Army Aviation Digest - May 1983

8/12/2019 Army Aviation Digest - May 1983

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M Y 1983 VOWME 2 9 NUMBER 5

* **rigadier General Ellis D. Parker Major General Carl H. McNair Jr. Brigadier General Chari E. TeeteDeputy Commanderommanderrmy Aviation OffIcerODCSOPS, Headquarters,Department of the Army U.S. Army Aviation CenterFort Rucker, Alabama U.S. Army Aviation CenterFort Ruck AlabamaI 3 It5 6 7 89 1 123 l t 5 16

Cover: Photos show night vision gogglesresearch and development:1. AN/AVS-6 and XM-33 9. AN/PVS-5 gogglesprotective mask with counterbalance2. AN/PVS-5 modified 10. AN/PVS-5 gogglesfaceplate3. ground troops usenight vision goggleseven in arcticconditions4. AN/PVS-5 with M-24protective mask5. greater peripheral

field of view is obtained with the modifiedface plate6. aircrew passengerusing night visiongoggles7. front view of standardAN/PVS-58. AN/AVS-6 ANVIS goggles in AH-1

11 ANVIS goggles up inthe locked position12. ANVIS goggles lockedin the operatingposition13. night vision goggleswith M-24 protectivemask14. rear view of counterbalance system15. maximum peripheralview is obtained withthe AN/AVS-616. placement of dualbattery pack andcou nterbalancesystem with AN/PVS-5

CONSOLIDATED GLOSSARY-Page 28Honorable John O. Marsh Jr.Secretary of the Army Richard K. TierneyEditor

2 Modi fied Face Plate Goggles, CW2 James AGunning7 AN/PVS Night Vision Goggles, What You GainWhat You Lose, LTC Roger W. Wiley, LTC DavidD. Glick, USAF (Ret) and MAJ Frank F Holly12 ANVIS-Nowa System Designed for Aviators Mr. Tim Neal

18 Weather and Lighting Tests, CW3 Ray E Stant19 Safe Mission Completion Using AN/PVS5 NighVision Goggles, MAJ Ronald A. Huether20 PEARL'S22 Views From Readers23 ATC Conference24 DES Report to the Field: ASTS25 Safe Single Engine Airspeed26 Aviation Personnel Notes28 Consolidated Glossary29 Reporting Final32 Zap-It 's Lightning Time36 Tower Talk: FAA HB 7110.65c and FM 1200, SFCRonald P Rogowicz37 Threat: Soviet Aviation, A FlyByNight OperationMAJ Bronislaw R Maca40 1982 Army Aviation Training Symposium/PolicyCommittee Meeting, MAJ Mark Kresho and CPT PBryan C. Fluke42 Cockpit Lighting, Mr. Alan M. Poston and MAJFrank F HollyInside Back Cover: ATC Action Line: COMM CardsThe Army Aviation Flight Information Bulletin TB

AVN 1170, Mr. Carl H. GrayBack Cover: Implementing the Aviation BranchThe mission of the U.S. rmy Aviation Digest USPS 415-3501 is to provideinformation of an operational, functional nature concerning safety and aircraftaccident prevention, training, maintenance, operations, research and development,aviation medicine and other related data.

This publication has been approved by The Adjutant General HeadquartersDepartment of the Army, 10 September 1982, in accordance with Army Regulation310-1.Active Army units receive distribution under the pinpoint distribution system

as outlined in AR 310-1. Complete DA Form 12-5 and send directly to CDR, AGPublications Center. 2800 Eastern Boulevard, Baltimore. MD 21220 For anychange in distribution requirements. initiate a revised DA Form 12-5The Digest is an official Department of the Army periodical published monthly

under t'he supervis ion of the Commanding General, U.S. Army Aviation Center.Views expressed herein are not necessarily those of the Department of the Armynor the U.S. Army Aviatio n Center. Photos are U.S. Army u'lless otherwise specified. Use of the masculine pronoun is Intended to include both genders unlessotherwise stated. Material may be reprinted provided credit is given to the Digestand to the author unless otherwise indicated.

Articles, photos, and items of interest on Army Aviation are invited Directcommunication is authorized to Editor, U.S. rmy viation Digest, PO Drawer P.Fort Rucker, AL 36362. Manuscripts returned upon request.

National Guard and Army Reserve units under pinpoint distr ibution also shouldsubmit DA Form 12-5. Other National Guard units should submit requests throughtheir state adjutant general.Those not eligible for official distribution or who desire personal copies of theDigest can order the magazine from the Superintendent of Documents. U.SGovernment Printing Office. Washington. DC 20402. Annual subscription ratesare 2600 domestic ard $32 50 overseas.


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s NOW MOVE on to my next assignment as theDeputy Chief of Staff fo r Combat Developments at HQTRADOC, th is wil l be my final column with you as commander of the Aviation Center. But you may be assuredthat I will look back upon this tour with fond memoriesand I will miss this monthly opportunity I have had tokeep you abreast of aviation developments through theAviation Digest I will also miss my very close association and involvement with all aviation matters for thepast few years, firs t as Army Aviation officer at HQDA,then as the deputy commander and commander of theCenter. I have, however, felt that these last 5 yearshave been some of the most exciting and challengingin the history of Army Aviation. We can take great pridein the continued growth and progress of Army Aviation; for our contribution to the combined arms teamin the A.irLand Battle is more critical than ever.On these viation Digest pages, we have "witnessed" many exciting events and noted the importantmilestones achieved by Army Aviation and its people.Perhaps, the most significant in our recent history waslast month's announcement that the Secretary of theArmy and the Army Chief of Staff had approved theArmy Aviation branch. On the back cover of this issueyou will find a followup article telling more about thehow, why and when of the new branch. In addition, weare preparing additional articles and more details onthe branch for future issues: One discussing theimpact of the branch decision on training and the Aviation Center; another will examine the Armywide impact; and one will cover the branch in the context ofthe historical development of Army Aviation.

In earlier issues, we have devoted much coverageto our personnel programs to include the CMF 67Study for our enlisted and noncommissioned officerforce, development of Specialty Code 15 for our commissioned officers and our warrant officer retentioninitiatives. We also reported in recent months the explosive emergence of Army Aviation as a combat armwith associated articles on "How to Fight." TheAirLand Battle broke on the scene in the July 1981issue, and in October 1981 , we followed with perhapsthe most potent issue of the Digest ever published.It featured air-to-air combat, a bold new concept forour aviation units. In turn, we shared with you an indepth report on the 1982 Army Aviation Systems Program Review in a series of five articles, and we tookyou to the 9th Cavalry Brigade (Air Attack) for its activation, training and field tests in the 9th Infantry Division. Next month look for two more 9th CBAA articles.In the operational world of Army Aviation today, wewere distressed over a sudden increase in our accident rate in fiscal year 1982. We vowed to do better-tobe "Accident Free In '83." Having thus dedicatedourselves to improve, we are meeting that challengewith the FY 1983 rate running at less than half that ofFY 1982. But even this is not good enough. We are still

MAY 1983

losing too many aircraft, too many crewmembers andsacrificing critical resources in accidents tha t couldhave and should have been prevented. We simply mustwork harder at accident prevention, both on and offthe job. The price is simply too great to do otherwise.

On the bright side and in the winner's circle for theU.S.A., we were proud to salute our fellow aviators whowent to Poland and "took the gold" in the WorldHelicopter Championships. What a tribute to the skill,training and professionalism of our force to see theU.S. Army lead team take both individual and top teamhonors in world class competition Such a feat sendsa clear signal about Army Aviation quality talent.There was both pride and nostalgia in our coverageof "Forty Years of Army Aviation" in 1982. It was anhonor to have Brigadier General William W. Ford, thefirst "Army Aviation School commandant , author ourlead birthday article in June 1982, and to come "home"to the Aviation Center for the birthday celebrations.It was a warm moment for all of us at the AviationCenter to welcome the "Cub Clubbers" and GeneralFord for the 40th Birthday troop review at Ft. Rucker.In my initial column as the Center commander some34 months ago, I talked about the courage and visionof our predecessors who brought Army Aviationthrough four decades of challenge and growth- to aposition of prominence as a pivotal player on our Nation 's defense team. That courage and vision have nowintensified even further as we move to full branchstatus. A renewed spirit of excellence and prideabounds in our Army and in Army Aviation today. Andalthough I relinquish command of the Aviation Centeron 17 June, I will never relinquish the spirit of aviation and the great respect which I hold for you, theproud and dedicated members of the Army Aviationteam. You have done your job well , and in this, a yeardedicated to excellence by our senior leadership, mayArmy Aviation always add "an extra dimension of excellence." SOLDIER ON

Major Genera l Carl H. McNair Jr.Commander U.S. Army Aviation enterFort Rucker AL


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Modified face plate goggles have only been approved for test and training purposes at FtRucker Units should not further modify the AN/PVS5 goggles until formal approval sreceived from HQDA This authorization and instructions for this modification are ex

pected n a few months The contents of this article do not necessarily reflect the viewsof the Department of the Army

CW2 James A Gunningeroscout Branch

Department of FI ight Train ingU S Army Aviation Center

Fort Rucker L

N IGHT VISION goggles arean unpopular subject with many Army aviators. In the past there hasbeen good reason for this attitude.The AN / PVS-S goggles are not wellsuited for use by aviators. This s notsurprising since the goggles weredeveloped for use by ground forcesand were adopted as an interim

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system for aVIatIOn use with theknowledge they did not meet allaviation-user requirements.

There are a number of problemswith the AN/PVS-Ss but the mostcommon complaints are: lack of anyperipheral vision, inability to readnormal maps, monochromatic color, 20 S0 visual acuity (under goodlighting conditions), eyepieces easilyfogged, inability to wear correctivelenses, the need to manually focusto view objects at varying distancesand the most often heard complaint,goggles re uncomfortable to wearand cause fatigue Some of theseproblems will have to wait until theintroduction of the Aviation Night

CONSOLIDATED GLOSSARY Page 28

Vision Imaging System goggles seANVIS, page 12) or an even

more advanced system, but many othe most serious objections can beovercome now.

The modification described inthis article is not designed to compete with the ANVIS. ANVIS goggles offer improvements that cannobe attained with any type omodification to the AN/PVS-Ss sothe ANVIS needs to be fielded assoon as possible. My purpose hereis to show a change to an existingpiece of equipment that greatlyenhances its performance.

There have been proposals tomodify the AN/PVS-S goggles to

U s ARMY AVIATION DIGEST


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The most import nt advantage of using MFP goggles is th t they llow lmost unrestricted viewing in any direction with unaided vision They also can be worn with eyeglasses The photo alsoshows the standard side straps

suitable configurations byeveral groups within the Army, but

promising is the modifiedArmy

Ft. Rucker, AL, and Armywideis being sought.

The history behind this particularafter a midair collision dur

1981 One of the posthat the

of peripheral vision with stan

of the goggles, air traffic conand stagefield mark

USAARL investigated modand con

tests of the modifications toof aircraft.

The first MFP goggles (usually

referred to as cutouts by the Ft.Rucker instruc tor pilots) were madeat USAARL in March 1982 andwere released for flight testing inMay 1982. Beginning in June, IPsfrom Lowe, Hanchey and Directorate of Evaluation and Standardization began flight testing. Theyissued a favorable report in October1982, and further testing to date hasaccumulated more than 2,000 hoursof MFP use in four types of aircraftinvolving more than 60 aviators. Afew minor problems at the start weresolved by design changes, an improved pilot briefing and afamiliarization flight before use ofthe MFPs.

The final design has been highlysuccessful. A recent survey of thenight flights at the AeroscoutBranch showed all 29 IPs definitelyin favor of MFP goggles while noone preferred the standard goggles.The only complaint voiced regard-

ing the MFP goggles was that thereare not currently enough of them atHanchey for all IPs to wear them.

A discussion of the advantages ofMFP goggles would have to startwith the most important feature-the ability to use unaided peripheralvision. Primary visual informationis still obtained through the gogglestubes; however, the MFP gogglesallow almost unrestricted vision tothe sides and down. A slight movement of the head is all that is required to view any areas that may beobstructed by the remaining frames.By turning or tilting the head to agreater extent, viewing in any direction including directly to the frontis possible using unaided vision. Theadvantage of this over the standardgoggles has to be experiencedDetection of other aircraft ismuch easier. In fact, the report byUSAARL contains a description ofan incident where the MFP goggles

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NOT TO SCALE move switchnd b ttery caseto the top

Faceplate Modification left side view): Shows template in correct position The back portion of thecutout should be 3/8 i nches in front of and 3 8 inches below the face pad snap The corner belowthis snap should not e rounded The clamp knob holes are enlarged 1/8 inch to the rear

NOT TO SCALE Faceplate Modif icat ion top view): Shows the position of thetemplate for cutting the hole to mount the battery case

3 R::::::::::: :Ji openingmust beenl rged

for theswitchnd theenl rgementshould bem inly tothe re r


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Attachment of short side straps:The female end of the new strap isplaced on the male snap on thegoggles frames and the strap iswrapped s shown and then tapedin place to prevent slippage.

% Male SnapOpposite

Side

3 . 0 0

Single

1.00

.00'50t~1-4- 10 .25 Finished length ~(12.50 One Inch Nylon Strap Required)

The new straps needed for the MFP conversion: The long strapstake the place of the old V strap and provide a more securemounting due to the increased Velcro area. The short straps are toallow attachment of either the standard side straps or the surgicaltubing of the counterbalance system.

jects, particularly light sources, sounaided vision permits more accurate distance estimates.

Maps may be read without theloss of detail when seen through thegoggles tubes. Any light sourcedesired may be used for mapreading. However, it has been foundthat blue-green lighting causes theleast distortion of colors on conventional maps and the goggles arerelatively insensitive to this color;therefore, the interference of thelight source in the cockpit isminimal.

Modified Faceplate (bottom view): Shows rotary switch and batterycase installed, and wiring to be taped and glued. (Wire to batterycase ground has not been attached in this view but will be in thecompleted installation.)

A green position light lens froman OH-58 Kiowa will fit a standardArmy flashlight, and this combination is commonly used as an illuminator. Blue cockpit lighting asapplied to some Army aircraft mayallow unaided viewing of the entireinstrument display without shuttingdown the goggles. Almost anycockpit chore can be accomplishedfaster and more easily using an alter-

surely prevented another accidentsimilar to the December 98tragedy. Clearing the aircraft whilehovering does not require the neckwrenching look over the shoulderthat the standard goggles do. Unaid-

ed vision permits identification ofaircraft by the configuration of theanticollision and position lights,something not possible through thegoggles tubes. The goggles alsodistort the apparent distance of ob-

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Dual Battery Pack: Developed for the AN/AVS 6 ANVIS gog-gles and elimin tes the problem of battery failure and is tobe fielded shortly with the existing AN/PVS 5 goggles.

surgic ltubing

nate light source and unaided vision.The net result is far less pilotworkload.With standard goggles the eye-piece lenses often fog from thepilot's breath within the enclosedspace in the faceplate. This resultsin a serious restriction to vision andis slow to clear. The open air position of the M P tubes has completely eliminated this problem withno instances of fogging reported byM P users.

AN/PVS 5 goggles provide adiopter correction built into thetubes, but optical problems such asastigmatism cannot be correctedwith standard goggles. MFP gogglespermit the wear of eyeglasses thatcould correct these problems.Finally, the M P goggles aremore comfortable and less fatiguingthan standard goggles. MFPs weigh

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~elcropl ced vertic lly

only 4 ounces less than standardgoggles, but the design removes thepressure that was exerted on the faceby the face cushion and suspendsthe entire goggles from the helmet.This seems to be the greatest advantage as far as comfort is concerned.When the surgical tubing suspensionkit and a counterweight are used,the tendency for the helmet to rotateto the front is eliminated and mounting of the goggles is much easier andmore secure (see NVG Counterbalance System, March 1983 v -tion Digest .

M P goggles have many featuresthat are similar to the ANVIS goggles and would make an excellenttraining medium until ANVIS arewidely distributed. Units that arenot slated to receive ANVIS untilvery late or not at all could benefitfrom all the improvements previous-

~ t ~ ~ du l b tteryp ck

counterb l nceweight if needed

ly discussed. Most importantly, thenatural resistance that exists in thefield to the use of NVG due to theproblems with the AN/PVS 5swould be broken down and unitswould adopt effective night trainingprograms.The equipment involved is currently in the inventory in largenumbers. The modification is veryeasy, inexpensive and deals with aneasily replaceable part of the goggles. f the modification is carriedout at the unit level, the improvedequipment could be placed in thehands of the user with little or nodelay.

M P goggles if adopted Armywide could go a long way towardhelping upgrade the night fightingcapability of our aviation forces tothe level we all hope and envision itto be

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AN/PVS 5ightisionGoggles

Lieutenant Colonel Roger W WileyLieutenant Colonel David D Glick, USAF Ret)Major Frank F HollyApp reciat ion is expr ssed to SP6 Carol Bucha SP4 Chun Park

SP5 hr is Krzyzek SP5 Robert Portera and Mr. Simon Grase whoass isted in th e experiments descr ibed in th is art icle.


MAY 1983

What you gainWhat you los/ PVS -S NIGHT vision goggles are beingused with increased frequency and are profoundly altering the course of Army Aviation. It is important that

we acquire a better understanding of the changes in ..visual functioning associated with these goggles. A fewyears ago, many believed that the reduction in acuityto 20/50, the restriction of the visual field to 40 degreesand the loss of color vision produced by the AN/PVS-5goggles would prevent piloting an aircraft. Yet, thesegoggles are gaining converts every day; one aviatorrecently told us once you get used to them, it's a pieceof cake.o' Besides the losses mentioned above, what otherdegradations of visual functioning are produced by theAN/PVS-5 goggles? For example, is there also a lossof depth perception? A few years ago, a couple of uswondered about this question and decided to study itin the field and in the laboratory. While the lossespreviously mentioned are inevitable due to the physicalstructure and electro-optical characteristics.of the goggles, the question of whether they produce a loss indepth perception is more complicated. There are twoclasses of cues to depth perception.The first class is called monocular cues since theydo not depend upon the existence of two eyes physicallyseparated in space. These cues consist of such thingsas linear perspective e.g. railroad tracks which appearto converge in the distance) and relative size (if two objects have the same size, the one that is closer will produce a larger image on the retina).The other class is called stereopsis (vision using anoptical instrument with two eyeglasses) and these cuesdo depend upon the existence of two eyes physicallyseparated in space. The most important stereoptic cueis retinal disparity; since each eye views a scene froma slightly different position, the ' m g e ~ produced oneach retina are somewhat different or disparate. Thebrain is able to use this information to .gauge therelative depth of objects in a scene. One can see thatthe goggles would seem to preserve, at least in largepart, both of these classes of cues; the monocular cues

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,,, -,/ ./ .//, - ',til

.,,-'

.,, - - - UNA IDED BINOCULAR NIGHTTIME

~ . . NV NIGHTTIMEUNAIDED (BINOCULAR) DAYTIMEtJ' . . . . . . . . . . UNAIDED (MONOCULAR) DAYTIME

o ~ - - - - - - - - - - - - - - - - ~ - - - - ~500 . 1 15 2OBSERVA TlON DISTANCE (feet)

FIGURE 1: Linear thresholds for relative distancediscrimination under four viewing conditions.Data points are the average for six observers.

should still be present and the fact that a slightly dif-ferent image is produced in each eye should preserveretinal disparity. And yet, a loss in depth perceptionis one of the most common complaints of those usingthe goggles.

The field study primarily examined monocular cuessince the distances used were mostly beyond the rangewithin which stereopsis is very effective. The subjectssat inside the cockpit of a UH-lH Huey aircraft parked on the ground and looked at targets which wereplaced in pairs at various distances. Thrgets were movedin relationship one to the other and the subjects taskwas to tell when the two targets were at the samedistance. The trials using unaided vision were perform-ed in the daytime using one eye, in the daytime usingtwo eyes and at night using two eyes. Trials were alsoperformed with the AN/PVS 5 NVG at night. The

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daytime trials were performed with a clear sky and thenighttime trials were performed with a clear sky anda full moon. The results are shown in figure 1.

In general the best performance (lowest threshold)was with the monocular observations in the daytime.The next best performance was with binocular obser-vations in daytime , and the poorest pe formance waswith unaided vision at night. The performance withthe NVG was roughly halfway between the unaideddaytime performance and the unaided nighttimeperformance.

Laboratory study of depth perception was performedwith an apparatus designed to test primarily stereop-sis. This apparatus eliminated most of the monocularcues and measured depth perception at a much closerdistance (20 feet) than was done in the field study. Thestereopsis test was performed monocularly and bin-ocularly with and without the goggles. The luminanceof the apparatus was 6.7 footlamberts with unaidedvision and .012 footlamberts with th e goggles. (Afootlambert is the amount of light produced by onecandlepower at a distance of 1 foot.) Figure 2 showsthe results. Unlike the results of the field study, per-formance here was much better using unaidedbinocular vision than using unaided monocular vi sionas would be expected in a test of stereopsis. Also,binocular performance with the goggles, althoughmuch poorer than unaided monocular performance ,is still slightly better than unaided monocular perfor-mance. This indicates that the goggles may preserveat least some stereopsis.

Stronger evidence that the goggles preserve somestereopsis is obtained from a comparison of themonocular goggles performance with the binoculargoggles performance. Binocular goggles performanceis considerably better than monocular performancewith the goggles, although it does not approachbinocular unaided performance. The reason for theconsiderable loss of depth perception with the gogglesis not known for certain, but there are strong indica-tions that it is due to the poorer resolution associatedwith the goggles. This could explain not only the fieldresults but also the particular pat tern of results obtain-ed in the laboratory.

The big advantage of the NVG is the large amountof light amplification produced which raises the userfrom scoptopic (rod) vision to photopic (cone) vision.What does this actually mean to the user in terms ofability to see object s of various sizes in the environ-ment? This question also interested us and we decidedto employ a comprehensive type of acuity test which

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Relative Depth Threshold withHoward Dolman Apparatus

Monocular NVG Binocular NYG MonocularViewing ConditionBinocular

FIGURE : Results o stereoptic depth perception study.Shorter bars mean better performance.

as recently come into use. In addition to determiningthat an individual can resolve, just asa standard eye chart does, this test also determines the

level that an individual requires in order to justtargets of many different sizes. Specifically, blackwhite bars of many different widths are displayeda television screen. Their initial contrast level is

level is reached where heFigure 3 shows a sample of four different bar paterns of various widths and contrast levels. The conrast levels have been turned up well above thresholdo that you can see them more easily. Figure 4 showshe results of this test both with the unaided eye andhe AN/PVS-5 goggles. The bar widths (bar pairs per

FIGURE 3: A sample o contrast sensitivity barso various spatial frequencies widths) andcontrast levels.

degree) are shown on the abscissa (the higher thenumber the narrower the bars) and the modulation(contrast) required is displayed on the ordinate (lowernumbers mean better performance). The points wherethe curves touch the abscissa correspond to the narrowest bars that can be resolved.Figure 4A displays the results when the averageluminance of the TV screen was equal to the luminanceof grass on a clear night with a 5 percent moon; figure4B 25 percent moon; and figure 4C, 100 percent moon.In figure 4D, the average luminance was much higher,25 fL or about equal to normal room illumination. The5 and 25 percent moon illumination (figures 4A and4B) performance is better with the goggles than withthe naked eye at all bar widths. With full moon illumination (figure 4C), however, there is a crossoverpoint at about 8 cycles/degrees; although performancewith the goggles is better than or equal to performancewith unaided vision for the wide and medium-widebars, the narrowest bars are seen better with unaidedviewing.This means that on a clear night with a full moonfine detail is seen better with unaided viewing than withthe AN PVS-5 goggles and may be the underlyingreason that under these illumination conditions someaviators prefer to fly with unaided vision than withthese goggles. In figure 4D (high average luminance),you ll note that the performance with unaided visionis much better than the performance under any of theother luminance levels with or without the goggles.

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NVG- - - - UNAIDED

10 1SPATIAL FREQUENCY CYCLESIDEGREE)A. AVERAGE LUMINANCE = 1.2x10-4 fL(5 PERCENT MOON)

NVG- - - - UNAIDED

1 1

SPATIAL FREQUENCY CYCLESIDEGREE)C. AVERAGE LUMINANCE = 2.4x10-3 fL100 PERCENT MOON)

NVG- - - - UNAIDED

1 1

SPATIAL FREQUENCY CYCLESIDEGREE)B. AVERAGE LUMINANCE = 6x10-4 fL(25 PERCENT MOON)

NVG- - - - UNAIDED\

1

\\

\\\,,,

,,,.

SPATIAL FREQUENCY CYCLESIDEGREE)D. AVERAGE LUMINANCE = 25 fL

1

FIGURE 4: Contrast sensitivity functions The bars become narrower as one moves tothe right on the abscissa. The higher the position the lower the number) onthe ordinate, the better the acuity.

Do the night vision goggles destroy dark adaptation?To determine this, we first adapted subjects to a brightlight of about 500 fLo The subjects then were placedin total darkness for 30 minutes and their thresholdswere repeatedly measured during this time. The resultsare shown by the solid line in figure 5 Next, the subjects looked into a pair of night vision goggles for 5minutes after which time they were again placed in totaldarkness and their thresholds were repeatedlydetermined for the next 10 minutes. These results areshown by the dotted line in figure 5

To answer the original question, exposure to the goggles does lower sensitivity by a fairly large amount.

1

However, the recovery time from this exposure is quiterapid, at least when compared to the original curvebeginning at the point of intersection. Specifically, thesubjects recovered 50 percent of their dark adaptationwithin 30 seconds and all of it within 2 minutes.Another way to view these results is to point out thalooking into the goggles returned the subjects from the30-minute level of adaptation to the 10-minute level.However, instead of taking 20 minutes to return to fulladaptation (30-minute level) it took them only 2minutes.

Do night vision goggles produce any permanentdegradation of one s color vision? The answer to tha

U.S. RMY AVIATION DIGEST


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DARK ADAPTATION ~ ~ ~ ~RE ADAPT

o 5 1 15 20 25 30 35TIM minutes

FIGURE 5: Typical curve showing dark adaptation, night vision goggles wearing timeand dark adaptation after goggles are removed.

is no. Since the goggles display only a singleor

. However, this is only a transient effect ande would like to add a note of caution concerning

of false horizon. This can occur when flyor cloud bank which is tilted

I tbuth the goggles due to the loss of resolu

of external references. fis low-lying and you're operating near the

Contrary to the statement quoted earlier, we do notith night vision gogis a piece of cake. The night vision goggles do

level available to the aviator and thereby greatly improve sharpness over what it would otherwise be atnight. We urge every attempt be made to push thistechnology as has been done in the development ofANVIS, which is described in the following article.

ABOUT THE AUTHORSLTC Roger Wiley is the deputy commander of the U.S. Army

Aeromedical Research Laboratory. He is current ly engagedin research in visual neurophysiology.

LTC David lick USAF, Retired) was formerly a researchoptometrist at the U.S. Army Aeromedical ResearchLaboratory and, prior to that, was a pilot in the U.S. Air Force.

MAJ Frank Holly was a research psychologist specializ-ing in vision at the U.S. Army Aeromedical ResearchLaboratory at Ft. Rucker, AL. He is currently assigned to theHuman Engineering Lab, Aberdeen Proving Ground, MD.

11

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FIGURE 1: ANVIS components as intendedto be issued: From right to left) visor guard andmount binocular assembly with eye cups andday training filters; dual battery power pack;carrying case.

Mr. Tim NealNight Vision Support Detachment

ERADCOM Flight Test ActivityFort Belvoir, VA

S INCE THE EARLY 1970swe've been conductinghelicopter night operationswith a device that was designed forground vehicle driving theAN/PVS 5 night vision goggles.The PVS-5s extended our nightoperational mission capability wellbeyond the limits of the unaidedhuman eye but they still had lowlight level limits that were unaccept-

12

able from a total night operationalviewpoint. The PVS-5s were neverintended as anything other than aninterim fix until something bettercould be developed.That something is here, and is it

better The AN/AVS-6 aviator nightvision imaging system, is due to befielded soon to selected Army unitsand will be the helicopter pilots' eyesin the dark for some time to come.f you haven't experienced nightnap-of-the-earth flying with PVS-5salready, you've probably discussedit with someone who has. For anumber of years the PVS-5s havemet with mixed reviews and mar-


ginal success in the field. I've neverheard anyone comment on howmuch they enjoy flying with PVS-5sThe facts are that they are heavy, illfitting, poor performing and givesome of us claustrophobia. PVS-5limitations have been documentedprecisely, and we must "unlearn"those limitations before we can fully exploit the potential of ANVIS innight flight operations.The concept of night helicopteoperations using night vision goggles was first tested in 1969 by theProject Manager, Southeast AsiaNight Operations. At that timeArmy doctrine did not call for low

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FIGURE 2: The target used to measure hazard detectionranges was a pole 3 meters high 15 centimeters Indiameter and a low surface contrast similar to tree bark.As an example: Under starlight conditions the polehazard would be seen at about 5 meters with PVS5sand at about 12 meters with ANVIS.

photographs by en oogher

N 1Ar a ystelllesigne forviators I

level and NOE flight to surviveagainst threat weapons. Althoughthe test successfully demonstratedthe concept of pilot-aided NVGflight, further development was notrecommended.In 1971, the Air Force evaluateda similar device for use in search andrescue operations in Southeast Asiawhere sophisticated air defenseweapons had been encountered.About the same time, the Army wasreevaluating tactical concepts andconsiderations of helicopters engaged in midintensity warfare anudetermined that their survivabilityrequired operations to be conducted

MAY 1983

in the nap-of-the-earth mode duringday and night. To provide a quickfix solution to the night side of thisnew tactical equation, a survey ofexisting and developmental night vi-sion systems was conducted.The AN/PVS-5 was under development for the ground soldiers' mission and appeared to be the onlysuitable night vision device in terms

of availability and cost. The PVS-5was subsequently tested and recommended for Armywide pilot use. Itwas adopted as an interim pilotsystem without formal DT/OTtesting, with the full understandingthat it did not fully satisfy aviation

requirements. The known shortcomings included: Poor low light level performance. Narrow field of view (40 degrees). Required to refocus the systemto read cockp instruments. Frequent battery failures. Inability to read maps. Total system weight and forward center of gravity ofNVG/helmetIn an effort to overcome theseshortcomings the Night Vision andElectro-Optics Laboratory initiatedan advanced development effort for

an NVG type device specifically foraviation. The result of this effort isANVIS, which officially enteredproduction on 30 September 1982and is scheduled to be fieldedaround November 1983.ANVIS consists of a binocularassembly, visor guard and a powerpack (figure 1 . f the many newfeatures provided by ANVIS, thethird generation image intensifiertube is the most significant. The new

13


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FIGURE 3: Graph shows the visible spectrum of light andthe portion the near infrared that is appropriate togoggles operation. Key points depicted are the mu hgreater sensitivity of ANVIS in the red and near infraredregion as compared to PVS5s and the human eye sensitivity to bluegreen light.

tube provides a low light level performance potential unavailable to uswith the PVS-5 (second generationtube). The new tube so profoundlyoutperforms the PVS-5 tube that weare going to have to reevaluate theway we currently employ NVGs,both' in the operational and trainingenvironment.In the past, we've never been ableto fully actualize night flight doctrine because of the poor low lightlevel performance of the PVS-5 andother shortcomings. Test data reported bythe Aviation Test Boardduring ANVIS or II indicates thaton missions at starlight conditionsan ANVIS mission success rate of83.3 percent was recorded while themission success rate for PVS-5s waszero (figure 2).The greater performance of thenew tube is due to an improved4

operat ional efficiency in the .6 to .9micron region of the electromagnetic spectrum (which includesportions of visible light and near infrared). The end result of this increased operational efficiency ismuch greater contrast when viewinga scene illuminated by starlight anda much higher system resolution.For the same reasons, ANVIS alsoprovides much better performancein poor visibility conditions such asrain, fog and haze.The technical enhancementsfeatured in the third generation tubeadd up to a significant operationalimprovement. Very low light levelsand many of the effects of weathercan be overcome by properly trained ANVIS equipped pilots. Notethat a difference between ANVISand PVS-5s is not always obvious athigh light levels. However, when

light levels drop below what is comfortable and or possible withPVS-5s, the ANVIS continues toperform and it doesn't require experience or expertise to readily seethe difference between second andthird generation tube performance.Greater low light level performance is the single most importanttechnical feature of ANVIS. Themost significant nontechnicalfeature is a design that allows pilotsto see their cockpits nearly as wellas they do in day VFR flight. f youhave flown with PVS-5s, you willremember fumbling for switchesand having to refocus a tube to readaircraft instruments. ANVIS doesn'thave the plastic frame used tomount PVS-5s to the face andhelmet. ANVIS mounts to a singlepoint on the helmet visor guard. Ineliminating the plastic frame or facemask from the ANVIS design, nearnormal peripheral vision is possible.

The addition of compatiblecockpit lighting allows ANVIS usersfull advantage of their direct eyecontact with the cockpit environment. The color blue-green wasultimately selected for cockpitlighting for a number of reasons seeCockpit Lighting on page 42).Figure 3 shows t ~ t ANVISresponds poorly to blue-green light.By adding a minus blue filter to theANVIS optical path, the device becomes virtually blind to blue-greenlight. Note also that the response ofthe human eye is greatest in the bluegreen area, making instruments easyto read at very low intensities in thatcolor. ANVIS responds best in thered region of visible light and in thenear infrared. By mixing ANVISand the blue-green cockpit lighting,we achieve the best of both worldsin terms of system/lighting compatibility. The cockpit and instrument panel can be easily seen by theunaided eye, under or around ANVIS, while ANVIS is unaffected byglare and wind screen reflection.An unexpected benefit of bluegreen cockpit lighting is a significant

u s ARMY AVIATION DIGEST


17/48

FIGURE 4: A UH Huey photographed through a PVS5from left to right) shows the o kpit lights completelyextinguished; the o kpit lighted with bluegreen light ata level where the Instruments could easily be read; andthe o kpit illuminated with standard red light at a highintensity setting.

reduction in the external cockpitlight signature (figure 4). On theother hand, red lights in the cockpitstand out like a beacon whenobserved through the PVS-5s. It slogical to assume that threat forcesemploy image intensifiers which respond in the same spectral regionsas ours.he ANVIS design did notchange the system field of view; itremains 40 degrees. Further increas

ing the FOV would result in a corresponding reduction in systemresolution. However, the removal ofthe face mask did more for the pilotthan provide direct eye contact withthe cockpit. When ambient lightlevels are high enough, a tremendous amount of visual cueing isavailable outside the cockpit withunaided peripheral vision. Beingable to see the external lights ofanother aircraft in a congested training area (with the peripheral visionafforded by the new design) willgreatly enhance training safety.Flying with PVS-5s is similar toflying with an instrument hood;ANVIS flight is similar to flyingdaytime VFR with a thick rimmedpair of glasses. Overall pilot effectiveness is significantly increaseddue to the availability of cuespreviously denied by the older

MAY 1983

device. Crew integration tasks willnot require the compensations orlimitations adopted for PVS-5 flighti.e., assignment of instrument andradio monitoring to the copilot;

assignment of map reading to athird crewmember when available).Crew integration requirementsshould nearly parallel day flightwhen using ANVIS.

The author wearing compatible ANVIS goggles and helmet sighting system.

15


18/48

FIGURE5: ANVISbinocular assemblyin the stowedposition; the visorremains operational;the power packhelps t counterbalance the helmet

The removal of the face mask inthe ANVIS design goes subtlybeyond providing pilots more information. Allowing them to move afew steps closer to the environmentthey are familiar with in day VFRflight adds significantly to theirphysical and mental comfort. Giventhat the pilots are more comfortablewith ANVIS, they then will performbetter, train more effectively and flymore safely.Other areas that are refmed by thedesign of ANVIS are map reading,weapons firing and transition to instrument flight.Map reading with the PVS-5s wasdifficult at best. ANVIS permitsnear normal access to map and realworld environment. Those who havetried to place an AH-IS in TOWprelaunch constraints while wearingPVS-5s will certainly appreciate thelook-under feature of ANVIS. ANVIS DT/Of II reports the newdevice compatible with all AH-IS

6

Cobra weapons systems.Those of you who have gone inadvertant IMC while wearingPVS-5s will appreciate that the transition to instrument flight with ANVIS is virtually instantaneousbecause of your direct eye contactwith the instrument panel. Once thetransition to IMC flight is made, thedevice can be flipped up and locked or removed with one hand figure5).ANVIS was designed so that allessential adjustments could be madewith the left hand. Adjustmentsexist to provide vertical, tilt, fore-aftdistance from eye to end of tube)and interpupillary distance IPD-distance between the eyes). Only theIPD is a right-handed adjustmentand once set prior to flight it shouldnot have to be readjusted. Once thefinal adjustments are made, thesystem could be flipped up andlocked or removed and reinstalledwith no readjustment required.

The visor guard, which will beissued with the ANVIS system, provides the mounting point for ANVIS as well as the electrical interfacebetween the powerpack and thebinocular assembly. The visorguard, mount and wiring are issuedalready assembled. The only procedure to be performed by the useris the removal of the old visor guardand the installation of the new visorguard in its place. The visor remainsfully operational for day or nightflight figure 5).There are two slightly differentmounts for the ANVIS. The standard version, VI, will be used in allaircraft except the AH-l. The V2version was developed to providecompatability with the SperryHelmet Sight System in use with theAH-IS. The mount is offset so thatduring all missions the ANVIS andthe HSS are fully functional. Atnight the ANVIS can become anighttime HSS.

u s RMY AVIATION DIGEST


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Both mounts contain on theirundersides a small light emittingdiode that is clearly visible to thepilot. When illuminated, the diodeprovides a warning that there isabout 30 minutes of life remainingin the battery being used.ANVIS features a dual batterypowerpack, located on the rear ofthe helmet (figure 5). Either batterycan be selected by the pilot througha toggle switch located on the leftside of the powerpack. This allowsfor left handed operation. When theLED illuminates, pilots simply selectthe opposite battery and continue tofly. They can change dead batteriesat their convenience without havingexperienced a power loss.I f you have had a battery failurewith PVS-5s, you'll remember thatthere was little warning and it required precious seconds to replacethe defective battery. The dual battery powerpack of ANVIS providesa significant margin of safety overthe single battery PVS-5s.The ANVIS powerpack is alsoadaptable to aircraft power througha DC to DC transformer. I f he appropriate transformer is installed inyour aircraft and a loss of aircraft

DC power is experienced, the powerpack will automatically switch toANVIS battery power and the ANVIS will continue to operate.The powerpack also servesanother important purpose. It isremoted to the rear of the helmet toassist in overcoming an uncomfortable forward helmet CG problemexperienced with the PVS-5s. Theredistribution of the ANVIS components over the entire helmetreduces neck fatigue. In addition tothe improved helmet CG, the ANVIS is lighter overall and will allowfor greater pilot comfort during missions of much longer duration thanpreviously experienced.Although ANVIS will rarely belimited by light level, it does retainthe potential to be used for trainingin the daytime. Daylight filters areprovided to simulate various nighttime light levels. In addition, eye

MAY 983

cups are required for daylight training and are designed to allowtrainees to look under the binocularassembly to read their instruments.The eye cups are much more restrictive in terms of peripheral visionthan ANVIS in its normalconfiguration.The real beauty of ANVIS in thetraining environment is that therewill be few nights when training cannot be conducted. Experience hasshown that for pilots already PVS-5qualified, the transition to ANVISis short. With only a little ANVISexperience these same pilots are performing well beyond any level ofproficiency demonstrated withPVS-5s. ANVIS qualification forpilots with no goggles experienceshould require less time than thestandard PVS-5 qualification as aresult of the new design features.When was the last time you hadyour PVS-5s tested for serviceability? Probably never. A very important item of equipment to be fielded with the ANVIS is its selfcontained test set. The test set islightweight, portable and providesthe following capabilities:

Checks to ensure that the ANVIS is operating at or abovespecification limits. Fast fault isolation of failuresfor powerpack and binocularassembly on ANIA VS-6 andon AN/PVS-5 goggles. Go/no go visual signal checksfor powerpack, batteries andbinocular assem bly onANIAVS 6 and on AN/PVS 5goggles. Built-in self-test feature. Operates off 110 vac, 220 vacor 28 vdc power sources.One test set will be issued to eachAVUM maintenance organizationalong with the recommendation thateach ANVIS be tested once every 6

months or 100 hours of use,whichever comes first. The unitmaintenance concept is repair byreplacement. Your unit 35K will beauthorized to fault isolate down tothe three basic ANVIS components:

the binocular assembly; visormount; and powerpack. AVUMlevel maintenance is authorized toreplace any of the three major components. Defective assemblies areforwarded to AVIM for repair.Defective powerpacks and visormounts are considered disposable.This maintenance concept will bemuch more responsive to the individual aviator than the untestedconcept that existed during the eraof the PVS-5s and operationalavailability is maximized.General John J. Hennessysummed up the thoughts of manyArmy aviators regarding the PVS-5sby saying, Too often we discoverthat the success of the tacticalsystem is the result of our dedicatedmen and women overcoming ratherthan being aided by their equipment Signal magazine, March1977). It is unlikely that you will behearing comments of this natureconcerning ANVIS.ANVIS was designed for aviationuse with full participation byaviators in its development. It is avast improvement over the manysystems seen by the developmentcommunity in years past, and youcan be sure that development ofaviator night vision systems won'tend here. The ultimate night visiondevice will allow aviators to feel ascomfortable flying night NOE asthey are when flying the same mission in the daytime.

Other viation DigestNight Vision Articles

Helicopter Low Level NightOperations, LTC George WMoses, May 1973, page 2 How Night Becomes Day,MAJ Charles D James, May1973, page 26 NOE At Night, March 1974,page 2 ACTAAT: NVG Qualification,July 1982, page 21 Knights Train For The Night,MAJ Frank l Carson and CW3Owen D Scruggs, September1982, page 3 NVG Counterbalance System,MAJ Vincent P Jones, March1983, page 26

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. -. . ...-. . - - ~ : . ImBL CK / WHITE

' f l I I -: IICWHITE ' B l AL

18

W E rHEB@LIGHTINGT ST S

FOR NIGHT VISON GOC3GLES

CW3 Ray E. Stantonu.s. Army Aviation BoardU.S. Army Aviation Center

Fort Rucker L

USING USAREUR aviators, the U.S.Army Aviation Board in the fall of 1982conducted a test in Germany to determinethe minimum weather and light conditionsfor which night training/night vision goggles training could be conducted in theNOE flight mode. This information wasneeded so that the Army could revise itsweather minima for night vision gogglestraining. UH-l OH-58A and AH-IS aircraft were flown at night under variousweather and light conditions using the naked eye, the AN/PVS-5 and then theAN/AVS-6 NVG.

The aviators flew a prescribed courserepresentative of NOE courses inGermany-over flat, open, forested androlling terrain. Rigid testing methodologypractices (formal test scenario, data collection/analysis) were applied. The LandoltRing, an accepted range/light intensitytool was used to determine distances atwhich objects could be discriminated.Aviators began at 400 meters from the ringsand slowly hovered toward them until theycould correctly identify the orientation ofthe ring gap. Each ring was rotatable to oneof four different positions and representedone of six different contrast ratios (seephoto of Landolt Rings). As an aviator wasable to correctly identify each ring's orientation, the distance was measured.

A masking/unmasking event followedwhere time to execute the 'maneuver andskid height were measured. After masking/unmasking, aviators continued on theopen NOE course and into the forestedcourse (contour). Again, time to completethe course was measured. This completedthe course, and the aviators returned to arefueling point and prepared for flight withthe next visual system.The Aviation Board spent 4 months inGermany addressing the issues. The jury isstill out as to how the findings will be applied for night and night vision gogglestraining. Listed below are some of the moreinteresting findings of this test. But,remember, they are not law yet so adhereto current regulations. Ceiling and visibility are not relevantto pilot performance in the NOE flightmode. They are necessary to preclude inadvertent IMC and to transition to thetraining area, but not for performance ofNT/NVG duties NOE. The amount of ambient and artificiallight and pilot experience, coupled with themeterological conditions, are the majorcontributing factors to pilot performance.Aviators with less than 500 hours are mostaffected by these conditions.

NVG qualified pilots can generally flyat lower light levels, but definitiveminimums could not be established, sincenone of the test subjects failed. The method used in FM 1-51 Appendix D is inadequate. The methodoverestimates light levels by 300 to 400 percent and does not account for the effectsof meterology.

The Landolt Ring is a feasible methodof onsite measurement of conditions. Ittranslates light into ring distance, but requires validation at each proposed trainingsite.

f interested in learning more about thiseffort, write the U.S. Army Aviation Board,Ft. Rucker, AL 36362. We'll send a Summary of Test Results. There is still much tobe learned in the realm of night flight. Thiseffort is only a start.

u.S. ARMY AVIATION DIGEST


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Safe DlissionOIIIpletionusingA- /PVS-S NightVisionGoggles

photo by SP4 Gary Dahn

Major Ronald A HuetherChief Aviation Branch

U S Army Aeromedical Research LaboratoryFort Rucker L

N I H T VISION goggles havesome limitations which areoutweighed by one significant fact.That is if used with respect, nightvision goggles will dramatically increase the number of night missionscompleted. Although the PVS-5scan be improved upon, seeModified Face Plate Goggles,"page 2 and ANVIS, page 12 thePVS-5s are with us now and will befor years to come. When MFPs areapproved and the ANVIS gogglesare in the inventory, there will stillbe many units that will have to rely

on the already fielded PVS-5s.In my opinion, flying with nightvision goggles should be handledsimilarly to flying with a newlyassigned pilot who has certainlimitations. What preparationswould you take if you had to flywith a pilot who scares older pilots,intrigues younger pilots and has notflown very much in certain units?He can see hundreds of times better at night than you can, but has

MAY 983

certain unique limitations. At best,he only has 20/50 vision; has poordepth perception; is able to see from10 inches to infinity (but has to takeone hand off the controls to changehis focus); can only see 20 degreeseither side of his nose; is colorblind;has periods of total blindness ifworked for 10 to 12 hours withoutrefreshments; and suffers neck fatigue within an hour or less. This isa description of the night visiongoggles. From now on, consider thenight vision goggles as a personyour copilot.With limitations such as these,you would not assume your copilotis capable of doing anything right.This would force you to increaseyour mission planning to handle thewhole mission as if it were a singlepilot mission. Frequencies would belooked up in advance, routes wouldbe committed to short-term memoryand the crew would be thoroughlybriefed. The urgency of the missionwould be considered to see if itCONSOLIDA TE GLOSSARY Page 8

could be delayed until conditionswould be more favorable. Planahead and you'll be able to completethe mission in spite of your copilot'srestrictionsThe same logic can be applied toa night vision goggles mission. Nowis the time to mentally fly the mission and attempt to anticipate situations that will be difficult or hazardous because of the night vision gog

gles. Once you are flying the mission, looking up frequencies andmap reading are extremely difficult.Anticipate these problems duringyour mission planning; then briefyour crew-the whole crew. Increas-e crew coordination leads to in-creased safety For the sake of safety you must plan your night visiongoggles mission completely.Consider the urgency of the mission. In a training environmentcommon sense should prevail. Justas certain day training flights arepostponed because of inclementweather, so should certain nighttraining flights be postponed. f youquestion a day training flight in thefog, then question a night trainingflight if there is little illumination.In both cases, limited visibilitymakes the mission more hazardousto complete. Night vision gogglesflight can be safe, but you need allthe factors in your favor.

A night vision goggles flight hasits problems, as would a flight withthe handicapped pilot used in theexample. Most of the limitations aredue to decreased resolution and alack of visual cues. The point i s -the mission can be completed withan excellent degree of safety if yourespect the imposed limitations andplan ahead to compensate for nightvision goggles.

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PEARL SPersonal Equipmentnd Rescue/survival LowdoNn

Suzy Rabren photo courtesy of AIR CAY StoreALSE ..Wbere To Store It?Have you ever wondered what causes the wear andtear on ALSE? You know the gouged helmet liner,all the scuff marks on the vest, the dents on the flares,etc., etc. (ad nauseum). Well, if you think about it,you'll realize that ALSE is usually the last thing acrewmember dons before flight, and it begins comingoff before the rotor stops. n exact correlation existsbetween flight time crewmembers have logged and howmuch time their personal ALSE was in use. So whyis the crewmember looking so grand (sparkling s u ~glasses, nonregulation mustache, smile and spit shine)and his ALSE is looking like it barely survived a limitednucle:ar war? Well ...

Out of sight, out of mind, as the old saying goes.ALSE can be found in a variety of places under desks(covered with black scuff marks), in car trunks (lightcoat of oil), bottoms of wall lockers (under 50 poundsof TA-50) and probably in some places you never im-

agined. Even the so called "helmet bag' -generally confused with a kit bag is a major offender. Inside you'llfind enough flight publications for the entire westernhemisphere, a kneeboard or two, a flashlight (with ex-tra batteries, of course), an emergency box of C-rations,elements of a general mechanic's toolbox, and yes, evena helmet. All this abuse adds up to: 1 a helmet andvest that may fail miserably when needed, and 2 lotsof work for you, the ALSE technician.So, let's look at some solutions to the problem ofALSE storage. Probably the ideal situation is an ALSEshop that encompasses a storage area. The ALSE isissued on a mission basis, and the crewmembers returnit to the ALSE shop when the mission is complete.Each crewmember's ALSE is pre flighted andpost flighted by a trained technician; discrepancies arenoted and repaired. Calendar inspections do not entail chasing down crewchiefs, maintenance officers andtechnical inspectors, since all the equipment is storedin the shop. The environment is controlled and theALSE is stored in an optimum manner.By now, about 70 percent of you are telling me togo join the Air Force. Well, it's true, manpower andspace requirements can render this operation unworkable. But, you can modify it to work around yourparticular limitations.If, for instance, manpower unavailability limits thetime the ALSE shop is open for business, the issue ofALSE can be shared by operations personnel, handledin the same way aircraft keys are issued. Storage areascan be accessible by combination lock, with either rearaccess available to the ALSE technician or a list ofcombinations available. At any rate, the storage systemmust be standardized and limited to ALSE only.

If space is the limiting factor, that is, if all the unit'sALSE cannot be gathered into the cubbyhole knownas the ALSE shop, then a t least standardize the storagesystem. Have wall lockers that are limited to ALSE andensure that storage guidelines (detailed in your standing operating procedure) are followed.Education is a big factor. Instruct the crewmembersin the proper storage of ALSE and the hazards andconsequences of improper storage. Have the unit safetyofficer, platoon leaders and platoon sergeants spotcheck crewmembers for proper storage techniques.The bottom line is that ALSE is personal surviv lequipment, and must be cared for as if it would saveyour life ...The above article was submitted by CW2Charles L. Gibson, chief, USAREUR ALSE Program.

CONSOLIDATED GLOSSARY-Page 2820 u s RMY VI TION DIGEST


23/48

Adventure/Survival TrainingThe Aviation Division, U.S. Army Electronic Proving Ground, Ft. Huachuca, AZ, has just finished itsfirst annual survival training exercise. Involved in theexercise were 2 UH 1 H helicopters and 21 people; 2 captains, 2 aviation warrant officers, 1 GS-12, 2 E-7s, 6E-6s, 5 E-5s, 2 E-4s, 1 E-3. Prior to the actual exercise,classes were given to all personnel on first aid, escapeand evasion, use of the PRC-90 survival radio, aircraftrescue procedures, land navigation, Arizona state fishand game laws and survival equipment and its use. Allparticipants fired the emergency flares for familiarization and were shown how to use the day/night marinesmoke/flare.The training area was in the rugged mountainous terrain of the White Mountains in northcentral Arizonaand had an abundance of natural resources. Daytemperatures were in the 60s, night temperatures dropped to the low 20s and teens. Base camp was set upat Big Lake, which is about 30 miles west of Alpine,AZ.Those attending were organized into 4 groups andwere dropped off by UH-1 about 20 nautical milessouth of the base camp. Each group had one SRU-211Psurvival vest and an individual survival kit. Each individual was issued one emergency food packet and twocans of emergency water. The groups had 3 days and2 nights to travel from the dropoff point to the basecamp. They were to use, to the best of their ability, thereSO\lrces at their disposal, relying on the emergencyrations only when necessary. Groups were instructedto stop early enough in the evenings to be able to usethe survival equipment for snares, fishing and buildingshelters. Each group received four practical exercisesin contacting the rescue aircraft and directing it totheir location through use of the PRC .90, the emergency mirror, flares and marker panels. Each group madeseveral successful contacts during the exercises,Overall, the survival training was highly successful.The major objectives were met, familiarizing peoplewith the hardships of a survival situation and with thecontents and use of the survival kits, Many valuablelessons were learned. Some groups concentrated toomuch on rapid movement, resulting in several minorfoot injuries, which could be disasterous in an actualemergency, 1\vo people were evacuated from the field,one for a sprained ankle and the other for severeallergic reaction. Crosscountry navigation is very i f ~ficult with aviation maps as all groups learned. A

M Y 1983

careful study of the situation and proper route selection were a must. Due to the short duration of the exercise, the full value of having individual survival skillswasn't recognized by many individuals. n extendedexercise, understanding that an actual survival situation could last weeks or much longer, would reinforcethe need for those skills.All in all, the training and experience received wereexcellent. Those attending learned how demanding asurvival situation could be and how to handle the hardships while tired, hungry and isolated. Though not easytraining, it could save a life someday. This article wassubmitted by SSG James Allen, USAEPG ALSENCO.Canned Survival Water Expired?

Inquiries from the field indicate that case lots ofwater, canned, survival, NSN 8960-00-916-4201, are being received with expiration dates on the cartons.Disregard these expiration dates; they are used atdepot level to keep stock flowing properly.Continue to use the slap test on the water cans.This test is still vaHd. f you feel that canned water 5or more years old needs further testing, take a sampleto your post veterinarian or bacteriological lab for confirmation. But remember, do a slap test first and keepa record of the lot number.Thanks to Norm Harris at Natick Labs for settlingthis question. This article submitted by Jim Angelos,TSARCOM, St. Louis.Suspended Issue ItemsThe medical materiel listed below has been suspended from issue due to noncompliance with specifications,

NSN NOMENCLATUREMANUFACTURE

CONTRACT/LOT NO.6540-01-099 2321 Frame, Spectacle, Norton Co.Bayonet Temples, 42 by OLA 120-81-C-465752 eye 20 bridge All lotsU.S. Army Medical Materiel Activity, Ft. Detrick,MD, will confirm this information in DA SB 8-75series.

f you have a question about personal equipment orrescue survival gear write PEARL DARCOM ATTN: DRCPOALSE 4300 Goodfellow B/vd. St. Louis MO 63120 or callAUTOVON 6933307 or ommercial 314-263-3307.

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24/48

VIEWS FROM RE DERSEditor:I agree wholeheartedly with MAJ Robert P. Fallis' letter concerning aviationbranch status (January 1983 Aviation Digest . I, as a first lieutenant, hope to beamong the first to attend an Army Aviation Advance Course at Ft. Rucker. Asdid MAJ Fallis, I offer two additional possible designs for consideration as a branchinsignia.

AH-1 facing thewearer s heartover crossedrotorblades.

Editor:My idea is to combine all aviation abbreviations and terms in one dictionary.I understand some monthly publicationscontain this information. Some aviationterms differ from those in a regular dictionary. Combining all this informationin one book would, I feel, allow thosesoldiers and civilian personnel who arenot familiar with aviation terminologythe opportunity to have a ready accessto aviation abbreviations, definitionsand terminology.

Editor:

i SP4 Carol A. SeymourFlight Operations CoordinatorFt. Drum, NY

The November 1982 issue of the Avia-tion Digest contained a listing of allMissouri Army National Guard aviationunits. However, our largest and mostmodern installation was not included inthe listing.Missouri is fortunate to have one offour Aviation Classification Repair Activity Depots in the United States. This

1LT David H. RichardsCH-47 Student, 63d CompanyFt. Rucker, AL

A variation ofthe old Army irCorps brass.

ultramodern facility performs intermediate and depot level aircraftmaintenance, component repair/overhaul and AIMI-DX supply functions tosupport Army National Guard aircraftfrom 14 states in mid-America.Please include this listing in a futureissue of your fine magazine:MISSOURI AVCRAD1502 Lester Jones AvenueSpringfield Regional AirportSpringfield, MO 65802Comm: 417) 862-0738AV: 581-1292

COL Willard L. BeanState Army Aviation OfficerMOARNG The A viation Digest has carriedlistings of Army Aviation NationalGuard units in Dlinois, Iowa, Kentucky,Minnesota, New York, Pennsylvania,South Caro lina, Texas and Wisconsin.Also, a list of Reserve units, by state,is available. The Digest will be happyto publish listings of other NationalGuard units not previously printed.

Editor:I request your assistance in identifying the author of the attached masterpiece, Because I Fly. I have askedmany of my fellow aviators here at Ft.Lewis the name of the author withnegative results. I think aviatorsworldwide relate very closely to what theauthor is saying. I would only like togive credit to its fine author and learnsomething about him.

BECAUSE I FLYI laugh more than other men,I look up and see

more than they.I know how clouds feel,what it's like to have

the blue in my lap,to look down on birds,to feel the freedom in

a thing called a stick.Who but I can slice between

God's billowed legs,and feel them laugh andcrash with His every step.Who else but I have seen

the unclaimed peaks,the rainbow's secret,the real reason birds sing.

BECAUSE I FLYI ENVY NO MAN ON EARTH.

CPT Garry P. McN'ieshCDR, 243d Avn Co (ASHFREIGHT TRAINSFt. Lewis, W A

Editor's Note: f anyone knows theauthor of Because I Fly pleasewrite Editor, Aviation Digest, P.O.Drawer P, Ft. Rucker, AL 36362. Wewill share the information in print.

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

U.S. RMY VI TION DIGEST


25/48

Mr HovEr. hink just reMeMberedwha:t f o r ~ o t to doo

ATC ConferenceM RE THAN 35 Army air traffic control com-manders and representatives gathered at Ft. Rit-chie, MD, from 25 through 29 April for the 7thSignal Command Air Traffic Control Conference.The conferees took a hard look at all aspects of7th Signal Command's air traffic controlthroughout the continental United States, Alaskaand Panama.During a joint combat support and fixed airtraffic control session, the major topics weretraining, personnel and doctrine.Among some of the topics addressed byLieutenant Colonel Charles Brockway, chief ofthe Combat Support Branch, were issues ofcross training of fixed and tactical controllers,and ATC support of annual training.Representatives from 7th Signal Command'sPersonnel and Administrat ion Office and Depart-ment of the Army MILPERCEN representativesjoined in discussions about personnel, including

MAY 1983

critical military occupational specialty and of-ficer distribution plan support plans, and the war-rant officer technician/aviator status.A Fixed and ATC Combat Support Workshopbrought up additional topics such as logistics,ATC training proficiency and training support tothe National Guard. These key ATC personnelalso planned and scheduled major field trainingexercises.

According to Colonel Paul F Burke, com-mander of the U S Army Air Traffic Control Com-bat Support Activity, the conference served todefine problem areas requiring resolution atvarious levels within the command. The positiveapproach taken by all participants was mostrefreshing, said Colonel Burke.The 7th Signal Command is responsible for airtraffic control at more than 40 Army airfie lds andheliports throughout the country.

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irectorate of Evaluation Standardization PORT TO THE FIEL VI TIONST ND ROII T ONSTS IS THE acronym that will be used todescribe a new program established by the Directorate

of Evaluation and Standardization. It stands for Aviation Standardization and Training Seminar. This newprogram is solely an assistance oriented effort to improve safety, standardization and training in ArmyAviation. Although this new program will not eliminateDES' role as evaluator for the Department of the Army it will significantly expand its mission to one ofassistance and training as well.Since 1979, DES has been conducting AviationCenter Training Analysis and Assistance Team visitsto Active Army and Reserve Component Aviation unitsworldwide. The ACTAAT was established to meet therequirements of the TRADOC directed Branch Training Team Program. Its primary mission was toestablish and maintain a meaningful productivedialogue between TRADOC schools and field unitsand to collect data pertaining to the effectiveness oftraining at TRADOC institutions.Through the ACTAAT visits, Aviation units had anopportunity to provide input into Aviation trainingprograms established at TRADOC schools. This inputwas \ lsect to increase the training effectiveness ofTRADOC courses and enhanced TRADOC's abilityto better serve the training needs of field \,lnits. TheACTAAT also p r o v i ~ e d the U.S. Army Aviation Centerat Ft. Rucker, AL, with a forum for the mutual exchange of doctrinal, combat development, and t r i n ~ing ideas and concepts. This information was used toincrease the effectiveness of Aviation publications,policies and procedures.In addition to the ACTAAT, DES initiated assistancevisits to Reserve Component Army Aviation units in1975. These visits were in the form of IP/SIP seminarsand conducted by DES SIPs and Aviation Centersubject-matter experts. The seminars proved beneficial,enhancing Aviation training and standardization in theReserve Components. The success of the Reserve Comwponent seminars prompted the expansion of the program to Active Army units.The Aviation Standardization and Training Seminarsare designed to combine the ACTAAT with the IP/SIPseminars. This will reduce the frequency of DES visits

to field units, thereby minimizing disruptions of visitedunits' activities while increasing each visit'sproductivity. The ASTS provides the Aviation Centerwith a true Branch Training Team that will be tailoredto meet the needs of the visited unit. It is designed toaccomplish the following goals:

Facilitate n exchange o f nformation between theAviation Center and Aviation unit trainers and commanders which will enhance Army Aviation safety,standardization and training.

Provide requested assistance to field units in Aviation related subjects. Collect feedb ck from field units to upgrade institutional training programs.To accomplish these goals, the ASTS will be conducted in a training assistance format and will drawon assets from throughout the Aviation Center. Thecomposition of the team and the duration of each visitwill depend upon the visited unit's requirements. Atypical ASTS visit to a major Army Aviation installation will normally last 4 to 5 training days and be composed of the following team members:

T,am Chief: Provides an initial inbrief and conducts seminars and discussions with unit commanders., Team Coordinator: Coordinates trainingassistance requirements with the visited unit's point ofcontact, and develops the itinerary and schedule forteam members. SIPs: Conduct training flights, academic classesand provide other assistance as requested. Subject-Matter Experts: Conduct hands-on training, provide classroom instruction, answer questionsand provide other assistance as requested. Instructional System Evaluators: Collect data pertaining to the quality of training at TRADOC schools.The subject-matter expert and SIP requirements willdepend upon the assistance requested by the unit.Possible areas of interest that may be requested include:

Flight Training Conducted in fixed or rotary wingaircraft and may cover areas such as night vision goggles, tactics or instrument flight. Instruction willmally be oriented toward unit IPs and SIPs. Academic Instruction Oriented toward any individual in the command and may be in the form of

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question and answer periods or formal instructionalperiods. Training may cover any Aviation related subject requested by the unit. Possible subject areas mightinclude:o Performance planningo IFR and VFR flight planningo Aerodynamicso Instructor pilot fundamentalso Aviation regulations Le., AR 95-1)o Aircrew training manualso Test flight procedureso Threat briefingo Courtesy ATM and flight records checkso Briefing and demonstration of tactical evalua

tions administered by DES during standardization visits

This list is not intended to be all inclusive. Units willhave an opportunity to request any assistance requiredthrough precoordination with the ASTS coordinator.Assistance requested will be provided if assets areavailable.

The Aviation Standardizat ion and Training Seminarsare intended to be assistance only Team members willot be evaluators but will act as trainers and instruc

tors in their respective areas. A report on the unit willnot be written and gradeslips will not be issued fortraining flights unless requested by the unit. Trainingfeedback in the form of questions that cannot beanswered during the ASTS will be researched at the

aleSingle EngineirspeedAircraftC-12AU-21AT-42AU8FU-38

A NEW TERM to Army aviators used in theutility and surveillance airplane ATM, and which isdue to appear in the forthcoming change to AR 95-1,is Vsse. t stands for safe single engine airspeed anddenotes an airspeed used during fixed wing multiengine training below which an instructor shall not intentionally cut an engine.

The use of this airspeed is an industry concept andmost manufacturers of civil aircraft are including thisnew number in civil aircraft operators manuals. Thenumber is selected by the manufacturer based on hisown data (not an FAA computation) and is publishedto support the theory that little can happen to the crew

MAY 1983

Aviation Center and answers forwarded directly to theunit for its information. An internal DES after actionreport will be written and used only to improve futureASTS visits. The after-action report will contain onlyadministrative and logistical comments concerning thetrip and will not be forwarded to any otherorganization.

Implementation of the ASTS is scheduled to beginnext month at Ft. Campbell, KY. The availability offunds and assets will dictate the frequency of futureAviation Standardization and Training Seminars. Current plans call for ASTS visits to installations with major Aviation assets every 36 months. Ideally, that visitwill be conducted about 6 months prior to the unit sAviation Resources Management Survey.

The ASTS is a new approach toward the Directorateof Evaluation and Standardization s role in Aviationtraining and standardization. Although DES will stillconduct evaluation visits for the Department of the Army, its mission will be expanded to include that of atrue Branch Training Team for Army Aviation. It willaid in bridging the communication gap between fieldunits and TRADOC installations. Its success dependsupon coordination prior to the team s arrival and anunderstanding of its functions and goals. Any questions or requests concerning the ASTS may be madeby calling AUTQVON 558 469112501 or writing DES,ATTN: ATZQ-ES-E, Ft. Rucker, AL 36362.

GrQ,s Wt. ConflgurIJtlon Vs Vmc 5 VSS812,500 Ibs flaps up 99 84 6 1049,0001bs l ~ p s down 75 9 4.5 955,1001bs flaps up 80 76 4 847,1001bs flaps UP 85 65 4.3 904,9901bs flaps up 88 4.4 93

in the {yay of control difficulty if the airplane is alwaysabove Vmc or Vs during dynamic engine cuts requiredduring training.

Adoption of this speed (Vsse) by Army Aviation. shOUld provide a reasonable margin against the occurrence of unintentional stalls or spins when instructorsperform intentional dynamic engine cuts during training. This minimum speed will be published in Armyaircraft operators manuals (dash lOs) as they are revised. In the interim, if Vsse is not listed in your dash10, it will be computed by Using the greater of Vs orVmc plus 5 percent. The above chart is an exampleof Vsse computation.

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ommandSelectionsHeadquarters, MILPERCEN, announced the namesof officers selected for lieutenant colonel-level command assignments in fiscal year 1984. The followingaviators have been named to command battalions andsquadrons throughout the Army:Charles M. BurkeChristopher D. alhoonFrank L. arsonEdward D Chandler*Kenneth J. GingrasDavid H. Hicks*Charles R. HugginsKenneth R McGintyDean H. NicholsBilly H. Pearson*Palmer J. Penny IIIJames M. PulliamSamuel C. RainesDavid L. RicheyJohnny M. RiggsEverette L. Roper J r:Barry H. SemonTheodore T. Sendak*Peter S. ShockleyImmanuel C. Sieving III*

Alfred G. Snelgrove*Kief S. Tackaberry*Samuel S. Thompson IIIDonald L. TrentWilliam R. Vincent Jr.Michael W. AckermanJames E. Dooley III*Richard E. Ferguson*Ronnie B Gipson*Orville B Smidt*Paul K Tanguay*Thomas E. Bruns*Guy E. ChamplinStuart W. GeraldRondle L. NelsonJohn A. Otis*Thomas M. SchwartzEdward J. ShannonJulian A. Sullivan Jr:

*These officers have been selected to command aviation-related battalions and squadrons.

DA Pamphlets forOfficer Specialty CodesIn April 1982, a series of DA pamphlets was published which describe the specialty codes for commission

ed officers. The series is numbered DA Pamphlet600-3-11 through 600-3-97. There is a pamphlet for 35of the 36 officer specialty codes.The pamphlets are designed to be used by careermanagers, trainers, instructors, field commanders andindividual soldiers for recruiting, professional develop-

ment and counseling. They describe the duties officersperform in each specialty and the types of training offered at service schools.The pamphlets also discuss career progression andlist the types of assignments that officers can expectto receive. Each pamphlet is illustrated with colorphotographs of officers performing typical duties intheir specialties.In May and June 1982, the pamphlets weredistributed worldwide to all Active Army units, ReserveComponent headquarters, the U.S. Military Academy,all Rare regional headquarters, the Branch ImmaterialOfficer Candidate Course and MILPERCEN.Additional copies of the pamphlets can be orderedthrough local AG publications channels by specialty;e.g., the pamphlet for Infantry Specialty Code 11 canbe ordered as DA PAM 600-3-11.For more information concerning the pamphlets,contact MILPERCEN, DAPC-OPA-C, AUTOVON221-0250.

CAS3 Mandatory For All Captainsin Year Group 1976 and LaterAll captains, who are in year groups 1976 or later,will be required to attend the Combined Arms and Services Staff School at Ft. Leavenworth, KS. The CAS3course provides formal schooling for brigade, divisionaland installation level staf f positions. t consists of twophases: Phase I consists of 120 hours of nonresidentinstruction ending with a 6-hour qualifying exam;Phase II is the 9-week resident course at Ft.Leavenwotth.Selection for attendance to the resident course isbased upon the officer s date of availability, thenumber of seats available and the followingprerequisites:

year group 76, 77 or 78, have between 6 and 9 years AFCS, be an advanced course graduate, successfully complete Phase I and pass qualifying examination.CONSOLIDATED GLOSSARY Page 28

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Twelve months prior to the start date of CAS3(classes are currently held in January, April, July andOctober) officers are selected by their professionaldevelopment officer. A letter of notification is forwarded to the officer at this time and Phase I packets willbe forwarded by Ft. Leavenworth within 4 to 8 weeksof notification. It is important that all eligible officerskeep files updated with a current address to expeditethe Phase I mailout.

Officers may attend CAS3 either TDY en route totheir next duty assignment or attend TDY and returnto currently assigned unit. Officers who want to attendCAS3TDY and return must obtain formal commandapproval. TDY and return is DA funded and must becoordinated with the officer s professional developmentofficer.

All officers in year group 1976 to 1978 who will haveavailability dates between April 1983 and April 1984should contact their professional development officerto discuss CAS3 programing.

Schedule for CAS3 fiscal year 1984:84 1 3 October 1983-9 December 198384-2 5 January 1984-9 March 198484-3 15 March 1984-18 May 198484-4 24 May 1984-27 July 198484-5 2 August 1984-5 Octo ber 1984Command and General taff College(N onresident)

Since the number of officers who can attend the resident course is limited, not everyone is going to beselected. Officers who are not selected by the 12th yearof active federal commissioned service should enrollin the nonresident course. Recent lieutenant colonelselection board statistics indicate the importance selection boards place on CGSC completion. This courseprovides an alternate method to resident course attendance for attaining Command and General Staff College credit. Nonresident course graduates remain eligible for resident course selection within the constraintsof resident course eligibility criteria.

Criteria for Enrollment. Personnel eligible for enrollment in both USAR school and correspondence courseoptions are as follows:

A commissioned officer of any component of theArmy.

MAY 983

Demonstrated potential for assignment to highlevel staff positions. Completed a minimum of 8 years commissionedservice as of enrollment date (Active Army only). Received credit for an officer advanced coursebefore enrollment date (concurrent enrollment in

an OAC and the nonresident course is notauthorized) . Not completed 18 years commissioned service as

of enrollment date. Not completed or received credit for the CGSOCourse resulting in the award of a diploma.Waivers. The Commandant CGSC, is authorized to

grant waivers in exceptional cases. Requests for waiverwith complete justifica tion will be forwarded throughenrollment channels to the Commandant USACGSC,ATTN: ATZLSWE-TM, Ft. Leavenworth, KS 66027.

Description of the Course. The nonresident course parallels the professionaldevelopment curriculum of the Command and

General Staff Officer Course taught at Ft.Leavenworth.

The nonresident course can be completed underthe following programs by:

(1) Completing correspondence subcourse.(2) Attending instruction presented by a

USAR school.(3) A combination of (1) and (2).(4) A diploma from the CGSC awardedfollowing satisfactory completion under

any of the above programs.Application Procedures Officers interested in ap

plying for any option for nonresident CGSC completion should request an Application Enrollment Packetfrom the Commandant USACGSC, ATTN: ATZLSWE-TM, Ft. Leavenworth, KS 66027. Command andGeneral Staff College credit and award of militaryeducation level 4 is not given for completion of thenonresident program of other services. The curriculaof the other services intermediate level staff collegenonresident programs are not considered suitablesubstitutes for the training Army officers receive ineither the resident or nonresident Command andGeneral Staff College Program.

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C O N S O L I D T E D G L O S S R Y

AAF Army airfield IMC instrument meteorological conditionsAAMAA Army Aviation Mission Area Analysis IP instructor pilotAAPART annual aviator proficiency and readiness IPD interpupillary distancetest JTA Joint Table of AllowanceACTAAT Aviation Center Training and Analysis LED light emitting diodeTeam

AASPR Army Aviation Systems Program Review MFP modified faceplateAFCS active federal commissioned service MHz megahertz

AG Adjutant General MILPERCEN Military Personnel CenterAIMI-DX aviation intensive management i tems- mm millimeter

direct exchange MOARNG Missouri Army National GuardALSE aviation life support equipment MOS military occupational specialty

ANVIS aviation night vision imaging system NBC nuclear, biological and chemicalAR Army regulation NCO noncommissioned o fficer

ARTEP Army Training and Evaluation Program NOE nap-of-the-earthASTS Aviation Standardization and Training NOTAM notice to airmenSeminar NSN national stock numberATC air traffic control NVG night vision gogglesATM aircrew training manual NT night trainingAVCRAD Aviation Classification Repair Acivity OAC officer advanced courseDepot OT operational testAVIM aviation intermediate maintenance PAM pamphletAVN aviation ROTC Reserve Officers Training CorpsAVUM aviation unit maintenance SIP standardization instructor pilotAWC aviation warran t officer SSC-NCR Soldier Support Center-National CapitalCAS Combined Arms and Services Staff RegionSchool TAC tacticalCG center of gravity TB technical bulletinCGSC Command and General Staff College TC training circularCGSO Command and General Staff Officer TOY temporary dutyCOMM CARDS communication cards TOW tube-launched, optically-tracked,DA Department of the Army wire-guidedDARCOM Development and Readiness Command TM technical manualDC direct current TRADOC Training and Doctrine CommandDES Directorate of Evaluation and TRANSCOM Transportation CommandStandardization TROAA TRADOC Review of Army Aviation010 Directorate of Industrial Operations TSARCOM U.S. Army Troop Support and AviationDOD Department of Defense Materiel Readiness CommandDT development testing TV televisionERADCOM U.S. Army Electronics Research and USAARL US. Army Aeromedical ResearchDevelopment Command LaboratoryESSS External Stores Support System USAAVNDTA US. Army Aviation Development TestFAA Federal Aviation Administration Activity

FAC forward air controller USAATCA-ASO U.S. Army Air Traffic Control Activity-FIB flight information bulletin Aeronautical Services Office

FLIP flight information publication USAEPG US. Army Electronic Proving GroundsFM field manual USAF U.S. Air ForceFM frequency modulated USAR US.

Army Aviation Digest - May 1983

Documents

Transcript of Army Aviation Digest - May 1983