Learning to fly in the U.S. Army

by E. N. Fales

All parts of an airplane subject to attack by rust should be kept well coated with grease or oil. Periodically the entire machine should be wiped by means of clean, dry cheese cloth or selected cotton waste. Engines which are in stored planes or which have been set aside for future use should be turned over by hand daily.

It will sometimes be impossible for airplane sheds or hangars to be brought up to the front on service, hence, airplanes must be prepared to remain in the open. When this is the case they should be placed to the leeward of the highest hedge available, a clump of trees, a building, a bank, a knoll, or hill, etc. They should be sunk as low as possible by digging a trench for the wheels and undercarriage. The nose of the plane should, of course, first be run into the wind, and then the wings and the tail pegged down with ropes, particularly if there is any chance of a wind starting up. The engine, propeller, instruments, and cockpit should be covered over with a waterproof cloth and great care taken to protect the propeller from the sun, for it will surely warp if not cared for properly. At night in cold or wet weather the magneto should be packed round with waste and water in the radiator drained. While machines are stored in the open, the necessity of wiping them to keep them moisture and dirt free is all the more urgent and should be pursued with doubled energy.

CHAPTER XI
INSPECTION OF AIRPLANES

Mechanics in charge of airplanes, who are primarily responsible for their safety while in their care, should constantly think of new methods for insuring greater safety and reliability. They should invariably bring any fresh points they think of to the attention of their Flight Commander, in order that the rest of the Corps may benefit by them. They should always try to find out the cause of anything wrong, and inform the officer in charge of the machine of their opinion. They should bear in mind any particular incidents which may have happened to their machine while under their charge during each flight, and be on the lookout for signs of stresses that may have occurred to the machine in consequence of these incidents. For example, a steep spiral may cause side strains on the engine bearers; a flight in bad weather may cause bending stresses on the longitudinal members of the body, besides stretching the landing and flying wires. No part of a machine can be safely overlooked, and good mechanics will always be seeking for the possible cause of accidents and bringing them to the notice of the officer in charge of the machines.

During all inspections the following matters of detail deserve particular attention:

Look out for dirt, dust, rust, mud, oil on fabric. Cleanliness is the very first consideration.

Give the control cables particular attention. These should not be too tight, otherwise they will rub stiffly in the guides. The hand should be passed over them to detect kinks and broken strands. They should be especially well examined where they run over pulley. Don’t forget the aileron balance wire on the top plane.

See that all wires are well greased and oiled, and that they are all in the same tension. When examining wires, be sure to have machine on level ground as otherwise it may get twisted, throwing some wires into undue tension and slackening others. The best way, if time is available, is to jack the airplane up into “flying position.” If a slack wire is found, do not jump to the conclusion that it must be tensioned. Perhaps its opposite wire is too tight, in which case it should be slackened.

Carefully examine all wires and their connections near the propeller, and be sure that they are snaked around with safety wire, so that the latter may keep them out of the way of the propeller if they come adrift.

Carefully examine all surfaces, including the controlling surfaces, to see whether any distortions have occurred. If distortions can be corrected by adjustment of wires, well and good, but if not, matter should be reported.