the estimated time of arrival (ETA) noted for each destination. Hence, if a pilot failed to call Parry Control" within a matter of minutes after his ETA, immediate steps were taken to ascertain that no engine trouble’ had occurred, In the case of malfunctioning or "rough" engine, the pilot would call "Parry Control", the airstrip would be cleared, and necessary fire-prevention and "crash" precautions set up for an emergency landing. Radin was also used to good advantage in modifying flight plans of planes in flight. for example, an airplane enroute from Parry to Engebi could be stopped at either Runit or Biijiri in order to pick up additional passengers. By this method, transportation could be furnished from any point on the Atoll to any other point within 15 or 20 mimtes of the time such request was received by the Parry dispatcher. It was found that telephone contact between the Parry airstrip and Eniwetok was inadequate. Therefore, an Army field phone was installed between Parry Control and the Air Force Liaison Unit at Eniwetok. This precluded the necessity of operating through two separate switchboards and provided instant communications between these two key points at all times, Later, another field phone was added to provide contact with the "Rad—Safe" center, through which clearance had to be obtained for all flights immediately following "shot" days in order to avoid excess ex- posure of personnel and equipment to radioactivity. A direct-line "intercom" was required for contact with "Operations Control Center" and other activities from which clearance had to be obtained for each flight during critical operational periods, Adequate safety precautions (for personnel and equipment) were taken at all times. For example, each airstrip was monitored by a fire-preven-— tion or crash jeep during take-offs and landings. This jeep was manned by an H & N employee who had been thoroughly instructed in fire-preven- tion methods by the H & N Fire Department as well as by Air Force instructors, During peak operations, the Liaison Unit furnished an officer and two enlisted men to assist at Parry airstrip. The H & N dispatcher was in over-all charge, taking care of all reservations and scheduling. It was the officer's duty to operate the radio and assist in getting the actual flights underway - a considerable task during peak loads. The two crew chiefs assisted in embarking the passengers, and in checking wheels, tying down wings, etc. They were also charged with operating the ground starting motor, which was used to start the L-13's. These aircraft carry a relatively weak battery which had to be conserved for starting on the upper islands where a starting motor was not available. It was not un- common for an aircraft to average a landing every 10 or 12 minutes, and because the engine had to be cut during loading or unloading of passengers, the drain on the aircraft battery was excessive. After various systems of dispatching were tried, standardization was made on the following: Airplanes were dispatched from the two most distant islands, Parry and Engebi, on the hour and on the half-hour, with pickups at Runit and Biijiri at 15 and 45 mimtes after the hour. This sched- 16-9