Arthur Young Gets Bell into the Helicopter Business

Lawrence Bell, founder of Bell Aircraft
(Airport Journals.com)

In his book The Bell Helicopter Textron Story, David Brown says of Larry Bell, the founder of Bell Aircraft, "Larry Bell was different. With the visionary's eye, he saw his first helicopter and was impressed. When he saw his second (helicopter), he understood that here was an industry waiting to be born." Larry Bell was one of the early American aviation pioneers- after high school he worked as his older brother Grover's mechanic for several years while his brother conducted barnstorming flights. In 1913, his brother was fatally injured in a crash and Bell resolved to stay away from aviation. It wouldn't last, though. He first went to work for his brother's flight instructor, Glenn L. Martin, as a stockroom clerk in Martin's fledgling aviation company. He advanced quickly through the company and ultimately ended up as the Martin Aircraft vice-president and general manager. It was Bell who hired the first college-educated aeronautical engineer for the company- a young MIT graduate named Donald Douglas. It was Bell who got the Army interested in a heavy bomber called the Martin MB-2 that was one of Douglas' early projects. And it was Bell who convinced a brash Army aviator named Billy Mitchell to use the MB-2 to prove that bombers could sink battleships. In 1925, Bell asked to own stock in Martin but Glenn Martin rebuffed his offer of part ownership of the company. Bell resigned and within three years was hired by Rueben Fleet, the president of Consolidated Aircraft. Fleet allowed Bell to own a sizable portion of Consolidated shares and by 1929 he was promoted by Fleet to be the general manager of Consolidated. In 1935, Fleet wanted to move Consolidated from Buffalo, New York, to southern California to take advantage of the better flying weather. Bell didn't want to move, so he resigned but a group of investors backed him in purchasing Consolidated's facilities in Buffalo for the new Bell Aircraft Company. Interestingly, Bell was the third tenant of the factory- it was originally built in 1916 for Glenn Curtiss and at the time was considered the largest aircraft factory in the world. 

Bell's first aircraft was the YFM-1 Airacuda (Bell Model 1) which was a heavy bomber destroyer twin engined fighter. Only thirteen of the unique pusher twins were built and only a single squadron of Airacudas was activated as it was an aircraft ahead of its time. But the US Army Air Corps liked Bell's innovative thinking and asked him for a heavily-armed single engined fighter and this became the Bell Model 12, better known as the P-39 Airacobra which first flew in 1938. It was a remarkable start for Bell's fledgling company and in 1938, President Franklin D. Roosevelt asked Bell to join a group of American industrialists who had been invited tour Nazi Germany. Roosevelt wanted an expert opinion of Germany industrial capacity from the group and Bell was asked to join to assess the Nazi's aviation capabilities. Bell witnessed a flight demonstration of the Focke-Wulf Fw 61 helicopter flown by Hanna Reitsch and he considered the most impressive thing he'd seen on his tour of Germany. 

That was the first helicopter Larry Bell saw- to get to the second helicopter he saw in 1941, we have to step back a bit to look at the story of a unique inventor named Arthur Young. A native of Pennsylvania, while a student at Princeton University, Young was very interested in philosophy and tried to develop an original line of philosophical thought but was unsuccessful. He decided that he wouldn't be able to do so without some real-world experience solving problems. Graduating from Princeton in 1927 with a mathematics degree, Young searched for a technical challenge. He scoured city libraries in the East Coast and made regular visits to the US Patent Office in Washington in his search. He came across a book in his searches by German helicopter pioneer Anton Flettner who had invented a ship that used the Magnus effect from rotary drums to sail across the Atlantic. Flettner had described improving windmill efficiency by using small propellers at the tips. Young thought Flettner's concept could be applied to aircraft and of course that aircraft would be the helicopter, one of the unique flying machines of the day. He set himself on the task of developing a successful helicopter. 

Arthur Young and one of his late helicopter models
(State Archives of Florida, Steinmetz Collection)

Young set up an experimental workshop in a barn on his wealthy family's large estate in Pennsylvania. He refined his ideas using small models and his first design flew in 1931 using parts he obtained from a local toy shop- using rubber bands, hand-carved wooden blades with propellers at the tips and a balsa structure, his first model had a rotor diameter of six feet and it flew for only ten seconds. For the next nine years he worked at improving the Flettner concept, moving to the use of electric motors. He went through so many crashed models he literally learned how to mass produce his own helicopter blades. One of the problems Young encountered was getting his models into a stable hover. Over time he used his mathematics background to calculate stresses and build his own components based on his stress calculations. In doing so, he developed many of the concepts and tools used to measure rotor lift, propeller efficiency as well as equations to calculate a variety of power requirements for helicopters. 

In 1938, Young attended a conference of helicopter designers and learned of the pioneering work of Igor Sikorsky. Sikorsky himself gave a lecture on the use of a tail rotor to counter the torque of the main rotor. Young was fascinated by Sikorsky's lecture and set about to revise his model testbeds with tail rotors, disposing of the complex gearing that he had been working on to drive tip propellers. Stability in a hover continued to plague his efforts- he had tried a pendulum within the fuselage, but the pendulum arrangement he designed couldn't distinguish between the force of gravity and the force of acceleration. He then came up with the stabilizer bar- a bar with weights on the end that was perpendicular to the rotor. The weighted bar when spinning acted as a gyroscope that stabilized the helicopter in a hover. He used an electrical control system that ran to a box where he controlled the helicopter with extreme precision. He took his models on demonstrations to various aircraft companies where he showed how he could fly his helicopter models indoors and even in and out of doorways. He even gave a demonstration to the Army's aeronautical development center at Wright Field in Dayton, Ohio, but failed to find any financial backers. 

Dr. John Sharp was a physician who had seen one of Arthur Young's demonstrations. Sharp had a unique hobby in that he designed gearing systems in his free time and was working on a new gearing concept for a variable pitch propeller was pitching his ideas to Bell Aircraft. In 1941, Sharp was meeting with a Bell engineer named Jack Strickler and in casual conversation, Sharp spoke highly of Young's helicopter flight demonstrations. Strickler than passed on what Sharp told him to Larry Bell himself. Since Bell was impressed with what he had seen with the Focke-Wulf Fw 61 helicopter in his 1938 tour of Germany, he invited Arthur Young to come to Buffalo to give a demonstration of his helicopter design.

On 3 September 1941, Young arrived at Bell's Buffalo plant and was taken to a hangar where P-39s were prepared for delivery. Bell ordered the personnel in the hanger to stop work and move the P-39s outside to give Young room for his demonstration. Not only did Young fly a successful demonstration for Larry Bell, he also reviewed with Bell films showing his previous design efforts and showed him his notes on the design process he had developed to solve the problems of vertical flight. Bell was enthralled by Arthur Young and wanted to hear Young's ideas on a full-size piloted helicopter design. In a matter of weeks they reached an agreement where Young would come to Buffalo and work for Bell in developing a new helicopter based on his designs. Young assigned his patents to Bell Aircraft and Larry Bell funded the development of two full-sized helicopters. Young wanted two aircraft in case one crashed and Bell insisted that the second prototype be a two-seater so he could go on a ride! 

The rest, as they say, was history! That first helicopter, the Bell Model 30, will be the subject of a future article here at Tails Through Time. Stay tuned!

BONUS: A three part interview with Arthur Young in his later years about his design efforts

Sources: The Bell Helicopter Textron Story: Changing the Way the World Flies by David A. Brown. Aerofax Publications, 1995, pp 1-19. "Arthur Young: Maker of Bell, Part 1" by Robert Tipton, http://www.arthuryoung.com/maker1.html. 

The Cheapest Aircraft of the Second World War: The Focke-Achgelis Fa 330

Poor quality video of the Fa 330 operating from a U-boat (YouTube)

Earlier this month I had written about the aircraft types that were operated off submarines in the First World War, albeit on a very limited operational basis, and some designs that never quite made it to sea. In the interwar period, there were several experiments and attempts at aircraft operations from submarines- some of which will be future topics here at Tails Through Time- but none ever really evolved into a useful operational system. As is often the case in wartime, the pressures and operational needs of combat sometimes rekindle old ideas and this certainly the case for the German Kriegsmarine's Ubootwaffe (U-boat arm) in the Second World War. The initial plans were for a light seaplane from the Arado Flugzeug Werke designated Ar 231. Arado had built observation floatplanes for the larger surface combatants of the Kriegsmarine and in 1940, they were issued a contract for six "U-Bootsaugen" or "submarine eyes". The Ar 231 was the result and it was a single seat high wing monoplane with a 160 hp six-cylinder engine. The wings folded back over the fuselage and the entire aircraft could fit into a container only six feet in diameter. However, sea trials showed the little floatplane couldn't take off in winds greater than 20 knots and much like the problems faced in 1917, only the calmest of sea states was needed for safe flight operations- this was an unrealistic expectation for the planned operational arena for the U-boats, in the harsh North Atlantic interdicting convoys bound for Great Britain from the United States. The idea for the "U-Bootsaugen" was quietly canceled with the Ar 231 fading into the footnotes of aviation history. However, following the entry of Japan into the Second World War after its attack on Pearl Harbor, the directive came down for the Kriegsmarine to find a way to join forces with the Imperial Japanese Navy. In the same year that IJN submarines began operating in the Indian Ocean interdicting British shipping, the idea was passed to the Kriegsmarine in December 1942 to base U-boats in Japanese occupied Malaya and the East Indies. A new U-boat variant based on the large ocean going Type IX submarine, the Type IXD2, was on the drawing boards at that time as an ideal submarine for what the Kriegsmarine called the "Monsun Gruppe" which were U-boats based at Penang in Malaya. 

The Fa 330 at the RAF Museum in Cosford (Wikipedia)

On the broad and calmer Indian Ocean (at least on the trade routes from Africa to Australia), the Kriegsmarine once again issued a limited requirement for some means to extend the visual range of a surfaced U-boat for targets of opportunity on the cruises around the Cape of Good Hope to Penang and back. Simplicity and ease of use were paramount, mindful of past pitfalls with operating aircraft from submarines had shown. The unique demands were met by one of the most unique aircraft of the Second World War, if not the simplest and cheapest, the Focke-Achgelis Fa 330. Heinrich Focke had founded Focke-Wulf in 1923. In the 1930s, Focke-Wulf had license built Juan de la Cierva's autogyro designs and from that experience, Heinrich Focke designed the Fw 61 helicopter. However, in 1936, he was ousted from Focke-Wulf. Several references indicate it was because he was considered politically unreliable the the Nazi regime, but in all likelihood it was to get him out of the way so that Focke-Wulf's production capacity could be used to build more Bf 109 fighters from his rival, Willy Messerschmitt. Despite this, the German Air Ministry was impressed with the Fw 61 which the German pilot Hanna Reisch had ably demonstrated by flying the helicopter indoors. They encouraged Focke to start a new company devoted to the development of his true interest, vertical flight. He teamed up with his helicopter test pilot, Gerd Achgelis (he flew the Fw 61 on its maiden flight in 1936) to start Focke-Achgelis and it was this outfit that created the Fa 330 to meet the Kriegsmarine requirement for an observation aircraft of utmost simplicity for use by the submarines of the Monsun Gruppe. 

Lacking its own power plant, the Fa 330 was really a gyro kite. It had a three-bladed 24-foot rotor and when fully assembled, the Fa 330 weighed only 180 lbs. The main body was essentially an upright welded steel tube to which the rotor was attached at the top. A longitudinal tube of smaller diameter was attached to the bottom to which the single seat, controls, tail surfaces and outrigger skids were attached. Each of the major components attached together with simple spring loaded pins which also made for easy disassembly. Two vertically-oriented containers attached to the conning tower housed the parts. With each rotor blade 12 feet long, that dictated the maximum depth of each storage compartment. Four men could assemble the Fa 330 in only 3 minutes in a reasonable sea state. A platform sat on the aft part of the conning tower where the Fa 330 was launched and recovered. With the pilot/observer ready, the U-boat would turn into the wind as 20 mph was needed to get the Fa 330 gyro kite airborne as the pilot used his controls to tilt the rotor head back to "catch the wind" like a kite with a steel cable which also carried a telephone line to allow the pilot/observer to communicate with the submarine's bridge. The operating speed was usually about 25 mph but the Fa 330 could stay airborne with as little as 17 mph of forward speed by the U-boat. Typical operating altitudes were between 200 to 500 feet, though in calm weather, the Fa 330 could be flown up to 1000 feet. In good visibility, this extended the U-boat's visual horizon out from the usual 12 miles to 50 miles. At an altitude of 600 feet, the visual horizon was 31 miles. Even at minimum operating speed, the Fa 330 could fly 200 feet up and that still gave the U-boat captain a visual horizon of about 20 miles. The Fa 330 was recovered by simply winding the cable back in until the Fa 330 could alight on the conning tower platform. Though Focke-Achgelis designed the Fa 330, it was built by another company, the Weser Flugzeugbau.

Model kit box art showing an Fa 330 being deployed by a U-boat (Mirage Hobby)

Pilot/observers were trained to fly powered gyrocopters at the French Aeronautical Experimental Establishment outside of Paris. Training on the Fa 330 itself was carried out inside a large wind tunnel with more advanced training taking place with the Fa 330 being towed by trucks on a runway before moving to being towed to higher altitudes by a gyrocopter. A proposal was floated to put a 60 hp engine on the Fa 330, but it never advanced far with the Kriegsmarine. About 200 Fa 330s were built. At sea, the pilot/observer was in an unenviable position should he have spotted a warship as that would have meant an immediate crash dive by the U-boat. If this were to happen, the pilot was to activate his escape mechanism which severed the rotor blades get them away from the pilot who then dropped away from what was left of the Fa 330, his parachute ripcord being pulled automatically by the departing blades as they fell away. That left the pilot to float down to the ocean and hope to be picked up when the submarine resurfaced. It's not known what happened to most Fa 330 pilot/observers, though Royal Navy patrols in the Indian Ocean did come across floating parts from the Fa 330. 

Only the U-boats with Monsun Gruppe in the Indian Ocean used the Fa 330 as the Allied air threat in the Atlantic was too great. Only one sinking is known to be attributed to Fa 330 operations when U-177 used its gyro kite to assist with the interception and sinking of the Greek steamer Ethalia Mari on 6 August 1943. Details of the use of the Fa 330 operationally are scant on account of so few U-boats surviving the war. Several U-boat captains, however, believed using the Fa 330 was too risky which may have ultimately prevented its more widespread use. The Allies found out about the Fa 330 after studying the submarine U-852 after it had run aground on the coast of Somalia after an air attack. While not impressed with its capabilities, they were suitably impressed with its simplicity and ease of use. 

The L-3 Valkyrie Virtual Mast unmanned gyro kite (Popular Science)

Interestingly in 2013, the defense company L-3 proposed a re-imagination of the Fa 330 concept with their Valkyrie "Virtual Mast" in which a carbon fiber gyro kite would carry aloft an electro-optical/IR sensor as high as 5000 feet on a steel cable for ships at sea. 

Sources: Strike From Beneath the Sea: A History of Aircraft-Carrying Submarines by Terry C. Treadwell. The History Press, 2009, pp 103-109. The Smithsonian National Air & Space Museum.

Dr. Hans Multhopp's Raven and Its Legacy

Dr. Hans Multhopp and a model of his Ta 183 fighter

By 1942 both Messerschmitt and Heinkel had flown jet fighter prototypes but other great fighter aircraft manufacturer of Germany at the time, Focke-Wulf, was lagging behind in jet aircraft development with the technical director of the company, Kurt Tank, still working on preliminary ideas for a jet fighter aircraft. Tank's first designs resembled the Heinkel He 162 with a single, dorsal-mounted engine. As Tank refined the design further, the engine moved into the fuselage with a nose intake, then it got lateral intakes, twin fins and finally ended up as a single-engine twin-boom fighter that resembled the De Havilland Vampire and was named the "Flitzer" (Dasher). However, Tank's protege in the company, Hans Multhopp, had been working on something even more spectacular than the Flitzer. Multhopp joined Focke-Wulf in 1938, having been recruited by Tank himself from the University of Gottingen where he worked under the famed aerodynamicist Ludwig Prandtl. By 1940 Multhopp was second-in-charge of the company's aerodynamics department and by 1943 Tank had promoted him to head the company's advanced design bureau. It was here that Multhopp developed what was called Project V. Multhopp had christened his design "Huckebein" after a mischievous raven in a children's cartoon of the day. The Huckebein had sharply swept wings and a raked back T-tail that gave it an appearance that was nothing like any design in the works anywhere at the time. 

Kurt Tank's Flitzer design

Tank was dubious about the features of the Huckebein and had scale models of both the Flitzer and the Huckebein built and tested. Despite the tests not uncovering any flaws with the Huckebein, Tank continued work on his own Flitzer but by 1944 it was quite apparent that it couldn't deliver the performance the Luftwaffe desired, which was for a jet fighter aircraft that could outperform the Messerschmitt Me 262. Even though the Me 262 was quite capable in many respects, the German air ministry, the RLM, had overstated the progress of the Allies in jet fighter aircraft development. In addition, by 1944 it was apparent that the Boeing B-29 Superfortress could outperform the B-17 and B-24 bombers that were hitting the Reich regularly. The main drawback of the Me 262 was that in using two engines, it used up per aircraft twice the scarce materials than a single-engined aircraft. Because of this, the RLM and the Luftwaffe exercised even tighter control over fighter aircraft development that in hindsight, were excessively bureaucratic. 

In 1944 with Tank having to accept that the company would have to focus its development resources on the Huckebein, the RLM issued a specification for a high performance fighter powered by a single Heinkel HeS 011 jet engine. Messerschmitt submitted what was to become the P.1011 fighter. Focke Wulf submitted Multhopp's Huckebein and even seaplane builder Blohm und Voss submitted a fighter design. Through the winter of 1944-1945 RLM officials and Luftwaffe staff endlessly deliberated the merits of each design and even discussed revamping the specification- as Allied armies were approaching the Rhine in the West and the Soviet Red Army was continuing its relentless push on the Eastern Front. Junkers was then invited to submit their design as well. With no progress being made, the Luftwaffe High Command called an emergency meeting in February 1945 to resolve the matter and the Focke Wulf Huckebein was selected as the Ta 183 ("Ta" in reference to Kurt Tank) to be the interim design while the Messerschmitt design was regarded as the optimal design for further development to supplant the Ta 183 in service. Plans were drawn up sixteen test Ta 183 aircraft with a maiden flight planned for May or June 1945 with the first production fighters being delivered to the Luftwaffe in October 1945. 

Ta 183 Design III, this influenced the Saab J29 Tunnan

The Ta 183 was aerodynamically very advanced with a 40 degree, thin, swept wing that had low wing loading for high altitude performance and maneuverability. The sharply raked back vertical fin mounted a T-tail unit that was used only for trimming purposes with pitch and roll to be handled only by the wing surfaces. The cockpit was pressurized and aircraft was armed with hard-hitting 30mm cannon. An alternate variation of the Ta 183 was also envisioned with a less sharply swept wing, a conventional tail unit and longer fuselage- this was the Design III which Tank worked on while Multhopp refined the original Ta 183 which was designated Design II. 

The Ta 183 is a popular subject of "What-If" modeling

Work proceeded quickly after that February meeting, but the following month the Allies crossed the Rhine into Germany and work on the Ta 183 under Hans Multhopp and Kurt Tank ground to a halt when the British Army captured Bad Eilsen, the location of Focke-Wulf's design department. The fall of Nazi Germany left the Allies an impressive treasure trove of aeronautical progress. The British initially failed to realize the technological leap the Ta 183 represented when they sifted through the captured material at Bad Eilsen. The Soviets, however, were quick to realize the Ta 183's potential, having found a complete set of plans on microfilm when they captured the RLM headquarters in Berlin. While the plans were examined by Artyom Mikoyan and Mikhail Gurevich of the MiG design bureau, it would be fallacy to say that the MiG-15 is a copy of the Ta 183 as Mikoyan and Gurevich were talented designers in the their own right. Perhaps their examination of the Ta 183 plans confirmed their own intuitions on how best to proceed with the MiG-15. There is no doubt, though, that Sweden managed to get a hold of the Ta 183 plans and data and that it is believed to have influenced their own design work on the Saab J 29 Tunnan fighter. 

Following the end of the Second World War, Kurt Tank and Hans Multhopp parted ways, with Tank moving on to work on projects in Argentina and India (subject for future blog posts, stay tuned!). Multhopp and a team of his assistants went to work at Farnborough in the UK and developed plans for a transonic research aircraft powered by an Rolls-Royce Avon turbojet with 60-degree swept wings and a T-tail with the pilot sitting prone in the shock cone of the nose intake. However, Britain was economically spent after the war and Multhopp's design never got built. In 1949 he moved to the United States and went to work with the Glenn L. Martin Company where he worked on two designs that also had T-tails- the XB-51 tactical bomber and the P6M Seamaster jet flying boat. He would later become the chief scientist for Martin Aircraft and his career would culminate with Martin's pioneering work on lifting body spaceplane designs like the X-23/PRIME and the X-24 which provided much data for the NASA Space Shuttle program. 

While the Ta 183 was only one of many advanced designs being worked on in Germany during the Second World War, it is probably the most emblematic of Germany's influence on postwar aircraft design. Many designs that were considered ground breaking in the 1940s like the Boeing B-47 Stratojet and the North American F-86 Sabre, originally began as less-than-spectacular straight wing designs that were reworked to incorporate what was being learned from the analysis of captured German aeronautical research.

Source: Aircraft, January 2011, Volume 44, Number 1. "The Luftwaffe's Last Hope" by Bruce Hales-Dutton, p46-50.

During times of war, operational necessities sometimes breed unusual solutions- in the Second World War the most famous of these was the Japanese kamikaze. Though no Allied airmen were ever committed to a formal suicide mission, the desperation of the in its first half did lead to one program that probably comes as close as can be to a suicide mission- the Catapult Armed Merchantmen (CAM ) ship program put in service by the British during the early days of the Battle of the Atlantic.

Being an island nation, Great Britain was dependent upon maritime trade and in particular, dependent upon the Atlantic convoys from the United States that delivered not just weapons and armaments, but also food staples and fuel. As the Battle of the Atlantic intensified in 1941, the German U-boat menace began taking its toll on merchant shipping that was Britain's wartime lifeline. However, the U-boats were only part of the problem as the Luftwaffe's long-range Focke Wulf Fw 200 Condor long range patrol bombers also preyed on the convoys and also provided eyes for the submerged U-boat wolfpacks.

The solution was the Catapult Armed Merchantmen and the Hawker Sea Hurricane. Approximately 36 cargo ships were fitted with a rocket-driven catapult mounted on the forecastle of the ships. The catapult was mounted in a fore-aft orientation and slightly offset to port to which the Sea Hurricane was mounted. The first Sea Hurricane variants only had local reinforcements and attachment points to the catapult trolley. Two pilots were assigned to each CAM ship and alternated 12 hour shifts. Once a Condor had been sighted, the alert pilot strapped into the Sea Hurricane and the rocket catapult fired, moving the Sea Hurricane and the expendable trolley at 3.5Gs while the pilot had the engine running at full power.

The CAM ship's forward structures were shielded to prevent damage caused by the rocket blast. Once committed to launch, the pilot had to use 1/3 starboard rudder to overcome the Hurricane's tendency to swing to port at full throttle. In addition, 1/3 flap was used to help get the Sea Hurricane airborne with the trim tabs set to neutral. If too much back pressure got applied during launch, the plane would stall and fall into the sea, so pilots would brace their right arm by shoving their right elbow against their hip to prevent inadvertent back pressure from the G-forces of the launch.

Launching the Sea Hurricane and engaging the Condor was the easy part of the mission. Since there was no way of returning to the ship, the pilot only had two choices- either ditch near the ship or hope there was enough fuel to head for land. Ditching a Sea Hurricane wasn't a great option- the bottom mounted radiator scoop easily flooded and the aircraft would sink quickly. If land was too far away to reach, the preferred option was to bail out rather than ditch the aircraft. Timing was of the essence, as exposure in the cold North Atlantic required an expeditious rescue out of the water. Later versions of the Sea Hurricane were fitted with two 44-gallon underwing tanks to extend the range and make reaching land more feasible.

As a result of the risks to the pilot in launching the Sea Hurricane, it was considered a last resort as most convoy captains didn't want the rocket flash to attract the attention of the Condors. By 1943, though, the CAM ships and their risky missions were superseded by the arrival of the first small escort carriers called MACs- Merchant Aircraft Carriers. The MACs were small escort carriers that lacked any hangar facilities and carried its Sea Hurricane complement (usually five) on the deck exposed to the elements. As a result, the Sea Hurricanes were only good for about 30 flying hours before saltwater corrosion took its toll. Although Sea Hurricanes were also deployed on the larger fleet carriers of the Royal Navy, handing idiosyncrasies on landing made them quickly superseded by purpose-built carrier fighters.

Source: Aeroplane Monthly, April 2010, Volume 38, No. 4. "Fierce Wind over the Deck" by Philip Jarrett, p36-40.