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i^O
History of the
AIRPLANE AMBULANCE
Compiled in the
OFFICE OF THB CHIEF OF AIR SERVICE
By
Colonel Albert E. Truly, M.C.
Chief Surgeon.
----0O0----
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THE ARMY MEDICAL BULLETIN 42
AIRPLANE AMBULANCES.
Airplane ambulances have been used in the Air Service of
the United States Army since early in 1918. The first one
was actually constructed at Gerstner Field, La., in February,
1918. The early development of a necessity for transporta-
tion of this kind is well described by the officer in charge of
training aviators at that station in a report submitted by
him on this subject:
"Gerstner Field is located in a low, swampy country,
surrounded by many bayous. The roads are few in
number and exceedingly poor. They become impassable
after heavy rains.
"The first flying accident that "occurred at this field
convinced me of the necessity of having some means of
getting surgeons to the scene of crashes, as well as some
means of transportation for the patient. As early as
February, 1918, it was evident to me that airplane
transportation was the only way of getting to the site
of most crashes. Authority was therefore obtained to
convert a JN 4 airplane into an ambulance. This plane
demonstrated its great usefulness at once."
The success of this work at Gerstner Field was reported
to the Chief of Air Service in Washington, and in July, 1918,
he issued instructions that all flying fields convert a suitable
plane into an ambulance for use in emergencies. These con-
verted planes were extensively used at many stations, and
it is known that the prompt first aid rendered and the
speedy, comfortable trip through the air, instead of a tedious
journey in a motor vehicle over miles of rough road, lessened
much severe suffering, and in some cases actually saved
lives. It is firmly believed that in both war and peace this
means of transporting the sick and wounded will eventually
become of great importance.
It is very evident, from the following news item abstracted
from the Figaro, Paris, December 5, 1921, that the French
Army is using airplane ambulances to an increasingly
greater extent:
43
THE ARMY MEDICAL BULLETIN
"It appears that the ambulance airplanes of the
Levant and in Morocco are growing rapidly in their
emulation of each other, which is both admirable and
profitable.
"Every day a new record is made by one or the other.
"A few weeks ago in Morocco they made a remark-
able record by transporting 18 wounded men 80 kilo-
meters ; now we hear that in the Levant they have just
evacuated 44 wounded a distance of 400 kilometers over
the desert of Syria between Deir-ez-Zor, on the Eu-
phrates, at the southern border of our mandate, and
Aleppo.
"This last operation is a record for transporting
wounded by airplane. Moreover the conditions under
which it was done and the advantages gained merit at-
tention.
"After the victorious battles of the 24th and 26th of
October, fought in the region of Deir-ez-Zor by Colonel
Debieuvre against the warlike tribe of Ogueidats, who
fought all the more fiercely against our troops because
they had given a severe setback to the British in 1920,
General Gouraud, High Commissioner in Syria, gave
orders on October 26th to Medical Inspector Emily,
Chief Surgeon of the Army of the Levant, and to Major
Denain, commanding the Air Service, to prepare for the
evacuation as rapidly as possible to Aleppo of the
wounded we had during the course of these glorious
combats.
"This work was rendered particularly difficult and
dangerous, due to the fact that the 400 kilometers which
separate these two places is an inhospitable desert,
without landing places, occupied by hostile Bedouin
tribes, the atmospheric conditions are characteristic-
ally severe in these regions and particularly because it
was impossible to have a gas station at Deir-ez-Zor,
which is 20 days from Aleppo by camel convoy.
"A detachment composed of all the ambulance air-
planes in service with the Army of the Levant was im-
mediately organized at Aleppo under the command of
Lieutenant-Pilot Vindreau and of the Chief Surgeon of
the Air Service in the Levant, Doctor Liegeois.
"On October 25th, a military surgeon, Doctor Cheval-
lier, went to Deir by airplane to render the urgent sur-
gical assistance needed.
THE ARMY MEDICAL BULLETIN
44
"The same day five airplanes brought back 10 wounded
covering in a few hours the 800 kilometers for the round
trip from Aleppo to Deir-ez-Zor and return, a very re-
markable performance when the difficulties enumerated
above are considered.
"Evacuation continued the following days and soon
all the transportable wounded—44 in all—were trans-
ported by air to the military hospital in Aleppo, making
in three hours and a half and under very satisfactory
conditions as far as comfort is concerned, a trip which
requires at least a week by motor ambulance, and by
camel or cacolet* more than three weeks over heavy
roads which would have been very trying on the
wounded men.
"Thanks to the airplane, Principle Surgeon Chartres,
Division Surgeon of the 2nd Division, was able to go to
Deir to superintend the evacuation and care of the
wounded.
"Doctor Liegeois, who followed and directed the
operations from the medical standpoint, estimates that,
without counting the suffering that was avoided, five
wounded men owe their lives to this method of evacua-
tion.
"The results are a great honor to the Air Service of
the Army of the Levant, a.id especially to the pilots
who, not satisfied with being courageous war pilots,
have on this occasion given proof of their skill, endur-
ance and training by bringing safely into port all the
wounded confided to them in spite of the difficulties of
such a long flight.
"It should be noted that in all the time that this
means has been used for. evacuation in the Levant, not
a single wounded or sick man has been the victim of an
airplane accident.
(Signed) .........
• Form of saddle for horse or mule, carrying two men in a sitting position.
X
■""'■■ I
45 THE ARMY MEDICAL BULLETIN
PRESENT DISTRIBUTION OF MEDICAL OFFICERS.
The ratio of medical officers to the strength of the Army
was fixed by the Act of June 3, 1916, as the result of years
of experience during a time when the requirements of the
service increased rather as the result of the advance of
medical science than of changed military conditions. This
experience showed the necessity of 7 medical officers for
every thousand enlisted men of the Army. The Act of June
4, 1920, continued substantially the same ratio, absorbing
within this ratio, however, one Medical Administrative
Corps Officer for every two thousand enlisted men.
With an Army of 280,000 as then authorized, it appeared
likely that this ratio would enable the medical service to
fulfill the usual requirements, to supply officers for the many
additional features of military service which have developed
since the beginning of the World War, and to supply details
to the many educational projects that feature the new mili-
tary policy of the country as defined by the National Defense
Act of June 3, 1916, as amended by the Act of June 4, 1920.
Reductions of the Army, and proposed reductions bring
us face to face with a certainty that the ratio of 7'per thou-
sand will reach a point in its downward slide with successive
reductions in strength of the Army when only the positive
necessities of the medical service can be maintained and be-
yond which this will be impossible.
The bill now in Congress, S. 3113, seeks to reduce the total
number of officers of the Army, leaving the Medical Corps
at 1,053 or 6V£ per thousand of a force of 150,000 enlisted
men plus 12,000 Philippine Scouts, and provide for the main-
tenance of 1,053 medical officers regardless of future re-
ductions in the enlisted strength of the Army. Such a
provision as this is vital. Without it the most essential
feature of our military policy, the educational—such as the
R. O. T. C, the training of the Organized Reserves and Na-
tional Guard and those enrolled in the C. M. T. C.—will fail.
With this guarantee of a sustained and constant strength
the Corps may at least approximate the realization of its
bw
Sworn testimony of Colonel Albert E. Truby, M. C, taken by Colonel
G. LeR. Irwin, I.G. , June 3, 1921, Washington, D. C.
Q« Till you please state your name, rank and station.
A. Colonel Albert E. Truby, Medical Corps, on duty as Chief, Medical
Division, Air Service,Washington, D. C.
Q. As Chief, Medical Division, Air Service, you have been interested
in organizing an ambulance service in the Air, have you not ?
A• I have.
Q. Cxr you tell me briefly the steps that you have t- ken in organizing
this ambulance service in the Air So-vice and also about the selection
of the Curtiss Earle type of plane forthis purpose and its suitability ?
A. Early in 1918, at some of our air service stations we had crashes
where the necessity for an ambulance plane was very evident, in fact some
crashes occurred at places such as at Gerstner Field where patients could
not be reached by any other means of transportation. A plane was con-
verted at that station which rc>uld hold a litter and it soon proved to
be so valuable that the Chief of Air Service then called the Director
of Aeronautics, issued instruction to all fields that thov should
provide themselves vith such an ambulance plane. The result w s th"- +
nsv; planes were converted for this purpose and they have demonstrated their
value at these Air Service stations. In fact, we know that a number of
lives have been saved by getting patients to the hospitals promptly by ai
plane after crashes. At many stations these crashes occur awav from
- 1 -
roads and to haul by wheel transportation over rough fields and roads
men who have been seriously injured in crashes would often result
in their death. By using the airplane ambulance, the patient is
carried without any physical discomfort and is rapidly brought to the
hospital. These planes are still in use at practically all of our
fields for emergency work. No patient has ever been injured through
this means of transportation.
Host of the planes mentioned above carry but one patient
and the pilot* The Air Service felt the need of something larger
and better so that the patient could have a medical officer present
with him on these trips, consequently a few months ago, General Mitchell
informed me that the ....ir Service had purchased several (two or three)
Curtiss "Xgle planes and told me that he thought they were admirably
adapted for transporting patients as they were large enough to accommodate
several at one trip, and also large enough to allow the doctor or nurse
to accompany the patients. He asked me to draw plans for placing litters
in one of these sl.ips. I communicated -with our medical officers at the
Medical Research Laboratory at Llineola which is near the Curtiss Plant.
They took up the plans with the Curtiss people and then referred them
to the Air Service Engineering plr.nt at McGook Field, and I believe
that the contract was drawn up after the plans had been approved bv the
commanding officer of that field. I will give you a detailed plan of the
interior of the ship.
This plan will show you that the litters were fastened to the
side walls of the ship and to stanchions which were removable. It held
four litters and four chairs in addition to the place fcr the pilot and
- 2 -
his assistant. In loading in this way there was no chance of the
shifting of the personnel as the litters were fastened to the ship
and the patients also fastened in the basket litters. This ship was Air
Service property and did not belong to the Medical Department.
Before using this ship for the transportation of patients, I
felt that it would be necessary to get War Department authority for a pro-
posed trip which was not in the nature of an emergency. I asked that
we be allowed to bring four patients with an attendant from Mitchel
Field to Boiling Field so that these patients could be admitted to
the Salter Reed Hospital. This was referred to the Surgeon General
who recommended approval and also to General Mitchell for a state-
ment as to the reliability of the ship. It was then referred to the
Commanding General of the 2nd Corps Area, who also approved it. The
War Department returned this disapproved, with a statement to this
effect: Transportation by this means is not justified as long as there
are safer means of transportation available. Consequently the ship
was never used for transporting patients. It was brought from Mitchel
Field to Boiling Field in order to demonstrate it to the class at the
Arar College together with the demonstration of other types of planes.
Telegram was sent to the Commanding Officer of I.Iitchel XXId to send
the plane down for that purpose. It was flown by the pilot in charge
through a very severe storm. The War College demonstration was called
off on account of the rain and was never held,however, I asked the Sur-
geon General and the officers in his office to inspect the ship and two
trips were made carrying six to eight Medical Officers on each trip.
The litters were removed in order to enable them to place chairs in
- 3 -
t
the plane for the passengers.
The ship was kept at Boiling Field and was, I think,
used for flying arcund the field, in order that different pilots might
try it out. Lieutenant Kirkpatrick, the regular pilot of the ship
returned to Mitchel Field. The trip to Langley Field which resulted
in the crash was probably authorised by proper authority. I do not know-
any thing about it - The Medical Department had nothing to do with that
trie and knew nothing about it. Lieutenant Ames, the pilot, was phys-
ically qualified as shown by our records. The examinations of all pi-
lots in the ~ir Service pass through my office and no pilot is allowed to
fly until the physical examination has been reviewed and I have certified
that he is physically qualified for flying.
Q. Colonol Trub^ , do you consider that this Eagle airplane was well
adapted for ambulance purposes ?
A. From a medical point of view it was the best thing we have seen or
heard of. The British have a pX.aa which carries about the same number
of patients. As to the technical points from an Air Service point of
view I cannot say.
Q. Have you me.de flights in this plane ?
A. No, I never have. I contemplated making the trip with Lieutenant
Kirkpatrick nnd the patients f.-e- New York to Boiling Field if it had
been authorized.
Xms crash occurred two days before the bomb explosion at
Aberdeen, otherwise this particular eL.ne would have been available and
vrculd undoubtedly huve been of great vcluo in b-ringing the men injured
in that explosion to Walter Reed Hospital. The value of this method
- 4 -
of transporting patients would then have been demonstrated. All of the
injured could have been transported to Walter Heed Hospitul the after-
noon of the same day and much suffering and shock for the patients
avoided. Furthermore, they would have been in a large modern hospital
where skilled surgeons could immediately operate if necessary. Lieut.
Sliason's life would undoubtedly have been saved. The weather was
perfect and tne trip by airplane takes but a half hour. I believe that
the War Department would have approved of its use in an emergency of
that kind.
Q. Colonel Truby, would/approve of the conversion of one of the
other airplanes into an ambulance plane to replace this one that was
crashed ;
A. I believe that before we use any clones carrying so many patients
that it would be well to try them out under all weather conditions for
six months or a year before we attempt anything of the kind again. I am of
the opinion that this plane was very reliable but the question as to wheth-
er or notalarre plane is more apt to era si; than a small plane in a big
storm is, I think, still unsettled.
Q, Have you at any time heard of any criticism of this plane?
A. llo, the reports which I have received have all been most excellent
ones. General Mitchell first recommended it and Lieut. Kirkpatrick
was most enthusiastic in his statements about the management of this ship.
Q. '.That opinion did the Surgeon General and the officers in bis office
express ?
A. They rere most enthusiastic about it, especially those who took the
trips, - no vibrations and no tilt and disturbance of any kind. Of
- 5 -
course, the trips they took were vary short, - 10 to 15 minutes. The
ventilation of the cabin was poor, but this was to have been corrected.
Q. Have voa anything further to state in connection with this in-
vestigation ?
A. I might refer to the report of crashes which occurred in the Air
Service during 1920, with particular reference to crashes which occurred
in stormy weather. These statistics have just been compiled from re-
ports of Flight Surgeons and have not been published, I do not know
whether they should be published in this report. We h^d a total of
312 crashes in the Air Service during 1920, with total of 34 deaths
among the pilots and 12 deaths among the passengers. 74 of these
312 crashes occurred in bad weather. Twenty-seven of them were report-
ed as being, due to stormy weather.
0. Have you any suggestions looking towards eliminating accidents or
lessening the number of accidents by improving the handling of airplanes ?
A. Of course, this matter is one with which I have nothing to do except
as to the physical condition of pilots. The War Dcp rtment has adopted
all the recommendations which we have made along those lines and I amsatis-
fied that we have the best piiysical standards for pilots of any country
in the -world* They are strictly adhered to and there are no exceptions
made .
Q. So there are three conditions. The condition of the pilot, the
condition of the plane, and the weather. Your branch looks to the condi-
tion of the pilot, the Air Service looks to the condition of the machine,
and the third one seems to be more or lees loose, that is the sending of
information regarding the weather ?
- 6 -
A. I may state that on this trip which we proposed to make from Imw
York to Washington, the authorities at Mitchel Field were to telepnone here
and find out the local weather conditions and we had no idea of attempting
anything in stormy weather. Furthermore, Lieut. Kirkpatrick who was
to pilot the ship informed me that he could make the trip from New York
to Washington and would always be within gliding distance of some land-
inf field, providing that he flew at about 8,000 to 9,000 feet elevation.
He planned to do that. Undor those conditions, I think there i-s very
little risk in transporting patients by a ship of this kind.
Q. Is there anything further you wish to add ?
A. Nothing else.
- 7 -
) # AET/nbro
i }
V
June 2, 1921*
MEMORANDUM for Major Frank.
I. Inasmuch as the War Department has recently
dlsapprc/ed of a request to transport patients from Hew
York to Aashington by airplane ambulance, it seems to me
that a D1I 4 would be of no use at MoCook Field.
2. I do not know whether or not the War Depart-
ment has any objection to continuing the custom of using
airplane ambulances at our fields for emergenoy purposes.
At some of the fields this method of transportation Is
the only way in which men who have crashed in Inaccessible
places can be brought back to the hospital. For this
purpose we need a plane which oould land in a very small
space, and which is capable of carrying one patient and a
medloai officer in addition to the pilot.
3* I have collected photographs of all airplanes
which have been used for this purpose in our service and
all of the reports concerning details of construction, as
well as other data which would be valuable in designing a
plane which would meet our present needs. As this is a
technical Air Service problem, It seems to me that a
board should be appointed to determine the best type of
plane to use for this purpose. X could easily give the
board the Information I have and aig0 indicate iwhat re-
quirements from a medical point of view such a plane should
possess*
4. It migftt be well to send these papers to the
Commanding Officer, MoCook Field, for a statement as to his
views In oil© matter.
Albert E» Trtfby
Chief Surgeon.
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THE AIHPIAi&l AMBULANCE -^W
Colonel Albert E. Truby, ?.T. C. ^^^Xo X> WaAX
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The first known report of any plans to transport patients by
airplane was made by Captain George H. X Gosraan, *edical Corps, TJ. S. A.,
and Lieutenant *.. L, Hhoades, Coast Artillery Corps, to the burgeon
"•enoral of the Arry early in 1910. Gosman and 3?hoades had constructed
a plane at } ort Barrancas, Fla. It made its first flight in January,
1910. Shortly after this Captain Gosnan brought his report to ashington
«
and endeavored to obtain funds from the Tar Department for the work
of improving upon this plane and using it for carryiry surgical dressings
and transporting patients. His nission failed, but he was undoubtedly
the first to point out the yreat possibilities of the airplane for this
purpose.
In February, 1912, in France, Dr. Luehaussoy (Dianehard, (R„)
Le Transport des blesses en aeroplane. ?a?:X red., 1916-17, X.I, ;3-n!5)
suggested the \ise of an airplane ambulance.. In April of tfcat year the
proposition was submitted to the representatives of military aviation,
who reported it to the Secretary of " ar on Vay 25, 1912. ;?o far as known,
ho ever, not" inr; car.e of this reeor.jaondation.
During the rotreat of the Serbian any in lloveinber and aeceaeor,
1915, thirteen bounded or sic. were transported eighty to two hundred
kilometers. "'is was an e: er~ane^ measure and no special provision
was made for doing this by iroaif- inr or changing the a lane. The manoeuvre
was successful and not only wore they safely transported but escaped
Inevitable capture as well.
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Ia ranee, during the World War, ?Lr. CJca.ra:ir, a norber a\ the
choisfoer of deputies, succeeded In inducing the Aviation Department to
construct an airplane ©specially designed for tranaportati::yi of two
wounded men in a rocurfcont position. The airplane was first tried out
at Vlllaooublay in "optoiibor, 1017, and lator on the Mtns front. The
January 19, 1918, issue of ftLa Fature" contains an arttele descriptive
of an airplane ambulance devised by Dr. Oliaueaiir^ mentioned above.
Tills article was first brought .to the attention of the Chief Surgeon
of the Air Service, u. S. ray, on June 10th of that year.
In the United t&tes service the necessity for this mode of
transportation for fiiors who were Injured in crashes became praxyient
soon after flyinp- fields were established. It was evident that an
airplane ambulance would not involve the delay &xi& discomfort of the
ordinary arbulance at many of our stations yhora tho aoaX- ^jere poor
(\n& tJie distances ?wa -roivl. This was especially true of victims of
airplane crashes, ale, while i?» a c -itical condition, frecvav.it ly had
to be carried long distances and by roundabout routes to each s hos Ital.
In addition, it was see that a ^l-ia aribulnnco would offer a means
of rovtinr a medical officer to the patient quickly, which in some
instances would mean the saving of life. So far as records shesr, the
*"irst flying field to use the airplane in *rr.ns-gorting jaedical officers
to the site of crashes, and also for transporting patients, was f'orstn ir
Field, Lake Charles, a. I; is station is located in low, ssjampy country,
surrounded by many bay cms. Crashes occurred at places which could b©
reached by no transportaiion except the airplane. Consequently, in
.-■ "*" '"Ol^
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February-, 1918, the oorcianding officer futhori;:ed the conversion of
a JTJ4 airplane into an smbulaneo, and it was corvLttod and cyxXaionod
during that conth.
Ma* or nison s, yriver, ?"edieai Corps, and Captain .."illion C.
Ook©r, 'ir '-©rvico, nad® the plans and suporvic#d X-* construction of
this arbulane© at ©rstnor told, Xoy are also entitled to the credit
for first transporting patients in an airplane nrhulanc© in this country.
Captain Ocker in his report states: "Up to this tlrae, while tre were
constructinr th© airplane ambulance, we umd ordinary flying isaehlries
to carry doctors to th© scene of accidents, and in t2-is way a,1or Driver
was able to save the life of* taro cadets. v In one case a rib punctured
the lung, aa£ in the other h© arrived in time to stop what would have
bee a a fatal 'erarrhare. The surgeon had an ©Emergency kit in tlie
hospital ready to *o in the airplane at all tfees, and the rcedioal
officers i?ere-road?r t© fly alth eny flior, l:i any .'«©Mne, £-t air* tire,
to tho seen® ©f accidents. They received no fl-'ng: pay and their only
c'.^oct was to save life and to ir-rorovc th© service by rendering such
help as possibl© to tho pilots."
?h© yactieal utility of the :-irpl«no :yhnlanco hub At o co
©stablieh©d, and based 02: tho reports of ictunl results at Gerstner
Mold, th© .irootcr of ir ervioe, on July 2'', 1918, directed th©
construction 0" airplane aufculances at all flying fields.
The necea.X.ty for -y.7vi'Hn$ proapt nodical aid at th© site of
crashes x&a also rocognisod at a very early drt© at Hookwell Field,
Can ? i.-jgo, Calif or1 .in, as is shown by th© following c*-«ruuic;tion frora
>
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the surgeon at that station on February 12, 1918:
"From: The Surgeon, Rockwell ield, San biego, Cal.
To: The Chief Surgeon, Aviation Section, aignal Corps,
Washington, D. C.
Subject: Attending accidents by aeroplane.
"1. Owing to the size of the flying field at this post, there
is sometime considerable delay before the arrival of the ambulance,
also when accidents occur at distant landing fields which may be remote
from medical aid, I have this day improvised a first aid pouch that
can be put in an aeroplane.
H2. 7,"hen an accident occurs, I take the hospital corps pouch,
enter an aeroplane that is always standing ready and piloted by a
junior military aviator detailed by the Chief of Training Department,
reach the scene of accident in a few minutes, render such aid necessary
until the arrival of the ambulance and assistant surgeon.
"3. 1st Lts. Pope, Kramer and Brooks, Medical Reserve Corps,
have volunteered to answer these calls in my absence and are being
trained for suoh duties.
"4. This, I think, will often be the yeans of saving lives.
"5. Owing to the urgency of the situation I have taken this
liberty without first consulting the Chief Burgeon, and am writing
to ascertain if this meets yrur approbation.
b. P. Ream,
Major, edical Preserve Corps.11
Major Heam was one of the first medical officers of the
U. S. Army to be designated as a Flight Surgeon. He was the first
Flight turr-eon to be placed on a flying status. He was killed in
^ 0 'SO '
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an airplane crash at Sppingham, 111., on August 24, 1918, while on
duty with the "Twiddle .est Flying bourw. Ream bield, Houston, Texas,
was named in his honor by the Director of ? ilitary Aeronautics in
September, 1918.
At Ellington Field, Houston, Texas, the first airplane
ambulance was c©missioned about Xril 1, 1918, built after the plans
of the first chip at Gerstner bio Id. An improved type was soon
desir-ned, and was comr. issioned on July 6, 1918. bis was the first
plane to us© the standard U.S. ,brmy litter. Hajor b. H. Frank, iir
Service, who was in eoumand of this field at that time, made the
following report upon the work of airplane ambulances at that station:
wThe first airplane ambulance was put in commission at Ellington
Field about pril 1, 1918. This naV1 lance was made out of a J1J-4-D
with a Curtiss OX-a- engine. later, when the gunnery school at San
Leon started operation, this airplane ambulance was sent to San Leon
and a new airplane ambulance was made out of a JII-4-H. The new one
was completed and put in commission about July 6, 101-3. This ambulance
was used a grent deal at Ellington Field. San Leon, the gunnery school,
was about seventeen miles from the main field and all instruction in
aerial gunnery was oarried on at San Loon. A great number of crashes
occurred at San Leon and in each instance the injured flyers were
transported to the hospital at the main field by means of the airplane
ambulance. By bringing the men up in the airplane ambulance, actual
time consumed in transportation was about fifteen minutes. Had it §
been necessary to transport these men in a motor ambulance, it would
have taken one hour and a half. Thus it is apparent that a great deal
>*-■•
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of *t~o and p©i sibly lives were saved by using tho airplane aXulance.
".several instances occurred wher© men crashed when out on a
cross-country triy at distances varying from fifty to one hundred and
fifty riles from the fi©ld. Upon telephonic notification, the airplan©
ambulance was sent to th© ccoao of th© crash and the injured flyers
w©r© brought in dth ©as© an£ comfort, whereas, to have brought som©
of th©s© injured men in by motor ambulance would have m©ant eir
death from shock and discomfort, bocause on the sorlousness of their
Injuries. Gn© psrticular instance is recalled whore f lv© planes
crashed in a hurricane at Brenh&n, ?©me. la this cai© it would
have taLon a motor ambulance at least a day to make th© round trip
ov©r v©ry bad country roads, -.yoroc.c, the two injured flyers were
safely in bod in th© Ellington Fiold hospital two hours after th©
crash, by use of the *irplan© 'yXulanco. So yueh us© was mad© of the
airplan© ambulance at I'lilngton Field that we considered it as necessary
to have'th© : irplane r.rbtilancc in condition as we did to hav© motor
ambulances in condition.11
Hi© Burgeon of Ellington Field, bajar A. H. 'ioodnan, edioal
Corps, submitted the follosinr. report on September SO, 1918:
*Lieut. C. E. ___ su erci a fracture of th© left l©g (tibia
and fibula) and contusion of tho.fa©© and head, following an a©roplane
crash at 3r©nham, T©xas, September 27, 191 -. H© was immediately
taken to th© local hospital where splints wer© implied t© -cfcc leg
and th© contusions dressed.
w n tho f oil ©wiry day the ambulance ship (Curtiss H) l©ft
■ llington .deld at 1:30 H! .dth pilot and zaodlcai of icor, arrived
r •
-7
at Br©nham at 3:1a PM, making th© 90 miles in 1 hour 45 minutes, due
to adverse winds. On return trip, left Brenham at 5:50 PM, arrived
at Ellington Field at 6:45 Til, making the trip in 55 minutes with the
aid of favoring winds.
"Th© patient stated that he felt the take off and landing very
slightly. T e trip cross was very smooth, so much so that he almost
went to sleep. The loading and unloading didn't bother him at all.
The difference between the ease and lack of jarrin in the ship and
the ambulance carrying ?im to the ship was very marked."
In April, 1918, Tajor L. F. Luckie, bedical Corps, was trans-
ferred to Gerstner Field, "e also became interested in transporting
pati©nts by airplane ambulance, and while at this station substituted
an adjustable reclining chair for the litter, in order tlmt the patient
could be placed either in a sitting or a reolinlag position. This
device, however, did not prove to be satisfactory.
In August, 1918, 1 a,ior S, M. Strong, bedical Corps, at Sberts
Field, Ark., devised a very useful form of litter to be used in air-
plane ambulance at ids station. This litter consisted of a frame
made of iron pipe, about six feet in length, constructed in such way
that each leg of the patient had a separate frame for splinting, purposes.
Canvas was laced to this frame and broad canvas straps were provided
to firmly fix all parts of the patient's body to the litter
Captain horvelle W. Sharpe, Kedical Corps, published an article
on the "Ambulance irship" in the Annals of Surgery for ho/ember, 1918.
The drawings and plans for th© ambulanoe plane vrhich h© describes bear
';. <- -rao.
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th© date of 'u-ust 3, 1918. Those plans of the Mather Field ambulance
ar© practically identical with a plane constructed at Ellington Field
and commissioned July 6, 1918. The Ellington Field ambulanoe was an
improvement over the one made at Gerstner Field, and these plans were
sent to practically all Air Service stations. Ambulances built after
these plans were constructed in the summer and fall of 1918 at Taylor,
Post, rather, Qich and Carruther Fields.
Aftsr reo©ivinr the instructions noted above from the Director
of Mr ervico, most fields rapidly provided airplanes for transporting
sick and wounded, '-any of them attempted to improve upon the Gerstner
Field and Ellington Field types, developing models of their wnt until
all flying fields, with two or three exceptions, were equipped. Ingenious
ideas were brought out in the manner of modifying planes and adapting
litters. In some a modified Array stretcher was used. In others a Stokes
litter in various modifications was used. In most cases the turtle back
of the plane is removable and the patient placed inside or on the fuselage
from above; in others from below, while in on© model the patient is
placed in a co "fin-shaped litter and is a I id into the side of the shia
like a drawer Into a chest. An interesting type is one which uses the
Stokes Iiavy litter. The advantages of this form of litter were
recognized and emphasized by the late Major rr. I?, lam, hedical Corps
when he was flight surgeon and post surgeon at "tocksrell Field in the
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int© place. Th© patient can be s© securely fastened in when
carried by this fo*m ©f litter that bath ©an b© handled as one
object. Th© Bt©kes Eavy litt©r appears t© b© th© beet type yet
devised for the ©asy handling of a wounded nan, particularly the
grave cases usually resulting froa an airplan© crash. Once the
patient is securely fastened In a Stokes litter he need not be
disturbed until he Is plaeed on the operating table or in his bed
at the hospital. This litter has, therefore, been adopted as a
standard tj-p© at all flying fl©lds for us© in airplan© a bulanees.
The method, how©v©r, of drawin this litter up an inclined plane
Into th© bottom of the fuselage of the airplane was to© complicated
for practical us© and has since been abandoned.
Prom what has been stated above it can readily b© seen that
th© airplan© ambulance was extensively used at flying fields in th©
United States during the "TorId "ar. It is believed that no other
country used them t© any extent sine© there is little recorded In
th© literature outside of "What has been mentioned Sn this article*
Airplane ambulances will undoubtedly be used In the future
for the f©Hearing purposes:
1. At training fields and other Air Service stations for
taking medical offie©rs to the sit© of crashes and bringing men
who have been injured in crashes aek t© th© Y.03adta1 at th© stations.
2. For transporting patients from isolat d stations to large
hospitals where they can receive better treatment.
3. For us© at the front in time of war in transporting seriously
wounded to hospitals on the line of coaasunication or at the bas©.
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4. For transporting medical supplies in emergencies.
Types of Ambulances: Different types of airplan© anfculances will
b© required in the future depending up©n the kind of sorvi©© they ar©
expected to perform. The ideal ambulance for training fields should b©
on© which possesses th© following features:
1. Provision for carrying three or four persons, namely, the
pilot, radical officer, and on© of tw© patients.
2. It should b© d®sign©d and built for th© purpose intended.
3. If an ordinary airplane is converted for this purpose it must
not b© structurally weakened.
4. It must b© capable of landing in and taking off from a small
place.
5. Provision"must be made for handling the patient easily,
quickly, and with a minimum of discomfort. The Stokss litter'is con-
sidered the best type for accomplishing this purpose.
6* roans must be provided for protecting th© patient from
Wind and sun.
7. The patient must be securely fastened to the litter, and
the latter to its place in th© ambulanc©.
8. A competent and caroful flier should be assigned as pilot
of th© airplane ambulance, and the latter should always be kept ready
for instant serviee.
9. It should b© provided with adequate first aid equipment,
including fire apparatus and implements necessary f0j» rescuing patients
from wrecked machines.
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The ambulance which would be most useful at the front in
time of war for evacuating wounded would necessarily be a large
one wbioh would be capable of carrying ten or mor© patients in
rtokes litters. Large bombing pianos and large planes develop©d
through civilian aviation for the carrying of pass©ng©rs end^riight
could readily b© converted into airplane ambulances.
Advantages and Disadvantages: It is evident that there are
limitations to the usefulness of an airplane ambulance, and equally
plain that on occasions it may prov© to b© of supreme value, at
flying fields where there is cross country flying the airplan©
ambulance will undoubtedly demonstrate its greatest usefulness,
although at any field it may happen that a plan© may fall some dis-
tance away, and in that case a medical officer can most quickly
reach the injured flier and the latter be brought most expeditiously
to the hospital by the use of one of th©s© planes. Ho loss favorable
factor than time is tke comfort with which -3a© wounded man can be
transported. There is no comparison between th© 'Smoothly gliding
airplane and the jolting, rocking land ambulance, Numerous experiences
on the various fields have conclusively demonstrated these contentions.
In addition to their value at Air ervico stations, their
important© in time of war in transporting sorlous cas©s from the
front is likewise apparent. In past x a about eight per cent of
th© wounded hav© been classes as non-transportabl© because of the
serious character of their wounds. To move such cases over rough
and congested roads in army ambulances has always been considered an
Impossibility. This now moans of transportation, however, is so
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rapici and so comfortable, especially with th© use of th© Stokes
litter, that this class of patients dll in future wars.be trans-
ported to woll equipped hospitals in time for proper definitive
tr©atment. Untold suffering and many lives can undoubtedly be
saved in this way.
One r. edical of deer in 1918 made th© following remarks on
this subject:
"Assuming that motor ambulances ar© immediately available,
th© use of an ambulance ship on the field is merely spectacular.
I hav© soen one used to bri g an injured man a mile across a level
field when it would hav© been better for all concerned to have used
an ordinary ambulance. In such cases the medical officer can,
and frequently does go to the soene of the accideat in a motor cycle
a fraction of a minute in advance of th© ambulance. Sometimes, however,
the bmbulanc© ship can be used to good advantage where the crash is
quite near the flyin field, because of intervening rough ground
and an unfavorable arrangement of the roads. It is nevertheless true
generally that the hospital ship would not justify its existence at
fields .here there is no cress country flying. It ftay stand idle
on the line for several .reeks, but sooner or later there will b© a
crash at a distance not only from the field but from any hospital
or modioal assistance. A single such instance is enough to pay
for the aadntenanoe of th© ship.
n\t Brooks Field it was our theory that sooner or later we
would have a patient on tho f iold who should bo transported direetly
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to the Base Hospital at Fort bam Houston, about oi#it miles distant.
Amm-e ©nts wer© made for lander- on the , olo Grounds, and experimental
trips were Giico©ssfully m©4©. ***** There was on© such oas®, but th©
pilot had difficulty in controlling the ship aoi so brou^it tfc© injured
man back to the Post Hospital.
*L inoe I have been on this field (Hoclwell) th© hospital shia
has twlc© beer, of great servlc©. On©-officer was injured seventy
miles from the field and forty miles from a railroad. He was brought
In very quickly and in comparative comfort. ***** © nm have an
officer who erashod nearly twenty miles northeast of ant©© and was
brought to thd hospital with th© maximum of safety and comfort and
a mimimum of ^imej the medical offfflfcer readied him very ©Axickly.
wi$r observation had led me to the conclusion that thor© ought
to be a hospital ship on ©very flying field, always In corasission,
ready to take injured aviators to th© hospital and to carry them
medical assistance in th© shortest possible time; and this conclusion
is based, not on frequent littl© services, but on very great services
infrequently rendered."
The limitations are:
1. In mary instances difficulty or impossibility of landing
at or near the scene of accidents, owing to unfavorable terrain.
This is counterbalanced in many cases by the fact that a motor or
horse-dr pi ambulanc© is at th© same disadvantage owing to th© lack
of roads or thoir impassable condition.
2. Limited carrying capacity of th© plan@s. In ths type
used during the war only two persons could be oarrled, and on the
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return journey the medic?1 officer could not accompany th© a .iorb:.
This is only a partial disadvantago, as one of th© first considorations
is to got th© surg©on to th© injured man as quickly as possibl©.
Then, too, a number of medical officers became pilots and rmre able
to pilot the ship as well as to give th© neeessary first aid treatment
and return with the pet lent.
S. In time of war there will, of course, b© times *^hen an
airplane ambulance cannot reach the front. On the other hand th©re
will also be many ttones, particularly after th© engagement is over
or tro©ps have moved f oremrd, when a larr© plan© ©an be utilised to
bring back seriously wounded men who cannot be moved over rough roads,
but who ©ould ©ndrr© this m©de of transportation.
In conclusion, thor© is no doubt that th© airplane ambulance
is a most valuable, even indispensable, addition to our armamentarium
for rendering efficient service at flying fields, &n£ also at the
front ih time of war. While it is true that the effect is to a
certain extent spectacular and appeals strongly to the imagination,
ahile its need m.y not be an everyday occurrence, and while it still
has certain limitations, it is even mor© true that it has Immense
prospects for the future through its life-;^vi:r- -dvraXagec in thos©
instances whore its us© is justified.
i
•
•.■*> * -;
THE AIRPLANE AMBULANCE
221
Colonel Albert E. Truby, If. C.
ve. cc ci ■» eZo.
The first known report of any plans to transport patients by
airplane was made by Captain George H. R. Gosman, bedical Corps, U. S. A.,
and Lieutenant A. L. Rhoades, Coast Artillery Corps, to the Surgeon
General of the brmy early in 1910. Gosman and Rhoades had constructed
a plane at Fort Barrancas, Fla. It made its first flight in January,
1910. Shortly after this Captain Gosman brought his report to Washington
and endeavored to obtain funds from the '.Yar Department for the work of
improving upon this plane and using it for carrying surgical dressings
and transporting patients. His mission failed, but he was undoubtedly
the first to point out the ?rest possibilities of the airplane for
this purpose•
In February, 1912, in France, Dr. Duchaussoy (Blanchard, (R.) Le
Transport des blesses en aeroplane. Xris Med.,1916-17, XXI, 53-55)
suggested the use of an airplane ambulance. In A.pril of that year the
proposition was submitted to the representatives of military aviation,
who reported it to the Secretrry of nar on May 23, 1912. So far as
known, however, nothing cane of this recommendation.
During the retreat of the Serbian army in November and December,
1915, thirteen wounaed or sick were transported eighty to two hundred
kilometers. This was an emergency measure and no special provision was
made for doing this by modifyinp- or cbanrdng the plane. mhe manoeuvre
was successful and not only were they safely transported but escaped
inevitable capture as well.
In France, during the World War, Dr. Chassaing, a member of the
chamber of deputies, succeeded in inducing the Aviation Department to
construct an airplane especially designed for transportation of two
wounded men in a recumbent position. The airplane was first tried out
at Villacoublay in Seatoaber, 1917, and later on the isne front. The
January 19, 1918, issue of ''La Nature" contains an article descriptive
of an airplane ambulance devised by Dr. Chassaing, mentioned above.
This article was first brouX t to the attention of the Chief Surgeon
of the Adr Service, U. £>. Army, on June 10th of that year.
In the United States service the necessity for this mode of
transportation for fliers who were injured in crashes became prominent
soon after flying fields were established. It was evident that an
airplane ambulance would not involve the delr.y and discomfort of the
orcdn^rv ambulance at many of our stations ./bare the roads were poor
and the distances were ^reat. This was especially true of victims of
airplane crashes, who, while in a criticrl condition, frenuently had
to be carried lory distances and by roundabout routes to reach a
hospital. In addition, it was seen that a flying ambulance would
offer fi means of ret+ir.r a medical officer to the patient o/dehly,
which :r seme instances would mean the saving of life. So far as
records show, the first flying field to use the airrlano in trans-
porting medical officers to the site of crashes, and also for trans-
porting patients, was Gerstner Field, Lake Charles, La. This station
is located in low, swampy country, surrounded by many bayous. Crashes
occurred at places -which, could be reached by no transportation except
the airplane. Consequently, in Febru-rv, 1918. the commanding officer
authorized the conversion of a JN4 airplane into an ambulance, and it
was completed and commissioned during that month.
Major .Vilson E. Driver, Medical Corns, and Captain ¥ilHam C.
Ocker, Air Service, made the plans and mx^r^ised the construction of
this ambulance at Gerstner F'Xb. 'Miey are also entitled to the credit
for first trrnsror+ing patients in an airplane ambulance in this country.
Captain Ocker in his report states: "Up to this time, while we were
constructing the airplane ambulance, we used ordinary flying machines
to carry doctors to the scene of accidents, and in this way Major Driver
was able to save the life of two cadets. In one cas^ ~ rib punctured
the lung, and ir the other he arrived X time to stop what would haxre
been a fatal hemorrhage. The suimeon had ar emergency kit in the
hospital ready to go in the airplane at all times, and the medical
officers were rearly to fly with any flier, ir. any machx.-^ at air'
time, to the scene of ace'dents. They received no f lying pay and
their only object vras to save life and to improve the service by
rendering such help as possible to the pilots."
The practical utility of the airplane ambulance was at once
established, and bared on the reports of actual results at Gerstner
Field, the Director of Air Service, on July 2 3, 1918, directed the
construction of airplane ambulances at all flying fields.
The necessity for providing nror.pt medical aid at the site of
crashes was also recognized at a very ^ar?ry date at Rockwell Field,
San Diego, California, as is shown by the following communication from
the surgeon at that station on February 12, 1918:
"From: The Surgeon, Rockwell :?ield, San Diego, Cal.
To: The Chief ,-vurgeor., Aviction Section, Signal Corps,
Washington, D.C.
Subject: Attending accidents by aeroplane.
" 1. Owing to the size of the flying field at this post,
there is sometime considerable delay T-«fore the arrival of the ambulance,
also when accidents occur at distant landing fields which may be remote
from medic-1 aid, I have this day improvised a first aid pouch that
can be put in an aeroplane.
'2. When an accident occurs, I take the hospital corps
pouch, enter an aeroplane that is always standing ready and piloted
by a junior -ilitary aviator detailed by the Chief of Training Depart-
ment, reach the scene of accident in a few minutes, render such aid
necessary until the arrival of the ambulance and assistant surgeon,
'3. 1st Lts. Pope, Kramer and Brooks, Medical Reserve
Corps have volunteered to answer these calls in my absence and are
being trained for such duties.
'4. This, I think, will often be the means of saving lives.
"5. Owing to the urgency of the situation I have taken this
liberty ^without first consulting the Chief Surgeon, and am writing to
ascertain if this meets your approbation.
W. R. Ream,
Major, Medical Reserve Corps."
Major Ream was one of the first medical officers of the U. S. Army
to be designated as a Flight Surgeon, He wee the first Flight Surgeon
to be placed on a flying status. He was killed in an airplane crash
at EppIngham, 111., on August 24, 1918, while on duty with the "Middle
West Flying Tour". Ream Field, Houston, Texas, was named in his honor
by the Director of Military Aeronautics in September, 1918.
At Ellington Field, Houston, Texas, the first airplane ambulance
was commissioned about April 1, 1918, built after the plans of the
first ship at Gerstner Field. An improved type was soon designed, and
was commissioned on - uly 6, 1918. This was the first plane to use the
standard U. S. Amy litter. Major FT. H. Frank, Air Service, who was in
command of this field at that time, made the following report upon the
work of airplane ambulances at that station:
:'The first airplane ambulance was put in commission at
Ellington Field about April 1, 1918. This ambulance was made out of a
JN-/-D with a Curtiss OX-5 engine. Later, when the gunnery school at
San Leon started operation, this airplane ambulance was sent to San
Leon and a new airplane ambulance was made out of a DJ-4-H. The new
one was completed and put in commission about July 6, 1918. This
ambulance was used a great deal at F] dinrton Field. San Leon the
gunnery s-chool, was about seventeen miles from the main field and all
instruction in aerial gunnery was carri ed on at San Leon. A great
numcer of crashes occurred at San Leon and in each instance the in lured
flyers were transported to the hospital at the main field bv means' of
the airplane ambulance. By bringing the men up in the airplane ambulance
actual time consumed in transportation was abcuJ. fifteen minutes. Had
it been necessary to transport these men In a motor arbulance, it would
have taken one hour and a half. Thus it is apparent that a great deal
of time and possibly lives were saved by using the airplane ambulance.
"Several instances occurred where men crashed 'when out on a
cross-country trip at distances varying f:-om fifty to one hundred and
fifty miles from the field. Upon teleehcr.X notification, the airplane
ambulance was sent to the scene of the crash and the injured flyers
were brought ir with ease and comfort, whereas, to have brought some of
these injured men in 'oy motor ambulance would have meant MXtr death
from shock and discomfort, because of the seriousness of their injuries.
One particular instance is recalled where five planes crashed in a hurricane
at Brenham, Texas. In this case it would have taken a motor ambulance
at least a day to make the round trip over very bad country roads, whereas,
the two injured flyers were safely in bed in trie Ellington Field hospital
two hours after the crash, by use of the airplane arbulance. So -uch use
was r ade of the airnlane ambulance at Ellington Field that we considered
it as necessar-.- to have the airplane ambulance in condition as we did to
have motor ambulances in condition."
The surgeon of Ellington Field, Major A. ?.. Goodman, Medical Corps,
sub-pitted the following reeort on Septerber 30, 1918:
"IXiH . C. E. suffered a fracture of the left leg (tibia
and fibulf) and contusioli^ea' the race and head, following an aeroplane
crash at Brenham, Texas, September 27, 1918. He was immediately +ahen
to the local hospital where splints were applied to the leg and the
contusions dressed.
!!0n the following day the ambulance ship (Curtiss H) left
Ellington Fbdd at 1:30 PM 'dth pilot and medical officer, arrived at
Brenham at 3:15 FRT, mskini- the 90 "lies in 1 hour 45 minutes, due to
Xverse winds. On return trip, left Brenham at 5:50 FM, arrived at
Ellirgton Field at 6:45 p»^ mabin.g the trip in 55 minutes with the
a id of X v o r ing winds.
"The patient stated that he felt the take off and landing
verm si 5-V ly. "The trip across was very smooth, so much so that he
almost vrent to sleep. The loading and unloading didn't bother him at
^11. The difference between the ease and lack of jarring in the ship
and "the ambulance carr-*1 - him to the slr> was ver- marked."
In April, 1918, Major I-. F. Luckie,Medical Corps, was transferred
to '"e^stner "'-'eld. He also became interested ^n transporting patie ts
Py eirolane arbulance, and while at this station substituted an adjustable
reclining chair for the litter, in order that the patient could be
placed either in a sitting or a reclining position. hie device,
however, did not prove to be satisfactory.
In August, 1918, Major s. M. Strong, Medical Corps, at Eberts
Field, Ark., devised a very useful i'o^m of litter to be used in
airplane ambulance at his station. This litter consisted of a frame
made of iron pipe, about sir. feet in length, constructed in such way
that e°ch leg of the patient had a separate freme for splinting
purposes. Canvas was laced to this frame and broad canvas straps
were -provided to firmly fix all parts of the patient's body to the
litter.
Captain Norvelle W. oharpe, Medical Corps, published an article
on the "Ambulance Airship" in the Annals of Surgery for November, 1918.
The drawings and plans fon the ambulance plane which he describes bear
the date of August 8, 1918. These plans of the Mather Field ambulance
are practically identical with a plane constructed at Ellin-ton Field
and commissioned July 6, 1918. The Ellington Field ambulance was an
improvement over the one made at Gerstner Field, and these plans were
sent to practically all Air Service stations. Ambulances built after
these plans were constructed in the summer and fall of 1918 at Taylor,
Post, Mather, Fie- and Carruthers Fields.
After receiving the instructions noted above from the Director
of Air Service, most fields rapidly provided airplanes for transporting
sick and wounded. Many of them attempted to improve upon the Gerstner
Field and Ellington Field types, developing models of their own, unMl
all flying fields, with two or three exceptions, were equipped. Ingenious
ideas were brought out in the manner of modii'ying planes and adapting
litters. In some a modified Army stretcher was used. In others a
Stokes litter in various modifications was used. In most cases the
turtle back of the plane is removable and the patient placed inside
or on the fuselage from above; in others from below, while in one model
the patient is placed in a coffin-shaped litter and is slid into the
side of the ship like a drawer into a chest. An interesting type is
one which uses the Stokes Favy litter. The advantages of this form
of litter were recognized and emphasized by the late Major W. F. Ream,
Medical Cor~-s, when he was flight surgeon and post surgeon at Rockwell
Field in the summer of 1918. In the airplane devised by him the bottom
of the i'uselage is lowered at one end, making an inclined plane along
which the Stokes litter slides, manipulated by cables and a small windlass.
After the litter is loaded and winched up the incline into place, the
latter is raised by another winch to its position flush with the bottom
of the fuselage and locked into place. The patient can be so securely
fastened in when carried by this form of litter that both can be handled
as one object. The Stokes haw litter appears to be the best type yet
devised for the easy handling of a wounded man, particularly the grave
cases usually resulting from an airplane crash. Once the patient is
securely fastened in a Stokes litter he need not be disturbed until
he is placed on the operating table or in his bed at the hospital.
This litter has, therefore, been adopted as a standard type at all
flying fields for use in airplane ambulances. The method, ho"vever,
of drawing this litter up an inclined plane into the bottom of the
fuselage of the airnlane wa~ too complicated for practical use and
has since been abandoned.
From what has been stated above it can readily be seen that
the airplane ambulance was extensively used at flying fields in the
United States during the World TXr. It is believed that no other
country used them to any extent since there is little recorded in the
literature outside of what has been mentioned in this article.
'drolane ambulances will undoubtedly be used in the future for
the following purposes:
1. At training fields and other 'ir Service stations for
taking medical officers to the site of crashes and bringing men who
have been injured in crashes back to the hospital at the stations,
2. For transporting patients from isolated stations to large
hospitals vrhere they can receive better treatment.
3. For use at the front in time of war in transporting seriously
wounded to hospitals on the line of communication or at the base.
4. For transporting medical supplies in emergencies.
Types of Ambulances: Different types of airplane ambulances will
be required in the future depending upon the kind of service they are
expected to perform. The iaeal ambulance for training fields should be
one which possessed the following features:
1. Provision for carrying three or four persons, namely, the
pilot, medical officer, and one or two patients.
2. It should be designed and built for the purpose intended.
3. If an ordinary airnlane is converted for this purpose it
must not be structurally weakened.
4. It must be capable of landing in and tXdng off from a small
place.
5, Provisions must be made for handling the patient easily,
quickly, and with a minimum of discomfort. The Stokes litter is con-
sidered the best type for accomplishing this purpose.
6. !leans must be provided for protecting the patient from
wind and an.
7. The patiert must be securely fastened to the litter, and
the latter to its piece in the ambulerce.
8. competent and oereful fli>-r should be assigned as pilot
of the airplane ambulance, and the latter should always be kept ready
for instant service.
9. It should be provided with adequate first aid equipment,
including fire apparatus and implements necessary T°or rescuing patierts
fror;- ,/recked machines.
The ambulance which would be most useful at the front in time
of war for evacua+Xg wounded world necessarily be a large one XXh
would be capable of carrying ten -r more patients in Stokes litters.
Large bombing planes and la~ge planes developed tb^or-h civilian aviation
for the carrying of passengers and freight could readily be converted
into airpXne ambulances.
Advantages and Disadvantages: It is evident than there are
limi.tc ■*■ ir-nc to the usefulness"* e" "ar" airplane ambulance, and equally
plain that on occasions it may prove to be of supreme value. At flying
fields where there is cross country flying the airnlane arbulance will
undoubtedly demonstrate its rr^atest asfeulress, although at ary field
it may happen that a plane may fall some distance array, and in that
rse a nodical officer can most quickly reach the injured flier and
the latter be brought -est expeditiously to the hospital by the use
of one of these planes. No less favorable factor than time is the
comfort with which the wounded man can be transported. There is no
com.Prr*scr between the smoothly gliding airplane and the joltinr,
rocking land ambulance. Fumereus experiences on the various fields
have conclusively demonstrated these contentions.
In addition to their value at Air Service stations, +heir
importance in time of '.rr in transporting serious cases from the
front is likewise apparent. In. past wars about eight ^'~ cent of
the wounded have been classed as non-transportable boor-use of the
serious character of their wounds. To move such cases over rough
and conges+cd roads in army ambulances has always been considered an
'mpossibility. This new means of -transportation, however, is so rapid
and so comfortable, especially with the use of the Stokes litter, thai
this class of pa-dents will in future wars be transported to well equipped
hospitals in time for proper definitive treatment. Untold suffering and
manv lives can undoubtedly be saved in this ./ay.
One medical officer in 1918 made the following remarks on this
subjecX
"Assuming that motor ambulances are immediately available,
the use of an ambulance shin on the field is merely spectacular. I
have seen one used to bring an injured ran a mile across a level field
when it would have been better for all concerned +o have used an
ordinary ambulance. In such cases the medical officer can, and
frequently does go to the scene of the accident in a motor cycle
a fraction of a minute in advance of the ambulance. Sometimes,
bo.vever, the tXbulance shir can be used to good advantage where the
crash is quite near the fly in- field, because of intervening rough
ground and an unfavorable arrangement of the roads. It is nevertheless
true generally that the hospital ship would not justify its existence
at fields where there is no cross country flying. It may stand idle
on th- line for several weeks, but sooner or later there "ill be a
crash at a distance not only from the field but from any hospital or
medical assistance. A single such instance is enough to pay for the
maintenance of the Xtp.
"At Brooks Fi^ld it wes our theory that sooner or later we
would have a patient on the field who should be transported directly
to the Base Hospital at Fort Sam Houston, about eXht ties distant.
Arrangements were made for larding on the Polo Grounds, and experimental
+ rirs were successfully made. **** "here was one such case, but the
pilot had difficulty in controlling the ship and so brought the injured
man back to the Post hospital.
"Since I have been on this field (PocXrell) the hospital ship
has twice been of -re- t service. One officer was injured seventy 'dies
from the field and forty miles from a r-ilroad. He was brought in very
cvickly and in comparative comfort. **** We now have an officer who
crashed nearly twenty miles northeast of Santee and was brought to the
hospital with the maximum of safety aid. cmfort and a minimum of tire;
the medical officer reached him very quickly.
"My observation had led me to the conclusion that tb.err' ought
to be a hospital shir on every flying field, always in commission, ready
to take injured aviators to the hospital and to carry them medical
assistance in the shortest possible time: and 4h.i ~ conclusion is based
not on frequent little services, but on very great services infrequently
rendered."
The limitations are:
1. In many instances difficulty or impossibility of landing at
or near the scene of accidents, owing to unfavorable terrain. This is
counterbalanced in many cases by the fact that a motor or horse-drawn
ambulance is at the same disadvantage owing to the lack of roads or
their 'm^assable condition.
2. limited carrying capacity of the planes. In the tg'pe used
during the war only two persons could be carried, and on the return
iomuiev the medical officer could not accompany the patient. This is only
a partial disadvantage, as one of the first considerations is to get the
surgeon to the injured man as quickly as possible. Then, too, a numbe ~
of medical officers became pilots and were able to pilot the ship as
well as to give the necessary first aid treatment and return wi+1<- the patient.
3. Tn time of war there will, of course, be times when an
airplane ambulance cannot reach the front. On the other hand there
-rill also be many times, prrticularly after the engagement is over or
troops ha-e moved forward, when a large Plane can be utilized to bring
bach seriously wounded men who cannot be :-wed o-;er rough roads, but
who could endure this mode of transportation.
In conclusion, there is no doubt that the airplane ambulanc" is
a most valuable, even indirrerseble, addition to our rmamentarium for
rendering efficient service at f^X-o fields, and also at the front
in time of war. Fhile it is true that the effect is to a certain
extent spectacular and appeals strongly to the imagination, while its
need may not be an everyday occurence, and while it still has certain
limitations, it is even more true that it has immense prospects for
the future through its life-saving advantages in those instances ?rhen
its use is justified.
uosman
Rhoades
ionop.
It wa:
■i.esi
.own t
dco by th:
Lilt u-j Gosman an;
jsg officers in V-
Fhoados in 1909«
F and Id10.
■55 77-M
U
O
i-H
O
Office of the Surgeon
Signal Corps Aviation School
San Diego, California
February 12, 1918.
The Surgeon, Fochrell Field, San Diego, Cal«
The Chief Surgeon, Aviation Section Signal Corps,
Fashington, D. C.
Attending accidents by aeroplane*
1« Owing to the size of the flying field at this post,
there is some time considerable delay before the arrival of the
ambulance, also when accidents occur at distant landing fields
which may be remote from medical aid, I have this day improvised
a first aid pouch that can be put in an aeroplane*
2« .Then an accident occurs, I take the hospital corps
pouch, enter an aeroplane that is always standing ready and piloted
by a junior military aviator detailed by the Chief of Training
Department, roach the scene of accident in a few minutes, render
such aid necessary until the arrival of the ambulance and assistant
surgeon.
3. 1st Lts• Pope, Kramer and Brooks, Fedical Reserve Corps,
have volunteered to ansvrer these cadis in ny absence and are being
trained for such duties-
4« This, I think, will often be the moans of saving lives*
5. Owing to the urgency of the situation I have taken
this liberty without first consulting the Chief Surgeon, and am
writing to ascertain if this meets your approbation.
Fajor, Fedical Deserve Corps-
DOTS *-Fa i or beam was one of the first medical officers of the
U. S. Army to be designated as a Flight Surgeon. lie was the
first Flight Surgeon to be placed on a flying status. He wes
killed in an airplane crash at anpinghem, 111., on "ugust 24,
1918, while on duty vdth the "Middle ..est Flying Tour" . beam
Field Houston, Texas, was named in his honor by the Director
of ' ilitar-"- Aeronautics in September, 1918.
from:
j.0:
Subject:
SIGIIAL COEPS AVIAhlOD SCHOOL
GDDSTlbDF FIELD, LAIS CIXDLSS, LOUISIANA.
July 15, 1918.
From: Commanding Officer.
^o: Director of Ldlitary Aeronautics, bashington, D.C.
Subject: Hospital Ship.
1« In reply to wire of July 3, 1918, -which has been
answered, by wire of July 5th, in part, enclosed find two
photographs and tracing, showing plan of rear cockpit of
Hospital Ship in use at this School. This ship has been
used continuously since about Hay 1st, has been found satis-
factory, and has been used to great advantage since completion.
iiaxwell Kir by
Fajor, K. A., J. II. A.
March 21, 1921.
From: Captain Filliam C. Ocker, Air Service.
To: The Chief Surgeon, Air Service.
Subject: First Airplane Ambulance in the United States.
1. I was on duty at Gerstner Field, Lake Charles, La.,
in January, February and harch, 1918, in charge of the training
of aviators* Gerstner Field is located in a very low, swampy
country, surrounded by many bayous • The roads at -that time
were very few in number and exceedingly poor. They became
impassable after heavy rains*
2. The first accident that occurred some distance from
the field convinced me of the necessity of having some means of
getting surgeons to the scene of crashes* As early as February,
1918, it was evident to me that airplane transportation was the
only way of getting to the sito of most crashes after a heavy
rain. Consequently I made a recommendation to the commanding
officer to convert an ordinary JH4 airplane into a flying ambulance*
The commanding officer at the field, Lieut. Colonel L* D* Goodier,Jr*,
did not give me xoich encouragement * On February 14, 1918, Dajor
Ddlson E. Driver, FI. C, arrived at the field for duty, and he
became convinced at once that a flying ambulance was necessary
at the station. Consequently he and I reopened the matter with
the commanding officer and received his approval for converting
one of our airplanes into an ambulance plane*
3* Up to this time, and while we were constructing the
airplane ambulance, we used ordinary flying machines to carry
doctors to the scene of accidents, and in this way Lajor Driver
was able to save the lives of t;ro cadets* In one case a rib
had punctured a lung, and in another he arrived in time to stop
what*would have been a fatal hemorrhage. The surgeon had an
emergency kit in the hospital ready to go in the airplane at
all times, and the medical officers were ready to fly with any
pilot, in any machine, at any time to the scene of the accident.
They received no flying pay, and their only object was to save
life and to improve the service by rendering as nuch help as
possible to the pilots.
4. The accompanying photographs of airplane #3131 show
the result of our efforts, and this is believed to be the first
airplane in the United States to be converted and used for the
transportation of patients. As will be noted, we provided a
special chair for the patient* by idea -.vas to have the patient
in a prone position, but hajor Driver thought that in a glide
the patient's head would be in a position to cause rush of blood
to his head. This ambulance plane was comidssioned in February, 1918*
5. This machine proved very useful, but was not entirely
satisfactory in the case of very serious accidents "There the patient
could not sit up in the chair addch v;e had provided* Consequently
Major-Driver iinproved the seating arrangement for the patient*
This plane, as will be seen from the photograph, allonred the patient
to recline with head and shoulders slightly elevated. It was placed
back on the line after remodeling on liarch 28, 1918f and was reported
by the coumanding officer as extremely satisfactory and of great value
to the service at Gerstner Field. In fact it was so useful that the
Director of military Aeronautics issued instructions to have similar
planes installed at all flying fields.
6* Subsequent to the construction of this plane, Major F* L*
Luckie, 1J* C*, arrived at the station and placed a porch chair in
airplane ambulance ;/:3131 for the patient. This chair was so con-
structed that it could be raised or lowered to suit the comfort of
the patient. I understand, however, that this arrangement did not
prove satisfactory*
7* by experience as a pilot at Gerstner Field demonstrated
that an airplane ambulance is absolutely essential at a station of
that kind, since many of the accidents occurred in places where it
was not possible to reach them with medical aid, or to return them
to the hospital except by airplane transportation.
8. To Major . ilson 3. Driver belongs the credit for having
developed the first airplane ambulance in the United States, if not
in the world, for without his aid and enthusiasm we would not have
been able to obtain the attention of the commanding officer to carry
on this work*
(Signed) William C. Ocker,
Captain, Air Service.
NOTE:-X lanes after this type were constructed at Ellington, Payne,
Call and Souther Fields.
#One plane after the type designed by Major Luckie was built
nt Love Field, September 1, 1918. It was not satisfactory.
irby, . X .X r
:n or ;'c mi
.m or
Ivor, ....:.
■" ■l..re Ambulance bo.3131, Gerstner Field, Lake hharles, ■
XuXXna, Xantestoned in "Xbruary 191X This v;as the
First nlane converted for this purpose end the first
airplane iribnXnce in ahe United States- to actually carry
;-attents. The sent Fa: fx r FF.e:.it was changed on 'arch/
2S, 1918, ace neat Xoaw raph.
TrilL AMBULANCE DOES NOT hi 01 IRE THTT
USI OF THE ARMY LITTER. DOTTED IINF
ON TOP OF FUSELAGE SHOV/S REMOVABLE
PORTION OF FUSELAGE WHICH PERMITS
PAllEhT TO HE LOWERED INTO PL/'Nf"
AHILI IN PRONE POSITION. Zut.xr/?//
v
r 4
GtRSTNEF FIELD TYPF AMBULANCE AIRPLANE - JN 4 D-
POSITION OF LITTER V/HFN IT IS i\TCFF£AFv FOR
PATIENT TO tip IN PRONE POSITION.
OhDTIIAFY P/.SSFNCER.
•
'A "v>x "
\
u-cuSTNER FIELD TYPE AMBULANCE AItpIa.NE - J" * I>-
ShO*ING PATIENT ON LITTFP IN T'/O POFITIONT.
* V ^""TW, ^G^KSTNl'H FIELD TYPE A 1.1BIJ LAh C F AIRi'IANF LITTE
.V *"Vw • ^JP LITTEH MAY HF CX• - > '' ^
j, GERSTNER FIFFD TYPE Ai/HULANCF AIRT>T.AFF J F
..., !XY BF USED ON FORD CAR IN TWO ^OfITlG:K: .
^*y *-P;'F *~X- •.'*>»''■«» .. ■ ... . .■*- ^
Xa5:
August 26, 1918.
Conniandin;r Officer, Fllington. Field, Texas.
Director of ailitary Aeronautics, Training Section*
Attention L'ajor I.:. F. Farxon, Fas1 .in-ptor, b. C.
Arabulance Airplane - Fllington Field.
Communication under date of July 27, 1918, -,Tas received
at this Post from the Director of Filitary Aeronautics signed by
Lieut. Colonel F. F. Kenney, calling attention to tho fact that"
Oerstner Field, at Lake Charles, La-, had in operation an ambulance
plane and that it had been used to great advantage at that Field;
copy of that letter from the Director of - ilitary Aeronautics is
herea'ith enclosed •
2. Ellington Field has had an airplane ambulance in opera-
tion for several months J* and it is thought at this Field that it
has many advantages over that nhich has been in use at Lake Charles .
3. In the arrangement designed for the ambulance plane at
Lake Charles the patient is in a sitting position. In many accidents
it has been found Fy experience at this Field that the patient is
absolutely unable to sit up or to be transported in any position
except that of lying dovm.
4. Photographs of the ambulance plane in use at this Field
are enclosed herewith, and it "Till be seen that the patient is to be
put on a stretcher the same as if he trere going to be put on an auto-
mobile ambulance. He can be placed in the ambulance plane and trans-
ported on the stretcher lying doxm just the same as in a 7/heel ambu-
lance*
E>. This communication is Feing sent to you for your informa-
tion, because it is thought that the ambulance plane in use at this
Field has many advantages over that Xiich ?ras in use at C-erstner
Field, and ahich carried the patient in a sitting position.
.'. H. Frank,
Fajor, Air Service, £<• C,
Commanding.
NOTE:-*First plana a * 3d about April 1, 1918, built after
plans 01 the G-erstner Field ambulance, commissioned Farcin 28, 1918.
Second plane commissioned July 6, 1918. See photos of Ellington
Field plane No. 38175.
6*&
rom:
To:
Subject:
WAR depaftijettt
AIR SERVICE
WASHINGTON, D. C
Office of the Chief &*> £~*~cr
llarch 16, 1921.
..SFOFAFDUii for Colonel Truby.
1. In reply to your memorandum of March 12th, I have looked
up data as to the date on -which /the first airplane ambulance was put
in commission at Ellington Field aad-find that it was about April 1,
1918.'*' This ambulance was ma.de out of a J1T-4-D -with a Curtiss OX-5
engine. Later, when the gunnery school at San Leon started operation,
this airplane ambulance was sent to San Leon and a new airplane
ambulance was made out of a JF-4-II. The new one was completed and
put in commission about July 6th, as stated in your memorandum. This
ambulance was used a great deal at Ellington Field. San Leon, the
gunnery school, was about 17 miles from the main field and all in-
struction in aerial gunnery was carried on at San Leon. A great
number of crashes occurred at San Leon and in each instance the
injiu-ed flyers were transported to -the hospital at the main field
by means of the airplane ambulance. By bringing the men up in the
airplane ambulance, actual time consumed in transportation was about
fifteen minutes* Had it been necessary to transport these men in
a motor ambulance, it rould have taken one hour and a half. Thus,
it is apparent that a great deal of time and possibly lives were
saved by using the airplane ambulance.
2. Several instances occurred where men crashed when out on
a cross-country trip at distances varying from fifty to one hundred
and fifty miles from the field. Upon telephonic notification, the
airplane ambulance was sent to the scene of the crash and tho injured
flyers were brought in with ease and comfort, -whereas, to have brought
some of these injured men in by motor ambulance would have meant their
death from shock and discomfort, because of the seriousness of their
injuries. One particular instance is recalled whore five planes
were crashed in a hurricane at Branham, Texas* In this case it would.
have taken a motor ambulance at least a day to make the round trip
over very bad country roads, whereas, the two injured flyers were
safely in bed in the Ellington Field hospital two hours after the
crash, by use of the airplane ambulance* So much use was made of
the airplane ambulance at Ellington Field that we considered it as
necessary to have the airplane ambulance in condition as we did to
have motor ambulances in condition.
77. II. i^'rank,
Fajor, Air Service,
Ac ti ng ;'-!x e c ut i ve .
MOTE:-*The first plane mentioned in this memo, -ras evidently made after the plans
designed by rapt. Ocker,A.S., and ?'ajor Driver JxC, at Gerstner Field in Vnrch *
19T8. See Capt. ^F—'s letter and photos of Gerstner Field, also note and photos
of Fayne Field. The second -xhulance plane at Ellington ■•i-ld, commissioned about
jtkp&iXl, 1918, was the Xrst plane usinr the Standard U.S. litter, other n1nn««
f br'-»+ — +■-'- «ln" *+- ^ylor, Post, Mather, Rich and Carruthers Fields Pian0S
POST HOSPITAL
AIF 3EFYI0E
ELLIFGTON FIELD HOUSTCF TEXAS
September 30, 1918*
From: The Post Surgeon.
To* Air Service, Division, 3. G. 0.
Subject: Report on Ambulance Ship.
1. It is thought the follovring report of transporting
patient by Ambulance Ship a distance of 90 miles would be of
interest J
Lieut* C E. Carlson suffered a fracture of the left leg
(tibia and fibula ) and contusion of the face and head, follow-
ing an aeroplane crash at Brenham, lexas, September 27, 1918.
He was immediately taken to the local hospital where splints
were applied to the leg and the contusions dressed*
On the following day the Ambulance Ship (Curtis H) left
Ellington Field at 1:30 F. 15., vrith pilot and medical officer,
arrived at Brenham at 3:15 P. &*, making the 90 miles in 1 hour
45 minutes, due to adverse winds. On return trip, left Brenliam
at 5:50 P. 1 *, arrived at Ellington Field at 6:45 P. II., making
the trip in 55 .-inutes with the aid of favoring '.winds *
The patient stated that he felt the take off and landing
very sligjitly. The trip across was very smooth, so much so that
he almost went to sleep* The loading and unloading didn't bother
him at all* The difference between the ease and lack of jarring
in the ship and the ambulance carrying him to the ship was very
marked«
A* R. Goodman
Fajor, Fedical Corps.
Report from Ellington Field, Houston, Texas«
(a) The Hospital Ship (38175) was completed and flown for
the first time on July 6, 1918*
(b) One of the modifications ahich were afterwards found
necessary Yfas an improvement of the rear seat, to enable the
patient to lie flat if necessary. A ship for this purpose should
be designed instead of being remodeled. It was also suggested
that a permanent pilot be assigned to the ship and that he be
required to test same the required number of hours per week, in
order that it would be in flying condition at all times*
(c) This plane has been found to be of great value in
talcing care of victims of accidents occurring at a distance from
the field.
Forman F. leek,
major, J. Ll* A., A. 3. (a),
Chief Engineer Officer.
_____Construction Details
Types of Ships
1* Two ships are in use as Hospital Ships : JI-T 4-H and JIT 4-A:
The former has more speed but requires a narrowing of the regulation
arnv stretcher two inches at the rear, the latter is somewhat slo-.Ter
but" is to be preferred because a regulation army stretcher can be used
without alteration.
The Cowl
2. The cowl is split across at rear center section strut, so
that part of the pilot's cowl remains fixed* The rear of the pilot's
cowl and the observer's cowl is removable with about two feet of the
turtle Foci:. Slits are made in this in front on either side so it fits
0VGv the wires. The removable section is held in place either by two
straps or a sot of automatic lugs or clamps on either side.
The Fbserver s Seat
3. The remlar observer's seat is removed and in place is
install ed the stretcher which lies flat in the fuselage* The stretcher
when used as a seat lies about one foot further back than when used to
c'irr" patient. Its front forms part of the Surgeon s seat, k back rest
for the urreon is removable; it is made of aanvas, which loops over the
stretcher handles below on each side and is fixed above at a convenient
distance, by looping over a removable spacer strut. In carrying the
patient/this back rest is removed.
(Report from Ellington Field, Texas, continued)
Spacer Strut Tightening Device
4. Spacer stmt to the rear of the observer's seat supports the
back 01 canvas fold of Surgeon's back-rest. It is removable,'fitting
into two steel sockets on each side of top longeron. A tension wire°
is placed immediately in front of this to prevent spreading of fuselage.
This wire has a clamp by which it can be readily parted and dropoed for
removal of stretcher. This clamp also serves to tighten the wire and
keep it taut.
The Step
5. A detachable step is necessary to assist in placing the
loaded stretcher inside the fuselage. The step is three feet°by eight
inches, of half inch oak. It fits to the side of the lower longeron
by means of two pegs fitting into eye bolts, which are fastened into
the longeron by clamps. From the outside edge of the step, two one-
eighth inch cables extend to the upper longeron, hooking over the upper
longeron by means of grapples. ..hen not in use, the cables fold up on
step and the step fits inside the fuselage between the stretcher and
the side•
The Stretcher
6. A regulation array stretcher is used* This is supported by a
wooden trough placed inside the fuselage on either side* At the rear
end, the handles fit under a cross strut Yfoich holds them down. A block
is also placed in the rear to prevent the stretcher slipping down when
empty. In front, the handles fit into steel loops on either side, with
a pin placed through handle and loop to prevent slipping. Three canvas
bands about eight indies wide with buckles and straps hold patient on
stretcher. These fit across the chest, the pelvis and the ankles of
the patient. A fourth band of the same size is used to hold arms in
place ( in case of wounds to arms or chest).
Emergencv Box
7. An emergency box,8 x 10 x 12 inches,of galvanized iron is
divided into compartments to hold suitable surgical supplies. Splints
may be carried in the bottom of the fuselage and a small box is fitted
into the fore end of the turtle back where tools may be carried.
I ode of Operation
1. Removal of the Cowl: Unbuckle straps or loosen the automatic
clamps • Fenove by raising rear end and pulling back.
(Report from Ellington Field, Texas, continued)
2. Place step: Take step from side of stretcher and fix pegs
into eye bolts on longeron below; then hook grapples over unper longeron
so as to support ship.
3. Remove canvas back of Jurgeon's seat by lifting off spacer
strut above and slipping canvas loops below over ends of stretcher.
F. Unclamp the tightening device (tension mire) •
5. Removal of stretcher: The pilot grasps the front handles
of stretcher and lifts, pulling forward; this disengages the rear
handles of stretcher. These are grasped by the Surgeon, xiho stands on
the step, and who then steps to the ground, followed by the nilot*
6* Fatient is placed on stretcher and canvas bands are buckled
into place*
7. Loading of patient: Loaded stretcher is lifted by pilot at
the head (which is toward the front part of the ship) and the Surgeon
at the foot. Pilot mounts to running board of the plane and raises
patient up through center section strut over the pilot's seat. Fcan-
vjhile Surgeon mounts step with foot of stretcher, then lowers his end
first into fuselage* Stretcher is shoved back, so that handles fit
into place under cross-strut at rear. Filot lowers head into place
and stretcher is shoved forward so that upper handles fit under steel
loops on either side and are fastened by pins through, loop and handle.
8. Step replaced: Spacer-strut, tightening device and cowl
replaced*
9* Surgeon remains to be brought back by second trip of plane
or other convenient means.
Femarks on use of Planes
These ships have been in operation about tv/o months. The
nilot Lieutenant H. G. Peterson is specially detailed for the Hospital
Ships and takes them out daily for testing.
He states that the loaded stretcher makes absolutely no
difference in the handling of the ships in any way* The patients have
all been interviewed and state they are transported nrith a minimum of
discomfort•
It is obviously much smoother than any other means of trans-
nortation* Even in landing and taking off in the roughest fields there
(Report from Ellington Field, Texas, continued)
is less disturbance than in use of ambulance on same grounds*
It is obvious that a skilled pilot is necessary in order
to exercise good judgment in regard to landings, etc
The amount of time saved in answering distant calls is also
an important factor.
u
> "s *
S
a - mtt
i
_ jLa~
JpT_>- ELLINGTON EH ID, TEXAS, JN 4 H AMHDLANCE AIHPLA'IE. '
RENDERING FIRM' AID TO PaTIENT i,TTD PHFTWING TO
*" LOAD.
Awsam
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; ; .: JTON FIT Ft, F XLl, Fh 4
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ELLINGTON mij), TFXAS, FN 4 H Ml\it&rcTTD^T*\
•10QHVIT) F,.F IF PJXCF bl-JT^ TO «£ C/.KRiri) TO
httPIlv.A.
.ay 13, 1918*
From: Lt. Colonel F. F". "feed, Fedical Corps.
To: ^he burgeon General* (Attention Colonel Fo.rard) *
Subject: First Aid, Aviation Fields.
1* Tentative arrangements for the prompt administration of
first aid treatment at aviation flying fields vary considerably *
2. A logical scheme providing for the early treatment of
injured in the event of a poor landing or crash of an airplane would
seem to be the immediate despatch of a medical officer, in an airplane,
to the point where the accident occurred; followed by the emergency
ambulance by road or overland* The engine of the .ambulance should be
capable of mating the highest practicable speed* At present ambulance
engines are geared down to twenty rales per hour *
3. One must be ultra-phlegmatic to make a first airnlane trip
and on alighting retain that calm frame of mind requisite to the best
possible handling of a perhaps gravely injured aviator.
4. It is, therefore, recommended that medical officers on duty
at aviation fields be required to make a sufficient number of flights,
with qualified aviators, to accustom themselves to the experience. The
relative infrequency of airplane accidents is all the rere reason for
this, -what might properly be called training; and that emergency
ambulances used on flying fields be made speedier, if practicable*
F. .'. Vfeed*
1st Ind*
VXD., S.'J.O., i.iay 31, 1918* To the Chief Surgeon, Aviation Section,
Signal Corps, F'ar Department*
1. Returned. The Fedical Department has only two types of ambu-
lances, the standard GX.AC, and the standard Ford* The G.F.C. sua"bulance
has been materially developed and improved in regard to its riding
rualities since those issued to aviation flying fields were manufactured*
As soon as a sufficient quantity of the nev; product is available for issue,
an additional ambulance of the new pattern will be forwarded to the various
aviation camps, and arrangements will be made to replace the springs and
provide the other improvements on those already supplied*
2. In view of the plan to send a medical officer to the flying
field in an airplane, it would appear to be equally nracticable to develop
an airplane ambulance in which to bring the injured aviator back to the
hospital* Inasmuch as this method will do away with all inequalities of
road service and offer the least shod to the injured, it is suggested
that such an ambulance be developed for the air service. In the meantime
the medical Department has no objection to the Signal Corps developing
an ambulance to meet its requirements so long as the cost is chargeable to
the appropriation of that service*
By order of the Surgeon General:
Fdwin F. F'olfe,
Colonel, Fedical Corns*
_est J^^t^^issjjs sippi.
The first airship ambulance was completed July, 1918*
(b) This ship was reconstructed to conform to drawings
"irtn ^ 31,lin?t0n Fi6ld' in ^ich °™ral alterations w^re
made to improve design submitted.
(c) Ho modifications were later made*
^ wv,-(wv, Thei7isadvantaSes of ttlis shiP s^em to be the position
in which the patient is carried, as shown by the following opinion
of engineer Officer, this field:
_ The patient lies on an angle of about 30 degrees
with a safety belt across the chest. From the hips to
the knees the position is horizontal and with a safety
belt across the thighs. From the knees dorm to the feet
the angle is about 30 degrees, with a safety belt across
the legs. I have been the pilot of the hospital ship on
five occasions and was a patient in one of the same con-
struction at another field, and can state from experience
that the position of the patient is very poor* It is hard
for a man with wrenched back or broken legs or arms to be
fastened in in that position* There is no cover preventing
the wind from coming in on the face, and the face is one
part that is generally smashed up pretty badly. The hospital
ship at this field cannot be reconstructed so that it will
be of any service other than can be performed by an ordinary
ship used in training."
Henry FacV. Smith,
1st Lieut*, Fedical Corps, U. S. a.
NOTE:-This plane was modeled after the first Ellington Field plane
(commissioned April 1, 1918). It is evident from the photographs
that both were modeled after the plane designed by Captain Ocker, A.S.,
and Fajor Driver, F. C, at G-erstner ""a-Id. The latter was commissioned
Inarch 28, 1918. y
~^°ltJ^^^J£SLJ!^
(a) The first airship ambulance, JN 4H, was comnleted
September 1, 1918.
(b) Ship was constructed according to the blue print from
drawing of Barrows of Gerstner Field, dated July 10, 1918.
(c) This ship was unsatisfactory in that the patient was
transported in a semi sitting posture, as shown by photograph. On
February 7, 1919, ship was reconstructed so as to allow patient to
lie in a recumbent position, which also proved unsatisfactory in
that it interfered with the proper balance.
Vernon K. Earthman,
Fajor, iiedical Corps, U.S
Surgeon.
Dallas Newspaper Peport
FIRST AID BY AIEPLA1IE
"Hospital Ship" Latest Addition
At Texas Flying Fields.
Dallas, Tex., June 22, 1918 — A hospital airplane is the
latest innovation at the Love aield aviation school. It is an
emergency airship manned during all hours of flying practice to
enable medical help to reach a fallen aviator.
The hospital "ship" is always ready for instant use* That
there may be no delay, the emergency machine is "cranked up" every
twenty minutes, so that the engine may be kept warm and ready to
produce its best speed as soon as needed* The pilot and the
physician stay close at hand*
Observers with field glasses keep a watchful eye upon the
men in the air, and the instant a flier starts falling, informa-
tion is telegraphed simultaneously to the ambulance, the fire
wagon, and the hospital "ship".
Oftentimes when a forced landing occurs it is in a field
distant from any road, and the ambulance can reach it only by
traveling a long and round about way* The hospital "ship can
save time, not only by its speed, but also by going direct to
the scene of the accident*
Students Not Disturbed
The ubiquitous evidence of preparations for accidents is
thoroughly approved by the young fliers, and has no depressing
effect on their spirits. Always during flying times the ambulances
manned and with motors running stand on the "dead line" ready to
start. Forced landings sometimes occur, with occasional accidents,
but most frequently the injuries are not serious, so the ambulances
have no terrors for the cadets. They call them 'meat wagons".
LOVE FIELD, DALLAS, TtXAS, aIhP3L/NE HilHUUrCfS
ABOVE: JII 4 H TY^E.
BELOV;: JN 4 D TYPE.
?£B2E1JJL0J* ^PJl^^ieJ^^aji_An^i^ Texas^
The accompanying photographs show the Brooks Field hospital
airplane landing at Fort Sam Houston. Permission has been given
to land this ship on the parade ground near the base hosoital in
case of emergency. The photographs give an idea of the appearance
of the plane, -rthich is unique in several respects. After the patient
is once placed on the stretcher at the scene of the wreck he is not
again handled until he is put into bed in the hospital* In other
words, the stretcher lifts out and is used in exactly the same manner
in which they use the stretcher of an ordinary ambulance. The rebuilt
fuselage is of a new shape, not characteristic of the regular Curtiss
J1I4D planes* This ship is painted white. It handles well and has
good climbing qualities.
Harford FT. H. Power, Jr
Captain, A. 3 . A .,
Adjutant.
It *"* '*£* !** m*l ""* '*
I brooks FIFLD, SM AFTONIO, TEXAS.
AIRPLANE AFBUIAFCE COFSTFUCTED
IFROM PLANTS HGPARED AUGUST lh/18.
BROOKS FIELD AMBULANCE AIRPLANE - JN 4 D - I/IIDING ON PaRa.DE GROUND,
FORT SAM HOUSTON, TEXAS, SEPTEMBER 12, 1918.
Report from Scott Field, Belleville, Illinois.
Ship Ho. 1.
(a) First ship was completed September 14, 1918*
(b) Ship was designed by the Engineer at Serstner Field,
I^ike Charles, Louisiana*
(c) Front end of litter was lowered, thus changing the
position of patient from a reclining position to a horizontal
position. Change recommended by the Surgeon, Captain Charles 0.
Bayless, p • C, because there was more danger to patient being
carried in reclining position than in the horizontal or prone
position" .
(d) After changes mentioned in paragraph (c) the advantages
of this ship would be in the rapidity that the Medical Officer could
reach the patient after an accident, and the rapidity that the patient
could be transferred to the hosnital*
Ship Fo* 2*
(a) The second ship was completed Fovember 25, 1918.
(b) Ship was designed lay Captain Asa J* Etheridge, A.S.A.,
Chief Engineer at Scott Field*
(c) No modifications were later found to be necessary*
(d) The advantages of this ship over Ship No* 1, is that
Ship IJo- 2 has the door in the side of the ship, and it is easier
to load the patient into the ship and easier to unload patient from
the ship.
F. R. Russell,
Captain, Fedical Corps *
-v*,X
:CurrP FIEJJ, BELLEVILLE, IILIF01F - AIF>FL/Xi. .. 6?
Showing interior of Airplane Ambulance
Taylor Field, Alabama, completed
October 28, 1918.
Report from Post Field, Fort Sill. Oklahoma.
1918.
(a) The first airship ambulance ve.s completed November 8,
.. „ ib^ The shiP ?fas designed by Major M. L. King, A. S* A*, and
m* 3* E. Cote.
(c) No modifications were later found to be necessary.
(d) This ambulance ship was of great service during active
flying to get quick relief to scene of crash. Patients could be
brought to hospital comfortably by the time a motor ambulance could
reach the crash. The ambulance ship at this field is alwavs flown
by experienced pilots, usually officer in charge of flying"field, and
is always on the line during active flying.
John F. Duckworth,
Major, M* C,
Surgeon*
POST FIELD, FORI1 SI1.L, OKLAHOM, JN 4 H TYPE AIHFEAmE /xHUIANCIl.
COMPLETED NOVLlviBER 8, 19IB. aintinr
(FThitej of the hospital ship added materially to the weight.
(d) Advantages: early arrival of first aid to wounded*
disadvantages: inability to return but one patient.
Should the patient be unconscious with delirium, strapping is not
safe*
Arthur J* Boyd,
■hajor, Fedical Corps
^* r./t'f
244
THE FLIGHT SURGEON AND THE FLYING AMBULANCE.
s
[New York
Medical Journal.
R SnYder Francis J. Romer, Dewey R. Powell,
Allen K Scott, Eddy T. Boya, Roy N. Fuller,
Harold K. Farnsworth, Wilfred Bishop, Doxey R.
Wilson, William E. Rideout, Franklin H. Cooking-
ham, FranV C. Bishop, Goy E. Cornelius, Linwood
Doxier, Arthur C. Kennedy, Arthur G. Waidelich,
Fig. 5.—Recreation room, Lettern&n General Hospital.
Claude E. Hriestis, and ContrackSurgeons Charline
R. Smith ancl May Mathewson. Ynere is no doubt
that close cooperation between thAregular medical
officers of the service and those who came in for
the duration of the war has been o^ great benefit
to both. / Each has learned something, and upon
demobilisation both the regulars and civilians will
continue their profession with a broader arid bigger
viewpoint.
(Published by authority of the Surgeon General, United
States Army.)
THE FLIGHT SURGEON AND THE FLYING
AMBULANCE.
By "The Care of the Flier Section,"
Air Service Division, Surgeon General's Office,
Washington, D. C.
The duty of the medical branch of the air service
has been not only the selection of the flier, but, once
he is in the service, to keep him in such physical
condition as will tend to eliminate his liability to
crash or go stale—to keep him fit to fly. Very early
it became apparent that the flier, in pursuance of his
duties, acquired certain characteristics peculiar to
the unusual nature of his work. In other words, he
became an intricate, highly sensitized piece of
machinery. It was soon obvious to the air medical
service that to keep this organism physically fit a
master mechanician must be provided—a physician
with special knowledge of eye and ear problems as
well as general physical, and also preferably one
who is willing to take flying instruction so that he
will have first hand comprehension of the air game'.
From this necessity evolved the flight surgeon.
The prospective flight surgeon received his first
instruction in the medical research laboratory at
Mineola. Here he became not only familiar with
the duties of his office but with the special equip-
ment designed for examination and reexamination
of fliers. One of the main studies at the research
laboratory, and at the branch laboratories in the
flying schools, is the classification of the fliers on
an altitude basis. Oxygen shortage has been one
of the problems of aviation, for present warfare has
necessitated much flying at altitudes ranging from
16,000 to 22,000 feet. The research laboratory was
established to study the effects of altitudes on man,
and to determine the individual fitness of our avia-
tors for various altitudes, classifying them accord-
ing to their ability to withstand the effects of oxygen
lack. This has been accomplished by means of the
rebreathing apparatus with which the flight surgeon
is familiarized while at Mineola. After this course
of instruction he is assigned to a flying field where
he at once takes measures to establish such relations
with the cadets and officers as will give him an
intimate personal knowledge of each flier.
The aviator needs special and constant attention,
as to diet, exercise, and habits. Also, his fitness for
flying depends largely upon his mental state, and all
conditions which tend to disturb his poise are apt
to react against his efficiency in the air. It is the
duty of the flight surgeon to watch for the unmis-
takable signs of individual deterioration in the
fighting strength of our air force, and to take such
measures as are necessary to combat these condi-
tions. His all important duty is to see that no man
risks his life by flying when he is not fit. He is
given wide latitude in meeting and developing his
work, and his methods vary according to the field
to which he is assigned. At the same time he keeps
in close touch with the central office by personal and
standardized reports which he sends in at regular
intervals. When in his opinion a flier should be re-
lieved of flying duty, either temporarily or perma-
nently, his recommendation carries weight, as it is
recognized that it is his special duty, through sick
call and reexamination, to know the physical and
mental condition of each flier in the command.
The flight surgeon always bears in mind that his
mission is not to eliminate, but through every means
'■Xx-\ TJ Ljmf^
i ^—...-^flb^ ■"ifri^BH
* lOMh jy' »■-•*
Fig. 1.—Loading patient into plane.
placed at his disposal to keep the flier in active
service.
THE FLYING AMBULANCE.
But even with this personal care accorded the
flier, combined with all other measures taken to
guard against accident, the aviator sometimes comes
February 8, 1919.]
THE FLIGHT SURGEON AND THE FLYING AMBULANCE.
245
to grief. Unless the crash is immediately fatal,
when it occurs and where it occurs bear a close re-
lation to the probable recovery of the man in the
fuselage. The accident may occur on a cross
country flight, many miles away from the necessary
facilities for applying the proper treatment. It is
Fig. 2.—Removal of cowl.
all important that the patient receive first aid within
the shortest possible time. It is here that the hos-
pital ship carrying the medical officer can be of great
use. It has no rough roads to contend against; its
bright markings, easily seen in the air, give it right
of way ; and it arrives in a comparatively short time
on the scene of the accident. After supplying first
aid to the injured aviator, if the surgeon suspects
brain injuries by concussion or possible fracture of
the skull, it is believed by this office to be wisest not
to remove the flier, but to "build a hospital around
him"; in other words, to keep him absolutely quiet,
provide the necessary shelter, and give the required
medical and surgical attention without incurring the
risk of removing him until his condition is im-
proved.
If, on the other hand, the flier's injuries are such
that moving does not endanger his life, the hospi-
tal ship as a rapid and comfortable means of trans-
portation is considered immeasurably superior to
the ordinary motor ambulance.
The hospital ships are in use at many of the
fields. They vary in design. In a new ambulance
ship now in use, the injured flier is carried in the
compartment just back of the pilot—the second seat
usually occupied by the observer folding up so that
the medical officer can be taken to the accident, and
then the same space utilized in bringing the patient
to the hospital. The top of the turtle back opens
up, and the ordinary Army stretcher can then be
lifted directly into the body of the plane. A device
is made so that the patient's shoulders are held in
place by two curved braces well padded, while a
footrest eliminates any motion downward. A pneu-
matic pillow is used for his head and canvas straps
are buckled across to prevent any lateral movement.
The following report of transporting a patient by
ambulance a distance of ninety miles is of interest •
"The flier suffered a fracture of the left leg (tibia
and fibula) and contusions of the face and head fol-
lowing an aeroplane crash. He was immediately
taken to the local hospital where splints were ap-
plied to the leg. and the contusions dressed. On
the following day, the ambulance ship (Curtiss H)
left the flying field at one thirty p. m., with the
pilot and medical officer, arriving at the scene of
crash at three fifteen p.m., making the ninety miles
in one hour forty-five minutes, in spite of adverse
winds. On return trip, left at five fifty p. m., ar-
rived at the flying field at six forty-five p. m., mak-
ing the trip in fifty-five minutes with the aid of
favoring winds. The patient stated that he felt the
take off and landing very slightly. The trip across
was very smooth, so much so that he almost went
to sleep. The loading and unloading did not bother
him at all. The difference between the ease and
lack of jarring in the ship and the ambulance car
rying him to the ship was marked."
The ambulance ship has come to stay—its useful-
ness is beyond question, where the scene of accident
is far removed from the peace and quiet of the hos-
pital bed. To its prompt appearance and kindly
aid, many a flier will owe his future usefulness to
the service, if not life itself. The flight surgeon's
work is the ounce of prevention, the duty of the
Fig. 3.—Patient in fuselage ready. A pillow has since been
provided.
ambulance ship, to pick up the pieces. The mission
of both is the care of the flier. As the work of
the flight surgeon develops, we will find less and
less need for the ministrations and uses of the hos-
pital ship.
Copy of preceding article.
(The following: article copied fro*1': the *Tew York *'edical Journal of Feb. 3, 1919.
THE FLIGHT SURGEON AND THE FLYING AMBULANCE
By
"The Care of the Flier Section",
' :.r Service Division, Surgeon General's Office, Washington, D. C.
The duty of the medic-? 1 branch of the -Xr service has been not
only the selection of the flier, but, once he is in the service, to keep
hin in sac1' physical condition as Trill tend to eliminate his liability
to crm^h ^r go stale - to keep him fit to fly. Very early It became
apparent that the flier, Fa pursuance of his duties, acquired certain
characteristics peculiar to the unusual nature of his work. In other
worts, he became an intricate, highly sensitized piece of machinery. It
was soon obvious to the air medical service that to keep this organism
physically fit a master mechanician must be provided - a physician with
special knowledge of eye and ear problems as well as general physical,
and also preferably one who is XXF.ng to take flying instruction so that
he will have first hsnd comprehension of the air game. From thX necessity
evolved the flight surgeon.
The prospective fl?ght sur~eor. received his first instruction in
the medical research laboratory at "tneola. Here he became not only
familiar with the duties of his office but vi.th the special equipment
designed for examination and reexamination of fliers. One of the iraln
studies at the research laboratory, and at the branch laboratories in the
flying schools, is the classification of the fliers on an altitude basis.
Oxygen shortage has been one of the problems of aviation, for present warfare
has necessitated much flyir- at altitudes ranging from 16,000 to 22,000
feet. The research laboratory was established to study the effects of
altitudes on r-an, and to determine the individual fitness of our aviators
for various altitudes, classi:r'-*ing ahem according to their ability to
withstand the effects of oxygen lack. XFLs has been . omplishod by means
of the r'F. rea+%' :*• apparatus with which the flight "ur^eon is familiarized
whiFa at Mineola. After this course of instruction he is assigned to a
fTXng f XTd where he at once takes measures to establish such relations
with the cadets and officers as will ~ive him an intimate personal knowledge
of each f n ier.
The aviator needs special and corstant attention, as to diet, exercise
and habits. Also, his fitness for flying depends largely upon his mental
state, and all conditions which tend to disturb his poise are apt to react
against his efficiency in the air. It is the duty of the flight surgeon to
watch for the unmistakable signs or individual deterioration in the fighting
strength of our air ^cimp and to take such measures as are necessary
to combat these conditions. T:i~ all inoortant duty is to see that no
man risks his life by flying -when he is not fit. He is riven v-ide
latitude in meeting and develoninr his work, and his methods — ry
according to the field to rrhich he is assigned. At the same time ve
keeps ir. close touch with the cXr1. o^ie- by personal and standardised
reports whioh he sends in at regular X,xer-\a.!!s. "rhen *n his opinion a
fli^r should be relieved of living duty, either temporarily or permanently,
his recommendation carries weight, as it is reco^i^ed that it is his
special duty, through sick call and reexamination, to "gnow the physical
and mental condition of ^ch f.ier in the command. The flight surgeon
always bears in mind that his mission is not to eliminate, but through
every means placed at hi s disposal to keep the flier in active service.
THE FLYING F^BUF^NCE
Put even ~Xth this persona1 care accorded the flier, combined
with all other measures ta^en to guard against accident, the aviator
sometimes comes to grief. Unless the crash is immediately fatal, when
it occurs and where it occurs bear a close relation to the probable
recovers of the man in the fuselage. The accident may occur on a cross
country f light, many miles away from the r-^-^rxrv facilities for arnlying
the ^rom-r tre^+mert. It is all im.ooXart that the patient receive first
X within the shortest possible time. It is hero that the hospital ship
carrying the medical officer can be of great, use. It has ro rough roads
to contend against; its bright markings, easily seen in the air, give it
right of way; and it arrives in a coapa.ra.tively short time on the scene
of the accident, After supplying first aid to the injured aviator, if
the surreon suspects FrXa injuries by concussion or possible fracture
of the skull, it is believed b-"- +his office to be wisest not to remove
the flier, but to "build a hospital around \--hi:: X. other words, to keep
him absolutely quiet, provide the necessary shelter, and give the reoXrX
medical and surgical attention without incurring the risk of removing
him until his condition is improved.
If, on the other hand, the flier's inXrX- are such that --'v-ip*-
does not endanger his li^e, the hospital ship as a rapid and comfortable
means of transportation is considered immeasurably superior to the ordin0^*
motor ambulance.
The hospital : Xs are in use at many of the fields. They vary in
design. In a new ambulance ship now in use, the injured flier is carried
in the compartment just back of the Xlot - the second seat usually
occur* vX o-"- the observer folding up so that the medical officer can be
taken to the accident, and then the same space utilized in bringing the
patient to the hospital. The top of the turtle back opens up, and the
ordinary Army stretcher can then be lifted Xreckly into the body of the
plane. - device is made so +h°t the patient's shoulders are held in -'lace
by two curved braces well padded, wri'a a foot rest eliminates any motion
downward. 1 pneumatic pillow is used for his head and canvas straps are
buckled across to prevent amy lateral movement. The folXX^ rep0rt 0f
+ r^assorting a patient by ambulance a distance of ninety iles A s of interest:
"The rlier suffered a fracture of the left leg (tiV.a and fibula)
and contusions of the face and bead following an aeroplane crash. He
was immediately taken to the local hospital where splints were applied
to the "leg and the contusions dressed. On the following day, the
— bulance ship (CurXms tt) left the fk'Xx field at one thirty p.'.,
with the pilot and medical officer, arrivXx at the scene of crash at
Maree pifteen p.-.., making the ninety -iles in one hour rXr-^-^ive
minutes, in srite of -dverse winds. On return trip, left at five
fifty p.m., arriving at the flying field at six fr>rty-five p.m., making
the trip in fifty-five minutes -~ith the ai^ of ~'°vorvag grinds. °v:e
patient stated that he felt +he take off ar>d Xrdi"- very sli-htly.
The trim across was very smooth, so much so that he almost went to
sleep. Fhe loading and unioadi-g did no+ bother him a. t all. The
difference between the ease and lack of jarring in the rvip and the
ambulance c^rryinf him to the shin wa s - arked."
The ambulance ship has come to stay - its usefulness is beyond
question, where the scene of accident is far removed from the peace
and nuiet of the hospital hod. To its ^ror'^t appear© "c^ and kindly
aid, many a fF->r mid1 owe bis future usefulness to the service, if
not life itself. The flight s^r~eon's work is the ounce of prevention,
the duty of the ambulance svip, to pick up the • ie^es. The mission of
both is the care of the f!?ier. as the work of x.he flight surgeon develops,
we will find less and less need for the ainistrations and uses of the
hospital ship.
August 13, 1919.
From: Post Surgeon, Carlstrom Field, Arcadia, Florida.
Subject: Aero Ambulance.
1« It is recommended that the following points be
considered in the ambulance design:
(a) Simplicity, as complicated mechanical devices,
such as windlasses, are prone to be out of order at the
critical moment, and also require more attention in the up-
keep of the ship.
(b) That as few changes as possible be made in the
original design of the ship. The fuselage brace wires and
the fuselage compression struts should not be removed at the
expense of the strength of the ship.
2. That the patient ride with his heal toward the tail
of the ship, rather than his head toward the motor, because
of two reasons:
(a) The greater number of injuries due to aviation in-
volve the head, which theoretically after injury should be
kept elevated* Gaining altitude requires less time and less
sensation than losing altitude. In losing altitude the ship
is nosed doxvn markedly.
(b) The greatest danger in flying today lies in the
take off1 and "landing • When crash occurs the motor fre-
quently "comes back" into the ship. It would be preferable
to have the motor come back on the patient's feet rather than
on his head. Further, if the patient to be conveyed in the
ambulance is a flier who has just been injured as a result
of a crash he will naturally be apprehensive vftien taken into
the air in the aero ambulance, and any marked increase in this
apprehension in the part of the patient will increase the
liability to shock.
3. F. Strong,
Fajor, R. a. A., &. C, U. 3. A.
i
All? 3WFYICE
FEDICAL IS3FAFCH LAFOXWlCFY
Fitchel Field
Farden City
Long Island, Few York
Fovember 19, 1919.
Officer in Charge.
The Chief Surgeon, Air Service, Washington, D. C.
Airplane Ambulance.
1. The subject of airplane ambulance has been considered at
this office, together with the Xxinocr Office at I itchel Field. As
a result the following conclusions have been reached.
2. It is the opinion of both offices that an airplane should
bo designed for this wumose. The training; or combat plane has not
adequate room, balance, or rate of speed to be an ideal ambulance
vehicle* Fractically all of the renorts which have Xer. sent in to
this office from flying fields on the airplane ambulance in use at
those fields shorn- difficulties or one sort or another. None of them
are completely satisfactory.
The report from Ellington Field, where a Curtiss plane was
used, sbiows the difficulty in getting the litter in and out of the
ship.
Report from. Folly Field, where a Canadian plane was used,
shows that four men were required to put the stretcher in place, and
that it was generally unsatisfactory.
At ALioh Field a JN4 plane was used and here the litter and
patient r.'ero held in place by a wheel pulley and chains which were
apt to give way under continual tension and required too much help in
loading and unloading, and the tail of the ship had to be held up while
the patient was boing loaded and unloaded.
At Gerstner and Love Fields the type of plane rras not re-
ported, but report was made that the ships were unsatisfactory, as the
patient was transferred in a semi-sitting posture, and that the proper
balance of the plane was interfered with*
At Farron Field a JITS: plane :as used and the report was
that the removable dec:: vras too high and not sufficiently stream lined.
The high construction of the removable deck created an eddy around the
vertical stabilizer and affected its stability.
At Carlstrom Field a windlass was used in loading, which
was not recommended as it is prone to got out of order a.t critical
times. A JN6 plane was used and it was stated that there was insuf-
ficient room between the litter and the turtle-back for a large patient.
At ITberts Field complete report was given and this appeared
to be the most satisfactory ambulance that was constructed* A complete
report of this follows:
From:
To:
Subject:
emoveo.
^Letter from Officer in charge, Fedical Fesearch Laboratory, to
Chief aurgeon, Air Service*)
Type of plane: Curtiss JN4D. - From the rear cockpit there were r~.
the seat, instrument board, gas throttle, switch, stick, and rudder bar
and the following additions were made:
(a) Fetal cross piece fuselage bottom to support the foot of the litter.
[bj f.;o rests, one on either side of the ship, to support the center
litter bars *
(c) Two straps at the top of the cockpit in the rear, one on either side,
to make the head of the litter fast.
(d) Platform on top of fuselage at rear of cockpit.
(e) Straps across the back of the ship to hold down the metal section of
the turtle-back.
(f) A step on either side of the fuselage.
The ship was remodeled as follows:
(a) Floor boards were placed in rear of cockpit.
(b) Two metal pipe fuselage braces mere substituted for the original
wood braces «
(c) The cockpit metal covering was lengthened 24 inches.
The litter is made of pipe about 6 feet in length, shaped so as to
give two separate leg pieces, which may act as splints if necessary. The
litter is covered with canvas, laced on, making it easy to remove, with
broad canvas straps, so placed as to cross the chest of the patient or
support an injured arm. One strap is attached for each leg* The head
is placed on a shaped head rest, which is adjustable, moving up and dorm
on the frame to fit tall or short patients. To load the ambulance, the
metal section of the turtle-back is removed and loaded* The litter with
patient is now lifted and placed upon the platform on the top of the
fuselage* One litter bearer nor; goes to the other side of the ship and
both men, now standing upon the step at the side of the ship, gently lift
and slide the litter into its proper position in the cockpit, the foot
of the litter passing under a safety hook on either side* The usual life
belt is tightened across the abdomen of the patient. Ihe head of the litter
is tied by two straps to the metal pipe of the fuselage brace and the metal
turtle-back is replaced and strapped. Loading is then complete, the opera-
tion requiring only three minutes. The patient's head rests back across
the shaped cushion fastened on the litter and protects his head from rolling
The jar of the landing is absorbed by the spring of the metal frame of the
litter and canvas and is practically 1thout sensation of a jar* Test
rides have proven that loading and transportation are very comfortable•
3. The engineer officer at this field recomends if a training
or combat plane is used that the folloalng changes be made:
All wires and braces removed from the pilot and observer's seats
qnd the pilot seat installed as far back on the fuselage as the balance
of the plane will permit* In place of braces and wire, heavy three-ply
(Letter from Officer in Charge, Medical Research Laboratory, to
Chief Surgeon, Air Service.)
veneer glued on the fuselage longerons on the side and bottom, from
the engine section, to and including, the pilot seat section, is sug-
gested. The litter should be installed directly back of the engine
and in Front of the pilot on the center of gravity of the plane, allow-
ing tho patient to ride at an angle of 60°, feet first, with his head
elevated to a level with the top of the fuselage, allowing him to see
out and be attended by the pilot. Fy having the stick control removable
the pilot can materially help load and unload the litter. Using this
method all the advantages of previous experience will be retained and
all disadvantages eliminated.
4. This office is in agreement with these recommendations with
one exception. It is believed that the patient's head should be suf-
ficiently below the top of the fuselage to prevent the wind striking the
patient s face* In airplane accidents the face is ant to be pretty well
smashed up and should be protected from the wind*
5. Whatever type of plane is used, it is recommended that the
Stokes Navy litter be used. So far as is known this has never been
used in airplane ambulances, but it is believed that this particular
type of litter will adapt itself more readily to our needs than any
other type of litter, and it will be safer and more comfortable for the
patient.
6. Whatever type of plane in used, its practical value can be
determined only by experiment. It is recoraaended that modification of
training plane along the lines suggested by the engineer officer, as
above, be made for use at some field "where there is considerable flying
going on. It is believed that this will prove to be the most satisfactory
solution of the question of alteration of a training of combat plane.
The question of motor is very important as speed is a factor, and the
ability to get out of a small field is often exceedingly important.
Therefore, a Liberty motor or Hispano Suiza motor should be used*
7. It is believed that a satisfactory plane could be constructed
for this purpose alone, which would be better than the modification of
any existing plane* Such a plane should take into account the following
reouirements: There should be room for two passengers beside the pilot*
The ideal arrangement, from the medical standpoint, would be a place for
two Stokes Navy litters* Arrangements should be made for a medical officer
to ride out to the scene of accident in the plane with the pilot, occupy-
ing the space for one of the patients. If there are t?ro patients, both
patients can b e placed in the litters and brought back. If one patient,
he can be placed in one litter and the medical officer can accompany him
back. If practicable, a detachable seat, which can be folded up out of
the way when not in use, should be available for the medical officer.
Construction should be so arranged that it is possible for two men to
load and unload the litters. It is immaterial, from the medical point
of view whether the patients are in front or behind the pilot. Litters
should be installed so that the patient's head be slightly elevated.
(Letter from Officer in Charge, I-edical Research Laboratory, to
Chief our goon, Air Service.)
In the ordinary t;npo of plane it is believed this would be more readily
obtained if the patient rides feet first if he is located in front of
the pilot, and head first if he is located in the rear of the pilot.
If such a plane is not considered - ractical, then similar arrangements
should be made so that the medical officer can ride out to the scene
of ^the accident with the pilot and attend to the patient. The medical
officer, after loading the patient, can remain at the field until another
plane picks him up.
L. H. Bauer,
Lieut. Colonel, Fi. C.
December 3, 1919.
IEI.jORAIFDUI.; for: The Administrative Executive*
1 • Attention is invited to the attached copy of memorandum
from tho Assistant Executive concerning airship ambulances. Acting
in accordance with the suggestions therein contained and which this
office approved, the liedical Research Laboratory at Garden City, L. I.,
n • Y«, has collected plans of the improvised airplane ambulances in
use at various Air Service stations during the past two years. The
arrangements in all of them are crude and no one of them thus far
used is without objectionable features. The Officer in Charge of
the Laboratory consulted the Engineering Office at Fltchel Field,
L* I*, N. Y., concerning the plans on hand, and that office was of
the opinion that the most satisfactory airnlane ambulance would be
an airplane devised for the sole purpose of use as an ambulance* It
is requested that the Engineering Division draw plans for such an air-
plane, taking into consideration the following requirements:
There should be room for two passengers in addition to
the pilot. The ideal arrangement, from the medical standpoint, would
be a place for twe Stokes Navy litters. Arrangements should be made
for a medical officer to ride out to the scene of accident in the
plane with the pilot, occupying the space provided for one of the
patients. If there are two patients, both patients can be placed in
the litters and brought back. If one patient, he can be placed in
one litter and the medical officer can accompany him back. If
practicable, a detachable seat, which can be folded up out of the
way when not in use, should be available for the medical officer*
Construction should be so arranged that it is possible for two men
to load and unload the litters* It is immaterial, from the medical
point of view, whether the patients are in front or behind the pilot*
Litters should be installed so that the patient's head be slightly
elevated. In the ordinary type of plane it is believed this would
be more readily obtained if the patient rides feet first if he is
located in front of the pilot, and head first if he is located in
the rear of the pilot. If such a plane is not considered practical,
then similar arrangements should be made making provision for but
one patient. Provision should be made so that the medical officer can
ride out to the scene of the accident with the pilot and attend to the
patient. The medical officer, after loading the patient, can remain
at the field until another plane picks him up.1
2. If thi s work is -\ono at .cCook Field, recommend that the
Flight Surgeon at that station be consulted during the progress of
the'plans for such advice as may be given from a nodical point of view.
Albert E. Truby
Colonel, .-edical Cores, U.S. A.
Chief burgeon, Air Service.
Y7AR DFFART1SNT
Office of the Chief of Air Service
WASHINGTON
June 4, 1919*
FFOFANDUFI for the liedical Division.
At the present time there are being used throughout
the various fields of tho United States various types of air-
plane ambulances . It is recommended tlmt the question of having
an airplane ambulance properly designed to be used for that pur-
pose alone be taken up by the Fledical Division with the Fngineering
Division of the Supply Group* It is believed that if a special
airplane ambulance embodying all the requirements desired by
the Fedical Division could be designed, by the Fngineering Division,
containing all the desirable features of those ambulance airplanes
already in use, making one standard plane to be used for this
purpose, that it would be greatly for the interests of the Air
Service* Upon the design and approval of a proper type from the
Engineering Division, it is recommended that a sufficient number
of this type of planes be ordered and delivered so as to supply
each activity in the United States participating in flying duty
with at least two of this type of planes*
Fr. II. Frank,
major, A. 3. A.,
Assi start Execut ive.
December 19, 1919*
The Fngineering Division, Air Service, FcCook Field,
Dayton, Ohio.
The Director of Air Service, Washington, D* C.
Airplane Ambulance s.
In answer to your letter of December 6, 1919, relative
to modification of one or more existing types of airplanes trans-
forming them into Airplane Ambulances, this Division is of the
opinion that the DH-4 is best suited for this and that the require-
ments of the Chief of the Fedical Service can be met*
2. Request that this Division be advised what action is
desired. Our suggestion would be to have this Division modify one
at mcCook Field and have it inspected by a representative of the
Medical Service. If satisfactory drawings and specifications can
be made, further machines may be modified either at FcCook Field or
at some factory.
Thurman 11. Bane,
Colonel, A. S. (a),
Chief of Division.
By:
H. S. Liar tin,
liajor, A. S*, A. P.,
Engineering Assistant.
January 3, 1920.
I.FkaORANDUM for: The Administrative Executive.
1. This office approves the suggestion in paragraph 2 of
above communication that the Engineering Division modify a DH-4
and convert it into an airplane ambulance* It is requested that
Captain Charles 0. Bayless, M* C ., Flight Surgeon at FcCook Field,
be consulted regarding plans and drawings and allowed to inspect
the airplane ambulance -when completed, to see that it comes up to
all specifications from a medical point of view.
2. Further request that copies of drawings and specifications
be sent to this office.
Albert E. Truby,
Colonel, F. C., U. S* A.,
Chief Surgeon, Air Service.
Subject:
1.
<
AIR SERVICE
MEDICAL RESEARCH LABOFATORY
Fitchel Field
Garden City
Long Island, New York
August 19, 1920.
From: Officer in Charge.
To: Chief Surgeon, Air Service, Washington, D. C
Subject: Report on DF-4 Airplane Ambulance*
1. The DF-4 Airplane Ambulance has been tested out at this
field with both dead weight and live weight, and the following points
have been noted:
2. The ship has an excellent motor and flies well, both loaded
and unloaded. During the first flight loaded, it was noted that the
shir> was quite tail heavy, but it was found that this was due to the
stabilizer being jammed. When this was corrected and the stabilizer
worked freely, there was no further difficulty. In landing with the
ship loaded, attention must be paid to the stabilizer, as it would be
very easy to send the ship over on its nose. So far as taking-off and
landing are concerned, this ship will go into and take-off from any
field on which any DH plane can land, or take-off from* The disad-
vantage of a DH plane as an ambulance, however, is that there is less
likelihood of an accident happening on a field in which a DH plane can
make a landing. The DH ambulance, therefore, would be of no use for
such accident. For fields which can handle a DH plane, or for trans-
porting patients from one point to another, this type of plane will be
valuable.
3. In future ambulances, it is suggested that the gas tank be
removed from the present position, the berths brought up close to the
pilot's seat and the tank spread out under the lower berth in the bottom
of the fuselage, if practicable. This will make the plane safer for both
pilot and patients, for at present the pilot is seated between the engine
and tank, and the patients' heads come against the tank.
4. The upper berth is ver?/ comfortable and is well ventilated.
The lower berth is very poorly ventilated and arrangements should be
made to increase the ventilation for this berth. It is believed this
could be done by having an opening, or openings, in the trap-door in
the side of the fuselage. The lower berth is not deep enough. In
loading the patient it is necessary for him to turn his feet to one
side vjhile the litter is being shoved into place. This would be dis-
advantageous in case of a fractured leg. Two or three inches more depth
in this berth would improve it considerably. The Stokes litters should
be equipped with a pad or cushion along the head of the litter to pre-
vent injury to the head in landing. Adjustablo shoulder-caps, similar
to those used on operating tables, would also be very valuable additions
to these litters, as well as increasing the safety of the patient. In a
(Letter from Officer in Charge, Fedical Research Laboratory,
Chief Surgeon, Air Service.)
rough landing, the patient's head is thrown against the top of the
litter and it would be quite possible in a patient weak from shock
of injury, to break his neck. These shoulder-caps would take the
weight of the patient and protect his head and neck. It is believed
that these additions to the litters (cushions and shoulder-caps) would
be necessary, no matter what the type of plane used.
L* H. Bauer,
Lajor, a. C*
Office of the Chief Surgeon, Air Service, September 10, 1920.
Copy for all Fedical Officers on duty with the Air Service:
It is directed that surgeons having airplane ambulances
■which are equipped with Stokes litters, provide the pads and
cushions recommended in this renort.
Albert E. Truby,
Colonel, liedical Corps, U. S. A*
ARIY DEVE LOPS AIKFLA13B A!.:EULAiyE_
There can be little doubt that much of the success which attended the
efforts of the Army surgeons in the World War was due to the short time -which
elapsed between the wounding of a man and his arrival at a well-equipped
hospital. Stationary warfare alone made this possible with our present means
of transportation, the evacuation and base hospitals being brought almost to
the firing line. But the situation would be entirely different in such regions
as our own great Southwest, with its scattered railroads and undeveloped desert
roads•
This is a field of development for the airplane, and the Army is fully
awake to its possibilities, as indicated by the construction of airplane
ambulances, a new design of which was recently completed at the Arcy experimental
station, iicCook Field, Dayton, Ohio, and flown to Boiling Field at Washington.
Many previous models of airplane ambulances were in use at the flying
fields in this country during the war and rendered valuable service on many
occasions, proving both actually and potentially the value of such a service*
These old models were all simple modifications of the Curtiss training planes,
but in the new ambulance, for the first time, a fuselage designed primarily
for the transportation of the sick or wounded is used, providing space for
two litter patients, a medical attendant and a pilot.
The basis for this new ambulance is the DH-4 type of airplane, but
many modifications have been made to increase its safety and stability. Thus
the landing gear has been moved forward about 12 inches and the dihedral
angle increased to 2.75 per cent* The wings have a 12-inch stagger and the
angle of incidence is 3 degrees.
Necessary accommodations for the wounded are provided by increasing
the depth of the fuselage behind the pilot's seat and dividing the space thus
provided into an upper and lower compartment by means of a. longitudinal parti-
tion* These compartments are reached through doors running their entire
lengthj opening on the side of the fuselo.ge* Each compartment is furnished
alth a Stokes litter, which can be securely fastened in its compartment and
is easily handled by two men. Adequate light and ventilation is provided by
means of windows in each compartment. About the upper compartment is a cockpit
with a portable seat which can be used by a medical officer going to aid of
the injured.
The entire plane is finished in white paint with the Army air service
insignia on the wings, and the Red Cross on the sides of the fuselage and
1and i ng whe o1s .
The performance of this ship on its trial flights has been most credit-
able. After the usual preliminary flights at IicCook Field it was f lown to
Washington, and from there to Langley Field and return, the flight from
Washington to Langley Field being made in 65 minutes and the return in 105
minutes, the distance each way being approximately 180 miles*
Several ambulances of this type are now- being constructed for use on
the Mexican border, and what they will mean for our soldiers on the Fexican
border can best be appreciated by those who have seen duty at the hospitals
in that section.
ARFY AND NAVY REGISTER - J^q Z6f 1920.
*; J J. £.
5911
4/ J&*-
5913
f
iM-iiasasSL
•*--W , • * '
%i--r;,k^£J5i*-4' * r*>
wx
\**
X /...a Oj fy^.. .^ ♦
a,,.:. ha. * % < *
^jw JsjgjB
SHOWING DH 4 A, KELLY FIELD,
TEXAS, UNDER CONSTRUCTION.
I
DH 4 AIRPLANE A3ULa-fCE IN FLIFFV, LANGLEY FIELD, X
A? US-A?
:.nw T'I TRF * TR -FRRXhX XFTRG 1-320.
(Pcrpored in the Office of tne Chief .'-ur^on, «ir Se —ie«^
* tot""? of 3""2 rr^he" ".-orrt rerortod bv Flight -Tir~eons at Mr s'crvXo
a + • tions lurF.-ir 102O, Thosn include <0 i rr^-w" of ^ilitTy n"ro')1.n noa in
which dar.a^e w^s done to trie rerool^ne ~nd is t-.ourht to include r.r-ctical \y
"11 crashes luring the ye'ir ">nd cprt^inl" includes -ill serious cr-shes.
Tnbl^ 1 CWSTIES BY S'i,A?T0FL' (fa-** cr"Sh is charged to th.o station. *+ which
the ^ilot was flying^
4 Aberdeen
15 Boiling
1 Cam Bier no
2 Carp Bennin.r
26 Cirlstrom
1 Ch^nute
Q Clark
2 Cobl^nz
9 El Zn*o
2 F'-xrf ie"M
R Prince
39 F.° "* 1 v
T Findhey
18 Lan^le;"
12 Lrro^o
2 Love
9 Luke
17 VfAiien
17 !rcr,ook
14 Tfnroh m
7 MPrf<,
6 • t« the"
o *' i ."' d "* c t crra
?,r> ••Titch^3
1 Fontr ornery
1 Prrk
14 Fost
2 Xch
7 Hockv?11
1 Ros*
10 St ^^r>r3on
? Souths
7 Border Service ' ^tivit ies
1 Moor-i
2 ^ed T31uff
5 Fresno
SET ' Total
Table 2 RIP-BRR OR CR43H5S Tf>!
RACK VOMYM_______i
January
February
March
Aeril
!'a"^
June
July
-ugu?t
Sept^r.ber
October
Ncrveriber
December
nRgxIFS
16
24
33
4?
34
24
25
26
23
15
24
25
Total "TT?
Table 3 CRAhHES ACCOTnu.T, TO RAFK
______OF FT' OT
Not piven
Enlisted
X^ot
CV '!ES
17
46
Colonels 1
Lt. C0lone]s 15
Maiors 130
Captains 86
First Lts. 284
Second Lts. 497
Total Tsm
Socond Lieutonant
First Lieutenant XT
Captain J*
Field Officer (v,j# ^ Lt# } f
Foreign and Naval Officers 7
Total "TEZ
Note: ThQ nuinber of offioer3 in thQ Air Service in
each ^rade in June 30 and December 31 were as follows
Juno 30 Decenber 31
Colonels 11 T'aior Generals 1
Lt. Colonels 14 Brio;. Generals 1
?r°gors 7-\
Captains 259
First Lts 249
Second Lts 507
Total T57T
The average number of cadets under training was 220
Table 4 CRASHES ACC0iF)IFG TO
__RATIhG OF PILOT CRlSIjES
Not given 50
Ro rating 14
Airplane Pilot and JRWA. 207
-Mrplrme Observer 1
Balloon Pilot 2
RR'.A. 34
U.A. 4
^otal "STZ
Note: The number of officers in the Air Service with
flying ratings during 1020 w^s as follows:
Juno 30 December 31
Mr Pilots 615 Air Pilots 575
IT. A. 39 M.A. 5
J.H.A. 66
Total "72T5 Total 580
1
Hot given
Under 20
21 to 27
28 to 30
31 to 35
36 ton40
41 to 45
Total
CRASaR-
6
6
183
56
52
5
4
TT2"
CRASHES ACCORDING TO CLASS OF TX■ T'rpir
■7TTICT! PHOT FW.D RECEIVED
Not £iven
Cadet training
Pursuit
Reconnoisance
Bombing
Total
CRASHES
84
9
133
43
43
"712"
HOURS DUFF IRSTRFCTIOII
OF PILOT "TIP?. TO CRASH
Not «^iven
Less than 6
6 to 10
11 to 15
16 to 20
21 to 25
26 to 30
31 to 35
36 to 40
41 to 45
Total
CRASHES
29
54
123
40
26
5
13
4
5
13
HOUR? SOLO FLY IN" BY PILOT
PRIOR TO CRXH
CRASHES
Not driven
1 to 5
6 to 10
11 to 20
21 to 30
31 to 50
51 to 70
70 to 100
100 to 200
Over 200
Total
19
4
2
10
10
13
9
10
36
199
Table 9 rr-TT*^ vrrrit ^v ', ,.
,X>- " -'L-OITL ^Y viyoT DURTFC
J^lLlljqEDIgG CRASH
Not given
5 or'less
6 to 10
11 to 15
16 to 20
21 to 25
26 to 30
31 to 40
41 to 50
Over 50
Total
CR'VSHES
39
50
63
41
37
18
24
16
17
7
"TO"
Table 10 FORTH IN WHICH PtLOT WAS LXT
PHYSICAL! SXAFrJET) P3iopL T- g
*;u
Not given or more than 12 months previous
January
Februar-y
?Iarch
^nril
Tlay
June
July
August
Septerhor
October
November
December
Total
59
86
23
13
3
6
20
7?
14
12
1
1
1
Tr.ble 11 NIT33ER OF PREVIOUS CRASHES
OF P7'.0T • '
139 pilots
77 pilots
37 pilots
31 pilots
15 pilots
5 pilots
5 pilots
2 pilots
1 pilots
"TO" T0tai
CRASHES
0
1
2
3
4
5
6
7
10
Note: The nunber of pilots in the Air Service on June 30, 1920
was 720 and on December 31, 1920 was 580.
xable 12
^nr. ICAL DEF.TTS OF -ITf/TS x:o ~--xd as
AS PETERTITISD BY F'ST PPJQP ^'TUCAL ^XAPIF^TT0V
No physical defects
One eye 20/20 to 20/30
Both eyes 20/20 to 20/30
One or both eyes less than 20/40
Defective depth percertion
Esophoria
^xophoria
Hyperphoria
Hyperphoria and fisophoria
Low prism divergence with Ssophoria
E?^.r Drum retractod
Unstable Nervous system
Elbow deformity
Color blindness
Nystafpaus
Otitis media
Rnsal obstruction
Hyoertrophied tonsils
Fefective teeth
i erf orated ear drum
Total
CRF5HE3
284
3
1
1
1
1
1
5
1
1
1
2
1
1
1
1
2
2
1
1
712
The majority of Physical affects roted in this table were
not causative factors of the crashes reported.
Table 14 PREVIOUS FLICFITS ?XDE BY PILOT
Oil DATE OF CafiSH
CRASHES
Hone
One
Two
Three
Four
Five
Six
Seven
Pine
Total
135
77
20
11
6
8
2
1
2
Table 15 DURATION OF FLTFIIT BEFORE CRASH
CRA3HES
Rot riven
Less than 15 minutes
15 to 30 minutes
30 to 60 minutes
One to two hours
One to three hours
Three to four hours
Four to five hours
Five to six hours
Over six Pours
Total
18
87
54
65
58
19
6
3
1
1
Tl2"
Table 16
"P.TUFF OF WORK TTgpTG p^^po 1-7TD
•T TT'E OF CRXp
Not piven
Instructing
Receiving Instruction
Practice Flight
Stunting or Acrobatics
Ferrying
Testing
Border patrol
Cross country flights
Total
CRASHES
22
8
15
89
16
9
23
46
104
-TO"
Table 17 IIATUHE OF PILOT'S DUTIES AT FIFLD
CRASHES
Not .given ?-
Under flying training 51
Flying Instructor 2.7
Administrative (Adjutant, Squadron officer,
Flight Surgeon, Engineer, Radio, Supply etc.) 158
Regular flying duty including officers on
border patrol 53
Total "ST2"
Table 18 RESULT OF CR'.SH FOR r'IIOT
Unin hired
Sli~F_tly Injured
Severely Injured
Rilled
■total
CRASHES
217
48
13
34
~3T7
Table 19 COCKPIT OF PILOT
CRASHES
Rot r.iven
Front
Fear
Single Seater
Total
23
217
45
27
3T2"
Table 20 RESULT OF CRASH FCR PASSENGER
CRASHES
"o passenger
Uninjured
Slightly Injured
Severely Injured
Killed
Total
84
160
46
10
12
TS2"
\
Tnble 21 Tyr^ 0p rT/lvp
Not given
JN4H
JF'lHG
JNCHGl
JTI6TI0
Curtis unclassified
DH4
DH4B
D^ 'lavila: \ unclassified
SFF
SE5A
LaPc v*.
TUeuport
Sopwith
Fokkcr
Vought
Thorns T'oiase
Avro
"11 others
Ci-SHES
3
26
1
26
9
1
16
69
124
13-
r
2
3
1
4
2
2
1
4
Total
Table 23 DAM'GE TO PLAT,TE
Not given or not known
Under erring** broken
propellrr broken
'Wings broken
Undercarriage end Propeller brok<
Undercarriage end Win'-s broken
Froneller r,nd W'inejs broken
Fuselare broker
Complete Wreck or washout
Plane burned
Total
CRASHES
6
16
10
15
37
26
26
26
134
16
Table 24 DAY OF
:ep
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
Total
CFXHES
51
50
54
47
47
40
23
TT2
\
T^hlo 25
Not given
1 to 6 ^ "
^ - • • •
6 to 8 A.W,
* +o 10 XV,
10 to 12 P.
12 to 2 P.".
2 to 4 P.P.
4 to 6 P.".
6 to 8 P.P.
Total
CR'SUES
1
6
7
49
100
33
65
43
8
TTZ
Table 26 .7EATHER
Clear
Hazy
Windy
Gusty
Cloudhy
Stormy-
Rain or
iCW
Total
CRASHES
238
11
21
4
17
7
5
9
-"ST?
'abl .e 27 TEK.^IH "Jet given CRASHES
29
Level 138
Woody 15
Hilly 23
Rolling 38
''?rshy 9
Soft (plough :ed or T •ijrldy) '8
Rou<~h 2
Water Tot*! 10
TFble 28 ST "OR OP FFTGHV AT W 'HP1
& C C IDE FIT C C CU Ri ?P
Pot c-iven
Getting off
In air
Landinr
Total
CPFX-Ef
r;
43
81
183
"TT?
T-ble 29 XTITPQE ?T XX"H 7RPUBIP E.'.GATT CP'R'-R;
On c-mund no
Tes8 than 100 feet
100 to 300 feet
69
39
300 tc 600 feet 21
600 to 1000 feet !2
1000 to 3000 feet 43
3000 to 6000 feet i/t
6000 to 10000 feet "l
10000 to 15000 feet 2
Over 15000 feet 1
Total
T-ible 30 DI3T- TTCE OF t ITE OF CRXT! T^oy FIEID CRXHES
On home field 106
One half mile or less 23
One half to one rile 5
One to two riles 15
Two to four miles g
Four to six riles 4
Six to eifht miles 4
Eight to ten miles 5
Ten to fifteen miles 20
Over fifteen miles 121
Total 312
Table 31 CAUSE OF CR'WFI *.S REPORTED BY
FLIGHT SURGEON________ CRASHES
Not laiown 5
Failure of Engine 94
Defect of Plane 26
Fire 4
Flat turn 5
Collision 20
Rose Dive 1
Side slip ing 3
Stall 16
"isjudged landing 19
Pancaking 9
Terrain Conditions 45
Weather Conditions 27
Unavoidable 6
Controls refusing to work 3
Inexperience 7
Air Pocket 1
Gasoline exhausted 8
Spin 0
Poor Pilotage
Total 3*12*
Table 32
CAU3E-OF CXSH AS DET
CRA7R 3CARD
'i:rd by
Not knovrn
Failure of Engine
Defect in PlFr.e
Fire
Flat Turn
Collision
Nose ^ive
Side slippin-
Stall
Pisjudgod landing
•ancaking
Terr- in Conditions
Won-her con-liti^ns
'tyv voidable
Inexperience
Air PocRet
Gasoline Exhausted
Spin
Poor pilotage
Wo cr-sh board
Total
crasioss
70
45
11
3
4
10
1
3
8
3
2
17
6
4
6
1
6
3
6
104
"312
Table 3? ■aPRTVAT pp FIRST *TP
..or given or not needed
Immediately
5 "inuted
10 minutes
20 minutes
30 minutes
One Pour
Tvro hours
Three hours
Four hours or over
Total
CRASHES
98
70
98
19
7
6
8
' 4
1
1
able 34 ^XRUFARCE
None
Horse drrxm
Fetor
Air rime
Total
CRASHES
197
?
106
10
"3T2~
-f f'yit.g hours f~om .7-r.u?ry 1, 1920, to Pec, .31, XX: 74 105
Note:
■'- an example of i'rP ,• -<»„ ' A
data on crr^es . -. • ^ icn ~hlch car. be c-cJS ♦>,« * „ .
X ^.-uries ,r ,r.shes f ntLlTr ?' following correlated
Of ;.TF-At8 rnd nH4Bl8 is p;iven<
Comparison of resul + o u
' l^JU™*™* DH-4,nd mm ,„„.,*„.
Total Ho. of
brashes: 68
Result to Pilot:
Result to Passenger
Total No» of
BB"-4b Crasr r/c: 124
Result to Pilot:
Result to Passenger:
Of the -hove aeroplanes which crashed,
1 DH-4 -was burned
8 DH4B' s -were burned
"°^ naroer or rli~nts ~< de hv the ™v!.g ni^ne bpinp iptp'j « ^ j. x i «i • A.
24404,90 hours. ' " P' "* 2 and total ^y1^ tim*
♦w^ ^f, ?b0VG conPRrison it appears thnt the DH4B is much snfer for th« nUn*
sericu «™±. ^J!™! ?J^^." •?<- * the Percentage, 5 ^a^
In crashes of d8-4 s in which pilots were injured or killed, 12 out of 13
which^r1"6-?1"* fron the front cockpit, in the crashes of the DH4B»s in
cocl-rit * T7ere in-iured or killod, all were oiloting from the front
DH-4 ° an^°r °* fire in the ly--4B however appnms to be much greater than in the .
w"8 SbUl'ntff?' °f Crash Report blank attached hereto showing how information
„ ,'Ibert P. ruhv
Colore] , ' - -.if- 1 Fc
orn:
■■
. . ,C1 iev: ursceon
57 • TISTICAI, X?X°]*L PZ CjttJ'7^ rT -™?, M* r^w-n^ DIT"tt-
19?1
PREPARED I" THE O^FICF O- ^^v CHIEF, 'TDIO'h RnTIO"
OFFICE CHIEF SURGEON, AIR SfiRViCL.
WASHINGTON, D. C.
'X ..IWTI.Cx:- ?&l'?Jfl OP OR'gHES TF 'F!^ AIR SERVICE FWIPW THE pERIOD
i^T: 7_i. A9.2! - TG _Dscr ^ 7'l > 19?X'
~X!I?:iJ^SlJ^Q„PSJ}SS. -of .the Pl\^ > Wedical hoction.
Table 1
Table o
Table T
Table 4
Trble 5
Table 6
Table 7
Table 8
Table 9
Table 10
Table 11
Table IZ
Table 1?
Table 14
Table 15
Tarle 16
Table 17
Table 18
Table 19
Table 20
Table 21
Table 22
Tab le 23
Table 24
Table 15
Table c6
Table Z7
Tible 28
Table ii9
Tab^ 30
Table 31
Table o2
Table 33
Table U
IJ^EX TO TABLES
Cm she? by -tations.
Fumoor of crasher, in eoch month.
Cr >hes "^coxin'- to ranh cF - 'lot,.
Crashes according to ratinr of pilot.
r-o X' pilot.
rasher. e.-*cor\in«r + o cl«ass of training which oilot bad received.
Fours dual instruction of Xlot prior to -rash.
Hour3 solo flying by pilot prior to -mash.
*Xur3 flown Xr oilot duri^T .Tenth '"regaling or sh.
"onth in wXch ilot was last Physically examined -rio>' x o crash,
' umuer of previous crashes vy r'.lots.
"'hvsical defects of pilots who crashed as doterr.-.ire^ bv X.X
prior physic0? e :■:•'• X nation.
(Xot used)
Previous rlights rade by oilot '-•n dot? cf crrsh.
Xiration ^f flight before cr^sh.
PaXr. of work being performed at time of crash.
Fatu"? of pilot's dTitie3 at field
"ae^ult of crash for nilot.
Rank of X.lots killed.
Coo knit oF "Hot.
Result ef crash for nassenrer.
Renk cT' passenger3 killed.
Tyoe of nlane.
(^Tot use'0
D ama ge + o p 1 ane .
Day of week.
Time ef day.
'7e«ther
Terr- in
Star- of flight at which accident occurred.
ltitude at which trouble beg:-n. v
distance of site of crash'--from field.
Cause of cr X as r-no-ted by Flight hjr-eon.
Cause of cr-r sh a.v -u-:^. urreons at
Air hervice sVtions of tho -ernl^r ^ i^t -^ons
nd 0 " " ^rewero fatalities, were obtained :>or the ^FnX
and Xy ,ions group, -he two fatXLities caused bv a bomb explosion
on-' ^r^ nCtlinClUded.intheSe -+^i«ti«. - *his ..asnot
con.: t ^«a aeroplane crash, -he crashes renorted delude al^
asCth!nr! ^v** *9r! ™ en" =* + ^<* ^*e to ^he ueroolanc
as tne result of a crash.
Table 1 gjlF^g ;y STATION fvhe cr^h is cha,-cd to t-,Q
station at w- -'eh th=> oilot
"P5 flyr'ng.^
Abere eon. XI.
Boll* n^ Field
Border he"\Xce ' c4-i^'itieo 16
Cann Polabiri
C-r-i
,".' L ~
Carls ^a-om Field
Ch'-nut.? Field
CI'-X Fiald
^oblenz, 'W^rn^n"
0>*issy 'Field
Dorr Field
Ellington Field
p,.!^nc, f re.
Fort Po-^rd
For.t Pother son
T "Xrt Or aha 1
15 "or**" Sheridan 1
16 r-od"i an Field 1
1 F-l X,- Fi^l^ 39
2 Pinil^y Field 2
33 T-n~lo7/ X'eld 65
5 Lulm1 Field 4
4 VcCook Field 11
3 March Field 9
T jToth^r ^f-^ld 26
1 Fit—ol Ti.>ld 10
12 ■!!ont-ornery, Ala. 2
A Pooo Field 1
1 °o~t viols' 57
1 Scstt viold 1
TOTAL:
3?0
Table 2
20
25
22
on
7-Z
41
44
4?
19
XX^XXP^ CRFWIIES IP ~W "CNTII r "'
Jao.ua^v o*
Febrx -y
"nri]
"ay
June
July
" n '-"v- i
". n-p+x ~h ~r
October
P ovemb ~" -\ r
PoOn'hv r -, c
Total :" F^X
T-Vle Z OP'WF^ES --CCOPPIF0 TC p'.T'" :~ a
"o4" -iven l
Enlisted l.g
Cadet so
.. ec ond T ie u term nt 31
•*rst T,i"uteaa x 147
Car+ • *.n e c
Pes or 11
I iei1tenant. Colonel 4
Foreign Officer
Parine Conns Officer '<■
t>-.-o.1 Officer 1
Totr lW^?e'C"
The nvera~e amber an cadets in training durins the
n<-riod covered lm<- this report was 180.
Table 4 XF'FTteF ' OCOh^TFO JO RATaPFO
OF xw It ' *~~~ '" CF. ■ " JX
"ot '~i\rer • 5
Fo i~.tin<- p?
Firrlane Pilot'and J.XX 398
r "■ * 8
oi'ir^'-O
On Pero-ber zi, 1921, +hore vers .e-"l Air -Wee office —
of the Regular ' re-* ~ith f 1-inr -rrm ings. The number c* ^r.ey:*
X'ficers '.'it} fivi'nr "eiirrs, cm. December 3 1f+, vns u — ror.ima+*l:
5,000.
era .-■?-»-.■
21 to 2^
?A * o r
31 to 35
38 "J c A ?
41 +o IP
/ C 4. 0 r-r,
7
"•85
7A
/• <":
"■ o.
Total
Cih-W_^Xrr •"'T-y} r-' nTA-3S OF
_TF.'-I'hIWfFWF'T"P ""^IPcW"" "" RECEIVED "'- '
Pox «i-/on 26
rai; r *■? ■■ \ i5,ncr
18
-u-vnt 101
o
ao
P** c onnr 1 s se nc o
Bombi-T 69
"^ro or e^r^ of above 20
Total: 330"
HOI TV DP"T IP. ^mTTO^ OF
W_or p'ric^ To"rxWp ' ' " . crx:
Pot -ivon 22
Le~~ than 0 ' 1
6 to 10 119
11 to 15 51
16 to 20 30
21 to c5 21
Zn to 30 12
31 to 35 p
7P to AO 2
41 to 45 cr abT'n 25
Total :"T30
HOURS ^OLO FFXrnn ^RY_PIX0T
;~ "p-"£ *XXgPXH * " " CRX
Pot gim^n -4
1 *r. 5 5
6 to.10
11 to 20
21 to 30
31 to 50 r
51 to 70
71 ts 100
100 to 200
Over 200
nan
.1
3^5"
able 9
HOURS FLO..R BY PILOT DURING
^XHXaGCEPTEO CP*';Th---~
Pot given
5 or less
6 to 10
11 to 15
16 to 20
21 to 25
26 to 50
31 to 4-0
41 to 50
Over 50
^ta"
nRAPHES
14
63
51
so
44
3"
25
2"
6
10
~3Ti5™'-
:able 10 P0TFn IP WHICH PILOT WA ' A' T
?}YXkc-'lJX*^v~~?rraD' pjun'i' "^Tcra.""
Not -iven or rore than
12 mon+Ps previous
0RA°KE£
17
1920
January
?'ay
June
July
' un-ust
September
October
Rore .Tiber
Des»mber
1
1
69
5
13
10
1921
January
February
T'srch
Ao>Xl
Pay f
June
July
. ontember
Total
10
6
8
3
2
4
151
7
3
49 "
27 u
8 ti
4 "
1 M
n ■■
2 m
33CX :Tp?C
Table n '.X X^~ XF' T :-v^s CRF WDW^
JXj'l?"?^.' PREVIOUS CRASHES
154 Pilots 0
W7 " 1
2
i
4
5
6
7
9
'able 12 PIP/F1CAP DEFECT!- OF PILOT "^ 'rH0
CRASHED A^ DEWr filfED* PT"""'7"'T"
Pin oT Ti iiWMfi'"" *""' xri n'-tf-" pilot:-
Po ^hys ice 1 aofec+s 306
One eye WetTreer, 20/20 and 20/30 1
-oth ^ves 2C/20 to 10/30. 2
Hy D€"•" nhor ia 4
Lxonhoria 1
" n g 1 e - f co nv e r to nc c 1
Fo0ring - one ear defective 6
TTe¥ "ing - loth ears defective 1
Pnstable aervcax system 1
^lnt ^oot 1
'hrf ~oc ?le 1
Oxrer"^ni^ht 1
Orrdire nur urs - 1
. fXraiac a^rh^Xhrnia 1
^vn rtronhied tonsils 1
•.^"-ortroshied xurbinote 1
»t* i
The -a.-'ority cf rlv-sica*" defects noted in this
table wore' not causative factors ^f i-be -r-s^es r? no-ted.
1p \a. pp^vT_qu -H
eef T".:
FJXGPT? PW.DE FY ^Iim
0* "CRW'F " '-----
215 P ileta
57 it
25
14 it
5 n
3 ;i
2 i;
0 n
2 :i
5 II
530 "Tints
^PEVIOUS FLIGHTS
0
1
o
4
5
6
7
8
9
T-'h!
DUPFTiON OF iXIGHT BEFORE CRXH ' ' CRASTSS
Pot civen
Less than 15 minutes
15 to 30 minutes
31 r o 60 minutes
1 to c hours
2 to c hours
? to 4 hours
4 \o b hours
5 to 6 hours
Over 6 hours
'otal:
20
94
67
54
58
17
14
2
2
2
"550
Tsble 16 FAXrcE OP jORK Pt,IEG PERFOHF
X^Ttle of* cr/.sh
CRASHES
Not fiven
Instructing
Receiving instruction
Practice flight
Stuntinc: or acrobatics
Ferrying
Testing
n.orJ^r or Forost Patrol
Cross country flight
-ombing or bombing practice
Total:
1
10
13
103
7
17
11
18
129
11
b-e 17 W. ••;.- ^ITOT
Pot -even 11
T:ndor flying•training 122
Flyie-- instructor 8
r{e-Mlr>.r fiyinp rV'ty, including
Border *nr honest Patrol, 51
dministrst i ve - (.'* mutant, Squadron
Officer, .light 2ur^eon, Engineer.
Radio,^upnly, etc.^ 137
Total:" 330"
Table IP R^-vjI.T OF CRA1F ." II^OT '" ' _e!
ITninPu-od 23 *
hlightly in.iurcd 40
Severely in.""ure^ 14
"illed ' 38
Total
RARK OF PILOTS. KILLED
Enlisted 4
Cadet 6
2nd Lieutenant 6
"* st " ieutenant 16
Cartr in 5
T Ia,~ or 1
Total:'" "~"3P
Tab?e 19 C0CKPIT_ S'F^XU^l C—X^l
Pot given -^
243
Front
Rem
Single sea+.e;
7?
44
Tot-l: "^330
•able 20 I^uTW OF CRF p ; ■■ > ■ SEl^XF
No nasscnger
WPJGEP
100
Uninsured lg5
Slightly in hired 26
Severely iniured 13
WiUed 31
Total : 3~5F
there -vere 6 nassengers, incXiing 2 civilian*, killed
in one cr^sh, and also 1 -^-orx^r severely iniured, and
1 (civilian) killed in one '-rash. One other civil ian osssen^er
-.tos killed, mahin- a tot«*l of 4 civilians killed vrho were flyinp;
re "osionfr-rs in ' rrry aeroplanes. Three pr.nrers -rore killed
' ad cne severely iraiured in a single cr°sh, and in unothe ~ crash
two passengers were Filled.
rats- OF PASSERVERS killed
Civilian 4
Enlisted 14
Csdet 5
1st Lieutenant 7
Lieut. Colonel 1
Total: 31
Table 21 TYPE J>F PLATFE CRASKEl
JT'WX 6
tTP4^gT 1
p.
rden
..TR6HC-1
Curtiss unclassiiied■
Cayroni
DH4
DH4P ^-95
Do Hav11 and unclassified
^and le^'-Page -
Fokaor
SE5
SE5A
Pious '-T+
Par tin pc«rFber
Thomas vorse
All others
28
9
1
10
5
12
Total: oTC"T
Table r"* DV/?e To -t'to?
C RASES.
Rot given or not knovm
Undercarriage broken 13
roneller broken 11
W in g s b r <~ i:e n g
Undfrcrriare and nropeller broken 39
Undercarriage ana -'rings brchen 25
^roneller aM wings orokcn 10
Fuse lege broker. 42
r onX.ot© -reck or vrpshxat 154
Purned ?q
Total: TTO
Table 24 ehi OF W^EK CR' ""E^
onday 60
Tuesday 40
Wednes.dn;' • 62
Thursday 55
Fricay 52
Saturday 36
Sunds- 25
Total: "W
Table 25 TEh: -OF DAY CRASHES
Pot given 3
1 no a- PR'. 1
6 +c 8 XP. 8-
p to 10 *.::. 58
10 to 12 ". 87
12 to 2 :X,T. 41
2 to 4 P.V. 66
4 to 6 P.P. 38
■6 to 8 T-.V. 19
8 tc 12 PR'. 9 _
Total: ~1£KP
Table 26 WEATHER CJ J *-:'
hot Xv->n
Clear
Ras^r
W xd'
2
111
6
35
C 1 eudy 22
22
r + orms *
■?ain or snovr
For~v
P°rk or at night
Total
7
11
4
gVn
'ble 27 TR (■
Not ^-i--er
Tevel
'Toodv
11
151
12
Hilly 20
Rolling 20
Panshy 5
Soft (ploughed or muddy land) 31
Thickly settled or small 9
Rough
'Water
49
22
Total: 330
Table 28 SjAOE OF *W,iGHT .Fi ..HICH
IcriDF, 0~ CUs^lT CRASHE:
Pot given - 2
Getting off 63
in air 89
I/mding 175
On ground 1
Total: "T35
Table 29 ALTiTuuE AT .FaiCP TRuUBLh BEGAN CRASHES
On around 130
Less than 100 feet 60
100 to 300 feet 44
3u0 to 600 feet lv
GeO to 10CC fe-t 11
1000 to 3000 feet 44
3000 to £rnr) *"eet 16
6000 to 10,000 fe. t 6
10,u00 to 15,000 feet 1
Total: ~TOT""
'iable oO DIaaRNCE Oy SITE OF CRASH J'RuM FIELD CR'-SHFo
On home field 102
One-half mile or less 18
One-half to one mile 9
One to two miles 14
Two to four miles 8
Four to six miles H
Six to eight miles 8
Eight to ten mile3 -
Ten to fifteen miles ^
Over fifteen nile3 _143
Total: ~3OT
Table 31 C \TLv-; ry c?W "•; .' ^ORTF
~ YlXl X" ;"J ^ ^"r>_r
Ret Pnovm
Acute ohysica1 irer• irme nt
Failure of engine
Defect in plane
F'-t turn "
Collision
Side slinoin.-
Skiddiuf
Stall
TXsiud"ed lanli;\g
laneaWing
Terrain c ond' itims
Weather conations
I n e :cne r ie nc o
Gasoline exhausted
Soin
Poor pilotage
At night
Out of oil
Tire trouble
htoppa.ge in g^ - feed
Bur^ted oil lead
Fatigue of pilot
Unavoidable
Coutr-1s ' named
* ir pocket
fomrrcr*" ia1 rasoline
Table 32 CAUSE 0^ CR XH S DE'X^'IUEP BY
CRlTH ToTRD ' CR' 'TPI:
Not known 27
Failure of engine 27
Defect in plane 9
Collision 12
Side olipping 3
SkLading " 2
Cor.trels jimmied 2
Air oocket 1
Stall 7
Fisiudged land inr- 10
^anca'-ing 7
Terrain conditions 17
Weather conditions 12
I ne xp er ie nc e 1
Gasoline exhausted 3
Spin 4
Poor nilotage 6
At night ■ ' 5
Out of oil 1
Tire trouble 3
Stoppage in rns feed
Unavoidable 7
No crash Poari X^
Total: ' 33"0"
T->ble 33 APRIVA' OF "IRST . IP
^lE"
Pot ~iven <-r not needcl
T,r!mo i ia to 1 *'
3 to 5 minutes
6 to 10 -inutes
11 to 90 minutes
21 frs ?o -inutcs
31 minute" to 1 hnor
1 to 2 hours.
2 to o. hoars
3 to \ hourr or ov»r
'0+-1
97
121
57
14
11
10
5
5
]
9
'pble 34 V'BUT '-"TCE
CR' SHE;
More
r'ntO':"
Xre lane
All others
Total
190
109
17
1A
330
"u-For of fly inr horn*- fro- January 1, 1921, to Povember 30, 1921: 65,882.5-'
The numb'-'" cf flying hoars for December, 1921, is- "ot at present
!\vi'-. lablx.
I. ote: The ".Wove statistics have not beew' analyzc-i °n correlated
^ut all *cc- m ^erorts hn- e been coded and cole c* rls erepared and
punched, so t"Xt analysis and correlation of any of the statistics
r-iven abo\re can be made at cny tire and in a fe'.T rinutes .
£P,X-/tP*>
Uoert E. Truby
Colonel, "'edlcal Corns, TT...'..,
rhief of ''edical Section.
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