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ROYAL CANADIAN AIR FORCE

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DFS LI BRARY
LIBRARY COPY-this
pub must be returned.

fL/6/Yl
COMMENT
l~~t~t t~ ti~
UII~F;('TOIt 1TF; 01~ 1'IJf I("fi' ti If'F:TI~
li .l .l,l'. 111~ :~1Unl 11i71 li~ . It'I'1'tW 1. iIVT .

Group CaFtain 1 1 . Jordan

D~rector

Winy Commander N . Burden Winq Commander K . C . M, Dobbin

Accident Investiyation Flight Sa{ety

A MESSAGE FROM THE CAS

Flight safety is vital to the efi'ectiveness of the RCAF.
The accident prevented, the man spared an injury and the
J:1\C :1R1 ~ i GIiHL IRl 19"e8 STAFF aircraft kept frorn damage, all contribute to a g reater
operational potential .
No magic exists that will guarantee a successful flight
safety program . The responsibility for aircraft accident
C Q N T h: N T ti Editor-in~Chief prevention rests with the station commanders, aircrew,
Squadron Leader Georqe Sheahan technical sta,~'s, and all others engaged in the operation
and maintenance of aircraf t. Hence, no one man is doing
Editor a jo6 rhar is either insignificant or unrelated to safy et -
A Message from the CAS . 1 Mr . lack E. Nuqent whether it be fitting a part to an aircraft, flying a trainin g
exercise or carrying out an operational sortie . Can-
Good Show 2 Circulation sequently, the elimination of accidents is related directl Y
011  . . . .. ... .. .. .. . .. .. . . . . .
Flyiny Ofiicer Peter Bremner to the skill of each individual.
3
Artisfs The RCAF accident rate has shou~n a progressive
Food for Flight _ 6 decline and personnel at all levels can be justifiably P roud
Mr. Iean A . Dubord
of this achievement. However, modern high performance
The AVRO CF-105 . . . .. 9 Mr . Harry K . Hames
aircraf t are becoming increasingly complex to operate and
Edilorial Assistant maintain and a high level of knowledge and skill, employed
An Ounce of Prevention 10
Mrs, Nancy L . Chenier in a professional manner, is essential if our accident rate
Did You Check? . . . . 12 is to be further reduced .
Each of}icer and airman can and must assist in tlte
Circle of Confusion 14 RC~1F flight safety program during 195&. Only by so doin bj
will our efj'ective fighting strength be preserved .
PIREPS . 16
OFFICIAL INFORMATION
Chopper Rescue 18
The prinimy of this publication has been approved
by ihe Minister, Department of Naiional Defence .
Clock-Watching 20 Contributions are welcome, as are commenls and
criticisms . Address all correspondence to the
Head's Up Flying 23 Editor, Fliyht Comment, Directorate of Fligbt
5afety, RCAF Headquarters, Ottawa, Ontario . The
Thrust'n' Parry . . . . .. . . . .. .. .. . .. . . . . . 24 Editor reserves the riyht to make any changes in AIR MARSHAL
lhe manuscript which he believes will improve
Arrivals and Departures . .. .. . .. . . . . . . . 26 the material without altering the intended mean- CIIIEF OF AIR STAFF
iny, Service organiaations may reprint articles
Irom Fliyht Comment without further authorization .
Non-service organizations must obtain oflicial
permission from RCAF Headquarters before re~
* * * printing any oi the confents of this publication .

l;n~roso Crounex, C.`t,G ., O.A ., D 5 P., Quec :;'s Printer and Contrnlle~ o( Slationery, Ottau~a
 II
l
'I

I~IIIIII SIIIIII E

/
Directorate of Maintenance Engineering

T i~is isn't a "how-to-do-it" treatise o n the pistons than jets in the air, a knowledge of how
LAC LA. woonv~~ :~i~n method of 1 o c a t i n g and acquiring y o u r own
private oil well . W e can merely tell you what
they a r e lubricated is an essential f o r every
pilot . The methods currently u s e d have been
to do with the oil after you have it . developed over many years and are nowvirtual-
To begin with, y o u are 1 i k e 1 y aware that ly standardized .The main components are :
every e n g i n e , motor a n d powe rplant-with ~ Oil tank . Usually mounted i n the engine
the exception of rockets and JATO-dE:pends nacelle . Generally contains a "hopper" which
on oil for lubrication, and thatany interruption limits the amount of oil i n circulation s o that
in the oil system w i 11 have disastrous effects warm-up time is reduced . Contains a dipstick
in a very short time . tu measure quantity .
It is not unusual for an engine, jet or ~Oil p ressure P um P . Inte g ral P art of the
reciprocating, to f a i 1 within 30 s e c o n d s of engine . Draws oil from the tank and forces i t
c o m p 1 e t e oil starvation, In twin- or multi- into the engine to lubricate all moving parts .
engined aircraft the situation is not too serious ; A gauge on the instrument pancl indicates the
all of them will fly with one dead engine, although pres5urc developed by this pump .
l:pl L. ~I . ll~~vodunrd, nn aero-engine terhnician tcith at reduced airspeed and ceiling . The situation ~ 0 i 1 scaven g e P u m P . Also P a r t of the
I U5 I:nmmunu"ntivna and Reacrrc N'lipht, traa nsaialing one
differs with a single-engined aircraft, for loss engine . Collects the o i 1 after it has p a s s e d
night in the refuellinR of a llakvta at Cambridge lla~" .
:l gaavlirre-dricr~n pum p urra 6eint,~ rrtilized, nnd during o f the e n g i n e leaves o nly two alternatives : through the e n g i n e , and returns it t o the oil
the uperntion its r'xhnusf nurJ}ier unr~xpertedlt~ diaintel,~rated . either find a p 1 a c e to sit down f a s t , or else tank via the cooler .
F'I~~in ;r piecea o f hot rneral nnrl rrrrbon cnme in conlnrt t<~ith abandon ship . Neither course i s very attrac- ~ Oil c o 01 e r (o r ternperature regulator) .
apilled gaaoline on the uing anrl ataNed n fire . tive . Acts as a radiator to preventoverheating of the
In apite of thc flarrrr " s, 1I vudurrrd remorr~d thr~ hvse oil . Usually, but not always, thermostatically
Jet engines have a comparatively simple oil
nrul funncl nnd srreuPd ~he i;rrs Innk cap 6ack in pvaitivn.
It hilr~ he rrna doinK this, hia clothinF ig~uted nnd hc rcccit "ed system so t h e y encounter very little trouble . controlled t o maintain an o i 1 temperature o f
l~J
hurna nborrt the ~ncr~. However, if trouble does a r i s e , there i s n' t 70'C . 5ometimes manually-operated shutters
7'hrouph his cool rlisregurd for hia oun sn f etr', R~ ovd- much the pilot can do about it . Since practically are used t o restrict the a i r f 1 o w through the
rrard prer~entPd tu~o rrircra/t frvm hein),~ rlPalrn~~rd, fvr a all oil system malfunctions on jets are caused cooler . U s u a 11 y by-passed by a n automatic
f-119 a~ns parked ri ;~ht next tv the 1)akotn, In nrldition,
by an internal failure in the engine itself, the valve when the oil is cold or stiff,
vther mcrnGers rr f Ihr~ creu " , nnr~ inhvbitanta rchv u~r~re rcntrh-
pilot simply d o e s an occasional check o n his ~ I'ropellor . Depends entirely on e n g i n e
in),~, mi(,~ht hare lost thNir lit" ca ltnd n sericrua explosivn
vcr~urrcd . pressure to k e e p informed of a n y impending oil for its operation . (Not applicable, of course,
l~vr his exemplary cvnrluct irt n danpervus situalion, difficulties . Should an abnormal i nd i c a ti o n to fixed- P itch P ro P s ~ o r to C-l 19 and Ne P tune
f,pl Il ovdrrnrd receircd a pr'raonal Letter v~ Commendation s h o w up on the gauge-too low, t o o high, or aircraft w h i c h have a separate oil supply for
frvrrt the LhiPf vf Ihe .~lir .~ta~. fluctuation-the only sensible r e a c t i o n is to prop operation .)
land as soon as possible and investigate . ~ Feathering pump . Obtains its o i 1 from
Reciprocating engine oil systems are much a reserve in the oil tank, s o that the prop can
more complex, and since there are more be feathered if a 11 normal oil supply is 1 o s t .
 N o t applicable to single-engined aircraft, for Unfortunately, since no one enjoys sitting in a
obvious reasons, or to the C-11q and Neptune . cold airplane for over h a 1 f an hour, the boil-
~ A horrifying collection : p i p e s , hoses, off p r o c e d u r e degenerates i n t o a slightly-
clips, clamps, v a 1 v e s , fittings and assorted longer-than-normal cockpit check and run-up .
hardware . V e r y often the g a s o 1 i n e evaporates peace-
~ Oil dilution system . M o r e a b o u t this fully during the first half-hour of flight ; when
later, it doesn't, siphoning action starts, If a flight
The last two items cause most of the trouble . engineer is one of the crew, everything is rosy ;
Every joint and connection is a potential threat : he can s t a r t up and boil off p r i o r to takeoff
a cracked or ruptured line, or a 10 o s e hose- time . If no flight engineer is carried, the pilot
clamp, can empty the system i n a short time . must either do it him self or arrange with main-
Any leakage i s a cause for c o n c e r n . Leaks t .enance to do it for him . A ph o n e call to the
never cure themselves-they generally become OC Maint or EO will usually take care of this,
worse ; and a slight 1 e a k noticed before take- and everybody is happy .
off may easily turn into a severe 1 e a k half an The big problem is that we h a v e no way of
hour later . knowing how 1 o n g a boil-off t i m e is needed .
The capacity of the oil system is limited by Engineering orders place the responsibility for
space and weight considerations to the lowest dilution on maintenance people, but no one has
possible figure which will permit safe operation b e e n made r e s p o n s i b 1 e for boil-off, It is
for the duration of the normal fuel supply . generally assumed that the pilot is responsible
Normal o i 1 consumption varies with th e size since it is his n e c k that's at stake . Mainten-
and type o f engine, i t s mechanical condition, f.~er~- joint and eonneelion ia u polential Ihreal, ance people are supposed to sign the L 14 when-
and the power settings used, For example, a ever dilutionis carried out but this is sometimes
How lon~ a boil-off time is needed?
P&W R1830 engine at rated power would overlooked . Consequently, if a n airplane has
normally use o n e and one-half g a 11 o n s per and heating i t before pouring it back i n t o the not flown for several days, it could quite easily
hour, A W right R3350 w o u 1 d use about f o u r tank, In extreme c old, engine oil will freeze have a considerable amount of gasoline in the removes this sludge contributes to the reliabil-
gallons perhour . A P&W R985 atcruise power s o 1 i d , and at m o r e moderate temperatures oil--possibly as h i g h as 50% . Boil-off t i m e ity and life of an engine ; and regular oil dilution
uses about h a 1 f a gallon per hour, These are takes on the general consistency of rnolasses . for this condition would be from an hour to an all year round is a simple and effective method,
normal f i g u r e s and would be exceeded by an An engine simply w i 11 not s t a r t under those hour and a half . Besides, if the airman carry- All that is required is a d a i 1 y one-minut.e
engine which is starting ta show its a g e . Any conditions . ing out dilution doesn't have a watch(and many dilution (normally a t the end of a day's flying)
leakage will increase the total consumption and Oil dilution is j u s t a means of thinning the don't~, h i s estimate of dilution t i m e may be which can be done conveniently while taxiing in
may easily result in loss of all oil with con- oil with gasoline to p r e v e n t solidifying, and away off . If there is any doubt, have mainten- from the runway . T he only precaution is that
sequent engine failure . the amount of gasoline required depends on the ance do the boil-off run and top up the oil tanks it must be done daily . Should i t be neglected,
Oil dilution is one o f those necessary evils temperature a n t i c i p a t e d at the n e x t start afterwards if necessary . sludge w i 11 accumulate in the engine, and the
and i s generally somewhat misunderstood and attempt . Oil tank capacitic:s vary and oil dil- A secondary purpose of oil d i 1 u t i o n is to first c o u p 1 e of dilutions carried o u t in cold
misapplied . Primarily, oil dilution i s for the ution machinery varies-so the requirements clean sludge out of th e engine . This was dis- weather will loosen the sludge . Great gobs of
purpose of thinning out the engine oil to facili- for each aircraft also vary, The various covered more or less by accident ; engines it will then clog the oil screens and filters and
tate starting in c o 1 d weather . As a matter of details are given in POIs for the aircraft type, which had been using oil dilution were found to plug up oil p a s s a g e s and pipes-exactly the
general interest, o i 1 dilution w a s originated If these a r e adhered to, the engine will start contain very little sludge when compared with condition it was the intention to avoid .
shortly before World War II by a bush pilot in with little or no difficulty . non-diluted engines . Sludge is a by-product of There's the o i 1 system, S i n c e an engine
Northern Canada who h a d a n aversion to t h e Now comes the joker in the deal . The gas- oil which has been subjected to heat and oxida- won't run without it, it's up to you to t r e a t it
w o r k involved in d r a i n i n g the oil from the oline which w a s mixed with t h e oil m u s t be tion, and it tends to gum u p the working parts reasonably, and 1et it do its work, If you
engine and tank, storing it indoors overnight, removed before flight ; if it isn't, it w i 11 start of an engine and pl u g oil passages, pipes and neglect your engine, you are asking for
boiling inside the engine and cause a greatdeal c o 01 e r s , A n y process which eliminates or trouble-and you will certainly get it!
o f froth and foam in th e oil . When all this is
pumped back to the oil tank, the tank overflows,
the engine g e t s overloaded, th e vent system
b e c o m e s overloaded, and a siphoning action
starts which w i 11 empty the o i 1 system com -
pletely unless you take precautions, If possible,

~~Old Dad" says :

return and land, If this isn't possible because

~r ' e
of w e a t h e r , w e i g h t condition or any othe r
reason, the siphoning can be halted by stopping
the engine . Feather it, leave it for a minute or
two, and restart, Repeat with the other engine
o r engines if necessary . I n extreme cases it When a pilot o n a n o r m a 1 flight runs into
may be necessary to s t o p each engine t w i c e some a b n o r m a 1 trouble with his engine and
before the system returns to normal . decides just to c a r r y on normally, he's sub-
The process of removing the gasoline from normal .
the oil is c a 11 e d "boiling off", a n d it means 'The i d e a is to call t h e tower at once, get
exactly that : engine h e a t m ust be raised and an emergency clearance and 1 a nd . That way
maintained at a temperature sufficient to boil y o u might save u s a11 a n engine , When they
off all the gasoline before takeoff . This entails s t a r t acting up-even if only for a moment-
considerable ground running-f rom ten to forty it's a sign of trouble, Should it happen to you,
minutes with engines running at 1100-1200 rpm . Junior-go home! Fast!
 feeling which you may experience in the late
morning or afternoon may be a very dangerous
sensation, Avoid itbytaking some food between

i
meals .
However, aircrew are not a s a rule a very
active group, and eatingthree full meals a day
w i t h two o r three between-meal snacks will
likely cause excessive weight gain . In order to
avoid this, there should b e a reduction of the

i amount of food taken at the regular meal hours,

andthebetween-mealfeedings should consist ui
low-calorie foods . S u c h foods a s fruit juice
in summer, and coffee, tea or soup in winter
should be adequate ,
Another aspect o f feeding which may cause
difficulty has t o do with gas production i n the
intestine . Flight at altitudes of 50,000 feet or
more requires cabin pressurization at 25, 000
f e e t . At high altitudes t h e g a s e s normally At RCAF Slalion Rockrlilic, foud ~cr~~icec uffircr, F I . Rcltv

/
Bell, chceks an in-fliRht luuch packcd b~~ LAC Ray Tille~~,
present i n the stomach a n d intestine expand ,
Such expansionmayinterfere withfood absorp- fort and perhaps very seri~us syrnptorns .
tion, thus increasing the problem of low sugar So not only is the frequency of feeding
levels ; it may cause abdominaldiscornfort and, important, but also the nature of the food taken,

FOOD FOR FLIGHT

if severe, it may compress lungs, heart and Relatively little is known about the production of
other vital organs . gas in the intestine because, in the past, it has
Irven more hazardous is the rapid f~ :Ypansion represented only a mild social problem, It is
whichwill accompany explosive deconrpression, suggested that rough, bulky vegetables, such as
If, as a result o f enemy action o r from other cabbage, produce more than usual amounts ; but
cause, cabin pressurization is 1 o s t at 50, 000 the manner of its production and the amounts
It was recognized even before the days of jet or more feet, the gas expansion may be in the produced by these and other foods are notknown .
aircraft that, after a period of several hours neighbourhood of eight tirnes . Further, it will Vague knowledge of th i s sort i s not adequate
without food, t h e performance of aircrew de- occur suddenly and will certainly cause discom- under these circumstances, and researches are
teriorates . T h i s "falling-off" of ability may being s e t up in Canadian universities to learn
be associated with low sugar levels in the blood , more exactly t h e role o f various foods in the
In any event it occurs to some degree in every production of gas . These studies willdetermine
individual after about four hours without food, the best f o o d s to provide to a i r c r e w of the
It has become increasingly apparent t h a t this future .
problem becomes more severe when men are A t h i r d aspect o f t h e problem of feeding
flying t h e newer, f a s t e r aircraft . Perhaps aircrew h a s to do with the temperature of the
because reactions mustbe more rapid and sure,
because a momentarylapsecarries much more
s e r i o u s implications, i t is clear that some
Cruu p Crtptrun ,'HcCrearv henda the Dppart- arrangernent must be achieved for the provision
ment o/ Prrerliatrics at the G''niveryily o/ British
of frequent feedings for aircrew, That "gone"
Co6rm6ia nnd is con~ultnnt in nutrition to Ihe
KC :lF.

Until recentl Y the maintenance of g ood health

in rnen who fly military aircraft has presented no
special problems . The same routines of health
a s those required b y athletes have sufficed-
adequate rest, exercise and usual foods in
sufficient quantities . However, with th e high
p e r f o r rn a n c e aircraft n o w on the drawing
boards, in which m e n will be exposed to alti-
tudes, speeds and temperatures which have not
previously b e e n encountered, n e w problems
arise . These involve particularlythe food which llown Ihe hatch! Durin~ a crn .~-
the men eat, countn hop in an Ezpcditor, S 1.
So new and unexplored is this aspect of body CcorRc Shcahan shares an in-flighl
lunrh r+ilh his co-pilot, F 0 }'rtr
physiology that the difficulties associated with Iircmn~~r .
utilization of food under these circumstances
A t~~piral in-fliRht lunch . Coanterclockwiee From noon :
are not all known . It is clear, however, that storaKe carlon, olhPS, xoup and rrackrrw, tomato, peach, ccwkie~,
problerns exist and that some of them may be ralt end prpprr, fried rhicken IPg, auRar, can-opener, thrre
serious . sandwichcs, plaslic spoon, straw~, paper cups,

6
 CF-105 (ARROw>
environment, As speeds increase, the Iriction and other tissue fluids, These normal levels
of the aircraft moving through the air also in- are jealously guarded by the body and maintained
creases, and the temperature inside the aircraft within a very narrowrange, However, loss of .
becomes more difficult t o maintain in a range fluid, particularly sudden losst's, tends to throw
compatible with life . them out of adjustment . No one yet knows the
One method of keeping a member of aircrew degree to which this will be a problem, Until
reasonably comfortable in the h i g h tempera- men have tested and flown the aircraft now on
tures which a r e anticipated is to blast strong t h e d r a w i n g boards, until measurements of
currents o f air at hirn . But air a t altitude is weight loss have been made, until levels of these
singularly dry, and the result o f both the heat electrolytes in blood and other fluids before and
and this method of combatting it is to encourage after flight have been performed, «~ e can only
dehydration . be aware of this potential problem .
Loss of water from the human body can occur
withgreat rapidity, andthe drying-out process
So members of RCAF aircrewwill hear more
a b o u t food and its r o 1 e in maintaining thei r
r
produces abnormalities of behaviour , Perhaps health in the future than they have in the past .
more serious is th e fact that the rnaterials in They will receive lectures, they may bc~ asked to
solution in body fluids can also be disturbed, bring their wives to ~lasses in which the foods
Sodium, calciurn, potassium and oth e r sub- required for aircrew are discussed, they may
stances a r e present i n all body fluids . They f ind themselves being provided unusual foods
serve s p e c i f i c functions, such as nerve ex- under unusual arrangements . Innovations will
citantsordepressants . Normal thought b e rnade o nl y because researches s h o w the
processes and normal reactions occur because n e e d for s u c h arrangerncnts i n maintaining
of normal amounts of these materials in blood aircrew healthy and fit in their new c~nvironment,

luthcntic rcplica of the original Sil~t" r Dart, fira Iluwu

b~~ J . A . ll . :11cCurcly at ljadaeck, No~a Scotia in hrbnar~~
14U9, ia now unJer construclion at R1 :1F Slation Trrnton,
()nl . LaC Lioncl 11cCafl're~~, an airframe t~rhniriau at
Tre" nton, i~ in rhar~e nf the rcconstrurtion . 'I'he replicu
w°a, fir~t un~~rilrd at 'frcnton ott Air F'orcc Ua~, ,lunr 19 .",i .
'1'hc llart compares intrn" ~tinglr with thc ~Arrow on the
farin~ pa~e. nnlc 1$ ~rars of nriation >eparate lhear tho
Irpe~, ~ct the ~lrrow is ron~hl~ 40 times factet than Ihe I)urt .

The AVRO CF-105 ("Arrow") is an all-

,
weather supersonic interceptor, developed
for use by the RCAF in the air defence of
North America . Designed and manufac-
tured by AVRO Aircraft Limited, the Arrow
will incorporate two Iroquois jet turbine
engines designed and produced by Orenda
Engines Limited . Details of this latest
Canadian aircratt will be published in
Flight Comment as they can be made
available. (Our cover for this issue depicts
artist Harry Hames' conception of the
Arrow . -ED)
, ;. ,
~,~,'`-' .
v ,~.. it~~~~ ~
~"':ji '~,
,~
; Y':,~j7r+' .'~', . , , t"lily;a!'b~'~'
~~,,t, t~"~Y~ 1~
. . ,~ . . r ~-,
"r~+_i .E 'r ~~,i " ,,
".' .~' f2,w ~
 and others like him may be successful in doing
. ,r .--~.~- ~." , . -. this many hundreds-even thousands-of times .
"11Y._I!"'79i1-~'~1/.~t(~,~

They get away with deliberately improper prac-

-N
~ ~1_-i,'"~[~'~/',l~7NLIR1IA~
"~R" °" ,~SI~aiA "!w" . "~"7~
~ 1 /" ~~'}'

i tices b e c a u s e they retire before t h e law of

~ "SV
~ . a.~ ~ --ye. ....
~ ~~^'9
~ 1_I~
averages catches up with them .

Incident Reporting

Ounce o f I am sure any pilot can recall several fatal

accidents resulting from lack of compliance with
planned takeoff or approach paths on the part of
experienced pilots who may have accomplished
"" "
Prevention
the same procedure many times in bad weather
without knowing how close they came to disaster .
-J
These incidents g o unreported , But if a false Complacencr is easilv acquired when the operator
instrument reading o r a wind shift happens to g~~ty u~a~ Nith hi9 una(e practicry .

by lerome Lederer occur at a critical time, the d a n g e r is com-

pounded .
Ifoit~ dt~ llte rommPrrial oir(inra tarkle their flikh! anfely problPma? .~rtme of ihe T h e problem of incidents versus accidents h a s been making a p p r o a c h e s in dangerous
rrnatcwra trerP xupplied by 11r. Jt~runtv F.f~derE~r, 1)irertnr of tht~ Fligltt .~afvly F'oundation, has been studied in other industries . A famous terrain in bad weather without following estab-
in an addresa fu fhN Thirvl :4rnturrl .dir ,~n`rlv Forttm nf thr airlines nrtd Pilutr :t v~urialiort .
safety engineer, William lieinrich of the Trav- lished practice . He continue s to feel very
!{ r~ hnre 1r,krrt fhv fiLerh~ n` e .rfrnrlin~ lhove portiotta nf tlte nddrpaa tr~hirh trP /ell had
ellers Insurance Company, concludes that in satisfied with his ability, 13ut suppose there
nn. rtlrpliralinn lo Ihr I(( : :4F"s F'lit;lt( .~rrfF~h' pro~nrant .
Rrnders tcill 6t~ esperin!(~~ irNPrrvlrrl in the airfines' inridtrnf repnrtin~ bPrtruse the shop practices an a c c i d e n t can occur o n an was s o m e device which later showed that, on
kink~ fhN rrupped up nre surprisinl;h~ likf~ Ihose u~r `nre irt !he runnini,~ uf uur .1'enr ;41ite average of about 300 times before it results rn one in every five approaches, he was brushing
pru jerf .-f;~U a lost eye, a crushed h a n d or a broken arm . dangerously close to an unseen mountain . The
Some e m p 1 o y e e s may undertake the unsafe incident would be reported before the accident
The P ur p oseof an effectiveaccidentinvesti- ported b e c a u s e only c h a n c e intervened to operation a thousand times and not be injured, occurred and the pilot would stop his dangerous
gation and prevcntion program i s of course to prevent damage or injury? Airline operations procedurt : .
Othe r s may get hurt in the b e g i n n i n g . The
assure greater safety-to increase the margin have reached the happy state where accidents average is one in 300 times . A n incident reporting system already is in
between a safe and unsafe operation . In a are few and their causes form no s et pattern ; These hazards often result from complac- e f f e c t in connection with maintenance . The
broader sense, safety is the result of operational therefore we must resort to incident reports to airlines send to the CAA daily written reports
ency . For exarnple, eye i n j u r i e s are often
efficiency because safety can be defined as the improve the record . If you agree, then we face caused by failure to use protective eye shields of certain mechanicaldifficulties, and these are
elimination of unwanted, unplanned events . the question of howto recognize and report the on grindstones . The "It-won't-happen-to-me" disseminated throughthe CAA, ATA, and other
r or example, an airplane takes off with heavy incidents . attitude, j u s t as in the c a s e of the pilot who organizations industry-wide to prevent recur-
frost on its wings-and the ilight is completed T' h i s presents many problNms . Incidents knows the terrain "like the palm of my hand" , rence . 'This is an intelligent w a y to operate ,
which result from complacency(taking off with It is ridiculous to have information at hand that
without a n y trouble , No accident occurs, but The p o i n t of all this is t h a t complacency is
the marginbetween a safe andunsafe operation frost on the w i n g s or o t h e r deviations from easily acquired w h e n thc: operator gets away might prevent an accident o r incident and not
was reduced . It w a s an unwanted, unplanned established operatingprocedtrres) will go unre- with his unsafe practices . In t h e case o f the use it to do so,
event . It should have been prevented because ported b e c a u s e , by definition, complacency Dangerous incidents, not otherwise recorded,
shop, the employee involves only himself . In
ultimately, if allowed to continue, an accident means "satisfied withone's actions" , The other the case of the airline, public safety is affected, should be r e p o r t e d by th e pilot in his self-
type. of incidents-those brought to the attention interest and for public s a f e t y . It is, unior-
would have occurred . and thereforecornplacencyis a luxurywhich no
A n o t h e r example might be a DC-6 a n d a of the pilot by physical means : unusual turbu- tunately, not always done . One reason is that
P ilot can J'ustifY . But ~ like fati g ue ~ com P lac-
lence, the nearmiss, cockpittroubles, errors pilots may accept a certain amount of unusual
Constellation f 1 y i n g on t h e same airway, in tncy i s not e a s y t o recognize, especially in
0 Pp osite directions " and a t t h e same altitude in navigation-m a y or m a y not b e reported, oneself . danger a s a part o f routine operations . This
but with the altimeters indicating a separation d~ pendinb on h o w much t h e y scare the pilot, We must acknowledge that pilot integrity has attitude can be cornbatted by an appeal to reason .
of 1000 f e e t . 5ome people, even pilots, will and how much trouble w i 11 be c reated for the b c e n an i m p o r t a n t factor in achieving our But there is a much more powerful and under-
jump to the conclusion tl~at o n e of t h e pilots pilot after he reports them! present safe.ty record-that even without regu- standable o b s t r u c t i o n t o t h e reporting of
was careless ; a more judicial approach might lations, well-intentioned p i 1 o t s will correct dangers : the p i 1 o t does not w a n t to involve
show that the fault was inherent in the airflow Complacency deviations f r o rn safe practice if t h e dangers h i m s e 1 f in further trouble o r i n any way to
over a particular static pressure port installa- are brought to their attention . Suppose a pilot jeopardize his reputation or hispilot's
tion . No collision o c c u r s , but the potential Let's ~~xplore the problem of complacency . c ertificate .
was t h e r e . Another example of an unwanted There are pilots (fortunately in t h e minority) In a recent survey of near collisions
ev ent .
'1' h i s incident has probably occurred many
who make no special effort to avoid turbulence ;
they feel t h e y know how to handle it . Yet we ~ ! conducted b y the A i r T'ransport Association,
it wa s found that near misses were occurring
tirnes without b e i n g prornptly reported to the knowthat turbulencediscourages rnany passen- at a rate much grcater than t h e rate reported
agencies that could have uncovered the airflow
condition . In other words, one way to prevent
gers fromflying and that it is one of the biggest
killers in scheduled air transport operations . I b y pilots . 'They were reluctant t o report for
fear of i nv o 1 v i n g thernselves in government
accidents is to uncoyer the incidents and elim- But a pilot with a caref ree a t t i t u d e towards investigations , A T A then p r e p a r e d a near
inate their causes . turbulence willnot be likelyto report it because miss r e p o r t form which d i d not require the
In the year 1954-a fantastic year for safety to him it is not dangerous , p i 1 o t to identify himself . T h e results were
i n airline operations-there w e r e only three Then there is the pilot who feels that he knows a s t o u n d i n g , not so much in t h e number of
fatal accidents . Ho~ti~ever, over 40 other acci- the terrain so well--''like the palm of my hand"- incidents r e p o r t e d (which was more or less
dents were reported w h i c h resulted in injury that he feels he can disregard accepted traffic expected) but in the prornpt response by pilots
to people or damage to equipment . Ho~~~ ;nany proceCUres even in bad weather, and establish to r e p o r t near misses when they were freed
similar inc:idents occurred but we r e no t re- his o wn letdown or climbout procedures . He Complaccnc~- meane "satis6ed with une'e aetionw' . of the fear of possible repercussions .

11
~4
Did
1 5 minutes . N o joy! So over t o Dog channel
where he hollers HELP!
GCI c o m e s to h i s aid--but 50 gallons too
late . J un i o r has t o get out and walk . For-
tunately, h e' s alive and well when the Board

You
of Inquiry s t a r t s . No sweat though . Purely
radio compass t r o ub 1 e from start to finish .
But wait! Those questions again, . . .
"What was the date of your facilities book?"
(Only four months old , ) "Did you realize that
the range frequency of the American station was
changed t w o months ago and that it is incorpor-

Check ?
"~ A ated i n the latest f a c i 1 i t y charts ?" (Gulp! )
"Did Y ou realize that in the 30 minutes Y ou flew
past ETA that you had j o u r n e y e d Z00 miles
from y o u r station?" (Gulp! ) "Did you check
and confirm the f r e q u e n c y you tuned on the
radio compass as being the correct identifica-
S/G Dooher ia Fli~ht CommandPr o~ 433
tion?" (Ooooh! Gulp! ) And another candidate ,41F'(F) tiyturdron at KC,4F' Sfation ,North Bay tckere
by S L M. J. Dooher for a far-off detachment goes d o w n the pike . he ia en E~ra!;ed in vin Canuck and T-33 aircra t.
T h e s e are instances which appear idiotic
and 1 a u g h a b 1 e to us all-but not to the poor r a d i o facility charts, and never use maps as
How m a n y times ~ at h o w man Y Boards of Yow! , . . . What's that truck and grader doing
delinquent concerned . H a r d 1 y a day passes radio facility charts . Station operations provide
Inquiry into aircraft accidents, has that question on the bloody runway? Overshoot! . . . .She
without somebody asking " D i d you check?'~ - a wealth of information to the airborne traveller.
-Did you check'?--been asked of the pilot'? won't do it! . . . .Hangon, here comes the snow!
and some poor type (who happened to be operat- Have you checked notams for destination, alter-
Up until the time he has been confronted with Up gear! In we go! ing in a mental vacuum at th at s a d instance) nates a nd enroute fields ? You m a y suddenly
this embarrassing query, the pilot concerned A crash and several bangs later, our intrepid
saying "I didn't realize ." need that knowledge .
h a s usually considered that h i s accident was young hero i s crawling f r o m a one-hundred-
The RCAF has gone t o g r e at expense and The w e a t h e r office i s your next stopping
purely an act of God and that nothing could have thousand-dollar w r e c k a g e and assisting his effort t o provide its aircrew with publications point . T h e information available to you here
beendone to prevent it . His consternation when passengers out into a snowy wilderness in the
and facilities designed to eliminate on-the-job h a s been obtained at n o small expense , Tell
certain penetrating queries are put to him would middle o f the aerodrome . "Wait till I see the
hazards . For a pilot with three-quarters of the man you're from Missouri ; and check and
most certainly hav e alarmed his passengers ; clot who let that equipment out on the runway . a wit and half an ounce of common sense, the confirm all weather at all the terminals-and
fo r up until the time of the accident they consid- But for my ski11 we'd all be dead ."
proper use o f these aids m a k e s most flights forecasts for all areas and terminals, possibly
ered that they were undcrthe fortunate care of C o m e the men from A I B with their over- safe, routine affairs . excluding Tasmania and Outer Mongolia, Com-
a second Steve Canyon . flowing brief-cases . Come t h e embarrassing
Prime factor in making a flight safe is pre- mitting th e information to memory is strictly
How about the keen, alert young man who- questions . Did you check the enroute weather? flight p 1 a n n i n g . Are your pilot's handbooks NDG , Your best bet is to take notes-check-
entrusted with the lives of several passengers- Did you know that ice was forecast below your amended to date ? They are useless unless they and re-check . It's the only wayto make certain
filed a flight plan at Phoggy Downs for a flight enroute flight level? Did you check the terminal
are ; you would be a 1 m o s t safer to go without of your date with that cute brunette at destina-
t o Moose Pelvis? The weather man says that weather at enroute fields ? D i d you check the
them . Are you using up-to-date radio facili- tion .
Moose Pelvis is CAV U and is expected to remain notams a t enroute fields ? Did y o u know that
ties charts and m a p s ? A 1 w a y s destroy old
there w a s a notam on Metropolis aerodrome,

c~rriti~ anN;:ui
s o u n t i 1 at least t h e following Easter , Uur
h a p p y young birdman gleefully h a s his flight warning of repairs on runway Z7-09 and of heavy
plan initialled by this benevolent seer of elag, equipment on the runway?
and vaults into the air and is on top in no tirrle . A s our young hero's complexion alternates
All is well with the world . That cute brunette between mud grey and slime green, the inquisi-
In "Human Factors in Air Transportation"
nurse at Moose Pelvis is in for a large time tion goes on . Lventuallyhe arrives at the same
b y Ros s A . McFarland, we r e a d that "It has
tonight, lucky girl . conclusion a s the b o a r d ; He is a congenital
been p o s s i b 1 e t o find the amount o f energy
Suddenly all is not right with the world . One idiot, Later, as he packs his Arctic kit, he
required for a fracture of fresh cadaver heads
engine has an ailing pot and temperatures are reflects moodily that his next unit-a detachment
without the removal of any of the tissues . From
off the clock . S h u t ' er down! A diversion to i n the boondocks--s h o u 1 d b e a good spot to
tests on 46 heads, t h e average impact energy
the a i r po r t at Metropolis is commenced and ponder where he flubbed .
n e c e s s a r y to fracture the skulls was 61 b .5
an immediate descent made on receipt of H e' s not alone, friends . There's t h e jet
inch-pounds, with a standard deviation of 149 , Z
clearance . jockey w h o pushed h i s flaming stovepipe into
inch-pounds . T h e mean value represents the
Down into the clag, Look at that ice form! t h e outer troposphere, bound from the golden
equivalent of d r o p p i n g a head weighing 1 Z , 5
Where did it c o m e from'? No one warned me west ta the foggy east . The trip necessitated
pounds on a steel platefrom a distance of
about ice! Oh well-we'll soon be on the deck . an enroute stop for fuel at a certain American
49 .3Z inches ."
Down to a p p r o a c h minimum and still i n the base whose only navigational facility is a range
In the past 1Z months  .members of the
muck . Better check the weather . What's the station . Our b o y blithely thumbs h i s facility
RCAF have carried out independent tests .
matter wi t h these blasted radios ? Wonder if chart, extracts the frequency of same facility,
Aircrew personnel contemplating similar trials
all that ice is giving me radio trouble? tunes in the bird dog, alters heading 30 ° on the
in the forthcoming year are requested to obtain
Anyway, I still have the radio compass . Station needle, and merely homes away .
the correct weight of their heads and forward
passage . . . .down we go . . . .400 feet . . . .There's F i f t e e n minutes a f t e r ETA he becomes
t o the Directorate o f Flight Safety s o that an
a runway! Ah! No s w e a t to a n experienced d ub i o u s of the old bird dog and tunes u p the "Did rou chrv~ti the enroute wealher? Did ~-nu know
that ice wa9 forrcaRt below yuur cnroute Ilight level? accurate statistical record can be maintained .
pilot . I wonder what the female situation is in volume to check th e signal . "H'm-it's weak Did
you check Ihe tcrminal weather at cnroute fielde? Did Those notwishing tovolunteer are referred to ;
this town . and indistinguishable ." He trys VHF for another yuu . . .? Did ~ou, . .Y Did you . . .9" (a) POIs (b) SOPs and (c) Common Sense .

12 I 13
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15
 are discussed by the pilot himself with the duty
forecaster . The latter will usually prepare a
summary to b e transmitted f o r the benefit of
. other offices .

Value to Following Aircraft

It is n o t difficult to appreciate h o w useful

PIREPS can be f r o m an aircraft ahead in bad
r weather . In a doubtful situation, a captain will
b r e a t h e much easier if he knows that others
have gone through before h i m without serious
by Arthur H, L.amont
d i ff i c u 1 t y , Having reports covering icing,
A~ turbulence, and heights of cloud tops and bases,
Senior Meteoroloqtal OMcer
RCAF Statlon Wlnnipe= he is even in a positionto anticipate necessary `ir, fiaBezakis ie Nhown cher4inq a Pilot'e R'eather Repart
aqaina hi . own analysis of Ihe wl'alhcr for the da~~ . IIe fceh
changes in his flight plan . that "PIREPS are of great ~aluc tn Ix~th pilota and `tet . ll'u a
pitr~ c~er,rone doesu't make more u " r of them for eafetr'y sake."

The a c c u r a c Y of the weather information s e ldom be e s t a b 1 i s h e d in organizations not Value to Air Trafflc Control
engaged in routine long range flying . This is
pre :sented at a flight briefing i s dependent on
the case with many air force flying units . It then PIREPS helpthe traffic controller to ensure Pitot Reports and Meteorological Research
two basic factors :
becomes the responsibility o f the pilot t o use that aircraft are directed safely with due cog-
~ T h e completeness o f t h e forecaster's
nizance of flying conditions aloft and near In recent years meteorological research has
knowledge of existing conditions over a h i s initiative in reporting significant weather
the g r o u n d . Traffic controllers c a n utilize made g r e a t use of r e p o r t s fro~n high level
wide area ; and conditions . He may, of course, be requested
information about icing conditions and turbulent flights . S t u d i e s have been m ad e of cirrus
~ Hisabilitytopredict howthese conditions by a ground agency to send a spot report . How-
layers when allotting a i r space and approving c 1 o u d s , thunderstorm a n d other convective
«~ill c h a n g e during the p e r i o d o f the ever, this will generally only occur when there
clouds, clear air turbulence, jet stream winds,
proposed flight . i s a specific problem involved . T h e pilot of flight plans . They can pass reports from one
aircraftto another and assist the pilots to avoid aircraft icing, and condensation trails . These
P i 1 o t' s weathe r reports are important in any aircraft, b ut especially one in hazardous
reported hazards and undesirable altitudes studies have improved our understanding of the
connection w i t h both o f these factors . They weather conditions, should remember his
various p h e n o m e n a and, consequently, our
provide informationfrom areas between report- responsibility for weather reporting .
Value to the Forecaster ability to f o r e c a s t them despite the relative
ing stations and from altitudes which cannot be A 11 significant w e a t h e r reports received
s pars enes s of data normally available .
o b s e r v e d f rom the ground , They therefore in the weather office are normally transmitted
T h e meteorologist is t h e one who has the The f o 11 o w i n g remark was m ad e in the
serve to round out the current weather picture on the meteorological teletype system f o r the
weather a n a 1 y s i s into which PIREPS can be forecast office by a pilot who had recently com-
for the forecaster, p 1 a c i n g h i m in a better benefit of other stations . They may be incor-
menced t h e p r a c t i c e o f preparing weather
position to predict future conditions . porated into the current aviation weathcr report fitted and on which forecasts and briefings are
Emphasis is rightly placed on PIREPS r e p o r t s in cross-section form : "You know,
Apart frotn being valuable when processed (aircraft reported ceilings or remarks at the based .
of bad or hazardous weather with a view to the I'm finding that I see things I never used to
t h r o u g h the forecast offic e and incorporated end of the a v i a t i o n report) or t h e y may be
direct use of these reports by the pilots them- notice and I'm learning much about the weather
into the flight forecasts and briefings, pilot's transmitted as a specialupper air report .
selves a nd by a i r traffic control . However, that I never knew before ." This illustrates the
r e p o r t s c a n also be valuable w h e n pas s ed L ith e r way, they are m ad e available to all
PIREPS of good weather fact that routine in-flight w e a t h e r reporting
directly from on e aircraft to another or from concerned as quickly as possible . for the meteorologist,
helps a pilot to understand the weather and to
the a i r c r a f t to t h e traffic controller . For The p i c t o r i a 1 cross-sections from long may be equally important in their rounding out
make better use of weather information .
instance, reports of strong turbulence, icing r an g e flights a r e normally handed in to the o f the cur rent weather picture a n d their pro-
With his PIREPS the pilot shares his weather
and hi ;;h ~~~inds can be of itnmediate usefulness forecast o f f i c e at the destination airport and vision o f a check o n the accuracy oE previous
forecasts . Further, through studying PIREPS experience . B y conscientious w e a t h e r re-
to other aircraft . porting, he is helping not only himself and other
In this article, it is intended to focus attention t h e meteorologist becomes b e t t e r inforrned
pilots directly, b u t is a d d i n g to the general
onthe usr of pilot's weather reports, hereafter regarding t h e three-dimensional structure of
weather so that, s h o u ld occasion arise when u n d e r s t a n d i n g of and the ability to predict
called PIREPS . It wi11 be shown that PIREPS
weather phenomena . H e i s contributing sub-
c o n t r i b u t e substantially t o safer and more no PIREPS are available, he is in an irnproved
stantially to t h e q u a 1 i t y of aviation weather
efficient fiyink operations . position to interpret his various charts
services and to safe flying .
correctly .
Preparation and Handling
" ~ ri
~,r~oeoiaKU ow~sw~
pruut.~ a nuwn ~ unw
PI~OT'S REPORT ,,r~C 4/1~~ ~92 S~~
T h e r e are two types of PIRI,PS : th e spot ~tv~QK s.i ~
weather report which i s transmitted while the
s 1 ~ yv ~,T 15~
flight is in progress, and the fu11 enroute weather y04~~ TC~
report, itsually including a cross-section, which y~ri. -
is provided to the forecast office at the conclu- 6~~ 16~30 10~90 ~I pgv
sion of a long range flight .
Most flyinl; organizations ensure t h a t spot
weather reports are received on a routme basis
from long range flights . This weather informa-
tion, generally sent with position reports and
Y~~~' ~~33
o t h e r inforrnation relating to the progress of ~15~
the fli g ht, is P assed to the meteorological office y,goti ~ ~53~y v~
as soon as received .
F (1 Fele Bren,ncr, Dirrctorate of FIiRhI Snfety, diacuesce ~A
Such a weather r e p o r t i n g procedur~~ will
a PIHEPS with 51r . John haffrzekie, !Ilrt Ofiicrr for RC :1F Station
Rotkciiar .
OP1"~' FyT9
16 e~~~ ~~

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Watching
It rauld happrn to nn~one . . . Rrpnrt it . T'eople find instrumcnls fasrinatin',

Manager, Service Engineering Department i n s t r u m e n t has received any unusual shock times, especially if there are many doors that
Kollsman Instrument Corporation
through mishandling or any other c a u s e , tag would require keys . However, a simple buzzer
Two problems remain : (1 ~ the new man on
t h e job, and (Z) th e unauthorized s t r a y who it "Dropped" and r o u t e it back to t h e repair arrangement that automatically opens the door
shop . Remember, somebody's life may depend for authorized personnel and is controlled from
Ma ny instruments are rn o r e fra g ile than uses the stockroorn as a short cut to t h e coke
on it . a central p o i n t can e 1 i m i n a t e much of the
eggs . . .handle them accordingly . machine , het's take a look at the new man on
Unauthorized strays in the instrument store- problem,
With these words, Pan Ame r ic an World the job . H e naturally wants to show the boss
room are another cause of unwarranted damage,
Airways opens its general maintenance manual that he's able todo a job and achieve an unblem-
ished record . Then one day he goofs, As he They may have little reason t o know about in- Damage by Moisture
for the care and feeding of aviation instruments .
struments and t ;~e p r o c e d u r e s for properly
The thirty years' e x p e r i e n c e of our repair reaches f a r back on t h e top shelf for a cabin
handling them . And instruments have a strange Another b i g enemy of aircraft instruments
department indicates t h a t the advice is sound pressure indicator, his e 1 b o w sends a~rother
fascination for people who like to turn the knobs is moisture, Some instruments maybe stored
and should be emblazoned over the entrance of instrument-let's s a y an altirneter, crashing
and move t h e pointers , These are the people a s long a s 36 months before thcy require re-
every instrument storage facility from Abadan to the floor .
who wouldn't know w h a t to do if they did d rop checking and possible recalibration . However,
to Yokohama, from Thule to Little America, N o w a n altimeter, though precision built,
i s quite a rugged instrument, He inspects it . an in s t r u m e n t , and certainly they wouldn't if they have not been stored in a dry area, the
Actually, the airlines have been quite suc-
report it because theyknowthey're not supposed lapse-time between rechecks i s considerably
cessful in impressing their personnel with the The dial glass isn't broken, there are no chips
to be in the instrument storeroom anyway . reduced,
f r agility of aviation i n s t r u m e n t s , Storage or mars onthe case, andthe knobs aren't bent,
What's more, there is not a soul in sight . Who The easiest w a y to control strays is to put Instruments should be stored in air-
facilities are usually built with shelves insulated
a lock on th e door, It may be inconvenient at c o n d i t i o n e d rooms w h e r e the humidity is
with foam rubber or sirnilar material . Wagons would know h e dropped i t ? So . . , back on the
and dollies us ed to cart the instruments to their shelf the altimeter goes .
"'"~ . I
installation point are similarly treated , It takes H u m an s , being what they are, quite often
averycarelessstock clerkto jaraninstrument submit to the same impulse as our friend, the
out of adjustment . new rnan on the job, We at Kollsman have a
rigid polic y c o n c e r n i n g this s ituation . If a
D~A.N\XAGY Kollsman employee d r o p s an instrument and
reports it immediately, the matter is closed,
1

T h e instrument is rechecked a n d nothing i s

said to the man . However, if it's found that
a n employee has n o t reported a n instrument
that was dropped, that person is taken to task . . .
but severely .
Accidents do occur and eventhe most careful
employee may drop a n instrument at one time
or another, Obviously, a rigid procedure is
required . If an instrument that has been dropped
or otherwise damaged is routedto the overhaul
shop ior rechecking and perhaps repair, no one
is endangered ,
This point cannot be o v e r e m p h a s i z e d , Tn the inslrument calihralion rnom of 408 Rcrnm
Srhematic of Kollqman ;23 i l roanter~pointer ehimrtrr. Though there i s no ap p a r e n t damage to the nui " .anre tiquadron at Rorkrliffe, intrument lrrhiurian The reason tor rhecking ahimeters i~ oh~i~~o ;
X indiratea jewela and pi~ots whcre ahock rna~-, es in all exterior of an instrurnent, a j a r or knock can Cpl Tomm~~ Thnmp .on dor . an arcurarq chrrk on an alti~ frum this rlosrnp nf the varuum rhatnber . 'I'h~ "
prcriaion arialion inslruments, rause damagr . Other parla metrr, u~ing a manomf~tcr (1) and a ~~acuum rhamber (r) .
indicated, though Irea su~rrptiblr tn ahork damage, ~hould cause serious d a ma g e to the jewels, pivots, altimeter on the h~ft is readinK rurrcrtlv ut SOUlI
Altimetcr~ arr chcrked hhen they~ arri~e from thc manu~ frrt ; thr altimrter un thc right (ju5t rrrri~rd
neverlheless be inspectrd if the in~trumrnt i~ dropprd . or even to the diaphragm inside . So i1 an fucturcr, on c~en major in~pcrtion, and whene~rr a pilot frorn lhr facturti, mind ~uu!) i~ showing 2 :i,00J
rrport~ one as bring unsrr~irrable . feel-an error of '?U,UOU!

ZD
21
 the instruments m u s t be k e p t at least a foot
f rom the lighted b u 1 b , In this way, heat will
n o t dry out t h e lubricants in the instruments
nor will certain metals they contain expand to

IIE.IDS-l P I~L111G
cause leak'age .
Because instrument cases are coated with
anti-corrosive paints andlacquers, manypeople
have the impression that moist atmospheric
c o n d i t i o n s will not damage a n mstrument ,
Generally this is t r u e after the instrument is
i n s t a 11 e d . However, pressure instruments
have external ports which permit the free flow
of air inside the c a s e . Moisture may have a
disastrous effect upon the highly polished steel
f
surfaces of some of the mechanisms .
If an instrument receives any unusual knock
or j a r, report it immediately . If there's a
chance of humidity higher than 60°fo, take steps
to prevent it from damaging the instrurnent or

ONE PIN SHORT

its c o rn p o n e n t parts . I n this way you' 11 be
and there was a scraping sound . Ithenovershot,
getting all the precision, service and reliability
holding the right wing off, The duty pilot in the
that is built into t h e instrument . Rernember ;
Flying a Sabre, F/0 G .E . Miller executed a tender said he saw a wheel roll down the run-
"Many instruments are more fragile than eggs
tightbreak, reducedpower to55%, andextended way, and a missing right wheel was confirmed
, , .handle them accordingly,"
his dive brake s . Just a s he was turning o n t o visually by another aircraft,
b a s e leg there was a 1 o u d knock and a rapid "After bu r ni ng off excess fuel, I made a
FSF: Arl~tion Mechanics Bultetin
loss in power, Smoke began to fill the cockpit, landing w i th the wheels a n d speed brakes up
and the utility hydraulics fell to zero . and flaps down . The high pressure cock, fuel
The pilot next backed the throttle around the switch, electrical equipment and battery gener-
horn and- since the dive brakes c o u 1 d not be ator switch w e r e shut off before touchdown,"
retracted-jettisoned his drop tanks . As the An undercarriage selection was made on the
a i r c r a f t was banking steeply to the left, the aircraft and revealed that the starboard main

~ ~ Old Dad" says : starboard tank sheared the pitot head, causing
a loss of airspeed indication . Despite this set-
wheel w a s missing . It w a s found adjacent to
t h e runway . Apparently no damage h a d been
back the 1 a n d i n g run was continued a n d the done to the main landing gear shock strut : but
aircraft touched down j u s t beyond the button . the t i r e was cut a n d blown-probably by the
During th e landing roll the aircraft w a s kept inner door which, when it failed to close, gave
straightbymeans of some judicious emergency an unsafe reading o n the undercarriage indic-
braking action . Later, investigation revealed ator, The split pin was rnissing from the main
SRt Ernie Routh i~ eheckin~ stock for Iimr-Pxpircrl
that the Sabrets engine had seized when debris wheel nut, and no evidence was found to prove
items in the instrument .~rtion of 408 tiquadron, ~uch item .
arc n" purl~ " d to Air 1laterial Command which aulhorizc . flew from a fractured stator blade . whether it had broken or sheared,
that they hc returned to dre tnanufaclurer For bench-te~tins, In his handling of a m o s t critical situation F/0 McKay did a fine job of flying the aircraft
F~0 Miller displayed flying ability of profes- when he recognized, on touchdown, that all was
sional status . His clear thinking and fast n o t well, He was able to keep t h e right wing
c o n t r o 11 e d . A good rule of t h u rn b is that responses r e s u lt e d in a exceptionally g o o d up and complete an overshoot, thereby avoid-
humidity should b e less than 60°Jo, When it is landing, with no damage to the aircraft or injury ing a serious accident .
not pos sible to attain this c o n t i n u a 1 control, to himself, Heads-up flying at its best,
special precautions should be taken .
S h i p p i n g containers for Kollsman instru-
ments hav e s i 1 i c a gel packed with t h e parts
FLYING FRACTURE
whenever it is requested by the customer . This F/OA,E,McKay, piloting aT-33, completed
keeps dampnes s down to a rT~inimum, A humidity E, v e r y single d a y this winter, some pilot a closed pattern but overshot o n final because
indicator is a 1 s o packed with the instrument,
T h i s is a small piece o f chemically-treated,
somewhere is going to go blasting o f f into the
frigid blue with not a match in his pocket . ~> of traffic . His statement on the D 14 reads ; "On
t h e undercarriage-up selection I n o t i c e d a
b 1 u e paper which turns p in k whc:n excessive So what? asks a young punk with a puff-ball barber pole indication for the right wheel, and
dampness seeps into the container, ln areas for a head and a feather tick for brains . the red light was on, Upon confirmation of the
wherehumiditycannotbe adequatelycontrolled, Here's what, Junior! If one of those boys same indication i n the front seat, I completed
it is best to leave instruments in their shipping goes down in a stretch oftypical Canadian bush two m o r e undercarriage selections w i th the
c o n t a i n e r s until they are requisitioned for on a typical Canadian winter day-" h e' s dead , same results, The duty pilot in the tender con-
installation , And all for want of a simple match , firmed that the right inner door was open,
Another method o f controlling the humidity J u s t to m a k e sure, stick a batch of thcrn "Clearance f o r a closed pattern to the left
in a waterproof container and sewthe container runway f o r a full-stop landing w a s received, ~ %/
is to kee P the instruments in a cabinet in which
a n ordinary 50-75 watt electric 1 i g h t bulb is into the lining of your coat, Don't forget that The down-selection was normal and the under-
continuously burning . This will help keep the old IJskirno proverb ; "You can rub two igloos carriage i n d i c a t e d down-and-locked, but on
moisture i n the air a t a low level, However, together all week and never get a spark," touchdown the right wing was lower than normal

22 23
 It is suggested that people flying the Canuck
should hook up their emergency oxygen hose by
placing it either a r o u n d the thigh or between
the legs-and t h e n up beneath their 1 a p belt .
Hooked up in this manner there is no chance of
i t becoming caught with the harness buckle as
the d r o g u e chute throws you a w a y from the
seat after ejecting .
Enclosed you will find a picture of a properly
connected oxygen system and another showing
what could happen tv a man if he was connected
Lsttsn to ttnd frotm the Editor up as indicated in your photograph .
P,S, You might t e 11 your m o d e 1 his chin
strap isn't connected,

W. K. Thompson, F L
OC Conve~sion Flight
RCAF Stn Cold Lake

What Do YQU Want? The Perfect Hook-Up

The photos are excellent and certainly prove
Flight Comment is directed at every ground- your p o i n t . We checked with the j e t boys in
Naught.y ! Naughty ! on y o u r example of a
boy and flyboy in the business, so if you people proper oxygen hook-up in the article "Misplaced DFS and f o u n d that all but o n e of thern were
aren'tenjoyingthe sortoffare we serve, there Alligator" (Sep-Oct 1957) . Thc: person in your usingthe mc~thadillustrated inFlightComment .
is nothing we can do about it until you complain , After a lengthy discussion, we agreed that your
example mightnot losehis mainoxygen supply ;
Wearevitallyinterested inwhat ourreaders but if he bailed out, he sure stands a good method is the more logical one,- E~
think about Flight Comment, Because you are chance o f getting h i s emergency oxygen hose
the people to whom the magazine is addressed, hooked up with the buckle on his lap strap, The Photo Credit
we have accomplished nothing if we fail to P lease next line to your s t o r y might run "Down Will
5o many o f the photographs in this issue of
you Come Pilot, Parachute and Seat" (sung to the
F 1 i g h t Cornment were t a k e n for us by Cpl .
So, how about dropping us a line, readers? tune "Down Will Fall Baby, Cradle and All"),
W ,'i' ,K , S t e p h e n s o n of RCAF Photographic
We'd like t o know h o w you feel about our ar-
F,stablishment, Rockcliffe that we felt he should Pirturcd AIIO~'r 18 the hnolr-up arran~ement
ticle.s . Since we d e r i v e more benefit i f you suRge.U" d h~~ F L Thompsms . lt i . obviouay thc
get a pat o n the back for a job well done . His
criticize our e f f o r t s bluntly and frankly, we Tlsia i~ the plsoUsRraph of a "proprr" ~aFea and br~t nu" Ihod . ;1ote thut Ihr o~~~Rrn line
work appears inthe articles beginning on pagc:s to the hailout huttlr hn . becn located lschiud thc
suggest that you pull no punches, hook~up thnl appcarcll us thc "~irar D1i .a "'
~rrtion of thr ticp-Urt Flighl C :omment " 7 , 1 Z, 16, 18 and l Z , lap arnp of thc !safet~ harne~s .
A postcard will d o, if you haven't the time
Notr Ihat the us>~en linr to the bailuut
f o r a letter . The important thing i s that you botllc run .r uut .ide the lap strap of thc
tellus what's right and what's wrong with Flight ~afet,r harness,

~71'S F01~ SIFE 1111'PH;I~ OPS

Comment-and g i v e us a n inkling of the s ort
ot material you like to read m YOUR magazme ,
Incidentally, ou r f u 11 address appears in
the box on this p a g e , There are no channels
to g o throukh ; you simply write u s direct and ~ T h e r e is often a thin coat o f ice under ~ Cold, and the necessity of wearing heavy
sound off " - ED , the iluffy blanket of snow which has accumulated flying e q u i p m e n t , tends to lower pilot effi-
on the wings of your plane . Don't depend on the ciency . T h e physiologists say that m a n y of
What Do WE Want? s n o w (even the light kind~ blvwing o f f during the same s Y m P toms which are associated with
takeoff, and remember to check for ice , Falling h y p o x i a have been noticed i n pilots who are
Criticism, ideas, suggestions, comments, s n o w sticks at tempe rature s above 10 ° F , It subjected to extreme cold . However, t h i s is
short filler articles, and full-length articles-- also forms a coat of ice between 32 and minus not dangerous ; just a matter of expecting it and
that about covers it, 10°F, being a little more alert than usual,
Like any other publication, Flight Cornment ~ There i s no way t o estimate accurately
~ Snow-grip tires should be on all aircraft
n e i t h e r writes n o r prints itself . Without a flying into icy runway country, Even the best the n u m b e r of inche s o f snow o n a runway .
m a j o r push from our readers now and then, brakes willnot stvp an aircraft that is skidding If an airport is not being used, stay away from
i
we'd be o u t of busines s . If a n y of you would down an icy runway . Every winter there are it unles s you h a v e an emergency . 0 n e pilot
c a r e to take a shot at writing an article for a few accidents of this nature which could have "estimated" that t h e r e were two inches, and
us, we'dbe grateful, Don'thesitate justbecause been prevented, The heavier aircraft seem to landed onhis back, There was an airport with
you can't turn out a rhapsody in prose . Getting be especially addicted to the long skid when not cleared runways not far away,
your i d e a s down on pape r i s the main thing . properly equipped, ~ Night takeoff accidents involving loss of
Do th~-tt rnuch for us and we'11 apply the polish, ~ Snow or ice covered runways require that dir~:ctional control and collision with snowbanks
- ED . short f i e 1d landing techniques be employed at point up the necessity for being really on your
Articles, comment ond criticism welcame . alltimes sincebraking action is at a minimum . toes under these conditions , A slight veering
Address oll correspondenee directl~ to : Instead of landing short, the comn-~vn tendency t o the left would ordinarily not be noticed ; but
AerordinR to F 1 . Thompson, here i~ h~hnt roold
THE EDITOR . FLIGHT COMMENT (due to optical illusion~ is to land long . when there is a snowbank inthat direction, the
happrn ju~t nK a pilot i "~ ~rparating from th~ "
DIRECTORATE OF FLIGMT SAFETY
ejrclinn sri~t. The ox~ge"n lins" lo thc bailout botlle ~ Propeller pitch should be changed occas- veer winds up as an accident statistic .
AFMQ, OTTAWA
has enaq~cd in thr yuick relca~c mechauism . ionallyduring cruise to prevent oil congealing . USAF : Flyin= Ssfety

14 25
 where I circled in an attempt to find an airport ;
Foreign Object
but I was unsuccessful . I continued to fly west
A nut was found in the canopy locking mech- along the railway u n t i 1 I spotted t h e Kenora
anism of a T-33 aircraft . The nut, a self -locking airport . Here I joined th e circuit and made a
type (Z8NS~ZZK1-048), is used onthe endof the low pass to determine the crosswind strength,
r o d instrument panel s u p p o r t (part number and t h e elevation and 1 e n g t h o f the runway .
178714 ; EO 05-50C-4 page 464B index 67 refers), "From my low p a s s , I estimated a cross-
How did it get there and how was it discovered? wind of fifteento twenty miles per hour, 90° to
While it is difficult to say exactly who put it the runway, the length of runway at 3500 feet,
t h e r e , the e v i d e n c e points to maintenance and the e 1 e v a t i o n of the field at 1400 f e e t .

~I~RII'.4I~S and DEP.aRTt'RES

personnel who were workingbehind the instru- Because of th e position of th e runway on top
ment p a n e 1, The nut had b e e n removed and of ahill which was approximately 300 feet above

v placed in such a position that it fell through the

caaopy lock opening into the mechanism . Now,
the surrounding district's elevation, I made an
unsuccessful landingfrom which I had to over-
let's follow the storythrough to the finish . How shoot .
was it discovered? "Because I h a d only 300 g a 11 o n s of f u e 1
A student was carrying o u t a crosscountry remaining on m y third approach, I m a d e my
exercise in th e aircraft . He w a s cruising at roundout at 115 knots . I jabbedthebrakes upon
Correct Procedure
31, 000 feetwhen he noticedthe canopy-unlocked landing, but as the end of the runway was com-
T h e following pilot's statement w a s taken light come on, and saw the handle inthe three- ing close, I held them on, T h e left tire blew,
directlyfrom the D14 : "I was practising forced quarter-locked position, He attempted t o pull but the aircraft stayed under control until a full
landings onMission 18 whenthis accidentoccur- the handle to t h e fully locked position, b u t it stop was completed ."
red, I was d o w n w i n d at approximately 3000 would not move . He then reduced speed to Z00 W h e n we analyse the actions taken by this
feet and opposite the button when I started m y knots and requested a clearance to descend to student, we m u s t remember t h a t he was a n
turn onto final approach . At approximately the 8000 feet . Before the clearance came through, inexperienced member of aircrew . (He did land
90-degree position, I decided I was too low and the canopy blew . The events that followed are the T -33 safely, with minimum damage t o the
s h o u 1 d overshoot . The a i r c r a f t stalled . I quoted from the pilot's statement . aircraft and no injury to himself .) However,
levelled the wings, raised t h e undercarriage, "I was at 31,000 feet, so immediately I when we look more closely at the maintenance
opened t h e throttle-and then h e a r d a slight descended at Mach 8 to 10, 000 where 1 levelled aspect, we find it difficult to understand how a
It Happsned Apln
rumble . I can'tremember muchfrom this point off to see if I still had f u 11 control of the air- nut could be misplaced . But if one is misplaced,
onward but I pulled back hard on the stick when craft . Since I still had control, I descended to why not major the aircraft till it's found . A
On a dual exercise in a T -33 the p i 1 o t was
I realized I was going to hit the ground ." 8000 feet a n d attempted t o position-report to waste of flying time? Probably at that partic-
briefed to carry out a b e a c o n letdown . After
crossing the beacon he retarded the throttle to On being questioned about his accident, the Sioux Lookout on 'B' channel, because I could ular rnoment, yes . But look at the flying time
receive no acknowledgment of my transmis- t h a t was ultimately 1 o s t in th i s case ! And
70°fo and the undercarriage warning horn blew . student asserted that he h ad made practically
sions . I selected'D' channel and sent a distress remember, i t could have been worse : the nut
At this h e moved his hand automatically to the no reference to the airspeed indicator or the
(May Day) transmission and placed rny IFF set could have jammed th e controls, c a u s i n g a
lower 1 e f t instrument p a n e 1 and pressed the altimeter d u r i n g t h e final turn, n o r had he
on emergency . writeoff and possible loss of life .
bomb jettison switch, thereby losmg h i s star- recognized the s y m p t o m s of an approaching
"My maps had been blown out, and the wind The problem o f foreign objects i n aircraft
board tip tank . Using fuel from the port tank, stall .
was so great that I believed i t would also take is serious enough where pistons are concerned ;
he landed safely, There was no excuse for getting the aircraft
my emergency maps i f I removed them f r o m but in a jet, it's murder . The technician mak-
Later the p i 1 o t remarked t h a t he became into such a critical flight condition butperhaps
th e i r case . So I decided to fly in a southerly ing repairs to an aircraft should take a tipfrom
aware of his error j u s t as he was committing he could have saved the day if he had usedthe
direction to intercept the Trans-Canada High- aircrew : Do a last check before y o u go, Are
it-but too late . As an oldHarvard user he was correct procedure to recover f r o m the stall .
way o r CP Railway . T h i s action was t a k e n all the b i t s and pi e c e s accounted for? The
simply d o i n g what he did every time the horn The time he wasted in raising the undercarriage
because I could not get a radio compass bearing answer to that question may spell the difference
blew . before opening the throttle may have meant the
on Kenora . between life and death for some flyboy .
While the bomb jettison switch in a T-33 is difference b e tw e e n an effective recovery and
located in the spot occupied by the undercarriage the damage shown i n the accompanying photo- "I followed the CP Railway line to Dryden
warning horn in a Harvard, there is no logical graph . It w o u 1 d be interesting to k n o w how
excuse for pressing the wrong button . In this much instruction and practice this student had
case the full tip tank landed in open prairie ; but been given in stall recovery procedure .
what would have happened if it had dropped in a
built-up area? Don't 1 e t habit rule y o u r re-
flexes .

26 27
 Pattern for
I DFS LIBRARY
Mystery of the Missing Fuel
LIBRARY COPY -this
Two pilots took off on an IFR crosscountry
in a T-33 which had been certified as having pub must be returned.

DISASTER
a full fuel 1 o a d , On the 5000-foot check they
noticed severe venting from the port main wing
group tank filler cap, accompanied by moderate
buffet, Since they were on airways, they con-
tinued the climb and worked out an estimate of
the quantity of fuel t h e y could expect to lose .
T h e y calculated that, a t the worst, i t would Clear Thinking Pays Off
amount to loss of the entire internal port wing
f u e 1 load . T h i s meant there would still be
sufficient fuel to reach e i t h e r destination or
T h e aircraft w a s bemg f 1 o w n on a basic
instrument training flight with a student in the
! "
a 1 t e r n a t e , p 1 u s a comfortable reserve for rear cockpit . At 6000 feet indicated, the student
emergencies , was instructed to glide to 5300 feet at q0 knots
B r e a k i n g out above cloud a t 33, 000, the using 15 inches of manifold pressure, wheels
aircraft was levelled at 35, 000 for "1000-on- and flaps down, and withanaltitudeof 5200 feet
top" flight, However, when theventing indicated a s the simulated ground level, T h e
continuedunabated, the captainobtained clear- instructor s e t the pitch at 2000 rpm, and th e
ance f o r a throttled-back d e s c e n t t o base, student used 28 inches of matufold pressure to
intending to burn off fuel locally prior to landing . overshoot from 5300 feet .
The aircraft had been airborne forty minutes Nothing unusual was noticed in the sound of
when the tip tank warning light illurninated , A the e n g i n e or in t h e instrument indications,
rapid calculation showed that the tip tanks had However, a s the student levelled o f f again at
contained only 100 gallons each! Congratulating 6000 feet and throttled back in the normal man-
o n e another o n the decision to turn back, the ner to 24 inches of manifold pressure and 1750
pilots landed and marched on the servicing c rew rpm, there was a slight "bang" . The instructor
with blood in their eye " richened the mixture, thinking the student had
I t w a s soon dete rmined t h a t although the left it too lean ; but the engine continued to run
troublesome filler cap had b e e n placed in the slightly rough, with no o u t w a r d sign of what
filler neck, i t had n o t been tightened , (Cor- was wrong,
rective briefing was s o o n unde rtaken o n this Taking c o n t, r o 1, the instructor headed for
point! ) H o w e v e r , t h e refuelle r adamantly base 10 miles away, f 1 y i n g at 100 knots a n d
insisted that the tips had been topped up to "full" using 22 inches of manifold pressure and 1750
-and a check withthe fuel compound confirmed rpm, He advised the tower on 1Z1 .5 of his
this , condition .
The question is ; Where are the 180 gallons
By this time the engine was getting rougher,
of missing tip tank fuel? There is an explanation,
and it started to smoke, At 3000 feet on ftnal
Do you k n o w what it is ? (Hint ; The tip tanks
straight-in approach, o i 1 pressure started t o
did not vent fuel .--ED)
drop, oil sprayed along the port side of the air-
craft, rpm dropped to 1500, andmanifold pres-
ure was reduced to 15 inches, Atabout 300 feet
a b o v e ground, flames appeared a r o u n d the
engine cowling, sothefuel was shut off . Onthe
Ott a recent ~iril to an I{C:1F unit, an accirlent inr~pcetor from the Directorate of
landing roll the engine was switched off, leaving
1''lirltt ~afet~~ Halked from a han~ar tu etalion o 1 rerationd anil front lhere to an aircraft
no further s i g n of fire, and th e Harvard was on tlrc tli{;ht line . !n Ilte rouRhl~ four tninutc~ that it took Irint to eorcr t}tiy route-~
rolled off the runway and towed t o the hangar, and ~ithmrt wtratinr aplrreeialrl~~ frmn Iri~ lr,tth-he I ticked u { r the 1t1 a,~urte~l Iritw oi
T h e instructor is to b e complimented for his tlclrriK picturwl hcrr,
g o o d airmanship in averting a forced landing Thert" is no nee~l lo ent { rhayize the fac t t Ir.rt ~tn~~
~ une of thch~ " rlEms
' cottlil either
away from base . Neterelti' damari " or contplelcly Hrile otl' ct jet cn ;;ine il' Irlo~n or ~uckcil tlrrou ~It att

s
intake, Eter~~one iN aNare of ~ :uch hazard~, '1'Itc lu ;; tlue~tirm i,a 11'here tlirl thiy
crap come from'! I{Urlh ;i~' and la~i arcai+ of the utul in~oh~ " d are NHe tt rf"~~ularlv,
1
Know Your Engine Une eu~reHtion oflererl is tltat porKihlv Ihis dehrir~ fell t)trou~it ItoleK in the
pocket, uf uterallv tiorn Ir~ {rerNOnnel tiorkin~ in thr area . PerLap~ tlic Polution ie
A Harvard student, on his second solo trip, to contract Hith tht" ~~arment tnanufaclurer to inaall 1 roeket~ of ntorc rhtrahle
detected abnormal sounds from the engine after ntaterial. In the mF"nntime He mirht inhtruct launilricy tu in~{rect tlte pocketa nf
a landing run . He returned to the servicing line otcrally r~cnt out fur Ha~hinr, repair tltose lLat lr,t~t" hole~ and reinforee tho~e that are
and reported the incident to the NCO . Investig- tiearinr thin .
()hciouslt~ lteople tlon't Halk ulrout tleliberatelr~ ecattcrin~ junk on our runHave,
ation revealed a failure of number five cylinder .
But He rhoulrl Ire on the lookout fnr neHer an~l hetler methorls nf elintinatinr thc
No further damage w a s sustamed, e~peneite aecidentv that can be caueerl ln~ forei~n ohjecty. lt tiill he a had dat~ for the
The action taken by this student is a direct. 1ir E'orce if an acciilent inr+pector ecf" r~traces the lo~y of a Nixtt~fite-thouwanil-dollar
reflection o f the calibre of instruction h e had engine haek to a holr" in ~omehodS's {rockeL
received a n d of his own s o u n d judgment, A I~aint+t r+uch a timc e~erv tuan~jack of up can lenrl a hand . If t~ou Ree a hit of
pleasant ending to what could have been a junk Ir~int on :t runHa`~, Ix " nrl~o~er, pick it u}t, anil rlrop it in a traqh~ean, If no trarh
can i~ in hi~ht, put it in ~'our poeket . 7'he one Hillt no hole .
sertous accident,
28
 pub must be returned.
I

This isn't a .38 slug, but it might just as well

have been . It's a nut that was ingested into a
Sabre's engine and caused a fatal accident .