T
MEDFORD MAIL TRIBUNE. MEDFORD. OREGON
THURSDAY. JULY 35, 1963
A 7
New Golf Course
Voted at Ontario
Ontario -(UPfr- Voters have
approved by a margin of 20
votes a $200,000 bond issue
for a new golf course.
City Recorder Nadine
Thompson said the vote was
451 to 431. One ballot was de
clared void.
Ontario recently deeded its
nine-hole course to the new
Treasure Valley Community
College to serve as a campus
A new 18-hole course will
be constructed on municipal
airport land.
Overseas Plane Crews
By ROBERT J. SERLING
United Press International
San Francisco lUPD "This
class is just part of the count
less hours you must spend
t r a i n i n g for an emergency
that probably never will hap-pen-because
if it does happen,
there isn't time to learn. . ."
There were 24 in the class.
Eight stewardesses and the
rest pilots and flight engi
neers. They looked strangely un
glamorous away from their
world of instrumented flight
decks. Gods and goddesses re
duced to mere mortals in
slacks and sweaters and loud
Hawaiian shirts instead of
trim uniforms with gleaming
wings.
"Recurrent training in
ditching procedures" was the
official subject. These were
flight crews assigned to Unit
ed Air Lines' Honolulu route.
They must go through a basic
course before they are al
lowed to fly the Pacific run.
Once a year, they must go
over the earlier lessons, brush
up on the old procedures and
get briefed on any new ones.
No Pictures Allowed
The classes are in such
deadly seriousness that Unit
ed will not allow picture-tak'
ing of the proceedings. The
UPI reporter who was per
mitted to observe had to sign
.!.e class attendance sheet "R.
J. Sterling, captain, DCA
based (Washington)," so the
crews would not know an out
sider was present.
The instructor was Robert
O'Leary, a former Coast
Guard officer and expert on
ditching, air-sea rescue work
and emergency training. He's
an articulate, affable Irish
man whose teaching tech
nique was part shock treat
ment, part humor and part
evangelism. He talked like a
machine gun and had to be
cause in a three-hour morning
classroom session he covered
many of the points in United's
171-page manual entitled
"Emergency Techniques, for
Overwater Operations."
Shock Treatment
"Don't ever think that emer
gencies were eliminated when
they took the props off and
began flying jets," said
O'Leary. "Nobody's ever had
to deliberately ditch a jet yet
but just remember that three
fourths of the earth's surface
is covered by water and it
could happen some day. . .
"Our seats are built to with
stand a load of 9 G's. That
means it takes nine times the
weight of a 170 pound man to
tear it loose. But if a seat belt
isn't fastened tightly, impact
Intensively for Possible Ditching
deceleration could increase
the G forces to 14-and that's
why cabin attendants must
make sure belts are fastened
tightly. . ."
"You stewardesses may run
into something that's rare but
possible a passenger who re
fuses to leave a briefcase be
cause he's got something in it
that he acquired illegally, like
diamonds. If he insists on
keeping it, don't fight him for
it. Get the hell out of his way
because he might kill you to
keep it. Arguing takes time
and time is a precious com
modity in an emergency, . ."
"There's only one way to
get passengers off an airplane
and that's to open the door
and lead them out. No one
thinks logically at a time like
this and all the signs and plac
ards telling passengers where
to go and what to do aren't
worth a damn-you've got to
provide the leadership. . ."
"There are seasick pills in
every raft but don't call them
seasick pills because If you
do everyone is guaranteed to
get seasick. . ."
"Then we have what we
might call moral builders.
Like a compass which the
government requires. It adds
a lot of class to the operation
if the captain peers at is from
time to time, but actually it's
useless because you can't nav
igate a raft and the whole
idea is to stay where you've
already told air-sea rescue you
were . . the fishing kit is
a morale builder, too, and be
lieve me if you've got 100
peole who paid $200 to fly
to Honolulu and they wind
up in the water, you've got
a morale problem. . ."
"The first big problem to
overcome is the natural re
luctance of a captain to ask
for help until a situation real
ly gets hairy. United's policy
is to order out an intercept
plane automatically at the
first sign of trouble, without
the captin's having to request
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It. This eliminates the dancet
of false pride. . . "
O'Leary spiced the lecture
with occasional questions toss
ed at both stewardesses and
pilots.
"If a raft is hooked to the
plane with a static line, how
would you keep it from going
down when the fuselage
sinks?" he asked one girl.
"The line breaks when a
force greater than 500 pounds
pulls on it," she answered
promptly.
"What do you do with pil
lows and blankets after im
pact?" "Don't throw them on the
floor because they'd slow
down evacuation," another
stewardess replied.
"Good," O'Leary said. "That
reminds me you're going to
have to take high heel shoes
away from women passengers
because we've found in stu
dies of other ditchings that a
woman is liable to put her
shoes back on even though
she removed them in accord
ance with the original ditch
ing instructions. One airline
had an emergency evacuation
where a woman put her high
high heels right through the
slide chute. She was the sec
ond one off the plane and she
ruined the chute for every
one behind her."
O'Leary proudly showed off
United's new atomatic radio
signal successor to the old
Gibson Girl" location trans
mitter. The new device starts
sending a signal three seconds
after it hits the water. In one
test, 67 planes picked up its
beam even though they did
not know ahead of time that
the new signal was going to
be used. A Qantas 707 heard
it 280 miles away at 40,000
feet.
O'Leary, who attends the
training sessions of other
over-ocean carriers like Trans
World and Pan American just
as they visit his, also report
ed on what he had learned
from their classes.
Pan Am has a good idea
which we're adopting, he
said. "As you know, there's
an awful lot of crockery In a
plane and it must be stowed
away fast because flying ob
jects are a major menace In.
dltchine impact. Fan Am
has its girls go up the aisle
with a large blanket and pas
sengers Just toss in their aisn-
es and glassware, it saves a
lot of time."
After lunch, the class went
via a Coast Guard launch Into
San Francisco Bay, where the
hulk of an old Martin 404 Is
anchored. It still has seats in
side its battered, rusting fuse
lage. Most of the class became
"nassenBers." The remainder
were assigned their normal
roles of cabin attendants or
flight deck personnel.
Under O'Lcary's direction,
the class went through a sim
ulated post-ditching evacua
tion comDlete with raft infla
tion. Some of the "passengers"
were handed cards with lines
of dialogue to read at oppor
tune moments.
Where the hell are all the
ships you said were coming?"
one captain roared to a stew
ardess.
She looked a little shocked
at his realism and Just gaped.
Come on," O Leary cnia-
ed. "We went over this in
class you tell him that we
knew the location of every
ship along the route BEFORE
we took off and tnat tney re
on the way."
All the rescue and survival
devices O'Leary talked about
in the classroom took on a
new dimension of reality
when the crew members ac
tually used them. The bright
green die markers. The huge
raft itself, which resembles
two giant doughnuts glued
one on top the other. Red
jackets for crew, yellow for
passengers, fcven a tnroe-ioot
doll to test a stewardess' abil
ity to put a lifejacket on a
child. Flares. Signal rhirror.
Sea anchor. Before O'Leary
finished, he had the class us
ing or observing the use of
every piece of equipment tn
the raft.
The flares brought one
laugh. They worked fine but
O'Leary asked a stewardess
what she'd do if a flare didn't
work.
"Cry," she said simply.
Net Farm Income
Shows Decrease
lAooMrtrttn.. -HtPrt- The Aff-
IrtiiltiirA nunnrtmpnt unirf to
day net farm income for the
first half of 1963 was almost
3 per cent below that of the
corresponding period of lBtu.
The department estimated
the aggregate net farm in
come in January-June was
running at annual rate of
$12'3 billion. The rate for the
same period in 1962 was $12.7
billion. Net farm Income for
all of 1862 was $12.6 billion.
In a review of the farm in
come situation, the depart
ment said the average Income
of U. S. farmers during the
first half of 1963 was about as
high as a year earlier. The
agency, pointed out, however,
that the decline In the number
of farms over the past year
was about the same rate as
the decline In Income.
(c) COPYRIGHT 1961 to 1963, SAFEWAY STORES, INCORPORATED
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