Army Aviation Digest - Jan 1973

8/12/2019 Army Aviation Digest - Jan 1973

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UNITED RMY VI TION..., 1GESJDIRECTOR OF ARMY AVIATION, ACSFORDEPARTMENT OF THE ARMY

BG William J. Maddox Jr .

COMMANDANT, U. S. ARMY AVIATIONSCHOOLMG Allen M. Burdett Jr.

ASST COMDT, U. S. ARMY AVIATIONSCHOOLCOL lar l W . Fletcher

EDITOR, U. S. ARMY AVIATION DIGESTRichard K. Tierney

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JANUARY 1973 VOLUME 19 NUMBViews From Readers . Pick Up The Bucket, CPT Francis T. Veloso . . . . . . . . . . . .Aeromedic, LTC Nic ho la s E. Bar re ca , M.D. . . . . . . . . . . Lady Luck Vs . IFR Competence, CW4 Pa ul J . Chauvin A Mad Coffee Party, CPT Thomas P. Petullo . . . . . . . . . . .Maintenance Matters . . Modification Work Orders . . . . . . . . . . . . . . . . . . . . . .The High Price Of Experience, CPT William R. McKelvy, J r.Instrument Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . .Backside Of The Power Curve . That's A No - Nol . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Complacency And The Eagle . . . . . . . . . . . . . . . . . . . .Good Idea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Write To Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Turn Down That Noise. . . . . . . . . . . . . . . . . . . . . . . .Pearl's . . . . . .A Better Mousetrap . . . . . . . . . . . . . . . . . . . . . . . . . . .Game Plan For Winners . . . . . . . . . . . . . . . . . . . . . . . .USAASO Sez . . Flying Gets Less Joyful Every Year, Paul Harvey Inside

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BOUT THE OVERA penetrating study at the U S

Army Aviation School analyzesCommunist procedures for conditioning prisoners of war. Seepage 2.

Tho ml on of tho U S. ARMY AVIATION DIGEST I. to provldo Informotlon of on 0tlonal or fundlonal nature concerning .afety and aircraft acclelent prevention, tramaintenance, operation., re.earch anel elevelopment, ovlatlon medicine, anel othlated data.The DIGEST I. an ofRclal Department of the Army periodical publl.hed monthlythe .upervl.lon of tho Commanelant, U S. Army Aviation School. View. expro.lOd hare not necearlly tho.e of Department of the Army or the U S. Army Aviation SPhoto. are U S. Army unle.. otherwl.o .peclfled. Material may be reprinted procredit I. given to the DIGEST and to the author, un Ie otherwl.e Inellcateel.Article., photo., anel Item. of Intere.t on Army aviation are Invited. Dlred commtion I. authorized to: Editor, U.S. Army Aviation Dlge.t, Fort Rucker, AL 36360.Thl. publication hal been approved by Headquarters Department of the ArSeptember 1972.Adlve Army unit. receive dl.trlbutlon under tho pinpoint dl.trlbutlon q t e m aIIneei In AR 310-1. Complete DA Form 12-4 anel .enel ellredly to CO, AG Publicationter, 2800 Ea.tern Boulevard, Baltimore, MD 21220. For any change In dl.trlbutlon rement., Initiate a revl.eel DA Form 12-4.National Guarel and Army Re.erve unit. uneler pinpoint dl.trlbutlon 01.0 .hould .DA Form 12-4. Other National Guard unit. .hould .ubmlt reque. t . through theiraellutant. general.Tho.e not eligible for ofRclal dl.trlbutlon or who ele.lre per.onal caple. of the Dcan order the magazine from the Superlntenelent of Document., U S Government Pr

OtRce, Wa.hlngton, D C 20402. Annual .ub.crlptlon rate. are 8.00 dome.tlc oneloverlOa Single caple. are 75 cent. each.


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JEWSROME DERS

Sir:There used to be a lot of group discussions on flying (more commonlyknown as hangar flying ) telling aboutexperiences aviators encountered before,during and after flight. I am a greatsupporter of exchanging informationof this type which could be a boonto preventing some aircraft incidents oraccidents and maybe save a life. Anexperience which I'll never forget wentlike this.I was flying a mission betweenErlangen and Grafenwoehr, Germany,in [what was then] an L-19 aircraft[now designated 0-1]. The weather wasclear at Erlangen with 2,000 feetbroken. I encountered thunderstormactivity enroute with heavy turbulence;visibility was restricted by scud andheavy rain. I had just turned off theAutobahn (which I was using as avisual aid) and proceeded into a valleynear Bayreuth (I transitioned to theIron Beam Railroad navigation aid).Turbulence was severe, the gust spreadrelatively high. To place less strain onthe aircraft and provide for bettervisibility, I throttled back to maintainan indicated air speed of approximately80 mph. I tried to advance the throttle,but when it wouldn't move forward itshook me. I eased the throttle back alittle bit more, but again when I triedto move it forward it wouldn't move.r was now flying with one notch offlaps (we didn't have electric flaps then)with the indicated air speed varyingfrom 60 mph to 70 mph.Looking off to my left I saw an airfield on top of a hill in the scud andturned gently toward it. The ensuinglanding was uneventful; it had to begood as I would not have the powerneeded to go around.

After landing I opened the cowlingon the carburetor side. I couldn't movethe throttle forward but could move itback. A minute inspection of thethrottle linkage revealed that the observer's earphones had bounced offthe metal hook and the earphone harness had lodged between the mixtureJANUARY 1973

and throttle controls in the observercompartment. The culprit had beenfound, an unsatisfactory equipment report (UER) was submitted and corrective action was taken. The hook was replaced with a spring steel clip; no moreproblems. But should I have been flyingin those weather conditions at all? Yoube the judge of that.I think the above points out the bene its of hangar flying. t could havehappened to you. Let's not be too proudto talk about incidents of this nature.Knowledge gained could be a benefitto others .

Sir:

A.B.C. Davis Jr.11138 Glacier DriveCreve Coeur, MO 63141

I would like to get a few answers onsome instrument procedures that havesome members of my unit at odds witheach other.My first question has to do with aproper entry into holding by means ofa teardrop entry. I first learned in 1965that I should track outbound on a trackof 30 degrees or less from the outboundcourse and track interception was notmandatory after 1 minute. TM 1-225,dated April 1965, and present FAAprocedures verify this. However, laterversions of TM 1-225 and DOD FLIPsection II , have changed the word

track to course. Some interpret thisnew wording to mean heading. Iwould like to know, is it mandatory totrack outbound in the initial tum orjust use a heading?My other question has to do with instrument approaches that have holdingpatterns depicted in lieu of a procedure tum barb. Some approach chartslike the Cairns ILS 6 approach has aholding pattern depicted and in theprofile view it states descend in holding. The other type is like the Troy ILS7 approach, it has 1 minute printedwithin the pattern. Everyone agrees thatthe type with 1 minute printed meansyou can never exceed 1 minute inbound. But, some say the other typelike Cairns can be exceeded. For example, once cleared for the approachI could go outbound for any length oftime so long as I do not exceed 10nautical miles, and that my inboundtime makes no difference. Others sayany time a mandatory holding patternis published in lieu of a 45 degreeprocedure tum, 1 minute inbound willnot be exceeded. t makes no differencehow it is printed the procedure is thesame.No matter what our research finds wealways seem to disagree on the interpretation. As of now I have yet to geta clear cut answer as to which pro-

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r-----------------------------------From the Director of Enlisted PersonnelA bit of confusion has resulted from Reserves and National Guard:this office's recent announcement (Oc- 67B-O-lIU-6 Airplane Repairmantober 1972 DIGEST) concerning the 67C-U-IA Airplane Repairmanobsolescence of certain aircraft main- 67M-OH-13/0H-23 Helicopter Re-tenance MOSs. To set the record pairmanstraight: Some Army aircraft are, in- 67P-CH-34 Helicopter Repairmandeed, being retired from active duty However, MOS 67T (CH-37 Helicopterand transferred to the Reserve and Na- Repairman) is being dropped altogetherfrom the enlisted MOS structure. Fortional Guard. The following MOSs will mal announcement and reclassificationno longer be needed in the active Army, will be disseminated in a forthcomingI though they will be retained in the change to AR 611-201.

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ET

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aptain Francis T VelosoT LIGHT. The guard will

n p ll iPlrp any moment to wakebad dream las Bight

'AII' time I dream of home, Bar- ' - I ' I . , kids, the house . . . I haveayeems that swelling n my foot:; gone down some . . . must re-ember to take care of it.

if today ill be anotherinterrogation day. f it is , I hopeit's not with the same guy as lasttime; he's pretty sharp knowseverything about me. How did hefind out I broke my leg playingfootball in high school?Here comes the guard. CLANGCLANG CLANG h God, I wishthey could find a more pleasant


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way to wake us up. That metal cupagainst the bars just doesn't cut it.Pick up the bucket, stand at thedoor. When it opens, follow Bill tothe latrine, stand outside, wait forhim to finish. Poor Bill, doesn tlook too good. Hang in there, BillI remember when they brought himin. Head bowed, tired, hungry, inpain from the leg wound, in a daze.I remember hearing him throw upafter receiving his first meal. Hangin there, BillBack to the cell. Sweep the dustwith my hand into the dust corner.Rearrange for the millionth timemy belongings. Toothbrush on theright side of the shelf, string on theleft, metal cup in the middle.Quick Look through the bars tosee where the guard is Nowhere insight. Good Move the loose rockto check the calender. Still havesmall part of pencil and some paperleft. Check off one more day . . .today is the first day of the rest ofmy life. Hang in thereThe POW question has gatheredtremendous emotional momentumamong the American people. Thescenario above is typical of a num-ber of books that explore the world

of the POW. The better books serveto communicate the absolute de-spair and helplessness one encoun-ters during internment in the handsof the Communists. They also serveto prove that resisting and survivinghonorably is possible. This is theposition taken by the Survival,Evasion, Resistance and Escape(SERE) Branch of the U. S ArmyAviation School's Department ofGeneral Subjects, Ft. Rucker, AL.After extensively researching thequestion, the SERE Branch hascome to some interesting conclu-sions. These theories prove to beextremely important because theyare being incorporated into train-ing at the Aviation School.A major objective will be to dis-pel the idea of brainwashing Theword brainwashing was adoptedafter the Korean War when manyJANUARY 1973

Americans were fearing the worstin terms of the conduct of ourpaws. t very neatly explained aprocess that was thought of ashighly technical, 100 percent fool-proof and completely diabolical.Unfortunately, all of the fears andguilt was based on the very unfairassumption that the conduct of ourmen was anything but honorable.The Korean War was the firsttime that Americans were exposedto the Communist policy of indoc-trinating prisoners of war. Insteadof concentrating on tactical infor-mation, which is what the Ameri-cans expected, the Communistswere more interested in the man'sbackground, where he came from,if he was married and what kindsof sports he enjoyed. The indoc-trinators compiled profiles of theprisoners which allowed them toidentify the type of background hehad and his degree of suspect-ability.In keeping with Communist phi-losophy, individuals with workingclass backgrounds were chosen tobe at the top of the chain of com-mand. They were charged with ad-ministrative responsibilities andwere directly responsible to thepolitical indoctrinator for every-thing their fellow prisoners did orfailed to do. This usurping of thelawful authority that is supposed toexist in the POW environment istypical of the tactics used by theCommunists in an attempt to un-dermine the faith of the POW inhis fellow prisoners. Coupled withthis type of thing was physical vio-lence, sleep deprivation, prolongedperiods of constraint, endless hoursof interrogation and indoctrination,and a minimal diet that was atro-ciously lacking in nutritional valueand the dreaded isolation. A thor-ough analysis at SERE Branchreveals eight important elementspresent in every Communist prisoncamp. In order to better under-stand the POW's predicament,these are briefly discussed below.

Since Korea CommunistIIbrainwashing l techniqueshave been generally ac-cepted as being highlyeffective. Recently studiesbeing conducted at theUnited States Army Avia-tion School Ft. RuckerAlabama have thrownnew light on the matter

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Degradation is one of the mostimportant factors used to try toundermine the POW s resistance.Through the use of force and trickery, the Communists degrade officers and senior enlisted men infront of lower ranking prisoners.They can and will in certain circumstances make a mockery of theprisoner s religion, his beliefs andhopes. Degradation is a gradualprocess that starts with simplethings and becomes more and moredifficult to avoid as the prisoner sego is systematically weakened.The purpose of degradation is toslowly melt away the prisoner sprecapture beliefs. t very effectively causes contradictory circumstances with which the prisoner hasa hard time coping. He knows whathis actions should be but is forcedto do things in which he doesn tbelieve.Enforced trivia is an instrumentof degradation but has a purposeall its own. Enforced trivia introduces and reinforces the habit ofcompliance. The habit of compliance is the term we would preferover brainwashing. t has a veryinteresting definition and will bediscussed later in this article. Someexamples of enforced trivia are:walking around with the headbowed, showing extreme politenessto a guard whose rank wouldn t4

normally warrant it, and elaborateand trite ceremonies that are performed for survival essential items.The daily latrine routine, the cerewhich is used for acceptingfood and water, are examples ofenforced trivia and serve a definitepurpose. The prisoner is forced tocomply with these routines in orderto survive. In a short period of timethe effects manifest themselveswhen he voluntarily undertakesprocedures in new areas to avoidhaving to be forced.Fatigue is accomplished throughmany means. Sleep deprivation,prolonged periods of constraint,endless interrogation and indoctrination, and a poor diet. Fatigueis both physical and psychological.Not only is the prisoner physicallyexhausted but because of the widerange of emotions lie feels (fear,anger, guilt, etc.) the POW becomes psychologically drained.Time and time again, the Communists will remind the POW s thatthey have the power of life anddeath over him.Demonstrated omnipotence. Theinterrogators will try to appear thatthey are all-knowing. They will saythat the information the POW iswithholding is already comrponknowledge and further resistance isuseless. Of course, if this were true,why would the interrogation continue?Threats are used constantly.Strangely enough, though, thethreat of death usually doesn t carryas much weight as the threat ofnonrepatriation. Also, threat,eningthe man directly usually isn t aseffective as threatening one of hiscompatriots. Threats are an everyday fact of life in the POW camp,but there must be a distinction between a viable h r e ~ and one whichis made on the spur of the moment.Unexpected rewards. Americansare by nature the type of peoplewho believe in returning a kindness. From the time a child is oldenough to understand it, he is com-

pelled to live by the golden rule:o unto others as you would havethem do unto you This fundamental desire to reciprocate favorsmakes the American prisoner ofwar a perfect target for unexpectedrewards In the midst of his trials,

when the times seem impossible tosurvive, the prisoner will receive anunannounced, temporary reprieve.t may be in the form of mail, orextra food, or the medicine heneeded. In every instance, however,when a prisoner receives somethingout of the ordinary, there is anunderlying motive attached. Unexpected rewards serve to confusethe prisoner. t is difficult for himto part with the golden rule and the

Communists know this.Controlled perception and isolation go hand-in-hand. One is aproduct of the other. Of all thetechniques used by the Communists, by far the most effective isisolation. Isolation comes in twodegrees: partial and total. Thetotal isolation would be thesame as what we call solitaryconfinement. The prisoner isplaced in a small, barren room.He has no contact with the outsideand no external stimuli. Any activities he becomes involved in mustbe self-actuated. After a long period of solitary confinement, prisoners have been known to experience hallucinations. They begin to

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display traits of the mentally disturbed. Resistance to this type ofisolation is difficult but by nomeans impossible. The prisonermust practice mental gymnastics.A prisoner of the Hungarian Communists is known to have survivedisolation by measuring the averagelength of her step and walking backand forth in her cell until she hadwalked around the world threetimes.Partial isolation is not as dangerous s solitary confinement butit is very effective in two ways.First, it hinders the all importantorganization of the prisoners. Without organization, there is no discipline; without discipline, survivalbecomes very difficult. Second, itdoes not allow the prisoner the luxury of social support and thereforefosters introspection. A dangeroussituation develops when a prisoneris constantly thinking about his ownproblems and has no one to tum tofor reassurance. This inner turmoilis fairly easy to detect and when ithappens the political indoctrinatorJANUARY 1973

will present himself as the prisoner's only friend.All of the eight methods discussed above interact to help induce the habit of compliance. Whatis the difference between brainwashing and this habit of compliance? The word brainwashing implies that a mystical technique hasevolved through devious meansthat will completely eradicate theprecapture beliefs of an individualand through some magical metamorphosis change him into a walking, talking puppet of the state.SERE Branch personnel prefer touse the term h bit o compli ncebecause it is more concrete, morecomprehensive and it eliminates thefear of the other word which wouldprove detrimental to a POW. Thehabit of compliance is not ownedsolely by the Communists. t canbe seen, in a much milder form, inany penal institution in the world.What this means to the individualsoldier is that he no longer has tofear the ultimate weapon of psychological warfare-brainwashing

bu t now he can understand it. fhe can understand this, he can combat it effectively.S R Branch is one of the firstagencies within the Army to begindevelopment of a realistic resist

ance training program incorporating the eight elements discussedabove. Any questions or comments you may have are invited.New developments in survival, evasion, resistance and escape takeform every day and it is difficult todisseminate this information Armywide. Please address your correspondence to:S R Branch

Department of General SubjectsUnited States Army

Aviation SchoolFort Rucker, Alabama 36360Finally, I hope this article mayhave spurred your thinking aboutthe POW question. As helpless asyou may feel, something can bedone. Remember, he's yourbrother.

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Evolved Gas Dysbarism n Army viationOrCan You Bend An rmy ir Crewman

Lieutenant Colonel Nicholas E Barreca, M D

ProfJided by the Society ojU S. Army light SurgeolUThis is the second in a seriesof three articles about the ef-fects of changing barometricpressure on the human body

LAST MONTH we discusseddysbarism, generally definingit as the effects of changing baro-metric pressure on the humanbody. t was pointed out that dys-barism could be divided into twotypes-those due to trapped gasesand others due to evolved gases(figure 1 . The trapped gas dys-barisms are more commonly en-countered in the Army aviationenvironment than those due toevolved gases.This article centers on evolvedgas dysbarisms. Just what are they?Basically they are a group of symp-toms of differing types that occurwhen gases dissolved in the bodytissues are suddenly permitted tocome out of solution. These typesof dysbarism have been known byseveral other names-decompres-6

Figure 1DYSB ARISM

Trapped Gas

Ear Blockaerotitis , barotitis

~ L _ Sinus Block__ aerosinusitis, barosinusitis

Dental Painae r od o n ta lg ia , baro do ntalgia

Belly Pa inabdominal g as expansionor distensi o n

- -

Evolved Gas

: , ump .

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sion sickness and bends being themost common. Aeroembolism andaltitude sickness are other termswhich are not s appropriate or sspecific s the term "evolved gasdysbarism."The evolved gas dysbarisms areeasily ignored since they are encountered infrequently. However,set up the right conditions and theywill be incapacitating and sometimes life threatening. Do such conditions exist in the Army aviationenvironment? Are Army air crewmen ever really risking the development of what is commonly calleddecompression sickness? The answer to both of these questions isan emphatic "Yes " There is a dualrisk involved due to the nature ofcertain fixed wing mission requirements and by virtue of man's leisure participation in SCUBA (self-JANUARY 1973

Figure 2contained underwater breathingapparatus) diving. Actually, othrotary and fixed wing air crewmenare exposed to these risks at certaintimes. Let's examine a few specificexamples.A 22-year-old aviator was undergoing transition in the U-21A,an unpressurized fixed wing aircraft. Part of his training includedan oxygen system and high altitudefamiliarization flight at 21,000feet. This was started on a clearday, flying IFR. Upon passingthrough 14,000 feet the crewdonned oxygen masks and startedbreathing diluted oxygen on theirregulator's norm l setting. t 21,-000 feet, after about 30 minutes ofoxygen breathing, the subject aviator began to experience someunusual sensations. He becamelightheaded and confused and com-

quilibrium Increase

plained of a red veil and spots before his eyes. Another crewmemberremoved him from the controls andadministered 100 percent oxygenby passenger mask. The aviatorcontinued to feel ill and did notimprove until the aborted missionreturned to ground level. The affected aviator later stated that hewas ll throughout the weekend.The remainder of the crew assumed that because of a poorlyfitting oxygen mask the affectedaviator had experienced hypoxia. . . or was it a form of evolvedgas dysbarism known as thecrumps?

In another instance a group ofthree air crewmen planned a weekend SCUBA diving expedition toa little known dive spot. Theyrented a civilian light observationhelicopter because it would be7


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more versatile in locating the spotand landing at a nearby clearing.They arrived at midmorning onSaturday after reconning severalspringfed tributaries as potentialdives. After two cave dives to 90feet they roughed it in sleepingbags till morning. After a cannedbreakfast they pursued some shallow exploration of various otherdive locations, refilled their tanks,refueled the aircraft and returnedfor a series of two midafternooncave dives. At dusk, after spending2 hours cleaning gear and breakingcamp, they took off for the returntrip home. Darkness fell rapidly asthey climbed to 5,000 feet to provide a safe altitude. Within an hourall three were violently ill The pilot and copilot had severe pain inthe shoulders and knees, associated with varying degrees of limbnumbness and weakness. The third8

Figure 3member was unconscious after experiencing breathing difficulty withalmost incessant coughing. Luckilythey were within 15 minutes of aU. S Navy experimental divingunit helipad. Were these cases oftomaine poisoning? No, these wereundoubtedly due to the evolved gasdysbarisms.Why is man subject to theseproblems when he goes to altitudeor decompresses? To understandlet's examine some basic physical

principles relating to gases and liquids. The amount of gas that willdissolve in a solution and remainthere is directly proportional tothe pressure of the gas over thesurface of the solution. This fact,known as Henry's Law, is the underlying basis of the evolved gasdysbarisms. Its implications arebest understood if we examine ourown experience with carbonated

beverages. A bottle of champagnewill suffice (figure 2 .Once bottled under pressure thegas in solution remains in equilibrium with the increased gas pressure above the liquid, enforced bythe cork (figure 2A . Since theforces are balanced no gas canleave the solution, thus no bubblesform. This can be likened to theman at ground level whose tissuefluids are in equilibrium with theenforced gas pressure of the atmosphere.Upon removing the cork there isan excited release of pressure andbubbles evolve from solution, frequently spilling over the top of thebottle and causing problems (figure 2B . Man has the same problem i the pressure around him issufficiently reduced by unpressurized flight to high altitude. f onepours the champagne, more bub-

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bles w ll come out of solution dueto the agitation of the liquid (figure2C . In like fashion, exercise canintensify the likelihood and degreeof symptoms experienced by man.Once a liquid previously underpressure s permitted to sit it becomes flat. It comes into equilibrium with the reduced pressurearound it (figure 2D . Likewise,man under ideal conditions willequilibrate with his surroundinggas pressure if given sufficient time.

In order to restore things to theiroriginal state, gas must be forcedinto solution under renewed pressure (provided in figure 2E by thelittle ole winemaker ) . Thus,there s renewed potential for bubble formation. As man descendsfrom high altitude in unpressurizedaircraft, the increasing pressureforces greater amounts of gas intothe solution of his body tissuefluids. f he dives under water thepressure increase s even more profound.

In man three primary gases areinvolved-oxygen, carbon dioxideand nitrogen. Oxygen and carbondioxide are involved in body chemistry and readily diffuse out of thebody. Nitrogen s not used in bodyprocesses. It's a sort of a filler. Ittakes time for the nitrogen gas toleave the body when pressures arereduced. f pressure s reducedrapidly and to a great enough extent, the nitrogen will come out ofsolution. Thus, it is evolvement ofnitrogen bubbles in the body tis-sues that causes the evolved g sdysbarismsThere, are a number of factorsthat influence the likelihood thatevolved gas dysbarism will occur.Several general factors are important to consider: Altitude For those starting atground level, it s found that 18,-000 feet must be exceeded beforeevolved gas dysbarism will occur.Thus, the threshold for symptomss considered to be 18,000 feet.Between 18,000 and 23,000 feet

JANUARY 1973

the incidence s negligible andseldom involves serious or disabling types. Between 23,000 and30,000 feet the number of casesgradually increases. Above 30,000feet the onset of evolved gas dysbarism becomes a likely prospectin unpressurized flight. Rate o ascent This factor simportant in diving but s seemingly unimportant in aviation.Rapid decompressions are perhapsan exception, but generally it sadvantageous to achieve altituderapidly so as to decrease time duration at altitude. Duration o exposure Thelonger the time of exposure at agiven altitude above threshold, thegreater the likelihood that evolvedgas dysbarism will occur in anindividual. Exercise At altitude exercisedefinitely increases the incidence ofevolved gas dysbarism. Rubbing orrepeated flexion of a symptomaticextremity will aggravate ratherthan alleviate the condition. Repeated exposure Reexposure to high altitude within thesame 48-hour period tends to increase the incidence. Temperature Lowered temperature increases incidence perhaps due to decrease in blood circulation or shivering. . Time of day Incidence shighest in the morning, lowest nthe late evening, perhaps due to thechange in body metabolism. Compressed air diving Thisleads to an increase in the amountof nitrogen dissolved in the body.Ascents to altitude while this residual nitrogen s present will resultin the early onset of evolved gasdysbarism.There also are a few personalfactors that affect the incidence ofevolved gas dysbarism: Age. The incidence increaseswith advancing age. Those in theirmid-thirties are three times moresusceptible than those in their earlytwenties. This may have something

to do with the next factor. Obesity. Since nitrogen gasgoes into solution in body tissuesat different rates, certain tissuesare more likely to be problems thanothers. Nitrogen s most soluble nfatty tissues. These tissues alsogive up nitrogen gas very slowly.In obesity then, the probability forevolvement of gas s increased.This has been borne out in severalcontrolled studies-another goodreason for being lean and mean. Recent injury. There s someevidence to indicate a higher n-cidence in joints or limbs that havesustained recent injury. State of health. Alcohol aftereffects and active infection appearto increase susceptibility.Depending on factors not yetfully understood, four differingtypes of evolved gas dysbarism canoccur-the bends, the chokes, thecreeps and the crumps (figure 3 .Each type consists of a distinctivegroup of symptoms and signs.Bends: Being the most commonform of evolved gas dysbarism, its not surprising that this term hasoften been used loosely to mean alltypes of evolved gas dysbarism. Actually the term s specific for painof a mild-to-severe degree, whichs experienced at or around thebody joints. It can be anywherefrom mild dull aching to a gnawingor deep boring pain, sometimesreferred to muscles or bones. Thejoints involved are the knees,shoulders, elbows, wrists, hands,fingers, ankles and hips in decreasing order of frequency. f severe,the pain will often become intolerable or incapacitating. The paincan appear gradually or abruptly ataltitude and characteristically diminishes or disappears on descentto ground level or a lower altitude.t s sometimes unpredictable, becoming worse or better with time. . . even suddenly disappearing.Chokes: This form of evolvedgas dysbarism s less common thanthe bends, but s often more severe,

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incapacitating and sometimes ominous. It results from the evolvement of nitrogen bubbles in therespiratory system giving rise tocharacteristic symptoms. Mostprominent is a burning pain underthe breast bone associated withparoxysmal, uncontrollable, nonproductive coughing and chest constriction or tightness with shortnessof breath. This often is accompanied by a sense of apprehensionand suffocation, sometimes terminating in collapse or unconsciousness. The chokes are sometimespreceded by the bends. Once recognized, descent and terminationof the mission are imperative. Fatigue, weakness and soreness in thechest may persist for several hoursafter descent to ground level.Creeps: This type of evolved gasdysbarism may occur alone or forewarn of a more serious type. It results from the pressure of bubbleson nerve endings and blood vesselsin the skin. Due to a variety ofsensations experienced, a numberof descriptive terms have arisen toreflect these skin manifestations.The squiggles, inkles, niggles,creepies and crawlies undoubtedlyreflect the tingling, prickling, burning, numbing and itching sensations that have been experienced.The skin may appear to develop arash with irregular reddened areasor a mottling redness alternatingwith paleness. Sometimes a crinkling can be felt under the skin andless frequently an air blister orbleb will form. Most symptoms andsigns disappear upon descent.Crumps: This is a term inventedfor this article. It denotes the mostserious type of evolved gas dysbarism which results from evolvement of bubbles in the nervousand circulatory control systems.Visual defects are common withflickering or shimmering of visionwhich may be associated with blindspots. Migraine-like headaches maybe experienced. Most seriously,there can be diffuse loss of sensa-10

tion, feeling and movement withpartial or complete paralysis of anextremity or side of the body. Circulatory collapse or a shock-likestate is another form of this seriousevolved gas dysbarism. Usuallythis form of dysbarism occurs onlywith severe exposures, being mostcommon above 30,000 feet in theunpressurized environment. Sometimes susceptible individuals willbe affected at lower altitudes.Prevention is the key to reducingthe likelihood that evolved gas dysbarism will occur. Care to minimize or eliminate the general andpersonal risk factors that influenceincidence is the first step. A mostimportant rule to remember is theone pertaining to SCUBA diving.Compressed air diving and flyingjust do not mix safely. Even repeated skin diving to deep 50 to70 feet) depths over a long duration can be risky. AR 40-8 specifically states that air crewmen willnot fly or perform low pressurechamber runs within 12 hours following SCUBA diving, compressedair dives or high pressure runs. Asour friendly dolphin says (figure4): ':SCUBA diving and flying area no-go situation when they haveproximity in time. Heed his advice and wait the full 12 hours between these activities.When flying unpressurized aircraft a few general principles mustbe observed for prevention's sake.For flights above 23,000 feet aprocedure known as denitrogenation must be undertaken. Denitrogenation is a process whereby onebreathes 100 percent oxygen fora prescribed period of time in order to rid the body of nitrogen.Since nitrogen is the culprit inevolved gas dysbarism, reducingthe body's burden of nitrogen willdecrease its incidence. This preoxygenation or denitrogenationshould be accomplished for 30minutes prior to takeoff and continued up to altitude and for theduration of flight above 18,000

feet. For OV-l and U-21 fixedwing aircraft this can be accomplished during aircraft runup andwhile awaiting the IFR clearance.Even with adequate denitrogenation flight above 30,000 feet shouldonly be considered for emergencyreasons and not for continuous orrecurrent missions. Flight in unpressurized aircraft should be limited to 23,000 feet, unless the adequate denitrogenation proceduresare used. The risk of evolved gasdysbarism is negligible between18,000 and 23,000 feet. Remember, however, there is still a requirement for oxygen at and above10,000 feet to prevent hypoxia.Pressurized aircraft and pressuresuits have been used commerciallyand by the other military servicesto prevent evolved gas dysbarism.They are expensive and carry aweight penalty with them, but aredesirable and often essential forcertain applications. In Army aviation missions that require longduration flights at high altitudessuch a system would be desirable.Some aircraft have greater flyingefficiency at higher altitudes, especially if they are to perform suchmissions as those of the U-21.These are best pressurized so thatcrews and passengers may be safelyand comfortably accommodated.

The treatment of evolved gasdysbarism is basic and simple whenit occurs in flight. It is recompression the process of increasingbarometric pressure. The first stepafter symptoms occur is immediatedescent to an altitude below 18,000feet (consistent with weather andterrain obstacles) at which timesymptoms should disappear. f theydo not disappear, prompt return toground level is imperative Uponlanding, a flight surgeon's caremust be sought and hospitalizationmay be required. f symptoms disappear at an altitude below 18,000feet, the mission should still be curtailed or aborted unless it is vitalto national defense Again, the



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flight surgeon must be advised ofthe occurrence. There is a condition known as postdecompressioncollapse, which may occur after return to ground level and in a fewcases up to 6 hours or longer afterlanding. This type of collapse isalmost always preceded by someform of evolved gas dysbarism ataltitude. Thus, it is wise to see theflight surgeon for observation afterany episode of evolved gas dysbarism.

f symptoms persist after returnto ground level, further recompression is indicated. This is accomplished in a hyperbaric or compression chamber. The U. S Navyand U. S Air Force each maintain operational treatment chambers for this purpose throughoutthe world. Army flight surgeons areknowledgeable of their use andhave access to them.

JANUARY 1973

Figure 4The evolved gas dysbarisms,while seemingly a remote probability in Army aviation, are stillworthy of every air crewman sknowledge and consideration. Inpoint of fact several Army aircraft,both fixed and rotary wing, arecapable of flight above 20 000 feet.The U-21A and OV-1 can reachas high as 28 000 feet and 40 000feet respectively, depending on configuration. Only the U-21F has apressurized cabin, yet Army air

craft are not prohibited from utilizing their altitude capabilities.Potentially more distressing isthe increased national and worldwide leisure interest in compressedair diving or SCUBA. Clubs andcourses of instruction have organized all over the world andoften are established at militarybases. SCUBA equipment is withinthe financial reach of most peo-

pIe. Fortunately, most formallyinstructed SCUBA divers receiveexcellent instruction in the hazards associated with compressedair diving. Not infrequentlythough, some individuals undertakeSCUBA experimentation on theirown. This is not only foolhardybut also likely to result in all typesof evolved gas dysbarism, including those associated with flying.Aviation commanders should ensure that all diving clubs on military installations come under scrutiny to ensure the receipt of soundmedical advice and emphasis ofthose specific guidelines pertainingto flying personnel. Flight surgeons, being knowledgeable ofevolved gas dysbarism, its prevention and treatment, should be prepared to advise and assist aircrewmen to engage their environment safely.

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lat fluckI s.f R CODIfJetence


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A lack of experience and self-confidenceinvites attempts to extend VFR flightwhen visual references no longer exist.The aviators, if around, tell us Asluck would have it, the hole closed upor In this case 'Lady Luck' prevailed

TH FIRST PARAGRAPH ofthe message reads: In orderto achieve full utilization of Armyaircraft capabilities and to meetrequirements of midintensity warfare for dependable around-theclock operations, Department ofthe Army has established the objective of a standard instrumentqualification for every aviator. Afollow-on training goal is tobroaden his technical knowledgeand to instill additional confidencein the equipment he operates.Attainment of the standard instrument rating poses no significantproblem as the Army continues toequip its tactical fleet with an IFRcapability; however, the maintenance of instrument qualificationhas always proven to be a challenge directly proportional to theprevailing Army aviation environment at a given station.I have conducted instrumentflight examinations in various assignments during the past few yearsand observed that aviators havenot fully demonstrated their capability to function under simulatedor actual instrument flight conditions. Army and installationregulations not only place theresponsibility for maintenance ofinstrument qualification upon theindividual aviator, but also directcommanders to establish and conduct thorough and continuoustraining to assure a high degree ofinstrument flight proficiency. t hasnot always been possible to relyupon fulfillment of either of theseareas of responsibility.The aviation environment is naturally dependent upon combat ac-JANUARY 1973

CW4 Paul J. Chauvintivity, time, equipment and facilities. Today's flying programs aremarkedly affected by post-Vietnambudgetary requirements reflectedin recent changes to regulationsgoverning proficiency flying and instrument qualification. However,these same regulations allow aviation commanders to revitalize theircombat readiness programs andachieve the stated goal for fullinstrument capability.Army aviators have alwayswanted to be instrument ratedeither because they owe it to themselves and to the service or toenhance their opportunities forcivil employment upon their release from active duty. It does notmatter what type instrument ratingan Army aviator possesses--call itstandard or nonstandard, speciaJor deluxe, tactical or mobile-itstill represents an extension ofVFR capability and increases hisability to serve Army aviation tothe combat environment nor doesit matter what type warfare theArmy is preparing for or engagedin-cold war, midintensity of nuclear-the ability to transition between VFR and IFR flights is stillrequired.Prior to writing this article, Iscanned all previous issues of theAVIATION DIGEST (beginning with

~ b r u a r y 1955) for informationrelative to the Army instrumentprogram. The problems inherent toindividual qualification remain thesame. The rewards associated withwell-developed training programsare reflected in such recent articlesas: Chinooks IFR (Cav Style),July 1969 and Instrument Train-

ing in the Americal Division, September 1970. I also found severalwell-written articles admonishingthe aviator to thoroughly plan hisflight. One such article worth reading over and over again is IFRApathy, March 1971.Past issues of the AVIATION DI-GEST, however, contain far toomany examples of ill-preparednessfor instrument flight. The themenever changes: In this case 'ladyluck' prevailed.As luck would have it, thehole closed up when we startedthrough, the accident reportstated. Although the pilot and copilot had current rotary wing tactical instrument tickets, it is suspected they hesitated to climb outunder instrument conditions due tolack of confidence and experienceand extended the flight under visual flight conditions beyond theircapability.As far back as October 1955 theAVIATION DIGEST s Gray Hairfeature began citing instances ofbelow VFR/ nadvertent IFR accidents. Gray Hair also wiselystated that there is no compromisebetween instrument flying and noninstrument flying. Attempts to mixthe two conditions will lead inevitably to an accident. Therefore, anunderlined note o c ution is extended to those units which strivefor the goal of proficiency in napof-the-earth VFR operations underdecreased visibility and/or lowceiling conditions.In the event you encounter instrument conditions during nap-ofthe-earth operations, be wary ofexecuting the proverbial 180 de-

13


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gree turn. I like Gray Rarr'sattitude: . . . This fallacy haskilled hundreds of people . . . The180 degree turn is only a safeescape when it is performed longbefore its absolute necessity is apparent . . . The last escape routeis up Therefore, the first require-m nt for an aviator, before hepushes the weather at all, is instru-m nt training and an instrumentticket . AVIATION DIGEST, April1957.During the conduct of about 170instrument flight examinations ina 20 month period, I found examinees to be continually deficientin one or more of the followingareas: use of DOD FLIP andflight planning, knowledge of instrument flight rules as promulgated by AR 95 series and FAR91, terminal instrument approachprocedures and basic attitude instrument flying. Ninety-five percent of these flight examinationswere conducted in single-engine,fixed wing aircraft; the remainderin UR-ID helicopters. Minimumsatisfactory performances were notnecessarily a result of partial panelor knowledge of emergency procedures.Consider the following situations: The examinee was in a holding pattern on the procedure turnside of a VOR final approachcourse. When cleared for approach, he tuned in the VOR of anairfield 9 miles away and proceeded to fly to it. The examinee took off, flewpast his first fix to another 6 miles

Seat of th anlying

further away and then proceededon course. The NDB (nondirectional beacon) identifications weresimilar. The examinee was cleared to3,000 feet, and upon reaching3,300 feet he leveled off and remained at that altitude for the firstleg of flight. After crossing the final approach fix inbound, the examineereduced to idle rpm and continuedinbound at rates of descent varyingbetween 1,200 to 1,700 feet perminute while not properly alignedwith the final approach course. The examinee crossed theNDB final approach fix outbound,and not being able to properlyorient himself finally executed procedure turn at my request approximately 12 miles from the fix.These are only a few of the violations of safety and good operatingpractice that I have confronted.Upon completion of the 1971annual written examinations, Iconducted a personal survey ofquestions missed by about 150 aviators and noted the following areasof deficiency: terminal instrumentapproach procedures, enroute IFRplanning and knowledge of the AR95 series. This information furthersubstantiated the low degree of instrument flight proficiency. Flightand/ or academic instrument refresher training was immediatelyavailable to these aviators. Thusfar my 1972 examinees are demonstrating lack of knowledge in thesesame aforementioned subject areas.My duty assignment for 15 ofthe 20 months previously men-

tioned was that of a navigationacademic instructor. You cannotimagine the numbers of rated aviators who were not aware of themore basic rules for visual flight orunable to orient themselves on aVFR aeronautical chart. AR 95-2,paragraph 3-1, sums it up: Therules in this section and visualflight rules promulgated by theF will govern the operation ofaircraft under visual flight conditions. See Chapter 4 for exceptions. (This same general paragraph applies to instrument flightrules.) Excluding exceptions, orcombat, it is absolutely essentialthat you have a thorough understanding of these rules before youcan adequately function as an instrument rated aviator in CONUS.f you happen to be stationed overseas , then AR 95-2 is supplemented by the International CivilAviation Organization (lCAO)and/ or host country flight regulations.Instilling confidence in theequipment we operate may proveto be more of a primary goal thana follow-on training goal. Developments toward helicopter instrument flying were whimsically described in an early AVIATION DIGESTarticle: Instrument flight conditions in a helicopter, due to oscillations and peculiar controlforces , can quickly cause a welldeveloped form of hysteria amongpilots not familiar with instrumentflying . . . Military necessity willincreasingly require the use of helicopters in all-weather and night operations . . . In the meantime heli-

e


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copter instrument flying remainsan emergency measure until further developments assure us of asound basis for growth (AVIATIONDIGEST, June 1955, Captain Richard W Kohlbrand). Tests werefirst conducted in UH-19s andH-25s, a far cry from today'sUH-1D and CH-47 series. We cannot equip the entire Army withU-21Fs or helicopters comparableto those used by the PresidentialFlight Detachment. Even thoughwe improve the IFR capability ofthe tactical fleet, there will still bea vast number of aviators regarding helicopter instrument flying as

a well-developed form of hysteria no matter how much training they receive.What will be your unit's plan forcontinuing aviation education insupport of the objective for 100percent instrument qualification?My own experience would promptme to return to basics and act instrict accordance with prescribedregulations and procedures.

There is certainly no shortageof literature and training aids tosupplement a training program. Ihave seen the need for a strongacademic environment, not onlyfor initial qualification and requalification but also for refreshertraining in general.The Army should be careful notto rely solely on programedinstruction. Nothing can effectively replace the instructor/student direct relationship. Installation standardization boards coulddevelop miniwrits in conjunctionwith ground school refresher train

ing on at least a quarterly basis,patterned after the annual writtenexamination but geared to thescope and concept of operationat your present duty station.employed such a refresher programfor aviators in my unit as theycame within 90 days of instrumentrequalification. The syllabus included a discussion of airspacesegments-Army and Federal A via-JANUARY 1973

tion Regulations (FARs - o f general, visual and instrument flightrules, air traffic control procedures,weather flight planning and an IFRflight planning practical exerciseemphasizing preparation of theflight plan, enroute communications and navigation procedures,and terminal navigation. No special publications are necessary; youmay use the current annual writtenexamination reference data bookletto develop the IFR situation.Were it possible to expand theannual written examination, Iwould include questions concerning the purpose and use of airspacesegments, FAR 91 and add supplements appropriate to your overseasarea of assignment to test yourknowledge of ICAO and foreignrules of flight. Is it necessary thatthe examination be limited to 50questions? Why not 55, or 62 questions, or whatever number isneeded to adequately cover allaspects of visual and instrumentflight?Whether you are initially qualifying or renewing your presentrating, a return to basic attitudeinstrument flying would be beneficial. Most of us experience littleor no difficulty flying the aircraftin which we are most proficient.However, the division of attentioninvited by cross-checking instruments may result in sloppy flightcharacteristics. Far too many aviators concentrate on executing approaches to minimums at the expense of more basic things. We cansharpen our basic instrument airmanship by practicing the proficiency maneuvers outlined inchapter 6 of TM 1-215, or anyother basic maneuvers we can devise. Where possible, these maneuvers could be practiced under actual instrument conditions. Manyof our instal1ations are situated sothat we could make use of controlled airspace off airways andoutside the terminal environment.Letters of agreement could be

drawn to permit this type activity.Radar surveillance would be desirable and our own GCA unitscould provide this service.All aviators should be exposedto as much actual instrument flyingas possible in order to instill thedesired confidence in their equipment.

t is reasonable to state that instrument flight is simply a seriesof connected basic flight maneuvers. Most of your flights will terminate with an instrument approach from on top and you willnormally break out above published landing minima. Trackingthe VOR (VHF omnidirectionalrange) airway requires no greatskill; however, your basic instrument airmanship will determinehow well you execute radar vectorsor orient yourself for a procedureturn and final course alignmentwhile operating in clouds.I call your attention to TM1-225, appendix C, IFR flightplanning. The checklist items presented in this appendix providegeneral guidance for the individualaviator. Until your proficiency andjudgment matures, a checklist suchas this will enable you to effectivelycontrol the variable factors affecting each IFR assigned mission.The application of rules set forthin AR 95-2 should become automatic. Above all, learn to relax.One of the easiest and most satisfying missions you accomplish during the year should be the successful completion of your annualinstrument flight examination.

You will eventually view instrument flying as Lieutenant ColonelFrank G. Forrest did in the May1955 AVIATION DIGEST: Thejoy and excitement of flight on topof an overcast in itself is worth thework of becoming instrument qualified. This fascinating experienceis further heightened when thepilot executes a well-performed letdown and landing at his destina-tion

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6

A Mad Coffee PartyOr

ow Not To Run Standardization Meeting

Jack RabbitSad HatterHarry HareDoremouse

aptain Thomas P Petullo

DRAMATIS PERSONAE

hairman of the BoardMember of the BoardMember of the BoardMember of the Board



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"The time has come," the Walrus said,"To talk of many things:Of shoes - and ships - and sealing waxOf cabbages - and kings-And why the sea is boiling hot-And whether pigs have wings."Through the Looking-Glass Lewis Carroll

T HE SCENE OPENS in a d m i n i s t r ~ t i o n building where a small figure IS scampermg down alarge dark corridor.Jack Rabbit (looking at his watch): I m late.Outside of the building there is a table set outunder a tree and as the clock strikes 3 JackRabbit rushes out of the building, scurries across thefog-blanketed lawn and takes his place at the headof a long table. A huge brown coffee pot is centeredon the table and the three board members are nestledbeside i t-Sad Hatter and Harry Hare drinking coffee; Doremouse sandwiched between them dozing.Jack Rabbit (out of breath): Sorry I m late,gentlemen. The monthly standardization meeting willcome to order.Harry Hare (pouring): Have some coffee.Jack Rabbit Thank you. The first item on theagenda pertains to the use of the new aircraft checklist. The apportionment of the instructor pilot/studentpilot duties has been q u e s t i o n e d s p e c i f i c a l ~ ywhether the instructor or the student should dram

the fuel from the aircraft. As you know, with theexception of fuel draining, the procedure has beenfor the student to call out the item and the instructorto perform the check. However, with renewed emphasis being placed on strict adherence to the calland response method--do we want the student tocall out the fuel check and have the instructor perform it, as in all the other checks, or do we want thestudent to call out and perform the fuel check whilethe instructor continues with the preflight?Harry Hare (priggishly): Well, for one thinkthe student should drain the fuel from the aircraft.

He always has in the past.Sad Hatter think it's more important to lookat how to drain the aircraft rather than worry aboutwho is to do the draining.

Harry Hare (smugly): Well, that seems to befairly obvious. The drainer will use his left hand tohold the petcock and his right hand to hold thebottle.Sad Hatter Aha Not so. It's all contingentupon which side of the aircraft you're on. f on theleft you would use your left hand to hold the petcock,

JANUARY 1973

but on the right you'd use your right.Harry Hare (petulantly): In that case you'llhave to define left and right . . . left seated in theaircraft looking out or outside the aircraft looking in?Jack Rabbit Before we go into that, shouldn'twe take into consideration whether the drainer is leftor right-handed?Sad Hatter (warming to the spirit of things):Not only that, but what about the wind direction?Surely a left or right crosswind would have a directbearing on the draining procedure.The fog on the lawn has been slowly rising and isnow at table edge level.Jack Rabbit And then of course since we'restriving for 100 percent standardization, which handthe reader holds the checklist in is also important.Harry Hare He should hold it in his left hand.Sad Hatter think he should hold it in his right.Harry Hare LeftSad Hatter RightLoud refrain.Harry Hare LeftSad Hatter RightDoremouse (singing in his sleep): Marchingalong togetherJack Rabbit Gentlemen Gentlemen Let's putit to a vote. All those in favor of the student drainingthe aircraft say aye.Harry Hare Aye.Sad Hatter Aye.Doremouse (yawning): Aye.Jack Rabbit Those in favor of using the lefthand for the petcock on the pilot's side of the aircraftand the right hand on the opposite side say aye.Sad Hatte, : Aye.Doremouse: Aye.Harry Hare (whimsically): Bottle gripsJack Rabbit (puzzled): Say again.Harry Hare Bottle grips. What about bottlegrips? mean it seems to me that people hold thefuel bottle differently. On the flight line you seeeverything from a petite two-fingered hold at thecrown to a death clutch about the midriff. This iscertainly a prime area for standardization. I d like

to propose for consideration four alternatives: (a)gripping the bottle at the crown with the thumb andindex finger; (b) grasping the bottle's midriff withthe entire hand; (c) placing the bottle flat in thepalm; or (d) setting the bottle on the ground-handsoff so to speak.Sad Hatter (sharply): That fourth proposal isabsurd. Your flexibility would be eliminated. A gustof wind would displace the fuel stream's trajectory.You know what fuel does to asphalt. As for yourfirst idea, the bottle could easily slip with the same

17


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result. In fact b and c also leave much to be desired.The fuel could easily spill over the drainer's hands,thus creating a safety hazard. Need I say more?Harry Hare: Please don't. You've said enough.Your objections are totally invalid. They . . .Jack Rabbit (shouting): Gentlemen GentlemenDoremouse (starting): I think I have the perfectsolution. n fact it's so simple, so pure in form, soexquisitely wrought with geometric precision that it'srather frightening.Harry Hare Get on with it.Doremouse Well, simply stated, let's stop draining the fuel from the aircraft.A moment of silence.ALL (in unison): By George, I think he's got itI really think he's got itJack Rabbit: Let's vote. All those in favor ofdiscontinuing the fuel draining procedure say aye.Harry Hare: Aye.Sad Hatter: Aye.Doremouse (heavy lidded): Aye.Jack Rabbit: DoneMusketeer-like, they drain their cups and refillthem as the Doremouse dozes off.

18

IJ .(\ ,

/ '

/ -I

By now fog has completely enveloped the meeting;the members being able to see each other only withthe greatest of difficulty.Jack Rabbit: The next point to consider is theproper radio call to make when leaving a holdingposition. I have discussed the problem with Doldrums. I don't mind telling you it took some talkingbut I finally got them to reverse their previous position. A full position report will be required.Sad Hatter: Are we going to have to changethat call again?Jack Rabbit: Tut, tut. No problem. Flexibility-that s the key. Let's just ensure that this is readinto the minutes properly. The last change was en

tered as an amendment and the change previous tothat as an abridgment, so let's make this one a modification.Sad Hatter: No, you're wrong. The last changewas an abridgment.Harry Hare No, the abridgment was the onebefore that. The last change was an amendment.Sad Hatter: Abridgment.Harry Hare: Amendment.Jack Rabbit: OrderSad Hatter: Abridgment

U. S. ARMY AVIATION DIGEST


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Harry Hare AmendmentJack Rabbit (heatedly): Order Orderoremouse (starting): One chili dog with a sideorder of slaw-hold the fries.Jack Rabbit (oblivious): Gentlemen, gentlemen, I have copies of the minutes here. Brushing thefog from a stack of previous meetings' minutes hebegins to read: On 2 June the proposal for a changewas read into the minutes as an amendment; on 9June we abridged the amendment; on 16 June weadjusted the amendment to the abridgment and on23 June we altered the adjustment to the amendedabridgment. Gentlemen, for simplicity's sake and toavoid confusion I think modification would beapropos. Don't you?Sad Hatter Aye.Hanoy Hare (nudging the sleeping Doremouse):Aye.oremouse (vacantly): Aye.Jack Rabbit Done Let's read this into theminutes then as a modification to the altered adjustment to the amended abridgment.Once again the coffee cups are drained in unison.Jack Rabbit f there are no further proposals,I recommend we adjourn and have another cup ofcoffee.Sad Hatter Before we adjourn I have one itemto put forward. An IP collared me just before westarted this meeting and asked me to propose that wedisplace rather than mask the attitude indicator during simulated instrument training.Groans.Harry Hare (wearily): Not that again.Sad Hatter (sheepishly): Well, the IP feels thatthe first time the instrument malfunctions in actual

IFR conditions the unfamiliar sight picture of theunmasked attitude indicator will increase the chancesof vertigo.Harry Hare (exasperated): We know. We know.We've been over this so many times it's becomingridiculous. It's just as effective if we mask the attitudeindicator. The aviator has other instruments he canread. Besides, those cardboard cutouts we use tomask the attitude indicator take a long time to make.We have a stack of those things stockpile"d. What arewe supposed to do-use them for tea coasters? Oncethey're used up we may consider your proposal butfor now let's forget it.Jack Rabbit Good idea. All those in favor ofpassing on this and taking it under advisement . Harry Hare (nudging the Doremouse) : Pass.Sad Hatter (reluctantly): Pass.oremouse (rubbing his eyes): Three trump.Jack Rabbit Meeting adjourned. Whose tumto pour?JANUARY 1973

he foregoing fable was not meant to imply thatall standardization meetings are conducted in thisludicrous fashion. However, if you have attendedmeetings regularly, I'm sure there were times whenyou felt as if you were Alice wandering throughWonderland where things seemed to get "curiouserand curiouser." This tale contained some of theinherent weaknesses of meetings in general andstandardization meetings in particular. f these shortcomings assumed an uncomfortable familiarity foryou, it may be time to review your procedures forconducting such meetings.There is a thin line between standardization andpedantry and all too often it becomes indistinguishable in a morass of nitpicking irrelevancies. Meetingshave a tendency to assume a separate existence withthe members becoming caricatures: One digressor

digressing; two disputants disputing; three doodlersdoodling; four dozers dozing and a partridge in apear tree. Objectivity at these meetings is often lostuntil , divorced from reality, the content of the meetings resembles a ridiculous recipe: To three cups oftrivia add two tablespoons of complacency and a dashof nonsense.Although the standardization meeting is a muchabused tool, t also is much needed. There are manydistinct advantages of standardization meetings. Several individuals engaged in problem-solving allow abroader base of information; the discussion of problems stimulates the flow of ideas; combined judgmentleads to objective solutions; and continuity of policycan be achieved while differences are reconciled andpersonnel developed professionally.To achieve the full benefit of these advantages,however, certain responsibilities are incumbent uponthe members. Prior preparation is essential. Nevergo to a meeting unprepared anymore than you wouldfly an aircraft without first having preflighted it.Members should be regular and punctual in attendance. They also should actively and intelligentlyparticipate in the proceedings. Token drones as wellas narrow minds are out. The standardization meet

ing should be conducted in a professional mannerwith problems being defined and discussed eforesolutions are reached.The technical nature of the aviation profession notonly requires, but also demands, a high degree ofstandardization. The standardization meeting is nota panacea-it is a tool which, effectively used, enables the meetings to escape radio-TV star FredAllen's trenchant definition of a conference: A meeting of a group of men who singly can do nothing butwho collectively agree that nothing can be done."

9


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inten nceearing Down cation as needles will prevent lubrication from reaching all parts ofbearing.

Care of Bearings: Requirementsfor proper care of bearings are outlined as follows:1 General precautionary measures to be observed in handlingbearings are listed below:a. Do not allow aircraft cleaning compounds to enter and contaminate bearings. When it is impossible to protect bearings fromsuch contamination, they shallcleaned, dried and relubricated.b. Solvents and solvent-soakedcleaning cloths shall not be allowed to contact dry film lubricants.

c Protect bearings from blowing sand, dirt and water vapor.d Cover bearings when drilling

or grinding nearby.e. Cover all exposed bearingswith barrier material, military specification MIL-B-121, when applying preservative compound tothe aircraft.2. Bearings will be cleaned asfollows:CAUTION: Do not spin bearingsduring cleaning or drying process.Lubricate bearings immediatelyafter drying.a. Wash bearings with kerosene, Federal specification VV-K-211, or drycleaning solvent, Federal specification P-D-680.

b. Dry bearings with dry, filtered air passed over rolling elements. When dry, filtered air is notavailable, bearings will be drainedby laying flat on a wire rack or aclean, lint-free cloth.3. Lubricate bearings exposed toheat of more than 160 degrees F.71 degrees C.), or when specifiedby applicable inspection requirements manual, with grease as specified in the applicable aircraftmaintenance manual. Use low orhigh pressure grease gun as follows:a. Open-type AN or ball bearings with metal shields can usuallybe lubricated using an approvedtool with the grease gun. Disassemble sufficient parts to permit accessfor lubrication. Allow grease toflow until clean.b. Remove split retaining ringsand sealing washers. Lubricatecontrol rod end bearings using anapproved tool. Reassemble sealingwashers and snap rings taking carenot to damage them. Examinebearings after reassembly by rotating them to be sure that they willoperate properly.

c Purge needle bearings completely of old grease while lubricating. When possible, rotate needlebearings 360 degrees during lubri-

d Most of present concavextype roller bearings will be givenonly one shot or pump or greasefrom grease gun unless inside diameter is notched. When this istrue, bearing shall be completelypurged of old grease. NOTE: Wipeexcess lubricants and any foreignmatter from exterior surfaces ofbearings and lubrication fittings.Apply a thin film of grease to exterior surfaces of bearing.4. Store replacement bearings asfollows:a. Store in a cool, dry, cleanarea.b. Use oldest bearings first toeliminate relubrication. NOTE:Bearing manufacturers mark theirstandard series with only the basicbearing part numbers. To preventconfusion and misuse of bearings,complete bearing identification willbe marked on all bearing packages.This information shall includecomplete nomenclature, manufac

turer s part number and wherebearing is used.c. Store in original containersuntil issued for use or relubrication.d. Wrap and identify relubricated bearings before returning tostorage. Use barrier material, m -tary specification MIL-B-121, ithe original container is not avail-

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attersable. Reference: TM 55-1500-204-25/1, page 3-18.Attention UH-l Preftighters Whileyou are on top of the UH-1 ~ l lmodels except UH-1C checkmgthe rotor head, put a finger onthose pillow blocks and blade gripreservoirs. Check those small pressure relief valves located on eachreservoir. Some Murphy type crewchiefs would rather remove the relief valves to add oil rather than cutand resafety the filler plugs. Thiswill cause the threads on the reliefvalves to become worn and possibly loosen. Check these valves andmake sure they are tight. Reference: TM 55-1520-210-34, page8-12, figure 8-7, item 12 and 24.Experience Tip: A well maintainedaircraft is a clean aircraft, but aclean aircraft is not necessarily awell maintained aircraft. Thinkabout it, then take the necessaryaction.Remember Those UH-l on Fn-ters Remember that the removal,disassembly, inspection, cleaning,reassembly and reinstallation ofthe oil filter for the T53 engineis no longer printed in The Organizational Maintenance Manual.This however, does not relieve.maintenance personnel from 10 -specting and cleaning the oil filter.JANUARY 1973

Failure to do so could be expensive to the Army.Manuals In Error? Some of thelatest technical publications for theUH 1 aircraft contain numerouserrors. All maintenance supervisors are encouraged to maintaina strict and constant surveillanceover their inexperienced mechanicsso that these errors do not hamperor endanger maintenance p r o c ~ dures. The inexperienced mechamccannot fully maintain certain aircraft systems (especially the powerplant) with the directions as outlined in some technical publications.Sunshine In The U-21A: Positionthe sunvisors on the U-21A withboth hands. Since there is no support around them, a one-handedoperation could break them.U-8F Seat: When removing thepilot's seat from the U - 8 . ~ lowerthe seat to its lowest posItIOn andplace the left armrest down beforeremoving the seat from the mounting tracks. f the seat is not loweredfrom the mounting tracks or if theleft armrest is up, it will strike thefuel selector panel and may damage some components on the panel.Attention CH-S4B Pllots: When

the signal adapter is inoperative orthe AN/ASH-19 CONT circuitbreaker is deactivated the following caution lights will be inoperative: #1 eng Nr, #1 eng T5, #1fuel flow, # 1 eng torque, # 1 engflameout, #2 eng Nh #2 eng T5,#2 fuel flow, #2 eng torque, ,2eng flameout, rotor droop, malOtrans torque and hook not open.This warning is found in the operator's manual for the CH-54B.However, did you know that. inaddition to losing 13 cautIonlights, the isolation valve will notopen. With this valve c l o ~ e d youc nnot operate the follow109 engine start, wheel brakes, load levelers, APP accumulator recharge orthe hoist.Therefore, i f you are tired ofhearing the voice warning over-ride the message do not pull theAN/ ASH-19 circuit breakerDraining The OH-58 Transmissionon f the transmission deck getsmessy with oil when draining thegearbox, suggest your unit order aspecial ground servicing drain unit.Its 'FSN is 1730-252-6097. Insertthis unit into the transmission chipdetector plug housing and attach a2 foot length of any % inch hoseto it. Drop the end over the side todrain the oil. After the clean dirtywork is done, dunk the fittings insolvent and save the unit for an-other day. 0


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) Modification' - . I } Work

Ordersunapplied

changesthatare becoming a monster

Our aircraft cannot continue to serve us effectively in the near futureif we neglect application of the MWOs needed today. Regulations provide for assistance from the MWO sponsoring agency when time orcapabilities preclude accomplishing modifications with existing resources

T SEEMS THAT two maintenance officers met at a conference one day."What's this I hear about you?"demanded one. You say youdon't believe in modification workorders [MWOs]?"The reply was instant and indignant, "That's a lie. I never said Ididn't believe in MWOs. All I saidwas that my aircraft are flying allright without them "When it comes to consideringthe meaning of MWOs for our aircraft, equipment operators aremuch like the maintenance officer;they are quite willing to delayMWO application and operatetheir equipment to satisfy immedi-22

Captain D P VaseyChief, Configuration Management Division

U S Army Aviation Systems Command

ate mission requirements, but theyreally don't consider the significantimpact that failure to apply MWOswithin the designated time frameswill have on their long-range mission effectiveness, cost and/orsafety. To preclude mission restrictions, increased costs or obsolescence, it is essential thatapplication time frames be metwithout exception.Due to the versatility of ourmodern aircraft and their variedmission requirements (configurations), Army aviation is at anymoment of its life cycle the productof a continuous process of change.The face of that change is an important one-and it comes in theform of an MWO.

Over the past decade it would beaccurate to say that more than1,000 MWOs have been approvedfor implementation. There currently are about 350 MWOs inthe system which have been developed and approved to keep equipment as modern as possible, andthe Army continues to developproduct improvements, based onequipment improvement recommendations, which when approvedwill result in still additional MWOs.The life cycle of an MWO is reflected in figure 1

t appears that many equipmentoperators do not recognize the concept of MWOs at all, and they arecreating a tremendous manhourU. S ARMY AVIATION DIGEST


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backlog. I t is their refusal to applyMWO changes that is becominga monster. All MWOs are normally preceded by engineeringchange proposals which are evaluated as to whether they influencesafety-of-flight, cost effectivenessor mission requirements.During the first 9 months of1972 only 106,037 manhours ofthe 2,072,323 manhour backlogwere accomplished; as of 1 September 1972 the total MWO manhour backlog, for all levels ofmaintenance, was 1,966,359 (seefigure 2) . One of the principalreasons for backlog reduction hasbeen modification update programs-grouping MWO applications inthe interest of expendiency andeconomy. Provisions have alwaysexisted in regulations for majorcommanders to request MWO application assistance from the sponsoring agency where time or capabilities have been exceeded, butthey have not been used properly.Notifications to encourage MWOapplications have appeared in theEQUIPMENT IMPROVEMENTREPORT AND MAINTENANCEDIGEST and PS MAGAZINE;however, they have not been productive and continue to fall on deafears. I f an MWO is not appliedwithin 1 year, it is considered delinquent (normal MWOs only).Based on the results of a totalMWO audit of all mission-designseries aircraft, the Army initiatedmodification update programs in1971 to reduce what investigativeagencies considered an intolerableworkload upon major Army commanders. Although modificationupdate programs at Ft. Benningand Hunter-Stewart, GA, and inAlaska, Korea and Germany havereduced the MWO backlog byabout 400,000 manhours since1971, these efforts do not providethe required stimulus to eradicateall of the Army's manhour backlog monster.

For some reason equipment op-JANUARY 1973

CARD DECK TOLEXINGTONNEW MWO,CHANGES,

RECESSIONS

FigureLIFE CYCLE OF MWO

APPROVED MWOANDIOR CHANGES

EXTRACT RECORDSFOR EACH SERIAL NO.IN RANGES ON NEWMWO'S CHANGESAND RECESSIONS ...

UPDATE CMFCOMPILE REPORTSFROM NEW CMF

80%COMPLETIONLIST

LIST OFRESC. MWO

LEGENDrA\ CONNECTOR OR

STEP IDENTIFICATIONc=:= COMMUNICTION< > DECISION

ROCESSING/L J STORED PROGRAML=J REPORT/ PRINTERo MAGNme TAPf

... THIS STEP MAKESSTRAT CODES ANECESSITY FORSPECIAL AND DADIRECTED MODS .

...... ALSO OTHER REQMTSMICROFILM REPTSAUTODIN CARDS, ETC.

erators accept the myth that theiraircraft are flying all right withoutthe application of MWOs. Withthis low-energy emphasis, MWOprograms will never encounter anyprogram excitement, especiallywhen compounded by equipmentoperators who continue to ignorethe governing regulatory require-

ments. Due to the lack of overallMWO application planning andlow-energy emphasis, critical aviation assets continue to deteriorateinto a junkyard fleet.Why is this? In the search foranswers we have heard sharp criticism of the change approval process for its refusal to consider the

23


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mlsslOns assigned to the field.There were complaints that program funding was a problem; however, we were amazed that thesame units who were quick to pointout sponsor shortcomings receivedaircraft without performing acceptance inspections or asking aboutun installed MWO kits upon transfer.In general, it appears that equipment operators do not have confidence in the universality of MWOprograms. One losing unit actuallyremoved MWOs prior to aircrafttransfer because it felt its new air-

craft would not have the MWOsapplied. The range of comment onaircraft modification control wasvaried and correct in most instances, but it must not remain infinite. The critical point equipmentoperators should all recognize isthat they must deliberately followregulatory requirements and beginaggressive MWO application programs that include timely recording and reporting.Inadequate control of MWOswithin the Army has been a continuing problem. There is an oldsaying up in the hill country

Figure 3StratCode Description

1 DEPOT MODIFICATION-either published or unpubished-50 MWOsthat can only be applied by a depot category of maintenance.2 SPECIAL MODIFICATION-MWOs that are installed at the discretion

of the theater or local commander to meet certain theater, mission,geographic, climatic, etc., requirements or MWOs whose application isdependent upon installation of specific part/component system or theexistence of a specific condition/failure.3 DA CONTROLLED MODIFICATION-MWOs in which the MWO kitavailability or allocation is determined by DA. Kit procurement may beprogramed and funded by DA over a period of years.4 MODIFICATION WAIVED-MWOs whose application to the fleet of a

specific MDS, or whose application to a specific aircraft/equipment withinthe required time frame set forth in the MWO have been waived by DAfor cogent reasons.

5 MODIFICATIONS APPLICABLE TO BAILED/LOANED/TEST AIRCRAFT MWOs that will not be applied during the bailed/loaned agreement or test period, because the modification would have a deterimentaleffect on the purpose of the agreement or test.

6 COMPONENT MODIFICATION-MWOs written against a specificcomponent rather than an aircraft.7 FIELD APPLICATION MODIFICATION-MWOs that are applicable toall aircraft serial numbers set forth in MWO and are to be applied in thefield. Simply stated there are no restrictions to field application.8 REMAINING UNAPPLIED MODIFICATIONS APPLICABLE TO AIRCRAFT IN EXTENDED STORAGE-MWOs not applied prior to storage.Application would require extensive deprocessing and reprocessing in order

to apply modification and return aircraft to storage, making applicationwithin time compliance period uneconomical. Application is therefore deferred until aircraft is removed from storage.9 REMAINING UNAPPLIED MODIFICATIONS APPLICABLE TOSERVICEABLE/UNSERVICEABLE COMPONENTS-MWOs that havebeen applied to serviceable components but are included because on-handserviceables are only modified to meet the item managers requirementsobjectives (RO).

MWO MANS.OM

4 0M

3 0M

207M 204M20M

1 0M

o~

the easiest way to get a job doneright is to give it to a lazy man. Butfirst you have got to give him timeto study the situation before hecan come up with a quick and easyway to do it.AR 750-1, rmy Materiel Main-tenance Concepts and Policies 1May 1972, is not up in hill countryand the personnel identified inparagraph 3-16, chapter 3, mustbe everything except lazy Tounboggle your mind, the U. S.Army Aviation Systems Command

AVSCOM) St. Louis, MO, hasdesignated the Configuration Management Division to be responsible for the application of modifications to materiel under theircontrol. In an effort to identify the actual manhour backlog,A VSCOM initiated a two-phasedaudit of all MWOs in early 1971.All applicable MWOs were surveyed to quickly find significantproblems. The AVSCOM soughtverification through both messagesand letters to equipment operators.

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1 97M

SEP O T NOV DE

t was a detailed look into theproblem in considerable depth. Asa result of this survey 9 codedvariables which influence MWOprograms were identified (figure 3).As of 1 September 1972 thetotal Army backlog by stratification code was as outlined in fig-ure 4.Coordination between the national maintenance point NMP)and designated Army configurationcontrol officers is essential for anaggressive MWO program. Wehave found that two elements mustexist: First, configuration controlofficers must have access to planning data available to the NMP;second, the NMP must be able toprovide Army area summary datafor MWO program status, on afrequent basis, to ensure that adequate emphasis is being exerted atall command levels. The problemto date has been one of workingout-and enforcing-a commonapproach to MWO application.During 1972 it was necessary toJANUARY 1973

"She flies o./ . without 'emrequest numerous physical inspections to verify the recorded statusof many aircraft. Assignment ofequipment specialists to each system has allowed A VSCOM to update recordings based on unitresponses, and has also allowed itto appropriately manage MWOapplications. During fourth quarter 1971 a new procedure was introduced: direct communicationwith the equipment operators.These additional focal points created a more responsive relationship--one which acted in a pushpull fashion-and opened a communication channel between therecords keeper and the equipment operator. This approach wasnecessary due to the impersonalmanagement control of The ArmyMaintenance Management System

TM 38-750). In a word TM38-750 does not provide adequatefeedback to the equipment opera-

tor. It's the best we've got, however, and will get the job done ifproperly used.In most cases MWOs must beapplied within 1 year of the publication date unless a waiver hasbeen specifically approved by theDepartment of the Army.Coming to grips with the MWOmonster is a major problem wemust all help solve. What can wedo to change MWO program emphasis and get the most from ourequipment? Upon receipt of anMWO, determine the number of

kits necessary to complete retrofitof unit equipment; second, applythe MWO within the establishedtime frame or request applicationassistance through channels; third,control and safeguard MWO kits;and fourth, report applications inaccordance with TM 38-750 andcommand directives in a timelymanner.

Figure 41 DEPOT MODIFICATION-459,2512 SPECIAL MODIFICATION-19,2143 DA CONTROLLED MODIFICATION-528,9674 MODIFICATION WAIVED-265,6395 MODIFICATIONS APPLICABLE TO BAILED/LOANED/TESTAIRCRAFT-30,0126 COMPONENT MODIFICATION-None developed*7 FIELD APPLICATION MODIFICATION-212,7338 REMAINING UNAPPLIED MODIFICATIONS APPLICABLE TO AIRCRAFT IN EXTENDED STORAGE-450,5439 REMAINING UNAPPLIED MODIFICATIONS APPLICABLE TO SERVICEABLE/UNSERVICEABLE COMPONENTS-None developed**pending consolidation into one code number

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aptain McKelvy s article is a well thought out expression on a verydifficult issue facing Army aviation today. In this period when thearmed services of the United States are emerging from one of thelongest wars in our history, there is a strong trend to reduce expendi-tures and cut back our forces. To this end the Congress in the pastseveral years has placed increased restrictions upon the services inthe field of flight pay and proficiency flying.The Congressional restrictions have been accompanied by languagedirecting the Department of Defense to establish uniform policy whichinhibit combat readiness training as we have known it in the past.Relative to the Army, the restrictions prohibit proficiency flying byaviators performing duties not directly aviation related. In the caseof prefix 6 or aviation related assignments the list has been slicedand a new prefix X created to describe those positions which shouldbe filled by an aviator but do not require the participation in regularand frequent aerial flight. Further, by law no individual attendingcourses of instruction at either civil or military schools for a period of90 days or more may fly as a crewmember with the exception of thevery few whose schooling involves aeronautical research and relatedfields.Because the Army is in the readiness business, it is interested inkeeping the individual proficiency of its members at the highestreasonable level. In furtherance of this goal the Army was able toconvince the Defense Department that aviators with less than 1 500flying hours should continue proficiency flying until they reach thatpoint. This will result in bringing our people at least to the senioraviator level in terms of total flying time. The Army also has segre-gated its prefix 6 community into those who should continue to flyand those who require aviation expertise but need not be fully currentin the cockpit. In the long run, the Army would like to see all of itsaviators with a high level of current proficiency.

Captain McKelvy s recommendation that all excused aviators takethe annual written examination and undergo some monthly synthetictrainer program is well taken. The new Army Regulation 951 soonto arrive in the field, includes a requirement that all aviators on flyingstatus take the written examination annually as a means of keepingthem current and stimulating continuing interest in the aviation program. The requirement for synthetic training is beyond our capabilityat the present time; however the Army is in the process of procuringnew flight simulators which will make an expanded training programpossible in the next several years. Individuals who are thoroughlydedicated to aviation may undertake a voluntary synthetic trainingprogram where facilities are locally available. Just as in any otherendeavor the efforts of an aviator to improve his qualifications willbe reflected in official records and should gain him a degree of recognition not accorded his less energetic contemporaries.Aviators throughout the Army should reflect carefully on CaptainMcKelvy s article because he makes a compelling case for readinesswhich is our first order of business.

Brigadier General William J. Maddox Jr.Director of Army AviationDepartment of the Army

*

THE

PRI EOEXPERIEN E

Captain William R McKelvy Jr.

N THE PAST few months se-vere flying restrictions havebeen placed on high time Armyaviators as a result of Public Law92-204 passed earlier this year bythe Congress. Very simply stated,commissioned officers with over1,500 flying hours are now prohibited from flying unless they areassigned to a position which requires flying. The real savings derived from this austere policy aredifficult to pinpoint, particularlybecause of the as yet unansweredquestions concerning the eventualcost of requalifying pilots later.However, the immediate savingscan be calculated and are of coursetremendous. In the Military Dis-

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trict of Washington alone almost60 percent of the attached or assigned commissioned aviators havebeen grounded.

What does this mean for the officer who volunteered for flightschool, not for the money butrather for the pleasure of flying orfor the satisfaction of doing atechnical task well? Clearly it isthis category of aviator, with highflight time combined with personaland professional motivation, whomakes up the quality and experience backbone of the Army flightprogram. Is there hope then underthe new system that this vital element of the Army aviation programwill not become quickly disillusioned and lose motivation to excelat flying? And furthermore, canthe Army afford this degradation oftrained assets?In broaching the last questionfirst, it should be remembered thatArmy aviation is a people-critical,not equipment-critical, endeavor.Therefore, we can ill afford a currency policy that undermines thevery motivation and ability of ourbest and most experienced aviators. The cost of initial training andof the years of flying that go intothe production of a 1,500 hourcommissioned aviator are simplytoo high just to put him in coldstorage. t would be the samething as buying a 200,000 pieceof equipment and th

Army Aviation Digest - Jan 1973

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