Naval Aviation News - Apr 1943

8/6/2019 Naval Aviation News - Apr 1943

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RUFEIS, BE!.IEVED STRUCTlIRA!.~Y THE SAME AS ZEK WITH E)(C!'TI(>,'" OF F!.OATS U


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nation of "Hap" is the same, exceptthat "Hap' , is Mark 2 where "Zeke'j' Mark 1.. . Z e k e , i"Zeke' is the fighter which hotsbeenencountered frequently if! urrent op-erations in the Southwest and SouthPacific Areas. It is capable of a max-imum emergency peed of about 326ouk. per hour at an altitude of 16,000feet. An outstanding feature ofthisaircraft is its high tate of "zoom." Itcan "zoom" nea rly vertical] ~and the"zoom" can be continued for 1,500 to2,000 feet depending 011 the startingspeed, This should not be consid-ered, however, as 'indicatlv of the ratof cJimh of this aircraft, The rnaxi-

mum ra te of climb at sea level has beenfound to be approximately 2,75D feetper minute, Th service c:eiling isestimated at 38,500 feet. The normalrange of this airplane is believed to beabout t,290 miles at ]]0 m. P: h.,but by addition of a belly tank, whichcan be dropped at will, a maximumrange of some 1,870 miles at 168m. p. h. (economical cruising speed)is believed possible."Zeke's" low ",jng loading, steepangle of climb, well-: treamlinedstructural design and exceptionallysturdy construction make it a highlymaneuverable aircraft at moderatespeeds. However, In recent t stwhere "Zcke" was 1I0VII'1l in comba t.maneuvers, against several of our air-craft, t\VO points Of weaknes were

detected in the japanese fighter. (1)At' high speeds, the rate 0,[ roll is e~-tremely slow, and (2) the engine cutsout if the nose is lowered suddenlv to'.enter a dive. In addition to thesepoints, the vulnerability of "Zeke's"fl.lel and oil tanks is well known since

Let te rpressItwas not the fault of the mailservice that you did not receive

all April 1 issue of NEWS LETTER.A tually there was no issue bear-ing that dateline,Here' why. Fer isome timeit has been felt that NEWSLETTER should be printed byletterpress to improve its read-ability and to make room. formore text without adding bulkor weight. Considerable time-in planning and prodirctioa->was required by both the staffand the printer to change overto the letterpress process. It wastherefore thought advisable toadvance the dat of this numberto April 15:. .Here are the changes whichaccount for the new appearance;I. Printing-by letterpress in-stead of mulrilith, improvingreadahility ; 2. Frmat-sligbHytargeT. pages being roornier ; . 9 .Lig!lter stcck-i-giving as muchmessage, and more, in half theounces; 4. Design-whjdl dram-atizes certain items and gives allothers an e.qual chance o J gain .

ing yOur favor: .

these aircraft carry neither armor 'nor~eH-seaHng protection for the tanks,In s-ome instances in the past, it hasbeen reported that wings bave beentOTIl off Zero fighters. when recoveringfrom extended dives at high speed.The model rested. however althoughintentionally designed for Hght con-struction, appears capable of reason-ably high diving speeds if properlyhandled."Hap"There are several other types ofJapanese lighters at present in opl'!ra-tion. Prominent among these :1 5"Hap," a new fighter witt. nearlysquare wing tips, reported as superior

to "Zeke" in maneuverability and tohave an even higher' speed and rateof climb. Itis reported that japane epilots of thls plane havo not hesitatedto follow our fighte1' in power dives,which may indicate an increase instructural strength."Nate" is another Japanese lighterwhich has seen .servic inmany of thePacific areas. This is an older model\Type 97') and does not equal thespeed or performance of the more re-cent "Zelle" OJ' "Hap." "Nate" is be-lieved to have a top speed of approxi-mately 250 miles per hour at 13,000feet altitude, With maximum fuel,at economical cruising speed, :it is be-licved to hav a maximum range ofsjjgchtryover ],000 toiles."Oscar" (Type 1) is believed to bea more recent modification of "Nate."It has greater maneuverability anda good rate of climb but i. believed,

to be about a o miles pt'.f hour slowerthan "Zekc" at top speed. Like"Zoke," "Oscar" has an exceptionallylong range when carrying maximumfuel and is believed capable, underthese circumstances; of obtaining ap-proximately 1,700 miles at economicalcruising speed,In addition to the land-based fight.ers rnentioned above, there is also aZero floatplano called "RvEe." Ex-cept for substitution of the floats toreplace the wheeled landing gear, thisaircraft is believed to be practically thesame as "Zeke' structurally. It is re-ported, however, [0 be considerablyslower than "Zeke" and less rnarreu-lIerabkEng inesAll of the Japanese fighters men-tioned above ar powered with radial


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peller dis, Wing guns for this modelhave been reported but not confirmed."Natc's" armament is b lieved to bethe. same as 'Oscar's," although it isreported that a second 1 . 7 -1!tIlI.. gU!) issubstituted en some occasions for the12.7 mm.Otber Japanese fighters less fre-quently encountered include Perry,"

"Glaude, I' and "Dick." So far asknown, these are little used at thepresent time. In addition to thesefighters of native Japanese design, itis known that the japanese Air Fercehas in operation a small numberoC Messerschmitt 109 E fighters,Whether these are copied from Ger-man models or obtained intact fromGermany is not known. Up to thepresent, they have been encounteredonly insmall numbers.It is well to bear in, mind that

Japanese fighter aircraft appear to beused with rnin0l" al terations by boththe Army and Navy Air Services."Zekc" and "Hap,' although usedprominently by the Navy, have been'reported in operation with Army unitsalso. Likewise, "Nate" and "Oscar,"which have been reported most fre-quemly inuse by the Anmy , have, uponceca ions of emergency, been used bythe Naval Ail' Service,

air-cooled enaines. "Nate's" enginehas nine cylinders and is estimated toproduce about 790 horsepower at .analtitude of 11,500 feet. The enginesu-sed on theothen fighters are twin-row with fourteen cylinders, and arebeli ved to produce 900 to 1,000 horse-paWN at about 1L,500 feet. Thearmament of "Zeke," '~ufe," and

"Hap" consists of two 20-mm. Oerli-kon type cannons one in each wing,and two 7.7-(11m.machine guns firingthrough channels in the upper part ofthe engine cowling and svnchronizedwith the propeller, "Oscar's:" arma-ment j believed to consist of one7.7-11101. and one 12.7-m.nl. machinegun firing Forv..-ard through r . h e pro-


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W ho W akes T h e ( i u y ThatWakes - T h e Bugler?During a formation landing of

SNJ-4'sj the leader lowered his whee lsbut failed to lock them and thenlanded with sufficient throttle so thatthe tanding gear warning hom didn'tblow until the wheels were on therunway. The gear ga,ve way and theairplane settled on its belly. .sNJ-i-Change No.1, which penn-its a visualeheck to .insure that the landing g e a : Ti~ocked down, had been incorporated,bu.t tIu, pilot W'iL~ unaware of this.The Trouble Board was of the opin-ion that more care should be taken indistributing similar change informa-tion to all h ands ; that itwas obvillu,Irinadequate to incerporate the c;hap.gcand n ot 1 0f o)'1 ):1 pilots,t ! f I J Grampaw' Pet tibone S Q y s

The ' Boord's got somefhi'ng there!I'll vofe for t"hatiarnd it shouldn't betoo diffi.cult to set up a system in anysquadron whereby pHots ar'e informed of changes CIS Ih,ey are :in-stalled, particularly tbpse which inaily way affed flight operations.N o w They G as a U p A U of I E m .

A n instructor at a ;p rim ary llrainingstation flew an N28-$ for a period of1.7 hours and then returned to thefield to pick L ip a. s tudent for a checkflight. The g a : 5 ' truck had Je u the lineto obtaln more fuel so the instructordecided not Itowait to refuel h is plane.Tire Iuel ga:l.lg~ read two-thirds fulland he 115mmed he had enough fuel JOl'the Bight. After flying through sev-eral maneuvers the airplane waslanded at an outlying field where theinstructor-got out and directed the stu-dent to make !U X S-turns to a circleafter which he was to make. anotherlanding to pick up the instructor. Asthe student reaehed an altitude of 50feet on his last take-off, the engine quitand he was forced to land in roughsagebrush where the plane nosed over.

In reporting this accident the COJl'I-manding officer stated: "The stand-a rcl dot;trin c . .in elfeet -a t this stati0nhas provided for the refueling of train-ing planes after each fligh t, ,regardlessof the length of time training planewas in the air. This has been doneprimarily to prevent solo studentsfrom running out of fuel. The- doc-trine has not been mandatory insofaras qualified naval aviators nre G _ c m -corned. However, since this aeticlefltthe doctrine has been applied to anpilots regardless .of their qualifiea-tlons.'A i rc r a f t flight T i m eAn inereasing number of operating

squadrons are remiss about sendingin their "Quarterly Aircraft FlyingReport" (form N, Aer. 422). Whilethis form is short and easily filled out,It is Mmportant report because ofits use. in many different type!; ofwartime planning. Please cooperateby ~uhr rc it ti n ;. ! ;{ this repor t promptly, Ifaccurate .flight time of certain aircraftis not available, don't hold up thereport: estimate the missing time andrnake a note to that effect nil the faceoJ th e forrn.D u c k S o u pWhile simulating a strafing attack

af a speed of appro:.cimatdy 250 knots,the pilot of anF4F-4 reported thathe fiew thr-ough a Hoek of ducks, -sev-ural 0f which struck his airplane,This resulted in severe. vibration andsome difficulty in aileron control,necessitating an immediate Iorced

C lo se T h a t T u n n e l H a t c hIn a recent period of !1pprox-imateiy onemo-nth, three parsel

1JJanescaps.il"ed due to negli-.g,ence and carelessness on thepart of cognizant TJer'sonnelwho failed to close and securethe turtnel hatch prior to taxi-:ingor attempting take-off.

With (o ,mm en ts byG R A M P A WP E T T I B O N E

landing. The airplane sank; thepilot received only mild shock andsalt water immersion.

~ G rampaw Peltibo.ne saysIt''s my' opinion this pUot go f o ffmighty luckV. It used to be fun to(h~se ducks and occasionally "ba,g"

0, p,eli,can., but thai was back in thedays wh.en you had to have 0 " exirafas1 plane 10 catch a pelican. Withmodem., hi9h~s,peed aircraft, strikingeven a small bird may CGU5,e loss ofcontr-ol cmd result ina serious crash.I'm not accusing this -pilot of de-liber~tely running inlo ,;his fllo_ckofducks; I'm merely warning all andsundry to stay well dear of suchthings, if poss.ible. M y Dad oncetol:d me of seeing a straw drivent.hra.ugh a five-inch oaK free duringa tornado.Unad th or iIed F ligh tProves F a . t a lOne rainy morning a yeoman came

into the ready room of a tnuuingsquadron and asked fOT a pilot to flyhim to .., ueighhoringfidd to deliversome, official papet's. A new ~n3truC-tor (250 hours}, apparently thinkingthe yeoman had reeeived authcsiza-tion Ior the fljght, volunteered andproceeded. to request clearance 'fromthe squadron duty officer who was alsonew in the squadron. The weather.I..as "instrument;" and a U planes were


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grounded, hut the inc~p.GJ'iellced dutyofil..;er'inferred hOiTI h is conversation'with the pilat "hat authorizatiou forthi~ special flight .had been g i - v ; e n byproper authority within the squadron,An SNJ-4 was warmed up and t.hepilot took off and disappeared litothe low-hanging clouds which werethen at about 3'OQfeet, A few min-utes later, he became confused in theovercast and crashed while tryin.g toget hack into the fi-eld.BUR EAU SA V$:This c r-o -5h was undoubtedly(au,sed by themi-5undersfanding,lack ofjudgme,nt a,n,dinexperienceof the pilot and the squadron duty

c,ffice'r. tn vi,ew of the existiNg "in-5lrumen'" conditions, both of-theseofficers should have demanded defi-nite essurance that the flight wa~authorized bV proper aulhorUy. Theopiflion of the. rev,iewing authorityof the board of investigation is con-curre,d in: that proper indoctrinationwas lacking in rhls instance.There seems fo'be some misundet--stondi.ng as to who m,a)" release-flIghts and under what conditionsf]ijghfs may or may not be released.BuAer Manual, artideI3-l08,mab~s the commanding officer r e -spenslble for the release of all flightsa.nd further s.tates thClt he shall notpermit' aircraft to lake off when theslal'e o c f the weafher o r other cendi-ticnsieopardize the flight. Art.id@13-110 (aJ s.pedfles that no airCla.ftwil l be taMen into the air a.t any limewithout authority from the properseurea, as designated by the com-mClinding officer.SecNav leHer of November 23,1942,5ubied, "Instrumen} F:fying

Qualific(ltions, Instrument F , I i9 h tCilearances, o.nd Civil Airway Fly-ing," publ.ished in Navy'Department5emirnonthly Bullelin D~ December 1,1942-, is also pertinent to this discus-sion. This 1e-l1e.rlists instrument pilolqualiflccitionsand also cerlain Clddi~tional qualific.ations which pilotsmust fulfrll before being a:uthorized

to proceed on instrument flights. Italso specifies under what weatherconditions instrumehl'- flights may becl:eared' .For e-Kample, pilots, eventhough they hold instrument qualifi-catic.n cerUfic:afes, may not proceedon instrumentflighls unless theyhave at least 750 hours service fly-ing experience, plus (ertcHn other re-quirements, ond inst,rum'ent flights.may not be released for a.nalirpo.rfaf which instrument co'nditions e.xi'!>'- O r o r e forecast, Nei'ther of,these tworequirem.enls were met in the. uccl-dent under di.s(uss.ion; ,therefore, noteven fhe co'mmanding officer wouldhave baen authorized to deatthisflight ..The letter of the. Secretary oflhe-NavV prohibits all flights, exceptf'or'certain spedallyauthorized trans-port pilots, in which an aircraft isscheduled to land at any airportgoverned by lnstruman} conditions.this order is equcllyappl.icCfble ' 0local flights. Co'refu.1 study of thesereferences is recommendecl to alleeneerned,S quad'ron L ogs andWa r !D iariesThere seCI;JIS to be a misunderstand-

ing in tome squadrons as to the re-quirements iOI' lrla~ntaiDillg subjectrecords, Navy regulations do not, litpresent, requireaircraft. squadrons 10rnainta io or submit s:quadron logs.Certain wing and forte- corrunanrlers,however, require the maintenance ofmughlog'S by aircraft squadrons. Thebureau does not desire to interfere in- ,my manner with such requirements.The following references contain

the wartime requirements for thepreparatitm ,and submission of WarDial'fr .S and Special Action Reportsby aircraft &qu,a drons,

((!) eND and COMlNGH jOi~lt Rer


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if sufficient ceHin'g exists, andwill proce~d to the vicil1ity ofhis ship or station or other suit~able point. The pilot should notbe in a hurry to land..iNormallyevery adval'lltageshould be taken of communica-tion facilities in order that per-sonnel on the ground may begiven full information and thatsuggestions may be received.Before losing altitude fhe pilotshould test out controls in cruis-ing condition at slow speed,then lower wheels and, if con-hoi remains, lower flaps and re-duce speed to approximatelylanding speed, then tryout con-trols with power on and withpower off. If d sClFe olfitudecannot be gained for such C Ichetk the pilot should exerciseextreme caution in taking suc-cessive steps to put the oirplanein landing condition and in re-dudng speed."When hazardous cond:itionsrender a safe landing question-able the passengers should beilnformed, if possible, and givent.he option of using parathutes.In the event that a safe landing

speed cannot be maintained inany condition, other occupants(if any Ia-nd pilot have no re~course save that of abandoningthe airplane. In some cases,w'here serious structural or con-trol damage is apparent, andaltitude does not permit ofexperime ntati on, a ba ndo nmentmust be executed without hesi-tation or delay."After a pilot has tested his dam ...aged plane ond made up his mindto land it, he must use extreme carein plcmning his approach so that he

Cdn easily keep within fhe safetylimits of speed and angle of banktbat he has previously determinedby test at a higher altitude.6

T he titde T hingsIt was just a lli"ulething, that smallrip in his life jacket, and -he wasn't asis~r Besides, he wasn't going to befking over much water, 0 he took off'and promptly forgot about it. Twohours later; while flying over \'eryrough terrain, hi engine began to cutOld. There was not a field in sight,50 he headed Jor the Cj)"3,~t line andlanded several hundred yards oftshore, The Ianding was hard, pal"-tially due to the rough sea conditions,and the airplane sank before he w a sa ble to g~t ou t the life taft. It wasthen he wished that he had exchangedhis life jacket, ba . J . ; : there befol'' leav-ing the field: [hat would have beenthe sensible thing t do, And itwould probably have saved his life.for he wa .. drowned in attempting \~swim ashore in the heavy sea,A tten tio n S ec tio n Leaders""!tile leading hi cetion in for a .practice. primary formation landinu a- Qsection leader neglected to -allow suf-

ficient room for his o. 2 man L O clearan obstruction to port. Th" No. 2.man was concentrating Ol his leaderand fgjled to see th obstruction in

HeNeglected~i!!IT o F a s t e n H isSafety Belt

-time to avoid it, resulting in extensivedamage to the airplane,BUREAU SAYS:ThiS' is further evidence that see-tion leaders must be continuallycautioned as to their responsibilities

in formation work. In order to buUdup that necessary unswerving een-fld'ence of his wingmen in his abilityand judgment, a leader must at alltimes show consideration to theman,d prove that he has the. welfareof the entire formation in mind dur-ing Cinymaneuver-Beware of The Leeward S ide!A primary instructor was coachinghis student through a practice landiagat an outlying field. The approachwas low and when the airplane wasover th e boundary fW1 c e it suddenly

dropped, hooked the tail wheel III thefen c, landed hard and groundloopedto the left through a fence and into aditch, At the time of the accid snt a25-30 knot wind was blowing. Thelanding was being made on the up-lope of a small hill which blanked outthe wind and caused the airplane todrop unexpectedly as it cros:sed thefence into the field.t ! J j J G r ampaw Pettib on e sa ysThere's another natural phenerne-non, closely alljed to this one. which,I believe, maybe was invo.lved in Iheabove accident; that is the down-draft which is entounJered on thelee side of obstructions. When yo ...fake 'up gliding you will finally be-come such an expert on air currentsthat you will eVen Tearn which sideof a cloud to approach to get an up-dralft.Alaska pilots soon learn to avoidthe lee side of cliffs and mountains.The down-draft is so vicious in this

areCi under Ilertain wind ecnditlensthat you get sma&:ked right down tothe ground, despite anything you oryour airplane (an do.tots of things to remember, andlois of flight ha:r:ards in aviation,aren't there? But remember, a hez-ard recognized is half whipped;there then only remains fo take'he nece ssorv avoiding action. Thercailly 5qd cases are those whichoccur because of ignorance.The bes] dog 1m sentry duty, the

Marines have wryl) ' observed, is theone that wi l l stay at it, post urrtil prop-erly relieved.


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In sign ia , M eda ls , B ad ges , A w ard sR e s c u e r o f R ic k e n b a c k e rP a r t y A w a r d e d A i r M e d a lThe Ail' medal has been awardedto Lieutenant Willia.nj F. Eadie, U. S.

N., for his successful rescue of theRickcnbacker party ( 1 ) 1 1 November 1.2,1942, after they had been adrift inthe Pacific since oe tober 21.

The citation accompanying Lieu-tenant Eadi' award reads:'For meritorious achievemeut whileparticipating in. all aeri a l H igh t aspijot Q f a scouting plane in search ofthe survivors of the Rickenbackerparty on 1\lovember 12, 1942. Dis-

covering their tiny raft after a search

fOil MEIIITOIIIOUS ACHIE\lEMENT IN, AIR FLIGHT

oJ more than 10 hour J LieutenantEadie knowing that ever)' momentcounted after 20 days of hunger andthirst which these wen bad endured,brought his plane down on th OpWsea neal' the raft. Placing the mosts-e,-erely injured m an in the- cockpit o fhis small ]i!lane, ..nd lashing the other",to the 'wings, he taxied reward his,base 40 miles way , until given assist-ance by a passIng hip, His coura-geous and skillful ac omplishment 01this dangerous mission was inkeepingwith the highest traditions of theUnited Stales Naval Service."O b s e r v e r s i I n s i g n i aIt has been brought to the attention

of t,he Bureau that many .officers UQ-del' dl1.ty involving Hying as TechnicalOb.~ervers are wearing the Naval Avia-tion Observers' .in: jgJlia, That isnot in compliance with the Navy Uni-form Regulations unless the Oeicerconcerned was de ignated a NavalAviation db erver after tho cornple-tion of a duly prescribed course ('I[instruction. The last officer so desig-anted was de-signa ted about J 930.Orden to duty involving flying as aTechnical Observer arc not a designa-60n as a Naval Aviation Observer.Offil::en; and men serving in f l ight

crews WIU be eligible to weal' an in-signia made up for aircrews. Certainofficers on duty involving fiying asTechnical Db-server, such as naviga-tors permanently assigned t- o aircombat crews; wil l qualify for this in.. ._jgnia by th e nature o f their duties,A ir C r e w I n s i g n i aAs a result of numerous recommen-

dations from the Fleet, an Ail; CrewInsignia has been approved, givingrecognition to the air-fighting abilityof Hight crews.The-insignia is intended primarily

for enlisted ratings, hut commissionedand warrant officers, other than thosedesignated as naval aviators or naval

observers may be eligible to receiveand wear' it . Excluded also are en-Iisted ratings with the designation ofnaval aviation pilots.The insignia is (0 0 be worn on the leftbreast. When worn with r-ibbons ormedals, the Air Crew Insignia will be

uppermost. A miniature, scale one-half of the original, is to be worn wheumin iature medals are prescribed,The requirements for award of the

Air' Crew Insignia are as follows:(a ) Having served, subsequent toDecember 7 194-1 for a total periodof three months as a regularly assignedmember of the Air Crew of a combat-ant aircraft ,( t) "Combatant aircraft" shJj.ll becnnsidered as all 0tletai ing aircraft o fthe Fleet or Frontier forces, and ex-cepts utility aircraft which apt' neitherdesigned nor fitted out lot offensive

(or defensive) operations.

(2) The term '~regu]arly assignedmember of the Air Gr.ew" shall be in-terpretcd literally and shall be .ub-stantiated by the battle-station bill ofthe unit, under uch instructions thatmay be approved and promulgated bythe Bureau (if Personnel.( b ) Having suffered injuries orother physical irnpairment, while en-gaged in combatant operations sinceDecember 7, 1941, as a. regularly as-signed member of a combatant air-craft, which precludes the pO$sibilltyof fulfillme-nt of the time requirements,stated in uhparagra.ph (Ill) above,and is recommended by the O()ID-manding Officer of the :unit inwhichinjury or p - h y ical impairment was:received.(') Individual combat stars ""ill beauthorized by Unit Commanders inconformance wi th insrructions issued

7


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B

by Commander - in - Chief, UnitedStates Fleet, to those rncmhers of AirCrewswho-( 1 ) Engage enemy aircraft, singly

01 ' i ii f o rrm 'l ti on .(2) Engage armed enemy combat-

ant vessel" w] th bombs, torpr.does, ormachine gl,lm.(3 ) Engage in bombing OJ' off m-sivc operations against enemy fortifiedposi t ions.(4) A maximurn of three (3 ) com-

bat stars will be awarded for displayon the Air Crew Insignia; combat ac-tion report, in excess of three will becrr-diteri. only in the record of the indi-vidual concerned.

( d) Personnel, qualified by' theprovisions of subparagraphs (a ) and( b ) above, may wear the Air CrewInsignia permanently,No definite date has been mentionedas to when these insigriia will be avail-

able, but it is supposed that they maybe looked for around the first f May.A ir G unne r's BadgeGiving recogni-

tion to the special-ized training andbattle statio ns ofA ir Gunners, theSecretary of theN a v y has ap-proved a distinguishing- mark to beworn on the sleeve of qualified per-sonnul.The badge, which parallels the dis-

tinguishing marks already authorizedfor the Gun-Captains and Gun-Point-ers of the batteries of combatant ship,UJay be worn by enlisted men whohave su .cessfully com pi ted the pre-scribed course in Air GUI;I .ner ,or whohave been qualified in accordancewith approved standards,The mark (a winged machine gnn)i worn between the shoulder and('[bow of the left arm for men 0 1 theseaman branch, and right arm forothers, Vertical height Ior the markshould be approximately two .inehes.

Tripi/vT. "I'm Mrs . jones. I'd liketo se m)' grandson. who is on du tyhere."

D.O.: "I'rn son)', Madam, he'saway 011 leave just now-c-attcndingyour funeral."


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N ava l A via tion 191 8APRIL I-The British Rdyal Air

Service and the Royal Flying Corpshave combined to form the Royal AilForce, tlre purpose being to have theBritish Naval Aviation reinforce Armyaviation, Several missions were sentto Washington to point out the ad-\'llntages to be gained if the UnitedStat W01)ld do likewise, AdmiralSims. and General Pershing vigorouslyproposed this amalgamation.APRIL 2-L' Base at t. Trojantaken .Qvcr by United States Navy,Commanding Officer Lt. v: C. Grif-fith, U. S. Flight operations be-gan August 31, 1916, using LaPru

flying boats ( French). L J nahl e toobtain spare 1P~\.Tt~. Endeavored toreplace French equipment with Arner--lean.APRIL 2-United States Kite Bal-

loon Station at Castlctownbere, Ire-land, taken over from British undercommand of Ensign Carl N. Sh'1l,11-way , USNAF.APRIL 10-LTA Base (It La Trill'ite established with Ensign C. M.Johnson U. S . N. commanding,

Scarcely completed before rmistice,

APRIL 15>-Gunnery and BombingSchool [or United States Naval AV1a-hun established at Moutchic, Com-manding Officer, Commander R. 'N.Cabaniss, U. S. N.Estahlisn d byFrench in Desember 1917. Instruc-

tion course best of all Knowh systems.Became a practice to give all newl),arrived pilots Irom lnited Statescourse at this school to polish themup- From beginning until July I ,1918, graduated 62 officer pilots, 12enlisted pilots. and 49 enlisted ob-servers. From July 1 10 October 1,J 918, graduated 60 officer pilots...


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whole subject is that li e -saving equip-ment often defeats it own @Urpos"hen irnprop .. !y handled.Lowe-ring life rafts unattached, for

example, freq uently constitutes ahazard because some of the rafts hitTuell alreadv iu the water, while othersarc carriel away out of reach. It issuggested that, instead, a line be at-tached to each raft and that one manfrom the hip's rescue squad, with twoturns around the rail, lower andrelease it.Jumping overboard with kapok life

jackets also causes injury at times,for 'if the collar or top trings aretied, the impact of bitting the watermay force the jacket upward andtighten the strings around the man);neck, strangling him,Collar and top strings should beleft untied to prevent this. In addi-

tion, if the- arms are held down clo. eto the body, the force is taken upunder the arms and diverted fromthe neck. f \ . - better method, wherepossible, i to ease- into the water byline or ladder at a point nearest fheraft.H i g h F l y i n g B i r d sCarrier pigeons are important littlebirds to the armed forces. They often

ate used to end messages from recon-nai sane planes forced to keep radio

silence. One draw-back, however,has been the fact that the air at 10,000feet, which is an operating altitude ofsuch a plane, is too thin lor the birdsto fly.As an answer to this particularproblem, the Signal Corps has riggedup a canvas-covered. wire cage. Thecarrier pigeon is placed in the cage10

F i v e . .O c e a n N a v yIn hi'S annual report to the

President, the Secretary of theNavy has di closed that theNation's projected "five-ocean"Navy will be in active servicebefore the end of 1945. TheNation's over-all ship produc-tion program w as scheduled Iorcompletion in 1947, Mr. Knoxreports, but at: 'derated con-struction has broken all previousrecords and the entire authorizedtonnage, with the exception ofseveral large units upon whichwork has been suspended due tomaterial shortages and time re-quir'f 'mel1ts,v.':iJl have been com-missioned and placed in .erviccbefore the close of 1945.

and the cage tossed out. At a pre-scribed altitude, an au torrratic open~ing device free the. bird and thepigeon tiles w ith the- mes~age to itshome- base.R e m i n d e rAll requests for aeronautical charts,

navigational aids, and CAA publica-tions, such as Weekly Notices to Air-men, Radio Facility Charts and Civilir Regulations should be directed tothe Hydrographic Office. TIllS willeliminate unnecessary paper work anddelays in the delivery of the material.This announcement is made as a re

.minder, inasmuch as the Bureau is stillreceiving these requests from newlycommissioned ships and newly estab-Iished bases.V M a i l W i l l G e t It T h e r eWhen you send a Jetter by airmailyou want it to get there in a hurry.

When you send any letter overseas youwant to be sure itarrive8_ If youwant to be [ast and sure J send it by VMail.These are V Mail's two big advan-tages: it'~ fast because jt has prioritvover all other types of mail: it's sureto arrive because the original lettersare kept in this country while the VMail copies are photographed onmi rofilm and sent out. If one VMail is lost in transit, another copyof the fetter is forwarded.In the past couple of months, over1Q,000,000 V Mail letters have beendelivered, taking up the same space


13/36

buoy was that t>here was plenty ofmom" and a miss just meant goingaround again 01' drifting up or downthe river until one got the engineturning over again.The Brazilian beaching ~1~W func-tioned very well and their p:nly handi-cap W


14/36

A l T l I Y P-40 pilots forced down in tiljungles by bad weather, out of gaso-line. Tw of the pilots WN,C Vi kedup from a nativ boa t on one of thecanals in that region; ami an Army sal-vage crew later was flown to the samelocality and put ashore to salvage theP--4Q's, One of the pilots of theP-4fl's turned up J J days later havingcome In Irom th e J'loi'th shore q[ theAmazon by native hoat.The might}', muddy Amazon is a

sight to behold, with forhidding jungleson . 1 1 1 sides, and is h -ld in awe andrespect bv all who navigate it or itstributaries, Several flights wert' alsornade carrying United States A rmy andCAA personnel, to calibrate the radiol'angf' station SOOJl to go into op irationat this point as an aid to various ferryOJgaijizalions.C o n v e r t M a r s I n t o C a r g oC a r r i e rThe Navy's Fatrol bomber Mars ibeing converted into 11 'cargo vessel atthe Glenn L. Martin Co.'s Baltimore

plant and will soon enter the. Navy'stransport service.The Mars, whi 'Ch has be -n under-going tests fUT several months. has beentripped of h r tactical equipment to'pt'ov~de room for heavy and hulkyfreight. Other changes 'previde Lortheinstallation of Wtight Cyclone engine'sof more than 2,(JOOhorsepower. Acargo vrrsion of the Martin PBM-3patrol I omhor is also being producedin volume.O t h e r w i s e , A Q u i e t D a yRemember the old-time movieserials in which the hero escapeddea th one week by the skin of his

teeth onl to find himself worse offthe next 'Saturday? Here's a reportthat packs a dozen Saturday episodesinto ne "quiet day". It come froma navy pilot who fought in the NorthAfrican campaign. He's now recu-p rating in Wa hington I took 0 1 1 ' ill a small observationplane of a new type and not too well

known throughout the. Navy. ThegQod old ship U. S. S. _promptly turned loose her antiaircraftbatteries and smashed the plane onthe first salvo."I bailed out at a rather high alti-

tune to make S U lJe of reaching thebeach on landing,12

"The French turned loose theirp.o1l'lpoms at me whiJe I was corningdown and nicked The with shrapnel,"I landed on-the beach. While I

was lying there nursing my wounds ahalf dozen Arabs rushed out of thebushes and threatened to slit mythroat if 1 made!' a sound. Then theystripped me tlf r-verything but hirtand shorts. They seemed delighted.over my clothes-c-especially my hoes."I lavon the beach for bour~ andbt't'arne' badly sunburned, In Iacr,that did more damage than the shrap-nel wound ..."Finally a Navy launch picked meup and took 11:11;' to a ship, [wasstrapped to a stretcher and the

stretcher snapped to the. deck. Shortlythereafter the ship was torpedo d.The stretcher was freed from the deckand I went overboard till strapped toit. I fortunately Ianded upright andfloated around awhile untiJ againpicked UjJ."Aside from all this it was a quiet.day."

I m p r o v i s e d T o o lPATROL SQUADRON 73, ATLi\!'jTIGFLE:t;;T.-A special tool for removing

and installing an accessory sectiongenerator oil seal, made in the Ina-chine shop of this quadran may provevaluable to every iquadron engineer-ing department that maintains R-1830-8'2 or 92 Pratt & Whitneyengmes.

TOOL 'F'OR GENERATOR OIL S'IOAL IHS,TALLATION

During the first hundred hoursafter installing a completely over-haul d engine, its aco essory genera to]'oil seal negan to leak so excessivelythar tlre airplane was restricted to localflying. It was felt that the enginewould have to be Iowcred from the.aircratt in order to remove and rein-stall the oil seal as the special Pratt &Whitney tools, numbers PWA-J575and PWA~1361, were not available,

Dwight R_ McGinnis APil', whohad previous machine-shop experi-rnce made the tool shown in the pic-ture. A lY2-ineh socket wrench wassoftened by heating and remoVIng thetemper. With French machine-shoptools, it was milled down so the twonipples on the socket fit the slots inthe generator seal and urned down toits present shap on the lath, Thetool Wi,S then heated and reternpered.A piece o f %-inch armor plate wasdrilled and turned to fit the generatG.fhold-down studs.With this completed tool the wornaccessory generator oil seal was re-moved and a uew oil seal installed innne hour while the engine was in-stalled in the aircraft.BUREAU SAYS: Thi!'i 10n1 may beused satisfactorily on the R-1830'swhich have the g~Ilerator oil seal heldin place wjth a slotted nut, Not allR-J 8:;0':, do. Unfortunately the R-1830 Overhaul Manual o n l y specifiesthe tool used on engines which havegenerator oil seals held in place by ap-resii fit, Dwight R.McGinnis, APlc,is to be congratulated on his ingenuItyin manufacturing this tool under theadverse condi tions jJl'; 'u1i:1l' to thislocation.N a v a l P h o to g r a p h icS q u a d r o nFLEET AIR PHOT0GRAPl-Ua SQUAD-RON Orill.-This is the first navalphotographic squadron commissionedand equipped as such, and it i . o ; nowintended to bring the photograp,hjc"baron" horne 'in the combat area ..VD-l is equipped to be sell-sus-

taining, and that means really owninga let of gear. The problems of ob-taining such gear, especially advance-base equiprn ent , are manifold. Hatsare taken off to the Marines andtheir all-comprehensive "Table ofBasic Allowances," which is a Sears-Roebuck catalog less. illustrations ateverything in the way of equipment,All pilots are pleased with thePB4;Y-l airplane. I t> ; performance,rang, fire power and stability make

it an excellent and versatile photo-graphic airplane. Naval Air Sration,Sa,)1Diego did a swell job in modify-ing squadron planes for the. specialphotographic equipment required,and was also of gr at a sistanc inironing out various other modificationand installation bugs.


15/36

N ew M e t h o d o f F i l l i n gB r a k e S y s t e mSCOUTING SQHADRON I-D 1'2.-Thetwo rnethods listed in th Erection .and

Maintenance Instructions for OS2 -3' have not been completely satisfac-tory in eliminating all air traps in thesystem. A new m ethod devised bythis squadron's chid aviation Ma-chinist Mate E. L. Sutton, USN, hasbeen used for a year with, sari factoryresu.1ts. Several other SO Squad-l'OIlS have borrowed this procedure.

The additional equipment requiredincludes a bicycle-tire pump and afitting similar to the one shown inthe drawing. First install the over-flow tube on the master cylinder onthe brake. pedal as shown in the fig-ure. Remove the round head ma-chine screw Irorn the hexagonal headbleeder on the cylinder on: the brakeflange.Install the special fitting in place of

the round-h ad machine screw andattach to it the bicycle pump, whichhas had I::beplunger removed and

Jn~tal\"special


16/36

N A V A LA V I A T I O NA G L O B A LF O R C E

- THE. extent to which Naval Avia-tion bas become a global fort,e

is best exemplified in pictures. Be-cause this war is being fought onevery surface and in every elementof the globe, habitable or not planesof the Navy are required to be ona tive duty over virtually everywater-s-and many land areas-frompole to pole,How is this significant? The[aval Aviator, let us say, takes up aJICW tour of duty at a naval air sta-tion that rna}' be antipodally sepa-rated from his previous station, He

14

is faced 'with diametrically differentflying conditions. Climate, weather,temperature, light have becomeparadoxically, constant variables thatexert profound infl uence upon Tlyingand upon all aerial warfare, Forthis reason, the aval Aviator todaymore than ever before, must bebountifully informed-s-the master ofmany sciences related to aviation.No one realizes better than theavy pilot how legion are the tasksof Naval Aviation in its global role.He knows that while he, alone andunassisted, can O y a plane and per-

(Cr:m1in, , ,ed 011 page 15)


17/36

l' SCENE DURING A.TTACK O:N "lAP 1i~,EET. BU'II~:ING J"P S,HIP IS' ,DiCI,RCLEO. : J . DESTRUCTION 0,1' TWO lA;PANfSE PLANES :1N,"N EN,CA.CEMENT WITH' U,S.


18/36

form the mission assigned to him, a large force is requiredto service that plane, keep it limber and in running orderso that it will function smoothly and well the instant itis needed.

NEWS LETTER/S photo section attempts to picturize theglobal character of Naval Aviation and, at the same time,to indicate the diversity of tasks its crew are.called uponto perform. .No matter how complete such 'a sectionmight be, at best it can only skim the' surface, 1\ 0 number-less and varied are the subjects that must be covered.

(Colliinutd, on fmge 26)

FROM THE. BOW TURH.ET OF ". PBY GUNNER CONTROLS THE SKIES AHEA.D


19/36

- A G L O B A L F O R C EAT PENS,Il IlDLA A.N INSTRUCTOR S!lOWS STUDENTSHOW TO !lOLD AND HANDLE AN AERIAL CAMEIlA

MESSAGE TO THE JAP F'LEET


20/36

cia s by Lt. "WC8 Brown: So popularis this intimate Iorrn of combat in-struction that cadets beg for moreafter the regular periods are over.

S w im m in g i s S t r e s s e d a tP r e - F l i g h t S c h o o lsNAS, SA'ITLF,.-Th.i station has

received many requests for a descrip-60n o f its dummy submerged COCkp i tescape drill, used in the station swim-ming :p001. Since early fall, when thedrill was put into operation, manypilots and light wow s have receivedtheir fir t experience ill escaping froma sinking plane.The cockpit i of actual size, with aIrame-work of wood surrounding aregular F4F seat, attached to which isthe regulation safety belt. Metalweights arc attached inside this frame-work to aid the cockpit in sinking as itslides down the runway, which rUJ)S ona sli~ht angle almost parallel to the sideof the pool, Four ropes are used tolower 'and raise the apparatus. (It issuggested that construction of cock-pits be -made chiefly of metal a , withthe use of wood, considerable weightmust be added to make the cockpitnonbuoyant. )After an explanation and demon-stration have been made, the student,dressed in lull winter flight gear, life

jacket, and parachute, with ~afety beltfastened, sits in the cockpit and is low-red to a six-foot depth. He then re-leases the safetr be II and escapes:to thesurface. On the sec ndatternpt, theplane is lowered and tipped upsidedown a"l a ten-foot depth for theescape,The pre-flight school at Chapel Hill

also reports the use of this apparatus.

ESCAPE DRILL, CtiMPING ONTO DUMMY COCKA>IT

18

It states that, in addition to escapingfrom the submerged. cockpit, studenrsalso drill inhelping matesonto stretch-ers aiding' the wounded) swimming.with rifles above th,eir heads , climbingup and down cargo nets, swimmingunder water with clothes on and prac-titing the tired swimmer's carry.

TEN SECONDS UTERI CADET RISES TD SlJRFAC'E

Upon reaching the urfaoe, theparachute should be released and thelife jacket inflated. Better water bal-ancc is gained I: W i;;.king oft' the para-chute, but it . hould be retained as it isbuoyant and Jtlay have Iuture value.Participants give a hand signal ifthey arc i.mable to release themselvesso the operators may return the cockpitto the S1.Irace within a few seconds.To make th e drill more realistic, a

wiru of 100 to 200 yards in flight gear,after the escape, may be added.Other innovations are binding oneorboth arms to the participant" side orty ing both leg, together and, after theescape, having him endeavor to tal'afloat for ten minutes or sw irn a shortdistance, irnulating broken arms orlegs.D i s a rm i n g T r ic k sPRE,FLlGH'l' TOWA ClTy.-""PuJ1 a

knife on lTIC," "TJ)' to strangle me;'Pull a gun and try to shoot me," urethe strange invitations bei-ng traded bymembers of the ship'S crew at the IowaPFc-Flight School.Bloodthirsty? No; the men are

j].lSt looking [or a chance to vracticethe disarming tricks of hand-to-handcombat taught in a special evening

T r a in in g O f f i c e r s f o r C V ' sa n d A d v a n c e d B a s e sNumerous requests have come tothe Bureau of Personnel r rom carriers

and advanced bases 1 -0T officers quali-fied to et up and onduct .ertairipha5es of training in those sbips Ofactivities. Qualifications for this typeof dut}' are (I) graduation certificatefrom the Free Gunnery Instructors'School, Naval Air Station, Pensacola,(2) Familiarity with use and mainre-nanee of gunnery synthetic devices,( 3) ability to conduct courses in rec-ogruhon tramrng using approvedmethod of high-speed exposures" and(4) at least 6 months' experience in arecognized training activity.Training activities will be req uested

from tirne to time for the nominationof officers who meet these require-ments. Offi rrs who desire this typeof duty should wake early effort tomeet the above requirements.R e c o g n i t i o ' nRequests for eq uipment, slides, pro-

jectors, manuals, devices, etc., shouldhereafter be sent direct to the Chiefuf the Bureau of Aeronautic~,atten~tion : Recognition Section, Trai-ningDivision.The custom of directina these re-

quests to the Officer~in-Cbarge)N. T. S. OhiQ State University, toDr. Samuel Renshaw, Ohio StateUniversity, or to individual officers onthe &:tafIof the school is to be discon-tinued as it has frequently resulted inconfusion and lack of coordination.Repairs and replacements. however.can be ordered from the Bureau ofAeronautics Liaison Officer, OhioState University Research Founda-tion, Columbus, Ohio.The following units, who have

trained instructors of Recognitionavailable, are erttitled to this equip-men t : Regularly establ ished Naval


21/36

Air Training Schook Naval 'F Sta-tions, Fleet Air Wings, ev's, AGV's ,AV', pat r 0I squadrons, CarrierGroup s .Operational list ofA irc ra ff a nd Surfacecralt

Ear ly in April, an official Opera.tionaJ List of Allied and Enemy Air-craft and Surfacecraft, which hasbeen jointly accepted by the Armyand Navy, will be distributed throughthe regular channels. Instructorsshould be guided by this list in teach-ing Recognition, taking special noticeof aircraft type names and shipclasses. The lis. will be revised period-ically to keep pace with tactical andoperational changes in the use ofplanes and ships by the Iisted nations.Plane'> and ships of the following na-tions will be mclud d : U nited States,Gl!eat Britain, Germany, Japan, Italy,.and RUMi.. {Aircraft only).

United States Ship ChangesBecause of major structural changes)the general appearance of the follow-ing United States, Ship Classes, hasbeen radically altered and currentrecognition materia] on these ships isobsolete: BB: Pennsylvania, Nevada,

COlorado, Tennessee, ew Mexico.DD: Porter, Mahan, Old FI\l~h.Deckers (4 stackers) .Additional changes arc now inprogress or are projected 0 1 eh e nearfuture on other ships, and wil! be sent,as they develop to . all recognition in-structors, Ships listed above shouldbe removed Eroill the teaching coursesand material on these ships etasideuntil new Iides, pictures, etc., can bedistribu ted.N e w P ictor ia l M an ua lA new Recognition Pictorial Man.

ual, published jointly by the Army and_ avy with valuable advice and techni-

cal assistance from the British, is cur-rently on the presses and will be readyfor distribution early in April. In itsinitial form it will b made up solelyof Aircraftvcovering almost the entireoperational list of the major warringnations. Coverage of each- plane willinclude the hree familiar silhouetteviews, architectural renderings, actualphotographs in flight, general statis-tics recognition characteristics, and ashort general interest story, A glos-sary of recognition nomenclature, abrief outline of th problems of recog-nition and a short description of filemethods of teaching recognition com-prise the editorial introduction.Y - 1 2 T r a in i n g P r o g r a mA new Navy college-training pro-

gram, absorbing most of the studentsnow attending college with mlistedreserve status OT with probationarycommission " will be inaugurated

- -W ha t 's w r on gw i ththispicture?--------------------,.(A 11.S. ie r on / Iagr' .'12)

You should be able to detect the trouble at a glanCe. If not, turn to page 32 Ior theanswer. Thanks for this picture, first of .a series, are due the Naval Air Station at 0


22/36

ahout July Lst with the enrollment ofstudents (0 he stle~led fT001 exami-nations to be given early in April.The now V-i2 program leading to aNaval .Reserve eommlssmn is open toqUD,l~.fyjrtg enlisted men of the Navy,Manne Corps; arid Coast Guard, aswdjas recent giaduat0~ of high'Schools and prepat'atory sehools, Allstudents accepted [O~, training will beordered {~).col-lcgc-~under contract toth e NallY and -g o on active duty inuniform under military disoiplinc.Thev ...vill be rated as ,appr,rl1.ti~e sea,men: United Stat-e~Naval Reserve.C a d e t D i s , i p l i n eNAS, GLPoNVtEW.-Discipline still

.is a. ~trQng part of naval aviation (rain-ing, as ex,l!wplrned hy tlaese penalties\Ilhich may be invoked against cadetsat the primat'y f l ight training schoolat Glenview, Ill.O fJ e1l5(J: Dangerous flight conduct.

PC1I , ( l$ty: A s r ec omm e nd ed by A.v: ia-tion Training Board \.based on seri-(iJUSHlISil). Twenty-five hours' rampduty, 2 . . _ " i demerits, and permanentr~str;c.tion.

Offense: Absent over leave or lib.erty 1 to 2 hours,

Pe:najl . 'J' : rren hours' ramp duty, H)demeritsc, and 30 drlys' restriction.O ff ense: Absence unauthorizedIrorn Hight line UI" ground school class.

P'81lai t) ' : Six hour,' ramp duty, ~demerits, and 'l weeks' restriction,Og,'iJSe: Lse Qf profane language.Penalty: Four hours' ramp duty, tl

de-merits, and 1 week's restriction.OjJ( } ru~ ' Clothing, gear, or prpp-

erty adrift.Penalt: Two hours' rarnp duty, .2demerits, no restriction.F l i g h t I n s t r u c to r ' s T r a in in gA- V( P) and A-V(T) officers who

,,1'(,- to be finally designated as navalaviators before their as~gnUJent aspilots in the aeronautic org:mizHtit;m< , ejll follow procedure thaLlur~ beenlaid out by th e Bureau of NavalPersonnel.

AU personnel ftom the Navy CAA-"WTS flight instructors sthool~ are tobe sent to the Naval Air Station, NewOrka_n~, (--Of' the instructors course andfor delfig-nation as naval aviator,Frorn there they I...m be scm to dutyat Primarv Flighi 'Training sd"inDkAll other A-V(PJ and A-V(T)

OffiCtlTS whose first tour of du ty isllrimary instructing are to be sent tobrief courses of naval flight trainingat a Primary Flight Tra.ining school,fQrground instruction and Nighttrain-ing ::1$ riecessary. Alter that, theywil l take the prim.ary instructors'course, NAS, NC'I"iOrleans, rot desig-nation as naval aviator and furthertransfer to a Primary Fligh t Trainingsehoel,All A-V(P) and A-V(T} officer'Swhose n~"t dirty will be other thanprimary in~nucting wil] be sent to an

Intermediate Training Center for abrief course in naval f-light trainingand designation as naval aviator, asIn the paST.Naval aviators 01" naval aviation

pilots previously d~'jignated and w hnrequire tereshe~ traip.i,ng will be scotto an Intermediate Training Centerfor- requalification.D u n k in g S e n s eTht' need fo], more atterrticn t\ life-

saving cqu.ipmf'ntl;r"s recently em-phasized by a "dul1kilJg" case reportedto News LETTER.A pilot 'was forced to land jfl the

water in a eombat area. He reportedhis. plane sank so fast that he never-snw it when he surfaced, The plane'sraft functioned perfectly but the pilotwas so handicapped by his chute andglOaT and the current was so 'swift thathe couldn't catch it. However. heopened his scat-pack boat and climbedin. During the proce~$! a nail in hisshoe tore -a hole in th e fabric and hewas forced to patch it, which he didsuecessfully. During tbis l ime he losthis cmergency rations.Upon taking stock of his gear hefound that hi~flares were useless, the

I I S t a U (6f~eup)----------------.

A PLANE CRASHED 'l'IffiOUGHCARELESSNESS IS ONECHEC~-l{EDUP FOR IDROIflTO!

~-

tint aid ,kit not in good shape, thematch case held fish bait and nomatches, there was no compass, theknife was all rusty so that itwas :im-po~s.iblc to open, ~d he had nncanteen.Fortunately he had five vials of

chlorine, E';'ery' time a !ibar.kmade apa~" at the boat, the. pilot used a .- vialto drive .hirn Qff with considerablesuc-cess.Summing lip the above, all changessuggested by tho pilot are essentiallycovered ill the !V'", equipment Hi . _ : ;

suggestion about chlorino has beenunder study, Several publicationscover rafts and dunk-ing, the principal_( lOE: being D UT /k in g S en Hl, issued 'bythe Busean (If Aeronautics. As thesecontinue to be distributed, the needwill be remedied.Howe-ver, it must be sti'angly

pointed out:I. That $'raund crews should inspect thereseue gc:ac Iurnishcd with planes,2. That pilnts and aircrews inspect th~ir

gMr ,,~ a check Oil the above.g. That pilots ana aircrews learn andpraC1 ic d unking d rill.Nfl equipmeu t however efficient and no

instructio tIS however tho'(ol!gn' can do it allthr'rnselvr's. DriJJ and ;n$p"cti011 are ther t ia& ter keys to $Jfe t r .A A F T r a in in g L o n g e rA complete revision of the Army

aviation cadet pregram e':ctenilll theperiod of training far cadets ~rom8Y ;to 15 Y 2 1 : r 1 O . n t ! 1 ) : s .The training periods of the- newprogram _arc as follows:( 1) Two m0l1t;ru of basic training,(2) Five- months of academic sttrdyon college campuses. The cadet takes:18Q hours of physics and 60 hours

each of modem history, Rog-lish;, s=s-raphy, rnathcmaties, and trigon ornetry.(-3) Sueccsslully completing his- col-lege COlU"Se, the cadet is sent to theA A F cla%llC;;tti011 center to determine

hi.~ fitness f Q r bring a navigator, bom-bardier; 01' pilot. Then he 'is -ap-pointed an aviation cadet and receives,a dv an ced :R igh t


23/36

"[(NOW Y O U R S H IPS

1 '''''hen Dilbert won hi. Navywings, nobody in the worldwas impressed-except Hilbert,

4 "One of our destroyers," hemused. "I'll just jaunt througha few maneuvers rOT 'em."

2 He w as "a pilot after a fash-io n " and knew shapes-vbut ofcour e n t ships or plane>

5 Dilhert was going along gr ndwith slow rolls & th-ings, un-til he flew into a wall Q J flak.

8 Dilbert gritted his teeth. Hekicked her ov I' and headed infor the kill, hi". glInS blazing.

1 1 He 'heard a chorus 01 angryvoices. They were Arueriean,not Jap. Dilbert Was overjoyed.

' -~.4 " ' I3 Olle day Dilbert spied a shipcruising; and fiew toward it.He didn't know it was a Jap.

6 He fumbled for the stick a~dpl.dled aut, then took refuge ina cloud staying there an hour.

9 Sud d e n \1' everything wentblack, OiJpcrt c a ille to, inthe drink, minus a good plane.

12 But not the voices! TI-I!,ywanted to poke the wise guywho shot at his own shipmates!

....---AND I'LLKNOW MINE! '-Ditbert always said-----,

-Mustering courage. }1( ' peekedout and. below, b -held a car-rier. "Another jap!" he hissed.

\Nct, brok n and! limp .. he washauled aboard a 'Sh ip andsprawled over the deck to dry,

10

21


24/36

A ir c r e w m e n T a k e G r o u n dT r a i n i n gNAS SA N FOR]J.-The air rewmen

.in the Ground Training School attills station are receiving instructionin engineering, radar, radio and COlTl-munications, gunnery and miscellan-eous topic related to aviation train-.ing. The program require, eightweeks of cia sro ore and pr-actical in-structlon,M o r e A tten tio n to F f e eG u n n e r yThe following opinions on the im-portance ef free gLUIl.Cryhave beeQexpressed by experienced combat per-sonnel :1. The al t of handling a fr e gun 01' tur-

ret t"'H!';'Ct ivei) ,is as difficult to master as the3,11. of Brio!; an ai rplane,2. No existing training program does

mope than cover the early stages of an airgunner's schooling. If ,hoyoug'hly compe-tent gunners ate d1:sire.d. constant trainingmust be arranged for.3. Meagre references il l combat report);

indicate that insufficient attention is paid tothe an- gunner and hi, training experience.

rtlERj;'S NO ANTIOOTIO AG:AINST A GOOD GUNNER

It has been Lclt by some that theimportance of the he gunner is farhom being fully appreciated. Thiscondiricn rarely continue after a unitbas been in action, [or ~ gunne-r'sability immediately assumes great. im-pcrtance when the Zeros starr attack-ing, This i~nfortunately, a latehour to recognize- rhe importance ofgood gunnery! or- to do anytltingabout it.Considerable time and training are

22

required to develop an air gunner to ad E',g rc e o f sk ill that will s pe ll " po iso n "for enemy fighters. The problem con-fronting the rear-seat gunner is a realone, and pilots and responsible officersof multiple place aircraft squadronsare urged to become thoroughly ac-quainted with it.

V o ic e T ra in in g f o r . F r e eG u n n e r sNAS, PE;Ns.t\coLA.-The suggestionof the Naval Air Station, KaneoheBay T. H., regarding voice trainingof student 11' 1 ' 1 ' gunners is soon to becarried out. Ae Pcnsacola 3A-2 trainer

rooms are arranged in g tOUps of four.Each room will be connected to acircuit 'controlled from a centralpomt,The gunners will wear ear phonesand throat mikes, They will rnake

pertinent reports to the controller whois the imulated pilot" uch as: "Be-ing attack d from port quart 'r" ;"Bandit shot down"; "Two banditscoming up astern"; etc. The con-troller wiJ ! acknowledge and note de-ficiencies of technique.A sintilar arrangement will be usedin the turret shed where the training

turrets will be similarly wired andcontrolled. This t ra inW:g is necessary[or the advanced firing at Gulf Bathmoving-target range where turrets ;:)1"6u ted, Control of fir .is difficult toexercise without proper voic com-munication. B y using the turret and3A-2 time fOT ~bjs additional purpose,the course o r instruct jon is. not length-ened.A i r b o m b e ; r T r a in in g U n itNAS, j."CK SoNVfLr.. - An Air-bomber Training Unit has been estab-

lished at this station to train navi-gator-bombardier student officers inall phases of horizontal and glide-bombing. The SNB-l is used forinstruction and all piloting is doneby naval-aviation pilots, 111 additionto attending- the various pre-flightschools" officer under instructionhave previou~ly completed an 18-week CO\J'~e in Navigation at Holly-wood, Fla. where they were .ornmis-sioned Ensign A- (S) and de iznatcdtechnical obs rvers, Upon the com-pletion of 12 weeks of insrru tionthese officers will be assigned to activeduty as .naviga;tor~bombardirs.

K n o w s " E m A l lPill> FLfG,HT, ATHEXS, GA.-Cade-t

D. C, Ring didn't know one airplanefrom another before joining the V-5program, yet he's never missed once inN &lLInstructors report he's made a totalof 520 itlentificaeions 1,n cla sroomtests-and every one correct. And if- it weren't for the fact that Navy mennever gamble, they'd lay you 8 to 5that Ring's record won't be equalled,The idBI1tilication instructor attrib-

ute Ring's extraordinary faculty to aphotographic mind. Anyway, it CANhappen h reoN e w C o m m a n d .s t oS u p e r v i s e T r a i n i n gOperational Training Commandshave been established under both theAtlantic and Pacific Fleets to super--

vise operational training of crewsbeing assembled. for new constructionand conversion, training of tho e shipsafter commissioning, and periodic re ofresher training for crews of operatingvessels.Headquarter:'! of these commandsare now located at Naval Operating

Base, orfolk, and Destroyer Base,San Diego, respectively,D e a r F o l ~ k 5

AS JAcKsoNVl;"LE,-A Recogni-tion instructor at this station whoclaimed he was too tired to write anordinary letter horne to the folks ap~parently could muster the energy todisburden himself of the news in thistouching ballad:

With my jiee,pj' disposit ior:A1.td Tn)' 'nin.a. lJn RecognitionI halJe lilac lime 10 unit eA nil less to .lily. 1 4 " e are 1 i J ~ 1 IA71d doing fqir, lOU Ilia)' Ja}'~Ve h ao e no care as ure'tre lea-rnedTo manage things the Nav)' WilY,Fot " lime ur e ha d athletics(S om e ~r lig _hl te rm . i! apa;lhelics)Wilh the idea riza.! the '!IeJl beTrim and fil. J Was p::hippedI nt o a coma find ate t,uice asM "all or home an d I found thatM}t ambition i~ 10 sit,I ho fie TO 'U and ,;II (1'11 wellAnd tho] Pidn',; doing suiel!And -of coal and tire. andCas .l!OU have enough. SinceI'm pre . 1 ) , / J 10 be 'tmny, laueAnd kisses, simd more. monlfY,A'M) I'll. writ e again luk e " 111 (we lif(ffllaiI 7rjlJ re st ufJ.


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Mud shoes of canvas on a steel tubeframe also were made, 'providing ade-quate support (01'4 IT I1 ; !n on fairlymuddy ground. Each shoe has anarea of about 2 square feet.

B e t t e r U s e o f M a p sNAS, SANl'ORD.-A new techniquehas been developed at this station inthe use of the lAA .Instrument LinkTrainer. It has been found that. asheet of glass can be laid upon the topof the operator's table, over the mapor chart to be employed in the training"fligh t." The "spider" traces thecourse Hawn upon the glass, ratherthau directly upon the map or chart.Alter completion of th " flight andstudy of the trace by student and jn-structor, he trace can easily be re-moved from the glass by 'means \ ' . i f acloth moistened with solvent. Ex-penditure of the map or chart is thusavoided.This technique makes it practicableto use g'enuine maps and charts o r thekind actually employed in operationssin$:e th e. . arne map or chart may beu ed repeatedly without being darn-aged in any way.It also effects a substantial avingof time when training in cross-countryinstrument flying. This is aCCOlTI-plished by placing urrder the glass aectional chart, or sven a regionalchart. At the point of destination alarge scale chart of the landing areais . placed under the -glass and on topof the sectional or rezional chart.Th reduced : calc of the sectional 01'regional chart condenses into a muchshorter than normal time the cross-country portion of the "flight," butwhen the destination is reached thelarge scale chart of th landing areaautomatically comes into use and the, let-down" requires the time normallyinvolved.M a g a z i n e M a p s f o r C h a r t sNAS, PASCO, WAsJ;f.-Natio:oal Ge-ographic Magazine map have served

all navigation charts twice when thedlanrf1- to escape came to men trappedon jap-occupied islands.Last spring a group of Briti h sail-ors escaped from Java. to Freernantle,

Australia, in a small sailing vessel. Itwas no. until the boat was severalhours at sea that it was discovered

there were no charts, An old copy ofthe magazine with a world map in itwas found on board and served for the.navigation 01 the 2,OO(l-mLletrip,Earlier, two American officer' began,~ 159~day voyage in a small boat withnothing but magazine maps and cosn-pass. They ucceeded in gettingthrough to Australia despite enemypatrols.B e a t i n g t h e B o gMARINE GLIDER GROUl' 71, EAGLEMOUNTAIN LAKE.-Pr'd\Ilpted by anHem On the wamp buggy appearingin the March 1 issue of Nsws LETTER;

this Marine Corps station publicizesits own "magic carpet"-a xmtribu-tion to the science. of rescuing person-nel marooned OJ1 muddy terrain.Designed by Technical Sergeant(now Marine Gunner) Otto C.Vieweg, U. S. M. C. R., the yamprescue gear consists of canvas strips30 feet IQng and 3-12 feet wide> withI-Inch-square wooden strips securedevery 3 inches. Under test, this de,vice supported three men on land thatwould not permit wa1king. The car-pet can be tolled into a compact bun-dle and is believed to be' very usefulas part of the equipment of a rescueplane.

V V e a t h e r - B o a r d ~an}.,TAS,DALLAS. - The Dallas aero-

logical office is using an h Q u r I yweather-board map which has calledforth much favorable comment fromferry pilots. A composite picture ofthe current weather within the tern-tory covered by the hourly teletypesequence is quickly revealed mainlythrough the use of colored chalk. Theblackboard is erased at the start ofeach ('quaKe and entered in coloredchalk as described jn the ke y all thefollowing page. The entire station isentered in the basic color for contact(,yhite) instrument (yellow) orclosed (red) conditions, weather de-terrnining, except any form of precipi-, tation and that is always green.One board alone is not 'adequate asit allows no comparison. " B y placingtwo identical boards ide by side, it is

easy to compare the present weatherwith the 'past. 'The size of the boardis a variable facto!'; amount of wallspaCe available, radius desired, et

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cetera, will r0g'ulate the s_ize; but -3scale of four inches equalling onehundred mfles. seems ideal.Extreme flexibility is obtained by~crmitting an y desi,red i--:d"onl1ation ttlhe recorded 01' changed. Fronts canbe ' clraw,n in wi th their appFopri'atecolors ana followed simply and nc-eurately, route fo[(ra;~ting i~ readil)'accomplished, alternate airports art"easily spotted, and many other ad-varrtag~ are _pre~ent that ca'tJ only berealized after u~ing this systern,The station circle I I I the size of a

dhue and divided in half to allow entrvof the amount of sky coverage for twolayers of douds. The 'orrfcspo;'ldlngheight o f the cloud derk is ' entered illhundreds of feet to the righroJ thestation abbreviation. An ordlnarvpencil sharpener will sharpen chalksatisfactorily for neat figures, Icingconditio1l, as reported by pilors canbe nntered abovc n station with thealtitude included. Itmight prove de-sirablc to enter the cloud symbols onthethr-ee~bourIy n~pnrts.Station circles are painted white,

abbreviations 'are ye l loW, and sratebOl.lndatjll~ red. A,: ,ccepteo OAA air-ways and radius circles may also bedrawn in.

W h a t l N o H ula ?NAS; BAABRSPOINT, OAHU,

T H.-In a setting of coral, kiawitrees, and sugarcane, officers and en-listed rn ell, assisted by civilian con-tractors, are constructing a 1.1eWNavalAir Station litBarbers Point, not manymiles from Pearl Harbor. Navalpersonriel selected fOT the task havebern joiped h y veterans of the South-west Pacific area.The' climate is reported to be sobalmy that Miami arid Los Angeles

would be proud to claim it for theirown. However, men with ordersreading Barbers Poil'll should disre-garrl p ictu res o f H ula girls 1 :1


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C on s e r v in g M K V II T o wT a r g e t s

l\fAS, FORT LAl:DF.RDALE, FLA,-Inorder to conserve MK VII tow targetsA. E. Bell, AOM~c has devised alloversize ring for the throat of the sleevethat has mat srially reduced th e num-ber @ f torn sleeves, parted shrouds andcollapsed ring~. One target has madefifteen take-offs and is still intact,The principle is that of a shork ab-

sorber, The oversized ring which ismade from l:~,iol\ steel wi re .is ap-ter than the ring in the throat of toeproximately Ii ! inches greater in diame-sleeve. Secured to the smaller ring byfasteners thru the grommet~ it servesto .keep tht- target f"l'om scraping therunway inpull-ofl' from the field.As tht 1% (III steel wire is hard tog_et the gUIl,ller)' department uses therings from the throats of old targets, SHROUDCutting the ring to increase the diarn-

etc!' leaves a space in the clrcurnfer-ence, but this does not materiallyreduce th efficierll,)),of the idea, MARK VII TOW TARGETS "'OW CAN BE CON5E1.VI';PBY THE USE PI'SHPCK-ABSORBJNG OVE.RSln RING

A rmy aircraft.always providedliving quarters.Transportation wasbetween planes and

K i l l i n g T w o B i r d sCHAPEcLHrr.L PRE-FLl.GUf.-Busi.ness. is served with pleasure at thisnaval aviation training school as thepre-Bight cadets learn lessons in COlJJ-munications and get the war news atthe same time. Here' how it is done.VVhen the news commentators nar-tate the happenings of tbe clay for

radio listeners in North Carolina thecadets are- at evening chow, A ste-nographer takes dOW11 the news inshorthand then transcribes it andtypes the material. An hour later,when the cadets have returned totheir room , a radio man. tap out thenews in code. An amplifying systemcarries the codified news to ihe cadetsover the entire station. Tho, e whoGall do-code get the news.; those whocan't miss out.T h e D o p e ' s A w a r d

AS! OAKLAND, CALIF.-As ameans of correcting stupid errors anda repetition of them, this station n-ploys the ridicule method. When astudent persists in.making the 'same

T ARGE TK 1lII

mi take time and again, be is cere-moniously awarded the 'DonkeyEar ."The rite is performed by the chiefBight instructor, who ~ a J J f I the AvCadto hi office and advises him of thegreat distinction that is about to beconferred.

he Donkey Ears arc>Ieatherstripssewed to wires 111ld affixed to each tideof an aviator's helmet, The stirdenrwearing thehelmet i required to re-main in a conspicuous place for astipulated period of time,

When carelessnes has resulted inthe. student's failure to attend a sehed-uled High~ the cadet wear, in addi-tion to the ears helmet" a mammothpair of hom-rimmed spectacles, POl'this offense he must sit for an hourgazing steadfastly at the flight board.

L o w P r e s s u r e C h a m b e rNAS, SEA1'TLE.-ROl1tine operation

of the low-pressure chamber recentlyinstalled at this station was Jnaugu-rated shortly after the first of the year.A number of test runs bad been madelate in 19"~2, with Commander LeonD. Carson of the Buteau taking thefirst "bop" to a height of 4,2,000 feet,The chamber, all 8-man tank simi-Ja r to those recently installed at Quan.tico, San Diego Quonset. Point" andseveral other stations is under thesupervision of the senior medical offi-cer of th station.The ration's officer personnel haveevidenced g.reat interest in the newunit. A number at ti l 1 1 ' own requesthave been either indoctrinated or rc-indoctrinated, while under the sta-tion's general training program, allothers are being, I1lIJ. through thechamber.

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SNOWBOUND-IN THE AI.EUTIIANS, PLANES MUST FLY. THESE MAINTENANCE. MEN, SNOWWHIPPING THEIR FACES.DISLODGE A PBY STUCK FAST IN II. DRIfTSUBJECT: TEXAS, DEEP IN TtiE HEART OF-TH!: JOB IS THE SAME BUT OLD SOL 8LESSESTHE EFFORTS OF BEACHING CREWSPULLING UP THE BIG BOAl


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eh eck-u P reveal, that the tolerance be-tween gears and bushings is 0.0015inch while the smallest particle theCuno wil l remove is 0.0035 inchdiam etcr,

H y d r a u l i c P . . m p F a il u r e sAS SANPORD, FLA.-Seyt:1'a.1 in-tances Q f hydraulic pump failureshay b 'en -ncountcred in airplan sattached to this Oomrnand. In oneinstance both pumps on one planefailed during the sanre flight. Oneof 'two pumps from another plane,subsequently installed on the sameplane, failed after three hours.The entire hydraulic system wa

checked and no cause found for thefailure, It was determined that thedrive pinion sheared off becau e ofone or the other of the pump gear

"Ireezing" in its bushing. These:g~ars showed very definite' 'igns ofoverheating.No cause has yet been found, al-though centrifuge tests of the hy-draulic fluid revealed a small amountof sediment which on laboratory ex-aminarion (made at the Station Hos-pit-i1) resembled pumice Very closely.It was further determined tha.t inat least one case during th~ ferry bop"to this station, the pilot allowedhis hydraulic system to run neatlydry, extending his gear with theemergency system. Thi may have'b 'en a contributing cause. Further

N o te o n R efle (to rS ig htsNAS, P~NSACQLA.-,Becausc of the

large amount of .movemeat of the pipand ring in reflector sights, activitieshave had considerable trouble bore-ighting all a teuiplate or screen atclose range. This movement (paral-lax) of the pip will cause a negligibleerror at range over 150 feet. TbGGW1Dt>ry Department at Pensacola hasfound that this parallax tan be elirni-nated for cla~e-r'an


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peratur s the oil congeals and thepump has trouble sucking the oilthrough the line bam the reservoirand as a result cavitation develops.Cavitation can h _expressed as a pumpstarving for oil, hence overheating'.(5) If an accumulator diaphragmfails, then the air from the accumula-

tor is pushed through the system andusually develops a foaming condition.In the meantirn the air space in theaccumulator :is taken U iP by more oilI bbed from the reservoir. Re ult isan uncover d tandpip.

DE",H SCENE, PUJOlI' GAGGING ON TOD ... ..U&H "If!

(6) There are of course failures dueto breaking of lines 01; ' bullet holes incombat which will re ult in similartrouble.Arresting Gear MaterialReserve Sto(kStrategically LocatedThere have bern several instanceswhere aircraft carriers and auxiliarycarri 1" 5 in urgent need of arrestinggear material reserve stock have over-

looked important sources establishedat trategie world places severalmonth ago.In view of the fact that these fa ,il-ities were set 'Up for the specific pur-

pose of haVIng material, availablewhere and when it is needed, it isstrongly urged that responsible 'ad,rpersonnel call the attention of upplydepartments to these locations, whichare reviewed here.Arresting gear deck pendants, pur.

chase cables and barrier cables arenow carried in 510ck {or all operatingaircraft carriers- and auxiliary air-eraft carriers at NAS" Pearl Harbor:ASA N. S, D. Oakland, CaHr.: ASANAS Norfolk, Va .. and one base in

the Southwest Pacific which can beidentified by contacting ComAirPac.The quantities in stock at each pointare listed in BuAer Allowance Li t B-twhich has been distributed to the,C. O. and r. C . O. of interested ves-sels. (February 1943 latest revision),All requel1t'l for this material shouldbe made upon the nearest availablestock point. Spare parts for- otherelements of the arresting gear systemare retained in stock at NYPEARLand ,ASD Noumea, N w Oaledoniaand any such material-also listed in

Bu.Aer Allowance List E-1j should berequested from these points.N a v y G li d e rA public test for the Bristol XLQ-l

glider wa~ held .recently at the Phila-delphia Navy Yard. The XLQ-I isan amphibious glider, built chiefly ofwood. is 40 feet Icng, has a wing spanof 72 Iect and can carry 12 men withfuJI equipment. The glider wastaken aloft b hind a Catalina rea-plane. It circled the yard twice,then Iaaded on the Delaware River.

(Succeeds list dated FehrlTor)l25, 1943)L I S T O F T H E L A T E S T N U M B E R S O FE N G m E B U L L E T I N S .A N D C H A N G E S

March 20, 1943

B U l B U l C H A NL E T I N C H A N G E lE T I N G E

R-985 , 96 , ,.R-985. 97 .R-1340. . 189 .R-1535. . . . . . 215, .R-1690...... 200 .R-1830 _. . 307 - ..........R-1830 , . . 308 .R~1830 309 , .R-1830...... 310 .R-2800...... 56 . .R-1830-86... 11 .R-1830-86... 10 .R-2800-8 . . .. .."... 2 - , .R-280D-31. .. 1 , .R-760 -, .R-760 .R-790 .R-915 .R~975 .R-1920 .R-2600 .R-'2600 .R-2600 ..................R-2600 .................R-'2600. . . . .. .,."... . .......

R A N G E RV-770....... 7V-770 ,. .. 8V-770 -.... 9V-770 ,.... 10V-J70 _. 11V~170....... 12 ' ......R-;182D-50.. ' 1 " .R-'2600-8....... , .............

P R A T T &W H I T N E YE N G I N E

W R I G H TD A T E

Being issued.Do.Do.D o .Do.Do .Do.3-18-43.

Being issued.Do.1-22-43.1-"22-43,3-1-43.3-1-43.Being issued.Do.Do.D o .D o .Do.2-8-43,Beiltg issued.Do.Do.Po .

76 7781617 . ..318 2 ..737475 .76

36

2-24-43.3-5-43.3-9-43'.3-10-43.Being issued.3-17-43.Being l issued.Do.

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TEGfIN1GAI. UIWrnI ;\,{J. Hli

T E C H N IQ U E O F R E C O V E R YF R O M I N V E R T E D S P I N S

In lew of the number of recent accidents which have resultedIrom inability of pilots to recover from inverted spins, it is con ideredthat existing instructions on this subject are inadequate. Practicalrecovery from inverted spins is being included in th Fl1ight Syllabusat all training centers and by this means it is hoped to eliminatecompletely th current fallaciou idea that recovery is necessarilydifficult. A re-study of Technical Note Nnmber 29-30 gives theimpression that the inverted spin is a somewhat dangerous andunfamiliar maneuver and the correct technique for the recoverytherefrom is slightly obs ure, Technical Order No. 20-39 doeslittle to remove this uncertainty.T H E general precautionary measuresinvolved in the normal pjnnmg ofall)' aircraft, quite naturally apply tothe inverted spin. The most cogentconsiderations in spinning "0.nyairpl aneare:, 1) Any plane w hich is difficult to. pin may also be difficult to bring outof the spin.(2) The higher th y altitude atwhich the plane is spun, the more dif-ficult it wi l l be to bring it out, as anin rease in altitude lias the same effectas an increase in the wing loading,(3) The pilot's ability to place allcontrols On "full" in all directions is .

e scntial. In an inverted spin thepilot is thrown away from the con.trols, and unless a conscious effott is,made he will find himself hangingonto the stick rather than actuallymov:iflg :it back 'and forth; the i.nex,perienced pilot thinks tha t he Is pullingthe stick baok when in reality he iprobably trying to pull it out of itssocket.(4) The. proper usc of the elevator

tab control is decidedly important.It is obvious that in order to promoteea e of recovery from a spin the tabhould be set so as to make the planenose-heavy for norma! spinning andtail-heavv fo r invertedsJ:)innil1g.

Under normal conditions, where thespin is ent red inadvert ntly, it isthought that the tab string will he inth e ncar-neutral p o sit io n , < 1 T )d ,u n le ssstick forces are very high and recoveryvery difficult, it wi l l be unnecessaryto re-adjust the elevator tab settingto complete recovery .(5) The inexperienced pilot is apt

to have difficulty in recognizing theearly stages DE be inverted spin whenftr!!t entered, If power is on the spinis apt to develop very rapidly and lead

THROWN ~WIi.Y .. ROM THE CO.N'I"AOLS

to confusion, but th sensation of be-ing thrown away from the controlsi & a certain indication that the spinis inverted rather than normal. Thisuncertainty will completely d : i appearafter several practise inverted spins,The inverted spin has been care-ruDy studied by engineers and pilotswith practical experience in recoveryfrom this maneuver, The 'results ofthese studies indicate that recoveryfrom the inverted spin is often morerapid and certain than from the nor-mal spin for the following rea ons :(1) In the inverted pesition the

wings of the airplane have less lift andgreater drag, thus acting to retardautorotation.(2 ) Practically ali aircraft havegreater throw up-elevator than d !OWIJ . -elevator, thus giving greater controlfor recovery [rom an .inverted spinthan from a normal spin.(3) The average airplane is de-igned so that the airflow impinges

more directly on the elevators, whenset Ior recovery from inverted spinsthan from normal spins.(4 > Due to the relative positionof tho horizontal tail plane to the rud-

der, there is less. t endency for the hor-izontal surfaces to blank the rudderinthe inverted position.The best method of entering theinverted spin is from the half-looppo. ition. A~ the plane approachesthe inverted horizontal, the stick iseased forward to maintain this atti-

tude, and just before the plane stal lsthe tick is pu hed completely for-ward and hard rubber applied. Theaverage plane will then whip off intoan inverted spin in the direction inwhich the rudder is applied. If theplane stalls completely with the tickall the way forward and then rudderis applied after the nose, has begun tofall, .i t very probably will not spin butwill slide oB:' in to a skidding mverted


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ENTERING INVERTED SPI'NJ..sli'cA cd'sed''f""orward 4: .stiGk way r(>l"'wa("d.~.6"an. ruifd'zy

2 " hal/"- / 0 0 1 'Ib /iere

_---_~~ .. '~l',- --~ . ., . . . . . . . . . . . ., " " .'_,;6~Inl/creed oSf'in\ ,.,,.'" ,...... ....' I- - _ , - - _ . . . ,, 7 . 'RECOVERY FROM INVERTED SPIN

spiral aud jose altitude much morerapidly than if a aermal inverted spindevelops. Pracrical experiments have.indicated that no inverted spin hasever -developed with the stick pulledback, regardl>l!~sof the attitude d E theairplane,The Iollowing technique, {unda-

mtm1ally parallel to that for recovery{rQm normal spins, will produce rapidand certain recovery from the In-\7erted spin :( 1) Cut thegun ,

(2) Kick hard opposite rudderagainst the direction of rotatiort. The,nose foHo\\; 's the rudder in all atti-tudes, The pilot's .impression G 1 f the

.._.-- - \direction of rot0.tiop is correct onlyas long as th e Iin e o f visio n go es alongor in relation to the: nose of the air-plane, and iI, while "inan inverted spinthe head is thrown baek and thu lineof vision goes straight down to the

II ~. . . . .. . , I I I l i ; ; r ; ; l . i ; : ; !!!!!!!!!!!!!:~......r:..-

THISGI,VES IU.USIDN OF IUr:VERSE ROTATHIN

greul'Id, the direction of rotation isapparently reversed. 1t is . th~re.iotemandatory iluit: a visual drtfermina-c i o n o f t h e d i r e e J i o 1 ! o f " r Q t a t i O J ~ b : emade b,}' 'I'efel'~)'Gi; lb the nose of th e

1l0RIZON

a i rp lane . The turn indicator willshow the true djreetiO-rJ01 rotation in~ith~r normal or inverted spins . .{3) PuJJ the. ,'lti~kall the way back,neutralizing the ailerons,(4) A.~soon as au tornta ljoll ceases,

complete the recovery [rom the In-verted position by either rolling outwith the ailerons or completing theloop or a combination of the two,

( . 5 ) Ease the throttle on ver.y -grad-ually 1'0 prevent engine bearing: dam-age,.as during the evolution oil p{@SSllrewill probably have been los,t.

(T he ;n siru 1:1;0 M c o ntainedill Tei:f~nic"dl O"de.r No, 8+-42 remain in e / J e c r ,e1 /;c 'c IJ I or N3N-3 a irp lim l's , for tuhiek the;nvel'led $/I;n reJllioti(,n has been TlmO;iJ'64.T'able If of Technica! Order 11M''1 shouldbe m,~difred to , & a a tu fOUOD/J : Se(! Tech-Iliartl Order N, !l3-40 Qnd TuJ"pIic(l.i Orde . rNo. 8-43. This ledhnical order superjSdl!~p.nd c(mcel~ Te'chnical Order N o . 22~1,)


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T h e " W h y " o f M a n i fo l dP r e s s u r e G a g e sIn an airplane equipped with ailunsupercharged engine, the available

hOl'sf!powC'r of the engine is steadilyreduced as the airplane gains altitude.This .i s due to the reduction in pres-sure of the atmosphere with incrcas-ing altitude. Finally, at a relativelylow altitude, the power available ireduced to such an extent that theairplane can climb no higher.Ordinary atmospheric pressure at

sea level is about 15 pounds per squareinch and will support a column 01mercury about 3D inches in height.Estimated roughly atmospheric pre!


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Documents

Naval Aviation News - Apr 1943