Aircraft technical Basics: Introduction to Airplanes - Navy Training Courses Edition of 1944: Chapter 9 Handling

CHAPTER 9 HANDLING

KNOW YOUR STUFF

Your life would be just one long, sweet dream if an airplane needed as little between-time attention as, say, your wristwatch. You'd merely have to clean and oil it once every year or so, and then plain forget about it. Wonderful ! But that isn't the way it works out. There is real work, and plenty of it, involved in handling airplanes.

As you'd expect, the methods of handling airplanes differ according to the type of airplane, where the airplane may be, and the kind of weather that's being ENJOYED in the vicinity. You won't, for instance, run into the same handling problems with patrol or seaplanes that you will with landplanes. And you will handle landplanes differently on aircraft carriers than you will at air stations. You also use a different set of rules when a gale is blowing up than when the weather is calm. Any change in circumstances calls for corresponding changes in your course of action. But these differences are all just a matter of common sense.

The way to become efficient at airplane handling is to prepare for ANY situation that may come along. Mistakes can cause a lot of damage to valuable equipment. Get yourself a good grip on the fundamentals and YOU WON'T MAKE MISTAKES.

And if a situation arises that you can't cope with, don't be afraid to ASK somebody who knows.

SECURING LANDPLANES

Ideally, an airplane, when not in use, should be sheltered in a hangar. But you don't find hangars in every wheatfield, and very often airplanes have to be put to bed out-of-doors. Because of differences in weather conditions, location, and the varying characteristics of planes, methods of securing will vary a little but the FUNDAMENTALS won't.

Almost all AIR STATIONS can boast of concrete-surfaced PARKING AREAS. These areas are usually equipped with ringlike fittings called "pad eyes," sunk in flush with the concrete surface. You'll see a pad eye in figure 27. They're mighty handy when available. The airplane is simply placed in position, and wing and tail lines are secured to the pad eyes.

STAKING OUT an airplane in the open, AWAY FROM THE STATION, is a different story. You frequently have to use whatever equipment has been brought along with you, plus what you can dig up by foraging. At air stations, for instance, CHOCKS for the wheels are always at hand. "On location," however, you may have to scout around for some logs to use as chocks, or even be forced to dig holes in which to sink the wheels to prevent the airplane from rolling away. In other words, it takes some INGENUITY to do your job when you're "roughing it."

Here are some basic commandments on the se-curing of landplanes. They'll apply to almost all conditions you're likely to run up against.

Look for a PROTECTED location. If there isn't any place that's better than another, HEAD the airplane INTO the wind, otherwise the force of a strong wind will hit the control surfaces in the opposite direction. Such surfaces aren't built to "take it", and they are quite likely to become warped or otherwise damaged.

Figure 27.-Pad eyes for securing airplanes.

Chocks should be placed both ahead of and behind the wheels to prevent the plane from rolling forward or backward.

The fuselage should be GROUNDED by means of an electrical conductor to provide a ready passage for static electricity. This is for the same reason that you ground a gasoline truck - to eliminate a possible cause of fire or explosion.

All controls should be placed in neutral position and LASHED or SECURED with parking harness. The parking harness (many models resemble a tin can bottom-side up with wires attached) keeps the wind from WHACKING THE HELL out of the stick and rudder. The can goes over the end of the control stick, with two lines reaching to the rudder pedals and two other lines stretching back to clamps on the side of the pilot's seat. Another type of parking harness, consisting simply of wires with padded midsections and S-hooks at the ends, is shown in figure 28.

Figure 28.-Parking harness for airplane controls.

Next, the airplane should be TIED DOWN. You'll find tie-down rings on the wing and a shackle on the tail - put there for that express purpose. And here's where the pad eyes or stakes come into the picture - they're the HITCHING POSTS for the flying horse on which you're working.

If you're using STAKES because there aren't any pad eyes on the field, you'll find the CORKSCREW type, such as you see in the circle in figure 29, takes a better grip on Mother Earth than other kinds. If corkscrew stakes aren't available, plain metal ones (made of angle iron) or even the wooden variety are serviceable.

CABLE IS NUMBER ONE ON THE HIT PARADE for securing purposes. MANILA LINE is quite suitable, however, if you leave enough slack to allow for shrinkage when wet. In most circumstances one line on the tail and two for each side of the wing will be aplenty. Manila lines for securing should be WHIPPED at one end and have an EYE SPLICE at the other.

The first step in a tie-down is to REEVE THE LINE THROUGH THE RING IN ONE WING, and then through the PAD EYE (or stake ring). A rolling hitch and a half hitch will secure the line. Tension will tighten the knotting but will leave it easy to unlash, which is a big advantage. Now go after the other side of the wing with the same medicine, and then the tail. And there you are. It's done.

YES, but didn't you hear the head man in the "weather factory" tapping his barometer and promising a whip-snapper wind for tonight? Out you go, on the double, to DOUBLE UP the lines and anchorages. And take along a batch of BATTENS with you. They're those wooden sticks for lashing the airplane's control surfaces in neutral position. A glance at the bottom picture in figure 29 will show you how to attach battens properly.

If the weather's REALLY TOUGH, it may be a good idea to lash SPOILER BOARDS across the leading edges of the wing. Spoiler boards break up the smooth flow of air over the wing surfaces, and effectively knock out the possibility of your airplane turning itself into an unmanned kite.

WHOA ! C'm'on back. Did you make certain that all the ENGINE, COCKPIT, and PROP HUB COVERS are securely in place'? Before you head for chow, these covers better be lashed down with line if heavy weather is on the way.

Figure 29.-Method and gear for securing landplanes.

LANDPLANES ON THE LINE

Along come flight schedule instructions, and it's time for you to break up the scuttlebutt. The line and leading chiefs are out by the hangar, ready to get their crews into action. First off, it's the responsibility of the duty section to see that all airplanes are SPOTTED ON THE LINE according to instructions.

Once the lineup is ready, it's time for the plane crews to take over, warm up the engines and otherwise see that the airplanes are in all ways set for their missions. Then, at the scheduled moment, the engines are again started and the planes turned over to their pilots.

You, there, on the plane crew ! As that pilot taxies away from the line you should STICK WITH HIM until he's clear of the parking area. He's depending on your sharp eyes and steady arms to keep his airplane from rubbing noses with the neighbors.

Finally, that fellow in the pilot's seat is going to be expecting a line crew "reception committee" TO MEET HIM AT THE EDGE OF THE PARKING AREA upon his return, ready to assist and guide him to the particular parking spot indicated by the line chief. Parking an airplane isn't like parking a convertible on Main Street. It's a job for more than one man.

CARRIER OPERATING

You'll find the methods of carrier handling vary somewhat. But the basic procedure is the same on all of them, and their high-powered efficiency depends on every man of their crews being an expert in his field, as well as being capable of complete and thorough TEAMWORK.

A detailed knowledge of all the SAFETY precautions that must constantly surround his job is vital to everyone on a carrier. Petty officers really have to be on their toes, and know the duties of the men under them so well that safety comes through the SHEER EFFICIENCY of all operations.

Moving the planes on a carrier is a job that's handled by means of either a SMALL TRACTOR or GROUPS OF MEN. When manpower is used for this push-pull task, you and many of your shipmates will be organized into HANDLING CREWS.

Each handling crew takes care of one airplane. It consists of six to eight, or even a dozen men, with the senior man designated as CAPTAIN. Two men are assigned to handle affairs at the right wing, two at the left wing, and two at the tail. The group captain usually takes his station at the TAIL so that he may watch for the signals from FLIGHT DECK PLANE DIRECTORS. When airplanes are being moved on the flight or hangar deck, one EXPERIENCED man from the PLANE CREW, preferably the plane captain, MUST be in the cockpit to tend the brakes.

Handling crews stay with their respective airplanes until they're SECURED or, if the airplanes are to be struck below, until they're TURNED OVER TO THE HANGAR DECK CREW. This means that everybody on the handling crew stays with his airplane even while it is being taken down on the elevator to the hangar deck.

Airplanes have to be packed in almost like sardines in some places aboard a carrier, and clearances naturally are pretty slim. So you just can't afford to suffer any mental lapses when you're around a flock of airplanes that are turning up.

Remember - YOU CAN'T SEE A WHIRLING PROP !

You'll also find that decks frequently are WET AND SLIPPERY, and that slip-streams from airplanes ahead have a blast that can easily KNOCK YOU OFF YOUR FEET OR INTO ANOTHER PROPELLER if you're not careful. Always CRAWL UNDER THE FUSELAGE when passing from plane to plane, and look in all directions BEFORE making ANY move. If you don't, there may not be any "next time." Remember, you're more handsome all in one piece.

SECURING ON A CARRIER

You've already learned about staking out an airplane, so you have a head start on the problem of securing airplanes on the deck of a carrier. Primarily it's the same operation, only simpler in certain respects. Here you always have TIE-DOWN STRIPS sunk into the flight deck for you, and pad eyes sunk into the hangar deck. The most important difference is that airplanes on a carrier must be handled in much less space than on a field, hence, greater care must be taken to avoid damage. Easy does it !

Airplanes parked in what is called the "take-off spot" on the flight deck are allowed an EIGHT INCH CLEARANCE. No part of one airplane can be closer than eight inches to any other airplane or obstruction, because the CARRIER ROLLS AND PITCHES. If there is any slack in the tie-down lines and the deck is damp, a clearance of less than eight inches may mean that one airplane will slide into another.

Just as on land, the wings and tail of a carrier-based airplane are SECURED WITH LINES when parked, and the wheels are blocked with C-SHAPED CHOCKS, such as you see in figure 30. And if rough weather's ahead, securing lines should be DOUBLED.

An airplane is never parked without having its TAIL-WHEEL LOCKED FIRST. An unlocked tail-wheel can cause all sorts of trouble, since it permits an airplane to follow its tendency to roll with the ship.

BEACHING SEAPLANES

Seaplanes taxiing onto the beach are given SIGNALS by a member of the beach crew. FLAGS are used in the daytime, and LIGHTS at night. A white flag or light indicates that all's well for an approach. Red signals mean that the plane should remain clear of shore for the time being.

There are plenty of good reasons why seaplanes have to be handled with "kid gloves" when approaching the beach or ramp. The final decision on approach is up to the PILOT. He bases his judgment on WIND DIRECTION and other general WEATHER CONDITIONS, but these same conditions usually create special problems for the BEACHMASTER, and for the WADER CREW which works in the water.

WING LINES are attached to the plane, for instance, and tended by men stationed ON THE BEACH, to overcome the natural tendency of the plane to weathercock. And if you're a member of the wader crew, you'll appreciate how much this lessens any difficulties you may be experiencing in handling the beaching gear.

Figure 30.-Airplane chocks in place.

In light winds, or when the blow is toward or from the beach, the handling problems are fairly simple. STRONG WINDS PARALLEL TO THE BEACH are decidedly something else again, and call for extra precautions as well as additional assistance in settling the plane on a HANDLING TRUCK, or in attaching the necessary BEACHING GEAR. Take a look at figures 31 and 32 in order to familiarize yourself with typical gear for beaching a seaplane or patrol plane.

In the face of difficult conditions, both the wader crew and beach crew must be ENLARGED to make certain everything remains under control.

Figure 31.-Tail beaching gear for a PBY.

Once out of the water, a plane should be inspected carefully by the beachmaster until he's happy about the way it's sitting on the handling truck - or, if it's the variety that uses beaching gear, whether that gear has been attached properly.

Incidentally, DON'T start trying to shift beached planes around without the guidance of a responsible officer or petty officer, unless you're looking for a PECK OF TROUBLE or trying to gum up the Navy's air strength. It's pretty easy to have a COLLISION. When planes on trucks or beaching gear are in their proper position, they should be secured according to prevailing weather conditions. And if the plane you're working on has wings that are to be folded, special care will be needed in securing the plane float to the handling truck.

Figure 32.-Side beaching gear for a PBY.

SEAPLANES ON WARSHIPS

Handling and stowing seaplanes that OPERATE FROM CRUISERS OR BATTLESHIPS also differ from ship to ship. The available STORAGE FACILITIES, the OPERATING SPACE allotted to aviation activities, and the EQUIPMENT OF THE SHIP will necessitate departures from set procedures in each instance. You'll get the special "know how" about your ship's methods once you're aboard.

HOISTING OUT - or lowering the plane from ship to water - is the first job on your calendar. Whoever is in charge of lowering begins by STATIONING HIS MEN WHERE THEY'LL BE NEEDED. The WINCH MAN tests the HOISTING MACHINERY until he's satisfied it's in good order, then swings the boom over the plane which ordinarily is on the ship's catapult. The hook is engaged, and ANY SLACK in the plane-hoisting sling is taken up before the securing devices are cast off.

Everything ready? Then, with the crew in the plane all set for flying and other personnel at their stations for lowering away, it's time to hoist clear and lower the airplane INTO THE WATER. The boom swings outward to give the greatest possible clearance between plane and ship's side. The HOOK is quickly removed or stripped by the plane's crew at the INSTANT the plane is water borne. Wing and tail lines are released at one end and allowed to run through the hand-holes so the plane will be FREE TO TAXI CLEAR before its take-off.

Those men you see stationed at the rail with LONG POLES play a vital part in hoisting out operations. See the PADDED CRUTCH at the end of each pole? That's to FEND OFF A SWAYING plane during the lowering process. And a great amount of CARE must be taken in using such fenders so they won't injure delicate parts of the airplane structure. To further reduce swinging on the hook, it's a good idea to LEAD A LINE DIRECTLY TO THE HOOK ITSELF and have the line handled by one or more men on deck. This will help to overcome the sway of the suspended plane during the roll of the ship.

Back from its flight, the plane will be ready for HOISTING IN. Out the boom swings to the most favorable spot for HOOKING ON again - probably about the SAME location as that from which the plane was released after lowering. The pilot taxies on a course parallel with the ship's heading to a point where the hook can be engaged in its sling. The winch strains immediately, AVOIDING as much as possible any INITIAL SHOCK, and hoists the plane clear of the water. WING LINES are thrown from ship to plane and attached by the plane crew WITHOUT DELAY. Then the plane is hoisted on board.

On board, the plane is LOWERED ONTO ITS CATAPULT LAUNCHING CAR and SECURED without delay so that it will be safe from damage by the elements and ready for future use.

You can get an idea of how a plane should be secured on the catapult launching car by looking at figure 33. The plane is kept from moving forward by a RELEASE LEVER hinged to the catapult structure and bearing against the forward face of the TOE FITTING, by two SAFETY PINS operating from the catapult to engage SOCKETS IN THE LAUNCHING CAR, and by a metal TENSION BAR which engages LUGS ON BOTH THE CATAPULT AND LAUNCHING CAR. To prevent movement from side to side, there are two inverted J-hooks mounted on the launching car saddle. These engage the UPPER SURFACES OF FITTINGS on the FLOAT CHINES just behind the step of the float. Motion upward or to the rear is prevented by that same toe fitting you looked at a moment ago. The launching car is held to the CATAPULT TRACK by means of SLIPPERS.

If nobody's going to use the plane on the catapult for a while, further means of securing it should be adopted. LOCKING DEVICES must be put into use on plane controls, and battens lashed over the control surfaces. Frequently, STRAPS are placed OVER THE FLOAT and secured to both sides of the launching car. JURY STRUTS (temporary struts) should be secured to the catapult structure so as to engage FITTINGS ON THE WING, IN-BOARD OF THE WING TIP FLOAT STRUTS. ENGINE AND

Figure 33.-Seaplane secured on a catapult.

COCKPIT COVERS should be secured firmly in place and, when high winds are expected, you may need to place spoiler boards on the leading edges of the wings. A WATCH is stationed on all planes during HEAVY WEATHER.

Another point or two about planes on catapults before you pass along to other matters. An ENGINE SHOULD NEVER BE TUNED UP unless the PROPER AUTHORITY has been obtained and all PRECAUTIONS taken against fire and danger to the ship's personnel. Before starting the engine of a plane on a catapult, it is best to turn the catapult so that the AIR BLAST and OIL, are directed over the side.