the 3-passenger L-13's created more of a problem, In order to utilize the aircraft to maximum capacity between islands and still meet the time schedules requested by the various activities, departure times were staggered and passengers grouped into threes, insofar as possible, Because the peak load occurred between 8:00 and 10:00 a.m. on outbound trips from Parry, and between 3:00 and 5:00 p.m, on return trips, the maximum number of aircraft were in operation during these critical periods. Because of the prevailing wind conditions and the flight characteristics of the planes, it was sometimes necessary to "ground" the L-13's, and occasionally the L-5's as well, during periods of adverse surface winds. The winds aloft, of course, except when of typhoon proportions, created few problems. Very often the visibility between islands, particularly during heavy rain squalls, would drop so low as to require instrument flying. Precautions were taken by flying up the chain of islands on the ocean side at 700 feet altitude and back down on the lagoon side at 500 feet. As a further safety precaution, a strict pattern was required on all takeoffs and landings. Al1 passengers and pilots were required to wear life jackets or "Mae Wests", and safety belts were securely fastened at all times during flight. Although the final decision rested with the pilot it was the responsi- bility of the dispatcher to determine that no cargo was placed aboard an airplane which might create a safety hazard or in any way affect the stability of the aircraft. This, in some cases, meant stripping and re-rigging the aircraft, in&Aasmuch as certain heavy instruments and equipment could not be delivered to the upper island by means other than air trans- port. Occasionally it was necessary to transport an injury case from some northern island to Parry or Eniwetok for immediate medical attention. For this purpose, a "litter ship" was kept in readiness at all times. This was an L-5 with the aft seat removed. A litter could be placed horizontally in it, with a minimm of discomfort to the patient. In cases where it was thought advisable for an aid man to accompany the injured man, an L~13 could be stripped and converted for such a mission within a few mimtes.. In such instances, it was the responsibility of the H & N dispatcher not only to dispatch the L-13 with a minimum of delay, but also to make arrangements for an ambulance to meet the aircraft upon ar- rival. Aircraft communications were of prime importance, particularly for continuous contact with aircraft in flight. Because of the nature of the terrain, an aircraft could go down on a reef without being observed by anyone; hence, the necessity for constant communication between pilot and control. This communication was accomplished by means of 2-way radio op- erating on 4765 ke, with transmitters located at the Parry and Eniwetok control towers. (This frequency applied to conventional aircraft only; helicopters operated on vhf and could be contacted only from Eniwetok. All pilots were required to call "Parry Control" upon landing or taking off from any airstrip. 16-8 A running record was kept of each flight, with