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I -LIBRARY

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pub must be returned .

COMMENT
ROYAL CANADIAN AIR FORCE

40 py 5
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4 402
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MAY " JUNE " 19S9

,
 SAFETY
i

~~s « ~~Aar
I5 YOL'R BUSINESS
"
"11H~ .ID~-l'P FLII1~ LIBR .4RY CQpY_rhis
pub must be returned .

lloctor, Lawycr, Iudian Chief ;

Air/Y, 0135(Rad), AETECII ;

E~~eryone has hi5 specialty

I~uptur~d l'ylindi~r Ilead

But has anyoue Safety as his trade? No .
i
This is because safety is not tt traclc ; A ruptured cyllnde~ hesd and sood Judgement

.
It is a result .
F /0 B .J . Whitehead and F /C C .F . Windsor ful wheels-up landing carried out in a heavily
took off in a Harvard to carry out a navigational wooded area . The field itself was completely
exercisE: . AboutZ5 minutes aftcrtakeoff a very surrounded by trees and it was evident that
The retitilt of each person, noticeable shock was felt and the aircraft started F/0 Whitehead, despite the complete lack of
to judder . A FMS check was carried out with forward visibility, used excellent judgement
nil results . There was oil spraying the wind- in completing the landing with a minimum of
shield and F/C Windsor advised the instructor damage ,
Irrespectivc of tracle or specialty, that smoke was entering the front cockpit . Investigation revealed that number 9 cylinder
F/0 Whitehead advised the tower that he had head had ruptured . It is probable that a crack
blown a pot and would attempt to reach base . developed initially over the crown of the cylinder
Just after turning towards base there was head between the spark plugs, the.n extended
Doin~; his job conscientiouslv aud thorou~hly . a second jolt from the engine followed by a third . around the circumference of the cylinder head .
The engine was producing very little power, and Complete failure of the cylinder head and valve
realizing that the aircraft could not be returned assemblies followed . This was accompanied by
to base Fl0 Whitehead decided to carry out an a loss of oil and complete power failurc .
immediate forced landing . I-ie notified the tower The decisive action takenby F/0 Whitehead
of his decision and gave them his position . A and the method in which he handled a delicate
forced landing pattern was set up and a success- situation is Heads-Up Flying indeed,
 switch . A successful landing was made, F/0
Mission Comple~e Fenton is commended for his cool and rational
thinking during this emergency .
Investigation revealed that the ball bearing,
I Crash Position Indicator
It was one of th6se dull days with a low reference E015-15KD-Z, page 100, figure q-4,
ceiling and poor visibility at North Bay, The
item 70, part No . 11135 of the transfer lever
"alert" crews were ready, When the scramble
had seized, limiting movement of the throttle
bell sounded F 0 D. Strachan (pilot) and F~0
to between 94°Jo and 98°fo .
S, MacLagan (observer), the crew scheduled
to go first, got airborne for what seemed to be a
simple mission ; proceed to a point near Val
D'or, intercept a civilian aircraftthat was lost
A I,iU1~ Less Po~tier
and low on fuel, and guide it to the nearest
aerodrome . In a similar situation, FIO Dixon, an OTU
The operation proved to be more difficult student, started a letdown in a Sabre , When
than the crew anticipated, Low cloud base made he retarded the throttle the RPM did not fall
it necessaryforthe interceptorto do a letdown below 87% . He selected speed brakes out and
at Val D'or to get safely belowthe four hundred continued letting downto 4000 feet, maintaining
foot ceiling . From this point the controller at a position close enough to base to carry out a
34 AC&W directed the fighter fifty miles south force landing in the event of a flarneout, The
of Val D'or where the lost aircraft, a Cessna, throttle had full travel but only varied the RPM
was intercepted and identified, between 87°Jo and 94°Jo, The tower was notified
VHF contactwas made withthe civil aircraft of the predicament, An instructor, F/L Kerr,
with great difficulty because the Cessna pilot joined up with F~0 Dixon and a forced landing
transmitted on one of the CF100's frequencies pattern was set up, The nose of the aircraft
and received on another, This necessitated the was raised to decrease the airspeed and the
interceptor pilot changing frequencies on each undercarriage was selected down . On final the
transmission, In additionthe slow speed of the flaps were lowered and when the aircraft was The Craah Position Indicator can, irithout human assistancc~,
Cessna required the CF100 pilot to fly just above lined up on the runway the engine was flamed escape from doonied aircra f t and guide search aircraft to the craslc
the stalling speed, circle the Cessna and attempt out . The landing was completed successfully .
ycene .
to maintain visual contact with it . The team work of F/0 Dixon, F/L Kerr, and
Under these adverse conditions the CF100 flying control resulted in a ~Heads-Up' flying,
"A new li g ht ~ sim P le and inex P ensive radio unit should last the life of the aircraft without
directed by the GCIcontroller guided the Cessna The high idle condition of the engine was
distress beacon has been developed to survive further attention . It has a range of from 5 to
pilot to the nearest emergency strip at Lac Des traced to a fuel leakage across the port pump
aeroplane crashes, A special long life pulsed 35 miles and a tested service life ranging be-
Loups, On final approach the Cessna's engine servo orifice seat,
transmitter with trickle-charged batteries and tween 1 L5 hours at 70 ° F to 106 hours at -40 ° F .
quit for lack of fuel but the pilot made a safe
an internal capacitor antenna is potted in shock-
landing .
The CF100 was also landed at Lac Des Loups Ileads-l~p All Aroand absorbing foam . . .and formed to a high lift wing
section .
The Package
because the time spent at low altitude where fuel
"The device is held on the tail of the aircraft The transmitter must be delivered to the
consumption is high prevented the crew from LCDR K .S , Nicolson took off in a Sabre as and released automatically upon detection of any earth undamaged and free of the crash scene .
proceeding to another base, No,3 in a four plane formation . After takeoff, structural deformation . It tumbles away from To accomplish this the transmitter is potted in
This is a fine example of how the efficiency the leader informed himthathisnosewheel was the aircraft in time to clear the danger zone, shock absorbing plastic foam and formed into a
and co-operation of air and ground staff can pull partially down and cocked, and that the main slows down to a safe landing and transmits a high-lift aerofoil section two feet square and
the fat out of the fire . Congratulations to all wheel doors were hanging open . A gear down distress signal from any position, under wide five inches thick, On release from the aircraft
concerned, selection was made andthe wheels locked down environmental conditions and over any terrain ."
safely . A low pass by the tower confirrned This was how the report on the Crash Position

Slu~k N'il6 Tou tiluch Pow~r

the undercart down, and that the nosewheel Indicator (CPI) was summarized for the eleventh
was cocked at the q0 ° angle . annual International Air Safety Seminar .
The control tower had the fire fighting per-
While climbing through 35,000 feet, F/0 sonnel lay a foam strip down the runway then The Transmitter
Fenton, who was flying No .4 in a four-plane cleared LCDR Nicolson for landing , He made
the approach at 160 knots and touched down
ni
Sabre section experienced a throttle seizure at The transmitter is an ingenious arrangement
94°jo, He informed No .3 of his difficulties and at 135 knots , The nosewheel was held off until of components, 14 inches in diameter and 2
turned towards base, He alerted the tower, it was over the foam strip, and when it dropped inches thick set on a polyurethane base , Power
dropped the speed brakes, and started adescent direction was rnaintained by brakes , Inspection is supplied at 20 volts from nickle cadmium
towards base, He levelled off at 3000 feet and revealed that the nosewheel landing gear ro- batteries placed around the circumference .
allowed the speed to stabilize . He then zoomed tating mechanism was sheared . Reference The transmitter is transistorized, except for
the aircraft and reduced speed to lower the EO 05-5E-J page 440 Fig 86 itern 2 , two rugged sub miniature tubes, and broadcasts
undercarriage and flaps , The speed settled This is the second cocked nosewheel which pulsed signals on a frequency of l43 mcs . The
down at 2L0 knots at 10, 000 feet so a controlled occurred at Chatham in the last ten months, antenna is formed by sandwiching the 'plastic'
steep spiral descent was carried out to 2000 In both cases the control tower and crash per- base between two sheets of aluminum foil, By
feet . RPM had settled at 92°Jo and straight and sonnel were "on the ball", and the pilots made trickle charging the batteries from thc air-
level speed was 210 knots , excellent landings, preventing what could have craft's electrical system, once installed, the Beacon ready to Install In the tumblln~ aerofoil
The aircraft was positioned over the airfield been bad accidents , All concerned are given
and the engine flamed out by cutting the master a "Heads-Up" for their professional approach .
 1'll'll E1 ES ll TISI01
the CPI "lifts" itself away in an arc and, because
it is unstable, it tumbles about dissipating its
speed through lift and drag forces . This reduces
its speed by one half for every 35 feet of travel
until it reaches its terminal velocity of 20 to
t5 mph . The CPI weighs about ten pounds, is
waterproof, floats 85 per cent above water, and
acts as its own snow-shoe . (It is estimated
that it could land undamaged at 100 mph in a T h e co n cep t of s ee -and-be-seen g i v e s at That fourth point i s interesting . The mon-
few feet of light snow,) 1 e a s t partial protection against mid-air col- ocular blind area i s a small a r e a roughly 15
lision at c r u i s i n g altitudes of civil aviation, degrees f r o m the center of the retina, where
The Release System Until ways and means are found to assure the visual nerves enter the eye . This area has
positive separation a nd to w a r n pilots auto- no photo-sensitive cells and is therefore blind
The CPI is designed (experimental models) matically o f the proximity of o th e r aircraft, and insensitive to light, The blind spot is about
to ride on or near the tail of subsonic aircraft . the burden of safetyand securityin flight must 5-1/2 degrees wideand 7-1/2 degrees in height
It sits with its trailing edge to the rear, held beborne bythe human eye-preferably several and can h i d e a fighter aircraft, for example,
by two brackets, The leading edge is set on an has been fired on a rocket sled at the side of a pair s, But the head must be moved for optimur~ until it is j u s t a fraction o f a second away at
elliptical spring and, by means of a thin metal quarry at speeds of 120 and 230 mph, lifted protection . head-on, fighter-transport closure rates . The
ribbon, is winched down and held in place . The itself clear of the wreckage and escaped with While the closure speeds of present-day air- overlap of the monocular blind area of one eye,
rnetal ribbon is passed through spring-loaded rninor bruises . It has been test dropped from craft d o much to render the see-and-be-seen in conjunction with a structural member of the
knive.s . From these knives stainless steel heights up to 5000 feet and at speeds to 2t7 principle inadequate, there a r e several other aircraft and w i t h the monocular blind area of
"sensing wires" run to any station of the air- knots, and functioned perfectly . In actual conditions which f u r th e r add t o inadequacy, t ti e other eye, can produce an a r e a not seen
f rame structure . When the structure is de- search operationsitwasdropped inveryrugged These are : by either eye!
formcd in any rnanner the sensing wires release country andthe searchaircraft, which was given a hoor brightness contrast between an air- This fact was brought out by the Wright Air
the knives, the ribbon is cut, the CPI thrown an area 7500 square miles to search and flow~n at craft and its background Development Center's aeromedical laboratory
clear by the elliptical spring and the transmitter 9000 feet, never took longer than Z-1 /Z hours Lack of relative movement of the aircraft i n a study titled "Inadequacy of Visual Search
turned on . This whole sequence is almost in- to pinpoint the transmitter . in relation to its background in Avoiding Mid-Air Collisions ." It a d vi s e d
stantaneous . It is estimated that when an air- Periphery of the retina of the eye cannot that "Visual search should be performed almost
craft 100 feet long strikes a mountain at 500 Future Derelopment detect targets that are small(because of c o n t i n u o u s 1 y in approximately the first 30
mph the CPI would be released by the time the the angle and distance they are away from degrees to each side, with occasional glances
first five feet of the fuselage was dtstroyed . Thepresent rnodelhas beendeveloped to the you~ at a distance sufficient for detection to 90 degrees ."
point where rnanufacturing rights have been let and successful evasion
Tests by the National Research Council to a private Combination of physiologically and struc- In s h o r t , don't just look-move your head
firm . The fact that it is cornplet~ly independent turally produced monocular blind areas a n d see . And remember : y o u r eyes should
In static tests the CPI's electronic com- of man and that the search equipment required which result i n binocular blind areas in pause briefly at each look .
ponents have withstood shocks of 700 Gs . It is the same as for the SARAH already in exist- the search field* Flight Safety Foundatlon
ence makesthe present CPI a practicalsystem
for subsonic aircraft . Developrnent will con-
tinue to adapt this systemto alltypes of aircraft .

LEGEND
. 
.-_ Based on a Report by
H, T. Stevinson and D. Makow FR Fl
National Research Council
Area blind to one eye (monocular blind area)

Area blind to both eyes (binocular blind area)

ER Area blind to right eye because of nose

EL Area blind to left eye because of nose

AB Canopy obstruction
~;'r~

.
.!
r o:

CD Canopy obstruction
~i . 1', .

A B

oi
F
~~'~-I a FR Area blind to right eye be-
cause of structurol member AB
~3 i

FL Area blind to left eye be-

cause of structurol member AB

~-J,lla~~ .~ ~ ~ P Physiological blind spot

,;, - ,
j~Grrj-'~
.~,. , , ., ~
.F " ,iSV~ ER El
: A binocular blind area results when a mo-
nocular blind area of one eye overlaps
50-foat sled ready for 2I0 mph flrlng Composlte picture of rocket sled and CPI durln= 230 mph crash slmulatlon
a monocular blind area of the other eye, left eye right eye
 thunderstorm . That pireps infrequently men- that's more likely to catch you-you may be
_ tion hail reflects pilots' respect for old cumu- letting down through the clag, taking off into an
lonimbus and the fact that frequently, from the overcast, or merely on IFR in cloud . At high
cockpit, hail is mistaken for heavy snow or altitudes, cirrus can be a real hazard in hiding
rain, The reason that hail only infrequently thunderstorm cells until you're into them .
appears in the aviation weather observations Underthese conditions radar maybe of assist-
is that hail occurs in shafts travelling along ance, so get a steer from GCI . There are lim-
with the CB clouds with which they are assoc- itations to the effectiveness of radar though-
iated and could quite easily pass between aircraft have reported encountering hail even
weather stations unobserved . while under GCI control . Radar doesn't distin-
A USAF study lists damaging hail encounters guish between rain and hail, nor between cells

a ~
at heights up to nearly 50,000 feet, and the within a storm--penetrating between adjacent
aircraft involved were not always right inside cells may place you in the way of hail shaft
the thunderstorm cells , In about one-third dropping outside one of them . Finally whe,re
of the cases the aircraft were in the clear and the storm is extensive in area, the blip of your
up to six miles away fromthe central core and aircraft may be lost in or behind echoes from
flying beneath the anvil . Stones as large as precipitation .
4-1 /2 inches diameter were encountered above Thus hail is one more reason for staying out
20, 000 feet . of a thunderstorm, If you can see a thunderhead
staywellclear . Avoidcirruslayersinthunder-
Hail Damage storm weather , Exploit radar assistance , And,
if you do get caught, stickto the recommended
The damage that hail will do to an aircraft handling procedures for your aircraft,
~J~ depends upon two factors ; the size of the stones
and the speed of the aircraft . The United States
Civil Aeronautics Authority found in experi-
ments a few years ago that three-quarter inch
stones fired at Zl5 knots made no measurable
indentation on a typical transport aircraft
(DC-6) wing edge , pne and one-quarter inch

/%~ stones fired atthe same speed made indentations

of 4/100ths of an inch .
With jet aircraft, however, with their high
Hail dld this
TAS, half-inch stones can be damaging, and
big stones very dangerous . The nose section,
by Mr . W . E. H . Cooper the leading edges of the wing andtail, cowlings,
Directorate of Air Serrices
tip tanks, rocket pods, radar domes, and de-
icer boots are particularly vulnerable . Jet
engines may be affected-not onlythe spinners
and cowlings but also the compressor where
damage may result from hail ingestion .
Aside from the price and time involved in
Twenty-one reported cases of hail repair, there is the consideration that for the
damage in three years . Twenty-one
particular mission during which the hail en-
aircraft off the flight line for inspec- Dents can

i~
counter occurs the aircraft's performance will
tion and, in sorne cases, expensive intertere with airflow
be reduced belowits originalmaximum . It has

i
repairs .
been reportedthat jet aircrafthave lost as much
as 80 knots from their original top speed from
Comes June, July, August, and September
» bashed cowlings and leading edges .
a fewRCAF aircraft willbe encountering dam-
When a thunderhead is standing outby itself
aging hail in flight . Hai1 is an increasing hazard ; in the sky, no one is going to fly into it , A

.
with the emphasis on all-weather operations, word of caution is in order, however ; keep your
aircraft are flyingthroughthunderstorms more distance . Some of the largesthailstones, falling
frequently ; with the great increase in airspeeds
. out of a cumulonimbus anvil, have managed to
hail strikes, even with comparatively small
catch the unwary . It's the CB you don't see
hail, are damaging . You still have odds of 600 Delcer boot ruined by hall Hall mar also danup the compressor
to 1 against you being one of tiie unlucky this
season and by taking a few precautions you can
increase these odds .
First off, don't let the non-mention of hail in
the pireps or aviation weather reports mislead
you into thinking that hail is not around . Actually
there is evidence to support the idea that hail can
be found somewhere in some stage of every
 specific gravity) were handled and consumed,
This permitted long settling times - though not
required - and if contaminant was present, a
negligible amount was passed in a few hundred
flying hours,
With the advent of high powered engines,
particularly jet engines, delicate controls be-
come a must . Very close tolerances are neces-
sary to provide the required degree of control
and power , Small clearances make fuel system
components particularly susceptible to very
small amounts of even minute particles of con-
taminant, Highpower demands mean high fuel
flow rates at high pressures ; for example, a
large jet engine may consume eight times as
much fuel as a piston engine . This in turn means
that in comparisonto a large reciprocating en-
gine, a turbine engine is required to pass about
eight times as much contamination in a given
time, assumingthe same levelof contamination .
The effects are widespread - more fuel used
means more fuel handled, less settling time,
increased tempo of handling, more wear and
tear on the fuel handling equipment and on thc

FuE~
aircraft engine components .
Water in the fuel causes plugging of fuel
micronic filters due to icing, jamming of valves
and passages of fuel controls due to corrosion,
and engine flameouts .

HANDLING
Solid particles accelerate abrasion of fuel
system components, cause clogging of filters,
erratic functioning of control units, and at times
complete power failure . In aviation gasoline,
especially where the demand was small, these
by S L W. Magulre contaminants usually settled out . Jet fucls,
Directorate of Maintenance Engineering however, are of a higher specific gravity and
viscosity and are therefore harder to separate
from contaminants, They have an affinity for
water, remove rust from metallic objects,
:1 large jet engine ri1c1)' cortsurne eight times dissolved water is released from solution only retain rust or particles longer, A five micron
us rnuch f ueI crs a pistnn engine, thcts ei~Fit tintc~s by cooling ; for example, 1, 000 gallons of turbo article (5/Z5400ths of an inch) will settle ap-
P
QS niUCFt COnfUJl11r10rit . fuel would produce about one pint of water if proxicnately 18 inche s per hour in aviation gaso-
cooled from 75° F to -l0° F . Free water, due line, and approximately 4 inches per hour in
to condensation from the air, seepage from the JP4,
Safe aircraft operation is directly dependent ground, or entry from some other source, be- Do you see the need for cleaner and drier
on the quality of aviation fuel . The quality we comes entrained or suspended water if subjected fuels in this age of complex aircraft engines?
are chiefly concerned with is cleanliness, or in to agitation . This agitation, which is usually Authorities have been most conscious of the
the opposite sense - contamination . In absolutt~ caused by pumping, produces minute droplets need and have installed water separators and
terms if the fuel is not clinically clean, that is ~rhich may not be visible to the naked eye , At filter5 inbulk storage installations and refuel-
not completely free of water or solid particles, times these droplets are apparent in a milky lers and micronic filters in aircraft . This
equipment, if properly operated and main-

.
it is contaminated, This contamination relates form and because of their small size rnay not
to solid particles such as rust, scale, sand and readily settle to the bottom . However, water tained, will remove the solid and fluid con-
dust, lint, rubber, paint, and water in the dis- in free or slug form is unusually easy to detect taminants,
solved, entrained vrfree (slug) form, Sources and settles readily below the fuel . ZqBS
of the solid particles are generally the storage The questions usually asked at this point-
tanks, piping systems, pumping equipment, why all this worry these days over contamina-
trucks, rail cars and tankers which store or tion? Just what is clean or dirty fuel? How
distribute the fuel, Even the very air which much dirt and water is in the fuel and just how
we breathe contains dust and other matter which much can an aircraft engine tolerate? These
finds its way into tfie fuel, are good questions, and not easy to answer .
Withrespecttowater, dissolvedwateris the In the good old days aircraft like the T'iKer
water that is soluble in the fuel, The amount Moth and Siskin could swallow some dirt and
that is retained in solutionvaries with the tem- minute portions of water without much trouble,
perature and its chemical composition . This Small amounts of gasoline (low viscosity and

a
 litre, of a maximum particle size of 5 microns,
and stripped of water with 100°Jo efficiency . Does
this "clinical" requirement not make you see
DON'T GO DOWN WITH YOUR SHIP
the need for vigilance, adequate operation and
maintenance, and alertness in all matters re- Experience and improved equipment have
lated to aviation fuel?
accounted for this very satisfying decrease in
How good are your procedures ? Are you
fatalities, But why ahould any ejection be a
taking the necessary precautions? Are you fatal experience ? Let us take a look at the
doing everythmg you can to ensure that clean
record .
dry fuel is deliveredto the aircraft . Youare?
During the 1q57-58 period five fatalities
Don'tbe so sure!! Statistics andreturns show
(3 CF100, 1 Sabre, and 1 T-33) were the result
that there are frequent recurrences of con-
of ejecting without sufficient altitude ; two more
tarnination - contamination that grounded
(1 CF100 and 1 Sabre) were the result of not
aircraft, caused accidents, killed pilots, re- getting 'hooked up' properly ; one happened
stricted operational readiness and capabilities
when the back apron pin on a CF100 deformed
- contamination because during ejection through the canopy (these pins
someone forgot to drain the water from are now protected with metal cones) ; and one
< the tank car or road tanker before dis-
is assumed to be the result of the pilot of a
pensing
Sabre falling in a back down position and the
someone forgot to dip for water
pack elastics and auxiliary parachute spring
someone thought it wasn't necessary to
not having sufficient energy to overcome the
/ drain the water from the separator or air pressure on the parachute pack flaps (steel
filter
band parachute pack openers and a spring-type
someone neglected to change the elements
vane parachute are now in use) . Of these nine
in the filters and separators
fatalities five were low ejections, two were
someone didn't check the fitting of the
caused by carelessness, and the reasons for
elements durmg replacement the other two have been eliminated .
someone didn't think about settling and
During the 1958-59 period the automatic
so, filled, and pumped from the bulk features of one parachute failed and, for some
storage, m a haphazard fashron
unknown reason, the CF100 pilot did not use the
someone didn't use the dust and water
manual release . The other CF100 fatality
covers
was scored when the observer could notbe
someone used a dirty refueller
found even though the evidence pointed to a
someone didn't check the filter before
successful ejection, The pilot of a Sabre was
usmg the refueller
lost when he had to eject shortly after takeoff
someone didn't recirculate a few gallons
and did not have sufficient altitud~ , The other
of fuel before pumping into an aircraft
Sabre pilot waited too long while trying to get
someone defu~lled an aircraft and then
his aircraft back to base,
used the same refueller for filling aircraft
In the past, the time-honoured tradition of If these statistics told the whole story most
someone didn't drain the water from the
going down with the ship has made many a story- of our ejection worries would be over . But
tank and filter casing before filling an
book hero-and just as many dead captains, during these Zl months we have had to assume
aircraft
Our answer to this tradition is safety equipment, that at least 14 men did not know what to do .
someone didn't check for proper filter
particularly ejection seats , The following These men, according to evidence, should havr~
element and nozzle screen installation
table summarizes the use of ejection seats ejected and did not, In fact there was nothing
someone dragged the nozzle across the
during a lZ month period : to indicate that they had tried,
ground, mud or snow and used it without
. ata The decision not to go down with your ship
any precautionary measures is one that you have to prepare for-almost
Ejected 1957-58 1958-59
someone didn't bother to d rain the airc raft Apr-Mar Apr-Jan make-before the emergency arrives . Wh~n
from
tanks for water you are getting hooked up there is time to check
someone didn't change the micronic fil- and to mentally run over the ejection routine .
CF100
ters in the aircraft engine 4 8 You should know just how long it takes for the
successful
someone didn't do his job ' chute to deploy and decide to give yourself that
fatal 5
The fuel delivered to your station may have someone just forgot
someone just couldn't be bothered
" much time . Take the case of a CF100 crew .
a level of solid contamination of more than Z00 Sabre They found themselves in and out of control con-
mg p~~r litre (about .032 ounces per gallon) of a someone was drea ;~~ing insttad of thinking dition at ?000 feet and ejected immediately,
successful 6 6
particlr size of more than 100 microns, and someone thought that handling fuel was a In this case a delay of two seconds would have
fatal 3 2
some trace of water . This same fuel, if the distasteful task of no importance been fatal, or at best extremely critical . They
f.iltration and water separation equipment is T-33 knew when to go and went . Ejection seats have
properly operated and maintained, may contain WAS THAT SOMEONE YOU? 5 been developed to the point where ejection at
successful 1
only 4 mg per litre, of a particle size of 5 1 0 very low level is feasible, They cannot, how-
fatal
microns or less, and no entrained water on High standards of cleanliness can only be ever, make the decisions or go through the
delivery to the aircraft . Because of delicate attained if you are alert and vigilant . Rcmember motions for you . The time it takes for your
T otal
systems of our high powered aircraft engines, this, fuel must be clean and dry to keep the fires parachute to deploy is predetermined , You
successful 11 19
the aim is to deliver fuel to our aircraft engines burning - yes, home fires too - for dirty fuel must have that much time in terma of altitude ,
fatal 9 4
contaminated to a level of less than Z mgper may kill a provider .

10 11
 r
l

:1
~,-,tj, ,

BOMARC
The Bomarc is a surface-to-air missile .
Initial acceleration is produced by solid
fuel booster engines . As the speed is
increased a point is reached where ram
jet engines provide additional thrust .
This combinarion of engines carries the
1. Firing the Bomarc
missile to an altitude above 60,000 feet
2. The Bomarc in fhght and accelerates it to a speed in excess
of Mach 2. The Bomarc receives guid-
3. Defence and deterrent ance from an electronic computer unfil
its own target-seeking radar locks onto
4d5 . Ready to go the target.

~y~ j .

I
t

!_p t

13
 Why was it not discovered when the modification was made, a GCI GCA was accepted . The leader

D F 5 Li G 4!~~2Y
was done? Lax maintenance procedures must descended to five thousand almost immediately
be the answer . Another question, why had the was vectored onto GCA pick-up and completed
pilot who flew the aircraft to its present unit cockpit checkten miles from the button, drag-
LIB RAR1' Cw~l`-i.his not reported a malfunction ? The pilot must have ging the aircraft in at a high power setting with
been lax in his check also . everything hanging, No . 2 descended later,
c ~ttttst «e r~turned .
P cb A possible reason fornot catching this mal- being the shorter of fuel, and withheld his
function is that, whenthe feathering button was cockpit check until the glide path was inter-
,.~,r

pushed by Maintenance and the ferry pilot in cepted . The lead flamed out on the runway and
their checks, they failed to notice which instru- the wingman landed with barely enough fuel to
ment indicated the drop in rpm . In questioning taxi to the ramp ,
Expeditor pilots only one in four stated that he Mistakes made by this section throughout the
checked to ensure that it was the right needle trip are numerous and glaringly obvious . The
r which indicated the rpm drop when the port more outstanding beingdisregard of navigation
TWO HUNDRED feathering button was depressed . and OTU regulations, inability to recognize
and counteract an emergency due to lack of
DOLLARS A MINUTE This is a case of Murphy's Law at work ; If
it is possible to install it incorrectly, it will be knowledge, and overall complacency,
installed incorrectly . Even though the fault Attempting to get a DCO has probably caused
Immediatelyafter takeoff in a T-33, the pilot A "run-away" regulator at altitude could be the
can be traced to a design discrepancy (possi- as many accidents in the past as any other single
noticed that the port tip tank cap was missing . cause of great concern, not only because the
bility of crossing connections or two connections factor and this one falls within this category .
As a result the port tip tank wouldn't feed, He escaping oxygen causes excessive pressurc in
on one button) technicians mustbe alertto, and OTU instructors have stated that this particular
attemptedto pressurize the tank by closing the the mask with resulting discomfort, but also
because the oxygen supply could be depleted avoid, the operations of Murphy's Law . And exercise should have taken about one half the
foot warmers and turning up the heat . This
both groundcrew and aircrew must be sure that time used by the crews involved . When both
did not work so after flying around for twenty rapidly, On a long mission or cross country
they actually SEE IT-not just think they see it- crews were interviewed they saw how close
minutes he was ordered to jettison the tanks , flight it might be necessary to descend to a
when carrying out routine checks , they came to losing an aircraft and probably
The cause of the fuel tank cap coming adrift was lower altitude immediatelywith serious irnpli-
their lives-yet at the time they just didn't
directedto maintenance butthis pilotevidenced cations ; weather, fuellimitations, and alternate
a serious lack of knowledge of the aeroplane landing aerodrome, HOW NEAR IS A MISS? think . After facing the wrath of the CFI they
realized the importance of navigation and fuel
when he tried to pressurize a tip tank that had These failures occur intermittently and can-
The exercise was carried out at 18, 000 feet management .
a cap missing . This is like trying to pump air notbe found by ground test, Many modifications
have been made in the past few years to make by a section of two CF100's doing practice
into a tire thathas suffered ablow-out . Inthis
particular case the starboard tank wouldn't feed the regulators as reliable as possible . The identification runs alternatively acting as target HARD HAT SAVES
only way to detect such failures is through pilot and fighter . The section was under GCI control
either so the syphoning action from the port
reports . Pilots are known to have had such although the navigation of the section was the PILOT AND AIRCRAFT
tank caused a stbd wing heavy condition after
malfunctions and cleared them by flicking the responsibility of the target aircraft . The
the twenty minutes of flying time that was spent After completing a gunnery exercise at
"press to test button", squeezing closed the weather conditions at the time of the exercise
in trying to pressurize the capless tank . 10, 000 feet, a formation of three F86's de-
hose to the mask, or by "bashing" the regulator, were 19, 000 feet overcast, visibility 15 plus .
In another case that is still under investi- scended through cloud and levelled out at ap-
The regulators have resumed functioning and In order to carry outthe exercise satisfactorily
gation the same thing happened . But this tirne proximately 1000 feet and 350 to 360 knots . Soon
on landing the incident was forgotten and not each crew had to make a minimum of four identi-
the CO has recommended that the pilot be made after levelling out a bird struck No .3's canopy,
written up in the L14 . These methods can be fications of the target aircraft . The section
to pay for the tanks . Do you know the cost of The canopy and windscreen were shattered and
employed in an emergency . But how can you had filed an IFR flight plan but when it was
a tip tank? We11 it's $1988 .00 each and 1988 the pilot's hard hat torn off .
ensure thatthe offendingregulatorwillnot stick realized thatthe exercise couldnotbe completed
x 4 is $?952 .00 . The return to base was uneventful .
on a subsequent flight? Have it removed . and be back over the beacon with the minimum
From these two cases, and others, it appears Here is a case where a hard hat undoubtedly
The regulator is part of your lifeline . Treat of 4000 pounds of fuel, the leader cancelled IFR
that pilots thinkthey cannot land a T-33 with full saved a pilot's life . Without it he would have
it with the respect that all oxygen equipment through GCI and refiled VFR , At this time three
tip tanks . We suggest they read the EOs . been knocked unconscious, at least, and at an
deserves , If you know of, or even suspect a successful runs were still required, twoby one
We hastento add a caution-ifthedifference altitude of 1000 feet he would not have had time
malfunction, write it up in the L14 , The in- crew, and one by the other,
in weight betweenthe tanks is suchthat control to recover ,
strument Tech will rE~move the offender for At the completion of each run and prior to the
cannot be maintained to the touchdown point,
test, By your action you will be contributing next run GCI reported the sections pigeons to
then by all means jettison the tanks . While Whcn e n~_rd hat 14 a man's best friend
to the flight safety of yourself or one of your base to the target aircraft, At this time the
tip tanks are expensive, T-birds are more
buddies who rnight fly the aircraft after you . exercise was being carried out at the limitof
expensive .
the section's clearance, i , e . , barely within the
(Kick it if you have to but PLEASE - WRITE 100 mile radius from base ,
PLEASE WRITE IT UP IT UP .-ED) Minimum requirement of fuel back over the
A student and instructor were doing a local beacon VFR was laid down as 2000 pounds .
i~
night checkout in a T-33 . The student received FEATHER BUTTONS However, on completion of the third run the
leader had 2300 pounds and wingman 1900
a blast of air inhis mask and, when it persisted
On runup prior to takeoff for a c ros s country pounds . At this time pigeons being 325 at ql
he gave control of the aircraft to the captain .
flight, it was discovered that one feathering miles the wingman, who had been the target .
~ s

The trouble could not be cleared up using the 1

button of an Expeditor feathered both propellers, and responsible for the navigation during the
recommended procedures . Bythe time alanding
The other button did nothing . last two runs, at, last realized that fuel is a
was made the oxygen pressure hadfallen to zero .
Investigation revealed that a modification critical requirement while flying jet aircraft
Since April, 1956, there have been 47 re-
to the feathering buttons had been carried out and that an emergency existed . Although GCI
ported cases of"run-away" oxygen regulators .
at another unit and that the wires had been im- was informed that fuel was extremely short no
Most of these have occurred in the CF100, but
properlyconnected . Thisleadstothe question : definite action was taken bythe section to offset
instances have also been reported in the T-33 ,
or check on their predicament . No wind check
14
 seen the
VFR IS NOT FOR OSTRICHES P ilot later, it was found that he had not
T-33, nor was aware of its presence in the area

It was a clear night, dark because of the untilhe passed it, This CF100, bythe way, was
absence of a moonbut visibility was excellent . the same one that had been cleared down behmd
The exercise, a T-33 nightproficiency training the T-33 withnormalIFR separation . Howthen
jaunt was done under IFR , Approach Control the meeting two miles out? The CF100 pilot
was asked for a clearance to the field via single had cancelled IFR in penetration turn and, not
beacon approach, GCA was not in active opera- slowing to approach speed of 250K, as did the
tionbecause of the fine weather, Clearance was T-33, had cut the corner past the beacon and
received and descent commenced . It had been came charging in . Tower was aware of the
noted that a CF100 was estimating the beacon heavy traffic in the circuit area but was not
a minute or two after our T-33 and that approach keeping individual aircraft informed .
control was providing altitude and time separa- This type of near miss is preventable if :
tion between the two aircraft prior to clearing ~ Pilots, whenever possible, cancel IFR
the CF100 down, over a known fix (radio beacons) thus pro-
Intending to shoot a few touch-and-go land- viding the tower of their exact position .
~ Pilots adhere to laid down procedures as
ings the T-33 pilot cancelled IFR on passing
the beacon inbound (5 miles) and requested to circuit heights and speeds ,
landing instructions , He was cleared to the ~ Control tower operators keep pilots in-
traffic pattern and instructed to call the tower formed of the position of other known
"3 on initial" . (The runway in use was straight- traffic ,
in from the beacon . ) Switching channels the ~ Anti-collision lights are provided for all
pilot noted heavy VFR jet traffic in the circuit types of aircraft .
pattern and because of the heavy TR traffic was ~ Pilots keep their heads out of the cockpit
in VFR conditions .
unable to call until about two mile s out , Just as
(The status of anti-collision lights was re-
he pushed the button to transmit a CF100 slid
past his port tip tank . It was close enough to ported inthe Jan/Feb issue of Flight Comment,
make you think . In conversation with the CF100 -ED)

SABRE AILERON
How often have you said, "Why don't they Let us assume that a technician has seen an
do something about this ." This being some- unsatisfactory condition, prepared a UCR, and
thing that does not fit, or a piece of equipment sent it on its way, Here is what happens to most
that could be designed better, or the like ; and of them-and please note the number of people
they being the men who decide what we do and involved in the long chain of events that has bee.n
During the course of a flight test programme that the ailerons could not be operated . It is what equipment we use , Fortunately we live s et in motion .
to determine conditions which would produce believed that the rapid rise in aerodynarnic in a democracy where your voice can be heard
The UCR goes to your specialist officer
aft overheat light warnings in the Sabre 6, a hinge mornent, which was measured in the by the men at the very top . If, in your opinion,
for his comments ,
number of sustained dives were carried out at tests, is due to a corresponding change in the something can be improved raise an Unsatis-
It then goes to the station CTSO for his
Mach numbers above 1 ,0 . It was discovered shock wave pattern, factory Condition Report (UCR) and let the red
comments ,
during these tests that the ailerons could be- On the basis of the findings of these tests, tape start to unravel . It has been said that a
It then goes to your Command HQ for their
come aerodynamically locked during pull-outs it is recommended that pilots of Sabre aircraft UCR can be compared to the ballot you cast on
comments and recommendations .
from the dives at speeds above Mach 0 .97 when should initiate recovery from supersonic dives election day-it's a way of making your wishes
They pass it to AMCHQ for action .
combined with accelerations between 2G and at a sufficiently high altitude to ensure that the known ' at the top' . 'To check on our ballots we
The UCR is registered in to AMCHQ and
speed is reduced below Mach 0 .95 before reach- asked AMCHQ for some facts ,
3G at altitudes below Z5, 000 feet, In all cases, then scnt to the specialist officer con-
however, aileron control was immediately ing Z0, 000 feet . If the condition of aerodynamic AMCHQ informed us that 84Z8 UCRs were
cerned,
restored when speed was reduced below Mach locking of the ailerons is inadvertently en- raised in 1957 of which 1039 were classified
The UCR is then actioned,
0 .96, The locking condition was sometimes countered, openthe speed brakes, throttle back as urgent, 4449 routine, and 2940 as informa-
When completed, the UCR is sentback to
preceded or accompaniedby severe buffetting . and reduce the diving angle . Rapid recovery tion . In a115866 called for action, and actioned
youthroughtheabove~channels m reverse
Tests were conducted to establish that this of control will occur as soon as the airspeed they were, Every one actioned achieved the
order,
condition was produced by aerodynamic hinge is reduced below approximately Mach 0 .96 . aim of the UCR , hf the UCR was not concerned
moments onthe aileronexceedingthe operating It should be remembered that aileron trim with flying the action that was taken made our Perhaps you are familiar with much of the
moment produced by the aileron jack, and that should not be applied during the period when the work easier, Each one actioned that was con- action which occurs outside of AMCHQ , But
it was notthe result of mechanical interference , ailerons are locked, since this will result in a cerned with flying was a stride in the direction what happens when the UCR disappears into that
The tests confirmed that the hydraulic pressure severe rolling manoeuvre when aileron control of flying safety . But are we making full use of mysterious building called AMCHQ?
in the jack cylinder equalled the relief valve is restored, the UCR? Do we understand just what happens First the UCR is registered in to AMCHQ
limiting pressure of 3400 psi during the period Cenadair Service News when a UCR is submitted? bytheStatisticalServicesSection and passed to

il
~6
the specialist staff concerned, It is registered equipment manufacturer, the aircraft con-
intothe applicable branch and passed for action tractor, or both . In some instances the UCR
to the project officer, (Every move made by is passed to the American Services for their
the UCR is registered as AMCHQ considers the information or comments , Cnly after AMCHQ
UGR to be very important and treats it as such, ) is quite sure they have an answer - and the
$econdly, the UGR is reviewed carefully by correct one - do they complete the UCR and
specialists . If the UCR is reporting a condition send it back . If obtaining the answer is going
for the first time, unless it is a dangerous to take longer than, 30 days (Urgent UCRs),
condition, likelyno remedial action willbe taken 90 days (Routine UCRs) and it frequently will,
butthe information is filed for reference, If the an interim reply will be sent . The 30 day or
condition being reported is a repeat of one or 90 day period beginning at the time the UCR is
more past UCRs, then action is required . received at AMCHQ ,
The UCR is studied together with all past Here are a number of variables, that affect Too Hot To Be Handled
reports . Such a study will sometimes reveal the length of life of a UCR, in the order of their
an immediate solution . A review is made of importance ; the amount and quality of data sup- Two pilots were signed outto do an IF flight
recent engineering changes both in production plied by the originator ; the amount and quality in a T-33, The captain, who normally flies a
and for retrofit, Often these were designed to of detail supplied by the originator ; the recom- CF 100, reports : "After completing the instru-
solve problems - the very problem which ap- mendations and actions suggested ; and how far ments, I took over control to do the landing,
peared on the UGR , If the UCR suggests a afield the actioning staff must go for the fix, A normal circuit was made . Speed was 130

1NR11~1LS
modification, and many do, it may require in A UCR can be a credit and an asset to the knots on final approach, with dive brakes out,
addition to our study, evaluation by the manu- RCAF when compiled with intelligence by each and fuel contents 240 gallons, A long hold-off
facturer, the contractor, CEPE or all of them, incumbent fromthe originator through to com- was made counteracting a strong drift, The
Even though modifications are not involved, the pletion . Remember any UCR that affects Flight aircraft was straightened out for touchdown,

and
subject of many UCRs require comments by the Safety gets top priority . On touching the aircraft skipped and drifted
slightly, On second touchdown the nose started
rocking up and down and overshoot was initiated,
The nosewheel started bouncing and on the
second or third bounce something gave way in

DEP,IRTCRES
the nose . Therehadbeennonoticeable response

OXYGEN from the engine and during the last violent

bounce the attempt to overshoot was ceased, I
called to the aircraft ahead to keep clear and the
tower called for the barrier, On hittingthe bar-
rier, the aircraft was pulled sideways taking the
Oxygen can kill you by ; lack of it-hypoxia, and aeromedical training officers will be in-
rest of the nose gear as the aircraft was brought
too much of it-hyperventilation, and by poison- formed that greater participation will be ex-
to a stop",
ing-carbon monoxide, You have heard all this pected of them, This aircraft will require fly-in or MRP
before and have been trained to use oxygen wise- An aggre s sive approach is required if oxygen repair,
ly, But howlong is it since you have refreshed incidents are to be reduced ; a fact born out by Here is a case of a pilot, inexperienced on a
your memory, reviewed your oxygen training? the apparent lackof understanding, not only by type, not realizing his or the aircraft~s limit-
How to use it, when to use it, the proper proce- aircrew, but also by squadron commanders, ations, Briefing in such cases should stress the
d~ires, and the testing and care of yo~xr personal technical personnel (including MOs~, COs, and need for observing recommended procedures,
equipment, AOsC, Often specialist and supervisory staffs But, however you look at it, trying to land off
During 1958 the following D 14s were received disagree with one another, and very few D14s
a hot approach is always dangerous,
at AFHQ reporting oxygen incidents : give enough detail or include test reports . A
recent D14 listed anoxia, hyperventilation,
CF100 - 45 fatigue, discomfort, and apprehension as a
T-33 - 16 possible cause of an aborted flight! A D14 from
F8b - 1 Port ag e la Prairie and one from Bag otville show
That is a total of 62 in twelve months, Eleven that staffs onthese stations are concerned about
D14s on oxygen were received during January this problem and have started full scale invest- ,_ .,~d

s ~
and February of this year, To complete the igations, Here it might be well to stress this ..*+h . 
his . _ . :,
picture mention must be made of over 700 TFRs point : rather than everyone conducting
forwarded to AMCHQ regarding regulator re- own private test or investigation have one tho- ~---- ~_ . ~ :
.
placements, rough investigation that gets the M0, SAEO,
The CF 100 D 14s, when analysed, showed two FSO, OC, etc ., into the picture . Make a clean
roblem areas ; runaway regulators (19 cases~, sweep of the whole oxygen situation, . ~.r ~ . . ~r' ~ . ' - r{ ~ * .w.~ti~,, -:~ " ~b~F~~
P :~r~r ~, ..2~+_1~5~"e, . 7wY

and lack of knowledge (Z6 cases), In the near future you will be receiving a .~,-- .f . "rt~fi~ ~ ;`,+ " :u~ ', ;,~~,p~, . "p n . v

;; ., . S' ~
.r~ , ;
~~ .. ~ ~~ ._, ~. ~.
The engineers are working on modifications questionnaire similar to the bail-out question- ;i~ ~.~, ti . , {,c ., !, r,
.~ ~~F'n,_''
naire, 1h'e very much regret another form but , .',,l~ ~
( ;'`,~ k~ ~. ~ + "~'. ' 1~,711^,
to the AZO regulator, mods ~8 and ~10, that . .w .J ., -~- ~ '~ -
should eliminate future malfunctions, A study we are concerned about oxygen incidents, It's '+`,
~~~ .
. . .
.~ ~ :~`°~a,~~'}~a.~ .~:Sr . . .~ . ~~~A~~~l~ ;~~ti~~~ ,'~rt~'~'

is also being made with a view to simplifying a problem that demands the attention of all
the oxygen system, Training staffs have been levels-top to bottom, Oxygen problems are
asked to expand their initial program and to serious, They jeopardize men, equipment, and
increase refresher training . Medical officers the mission,

18
 lengthy search nolocks were found . The crew was not made before work commenced in the
Insufficient Information a component thatmaybe damaged should never
be considered . carried on and after completing a safety check morning . Four ; the Sgt supervisor was em-
Take the case of a T-33 that ran off the tar- lowered the aircraft as overnight jacking isn't ployed on barrackduties puttingthe load on the
When an incident is assessed as "Mainten-
allowed, The brakes proved very spongy so Cpl . It's the same old story, with the same
ance Error" itis usually because someone did mac and damaged the undercarriage . The port
brake went "flat" as the aircraft was being they proceeded with bleeding the foot motors old ending, allbecause the positionof the under-
not read the appropriate instruction or, if he
swung into line after a flight, The investigation and brake pistons . This was done with the carriage selector was not checked before pres-
did, failed to carry it out, Here is one that
was fine up to a point, a sample of the hydraulic electrical power on and the hydraulic test rig sure was applied to the system .
happened because there was insufficient inform-
fluid was not taken for testing . Why? We'll at 1500 psi , As it was quitting time a general The second story also concerns a retraction
ation in the E0 .
clean up was started and the Cpl looked for the test, On the day preceding the accident the
As the pilot reported it : "An AI approach never know,
A series of similar incidents had happened Sgt to report that no nose ground lock was avail- T-33 was placed unserviceable because the
recovery was made from a normal AI mission
able , The Sgt could not be found because he was outer right hand fairing door was hanging in
and an overshoot carried out, On the over- at another unit and the cause was traced to con-

r
taminated hydraulic fluid , (If a particle of the on barrack block duties . The crew went home . flight, Duringthe evening the unserviceability
shoot, the undercarriage retracted normally
contaminant keeps the poppet valve in the master The next morningthe Cpl and his crew pro- was rectified and several undercarriage re-
and I set course to get set up again for another
cylinder open the fluid will by-pass the piston . ) ceeded with the brake bleeding and attached the tractions carried out to test its operation . In
practice AI approach, In level cruising flight,
Atthis unitit was also discoveredthat the "flat" test rig . The results are here for you to see, the morning the T-33 was towed fromthe hangar
with the airspeed slowly increasing from 300
could often be cleared by moving the brake When the hydraulic pressure reached ?00 psi to the flight line and BFI'd ,
knots, the nosewheel unsafe light came on and
the nosewheel retracted, and the aircraft fell A etudent pilot arrived, He checked the
a muffled roaring sound, very similar to that pedal with the toe , This would wash the obstruc-
tion out of the poppet valve . The cause of the on its nose damagingthe radar nose assembly, cockpit and, because the undercarriage "looked
resulting from extension of the T-33 speed
airframe structure, some plurnbing under the like it was down", he did his external, removed
brakes, was plainly audible . I immediately contamination was traced to the practice of
filling hydraulic tanks with "coke" bottles and port engine and a Comstock motor generator the safety pins and prepared to start-up . When
opened the dive brakes and closed the throt-
other unauthorized devices . assembly, An investigation revealed the under- the battery master switch was turned on the
tle, As the airspeed dropped back to about 230
carriage selector button was in the up position . horn did not blow . The starting cycle was com-
knots, the light went out and the sound of rushing A case of no inspection concerns the over-
speeding of a Harvard engine . The overspeed The cost of this - well over $10, 000 . menced and another aircraft bowed to Mecca,
air ceased . The airspeed was maintained at
condition resulted in a vertical dive after a Why did it happen? One : the undercarriage Each report on this type of accident brings
140-150 knots and a low pass carried out for
student had tried a Cuban 8 . The circumstances ground safety pin was not installed, Why one new, and sometimes wonderous, excuses . Yet
inspection of the aircraft inthe clean configur-
did not indicate an assessment of "pilot error" . couldn'tbe found is another story, Two : another each case ends "Maintenance Error" and "Dis-
ation by the tower, The tower advised that the
The engine's time was almost expired so it was crew worked on the aircraft during the night, ciplinary Action" . The cost, the inconvenience,
nosewheel door appeared to be partially hanging
returned for overhaul without any inspection . unknown to the Cpl . Three ; a cockpit check of these accidents can be calculated, But how
in a cocked position, As I had a 300 pound dif-
If the crew were not guilty of poor engine hand- much does it cost Maintenance in terms of lost
ferential infuel load I balanced it, anticipating
possible hydraulic malfunctions, lowered the ling, why not look for the c aus e within the engine confidence? This is important, As long as
undercarriage normally and carried out a itself? our air defence is a team effort each team
routine landing," This stationhas had 13 cases of overspeeding member must have the respect of his counter
Examination of the aircraft showed that when in six months and is carrying out a "compre- part-air for maintenance and maintenance for
the nose landing gear was raised the hydraulic hensive review of overspeeding" , The end of air, And, until prayer rugs are provide for air-
flexible hose inthe nosewheel well buckled be- this sad tale is that no technical investigation craft, each member must feel a personal res-
cause it was 1-1~2 inches too long, This pre- was carried out, And again we'll never know ponsibility for keeping our aircraft flying,
vented the uplock from engaging, The tech- if we missedthe clue that would save expensive
nicians who made up the line followed instruc- engine changes in future,
tions laid down in EO 05-1-3, Since the EO
didnot explainhowto determine thehose length
from the assembly length or part number they
could not double check their work,
No mentionis made of a retraction test after
the line was changed as is specified by EO 05-
1-2A . If the retraction test had been done the
error in the length of hose might have been Soon as the cycle began . . . . Crunch
discovered,
The unit concerned has taken UCR action,
They have also procured copies of Aeroquip
Bulletin No, 240 on aircraft flexible hose as-
Suppliant Aircraft
semblies as supplements to EO 05-1-3 .

Investigate (To Inquire Into)

The accompanying pictures show aircraft
in a veryhumanattitude of supplication . Could s ~
"The purpose of accident investigation is to their plea be for a little less carelessness on
determine whathappened, whyit happened, and the part of Master Maintenance'? Here are
how it happened in order to keep it from happtn- their stories ;
ing again" should sound familiar to anyone who Late one afternoon a Cpl and two LAC
has read R ,C ,A,F , Bulletin No . 33 . It is con- AF'Techs were carrying out a retraction test on
ceivable that time and energy could be wasted a CF100 as per EO 05-25F-Z, part 3, section 1,
if an investigation is carried to a point where para b0 . The undercarriage was found to be
we're looking for the cause of a cause of a operating satisfactorily, An emergencylower-
cause , It is inconceivable that more than a ing of the wheels and flaps was made and the
very few investigations should end with "Ob- system was bled . The Cpl detailed one of the 100 psl and 510,000 later
scure due to lack of evidence" . Not to inspect LACs to install the ground locks, but after a

21
za
Runaway Mule Kicks Bird several evasive turns, including a hard pull up LANDING WITH D DOORS DOWN PD SHOULD
causing what appeared to be an overstress con- BE UP PD VOL 3 NUMBER 2 AFHQ%CAS/DFS
Not too long ago I had occasion to see a dition . The pilot not realizing the overstress SABRE LANDING WITH D DOORS DOWNCMM
ground handling accident from moment of con- broke off the engagement and carried on with the DIVE BRAKES IN CMM FLAPS UP PDSHOULD
ception to final ignominious ending, exercise, doing a few more aerobatics before BE D DOORS UP CMM DIVE BRAKES OUT CMM
My partner and I had clambered into the returning to base . AND FLAPS DOW N
cockpits of two adjacent CF 100's, We were now A technical inspection of the aircraft re- CANAIRPEC
impatiently watching an airman trying to start a vealed severe damage to both mainplanes . The
tempermental energizer with little success . G meter was up againstthe stop indicating that (Our boner, This, however, does not detract
After some time our airman decided to obtain the aircraft had been subjected to at least 10-1 /L from the message-with all that runway why
another energizer, Needless to say, at about G's . Both wings were badly wrinkled and sev- land short,-ED .~
this time his patience had been worn quite thin . eral rivets were popped at the main spar . Some
In anger he roared towards the flight line and Design Defect of the wrinkles were over 1 /4 inch deep . The Compressor Stall
seized the nearest energizer available, snapped upper surface of both wings were also rippled
it onto a nearby mule and careened back towards The minutes of a flight safety meeting that over a length of 10 feet . The aircraft was not In the article on Compressor Stall, by S~L
the aeroplanes, was held on the Z1 Jan 59 at 435(T) Sqn con- considered airworthy for a fly-in repair . E,D, Harper in your May-Jun 1958 issue he
Unfortunately the energizer had been care- tained a recommendation to modify the emer- Now what makes a good pilot do things like states that, "Compressor stalls may exist in
lessly connected, it cut loose and had soon gency undercarriage switch shieldinthe C119 this ? The pilot's action in this flight could not part of a compressor without any noticeable
passed the mule . The airman leaped from his aircraft . be farther from the professional approach that is effect on engine operation" .
mule and gave chase . The followingisa quote : "The similarity in required of our pilots . Not only did he show a In my experience this is very unlikely . If
Another airman nearby, seeing the energizer h~cation design and coloring of the Emergency lack of discipline in participating in an unauthor- blade stall commences in a particular stage
hurtling towards him quickly dug in his heels UndercarriageSwitchShieldandthe Emergency ized air fight but also a definite lack of airman- more work will be thrown on the remaining
with the intention of catching it, Fortunately Power Switch Shield is considered to have been ship, firstin overstressinghis aeroplane, then stages, Thatis, the reductionof airflow result-
a factor in the nosewheel of a C 119 aircraft ing from the stalling of one stage has the im-
he changed his mindand used a better method . by continuing aerobatics after the overstress .
The two airmen finally trapped the runaway being retracted while the aircraft was on the Some people take more teaching than others, mediate effect of increasing the angle of attack
energizer and were congratulating each other ground, To prevent a repetition of this type let's hope that this boy has learned his lesson . relative to the airflow of the remaining stages,
whenthey hearda dull thud . Turningabout they of accident it is recomrnended that the Emer- and if the engine is operating close to its "Surge
saw a mule firmly imbedded in the flap and gency Undercarriage Switch Shield be safetied line"atthetimealltheblades canbe considered
aileron of rny partner~s aircraft . with avery fine locking wire and consideration to stall simultaneously and the combustion
What had happened was that when airman be given to painting it a lighter shade of red ." chamber pressure relieves itself forwards
number one had leaped from his mule he had It is ironic that onthe 5 Feb 59 justtwo weeks through the compressor producingthe "BANG"
forgotten to stop it, after435(T~ Sqnbroughtthisdesigndefectto the of typical surge .
(This sounds like an accident that started attention of all concerned, an accident happened If the temperature of the air entering the
to happen before the energizer refused to work, atRivers, caused bythe similarity of the emer- compressor is lowered and all other factors
When you get up on the wrong side of the bed, or gency undercarriage switch andthe emergency remain constantthe compressor delivery pres-
let the morning traffic get your goat, or let power switch, In this particular case an ac- sure will increase, and if the intake air temper-
anything rush you into 'taking it out' on ground cident wasn't prevented but it does prove that ature is reduced sufficiently the "WORKING
equipment you are begging for an accident . And 435(T) Sqn is on the ball, LINE" and "SURGE LINE" are the same and
an accidentwill seldom keep you waiting,-ED) the eng ine will produce a high ~~-surge
r even
under steady running conditions . (N= engine
. rpm and T= true intake temperature~,
lett~ tr end Mm tM Editer Any engine will stall when the value of the
expression reaches a value predetermined by
matching the compressor and turbine .
Have We Got Troubles S~L Harper then goes on to state that the
recovery action in some compressor stalls is to
The pilots of the Comet shown in your Jan- "close the throttle relax and enjoy life for a short
Feb issue can hardly be blamed for paying more while" . While this is true m some instances it
attentionto inside their aircraft rather thanout- isnotquitetrue inthe case of High RPM Surge,
side -- theywe got so much trouble that the The conditions for this type of surge are
Too Many G's CF100 must be the least of their worries, engine rpm ator near maximum, low airspeed
What withnooil pressureonany engine, and resulting in reduced intake temperature or bad
A young Sabre pilot was briefed by his flight
C~
an IAS of only 45K with wheels down we doubt airflow distribution inthe intake causedbyhigh
commander to P ractice aerobatics and forced they~ll make it as far as the CF, in spite of "G" turns at the tropopause when the temper-
landings . The pilot took off and climbed to Maching ,7M, ature is below I,C .A,N,
10, 000 feet, then carried out a PFL and over- P,S, Could this photo have been faked? Surge is indicated by a sudden drop in rpm
shoot . He climbed to l5, 000 feEa and did a few and the characteristic "BANG" is not always
loops and rolls . Inthe process he lost a bit of H. G. Morson, S L audible, The rpm stabilizes below idling and
altitude and decided to climb back to altitude 411(T) Squadron
JPT increases 100' - 150' higher than normal
before carrying on with the exercise . Up to (It was faked,-ED) idling and a rumbling noise is evident,
this point we hav~~ a conscientious pilot trying Normal recovery actionis to close the throt-
hard to perfecthis flying skills, anddoing well . Artistic License tle fully immediately and dive the aircraft,
While in a gentle turn another Sabre carried Recovery is indicated by a sudden increase
out an attack on him . Not being chicken our DFS807 11 FEB ERRORS IN DFS POSTERS PF of rpm and a drop in JPT .
E~In~ the dama~e pilot broke into the attacking aircraft and did VOL 2 NUMBER 13 AFHQ~CASjDFS SABRE So it can be seen that even with the engine

22 23
fuel system functioning correctly compressor
stalls can still occur and maintenance person-
nel are well advised to ascertain gauge readings
FLIGHT
(
and altitude before adjustingfuel system com- ;f_)Ai1TENT
ponents, D F 3 L181~~~Y
Incorrect pilot diagnosis has on occasion 155UED BY
re sulted in the wrong action being taken by main- DIRECTOR .~TE Ol' 1F'I,IGIIT SA~FT'1' COPY -this
tenance personnel, R .C.A .F . HEADQUARTERS . OTTAWA . LANAQA
e returnc~t!l.
LAC. T. Griffiths
RCAF Station Lachlne

May " June 1959

(The author has been asked for his com-
ments,-ED~
Heads-Up Flying . . . . . . . . .. .. . 1
Crystal Ball
A Crash Position Indicator _ . . . . . . . . . 3
The article "Crystal Ball" in your Jan-Feb
issue implies that a weather radar, properly Two Eyes in Vision
used, has infallible capabilities which permit
accurate short periodforecasts, We have had Hail .. . . . . . . . . .. . . . . . . . . . . . . .. 6
some experience in Training Command making
use of a very fine weather radar at one of our Fuel Handling 8
flying training units, This equipment is actual-
ly installed, owned and operated jointly by the Don't Go Down With Your Ship . . . . . . 11
National Research Council, the Research
Council of Alberta, and McGill University, who Bomarc . . . . . . . 12
are conducting hail research in the area . In
return for the use of station facilities, the Near Miss . . , . . . . .. . . . .. . ... . . .. . .. .... . . 14
equipment has been located inthe station mete-
orological office so that it is available to mete- Unsatisfactory Condition Report . . . . . 17
orological sectionpersonnelwhenitisinopera-
tion, Arrivals and Departures . . . . . . . . . . 19
While I would not debate for a moment that
Thrust'n' Parry . . . . . . . .. . . . . . . . . .. . . 23
weather radar is an excellent aidto the weather
forecaster, there have been indications that a
lackof awareness of the limitations of the equip-
ment by the users of weather information may STAFF
develop a complacency with respectto thunder-
stormswhichresultsinafailuretotake precau- Editor-in-Chief Squadron Leader Georqe Sheahan
tions which one would normally take on the basis
Editor-Mr . Garth Harvey
of an official weather forecast alone .
I do notthink that "always erring onthe safe Circulation -Flight Lieutenant Peter Bremner
side when trying to figure the weather" isthe
answer, sincethe capabilities of the equipment Artiste-Mr . Jean A . Dubord
Mr . Harry K . Hames
do provide for a more efficient flying training
operation, and second-guessing the profes- Editorial Assistant-Mrs . Nancy L . Chenier

SPRING FEVER FLICKER

sional meteorologist without due cause is a
questionable flight safety measure, It is con-
OFFICIAL INFORMATION The printing of thie pub-
sidered to be important, however, that we not licaflon has been approved by the Minister, Department of
permit our enthusiasm for the capabilities of Nafional Defence . Contributions are welcome, as are comment

i ~
and criticism . Address all correspondence to the Editor, Flight
expensive new, but unproven, equipment to Comment, Directorate oi Flighi Salety, RCAF Headquarters,
blind us with respect to limitations which in- Ottawa 4, Ontario . The Editor reserves the riqhf to make any
chanyes in the manuscript which he believes will improve the
variably exist, material without aliering the intended meaninq . Service organi- Goes bugaboo at the first signs of spring and chases other species as well as his
zations may reprint articles irom Flight Comment without further
E. R. Johnston, G C own . Can be seen performing his suicidal gyrations at all levels and often ends up
authorization . Non-Service organizations must obtain official
Training Command HQ several feet below ground .
permisaion in writing from RCAF Headquartera beEore re-
printing any of the contents of this publication . The opiniona
("Crystal Ball" was reported on the same expressed in Fliyht Comment are lhe personal views of con~ CALL : WOTTADAY ! WOTTADAY ! WOTTADAY !
basis as an error in judgement by a professional tributing wrilers; they do not necessarily reflect the official
opinion of the Aoyal Canadian Air Force . Unless otherwise
pilot would be reported-to profit by exper- stated, contenta should not be conatrued as regulations, orders or
ience, and not for the purpose of second gues- directives .

sing the meteorologist, Our presentation was Published every two months, Fllqht Comment
may be purchased from The Queen's Printer,
based on the assumption that when a station Department of Pubhc Printing and Stationery,
is onthe fringe of a storm the line crew should Ottawa, Ont . Single copy 50 cents ; 1 year
be informed of the situation,-ED) subscription $2 .

24
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