Army Aviation Digest - Jun 1981

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USAARlSCI SUPPORT CENTERPOBOX 62 577

FORT RUCKER Al 36362 577

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O N 6 JUNE 1981 Army Aviation reachedmagic age of 39 but unlike the famouswho rested at that plateau for so long,decade of the eighties and our fortieth yearin some unprecedented advances in organi,equipment, training and personnel manageent for Army Aviation. ACAB , AH 64 , AHIP ,ultitrack IERW, SC-15 and warrant officer careerinitiatives are only a few . In retrospect and in aperspective , the viation Digest highlights each June some historical material that

ent of Army Aviation.Ideas, ingenuity and initiatives of all the peoplehave been a part of Army Aviation since itsnception in June 1942 have been the taproot forgrowth.Talent, dedication, valor and a resolutehave been required and freely given tothe brainchild of a few persons whothe Army 's artillery would be betterby organic aviation to today's status asewest of combat arms, now totally integratednto the combined arms team.Our last ret iring liaison pilot, Major General

C Smith, made numerous contributionshis distinguished career, with a primarybeing his efforts to strengthen the aviation"Train, Train, Train "- that isof his interv iew in the lead article whichon the following page. He draws greatand on-the-job support from his extenexperiences and espouses the very wisethat Army Av iation personnel must be" the zenith of their ability" if their fullfighting force is to be realized .Looking back to an earlier era, fixed wing airoperations of the 24th Infantry Divisionduring the Korean War areby Chief Warrant Officer, CW3, Sun B"Operation Dragonfly." What occurredn the initia l days of the Korean conf l ict provided

clear delineation of the fighting effectivenessld come from Army Aviation.How "Hueys in Vietnam" were used by the 1 st, 1st Cavalry Division (Airmobile),further improve the combat effectiveness ofground forces in Southeast Asia is well docu-by Sergeant First Class M ke Kelley. Hisf UH-1 hel icoptercombatapplicationsll doubtlessly bring back memoriesforgotten some of theabout those combat proven workhorses.A long standing and cr itical mission in our

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aviation field , that of forward area aeromedicalevacuation , is covered in depth by LieutenantColonel David M Lam, M.D This material will becovered by the A viation Digest in four parts, withthe first presented in this issue going back toMarch 1784 for the orig ins of the lifesavingevacuation concept. LTC Lam 's intensive researchand outstanding writing skill make "From Balloonto Black Hawk" a most worthwhile reading experience."Teamwork for Tradition " by historian RobertK Wright Jr. describes the unique services offeredaviation units by the Army Center for MilitaryHistory, including the means to record lineage,honors, events, individual heroism or other significant factors which should be retained for theposterity of our units.The selections mentioned above and all theothers in this special " Happy 39th Birthday"igest should make it an issue you will want tohold for collection purposes in your own professionallibrary. As you read about the past battlesand preparations for possible future conflicts, Iinvite you to join with me in a prayer that ourforce will continue to be strengthened to meetthe chal lenges and the threats which may lieahead so that the history made in our time willbe as bright and filled with success as that ofthose who have gone before us. Can we do lessfor them and for those who will fol low us? SoldierOn

Major General Carl H McNair Jr.Commander, U.S. Army Aviation CenterFort Rucker , AL

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THE STUFF OF life has becomeincreasingly complex since 1942, andArmy Aviation's equipment, tacticsand doctrine have kept pace. Onearea which has not altered, however,is the need to have the people whouse that equipment and practicethose tactics and doctrine trainedto the zenith of their ability.

In fact , Major General James C.Smith (U .S. Army , Retired ) maintains that if such training is notaccomplished , the value of theadvanced technology and methodology is severely diminished. Hisadvocacy of that belief has been amajor contribution to Army Avia-tion, in that it has increased theunderstanding of training's importance, especially at the unit level.

He said: I was probably in onlyone or two units in my almost 39years of military service in whichthe troops were trained up to thecapability of the equipment in theirhands at the time. That is why Ihave oftentimes tried to deemphasize this eternal emphasis on lookingfor new equipment when we cannoteffectively operate that which we

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Betty J Goodson taff riteralready have. For instance, if youhave a helicopter weapon systemthat is engineered so it is capable ofknocking out a tank 95 percent ofthe time , and if the crew is 50 to 75percent qualified to use that system,I think it is easy to see how theweapon's effectiveness is going tobe downgraded.

Two areas of training that GeneralSmith has particularly stressed arenight operations and tactical instruments, and he ha s experiences fromhis own career that depict the needof those skills:NIGHT OPERATIONS

In 1955 the 3d Infantry Divisionat Ft. Benning, G A, had been desig-nated as the Atomic Test Field ArmyDivision. A separate and specifictest as a part of the division test wasthe consolidation of all the division'saviation elements into one company;and that was the first formal Department of the Army recognitionof such a consolidation. I was thecommander of that 3d InfantryDivision Aviation Company.

Major General Haydon L Boatner, the division commander, putout a memorandum that all unitswould emphasize night training.That perfectly coincided with myfeelings about Army units needingto be very capable at night, so Ideveloped a schedule which causedus to train at least three nights aweek as an aviation company. Inaddition, we supported the otherdivision units in their field training,to include nights, all during thatperiod .

Well, the point I am making isthat was in 1955, almost 26 yearsago, and we were doing night trainin g in that aviation company- toinclude minimally lighted strips andlanding zones.

To come to a more recent time:When I arrived at Ft. Rucker , AL,in 1976 from Korea to take command (General Smith was commanding general of the Army Avia-tion Center from 1976 to 1978), oneof th e areas I said we definitely hadto move ahead on was our ability tooperate at night because th at is anessential part of Army Aviation 's

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such an aviation unit totactical commanders

commander."That oneDecember 1966.

in the

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sion in andone of firebases was attackedright at a force whichlater was UL", "t , l "",r as an entire NorthVietnameseAll three battalions of that r p o r l , p n lhit the wire at the same time in acoordinated attack. We had one

.,rI,orct . ,nnth rifle ' I'V'o Yv ..all communications withthe outside world were . rY101rYtod, rd , , , I I , ,

it was what we called monsoonmeanml that as theended the rainshowers would come

and would come downas would the"I was at another and atthe same time that I launched

crew, I alerted a unitwhich was into stand

and I alsorifle company from onebattalions. In theall kinds ofwe coulda call fromtold me that the outfitI .< " " , "v l l ' - ' ' 'F , the fire base was a unit Iknew from worked F-, ..Hthem 20 miles to north a numberof times. That meant the NY Ament had moved out ofarea for this and that wasthe first time in our known intelli-

that such had"As soon as I knew the ret 1r1llenI what its with-routes from the attacked fire-base would be. atx)ut an hourafter I received that I movedrifle of the battal-

the artil-

would an encounter with aNorth Vietnamese unit andas soon as darkness came, t wouldU ~ L L A : H into the andtact would be lost.

"In this case we made what wouldotherwise been a very, veryunfortunate battle comeout in our favor. We lost a numberSoldiers at the butonto that r ' :> l l ' ,rYI,," 'ntable to reduce it to afectiveness in a or

"That success was P'- U' V''''cause the ClIlnn{,rt'lnable to moveall over

them

theway, not have an accident in that tactical move in Ger

because

companies were moved and em- asplaced between the hours of 0200to 0500.

"Soon after the with-


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MUTUAL RESPECTBefore Army Aviation can beused in that manner, however, the

ground commander has to be convinced that it is capable of supplyingthe needed support. The aviationforce has to have proved its capa-bility for a ground tactical com-mander to expect and program forthat kind of aid.A large part of whether aviationunits can do their job at night, orany time, is related to two factors :the aviation personnel and theground force commander havingthe needed state of mind , and theunits having the ability that comesfrom thorough training. You cannotbring such a capability up just over-

night; you have to have been trainingover the years in order to accomplishboth things, the state of mind andthe actual ability.In fact , there has to be a mutualrespect between the Soldiers on theground and in the air to producethe total force capability. And Iwant to be very specific about this,so that it will be understood. Let'sgo back to the Vietnam War becauseI think the example is clear there.

TACTICAL INSTRUMENTSThere were few of us during thatwar who were actually fully qualifiedfor instrument flight operations. Youwill remem ber that we trained most

pilots only with the tactical tickewhich we gave to the typical aviatogoing through flight training whocame to Vietnam. Now, I know omany times over there when thlack of an aviation unit with instrument capability meant that not onlywere certain missions that had beenrequested not flown, but many othose missions were never requestedThe ground force commanders ovetime had become aware that thsupporting aviation units were nocapable of performing them.

Army Aviation could have beenof even greater support if it couldhave flown the mission profiles fullyBut if I'm an aviation unit commander , and I only have two othree people who are actually instrument qualified, then I cannot plaa unit mission that requires instrument capability. I just don't plan itand then over a time I have to telmy supporting force commandemy unit is not capable of flying sucmissions.

Can you see the state of minthis created? There are these inhibiting factors that have unfortunatelreduced the total force capabilitiesignificantly. I just don ' t believe wcan afford to get ready for the nexwar and have a comparable capability to that of the Vietnam War. Whave to do better than that. Unlesthe training program is developein its integral parts so as to brinthe total personne l capability of thunit up to the level of the equipmenin its hands, then our Army is gointo be operating far less effectivelthan it could and must.Well, I have strayed somewhafrom my topic of the necessity ohaving Army aviators fully trainein tactical instruments. Like thability to operate fully at night, thainstrument ability will help compensate for our fewer numbers in tomorrows' battles because in some areaof the world where we may wehave to function in a combat arenathe weather is minimal much of thtime. In Germany , for instance, westimate there will be 1 to 1

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If the weather considered toofor achances notmission because it does notthe

DO ATTITUDEI mentioned aexceed what was

want to tell you about one suchThe tookduties as assistant commander

the 10Ist Airborne Division inwas the by thecommander to direct the

of the 10Ist to be thesecond airmobile division.the chores set for

where 1-' - ,,,,./,,_,combat assaultunits. wanted to do that

at least theinvolved and learn fromwas wa1tchmg

nall1 ,,,,,,,,r,,,,..- element wasa company a distance5 miles into a single-shipzone. As I had all my

tuned I could hearthat was from

force on theunit channels.A first lieutenant wasfor the five aircraft. After

this: Six Soldiersfire from thethe lUHUH.' ";

are c t ' l n l , .p , r jin trail to let one in andthen the next one comes in.

Then I heard the leader say tothe rest of the 'Thethe

thatyoung lieutenant if he had decidedto back off because it washot LZ.

was anover as anand an aviator.nl '> t , '> f ' , l1 leader for 6 r n f n ~ t ~ '

unit.don't know that inen 'Vln:Jmmenr if we ouraviators too far removed from the

that we will have thethat lieutenantthatbook or Lv '1 ,lecture. We areintellectual vUIJULfll llack the

a

ABOVE ND BEYONDme tell you individ-ual who embodied such1966 when I commanded

the 9th

close in.

one in awas so closean air ambulancethe b C T h rr

The commander directed toan dis-mounted to them load thewounded because a C-model gunhas ammunition racks all overto wound-

then

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squad leaders; and I'm not trying tobe gory about it, but the right sideof his face, including the eye, hadbeen taken off by a round. We finallydecided that the only way we couldtransport him was to set him upacross the back bulkhead of thechopper. I stacked ammunitionboxes on both sides of him so hewouldn't fall over and choke. Beforewe took off, I turned around andgave him the thumbs-up sign. Hereturned it I nearly fell out of myseat

That doesn ' t end the story. InSeptember 1967, about a year later,I arrived at the Army War Collegein Carlisle Barracks, PA. Soon afterI was settled in, I went to ValleyForge General Hospital to see ifthere was anyone there I knew thatI could visit. I was walking to theadmission office when I heard someone call, 'Colonel Smith. ' I turnedaround and saw Sergeant Dixon.Of course, we threw our arms aroundeach other; and he started tellingme about the 14 plastic surgeryoperations he had undergone whichhad done a remarkable job of restoration on him. We went on intothe hospital, and it turned out thathe knew everyone in there who wasfrom the 1st Cav and spent much ofhis time visiting them, just as wedid that Saturday and Sunday."Before I left Valley Forge, I askedSergeant Dixon what he wanted todo when he was finished at thehospital. His answer: 'I'm without aright eye now, but I know that I can

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learn to shoot lefthanded; so I amtrying to convince the doctor toput me back to duty- if I can returnto the 1st of the 9th . With myknowledge and experience, I willbe more effective there than if theyput me somewhere else.' Of course,they retired him rather than returning him to duty. But you see, hisattitude came from pride in his unitand in his contribution to that unit.

That same weekend, I visitedwith one of my warrant officer scoutpilots who had been wounded whileflying an H-13 in combat and hadlost his left foot. I also asked himwhat his future plans were, and hesaid: 'Number one, I want to goback to flying; and number two, Idon ' t want to stay here in the stateswith just a typical aviation unit- Iwant to go back to the 1 t of the9th. '"You have to have that kind ofpride, that kind of attitude, if youare going to fight successfully. Howare people in the future go ing todevelop that before the first shot isfired? You have to train that intothem in peacetime if you are goingto be successful on the first day ofthe war.

TRAIN TRAIN TRAIN"Well, I have sort of wrapped

together several things here- nightoperations and tactical instruments.Both are necessary for the deve lopment of unit capabilities so thatmissions can be performed at any

hour and in any weather in supporof the ground commander. Thacan come on ly by training on asustained basis, day by day, missionby mission, person by person. Suchtraining also produces the state omind , the attitude that is woveninto all I've talked about here.

You know, it takes intestinafortitude, steel in the backbone, foan aviation unit commander to causehis outfit to train hard in order tobe the best. It is difficult for acommander to cause his unit to workharder than the one alongside. Buif he is that kind of leader, prettysoon the entire unit is going to bethe type to inspire the kind of feelingthat the sergeant and warrant officeexpressed about the 1st of the 9thIt all has to be a basic part of theunit 's routine training, not just written down as factors on a chart inthe classroom.

At the base of the leadershipand training and spirit and everything else I've mentioned is thewillingness to do more than is reallyexpected. But to avoid the kind osacrifices that willingness broughabout more than once in Vietnamthe people have to be trained . Fromthe top general in Department othe Army to the Soldier who policethe airfield, the state of mind to dothe best job possible is vital. Andmaintain, here at the end of mymilitary career as I have all throughit, that the better a person is trainedthe better his or her state of mindto fight and win wars is going tobe. "

The Army's high award for exceptionallymeritorious service, the Dist inguishedService Medal, first Oak Leaf Cluster , ipresented to Major General JamesC Smithat his Ft. Rucker retirement ceremony byGeneral RobertM Shoemaker,conmandinggeneral, Army Forces Command. It markedthe end of General Smith's military careeof more than 38 years


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OREANS CALL THE helicopter aDragonfly plane because of the resemblance. But Operation ragonflymeant something far different to thoseof the 24thduring theorean War.On Sunday morning, 25 June 19'50, withoutng or a declaration of war, masses of Northorean troops, spearheaded with Russian-madenks, crossed the 38th Parallel and sweptupon unprepared South Korea.The first report of the North Korean aggressioned General Douglas MacArthur's office (in925 hours:PERATI ONAL IMMEDIATE

0925 25 JUNE 1950MILITARY ATT ACHE U, S, EMBASSY SEOUL KOREA

ASS ISTANT CHIEF OF STAFF, INTELLIGENCE, DA W S HNGTON , D,C,

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CW3 Sun B ParkCW3 Park wrote this article while attendingthe Warrant Officer Senior Course, Ft. Rucker, AL.He is now assigned to the 1st SOTAS Detachment,APO New York 09165

ItlFOR COPY TO G2 HQ FAR EAST COMMAND TOKYOAT 0400 HOURS THIS MORNING NORTH KOREAN FORCES AFTER AN ARTILLERYBARRAGE INVADED SOUTH KOREA. SEQUENCE OF ATTACK IS APPARENTL YWESTHARD FROM ONGJIN PEN INSULA ,MORE FOLLOWS.OPERATIONAL IMMED l ATEFOR COMMAND ING GENERAL U. S, AIR FORCE FAR EAST TOKYOFROM COMM ANDER U. S AI R FORCE K I ~ P O AIR BASE SEOUL KOREATHER E IS FIGHTING IN VICINITY 38TH PARALLEL. BELIEVE THISIS ~ 1 R E THAN BORDER VIOLATION. INVESTIGATI;lG , MORE FOLLOl lS ,

At 0945, Chief Warrant Off icer (CWO) DonaldNichols, commander of District 8, Office of SpecialInvestigation (OSI) telephoned the news to theoperations duty officer of the Far East Air Force.The 24th Infantry Division Aviation Section wasalerted for movement to Korea on 29 June. Gastanks were stripped from jeeps and installed inthe rear seats of L-4 Cubs (figure 1) for the flightacross the Sea of Japan.


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FIGURE A Korean FIGURE 2: Aviator performs preflight he k of l


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Operation Dragonfly had its tolls too.the afternoon on 7 July, Lieutenant n OMunson took off on a mission from the airstrip inTaejon (K-5). Lieutenant Munson did not return.He was shot down by enemy machinegun fireand became the first Army aviator casualty in theKorean War. .On 9 July, Lieutenant George Rogers wreckedthe aircraft he was flying when he tilt a pole Inthe road on which he was landing. This was thefirst aircraft wrecked through noncombat action.On 10 July, the Eighth Army Aviation Sectionarrived from Japan to begin operations fromTaegu (K-2). Operation r a g o n f b ~ h a d expandedconsiderably, and the Air For wp. as determined FIGURE 5: An Air Force T-6 overfliestorean villageto try its own hand at fighte mber directiefrom light planes. Four days later, Air Force pil FIGURE 4: Airfields with K-site designationsand their L-5s arrived in Korea to be indoctrinby the 24th Division Aviation Section in t .conduct of such missions. Their operation wasdubbed Mosquito and the ir Force pilots usedArmy observers. The L-5 was later u p p l n ~ e d bythe T-6 Texan (f igure 5).After weeks of unofficial trial operAir Force on 1 August organized the . ultounit as the 6147th Tactical Control Squadron(Airborne). Throughout the remainder of 1950,the significance of the Mosquito's role in airground operations became more obyious andtactical planners began to include ai . forwardair controllers in preparation for gro rations.In a war that lasted 3 years, the ini Immediateinvolvement of the 24th Infantry Division AviationSection proved that when the ground troops are .in combat, Army Aviation is there fo do its share.In the Korean War those Army viation peoplewho participated in Operati agonfly trulyacted Above the Best.

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coolness enabled him to bring inhis bird for an emergency landing,allowing the crew to escape in timeas the chopper caught fire andburned. Unfortunately, Major Navewas later killed while operating atTuy Hoa-a great loss to his menbut Troop C managed to carryonits mission despite this tragedy.

The mission was carried out aslevel for signsenemy activity. The UH-1 B gun

the weapons platoon, alsoWhen

mark the spot by dropping acanister, usually yellow oration, they and the gunships would

to either destroy the enemy or

UN 98

contain them until a platoon ofinfantry (Blues) could be flown outto the target by the aero rifle platoon's UH-1Ds. The Blues wouldthen assault the enemy and if theforce was found to be larger thanexpected, the troop would engagethe enemy until a relief force arrivedby air assault.The UH-1B gunships came equip

ped in two versions. Some werearmed with the XM-16 subsystemconsisting of four (two per side)7.62 mm M-60C machineguns (MGs)and two (one per side) rocket pods.Others were equipped with the XM-3 su bsystem, consisting of 2 1 perside) rocket pods with a total of 48rockets.

The XM-16 system/quad 7.62 mmMGs mounted on Emerson Electricpylons were fed by ammunitionchutes that flexed from the guns to

storage cans inside the aircraft cabin,operated by the copilot using aMark VI Flex-sight. After aimingthe sight on target, the pilot couldmove a handle and flex the outboardguns downward 75 degrees or 82degrees upward.

The M-60C machineguns couldbe fired at 600 to 700 rounds perminute with a maximum range of3,500 yards. The two MightyMouse rocket pods varied in s i ~ esome used six 2.75 inch folding finaerial rockets (FFAR) while othersused eight. This gave a total firepower to the aircraft of either 12 or16 rockets. These were fired byeither the pilot or copilot throughcyclic control stick trigger switches.A Mark VIII Sight was used to aimthe system on target. The rocketscould be fired in spreads of twos,fours and so on, by setting a selector


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switch. They had an effective rangeof up to 3,000 meters.A few of the aircraft were speciallyfitted later with the M-5, whichconsisted of one M-75, 40 mm grenade launcher mounted on the noseof the aircraft. It was set in a swivelling turret, which could fire up to480 rounds of ammo with an effective range of 2,000 meters.

The XM-3's 2 75 inch rockets werefired by using cyclic control triggerswitches and aiming through a MarkVIII Sight. The big rockets had amaximum range of 10,000 meters,effective from 500 to 2,000 meters.This system was nicknamed theHog. The rockets also could be

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B gunships of Troop C prepare for lift-offat Phu Cat, R of Vietnam, January 1966. The rear bird isequipped with the XM-3 rocket system i c k n a m e d Hog. BELOW:Author's Huey, UH-1B serial 6 2 0 6 3 M r . Huey. This Hueywasoriginally equipped with the XM-16 gun system and later converted to th LAU-S1/A system. Troop C An Khe, March 1966

fired with an advantage in spreads.Color Schemes. The UH-1s werepainted overall olive drab FederalStandard 595/ #34087) with all numbers and U.S. Army markings inflat black (FS 595/ #37038). UH-1Bsof Troop C were painted with specialyellow markings on cabin roofs, tailstabilizers, exhaust cowls, rotor tips,landing skid tips and doors for unitidentification purposes color# 13538).Personnel Equipment. Pilots wereissued flight helmets, aviator sunglasses, survival kits, flack vests, and45 caliber automatic pistols or 38caliber revolvers. Crewchiefs received flight helmets, flack vests,

survival kits, 45 caliber automaticpistols, M-79 grenade launchers orM-16 rifles, mechanics airc raft toolsets and M-60 machineguns. Doorgunners were equipped with flighhelmets, flack vests, survival kits,M-16 rifles, aircraft armament toolkits and M-60 machineguns.

The M-60 machineguns (7.62 mm)had a rate of fire of 550 rounds perminute with a maximum range of4,100 yards, effective to 1,100 yards.In flight, the crewchief served as adoor gunner. On the ground, hemaintained the aircraft, performedlight maintenance and assisted thedoor gunner who pulled preventivemaintenance on the aircraft weapons

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BELOW: UH 1B gunship with XM 16 system belonging to TroopC at Kontum, 1966. Round markings (yellow) on pilot s doorindicate that this chopper s from Troop C. RIGHT TOP: UH 10of Troop C Aero Rifle Platoon Blues, Kon Tum, 1966. RIGHTBOTTOM: UH-1 B Huey equipped with the Hog rocket systemshown at the 15th Transportation Battalion Maintenance Area,Central Highlands, 1966. Note open engine access panels

the gunner helpedcrewchief pull maintenance onaircraft, a buddy system. Pilotsrotated from day to day.

Seating Arrangements Front leftcopilot. Front r ight- pilot

commander . Rear cabinUH-IB: Usually left side crewand right side door gunnerAgain, crewchief

on left side, also (varied) whilespare M-60Dte side going in and exiting

Duties o Enlisted CrewmembersThe crew assisted in visual

of enemy terrain,smoke markers on targets,

1981

fired weapons for delivery of suppressive fire, defensive fire anddiversionary fire.They also kept a sharp watch forhazards of immediate danger to theiraircraft-like other aircraft too close,

or natural obstacles such as trees,vines, poles, etc., to avoid accidents.Flight Characteristics Normalflight for recon missions was fromtreetop level up to 500 feet. Somemissions were at longer range; insuch cases the aircraft flew to andfrom the area at a normal height ofaround 2,500 feet. Cruise speed waskept between 7 to 90 knots for lowlevel recon (varied).Unit Insignia And Emblems The

UH-IB gunships of Troop C didnot share a standard unit emblemon the nose area as did many of thechopper units in Vietnam. Instead,each crewchief was left to do whathe wanted on his aircraft. Only afew gunships had nose emblems.One UH-l B had a picture of a pinkpanther with a cigar in its mouthholding a su bmachinegun. Anotherhad a horseshoe magnet on a lightgreen background with magneticrays drawing ground fire to it. Myaircraft, #62063, had the words MR.HUEY in light green on its nose.

The UH-l D ai rcraft, however,were more uniform, and sported apicture of a green snake's head with

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ABOVE: Excellent detail s ~ t ofthe XM-16 weapons system ab9arda UH-1B of Troop C. Note that thebarrels of the M-60C machinegunshave been removed. BELOW: UH-10 of Aero RiflePlatoon Blues,Troop C. This Slick was fitted withtwo M-60D rnachineguns. Note noseemblem, green snakehead with white, wings, word BUSHMASTERS add-ed later meieremblem. Kontun:w SouthVietnam, June 1966

white lips, red fangs, red eyeballsand white wings. At a later date,the word BUSHMASTERS wasadded in yellow under the emblem.Also, each aircraft's flight numberwas centered between the two frontnose glass domes.Almost all aircraft had the divi-sion's cavalry emblem on the tailfin, a yellow patch with a diagonalblack slash and with a forward facing

horsehead, also in black.The Interiors. Floor light gray.Seat frames light gray. Seat cushionsand rear jump seats red.

Rear bulkhead gray. Dashboard

BELOW: Flight line, An Khe base camp,December 1965 (Monsoon Season).UH-1B gunships of Troop C. Rocketpacking cases in foreground. BOTTOM:Cockpit of a UH-1B gunship in flight.This is Mr. Huey aircraft. Pilot is CWOPappy Green. Note copilot/gunner'sflexible Mark VI gunsight for use withXM-16 weapon system

black hood with gray panel. enterconsole black with gray sides. Cy clicand collective controls black. Over-head roofand windows transparentgreen. Seat belts gray.Editor s note : TheAvlatlonDlgestwelcomes historical articles suchas Sergeant Kelley s. We also wish to thank The Quarterly, a period -ical of the International Plastic Modelers Society, for permission toreprint this article . Anyone desiring more information about theInternational Plastic Modelers Society should write to Mr . Gary

Davidson , 2024 Schuyler Ave. , Lafayette , IN 47904

General Specifications of UH-1B GunshipEngine- Lycoming Turbine Model #T53-L-5Power rating-960 shaft horsepower (shp)Cruise speed-85 knots (armed)

General Specifications of UH-10 TransportEngine-Lycoming Turbine Model #T53-L-9A and T53-L-11Power rating 1 ,100 shpCruise speed -11 0 knotsCrew- Two pilots and two crewmen (door gunners) Crew-2 pilots and 1 crewchief and 10 troops

Note-Later UH-1 Bs received updated T53-L-9 engine 1 ,100 shp)

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Robert K Wright Jrus rmy Center of Military HistoryWashington DC

OUR AVIATION unit has a proud anddistinguished history. You know this, andyou know that this history can be an important factor in developing unit esprit dethere exists an office inhe U.S. Army Center of Military History whoseon is to assist in fostering the development of

of history? The Organizationalistory Branch (OHB) of the Center provides unitommanders and unit historians with a wide range of's related to the history of the individual unit.unit's Lineage and Honors Certificate, OHB'sbasic product, is probably on display in your unitrea, but it represents only the tip of the iceburg ofThe Lineage and Honors Certificate is governed byhe provisions of paragraph 10 Army Regulation(AR) 870-5. It is a legal document which functions as

both a birth certificate of the unit and as its deedto historical records and organizational properties. Informat, the certificate is a concise skeletal history ofthe unit from the time it was first placed on the rolls ofthe U.S. Army (constituted), through its various changesin status and designation, down to the present. I t is

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not a detailed combat narrative, for that function isreserved for the unit itself or an interested privateparty, but it is the definitive statement of the unit'sbattle honors (credits for participation in officialcampaigns and recognized American and foreign unitawards). Every unit organized under a table oforganization and equipment (TOE) is entitled to acertificate if it is authorized a flag, color or guidonand is not an organic element of a higher organization.The certificate itself is printed on high-quality stock,signed by The Adjutant General, and sent directly tothe unit along with a number of letter-sized reproductions. Separate TOE units with fewer than 30personnel assigned are issued a Statement of Servicein lieu of a certificate. The statement contains thesame information but is typed on bond paper and isunsigned.

The Lineage and Honors Certificate serves the unitcommander as a prime morale builder through itsdisplay function as well as in a number of less obviousways. The legal nature of the certificate enables theunit commander to reclaim any historical propertieswhich may be in storage at the Pueblo Army Depot,CO, and to trace unit records which are in the custody

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of the General Services Administration. The latter isparticularly important in compiling a unit history andin maintaining the organizational history file (file 2-05 required under paragraph 9, AR 870-5. The Instituteof Heraldry uses the certificate when designing unitemblems, crests and other heraldic items to which theunit may be entitled. The facts verified by the certificateare thus translated into the appropriate symbolism.On the basis of the verification provided by the honorsportion of the certificate, streamers and campaignsilver bands are issued to the unit by the U.S. ArmySupport Activity, Philadelphia, PA. Certificates suitable for framing are available from the Awards Branchof the U.S. Army Military Personnel Center for the unitawards listed. Using the certificate and AR 672-5-1the unit commander also is able to determine whichawards are authorized for temporary wear by theunit.

Other products of OHB which are geared to fosterunit esprit are less widely known. These include theUnit Day, Special Designation and Memorial AwardCertificates, all of which are signed by the Secretaryof the Army and are suitable for framing. Paragraph9, AR 870-5 describes the procedures involved inobtaining these items. Care in the selection of suchcertificates will enable the unit commander to strengthen the unit's sense of identity by pinpointing events ofparticular impor tance to its history and by highlightingformer members of the unit who contributed significantly to its performance.A Unit Day is selected by the unit commander forannual celebration in ceremonies and special activities,and therefore should reflect a noteworthy event inthe life of the organization. A request to OHB forofficial certification of the commander's selection,together with a statement of the significance of thedate selected, will result in the preparation of a UnitDay Certificate. While many units such as Headquartersand Headquarters Company (HHC), 210th AviationBattalion or the 179th Aviation Company have selectedthe date of their initial activation, other units havesought to commemorate a noteworthy combat action.Thus Headquarters and Headquarters Company, 214thAviation Battalion celebrates its entry into combat inVietnam in 1967 on 24 April each year, and the 114thAviation Company commemorates 26 June as theanniversary of an engagement at Tra Vinh, Vietnamin 1964 for which it was awarded a Valorous UnitAward. Lieutenant Colonel John U. D. Page, a Medalof Honor recipient and former battalion member, ishonored each year on 11 December by Headquartersand Headquarters Company, S2d Aviation Battalionon the anniversary of his death (1950) in action nearthe Manchurian Border.Unit special designations are the nicknames ofthe units and come in two varieties. Traditional

6

Designations are those such as The Old Guard (3dInfantry) which have been associated with the unitfor at least 30 years. Distinctive Designations, forwhich most aviation units qualify, are nicknames lessthan 30 years old. As in the case of Unit Days, theunit itself must select a nickname in conformitywith the standards of AR 870-5, and then register itwith OHB. Two criteria must be met to justify aselection: it must be unique and it must not reflectdiscredit on the U.S. Army. Many aviation units haveselected the radio call signs they used in Vietnam:examples include the Red Barons (201st AviationCompany) and the Flying Dragons (HHC, S2dAviation Battalion). Other units, such as FreightTrain (243d Aviation Company) and Hornets (116thAviation Company) chose a name which reflects thepocket patches they wore in Vietnam. Delta Devilsidentifies the 23Sth Aviation Company as having servedin the Mekong Delta. The 121st Aviation Companychose Soc Trang Tigers to reflect the PresidentialUnit Citation (Army) which they earned in a battle atthat village on 5 December 1964. Headquarters andHeadquarters Company , 269th Aviation Battalioncommemorates Lieutenant Colonel Roger A. Waterbury, their first combat casualty, through its choice ofThe Black Barons.

Units also may choose to establish an annualindividual award within the unit to be presented tothe unit member adjudged to be of outstanding characterand accomplishment. This award may be named eitherfor an outstanding former unit member who contributedsignificantly to the unit, or for a battle or campaign inwhich the unit participated. Paragraph 9-11, AR 870-5 explains the details of the procedures required inestablishing such an award. OHB distributes on requesta pamphlet entitled Organizational History: ItsPreparation and Use which is designed as a guide forthe unit commander and unit historian. This pamphletaddresses itself to the resources available in unit historypreparation and can be of help in developing a trooporientation program. OHB assistance, in conjunctionwith the U.S. Army Military History Research Collection at Carlisle Barracks, PA, also is available incompiling bibliographic references about your unit.t should be noted, however, that many aviation unitshave never had histories pu blished.

f your unit lacks any of these certificates, or wishesassistance on a particular historical point, it shouldcontact OHB by writing to The U.S. Army Center ofMilitary History, ATTN: DAMH-HSQ, ForrestalBuilding, Washington, DC 20314. Telephone assistancealso is available on either commercial (202-693-5041)or AUTOVON (285-0307/0308) lines. OHB exists solelyto assist the units of the U.S. Army; together with aconcerned unit commander it can function as part ofa team to develop unit pride and traditions. ~

u s ARMY AVIATION DIGEST


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What Happens When ChinookGoes On The Warpath

Betty J GoodsonStaff Writer

UT YOUR IMAGINATION towork: Picture a 3O,OOO-pound helicopterthat measures 99 feet from turning rotortip to rotor tip. Then visualize that sameaircraft pitching its nose up and downabout 50 degrees, either while on theground or at a 50 to 60-foot altitude.Any resemblance to those imaginedmovements and what happened to ChiefWarran t Officer, CW3, Thomas B Smithsometime ago in a CH-47 Chinookhelicopter at Ft. Rucker, AL, is totallyaccurate.

An instructor and development testpilot with the U.S. Army AviationDevelopment Test Activity (USAADTA)at Ft. Rucker, CW3 Smith was in the0 model prototype of the modernizedChinook which has been at the USAADTA since December 1979. Whilethe flight was a test, it was also a trainingperiod for Harry Miller, a test pilot ofthe maintenance contractor, NorthropWorldwide Aircraft Services. Othersonboard were Staff Sergeant BobbyBell, flight engineer, and three technicians who were observing variousaspects of the aircraft's operatio n. As itturned ou t , they got to observe morethan they had counted onCW3 Smith recalled: We were working out of Highfalls Stagefield and werepreparing for a takeoff. I told Mr. Millerto turn on the advance flight controlsystem (AFCS) which is controlled bytwo onboard computers; and when hedid, the forward rotor blades began totilt down. I immediately switched theAFCS off and then initiated an increasein the thrust to get us airborne so theblades would not strike the ground.

Then the AFCS was turned backon, and the pitching became really bad.One witness said the helicopter appearedto be perpendicular to the ground partof the time. I was putting in the full

JUNE 98

CW Smithphoto by SP Eugenio P Redmond

cyclic, 2 inches aft and 7V inchesforward, in an attempt to control it.That compares with the normally required cyclic applications of one-fourthto one-half inch to make the Chinookrespond."

After about 8 minutes the buckingeased off enough for CW3 Smith toland. Operations personnel had advisedthat the aircraft should be abandoned,but CW3 Smith elected not to do so.SSG Bell and Mr. Miller also chose tostay.

I just couldn't see leaving it," CW3Smith said. That is an 11 to $13 millionaircraft; and I knew if I let it go itwould beat itself to death. So I decidedas long as there was a chance to save it,I would keep trying."During all of this time, SSG Bell,whom CW3 Smith called an extraordinary flight engin eer," was checkingthe wiring and other systems in an effortto find a way to tame the Chinook.Nothing seemed to work.Suddenly, everything was up in theair" again as the nose started movingskyward. That ride was as wild as theearlier one and lasted longer, about 12minutes. Once it was back on the ground,CW3 Smith said the helicopter yawed

to the right five times in 10-degree increments, without any pilot input.Maintenance technicians were ableto get onboard and disconnect the

electrical power to the system. Oncethat was done, all problems ceased.

There was no damage to the Dmodel prototype Chinook

The cause of the near-catastrophewas determined to be the failure of theadvance flight cont rol system computers.They have since been redesigned bythe manufacturer, according to CW3Smith. Another good result is thatrecording equipment has been installedto make the investigation of futureincidents more revealing.

For his mastery of the convulsiveCH-47, CW3 Smith was awarded theBroken Wing, the Army 's means ofrecognizing aviators who are able toland a malfunctioning aircraft withoutdamage to it nor injury to personnel.

That is the third Broken Wing theSenior Army Aviator has received.The others were presented to him in1972 and 1974 when he was stationed

at Ft. McClellan, AL. In those twoincidents, he landed OH-58s after theirengines had failed, each time in areaswhere it should not have been possibleto land safely because of slopes, ditchesand trees.Not all of his flying career whichstar ted with his graduation from aviationschool in January 1970 has been soeventful, of course; but CW3 Smithdoes feel that the 3,000 accident-freeflight hours he has logged are attributableto the training he received."No one can train pilots like the Armydoes, he declared. Everything I havedone so far and the ability I have to doit with were taught to me by someexcellent aviators. They deserve thecredit for my being able to handle thatChinook.

He figures, however, that he and allof his instructors have enough of thatcredit to last their collective lifetime

7


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i r c r a f t urvivability in O U T ~

SURVIVABILITY ON the modern battle. f ield-for Army Aviation units, no subject could be more vital. The massivearray of weapons in the Warsaw Pact armiesof today threatens Army aircraft in a numberof ways: not just the traditional antiaircraftweapons, but alsQ anillery, small arms, antitank guided missiles, chemical warfare andelectronic warfare. The dearth of aviationmilitary operations in urban terrain MOUnhow-tO-fight literature has induced theBerlin Aviation Detachment to developconcepts, procedures and tactics in lightof the ominous Warsaw Pact threat. TheDavid and Goliath proposition dictatesthat planning must be prudent, resourcefuland imaginative because we will be isolated,outnumbered and outgunned.The UH-1 H uey helicopters of the BerlinAviation Detachment provide the BerlinBrigade, in addition to the British andFrench Allies, an airmobile c8pability;moving antitank teams about the city;extending ground observation; and facilitating command, control and communications. Considering the Brigade's situation, these capabilities are critical ly important for training and planning in the BerlinMOUT environment. Consequently, aviation operations playa significant role inU.S. and Allied field training exercisesthroughout the year. The imposing threatand active airmobile operations, together,serve as the catalyst for aviation MOUTdoctrine development.The key question; however, is how longcan these operatio'1s be sustained shouldmid to high intensity combat take place in8

FIGURE 1 (above): Tempelhof Central Airport,home of Berlin Brigade Aviation Section, is locatedin the American sector of West BerlinFIGURE 2 (right): Built-in maintenance capabilities are excellent; difficul t to duplicateUS F photographs y Thomas FarrTemplehof FBBerlin? The Berlin Aviation Detachmentnormally is stationed at Tempelhof CentralAirport (figure 1) which provides excellenthangar and maintenance facilities (figure2 , but which is marked on all city maps,and is within direct support artillery rangeof East Germany and East Berlin from thenorth, east and south. Clearly, the detachment must plan to deploy in order to survive.The remainder of this article discussesthe Berlin Aviation DetachmenJ's deployment considerations in the hope that itmay be useful to other aviation units. Theexample of a deployment location used in



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r ~ a o n e , b a Q o t b e r~ ~ t h e plpn;: 1llining sequence, of course, woolH apply in

, . , . ; "J liiIn searching fC?r s ~ i t f l b l e deployumentMii t ~ the s a m e . b a s i c c ~ n ~ i d g r a t i o g e p ~ I Y ~ i lIn the estabhsHmenrofa forward armlng :cng point. The aviation uflitWcom-r0\i,mander must o n ~ i c t e r p o s s i b l e c o m m a n drelationships, m u t u a ~ s ~ p p o r t a o d Sf3curltyrequirements, 8S well as the u S ~ ~ ~ f a ~ t o r sf mission, f3nemy, terrain and troops avaIlble. In additi,on, the &site chosen mustccommodate frontline maintenance, refuelJUNE 1981

11jafld troop support requirements. The prob.Ie,m is one of choosihg locations whichm,aximize protection whUe 'permitting the;,:' ibf@ 'most x t e r l s l ~ ~ C ? P ~ l a t l o n s .tJsing h e h i d ~ concept, numerous sitest h r D u g h o u f t h ~ city were extensively reconnoitered and evaluated. The following

t e a t u r ~ s Y ' ~ r e c o n s i d e r e d essential toadeployment i ~ e : Overhead fl protection-i.e. a hangaror garage ;1il


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23/52

FIGURE 4: Streetlevel garages and underpasses of themodern building selected are largeenough to providehardened hangarand maintenance areafor helicopters,withminimal engineer effort. Building construction would nottend to create rubble

forces to provide local security. Protected working and troop billetingarea for crews and maintenance personnel. Minimum requirement for specialground handling equipment. Frame or slab construction, ratherthan brick or ,cement block, to minimize the 'problem of rubble.A number of sites were selected andevaluated. By way of illustration, one siteis used as an example of the evaluationprocess in this article (figure 3). To beginJUNE 1981

with, this site offers numerous garage likeopenings whiclJ are big enough for a UH-1(figure 4). Aircraft can be moved into theseopenings using organic ground handlingequipment without special adaptations. Theconcrete slab construction reduces thedanger of rubble.The long boulevard adjacent to the building can be converted into a STOL runwaywith minimal engineer support (figure 5 .By reducing the requirement for engineerwork in the areQ, ' the location of the siteshould not be lle iJled. The tall buildingson either sideof lthe, elatively wide streetspermit nap-of-the-earth flight along routeswhich are masked from enemy radar detection (figures 5 and 6 .Nearby, there is also a gasoline stationwhich can be used to store fuel and relatedequipment (figure 7 . Concealed groundr,outes to these facilities, reconnoitered bythe detachment's maintenance personnel,permit secure deployment and operationof these elements. Reconnaissance ofalternate routes, to include subway routes,also is vital for coordination and resupply.On the back side of the buildings usedas UH-1 hangars, a parking garage providescovered location in which to house heliCOpter maintenance areas. These are protectedby the buildings themselves and, becauseof the nature of parking garage construction, provide g o o ~ o v e r h e d protection(figure 8).Hangars for fixed 'wing aircraft are harderto find. But, with some work, a number ofthe building underpasses are large enoughto accommodate small fixed wing aircraftif required (figure 9).

21


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i r c r q f t Survivability in OUT

Use of the existing telephone lines forroutine communication in the deploymentsite will greatly reduce its electronic signature, further enhancing concealment. Remoted radios used for flight control willhelp to conceal the site s true location.A word about air defense is in order here.Most of the air defense measures taken tosecure these deployment sites are passive(concealment, overhead cover, etc.) butshould short-range air defense systems bemade available at these Sites, they shouldbe employed in tall buildings which dominate the air avenues of approach, therebyproviding an overwatch capability toprotect friendly aircraft operating in thevicinity of the deployment site.A map of the site, showing the variousfacilities, is at figure 10. All the facilitiesare conveniently located, protected by thebuildings and concealed. A number of thesedeployment sites, recoljanoitered and planned throughout the city, should greatlyenhance the ability of Berlin s AviationDetachment to support the brigade forextended periods.Having identi fied deployment sites, theAviation Detachment has planned a deployment checklist as a pjlrt of the unit battlebook. It is important that each member ofthe detachment understand his or herindividual role once the decision is madeto deploy. The following are some of theitems included in the deployment sequence: Warning order issued. Repair pans, tools, organizational andindividual equipment loaded in accordance with unit load plans.



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A i r c r q f t urvivability in O U T ~ _ ~

FIGURE 9: Many t r e e t l e v ~ 1 building underpasses are large enough to providecover for small fixed wing.aircraft (withminor engineer support)

24

Advance pany depans to new location. Communications from new site s t a b ~lished. Engineer tasks executed (streetlights demolished, etc., as necessary). Order to deploy issued. t Ground elements deploy.

billetsvehicle entr nce " i P f I I " ~operations H .subw y e n t r a n c . I ~ ~ ~

FIGURE 1 : Map of deployment sitmight be used. All equipment andlevel, while operations and troop additional protection; underground the use of the gas station adjacent subway entrance for use as alternacoordination and resupply

Jump command post' established. Aircraft:[deploy. Mission suppon continues.The erlin case study points out the. opponunity for increased flex.bility andsurvivability of Army aircraft irt the urbanenvironment. Additionally, and more impor-u s ARMY AVIATION DIGEST


27/52

~ , . , . _ . prescribed loalist/ supply~ ~ _ maintenance

w the entire building complexs are at streetoccupy basement rooms fororage is available througharea. Note the proximity of 'of communications for

filed wing hangars

tantly, the Berlin example provides a start-ing point for further doctrine developmentfor airmobility in MOUl.4 i I . . . . . ; : ~

JUNE 1981

ABOUT THE AUTHORSMajor Paul C. Hollowell at the time of the writingof this article was the commander of the BerlinArmy Aviation Detachment. He has commandedpoth ground and air cavalry troops, served as S3

~ n d executive officer of 1 17th Cavalry, 82d Air-borne Division, G3 plans officer at the 5th Corpsand in addition to otner troop and staff experience,served 2 years wito tQe Armor Agency of CombatDevelopments Cd'mmand. A 1975 graduate ofCommand and G ~ n e r a l Staff College, MajorHollowell is a dual rated Senior Army Aviatorwith more than 3,000 flight hours. He is currentlyassigned to Office, Deputy Chief of Staff forResearch, Development and Acquisition, thePentagon.Major h ~ d e s J. Campbell is the G3 plans officer,Berlin Brigade. A 1968 Penn State graduate, hereceived a master of science degree from TroyState .University in 1979. His military c r e ~ rincludes duty in Republic of Vietnam, companycommander and staff officer, 2d Armored CavalryRegiment, Night Hawk night vision goggles in-structor pilot and operations officer, Ft. Rucker,

nd executive officer/operations officer, Berlinrigade Aviation Detachment.

5


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VI TIONPERSONNEL NOT SLTC Richard L Naughton

Chief Transportation/Aviation/Maintenance BranchU.S. Army Military Personnel Cen ter

I T S TIME TO fill out a Department of the Army(DA) Form 2635 (Preference Sheet) again. But whereare the assignments? Where is your military occu-pational specialty (MOS) authorized in continentalUnited States (CONUS)? Not all CONUS installationshave large aviation related populations, but mosthave at least a small flight detachment with somesupport personnel. It would be best if your DA Form2635 was filled out noting installation preferencesthat were authorized your MOS. All too often, Branchreceives the DA Form 2635 indicating locations thatcannot support an MOS, resulting in a Soldier beingassigned to a location far removed from his/ her choice.In order to give you an indication where your MaSis available, I have listed several locations with thecorresponding MOSs that are available. I did not listevery location that supports aviation, but the locationslisted are authorized at least five personnel in theparticular aviation MOS. If a location is not listed andyou are interested in finding out whether or not yourMOS is authorized, give Branch a call at UTOVON221 7700/01/02. The information in this article is currentbut subject to change as CONUS authorizations areadded or deleted. Hope this list helps to fill out yourpreference sheet.

26

Redstone Arsenal ALI 67G 67NFt. Rucker ALI 67G 67N 67T 67U 67V67W 67Y 67Z 68F 68J68M 71P

Ft. Ord CA/67N 67V 67W 67Y 67Z688 680 68F 68G 68H68J 68K 68M 71 PFt. Carson CO/ 67G 67N. 67U 67V 67W67Y 67Z 688 680 68F68G 68H 68J 68K 68M71P

Ft Benning GA/67N 67V 688 68F 71PFt Riley KS/67G 67N 67V 67W 67Y688 680 68F 68H 68J68M 71P

Ft. Campbell KY / 67G 67N 67T 67U 67V67W 67Y 67Z 688 68068F 68G 68N 68J 68K68M 71PFt. Knox KY / 67N 67G 67VFt Polk LA/67N 67V 67W 67Y 67Z688 68J 68M 71P

Ft. Devens MA/67NFt. Bragg NC/ ALL

Ft Sill OK/67G 67N 67U 67V 71PFt. Bliss TX/67V 67Y 68M 71PFt Hood TX/67G 67N 67U 67V 67W67Y 67Z 688 680 68F68G 68H 68J 68K 68M

71PFt. Sam Houston TX/ 67G 67N 71P

Military District of Washington/67G 67N 71PFt Eustis VA/67G 67N 67T 67U 67V67W 67Y 67Z 688 68068F 68J 68K 68M 71P

Ft. Monroe VA / 67GFt Lewis WA/67N 67G 67U 67V 67W 67Y 67Z 688 680 68F68G 68H 68J 68K 68M

71PFt McPherson GA/67N 67G

Ft. Stewart GA/ 67N 67G 67U 67V 67W67Y 67Z 688 680 68F68G 68H 68J 68K 68M 71PFt. Meade MD/67G 67W 71P

Presidio of San Francisco CA/ 67G 67NFt. Irwin CA/ 67N



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understanding gained by the team will enablethe faculty at Ft. Leavenworth to introduce thekey AirLand Battle concepts into Command andGeneral Staff College instruction. Concurrently,these concepts are being incorporated in FM100-5, Operations, in support of the overallArmy doctrinal effort. Furthermore each proponent school to include CAC and the AviationCenter will publish articles on the subject thatwill complement the article Extended Battlefield, by General Donn Starry, commander ofthe Training and Doctrine Command, in the March1981 issue of Military Review. Look for theAviation Center's AirLand Battle article in nextmonth's issue of the Aviation Digest . And forthose who have not yet read General Starry'sarticle in the Military Review it is commended toyou as an excellent overview which provides agreat insight into the Extended Battlefield concept.(DCD-USAAVNC)

Graduation Speakers. Major General John W.McEnery, chief of staff, Army Forces Command,Ft. McPherson, GA, told recent graduating flightstudents that one of their biggest jobs would beto continue to sell Army Aviation. Your way ofselling is by being the most professionalaviator that you personallycan be . . . . Do exactlywhat you're supposed to do when and whereyou're supposed to do itBrigadierGeneral LeoA. Brooks, commandinggeneral, Army Troop Support Agency, Ft. Lee,VA was speaker at a graduation ceremony forthe Aviation Warrant Officer Advanced Course.He urged his audience to think about what theycan do as individuals to increase the strength inindividuals who work for them.(USAAVNC PAO)

ATC Training Material. A conference was heldin January to discuss air traffic control (ATC)training for Army National Guard and Reservepersonnel. It was attended by 25 representativesfrom the Reserve Readiness Region, NationalGuard, Army Air Traffic Control Activity at Ft.Huachuca, AZ, and trainers from the Army Aviation Center.One of the problems identified during theconference was the apparent need for updatedinformation concerning the Army CorrespondenceCourse Program (ACCP) and Training ExtensionCourses (TEC) for air traffic control personnel.As a result, the following information is provided:

ACCPThere are seven correspondence courses forATC personnel. The courses are designed totrain critical tasks for post-advanced individual

28

training (AIT) levels; i.e., skill level 2 coursesqualify personnel to perform in pay grade E5,skill level 3 in pay grade E6, skill level 4 in paygrade E7, and skill level 5 in pay grades E8 andE9.DA Form 145 is used for ACCP enrollment.You can obtain this form through your unit or byordering i t through AG Publications. Completedapplications should be forwarded to: The ArmyInstitute for Professional Development; U.S. ArmyTraining Support Center; Newport News, VA 23628.In addition to individual enrollment, there areprovisions for group enrollment. The group leadermay adapt materials used in the correspondencecourses to classroom instruction for group study.Certificates are awarded for successful completion. Regular Army personnel in grades E5and below also receive 1 promotion point foreach 5 credit hours completed. National Guardand Army Reserve personnel receive serviceschool credit and acquire retirement points. Forfurther information, refer to Army Pamphlet 351-20-3, U.S. Army Aviation Center CorrespondenceCourse Catalog, or contact the ACCP LiaisonOfficer, P.O. Box J, Ft. Rucker, AL 36362 (AUTOVON 558-3703/3668).Correspondence Courses

Course Skill Credit Number oTitle Number Level Hours SubcoursAir Operations Primary

Technical Course(MOS 93H)

R14 2 45 8

Air Operations Primary R34 2 31 8Technical Course(MOS 93J)Air Operations Basic R17 36 6

Technical Course(MOS 93H)

Air Operations Basic R37 3 42 7Technical Course(MOS 93J)

Air Operations NCO Ad- S12 4 178 32vanced Course (MOS93H and 93J)

Air Operations NCO T02 5 72 13Senior Course (CMF-64)(MOS 93J)(Radar Option)

Air Operations NCO Senior T03 5 66 11Course (CMF-64) (MOS93J) (Tower Option)TECMost lessons are presented in audiovisual format using the Beseler Cue/See (a/C) projector.The film and sound are programed to stop automatically to permit the student to answer questions, or perform a task, after which the Soldiercan continue the lesson by pressing the proceedbutton. A single O/C may be used to train from 1



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to 15 Soldiers. Eight O/C 's are normally issuedto each battalion size unit with lesser amounts toseparate companies or detachments.Audio tape lessons are used for situations inthe field and motor pools where hands-onperformance is required. The Soldier listens tothe tape on a standard portable cassette playeras it talks through the task.The third form of TEC lesson is the programedtext which contains instructions, questions andanswers in a step-by-step format.Distribution of TEC lessons is hand led througha computer-coded process whereby accountholders automatically receive lessons appropriateto their mission, MOS makeup and equipmentauthorizations. I n the case of Reserve Componentunits, the materials are distributed to a trainingfacility for use by all personnel/units assigned tothat facility. The senior command in the facili ty isnormally designated the extension training material (ETM) custodian, and i t is his responsibili ty toestablish an SOP governing the operation of theETM library/learning center.For further information refer to the ETM StatusList, published quarterly by the: Army TrainingExtension Course Program; U.S. Army TrainingSupport Center; Fort Eustis, VA 23604 (AUTOVON927-4868).Seven of the Flight Operations Specialist (MOS71 P) TEC lessons can be used to train air trafficcontrollers-MOS93H and 93J. These are listedbelow and are shown in the ETM Status List 31December 1980) as currently available withnumbers 517-011-XXXX-X. The last character isa letter which identifies the type of lesson-A isprinted material, F is audiovisual and J isjob performance aid.Hourly Weather Sequence Reports, Part 1 . .. .. 6005-A

Part 2 . . . . . .. . . . .. .. . . .... . . .. . . . . 6006-APart 3 . . . . .. .. . .. .. .... .. .. . . . . 6007-APart 4 . .. . . .. .. .. . .. . . . . . .. .. .. . .. 6008-APart 5.. . . . .. . . .. .. .. . . . . .. . . .. .. 6009-A

METAR (Meteorological Terminal Aviation Report) ,Part 1 . . . . . . . .. .. .. . .. . . . .. . . . .. 601 D-APart 2 . .. . . . . .. . .. .. .. .. .. . . .6011-AThe remaining TEC lessons for air traffic controltraining are numbered 222-011-XXXX-X. Sixteen(listed below) are shown in the ETM Status List31 December 1980) as being currently available.

Control Information Symbols, Part 1 . . . .. . . .. . . .6201-APart 2 . . . . . .. . . . . . . . .. . .. . .6202-A

Clearance Abbreviations . .. . . . . .6203-AMiscellaneous Abbreviations .. . . . .6204-ANumbers Usage . . . . . .. . 6215-FFacility Identification . . . .. . . .. . . . . . .. . . . . . . 6216-F

JUNE 1981

Aircraft Identification, Part 1 .. .. .. 6217-FPart 2 .. . . .. . . . . . . .. . .. . . . . 6218-F

Radio and Interphone Usage . . . .. .. . . . .. .. . .. 6219-FControl Taxiing VFR Aircraft . . .. .. .. .. .6221 -AControl Departing VFR Aircraft . . . . . . . .. . . . 6222-AControl Arrival Aircraft (VFR) . . . .. . . . . . . . . .6225-ASolicit, Record, Disseminate PIREP Information .. .6226-AIssue Airport Condition Advisories . . . .. . . . . . . . 6227-ARequest and Deli ver I FR ATC Clearances . . . . . . . .. 6228-ARequest and Deliver Special VFR Clearances . . . .. . . ... 6229-A

Thirty-four more TEC lessons, expected to beavailable by 1 July 1981, are listed below.I FR Shorthand . .. .. .. . . .. 6205-FSCATANA Procedures .. .. . 6208-FIntroduction to Flight Progress Strips . .. . . . . . . .. . . 6209-FVFR Arrival and Departure Strips .. .. . .. . . . . . .. . . .. . . .. 621 D-FSVFR Arrival and Departure Strips . .. . 6211-FIFR Arrival and Departure Strips . .. . 6212-FClearance Transmission from Fl ight Progress Strips . 6213-FFlight Progress Procedures . . . . . .. 6214-FProvide Emergency Assistance .. . . . . . . . .622D-FProvide Emergency Assistance . .. ... 622o-JProvide VFR Departure Separation .. . .. . . . . 6223-FProvide VFR Arrival Separation . . . . . . .. 6224-FOperator's Maintenance on Power Unit PU-619 .. . . . .. . 623D-FPerform Operator Maintenance on Power Unit PU-619 . . 623o-JLoad/Unload Shelter and Remove TransitSkid AN/TSQ-71A . . . . .. .. . . . 6231-FPosition and Unpack Radar RfT Group Trailer,ANfTSQ-71 A . .. . .. .. .. 6232-FAssemble Radar RfT Group, ANfTSQ-71 A . . . . . . . 6233-FInstall Shelter to Trailer Cables, IFF Antenna,

and PU-678/G, ANfTSQ-71A .. . .. . .. .. .. . . . . . .. 6234-FInstall Shelter Mounted VHF/UHF Antenna,ANfTSQ-71 A . .. . . . .. .. .. .. .. 6235-FInstall Shelter Mounted FM Antenna, ShelterSunshield and Vestibule . .. . . .. . . . .. .. 6236-FShelter and Install Telephone Lines and Mis-cellaneous Shelter Component and GroundEquipment .. .. .. . . .. . . . .. . . . . .. .. 6237-FInstall Checks, ANfTSQ-71A .. . . . . .. .. . . . . .6238-FPerform Operator Maintenance on Aircraft ControlCentral ANfTSQ-70A . . . . . . . . . .6241-APerform Operator Maintenance on Aircraft ControlCentral ANfTSQ-70A (JPA) .. . .. . . .. .. . 6241-JInstall Aircraft Control Central ANfTSQ-70A,

Part I . . . . . .. . .. . . .. . 6245-FPart II . . . .. . .. . . .. . .. . .. . . . 6246-FPart III . . . . . . . . . . . . 6247-FPart IV.. . . . . . . 6248-F

Facility Training, Part 1 .. . .. . . . . .. . . 6250-APart 2 . . . . . . . .. . . .. .. . .. .. 6251-A

Maintain Training Records, Part 1 . . . . . . . . . . . 6252-APart 2 . . . .. . ... 6253-A

Starting and Stopping the PU-619/M . . .. 6255-FOperational Hazard Report Procedures . .. . . . .. 6256-A

(Roland Weldon, USAAVNC-DTD)

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3

I F YOU BELIEVE you havenormal night vision based onannual eye tests as part of yourflight physical, you could be mis-taken, because the Armypresently does not have a routineprogram for testing the nightvision of its aviators in the field.True, the medical specialist whoadministers the eye portion ofyour physical is supposed to askabout your night vision andwhether you have experiencedany problems seeing at night. fyou state you have no problems,NIBH Not Indicated y History)is automatically entered on yourmedical examination report.Therefore, the Army doesn tknow whether you have normalnight vision, and probably most ofyou don t either.

The paradox is that while theArmy does not test the ability ofaviators to see at night, it has overthe last few years required thataviators fly an ever increasingnumber of hours at night at everdecreasing ambient light levels.For example, 40 percent of an AirCavalry Troop s Level One ArmyReadiness Training EvaluationProgram ARTEP) involves nightoperations. Also, most of theAircrew Training Manual ATM)maneuvers require that one out ofevery four iterations beperformed at night. Theserequirements to fly safely at nightin tactical flight modes necessi-tate that we be aware of our

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PEARL SPersonal Equipment And Rescue survival Lowdown

Debbie Bacle photograph by Tom GreeneLSE ctivitiesFifth U.S. Army will hold its next aviation life support

equipment ALSE) workshop from 3 August to 4September 1981 at the Sheraton Inn in San Antonio,TX. This workshop will provide instruction to ab out80 personnel in such areas as maintenance of ALSEitems, supply, publications, and forms and records.Point of contact for further information is Mr. AlCargen, Safety Office, Hq Fifth U.S. Army, AUTOVON471-4663.Thermal StressNow that summer is nearly upon us, it is time onceagain to consider the hazards of warm weather flightoperatioIls. We no longer have to be concerned atleast until next winter) with icy ramps, blowing snowand windchill factors. Now our enemies become heatand humidity. The following article is reprinted fromthe August 1980 issue of Aerospace Safety and shouldbe reprinted every year for all aircrews, regardless ofbranch of service.

The flight line is getting hotter and hotter and thecockpit is becoming a regular Dante s In ferno. All thatheat generated by the summer months can affectyou tothe point where it becomes dangerous. Exhaustioncan set in causingfatigue and mental confusion. Symp-toms are moist skin, profuse sweating, increased pulse,slightly decreased blood pressure and shortness ofbreath. In some cases, cramps or even a stroke couldOCCUI: In order to avoid these dangerous and sometimesfatal results of thermal stress, there are several thingsyou can do.First, slow down. Don t try and keep the same paceyou re used to. Give o u r s e ~ f e x t r time to accomplisha slo w preflight. Also, avoid sitting in the cockpit withthe canopy closed for a lon g period of time. Be extracarefull you . spend more time than usual on theramp. That extra time . can sneak up on you anddangerously affect your performance in the cockpit.Equally important is the accumulation of ramp timeduring two or three turns in one day. All this extratime could lead to over-exposure.Just as important as overexposure is dehydrationcaused by sweating and evaporation. To avoid this,drink plenty of water. You should drink a minimumof 2 or 3 quarts of water per day. It doesn t increasesweating and as long as you're thirsty, you will notoverhydrate.A proper diet is another consideration. (fyou eat anormal diet. salting your food is Inuch better thantaking sa lt tablets. ffyou think additional salt is required,see your flight surgeon. Protein can cause an increasein y our heat production and can contribute to thermalstress, so a low protein diet is best.Finally, don t press. Heed your body s warn ing signs.fl you feel you're overdoing it. call it quits. See k acool place to rest and drink additional fluids. If youreallv feel bad, see the Do c.

~ ~ r body can become used to the heat providingyou take it slow initially and avoid overdoing it. It willnormally take 2 to 3 weeks but, the above steps arefollowed. it should help your body to become fullyacclimatized in a safe manner.

MAJ Brower, HQ ATC / IGF

If you have a question about personal equipment or rescue /survival gear, write PEARL. DARCOM . ATTN . DRCPO ALSE.4300 Goodfellow Blvd . St. Louis , MO 63120 or call AUTOVON 693 3307 or Commercial 374 263 3307

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Ear PlugsThe small formable earplug has made an appearancein many life support shops and in many unit and flightfacility operations sections. These formable earplugs

are not intended to totally replace the molded typeprovided by medical personnel, but rather are to beused by those individuals who cannot be fitted with themolded type. They should not be used by aircrewpersonnel, but are ideal for issue to passengers.

The Air Force lists three approved formable earplugs. They are the following:NationalDescription Stock Number (NSN)

E-A-R (foam, disposable) 6515-00-137-6345Flents (wax-impregnated,disposable) 6515-00-721-9092Propp-O-Plast, U.S. MilConfiguration (disposable) 6515-01-071-2515

The E A R plug is cylindrical, made of vinyl polymerfoam which is compressed by the user and placed inthe ear canal. It must be held in place (20 seconds to 1minute) while it expands enough to become firmlyseated. I f released too soon, the plug tends to workitself partly out of the ear canal so that much of itsprotective value is lost.

Flents are made of a wax-impregnated cellularmaterial which can be handmolded into a conicalshape and inserted in the ear canal. They are a single-use item.

The military configuration Propp-O-Plast is aconically-shaped preformed insert plug made of spunmineral fibers and covered with a nonperforated vinylsheath. It is inserted snugly in the ear canal anddiscarded after one use.

The reuseable E-A-R plugs must be kept clean.They should be washed in lukewarm water usinghand soap, rinsed in clean water and dried thoroughlybefore reuse. (Extracted from Life Sciences, the US FSafety Journal, April 1981.)Radio For Training

The Air Force has informed us that there is atraining version of the AN/ PRC-90 survival radioavailable. The radio, survival training, PRC-90, canbe ordered off-line from FPZ under NSN 5820-00-469-5658LS. This training radio is equipped withfrequencies of 251.9 in the voice/beacon mode and236.0 in the alternate voice mode, rather than thecustomary 243.0 and 282.8, so that it may be usedliberally for training. Thanks to SGT Michael Carroll,Base Life Support Shop, Scott AFB, IL, for this info.)Ski Mask IIIn the Question and Answer section of the February1981 edition of PEARL, we told you that there was no

JUN 98

ski mask currently available in the Army inventorywhich could be used by aircrew personnel. In this wedid not err; however, we have been subsequentlyinformed that the Air Force does have such an itemavailable for its flyers. The hood, winter, knit wool,can be ordered off-line from S9T under NSN 8415-00-543-7131 (size medium) at a cost of $4.59 each. Bydescription, this item seems to be quite suitable forArmy aircrew personnel as well. Thanks to JohnScannell, NJARNG ASF, Mercer County Airport,West Trenton, NJ, for this info.)Questions and AnswersWe need to replace the springs in the battery capson several of our PRC-90 radios. However, it seemsthat the only way to obtain the spring is by orderingthe battery cap and retainer together under NSN5820-00-113-3635, s listed in I M 11-5820-800-12, Operator's and Organization Maintenance Manual, RadioSet, AN/PRC-90. This seems like a terrible waste ofmoney, since we don 't really need to replace the capsand the cap and retainer together cost 7.25. Does thespring have a separate part number or NSN so that wecan order only the part we need? (Bill Kassinos, 83dARCOM Aviation Support Facility (33), Columbus,OH)

Since TM 11-5820-800-12 seemed to be of littleassistance in this case, we decided to check USAFTO 12R2-2PRC90-4, Illustrated Parts Breakdown,Radio Set AN/ PRC-90 and Radio Test Set AN/ PRM-32. This publication lists the spring, conical underPN 77-524781-1. Cross-referencing the part numberyields an NSN of 5360-00-151-5903. To be certain, wecontacted the USAF Logistics Command at Kelly AFB,TX, which verified that NSN as correct. The springmust be ordered off-line from S9I at a cost of $1.72.SC 1680-00-CL-A02 for the survival kit, hot climate,lists the NSN for the sunburn ointment s 8510-00-162-5658. TC 1-62 lists the new NSNfor the same item

s 6508-01-037-8636LS Every time we order underthis latter stock number, our requisitions come backcancelled. Is the NSN in the TC correct? fr not,should we order under the old NSN in the SC? CW2Art Doyal, 3498th Medical Company, Ft. Stewart, GA)

The NSN in TC 1 62 is unfortunately not correct.The correct NSN is 6505-01-037-8636, and no LS suffixis necessary, since the item is listed in the ArmyMaster Data File (AMDF). By the way , we noted thatthe nomenclature for this item is Aminobenzoic Acidaccording to the AMDF. Not being chemists, wedecided to check and see if you, we and the AMDFwere all talking about the same thing. So we contacteda chemist at the Directorate for Medical Materiel,Defense Personnel Support Center, Philadelphia, whichmanages the sunburn cream. He confirmed that Aminobenzoic Acid is the su nburn cream and that 6505-01-037-8636 is the correct stock number. t z

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VIEWS FROM RE DERS

Editor:The article on Cockpit Heat Stress

in the AH-1 G Cobra Helicopter in theJanuary issue was well worth reading.At Natick, this problem had been identified many years ago and considerablework has been done in the developmentof a microclimate cooling system withthi s a pplication in mind.With the emergence of CB warfare,the heat stress developed on individualsin combat vehicles assumes even greaterproportions. Less than 6 months ago,we were able , for the first time, todemonstrate this microclimate coolingsystem in the XM-1 vehicle. A teamfrom Natick Research and DevelopmentLaboratories and U.S. Army Instituteof Environmental Medicine ran the testand clearly demonstrated both themagnitude of the problem and thepotential solution. Without the coolingsystem, crewmembers became adverselyaffected in less than 2 hours. With thenew cooling system, the subjects remained comfortable for 4 hours andcould have gone on quite a bit longer.

This emphasizes the point we havebeen trying to make for some time: atthe early stages in weapons systemsdevelopment, the requirements mustaddress the individual life supportequipment needs and assign the samepriority to fulfilling these needs as isassigned to development of the system;otherwise the operational capability ofthe system will prove to be limited bylack of adequate life support clothingand equipment systems.

John V. E HansenDirector, Clothing, Equipment andMaterials Engineering LaboratoryU.S. Army Natick Research andDevelopment LaboratoriesNatick, MA 01760

Editor:Current SOT testing procedures are

not giving a true representation of thelevel of proficiency which has beenattained by the individual Soldier incareer management field 67.Initially , starting with an individualSoldier's first day in AIT, and continuingon throughout the Soldier's entiremilitary career, he is indoctrinated withwhat is considered the most importantpoint in his entire training. This pointbeing: NEVER ATTEMPT TO MEMORIZE MAINTENANCE PROCEDURES. This theme is reinforced duringhis tenure , i.e. use your PMD checklist ,never work on yo ur aircraft withoutthe manual open to the appropriatepage , etc.Now taking this same individualSoldier, come SOT time , he is handeda 100 plus question examination and isexpected to attain a passable scorewithout benefit or access to referencematerial. What we have effectively doneis identify those Soldiers with excellentmemories and not those Soldiers whoare proficient in their jobs.Aviators are administered their ownversion of the SOT: Annual Writ (Written Component) , -10 Test (Performance Certification Component) andStandardization Checkride (Hands-onComponent). In all instances the examinee is allowed access to all relevantmaterial pertinent to the accomplishment of his job.

The same consideration should begiven when administering the SOT toCMF 67, or to all career fields for thatmatter. I f the individual Soldier isadministered the SOT and allowedaccess to all applicable reference material and does not come up with a satisfactory score, then there is no reasonat all why the results could not be used

as promotion criteria, position placement or even elimination from the servIce. MSG William C. Baril

Chief Enlisted Adviso r185th Trans Co (A VIM)NAS, Glenview, IL 60025 The viation Digest has receivedthe following comments from the U.s.Army Transportation School:

Over the past several months therehas been an increang dialogue concerning the perception that Soldiers takingthe SQT in CMF 67 do not have accessto technical manuals (TMs). I wouldlike to take this opportunity to discussthe policy of the United States ArmyTransportation School on how manualsshould be used in the test.

The use of TMs in the skiD component(SC ) of the skill qualification test (SQT)is determined by two factors. Soldierswere taught to use the TM when theywere trained and this procedure shouldcarryover to the field. However, thereis a limit to how much a Soldier mustrefer to the TM. While there will alwaysbe some reference to the TM, a Soldierwho is mastering the job is able to referto the TM less as common proceduresand knowledge become second nature.This is a legitimate measure o f competence appropriate to testing.All of the TMs referenced could notpossibly be distributed or gathered together for all the different SQTs inCMF 67 because of the wide range oftasks the SQTs cover. Since we cannotgive every Soldier a TM, we take pertinent pages from the TM and place themin SQTs to make the information available. These are referred to as extracts.This means that no Soldier takes anSQT without essential TM informationavailable.

The crucial question is, How much

Articles from the Aviation Digest requested in these let ters have been mailed. Readers can obtain copies of materialprinted in any issue by writing to: Editor U.S. rmyAviation Digest P.O. Drawer P Ft. Rucker AL 36362

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TM information should be supplied?Too few TM extracts create a situationwhere Soldiers beHeve they are not givena fair chance to pass the test and testSoldiers on their ability to recall information rather than on job performance.Too manyTM extracts result in a readingtest that tells us little about what aSoldier can do.

In 1979 when the first CMF 67 SQTwas tested many Soldiers perceivedthis test as unfair because they believedthere were too few extract s. In 1980 weadded some more references, but againsome believed that the test was unfairbecause there were too few extrac ts.Here is how we determine what extracts should be placed in the SQT.Before we write the test, we analyzethe job. Data is coUected on the use ofTMs, and observations are made of

Soldiers working in the field. Thedecision of when and what extracts touse is a judgment and has been largelysubjective. The people who make thejudgment are NCO subject matter experts, and they make the judgment fromyears of experience doing the job onwhich the test is based. With the 1981SQT, we conducted a tryout of the testto a sample of field Soldiers. I f the testmeets their expectations, it must beconsidered valid and fair.COL John E. St. John

Director of Training DevelopmentsUS. Army Transportation SchoolFt. Eustis, VA

Editor:This Military Attache 's Office wouldlike to subscribe and receive the publi

cation that you edit. In the event thatthere should be any charges connectedwith it, we would ask you to bill us inthe usual manner, c.o . of our FinanceDepartment.

We look forward to receiving yourpublication.LTC Francisco E MachinandiarenaAssistant Military AttacheArgentine Embassy Annual subscriptions are availableby sending a remittance of S20.00(domestic) or 825.00 (overseas) to:

Superintendent of Documents, U.S.Government Printing Office, Washington, DC 20402.

JUNE 1981

Editor:My thanks to Captain Bowers for hisarticle, Altitude Planning in your October 1980 issue. It shows me that someoneelse is concerned about the feasibilityand practicality of the future actualapplication of the currently indorsedtraining doctrine for tactical instrumentflight. Although his article represents aperspective more enlightened than Iha ve seen expressed previously, it stilldoes no t fully address the problem.

There are several areas of concernabout the practicality of tactical instrument flight that I have not seen mentioned. The first has many facets but itcomes down to combat pilots will notuse it. f you use data about THREATantiaircraft capability (the accompanyingchart illustrates range and altitudecapabilities of THREAT antiaircraft)from FM 1-2 and FM 17-50, it is apparent that aircraft survivability isnot good at altitudes above 150 feetwithin 15 kilometers or 100 meters (328ft altitude) within 35 kilometers of theFEBA. Add to this the questions of accuracy of tactical maps, reliability of weatherforecasting and reporting, allowablealtimeter error of 70 feet, ability ofmost pilots to only maintain altitudewithin 100 feet in turbulent air , thequestionable reliability of tactical radiobeacons, and THREAT Meaconingtechniques. Considering all of the above,

I don ' t mind telling you that it's terrainand nap-of-the-earth flight for me; youcan keep your tactical instruments.

To consider this subject from anotherangle , let us look at the practicality ofthe training itself. Few units have anyfunctional tactical beacons. Most realistic training must be conducted in thesynthe tic flight simulator. This valuabletime could more appropriately be usedfor emergency procedures trainingbecause many real emergencies willoccur in combat where bullets couldmake engines, tail rotors, etc., stopfunctioning. The time also could bebetter spent on FAA Federal AviationAdministration) style instrument flight.I f you practice IMC instrument meteorological conditions) flight and thenif som on in the Army sees the valueof directing aviators to go out and do itin the clouds, that experience alonewill raise your chances of survival ininadvertent IMC. It really is differentactually being in the clouds.I am a professional instructor and Ihave tried diligently to motivate myselfabout tactical instruments but the moreI study and consider, the more negativeI feel about it I am compelled to supporta training program I cannot believe in.

Michael M MullenixTechnician Flight InstructorTexas Army National Guard

Surface-to-air missiles compel the helicopters to terrain flight altitudes as farback from the FEBA as the division rear

SA-3 6-22 kmSA-6 35 kmFloor100 m.

FEBACeiling 40,000' Ceiling 60,000'-80,000'

SA-2 SA-445 -70 km1,000'-1,500' min. alt.

Ceiling 20,000' J l U l I I l n m Ceiling 1,500 m (FM17-50 10,000')SA-8 10-15 km _ _ _ _ -.: : :=====;==== --_SA-7 3.5 km-Floor 50 m _SA-9 7 kmFloor 150' FEBAI

ZPU-4 1,400 m range 14.5 mm5-60 4,000-6,000 m 57mm AAZU-23 2,500 m 23 mm AAZ5U-23-4 2,500-3,000 m 23mm AAZ5U-57-2 4,000 m 57mm AA

Effective AA weapons for low altitude engagement. Most maybe employed at or near FEBA35


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U S ARMY

. . . . ~

Directorate of Evaluation/Standardization 5-REPORT TO THE FIELD AV IATIONSTANDARDIZATIONFIXED WING AlMs

T HE AIR CREW Training Manuals (ATMs), TrainingCircular (TC) 1-144 and TC 1-145, have been placedin initial dist ribution and should now be in the user shands. If your unit has not received these manuals, itis time to notify your publications point of contact soa tracer can be started and/ or a reorder initiated.

Recent field trips have indicated that some changesin these manuals are being overlooked. The changesare not marked so it will be necessary to compare oldand new manuals to determine the exact changes.Below are two examples of problem areas that arebeing found during evaluations conducted in the field.

TASK 3502.When complying with NOTE 1 of this task , the

airspeed may be too fast, which can cause the aircraftto float when in the landing attitude. If you are havingtrou ble meeting the standards because of the note , letus hear from you .

DES welcomes your inquiries and requests to focus attentionon an area of major importance . Write to us at: Commander U.S . Army Aviation Center ATTN : ATZO ES Ft. Rucker AL

36

TASK 4001.This is changed from instructor pilot (lP) demon-stration to a pilot manu ever with an IP.

Questions have been raised concerning what theminimum airspeed is that an intentional engine outcan be made. The answer is located on page B 2 of theATM under Vsse (velocity safe single engine).

In the back of each ATM there is a questionnaireto be filled out. This will provide Directorate of TrainingDevelopments and Directorate of Evaluation/ Standardization with your opinions about the training circular. Filling out the questionnaire is the most effectivemeans of correcting or changing this publication.

36362 ; or call us at AUTOVON 558 3504 or commercial 205255-3504.After duty hours call Ft. Rucker HotLine AUTOI/ON558 6487 or 205 255 6487 and leave a message

u s RMY AVIATION DIGEST


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Major Frank E BabiaszThreat BranchDirectorate of Combat DevelopmentsU.S. Army Aviation CenterFort Rucker AL

ood News ad NewsLMosT EVERYONE has heard a joke at one time or another tha t contained good news or bad news. In the

past, threa t articles have carried the bad news side of Soviet weapons systems, and rightfully so. There is, however,a good news side of the story. This side is the vulnerabilities o r limitations that could be exploited on the battlefieldof the future. These limitations, outlined in Combined Arms Comb

Army Aviation Digest - Jun 1981

Documents

Transcript of Army Aviation Digest - Jun 1981