PART I
INTRODUCTION
PART IV PERSONNEL
PART V
SPECIFICATIONS
PART VI
AIRCRAFT OPERATIONS
PART VII
PHOTOGRAPHIC LABORATORY OPERATIONS
PART VIII
PHOTOGRAPHIC RESULTS
PART IX
SUMMARY
APPENDICES
PART I INTRODUCTION
1. During the period 15 May 1948 to 13 September
1948, Patrol Squadron FOUR (Medium Patrol Squadron FOUR until I September
1948) conducted an aerial photographic survey of Southeast Alaska in accordance
with specifications provided by the Chief of Naval Operations. Originally
scheduled to obtain vertical photography for map compilation, the survey
in its final formcomprised four separate projects and a small additional
mapping project was undertaken at the request of the U. S. Geological Survey.
2. The survey detachment operated in a unique
fashion in that it received primary support airfields for operations, these
airfields being about four hundred and fifty (450) miles apart.
3. This is believed to be the largest survey
of this type ever completed by the Navy in a similar period of time or
under similar adverse weather conditions. All four projects were completed
plus a small amount of additional unscheduled work. The squadron is proud
of this accomplishment, particularly in that, with no previous photographic
experience, it has completed an undertaking which was slated to be a two
or three year job by officers familiar with such surveys. The following
report has been prepared in the belief that it will be of interest to the
Navy in general, and may prove useful to anyone undertaking a similar survey
in the future.
PART II PLANS
1. This survey was originally assigned to
Patrol Squadron SIXTY-ONE (then Photographic Squadron ONE) in the fall
of 1947. The Chief of Naval Operations directive, issued in September 1947,
called for the accomplishment of the survey during routine photographic
squadron training, and established the original specifications for the
survey. Early in 1948, it became apparent that accomplishment of this project
during the summer of 1948 could not be effected by Patrol Squadron SIXTY-ONE
due to other high priority commitments, and the Chief of Naval Operations
approved the employment of Patrol Squadron FOUR on this survey.
2. In March, 1948, Patrol Squadron FOUR became
the center of a large scale program of preparations. The squadron was engaged
in intensive training following reactivation on I November 1947 and receipt
of its final aircraft on 13 January 1948. During March all aircraft were
ferried to NAS, St. Louis where they spent about seven days undergoing
an armament modification.
On their return, three were sent north to NAS Whidbey Island, Washington to
be used in instrument flight training, and the remaining six were returned
to the Lockheed plant at Burbank for modification, to make them suitable
temporary photo planes. Pilots were shuttled between NAS Whidbey Island, Washington
NAS Miramar
, for instrument training at the former and in the hope that
at the latter, they might acquire some training in photographic operations.
3. During this critical period, it was necessary
for the Commanding Officer to visit Commander FAW-4, at NAS Whidbey Island, Washington, twice prior to final squadron deployment to that base.
On the first of these trips, an inspection trip to Annette Island, Alaska,
was made to accomplish the following:
(a)
Determine the most suitable base for photographic operations. Annette and
Yakutat were considered the most likely prospects.
(b)
Estimate the extent of facilities already available and determine the procedures
necessary to obtain the use of these facilities from the controlling organizations.
These organizations included the U. S. Army, the Civil Aeronautics Administration,
and the War Assets Administration.
(c)
Determine the requirements for modifications to existing facilities, and
for addition of new facilities, in order to provide an adequate base for
operation of a six-plane photographic unit. This study was to provide two
plans, one, for operation without tender support and the other, on the
assumption that an AVP class tender would support the operation.
As a result of conferences conducted by Commander Fleet Aid Wing
FOUR., Annette Island was selected as the main base for the following reasons:
(a)
There was at that time no assurance that a tender would be available to
support the operation.
(b)
It was the closest base to Seattle-Whidbey Island area, from which logistic
support was to be provided. Major aircraft periodic checking and repair
was done at NAS Whidbey Island, Washington.
(c)
Expected weather conditions were equal to or better than those for Yakutat.
(d)
Priority photographic areas were understood to be predominately in the
Southern sectors.
Tentative operational plans were prepared to cover both the tender
present and no tender present conditions. Subsequently the availability
of a tender was confirmed, and on 5 April, 1948, Commander Fleet Air Wing
FOUR issued his operation Plan, the final detailed directive for the conduct
and support of the survey.
To meet the requirements of this directive, Patrol Squadron FOUR
prepared a schedule of movement of all personnel and equipment to NAS Whidbey Island, Washington prior to I May and of the Aerial Survey detachment to Annette
on 15 May 1948.
On 15 May 1948, the six Neptune photographic aircraft landed at Annette
Island and the planning stage of the operation was ended.
PART III BASES AND LOGISTICS
A. Bases, Annette
Following the decision to utilize Annette Island as the major base
for the Survey detachment, work was started to prepare suitable facilities
ashore to support operations with a Seaplane Tender available at Annette
to furnish most of the services required by the squadron. The work was
accomplished by FASRon Augmenting Unit No. 0124, a unit of FASRON-112,
in a period of two weeks from 1 May to 14 May 1948.
The below listed facilities were provided ashore at Annette Island:
(a)
Buildings in the hangar area.
(1) Quonset hut containing
squadron duty office, maintenance office, small washroom, and a bunkroom
for security watch slanders.
(2) Quonset hut, containing
work benches, for use as engineering shop space and tool crib. This hut
was parallel and adjacent to the squadron duty office.
(3) Small "elephant"
hut, adjacent to the above two and used for an electronics shop.
(4) Half-quonset hut
used for Ordnance work in connection with small arms and also maintenance
of gunnery equipment installed in the aircraft. This hut was rebuilt from
scrap by the squadron after arrival at Annette.
(5) One room in the hangar was used as a
briefing room and operations office. It was normally used as a schoolroom
for the dependents of personnel of the various agencies involved in operations
at Annette Island airfield. The Civil Aeronautics Authority Station Manager
offered its use, and it was a valuable contribution to the survey until
I September, when it was vacated to permit cleaning prior to school opening
on 7 September.
(6) The Civil Aeronautics
Administration shops in the hangar were made available for the use of the
squadron detachment. An oxygen shop was established in their lighting shop.
This space was equipped for recharging 002 bottles as well as the major
task of recharging the 295 cubic inch oxygen bottles used in the aircraft.
(b)
Buildings in the base camp area.
(1) The photographic
laboratory was established in a prefabricated building, No. K55, originally
a part of the Army base camp area. In general, the layout was in accordance
with the attached sketch, however, several modifications were made. The
north wing was used as a bunkroom for the Photographers Mates, a small
bunkroom was built in the west wing for the two Chief Photographers Mates
attached, and another small bunkroom was provided in the south wing for
the Chief Warrant Photographer. Partitions in the remainder of the building
were moved about during the summer to meet the needs of the survey as they
changed. The darkroom and drying room arrangements were not changed except
to add a light trap entrance to the large dark] oom in place of the door
originally installed.
(2) The material office
and storeroom were established in a building, No. K37, similar in floor
plan outline and in construction to the photo lab building. The only interior
construction in this building was a locker for stowage of Title B equipment
and a small bunkroom for a duty storekeeper.
(3) Civil Aeronautics
Administration garage facilities in this area were utilized to aid in rolling
stock maintenance.
(4) The old base camp
theater, No. K56, was renovated sufficiently to permit showing movies there.
This work was accomplished by the U. S. S. FLOYD'S BAY (AVP 40). The building
was in fair shape except for a leaky roof, and, until the end, it was advisable
to choose your seat carefully if there were showers in the vicinity.
(c)
The following stations were connected to the Navy circuit:
(1) VP-4 Detachment
Duty Officer
(2) VP-4 Detachment
Operations Office
(3) CAA Control Tower
(4) Weather Office
(5) CAA Operations
(6) VP-4 Detachment
Material Office
(7) VP-4 Photographic
Laboratory
(8) CAA Dock, Tamgas
Harbor
(9) The Tender Quarterdeck
(when moored to the dock)
This telephone circuit proved fairly reliable though occasionally,
heavy rain and high winds made communication difficult or impossible.
In general, the facilities provided this squadron at Annette Island
was entirely adequate and satisfactory. Its outstanding feature was its
excellent photographic laboratory. Its poorest phase was its rough roads
which made many transportation problems.
B. Bases, Yakutat
1. In June, operations had progressed to
the point where a considerable amount of flying in the norhern part of
the area was anticipated. Commander Fleet Air Wing FOUR directed that afurther
study be made of the feasibility and estimated cost of establishing a secondary
base atYakutat Airfield. The Commanding Officer, Patrol Squadron FOUR,
acting as liaison officer for the Wing Commander, inspected the facilities
at Yakutat and visited Commander Alaskan Sea Frontier in Kodiak and the
Civil Aeronautics Administration Regional Office in Anchorage to discuss
plans for establishing this base.
2. As a result of preliminary discussions
and communications, the establishment of a base at Yakutat was approved
by Commander Alaskan Sea Frontier, and the Naval Operating Base, Kodiak
was directed to proceed with construction. Building 318 was transferred
to Navy custody and the Civil Aeronautics Administration granted the Navy
temporary custody of three buildings, 301, 308 and 312, and the use of
a cold storage locker. All buildings at Yakutat are within easy walking
distance of the ramp and hangar area.
Building 318 was not used but the other three were repaired, painted
inside, and equipped as follows:
(a)
301 barracks with space for 40 men and, in addition, bunkrooms at one end
for about 15 officers.
(b)
308 head, washroom and shower facilities.
(c)
312 galley and mess hall with a small bunkroom on one end.
Transportation available at Yakutat consisted of one half ton pick-up
truck which was left by the Kodiak construction detail for the use of the
squadron. This was entirely adequate to meet all transportation needs at
Yakutat, although, as at Annette, a cover would have greatly enhanced its
usefulness.
The only line equipment at Yakutat was one twenty - four volt auxiliary
power unit which was loaned by the Civil Aeronautics Administration. It
was inoperative when received, but was repaired by the squadron and placed
in operation.
3. On 16 July 1948, a
squadron detachment of one Chief Petty Officer and five other enlisted
personnel was established. An attempt was made to provide as well rounded
a selection of men as practicable. The detachment included:
Yakutat was used occasionally as a refueling point and quite often
as an overnight stop for one aircraft, usually scheduled to make an early
morning weather flight. On one occasion, three planes were forced to remain
over night here due to weather having closed in at Annette.
4. Only hand tools were
provided for emergency maintenance and no need for more co equipment arose.
A limited supply of film and oxygen, enough for two flights by one crew,
were kept in reserve at Yakutat and replaced from Annette when any usage
occurred.
C. Tender Support
1. For the first half
of this summer, the U.S.S. FLOYD'S BAY (AVP-40) supported the tender detachment.
This ship was relieved by the U.S.S. GARDINER'S BAY (AVP-39), which furnished
support for the remaining half of the period.
The tender furnished the following services:
(a)
Supply.
(b)
Berthing for an average of 110 enlisted personnel and 25 officers.
(c)
Messing facilities for an average of 128 enlisted personnel and 27 officers.
(d)
Laundry for men and officers.
(e)
Ships store, and clothing and small stores.
(f)
Base radio station and air plot facilities.
(g)
Squadron administrative office space.
(h)
Medical facilities.
(i)
Aerological personnel.
3. The support furnished
by the tenders was in general, very satisfactory. One ship for the entire
period would have been preferable in order to avoid the shifting and unsettling
caused by a change of tenders.
4. The radio facilities
of the tender were inadequate in that the air/ground transmitter ould not
be operated during Fox schedule broadcasts or when the CW circuit to NAS Whidbey Island, Washington, was in operation. Reception on either of these circuits
was blocked by traffic on the air/ground circuit and consequently aircraft
often waited for as much as half an hour for receipts on their traffic.
E. Supply
Prior to proceeding to Annette Island, the U.S.S. Floyd's Bay loaded
a nearly complete P2V-2 Section "B" allowance of spares. Certain bulky
items were omitted, as was the entire armament section of this allowance.
In addition, certain section "G" items were loaded. The availability of
this section "B" allowance at Annette Island contributed in a large measure
to the maintenance of a high aircraft availability and was thus one of
the major contributing factors in the successful completion of the survey.
Shortly before the U.S.S. Floyd's Bay was relieved by the U.S.S.
Gardiner's Bay, the entire section "B" allowance was moved ashore and stored
in the squadron Material building. It was transferred to the relieving
tender on paper, but remained stored ashore until the end of the summer.
This location proved far superior, because it greatly facilitated the job
of drawing necessary spares. Issues were made direct from this storeroom
by the squadron, and a requisition was submitted to the ship immediately
to cover all such issues. Such a system, while it worked well in this case,
would not be suitable for supporting more than one squadron.
Items not available at Annette were ordered by the supporting tender
from N.A.S. Seattle, except for photographic supplies which were requisitioned
from A.S.D. Oakland.
On completion of the survey, all section "B" items were placed aboard
the tender for delivery to Seattle or were delivered to Seattle by air
lift.
All supplies received during the summer, with the exception of a
few minor items were delivered by air lift. This lift was furnished by
Air Transport Squadron FIVE and Utility Transport Squadron THREE. Both
of these organizations did an excellent job of supporting the survey detachment.
Both the U.S.S. Floyd's Bay and the U.S.S. Gardiner's Bay went all
out in their endeavors to supply the needs of the survey. In general, they
received excellent backing from the entire Navy supply system.
The only difficulty encountered in aviation supply was encountered
in connection with those items which were critical throughout the entire
P2V-2 program. These included inverters, inverter brushes, shimmy dampeners,
propeller governors, manifold pressure regulators, carburetors and oil
cooler door control theromstats. Fortunately, the original Section "B"
allowance filled the needs for most of these items until late in the project.
Vehicle spares were, on the other hand, very hard to obtain. This
was particularly true of tires and tubes, and particularly truck size 7.00x20.
A delay in delivery in excess of two months was encountered on some of
these items despite repeated dispatch requests. In providing equipment
for a survey of this nature, an allowance of spares adequate to meet anticipated
needs should be shipped with the equipment. In this case, no spares were
on hand at the start of the operation.
The following amounts of major consumable items were used during
this operation:
Aviation Gasoline
PART IV PERSONNEL
About one hundred and twenty-four (124) of the squadron personnel,
plus the complement aboard the tender, were involved in this operation.
The squadron personnel consisted of six flight crews, maintenance and line
crews, and men attached to the ship for duty aboard, such as stewards mates,
cooks, and compartment cleaners. The photographic personnel consisted of
one photographic officer (LCDR), for the laboratory, and 18 photographers
mates. The photographic personnel were ordered from Patrol Squadron SIXTY-ONE
and are considered to be a representative proportion of the talent available
to the Navy. The following table will indicate that the U. S. Navy is short
on experience of this nature:
Officer Personnel - Neither project mentioned above approached the
magnitude of this survey.
Enlisted Personnel - From the above it should be noted that only
three photographers mates had acted as first photographers on a survey
prior to this one. Of these, two had considerable difficulty maintaining
proper overlap and were not used as such after the middle of the summer.
No squadron personnel, other than those listed above, had any previous
photographic squadron experience.
PART V SPECIFICATIONS
A. General
Specifications for this
project were made in September 1947. They were made up originally as a
result of a conference in Washington with cognizant civilian agencies.
The resulting specifications were essentially identical to those used in
the United States. There was little or no consideration given to the operating
area involved and the primitive conditions under which operations would
have to be conducted. It would have been impossible to have completed this
project in one summer by adhering to original specifications. Several modifications
were required before final satisfactory specifications were authorized.
B. Vertical Photography
Original flight line maps
were unsatisfactory as furnished and required redrawing.
Modified maps were designed for efficiency of operations (long flight
lines, prevailing wind, etc.), but caused excessive side overlap, which
required modification of specifications.
Side overlap specifications should receive considerable special consideration
during the formulating of specifications. It appears that the policy of
an established minimum overlap is required, but more leeway on maximum
side overlap is required in rough terrain to permit efficient operations.
Priority areas were never clearly defined to this command and never
officially cancelled.
1. Original film marking
requirements were beyond the capacity of limited personnel available.
No detailed reference could be found for specifications for marking
ink. India ink was used in accordance with dispatch instructions.
There was no indication of policy regarding whether maximutn ^one
time coverage" was more important than photographing smaller areas to required
specifications.
No authority was definitely stated granting Geological Survey representatives
authority to change specifications in the field, as required.
The printing requirement of some 120,000 prints is not necessarily
an appropriate assignment for a non-photographic squadron without permanent
laboratory and photogrammetric facilities.
2. Public information
intentions would serve a very useful purpose to the operating forces. In
this project no information was put out by this unit because none was authorized.
Although, the specifications were unclassified, certain phases of planning
were confidential.
C. Split Vertical Photography
This project, which was
for the U.S. Forest Service, was incomplete in that it did not indicate
the actual requirements. By modification of original specifications, several
thousands dollars .were saved, the forestry service obtained what they
wanted and critical material was saved. Specifications did not indicate
that the U.S. Forest Service requirements were limited to the requirements
of the Regional Office in Juneau.
There was no indication that only timber and watershed areas were
required.
There were no provisions for direct liaison with the Juneau office.
There was no indication that camera angle data would be required
showing the assessed camera angle for each pair of film strips. A rough
table and curve was desired by this squadron to permit measuring this angle
by a linear measure of side overlap.
D. Glacier Photography
The original specifications appeared reasonable until we arrived
at the area. One flight over the area showed that the specifications were
not at all suitable. The areas were in general too broad because there
are so many fields of ice and glaciers of obviously little importance.
The type picture coverage was not understood because we know nothing
of glaciers. The significance of moraines, moraine deposits, ablation,
snow lines, etc., was not known.
The importance of the area a few miles ahead of a glacier was not
understood.
The American Geographic Society indicated that they were not interested
in every small glacier until they had adequate coverage of the more important
ones.
For future projects, an accurate map of the glacial areas is a primary
requirement for most reliable results.
E. Radar Scope Photography
Comments regarding this project have been classified and forwarded
as separate correspondence.
PART VI AIRCRAFT OPERATIONS
A. Flight Operations
1.
Six P2V-2, Neptunes, were used to conduct this survey. They had been specially
modified for the job and complete information on their suitability has
been previously furnished to the Bureau of Aeronautics. In general, they
were well equipped for their assigned tasks and appeared to be superior
to the PB4YIP, at least for the altitude required for this survey.
Prior to deployment to Annette Island, inspection trips had revealed
that the gravel runways were usable, but rough. For this reason, this squadron
adopted a policy of restricting take-off weight to 54,000 pounds except
in case of unusual circumstances. This allowed all wing fuel tanks to be
full when the aircraft was loaded for a photographic flight, insuring a
safe ten to eleven hours of flight, including climb to 20,000 feet, and
no occasion to exceed this weight arose.
2.
The runways proved rough as predicted. The main runway (12-30), in use
when the detachment arrived, suffered mainly from a rapidly increasing
number of chuck holes. A rash of nose wheel trouble due to severe jolting
and pounding was anticipated, but did not materialize. About a month after
our arrival, work on surfacing the runway commenced and the second runway
(2-20) became the main runway. This had previously been used only when
necessary and was in fair shape. However, the gravel surface quickly shifted
into small ridges and became as rough as the chuck holes in the other runway.
Toward the end of the summer, first half, and then all of the partially
paved main runway was opened to use again.
At Yakutat, field conditions presented no problem since both runways
and the ramp areas were of concrete. From this viewpoint, the airfield
at Yakutat was far superior to the field at Annette Island.
The P2V-2 demonstrated its ability to operate from these runways
without requiring excessive maintenance, and also demonstrated its ability
to operate safely at 54,000 pounds from 3700 feet of runway. However, neither
practice is considered desirable.
A standard photographic crew consisted of:
(a)
Pilot
The plane captain normally served as the radar altimeter operator.
Prior to each days flying, and usually even on non-flying days, a
briefing session was held at which the following were covered:
(a)
Weather, current and future.
The sessions were also used to disseminate information to all officers
on days when no flights were feasible.
With the exception of glacier photography flights, all photographic
flights were conducted at 20,000 feet above sea level as measured by a
SCR-718 radar altimeter. To climb to this altitude from sea level required
approximately 35 to 45 minutes at about 71" normal rated power. Initial
climb was at 130 knots indicated, blowers were shifted to high at about
11,000 feet, and climbing airspeed was gradually reduced to about 120 knots
for the final portion of the climb. Indicated airspeed on flight line varied
between 130 and 150 knots indicated, depending on the practice of the particular
pilot. At 1900 rpm, the average aircraft would start at 130 knots and pick
up to 150 knots after about four (4) hours flight at altitude. The outside
air temperature at 20,000 feet varied.
3. The flight lines in
this survey were as long as 150 miles, averaging in excess of 80 miles.
The use of long flight lines proved to have many excellent features; among
these are:
(a) Reduce the time
lost getting on flight lines. On short lines, this wasted time represents
a high percentage of the total flight time.
(b) Make it easier
for the navigator to keep on "flight line.^ The navigator can pick out
check points much more readily when he is already "on flight line" than
he can when starting on a line. In poorly charted terrain, with poor check
points, it occasionally proves impossible to initiate a line in an area
without extensive prior familiarization flying over the area.
(c) Greatly improve
the practicability of maintaining the aircraft level since once "on flight
line" a good navigator will require only minor corrections to heading to
compensate for drift changes.
When using a viewfinder to obtain forward overlap, as was done in
this operation, a limit, probably between 120 miles and 150 miles, must
be set to allow the first photographer time to relax from his taxiing assignment.
Even in a zero wind condition a 150 mile flight line at 200 knots true
air speed, requires 45 minutes.
The major operational difficulty encountered was the failure of the
first photographer to obtain forward overlap. This was largely due to the
very rugged terrain encountered and to the poor viewfinder used. This difficulty
has
been covered in detail in a previous report and a possible alternate system
was tested and reported by this command, but was not actually used on this
operation.
The P2V-2 oxygen installation uses individual 295 cubic inch bottles.
Original estimates of oxygen requirements were based on 360 hours of flight
on oxygen to complete the project and allow 100 reflights. The individual
bottles were recharged from 22 cubic foot bottles. Actual usage data is
covered in the Supply Section (Part III-C) of this report. In general,
the oxygen needs were considerably underestimated during planning due to
underestimation on both the flight hours required (even though 100 reflights
were not required) and the amount of oxygen per man per hour required.
Although no definite figures were kept, the following general observations
are of interest:
(a)
There was apparently quite a bit of variation in the calibration of the
demand type regulators in use.
(b)
The more movement required of a man, the higher his oxygen consumption
rate.
(c)
The colder a mail's flight station, the higher his oxygen consumption rate.
(d)
The average consumption compared reasonably close to the data distributed
by BuAer.
Navy special winter flight clothing was used and has been reported
on previously. The standard fleece-lined boots proved inadequate for the
photographers and electrically heated boots were procured. These proved
adequate, though they do have some disadvantages.
An air plot watch, one squadron pilot, was maintained in .the CIC
aboard the tender whenever aircraft were airborne. This officer tracked
all aircraft, insured receipt of all their hourly position reports, originated
any necessary despatches to the planes, and kept the Squadron Duty Officer
and the ship informed as to the estimated time of arrival of each aircraft.
During the day, he was the squadron's representative aboard the ship, often
being the only squadron officer aboard.
Flights were conducted seven days a week if the weather permitted.
Normal working routine was scheduled for weekends and then changed to holiday
routine if weather permitted. If weekend flights were conducted, holiday
routine was put in effect in mid-week, when possible.
Flight time recapitulation accomplished at Annette:
B. Weather
Detailed weather data is being reported through normal channels by
the aerologist who served this squadron throughout the summer, being on
temporary duty first with the U. S. S. FLOYD'S BAY (AVP-40) and then with
the U.S.S. GARDINERS BAY (AVP-39). His services were an essential element
of the summer's successful operations. A weather unit should be included
in the planning of any operation of this size.
The attached photostat shows the weather reporting stations available
in the Southeast Alaska Area. The sequence reports from these stations
furnished the detailed information as to the current weather and were used
in conjunction with synoptic charts and upper air data to forecast future
weather. In addition to the four (4) weather maps made each day and the
hourly sequence reports from the stations noted, it was found necessary
to conduct additional aerial weather reconnaissance in order not to miss
any opportunities to fly photo.
C. Ground Handling of Aircraft
All aircraft were parked on gravel hardstands, on the opposite side
of the main runways from the hangar and line maintenance buildings. Tie
downs were available in the form of crisscrossed inch steel cables, the
ends of which were anchored under the gravel. These parking places proved
adequate although they were apparently designed for aircraft smaller than
the P2V-2. A tricycle gear aircraft of this size, without a full swivel
nose wheel, could not have been turned on one of those hardstands without
being unduly hazarded. As can be seen from the picture, the hardstands
used were in two (2) groups of three (3) each. 'The tie-downs proved adequate
for the maximum wind encountered, 65 miles per hour, in gusts.
Engines were normally restricted to 1000 rpm when aircraft were in
their normal parking areas. At higher rpm small rocks were picked up by
the propellers, causing damage to propeller blades, propeller anti-icer
feed shoes, and in the case of starboard engines, damage to the fuselage.
All aircraft returned from the survey with propeller nicks and extensive
point chipping on the fuselage, due to the gravel. The P2V is probably
particularly suseptible to this type of damage, because it does not have
a large propeller ground clearance. Wooden hardstands in the vicinity of
the hangar were used for ground checking engines, including turn-up to
full power.
For a considerable period of time during runway paving operations,
it was impossible to taxi aircraft out of their parking areas. They were
lowed down roads, which were in the runway shoulders, and to the warm up
blocks via the South taxiway. In case photographic weather prevailed, take-offs
during the period were spread over a considerable period of time, unless
enough advance warning was given to permit moving all aircraft out of their
parking areas to the ramp area prior to flight departure time.
All lowing operations were conducted using a nose wheel tow bar.
A Cletrac, and later a small Clarkson tractor were available for lowing.
Only one tow bar being available, only one (1) tractor could be used at
a time. A small tractor could not be used in two (2) of the parking areas
in wet weather and was not satisfactory, in general, due to the uneven,
loose gravel surface over which lowing was necessary.
Two (2) auxiliary power units were used for maintenance work in the
maintenance hut area. Nearly all operational starts were made using the
one type B line maintenance jeep furnished the squadron.
Once FFNI fog and foam crash fire truck was furnished the squadron
and it was manned during all landings and take-offs of Naval aircraft.
D. Maintenance
The success of the survey can be attributed in a large measure to
the excellent maintenance record of this squadron's Annette detachment.
A fair proportion of this credit must in turn be accorded the squadron's
base detachment at Naval Air Station, Whidbey Island, which spared no effort
to expedite necessary work and get aircraft back to Annette as quickly
as practicable.
Commencing in late June, all engines were changed when the aircraft
were returned to Naval Air Station, Whidbey Island for 240 checks. In all,
13 engines were changed at Naval Air Station, Whidbey Island and one at
Annette Island. This program resulted in having one aircraft away from
Annette almost continually, reducing the detachment to five (5) planes
strength. Average availability was about 90, being slightly higher actually
at Annette on flying days, only four plane days during the entire summer.
The success of the maintenance program can be attributed to three
factors:
(a)
Unusually good supply of spares (covered in Part III C of this report).
Maintenance was carried out on a very irregular schedule. On photographic
days, all but necessary crash and line crew personnel were secured immediately
after the aircraft departed.
They were sent to supper at 1630 or 1700 and reported for work immediately
thereafter. As checks and repair work were completed, personnel no longer
required were secured. All personnel were not secured until all aircraft
were ready for photographic flight. This often resulted in allnight work.
On days other than photographic flying days, a normal 0800 to l30
routine was followed except for week-end days and those week days so ordered
on which holiday routine was observed.
All 120 and 240 hour checks were conducted at Naval Air Station,
Whidbey Island as was all major repair work. All other routine checks were
completed at Annette Island.
PART VII PHOTOGRAPHIC LABORATORY OPERATIONS
A. Photo Processing
All film magazines were originally loaded in the laboratory. On return
from a photographic flight, the photographers would return all exposed
film to the laboratory, where the magazines would be unloaded, reloaded,
and made ready in all respects for the next day's flight. The exposed film
was stored in film cans with the data sheets attached.
Processing commenced immediately. All film from the 6 cartographic
cameras was processed, then Sonny printed. After all Sonny printing was
up to date, the K-17 12 camera film was processed, then stored. The volume
of work was such that from the first day of picture taking a backlog of
film developing work existed until late July and not until this time could
marking and printing on a considerable scale be commenced. It is essential
to keep in mind the fact that the same eighteen photographers mates were
both the laboratory crew and the flight crews. When all aircraft were flying,
only six men and two officers remained on the ground in the laboratory.
Glacier photography film was processed immediately after flight unless
other film was awaiting processing. Since the other projects were well
along before the glacier work was started this seldom caused any interference.
Radar scope photography generally remained in the camera magazine until
a considerable amount of film had accumulated. The magazines were unloaded
and the film processed about once each month. This avoided the difficulty
attendant upon processing short lengths of 35 mm film.
Initially, work was conducted on an 0800 to 1630 schedule with work
in the evenings when necessary to expedite processing of film and Sonny
prints from the cartographic cameras.
After I August 1948, a two shift 0800 to 2400 schedule was adopted.
This program permitted a considerable increase in print production, but
due to personnel shortage, had to be abandoned each day on which .photographic
flights could be flown.
Listed below is a tabulation of the work accomplished in the laboratory
starting on 27 July 1948. This tabulation is intended to show only the
effect of flight* operations on laboratory operations and does not represent
total work accomplished during the summer. This particular period has been
chosen because most of the printing done at Annette was accomplished during
this time.
B. Photo Marking and Indexing
1.
Upon completion, all Sonny prints were cut, sorted, and stapled together
in developer laydown. They were then checked with particular attention
to snow cover and overlap, and labeled and further checked against adjacent
lines for side overlap, if those lines were available. These were quick
checks and v/ere used to determine whether or not a reflight would definitely
be required. Later, these laydowns were checked very carefully and were
then inspected by the U.S. Geological Survey representative, Mr. W. T.
REAGAN. Lines were classified as accepted, marginal (giving the reason)
and definite reflight, thus establishing a priority for future flights.
All Sonny prints were retained and forwarded with the film for this project
to Patrol Squadron SIXTY ONE.
2.
Prior to being forwarded, each roll of film obtained with the cartographic
cameras was provided with a complete data sheet.
3.
Upon completion of processing, all film from the K-17 12" cameras was checked
to insure good negative quality and proper coverage and was then marked
free hand, using a lettering pen.
The two adjacent rolls were marked simultaneously and the markers
cross checked every few exposures to insure' that correspondingly numbered
right and left pictures actually matched. Upon completion of marking, the
film was returned to the processing section of the lab for printing.
Complete logs were kept on all photo lab operations including processing,
marking, indexing, and printing of each roll.
5.
Upon completion of printing, the negatives together with two prints of
each negative, were returned for checking and indexing. All prints were
trimmed of excess paper, leaving only a small border around the image area.
They were then sorted, checked for quality and for completeness of the
set. Any missing prints were noted and the negative was returned to the
processing section for reprinting of that particular negative.
When all prints from a roll were on hand and checked, the prints
were given to the officer in charge of indexing. A tissue paper overlay,
having flight lines drawn on it was used. On this overlay, a small rectangle
was drawn, in pencil, to represent the area covered by a particular print.
This rectangle was then labeled to correspond to the pictures it
represents. This was done for about every tenth negative.
7.
Upon completion of indexing, the prints were packed, a smooth data sheet
added, and the package labeled to correspond to the roll of negatives from
which the prints were made. The packwere then prepared for shipment.
All glacier picture negatives were marked immediately after processing
and then returned for printing. The prints were then indexed by plotting
their numbers on a chart along an arrow showing their location and the
direction of view. Prints, negatives, plot charts and data sheets were
then prepared for shipment.
Radar scope picture negatives were cut and spliced after processing
and the start of each flight line was marked. The pictures were then indexed
in a manner similar to that outlined for the K-17 12" pictures. Negatives,
data sheets and plot charts were then packed for shipment.
C. Laboratory Equipment
The laboratory was equipped as follows prior to the arrival of the
tender or of squadron personnel:
(a)
2 large lead-lined sinks in the large darkroom.
All sinks were equipped with mixing faucets and were of good construction.
They proved very serviceable.
The following equipment was installed by the squadron after arrival:
(a)
6 Morse Aerial Film Developing Outfits
1.
The Morse aerial film developing outfits proved far superior to either
the Smith or PATCO film developing outfits. After almost four months of
constant use, no mechanical difficulties had been encountered. With long
rolls of one hundred fifty (150) foot or over film, considerable developing
streaks were acquired, unless a ten to fifteen foot long leader was left
on both ends of the roll.
2.
The Smith Model J aerial film dryers were must too slow for a survey of
this size, taking from two and a half to three hours for a two hundred
foot roll of film. Although heating jackets v/ere first used to speed up
the drying process, several rolls of film had to be discarded and the flight
lines reflown because of excessive water spotting. Even with the use of
the Eastman spot preventive, the spotting continued and the heating jackets
were removed. It was found that the only way to keep from getting water
spots with these dryers was to remove all excess water from the film before
it entered the dryer.
3.
When the contact printing was started for the Forestry Department, a 26
matte dryer was borrowed from the Photo Laboratory at N.A.S., Whidbey Island.
This dryer could more than keep up with the prints washed by the two washers
and the capacity of the washers was the deciding factor in the number of
prints made by each shift.
PART VIII PHOTOGRAPHIC RESULTS
A. Vertical Photography
Certical photography of the entire area was accomplished for the
Department of Interior, Geological Survey. This work consisted of covering
about twenty-three thousand (23,000) linear miles or thirty-nine thousand
(39,000) square miles (nautical). This area is larger than the state of
Pennsylvania and slightly smaller than Washington. The film was developed,
rough sonne" prints made, and checked for compliance with specifications.
Line index maps were made using the acceptable runs. Film, indices and
data have been forwarded to VP-61 for printing and final indexing. This
project is considered 100% complete, except for final printing and indexing.
One area of 2,123 linear miles was reflown in entirety due to excessive
snow on original coverage. Approximately 10% of the final results has excessive
snow in glacier areas but will not improve, hence, must be considered acceptable.
B. Split Vertical Photography
Split vertical photography was accomplished with split mount K-17
12" cameras simultaneously with the vertical photography. The film was
developed and checked. By local agreement with Mr. B. Frank HEINTZLEMAN,
Regional Director, U.S. Forest Service, Juneau, Alaska, only timber areas
were printed. Mr. HEINTZELMAN designated the areas desired and two sets
of prints were made at Annette and delivered to Mr. C. M. ARCHBOLD, Division
Supervisor, United States Forest Service, Ketchikan, Alaska. This amounted
to 45,026 prints. An index chart was made showing the location of the prints.
One copy was furnished to the Juneau Forestry Office and one was shipped
with the film to Naval Photographic Center for delivery to U.S. Forest
Service, Washington, D. C. This project is considered 100% completed.
C. Glacier Photography
Glacier photographs were made of the glaciers mentioned in the original
specifications and of many others. These were made in August in order to
assure minimum snow coverage. Two hundred and eleven (211) photographs
have been forwarded to the American Geographic Society in New York, along
with plot charts and data sheets. The negatives have been forwarded, along
with the photostat negatives of the plot charts, to the Naval Photographic
Center, NAS Anacostia, Washington, D.C.. This project is 100% completed.
D. Radar Photography
The radar photography was conducted in accordance with specifications
and was completed 100%. The results have been forwarded by separate correspondence.
E. Extra Work Accomplished
Extra work accomplished which was not included in original specifications,
the accomplishment of which was considered to be to the best interests
of the U.S. Naval Service, is as follows:
(a)
Vertical 6 coverage of 900 square miles in the Icy Bay-Yakataga area. This
additional coverage was requested by Mr. W. T. REAGAN, as a result of the
visit by Dr. W. C. REED, Staff Geologist Director's Office, U.S. Geological
Survey. This, in general, is a coastline strip some fifteen (15) miles
wide and includes possible oil seepage areas. It was originally inadvertently
left off original specifications and is an extension of assigned area.
This area was photographed on the day prior to departure from Annette
and the maps were entirely inadequate. The results are not in keeping with
the normal high standard of work, but, in view of the importance of this
area, the five sets of prints were made for forwarding. All film, data
sheets, flight line charts, and prints were shipped to VP-61 for final
indexing. Some 2,000 prints were made.
(b) 6 vertical prints of existing film were
printed at Annette for the U.S. Geological Survey (1,700 prints) covering
triangulation control points which were being established by field parties,
during the summer months. These were delivered in the field and proved
to be of considerable assistance to the ground parties.
(c)
vertical coverage of Hecate Island was printed while at Annette for the
U.S. Geological Survey for use by the Geological Field Parties. A plot
chart showing location of each picture was furnished.
(d)
6 vertical coverage of Ward Creek area near Ketchikan was furnished the
U.S. Forest Service. This amounted to some 18 prints covering an area where
a survey for a three million dollar pulp installation is being made.
(e)
6 vertical coverage of Haines Area was furnished Mr. Harold T. JORGENSON,
Bureau of Land Management, Anchorage, Alaska. This coverage consisted of
six photographs.
(f)
By verbal request from Mr. Maynard MILLER, Research Associate, American
Geographic Society, 12^ photographic coverage of Juneau ice fields was
furnished.
PART IX SUMMARY
A. Conclusions
1.
Certain general conclusions applicable to future planning, drawn from this
operation, are enumerated below:
(a) Good equipment
is more important than thorough training of personnel. This contentention
rests on the assumption that the personnel concerned have a reasonable
amount of common sense, an interest in the project and that at least part
of the group has some basic knowledge of the procedures to be used and
the problems involved. This is exemplified in this survey by the photographic
flying accomplished, even early in the summer, despite the general low
level of squadron training for this mission.
(b) Thorough training
of personel is a highly desirable, though not necessarily essential, element
in the conduct of such operations. This fact was clearly shown in both
flight and laboratory work on this survey. While satisfactory work was
produced early in the season, the efficiency of operations in both categories
showed marked improvement as the summer progressed.
(c) Assuming personnel
assigned to this squadron are representative of Naval Photographic personnel
in general, the Navy has a definite scarcity of personnel experienced in
the conduct of such surveys.
This project has furnished valuable training in aerial survey work
for all personnel involved. In addition, the advance base nature of the
operations will prove to be valuable experience for all personnel, even
on non-photographic assignments.
Fundamental training of a survey detachment can be carried out after
deployment, but in an area of poor weather for photographic flying, a short
period of shakedown will be desirable before deployment.
2.
Accomplishment of this survey by a civilian contractor would require several
years and would not be economically feasible.
Initiative, interest and drive are essential personnel characteristics
for the successful accomplishment of such a mission. These qualities are
particularly essential when they must substitute to a certain extent for
experience. Due to exacting requirements of cartographic photography, it
is easy for disinterested personnel to find excuses for not attempting
photographic flights.
The cost of the survey to the government has been a good investment,
in training alone. In addition, the development in Alaska which will be
assisted by the forestry project alone will make the expense of the project
well worthwhile.
B. Recommendations
1.
Specifications delivered to a survey unit should be complete, clear, and
accurate in all details. All information available on the proposed survey
area and any background information on the specifications themselves should
be furnished with the specifications.
2.
Specifications should be reviewed with operational commanders prior to
deployment, if practicable. This should be accomplished with a liaison
officer from the Chief of Naval Operations present. This officer would,
of necessity, be thoroughly familiar with all details of the specifications.
3.
A short shakedown period should be scheduled prior to deployment of a survey
detachment. This period should be devoted entirely to training and testing
equipment and should not be interrupted by any other activities.
4.
Photographic personnel of the large surveys conducted this year should
be utilized to train additional personnel and their aerial survey experience
should be noted for future reference.
5.
Sufficient personnel should be assigned such surveys to allow continuation
of all ground photographic operations while all flight crews are airborne.
This would include both personnel for processing film and prints, and officer
and enlisted personnel for assessing, marking, indexing and ò similar
functions.
6.
Navy photographic publications should include complete and detailed instructions
for all phases of aerial survey operations. They should be as non-technical
as possible so that they could be understood by inexperienced personnel.
7.
All agencies, other than the Navy Department, for whom photography is being
obtained, should furnish a field representative. One man might well represent
all agencies concerned, but he should be thoroughly familiar with all projects
being undertaken.
8.
Photographic training for officers should cover the administrative and
logistic work involved in planning and executing large aerial surveys.
Whenever practicable, large aerial surveys should be assigned to
photographic squadrons in order to take advantage of the previous experience
available, and in order that the training involved could be used to the
maximum advantage in furthering Naval photography.
APPENDIX I
1. The references listed
below are the directives governing the Aerial Survey of Southeastern Alaska
conducted by Patrol Squadron FOUR.
(a) Specifications,
basic, and modifications and additions thereto:
(b) Operations Plan - CornFairWingFour
OP Plan No. 2-48 dated 5 April 1948.
2. The photo configuration
of the P2V-2 was commented on, as to both material and operational aspects,
in: VPML-4 letter A9-8/TFP/mef Serial of 328, dated I August 1948.
3. Letters requesting
and acknowledging additional photographic work, not covered by the specifications,
are attached as succeeding sheets of this appendix.
 "VP-4 Page" "VP-61 Page" "FASRON-112 Page" "FAW-4 Page"
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A BIT OF HISTORY: "...
Title: "Patrol Squadron Four Aerial Survey of Southeastern Alaska 1948 Cruise Book"
