert. Climate is hot, rain is a rarity, and humidity, averaging around 25

percent, makes the country id al for

rattlesnakes, coyotes, sagebrush, greasewood, and Joshua trees. Our trade-mark is the wind, which is high, gusty~ and shifty. Thirty-fiveand forty-knot winds are not uncornrnon and velocities have topped 70 knots everal times during the last 2 months, Theile winds, when steady, should provide excellent fieJd carrierlanding practice conditions, This wind has caused the one severe crash since the group's arrival. A piLot landed in a strong, quickl shifting wind, varying from 11 to 31 knots west to northwest. The pilot landed with fulJ flap. A gust lifted nl.'lright wing and threw him into a left turn off the runway and toward the control tower. Throttle was applied in an attempt tv straighten out, resulting JTl an increased tum to the left. Full throttle was then applied for take- off. A steep climb was attempted to avoid th control tower but with flaps clown and exce . ively nose-high attitude, the airplane mushed into the control tower] the left wing hit the railing. and the plane crashed. In this case the pilot made two errol's. l , Landing with fulLfiaps in a tricky wind of varying velocity, when 7

HAVE YOU A DILBERT IN YOUR SQUADRON?

"~I

wave-ntf might suddenly have been called fa!'; 2. Attempting to straighten ou t a landing run from a left turn by application of throttle. (This j:; a moot question among pilots, and Bu.reau comment 1II'01I1.d be appreciated.]
.;J

in d,l.aled
0$

an d I., In illqte b e nee .... ary .. I.plane beyol1d'

.1I<h "0 t... mea. ures IY rhe .C!fety of Ih", In the 5'1,.... Cli ..

may 1"'1,1'

10' g'II",d

p" .. on,n.el IInder hir '~ mm .. "d. .. <an be d;esigl1ed b, .. bn limits.

If

The recent histOl')' of Lilli airplane Incl'icates it had just undergone fueltank repairs. At this time A & R

,Ire.sed

li~ils

... oil airplanes f "'e deo.lv slipv'laled in SuA er Technical Ord~n. II is Ih .. pilo.t's '''lpo''libillty , .. kne ..... and bea .. th~ el>'"rv8 bu<den Ihese of HmlU. ,Du.for Ing in,t,"mont Irnpli.es, night s<lfi!ly. !light .. , .afely :1'110'<, ". Ihe nome. re •.pol1"UbHty

II\,J
in one wo,ds, ing ond

Grampaw
Opillion "Wo.d,

Petlibone
·af Bureau elrp"rh, El<p,e .. .1<19'"

says;
e~pt .. ned in monv Th,onl .. 01 a lando'fdevia-

Is '"NO."

ad

il j,s a bit mere

rudde'

<omp1i.<ile.L
initial

is "I help, on.ly in the

'U", befo.elhe
tllen

lo.se. i F$ eflec~iv ena,""r

rh ~ dang a,s ne. ".111 h.o,u g hi au I r.. ul h .. full y n 10 be fo.".,o II,,<I. Cerlo;l'!lyn.o p ito) •. ., 11,1 II e p e:'milled h d 10 mg ke en Insl 'U.
appre,i"",d rnenr dange
sO

on,IV 01 Ih ... firol indi.ali11M

flighl' In " type flown. rs involved, ~ ean fe .. n Ihe of lime o"pIo"e. thai ~

oi'plan." pilol. be' pilot

Ilorl from ceurse,

I h.,,, III" should li,o'1, lli" u.e oJ

Aho. only ~hllrl burst. of be us"d_ In the Ca," In que.·11i/11ftl.. deAnttaly ·.hollid ", ..'I

whi<h

h ..

hen

'110,1

retenl,ly

Once

undenh",d wllh will on 'obla in ed. and

"'['0

Ih .. '''is Th e dethe

(eadyc"mplionc,e

f~ty

h ",Ye b.!!en '" It..tn ple.<I.

h"""e!

om .... n.' ".f ,,,farnilio'I~Qtion pen.d length Iype be nol"d i"di>iiduor ~illCe he ha, In Ihe ca.e the pilot. in '!lyin!i Ihe

necenC!ry

In5trumen,t Flight in Unfamiliar Ai:rplanes

Two pilots with 400 hours fright time Were practicing instrument flying in an SNJ-4. Evidence indicates ,that during a recovery Irorn an unusual position the aircraft was stressed beyond its designed linllt5. The left aileron galle way cl'n:uilng subsequent loss of the left wing. The airplane then "vent into such a violent spin that neither pilot was able to' abandon the plane before it crashed, Both pilots had accumulated all their recent flying time in the TBF. which has heavy control E01'CCS, whereas the SNJ is very light on th(~ controls. It is believed rhis fact may have been contributory in causing one or both of the pilots to overcontrol during recevery fI'OlJ1 an unusual position. k; 1:1, result of this crash; it was recommended that 'pilots rcgulerly flying TBF airplanes be prohibited from performing any aerobatics or intentionally a;;StllnilJg unusual attitudes jn instrument Right training in SNJ'~.
BUREAU
ti... 1 for de';gnoled

no,.,.,.!'!

a parttculaf

In qlleOllon

conce,n.ed

:Iarly en9<!ged flight one-liolf lime anti hour.

T&F',.

il i. to w ur e .egllollrlng the p re'n Q SN,; had for

< e<li Mg' th ree m on I ho, on e p liol .~,od hod 'othe, piJ".' had $el-Up A perfect

only

trouble,

Fault.y Inspection and , esl

Arrivl1,1g at a point 264 miles f-rom land during a navigation flight, the erew of a PBY-5 suddenly discovered that the Fuel Iinc to the starboard tank was blocked. At this time there were 150 gallons of fuel remaining in the port tank. Bombs were immediately jettisoned and the airplane was headed fOr the beach a.t reduced power. A forced landing was made when approxi rnatcly 45 gallrnlJi of f tiel remained. The bow Window was broken during this landing; sea choppy, wind 11 knots. It was discovered" after landing, that the starboard fuel cut-off valve (type D-4), which bas external access only" was in the"Oft~' position and that the handle was missing, The broken window and the state of the sea prevented take-off. The airplane was subsequently lost when a storm rarne up, while pcirw towed ashore.

personnel had noticed the valve handle was not secured to the valve shaft, but had not reported it to the proper authorities. The airplane had passed a satisfactory flighL~est after coming out of A & R. The Trouble Board. therefore, correctly determined that this accident, which might \I!"ry ca,sily have been fatal to all hands, was caused by carelessness on the. part of the following personnel : a. Fal.llty overhaul inspection br A & R perscnnel ; h. Faulty maintenance inspection by squadron personnel prior to flighl: c. Failure or flight crew during test flight to Wieck positive fuel flow [rom both tanh; d. }<·a.iluTe flight crew to check ol positive fuel flow Irom starboard tank during early stages of this flight.

ItUsapplir:alion of Caution
After 45 minutes in the air, the pilot of an NE-I noted a decrease of a.pproximately 250 R.. P. M. Hod nllmcdiately landed in a nearby hayfield to check his magnetos. After finding they were functioning satisfactorily, he attempted to take of[ again. His lake-off was exceptionally long, however, due to an up-hill grade, a light wind, and the retarding- ",.ffeel of the long hay on the lml1!JclUtires. In an attempt to avoid some trees at the end of the field) the pilot stalled his airplane and Spl11l into an adjoining graveyard from an altitude of approxirnately 30 feet, ,~

COMMtNr~Jt
the pilot,. la<hnlq~e Iype

Is
who

considered ma,y hqve insl,"m,en!

imp.acamong th .. neeJlI.9!\tl, Ih"

allreCj'll 10 dl~crihlinole

...."'r
rBF
fore es,
for

"s to

~'4

Grompaw

Pettibone

says:
h.. ,in-

1o tnoke airplan~o.

He

""".",·t "~"I\Inl"re~,
"nv ,"15&"9 .. lIen pilot.

No; 'h" pll'" dlcln', bu,y l1i",'."II[but IeI'> hope

Id" .... he may "a,,~ hat!:

In "oriol.l$

U'nfor1l1nOlely,

terred This

II nol fhe A I,e, who wah pilolo

..-nly a;rpl'one

with hee vy <onl.ol ,I m is h I 'be eq IIcd iy <I"n.,9 e .0'\1$

",bolll being' " "hot"

eve M'ITIClliy
I,;ghl ,,,,,hoi <In oirpl,!,","

e".!I~g~H; fbtces with

in.

flr;"S
cOn-

o;,plcone. Irol

10 "," .. mpl in~ heavy .efqmni.<!,'I~ed of .11<10 " m",II,,:r ef Ihe

unneee ..... V WOsl'O'lIt occurred be<C!lIse' of the pi,I .. I'~ [en:1l 0' blowledge af hi, equipment. !h the T(.wble BOCl"l pointed 0,,1. Ih ..
m<!g~ could:

~1,,"nen,1 f1yillgln fo ..... , wlthoul with

fiu"j' having

0,"

have

been f1yln.9
Q

·checked time, (re,,:ping

.. 0 well the

In tbe pilot know r"ol

Ull"

a.

"" 6S0

,th... .grell"dl hOIl,..

.. ,Iso, although

fhe.msel:~e.

ihe mg'hl

'""'l:Icle.t$I'I"
con ..l d e red dis~rellon

o;.c."n,
Til i.. is, Whith 5quadion quire

"CeO rdln g Iy,

be len

He Didn't

hod

en .. ug:ih 10 <he<l!; cornman he,,' wntraL

f,,.

,he dia~'t
In'otH"

must

10 the Ihe

Use His
ShDulder Harness

in the NE-,l J o. '10 (h ..~k the c",bu,.elo. accident I muot was be tlie .e.ult slipping!

(,..... mander.

obi .. 10 ev"luale

"n

H" i. ,in", 'posil,ion bed

cilo""' •• "nc .." "Md "o;nin9 '0 ,ewhe."

'Did! I 'Clt this of knowledge?'

QI Iqc,k
Change

,{",Iller

indoct,inalion

to I'lgross !g.nDr.an:c-s4~·

STALI<ED BY NAVY PLANE, SUB SEEK.S IREfUt;E

IN

THE DEPTHS

BELOW

SUB

DIIiES

AS DEPTH

CHARGE

CONVULSES SEA.

CREA.TlNG

PATTERN

TRAPP~D A~D

CONFUSE!) AFTER RESURFACING. SUB REO-ElVES SECONO POUNDING

FROIYI A.BOVE, ONE CHARGE STRJKES VESSEl. AND BOUNCE.S OFF

At Dusk
Yields to Ale.rtNavy

Surrender
Pilots

Nazi Sub, Dazed by Attack,

THE pink dusk of evenmg, a German Uvboat jdJ d lazily on the surface, . I avy aviation pilots' on patrol spotted the craft, headed for the cenc, and delivered an immediate attack Depth charges exploded close to the sub which, seeking safety, plunged below. It surfaced again in about thirty minutes. Another plane was waiting, however. and quickly dropped a load

of bombs. 'These had a telling effect, for the submarine Commenced to submerge and surface lik a harpooned whale. Finally, it remained above. A white flag was displayed and waved back and forth. The submarine was sinking slowly, In about half an hour a cutter arrived on the scene in time to rescue the captain. two officers, and twenty-two ratings. Another victory for U. S. N:wy planes 1
9

Fish Juice Quenches Th'irst

BuMed Recommends Drink for Oriftee-s If your temporary habita t i a Jife raft and you have caught mor fish than you can eat, squeeze out the juice of the flesh and drink it. This rather unpalatable but perhaps lifesaving advice was given to Navy personnel recently in an article a, the BIlIY'r.d News Lette», Fish juice tastes much like the juice of raW oysters and clams, the article says. It has' been tested and Iound safe. A controlled experiment w-ith human volunteers indicated that fish juice can maintain individuals in Iairly normal salt and water balance for several days.

The goggles, which have red lenses, are to be- worn by pilots for 20 10 30 minutes- before !:lking after dack, They do not interfere with the normal use of the eyes such as reading and playing cards, but they greatly increase the probability that such enjoyment can be carried on indefinitely,

on'

Weather Form Devised

Aids Aircraft in Reporting
To facilitate entering uniform observa tions on the weather, the Aircraft Weather Reporting Form has been "developed rot' use by operating air raft. It is tabular ill form and obs.el"\'a-

bil.ity, type of low, middle, and high clouds, past weather, and barometric pressure if it can be measured by altimeter, There are columns for operational data. such a speed, gas, and plane's track, as well as for other information. After the form is completed II rna)' be enciphered and sent by radio. This is not common practice, but is dam: in some operating areas where the reporr is required immediately. The usual procedure js to turn in. the completed form 10 the aerologieal office upon arrival. The report ill then entered on th weather map.

Life Jacket Repels Fire

Preservers Filt Fiv~ Needs
Latest developments in the design of Navy lifesaving !:,:guipwem include a plastic-impregnated fabric: wl1kh i, both name-repellent and wa ter-resistani. The tandard Navy life jacket and its newest variation, the knap a k jacket; are being made of the new rnaterial which Isused to cover kapok pads in both types of jaekeL Additional fire protection is given both types of kapok jackets by manufacturing them from flameproofed cloth. Th standard life jaekr-t is made with a stz'ong webbing belt carrying a hook so the wearer can fasten himself to a lin to be hoisted from th _water. The Navy' five major styles of life preservers- have been designed to meet the special Deeds of men "VI orkina under varying oonditions.

BuAer ·Rafts Rescue CAP Crews

National
Thanks

Commander
Chief of Bureau

INTE"lO~

OF CU,4 DALCI\NAl"S

AEIfOLOC;Y

OFFICE

tions arcentered either as direct instrument readings or in code hourly ur upon .inrportant weather changes. There are provi~jmlk for entering the following; po ition in degre-es and tenths of latitude and longitude, time, altitude of plane. temperature, dircction and force of \\ ind, turbulence and icing conditions, present weather. visi-

Life rafts furnished to the CiviJ Air Patrol by the "Bureau of Aeronautics have figured in the l'CSCUe of more than 20 member of crews 0.[ coastal patrol aircraft forced down at sea. In the spring of this year 210 Mark 1 Type- D life rafts were distributed to 21 CAp CO. s tal Patrol Bases. In a a recent letter to. the Ohief of the Bureau, Lt. Col. Earle L. Johnson, national commander of the Oivil Air Patrol, e. pressed his gratitud~ for the x rafts and told of the crews' rescue.

TBM Joins Fleet

Practically Twin of T8F
DeliveJ'Y of TBM-l's, Avenger t rpede bombers, by Eastern Aircraft Division of General Motors, is now well under way. These airplanes ate built to Grumman drawings, and are identical with Grumman"built Avengers except where minor differences it) detail parts re ult from different: s in production methods. The operating characteristics of Avengers, from the two rnanufacturers ar Intended to be identical, while components and spar 'parts from either source are intended to be. in general, equally adaptable to airplanes from either source, However, there. are a very few exceptions in

Retluests for Dark Goggles

Not To Be Direcfed 10 8uAer Requests for dark adaptation gog'gles an' frequently addressed to the Bureau. It should be noted that thes goggles are available at ASA [orfolk and ASA Oakland and that future requ ts be directed accordingly. Dark adaptation goggles may also heobtained through ~viation Supply Depot, NAF, Philadel phia,
10

AEROLOCH$T5

ARE AC-TlVE AT 'HEN'DEfiSoNf F!EUI

minor patts, such as. detail part· ol hydraulic struts. It is therefore considered generally unne essary 10 distinguish between TEF-l' and TBM1's in allocation of airplanes aud
:p~u'e.',

Flight

from

Natal

Initial TBM-l deliveries, of course, could not be strictly up to date as compared with TBF'5 delivered at thr ~a111e. time. because of the' lin",

On Sept<'::TI1 ber j, 1943, a pa trol pia nc is ordered to de part from base, Port Natal, Lat. 29'5.2' S, Long. 31 °04/ E at Z. T. 1600 to investigate iii shjp reported hove win Lat. 28" lO' S, Long. ;1:1 20' E; f1~gh!altitude 0 5,000 feet, temperature (+) 8" C.; Variation l.l~ E, True Airspeed (TAS) 106 knots; wind L8knot;; Irorn 135",
1. What Is Ihe Couroe teu,,)? 2. What i. Ihe di.to!lce?
3. Wh", 4. What h the Megnetic is the Ccllbrdled Heo;l<fing? Airspeed (CA$I? (rGS)? l.nt, Long. GroulI1d Speed

S. Wnal i. Ihe P,edicted

6. Who, i. Ihe fslimoled Time of Arrival InA!? 7. Whtl' is the 1630 OeDd ·Reckoning (oRI po.ition1
DE:LIVEIRIES OF T.BM. TBf"$ TWIN. ARE 0111Wily

required to get the L1B! ~litpb[w~ through production. As.:l l"',Lllt, early TB}.{-}'s wen' compru-ablc- LO earl)' TBF-I' , although d -livcred ~11.1!mt .t V ar later. The TBM-J'~ quicklv 'alight up. bOVveV€I, and 110W ure about one to [W mont h~ hr-hiucl TBF'!> in making change ill producdon. This lag is accounted For hv the time required to df>Vl'!np ell~ineeri nf{ find c hange: tool illg at r.a~t~ ern, and COllid 11C~ rvduccd (lilly at the expense of production rate, The Bureau believes that lbl' TBM-l airplanes subsequent Lo the first 50 (that is, No. ~'4571 and sub-equerrt] ate completely equivalent t(l contemporary TBF 1\ in operational characteristics and serviceability. The fad that very fpw RUDM'~ un TBM's have been received to dat appears to substantiate thjs belief.

At ZT 16-25-35 the navigator observed the sun with a bubble octant, Inde: x Corn.'l."tiol,l (I_ C.) + 1.0'; the h, was 140 -23'. At ZT 16"35the radio operator gave the navigator a relative bt~[ll"jng of 215" taken on ,,,'XC, Lat. 29°-00' S, L01lf~_ 31°-Qb' E, Solve the sun sight and plol the line of position (LOP) 1630, retire the radio bearing to the ,:UTl' instant. ~ e.
Whdt i. Ihe position of the 1630 fix?

advanced
Lot.
Long.

to

9, What ho.s be.<!nthe ocluo! Ground Speed 1 O. Whet! ls ih e rev;'eJ E,limated Time of

\GSl?
Arrival I orA)?

.on arrival at the reported position and not sighting the vessel, a "cluan~ search is instigated, At i 7+5 the ve,$~! is sighted; she does not answer recognition xignals and is identified as an en 'my raider. A contact reperr is rnadc, and the plane is ordered to track vessel until the end of evening nautical twilight, and then return to base.
1l. Who! is Ihe tim.e 01 the end of evening
""pressed naull<ol twilight

a.

Lo.al

Civil Time It, C. T.l1

Just before breaking otI contact, drift was observed on the following: True Heading (TH) 050(> ~ 1OD" 005" ~
12. Whal

TI-ulJ

___
is the wind?

Antisub Phot.os

Airspeed (T11S) 110 knots __ _ 110 knots 110 knots

Drift 12 left 5 e left ltlo left

0

Aerial photographs or antisubmnririe attacks are proving of grc'at value not onlv as concrete evidence of results, but also as aids in training and T cognition. The Photographie Division desirts to have all such aerial photographs and original negatives jorwarded as rapid Iy as possible to the Bureau [or eva Illation and further use. Full iufoTi nation should accompany photographs.

Perce

From

The navigator figured his 1835 Dead Reckoning (DR) position, Lat. 28°- 35' S, Long. 33° -40' E when he changed heading to return to base, True Airspeed (T AS) 110k.
13. Who' i. the Mogn,elit Headhlg?

In order to obtain a good cut the navigator selected the stars Peacock and Altair} and made the. following observations: ZT 18-41-26 ZT 18-49-54 Peacock 11,49°-44' Altair h. 410-46'

Solve the two sights and plot the 18'15 fix'.

14. Wha' •• th" po,Hio!> of the 1845 fix? 15. What i. th .. Mascnelic What is .he £.Ilrnaled
Heading l .. t. 1011g.

[MHI I.. ba.,,?

fETAl? [Aruwen on pose 281

16,

Tim" of Arrival

11

25 YEARS
Naval AviiJtion 1918
luby.-Navy Airship B-12 given lJp for lost by the [avy Dept. after it had drifted off Atlantic Coast for 2 day . Crew had nothing to cat and very little wat r-fQrced to descend on surface of the ocean where they were rescued 300 miles at sea by the S. S. Skagem, Swedish merchantman. July.-Lt. A.L. Gates, U.S.N.R.F., assumes command of Naval Air Staclop- at Dunkerque. Lieutenant G(\te~ was later hot down inside th German lines and held prisoner hroughout the remainder of the war. [Art rnus L. Gate. i now As istant Secretary of th . Navy for Air.] luI'} 3.-Lt. Comdr. H. C. Van Valzah assumes command at naval aviation school, Massachusetts Institute of Technology.

AGO

T HIS

MO NTH

]uly G.-The patrol boat A.rie, maklllg a round trip from France to the Azores, tows an observation balloon aloft for 25 consecutive days at a height of 200 meters, This establishes a record for this typ of aircraft. Jul'}' 8.-Memorandum to Capt. H. 1. Cone requests urgent development of new type U. S. seaplanes due to "fast el1eruy seaplanes which have recen tl y ap peared in the North Sea." First .flight of American-built H-16 in Europe at Pauillac, fitly 9.-Capt. H. 1. Cone writes to Navy Department. Advises use of self-propelling lighter in order to get eaplanes near n my base. Self-propelling barges eliminate the use of destroyers to tow lighter. Re commends 'Mustin's design." Also plan of tenders to refuel seaplanes in order to give them wider range is recommended as follows: "The question of building a

seaplane carrier should be taken 'into consideration, While the 'United States may not especially require a ve sel of this type for present military operation, it appears advisable to have this development in hand SG that it could b made use of in case the military situation should change. se of seaplanes to be flown from Iarge fighting vessels for the purpose of scouting and range-fighting should be experimented upon and carefully studied in (he United States also." July 13.-The first Marine aviation Loree consisting of Squadrons A, B, G, and Headquarters Company leave .Miami, FJa" 101' further transfer to the Northern Bombing group in Fran e. This force cnnsi ted of 107 officers and 654 enlisted rnen, When Squadron D joined ill October 1918, the number WAS increased to 149 officers and 842 enlisted men,

".01" GATES AND DAVE

INGALLS

IN AN

F BOAT

DU,RING

WOPLIJ

WA.R

I. BOTH, BECAME,I"N

INIIERSEDRDER.

ASSISTANT

SECRETAR.\'

OF

N.AVY FOR

AIR

12

Can

YOII

Name Them?
the Weather

fI-Flying

'pick the best choice to complete th« statements belom, then oheck yo~t tl.l!sl.t'crs on page 3'2.
1. A pilot' ;$ plannlng a lIight from C ,ed~a. 'Rapids , ... Lilli" Rook. J .. ,I ...... fo re lo.ki n9 ..ff, h",. I"<)oeies Ihe ... fo 110 win,g $I...,
NAVAl. AIR STATION: AT POfiTOCOASIN:I. 'ITALY. USED :FOR lBO(llUH>jo. QPEJlATIONS IN WDIILD 'WAIl: I

""""""'.f .....

queil"!cerepo,ts

U"tu .. ~.

lui)' lB.-Fjrst American, kite balloon flown from trawler at Brest,

port the t a jeaplane was in distr.es$. Shelled by German shore batteries, launch was sunk. Stevens and Galaman swam to West Dunkerque and were picked up exhausted. Two seamen were lost. The de..~troyer U_ S. S. Cushiil.g towed kite balloon. Test successful in

'from
Cily ItS):

Kanuu
IKe), Columbia ICAI, and 51. Louis

KC N 16JOC Cto

12<JD21 '2 OSJ, 26 10~ effiS 026/40f,33

1:7

5pt 1saoc 4$2\1

982j 30,29\ JS

LS N 16l0C

f 12
repo." Ihe

Judging f,,,'m, ~he.e ,eq""n.c!). ~"r ...t .ou'e wovld b_

every

way.

HS-IL SEAPLANE

USED

IN P"TI'I0,L OP'E,RATIDNS

July 17.-:£>ola bombed by United States naval aviators, destroying five hangars and damaging the Austrian battleship, Ba:dBlliJlIJrg. Fi,n;t American aircraft flies in IreIand, a Goodrich Caquot towed by HMS Sloop Ffyillg Fox and piloted by Ensign Carl E. Shumway. Lt. (j. g,,) Harry Guggenheim ordered to J t.-'1.Jy to investigate and report upon the eonditions that were hindering the. Navy from obtaining certajn ai.rcfDJt that had been ordered from tl1e Italian Gorver.mllent. July 18.__:1'he Day Wing of the Northern Bombing Group Marines sail hum New York aboard the. transport DeKalb to serve in the Dunkerque area at Flanders s under command of Maj. A. A. Cuuningham. July 19.-Tw'1 planes. From NAS Montauk, L. I. reported by wireless fir;'lt news of sinking of U. S. S. San
Diego off Fire Island when it struck
'Submerged mine, Planes were onreg~ ular antisubmarine patrol. Jut" 2Q.-A launch with Assistant Surgeon A. R. Stevens and Philip Gal,aman, Qua.rtermall'~er 2/8( A) and four other seamen went out into the English dhannel.in response to the .re-

July.2] .-German submarine U-156 appeal'S off Cape Cod and attacks Bhi pping. Submarines immediately tacked hy HS-l Flying BOat piloted by Ensign Eric Lingard and Ensign E, M. Shields, assisted by Chief Petty Officcr E. H. l-Iawal'd. The submarine was Ioreed to submerge even though all of

o b, between
o

a over Kansas

Oity
City and Colum-

Kansas

at.

bia a over Columbia d between Columbia 8 OVH St. Louis

and SL Louis -

.2. A pilot flying in the edge of 0 typical tropical eydo,,,e atci'bollt 1 So .ollth of the equator would be in 9,e(:lle" if the w'it,,:! ls blowing hom l"e-

"""9(i'

the bombs were duds.

28.-Naval Ail' Station established at POIlo Co rsini, Italy, for bombing o p era. t i 0 11 ~ against Pala. Lt. Comdr. J. L. Callan in command [now Capt. J, L. Callan, I U. S. Naval Attache to Government,.,. jl\ Exile in London J. The I talians COMMANP£R had most ambitious plans J.L. CALLAN but lacked the (8.W material to carry them out. They were ino]'t' than willing to accept assistance rrom the Allies. July SO.-The Day Wing disembarked at Brest, France. and proceeded to its aerodromes between Calais and Dunkerque where they established camp and prepared the aerodromes for use. The. personnel of the Day Wing was completely organized and ready for service 2 weeks after their arrival in Franc!'). Only a small part of the planes and equipment of this organization :a.ttivcd at Pauillac, France, before the organization
reaehed France,

Jul.v

::::J e =::J d r:J .u

Db

a south
west ndrthwes] east north

3. A ~ecirehi"9 parly looking for a cad", ....h .., ,c,(I.~hed inra a I1!ountail'1 bec(:lu.e of eddy ....rr.enl. we ...d' "'0,,1 likely fln.o .the l pian_

.11. rsear

the leewarrl crest of a ridge,

uphill

the valley, headed downstream a neal' the windward crest of a ridge, headed uphill CJ d near rhe windward crest of a ~idglll

n ~in

headed

o
.:::J

headed

dQ'wtibill downhill

e near the le"ewa~d.crest of a ridge,

headed

4. The mo.1 'powerful .... d de,lrucUve of .. U wiru:iI., occur i_

'Ob

If

rrcpi c al cyclo nes

thunderstnzms

o o o

hurricanes c squall-line

d tornadoes
a typbOOIlS

o air-mass type o b warm-front type

Ii.

5. A pllol I. mosJ likely'" be able fly ,,;iferyu"der a Ih""d,, ...,o,"" IJ it h of Ih~

'0

CJ

C eold-Iroat type' d occluded-front tn;<e If mechanical convection type

13

SNU

PANEL

BO",RD

DURING

FLIGHT

UNDER

INSTRUMENT

C"ONOlTlDNSFflOIl1

HAS

AT!CANTA,

WHER'E

PILDTS

GET

TRAINING

AS, INSTRUCTOR!;

AT

IFIS

INS
U
NITED Nations
air

RUMENT

FLlti

Attitude System,. Forged ,in Crucible of Experien.(e,. Strengthens Weak links in the 1-2-3 Method
Ileets, flyiug • safely, and accurately by reference to flight instruments and still complete his mission. Combat operations proved it was necessary that student pilots receiving their military objectives, their wings have the knowledge lead'This Iact. brought out by COlUing to this ability, with only practice muniques from war fro,nts,l':xplains and experience needed to bccorne exwhy the Navy today is putting inpC'rt:<. Technical Order No. 47-4·2 of creased pressure on lmtru!1l!>nt 'Hight Junt· HI, 1942 (canceled aad modiin its aviation training schools, fied by T, 0, No, "H-43) made hisTactically, darkness and cloud tory in naval aviation by changing cover give a pilot concealment urithe basic method of instrument flyi.ng. lil the moment he strikes, To use [his natural "camouflage," however, Instrument Flying! Prior to T. O. No. 47-42 the mere mention of the he must be able to fly comfortably,
under CO'0er of darkness or clouds [0 smash, at the Axis, are depending on their Hight instruments to help reach 14

words made cadets squirm. It meant they had to forget everything they had [earned, up to that point in their training, and start again iTI order to master a. new art, This was a. misconception common to TIIOSt instrument instructors but started the student oJI with one strike agains-t him. A number of instructor,., took this fact to heart, thereby pitching another strike by taking their work too seriously and assuming the attitude of "stand back boys, you bother rue." In a minority of cases, students had the third strike called due to their .in-

herent inahility to control, the aircraft from instrument indications or as a culmination of the effects of the Strikes already called. Prior to the war, the fact, above meant little, owing to the lack of emphasis, placed 011 ability to fiy "on :instruments." On few OCC<lsions did instrument flying ability become a rnilitary or life-and-death necessity ~n naval aviation. Early' in the war the English [ourid it mandatory to use douds' and darkness for concealment during operations. The Navy soon made the same discovery. Nece~sity for an accurate, safe, and comfortable method of flying all .insrruments became apparent immediately and the 1-2~3 system in use met nene- of these conditions except the "safe," Military developments-in aircraft increased the speed and range of ai.rplanes or made them heavier and bulkier-s-any one of which made the 1-2...3 system obsolete for .ou;;curateCQmfortable control. The 1-2-3 system of airplane control on instruments is still an essential part. of any pilot's training although it sulfeT.'; rmm two main disadvantages.

Two Weak Points

l . Attitude of the airplane can only he react indirectly in an)' one of the three planes of space by interpreting and integrating the indications of at least two 'instruments. For example. the indications of turn needle and ball bank must be interpreted and integrated to recognize the attitude in the rolling plane: attitude and direction in the yawing plane by tum needle and magnetic compass; and in the pitching plane by change in altitude and airspeed. Each of these instruments is subject to certain 'inaccuracies or lag. Necessity for interpreting and integrating indications on several different instruments to detcrmiDC attitude of the airplane places an undesirable and unnecessary strain on the pilot. 2_ Many of the indications of these instruments promote inaccuracy o] performance when large changes in attitude have been made, inadvertently OT otherwise, causing cxtteme indic:aHC\l:I..'l. FOl' example, after rccovery from a steep dive 1.v1th high air speed, the nose of the a:i.r:craft may be pulled up into a dangerously nose high position with little eA'cct (except stopping any increase) on air speed
meter.

PI.LOT

UN'DER

HOOD

0.,. SN'J DURmG

INSTRuMEN'T

FLIG.HT

(BI:·LOW),

AND

IN !.INII.' COCKPIT

(APO"E)

Operational conditions eneounten>d by OUT military pilots at present,

require many hours of instrument Hying-without rest; The easie tand mos-t direct method must be used. Weather rtunbnums during operation cannot be observed to the • tent of insuring sate old-time minimum ceiling on return from combat, This necessitates greater accuracy and precision ~f control by pilots for their instrument approaches and in some cas's instrument landings.

Sensory Illusions When Flying by

Instruments Originate in Ear

(,~\~

\'~J

~.-.r~

r>! .."

Use full Panel The Navy partially al1'wen~d this 'problera by T. O. No. 47-42 in which
it was "directed that instrument flight training and practi e b based on the u e of the full instrum nt panel." This, in effect, means u: ing all available operating Instrument . A great many pilots interpreted this sent ncr r. in the technical order) to mew, using directional gyro and gyro horizon to the exclusion of turn and bank and cOIn'p'ass, A characteristic of the horizon is its bank and pitch error. If indications an; followed blindly in a turn, this will cause considerable loss oE altitude. Such error washes out after 360'0 of tum but altitude is not regained. If, however, horizon is checked occa ionally with altimeter, the pilot realizes the necessity for increasing' pitch or raising the nose during a tum. As all pilot know, an airplane will lose altitude dur:i.ng a tum if the nose is Rat rail! d, This in itself should be sufficient cause to raise the miniature plane on the horizon without knowledge of the pitch error. The bank error of the horizon in a turn may be disregarded due to lts lack of apparent eflecr on the airplane attitude, except £01' a slight decrease in indicated bank. The horizon is dependable up to 70'''

of pitch (nose d wnor nose up) whi h

is sufficient for all but the most violent acrobatics. In the rolling Or' banking plane it indicates properly up to ltD" of bank and, as it' is impossible to hold an airplane at even 90" of bank for any period of time, there , hould be no doubt of its indication of bank except in acrobatics. To stay within safe limits and not even approach the tum-

Pilots who fly by instruments so often are fooled by their sensory organs that they learn to distrust them and rely on the instrmnent panel to figure nut their plane's attitude. cat of most of the rongful sensations is the intricate mechanism of the inner ear and the be t cure for the inclination to fly "by the seat of the pant " is to watch the instruments, especially the gyl.'O horizon. The following: arc some ot the sensory illusions which may be noted during j nstrumen t -flying: 1. During a steep turn centrilugal which Irequently igives a sense force may produce a sensation of of turning. asc nt. (Pilot's reaction - push 5. During a sharp controls forward.) turn, movement of the r:t::,~ 2. Returning to 1f:'Ve1light rUt) f head often leads to the -- .... feeling that the airfrom a steep turn. the re- .IS1,~I_;:~l1l: craft is diving or tipping; and moval of the strain of cen- ." ~ during a spin the scnsati n of going trifugal force from the body leads to a feeling of less than beyond the vertical. (Pilot reacnormal weight and a sensation that tioll-pul1 back on the controls.) the aircraft is fa lliag. (Pilot's reac6. Pilots are apparently more subtion-puU bank Oil the controls.) ject to vertigo when nervous, tired, 3, Wher an aircraft kid" in a 01' tense. Occurrence among wing turn, the sensation is that of a tilt men in formation flying is common opposed to the direction of the true under conditions of reduced visiturn. bility, It is caused pos~ibly by the lack of horizon or plane of refer4, In instrument fly-, ence, or the skidding and maneuiug a fal e sensa[J_\{\__\-' vering necessalY to maintain position of turning (I[ten tion, The most common sensaoccurs in straight and ~.v~ tions are of diving, approaching a level B.ight. This may be due tostall, or flying in some: unusual posi. 1'1. The eyes workin.g in conjunction tion, and the pilot's reaction is to with the ears and. receiving false recover from whatever attitude b sensation from the latter. feels be is. in, correction usually reb. False sensations of rotation prosulting in a vertical spin or dive, and duced in the inner car when moOfWl1 in a fatal crash, tions caused by turbulent air am A good general rule for flying recorded, personnel to r member is, '<The c. Corre tion of the COUT e for sensations will deceive, but the in. propeller torque by the rudder, strurnents ten the truth."

,.~::::2:~

bung point of the horizon, attitude should be kept within 60° of level in pitch and 90° of bank, Directional gyro must be checked cccasionally with magnetic compas,s since it may precess as much as 3(>to 5 Q -in 15 min-utes. Gyro mu l be set to magnetic heading and not compass heading-in ether words, it is set after applying deviation to rornpass beading.

Compasses

All

Lag

OFFICIAL

IFIS

INSIGNA

AND

IiUI)'IOROUS

PESIGN

All magnetic compasses are subject to slight error in indication on straightening out after a turn. This is called the "period" and may be for 3 minutes

or more. Care must be used in setting the gyro after a tum until compass is incli acing properly. The D. G. i dependablc on the bank and pitch plane up to ,55" of bank at which time it will spin and mus.t be reset in level £l_jght. Many pilots do not realize the importance .of engine .ontrols in full panel instrum nt flying. Each pilot should establish three speeds for the airplane he must flJl on instruments and know the tachometer and manifold pressure readings necessary for '<1. h. These speeds should normally be: 1. low speed, approximately 20 knots

16

I
1

n-ZA

RADIO

MARKER

'N"ORMS

P8Y

P'LOT

THAT

HE'S

OVER

RUNWAY

EXPERIMENTAL

YII,.ZA EQUIPMENT

TRANSMITS

CURVED IIEAM FOR LAl'IOINGS

"CON"

OF SILENCE";

5NJ

PIILOT UNDER

HOOD, FL'l"NG

BY RADIO

BEAM TO STATION

('N

CENTER),

NOW

KNOWS EXACT POSITION

FROM

L.4NO'NG

FIELD

18

above stalling used fOT instrument appreaches and landing approaches] 2, normal cruise, speed at which the airplane is usually flown (In operations for normal Iuel consumption and range; 3. hiah speed cruise highest speed used in tactical operations.

triopal anb lIlniqm @rbet of l.fl~

2lrotberbJilob of tbe J1m.pst{r 'altern ~ea

Level flight

Easy

Knowing jJowrr control 'etting:; fOJ thcs speed and indicated air peeds, it is a simple matter to establish level Hight. In addition. the pilot should know the jJropr-y <!<ugle~of bank fOJ each of these speeds to establish a specific rate of turn. The pilot 110W hal> the problem of flight <. T1 instrum nts' because 11 can establish level Ai~ht and make turns at a specific rate, .1t any speed. The foregoing indicates the neces,ity for constantly checking each instrumenr 1.\ ith nth r Instruments which parallel its indication. The two attitude gyro instruments indicate attitude in all three planes of ~pace without need for interpretation or integration. The hori7All indicates directly the attitude in the pitching and lolling plane and directional gyro in the ya wing plane relieving the pilot of :1ny strain earned by interpretation, "There is no mystery to .ius trumcnt n ing-. lt is irnplc and logical and tan he learned readily by any good pilot who has the desire to learn."

.~l!. ,I, (1..•

,1.1 • ~.. ,,'

«,_,•. .[:''''1' of ~~:J..,-A4./.". ,5,'_.. .4 ]''''1'

I.,J.·" _,(d
{J..ff,~

"

1.1."",_,

.f/" ""J ~

4..t

JI ., A-d•••_,hf,..1

I(~, j,/ •••

-e-.... ,"....{<r""~i'''''''\.'"... 1.. I., ;:;J511/ ...., p,",~" 4 1

_ _ -,.i04E 'AI:O,,1r __ "''''llItlt,. r'I "'" .E:lHIP> SGlII'rlill£ FUI'I

1'I'~""c,.. ..15

01" T1-tE.A.lIlQ!I;;ltl,.

CHANIPAGNEPARTY

TOASTS

F'R!iT

STUDENT

IN IFIS- GRADUATING

CLASS TOFL\'

PERFECT

PATTERN

to Atlanta fur the 45-day COUl'Se there. Soon nearly 100 instructors wili be turned out CVCIY 1X weeks,

Waves
.t

Learn Link

the Link I nstrument Training ].11stl'uctors School, caned LITIS, enlisted Waves are being put threugh a tenwe ks' course so they can operat the machines which now specialize in teaching radio navigation aids. Ap-

proximately 200 Wnves ate training, with classes starting every two weeks. IFI ' students get all hour of Link training and three hours or actual flying each day. They fly to obtain a te hnique that w,il1 enable them to leach lnstrUI)lent fiigbt, so th€;y spend half of their air time instructing others. This school was not originated to train lID trurncnt flight but to turn out reachers of that method of Hying. It

IFIS and LITIS

IIs gmnddaddy it mad-!'. itt debut

Instructor Training Emphasized

was a pipe urgan;

in an amusement park- Puezled pilot! sa')! it's a t'o11aoction: of the devil- But Ihe Link trainer is playing (iT( important role in training program 0/ naual aviation. The hub of the Navy's instrument flight progrom today is located at AS, Atlanta, where Waves are trained to operate Link machines and naval aviators go ttl "teachers' college" and come out instrument flight instructors. Both schools ate newly formed this year and both are turning but scores of graduates to boost navy pilot production to m et wartime needs. Graduates of the instrument £tight Instructorsschool, called IFIS, do not gl!l into rombat service, but are sent to other stations to teach the new attitude method 01 fl ~T)g on th whole instrument panel To build U)J a corp of teachers, each naval air station send its quota

19

has been found that marriage tatus, age, or previous teaching experience have little effect on whether a student turn ut a good teacher.

What Makes
a Good Insfrument

Stress Radio Aids Emphasis at the LITIS school is

placed on radio navigation, The; average time spent in the machine :i~ about 25 hours. Eventually Waves will operate all machine in this t:OUl1" try, with enlisted Navy men and M~fines handling them at fQ1'eign bases, LITI i, staffed by civil service women and under them the coli ted Waves learn the techniques which formerly were taught regular pilots at a three months' course at the Link factory. With the outbreak of the war, pilots could no longer be spared to operate Links so the Waves stepped into the brca 'b. Originally, women with llight time were preferred, although it was proved that actual flying made little difference in th ability of an operator. This original group learned the Li1Jk the hard wa.y but they proved that the average woman could be taught enough in eight we kg to fit into the mass production pilot scheme.

Flight
Instructor
Psychological studies made at NAS< Atlanta, have r ulted in th following broad conclu ions as to what type wakes the best instrument flight rnstructor ; 1. Bette!' than averag conta r fli 1', 2. Better than average instru.ment fUel'.

It Is impossible 10 "fly" a Link oy the attitude system because that. is not a mech aTI leal method and also because it requires the close t reference to the student's past experience in contact Dying of the actual plane. The majority of lrulrum .nt flight procedures U1Ust be taught in an airplane. Experience has shown that the time needed to learn radio aids to navigation can b cur in half by use of the Link.

Improve on Link
NAS, P~NSACOLA.~A squadron at this station has developed adaptations to the Link trainer which, it is belicved, suit the machine bert r for the attitude method CI[ teaching flying. The Link is "quipped with, a,TI elevalor trim tab, manifold pressure gage, cylind 'r head temperature gage, an aircraft throttle quadrant with throttle and constant speed propeller controls, and an aircraft artificial horizon. With a change in throttle, a positive change of attitud i$ present in

3. Highly interested in Instrumeat flying .and t aching. 4. At least 300 hour of flying time. 5. Previously iustru ted in aviabon or at least in some subject. 6. "High order of mechanical aptitude and comprehension. 7. Analytic ability to pick mistakes of pupil and correct 8. Jntere t In
dividuals,

them.

students

as

1]1-

the trainer. This affords it good artifi .ial horizon indication on the instrurncnt panel, The aircraft horizon overcomes the horizon bar flutter fOUI).d ill most Links and gives an accurate angle of bank and pitch.
BURI:AU COMMENT-Th .. Our"".. has ",dered 'ynlh"tic directional gyros and elevator trim lab. faf all Link.. Autam"ti~ .odia r"nges lire an order and ""lom"lk OF'., VB', ond 'l'G's ar~
In the proces. of developm.mt. They wjll bo pl .. ced on all LjDIIIroi"o, ..,

All Ages G,et Link PiL tsof all ages and types get Link
training, some youngsters direct from intermediate flight, others experienced air-lint' pilots. One to the vast area over which the war theater extends, a pilot must know mote about navigation than when he flew over short distances and familiar territory,

The Link can train th pilot on 1:he ground in problems he later practices in the air. Patterns. and procedures used in radio direction finding and radio range an be practic d under these simulated flight conditions UIltil the pilot is thoroughJy familiar with them.

Two Books That Should Be Read on Instrument B The 01

UAER'S Training Division now has available for distribution two books n Instrument Flight "the latest on d sling with R adlo N av.igatian and supplementing the earlier ene on flight instruments. Radio Navigation deals with the two basic methods of fixing the position of au airplane-s-radio ranges and the direction-finding loop. All pilot, have been expo. ed to radio range work but may not necessarily know beam techniques and instrument approaches, A smaller number of pilots arc familiar with the direction-finding loop and techniques of its use. The same is true of theradio compa.ss which utilizes the same principles as the 10 p, An understanding of the methods "\.1 sed in the two typ '$ of radio navigation aids, discussed in th(~newest book, will go far in assisting a pilot to understand any other radio aids which may

Flight

IIURE,tU

saibS

OUT TWO NE)'\! BOOl<5 ON FI-IGHT

be developed: purpose [nstrumeni Flight (Part 1) is to give naval aviators the ground work of the attitude method of controlling an airplane on instruments, There is no mystery to instrument flying. It is simple and logical and can be (earned readily by a,ny good pilot w:ith the will to learn. The ability to fly an airplan by reference to the instruments is directly proportional to his ability to fly the sanic plane "contact" The chapter in Part J on Analysis 0/ 111 allwve1"S is of extreme interest 10 all aviators. This book is the standard text for instrument flight training and will be u ed by all instructors ill accordance with directives issued.

20

MAltlNE

AVIATORS AT CHERHY POINT WHO HAV~ IIIOT 5EEIII COMBAT DUTY LEAltN

GROUND DEF'EIllSE

''''~oTACTICS

IN RIGOROUS, TltAINING

"ROCRAM

Pt. Hums With Activity

Cherry
Maneuvers and Maintenance Busy Marine Corps Fliers Preparing for Enemy Combat

Rigorous Combat Maneuvers

Jl1ilior officers, ;regu_~Jars,' and reserves WhO., , have not seen combat " duty are reaping the , advantages of a rigor. ous training program in ... ground defense recently established ill the outlying areas of this base, With its thick woods, semitropical underbrush, swamps, and sandy stretches, the terrain is ideal for combat training. The course consi ts of one week of instruction in camouflage disipline and ground defen e, and one week in the field, during which time the trainee puts into practice th knowledge he has gained in the Brut week. On maneuvers the men eat K rations, sleep in pup tents, receive 1.1l-

struction ill the assembly of .30 cal. and .50 cal. machine _guns, ancifirc these gum and the M-l on the range. Most of the men took to maneuvers lik ducks to water, says the station. A { w broke some Fundamental law: of camouflage discipline by tossing match boxes and shiny refuse; such as tops of rations cans, on the ground, and by neglecting to replace native cut camouflage with fresh material. The latter offense is called "Robbing Peter to pay Paul."

Hard Landings
One of thefighting squadrons here was recently equipped with Corsairs after intensive training in SNJ-4's. In getting the pilots familiarized Some difficulty has resulted from the tendency of pilots to stall the landings

at North Carolina Station

22

in too hard. It is believed that this caused the wrinkles found in the skin on the fuselages of two plan , One wrinkle was about 2 fret long, running dia g 0n a l l v upward from the wingroot on the left side of the plane, with the bulge outx ards, The wrinkle on the- second plane was located on the lower half of the fuselage behind the oekpit, Thisbuf'-kled inw<lrd and was about one foot lnng. Until a more complete report can be made on thi trouble pilots have been rccormnended to make wheel landings. One a. cidenr occurred when a pilot making a slow turning approach to the left, lost flying speed and was 1.L1Iabl to bring up the !·ft wing before rutting the runwav, In an attempt, to recover, the pilot "hit the throttle" at the last .instant and it is he.lieved that the torque 'au ied the wing ro drop even lower. Although the plane was demol.ished, the pilot was saved from iltj L1r}' by his shoulder harness. .During the familiariaation period in Corsairs the squadron has been working jntercept problomswith.Charleston Control Area,

First Among the First

Marine Corps "firsts" are nothing new, but being first in the Marin' Corps might be termed creme de Ia creme, This station has the corps' first horizontal bombing squadron. Planes used are the famed PB]'sj better known to landlubbers as B---25's. The squadron is now formulating plans for the- intensified tra ining of tlight and ground crews in all phases of horizontal bombing tactics,

II
SlltS :

LETTERS

II

Epidemic of Groundloops
Rt'('cntly
OM

of the service squad-

In til!! June 15th issue of BuAer NEWS, on page 2"1e,under dale of JUlle 20, 191B, refer nee is made to certain pilots Bying witl1lbeR. A. F., SquadronsZl S, 21i,apd 218. l\t should be ';r interest, p"'-I'fic.ula.rly to- those pilots concerned, to know that the Commanding Officer of 217 Squadron R, A, _F, at that time is UIlIW Air Mar-shal Sir Wilfiarn W~h;:h,_.who is uow stationed in Washington -with [he Brirish Supply Council. A~'n'Mus L. GATeS, Assistant S~ctd{!_ry of ili« Navy jor A;7

rons here has been

Washington, D. C.
SIRS:

given all opportunity to solve a lew operating headaches that stemmed from a wild epidemic of ground-loops and forced landings by n w pilots. Re 'wring overhauls gave l,; _ ru . firsthand xpcrience to personnel. man~ of whom are just out of trade SdJOtlI. .Mo t of the work was performed un del' adverse weather conditions ranging [rom heavy rams to RandtoI"ll1S , . • Se'W"l'e enough in sume instance' to curtail work considerablv,

-*-

Inasmuch as the R. A, F. Headquarters, Cairo and the C-in-C, Levant, Headquarters, A lcxaridria, are desirous of obtaining BuAer lIWS Cor circulation In their respccLive orgauizafinns, it js requested that two additional copies of this publication be for.

warded to this office.

0111" l! OF TH"I!;

VAl.

ATTACH!!

Gairo, E!FPt

To correct the records on an item appearing in the Jllne Issue of B'U;ter NEWs., this cornm an d claims I he credi t £0 r on g-

Personnel in the Pink

What with softball, rUIJ~ over the obstacle cours e, and field march -s fOT all hands, officers and men of one of the squadrons hu(!' have had little opportunity to put on excess weight. The last I w Saturday afternoons have berm devoted to field marches, The first match was 10 miles and sorne; of the tend I'~ et developed hot boxes en route.

10ating the "Royal Order of Whale Bange-rs." Due cecdit, of course, is given Patrol Squadron 53 lor publicizing the organiaatlon and submitting the picture and speech whi-ch appears on page 23.
The story is this: ThrC1': planes of lhi$ command weft' operating out of an East Coast air station on detached duty early

this year, Late itl the afternoon one dear da.y, one of the planes was returning frOID a
mission, The P. P.

C.

_sighted a "spray

or

I,

S·,Day Weather Forecasts

08:STACI.E COURSE KUPS MARII\lIi'S FIT Is belleyed caused and Pow_"" The pneumatic the.t Ihis I.. il

TOIJGH

IJUREAU COMMENT-II
Irouble may reduce have been the buffeting . .•

Marines Facilitate Operafioos- Schedules

In order to fa .ilitate further the scheduling of aircraft operations at this station. a program of experimental 5-day weather forecasts was begun r cently. The forecasts, i sued on l.-Ionday and Friday of each week, cover expected sky conditions, precipitation. wind, tempera hire, and additional details when avail able , These forecasts are Issued in addition to the avia tion forecasts i wed every six hour, as well as the thirt -six-hour general Ioreca I which is is ued daily.

by smaU wheel. anow

whee".
"tied plied wing

Th& large

now
normcll

3-po;o.l Landings. down

muof be. ap. of sudden J. TOlrque

fog" about 2 miles away. He immediately proceeded to the spot andattacked a "larg1'.. submerged cigar shaped object," A report was submitted thru -the regular channels and "the powers that be" patte-d the pilot that made the attack and the derachrnent on the back with, a "well-done.' Two days lat-er a dead whale was found near the spot of the attack. In addition, the Anti-Submarine Warfare Assessme nt board _gave the pilot credit for one whale and no damage to the enemy. (VP-sJ report, March 4,1.943.) The incident gave lmpt'tus to rhe design of II suirahle emblem, Tbe medal and the speech of presentation were tlu; thoughts
and Ideas 01 a Iieu tena.nt of this squadron who had also commanded the detachment,
QUADRaN COMMANDER.

grodually when in a .10101 speed, left

condition. of pOWer 10 put left wing ftlfect Is twofold:

ClppHCClliont rea<jlonlend. 10 .1011 the

2, Prop .... uh coming ,

the left w1n9 down, ond lip on Ihe porI side iomd.
out "rot.

Patrol

Squadron

B I, A tlantic,

~ "Now tell mel what's yout idea of

strategy ?"

"It's when you're out of arumunilion but keep right on firing."

~Last week, it is reported, they a plane in eight hours flat. Five utes later a pilot took off in it. ham'S later the plant received a from him. It read, "I am in tralia. Please send engine."

built minSix cable Aus-

2J

Propener Accumulator Failures

Explanr:ttion and Solution Given
Failures of the synthetic rubber accumulator bag in the accumulator system of the Hamilton standard contant speed propeller have been re,fOJ-tcd by ervice, The prin ipal reason for failure of the present design, says the Bureau, is that tightening Q[ the ail'\(alve into the accumulator hell by means of 10 k nu ts causes ~hea.rillg tress to be sustained by bladder material in the annular region compressed between accumulator shell and raised edge of flange on ail' valve. This stress shears the bug around the air valve flange, causing leakage 01 oil around lock nuts and loss in air pressure; thereby rendel'in~ accumuIator Inoperative, ~ As this stres is maximum when bag is inflated, it is I'€commendd that no torque be appli d to nuts On air valve stern when bag is inflated. Careful checks to insure that correct pressure is maintained ill acoumulator bag is also necessary. A more suitable rn 'am of air valve retention in rubber a zumulator bag will be incorporated and replacement bags will be distributed as soon as they are available,

Clothing Outfit Should Be (omplete

Information has reached the
Bureau that personnel, both officers and men, are arriving in areas outside tile. United States, particularly in Australia, with incomplete outfits of clothing and are depending on supplem nting clothing by 1)tecUfement Irom commercial sources. In view 01 the difficulty of obtaiuing clothIng after leaving th Unit d 8-t tes, and particularly in Australia, where the supply of many items is short (e!l.per:iall}' those manufactured from cotton} and where all clothing is rationed, it is requested that all personnel take necessary steps to equ(1P themselves with complete outfits of clothing prior to departure from the United tates, Personnel in CV's and AOV's are advised to assure themselves of the delivery of the specified motor generator units and make prop 'r representation t the Supervisor f Shipbuilding or BuShi ps in case of nondelivery. A few gasoline-driven pawer units have been .allocarcd by BlIAer to dV'!i lind ACY's for trial use, These conist of a small gasoline engine whi h drivel>a standard aircraft generator (a spare from one of the planes may be used) . It is expected that the eventual soIution to external power' supply may lie in the .gasoUne-dJ1v n portable units. Pending services tests and initiation of production, however, presently supplied ships' equipment motor genera tor sets should be used. HAVE YOU A DlLBERT IN YOUR SQUADRON?

Patterns Save Man-Hours

Fabric Also Conserved
NAS,
MINNEAl'OLIS.-A

great say-

ing in man-hours

hall

been accom-

pli .hed at this station by using patterns for re-covering 2 airplanes. The patterns include upper and lower wings ailerons, wing and aileron tips, enter rection, rudders, elevators, and

tabilizers,
The Iuselage covering is marked. and ewed to exact size by using a flat pattern, the covel' then b ing pulled on over the tail; the Duly hand sewing required being for the handle open. ings, A saving in fabric is possible by

making covers up in advance, thus u ing the fabric widths available to

the b st advantage. Rib-stitching time has been reduced by using a premarked 01' notched flexible metal pattern 01' strip. These patterns have a h ok on one end to bold them tigbt against the trailing dge, The pattern strip is then laid against the rib, enabling the operator to locate the exact position of the rib~stittb holes. Theil' use facilitates keeping the stitches at an exact 900 angle. Irom the surface of the fabric.
[CREDIT TO ST,\l"l' RM!irvrLLE,
AND

SERG»ANT

R.

CB;APIJ'I' .•

B. T,

L"if£.'ll<T,

E. C. AM.M21l, AMM3c,J

External Electric: Supply

Motor Generafor Units Should Be Used in CV's and ACV's
Correspondeuce reaching the Bureau indicates that equipment provided to CY's and A 's for external electric power supply to airplanes either is not understood by ships' personnel or is 110t delivered, For 6Xternal power supply fa I' starting and electric and radio test, ! ortablc 24volt D. . and 12D-volt, ,800 cycle, A. C. motor generator sets are included as part of ship equipment to be furnished by the builder, These portable units are pluggrd into regular ship's power outlets, They are moun ted OD skid platforms for use with standard lift 'trucks. 24

Remo~ing Broken Easy-Out

NAS Devises New Method AS, .BRooKL YN.-A new method
of removing a broken easy-out from a cylinder of n F4'(o'-4- has been developed here by using an arc-welding set and a piece of wire. Ordinarily this could have been, accomplished by grooving around the easy-out with a hollow milling cutter until both ea y-our and stud fell away. The exceptional cases are those where the wall thickness In the housing that holds the stud is so small that an oversized stud cannot be installed. Where the easy-out has been broken off 0 that it extends out over one side of the broken stud, the same problem arises, This condition makes an ordi(Co11!in'Ued

on pf1:ge 2/i)

RATINGS IN NAVAL'lVIAIION
AEROGRAPHER'S
Raling" Chief Aerographer's Mate Aerographer's Mare, ~st Class Aerographers Mate, 2nd Class Aerograpber's Mate, :l rd Class.,

MATE
CAerM AerM I c AerM2, AerM3c $"138 114
Itatlngs,

AVIATION
Chid Aviation Pilot Aviation Pilot, l st .Ia." Aviaucn Pilot, 2nd Class , Dulie5! ActJ; as pilot
II il",~h i[J~.

PILOT
CAP APlc AP2c $138 1.14

96

78

96

Itellds

Dulies:

Jll!I'tE'Ol'O

Jutorprots wen Iller rln 1u, and dru ws "'eu th;>I' churt ~ fo,' I'Or'I'('''''U ng.
Related <ivil job.:

I"gic~ I

Instruments.

or co-pilot

[),,~~

:LP"iu I lin 1'1j!1I I ion

of ]Jbnes

and
1I1~(),

Related civil job>: Prtvure or t:~IUjJuerijaJ aiq huw Iii 11'\,

Meteorologist.

AVIATIONI
Ratings:

ELECTRICIAN'S

MATE
ACEM AEM! c AEM2c AEM3c $138 114 Aviation Aviation Aviation Aviation
Dulies: R<:IlIng$l

AVIATION

RADIOMAN
ACRM _ _ AR M l c ARM2e ARM:k ,~138

Chief Electrician's Mare Electrician's Mate, lst Class., __ Eh:ctri~iaIi'B MDt", 20d Clnss., , Aviation Elect[iciao'~ Mate, 3rd Class __

I,.,-iation Aviation Aviation

96

78

Chief 'Radroma n Ill!diornan, Isr Class Radioman, '1nd Cla"'s Radioman; :lrd Class

114-

96
78

Dulie~, In 'I a lls;

IIHJ,lIl tui us, ,Ula ]'('I.ln i L'~ '"-1I HE''[rlent \'<Jlli)ltmJuT ill ,Iit't'nl fL Relaled civil job" E11't:u'iei<llJ, t'h>Nril'l:IJ t'ngITIN'r, ulr('J';lfl Instrun.cut wurks-r; u ircruft e11'<:T tc 111U, lgnlttou I sIlecialisL

rudlo tl'aJl~llIittillg 1II1~1 ret'('i\-Ulg \''IlIiII1I1Pll1 of 11:''''11 jliytraiL Eu,'illb~)'i; '~1I11lio.>dllher:s IlJe::; 'uges.
Relgted civil jobs:
eLlgil1{,pj',

0tJl'rales

HUIHv l'epH I I' man, rudio cen sed radlo upel'ulol',

Ii-

AVIATION
Ratings:

MACHINIST'S

MATE
.RoI1n9·:

AVIATION
$138 j 14

RADI:O TECHNICIAN
AGRT
ARTIe ART2c

Aviation Aviation Aviation Aviation

Duties:

Chief Machinist's Mare ACMM Machinist's Mate, 151 Class , __ AMM Lc Machinisrs Mate, 2nd Cla.IS._ AMM2c Machinist's Mate, ::Ird Olass __ AMMk 'm·

78

9.6

Maiutulus und repuj,,:; afrcruft

~jne8, pr'ujJHI 1'>1, fu

I sy,,;n rus. urakes,

etv,
Related

Overate>'
elvl] 'jobs;

lI,aclJilll'

Rla'l' loolS,

AVlalion Chief Radio Technician Aviation Radio Technician, l st CLaBL_ Aviation Radio Technician, 2nd Class.c., Aviation Radio Technician, 3rd Class_ Dulie" MuillhLius und L't'pml'" aviation 1',\(11.1 equlpruent 11I1.l eqntpmeui uslug' vueuuru IlIh\, OJ 111I 111111',' rao1i\l-l~'pe- ])11 rts.
Related .ivi I job., f'uglueer.

,~r38
114

A.RT:k

96 78

!I1l'ehluLie,
JUlIinlpliaute

n I'ia Lio)) llU?l'It" I, Ic, f'llgll](, 1111111,uud t;IUl'l' juIJ ,

H,.dl .. l'\lVull' ruan atl(l rudlu

•
PRJ
CPR
C'

AVIATION
ltaJings:

METALSMITH
ACM AMlc
R",tings:

PARAC!-IUTE
$138 114Chid Parachute RiggeL P,It~chute Rigger, 1sl Class Parachute Rigger, 2nd Clas. Parachute .Riggcr, 3rd 013.'Dulie.,

.RIGGER
~ ~

Aviation. Aviation Aviation Aviation

Chid M~tal~U1jlh Metalsmith, l st Cia. Metalsmith, 2nd C]:,,'Metalsmith, 3rcl Clas'-

$]38

AM2c

AM:k

96
7!l

__ PR2c PRSe

J 14

96 78

Duties:

RI'llai rs und IlilliJlta illS II il'Cl'il,t"t }IUI'tS olher tuun ellg-Iul''; ami riuuuu-«. \\l",tal$IIIHlJ, sltintil.t,el', t i u . 11\ it II, pluwber, uvtuuuu malu; snuuce HIIW,
Related <ivil job"

I'uvks
IIlH]

rtcs.

and repuirs paJ'adllllt's. AujllllllllJI~ t'XP 'Ijl'll\'t~, Uar~·of tuhOJJ<'ratl:'~ sewing 11llll'lJille, .r. fallrir
worker, t'l\.:.

Related civil [ebs: I'll me1Uit'> UIHk

AVIAnON
Aviation Aviation Aviation Aviation
Dutief: RatingS!

ORDNANCEMAN
Rahngo:

PHOTOGRAPHER'S
~138 114

MATE
C:PhoM, PhoMlc PhoM2c Pho}"Oc ,~L38 114 78

Cl1i"[ Ordnance Ordrranceman, Orduanccru a n, Orduancernan, and n'lluh's

iobs:

ruan lSi CI:1."-2"d Class __ ~rd Cla" 'l"Lution H1'Uli{-

ACOM A01-! l c AOM2c AOM3c

96 78

Chid Photographer's Mate Photographer's Matr-, l st Class Photographer's MaLL, 2nd Class Photographer's Mate, :lrd Class.,

9'6

IIhlintnills
!lIi'llt,;. Related

Hunrlles mal

SLoWS

explnslves.

Dtrecrs naval l'h(l[(jgl'Hl~hk 11111[. Ju' srulls canu-rax In plu nes, ~r{ll,,;>s [11:'1'[111
mnpjringlIb"ljl~ral,hs, Related ';vil iobs: J 'lwtOI,P'tLLlh<,l', lB' ,...it, Ill'()j,,('rl em e)'11to)', HI"I'iul al/ljJ maker, till-

Dulie.c

<i.il

GUIl"]~lith, ele\'\riEiul', Insn-umeut uiukor, uud 01])(:'.'eiyil IJl'\'IJI"Hi,iUS.

nary system of removal useles , fOT it is so hardened and tempered that no

drill or cutter can cut through it.

To

make a hollow milling cutter that will remove all easy-out in that condition would necessitate.installation of a dub stud of such proportions as would make rt impracticable,

Work Ouf System

Charles Geller, ACMM (AA), with the aid of Reynold G. Carlson, AM

2/c, an arc welder, worked au the system of removing the easy-out [rom the cylinder. Using the "proper amperage and voltage, a %2" stainless-steel welding wire was attached to the broken easy-out, Then with four strokes of a slee e hammer made here the part cam out fastened to the wire. By using a jig that located the holes for the studs of the rocker-box cover, a new hole was drilled and tapped for a club stud. The surrounding dural

housing was not damaged in any way, but care must be taken to fasten the ground lead of the weldingapparatus as closely and securely as possible to the broken asy-out,

Game Board Checks Students

Ability in Link Measured
A'l'C, PENSAC l,A.-By use of a zarne board. students of an observation-eruiser scouting squadron at this center ate hocked in comprehension and ability in Link trainer; navigation, corrtmunication, and recognition weeks before they complete their COLLl"Se. The game board consists of two rooms, one with the Link and the other a ship with the "adrniral" and. his staff aboard. A typical problem is given to the student in the Link, who immediately begins his track until he> spots the enemy fleet, After transmitting his contact rcpm"t, th student sends In amplifying reports, either in code or by voice. The "admiral" decides the strategy and sends further instructions to the scouting plane. When the problem is completed a conference is held and all phases are discussed and corrected.
BUR~U COMMENT-Thts is another of Ih .. many useful way. in Which th" link ,all be "liIh"d 10 Further cadel ',ain;ng.

THE DEVELOPMENT OF AN IO'EA

Air Faciljtv Operating

Also Acts as ADU
.. AF, MINEoLA.-Thl~ Naval Air "Fa.cility, operating since October, was o;ffi i.aUy commissioned r cntly. Its PUl'POSe is to modify lend-leas planes of Am rican make for operation with the Royal Navy, Manned by U. S. Navy officers and men with an advisory British staff in liaison status, the facility also acts as ADD for lend-lease carrier aircraft consigned for use of the Briti h Navy.

_AND

SO

HAVE YOU A DILBERT IN YOUR SQUADRON?

26

/
/
/'
IMPROVED NEW JIG eORRECTS INDEll ERRORS IN LINK. BUBDU: SEXTANT:S USED IN CEl.ESTIAL NAVIGAT,OIN. JIG CAN BE MAOE IN ANV A&R SHOP

Quonset Uses Improved New Jig With Link Bubble Sextant To Ease Corrections
An improved jig has been developed at the Link Celestial Navigation Training School, Quonset Point, R. I., to permit squadron personnel to make corrections- in Link bubble sextants. Fleet and training personnel are becomipg increasingly familiar with the sextant, so that additional information on how to keep it working accurately is invaluable. It has been brought to the Bureau's attention that considerable tiUl€ is being lost due to large index: errors developing in the .instrumerits, requiring that they be sent to shops for correction. Using this jig, index corrections .can be made for 00 altitude which should satisfy average accuracy requirements. The procedure is sufficiendy simple that .iastruiuents on hand can be kept ready for us at all times. After a sextant has been adjusted to eliminate index error, the correction ;for spate bubbles can be determined and recorded) permitting accurate readings to be obtained, if necei sary to change bubbles dUFiTlg Right. Blue prints for construction of the jig and detailed .instructions for jts use may be obtained by writing the avigation Training Section, Bureau of Aeronautics, 6l College Avenue, Annapoli', Md. The jig presents no complications in operation or construction. It can be made in A and R shops at a neglig~ble cost and without. pecial equipment, by the regular shop personnel.

JIG S","VES TIME,

IS ACCIJRATE.

AND EASY TO IJSE

27

Shutting Out Sand

Penetration Prevented Through Intake
MCAS,
CHERRY POINT, .

C.-

Severe sand and dust conditions which prevail periodically here have caused a number of maintenance problems for line crews servicing F4 -I 's. One of th most difficult is penetration 01' sand and dust into th air intake and thence through the inner cooler into the blower unit. Sand acts as an abrasive upon the blower valles

red bunting is attached to it to attract further attention. The vertical strip a.t the inboard end is painted a contra ti:ng green, with th Bureau number of the plane stencilled on it. The step construction of the inboard end is necessary in order to clear the mboard air deflector vane. Penetration of sand into wheel brakes is another serious maintenanc problem. To ounteract tb:i condition, a circular wooden plate has been secured to the outboard surface of the wheel. WOl'k is now being done on a design far an improved devic

Wooden Bumpers Cut Damage

Bad Effects oj Rough Wafer

Partly Overcome on Approach

NAS, CORPUS CHRlSTI-VP squadrons her ill" confronted constantly witb the old problem of planes versus Tough water and inexperienced pilots. To reduc damage resulting from PEY's striking concrete TampJS, sloping wooden bumpers have been built Oil each side of the ramps. When a bad approach .is made, the plane strikes the inclined wooden obstruction instead. or the vertical concrete ramp. One iquadron is also constructing ramps to assist m talsmiths in repairing the bottoms of PRY hulls. The Inclined ramps lead to sturdy stands on which the beaching gear will rest. The metalsmith, who formerly had to lie @11 his back, wiLl 1']OW be able to ,it upright on a low stool while working on the hull. The inclined ramps will be detachable so that only one set will be necessary for any required number f beaching gear stands.

Kerosene Removes Sludge

NATC, PEN AC LA-Cleaning oil passages 011 airplane engines is a simple matter at th.e Engine Overhaul Division of the A .& R Dept. here, thanks. to the developrurnt of a kerosene wash tank. With this device, kerosene is circulated under pre Rlltf.'l tbrOiLgb. the oil passages to rem ve carbon and sludge deposits. One tao readily see by the volume of kerosene discharged Irorn oil outlets which pa,ssa.ges are clear and which are parl'ially plugged, .ANSWERS TO FLIGHT ~ROM NATAL
!S~e page 1. 050' 2. 3. 4. 6. 7. 157 mL 044" 98 It 1732 L",. 29'019' Long. 3'1" 48' I!) 130 1714 9. 10,

Pl.YWOOD

D£VICI'

S£:"'l.S'

"'III

INT"'KE

OPENING

WOOOEN

PLjlTI'

PROTECTS

IIR"'K·E"SFROM

SAND

and creates excessive wear and J' isultant losl> of pressure. A \'ery small quantity of sand will aim Jtr;c"c the super harger drain valve (flutter val c) :in either open 0)' .shut position. Removal of and and dust requires a major overhaul operation. To overcome this problem, a device was designed by a master technical sergeant at the suggestion of a Marine gutlOcr. It consists of a wooden plug of nine- ixteenths-inch plywood, shaped to fit the air intake opening, and bound with Me-fourth inch felt to create a tight seal. A metal handle is secured to the face of the pJug to facilitate insertion and removal To guard against failure to remove before flight, ea h plug i~ painted a brilliant reel, and a lO-inch strip of
28

I3UREAU COMMENT-Activit;". will And this app)icat;on benellcial in tllt.1 il prevents sand accumulating in the 1ntake whlle the plane b

parked.

This general subiect ha. b"en t,,,aled

ill Technical Note N.., 29-43.

What's the News?

YO!tr old sliitrmai»: are anxious 10 know what _').'aul' new unit is dui.li!!.. TIlt; only plac« [hey call frnd out is ou. [he [Jages 0/ Bu Aer NEWS. Naturally, if i.r not always t hr simj;lcj·t

II

5. 103 k S, E

11. 1832 12. 23 k, 120' 13. 215"

14. La~. 28· 54' Lal1g. 33"30' 2°21" 1955 5, E

thing

10 ploc'jJarl1

fOP'Y !I.r/d'-r

jne.,clIt condition S. Yet, you will probably admit .. some measure of ransisicnl (I f1 01'/ shouid be ajlj1iied to this need, SOo before yOI, f(J"rg(]/ it, tak time out and send Bu.Ae, NEWS (he dope about )'oU.r 1111it.

8. Lat. 29' 10' 5, Lang. 31' 59' E

lS. 16.

NOTE: The work should be tanslde,ed [Ofrect if the re.,ull.- f"n within th.e following· ,,,Ierance$: plus or minus 20, 2 miteS', 2 k..ats, 2 minules 01 time, :1 mhl1utes of latitude, and 2 minute. of longitude.

Frottl frb~en Arc'tlc_tonotlrop.ic$.,

Na y

aircraft !:tirlie,~s are'transporting coveys of fi~I'i'nng planes to immohili2.e the.

Radio Console Designed

Complete Drawing Available Upon Request
NAS, ST. LOUTS.-Thc Communieations Department at this: Station tion has designed a radio operating console, which bas greatly increased the efficiency of its operating personnel. The con ole, as •hown in th attached diagram, is compact, and allows the operator to handle the traffic on several frequencies with ease. Space is provided for foul' receivers, with speakers built into the console. The transmitters are operated from a remote panel which also ha microphone and key jacks. The mill is directly in front of the operator, who copies incoming traffic as received. Stowage compartments for message

attached to the thicker plastic base sheet. Under this transparent face sheet of the plotter the navigator can control, by a knob projecting through the sheet, the combination compass rose and distance' grid disc placed betw en the two surfaces. To' perate the plotter the .navigator places a standard sectional or regional airx... ys a

chart under the grid ruse between the top and back plastic sheets. He .positions the disc with reference to true and rnagn tit north.
---::k.-

The Coast Guard has a new rifle wbicll fires so rapidly, it shoots eight times before you didn't know it was loaded.

(Succtleds li~t of May 18, 19431 NUMBER A.ND DATE OF ISSUE OF LAST SERVICE AND OBSOLESCENT AIRPLANE BULLETINS AND CHANGES (CO TRACT CftANGES NOT INCLlIDED)

June 15, 194·3

Airphinr BD-l "__~ ." _~__ Bulletin 11 40 33 34 8
6

DatI.:' 5-22-43 5~22-43 5-13-43 5-13-<1,1 G43

4-l4.-43

CblU1jfC

JJatl' 1-30-43 ~ 6-43 5-24-43 3~30-43 5~25~·f3 5-24-43 5-25-43 5-27 43 543 10-26-42 5- 8-43 4- 1-43 ·1- 1-43 :1-25-43 5-29-4.3 5-29-43 5-28-43 5~28-43 5-28-43 15-43 5-25-43 5-25 43 5-25-4.3 5-28-43 5-2 il3 5-27-43 5-'19-43 5~19-43 5-19-43 3-11-43 6- 1-43
4,..24-43 -1-24-43

BD-2

~__ ~

F4F-3 ~ ~" ~ P4F-3A . ~ ~_~~ "_ F4F-4~. ~__._~ _ F4F-7" ~ _ FM-I ~ ..

F4U-L
GH-l

16 12S ]05
89

14

L2
6

~__~

~_._

l3

blanks and despatch form considerable drawer space operator to have at hand gear. Drawing available

as well as enable the all needed on request.

NR-l __~_~ T'_'_ ._~ _ N2S-3~ . ~_ __ OS2N-L~ __ O'S2U L ~ __ OS2U-,2 _ OS2U ·3 •. .~ _ PV-L __ . PV-3______ _ ._ ._~ __ ~ _ PEM-3 ~__ __ __~ _ I>BM-3C .~ _ PBM-31L_ __~__. _" PBN-1 _. _ •• __ ---T _ PBY-5 ~ ~.. __~__
T •

11

22 4.3 54 <17 3

4 14-113

5" 13-·t3 5-2fi-43 3- 3-43 9-l4-42 55- 8-43

33

91
56 II 22 21

s-

1-43

43

21

.,

24

21
34-

16 2

5- 8-43 5- 8-43 4. 7-43 1-20-43 5-24-43fj~24-43 .5-24-43 5-10 3 4-28-43 4-2&-43 3-25-43 4- 7-43 3-27-43 5-23-41 5-23-41

61 73 60 22 73 31 2 1.247

3~26-43

68 25 59
,17 25
7 23

PBY-5A PBY-5B

__~.__~ __~~

. _. _ • _

DfF Position Plotter

The D/F Position Plotter is a lightweight, compact instrument used {Q plot quickly and accurately the position of a plane, determined by radio bearings, The plotter- was developed

PB2Y-3 ~~_~ _ . "_ PBY2-3R _.~ _ PB4.¥-L " ~__~. _~_. . R3 L .~ R3d-2. ._. ~__ R3d~3_~ ~~_~ "_ R4.D-L __._~_~ __~ _ R5D L ~__~_~ ~_ R50-4. ~__~_~ ~ " R50-5_~ .__ ". ._ SBD-I.. ~ _ SRD-IP ~_. __ .~ __ SRD-2 ~_ SBD-2P .. ~ ._ SBD-3. ~ _ SRI;) 3:P_. "~ ._ SBD-,l.~ .___ _ ~_

37 2
4

119

12

.!!

. __

24-

9 1

36 54

51

2 I

5-26~43

5-18~43

8-24-42 1- 8--43

40

5-29-43 5-29-43
5-<29--43 &--29-43
1)

5-29-43

13 3 10 3 100 60 127 110

32 1.09 72

8-43

5- /:1,-43

61
54 16 6 5
7
I)

5-29-4325-(3
~.

SBD-5

NEW

DEVICE

PLOTSPL4f'iI':'S

POSITION

QU.ICKLY

SB2A-4 . _ SB2C-l __~ ~_. ~ _ SN~B-l ~_~~ _ gNB-2.~____ __~~__~_ S 'J-3~ ~ __ . SNJ-4 . ~ _ SOC-2.~ .' ._ ~_~~_ SOC-2A " ,_ SO -3A 803 1 S03C-2. SON-IA

~.

~~~_

5-29-43
_

8
19 12

5-26-43 4- 9-43 4- 9-43 - 10-43

5-]0--43

9 29

79

in coon ction with the training of instructors for Link Instrument Trainers at NAS! A tlan ra, The device weighs one pound and

SOC-a_

~~ - _

, _~
~

. __~
. .

_ _

SON-L

S03C~2C

__

10

S 69 6 18

1-20-43 6-26--42 1-20-43 5-18,-43 5-18-43.

6-2 43

IS 14 116 111 90

6 13 8

5~17-43 5-28-43 5-28-43 5-2 43 5-28-43 5- 4-43 5-24-43 5-24-43

5-22-4,3

consists of a stiff plastic baseboard. .A sheet of vinalyte plastic, frosted to take pencil and ink computations, is 30

TRl"-l __~

. __

~_~ _

3~
5~

~_

2-]g..... 1 20-43 6-26-43 5~ 6-43

431

10 39

25
2

'63 }O 118

5-22-4.3 .'i-lS-43 ;; 18-43 S-l8-<l3 5-18-4:1 ,5-43 5-27-43 1-20-43 5-18-43 5-1,8-43 5-25-43

Enlisted Men
Should Read BuAer News
l1us is just a reminder that SuAer News should b distributed among enlisted personnel as well as among officers at your station. The information it contains usually prm. es of value to ratings, and frequently their activities result in a technical Improvement that can be passed on to other stations in Bu Ae« EWS. SO be sure that all enlisted personnel in aviation receive BaA!!r NEWS!
7

TRAINING
All naval aviation a tivities, ineluding Marine Corp and Coast Guard aviation and operating units, ma)" obtain prints of training films by directing an official request to; The Chief of the Bureau of Aeronautics, Washlngton, D.

FILMS

Request from the Chief of the Bureau of Aeronautics

Ball-Bearing Lubricator
type sealed hall-bearing lubri alar to force grease into airplan bearings has been p r-

a. Functional Trailting C07Tltrltmd-via Training Command. b. apernting Units-vi.a Air Force Administrative Commands. c. Other activities-direct (0 Chief o£ Bureau of Aeronautics.

Varied Sizes facilitate NAs. BERMUDA.-An,ew

Greasing

T E. - Motion-picture pril'lt~ will be supplied in 16 mill. width and slide films in 35 mm, These film will be shipped for permanent custody,

NAS and commands may arrange to route some films to nearby activities from station libraries or designate films for perman nt custody of quadran or unit.

For these, as well as 35-Il'ltlL slide film projectors, direct request to: Chief of BuShips via Chief of BllAer via Chief of Bu Pers,

Projectors (16 MMJ

Portable Screens

Request from: Supply Officer in Command, aval Supply Depot, Mechanicsburg, Pa., or Naval Supply Depot, Oakland, Calif. (No Bureau refe:reJ!~e required.)

Spare Parts for Projectors

For lamps bulbs, ere. direct official request to ~ Cornmandant of the Navy Yard, New York 01' Mare Island, (Activities should obtain spare parts and accessories from local jobbers, where possible, until the present plan is completed to service requests through Navy channels.)

Requests for Production

BEAR IN," LUBRICATOR IS MADE IN IYIANY $IZES

fected in the A & R department at this station, Variou size' of the device an be constructed to fit the different types of

Requests for production of training films should be directed 'through regular channels to Chief of BuAer. It is essential that naval aviation activities loll Ow the above procedure in securing film prints and equipment. Th plan is designed to meet the special requirements of aviation activities in the most direct and efficient mann r,

However, il an excess of gre.ase leaks the bearing and the lubricator, a gasket cut from cardboard may be placed between them and the nut tightened. The grease ill forced into the bearing with a standard gun through a zerk fitting.
frOID between
[DESIGNED BY JA~E!'\
PERRY

AYRES,

AMMlc]

bearings which must be greased. His usually possible to oil the part without removal or using a nut lO hold it in place against the lu bricator,

ERRATulI1.-In ow' lase, for Hi. Grace the Duchess of Dorset, read, H rr Grace the Duke of Dorset.

"1 wish 1he IOld man wou(dn'l

be la

-The

Dublin Journal.

d.. nged d, .. mall ... !loul .he cI'~ d line!'" ..

31

Ughts Lick Tree Hazard

Enable Pilo's '0 Judge Altitude
NAS, PENSAOOLA,-Tre:es surrounding the landing mat at the aval Auxiliary Air tation, Bronson Field, form a natural hazard to night flyiIlg. As no provision had been made for permanent night-lighting equipment, one squadron. invented its own system which has proved 100 percent suecessful, As an aid for students in judging altitude, a erie of three portable boundary lights erected all masts approximately 4-0 feet high were placed just inside the trees at the ends of each runway. If a student can't sec the red lights he knows that he is too low, thus ,giving him ample fun to pull up, Since this system has been.in operation during night flying activity at the squadron, Dot one 5 -A plane has received a scratch.
BUREAU C01!1MENT-Tlii. recipe ,ounds 9'ood and should prove of v~lue to other IInits. Which bring. up the point of disse ....lnatlng ;nf,o'.... "lon. , Oon'I hide your Ilghi under .. bushel; Ie' otbers prollt from your developments, BuAe, NEWS is 'he bl'~' merHum for .preadlng the word on Idee. no", so impor. lanl as 10 'equire speciol repor".

(Silcceeds

UJJt dated

May

20, 194.3)

LAn;ST

NtrMBI~RS

OF ENGINE

B LLETINS

AND CHANGES

June 15, 1943

Prntt & Whitney Engi:"fll! Bulletin R-985~_____ R-1340__ __ R-l"iI4_O____ __ R-1535 •. _._ R-1830_____ R-1830 • ____ R-1830____________ R-Ul30_ __ R-1830_____ R-ISlO_ __ R~2000_ _ _ __ R-2000_ 174 191 192 216 314 815 316 317
318

Wright Date Bulletin _

Change

Change

1------

Belnglssued. Do. Do. Do. Do. Do. Do. Do. Do.

Do.

R-2000_____
R-Z$OO__

Preparing Map Surface

Morine Group Deve/opsFormu/a
MCAS, MOJ AVE.-A Marine Air' Group here has d veloped a simple recipe for preparing a combination situation map and overlay, Result are obtained by spraying any In.ap heavily with thinned airplane dope. (This MAG found the best was clear nitrocellulose. Navy Aero. Spec. D-12g; thinner T-25.) When it dries, the map can be rolled up. Original lines are. not crowded or obsoured, yet the surface will tak vivid TO rkings ill any hade of nonalcoholi Tndia ink. 'Marks can be rubbed off with a damp doth and new developmenrs or -installations inked in. Chinese marking pencils also can be used effectivel .

R-2800 • 64_ _ Rt-2.800____ 65 Rr2800 _ __ __ _ _ . 66 R-2S00 ~-67 R-2800_ 68 R-760 .•• __. -T---- _. R-760 ~. __ ._-R-97u_____ _ ~__ . __ __ R-975 .. . _'_ . . _ __ _ R-l,S20_ R-1820_____ R-1820 _ _ --_ li-1820.____ _ R-1820 .. __ __ R-1829____ R-2GOO______ R-2,600 .______ _ R-2600 •. ..• R-2600 ••. '_ R-2600.____ __ _ R-2600_ . •
R-2GOO R-2GOO R-2GOO. _ _ .__ __ __ _ __ . _' _

__

.____

319 31 32 33
63

Do.
Do. Do. Do.

.__

_ 79 80 __ . 19 20 326
327

328 --.---. 329 330. 331 83 84 85 86 87 8

89 9D

Being issued, Do. Do. _ Do. _ Do. Do. Do. Do. .00.
J

6---4-43.

Do.

Do.
Do. Do. Do.

R-2600_ -- ..• -- _-- _ R-2600_______

91 92
93

I ---_ __ _ _

. __ ,_ _

Do. Do.
Do.

Do. Do. Do. Do. Do. Do. Do.

Do.

R-SaGO _ ____ __ R-3!J50 ._ __ __ _ Conlin n(II1. •

R-67 0_

'17 I__~

16

Do.
Do. 6-4-43. 5-29-43.
I

R-670.
R-670
g.

•••

8 9 10

&-:9-'13.

Ran. er.___ -- -- '" _ 1_ Y-770____ _ V-770_.. _ _ L-6-4A.0____ ___ .

--~---- -----16- --_ 17 1 __

5-24-43. Being issued. .00.

Push in Right Place!

In spite of warnings against rnishandling airplanes, «green' crews on carriers occasionally use the wrong system of moving them on the decks, shoving against movable p~rtl> instead of at regular places. orne planes are provided with spots marked "push" for the information of deck crewmen, Shoving 00. the landing gear or the fixed part of the stabilizer might be used to PI' pel a plane, but not the \ving flaps and elevators,

as in th . photograph. The pilot of a plane which is shu ed frequently in this manner is likeJy to

BEST ANSWERS To Question~ on page 13 Ld 2.d 3.a 4.d S.d

get surprising response when the time (·Innes for him to operate the centrals.

32