Naval Aviation News - Jul 1943

8/6/2019 Naval Aviation News - Jul 1943

1/36


2/36

WAR DEPARTMENTHEADCUARTERS OF THE ARMY AIR FORCES

WASHINGTONJune 15, 1943

Rear Admiral John S. McCainChief, Bureau of AeronauticsU. S. NavyWashington, D. C.D e a r M c C a i n :

The June 15th issue of Buser NEWS Letter featuringthe Army Air forces has reached my desk today. I have gonethrough t h e magazine with g r e a t interest, particularlY theeStory on the A.A.F. M ay I congratulate the m.embers of YOW'staff .. not only !or turning out an accurate and readableaccount, but for presenting an article in an official Navypublication dealing with the Army Air Forces.This is the sort ot thing that will help achieve abetter understanding between the sister Air Services of our

Army and Navy. 'Ille more uur officers and men can know aboutthe planes of each service, ho w they operate, aoo r.he generalorganizational set-up the better.

With personal greetings and all good. wishes, 1 amSincerely,

.Forces"


3/36

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

P r im a r y T r a in in g C o m m a n dT h o u s a n d s o f C a d e t s W i n n i n g N a v y W i n g s A r e T e s t e d i n a F o r m id a b l e C u r r i c u l u m

D esig ned a nd M a in ta in ed b y N A P T CTHE Primary Training Commandis headed by a rear admiral.From a nucleus of 2 or 3 officers" thecommand personnel bas grown to thepresent staff of 50 officers, including-members of the Flight StandardizationBoard. Command headquarters areat Fairfax Airport, Kansas City, Kans.The admiral is charged with admin-

istering the entire primary Ilight train-ing pr gram formerly conduct d byestablishments designated as NavalReserve aviation bases. Early in 1943rno t of the e bases were redesignatedas naval air stations, leaving onlySquantum and Anacostia as Reservebases. (NRAB Anacostia is beingeliminated from the training programat the present time.)

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

Conten t sPrimary Training . . lNazi Gets Homesick . 6Grampaw Pettibone 7Did You Know? . . 10Navigation Problem 11Instrument Flight. . 14Marine Corps. . . . 22Technically Speaking. 24

B1JRAU OF AIRONAUTICS""AVYD~'ARTMENT-NO. 197

""hen Joe ish enters the navalaviation pilot training program, he gets15 weeks of ground school instructionatone of the flight preparatory schools,which are supervised by the Bureau ofNaval Personnel. pon successfulcompletion o r this school, Joe .gets 12weeks of element-MY flight training ata Civil Aeronautics AdministrationVhI' Training ervice school. Al-though civilians operate these schools,a resident naval officer is on board toadvis .ext Joe ent rs one of the preflightschools where he continues his a 'a-demic instruction and puts his bodythrough rigol'Ous toughening-up proc-ess. On completion of this 1t-weekcourse, he is ready to begin his pri-


4/36

mat}' flight u,aiOing. He now has asound academic background and he'sprobably in the best physical conditionof his life, He is then ordered to oneo r the n;1Va , 1 stations con-duetinz p-rimary flight train-ing.

During stage A joe ish gt!tsground indoctrination, taxying, take-offs. climbs, rums, spirals, glides,landings. out-of-wind landings, power-

During stage B, he reviews andpractic s what he has learned in stageA, and gets additional instruction insteeply banked turns, precision land-ing , wing-overs, emergencylandings, slips to a landing,and how to land in small

fields.Stage C

EXPANSION of Prima.ry Tra.iningPrimttry DoctrineAt the pdmary fhgliL

training station, Joe CQn-tinues h i academic andphy sical training for hal f ofeach day and flighL trainingfor the remainder of thedav. Uniformity of instruc-tio~ imandatory, so that allthe Jo e Gishes at ali stationare taught the same things.Flight discipline is adminis-tered with a finn hand sothat g 60 d f ly in g habits lead-ing to safety in flight aredeveloped early in the stu-dent's flying tar er, Finally,Jo isnever allowed to forg tthe relati n of the details ofprimary flight training tothe flying required by fleetoperations.1t is obvious that thisphase of Joe Gish's trainingis one of the most important.It is during tills period thathe shows that he has-c-or hasnot-what it takes.The stages of instruutionat primary training stationand the results [() be at-tained rare t

STU DEN TS na dFLIGHT MOUES

A VIA TOR S andTRAININGPLANES

TWO\l tE


5/36


6/36

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

checked b y orre or more other instruc-tors and marked by them. Two outof thrcet'safe" reports are required be-fore he is allowed to solo. For sue-_ ceeding stages if he gets nQ unsatis-factory checks, only one "up" check:is needed to speed J U . m on his way.However, if he receives a "down"check; he is checked by dillerent in-structors up to a Iimi t of three times,and two "down" checks are requiredbefore his progress is considered un-satisiact9l'Y .After receiving two "down" checks,a student's past record is reviewed todetermine whether be S h 4 l 1 U l d he giveJ\

furthe consideration. If anotherchance is granted


7/36

NAVAL AIR TRAINING COMMANDS"VICE-CHIEF OFIII N A Y A L D P E .R A T I D N S

,REARft A D M I R A LI N T E R M E D I A T E

, R E A Rft A D M I R A LO P E R A T I O N A L

OFF'lCER-rN-CHAROE

PERSONNEL V -~ e ll O E n G R A D U A T E S G R A D U A T E S N A V Y , M A R I N E Y -I C A D E T SN A V Y , M A I I I ~ E , Of O F C O A ST G UA R D N A Y ~ LC O A ST G UA R D P R I M A R Y IN T E R M E D I A T E O F F I C E R S O f F I C E R S

O F F I C E R S T R A I f l I N G T R A I N I N G Enljjle~ E N L I S T E DE N L I S T E D Penonnel PERSONNEL

P E R S O N N E L W a v es , S p ar s,.nd ! I I a d n e s

TRAININGPROGRAM " O L O U~tc '""RUMENT I DV 'N C ED a U" NEA r E~Gl" mn'H fin "LWO ~I

IM"L ~r'D I


8/36

N a z i P i l o t G e t s H o m e s ic kR athaH er Ignores G o ering , R epen ts fo .. 7 Y earsA MONG recently captured Ger-fi man Air Fortt documents, afile .has been found that denls "..-itubreaches of lying discipline, A com-munication igned b)' Go rill liststhese cases under the heading 0 1 ' a,Arbitrary deviation hom prescribedmission Ior the purpose of visitsto acquaintarrces and relatives, I~,rbitrary low-level attack c. Arbi-trary aerobatics bel 'W 1 000 meters,

d. Arbitrary low flying, c. Every othertype of fiying that endangers the IIir-craft or its. occupants.The Rei(;}~smatsc-ha(l sternlv .rernindsall ranks of tl great value' of disci-pline, and of the great burdens beingplaced on the German people in orderto maintain the LufttIJajJll strong andwell-equipped, He threatens severestpunishment for all frivolous andthoughtless behaviour which .in anyway threatens to weak n th serikinpower o f the service.6

The remaining documents in the filedeal wit:h specific cases and the punish-ment imposed. For instance, in the pe-riod Augu t 16 to ovember 15, 1941,10 aircraft were destroyed. damaged.and lf l peopl killed as a r sul t of suchbreaches of discipline, In the way ofpenalty. a total of 478% months. irn-prisonrneut was im posed, 52 weeks closearres t an d fi weeks open arrest; ~Omenwere degraded; and 6 offeaders killedwere deprived of the honor of a mil-iM:r") ' funeral. 'the .last puni ihmentin-volved refusal of pension or ~ ny other.tate support to family and dependents.

particular] y bad case was rna de the. ubject of a special communicationwhich was to be read aloud to all fiyill.gcrews in all G. A. F. units at homeand abroad. A young fighter pilotunder training received orders to takea Bu. 131 (light 2"scater training air-craft) from Schwechat to Villacoublayin Prance, flying above 1,60() feet.

At first the pilot followed out m -structions religiou I y . But approach-ing Ulm, he remembered that orne ofhis relatives lived in the neighborhood.He turned off his course and flew overand around their .house, three tim . atheights varying from 320 to 250 feet.By now he was only 3 miles from hisparenr's home. He decided to Piilfthem a visit. 'this time he flew overthe house five times at J 70 to 250 feet.He then thought it only proper tocal! on his fiancee now h was ittthe neighborhood, So he set coursefor .Routlingen and flew four timesover the house of his bride-to-be at ap-proximately 150 f et, It was whenhe Was leaving the area and was about

to return to his course that be decidedto return Dod land to offer a more'personal greeting, An excellent land-ing was mad quite close to the house.Unfortunately, th girl Will not atborne, .~"()he hacl to take off again.The pi.101'~ prospective father-in-lawstarted \IP the engine and he preparedto depart, However, he hit a Tree andcrashed on the roadway and turnedover, The pilot was uninjured but thepassenger, a clerk from unit orderlyroom, received injuries to his head andright leg.A court martial was held and theculprit was sentenced to 7 years' penalservi tude and loss of all military

privileges. He was also deprived ofall civil light~for a period of 7 years.The sentence was confirmed by Goer-ing himself who -yo fused all recom-mendations to mercy and added thatany period of the sentence fallingwithin the duration o r the war was110t to be included in the sentence of7 YI'an bu t to be added to it.G e r m a n s T e s t A ir T r a in sGliders Uncoupled in Pre-WarExperimentsTowed motorless glidcn> [or passen-ger and freight traffic til) travel not

more than 1,000 miles .are apparentlydue to fill a niche ill. our post-war eco-nomic system. The G~rmans experi-mented with such air trains before thewar and showed that jt was feasibleto uncouple h Ia t glider and guidei. t to the ground while the ow planeand the:' rest of the train proceeded ontheir nom top way. Towed and un-towed planes moved 42,000 tom ofmaterial between ]ul1e 22, 194(, andOctober 3J, t941) on the Russian front,acC!:wcijng.o German statistics.


9/36

He ~N'()/(L(bl'tlisren!

F a llin g L e av esAn instrucror was demonstrating afalling leaf to his student. The rnaneu-ver wa commenced at 5,000 feet and

after about 'f oscillations th controlswere transferred to the student to con-tinue the maneuver, Before the in-structor realized it, the airplane haddescended to such a low altitude thata recovery was impossible. The air-craft crashed at approximately a 45 cangle. Both instructor and student re-ceived .erious injuries.BUREAU COMMENT-There hay" been severalother reports of p.i.mary traIner era.h". 'n whi.hwitne$$es lestifled they hod seen the


10/36

.;J wave-ntf might su ddenly have beencalled fa!'; 2. Attempting to straightenou t a landing run from a left turn byapplication of throttle. (This j:; amoot question among pilots, and Bu-.reau comment 1 I I ' 0 1 I 1 . d be appreciated.] Grampaw Petlibone says;II\,J Opillion afBureau elrp"rh, e~pt . .nedin one "Wo.d, Is '"NO." El8

in d ,l.aled an d I., In illqte .1I

H e D id n ' tU s e H is

S h D u ld e r H a rn e s s

The recent histOl')' of Lilli airplaneIncl'icates it had just undergone fuel-tank repairs. At this time A & R

personnel had noticed the valve han-dle was not secured to the valve shaft,but had not reported it to the properauthorities. The airplane had passeda satisfactory flighL~est after comingout of A & R.The Trouble Board. therefore,correctly determined that this acci-dent, which might \I!"ry ca,sily havebeen fatal to all hands, was causedby carelessness on the. part of the fol-lowing personnel : a. Fal.llty overhaulinspection br A & R perscnnel ; h.Faulty maintenance inspection bysquadron personnel prior to flighl: c.Failure o r flight crew during test flightto W ieck positive fuel flow [rom bothtanh; d. }


11/36

STALI


12/36

F is h J u ic e Q u e n c h e s T h ' i r s tBuMed RecommendsDrink fo r O rifte e- sIf your temporary habita t i a Jife

raft and you have caught mor fishthan you can eat, squeeze out the juiceof the flesh and drink it.This rather unpalatable but perhapslifesaving advice was given to Navypersonnel recently in an article a, theB IlIY 'r .d N ew s L ette , Fish juice tastesmuch like the juice of raW oysters andclams, the article says. Ithas' beentested and Iound safe. A controlledexperiment w-ith human volunteersindicated that fish juice can maintainindividuals in Iairly normal salt andwater balance for several days.L if e J a c k e t R e p e l s F ir ePreservers F ilt F iv~ NeedsLatest developments in the designof Navy lifesaving !:,:guipwem includea plastic-impregnated fabric: wl1kh i,both name-repellent and wa ter-re-

sistani.The tandard Navy life jacket andits newest variation, the knap a kjacket; are being made of the new rna-terial which Isused to cover kapok padsin both types of jaekeL Additional fireprotection is given both types of kapokjackets by manufacturing them from

flameproofed cloth.Th standard life jaekr-t is madewith a stz'ong webbing belt carrying ahook so the wearer can fasten himselfto a lin to be hoisted from th _water.The Navy' five major styles of lifepreservers- have been designed to meetthe special Deeds of men "V I orkina undervarying oonditions.R e t l u e s t s f o r D a r k G o g g l e sNot To Be Direcfed 10 8uAerRequests for dark adaptation gog'-gles an' frequently addressed to theBureau. It should be noted that thesgoggles are available at ASA [orfolkand ASA Oakland and that future

requ ts be directed accordingly.Dark adaptation goggles may also he-obtained through ~viation SupplyDepot, NAF, Philadel phia,10

The goggles, which have red lenses,are to be- worn by pilots for 20 10 30minutes- before !:lking o n ' after dack,They do not interfere with the normaluse of the eyes such as reading andplaying cards, but they greatly increasethe probability that such enjoymentcan be carried on indefinitely,W e a t h e r F o r m D e v is e dAids Aircraft in ReportingTo facilitate entering uniform ob-

servations on the weather, th e AircraftWeather Reporting Form has been "de-veloped rot' use by operating air raft.It is tabular ill form and obs.el"\'a-

INTE"lO~ OF CU,4 DALCI\NAl"S AEIfOLOC;Y OFFICE

tions arcentered either as direct in-strument readings or in code hourly urupon .inrportant weather changes.There are provi~jmlk for entering thefollowing; po ition in degre-es andtenths of latitude and longitude, time,altitude of plane. temperature, dircc-tion and force of \\ ind, turbulence andicing conditions, present weather. visi-

AEROLOCH$T5 ARE AC-TlVE AT 'HEN'DEfiSoNf F!EUI

bil.ity, type of low, middle, and highclouds, past weather, and barometricpressure if it can be measured by alti-meter, There are columns for oper-ational data. such a speed, gas, andplane's track, as well as for otherinformation.After the form is completed IIna)'

be enciphered and sent by radio. Thisis not common practice, but is dam: insome operating areas where the reporris required immediately. The usua lprocedure js to turn in . the completedform 10 the aerologieal office uponarrival. The report il l then enteredon th weather map.B u A e r R a f t s R e s c u eC A P C r e w sNational CommanderThanks Chief of BureauLife rafts furnished to the CiviJ AirPatrol by the "Bureau of Aeronauticshave figured in the l'CSCUe of more than

20 member of crews 0.[ coastal patrolaircraft forced down at sea.In the spring of this year 210 Mark1 Type- D life rafts were distributed to21 CAp CO.as tal Patrol Bases. In arecent letter to . the Ohief of the Bu-

reau, Lt. Col. Earle L. Johnson, na-tional commander of the Oivil AirPatrol, e.xpressed his gratitud~ for therafts and told of the crews' rescue.T B M Joins FleetP ra ctically Twin of T8FDeliveJ'Y of TBM-l's, Avenger t r-

pede bombers, by Eastern AircraftDivision of General Motors, is nowwell under way. These airplanes atebuilt to Grumman drawings, and areidentical with Grumman"built Aveng-ers except where minor differences it)detail parts re ult from different: s inproduction methods.The operating characteristics of

Avengers, from the two rnanufac-turers ar Intended to be identical,while components and spar 'partsfrom either source are intended to be.in general, equally adaptable to air-planes from either source, However,there. are a very few exceptions in


13/36

minor patts, such as. detail part olhydraulic struts. It is therefore con-sidered generally unne essary 10 dis-tinguish between TEF-l' and TBM-1's in allocation of airplanes aud:p~u'e.',Initial TBM-l deliveries, of course,

could not be strictly up to date ascompared with TBF'5 delivered atthr ~ a 1 1 1 e . time. because of the' l i n " ,

DE:LIVEIRIESOF T.BM. TBf"$ TWIN. ARE 0111Wily

required to get the L1B ! ~litpb[w~through production. As.:l l"',Lllt, earlyTB}.{-}'s wen' compru-ablc- LO earl)'TBF-I' , although d -livcred ~ 1 1 . 1 ! m t .tV ar later. The TBM-J'~ quicklv'alight up. bOVveVI, and 110W ureabout one to [W mont h~ hr-hiuclTBF'!> in making change ill produc-don. This lag is accounted For hvthe time required to d f>Vl'!np ell~i-neeri nf{ find change: tool illg at r.a~t~ern, and C Ol lid 1 1C ~rvduccd (lilly at theexpense of production rate,The Bureau believes that lbl'TBM-l airplanes subsequent Lo thefirst 50 (that is, No. ~'4571 and sub-e-querrt] ate completely equivalent t(lcontemporary TBF 1\ in operationalcharacteristics and serviceability. Thefad that very fpw RUDM'~ unTBM's have been received to datappears to substantiate thjs belief.A n t i s u b P h o t . o sAerial photographs o r antisubmn-ririe attacks are proving of grc'at valuenot onlv as concrete evidence of re-

sults, but also as aids in training andT cognition.The Photographie Division desirtsto have all such aerial photographs andoriginal negatives jorwarded as rapid Iyas possible to the Bureau [or eva Illa-tion and further use. Full iufoTi na-tion should accompany photographs.

F l i g h t f rom N a t a l

11

On S e p t < ' : : T I 1 ber j, 1943, a pa trol pia nc is ordered to depart from base,Port Natal, Lat. 29'5.2' S, Long. 31 04/ E at Z. T. 1600 to investigateiii shjp reported hove win Lat. 28" lO' S, Long. ;1:120' E; f1~gh!altitude5,000 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", h the Megnetic Heo;l

1l. Who! is Ihe tim.e 01 the end of evening naull ~ 110 knots 120 left1O D " _ _ _ _ _ _ 110 knots 5 e left005" ~ 110 knots ltlo left

12. Whal is the wind? Perce _From _

The navigator figured his 1835 Dead Reckoning (DR) position, Lat.28- 35' S, Long. 33 -40' E when he changed heading to returnto 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 Peacockand Altair} and made the. following observations:

ZT 18-41-26 Peacock 11,49-44'ZT 18-49-54 Altair h. 410-46'Solve the two sights and plot the 18'15 fix'.14. Wha' th" po,Hio!> of the 1845 fix? l...

1011g.15. What i.th.. Mascnelic Heading [MHI I.. ba.,,?16, What is .he .Ilrnaled Tim" of Arrival fETAl?

[Aruwen on pose 281


14/36

2 5 Y E A R S A G ON a v a l A v i i J t i o n 1 9 1 8

luby.-Navy Airship B-12 given lJpfor lost by the [avy Dept. after it haddrifted off Atlantic Coast for 2 day .Crew had nothing to cat and very littlewat r-fQrced to descend on surfaceof the ocean where they were rescued300 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 Sta-clop-at Dunkerque. Lieutenant G(\te~was later hot down inside th Germanlines and held prisoner hroughout theremainder of the war. [Art rnus L.Gate. inow As istant Secretary of th .Navy for Air.]luI'} 3.-Lt. Comdr.H. C. Van

Valzah assumes command at navalaviation school, Massachusetts Insti-tute of Technology.

]uly G.-The patrol boat A.rie, mak-lllg a round trip from France to theAzores, tows an observation balloonaloft for 25 consecutive days at aheight of 200 meters, This establishesa record for this typ of aircraft.

Jul'}' 8.-Memorandum to Capt.H. 1. Cone requests urgent develop-ment of new type U. S. seaplanes dueto "fast el1eruy seaplanes which haverecen tly ap peared in the North Sea."First .flight of American-built H-16in Europe at Pauillac,

fitly 9.-Capt. H. 1. Cone writes toNavy Department. Advises use ofself-propelling lighter in order to geteaplanes near n my base. Self-pro-pelling barges eliminate the use of de-stroyers to tow lighter. Re commends'Mustin's design." Also plan oftenders to refuel seaplanes in order togive them wider range isrecommendedas follows: "The question of building a

T H I S M O N T H

seaplane carrier should be taken 'intoconsideration, While the 'UnitedStates may not especially require a ve -se l of this type for present militaryoperation, it appears advisable to havethis development in hand SG that itcould b made use of in case the mili-tary situation should change. se ofseaplanes to be flown from Iarge fight-ing vessels for the purpose of scoutingand range-fighting should be experi-mented upon and carefully studied in(he United States also."

July 13.-The first Marine aviationLoree consisting of Squadrons A, B, G,and Headquarters Company leave.Miami, FJa" 101' further transfer to theNorthern Bombing group in Fran e.This force cnnsi ted of 107 officers and654 enlisted rnen, When Squadron Djoined ill October 1918 , the numberWAS increased to 149 officers and 842enlisted men,

12".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


15/36


16/36

SNU PANEL BO",RD DURING FLIGHT UNDER INSTRUMENT C"ONOlTlDNSFflOIl1 HAS AT!CANTA, WHER'E PILDTS GET TRAINING AS, INSTRUCTOR!; AT IFIS

I N S R U M E N T F L l t i TA ttitu de S ystem ,. F orged , in Cru cib le of E xperien .(e,. S trengthens W eak link s in the 1 -2 -3 M ethodUNITED Nations air Ileets, f lyiugunder CO'0er of darkness or clouds[0smash, at the Axis, are depending ontheir High t instruments to help reachtheir military objectives,'This Iact. brought out by COlU-muniques from war fro,nts,l ' :xplainswhy the Navy today is putting in-creased pressure on lmtru!1l!>nt 'Hightin its aviation training schools,Tactically, darkness and cloudcover give a pilot concealment uri-lil the moment he strikes, To use[his natural "camouflage," however,he must be able to fly comfortably,

safely, and accurately by reference toflight instruments and still completehis mission.Combat operations proved it wasnecessary that student pilots receiving

their wings have the knowledge lead-ing to this ability, with only practiceand experience needed to bccorne ex-pC'rt:


17/36

herent inahility to control, the aircraftfrom instrument indications or as aculmination of the effects of the Strikesalready called. Prior to the war, thefact, above meant little, owing to thelack of emphasis, placed 011 ability tofiy "on :instruments." On few OCCd by OUT military pilots at present,

PI.LOT UN'DER HOOD 0.,. SN'J DURmG INSTRuMEN'T FLIG.HT (BI:LOW), AND IN !.INII.' COCKPIT (APO"E)


18/36

require many hours of instrument Hy-ing-without rest; The easie tand mos-tdirect method must be used. Weatherrtunbnums during operation cannotbe observed to the tent of insuringsate old-time minimum ceiling on re-turn from combat, This necessitatesgreater accuracy and precision ~fcontrol by pilots for their instrumentapproaches and in some cas's instru-ment landings.Use full PanelThe Navy partially al1'wen~d this'problera by T. O. No. 47-42 in which

it was "directed that instrument flighttraining and practi e b based on theu e of the full instrum nt panel."This, in effect, means u:ing all avail-able operating Instrument .A great many pilots interpretedthis sent ncr r. in the technical order)to mew, using directional gyro andgyro horizon to the exclusion of turnand bank and cOIn'p'ass, A charac-teristic of the horizon is its bank andpitch error. If indications an; fol-lowed blindly in a turn, this will causeconsiderable loss oE altitude. Sucherror washes out after 360'0 of tumbut altitude is not regained. If,how-ever, horizon is checked occa ionallywith altimeter, the pilot realizes thenecessity for increasing' pitch or rais-ing the nose during a tum.As all pilot know, an airplane will

lose altitude dur:i.ng a tum if the noseis Rat rail! d, This in itself should besufficient cause to raise the miniatureplane on the horizon without knowl-edge of the pitch error. The bankerror of the horizon in a turn may bedisregarded due to lts lack of apparenteflecr on the airplane attitude, except01' a slight decrease in indicated bank.The horizon is dependable up to 70'''of pitch (nose d wnor nose up) whi his sufficient for all but the most violentacrobatics. In the rolling Or' banking

plane it indicates properly up to ltD"of bank and, as it ' is impossible to holdan airplane at even 90" of bank for anyperiod of time, there , hould be nodoubt of its indication of bank exceptin acrobatics. To stay within safelimits and not even approach the tum-

OFFICIAL IFIS INSIGNA AND IiUI)'IOROUS PESIGN

16

which Irequently igives a senseof turning.

5. During a sharpturn, movement of the r:t::,~head often leads to the -- ....feeling that th e air-craft is diving or tipping; andduring a spin the scnsati n of goingbeyond the vertical. (Pilot reac-tioll-pul1 back on the controls.)6. Pilots are apparently more sub-ject to vertigo when nervous, tired,01' tense. Occurrence among wingmen in formation flying is commonunder conditions of reduced visi-bility, It is caused pos~ibly by thelack of horizon or plane of refer-ence, or the skidding and maneu-vering necessalY to maintain posi-tion, The most common sensa-tions are of diving, approaching astall, or flying in some:unusual posi.tion, and the pilot's reaction is torecover from whatever attitude bfeels be is . in, correction usually re-sulting in a vertical spin or dive, andOfWl1 in a fatal crash,A good general rule for flyingpersonnel to r member is, 'to 5 Q-in 15 min-utes. Gyro mu l be set tomagnetic heading and not compassheading-in ether words, it is set afterapplying deviation to rornpass beading.Compasses All LagAll magnetic compasses are subjectto slight error in indication on straight-

ening out after a turn. This is calledthe "period" and may be for 3 minutes

or more. Care must be used in settingthe gyro after a tum until compass isincli acing properly. The D. G. i de-pendablc on the bank and pitch planeup to ,55" of bank at which time it willspin and mus.t be reset in level l_jght.Many pilots do not realize the im-portance .of engine .ontrols in full

panel instrum nt flying. Each pilotshould establish three speeds for theairplane he must f l J l on instrumentsand know the tachometer and mani-fold pressure readings necessary for'


19/36

I1

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


20/36

18


21/36

above stalling used fOT instrument ap-preaches and landing approaches] 2,normal cruise, speed at which theairplane is usually flown (In operationsfor normal Iuel consumption andrange; 3. hiah speed cruise highestspeed used in tactical operations.Level flight EasyKnowing jJowrr control 'etting:; fOJ

thcs speed and indicated air peeds,it is a simple matter to establish levelHight. In addition. the pilot shouldknow the jJropr-y the problem of flight SGlII'rlill FUI'I- ,. i04E 'AI :O,, 1r " l lI tl t, . 01" T1- tE .A.lIlQ! I; ;l tl ,.

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

CHANIPAGNEPARTY TOASTS F'R!iT STUDENT IN IFIS- GRADUATING CLASS TOFL\' PERFECT PATTERN eto Atlanta fur the 45-day COUl'Se there.Soon nearly 100 instructors wili beturned out CVCIY 1 X weeks,

proximately 200 Wnves ate training,with classes starting every two weeks.IFI ' students get all hour of Linktraining and three hours o r actual fly-ing each day. They fly to obtain ate hnique that w,il1 enable them toleach lnstrUI)lent fiigbt, so th;y spendhalf of their air time instructing others.This school was not originated totrain lID trurncnt flight but to turn outreachers of that method of Hying. It

Waves Learn Link.t the Link Instrument Training ].11-stl'uctors School, caned LITIS, enlisted

Waves are being put threugh a ten-we ks' course so they can operat themachines which now specialize inteaching radio navigation aids. Ap-

19


22/36

has been found that marriage tatus,age, or previous teaching experiencehave little effect on whether a studentturn ut a good teacher.Stress Radio AidsEmphasis at the LITIS school is

placed on radio navigation, The;average time spent in the machine :i~about 25 hours. Eventually Waveswill 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 tedWaves learn the techniques which for-merly were taught regular pilots at athree months' course at the Link fac-tory. With the outbreak of the war,pilots could no longer be spared tooperate Links so the Waves steppedinto the brca 'b.Originally, women with llight time

were preferred, although it was provedthat actual flying made little differencein th ability of an operator. Thisoriginal group learned the Li1Jk thehard wa.y but they proved that the av-erage woman could be taught enoughin eight we kg to fi t into the mass pro-duction pilot scheme.All Ages G,et Link

PiL tsof all ages an d types ge t Linktraining, some youngsters direct fromintermediate flight, others experiencedair-lint' pilots. One to the vast areaover which the war theater extends, apilot must know mote about naviga-tion than when he flew over short dis-tances and familiar territory,

What Makesa GoodInsfrumentFlightInstructor

Psychological studies made atNAS< Atlanta, have r ulted inth following broad conclu ionsas to what type wakes the bestinstrument flight rnstructor ;1. Bette!' than averag conta rfli 1',2 . Better than average instru-

.ment fUel' .3. Highly interested in Instru-meat flying .and t aching.4. At least 300 hour of flyingtime.5. Previously iustru ted in avia-bon or at least in some sub-ject.6. "High order of mechanical ap-titude and comprehension.

7. Analytic ability to pick mis-takes of pupil and correctthem.8. Jntere t In students as 1]1-dividuals,

It Is impossible 10 "fly" a Link o ythe attitude system because that. isnot a mech aTIleal method and alsobecause it requires the close t refer-ence to the student's past experiencein contact Dying of the actual plane.The majority of lrulrum .nt flight

procedures U1Ust be taught in an air-plane. Experience has shown that thetime needed to learn radio aids tonavigation can b cur in half by useof the Link.

The Link can train th pilot on 1:heground in problems he later practicesin the air. Patterns. and proceduresused in radio direction finding andradio range an be practic d underthese simulated flight conditions UIl-til the pilot is thoroughJy familiarwith them.

Improve on L inkNAS, P~NSACOLA.~A squadron at

this station has developed adaptationsto the Link trainer which, it is be-licved, suit the machine bert r for theattitude method CI [ teaching flying.The Link is "quipped with, a , T I ele-

valor trim tab, manifold pressuregage, cylind 'rhead temperature gage,an aircraft throttle quadrant withthrottle and constant speed propellercontrols, and an aircraft artificialhorizon.With a change in throttle, a posi-tive change of attitud i$ present in

the trainer. This affords itgood arti-fi .ial horizon indication on the in-strurncnt panel, The aircraft horizonovercomes the horizon bar flutterfOUI).d ill most Links and gives anaccurate angle of bank and pitch.BURI:AU COMMENT-Th .. Our"".. has ",dered'ynlh"tic directional gyros and elevator trimlab. faf all Link.. Autam"ti~ .odia r"nges lirean order and ""lom"lk OF'., VB', ond 'l'G's ar~In the proces. of developm.mt. They wjllbo pl ..ced on all LjDIIIroi"o, ..,

T w o B o o k s T h a t S h o u ld B e R e a d o n I n s t r u m e n t F l i g h tBUAER'S Training Division nowhas available for distribution twobooks n Instrument Flight "the lateston d sling with R a dlo N av.igatian

IIURE,tU saibS OUT TWO NE)'\! BOOl


23/36


24/36

struction ill the assembly of .30 cal.and .50 cal. machine _guns, ancifircthese gum and the M-l on the range.Most of the men took to maneuverslik ducks to water, says the station.A { w broke some Fundamental law:of camouflage discipline by tossingmatch boxes and shiny refuse; such astops of rations cans, on the ground,and by neglecting to replace nativecut camouflage with fresh material.The latter offense is called "RobbingPeter to pay Paul."

MAltlNE AVIATORS AT CHERHY POINT WHO HAV~ IIIOT 5EEIII COMBAT DUTY LEAltN GROUND DEF'EIllSE ' ' ' '~oTACTICS IN RIGOROUS,TltAINING "ROCRAM

C h e r r y P t .H u m s W i t hAc t i v i t y

M a ne uv ers a nd M a in te na nc eB u s y M a r in e C o r p s F l i e r sP rep arin g fo r E nem y C om b ata t N o r t h C a r o l in a S t a t i o n22

R igorou s C om b at M a neu versJl1ilior officers, ;regu_~-

Jars,' and reserves W hO., ,have not seen combat "duty are reaping the ,advantages of a rigor- .ous training program in ...ground defense recently established illthe outlying areas of this base,With its thick woods, semitrop-ical underbrush, swamps, and sandystretches, the terrain is ideal for combattraining. The course consi ts of oneweek of instruction in camouflage dis-ipline and ground defen e, and oneweek in the field, during which timethe trainee puts into practice thknowledge he has gained in the Brutweek.On maneuvers the men eat K ra-tions, sleep in pup tents, receive 1 . 1 l -

H a rd L a n d in g sOne of thefighting squadrons herewas recently equipped with Corsairsafter intensive training in SNJ-4's.In getting the pilots familiarizedSome difficulty has resulted from thetendency of pilots to stall the landings


25/36

in too hard. It is believed that thiscaused the wrinkles found in theskin on the fuselages of two plan ,One wrinkle wasabout 2 fret long,running dia g0-n al l v upwardfrom the wing-root on the left side of the plane, withthe bulge outx ards, The wrinkle onthe- second plane was located on thelower half of the fuselage behind theoekpit, Thisbuf'-kled inw


26/36

P r o p e n e r A c cu m u la to rF a i l u r e sExplanr:ttion and Solution GivenFailures of the synthetic rubber

accumulator bag in the accumulatorsystem of the Hamilton standard con-tant speed propeller have been re-,fOJ-tcdby ervice, The prin ipal rea-son for failure of the present design,says the Bureau, is that tightening Q[the ail'\(alve into the accumulatorhell by means of 10 k nu ts causes~hea.rillg tress to be sustained by blad-der material in the annular regioncompressed between accumulator shelland raised edge of flange on ail' valve.This stress shears the bug aroundthe air valve flange, causing leakage01 oil around lock nuts and loss in airpressure; thereby rendel'in~ accumu-Iator Inoperative, ~As this stres is maximum when

bag is inflated, it is I'commendd thatno torque be appli d to nuts On airvalve stern when bag is inflated.Careful checks to insure that correctpressure is maintained ill acoumula-tor bag is also necessary.A more suitable rn 'am of air valveretention in rubber a zumulator bagwill be incorporated and replacementbags will be distributed as soon asthey are available,E x t e r n a l E l e c t r ic : S u p p lyMotor Generafor Units ShouldBeUsed in CV's and ACV'sCorrespondeuce reaching the Bu-

reau indicates that equipment pro-vided to CY's and A 's for externalelectric power supply to airplaneseither is not understood by ships' per-sonnel or is 110t delivered, For 6X-ternal power supply fa I' starting andelectric and radio test, !ortablc 24-volt D. . and 12D-volt, ,800 cycle,A. C. motor generator sets are in-cluded as part of ship equipment tobe furnished by the builder,These portable units are pluggrd in-

to regular ship's power outlets, Theyare moun ted OD skid platforms foruse with standard lift 'trucks.24

C lo th in g Ou t fit S h ou ldB e (omp le teInformation has reached theBureau that personnel, both offi-

cers and men, are arriving inareas outside tile. United States,particularly in Australia, with in-complete outfits of clothing andare depending on supplem ntingclothing by 1)tecUfement Iromcommercial sources. In view 01the difficulty of obtaiuing cloth-Ing after leaving th Unit d8-t tes, and particularly in Aus-tralia, where the supply ofmany items is short (e!l.per:iall}'those manufactured from cot-ton} and where all clothing isrationed, it is requested that allpersonnel take necessary steps toequ(1P themselves with completeoutfits of clothing prior to de-parture from the United tates,

Personnel in CV's and AOV's areadvised to assure themselves of the de-livery of the specified motor generatorunits and make prop 'r representationt the Supervisor f Shipbuilding orBuShi ps in case of nondelivery.A few gasoline-driven pawer unitshave been .allocarcd by BlIAer to dV'!ilind ACY's for trial use, These con-ist of a small gasoline engine whi hdrivel>a standard aircraft generator (aspare from one of the planes may beused) .It is expected that the eventual so-Iution to external power ' supply maylie in the .gasoUne-dJ1v n portableunits. Pending services tests and in-itiation of production, however, pres-ently supplied ships' equipment motorgenera tor sets should be used.

HAVE YOU A DlLBERTIN YOUR SQUADRON?

P a t t e r n s S a v e M a n - H o u r sFabric Also ConservedNAS, MINNEAl'OLIS.-A great say-ing in man-hours hall been accom-pli .hed at this station by using patternsfor re-covering 2 airplanes. The

patterns include upper and lowerwings ailerons, wing and aileron tips,enter rection, rudders, elevators, andtabilizers,The Iuselage covering is marked. andewed to exact size by using a flat pat-tern, the covel' then b ing pulled onover the tail; the Duly hand sewingrequired being for the handle open-. ings, A saving in fabric is possible bymaking covers up in advance, thusu ing the fabric widths available tothe b st advantage.Rib-stitching time has been reducedby using a premarked 01' notched flex-ible metal pattern 01' strip. These pat-terns have a h ok on one end to boldthem tigbt against the trailing dge,The pattern strip is then laid againstthe rib, enabling the operator to locatethe exact position of the rib~stittbholes. Theil' use facilitates keepingthe stitches at an exact 900 angle. Iromthe surface of the fabric.

[CREDIT TO ST,\l"l' SERGANT E. C.RM!irvrLLE, R. CB;APIJ'I' . AM.M21l ,AND B. T, L"if.'ll


27/36

R A T I N G S IN N A V A L ' l V I A I I O NRaling"Chief Aerographer's Mate CAerMAerographer's Mare, ~st Class AerM IcAerographers Mate, 2nd Class AerM2,Aerograpber's Mate, :l rd Class., AerM3cDulies:Itellds Jll!I'tE'Ol'O I"gic~ I Instruments.Jutorprots wenIller rln 1u, and druws"'eu th;>I' churt ~ fo,' I'Or'I'('''''U ng.Related :Prtvure or t:~IUjJuerijaJ aiq huw Iii11'\,

$1381.149 6

AVIATION RADIOM ANRNril'l:IJ t'ngITIN'r, ulr-('J';lfl Instrun.cut wurks-r; u ircrufte11's [11:'1'[111mnpjringlIb"ljl~ral,hs,Related ';vil iobs:J 'lwtOI,P'tLLlh


28/36

nary system of removal useles , fOT itis so hardened and tempered that nodrill or cutter can cut through it. Tomake a hollow milling cutter that willremove all easy-out in that conditionwould necessitate.installation of a dubstud of such proportions as wouldmake rt impracticable,Work Ouf SystemCharles Geller, ACMM (AA), withthe aid of Reynold G. Carlson, AM

2/c, an arc welder, worked au thesystem of removing the easy-out [romthe cylinder. Using the "proper am-perage and voltage, a %2" stain-less-steel welding wire was attached tothe broken easy-out, Then with fourstrokes of a slee e hammer made herethe part cam out fastened to the wire.By using a jig that located the holesfor the studs of the rocker-box cover,a new hole was drilled and tapped fora club stud. The surrounding dural

THE DEVELOPMENT OF AN IO'EA

_AND SO

26

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

G a m e B o a r d C h e c k s S t u d e n t sAbility in Link Measured

A'l'C, PENSAC l,A.-By use of azarne board. students of an observa-tion-eruiser scouting squadron at thiscenter ate hocked in comprehensionand ability inLink trainer; navigation,corrtmunication, and recognition weeksbefore they complete their COLLl"Se.The game board consists of two

rooms, one with the Link and theother a ship with the "adrniral" and.his staff aboard. A typical problemis given to the student inthe Link,whoimmediately begins his track until h e >spots the enemy fleet,After transmitting his contact rc-pm"t, th student sends In amplifyingreports, either in code or by voice.The "admiral" decides the strategyand sends further instructions to thescouting plane. When the problem iscompleted a conference is held andall 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.

A i r F a c i l j t v O p er a t in gA lso A cts as ADU.. AF, MINEoLA.-Thl~Naval Air"Fa.cility, operating since October, waso;ffi i .aUy commissioned r cntly. ItsPUl'POSe is to modify lend-leas planesof Am rican make for operation with

the Royal Navy, Manned by U. S.Navy officers and men with an ad-visory British staff in liaison status, thefacility also acts as ADD for lend-leasecarrier aircraft consigned for use ofthe Briti h Navy.

HAVE YOU A DILBERTIN YOUR SQUADRON?


29/36

//' /

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

Q u o n s e t U s e s I m p r o v e d N ew J ig W i t h L in k B u b b l e S e x t a n t T o E a s e C o r r e c t i o n sAn improved jig has been developed

at the Link Celestial NavigationTraining School, Quonset Point, R. I.,to permit squadron personnel to makecorrections- in Link bubble sextants.Fleet and training personnel are be-comipg increasingly familiar with thesextant, so that additional informationon how to keep it working accuratelyis invaluable. It has been brought tothe Bureau's attention that consider-able tiUl is being lost due to large in-dex: errors developing in the .instru-merits, requiring that they be sent toshops for correction.Using this jig, index corrections .canbe made for 00 altitude which shouldsatisfy average accuracy requirements.The procedure is sufficiendy simple

that .iastruiuents on hand can be keptready for us at all times.After a sextant has been adjustedto eliminate index error, the correction

;for spate bubbles can be determinedand recorded) permitting accuratereadings to be obtained, if necei saryto change bubbles dUFiTlg Right.Blue prints for construction of the

jig and detailed .instructions for jts usemay be obtained by writing the avi-gation Training Section, Bureau ofAeronautics, 6l College Avenue, An-napoli', Md.The jig presents no complicationsin operation or construction. It canbe made in A and R shops at a negli-

g~ble cost and without. pecial equip-ment, by the regular shop personnel. JIG S","VES TIME, IS ACCIJRATE. AND EASY TO IJSE27


30/36


31/36

Frottl frb~en Arc'tlc_tonotlrop.ic$., Na yaircraft !:tirlie,~sare'transporting coveysof fi~I'i'nng planes to immohili2.e the.


32/36

R a d io C o n s o l e D e s i g n e dComplete Drawing AvailableUpon Request

NAS, ST . LOUTS.-Thc Communi-eations Department at this: Stationtion has designed a radio operatingconsole, which bas greatly increasedthe efficiency of its operating person-nel. The con ole, as hown in th at-tached diagram, is compact, andallows the operator to handle thetraffic on several frequencies with ease.Space is provided for foul' receiv-

ers, with speakers built into the con-sole. The transmitters are operatedfrom a remote panel which also hamicrophone and key jacks. The millis directly in front of the operator, whocopies incoming traffic as received.Stowage compartments for message

blanks and despatch form as well asconsiderable drawer space enable theoperator to have at hand all neededgear. Drawing available on request.D f F P o s i t io n P lo t t e rThe D/F Position Plotter is a light-

weight, compact instrument used {Qplot quickly and accurately the posi-tion of a plane, determined by radiobearings, The plotter- was developed

NEW DEVICE PLOTSPL4f'iI':'S POSITION QU.ICKLY

in coon ction with the training of in-structors for Link Instrument Trainersat NAS! A t lan ra,The device weighs one pound and

consists of a stiff plastic baseboard..A sheet of vinalyte plastic, frosted totake pencil and ink computations, is30

attached to the thicker plastic basesheet. Under this transparent facesheet of the plotter the navigator cancontrol, by a knob projecting throughthe sheet, the combination compassrose and distance' grid disc placedbetw en the two surfaces. To' peratethe plotter the .navigator places astandard sectional or regional airx...ays

chart under the grid ruse between thetop and back plastic sheets. He .posi-tions the disc with reference to trueand rnagn tit north.

---::k.-The Coast Guard has a new rifle

wbicll fires so rapidly, it shoots eighttimes before you didn't know it wasloaded.

JJatl'

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

June 15, 1943Airphinr DatI. : 'ulletin

11640333 48L2l36511224 . 35 4< 1 73. ,242 1162

5-22-435~22-435-13-435 - 1 3 -< 1,1G- 434-l4.-435" 13-t35-2fi-433 - 3 -4 39-l4-424 14-1135- 435- 8-435- 8-435- 8-434. 7-431-20-435 - 2 4 - 4 3 -fj~24-43.5-24-433~26-435-10 34-28-434-2&-433-25-434- 7-433-27-435-23-415 - 2 3 - 4 1

CblU1jfC

141612S]0 589339 156II22212161736022773316821 . 2 4 -1192559,1 7

252324 -7133103100601.0972127110329296138IS14116

1 1 1901039252'6 3}O118

1 - 3 0 - 4 3~ 6-435-24-433 ~ 3 0 - 4 35~25~f35-24-435-25-435-27 43s- 1-435- 4310-26-425- 8-434- 1-431- 1-43:1-25-435-29-4.35-29-435-28-435~28-435-28-43

1 5 - 4 35-25-435 -25 435-25-4.35-28-435-2 il35-27-435 -' 19- 4 35~19-435 - 1 9 - 4 33-11-436- 1-434,..24-43-1-24-43 8-435- /:1,-43

5 ~ 1 7 - 4 35-28-435-28-435-2 435-28-435 - 4- 435-24-435-24-435-22-4,35 - 2 2 - 4 . 3.'i-lS-43;; 18-43S-l8-


33/36


34/36

U g h t s L ic k T r e e H a z a r dEnable Pilo's '0Judge AltitudeNAS, PENSAOOLA,-Tre:es surround-ing the landing mat at the avalAuxiliary Air tation, Bronson Field,form a natural hazard to night flyiIlg.

As no provision had been made forpermanent night-lighting equipment,one squadron. invented its own systemwhich has proved 100 percent sue-cessful,As an aid for students in judgingaltitude, a erie of three portable

boundary lights erected all masts ap-proximately 4-0 feet high were placedjust inside the trees at the ends of eachrunway.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 operationduring night flying activity at thesquadron, Dot one 5 -A plane has re-ceived a scratch.BUREAU C01!1MENT-Tlii. recipe ,ounds 9'oodand 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 develop-ments, BuAe, NEWS is 'he bl'~' merHum for.preadlng the word on Idee. no", so impor.lanl as 10 'equire speciol repor".

P r e p ar in g M a p S u r f a c eMorine Group Deve/opsFormu/aMCAS, MOJ AVE.-A Marine Air'

Group here has d veloped a simplerecipe for preparing a combinationsituation map and overlay,Result are obtained by spraying any

In.ap heavily with thinned airplanedope. (This MAG found the best wasclear nitrocellulose. Navy Aero. Spec.D-12g; thinner T-25.) When itdries, the map can be rolled up.Original lines are. not crowded or ob-soured, yet the surface will tak vividTO rkings ill any hade of nonalcoholiTndia ink. 'Marks can be rubbed offwith a damp doth and new develop-menrs or -installations inked in. Chi-nese marking pencils also can be usedeffectivel .

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

32

(Silcceeds U JJt dated May 20, 194.3)LAn;ST NtrMBI~RS OF ENGINE B LLETINS AND CHANGES

June 15, 1943

DateBulletin Change Bulletin j Change 1------

- --~---- -----16- --- 5-24-43.17 IBeing issued.1 __ .00.

Wright

Belnglssued.Do.Do.Do.Do.Do.Do.Do.Do.Do.Do.Do.Do.Do.Do.6---4-43.Being issued,Do.Do.Do.Do.Do.Do.Do..00.Do.Do.Do.Do.Do.Do.Do.Do.

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

Prntt & WhitneyEngi:"fll!

R-985~_____ 174 _R-1340__ __ 191R-l"iI4_O____ __ 192R-1535 . _._ 216R-1830_____ 314R-1830 ____ 815R-1830____________ 316R-Ul30_ __ 317R-1830_____ 318R-ISlO_ __ 319R~2000_ ____ 31R-2000_____ _ 32R-2000_ 33R-Z$OO__ __ .____ 63R-2800 64_ _Rt-2.800____ 65Rr2800 _ ____ _ _ . 66R-2S00 ~-- 67R-2800_ 68 _R-760 . __ . -T---- _. .__ 79 _R-760 ~. __ ._-- 80 __ . _R-97u_____ _ ~__ . __ __ 19R-975 .. . _'_ . . ____ 20R-l,S20_ 326R-1820_____ 327R-1820 _ _ --_ 328 --.---. Jli-1820.____ _ 329R-1820 .. __ __ 330.R-1829____ 331R-2GOO______ 83R-2,600 .______ _ 84R-2600 . .. 85R-2600 . '_ 86R-2600.____ __ _ 87R-2600_ . 8R-2GOO .__ __ 89 . __ ,_R-2GOO __ 9D _ _R-2600_ -- .. -- _-- _ 91 I - - - -R-2600_______ 92 _R-2GOO. _ _ _ __ . _' _ 93 __ _ _R-SaGO _ ____ __ 16R-3!J50 ._ __ ___ '17 I__~Conlin n(II1. R-67 0_ _R-670. _R-670 _Ran. g. er.___ -- -- '" 1 _Y -7 7 0____ _ _V-770_.. _ _L-6-4A.0____ ___. _

89106-4-43.&-:9-'13.5-29-43.

as in th . photograph.The pilot of a plane which is shu ed

frequently in this manner is likeJy toP ush in R ight P lace!In spite of warnings against rnis-

handling airplanes, green' crews oncarriers occasionally use the wrongsystem of moving them on the decks,shoving against movable p~rtl>insteadof at regular places.

orne planes are provided with spotsmarked "push" for the information ofdeck crewmen, Shoving 00. the land-ing gear or the fixed part of the sta-bilizer might be used to PI' pel a plane,but not the \ving flaps and elevators, get surprising response when the time(Innes for him to operate the centrals.


35/36


36/36

Documents

Naval Aviation News - Jul 1943