Army Aviation Digest - Mar 1979

8/12/2019 Army Aviation Digest - Mar 1979

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UNITED ST TES RMY M RCH 979VI TION GEST


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v O l u 1 f A v i A T i o N Y IGEST NUM ER* *rigadier General Carl H. McNair Jr.- Army Aviation Officer Major General James H. MerrymanCommander Brigadier General James H. PattersonDeputy CommanderODCSOPS, Headquarters,Department of the Army U.S. Army Aviation CenterFort Rucker, Alabama U.S. Army Aviation Center

page

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Richard K. TierneyEditor

Fort Rucker, Alabama

1 Aviation Group Command Positions,LTC Matthew R. Kambrod2 TSARCOM Support Of Army Aviation ,MG Richard H. Thompson8 Trouble With Maintenance11 Oxygen Requirements12 Skydoc And Snongeldinger,

MAJ A. T. Hadley III , M.D.15 A Picture Is Worth 1,000 Words, LTC Joe U. Moffett18 Divarty Aviation An Integral Part Of The AerialFire Support Team, COL James F. McCarthy Sr.and MAJ Jim S. Hutchinson21 OPMS Corner: LTC Jacob B. Couch Jr.22 DES Report To The Field24 Weather Radar ATC Radar, MAJ Duane B. Stoecklin26 Air Force Liaison, Linda Delbovo27 The Threat: SA-7 GRAIL

28 Reporting Final31 Views From Readers34 Danger On The Ground38 A Helicopter Flight In The Korean Buffer Zone ,CPT Er ick L. Mitchell40 PEARL's42 A Tactical Command Post For Use In The CommandAnd Control Of Forward Aviation Assets,MAJ James J. Rudy46 EPMS Corner: SFC Douglas E. Al len47 Pipeline Reader SurveyBack Cover: ATC Action Line

ABOUT THE COVERIn the shadow of st. Louis' famous arch TSARCOMsupports Army aviation . See page 2. Photo by

Laurence B. Epstein

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The mission of the U.S. Arm y Aviation Digest USPS 415-350 is to providein formation of an operational. functional nature concerning safety and aircraftaccident prevent ion , training, mai ntenance. operations. research and develop-ment, aviation medici ne and other related data.

This publication has been approved by The Adjutant General, Headquarters,Department of the Army, 22 June 1978, in accordance With AR 310-1 .Active Army units receive distribution under the pinpoint distribution systemas outlined in AR 310-1 . Complete DA Form 12-5 and send directly to CDR.AG Publications Center. 2800 Eastern Boulevard , Baltimore, MD 21220. Forany change in distribution requirements , initiate a revised DA Form 12-5

The Digest is an o ff icial Department of the Army periodical published monthlyunder the supervision of the Commanding General . U.S. Army Aviation Center .Views expressed herein are not necessarily those of the Department of theArmy nor the U.S. Army Aviation Center. Photos are U.S. Army unless otherwisespecified . Material may be reprinted provided credit is given to the Digest andto the author . unless otherwise indicated.

Articles , photos and items of interest on Army aviation are invited . Directcommunication is authOrized to : Editor , U.S. Army Aviation Digest, Fort Rucker,AL 36362 .

National Guard and Army Reserve units under pinpoint distribution alsoshould submit DA Form 12-5. Other National Guard units should submit requests through their state adjutant general.

Those not eligible for official distribution or who desire personal copies ofthe Digest can order the magazine from the Superintendent of Documents ,U.S. Government Printing Office, Washington , DC 20402. Annual subscriptionrates are 17 00 domestic and 21 25 overseas


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LTC Matthew R ambrodCommander 7th Aviation Battalion

ort Ord CA

THE RECENT receipt from U.S. Army ForcesCommand of an approved authorization document for a combat aviation battalion in an Infantrydivision made me quite aware that the Army needsto modify its Modification Tables of Organizationand Equipment MTOEs). This modification will maximize combat effectiveness of commanders in tacticalunits.I feel that with the implementation of the AviationRequirements for the Combat Structure of the ArmyARCSA III) see July 1977 Digest concept, theaviation resources in personnel and aircraft will become so great within a division that one more echelonof command will need to be introduced. Specifically,attention should be directed to that level betweenaviation battalion/ squadron commander and the assistant division commander positions- for example inan Infantry division.Currently, aviation organizations within a divisionfall under two separate and distinct senior commanders:The combat aviation battalion usually is responsiveto an assistant division commander for support, normally an 06 colonel) position. The Air Cavalry squadron is responsive to the assistant division commanderfor maneuver, which is generally a general officerposition. The rationale for this separation of commandMARCH 979

is tied directly to concepts of support and maneuver.But a strong case can be made, particularly with theassignment of attack helicopter assets to the aviationbattalion, that the aviation battalion could be construed as a maneuver unit.I recognize that in a purified form no companiesother than attack are maneuvered. However. theintegration of aviation with ground units almost exceeds the support role - for example in the senseof Artillery.Where goes in an T. so goes the helicopte lIn the integrated. combined arms role. aviationthen becomes as much involved in maneuver as doesInfantry as we recall in Vietnam). f this premise isaccepted. it is therefore logical to shift responsibilityfor the combat aviation battalion from the assistantdivision commander for support to the assistant division commander for maneuver ADC-M). This wouldplace command of all aviation assets within a divisionessentially under one commander - specifically theone responsible for mobility and firepower on thebattlefield. Included as aviation resources would beabout 200 helicopters (attack. scout and utility) anda 2.000 Soldier force structure operating and supporting aviation activities. Numerous tactical benefitsContinued on page


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TS RCOMSuppo t 01RMYVI TIONHE PRIMARY PURPOSE in life= of the U.S. Army Troop Supportand Aviation Materiel Readiness Command (TSARCOM) is the support oftroops in the field. Everything we dois focused on a single objective; ahigh state of readiness of today 'sArmy aviation.Our job is to use a variety of inter-nal and external management tools,designed to produce the best productwith the least cost in terms of people,money and materiel. We provide lo

gistics readiness support for 23 majorcategories of equipment about halfof which are aviation items. Theseinclude light, utility, cargo, attack andother rotary wing and fixed wing aircraft. Also included are aerial deliveryand ground support equipment andaircraft shop sets. The size of thiseffort is tremendous. No other Armycommand has a larger or comparablelogistics readiness missionThe sheer magnitude and diversityof commodities ' managed and supported by TSARCOM is enough tostrain the imagination. They presenta substantial challenge to the 5 300military and civilian personnel whowork in TSARCOM headquarters in5t. Louis and throughout the world,in managing support for some 12,000aircraft from the arctics to the tropics.To perform this task, TSARCOM isorganized into functional directoratesfor systems management materielmanagement, procurement and pro-


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duction, product assurance, andmaintenance, in addition to normal supporting staffs. These directorates provide support forboth aviation and troop itemsas well as support to various project and product managers ofother commands.To effectively and efficientlyfulfill the diverse responsibilities,TSAR COM uses the three levelmanagement concept; accordingly, the command coordinatesoperations through project andproduct managers, readinessproject officers R PO) and directors. The first level of management is the project/product managers who have the responsibilityfor specific systems requiring intensive centra lized management. The second level of themanagement team is the readiness project officers who function much like minimanagers.There are 12 separate systemsmanaged by the RPOs. The thirdlevel of management is the itemmanagers who are located withinthe Directorate of Materiel Management and are considered thebackbone of TSARCOM's wholesale supply effort.

There is a constant effort toimprove the aircraft and supporting subsystems with the objective of making them more effective, durable and easier to maintain in the field. TSARCOM isconstantly seeking out new andimproved methods of providinglogistical support to the Armyaviation community.A never ending discussion always has occupied the mindsof military logisticians as towhether to concentrate on quality or quantity. According toGeneral John R. Guthrie, Commander of the U.S. Army MaterielDevelopment and ReadinessCommand (DARCOM), the truthlies somewhere in the middle. He made this point when he said,..Although our objective shouldalways be to deliver a fully, mature, totally debugged system,4

the chances of doing this aresmall. Although each item ofequipment must be as good as itis reasonably possible to makeit, each system can only reachfull maturity through troop use.By closely and continuously monitoring these systems, as theyperform in the field, relativelyminor adjustments can be madewhich help to make more perfectand effective weapons systems.To this end, TSARCOM is continually developing new technical and management techniquesdesigned to improve the systemsand services the command provides to Army aviation.The work done by the AH-1Cobra Project Manager (COL JayPershing) is a fine example ofthis. It all began with the introduction of enemy tanks into theVietnam war. The Army sent twotube-launched, optically-tracked,wire-guided (TOW) equippedBell UH-1 H Huey helicopters tothe Republic of Vietnam. Withinthe first month of operation, theseaircraft registered 47 confirmedkills including the destruction of24 enemy tanks. These actionsdemonstrated that enemy armorcould be destroyed by missilelaunching Army helicopters.The current program was originated to determine if the Cobra/TOW aircraft could fight and survive in a mid-intensity combatenvironment anticipated on theEuropean battlefield. Eight AH-1 G Cobras were fit ted with a prototype TOW missile subsystemto evaluate its aerial antiarmorcapability. From this beginning,a complex variety of subprogramstransformed the aircraft into amore effective weapons system,producing a first line attack helicopter destined to remain in theArmy inventory.A more powerful engine, rigidtail rotor and a new tail boomwere added enabling the Cobra/TOW to better perform nap-ofthe-earth flight. The modified aircraft were designated as AH-1 S

models. A Product ImprovementProposal undertook the development of an improved main rotorblade. Subsequent programsproduced a redesigned cockpitarea and a flat canopy housingreducing sun glare and distortion.Armament was added in theform of a universal chin turretmounting a 20 or 30 millimetergun, and new fire control androcket management subsystems.Other Cobra modernization programs include new radios, radarwarning device and a laser designator.ln addition, there are 42other accepted TSAR COM Product Improvement Proposals.With the new production aircraft and the conversion of thepresent fleet, there will be about1,000 such aircraft in the Armyinventory by the mid-1980s.TSARCOM serves as the National Inventory Control Pointand the National MaintenancePoint for all Army aircraft systemsand their organic components.The logistical support for theCobra/TOW has undergone considerable expansion to keeppace with the modernization programs. Originally there werethree principal contractors and700 supporting vendors. Todaythere are 11 principal contractors and nearly 3,000 vendors.The Cobra/TOW modernizationgraphically demonstrates theextent of TSARCOM logisticalsupport required to field a weapons system.The Cobra/TOW is the first

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Army aircraft deployed to thefield under the DAR COM Project Hand-Off. This concept ensures field units are satisfied withttle aircraft and familiar with itsoperation and maintenance. Thisfamiliarization is designed to decrease equipment down time forrepairs resulting from misuseand ensures that the user is satisfied with the product beforeacceptance.

Project Hand-Off involvesthree factors; a materiel fieldi g plan, a statement of qualityand support and a materiel fielding team. The fielding plan is~ v e l o p e jOintly with each oftbe major commands receiving

t ~ e weapons system. This agreement fully describes the equipment, its subsystems, trainingrequired and a logistical supportplan. The statement of qualityand support provides for a warranty on the equipment and, fora specified period of time, guarantees that parts which fail willbe replaced at no cost to theuser. The fielding teams trainuser pesonnel in the operationand maintenance of the aircraft.Another important area of management is the TSAR COM approach to helicopter flight simulators. TSARCOM has an RPOthat manages this system. TheU.S. Army now has 24 contractormaintained simulators used totrain pilots in emergency andinstrument procedures and tomaintain flight efficiency. A costeffectiveness study determinedMARCH 979

that contractor support was moreeconomical than governmentsupport. The use of contractorsupported flight simulators resulted in about $25 million savings in each of the past two yearsthrough the reduction of personnel and materiel required tomaintain actual aircraft.

One of our most importantproblems .. and yours . . is supply. In TSARCOM supply getsthe personal attention of theCommand Group, and thoseitems which become problemsare placed on a hit list andselected for intensive management. This has proven to be aneffective method of managementwhere supply problems are identified and resolved.The computer also plays a vitalrole in the total management picture. TSAR COM has developedand implemented high qualitydata feedback systems for equipment it manages or will be supporting after transition. The reliability/availability and maintainability/logistics (RAM/LOG) datacollection begins during the testing phase. Observations and significant information are recordedin a controlled environment.The initial effort began in November 1977 with a sample datacollection program using 21AH-1 S aircraft. Refinementswere made on the successfulmethodology and a ContinentalUnited States (CON US) wideprogram was instituted.The Black Hawk and advanced

attack helicopters which are invarious stages of development,have been monitored since pregovernment competit ion testingand this will continue for a yearin the field on the first 15 production aircraft.

Warranty programs on theBlack Hawk and advanced attack helicopters have made itessential that more than 100items be tracked and evaluated.In addition, the Component Reliability Intensive ManagementSystem has been implementedon all production aircraft. Thissystem will be continued in thefield for three years.RAM/LOG engine data is currently being recorded on theCH-47 Chinook for a 2-year period. Collection will then be transferred to the CH-47D to verifythe effectiveness of engine modifications. The data collectionsystem also is scheduled for theOH-58C Kiowa product improvement flight tests this month.Not all TSARCOM logisticsreadiness programs are in St.

Louis. TSARCOM is the landlord of the Stratford (CN) ArmyEngine Plant .. a major enginefacility operated by AVCO-Lycoming. The plant produces T-53 and T-55 turbine engines forHuey, Cobra and Chinook helicoptes and OV 1 Mohawk fixedwing aircraft. The manufacturingplant consists of 1.5 million squarefeet of factory and office spaceon about 77 acres of land. It is


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equipped with 2,500 machinetools and 14 production and 20development test cells.Another area receiving strongcommand support is aviation lifesupport equipment (ALSE). Whilethis equipment is not new, thereis recent intensified emphasisto consider the equipment aspart of a total system.TSARCOM has identified ALSEin 76 national stock classes andidentified and published a listingof more than 1,80 life supportitems for the user. This listingpinpoints, for the users, the exacttitle of each item, its nationalstock number and description;it identifies who is responsiblefor the item.Recognizing the need for intensive management of theseitems, DARCOM chartered anRPO. In addition, TSARCOMidentified a military occupationalspecialty MOS) career fieldwithin the Army to ensure properinspection, management and repair of equipment.Each issue of the viation Di-gest includes an article by PEARLidentifying aviation life supportproblems and solutions. Readersare encouraged to write directlyto PEARL at TSARCOM concerning personal equipment or rescue and survival gear (see page40).Very strong emphasis is placedon aviation safety within TSARCOM. The Commands AircraftSystem Safety of Flight ReviewCommittee deals with hardware,support equipment and safety

of flight policies and procedures.Responsibilities have been fixedto ensure timely identificationof accident causes and implementation of effective correctiveactions.Working with a formal agreement, there is close cooperationbetween TSARCOM and theU.S. Army Safety Center locatedat Ft. Rucker, AL, in the preparation, exchange and use of aircraft accident data.Safety and maintenance gohand-and-glove. People whomaintain the aircraft require thetools and equipment which compliment their mechanical skills.Currently we are fielding three

level maintenance shop sets. Tosmooth the transition of thesesets, TSARCOM has formed afielding team to provide assistance during the changeover.The 25 intermediate shop sets(AVIM), currently being assembled, will be completed by theclose of fiscal year (FY) 1980.The 250 unit maintenance shopsets (AVUM), being assembled,will be completed by the end ofFY 1981. The various shop setsinclude facilities to perform machine, electrical, sheet metal, hydraulic, welding, battery armament and fire control and enginerepairs. These shop sets also require additional authorized majorTSAR COM -provided supportitems such as generators and testsets.Reliability center maintenance(RCM) is a disc iplined approachto the development of maintenance programs at TSARCOM.

The RCM concept is based onscheduled, periodic inspectionsand replacement of parts at fixedintervals. The tailored inspections are determined from statistical data including componentfailure rates, component life, criticality and failure analysis. Engineering analysis determineswhat will be inspected based onreliability, safety and economics.This TSARCOM action resultsin increased readiness and reduction of support costs of aviation systems in the field.Since our command missionis closely tied to North AtlanticTreaty Organization (NATO) operations, we are becoming moreand more involved with rationalization, standardization and interoperability (RSI) for aviationsupport and maintenance. Recently we have been aiding theUnited Kingdom in its commercial purchase of CH-47s. Meetings and informal dialogue between TSARCOM and the UnitedKingdom have helped to ensurethat the United States and theUnited Kingdom fleets of CH-47s will be interoperable.

Other results of RSI policyhave resulted in the procurementof closed circuit refueling receptacles for UH 1 helicopters, permitting interoperability with thestandard NATO fuel nozzle. Installation of the refueling receptacles is scheduled for FY 1979.Another major thrust of thecommand is materiel management. We are improving stock

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availability, reducing outstandingback orders, expediting the return of repairables, and anticipating requirements and therebyeliminating procurement delays.To expedite the return of repairables, notifications are transmitted to field service representatives, material is published inthe TSARCOM Materiel Readiness Information Bul letins, andin rmy ogistician and S magazines. In addition, letters aresent to specific customers andpotential returnables are intensively reviewed.Product improvement is a bigbusiness in TSARCOM. Improved operational capability of existing weapons systems is beingaccomplished through productimprovement as an economictradeoff to the long term development of new systems. The AH-1 S is an example of interim capability provided by product improvement and the CH-47 modernization program is an alternative to the development of a newsystem. The Product Improvement Program effort requires acoordinated effort within TSARCOM since all functional elements are involved in the process.In July 1977 when TSARCOMwas organized, there was an urgent need for interaction withthe U.S. Army Aviation Researchand Development Command(AVRADCOM), also organizedthe same month in St. Louis.Only by a close and continuingworking relationship can the jobM RCH 979

of logistic readiness for Armyaviation be accomplished. Thiscloses the loop.The interaction between TSARCOM s readiness mission andAVRADCOM s research and development mission is broughtinto focus by the Integrated Logistics Support (I LS) Office inTSARCOM. General Guthrie putit this way:ILS seeks to ensure that alllogistics considerations necessary to field and sustain oursystems-maintenance plans,test equipment, supply support, technical data, personneland training, skill performanceaids, software-are integratedinto the acquisition effort fromthe design stage. The objectiveis to identify early those logistics issues which affect systemdeSign. After logistics planshave been validated duringdevelopmental testing, the effort switches to obtaining anddeploying with the end itemthe required logistics resourcesto keep the equipment runningin the field.In TSARCOM, ILS requirements are set early in the acquisition process through its role insupport of the development community. ILS encompasses numerous logistics functions that cutacross TSARCOM functionalareas in support of developmentcommands, and project and product managers.Adequate plans and the provision for logistics support arerequired for aviation systems acquisition, initial fielding and thetransition of systems management responsibility from the developers to TSARCOM. Throughits ILS functions TSARCOM hasa centralized capability for assuming total support for eachnew system and for assuring thatall required actions are taken.TSARCOM s supply and maintenance missions, in some instances, are contractor supported. This type of contract is prac-

tical in the case of C-12 Huronaircraft, since this is an off-theshelf commercial model withouta contingency mission.The TSARCOM fixed wingRPO has the responsibility forthe coordination and control between the contractor and Armyaviaton units. Under a total maintenance support contract, noequipment is furnished by theGovernment and the contractorprovides qualified airframe andengine mechanics.The Black Hawk program demonstrates another type of contract support. The contractor willprovide spare parts supportthrough 1982, although the BlackHawk system will be transitioned2 years earlier.Performing the missions andfunctions of TSARCOM is nevereasy; it can provide some heartburn for the command s well sfor those supported. Successesare due to people- people withthe devotion and will to keepthe system going. At times, itmay appear that TSARCOM people are unreasonable. But GeorgeBernard Shaw put it very nicelywhen he said:

The reasonable man (or woman) adapts himself to theworld; the unreasonable onepersists in trying to adapt theworld to himself. Therefore, allprogress depends on the unreasonable man.I personally feel that TSARCOM is making progress, evenif we appear unreasonable attimes. But, we still have a longway to go. The command needsthe help of those we support;those who can offer positive,constructive suggestions, keenimagination, ingenuity and initiative to provide even better support for Army aviation in the future. This can be accomplishedonly by hard work and a cooperative effort to produce minimum turbulence in the life cycleevolution of those Army aviationsystems upon which AmericanSoldiers rely. ...

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TroubleWith \aintenance \

MAINTENANCE errors pose a serious threat toflight safety. In the past such errors have produced major accidents. some of them catastrophic.

Of prime concern is the recent rise in the numberof maintenance-induced mishaps. But equally important is the nature of the errors that are causing them.Coupled. these observations strongly suggest all isnot welL and a look at some of the mishap experiencethat has resulted from maintenance error readilyshows why.During the period 1 January 1974 through 31 August1978 OH-58 aircraft were involved in 146 maintenancerelated mishaps. These mishaps resulted in the destruction of one aircraft. four major accidents. one inci-

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dent 21 forced landings and 119 precautionary landings. A single cause factor- improper application oftorque - was instrumental in causing 33 of these mishaps four of which were major accidents.

When the engine of one aircraft 1 t power thepilot established an autorotative descent. turning theaircraft toward a clear area surrounded by trees.After applying collective pitch to clear the last standof trees. he started his deceleration. but had to reapplycollective early to clear a fence. He then used theremaining collective for cushion. However becauseof low rpm. the aircraft lost lift at about 2 to 3 feetand settled hard slightly nose high causing one

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main rotor blade to flex and sever the tail boom aftof the horizontal stabilizer. Loss of engine powerresulted from loose fittings on the pneumatic linesbetween the fuel control unit and the power turbinegovernor.Improperly torqued pneumatic lines have also beenresponsible for numerous forced and precautionarylandings. In one instance, loose fittings necessi tateda forced landing at night. Fortunately, with only hislanding light to see by the pilot was able to successfully land his aircraft with no damage.In another instance, a loose connection at thedouble check valve caused a decrease in N2 and resulted in the pilot s having to autorotate his aircraft.But not all of the mishaps induced by impropertorque were associated with pneumatic lines.When the crew of one aircraft smelled fuel fumesin the cockpit, the pilot made a precautionary landing.Inspection revealed a loose fuel line connected tothe main fuel filter. Another pilot made a successful

Loose pneumatic line fittings such s those shown arrows)have played a major role in causing OH-58 mishaps, includingmajor accidents.forced landing after his engine failed. In this instance,a mechanic had failed to properly tighten a flexiblehose following installation and bleeding of a crashworthy fuel system. This allowed air to be drawn intothe fuel system.Oil and transmission systems have similarly beenaffected by improperly torqued fittings. In one in-stance, the engine oil bypass light illuminated ontakeoff. Takeoff was aborted, and inspection revealedloss of engine oil was caused by a loose fitting on thetorquemeter pressure line. In another instance. theoil bypass light came on while the aircraft was onfinal approach. Again, loss of oil occurred from animproperly torqued oil line fitting.Failures affecting transmissions include those thatoccurred during approach, cruise flight, and pretakeoffchecks. The pilot of one aircraft saw the transmissionoil pressure light flicker on and off during approachand began an immediate landing. At about 50 feetMARCH 1979

agl, the light burned steadily. A line that had beendisconnected for an oil sample had been reconnectedbut not properly tightened and came loose in flight.The crew of another aircraft was making practicelandings to a snow-covered field when they noticedoil on the snow. After landing, they discovered aloose transmission oil line.The pilot of a third aircraft saw the transmissionoil pressure light illuminate while he was performing

pretakeoff checks. An improperly installed magneticplug on the transmission free wheeling unit had allowedapproximately 3 quarts of oil to leak out.Improper torque has also caused a rash of hydraulicproblems, including complete loss of fluid from oneaircraft during NOE flight. Similarly, failure to properlyconnect or torque other types of hardware has alsoresulted in mishaps.

After a pilot completed a turbine engine analysischeck he proceeded to check autorotational rpmfrom approximately 3.500 feet msl. At about 2,500feet, the throttle would not increase from flight idleand the aircraft was autorotated. Inspection revealedtwo bolts on the control tube to the gas producerfuel control lever were overtorqued, preventing throttlemovement.

Another pilot landed his aircraft when the turbineoutlet temperature rose in excess of 900 degrees C.The elbow assembly was found separated from thescroll assembly diffuser. The first three threads ofthe scroll assembly diffuser were worn excessivelybecause of improper initial installation.

Another precautionary landing was made becausean elbow assembly was not properly threaded. causinga loss of bleed air and high TOT.An improperly torqued transmission isolation mountcaused spike knock when another aircraft hit theground during a slope landing.While the predominant mishap cause factor wasimproper installation/torquing procedures. other typesof maintenance errors were involved in a host ofadditional mishaps. One accident that destroyed theaircraft involved resulted from the combination ofan extremely dirty bleed valve and a dirty compressor.During the forced landing attempt. following loss ofrpm, the aircraft struck a bush. rolled to the right.and crashed. Other maintenance-related mishap causefactors, in descending order of occurrence are: Improper wiring procedures that resulted in frayedand broken wires and electrical short circuits. Improper fuel control adjustments. Loose cannon plugs jamming flight controls. Improper inspection procedures. Improper installation and routing of fluid andpneumatic lines, causing chafing. Improper voltage regulator adjustments, causingthermal runaway.

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OH 58A MATERIEL MISHAP EXPERIENCE2 Engine Failures or Malfunctions Resulting From Maintenance Induced Causes18 Trend 17 58

Rate 1 Change = 0.37

Sudden rise in the inci-dence of mishaps thatresu Ited solely frommaintenance inducedengine failures duringCY 1978 as comparedwith previous high inCY 1974 gives causefor concern.

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TROUBLE WITH M INTEN NCE Improper adjustment of linear actuators. Insufficient lubrication. Contaminated fluids. Maintenance-induced FOD to engines and other

components. Improper engine cleaning procedures. Incorrectly installed bearings. Improperly locally manufactured fluid lines. Incorrectly manufactured training skid shoes.At first glance, it might seem that the situation isnot really a serious one. After all, 146 maintenancerelated mishaps over a period of 4 years and 7 monthsamounts to only a little more than two and two-thirdsmishaps per month. Compared to the overall aircraftmonthly mishap experience, this would appear to beof minor concern. But such is not the case. Thesemishaps are highly significant.First of all, these 146 mishaps involved but a singlemodel aircraft-the OH-58. While mishap statistics arecurrently being compiled for other Army aircraft, preliminary information presently gathered strongly indicates the findings will be similar to those of the OH-58.Secondly, examination of the maintenance errorsthat precipitated these mishaps reveals violations ofbasic or elementary procedures when maintenancewas performed. With few exceptions, causes can beclassified in one or more of the following categories:failure to properly install lines or components; failureto properly torque fittings or hardware; and failureto refer to and follow TM procedures when performing other specific types of maintenance. Bluntly, allthese errors involve basic maintenance fundamentals,and for the most part. are inexcusable.Finally, a close examination of these mishaps reveals

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the seriousness of their nature. Only a combinationof pilot alertness, skill, and favorable environmentalfactors prevented additional major accidents - perhaps catastrophic ones.But while a computer readout can provide us withsuch information as numbers. types of failures. andlocations of mishaps, it cannot point out the realcauses of our problems. At best. it can only indicatea breakdown in our system of checks and balancesa breakdown that involves maintenance. quality control. and supervisory personnel.Consequently, if we are to identify problem areasfor corrective action, we are going to have to look atourselves, unit by unit. And solutions may involvelogistical support, the training element or some personnel action outside our own unit. Do we have asufficient number of mechanics for the maintenancethat we must perform? Are experienced personnelbeing replaced with inexperienced ones? Do we havesuch a heavy workload that our mechanics are continuously rushed to maintain the required aircraftavailability rate? Are they constantly working underthe stress of fatigue? Do we have an adequate numberof current TMs available for use by maintenancepersonnel? Do we h w ~ a sufficient number of qualitycontrol personnel ? Are they school trained? Do wehave a meaningful OJT program? What about oursupervisors? Are they spread out too thin to be effective? These are but a few of the questions we mightask ourselves.

Once we have identified the underlying problems,we can begin to formulate and implement cures. fsolutions cannot be found within our unit, then wemay have to seek outside assistance. For example,



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LEFT - Pilot skill and availability of paved two-lane mountainroad only clear area) resulted in successful forced landingafter engine failed over 75-foot trees . Engine failure wascaused by loose pneumatic lines between governor andfuel control. BOTTOM LEFT-Aircraft struck bush, rolled onside, and was destroyed during forced landing attempt following engine failure. Combination of excessively dirty bleedvalve and dirty compressor caused engine failure.some of our problems may have their origin in ourbasic maintenance training program. A prime question might well be: Is the initial training we provideour mechanics thorough and adequate or s it excessively rushed to be effective ? It s noteworthy thatmany of the maintenance errors which caused mishaps occurred during the performance of work thatdid not require an inspector s signature to clear therelated writeup.In any event, the place to begin s n our ownunit - with ourselves. And the time to start s now.Let s take a good look at our maintenance program,identify and correct deficiencies, and prevent errorsthat can lead to mishaps.

OXYG N R QUIR M NTSTHE ARMY Safety Center has received many in quiries from the field concerning the oxygen requirements stated in paragraph 3-21, section IV,chapter 3, AR 95-1. Although most requirementsare self-explanatory, the following are provided toclear up the most asked questions. On any pl nned flight in unpressurized aircraftabove 10,000 feet, such as for parachute operations,diluter-demand supplied oxygen must be availableto and used by all aircrewmembers. Above 13,000feet, diluter-demand supplied oxygen must be available to and used by all other occupants continuousflow supplied oxygen may be used by occupantsother than aircrewmembers between 13,000 and18,000 feet). In planned operations conducted withpressurized aircraft operating in an unpressurizedmode above 10,000 feet, the aircraft must be equipped with a diluter-demand oxygen system for useby all occupants. It is highly advisable to use oxygen from groundlevel and up when flying night NOE. But, in allcases, oxygen should be used above 4,000 feetmsl to prevent hypoxia, a condition which markedlyimpairs night vision and produces drowsiness, impaired efficiency, and faulty judgment. These effectsare even more pronounced in persons who smokeand, therefore, it is imperative that they use oxygenat the lowest altitudes.If further information is needed on oxygen requirements, contact LT Berliner, AUTOVON 558-6788/3819, or write Commander, U.S. Army Safety Center,ATTN: PESC-ZM, Fort Rucker, AL 36362.


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docloitgeldingerMajor A T Hadley III M.D.

Brooks ir Force BaseSan ntonio X i WAS TOWARD the end of aflight physical Skydoc was conducting on the general when he heardsomeone tell his secretary to go

and take a flying leap. Then therewas more rustling, vain protests, asan uninvited visitor burst into theDoc's office, at a moment whichproved most embarrassing to thegeneral.It could be no one else but theimmortal Jay Ryerson Snongeldinger. In about a second and a half,Jay had alienated two people - including a general officer. Whilethis is certainly a recordable andenviable achievement, it is nowhere

close to his record.For those that are not acquaintedwith Snongeldinger, he was the Skydoc's roommate in college and inmedical school. He had, because ofhis unparallel behavior, been calledmaster and, later, having exhibitedhis talent maximally, Supreme

Doctor Of Tact. As a referencepoint, Skydoc was only called Mister Tact.Yet, it you could take away Snongeld inger's complete lack of finesse,the immortal JRS would have been

the ideal doctor. He was brilliant,diligent, resourceful and, unfortunately, almost completely ineffective as he antagonized just abouteveryone he ever met. As an example, in medical school, Snongeldinger was asked by the dean howhe managed to diagnose such a difficult case while other doctors, in-



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oooften piece is proclaimed masterpiece by the criticsthat read it, and too often are the readers of that piece ignored.This piece will never be proclaimed masterpiece on medicalgrounds alone. But it was not designed to be. Its design was tocany information to the aviator. That it has format similarto Doc Flighty is not coincidental. That highly successfulpiece should have been emulated before. Butfrom other stand-points this article is original. The author agrees though, wheninterests and styles are the same similarities must occur

cluding the dean, had so muchtrouble with it."All it took was someone with alittle intelligence," JRS told the dean.Doctors have a hard time taking

a joke, and Jay spent his senior yearin the morgue. There he could in-sult no one.The same Snongeldinger's military career fared little better. Hisunderground newspaper presentinggeneral officers with the dud of themonth award never assumed popularity at higher headquarters. Unexpectedly, but only to him, JRSwas moved to one of the smaller,and outer, islands of the Aleutian

chain. Then followed a slew of otherchoice assignments, such as botanist's assistant, in the Antarctic,searching during midwinter for rareplants that might have a place inmedical research. Perhaps, that iswhy Jay Ryerson s not better knownin military circles.Of course, all these, and other,memories flashed by in the time ittook the general to stand up."Why You're the first general

officer I've seen that's not fat. Youmust be an aviator." While this iscertainly not true, and certainly notthe most logical thing that JRS eversaid, nevertheless the generalbeamed with pleasure, got dressedand left. Aviators are simply thebest people in the world, thoughtSkydoc.

"Skydoc, what are you up to?"asked Jay.MARCH 1979

"Well Jay, a group of us wenttouring across the United Stateslooking at life support equipment.Very interesting.""Don't you ever do any work,

Skydoc?""I do get interrupted a great deal."Snongeldinger did not take the hint."What do you think about all thatlife support equipment?" asked Jay."I'm worried. The next war, orconflict is going to be terribly, terribly demanding physically, especially for the aviator. I don't thinkthey know what they're up against."Snongeldinger thought reflec-

tively, and said, "I know what youmean. Those sophisticated electronic tools will jam our radios andtake away all our communication,and no one will be able to talk toanyone. Then there is the matter ofpersonal equipment. That Nomexcan get very hot. Superimposed onthis environment, there will be missiles, guided by wire, television orheat seekers looking for the helicopter kill and traveling at twicethe speed of sound. Furthermore,hostile aircraft, loaded with thesemissiles, will be flying at mach oneon the deck. The Army aviatorshave their hands full, that's for sure."

That's a pretty accurate scenario, Jay, but you forget one thing-the threat o chemical warfare Gasmasks are being designed to excludechemical agents at an efficiency of1 X 106 That means that only onemolecule in a million of the gas will

get through the mask to the aviator. Now suppose a higher concentration of the gas does pass throughthe complex filtering system. Theaviator then becomes incapacitated. One in a million, Jay, that issomething to think about."

Here Snongeldinger rudely interrupted, ending Skydoc's lengthypontification. A poisonous gasdoesn't have to come close to killingthe aviator to be effective. A lot ofpeople don't know that. All thatgas has to do is come in contactwith that marvelous structure, theeye, at a concentration of a hundredthousand 1 X 105 ) to paralyze themuscles of the eye. That's calledciliary spasm."Skydoc told Snongeldinger thathe indeed knew what ciliary spasmwas. "It's not so much the inabilityto see that is incapacitating withciliary spasm. It's the intense painand the severe residual agony associated with these chemical agents."

The old Skydoc s not exaggerating about the pain. Someone inEngland volunteered as a humanguinea pig, and was exposed to theconcentration of gas that would beexpected to occur, if the gas maskwere improperly applied. The result was as expected; ciliary spasmand several hours of incapacitatingpain.

Being near blind and in severepain isn't how Skydoc likes to spendSunday afternoon. Snongeldingerseemed to be fascinated by this storyand wanted to go over to the out-

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patient department to hustle upsome volunteers, but the wingedhealer restrained him. Then Skydocpointed out that laboratory resultsof gas mask tests always would bebetter than those conducted in thefield where the rugged conditionsof battle would disrupt tests.

Snongeldinger shot in, And ifyou have any of those fat ones outthere, Skydoc, and I know you do,some of those heavy neck wrinklesof flab may cause the mask to fitjust a little bit off. And when thishappens just enough gas passesthrough to cause ciliary spasm. Youknow, I've tried everything to getpeople, and especially the aviatorpopulation, to lose weight. Theyperform better, work better and feelbetter. Especially if they have com-bined an exercise program with theirweight reduction program."

Take heed, readers, to what JRSsaid. In the area of weight reduc-tion, Jay had tried everything. Hiscampaign of placing decals of ahuge fat red pig on the rear car win-dow and on the front door of thehouse of every overweight person

gained him notoriety (to say theleast). Actually a lot of people didlose weight, but it was only thatthey expended so much energy look-ing for Snongeldinger."It's to your credit, Jay, that you

do get people aware of the prob-lem of obesity."Skydoc then mused that it seemedto him that sometime people for-get that Army aviation will requirea lot of fighting and flying."Jay, to be blunt about it, notonly do we need skilled people, wealso need those that are fit to fight."JRS nodded in agreement withthe concept of diet and exercise.

However, he went on to say thathe wasn't going to be in a positionto influence aviation since his nextassignment involved becoming asewer expert in Saudi Arabia.

A shame, Skydoc agreed.So, before Snongeldinger and theold Skydoc go off and swap somelies, Skydoc wants to end on a seri-ous note:For Heaven's sake, but mostly

for yours, learn your life supportequipment, and practice donningthat s mask until y ou get realgood at it If you're having troublegel help from your flight surgeon.Then practice some more and getsomeone else as proficient as youare. This type of proficiency will: Keep you alive and flying longer. Save the Army around threequarters of a million dollars by nothaving one of its helicopters shotdown.

Increase the combat effective-ness of Army aviation. Give you one more chance tosend some nails to someone extraspecial.And while you're thinking of

someone else, get in shape too, F atsoAdieu from Snongeldinger andSkydoc. Oh, yes, watch theAviationDigest for an upcoming article called"Bingo." It's a social article-well,to be more exact it talks about so-cial diseases. If you really can't waitto learn more about "Bingo," callthe editor. Maybe he'll send you anadvance copy. Thanks for sticking

around through the whole article.

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _

14

Limited Quantity Available - Three Part Series AboutAH 1S Cobra Modernization Program

The booklet is a reproduction of the three part article published in theDigest beginning in January 1978. It describes and details the AH-1 Sfeatures which will exist in all Cobras by 1985.Write for your copy Editor U.S. rmy Aviation Digest P.O. DrawerP Ft. Rucker AL 36362; or call AUTOVON 558 6680.

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A Picture s Worth AThousand WordsLTC oe U Moffett

Office of TSM Attack HelicoptersFort Rucker L

~ O L L O W I N the end of theVietnam conflict, the attentionof the U.S. Army has focused onEurope and Warsaw Pact threat. Itis a fact of life that the Army mustfight outnumbered and win. Inthis regard, emphasis has been onreadiness and what is being doneto improve it.A key ingredient in improvedreadiness is improved maintenance.Our units are only as ready as theirequipment and equipment is onlyas ready as the quality of maintenance provided; thus proper maintenance equals improved readiness.If we analyze hardware costs sincethe Korean War, we would findM RCH 1979

that in many cases the cost of annualownership has exceeded that of initial procurement . When this situation is examined the conclusionreached is that maintenance is theculprit and our current technicaldocumentation and training programs are contributory conspirators.During the next 1 years the U.S.Army will acquire some 30 plusweapons systems. These systemswill be more sophisticated, morecomplex, and more costly than theirpredecessors. If for no other reasonthan this we must have a simplesystem that will meet the needsand demands of Soldiers in the field.Our equipment must be repairedas far forward as is practical and inthe least amount of time. Skillederformance Aids SPAS) is a significant step in making maintenanceeasier.

SPAS is a people-oriented package of job performance aids andjob training materials tailored forthe capabilities of today's Soldier.Simply stated, SPAS is pictures instead of words. SPAS combines technical documentation and trainingin such a manner that novices successfully and effectively can accomplish maintenance tasks and likewise those who are trained canmaintain their appropriate skill levelproficiencies.SPAS is the result of numerousstudies which uncovered severalimportant facts: Soldiers who use technical manuals (TMs) perform maintenancetasks correctly. Existing TMs are theory oriented instead of repair oriented. Today's TMs often exceed the12th grade reading level.

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Today's youth arevisual literates whopossess a median reading grade level of 9.0. Traditional trainingmethods result in rapid de-cay of what was learned andrequire costly additional unittraining or shadow schools toprovide effective field Soldiers.

The SPAS concept differs fromtraditional training in that it is developed using the system approach.That is to sayan orderly process ofanalysis, design, development, testing, evaluation, revision and theaccomplishment of interrelated activities occurs. The SPAS systemsapproach uses a detailed development model which identifies andplots significant activities and operations in a chronological serialand branching sequence. It can beused anywhere-the shop, the field,the school and uses the open entry,open exit method.

The SPAS package consists of6

TMsand ExtensionTraining Materials(ETM). SPAS TMs convertjob task data into fully illustratedproceduralized. step-by-step taskperformance sequences. ETMs complement and supplement the TMs.

The objective of ETM as listedin Military Specification MIL-M-63 4 is to instill within Soldiersthose skills required to perform theduties of equipment operation andmaintenance below the depot level.Soldiers will be trained through theuse of the TM and TM to usetools test equipment and technicaldocumentation to perform tasks ap-propriate for assignment to posi-tions as operators mechanics orrepair persons for a given end item.TM ensures that all critical tasksencountered by Soldiers dunng their

first ye arof signm entsto their initialfield units will be included

to ensure that Soldiers are trainedon all skills and knowledges requiredofapprentice mechanics or operators.Front end analysis (FEA) is themost critical step in the SPAS devel

opment process. FEA is composedof three components: equipmentanalysis, functional analysis and taskanalysis. Equipment analysis (EA)is the identification of all tasks involved in operation and maintenance of the hardware. It is developed from the logistic support analysis (LSA) using the repair partsand special tools list as the reference.An example of equipment analysis would be replace hydraulicservo on the AH-l Cobra or UH-lHuey. Functional analysis (FA)breaks equipment operations intofunctional groups and is performedfor all job tasks identified as operatoror troubleshooting. In describingtroubleshooting, the FA focuses on

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characteristics that can be sensed(seen, heard, felt or smelled) ormeasured (pounds per square inch(psi), volts).A symptom table is developedfrom these characteristics. We listall the defects and their effects onother parts of the system. Theseare the malfunctions. Transmissionoil pressure exceeds 70 psi at ahover is an example of FA malfunctions. Functional analysis foroperator tasks focus on equipmentmissions. f the mission requiresthe weapon system to track a targetcrossing at certain angles and speeds,the operator must be able to manipulate the controls to cause the weapon to hold track with the target. _Task analysis (TA) is the breakingdown of each task into sub tasksand steps, equipment required, andorder in which performed. An inherent part of task analysis is theselection of tasks for training. Thisselection process is used to ensureadequate instruction will be provided for all critical tasks and valu-MARCH 979

able instructional resources will notbe wasted on unimportant tasks.Further analysis is then required todetermine where training will takeplace.

The second key feature of theSPAS concept is verification of theTMs and ETMs. Draft man uals andtraining materials are validated bya personnel representative of theintended users. A field test as verification of the complete SPAS package under real-world conditionswill identify user problems. Greensuiters use the draft manuals andtraining materials to verify that theycan perform the required tasks without invoking Murphy's Law. Onceappropriate fixes are initiated thematerials are reverified and, if acceptable, released to the field.Because SPAS is a new concept.there is some resistance and criticism toward it. Two common complaints are:

SP S costs too much. w can tafford it It is true that SPAS willincrease initial cost of systems ac-

quisition. The increased cost willbe amortized over the lifecycle ofthe hardware. There will be increased readiness, no shadow schoolsand no money spent on fixes because it s done right from thebeginning. TMs will be so bulky they can 'tbe carried much less used. Thiswould appear to be true based oninitial SPAS efforts. As experiencewith SPAS increases. bulk is beingdecreased. One Army MaterielReadiness and Development Command reduced contractor preparedpages from three to one and stillaccomplished the task in an acceptable manner. ETM also will helpreduce bulk of SPAS materials.Common sense must be used indeveloping SPAS and assist in cutting down bulk.Few will disagree that the t roopsdeserve better technical manualsthat are relevant, technically accurate and efficiently organized, SPASis not the ultimate but it's a step inthe right direction.

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An Integral Part Of The Aerial Fire Support TeamF OR 48 HOURS, the divisionencountered increasinglyheavy pressure by the advanceguard of the Opposing Force(OPFOR). At daybreak on thethird day the entire division frontwas hit by a 40-mlnute preparation with the majority of the firesdlreeted against U.S. supportingartillery, antlarmor weapons and2nd Brigade positions.Closely following the preparation, the OPFOR struck hard attwo locations. Although the enemy suffered heavy losses inboth personnel and equipment,the assault was continued witheach battered echelon being replaced from a ~ m l n g l y Inexhaustable source.After 8 hours of Intensive combat theOPFOR obtained a breakthrough in the 2nd Brigade's. ...... .

area and began shoving itsexplolta ion forces through theever-widening gap. The divisioncommander directed the division artillery (divarty) commander to blunt the nose and sealthe base of the penetration whilereserve forces prepared for thecounterattack Into the flank ofthe penetration.Using an observation helicopter the dlvarty commander quickly briefed and dispatched allalson officer to rendezvous withthe 2nd Brigade commander andthe fire support officer. Meanwhile, two other aerial fire support teams and two helicopters,which served as retransmissionstations, were launched a dmoved Into forward intercept p0-sitions. Tactical air (TACAIR) wasalerted to stand by to provide

continuous close air supportonce the OPFOR had movedInto the kill zone.After the brief meeting between the liaison Q lcer and thebrigade commander, the controlaircraft with an experienced firesupport officer, forward air controller and pilot trained in firesupport moved Into position.Based upon the counterattackplan, two aerial fire supportteams controlled the fires of fourgeneral support artillery battalions while the ground fire support teams continued to directthe fires of the direct supportand reinforcing artillery.By the time the .control aircraft was in position, all fire support mea ns were ready. TheOPFOR reconnaissance ele-ments passed through the area_ .. Continued on page 20. > ' - . r f


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olonel JamesF Mc arthy Sr.Headquarters U.S. Army Support CommandHawaii

andMajor Jim S HutchinsonCommand and General Staff CollegeFort Leavenworth KS


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Continued from page 18unaware of the trap that hadbeen set. The artillery concentrated against the lead elements,air defense weapons and armoredpersonnel carriers. Minutes later, alrstrlkes began raining fireonto OPFOR air defense weapons and the leading tanks.Having difficulty in identifying and acquiring targets becauseof the simultaneous fires theywere receiving, the enemy's armored vehicles and air defenseweapons were forced to conducta retrograde action.Two battalions of general support artillery were shifted to sealthe base of the attack as attackhelicopters and TACAIR continued to strike the armor forcesalong the entire flank of the penetration. After 6 hours of intensefighting, the OPFOR units wereforced to disengage and shift Intoa defensive posture.The preceedlng account is fictional, but had this battle actuallyhappened, one of the primaryfactors In the success of thefriendly forces would have beenthe well-trained aerial fire support team (AFIST).Because of the importance ofthe AFIST, concern has been expressed over the consolidationof dlvarty aviation assets into thedivision aviation battalion. Thiswas recommended by the Aviation Requirements for the Combat Structure of the Army III study(ARCSA III) which is being implemented during fiscal years1979 and 1980. (See July 1977Aviation Digest.If there is not a training andworking relationship between thproposed division artillery support platoon and division artillery,this change could greatly impedethe flexibility and capability ofdivarty to accomplish Its mission.The Integration of the aviationsection into the fire support team20

is an extremely complex andtime-consuming process, but onethat is essential to the maximization of the fire support combatpower.When combined with a welltrained crew, the OH-58 Kiowa,with its multlradio configurationand mobility, could be a decisivecombat edge on tomorrow's battlefield. What may have beenoverlooked in the reorganizationof the aviation assets In the ArmyIs: The capabilities of the aerialfire support team.

The unique training problems associated with this team.First, the capabilities of theaviation section outlined in FM1-15 dated 30 September 1977states, among other capabilities,that the section provides aerialadjustment of artillery fires . . .have been very much understated. The fire support team notonly calls for and directs artillery,but it simultaneously requests,coordinates and directs the entire spectrum of fire support toinclude close air support andnaval gunfire.On the modern battlefieldmuch of the conflict will be foughtwell forward of the main battlearea with massive fire support.It is probable that between 20and 30 artil lery batteries and 2to 3 organic attack helicoptercompanies will be operating insupport of a division along withan allocation of 50 to 100 closeair support sorties.In many potential areasof operation this combat force couldbe augmented with naval firesupport assets. The complexityof integrating all fire supportmeans into one decisive combatforce which is able to operatenot only in the main battle area,but also well forward of It, wouldrequire a totally coordinated ef-

fort by the pilOts, aerial observers, fire support officers, forward air controllers and maneuver commanders. In short, theconcept that divarty aviation as-sets are used primarily to adjustartillery is outdated.The expanded and complexfunctions of fire support from oneor more OH-58s as impliedabove, requires a great deal ofcross-training In addition to allthe otherJob training given. During nap-of-the-earth flight, theobserver or fire support officermust monitor aircraft gauges andwarning/caution lights, watch outfor and clear the aircraft of obstacles, navigate and communicate both inside and outside theaircraft. The officer must knowthe limitations and systems ofthe aircraft and assist the pilot inevery way possible.Conversely, the pilot needs toknow, at a minimum, how to communicate with, coordinate anddirect an array of fire supportassets. In critical situations, whenthe FIST chiefs or aerial observers are not available, the pilotmay have to perform all of the

fire support functions.Certainly, the potential limiting factors to the use of helicopters in a mid- to high intenSityenvironment are well known.Notwithstanding, the aerial firesupport team remains a lethalcombat tool available to thecommander.In order to maximize the effectiveness of this tOOl the divartysupport platoon should be placedunder the training/operation control of division artillery. Maintenance, supply and administrativefunctions would remain underthe division aviation company.In thisway th economies broughtabout by the ARCSA III studywould stili be realized withoutdegrading the ability of the section to perform its mission.Coming next month:FIST Takes To The AirU S ARMY AVIATION DIGEST


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Officer Perlonnel manasemenlSY tem opmSD Flight Status Orders Medical Waivers Suspensions Engineering Test Pilot

LTC Jacob B ouch JrAviation Management Branch

Officer Personnel Management DirectorateUS rmy Military Personnel Center

Flight Status Orders Army Regulation 600- 106 Aeronautical Designations and Flying Status for ArmyPersonnel, states that current flying status ordersterminate within 30 days after individuals undergo achange of status, such as active duty to inactive, orvice versa; warrant officer to commissioned officeror vice versa.Army aviators who fall into one of the above cate-gories must submit a request, through their personnelofficer, to the U.S. Army Military Personnel Center(MILPERCEN), ATTN: DAPC-OPP-V, 200 StovallStreet, Alexandria, VA 22332, for new flight statusorders. The following must be included with therequest: A copy of their current Class II Flight Physical. A copy of the orders awarding their initial designation as an Army aviator. A copy of the order recalling them to activeduty or changing their officer status.

The current unit of assignment to include theunits' Unit Identification Code.A new Department of the Army (DA) Letter Orderwill be published. Pending receipt of a written order,a 30-day temporary clearance can be granted. Toobtain this clearance the unit personnel officer cancall MILPERCEN (AUTOVON 221-0727/ 0794) afterthe above items have been assembled.Medical Waivers/Suspensions Since the Aviation Management Branch is the proponent for Army Regulation 600-107, Medical Restriction / Suspension fromMARCH 1979

Flight Duty, numerous questions are received con-cerning indefinite suspensions for medical reasons.Following is a genera l discussion about this subject.Flight physicals initially are reviewed by the administering flight surgeon. They are then forwardedto the Aeromedical Center at Ft. Rucker, AL forfinal review. During this review, those physicals thatdo not meet Class I I standards are forwarded toMILPERCEN for either the granting of a waiver orthe imposing of an indefinite suspension.

n the case of a waiver the individual continues onunchanged flight status. For those individuals indefinitely suspended, a DA Letter Order will be publishedby MILPERCEN and a pay change will be initiatedto terminate Aviation Career Incentive Pay. Theeffective date of the indefinite suspension will beestablished in accordance with procedures containedin the Department of Defense Pay Manual.

Army Engineering est Pilot Program The tentativedate for the next Army Selection Board to pick newmembers for participation in the Army EngineeringTest Pilot Program is late this spring. The exact datewill be transmitted by separate means as soon asdetails are finalized. As selectees are brought intothe program they will attend the Naval Test PilotSchool at Patuxent River, MD. This will be followedby a utilization tour within the Army research anddevelopment field. A detailed listing of the programis contained in DA Circular 351-79, Army AviationEngineering and Flight Testing Program.

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u s RMY Directorate of Evaluation/ StandardizationR PORT TO T [VI TION

ST ND RDIZ TION

DE S welcomes your inquiries and requests to focus attentionon an area of major importance . Write to us at: CommanderU.S . Army Aviation Center ATTN : ATZQ-ES Ft Rucker AL36362; or call us at AUTOVON 558 3617 or commercial 2 5255 3617 After duty hours call AUTOVON 558 6487 or com-

T HE GOAL OF the United StatesArmy Aviation StandardizationProgram is to improve unit readiness, aviation safety and professionalism by using standard proceduresand techniques. The program isevaluated by the Directorate ofEvaluation and Standardization(DES), U.S. Army Aviation CenterUSAA VNC), Ft. Rucker , AL,

through the conduct of Armywideevaluation and assistance visits.The scope of these visits is toassess the implementation of aviation standardization policies andprocedures, aviator training, proficiency and associated aviation standardization board administrative requirements. During the visits aviators are selected on a random basisfor administration of oral and flightevaluations by the Department ofthe Army (DA) standardization instructor pilots. This methodologyyields indicators of the status ofunits standardization training, whichfurther identifies significant trendsthat provide commanders the information they need to reinforce theirtraining programs.

For the most part, aviation unitsdo well during these evaluations,and, as could be expected, someunits do better than others. However,the random sampling methodologyfor aviator training has identifiedsome common deficiencies outlinedbelow that exist at varying degreesthroughout the aviation units visited.The main thrust of this article is tosuggest appropriate corrective ac-

22

mercial 2 5 255 6487 and leave a message

nnyviationStandardizationEvaluationeedback

tions and is not intended to implythat all deficiencies exist in anyone unit.Aviator weak in knowledge of aircraft:Operating limitations Engine/rotor overspeed. Velocity not to exceed (VNE). Penetration airspeed. Low revolutions per minute~ r p m warning system. Engine/transmission oil pressure range. Engine/transmission tempera-ture range. Exhaust gas temperature. Torque range. Fuel pressure. Manifold pressure.

Recommended corrective action :Implement academic refresherclasses and periodically administertests to reinforce what has beenlearned.Emergency procedures Engine failure (hover, low andcruise altitudes). Single engine operations. Hydraulic system failure. Mechanical linkage failures. Transmission seizure. Antitorque malfunction. Landing gear malfunction. Flap malfunction. Governor malfunction. Engine fire. Fuselage fire. Emergency exits.

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Recommended corrective action:Emphasize procedures during academic refresher classes and administer spot quizzes to determine acceptable frequency to continuethese classes.Weight and balance. Computat ion of DA Form 365F(Weight and Balance Form). Computation of aircraft centerof gravity (CG).Recommended corrective action:Present periodic academic classeswhich require aviators to computeaircraft weight and balance, including the CG.Performance charts. Takeoff and Landing Data(TOLD).Recommended corrective action:Require aviators to determine performance data from the aircraft Operator s Manual (-10) prior to eachflight and conduct periodic trainingclasses for this subject.

Flight regulations AR 95-1, FAR91 . Military flight plans (DD Forms175). Visual flight rules (VFR). Inst rument flight rules (lFR).Recommended corrective action:Periodically review regulations inacademic training.Tactical and standard instrumentflight procedures. Plan a tactical instrument flight. Determine approach minima. Missed p p r o c ~ procedures. Loss of communicat ions /NAVAID.Recommended corrective action:Conduct periodic training classesemphasizing procedures.Aviator flight proficiency weak in:Standard autorotation. Assuming correct autorotativeattitude. Deceleration. Collective application. Directional control. Touchdown.Autorotation with turn. Maintaining correct attitude andtrim during turn. Maintaining rotor rpm withinMARCH 1979

prescribed, acceptable limits. Alignment prior to touchdown. Deceleration. Collective application. Directional control. Touchdown.Simulated antitorque malfunctions. Improper ground speed priorto touchdown. Throttle/collective correlation. Touchdown.Recommended corrective action:The commonality of these maneuvers for successful execution is thedevelopment and maintenance ofmotor skills proficiency. This proficiency can be attained by scheduling training flights with an instructor pilot, both day and night, on aquarterly basis. This will allow eachaviator the opportunity to practiceemergency procedures in bothenvironments.Aviation-related areas.

Installation Aviation Standardi-zation Board. The conduct of activeassistance and inspection programs,including random, no-notice flightchecks of aviators and spot checksof training and facilities, is not receiving emphasis.

Recommended corrective action:The Board increase emphasis tovisit each unit at least once semiannually and conduct frequent nonotice flight checks of aviators.Maintenance Test Pilots. Testpilots are performing maintenancetest flights in a number of differentaircraft (type, model, series) and

are not capable of maintaining acceptable proficiency level in eachaircraft flown. Their ability andknowledge to perform emergencymaneuvers and instrument flight andretain aircraft operating limitationdata are seriously jeopardized.Recommended corrective action:Evaluate the maintenance test pilot s capability to maintain an acceptable proficiency level in eachaircraft the pilot is required to testly and, i possible, reduce the number to be flown. Increase AircrewTraining Manual (ATM) iterationsto ensure adequate training is ac-

quired by the pilot.Medical Recommendations forFlight Duties DA Forms 4186).Flight Surgeons /Medical Officersrecommendations as pertains toaviator s flight status are not beingindorsed by the aviator s unit commander in accordance with AR600-107.Recommended corrective action:Unit commanders with aviatorsunder their control should be familiarwith the provisions of AR 600-107as pertains to medical restrictions/suspensions. They should approve/disapprove the Medical Officer srecommendation for imposing/removing medical restrictions/suspensions from flight duties.Individual Flight Records FoldersIFRFs). Extraneous, outdated material are contained in IFRFs.Recommended corrective action:Purge IFRFs of nonrequired documents and return them to the individual aviator for personal filing.Vertical Helicopter IFR RecoveryProcedures VHIRP). Some installation plans are not simplified to theextent that a pilot flying alone (without a rated copilot) can safely execute the procedures.

Recommended corrective action:Review the installation VHIRP toensure that the procedures, including the need to change radio/NAVAID frequencies, are simplified forsafe recovery.A viation publications. Currentpublications, including changes, arenot being received at the user level.Recommended corrective action:Unit commanders should ensure thatpinpoint distribution accounts areestablished and continually updated.Commanders should periodically review their pinpoint distribution accounts to ensure requirements arekept current.Training, Standardization andSafety equal Readiness. Toward thisend, implementation of viable training programs that will enhance thecapability of Army aviators to successfully accomplish their missioneffectively and safely is everyone sconcern. {

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SINCE THE FIRST day of undergraduate flying training you wereprobably warned to respect thunderstorms. AFR 60-16 and MAlCOM[major command] supplements provide direction on avoidance criteriafor these storms. But when theARTCC [Air Route Traffic Control Center] relays a SIGMET [significant meteorological information]telling you a squall line blocks yourairway and radar indicates it is just10 to 15 minutes ahead, where doyou turn for help?Your first instinct is probably toask the center controller for help.But before relying totally on thecenter's assistance, you should beaware of the dubious accuracy ofweather information displayed onthe controller's scope that wouldbe used to provide weather vectors.

Air Weather Service MAC)[Military Airlift Command] recently made a study of the FAA's [Federal Aviation Administration] airtraffic control (ATC) radars. AirWeather Service concluded that thecapability of these radars leavesmuch to be desired when trying todetect and display the location andintensity of convective cells.The intensity of weather cells isdetermined by the relative amountof energy reflected from the cellback to the radar. Thi's reflectedenergy is expressed in terms of decibels (dBZ). A relationship betweendBZ values and weather cell intensity is shown in figure 1.One major shortcoming of ATCradars is the inability to obtain ac

curate,dBZ measurements. Theseinaccuracies result from radar char-Figure 1

dBZ INTENSITY

TRWXX Extreme)50 TRWX Intense)44 TRW++ Very Strong)4 TRW+ Strong)3 TRW Moderate)10 TRW Weak)

24

acteristics and controller procedures.For example, the wide beam widthof FAA radars causes reflectivitylosses of 8.8 dBZ at 60 NM [nauticalmiles] to 24.8 dBZ at 120 NM.Echoes at different ranges fromthe antenna must be displayed sothat echoes nearer the antenna do

We feel the following articForce, also applies to you,will fly in positive control ations of FAA's ATe radar. Tactually be a severe thun

Weatheradar

hereisthanks Aeros PCIce forn to reprint this article.

not appear stronger than strongechoes farther from the antenna.To do this, a normalization factormust be applied; however, this factor is not the same for aircraft andweather targets. Normalization factor used by the FAA is for aircrafttargets (not weather targets), andit is not standard for all ATC radars.Further, controllers request changesin these settings from radar site toradar site. Therefore, when theseradars are used to detect weatherechoes, losses in weather echo intensity may occur. These losses maybe as much as 36.8 dBZ at 60 NMto 52.8 dBZ at 120 NM, and nocorrections are made for these lossesbefore echoes are displayed on thecontroller's scope.

What does all this mean to theaircrews? It means the controllermay unintentionally vector youraircraft into thunderstorms becausehis radar scope does not providehim accurate weather echo information. The problem is that theapparently moderate thunderstorms30 dBZ) on the controller's scopemay actually be an intense or extreme thunderstorm SO to 55+dBZ).Also, weak or moderate thunderstorms (10 to 30 dBZ) may existalong your route, but the controller's scope will show no activitybecause of echo intensity losses thatoccur on his radar.Another shortcoming of ATC radars is the inability to measure stormtops. FAA radars have a fan shaped



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for a high flyer" in the Airaviator. Some of you do orneed to know the Iimita-the ATC radar sees may

Weather Squadron (MAC)

beam which rotates at a fixe ele-v tion ngle while weather radarsemploy a pencil beam and the ele-v tion ngle c n be djusted tomeasure tops of cells.Figure 2 compares the size of theFAA radar beam width (6.2) andthe FPS-77 weather radar beam

Teadar

Major Duane B. StoecklinHeadquarters ir Weather ServiceField Support

Scott AFB IL

(1.6). A typical FAA radar has itsbeam axis set at a 5-degree elevation angle as shown. Beyond 60NM in range, it will detect less andless of large storms and may misssmaller storms completely. In contrast, the FPS-77 beam can movevertically to detect the vertical extent of storms anywhere between 5NM and 25 NM.Therefore, when you are flyingin an area of known or suspectedthunderstorms, make maximum useof Pilot to Metro Service (PMSY)provided by an AWS base weatherstation with a weather radar. Theseradars are designed to detect andaccurately display weather targets.AWS forecasters can't provide aircrews with flight direction vectors,but they can provide storm tops aswell as location and movement ofechoes in relation to airways.In summary, ATC radars are primarily designed and used to separate aircraft traffic. When used todisplay and interpret weather information they have several shortcomings. Hence, aircrews that rely totally on thunderstorm avoidanceinformation from the center controller may find themselves actuallypenetrating storms the controllercannot see on his scope.

Figure 2 Comparison of FAA and AWS radar beamsHEIGHTIKFTI

150

1

5

5 NM 1 NM 15 NM R NGE


28/52

Linda elbovo2nd Armored DivisionPublic Affairs Office

Fort Hood, TXT HE 2ND ARMORED Division Air Force forwardair controllers (FACs) recently conducted a pilottest program at Ft. Hood, TX involving U.S. Armyaircraft, equipment and personnel. Dubbed HeliFac, the program was designed to determine thecredibility of using helicopters in conjunction withjeeps and armored personnel carriers (APC) for controlling and directing air strikes.

The test also was an experiment to see if qualifiedAir Force fighter pilots could be trained as Armyaerial scout observers:' said Air Force LieutenantColonel Sam Ward. Air Liaison Officer (ALO)' 2ndArmored Division.

In the Division there are two ALOs assigned toeach brigade, and two FACs assigned to each battalion. However, the battalion complement is permanentlyassigned at Bergstrom AFB, TX. It is the F ACs responsibility to conduct and direct air strikes, advisethe commander on Air Force capabilities, and employ and assist with battle plans. According to LtCol Ward, the battalion FACs only move out withthe Army on large-scale maneuvers or if the Divisionwere to be alerted for a wartime mission.

Prior to 1978, jeeps and APCs equipped with communications gear normally were used for controllingand directing air strikes. Lt Col Ward stated that attimes this was impractical since the vehicles oftenhad difficulty reaching observation areas because ofmountains, creeks or other obstructions. The Army

OH-58 Kiowa helicopter has a definite advantageover jeeps and APCs, according to Lt Col Ward.The helicopters can fly nap-of-the-earth, observethe enemy from a safer distance and have moreflexibility in moving.

The only problem with using helicopters is thatAir Force fighter pilots are trained to navigate highspeed aircraft at high altitudes instead of low speedrotary wing aircraft flying at tree-top level, Lt ColWard said. Getting a helicopter up in the air to conduct an air strike is a hairy maneuver, Lt Col Wardstressed. Our pilots know enough about rotary wingaircraft to conduct a successful emergency landing ifthe Army pilot is not able to do so, so the emphasisof our training is getting from point A to point BThis is because our pilots must do the navigation forthe aircraft, he said.Working in conjunction with the Division's 2ndAviation Company, the Air Force fighter pilots weretrained using Army maps.Although the ALOs are using the OH-58 Kiowahelicopter for directing and controlling air strikes,the jeeps and APCs are still necessary. Portable radioequipment such as high frequency single side-band,ultra high frequency, very high frequency, and frequency modulated radios always are available onboth vehicles.

The radio equipment can be removed from thejeep, transferred to an Army M-113 APC and be operational within 15 minutes, stated Air Force SSgt

Air Force SSgt Bruce Swehla fine tunesa high frequency radio after setting upcommunications gear in an Army M113PC for an air strike operation. The HFradio has a 10.000 mile range and isused to operate the Air Force RequestCommunications Network photo byJorge Custodio


29/52

Army-Air Force teamwork. Major GeneBardal, Air Force Liaison Officer for the2nd Armored Division, spots a targetof opportunity while performing hisduties as forward air controller in anArmy OH-58 Kiowa helicopter. Pilot ofthe aircraft is CW2 Jim Watson, 2ndAviation Company, Major Bardal's chiefinstructor (photo by Jorge Ramirez)

Bruce Swehla, ROMAD (radio operator, maintainerand driver) for the ALO.The Heli-Fac testing proved the credibility of usingthe OH-58 Kiowa helicopters for conducting andcontrolling air strikes. It also showed that Air Forcefighter pilots could be trained to maneuver the OH-58s and, according to Lt Col Ward, the procedurenow s an accepted operation.

THTHRE T

SA 7 GRAILTHE SOVIET LOW-altitude air defense missile is theSTRELA (Arrow), NATO deSignation SA-7 GRAILIt is a tube mounted, shoulder fired, s u r f a c ~ t ~ a i rguided missile. This system Is similar to the U.S.Army's Redeye missile.The missile uses a passive infrared homing guidancesystem and has a high explosive warhead. It has aslant range of about 3.5 kilometers with a kill zone upto 11,000 feel The SA-7's effectiveness depends onits ability to lock onto the heat source of ihe targel Itprimarily s used against low-altitude fixed wing androtary wing aircraftThe SA-7 gunner must have I n ~ o f s l g h t in order toengage targets. The system s susceptible to suppressive fires and battlefield obscuratlons. The e f f e c t l v ~ness of other countermeasures, such as the use offlares or decoys, has not always been successfulagainst the SA-7.Basis of issue is one per platoon to all motorizedrifle units and one per reconnaissance vehicle.

MARCH 1979

Operationally, we are the first to do this as anevery day thing, Lt Col Ward stated. We've got oneheck of a combat attack concept here. We practiceall the time because we are heavily tasked and ngreat demand.Using helicopters has increased our ability to provide quick, accurate air support for the Division, henoted. This used to be an idea now it's a reality.

j)))


30/52

Late e ~ s Froll1 Arll1 Y Aviation Activit iesFROM THE PENT GON

Division 86 Study Training and Doctrine Command (TRADOC) has embarked on a major studyeffort of concern to all Army aviation personnel.Entitled Division 86 because it focuses on 1986,the year when most of the new Army systems will befielded in significant quantities, the study is a majorforce development initiative with three thrusts.First, it will produce a product-the conceptualheavy division of the 1980s, which will reflect anoptimization of the division structure, of newsystems mixes, and of doctrinal concepts for thedivision. Second, it will produce a process-aninstitutionalized methodology for future force designwork, to be implemented in 10-year increments.And, third, it will provide a roadmap for gettingthere.

The study is being front-loaded by drawing on theresults of the Division Restructuring Study andEvaluation, which began in 1976, as well as otherstudies, tests and analyses, to include the ARCSA IIIStudy. It is far too early to tell what impact this effortis likely to have on the aviation look of the 1980s, butit is known that the Aviation Center, Ft. Rucker, ALis playing a big role in developing that look.(ODCSOPS)

New Helicopter Fault Isolation Equipment Aportable 20 pound device called LOGMOD (logisticmodel) can spot a malfunction in a helicoptersystem, isolate it, and then tell you how to correct it.LOGMOD can fault isolate helicopter systems suchas gun turrets, flight control systems and electricalhydraulic subsystems. This versatile unit can beoperated by an untrained technician after 30 minutesof instruction. The U.S. Army Research andTechnology Laboratories (AVRADCOM) has carriedout research aimed at developing a concept fordiagnosing and fault isolating helicopter systems.

8

LOGMOD was seen originally as an evaluation tool toassess at the design stage such maintenancecharacteristics as: the minimum number of tespoints required for conclusive detection of systemmalfunctioning; frequency of usage of each tespoint in diagnosing all potential system malfunctionsand the best ways to track down a malfunction. Irecently has been realized that this same tool couldbe used by maintenance personnel for easieinspection and fault isolation. (ODCSRDA)

R 95-33 Changes AR 95-33, Army AircrafInventory, Status and Flying Time RequirementsControl Symbol DRC-130, will change soonRevised Department of Defense (DOD) instructionchange many terms which have been around for along time. Within the next few months, Armyaviation will be speaking a new language, e.g.Operational Ready will become Mission Capable anddescribe the materiel condition of an aircraft toindicate that it can perform at least one, andpotentially all, of its designated missions as definedin FM 101-20. We also plan to revise DA Form 1352and 1352 1 to reflect the new terminology.(ODCSLOG

Consolidation of Training There has beenconsiderable publicity given to the Secretary of theNavy announcement concerning consolidation oNavy, Marine Corps and Coast Guard UndergraduateHelicopter Pilot Training at Ft. Rucker, ALCongressional approval for consolidated training wibe required and much planning by all services will benecessary within the upcoming weeks and monthsThe Army is preparing to operate a DOD helicoptetraining facility at Ft. Rucker with a primary objectivebeing to ensure that aviators from the other servicereceive the same professional training which Armaviators have always received at the Aviation Center(ODCSOPS

U S ARMY AVIATION IGEST


31/52

800 SHP Advanced Technology DemonstrationEngine A TDE). A milestone has been accomplishedin the 800 shaft horsepower A TDE program with therelease of major gas generator hardware forfabrication/procurement. The components and subsystems of two versions (see photos) are beingtested to establish the level of performance andincreased design credibility prior to committing the

Advanced T e c h n o l o ~ y Demonstrator n ~ i n eAvco L y c o m i n ~ PLT-34A)

Advanced T e c h n o l o ~ y Demonstrator n ~ i n eDetroit Diesel Allison GMA500

individual components to inclusion in a gas generatortest. The gas generator tests began in January 1979and will determine the aerodynamic performance andmechanical integrity of components in an operatingengine environment.The performance capability of the ATDE will bedemonstrated to include horsepower at 4,000 feet/95degrees Fahrenheit, engine weight, specific fuelconsumption, tolerance to sand ingestion, effects ofinlet temperature distortion and exhaust emissions.Also, a maintainability teardown demonstration anda cyclic durability test will be conducted in the finalphase of the program. The ATDE will provide anadvanced propulsion technology option for futureArmy aircraft (light utility helicopter, light attackhelicopter, light observation helicopter, etc.) andprovides a technology base from which futureengineering developments may evolve at minimumrisk, time and development cost. (ODCSRDA)

CH 47 Self Deployment. Recently, DA surveyedmajor commands concerning the desirability ofself-deployment of CH-47 helicopters. The favorable

MARCH 1979

comments reinforced an analysis conducted by theTransportation School, field tests accomplished bythe 101st Airborne Division (AASLT) and AAPR-78recommendations. As a result, steps have beentaken to initiate FORSCOM, U.S. Army MaterielDevelopment and Readiness Command (DARCOM)and TRADOC actions on the concept, to includemilestone schedules for specific actions required toevaluate the concept and to ultimately self-deployunits and replacement aircraft to Europe.deployment of the 179th Medium Helicopter Company from Fort Carson, O to Germany is beingconsidered. TRADOC will develop a Letter Requirement for extended range fuel kits, complete aConcept Evaluation Plan and complete an In-ProcessReview of the concept. FORSCOM will prepare theOperational Plan, develop a unit training program,and determine what must be done to self-deploy amedium helicopter company to Europe. DARCOMwill address the hardware development and procurement, determine the navigational system required,and plan prepositioning of parts, equipment andmaintenance support for the movement of units andaircraft. Ultimately, self-deployment o

Army Aviation Digest - Mar 1979

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