Army Aviation Digest - Apr 1985

8/12/2019 Army Aviation Digest - Apr 1985

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WE THERINTELLIGENCE

ELECTRON ICSRESE RCHDEVELOPM ENT


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45

S t ~ m d l a n j i z c t i c ) n Too

ivilian Educc JIticml iI ' lUQI""'l hl 'l Course Advanced

...... ' FlelldlnQ; 1985


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Major General Ellis D ParkerChief, Army Aviation Branch

The U H6 Instructor Pilot Course

RIOR TO October 1984, UH-60 Black Hawkaviators with the preferred experience level in the aircraft were not available for training in the numbersnecessary to fill the Army's requirements for instructorpilots (IPs).Aviators qualified as instructor pilot in other rotarywing aircraft were selected to attend the UH-60 AviatorQualification Course and to be trained as instructorpilots. Unfortunately, the majority of their training wasdevoted to initial aircraft qualification, leaving inadequate time to develop the proficiency demanded of aninstructor pilot. Only 3.5 flight hours and 4 days of the21.5 hours and 24 days allocated to the course wereused for IP training.Because of the high experience level of the aviatorswho return from field ass ignments and the need to provide career progression for the young aviator, a complete revision of the UH-60 Instructor Pilot Course wasinitiated and implemented. Flight and academic training became solely devoted to developing the proficiency and indepth knowledge of systems and proceduresrequired of newly qualified instructor pilots.The new UH-60 Instructor Pilot Course consists offlight and academic instruction in theory of flight, instructor fundamentals, aircrew training, regulations,safety, aircraft systems, malfunction analysiS, methodsof instruction for contact maneuvers, dual and singleengine operations, and emergency procedures.

struction training from the left seaflight hours are used for the enevaluation.In addition to the previouslyacademic subject areas, the daily bat the flight line have dedicated aboment procedures and 3 hours to tacommon pre-mission or in-flight econflict areas.The prerequisites for attendancstructor Pilot Course are: Active Army or Reserve Compoor warrant officer rotary wing avity Code 15 or 71 (with additional smilitary occupational specialty 100AArmy civil ians must have a Federal Ation certified flight instructor ratin Assigned to a unit equipped w Recommended by the commapotential to perform instructor pilo Accrued a minimum of 500 houfirst pilot, of which 250 hours are in Possess a current Army rotaqualification and flight physical, nexpire during the course. Possess a SECRET security c Have in possession personntraining records, Department of the759 , and Standard Form 88. Successfully completed areadiness test within the previous 6


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ER DCOMI is indeed with a great deal ofpleasure that I introduce a series tobe publ ished over the coming monthsdealing with Electronics Researchand Development Command(ERADCOM) contributions to ArmyAviation.

ERADCOM s laboratories andactivities touch on every facet ofmodern Aviation operation. Fromweather effects determination, aerial

Providing thritical Com

surveillance, target acquisition and electronic warfare systems tocontrol radars, integrated helmet systems and night vision deviceis responsible for numerous electronic airborne systems that wilcombat aviator to gain, and maintain, a critical edge in his operatbattlef ield. The proliferation of electronic technology across all sthe battlefield demands that we succeed in providing you the moreliable and usable systems possible.

ERADCOM itself is only 7 years old this year. However, it desSignal Corps Radio Laboratories which began operations on 23 Fpresent-day Ft. Monmouth, NJ. Concurrently, one of the older Arorganizations existing today got its start with six Curtiss JN4-D Jfirst research, development, test and evaluation (RDTE) project flconcerned direction finding by radio. This Aviation organization iFlight Test Activity (EFTA). EFTA continues to support the Army community as the primary Army Materiel Command Aviat ion RDTresponsible for airborne electronic system testing at the breadbo


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AtmosphericSciencesLaboratory:WeatherIntelligenceEnhancesCapabilitiesLieutenant Colonel Martin S

ERADCOM Aviation OfficeNAEC Lakehurst, NJ

andCaptain Greg KaufmanPlans and Training Office

NAEC Lakehurst, NJ

ToD Y S COM BAT commandeground or in the air, is intensely intereswhich will provide him a critical, decisi


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u s. ARMY ELECTRONICS RESEA

IPROJECT MANAGERlEWADELPHI, MD

IPROJECT MANAGER

NVDFORT BELVOIR, VA

ATMOSPHERIC SCIENCESLABORATORYWH ITE SAN os, N M

IOFFICE OF THADELP

PRODUCT MANAGERMICNSFORT MONMOUTH, NJ

COMBAT SURACQSTN LAFORT MON

NIGHT VISIONELECTROOPTICS LABORATORYFORT BELVOIR, VASIGNALS WARFA

VHFS WAR

ELECTRONIC WARFARELABORATORYFORT MONMOUTH, NJ

OFC. OF MISSILEELECTRONIC WARFAREWHITE SANDS, NM

ERADCOM is a major subordinate commandof Army Materiel Command. It consists of sevenlaboratories, a research facility , two activities,and three project/program managers spreadover four states (figure 1). Research anddevelopment are conducted within a broad

COUNTERMEASCOUNTER

FIGU

Atmospheric Sciences Lis headquartered at WhiNM. ASL is the Army's osolely to conducting reseconditions and obscurArmy weapons design a


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1CISPOWRIGHTPATIERSON

AFB , OH

ELEC . TECH DEVICESLABORATORY

FORT MONMOUTH , NJ

HARRY DIAMOND LABORATORYADELPHI , MD

TECHNICAL SUPPORT ACTIVITYFORT MON MOUTH , NJ

FLIGHT TEST ACTIVITYLAKEHURST , NJ

system which will take raw weather data andforecasts and produce information usable by thecommander and his staff. Selected examples areprecipitation estimation chemical hazard prediction and the effects weather would have onweapon systems and tactics.

FIGURE 2 Surface meteorologMeasured, Observed or F

Air TemperatureDew Point Temperatu reDaily Mean TemperatureGround Temperature

Wind DirectionWind SpeedWind Direction VariabilityWind Gust SpeedPressure

Visib i litySlant Range VisibilityPrecipitation Type

PrecC

CloInvSt

RouEl

Sign

CalculatedWind Chill TemperatRelative Humidity

Absolute HumiditAltimeter SettingPressure AltitudeDensity Altitude

Pasquill Stability Cate

FIGURE 3: TWI topicNuclear and Chemical Pr

Smoke ProgramsMission Oriented Protective Posture

Effects on Weapons andAviation Programs

a vested interest in all of the aretwo of the topics will be pursuand weapons and tactics effecASL to date has program

planning charts from chapter 7the AH-1 S Cobra (PROD). By


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.FIGUREext : omCle::n - (Data f O ~ ~ e b r i z e d PPCce I staclarrival . c 1mb a e

S availabl nde.)

FIGURE : Extract ofmessage by type of equipment

MESSAGES BY UNIT TYPE ~ * * * * * * *MEGH INF N w/TANK CO ~ * * * * * * * * * * * * * ****' PERSONN L ***',


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configuration of the equi.pment is two piecestotaling 13 pounds. However, the final conf iguration is programed to. be one piece. This equipmentalso has the capability to operate at night, unlikemost of the present-day equipment performingthe same function. Perhaps most impo.rtantly,

h o w e v e r ~ to the tactical unit comm.ander is thefact that it does not require a trained weather

items, such as the TWI soaircraft performance planor in the near future 12 toothers, but they are still dHowever, to adequateconcepts of use, input ispotential user in the fieldbenefit from this equipme


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Employing the LightHelicopter Family in combatgenerated the question of howmany crewmembers areneeded for each aircraft. Somesay one will be sufficient,others contend that there mustbe more than one. However,both sides mustkeep in minthat mission accomplishmentis paramount.

BOW MANYCREWMEM EFORT ELBX

THERE IS a storm brewingin Army Aviation that is almostas oJd as Aviat ion i tself . The controversy is centered around thenumberof crewmembers necessary to operate an aircraft to ensure mission accomplishment.From the Army's perspective,it involves how many crew-

members are required to manthe proposed Light HelicopterFamily LHX) of the 1990s. Thisdebate has narrowed quickly to

solution iscomplicatedtion. The Aiaviators whodual crewmecraft wilJ extages rangino(eyes outsiproviding afeeling toaviators will pof the F-4 andposing view


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Some of the artists' concepts of the Light Helicopter Family tha

text of mission. Where othersdebate philosophies that reflectsuch beliefs as air-to-air beingbetter suited for single pilot aircraft, some advocate the air-toground arena as being best servedby two seated ai rcraft.In the Army community it isevident that the Air Force andNavy analogies do not apply intheir entirety. In the environmentof 500 knot airspeeds, high gravity turns and fighting from thesurface to an altitude limited onlyby the aircraft's performance,the jet aviator has ample room toexercise his aircraft and himself.H s speeds are not conducive torecovering from mistakes, buth s maneuver room is proportionate to his achieved velocities:Fighting space which is missiondependent and is exemplified bythe greater maneuver space afforded an F-15 on an intercept over

Multiple missions and cockpittasks differentiate between thedemands placed on the LHX pilotand those of the fast movers.When the Air Force F-111 (twocrewmembers) or Navy A-6 (threecrewmembers) are involved ineither automatic or manual terrainfollowing flight, the pilot remains on the fl ight controlsmonitoring the outside environment, navigation cues, etc.,while the copilot or missionspecialist controls mission management equipment. This wouldnot be the case in a single pi lotLHX and unlike the Army aviator,they do not have the option tostop or go under.

The Army aviator's maneuverspace is from the surface to 150feet, and is commensurate withhis ai rcraft's performance andhis service's doctrine. He maystray above this alti tude, but he

the quescommunto fly an acrewmemmission rcraft venOthers inthe singlemanpoweing availground care concetechnoloaircraft antrainingassociatvanced teDespitsued, misis paramsions reqing perfoned withWith theprovide


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ast. They are not intended to endorse any concept that might be used by the United Stat

piloting and navigational dutieswith attempts to acquire fix andki II a target and chaos may bethe norm. Necessities such asauto hover will provide l ittlerelief to an aviator whose handsare literally full.LHX simulation has verifiedwhat commonsense had concluded: As the number of tasksincrease the aviator in a singlecrewmember configuration ap-proaches task saturation whichultimately results in incidents ofoverload. I n the scout/attack ver-sion these incidents occur during the most critical segments ofthe mission-t imes of reconnaissance and acquiring tracking and killing the target. Onemethod for substantially reducing the workload is to share thetasks between two crewmembers. The other alternativeis to substitute the second

systematically provide the magnitude of sensory inputs to theaviator in some logical sequencean average human being candigest, then maybe the mandoes not need to be there.As absurd as that proposalmay be viewed consider that thepilot of an LHX will not be peering out of his cockpit with hisnaked eye in times of darknessand limited visibi lity. Instead hewi II be aided by a myriad of optics cameras and electronic imagery. These are tools whichcharacterize a sophisticatedremotely piloted vehicle RPV);equipment which would affordan RPV to perform scout/attackmissions while being piloted at asafe distance by an operatorsubmerged in his electronics; anoperator who could occupy therear of a conventional helicopteror some other vehicle. Unques

or if the readnap-of-the-emission usingles or PiloSystem, the trtechnology mapparent: Chnot be insurmmay well beaircraft thatoperational1990s.So the ctroversy is noArmy s counalthough thesions cockpenvironmenferences. It iswill remain adecisionmakthe crew sizeWhat is imLHX will eveninventory and


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Major P) David G. HofstetterTACTRADOC AirLand Forces Application Agency

Langley Air Force Base, VA

JOINTATTACK OFTH

SE OND ECHELONThis article is the second in a series that was introduce

month in ALFA Agency by LTC James B. McKenzie Jr. TheForces Appl icat ion Agency was created in 1975with a mis

manage activities of the Tactical Air Command - Training anCommand team efforts toward development of improved d

associated with the future AirLand Battle s success

ABOUT 5 YEARS ago, the evolving aspects of theAirLand BattIe doctrine and the continuing refmement ofthe fluid characteristics of the modern battlefield identifiedenemy second echelon or follow-on forces as targets of particular interest to both the air and land component commanders. The necessity to successfully engage these targetsresulted in a program knownas the Joint Attack of the Second Echelon or J-SAK with theoverall objective being to divert,disrupt, delay and destroy theenemy's capability for continuous operations by alteringthe momentum of his effort.Success in this objective will provide time and space for commanders

elements to identify, plan and enemy second echelon targets.coordination and interface whichemphasis on the use of the exSystem and Army Air Ground Sand planthe

in scwin

jo50-Com


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tlefield coordination element to ensure coordinationo bat-tlefield air interdiction with the ground scheme o maneuver.This document will be used by the Anny and Air Force asgeneral operating procedures for conducting joint trainingand operations involving the attack o enemy second echelonforces. It is also applicable to U.S. Readiness Commandforces during training exercises and contingency operations.The third component o the J-SAK program is the JointService Agreement or JSA which was signed by GeneralGabriel Air Force Chief o Staff on 20 November 1984and General Wickham Army Chief o Staff on 28November 1984. This agreement incorporates the key pro-visions o the J-SAK oncept and Procedures pamphlets into an authoritative document that promulgates agreed uponjoint doctrine between the Departments o the Army and AirForce. It provides guidelines for incorporating the doctrinalstatements into Army and Air Force manuals publications

program is but one o many being mTRADOC AirLand FOrces Applicnumber o others being Joint AppliJoint Rear Battle Joint Tactical DDesignation Procedures loint SuppDefenses and so forth. Although mForces Application Agency all otinuously involve applicable Army andworldwide throughout the developmexecution cycles.

Editor s Note: Watch future isscoverage of ALF A pro

AVIATORS, PHONCaptail lArt Heffelfu.s. Army ~ s e r v e Person

St. Louis MOAVIATION is the newest brancombat arms, and the Army ReBranch implementation is in fulactions have been completedfielding of an Aviation Off icer s Ain both U.S. Army Reserve srespondence versions In additiComponent s resident course).Aviation Branch at the Army haCenter (ARPERCEN), st. Louis,mally accessionlng Reserve coficer aviators. Specifically Rholding Specialty Code 15 or 71through 05 are eligible to join AvInvitations have been mailed tooffice r aviators of the individual


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PEARL SPersonal Equipment nd Rescue/survival Lowdovv

enny Salhus photo by Steve Dougharty

Marking Discrepancy-Povidone-Iodine Ointment,10 PercentThe following is a reprint of a U.S. Army MedicalMateriel Activity message dated 281922Z February

1985.This agency has been advised that the followingmedical materiel is incorrectly marked. Activitiesshould perform a 100-percent inspection.NSN NOMENCLATU R MANUFACTURER

Activities should oblitera6274) on the intermediateremark with correct Lot NDefense Personnel SuppD850 181 DQ as authority.suitable for issue and use.Materiel is a componentassemblages:6545-00-925-3950, MES G6545-00-955-1880, MES H6545-00-982-3739, MES H

6545-00-925-2700, MES G6545-00-925-2800, MES G6545-00-919-5800, MEDIC6545-00-543-6730, MED E6545-00-999-6451, MES F6545-00-116-4035, MES M6545-00-116-4036, MES M6545-00-079-7146, MES M6545-00-110-5546, MES A6545-00-931-4850, MEDI6545-01-120-2632, SURVRequest you pass this inforchannels to medical staff secsupported activities.USAMMA will confirm t

8 7 5 series.Point of contact is U.S. Ativity, ATTN: SGMMA-OCSuspension System for AAN/PVS-5 Night Vision GoI refer you to the PEARLwhich is about the same subj


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Disposition Instructions For Medical MaterielThe following is a reprint of U.S. Army MedicalMateriel Activity message dated 211920Z January 1985.Activities will dispose of the medical materiel listedbelow lAW AR 40-61, para 3-46, up AR 735-11, para2-10, as unsuitable for issue and use.

NSN NOMENCLATURE MANUFACTURERCONTRACT/LOT NUMBER6540-01-096-4496 Frame spectacle Norton Co. DLA

comfort cable 120-81-C-5170 all lotstemples 42 by 52eye 20 bridge

REASON: High failure rate.Request you pass this information through commandchannels to medical staff sections, supply officers andsupported activities.USAMMA will confi rm this information in DA SB8-7 5 series.SPH 4 Helmet Repair

PEARL has received many calls from Aviation lifesupport equipment technicians regarding difficulty infinding national stock numbers for some repair partsfor the SPH-4 helmet. One item in particular is the earcup inset cushion, NSN 8475-00-122-6660 (see figure 1,item 1 . This item does not appear in the'original versionof the SPH-4 Helmet Manual, TM 10-8415-206-13,dated April 1972. It does appear in Change 3, dated 12April 1978 , on page 3 of the change. This is found in Appendix C under the heading of OrganizationalMaintenance Repair Parts List which supersedes theoriginal version.This is a perfect example of the importance of maintaining not only your equipment but also yourmaintenance manuals and the changes to thosemanuals. f you are not receiving your changes, thencheck with your publications clerk to ensure the properpaperwork has been completed for you to receivechanges.

PEARL thanks those of you whcourages you to continue to bring lems to our attention.Aviation Survival Schools

We are in the process ofcompilinof Aviation schools. f you or youschool filling the requirements beCPT Greta Weaver, AMCPO-A693-1218 or Commercial 314-263-1possible convenience or not laterYou may also write to me c/o PEALSE, 4300 Goodfellow Boulev63120-1798.

SCHOOL REQUIRE Ongoing school (training),thing. Open to all Active Army, ANational Guard.

Billeting and mess facilities (restaurants nearby) for perscourse. Program of instruction (submfor inclusion into a catalog of

We hope this effort will providethat really need it, the capability fsurvival training available.Availability /Dist ribution of AppeQuality Control Depot Serviceabi

The Defense Personnel Supportcess of updating Appendix M, TBHistorically, the U.S. Army Med(USAMMA) has been the distribution. Responsibility for distributiohas been transferred to The AdjutAll activities/units requiring this pumediately submit their requiremenForm 12-34 C-4, page 3. This form


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ostpilot error accidents are the result ofcrewmembers willfully disregarding rulesand established safe operating procedures.Identifhigh rlsaVlat

inbehavSEADY improvementin flying machines hasdramatically reduced thenumber of accidents caused bymateriel failure and defects inhardware. Unfortunately, farless progress has been madein understanding andcontrolling the human factorin aviation accidents.Historically, human errorhas been a cause inapproximately 80 percent ofall Army aircraft mishaps. Alack of self-discipline is by farthe single largest cause of thepilot error accidents thataccount for most of thesehuman error mishaps. t is thegroup of aviators who exhibitthis lack of self-discipline who

SOPs, TCs, ATM proceduresand other establishedprocedures or prudent airdiscipline.The term aviator is notlimited to those crewmembersaboard an aircraft. t alsoincludes other rated aviatorssuch as commanders,operations officers, platoonand section leaders andmaintenance officers.High-risk aviationpersonnel are the people theVice Chief of Staff of theArmy VCSA), GeneralMaxwell R. Thurman, wastalking about in a ThurmanSends message, DTG151325Z Mar 84. The VCSAconcludes, Commanders at

concerneones whoprepare arisk missdone . Thhave devpattern ithem to runnecesviolate pthe Hueyunauthorover a batelephoncables.The winose andand sevedrive shaantitorquaircraft s


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pilot crewchief and twopassengers sustained majorinjuries during the crash, andthe aircraft was destroyed.The 35-year-old pilot hadmore than 3000 rotary winghours, with more than 1 600hours in the UH-IH. Sincebeing assigned to the unit, hehad acquired a reputation forliking to fly at lov altitudes,which he often did althoughnot required by the mission.He had been reported for lowlevel flying followingmaintenance test flights, andat one time was accused ofchasing wild turkeys on theground.When the unit commander

similar breaches of discipline,he was unaware that during aprevious assignment thissame aviator had beengrounded for a month, andrestricted to copilot duties foran additional 3 months, forunauthorized low-level flightduring a field trainingexercise. He was alleged tohave buzzed a vehicle, causingit to run off the road.The unit standardization IPwas aware of the pilot's lowlevel flying duringmaintenance test flights andhe had informed the unitcommander of the allegations.The aviati'on safety officerwas aware of the pilot's low

low-level flyunit. The increported waisolated instas an indicachronic disrflight discipother personWhen thequestioned daccident invthe incidenthe acknowlea range road

We were flythe truck rabecause thewere too lowangry aboutDuring th


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passengers were enjoying thescenery and looking at ayacht moored in the bay whenthe aircraft struck the wire atapproximately 100 feet abovethe water s surface.This is the undisciplinedaviator the Army wants toget out of the cockpitHad there been a trackingsystem in place, theinformation regarding hispast high-risk behavior wouldhave been in the records whenhe arrived in the new unit.When additional instances ofunauthorized low-level flyingwere reported to the unitcommander, and he becameaware of the fact that othersdid not want to fly with thispilot, then in all likelihood hewould have taken actionstronger than a verbalcounseling.If this aviator had beenidentified and tracked earlier,and corrective action taken,he might h ~ v changed hispattern of deliberatelyviolating flight discipline andthis accident may have beenprevented.Indications are that he musthave been a technicallyproficient pilot-the action hetook after the crash sequencebegan was correct andfortunately, although theaircraft was destroyed, no onewas killed. The problem thatmade him a high-risk aviator,and eventually removed himfrom flight status, was a

commander was in the fieldwith a unit supporting aninfantry platoon. Fivehelicopters were committed topick up troops at first light.They had accomplishedsimilar missions for 3 days,but had canceled on the fourthday because of unfavorableweather.On the morning of the fifthday, the No.1 aircraft, withthe air mission commander aspilot, was moved onto thestrip to provide a reference forformation lineup of the otheraircraft. The ceiling wasestimated to be below 100 feet,and visibility was limited dueto darkness and clouds. Anearby hill which providedthe commander his weatherestimate was in the clouds.Although he knew theweather conditions were lessthan those prescribed forflight under visual flight rulesin AR 95 1 and local commandregulations, the missioncommander decided tocontinue with the form-up ofthe flight, shut down and waitfor more favorable weatherconditions.

t was a common practice inthe unit to operate aircraftunder VFR during taCticaloperations whenenvironmental conditionswere less than mini:mumsprescribed in the regulations.Another aircraft wassuccessfully repositioned tothe strip, although it entered

witnesseswas heardwas seen.crashed oreboundedtwo largeto rest onthree crewkilled.A decisminimumregulationprice tag.commandbehavioran aircraf

hat arerisk aviaDuring4,483 ClaArmy airmishapsfatalities,injuries, 5and morecosts. Ninmishaps more wermishaps


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regulations, operatingprocedures or prudent airdiscipline.Supervisory Error 19percent)-failure ofcommanders and immediatesupervisors to require by-thebook performance by aircrews.By contrast, materiel failurewas responsible for 15 percentof the mishaps.t was the high percentageof accidents in volving lack ofself-discipline and supervisoryerror, revealed by thisanalysis, that prompted highlevel interest in identifyingand tracking high-riskbehavior in aviation

personnel.What can be done?The Aviation Center isdeveloping an identificationand tracking system forAviation BehaviorCharacteristics ABC) and theautomated DA Form 759. ABChave replaced the term highrisk. High-risk aviators will beeliminated.The identification andtracking system is designed toassist the chain of commandby providing a historicalprofile of an individual'sbehavior. This will facilitatethe identification and removalof those individuals who havebeen deemed as high risks.This system will apply to allArmy aircraft systems andthe persons involved in theoperation of such aircraft andsystems.

UCMJ actions, revocation oforders (such as pilot incommand, instructor pilot,unit trainer, crew chief,technical inspector, etc.). ARs385-40 and 385-95 will bechanged so that all Class A,B or C aircraft mishaps willrequire a collateralinvestigation. OperationalHazard Reports OHR) wherethe flight crew willingly andknowingly violatesestablished rules orprocedures will also require acollateral investigation.The individual ABC database will store all ABCinformation and will consistof two components: arestricted and an unrestrictedfile. The unrestricted file willbe maintained within theRemarks section of theautomated DA Form 759. DAMILPERCEN will haveaccess to only the informationcontained on the DA Form 759(unrestricted file) and not tothat which is contained in theindividual's restricted ABCfile. Access to the restrictedinformation will be controlledat the 05 LTC) commandlevel. This file will provide theArmy a means of maintainingreprimands, suspensions andother administrative actionstaken to correct inappropriatebehavior that would not resultin a mandatory entry in theunrestricted file. This isextremely important becauseunder the present system

determine theaction. The inhave access tappeal any inplaced in hissame rules wAR 15-6 invesRemoval of ineither data baaccomplishedreason existsinformation sbeen there orThe stiffercoupled withtracking an icomplete entiimportant tosuccess of ArConsideratioby the ODCSthe developmcommander'ssimilar to tharater's profilean indicator ocommander'sunit's overallThe exact pwill be establand track Avbehavior chabe staffed wiHQDA and aVice Chief ofArmy. They msome aspectsdiscussed in tappears certawho lack thedo what theywill have to celimination fflying profess


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Goal 2,500,000APRIL 1985- 1,550,000cash and pledges

~ r y _ ~ v iatioTLUSEUM

This is series about the Army Aviation Museum Foundation funddrive. Currently, plans call for building a modern complex to houseyour Army Aviation Museum. Since last month additionaldonations

have been received. However we stil l have ways to go as thebarometerabove shows. f you would l ike to help bui ld the Army

Aviation Museum's new home you are invited to send a taxdeductible contribution to: The Army Aviation Museum Foundation,Box H FL Rucker AL 36362-5000 fyou desire additional information

call Mr. Ed Brown at (205) 598-2508.

A Look at What's In Your MuseumThe C-47 H is the most widely known and used aircraft by aand commercial airlines and has a longer operational lifeany other aircraft. Once nominated by General DEisenhower as one of the four weapons which won WWIIalso served during the Korean and Vietnam conflicts. DVietnam crisis, one C-47 was heavily armed and was affly donned Puff, the .MagicDragon, after a famous song oAlthough originally manufactured as an R4D-5 in 19Navy, it entered service with the U.S. Army on 6 JulyC-47 H to be used for a VI P liaison or cargo aircraft. ThisBird won a trophy at an experimentalaircraft association fly-in held in California for being the oldest antique aircraft that flew the furthest distance toattend the event. In November 1974,the C-47H was transferred from the


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hatdoesUS S Mstand/or?a Unsung student aviators solo and miserableb Unselfish senior aviators serious aboutmarria

c United services against secret acronym maked None o he above.


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USASAM is the United StatesArmy School of Aviation Medicine.Although you might not be acquainted with us we are veryfamiliar with many of you. f you areassociated in any way with ArmyAviation, we have probably examinedyou, instructed you or refreshed youat some time during your career.USASAM was born on 1 October1984 when it officially became abranch school of the Academy ofHealth Sciences (AHS). Prior to thatdate, we were a part of the UnitedStates Army Aeromedical Activity(USAAMA), and we were known asthe Department of Education andTraining. USAAMA continues toexist today, but it no longer has ateaching mission. USASAM hastaken on that role and we have expanded and reorganized the oldUSAAMA Department of Education and Training into USASAM.Our goal is a simple, but demandingone; to provide the U.S. Army Aviation community with the best Aviation medicine and aeromedical training programs possible.The lineage of USASAM datesback to 952 and the creation of amedical Aviation section in the Offlce of the Surgeon General (OTSG).These pioneers were tasked to supervise and coordinate functions of theOTSG relating to Army Aviation, tofurnish technical advice to Department of the Army on medical matters pertaining to Army Aviationand to evaluate and plan foraeromedical evacuation requirements.In 1963, the OTSG Aviation section was redesignated the Department of Aeromedical Education andTraining (DAET) and placed at Ft.

DAET mission was transferred tothe newly formed Health ServicesCommand (HSC) and assigned towhat was then the Ft. RuckerMedical Activity (MEDDAC). Atthat time our designation was changedfrom DAET to USAAMA. Laterthat same year, Ft. Rucker MEDDAC, as a result of USAAMA's incorporation was renamed theUnited States Army Aeromedical

SCHO

surgeonsaviatorsOther redevelopmletters, tAviationseries anpublicatiaeromedAviationing semin


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OFFICEOFDEAN

AEROMEDICALOPERATIONSDIVISIONAEROMEDICALTRAININGDIVISION

MEDICALSUBJECTSBRANCHPHYSIOLOGICALTRAININGBRANCH

USASAM which was originally USAAMA was located inthe old World War hospit l area.

tion Branch, the commander of theUSAAMC, Colonel EIRay Jenkins,felt it important to clarify the mission, roles and responsibilities ofUSAAMA by securing a new namethat clearly identified the institutionas being responsible for Armywideaeromedical training, policy anddoctrine. Therefore, on 7 May 1984he requested that USAAMA beredesignated the United States ArmySchool of Aviation Medicine.

additional title of dean, USASAM,and the executive officer, LieutenantColonel Bill N. Colbert, was appointed assistant dean of the school.A memorandum of agreement wassigned on 14 October 1984 by MajorGeneral William P. Winkler, thecommandant AHS, and ColonelJenkins, which tasked theUSAAMC to provide administrativeand logistical support for USASAMwhile the command and control of

total of six and renovatimillion.) Thsolidate allcentral locchamber wa10 miles awafield), andsparkling nenewest schoeducation fmneeded to bAviation Brfrrmly establNaval Aeroand the U.SAerospace Mpartner in tAviation me

Currently5,800 studenvide in excclassroom iare includedgrams of inAviation Cethe crucial rtraining. Ousent a tremover our fortion to newhave three 1and a uniqueOur physiolonow colloca1984 it condualtitude chameducated 3,0gers and phyman in the flIn additioAviation SchArmy Medicoccupationacourses: theCourse, the A


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Three views of thealtitude chamber:LEFT The lockoperator anobserver and thecrewchief.RIGHT The initialentry rotary wingstudents inside thechamber.FAR RIGHT Themain chamberoperator thenarrator and therecorder.

USASAM photographs by Donna C Wilson

Underwater egress training inbeing done at the Naval Stais being considered for inclSchool of Aviation edicin


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tion to provide the optimum supportfor Army Aviation.As for the future, it has been saidthat tomorrow is not meant for thosewho are content with today. We atthe School of Aviation Medicinecould not agree more. Although wehave progressed dramatically duringthe past few years, much remainsundone.Recent events in Grenada highlighteda need for some type of underwateregress training for helicopter aircrews. We have been tasked by theAviation consultant to the SurgeonGeneral to explore the feasibility ofincluding underwater egress trainingin the initial entry aviator course.(The Navy presently trains only ourflight surgeon and flight medicstudents in Pensacola, FL.) We arealso trying to upgrade our spatialdisorientation training by acquiringa vertigon or vertifuge cockpit toreplace our outdated Barany chairwhich we use to induce the coriolis il-lusion. Our physiological trainingbranch has been given the goahead for the establishment of ahyperbaric dive chamber) capabilityand, pending funding decisions,should be operational in that capacity before 1986. We also envision anexpansion of our recent participation in the Aviation Standardizationand Training Seminar Team and anticipate an increase in exportabletraining. The OTSG has also taskedus to expand the specialty (residency)training in aerospace medicine by anadditional year to 3 years. Beginningin July 1986, six aviation medicineresidents per year will come toUSASAM after their year at acivilian school of public health andanother year at the USAF School of

FY 85 TRAININGU.S. ARMY SCHOOL OF AVIATION MFixed Wing Multiengine Course 143U21 Instructor Pilot Course 176OV1 Aircraft Qualification Course 154OV1 Instructor Pilot Course 52Initial Entry Rotary Wing 1200Officer/Warrant Officer CourseCH47 Aircraft Qual ification Course 84AH1 S Instructor Pilot Course 36Rotary Wing Qualification Course 16Aviation PreCommand Course 60OH58 Instructor Pilot Course 82) 60OH58 Aeroscout Night MOlUH1 Night Instrument/Night VisionGoggles MOl 24Enlisted Aerial Observer Course 56Aviation Officer Advanced Course 128Aviation Officer Basic Course 140Rotary Wing Refresher Course 416UH lnstructor Pilot Course 78UH lnstructor Pilot Course 78Local MOl)Aviation Warrant Officer Advanced 40CourseFlight Surgeons Course 922Flight Medics Course 426Aviation Safety Course 40

Total Hours 4354Students 5832

Essential AM EDD Aviator Course 1800Currently conducted at AHS,Ft. Sam Houston, TX.)Students 200

munity with the best training andeducation possible. Remember, weare your school and we are here toProviding ttomorrow s c

States Army


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several quarts of oil aboard. In somecases you wouldn't try it, but in some youmight want to try to take off again,which you can't do if you have disabledthe aircraft by tearing off the cowlingand letting the engine become inoperable.

The key to survival is to keep yourhead and to use efficiently the resourcesyou have.Let's make it worse. We've had a hardlanding, and the Huey isn't airworthy.Again, are there fuel leaks? Will theengine run? OK, the engine won't run,and a chin bubble is broken out, and thewind and snow are blowing in.

Plug up the hole, and that fuselage willstill provide a far more efficient shelterthan a makeshift structure.As snow piles around the fuselage(help pile it, if nothing else), it will tend toinsulate the aircraft; ask any Eskimo thatlives in an igloo, or any sled dog.The wind chill factor is your biggestproblem. Stop the wind, stay out of itand it is like adding temperature. In atrue arctic blizzard condition (not indicated in the article) the differencemight be as much as 50 to 70 degrees.Last Christmas at Ft. Campbell, KY,we had temperatures around zero, butwith a stiff breeze the chill factor rangedfrom -40 to -50 degrees. Zero, inside aHuey (or any aircraft) is still zero. But,outside in the wind, using up energy andlosing body heat to build a makeshiftshelter that at best will still have a higherchill factor than you'd face inside a closedaircraft, is counterproductive and mightbe suicidal.

In a survival situation the old line,Do something even if it's wrong hasno place. You must think, and do thebest you can, with what is available.Incidentally, studies and research havebeen done by civilian organizations that

cumstances, a man might make snowshoes or skis out of rotor blades and findhis way back to civilization, but in mostcases I wouldn't recommend it.Truckers who drive the Alcan andsome other remote Canadian routes aretold to follow these general rules ifstranded in blizzard conditions.

Stay with the truck, even if you seelights ahead. It might be a house, but italso might not. Even 500 yards can bedeadly if there's no shelter at the n -and you might not make it.f the engine will run, run it and theheater higher than normal. Only if fuel isvery much a concern or if there's a loss ofoil pressure or overheating is it recommended to even shut a diesel down toolong because it might not restart. Due tothe stacks, carbon monoxide is usuallyno concern.

f the oil pressure is gone, start theengine periodically, even if it throws arod it may still run for awhile and it willkeep you warm. The idea is to use everybit of heat that the engine can provide foras long as it will run.The engine won' t run? Drain fuel andset fire to it, in a bucket or other container. This serves as a beacon of sorts. Aperson can take some of the chill off anda small container with a rag for a wickcan even be used inside the cab i f ventilation is provided. Fuel gone? Torch thespare (in some cases, there are two). Atruck tire makes a tremendous fire, lotsof radiant heat, lots of light and lots ofsmoke.Follow that tire with each of the othertires, one at a time with each being burnedas close to the cab or trac tor as possible.The burn rate can be adjusted by throwing snow on the fire. I've never heard ofany trucker who burned all his tires, butthere are still the seats and perhaps the

The point ofarctic or winter sualways be ge rcircumstances.

A person doe(probably fictioAviation cadet told, In case oland with the gelost power over hisdid a wheels up runway.Always thinkferent situationcould or shouldmost effective. Banyone tell you yly execute step Deliminated steps

Editor:I have just coclebyCW4MaYou Mean I'mBranch?I could not dWrinn. I'm not be in, the Aviattarred and feathover let me explWhat I get froWrinn has been statements I betfor Armor, Infaeven Artillery. Ation in nature buin different braI started myCavalry, then Aand at present IMy collar says wsay aviator; myCavalry, InfaTRADOC instr


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Directorate of Evaluation Standardization

R PORT TO THE FIELD ST

tandardizationToo Much or Too Little?

BEFORE ATTEMPTING to answer this questionwe need to know what is meant by standardization. Onedefinition is: The condition to which a standard hasbeen achieved or effectively applied.That statement sums up standardization quite well. Itis easy to understand, easy to remember, but one mustremember that standardization can be far more complicated than such a simple definition would indicate.Check with your installation or area Aviation Standardization Committee whose mission itis to supervise andcoordinate the command implementation for the U.S.Army Aviation Standardization Program and see howmany will agree on just what standardization is and howmuch is enough.The question is often asked, Is standardization, infact, desirable? Maybe it would be best to considerwhat you are about to say before trying to answer. Inanswering this question we can go to two extremes. Onone hand, we have the nonstandardized aviators who dothings out of habit or in a way they believe to be best. Ofcourse, they read a lot, have observed a lot and have agreat deal of experience. Because of their knowledgeand vast personal experience, they are able to easilyjustify their wayof doing business. To summarize, they

best to have everyone doing tway. While this might sound gquickly to another extreme.could provide aviators withsituation, coupled with procedthey might encounter these achieve standardization in its ly, this is humanly impossiblSo then, if nonstandardiztotal and complete standardizble, how much standardizataviator must acquire and mailevel of proficiency and staallow him her to handle thplanned and emergency eventwhile still permitting missionThese thoughts bring us tocan we acquire the right amUnofficially, we pass infgrapevine : hangar talk, briefs, air crew training manuother Aviation gatherings. Ofdardization committees, chainof communications affectio


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aviator to handle the maximum number of planned andemergency events, while permitting mission accomplishment, then we must answer wholeheartedlyyes, and for some very important reasons which I feelcompelled to mention: When procedures are reasonably standardized, anyaviator in most situations will have at his/her disposalboth the official and peer group consensus of how tobest handle a given situation. These standard procedures can then be used for both an initial response andlater as a general guide on how to best solve the problem. Because of the peculiarities of the situation, anaviator may choose to follow the standard procedure tothe letter, modify it or he may choose to discard it entirely. At the very least, the aviator has been given someguidance to draw upon in making a decision. The achievement of standardized ATM tasks provides the Army aviator the ability to perform theworldwide Army Aviation mission. When changes inassignment occur, the performance of this importantmission continues to be accomplished with a minimumamount of train-up time, as a result of all ATM tasks being uniformly applied. With reasonably standardized proceduresestablished, every aviator knows what to do in most

DES welcomes your inquir ies and requests to focus attentionon an area of major importance. Write to us at: CommanderU.S. rmy viation Center ATTN: ATZQ-ES Ft. Rucker L

planned or emergency events.aviators always worked perfectlystandard procedures would be mknow, occasionally things do go safer when everyone knows the staand can reasonably anticipate whgoing to do.Now, if you are convinced thatstandardization is a good thing toproblem? Why then must we remway is not necessarily the standarshould not be used? Perhaps it is baircraft and assert their indepenability, dedication, fearlessness aoccasional disdain for those whground) find if is against their basto standardization of anything. Hof the Army Aviation Branch wetrait as we demonstrate our capaba member of the combat arms teaSimply put, we need a reasonabization because, other factors beintion can reduce mishaps, save mment, and permit us-personalmany years to come.

36362-5000; or call us at AUTOVON 558Commerc ial 205255-3504. fter dutyHotline AUTOVON 558 6487 or 205 255 64


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L e J.A. OrahoodChief Aviation Plans/Programs Branch

Military Personnel Center

Army Civilian Education Goals and RequirementsAn Army goal is for all commissioned officers to have

a baccalaureate degree and a sufficient number ofselected commissioned officers to have advanceddegrees to fill Army Educational Requirements Board(AERB) requirements. All warrant officers should havean associate degree by their fifteenth year of service, anda sufficient number of selected warrant officers will beeducated to the baccalaureate and master degree levelsto meet AERB requirements.

The fully funded program is a full-time civil schooling program for which the Army pays tuition and feesand authorizes limited reimbursement for textbooksand supplies. The individual draws full pay andallowances and is authorized a permanent change of station to attend school. Current fully funded programs include the following: Advanced Degree Schooling - provided to meetspecific DA requirements established by the AERB.Disciplines must support Officer Personnel Management System specialties, and officer must agree to servein an AERB position for 3 years following graduation. Warrant Officer Associate Degree Program - offers warrant officers an opportunity to obtain anassociate degree in a field of study directly related to theirmilitary occupational specialty (MOS). The maximum

select 25 officers for doctorengineering or physical scienc Warrant Officer OfficerAnalysis ORSA) Education. Iinput six warrant officers into OStudy may be at either the bacSelection for these programs iupon a comparative evaluamilitary records, with overridinservice performance record. Mundergraduate knowledge ofOMAT, as appropriate, shopossible.

To apply, submit DA FormDetail as Officer Student at a stitution or at Training With Idetails of how to prepare andOfficer Advanced Course A(OACAA) Program

The OACAA program, throbetween the Aviation Center,the Aviation Officer AssMILPERCEN, provides aviaOAC assignments prior to attetent is to eliminate uncer taintyvolve officers more with longpersonal planning .

Advanced assignments areof each OAC class populatisidered for nominative assignmschooling, Reserve Officers


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U64 Apache FieldingMILPERCEN is filling the new AH-64 battalionsstarting this year. The warrant officer MaS is lOOK theadditional skill identifier (ASI) for pilots is I L, theenlisted MaS is 67R and the ASI for enlisted MaS in the35 and 68 series is Xl. Pilot prerequisites for aviatorqualification course (AQC) are qualification in AH-IS,minimum of 2 years as an aviator and a tour in an aircavalry or attack helicopter unit as well as the normalcurrency required for all other AQC. Enlisted prerequisites for MaS 67R are qualification in a 67 series

MaS for at least 2 years; for MOS 66R, qualification ina 66 series; for ASI XI, qualification in the appropria te35 or 68 series MOS for which the ASI position requires.All personnel selected will incur a 3-year service obligation. To be one of the first members of an Apache unitlet your MILPERCEN assignment officer know.

1985 Army Astronaut Selection BoardThe Army has nominated 32 officers, in grades captain through lieutenant colonel, to the NationalAeronautics and Space Administration (NASA) forpossible selection as astronaut candidates. The Armynominees represent an impressive array of scholastic,scientific and military talent. Their academic disciplinesinclude: aeronautical, aerospace and electrical engineering; biology, microbiology; occupational therapy;chemistry and biochemistry. Eight are physicians. Fifteen are graduates of the U.S. Military Academy. Fifteen are aviators. Eight are graduates of the Naval TestPilot School at Patuxent River, MD. Impressive as thenominees credentials are, there is no guarantee that anyof them will be among the 8 to 12 new astronauts NASAselects in 1985.

For the 1985 Army Astronaut Selection Board, applications were received from Active Army members,Army National Guard members, Army Reservists,enlisted, warrant officers and commissioned officers.The 32 nominees include one Army National Guardmember, one Army Reserve member and two females.The nominees are:LTC John O. Benson MAJ (P) Joseph L BergantzCPT Courtland E. Bivens CPT (P) Merrill S. Blackman

CPT (P) Richard L Vincent MAJ RoMAJ James S. Voss LTC Th

MAJ (P

To apply you need at least an ufrom an accredited college in engina biologieal or a physical science.a mission specialist position, you aperience in your qualifying degreeplicant, you must have at least 1,0mand time for high performanc3,000 pounds thrust per engine).pilot time helps for either positionote that even though our nominAviation and medicine, they are alfor the mission specialist s categomainly for their engineering and sApplicants must be able to pass a NII flight physical (for pilots anrespectively). NASA s flight physArmy s but NASA allows no meastronauts.


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TheviationdvancedNon-commissioned

Officerourse

Master Sergeant Ron Hannonu s Army Aviation Logistics School

Fort Eustis, VA

TH o s ARMY Sergeaemy, Ft. Bliss, TX, has assumponency for all advanced noncficer courses (ANCOC). Thiseducation of all senior noncommNCOs), and standardize commfor all NCOs, regardless of thement field.

This course emphasizes lmunications skills, training mative writing and other selectedskills. It assures field commandNCOs are being trained by the Apetent trainers, thus adding creeducation system.In addition to the common co2-week Aviation track that teasenior NCO Aviation managemetroduces the Aviation NCO intoas a production control NCO, toon sergeant or shop platoon seof items being taught to the AAviation maintenance conceptspower and equipment authorizaand control procedures andreporting.

During the introductory phasMajor Academy ANCOC comnoted that many NCOs would bprove their reading comprehensspeed reading or related readinattendance at ANCOC. Becauseamount of reading required by thcore, it is advisable for any NCOANCOC to go to the Education Con the basics.


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TheOMOne Tough PropositionAs a means of str iking deep into the enemy'srear area and destroyi ng NATO nuclear

Mr. EdwThre

Directorate of CU S Army

Fort

Combined arms exercise~. . / ~

systems, the Soviets have formed operationalmaneuver groups (OMG). The most signific ntthreat to the OMG, however, is the attack helicopter.

OFF NSIV OPERATIONS encompassed in aSoviet theatre of military operations include thestrategic mission of defeating and destroying enemyfield forces and capturing vital territory. The Soviet offensive would be characterized by a high rate of advancethat, over a period of several weeks, would approximate50 kilometers per day. f a nuclear conflict were beingwaged, a higher rate of advance would be expected.When confront ing a well-defended enemy, the Sovietswill attempt to drive to the enemy s rear area, wheneverpossible, by bypassing his major force concentrations.They will attempt to avoid a costly, time-consumingbattle of attrition and will try to crumble the enemy sdefensive framework by quickly penetrating through tohis rear area.

weapons against the OMOs in westeimity of Soviet forces to NATO trthe nukes will produce unacceptabtroops . The swift action of Soviet is mandated by the necessity to pwar. Soviet military doctrine strEurope must be won quickly. Thetained warfare will, they feel, lstrategic nuclear engagement. Morsustained war would severely unbloc from within. The Soviets havcerned about unenthusiastic suppmembers in the event of a war. In aSoviets would have to continuashoulders.


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(:/ I

FRONT LEV Could be multi Committed onconflict. Penetrate up tokilometers. Missions: Desreserves captuand airfields. Link-up with aiheliborne or aiFEB T0UT8RAK

TheOAfGpressure seeks to cripple the command and controlsystems and deny NATO the time to seize the initiativeby restricting their options. Key objectives will includethe destruction of as many NATO nuclear systems aspossible.Helicopters in Command and ControlThe Soviets feel that OMOs and raiding groups require considerable air support and much of that air support must be provided by their helicopters. At tack andassault helicopters could provide a rapid reactioncapability to allow the commander to respond appropriately to the ever-changing situation. They wouldbe used to take advantage of a break in NATO s defense

helicopters in the air elementsions, supplement artillery fithe assault would be tanks, alaunch rocket systems and enand on the ground. The impsupport to the formationreorganization of the Soviettion assets are decentralized ground forces. The reestabliallows the formation commassigned helicopters more ef

ir Defense o the OMG


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Afghanistan where the heavily armed Mi-24 Hind (with1,100 kilograms of armor plate) has often been broughtdown by small arms gunfire.

Besides the array of small arms weapons, especiallythe automatic weapons mounted in their vehicles, theSoviets feature a mobile suite of organic air defensesystems at division level. They provide a comprehensiveoverlapping of engagement envelopes to reduce the effectiveness of NATO air attacks. All divisions have theSA-7/14, ZSU-23-4, SA-9/13, and SA-6/11 or SA SoThe SA-S's ability to operate autonomously, as opposedto the SA-6 which relies on off-carriage battery acquisition and fire control radars, is better suited for OMGtype operations. The SA-S transporter erector launcher(TEL) is amphibious while the SA-6 TEL is a nonam-phibious tracked vehicle. On the other hand, the SA-Sis able to travel at higher speeds on the road and, combined with its amphibious capabilities, is especially wellsuited for pursuit or exploitation operations.Air Threat to OMThe Soviets probably anticipate that enemy aviationwill place high priority on attacking their OMG. Leadvehicles would be targeted to help create obstructionsfor the subsequent vehicles, resulting in a concentrationof targets for follow-on attacks. This type of problemfor the Soviet OMGs is intensified by the presence ofhelicopters equipped with antitank guided missiles(ATGMs). The lethality of ATGMs and the standoffadvantage of their employment greatly aggravates theobstruction problem, disrupting and possibly slowingthe OMG's intended time schedule. Any delay to theOMG buys valuable reaction time for NATO forces.The Soviets know that their ability to detect and defendagainst attack helicopters while on the offensive is muchless than while in a defensive posture. Nap-of-the-earthflying techniques and the constantly changing terrainpatterns while moving forward greatly degrade the abilityof the Soviets' visual and radar surveillance systems toprovide timely warnings. The br ief exposure of the attacking helicopters gives Soviet air defense systems lit

Air defense then is the Achillpreclude a successful OMG operaair cover and air support are at hantective support will have to bhelicopters. Today, everyone is awthe Soviet fleet of attack helicopterare having on Soviet tactics and docemphasis was on the type of aerialprovide a good volume of fire suHind) and had some staying powcraft, however, are helicopter verclose air support (CAS) aircraft, btype ordnance delivery. The helicoare more responsive than the fast mly coordinated and integrated intoand can lay firepower support closThe Soviets emphasize their (helicoty to operate despite bad weather,CAS aircraft are grounded. MoreSoviet a ttack helicopters can dilutNATO attack helicopters operatinthus mitigating that air defense Aimportant because, according to CInternational Defense Review artiSoviets report that . . . each N TOable to destroy three or four tanksplete an averageo ive sorties.The antihelicopter requirementty for the Soviet attack helicopterdeep attack is to be successful.helicopter could eliminate more ttank battalion by itself, no sustainstrike could be effected. Major Gleading Soviet helicopter theorrecognized this problem when he t

fighter helicopters for destroyhelicopters. He envisions a helicpose design, possibly a one-man heswift and maneuverable with an opthat includes cannon and ATGMsweapons, the most significant thr


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TheONlpriority over those attacking on supporting or minoraxes or meeting light opposition. Their concept of centralized control ensures flexibility and promoteseconomy. That flexibility is aided in timeliness as wellbecause the higher echelons have the responsibility ofresupplying their subordinates. t is common to skip anechelon (i.e., an Army-level transport may deliverdirectly to a regiment). The Soviets contend this technique reduces the transport traf fic flow on roads whichotherwise might restrict mobility.

Advancing forces are always ready to exploit civilianfuel resources and captured military supplies. Sovietfuel engineers have special pumps and adapters for thatpurpose. The OMG would have begun the operationsubstantially well stocked with logistical augmentation.Logistical want should not be a limiting factor duringthe early days of the OMG s advance. Furthermore, theSoviets claim that, in their experience from World WarII, forces conducting a rapid exploitation tend to consume fewer of their supplies than those fighting throughorganized defenses.Servicing the OMG Helicopters

The Soviets have a fleet of fuel service trucks fullycapable of refueling aircraft in forward areas as well ason hard surfaced areas . A good example is the TZ-30fuel service truck. This vehicle, with a 30 OOO-liter L)capacity, is uniquely configured to give it offroadmobility. The four-axle tractor and two-axle semitrailertruck have all wheels, including those on the semitrailer,as driving wheels. t is the largest fuel transporter withoffroad mobility. The independent pumping systemprovides 2,OOO-L/minute fuel flow using two hoses dur-

Troops loading in the early morning fo r an air assault operation

ing pressurized refueling andhoses during open refueling.designed specifically for aTZA-7.5-500A. This vehicle can be tranported by the AMi-26 Halo.

The newest and largest SovA TZ-60-8685. t mounts adesigned for high-speed refucraft. Unlike the TZ-30, howmobility vehicle and normalused at improved airfields caThe Soviets will use a forwpoint FARP}-type process toThese vehicles could constiturently have the drawback oftwo helicopters (TZ-30(TZA-7.5-500A) at a timevehicles, the Mi-6 or Mi-26tanker. The Soviets also hailiary power units that could temporary refueling sites.) Wfuel, all Soviet jet engines cansonic applications, provided the air fuel ratio.

Generally, maintenanceavailable at these FARPs. Tassets are found at Army andment allows the military plmaintenance effort in criticajective is to situate repair eqpossible, with priority of mthat can be repaired onsite.


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Help FortheInstrument Flight ExaminerCourse CandidateTo prepare you for battle for the "Dark Sidell

CW4 Lawrence L. SnyderAviation Training Brigade

8th Aviation Training BattalionFort Rucker, AL

GREAT DEAL has been said about theRotary Wing Instrument Flight Examiner Course(RWIFEC). It's difficult, they don't train you,""hardest course in Army Aviation," etc., are someof the kinder comments heard. As in any honestobservation, there lies a thread of truth to all theaforementioned comments; the RWIFEC is a difficult courseRWIFEC is designed to graduate highly proficient instrument pilots as instrument flight examiners (IFEs). There is no scheduled syllabustime available to train or refresh students in instrument flight tasks. In the past the requiredtraining was accomplished in the unit by theassigned IFE. However, current training constraints and incompatible unit missions have

illus

caused many students tolittle or no preparation. Thpreparation are an excessiror stories at the club.In an attempt to help prodidates, a study guide is noed conscientiously, will bcourse attendance. Workconjunction with a comprplication session with youan edge never before avaYou can receive this pubCommander 8th Aviationtention: Company B Ft. Ruby c lling AUTOVON 558-t ions concerning this answered.Reference to the articleInstrument Examiner" in thof Aviation Digest will giveinto the function of theavailable by writing to: EP.O. Drawer P Ft. Rucker, ing AUTOVON 558-3619.


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a r t I of this article, The Battleground, last month introCombat Mission Simulator (CMS) geographical gaming area ttact ical design. Technically, the terrain is modeled in 1 kilomecalled area blocks. The processing capacity of the visual coproportioned differently among the various area block types alevel of detail the area blocks need. As an example, nap-of-thearea blocks are allocated three times the average processing non-NOE area blocks half the average processing capacity.

Tactically, the 32 by 40 kilometer battleground is divided inarea and a tactical gaming area. The tactical gaming area suppacross valleys and atop rolling high ground and plateaus. Thewithin the tactical gaming area to elevated battle positions whengages a high fidelity threat array at extended range. The reatask is complemented by a 1 50,000 scale topographic map ofbattleground. Copies of last month's article are available by wviation Digest P.O. Drawer P Ft. Rucker, AL 36362-5000, or bAUTOVON 558-6680.


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Part II The pacheT HE AH-64 APACHE helicopter aerodynamic computer model is to date the most

advanced aerodynamic modelused in any Army aircraftsimulator. The simulation includesall onboard avionics, aircraft survivability and navigation equipment of the Apache helicopter.Major components of the TargetAcquisition Designation System,Pilot's Night Vision System and In-tegrated Helmet and DisplaySighting System subsystems ofthe Apache helicopter are used inthe simulator. These Apache subsystems and their displays alongwith a three display out-thewindow visual system in each of

two trainee stations of the CMSrepresent the most sophisticatedsuite of visual displays ever integrated into a training simulator.Because CMS is a combat training device, f idelity of the Apacheweapon systems simulation iscrit ical to the prog ram. TheHELLFIRE missile, the primaryhelicopter weapon system and thekey to its survival, has received unparalleled attention by the Government and contractor developmentteam. With the same emphasisthat is placed on aerodynamicmodeling to achieve the realism ofaircraft flight through simulation,the world s first high fidelityH ELLFIR missile model has been

developedassure a posifrom the simreal world, thFIRE missilethe identicafects and ecritical demtraining.To accompone entire comto run the Hmodel. The mof-view, scaautofly progBias programlags, accelecoefficientmand accura

~ _ : _ I _ . . . . : ; . : _ . i i S ::: ~ 64- eMS

(


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outwillof lasing tooof range or outside the remote

r l o ( : : i r n " ' ~ T / " ' 1 " H l I l n n n l A / and over con-

RealWorld Training Problemsand eMS SolutionsHELLFIRE missile is pro

n e l l C C I D t E ~ r is froman altitude that not permitthe missile to clear the terrainforward of and below theThe

to ensureterrain clearance launchand to avoid missile imbelow the of the maskterrain.

crew firsthanto selet

m crews wbetterdecisiontions thlaser O lMisssc

I " \ \ H ~ I " 1 ' I , \ I nquire theFor this lau nch imum anmissiledemonsresults.In sumissileclimand do am ss eGunnersand accfeedbacCMSwill perfoThe AeSystemThe


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I

The video display unit VOU) ispilot s vertical instrument panel.displaying the video from either tcopilot/gunner selected sensorsof the integrated helmet and dispsystem. This permits the pilot to simultaneous display of the pilosystem N VS) video on the helmedevice and copilot/gunner video the event of pilot helmet device u


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U S rmy Information Systems Command

Te CTIONLINFly Neighborly Program andInstallation Compatible Use Zones

Mr Thomas J Callahan Jru.s. Army Air Traffic Control Activity

Aeronautical Services OfficeCameron Station Alexandria VA

RMY REGULATION 95 1 states that Army aviatorswill participate in fly neighborly/noise abatement programs.Noise abatement is not just an objective of Army Aviation, itcan affect the entire mission capability of an Army installation. The Noise Control Act of 1972 and Quiet Communit iesAct of 1978 state that:

Federal agencies shall, to the fullest extent consistentwith their authority under federal laws administered bythem, carry out the programs within their control insuch a manner as to promote an environment for allAmericans free from noise that jeopardizes their healthand welfare.The Department of the Army's goal is to control noise pro

duced by Army activities to protect the health and welfare ofits members and the public, within, adjacent to and surrounding Army installations. One of the objectives in meeting thisgoal is to achieve noise abatement through modern land-useplanning. The Army policy on land-use planning is implemented by the installation compatible use zones (lCUZ)program.

The ICUZ program is designed to prevent degradation ofthe installation's mission due to political controversy andlitigation over noise impacts, while at the same time protectingthe health and safety of the local community.

The ICUZ study process is an analysis made of the noisegenerated by Army activities; i.e., artillery, explosives, vehi

the Installation's Master Plan, which isdocuments which presents in graphicform the present composition of the infor its orderly and comprehensive devevarious missions in the most efficient aduring a period of 20 years.

The ICUZ study process also fulfills under the Noise Control Act of 1972. Tof the Army for Installations, LogManagement directed in February 198plete its obligations under the Noise Co1987.

The minimum ICUZ process involvsteps and fulfills the Army 's obligatio Preparing noise zone maps. Identifying existing or potential inco Preparing a draft report identifying Reviewing by Installation Planning Major Army command/Departmreview of proposed solutions. Providing official report to the pub Implementing action plan. Updat ing and reviewing.

The Fly Neighborly Program is Armtion to the ICUZ process. Its goal is redcreated by Army aircraft. Noise abatemethrough pilot technique and technologtion to reduce the acoustical signaturpilot's understanding of Fly Neighborlstudy groups' analysis by allowing cassessment of the noise generated by afor completion of the ICUZ analyinstallation.


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Army Aviation Digest - Apr 1985

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