Army Aviation Digest - Jan 1971

8/12/2019 Army Aviation Digest - Jan 1971

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USAARlSCI SUPPORT CENTERUNITED STATES ARM yroR BOX 620 7, ALJ ~ Y 1971VI TION GEST

CRUISE TM 55-1520-210-10PRESSURE ALTITUDE 2000 FEET

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400 450 500 560 600 650 BLEED AIR OFF120 130120110II_ _ ~ 1 2 O110 110o

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UNITED

DIRECTOR OF ARMY AVIATION , ACSFORDEPARTMENT OF THE ARMYBG Will iam J . Maddox Jr .

COMMANDANT , U . S. ARMY AVIATION SCHOOLMG Allen M . Burdett Jr.

ASST COMDT, U . S. ARMY AVIATION SCHOOLCOL Hubert S. Campbell Jr .DIGEST STAFF

LTC Robert E. Luckenbill , ChiefRichard K. Tierney , EditorCPT Edward A . Bickel2LT Kenneth G . Kitzmiller2LT John H . ZwarensteynCW2 Kenneth l CavaraWill iam H. SmithLinda McGowanBrenda R. HarpBetty S. Wallace

GRAPHIC ARTS SUPPORTHarry A . PickelDorothy l CrowleyAngela A . Akin

DIRECTOR, U. S. ARMY BOARD FOR AVIATIONACCIDENT RESEARCH

COL Eugene B. ConradUSABAAR PUBLICATIONS AND GRAPHICS DIVPierce l Wiggin, Chief

Will iam E. CarterJack DeLoneyTed KontosCharles MobiusPatsy R. ThompsonMary W. Windham

BOUT THE COVERNew performance data chartsare on the way However thoseon the covers and page 5 aretest formats for the U H-1 H, T-53-L13 engine and should note used. Also, they do notcontain the full color schemeappearing in the TM. See page

14 for story.

RMY VI TION

JANUARY 97 VOLUME 7 NUMBER 1ARTICLES

Command And StaffHuman Factors In Airmobility 1970-1980Attention: Reserve And National Guard UnitsArmy Aviation 2000Two Distinct "Clicks"It Could Happen To You And MeTouchdownSupport You r Local GCAArmy Midair CollisionsCompromises Without CauseNew Aviation Mishap Reporting System

FEATURES

Charlie And Danny's Write-InPotpourriMaintenance MattersAeromedicPearl'sUSAASO Sez

18

121619243235365056

142228305964

The mission of the U. S. ARMY AVIATION DIGEST is to provide information of an operational or functionalnature concern ing safety and aircraft accident prevention, tra ining, maintenance, operations, research anddevelopment, aviation medicine, and other related data.The DIGEST is an official Department of the Army periodical published monthly under the supervis ion ofthe Commandant, U. S. Army Aviation School. Views expressed herein are not necessarily t hose of Department of the Army or the U. S. Army Aviation School. Photos are U. S. Army unless otherwise specified .Material may be repr inted provided cred it is given to the DIGEST and to the au thor, unless o ~ h r wind icated.Articles. photos. and items of interest on Army aviation are invited . Direct communication is authorizedto: Ed itor , U. S. Army Aviation Digest, Fort Rucker, Ala . 36360.Use of funds for pr inting this publication has been approved by Headquarters , Department of the Army ,3 November 1967.Active Army units receive distr ibution under the pinpoint distr ibution system as outl ined in AR 310lComplete DA Form 12 -4 and send directly to CO AG Publications Center, 2800 Eastern Bou levard, Ba lti more, Md . 21220. For any change in distribution requirements, initiate a revised DA Form 12-4.National Guard and Army Reserve units under pinpoint distribution also shou ld submit DA Form 12 -4.Other National Guard units should subm it requests t h r o u ~ h their state adjutants general.For those not eligible for official distribution or who deSIre personal cop ies of the DIGEST, pa id subscriptions, 4.50 domestic and 5.50 overseas, are ava i lable from the Superintendent of Documents, U. S. Gov ernment Pr inting Office, Washington, D. C. 20402.


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heRight Man

While most Army command-ers would not place an ama-teur in a vital operationsslot many will permit anewcomer to occupy a keypersonnel position. This isonly the beginning of a myr-iad of problems which con-front the Army s personnelmanagement program today

heRight Job

COMM ND ND ST FFT HE ARMY HAS gone to a great deal of trouble in providing the guidance and instructionso necessary for operating a sound personnelmanagement program. However, certain recurrentpersonnel problems encountered at all commandlevel in the Republic of Vietnam and el ewherethroughout the Army galaxy lend credence to thetheory that not everyone concerned has received

the word on the Army's efforts.This article seeks to impart to current and fu

ture commanders and taff officer the Army'scurrent philosophy of personnel management, aswell a to depict

management ystem. By nece ity, major re ponsibility for personnel management has long restedwith the local commander. In the last analy iwere a completely centralized system de iriousand pos ible commander would continue to takepersonal interest in the morale and welfare oftheir men to ensure effective use and direct management of the human resources available formission accomplishment.

Career management ideally features an integrated personnel effort directed toward the progres ive development of individual potential and

per onnel management probl ems o f t e nencountered atdivision leveland below. Proposed solutions

pers )nne/ mdndgement prDb/emsajor Nelson L arsh

are a l so advanced.

The primary objective of the Army's eXIstIngsystem for managing its personnel is of course,to upport the ba ic combat and peacetime mi -sions of the Army. Education and training mustprepare military personnel for the vital roles theymay be expected to play in combat. Personalqu alities which make for ucce s in combat mu tbe isolated, nurtured and developed. Leader hipdoctrines and practice must assure effective responses in the event of war.

Worldwide distribution of the Army ha precluded a completely centralized personnelJANUARY 97

thereby, the employment of military member onpositions commensurate with their skills knowledge and interests. Career management programthen are long-range investments in human potential their uccess dependent, however on theparticipant' intention to make the Army a career.

Career management, historically an old Armyconcept and centrally managed at the Departmentof Army level, has concentrated on the development of the officer corp . The management of Individual officer careers has been achieved byexercising control over personnel functions in-


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2

cluding assignment, promotion, selection for training and education, counseHng and other activitiesrelated to career development. This system hashad desirable results in meeting the Army's requirement for competent officers, the individua1 sneed for structure and guidance in career development matters.

Conversely, personnel management of enlistedpersonnel is accompHshed through a decentraHzedsystem extending from Headquarters, Departmentof the Army and down to unit leve1. The careersof E-8 and E-9 personnel (to ihclude commandsergeants major) are managed by Office of Personnel Operations (OPO) much in the same manner as the officer corps. Central promotion of E-9s by DA was begun 1 December 1968 whereasthat of E-8s occurred on 1 March 1969. A1thoughE-7s are career managed at OPO, promotion authority for this grade remains decentraHzed.

Notwithstanding the strides made by DA as aresult of the enlisted grade structure and management of enlisted careerists centra]]y administered(MECCA) study groups, personnel managementremains a responsibiJity of field command. Basedon the concept that officer personnel managementis oriented toward mid- and long-range Army requirements, whereas enlisted management isgeared toward the particular short-range needs ofparticular units, this system reHes heavily on unitcommanders, personnel officers and individual initiative to perform most of the career managementfunctions necessary for enHsted members. Understandably, unit interests' are parochial and individuals are viewed in terms of mission requirementsof here and now. In the final analysis, a pragmatic approach to personnel management occurs.Commanders, usua]]y having neither the information nor the authority to carry out long-range ca reer planning and development programs,genera]]y assign, retrain, reclassify and promoteto meet immediate requirements. The satisfactionof urgent unit needs frequently takes precedentover long-range interests either of the Army orthe individua1. As a result, units frequently findthemselves embroiled with problems often of theirown making.

Divergence Of ssignment uthorityAt combat division level, the personnel management assignment picture has become clouded bythe introduction of several extra managers.Besides the division adjutant general (through thepersonnel officer) performing his traditional roleof personnel assignments, many Vietnam unitsfrequently find their 0-1, chief of staff, aviation

U. S. ARMY AVIATION DIGEST


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prior experience, education or training. From thepositive rather than negative viewpoint, top-notchpersonnel management can either restructure acombat division from a mediocre to a first-classformation or completely reorganize, under fire analready reputable command. Regrettably, relatively few combat arms officers look upon S-1 orG-l work as desirable duty, although they wouldfind few jobs as self-satisfying as working withlarge groups of people. The cornerstone of mostcombat arms officers revolves around troop command and operations duty. Personnel, intelligence, logistics and civil affairs positions come ina poor second.

Certainly there is no reason for a combat armsofficer not to function effectively as a G-l or anassistant G-l. Indeed, if he has served as an adjutant at a battalion or brigade, a G-l section position is a natural progression. However, to st rtout in personnel work at a G-I level, especially incombat, is not really a wise venture. Nevertheless, in one survey of 1 200 officers in a divisionin Vietnam, only 10 were found with prior personnel experience. Nine were Adjutant GeneralCorps officers; the tenth was Medical ServiceCorps. An isolated example? Perhaps not. t isadvised that the reader check his own commandto ascertain how many officers can be found witheven a basic personnel background.4

major responsibility of a personnel officeris the processing of awards and decorations

What exactly marks the neophyte in the personnel business from his more exper iencedcomrades? Initially, he will not be familiar withthe basic enlisted military occupational specialtyMOS) system nor the equipment characteristics

of those MOS where knowledge is an absoluterequisite. Unversed in MOS codes and titles hewill not be able to analyze computer printoutseffectively in order to advise his commander ofcommand assets and needs. In addition to MOScodes, he also will not be familiar with the newlyestablished career management fields CMF).

Heavy casualties present another problem forthe amateur personnel staff officer. The neophytemore than likely will have the tendency to become overly excited when he first encounters thissituation and, as a result, he may grossly overestimate the numbers involved. An overrun on thereplacement list of 100 to 500 percent is not at alluncommon. Experience will teach the novice todetect and report important net losses dead,missing, seriously wounded, etc.) rather thangross casualty losses, as well as scour the command for necessary replacements before requesting help from Army headquarters.

Personnel management becomes a life or deathsituation when the personnel staff officer allowsthe strength of a combat battalion or cavalrysquadron to drop so low as to not be able to defend itself properly, much less carry out offensiveoperations. The amateur is apt to get a fixation oncertain units and direct that they receive a preponderance of available replacements while theirsister units wither on the vine. How does he explain th t to the commander when a low strengthoutfit is zapped?

Enough said, but examples of the personnelamateur number in the hundreds.

Historically, the primary mission of training andqualifying officers in personnel administration hadbeen the responsibility of the AG Corps branch.Personnel management could be improved at unitlevel by AG Corps officers being assigned as adjutants to brigades and battalions. However, it hasto be taken into consideration that this woulddeprive commanders of the ability to freely rotateofficers throughout their units. Moreover, S 1 positions are needed as basic training grounds forpersonnel staff positions in the division and corpsG-l sections, as well as higher.

From the foregoing it can be concluded thatU. S. ARMY AVIATION DIGEST


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more career officers from the unit level should beselected to occupy unit level adjutant slots. Fromthese officers then experienced and qualified 0-1section members could be chosen. In addition, a1 or 2-week school at field Army, corps or divi-sion level would be recommended to providethese key officers assigned to 0-1 sections with anoverall brief on Army personnel philosophy, mil-tary personnel policies, the function of the personnel support system and the stressing of theindividual's role in the system. An intensive shottcourse also is recommended for all junior careerists at each of the Army's service schools. As analternate solution, however, commanders mightwish to assign a qualified AO Corps officer astheir 0-1 or at least assistant 0-1. Several divi-sions in Vietnam have used this highly successfulassignment technique.

iversion f ReplacementsUnder the ROAD (Reorganization Objective

Army Divisions) concept, combat maneuver battalions are operationally attached to brigades inmuch the same way that divisions are attached tocorps. The ROAD personnel service support concept calls for the AO and 0-1 to deal directly withthe maneuver battalions on personnel mattersrather than through a brigade headquarters. However, in many divisions certain battalions arelinked to a particular brigade on a rather semipermanent basis, usually fostered by tradition orgeographical proximity. Therein lies another ma-jor problem, who belongs to whom? When a bri-gade commander feels strongly that certainspecific maneuver battalions belong to his bri-gade, a diversion of officer warrant officer andenlisted men is apt to transpire. While these di-versions may take place between battalions, thosediverted often wind up in the brigade headquarters.

If the battalions do in effect operationally be-long to a brigade for extensive periods of time, asis frequently the case, then the brigade commander could be considered well within his rightsto divert, despite the ROAD concept. The AOand 0-1 would then require accurate feedback forthese cases so that future necessary replacementscould be based correctly from accurate strengthdata figures .

However, if the policy of the division commander is to go ROAD and constantly mix his

Career m n gement for the rmy officer corps ndsenior enlisted personnel is located t the Pentagon

JANUARY 1971

maneuver elements to tailor his brigades to themission or missions at hand, then replacementdiversion on a mass scale may well create astrength accountability nightmare. Truly effectivepersonnel management cannot be accomplished ifbattalions and division headquarters are unable toaccurately correlate their respective personnelstrength statistics. Brigades and battalions, thinking to gain more replacements by purposely re-porting lower than actual strength, succeed onlyin hurting their sister Army units. Suffice to say,constant diversions by brigades can turn the personnel support system into personnel manglement rather than management.

The solution to the replacement diversionproblem rests best with the division commander.Obviously if his policy precludes a siphoning offof replacements by the brigades, the describedtactics will not be practiced and problems will notbe incurred. t is recommended, however, that thedivision commander announce his policy to hissubordinate commanders either personally at acommand and staff conference or through the0-1. It would be well also that the CO's policyshould include the assignment practices availableto the commanders of the division artillery, divi-sion support command and, in airmoblile divi-sions, the aviation group.

More Personnel ProblemsThe above represents only a selected samp ling of

major problems encountered in command and

5


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staff personnel management. Space precludes alengthy discussion, but four other significantwidespread problem areas should be included, aswell as their suggested solutions:

Inequity of distribution of promotion allocationsto grades E-4, E-5, E-6) at battalion and brigadelevel. Headquarters type units usually wind upwith allocations which rightly belong to subordinate elements. The result is usually the loweringof morale and the increasing distrust of the personnel system. The solution is clear. Allocationsshould be passed onto organizations which statistically rate them Division AG or personnel officers should be asked for supplemental allocations.

Habitual overstrength of headquarters and aoministrative companies. Officer and enlistedstrength runs from 11 percent to even 600 percent of the authorized strength. The result is alowering of assigned strength to other divisionalunits, frequently bread-and-butter combat infantry, armor, artillery, engineer and cavalry units.The solution here is to trim excess fat from adminand headquarter elements, even if luxury servicesmust be curtailed. Extra troops should be putback into combat companies where they belong.Excess use of non-TOE elements. Much troopstrength (from 50 to 1,000 men) is dissipated fromstaffing and operating non -TOE organizations suchas post exchanges, division separate forward orrear fragments, NCO academies, languageschools, beach and similar nonessential recreationfacilities, commander's separate messes, replacement training schools and the like. Non-TOE outfits should be closely scrutinized and theirusefulness weighed against the manpower employed. Similar functioning units possibly couldbe combined; others could be eliminated. Theresult would be a net savings of a platoon to acompany's worth of men returned to low strengthorganizations.

Overliberalization of awards and decorations.Sooner or later every American war seems toevoke a watering down of the Army's standardsfor awards and decorations - the Medal ofHonor fortunately excepted. Men receive SilverStars for Bronze Star V deeds. Commandsaward achievement decorations from a computerprintout based on service time rather than specificaccomplishment. The obvious solution is for thedivision commander to review his command'saward and decoration policies and to tighten upwhere appropriate. The standards should be keptat an acceptable level so that the recipients do notfeel they are getting a cheap shot award.

Personnel management should be approached

6

with a judicious helping of old-fashioned commosense. Effective management application cmake a mediocre unit into a top-flight group inefective personnel management and leadership csap morale and lessen unit usefulness. For aftall, sound personnel management and leadershshould be synonymous. Unfortunately, howevethis is too often not the case. --.; ;iI


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Example of Assignment uthority - Vietnam Combat DivisionDivision HQ US rmy Vietnam

ssignment ssignmentGrade or Rank uthority uthorityColonels CG Director PersonnelLTCMajors except aviators)Majors aviators)Captains except aviators)Captains and belowaviators and Warrants)Lieutenants exceptaviators)E-gsE-8sE-7 and below

CGC of SAvn Grp COG l

Avn Grp COGCGG lG

and dministrationGGGG

G

GGGG


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The new decade will see many significant changes in Armyaviation equipment and the manner in which it is employedBut some human problems still loom and must be solved

Human actors In

I MOBILITY1970 1980

Dr Wallace W ProphetDirector of ResearchHumRRO Division No 6

D URING THE COMING decade human factor s re searchproblems involving Army aviation should be falling inthree general areas: Problem s that derive primarily from airmobile opera tionalconsideration Problems that derive from or are centered in hardwareconsiderations Problems that are based in the characteristics of the humanlearner and the learning proce ss itself


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Concerning airmobile operations two problemsof major concern arise - neither is new andwhile headway has been made on each neither

been solved. The first concerns our ability to. te under restricted visibility conditions. Theexercise of airmobility cannot be realized un

are able to extend the range of conditionswhich we can fly.

~ llnnments such as low-light TV may makeI i ~ ~ s ~ i b l : e to fly aircraft particularly helicopters,illumination conditions not .heretofore pos

However we have hardly scratched theconcerning the display and training rets in this area. We know relatively little

to teach helicopter control by refer-a TV display, particularly to the ooiveot. This latter student represents one of

P ltlDc:ant training challenges for Army airmo~ 1 l l V l l e - s c ~ l l e night airmobile operations arem ' n ll v ed we must be able to teach such

students rather than only to the pilotI I I t ~ ~ ~ n l l D + hours of experience.

A ; ~ l t h e ~ 9 p e r a t i o n a l problem area concerning~ O ' t m . J ( m e ~ r a t l o n s is low-level navigation. I t is

l O 1 l l ~ r ~ ~ : t e d to the first, with primary emphaby visual reference to outArmy has evolved the concept of

; m ~ . . o t I . ~ _ l ' t h flight as a means of allowing theM ~ ~ . W I 6 , . ~ to avail himself of cover afforded

~ ~ ~ l d to preserve the element of sur-' F I A ~ I I f i ' V . 1 t l ~ nap-of-the-earth navigation is oneanding flight tasks that can belot. The flight path is deviouss are minimal. Perception

of VIsual cues for navigationdifficult, not only because ofperspective but alsc;J cause of

and masking fact At ex-s angular velociti of terrainh the visual fie may bethe pilot is unable

are. Also, it may be i possiblecheckpoint - a road intersec- if it is as short a d i s t ~ c e asaircraft flight path.some sophisticated electronic

jQvdAWliCl under development that willin obtaining a solution to this prob

t r ~ ~ nap-of-the-earth navigational

capability will have to rely on our most sophisticated sensors and computers the eyeballs andbrains as well as on our electronic black boxesand bugs.

The second major type of problem to be facedin the next decade is hardware-centered. In thecockpit design and instrumentation area we needan increase in emphasis on the design of equipment from the point of view of training. It sometimes seems to be forgotten in the design of anaircraft that someone will have to learn to fly it.Often the trainee is 18 to 20 years old with littleor no mechanical or aviation background. Mostwarrant officer trainees enter the program immediately after graduating from high school. The question is.not the adequacy of the cockpit design andinstrumentation for the test pilot or the experienced Army pilot, but how they fit the naive studentAn example may illustrate what considerationof training in design means. In the A H-I GHueyCobra the pilot and copilot gunner areseated in tandem. The copilot gunner who sits inthe front cockpit has rudimentary flight controlthat he can use to control the aircraft in the eventthe pilot is disabled. In teaching students to flythis aircraft the instructor s i t ~ in the front cockpit while the student is in the rear .cockpit. Thepoint of concern is that the flight controls in thestudent cockpit possess a considerable mechanicaladvantage over those in the front cockpit. Youcan see what happens if the student freezes onthe controls in a precarious flight situation. I f thefact that students must learn to fly the aircrafthad been considered during design, a differentdecision might have been made on this feature.This type of example can be multiplied.

Another hardware factor that is going to .bemore and more prominent in airmobility considerations is the proliferation of black boxes in ouraircraft systems. Black boxes - computers andother marvels of electronics - are wonderful butwe must recognize and be prepared to pay theprice they exact. This does not refer to their direct procurement costs but to the maintenancecosts of these sophisticated electronics systems.I f we d not do the necessary planning and research o theirmaintenance - both for main ta in ability and consideration of the manpower and


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training problems for m ~ i n t e n n c e personnelthen we may find ourselves frustrated and hindered by their use.

The next research area, which will be of increasing importance to aviation training, has botha hardware and a learning orientation. This refersto the growing importance of the computer in instruction. The use of the computer in ljght simulation makes t especially important to aviationtraining. We can now consider training techniquesthat were previously impossible such as thoseassociated with synthetic flight training systems.

There is a real danger that the use of the computer in instruction can simply be a means to disseminate bad instructIqn to more people in ashorter time . There are those who contend 'thatthis is what has taken place with much of educational TV. However, we do not need to createstill another electronic wasteland. To utilizethe computer in this fashion would be tragic. Wemust devote the necessary research attention tothe l e r n e ~ and the learning process if We are torealize the true potential of our new training media. We must extend our horizons as to the capabilities of new media, rather than simply trying totailor the media to our pre-existing educationalconcepts.Turning to the last problem area , the peopleproblems, the next decade wil see the devotionof more research time to the learner 'as an individual. In our manpower management - recruitingtraining and assignment - we are going to haveto consider more carefully the numbers and kindsof learners entering the military. There will bemore concern over the effects of the civilian social climate on the attitudes of the young menentering the services. ' I t is obvious that we are inthe midst of some extensive and importantchanges in our society. For the military psychologist and the military commander to ignore thesechanges would be as foolish as for the ' com .mander to ignore changes in hardware technologies or in potential enemy tactics.

Of particular concern in the aviation field arethe a p ~ i t u d e s of our trainees. Task difficulty" electronics maintenance and the high costs of aviaticm"training as factors of concern have already beenmentioned: We need more research on selectionof personnel for these complex training programs

and on qpw best to use them. Our pool of hign p t i t u d ~ personnel is not unlimited.A related area of research during the l'70s willbe the individualization of instruction. There 1already a definite trend away fro,m the rigid, lockstep approach in military training. This iQdivi4ualization process has both training and soc 1implications. Training research developments suchas programed instruction and computer-assisted ,instruction al10w for much individualization, butwe need to know more about factors such as perceptual style ' or learning style in order to tailorinstruction. We need to determine the best instructional strategies for d ~ f f e r e n t levels and constel1ations of aptitudes. .Thus, while we mayindividualize our instruction, we will stilI desirethat the performance capabilities of our graduatesmeet specific, defined standards. As one of myHuman Resources Research -Organization (HumRRO) colleagues, Howard H. McFann, hasstated: I f at some point in time you wish people>to be different, ,then treat t h ~ m the same; if youwant them ,to . alik,e, then treat them differently . " Dr. Me ting out that instruction must recognize'A .final area of resstudy of the learningthe learning of complexGood starts have been made in thltg ' a t ~ ~ J a ~ t l o ranalytic studies of motor skills, b e h a v i l ~ T s t i i n i iomies, etc. ':.- but we need a much betterstanding of the fundamental process if we are toengineer behavior effectively and efficiently. Thisneea for better understanding applies to someseemingly simple problems. For example, one of 'our knottiest problems in aviation is simply thatof measuring performance validly and ,reliably.Sound measurement is a necessary step in understanding the learning process. but we have a longway to go in this area.

In summary, the Army has mounted a broadhuman factors research and applications programshowing its clear recognition of the critical importance of the human factor. I have emphasizedaspects of the program related to airmooility, buttile ,program is aimed at all types of Army- ,tions. We currently are doing many interesthings, but the research possibilities for the comns appear even more exciting. . .\


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Did you ever really want something and not know quite where to look? Do you find your-self afraid to seek outside advice for fear of exposing a certain weakness ? Wellfriend, take a hint from dancer Suzanne Charny, read the following article for somestraight answers to a number of basic questions . without risking any exposure

Lieutenant John H Zwarensteyn

HE WORD THESE days is streamline. Theresulting action . . . reducing the size of the

Active Army while increasing the strength andequipment of Army Reserve and Army NationalGuard units. With the introduction of new equipment to these components, present training capabilities and procedures will be taxed severely.

Be prepared for the time your Reserve orNational Guard unit receives its OV-l Mohawks,UH-l Hueys, CH-47 Chinooks or CH-S4 FlyingCranes. Ridiculous, you say? Not at all. Word isout that more and more units will be receivingthese aircraft soon. Plan ahead Why, you askyourself? Because it is estimated that once thedecision to initiate a training program is made, asmuch as 6 months will elapse before the actualtraining can begin. Therefore, this planning timebecomes a definite factor to consider.

The situation isn't completely hopeless. Theproblem is knowing where to go for assistance.

The U. S. Army Aviation School, Ft. Rucker,Ala., maintains a "Catalog of CorrespondenceCourses and Instructional Materials" available toyou to support your training programs. This catalog is divided into three sections: 1) correspondence courses; 2) lesson plans; and (3) programedinstructional materials. Of paramount interest toyou should be the lesson plans.

The Aviation School maintains lesson plans oneach formal unit of instruction presented to resident students. Continually revised and updated,2

~ n d eserve Unit


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these lesson plans reflect current Army aviationdoctrine. Properly used , these lesson plans willenable any competent instructor to supply thesame quality instruction available at the AviationSchool. Sample lesson plans available include: 1)Flight Controls , OV I ; 2) Low-Level MissionPlanning; and (3) Avionics.

Supporting the lesson plans are correspondencecourses and programed instructional materipls,designed to increase individual proficiency . Theseare also listed in the Aviation School s catalog.

To avail yourself and your unit of this outstanding booklet (absolutely free), send your requestto:

CommandantU. S. Army Aviation SchoolATTN: ATSAV-NRIFort Rucker, Alabama 36360In addition to the above mentioned instructional

material , the Aviation School produces trainingaids to accompany each lesson pl an. However,these training devices must be requisitioned froma different source than the instructional progra ms .Your unit will normally order these aids throughyour nearest Regional Training Aids Center (seefigure .

For a limited time the Director of Plans , Training and Security, U. S. Army Aviation Center ,Ft. Rucker, will issue USAA VNC Pamphlet No.310-12, Index of Army Training Aids , locally fabricated by the Third U. S. Army Training AidsCenter , Ft. Rucker , upon direct request from unitcommanders. Send your request to:

Commanding GeneralU. S. Army Aviation CenterATTN: AJRDPTS-TAFort Rucker, Alabama 36360USAA VNC Pamphlet No. 310-12 is also avail

able at your Regional Training Aids Center. Itlists training aid devices and graphics, as well ascorrect requisitioning procedures.

Your r ~ g i o n a l center also maintains DA Pamphlet No. 108-1, Index of Army Motion Picturesand Related Audio-Visual Aids, and DA PamphletNo. 310-12, Index and Description of Army Training Devices. These pamphlets are not geared exclusively to Reserve and National Guard units,but when special aids become necessary they canbe furnished commensurate with availability ofthe requested item.Be prepared to receive your new aircraft. Beginplanning now. Remember , to ensure an effectivetraining program make maximum use of all available instructional devices. The Army AviationSchool stands ready to ass ist you.JANUARY 97

CON RC Regional Training idsCentersFIRST UNITED STATES ARMYCommanding GeneralFirst United States ArmyATTN: Training Aids Management OfficerFort George G. Meade. Maryland 20755

Training Aids CentersFort Devens Massachusetts 01433Fort Dix. New Jersey 08640Fort George G. Meade Maryland 20755Fort Knox Kentucky 40121Fort Lee Virginia 23801Camp A. P. Hill Virginia 22427Indiantown Gap Milit ary ReservationPennsylvania 17003Camp Drum New York 13601Fort Eustis Virginia 23604

THIRD UNITED STATES ARMYCommanding GeneralThird United States ArmyAnN : Training Aids ManagementOfficerFort McPherson Georgia 30330Training Aids CentersFort lIenning Georgia 31905

Fort Bragg North Carolina 28307Fort Campbell Kentucky 42223Fort Jackson South Carolina 29207Fort McClellan Alabama 36205Fort Stewart Georgia 31314Fort Gordon Georgia 30905Fc Ft Rucker Alabama 36360Redstone Arsenal Alabama 35809

FOURTH UNITED STATES ARMYCommanding GeneralFourth United States ArmyAnN: Training Aids Management OfficerFort Sam Houston Texas 78234Training Aids CentersFort Hood Texas 76544Fort Sill Oklahoma 73504Fort Bliss Texas 79916

Fort Polk Louisiana 71445Fort Chaffee Arkansas 72905Fort Wolters Texas 76067

FIFTH UNITED STATES ARMYCommanding GeneralFifth United States ArmyAnN: Training Aids Management OfficerFort Sheridan Illinois 60037Training Aids CentersFort Riley Kansas 66442Fort Carson Colorado 80913Fort Leonard Wood Missouri 55473Camp McCoy Wisconsin 54656

SIXTH UNITED STATES ARMYCommanding GeneralSixth United States ArmyAnN: Training Aids Management OfficerThe PresidioSan Francisco California 94124

Training Aids CentersFort Ord Californ ia 93941Fort Lewis Washington 98432Fort MacArthur California 90733Fort Irwin California 92310

3


16/68

C Jollie ond DonnY s Write-In

T o cwo G. L., CW2 J. A. L.and all you other Pitch Pulle r s -We have had a few morequestions on performance datacharts, so this month we hope toanswer all questions. The newperformance data charts for theUH-I H which we referencedrecently in this column, are onthe way. The old performancedata charts took up approximately 131 pages in the manualsand were very seldom used. Thenew performance charts willtake 47 pages and will give youinformation which will be easyto read and understand on thefollowing items: Cruise charts From altitudes of 2,000 to 25,000 feetwith temperature range -60 degrees C . to 60 degrees C. atgross weights of 5,000 to 9,500pounds.

Hover charts Power re quired to hover from 1 foot toout,.of-ground effect; from sealevel to 25,000 feet, temperaturerange -60 degrees C. to 60 degrees C. at gross weights of5,000 to 9,500 pounds. Engine performance chartsProvide torque the engine willproduce, f rom sea level to25,000 feet; temperature range-60 degrees C. to 60 degrees C.at gross weights of 5,000 to9,500 pounds. Takeoff chart Distance required to clear obstacles from 0to 200 feet at altitudes from sealevel to 25,000 feet, temperaturerange -60 degrees C. to 60 degrees C. at gross weights of5,000 to 9,500 pounds, to include4

a level acceleration technique,climb acceleration technique andslingload technique. Drag chart This chart willshow the additional power required for cruise with an external load from sea level to 25,000feet, through all temperature andweight ranges. uel flow chart This willgive you fuel consumption atidle while sitting in a landingzone, again through all the altitudes and temperatures.

Climb and descent chartPower required for any desiredrate of climb or descent, againthrough all the altitudes, temperatures and weights.

The figure is a sample of onechart; it s easy to read and use.I t is a cruise chart based on apressure altitude of 2,000 feetand an outside air temperature(OAT) of 1 degrees C. The newcharts will be printed on a foldout sheet and each sheet willcontain all the aforementionedcharts for a particular pressurealtitude, i.e., 2,000 feet.Let s say in your preplanningyou computed your true airspeed (TAS) to be 100 knots,your gross weight to be 9,000,and you want to know:

Torque required to cruise atthis T AS. What the indicated air speedlAS ) will be wi th a roof

mounted pitot tube. Fuel consumption with bleedair off.

Enter the chart from the leftat the 100 knot T AS line andmove right until you reach the9,000 pound line. At this point,follow the line down to the bottom of the chart until it intersects the calibrated torque line.Note that 32 psi of torque isrequired for this gross weight.Next, to determine your lAS goback to the original entry pointof 100 knots TAS. Move to theright across the weight line tothe lAS line and note your lASwill be J0 J knots with the roofmounted pitot tube. To determine your fuel consumption, goback to the initial entry pointand move across the chart to theright until you intersect the grossweight line. From this pointmove directly to the top of thechart to the fuel flow scale andnote your fuel consumption willbe 550 pounds per hour withbleed air off. Pretty neat, hey,all this cruise information fromthe chart.



17/68

Note there are two other lineon the chart; one is MaximumRa ng'e upper middle of chart)and th e other Maximum Endurance a nd Rate of Climb lowerleft of chart). Fi rst of all, Maximum Ranges are ba se d on aTAS of 108 knots . Move alongthe Maximum Range line untilyou come to your gros s weight.Follow the line to the bottom ofthe chqrt for your calibratedtorque . Again go to the Maximum Range line , follow it toyour gro weight intersec tion ,and move to the top of the chartfor your fuel consumption. Follow the same procedure ac rossthe Maximum Range line to obtain your lAS. Knowing whatyour fuel consumption is, useyour E6B computer and, basedon total fuel aboard, obtain thetotal hours of flight time. Noother T AS will give you ' thesame range for weight factor.

The lower line is the Maximum Endurance and Rate ofClimb line. Here again, go upthis line until you intersect yourgross weight line, follow the lineto the bottom of the chart forca librated torque. Again followthe Maximum Endurance lineuntil it intersects the grossweight line and follow the line tothe top of the chart to obtainyour fuel consumption. Followthe same procedure along theMaximum Endurance line toobtain your lAS. Knowing yourfuel consumption and the totalfuel on board , determine thetime you can loiter in the targetarea using the torque and airspeed you have obtained.

As for rate of climb information , follow the Maximum Endurance line until you intersectyour gross weight line , then goto the right to obtain lAS. ThislAS is the best rate of climb airspeed at a part icular grossweight. The rate of climb andthe torque required to give youJANUARY 1971

CRUISEPRESSURE ALTITUDE 2 FEET

CLEAN CONFIGURATION 324 ROTOR/66 ENGINE RPM JP -4 FUElI O T = lOoe I

FUEL FLOW LBlHR8LEED AIR ON 4&0 IiOO tiIO 100 .0 100 750

I I I I I I I I I I. I I I IBLEED AIR OFF 4tiO eoo tiIO 100 MO 100130 130

120 120 110

'" 110 1001100z iw 100 100 oa 90 80 0lAo 10 AIlAo' 80 70 a:80 CC 0lAo 70 70 o AI; : ) SQ60 6:_ 615 20 25 30 35 40 45 50 8AUlIATID TOIOUE - 51 a:

the desired rate mu st be determined from the climb charts.

The charts h ave been subjected to a short test program atthe U. S. Army Aviation School ,Ft. Rucker , Ala. , and modifications and improvement s are currently being made. The UH-IHcharts will be in the field soonand work is progressing on development of similar charts for

all other helicopters and orne ofthe fixed wing aircraft.

When you receive your charts,give them an honest workout;see how reliable and easy theyare to use. Let us know whatyou think so we can improvethem. We would also appreciatecomments and question s basedon this sample.

CHARLIE AND DANNY15


18/68

,..,...,HE MAN WHO has led1 Army aviation in its spacerole ta lks now to a st n-

guished group of aerospaceeduca ors at the U. S. ArmyAviatl School. It is the year2000n looking back over the pastyears, I am inspired andimpressed by the wisdom anddedication this nation has pro-vided the space effort. In196 President John F. Ken-nedy iss 'ued a challenge to thespace community:

For while we can-not guarantee that weshall one day be first, we

guarantee that any

failure to make this ef-fort will make us last. I believe this nationshould commit itself toachieving the goal, be-fore this decade is out,of landing a man on themoon and returning himsafely to the earth.That challenge became real-ity as 10 years later that his-

toric step was taken by ourfirst astronaut on the moon,Neil Armstrong, as he de-scended the steps of Apollo 11and proclaimed to the world,That's one small step for aman, one giant leap for man-kind. One can say that giantleap placed the United Statesin the moon business. Today,we have a lunar colony of over

1,000 people with 420 of thembeing Army personnel. I willreview how the Army becameinvolved in space and, moreimportant, the roles and mis-sions of Army aviation. I willalso briefly review some of theother branch activities to giveyou a broad overview for betterunderstanding.

Apollo 11 placed a man onthe moon. This feat was fol-lowed quickly by other suc-cessful Apollo missions. In1978 the first manned orbitinglaboratory was launched and aworking space platform wasestablished. Then in 1983 inthe interest of internationalcooperation, the United Na-tions created a consortium topool talent af)d finances 1 r


19/68

further space ventures. In985 the decision was reached

to establish a lunar colony. t f 11 ...._ ...The decision reached by the United Nations the National indepth training fromAeronautics and Space Admin- and related governmentistration and the Department international agencies.of Defense was to utilize sev- The permanent lunar colonyeral U. S. Army personnel who was establ ished in 99iLwere experts in the necessary Space shuttles initially carriedfields to man the initial coJony. 70 men to the moon. SimultaLate in 985 the Army Space neously three space cargoSystems Comand was estab- ships carrying the lunar colonylished. environmental equipment were

Ea 'ch of our 420 Army lunar launched. These pioneersexplorers were trained by this erected the earth bubble setcommand. To say the training up the solar power sourceswas exte,nsive would be an and manufactured air and. understatement. My purpose-:;..- water as we know them on. today is not to describe the earth Within , he earth bubblewQrkings and functions of this no life support equipment iscommand. It should suffice to necessary save a small emersay they are responsible for all gency life packet 'worn on the:.1 formal training activities i.e., hip: Today, as I mentioned eartraining of all lunar 'explorers lier; that init ial colony hasas wel l as th managers grown .from 70 to 420 Armyneeded to supervise our activ- types. The space shuttle is ities. Of course, our Army lu- able to land within a mile ofr1 ~ p l o r e r s also receive our lunar colony and resupply

.:. .


20/68

both ships recieve terminalguidance from an Army groundcontrol led approach (GCA)crew utilizing lasers.How does an Army aviatorbecome an operator of a lunarparking orbit ship or lunarmodule? General qualificationsfor selection are as follows: Less than 40 years of age. Less than 5 feet 11 inchesin height.Excel lent physical andmental condition. Bachelor's degree Certified test pilot and jetpilot. 1,500 hou rs of flying time. Fixed and rotary wing qualified.

Of course, those Army aviators who already were testpilots and jet qualified had anedge in the initial selection.However, lacking this qualificat ion is not a stumbl ingblock. We can make an Armyaviator a test pilot and jetqualify him at the U. S ArmyAviation Systems Test Activity.The initial flight physical examination takes 14 days and thisis the area most applicantsfail.Once this initial hurdle isover, our moon-bound Armyaviators engage in long monthsof team training and inflightdrills. This training is designedto fully integrate our man intothe man-machine system. Thistraining covers a myriad ofdisciplines such as: Mission task simulation. Engineering and test par-ticipation.

Physical fitness. Survival training. Lectures and academics.Army aviators, in addition to

manning the parking ship andlunar module, are operatingthe lunar bug on the moon'ssurface. This crawler type vehicle is equipped with low level18

l ight TV and infrared sensors.In addition to exploring andtraversing the moon's nearsurface, this machine enablesour explorers to map and explore the hostile dark side ofthe moon.

Briefly let me touch on someof the other branches of theArmy. The TransportationCorps ru ns the dock facilityon the lunar surface and ischarged with moving and storing all types of supplies. Thesetransportation types also runthe lunar railroad. That's right,railroad-although it doesn'trun on tracks. The gondola likecars are powered by solar energy and are pulled by a largemaster engine car. Instead ofwheels, a Caterpillar tractortype arrangement is used.These trains or individual carsare utilized within the earthbubble and for lunar caravansduring exploration.

Another Army agency, theCorps of Engineers, does atremendous amount of work onthe moon. In addition to manning and running all the solarpower sources and otherequipment, they are establishing an experimental nuclearpower plant. The Engineersalso provide water through aprocess utilizing frozen corematerial from the depths ofthe luna r su rface and sola rheat.

Of course, the Engineers areengaged in detailed mappingof the lunar surface as well asmonitor ing the new earthmapping satellite. The Engineers in conjunction with theChemical Corps are engaged ingeological experimentation andcollection of rock samples.The Signal Corps providescontinuous voice communications and TV coverage to andfrom earth. And, it mans several telemetry stations and

monitors all the COMSAT sa t_e i t e s . The terminal g u i d n c ~and navigation systems U S elaser-also a Signal Corps r e_

s p o n s i b i i t y .Infantry, Armor and A r t i l l e r ~also have teams on the moor) .

They are observing the e x p l c ~ _ration and assessing the luna renvironment in the l ight 0 ftraditional land combat roles.

Last but not least are th Quartermaster people. The yare charged with the respons i-bility for all l ife support equi p_ment. They observe spac esuits currently in use an dmake repairs when necessary.They also experiment with n e wequipment and methods o fcoping with the extremes o fheat and cold. The earth bu b-ble is a dome-shaped structu rewhich protects the colo n yagainst extremes of tempe ra tures, as well as bombardmentby ultraviolet rays and sma IImeteorites. Our Quartermasterpeople are continually expe r imenting to upgrade our existing structure.I d idn t mean to omi t Orneglect the Adjutant GeneralCorps. Of course, we haveclerks and data processingpersonnel in our lunar colonyto feed the tremendous Volume of material back to earth.

This is a thumbnail sketch ofthe Army's role in space. Thiscapsule summary has shownsome of the important milestones of the past 40 years. Ihave explained the role ofArmy aviation. You have alsol e a r n e d how the m a n ybranches of the Army are Contributing to the space teameffort. The Army effort is butpart of a team effort that isplac ing the free world farahead in the exploration ofouter space. Now for the nextfew minutes, I ll answer anyquestions. Thank you. s '

U S ARMY AVIATION DIGEST


21/68

Two istinct ClicKsBreak your airspace land with your gear up or fly intoa mountain side and you may still walk away from itwith flesh and bones intact if you were in a Linktrainer. If your instrument proficiency is low and aplanned VFR flight becomes an inadvertent IFR flightwhen clouds suddenly envelope you it may be too late

reconsider the Link trainer now

Captain Will iam J Ely Jr .

HERE I WAS without a copilot , one hourinto my flight from Qui Nhon to Qu a ng N ga i ,

Republic 1 Vietn a m , a t 2 ,000 feet without a nyvisual reference. I had ne arly 35 hours of " hood"time , was fa irly confident th at I knew the procedure s involved in in strument flight and co n v incedth at I could handle any situation th at might a rise .I ' d had an excellent in strument instructor pilotwho alw ays pr a ised my seemingly na tu ral abilityto fly under simul a ted IFR conditions.

Then , 15 minute s out of Qu a ng Ngai, I experienced to tal communica tions failure . I tried a ll ofthe required report s th at I had been taught butwas un able to elicit any re spon se. Knowing th at Imu st be clo se to my de stination , a nd because m yes tim a te s had been accurate so fa r , I planned formy appro ach. Suddenly , I noticed th at my airspeed seemed un u sua lly low a nd I compen sa tedwith a forw ard movement of the cyclic whilema in ta ining a clo se cr o ss -check of a ll the in stru ments .

My a ltimeter be ga n dropping rapidly and myna tu ral re action , since I had ju st made a cyclicch a nge, was to add power. At thi s point I becamesomewh at panicky and mu st have de veloped afixation on the a ltimeter. The a ttitude indicatorshowed 20 degree s of ri ght ba nk - enough toca u se my ra te of de scent to increas e.I knew I mu st be experiencing vertigo for Icould have sworn th at I wa s still str aight a ndlevel. My a ltitude was pass ing through 900 feet." Believe the in struments Believe the in struments " I kept he a rin g my in stru ctor pilot sa y inthe back of my mind - but things felt so norm althe way they were.

The a ltimeter read 500 feet. I tried to move thecontrols to compen sa te , but they kept comingback to wh at I thought was str aight and levelJANUARY 1971

flight. Actua lly , it was a steep de scending turn tothe right. The a ltimeter kept dropping - 100 feeta nd s till no out s ide reference. A s I p ass edthrough 25 feet I heard two di stinct li ks - thesound a synthetic tra iner make s when it fa ll s intQthe s tr a ps . Stunned , a nd coming back to re a lity , Icouldn't help but think wh at might have been theco n sequences if I'd actually been in an aircraft.I know wh at you ' re thinking . . .he ' s going to tellme something about a subject th at ca n't be a nything but boring. Perh a ps I ca n deceive you asec ond time. Why not ta ke a few more minute s tofini sh th i s a rticle a nd then reev a lua te wh at mighthave been a misconception?

How ma ny of us dre aded the Link , or " littleblue box" as some ca ll it , during flight school?How ma ny of us looked at our periods with theSynthetic Tra iner Bra nch as a waste, a requiredbut not too profitable portion of our schooling?How ma ny of us fully unders tood wh a t actua llycould or can be ga ined from the synthetic tr a iner?I remember being able to set it up for s tr a ight andlevel flight , taking my ha nd s off the control s andnot touching them again until a course or a ltitudecorrection was nece ss ary . Or , a lw ays using ped a lfor my stand ard ra te turn s in ste ad of cyclic toachieve a more con sta nt ra te. Sound famili a r?Re a l good tr a ining , huh? But , in the final an a ly siswho were we fooling? Certainly not our in structor oone except my fellow cl a ss ma te s tooktime to tell me how I could best approach mytr a ining with the Link or ex actly what I shouldexpect. As fa r as I was concerned it wa s a necessa ry evil to w a rd my ultima te go a l - a set ofwings . Bu t , did we ever take the time to as k wh attho se wing s represent? Let ' s ta ke a nother look atthe synthetic trainer without becoming too specific or technical and see if , after all , there is

19


22/68

something in it for us.The l-CA-l synthetic trainer

has been in existence since 1945when it was initially designed tosupplement fixed wing instrument instruction. It has subsequently been modified to lenditse1f equally well for helicoptertraining and, in conjunction withthe newer 2-B-3A synthetictrainer, is used Army-wide. Asthe name implies, it was designed to teach and develop instrument procedures and not tosimulate the flight characteristicsof a particular aircraft. Althoughcapable of performing the latterto some degree, this is not itssole intent and it does this onlyto make you realize that navigation is not your only responsibility - you have to fly the aircraftfirst. Its capabilities for teachinginstrument procedures (as I'llpoint out later) are almost unlimited.

Why has the Army chosen toemploy the synthetic trainer tos u pp l emen t f l ight l i neinstruction? As the expressiongoes, "safety first." "No accidents since inception" reads theinscription in the Link buildingat Hunter Army Airfield, Savannah, Ga. How true Have youever heard of an accident investigation board convening in aLink building? The worst thatcould possibly happen is a fallfrom the stairs as you're climb-20

ing in or out of the trainer or aswas the case in the flight that Irelated earl ier-hurt pride.A second reason is a simplematter of economics-cost .Eight dollars an hour versus35.25 for a I-hour flight in aUH-I isn't much of an argumentwhen we are talking about 2,000hours a month. A little basicmath and we realize a monthlysavings of about 54,500.

Finally , "72 degrees andclear" is always the forecast inthe Link building and you justcan't beat those flying condit ions. How often have wewished that we had some controlover the weather to precludeweekend flying during the training cycle?The qualifications of the instructors who operate these synthetictrainers are somewhat underrated and deserve consideration.Like our present day computers,the Link is only as effective asthe programer or instructormakes it. In order to qualify asan instructor, each individualmust undergo an initial II-weekcourse of instruction to obtainthe required military occupational specialty. At Hunter AAFhe must then get additional localon-the-job training which mayrun as long as 5 or 6 weeks. Healso is encouraged to attend a 3-week MOl course.

At Hunter AAF about 1 per-

The rotary wing Link trainer 2 8A is used exclusively to teachbasic instrument procedures

cent of the instructors also arequalified instrument ground instructors through the FederalAviation Administration. Twoinstructors have type ratings inthe large commercial jets andseveral have private and com mercial ratings in smaller aircraft . Consequently, eventhough it may be difficult toswallow, these people holdingdown E-6 and E-7 positions(sometimes only E-2s and E-3s)probably know a lot more aboutthe regulations and proceduresof instrument fly.ing than theaverage "you" or "me." Spotchecks by organic standardization personnel and check pilotsfrom Flight Standards Divisionensure the high quality of instruction.

Now, let's talk about the capabilities of the trainer itself.With the proper modifications itis capable of duplicating any instrument situation that mightoccur in an aircraft. This sophisticated piece of equipment costsapproximately 25,000 and morethan pays for itse1f during itslifetime. The maintenance required in upkeep, although subs tan t i a l is by no meanscomparable to that which is performed on an aircraft. HunterAAF has probably made moreutilization of this training aidthan any other installation due tothe intense modification programthat it has in effect. The maintenance personnel have added radio magnetic indicators , dummyUH-l engine instruments, 80knot air speed straps to replacethe wooden blocks and boommikes to replace the handheldmicrophones. They are currentlyadding magnetic compasses, dualneedle radio magnetic indicators ,glide slopes, manual VORs to



23/68

give a dual VOR capability andremote course selectors. Additionally, they are also in theprocess of constructing a complex vertigo simulator which,when completed, will providethe student or rated aviator withan invaluable training experience.What does the synthe t ict ra iner mean to you as anaviator? Exactly how professionally qualified are you? Professionalism, like safety, is a frameof mind-an attitude. Since inaviation there always has been acorrelation between professionalism and life expectancy, theprofessional aviator learns toeliminate from his vocabularysuch words as stupidity and l z -ness Sure one encounters badluck, the unforeseen, the unknown quantity for which noone can plan. But, true bad luckis distinct from stupidity or laziness.

Few aviation accidents can besolely at t r ibuted to luck.Whether you are VFR or IFRqualified, there is always roomfor improvement. f you are aprofessional you re never satis-

The takeoffof two i xedwing studentsin the GAT-2flight simulatoris being closelymonitored bythe instructor

fied. Do you want your tacticalticket renewed? Trying for yourstandard card? Exactly howproficient are you? How longhas it been since you last flewon instruments? Could you passa check ride right now?

You have to start somewhere,and this is where the synthetictrainer and the related branchcan be of great help. Why nottake time to brush up on theprocedures of instrument flight?For example, let me give you anidea of what the ynthet icTrainer Branch at Hunter AAFhas to offer its aviators. Besidesconducting training for theORW AC/WORW AC students

coming through flight school(and more recently Vietnamesestudents), they also are offeringtransition training for instructorpilots conducting Allied militarytraining. They work with ratedaviators trying to renew theirtactical tickets. Also, a programis in operation for pilots whowere never able to get a standard instrument ticket but wishto obtain one. The synthetictrainers are open to anyone whowants to use them for any reason whatsoever, even if it s justto satisfy curiosity. So, why besatisfied? Take a little time andtry to become one of the professionals everyone is talkingabout.

f this article has done nothingelse than clear up some misconceptions that you may have hadabout the trainer, then I m satisfied. f it has done more thanthat, why not give yourself acouple of hours and reacquaintyourself with an excellent training aid? As a result of my ratherdramatic Link ride, I now approach my periods of instructionin an entirely different frame ofmind. Why don t you? Besides,it s a pretty good way to helpmeet your minimums. AR 95-1now authorizes you to log atleast 50 percent of your annualinstrument minimums in a synthetic trainer.

n instructor debriefs his student af-ter a cross country instrument f l ight

2


24/68

Tight formation flying? Wellnot exactly. The feasibilityof the twin helicopter lift concept is presently being tested atFt. Eustis, Va., by SikorskyAircraft Corporation under acontract with the U. S. ArmyAviation Material Laboratories.Pictured here two CH-54BCranes) lift a 40,000 pound 20ton) load suspended from a5,000 pound steel girder called aspreader bar. The initial testswere limited to a 15 knot forward speed.several publications of interestto Army aviation personnelhave been revised or republished

t

22

recent ly and are avai lablethrough normal distribution now.TC 1-34 2 Sep 70) specifies requirements for aviator qualification in all Army aircraft. Change3 to TM 1-260 8 Sep 70) updatesthe manual on rotary wing flighttechniques, and ASubjScd 1-223 Sep 70) is a revision of thetraining guides in establishment

and security of Army airfieldsand heliports.

pictured is a prototype ofthe Bell 214 Huey Plus.With its 40 percent increase inlift capability the ship will beable to transport a standard lO-man squad 100 nautical milesand return without using its fuelreserve. Cruise speed is reportedto be 130 knots and it boasts of

improved reliability and survivability over the UH-l H.Among the several modifica

tions added to a strengthened Hmodel airframe one alreadyproven in over 7,750,000 combatflight hours) is the stability control and augmentation systemSAS) replacing the familiar stabilizer bar. The diameter of the

rotor blades has been increasedby 2 feet to a total of 50 feetand the blade chord has beenincreased from 21 inches to 27inches. t also incorporates thenew double swept tip bladeswhich reduce the need for powerin high speed flight. t is powered by a 1900 shaft horsepowerLycoming T53 engine and animproved 2000 horsepowertransmission.



25/68

TRACK STARS READ

ST 1- 100-2 Army Avi a tionCommon Subjects has beenaugmented by Supplement One ,Noncommi ss ioned Officer Educa tion Sy stem (Oct 70). Intendedfor use in tr aining programs forNCO s, it provide s lesson plansfor use in the several serviceschool s ' bas ic and adv ancedtr aining progra ms . Individuals orunits de siring copie s may securethem by writing: Comm and ant ,U. S. Army Aviation School ,ATTN: ATSAV-DL-L , Ft.Rucker , Ala . 36360.ATC pe rsonnel will be inter-ested in the ATP and ATTfor TOE 1-207 , ATC Companypresently under revi sion at theU. S. Army Avi a tion School.The new ATP and ATT will addre ss the golf series TOE. Airtr affic control personnel whohave served in units organizedunder 1-207E may have validide as a bout unit oper a tion swhich should be t a ught a ndte sted. Send your ideas on DAForm 2028 to: Command ant , U .S. Army Avi a t ion School ,ATTN: ATSAV - DL-L, F t .Rucker , Ala . 36360.TW new Army subject sc hed -ule s, as yet unnumbered , areunder prep aration by the U. S .Army Avi ation School. EntitledOrdnance Delivery Sy stem s for

Army Aircraft and AirmobileOpera tions, they encompassare as of intere st to a ll av ia to rs .JANUARY 97

nd l s o

INSTRUMENT ORNERQ , How is the flight plan void time o m p u t ~ d for the DOForm 175?A The flight p l ~ n void time is mandatory for stopover f lightsonly. Section II, DOD FLIP states that it is the planned tot ltime from initial takeoff to landing at the last ' destinationl i s ted on the DD Form 175. t is entered in thepassenger/cargo code section of the DO ' Form 175. Keep inmind that AR 95-1 limits ground time to 1 hour, excluding airtraffic clearance delay, on stopover flight pl,ans. Also, don'tconfuse flight plan void time with weather briefing void time.Q. What does the X following a communications frequencyin the IFR Supplement indicate? .A. The IFR Supplement under Radio/Navigadonal Dataexplains that the X following a frequency indicates that it isnot normally monitored and that the frequency can be requested through the control agency under which it is listed.Q. In the block labeled Type of Flight Plan on the ,MilitaryFlight Plan, DO Form ,175, there are four types of flight plansshown: IFR, VFR, DVFR and FVFR. DOD FLIP Section II givesan explanation of the first three, but not the FVFR type flightplan. What is an FVFR type flight plan and how is i t used? .A An FVFR flight plan is one which the pirot files when hedesires flight fol/owing services from the flight service stationsalong his planned route of flight. This type of flight plan is nolonger utilized by the military and as the DO Form 175 is revised it will be deleted.AR 95-2 requires VFR position reports be made once eachhour whenever practicable, and DOD FLIP Section 1 requiresreports every 200 nautical miles or each hour, whichever occurs first (below 18,000 feet MSL). As a result military aircraft

re,ceive flight following services routinely, and a special flightfollowing t ~ j : e of VFR flight Qlan is not necessary.23


26/68


27/68


28/68

passengers and an external loadof 8,000 pounds. Class V toLanding Zone (LZ) Rita for theWhite Knight element.

The pilot made the approachand landed to pi K up the passengers. He then hovered overthe load for a hookup. The loadhooked, he began his takeoffwhile the AC cleared with QuanLoi tower. The pilot again setthe ro to r rpm a t 230 andmatched the torque. Theyclimbed to 3,000 feet and pickedup a 240-degree heading. Abeautiful day thought the A C -smooth a i r , small cumulusclouds overhead and the sunnow shining bright and clear. Agood day for flying. Well, only 3months and it 's back to theworld for me.

Twenty minutes later they ar rived at the LZ.

"Rita , this is Wildcat 087,.three northeast for landing.Class V for White Knight."

"Roger, Wildcat 087, make anortherly approach to the log(logistics) pad and be advisedthat we have a report of smallarms fire in the southwesternsector, possible automatic weap-ons. "

"087, roger that, with 94 daysleft you know I'll steer clear. "

The pilot lowered the thrust tobegin his approach. He established a 1.000 foot-per-minutedescent while the AC armed the26

cargo hook. Everything lookedgood as they turned final.

"Okay crew, let's be on thelookout. They have a report ofground fire in the area."

"No sweat, sir, I 've got youcovered on this side," repliedthe gunner.

Suddenly at 1,200 feet the pi-lot's windshield exploded, bul-lets ripped through the fuselageto the rear of the crew chief." I ' m hi t , I c a n ' t s e e "screamed the pilot.

The AC grabbed the controls,"I have it " he shouted."It 's yours I can't see. I think I'm hit in the left armtoo "The aircraf t commanderelected to continue the approachto the LZ since his pilot waswounded and he did not knowhow badly the aircraft was damaged.

"Hold your fire, gunners, holdyour fire There are supposed tobe friendlies somewhere outthere. "

At 100 feet the AC began adeceleration and increased thethrust to break their rate of descent. The rotor rpm began todrop. He shoved the beep buttonforward but there was no response from the engines. Therpm continued to drop. Assuming that he had lost normal beephe quickly changed hands on thecyclic and hit the emergency

The importance of adhering tochecklist procedures during the ini-tial hookup left) and the final loadrelease righ t) in an external loadoperation cannot be overemphasized

engine trim switches with hisright hand. The rpm increasedbut as he released the switches itdropped again, only lower now.

By this time they were only afew feet off the ground. The ACforgot the rpm. The importantthing was to get rid of the external load. He punched the cargohook release but ton on thecyclic. The hook opened just asthe load touched the ground butthe aircraft was stiJJ movingforward so the sling did not dropoff. Instead it snapped tight pull-ing the nose of the aircraft downand dragging the load.

The forward landing gearmade contact with the ground asthe belly of the aircraft crashedinto the load. The right forwardlanding gear strut broke off andthe aircraft crashed on the rightnose and fuel pod, allowing theforward rotor blades to strikethe barbed wire fence surrounding the LZ and the ground .

The AC jerked the enginecondition levers to the stop posi-tion and jettisoned his emergency exit door.

"Get out, everyone get out ina hurry " he shouted.He turned off the bat te ry

switch, unfastened his seat beltand jumped clear of the aircraft.He then ran around the nose ofthe aircraft and jettisoned thepilot's door. As he was helpingthe pilot from his seat he noticedthe gunner helping two of thepassengers out of the cabin doorand the flight engineer dragginganother. The crew chief andremaining passengers were running to a nearby bunker.

The result of the aircraft's last30 seconds of flight and theensuing crash was: the pilot



29/68

wounded by ground fire in theleft arm and blinded by flyingplexiglass, one passenger seriously injured, two other passengers and the flight engineerreceived minor injuries and theaircraft was badly damaged. Allexcept the pilot s wounds wereas a result of the crash. Luckilythe aircraft did not burn although the right fuel tank wasruptured.Also luckily, this story neverhappened. It is fictitious. But itcould happen and it does happenevery day somewhere in Armyaviation s wide area of operations. It could very well happento you and the really sad part isthat it shouldn t.The aircraft commander ofour story had no control overthe enemy ground fire thatwounded his pilot, but he couldhave prevented the crash thatfollowed. But how; what wentwrong? Where did he make amistake?

We have to go back to thecrew s preflight and cockpit procedure to find out. Actually wehave to go back even further tothe time the pilots arrived at theaircraft, but preflight time versustakeoff time is a command responsibility so we won t concernourselves with that.

What we will concern ourselves with is the crew s cockpitprocedure. Aside from failing tomake many prescribed checks,JANUARY 1971

preflight included, the singlemost important item they missedand the one that was the majorcause of the crash was failure tocheck the copilot s beep trimswitches. That was the seat fromwhich the aircraft commanderwas flying that day. The copilot s beep trim switches wereinoperative. In addition, the aircraft commander failed to followthe proper emergency procedureprescribed for loss of A.C. beep.Prior to attempting to regain lostrotor rpm with the emergencyengine beep, he should havepulled the A.C. engine trim circuit breakers.

The crash could have beenavoided if the crew had usedTM 55-1520-209-10CL, thechecklist. It details preflightinspection procedures, cockpit

procedures, pretakeoff and landing procedures, emergency procedures and performance charts.In addition, it normally comeswith a handy binder, TM 1500-1.In short it contains a wealth ofinformation. It s small, easy tocarry and printed in black-andwhite, easy-to-read English. Butit must be used to be of value.

Many people spend hours ofresearch, practice and discussionon the checklists. There is achecklist printed for each aircraft in the Army s inventory.All changes to a checklist mustgo through many agencies sothat they receive honest evaluation. In addition, the Armyspends millions of dollars printing and distributing the checklistevery year. That s money withheld from paychecks each monthunless a person is lucky enough,or unlucky enough, to be in acombat zone. If however, onefeels something is incorrect in achecklist or he has abet termore practical method of performing a check, he needs onlyto submit a DA Form 2028 withthe ideas. It will receive an evaluation and very possibly be incorpora t ed in to t he nex tchecklist or change that isprinted.

Let s avoid accidents like theone involving the 11J2 millionai rcraf t and crew. Use thechecklist-until something betteris invented. .iiilT

27


30/68

Oil Sampling: Whenever youtake an oil sample, make it apractice to do it within 15 minutes after shutdown with the oilat normal operating temperature.This ensures a complete samplewith all impurities for the oilanalysis.

aintenance Stands: When usingmaintenance stands, ensure thatall locks and safety devices arein place and functional.* * *roundhandling Wheel Installa-tion: UH-IB, D and H modelgroundhandling wheels may beinterchanged; however, on the Dand H models the spring-loadedpin must be forward . On the Bmodel the spring-loaded pinmust be to the rear.* * *hecking The Exhaust Gas Tem-perature System On The UB-I:At organizational maintenancethis is done by using a multimeter, AN/PSM6B and an ohmmeter , WV77E. The chart onvalues and procedures is contained in the current TM 55-1520-210-20. Check your aircraft's EGT system today .

* * *atteries: Hey, you UH-ID/Hmechanics and crew chiefs Besides checking for security ofinstallation, the only maintenance, servicing or inspectionauthorized at organization levelis a simple check for batterycondition. Allow ' enough time

ln en ncefor battery to recharge afterstarting engine (about 15 min

utes). Take an accurate readingon the loadmeter and move battery switch to the OFF position.I f the change on the loadmeter is5 amps or less (about one needlewidth), the battery is good. I fthe change is more than 5 amps,it's a job for your battery shop.

* * *ile Talk: Are you getting themost from the hand files in yourtoolbox? Many mechanics fail torealize that a hand file is a delicate cutting tool. All those littleteeth are precision sharp cuttingedges. To get the necessaryhardness that is needed to cutsteel, the teeth have to be madevery brittle, thus they break easily from shock loads. When thefile is allowed to rust, the firstareas attacked are the points ofthe teeth. So keep your files incased and well oiled for longlife. While using the file keepchips cleaned out of the teethfor fast , smooth cuts. Be sure touse a handle for good controland to avoid the possibility ofinjury.

* * *-4S0 Engine: Sudden accelera-tion and deceleration of the 0-480 engine can impose excessiveloads on the supercharger geartrain and can produce excessiveengine pressures and detonationeven with the propeller in lowpitch. Acceleration and deceleration can be accomplished rapidly

provided that it is smooth andsteady with no sudden or jerkymovements.* * *-S Aircraft: Contrary to popu-lar belief , the purpose of theband of red paint on the landinggear strut on the U 8 aircraft isnot to indicate bottoming-outon hard landings, but is to prevent corrosion on the portion ofthe strut which is not chromeplated. This band must bepainted to protect the metal; redtape is unsuitable.

* 1; *-42 Fuel System Caution: Donot insert fuel nozzle more than 3inches into tanks This information should be stenciled in anarea immediately adjacent toeach fuel filler cap.* * *-42 Electrical System: Turn offall electrical switches beforeplugging in an auxiliary powerunit This information should bestenciled in an area adjacent tothe auxiliary power unit receptacle. Reference Change # 1 to theoperator's manual.

1; * *djustmentnt Of Propeller BladeAngle, U-2I Aircraft: TM 55-1510-209-20 outlines proceduresfor adjusting propeller blade angle in the high pitch position,stating that blade clamps shouldbe loosened and blades turneduntil blades are at the properangle. This procedure will causethe blade angle to be out of ad-



31/68

justment at the full reverse andlow pitch positions. Correct procedures are contained in thedash 35 and should be followed.The dash 20 wiJI be changed inthe near future to delete procedures for adjusting blade angles.

oadmeters U-21 Aircraft: Para-graph 12-248 Load meters) ofthe dash 20 on the U-21 aircraftwhich states that the volt loadmeters indicate respective generator output voltage is incorrect.The wiring diagrams and continuity checks on the aircraft provethat each volt loadmeter will indicate voltage directly from themain bus.

* *V-l Aircraft: All OV-l aircraftJANUARY 1971

rs wh n torquing

bolts

are now equipped with the MD-2oxygen regulators. Thus, thestatement on page 6-20 of TM55-1510-204-10/4 that the oxygensupply switch must remain onexcept when necessary forground maintenance is erroneous. With the MD-l regulatorthe switch must remain on;however, with the MD-2 regulator the switch must remain offunless oxygen is needed.

* *alibration Of Torque Wrenches:Be sure to check calibration dateon torque wrenches before useand back off torque wrench tozero torque after use to keeptension off spring.

* *leaning Of Heli-Coil Insert

Threads On 0-1: Clean heli-coilinsert threads with a wire brushin conjunction with a powertool. Never clean heli-coil inserts with a tap for permanentdamage often will result.

* *eep Those Switches Straight:Since cold weather and icingconditions are here, rememberthat to activate the wing and tailde-ice boots on the 67-68 OV-ICaircraft the systems ir supplyswitch must be open.

* *hafing Of OV-l , HydraulicLines: Several inqUIrIes havebeen received regarding the U.S. Army Aviation SchoolUSAA VNS) experience with

hydraulic line chafing problemson OV 1 aircraft. Page AircraftMaintenance, IncorporatedPAMI) reports frequent chafing

of the following hydraulic linesin the leading edge of the wingbetween the engine nacelles andfuselage:

The pressure in line to themain filter chafing at the clamps. Pump pressure line fromengine pumps chafing at clamps.PAMI personnel reported thischafing was common to both leftand right installations and atapproximately the same placewhere metal clamps are attachedto meta l l ines The fix a tUSAA VNS is to replace thepresent clamps with Teflon-linedclamps or use ~ i n c h plastic lacing material in lieu of clamps.


32/68

Provided by the Society of U SArmy Flight Surgeons

Major Nicholas E Barreca M D

30 U S ARMY AVIATION DIGEST


33/68

WEAR EM' T '> the air crewman: Probably. . . one of the most treasureditems in your wardrobe of protective equipment is the recentlyacquired, two-piece N omexflight suit. It retards flame betterthan anything we've had. Sowear it, nd we r t right

How do you wear 'em rightyou say? By having them coveras much of the maximum surface of your body as possible.This can be accomplished inseveral ways when flying: Keep the shirt tucked waydown in the pants by keepingthe belt and adjusting tabs properly fitted. Don't allow it to untuck. Keep the shirt zipper closedall the way up and covered bythe overlapping Nomex. Keep the sleeves rolleddown and tightly closed by theVelcro tabs . Ensure that yoursleeves are long enough whenyou are first fitted. Keep the trouser fly zippedall the way up. Don't allow it todr i f t down and open andthereby avoid a painful and unusual 1 percent body burn. Keep the t r ouse r l egsbloused and secured tightly bythe Velcro tabs. Do not blousethe trouser legs with blousinggarters and such. The main thingis to ensure that they do not rideJANUARY 1971

AND WEARup. Get them long enough tobegin with.

Some units vary the wear ofthe two-piece Nomex flight suitduring nonflying periods. This istheir right so long as it does notinterfere with its proper wear toprovide maximum protectionduring flight.

Although Nomex fabric is rel-atively resistant to wear , it muststill be treated with care. Oneshould be especially alert forareas that begin to fray or wear.This can lead to thinning orbreakdown of the fabric andresult in decreased fire protection. One should be especiallyalert for such wear when blousing trousers in boots. The material begins to f ray where itcontacts the boot top.

Our next consideration is thatof the N orne x sleeves. Commanders being concerned withcomfort frequently order thesleeves rolled up during nonfly-ing periods. Usually they reasonthat the sleeves are uncomfortable and place an unnecessaryheat burden on the individual.But the same individual mustremember to roll his sleevesdown before flight or he couldsuffer the undesirable consequences of a really intense heatburden.A recent ground maintenanceaccident involving a CH-47 Chinook resulted in fatal burn injuries to an air crewman. He hadremoved the upper portion of histwo-piece Nomex flight suit dueto being uncomfortable from thehigh summer heat. Certainly allair crewmen and ground supportpersonnel should keep their

EM RIGHTNomex shirts on and theirsleeves rolled down during thistype of operation.

Enough said Regardless ofhow you must wear your twopiece Nomex away from theflight line, wear 'em and wear'em right when you get to theflight line and in flight.T the flight surgeon: The sec-ond generation, flame protective flight suit is in the planningand evaluation stages. A material named polybenzimidazole(PBI) seems to have the bestcharacteristics. t is comfortableand wil l have accep tab lestrength and wear characteristics. Most importantly, it hasmore superior fire retardantproperties than is currentlyavailable. In one study it wasshown to protect a manikin in astandard fire test (lP-4 fuel firefor a 3 second duration, movingthrough the fire at 10 feet persecond) 30 percent more thanNomex (polyamide). Many mil-itary agencies are pressing forthis to be a one-piece version,perhaps to be available in the1973 to 1975 time frame.

You must advise your commanders and air crewmen aboutthe proper wear of flight clothing. Without your professionaladvice they will be left to theirown devices and imagination,which may reflect time honored,traditional, yet medically unsound reasoning. t is your responsibility to bring these thingsto their attention, even when notcalled upon for an opinion.That's what aviation medicine isall about. In its preventive aspects, we must promote conditions in the air crewman and hisenvironment that will decreasethe likelihood of disease or in-firmity.

31


34/68

TOUCIIDOWNIleana Work naakes t

on tile gridiron nd in cOlllbatlieutenant Gilbert W Acheson

A s AN AIR cavalry memberin the RepubJic of Vietnam my job was reconnaissance.My unit was a good one and Iwas proud of its performance.But the mission we were destined for this night was to in-crease this pride stiJ] further.

Our team of UH-J C gunshipserased the evening quiet with theintermittent popping of rotorblades as we were on final approach to Camp Enari in theCentral High]ands. On shutdownwe gave our birds a good postflight inspection and set up thecockpits for a rapid start in theevent of a scramble for emergency missions. We were onscramble alert which meant wewould launch in the event anyone needed gunship support during the night.

We had gone to the club towatch a movie after gulpingdown some cold cuts from thefield mess. A field phone at theclub provided a hot line to flightoper t ions in case the firststandby gun team had to bescrambled. Looking around theclub I saw the pilots in ourtroop, but as usual the gun pi-Jots the slick pilots and thescout pilots were s tandingaround in their groups .32

The aircraft an Army aviatorflies is a way of life and onceaccepted into the socia] group ofa gun, slick or scout you're inpermanent]y.

We were late getting to themovie and had barely settled inour chairs when the call came:"Scramble " There was a longrange reconnaissance patrol(LRRP) in heavy enemy contactnorth of Plei Djerang. No coordinates were needed as we hadcovered the slicks who had in-serted the force earlier the sameday. Our group was airborne inless than 2 minutes.

As I called for takeoff I heardthe slicks calling also. t was oneof those missions where everyone does his part as a welltrained team.

Making a right break aftertakeoff, I heard the voice ofShamrock 6 calling for takeoff.

Our com mander, having anuncanny sense for knowingwhich missions required hispresence, would act as commandand control (C&C) and alsocrash recovery since his aircrafthad a rescue hoist. As the mis-sion was near the Cambodianborder, far from the nearestfriendly position, I'm sure herealized we were all a little more


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: ~ ~ : ~ ~ ~ ' ~ ~ ' ; ~ : : ? ~ ~ ~ ~ ~ ? c ~ ; ; q ~ l ~ s ~ ~ ~ ~ ~ ~ ~ ~, ~ . : 10 .... . . . . .. . . . ' : ~ ,


36/68

TOU HDOWNIat ease with his aircraft un station.

About 1 minutes out of homeplate, enroute to the contactarea, we called back for the second gun team to crank and report on station for reserve.

There were three sl icks-twowere loaded with flares, the thirdwas the all-important pickup air-craft-one ship more than normal for a mission this far frombase. Add to these a light teamof guns enroute and a light teamcranking plus our C C ship andyou have a total of eight, eachwith a specific job.

Locating the embattled teamwas easy once we were on station. The familiar red tracersmarked the area well. Next theflare ship arrived and lit the darknight.

We established the location ofthe friendlies, got an adjustmentfrom their position to the enemyand began our firing runs. Charlie was his usual sly self-hewouldn't shoot at us while in-bound but waited until after webroke .and were unable to pinpoint his location.

Shamrock 6's voice dominatedthe radio with a call to our wingship, Left 50 add 100.

Army Aviation Digest - Jan 1971

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