Army Aviation Digest - Aug 1965

8/12/2019 Army Aviation Digest - Aug 1965

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UNITE

DIRECTOR OF ARMY AVIATION ACSFORDEPARTMENT OF THE ARMYCol George P Seneff Jr.

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COMMANDANT U S ARMY AVIATION SCHOOLMaj Gen John J. Tolson II I

ASST COMDT U S ARMY AVIATION SCHOOLCol George W. Putnam Jr.

EDITORIAL STAFFCapt Frank A. MarianoFred M. MontgomeryRichard K TierneyWilliam H SmithDiana G. Williams

GRAPHIC ART SUPPORTH G. l innH A. PickelD. l. CrowleyA. lofe

USABAAR EDUCATION AND LITERATURE DIVPierce l. Wigg inWilliam E. Carte rTed KontosCha rles Mabius

RMY VITION1GESJAUGUST 965 VOLUME II NUMBERLettersEagle Flight, Capt John N. TragesserCase Against AntihistaminesImproved Aerial Visual Observation,

Capt Henry L. QuisenberryAn Effective Air Line of Communications,

Capt Richard E. ReaderDecision, Capt Darrel NelsinInto the Trees by the Book, Capt Burton A. BlantonNow It s MUSTAngel Named Huey, Lt A. J. Scaran , USMCArmy Pilot Rescues LIFE PhotographerSimulation, Maj Paul F. AndersonDoubleheader Airmobile Operations Vietnam,WO Bruce P. MauldinCountering a Viet Cong Ambush, William H. SmithSearch ing Made EasyAre You Confused? Maj Howard (Rip) CollinsDiet, Ted KontosT entage, Richard K. TierneyCrash Sense

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1013161721262227303334414446

1st Caval ry Division A irmob ile)Ch anneled Approach

Inside Back CoverBack Cover

Th e mI SSIon of the U. S. AR MY AVIATION DIGEST is to pr ov ide in fo rmation of an operationfu nc ti onal na tu re conce rn ing sa fety and ai rcraft acc ide nt prevent ion, training, maintenance, operaresearch and development , avia tion medicine, and oth er rela ted dat a.Th e DIGEST is an official Department of the Arm y periodical published monthly und er th e sup erof the Commandant, U. S. Army Aviation School. ie ws exp ressed herein. are not necessarily thoDepa rtm en t of the Army or th e U. S. Army Aviation School. Ph otos are U. S. Arm y unl ess othespec ified . Material may be reprinted pro vided credit is given to the DIGEST and to the author, uoth erwise ind icat ed.Art icles, photos, and i tems of int erest on Army Aviation are invited. Direct communication auized to: Ed i tor inChief U.s. Army A viation Digest Fort Rucker Alabama.Use of funds for print ing this pubHcation has been approved by Headquarters, Department oArm y, 29 December 1964.Active Army units receive distribution und er the pinpoint distribution system as outlined in AR 320 March 62 , and DA Circula r 31057, 14 March 63 . Comple te DA Form 124 and send directly toAG Publications Center, 2800 Eastern Boulevard, Baltimore, Md . 21220. For any change in distribrequirements, merely initiate a revised DA Form 12.4.National ' Guard and Army Reserve units submit requirements through their state adjutants generaU. S. Army Corps commanders respectively.F or th ose not eli gib le for official distribution or who desire personal copies of the DIGEST , paidsc riptions , 4.50 domes tic and 5.50 overseas, are ava i lable from the Sup erintend ent of Document, U

Government Printing Office, Washington, D. C., 20402.


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Sir:In the past two months, we at Naval Station,Roosevelt Roads, Puerto Rico, have received a copyof your excellent publication because of the generosity of our Army neighbors at Fort Brook, San

Juan, P. R.The mission of the rotor-heads here at Roosevelt Roads is far more like the Army's use of helicopters than that of the Navy, and all of the heli

copter pilots here 9) have read your digest withgreat interest anq find the articles informative andhelpful. .

f possible, we would appreciate inclusion onyour distribution list for four copies each monthand I can assure you that they will receive thewidest local distribution. Thank you again for anextremely intereHing, informative, and timely digest.

LCDR C. J. JABURGU. S. Naval StationFPO New York 09551

Thanks for the kudos You re on for four untilyour official distribution beginsSir:

Some of the new UH-l aircraft received in the17th Air Cavalry of the 11 th Air Assault Divisionmount the new AN / ARC-51 BX UHF radio. Theseradios have a 20 p r ~ s t channel capability. It ispossible to switch between the manual and thepreset frequency with speed and ease. It seems likean excellent system, and has proved quite useful.

After some research and discussion we came upwith several practical frequencies which meet mostVFR/IFR requirements. They are listed below inconvenient sequence.

These, we have mimeographed on 3 x 5 file cardsand mounted in a conspicuous place in each aircraft, where it serves as both a reference to the preset channels, and a reminder for forgetful aviators.AUGUST 1965

Sir:

EmergencyAFTwrAFGndAF MetroLcl FreqArmy TwrArmy GndLeI FreqLcl FreqLeI Freq

E

243.0236.6275.8344.6241.0229.4

EmergencyCiv TwrCiv GndVFR FSSIFR FSSLeI FreqLeI FreqLcl Freq

243.0257.8348.6255.4272.7

Navy Twr 340.2Navy Gnd 336.4

CAPT CHARLES W. ABBEYTrp C (Air), 3d Sqdn, 17th Cav11 th Air Assault DivisionFort Benning, Ga. 31905

Ever wondered how far that VHF radio wouldreach? Well most of us have. Remember the formula R = 1.4 vA? Now that will give us a prettygood idea. Let's see now, my altitude is 3,000 feetabove that VOR station, the square root of 3,000is something like 54.6 or slightly better. Let's multiply 54.6 by 1.4 and we come up with 76.4. Nowwasn't that simple-or was it?

Why confuse yourself with all this when we canget the approximate answer by simply adding 50to 1 percent of the altitude? Now this isn't by thebook but will work pretty well for altitudes between2,000 and 10,000 feet, the altitude most of us wouldbe using.Altitude AboveGround Station2,000 ft3,000 ft4,000 5,000 ft10,000 t

Approximate1 of Altitude + 50 Reception Distance(Statute Miles)20 + 50 7030 + 50 8040 +50 9050 +50 100100 +50 150

CWO ARCHIE A. HARRELLD Trp 3d Sqdn 8th CavAPO N ew York 09028


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E GLE FLIGHTCaptain ohn N Tragesser

HE MONOTONOUS drone of whirling rotorblades is broken by the crackle of the radio,Eagle 6, this is Dragon 36. Two platoons of enemyinfantry at coordinates USC 6246, presently engag-ing and fixing. Landing azimuth 275 0 Over.

This is Eagle 6 Request approved. Eagle ETA2

03 minutes. Out. Within minutes, the Eagle flightwill swoop down upon the routed and disorganizedenemy, annihilate him, then move on in search ofnew prey.What is this Eagle It's an elite, highly mobilecombination of infantry troops and fire support,

U. S ARMY AVIATION DIGEST


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he author proposes an entirely new concept of mobile airfirepower and shock force t be used in conjunction withairmobile operationscapable of finding, fixing, and destroying smallpockets of enemy resistance in the vicinity of airmobile objective areas.

Where do we find the Eagle? Under the newairmobile concept, the infantry battalion commander has the resources to organize the Eagle. Byso doing, he will add depth to his area of operations-by probing, thrusting, continually keeping theenemy on the defensive. He can thrust and parrywithout prior warning, preventing a routed anddisorganized enemy from successfully withdrawingand regrouping. Let s take a closer look at themethod of operation.Because of the specialized nature of this mission,it is recommended that specific units, both aviationand infantry, be selected to train for and performthe Eagle operation. Further, specific platoons within the Assault Helicopter Battalions should bemarried with hand-picked infantry platoons, se-lected primarily for their aggressiveness and skill in

rapid search and clear operations. These infantryplatoons would be operationally lean and mean,armed with light automatic weapons, ammunition,explosives, and necessary equipment to sustain a3 to 4 hour opera tion.Close coordination is essentialbetween the aviation and infan-try units concerned. A thoroughAUGUST 965

detailed briefing should be conducted by the Eagletask force commander (ranking infantry officer) toinclude the following:Sequence of eventsPossible landing zonesRadio frequencies and calibration of radiosPOW collection pointPyrotechnicsEmergency signalsAn Eagle operation has two phases: phase I, thereconnaissance, and phase II, actual commitmentof the Eagle ground force. Phase I, the reconnais

sance, is conducted by one fire team from theAssault Helicopter Battalion s Aerial WeaponsCompany (two armed UH-IBs) . The fire team proceeds to a predetermined area and reconnoiters allsuspected enemy positions and likely avenues ofwithdrawal from airmobile objective areas, usingevery available means to develop targets. Eagle stask force commander, accompanying the fire teamleader aboard his helicopter, is responsible for determining which targets are worthy of commitment.

The main body, consisting of two airlift platoonsand one aerial weapons platoon for en route andlanding zone security, remains on call at a nearbystaging area. f a suitable staging area is not available near the general objective area, the main body


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remains on station over an RP. Once a worthy target is developed, phase II commitment of theEagle begins.

The task force commander makes an estimate ofthe situation, determines the type of assault to beemployed by the Eagle assault force, and relays theattack order to the aviation airlift commander(see illustration). An attack order includes thefollowing:

Enemy situation in the landing zoneInstructions for prestrike (when applicable)Direction of landing and departureLanding assault formationf the target is a vastly superior enemy force, theEagle task force commander calls ready artilleryfire support to soften up the target before commit

ment of his main body. While the main body is enroute to the landing zone, the reconnaissance fireteam uses machinegun and rocket fires to containthe enemy in its present position. Maximum reaction time for the main body is 5 minutes afterthe attack order has been relayed. The Eagleground force should then be assaulting enemypositions.

Once the ground force is deployed, the aerialweapons platoon escorts the airlift platoons to asafe orbit area near the landing zone. At this time,When he wrote this a r t i c l e ~ Capt Tragesse'r was anaerial weapons platoon l e a d e r ~ Company D, 229thAssault Helicopter Bn 11th Air Assault Div, FtBenning Ga.4

~~~ ~~ t" ' " ~ ' < f ~( ~ r t : ~ ~ ~

\ .;J: 1' >~ ~ ~ @~ - - - ; . / l i ; . ~ ~ ? ; ' i . .~ \ . ~ ~ - ? ' f( ~ ( : f. . 't.7.... ( ~J ; . r f ; n ~ v. ~ I I . ' A~ 1. ~ ~ ~ ~ ~: t " " - . () .('..:"&~ ' 1 l i ."" ..,\ :\ ~ ~ ; n l: \ T S~ j , rr ' :' { tI;Eagle assault fo rm ations. Left: Platoon(s)in L formation, left and right (for useagainst objectives having two or moreadjoining sides). Above: Platoon(s) intrail formation. To disseminate attackorder to Eagle ground force, each aircraft commander will monitor the attackorder s relayed to the aviation airliftcommander. Each copilot will have a12 x 12 acetate-covered board on whichhe will sketch the assault formation , direction of attack, enemy situation etc.This is then passed to the cargo compartment to be read by infantry troops.

the aerial weapons platoon reverts to direct controlby the Eagle ground force commander. Since theaerial weapons platoon is capable of providing ac-curate, discreet fires, the ground force commandercan employ the aerial weapons platoon in thefollowing missions:

To neutralize small enemy strongholds, i.e., dugin automatic weapons positions, fortifications, etc.

To provide covering fires as the ground forcesadvance upon their objectives.To contain the enemy in a specific area.

For screening and reconnaissance.Generally, the Eagle neutralizes his objectivewithin 30 minutes and calls in airlift platoons forpickup. Also, the reconnaissance fire team developsother targets and no time is lost between pickupand commitment of another Eagle. Endurance ofthe UR-l helicopter is approximately Y hours onstation. As a result, we can conduct 3 or 4 Eagleoperations without refueling.Eagle tactics will enhance any infantry battalioncommander's mission. The ligh tning surprise andshock keep the enemy off balance and develop newand larger targets which require additional action.Although this mission overlaps that of the aircavalry, the cavalry does not possess the resourcesto fulfill these mission requirements as integralportions of every airmobile assault. By performingthis mission with elements within the infantry taskforce organization, closer coordination and instantaneous reaction will be enhanced on the morefluid battlefronts of the future.

U. S. ARMY AVIATION DIGEST

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T HIS IS THE tale of a test,the ' story of a study whichhas interest for people in generaland important implications forpilots in particular.It shows how the test is conducted to rule out chance; thatwork is constantly being done,} oprotect the pilot; and that com-mand (and the Hight sur ithis case) has good reason fortheir advice. 0You wouldn't take a sleepill before Hying?Most of the antihistamin

beverages) were allowed. Duringthe test they watched a movie, sothey were even thinking aboutthe same things as nearly as possiblelThjrty-three an t ihis taminicdru)?s..and several sedatives were

tested ne of every eight mens en a blank cartridge-asule which looked just likethe ot ers but contained no drug.H(} er, no one knew whether[ ) .; . ... taking a blank, an anti-VZ F@L: : J__ ista , ine,orasedative.t w s found that, in their

....::::.Jabi . t produce drowsiness,/- -------.. ntihistaminics are at leastbetter at making you drow ' jseveral of the sleeping piUs I hisis the surprising outcome f l esconducted specifically to ~ - ' ective, 90 to 130 minutesL : = = ; ; : = ; : ; ; : = = ~ m e d i c a t i o n , as any of themine any hazardous side effewhich the antihistamines mighthave upon aviation personnel.

ge. Thesedative effeets of the drug wereevaluated by making an electroencephalogram, known as anEEG. This is a tracing of the electrical impulses from the brain (asthe more familiar electrocardiogram is a tracing of the electricalimpulses from the heart). Thenormal EEG pattern produced bythe brain when a person is asleepis different from the pattern ofwakefulness.

Such a test as this would not bereliable i one subject had sleptaround the clock while another

sedatives with which they werecompared. Those with the strongest sedative action make youdrowsy most quickly. However,the sleep-inducing capacity of allsedating antihistaminics seemspractically the same.The study proves that many

antihistamines induce drowsinesswhen given in the doses recommended for the relief of allergicconditions. Six of the 33 testedhad no discernible sedative effect.However, this doesn't help much,because those which are usuallyconsidered the best at allergy re

Your Hight surgeon has advisedyou against Hying after takingantihistamines. These relativelynew drugs have rapidly becomealmost as commonly accepted asaspirin in the home medicinecabinet. Widely advertised, purchased without prescription, theyare mistakenly assumed to beharmless. True, they are notknown to lead to physical addiction as many sedatives do, butthey are far from harmless foranyone controlling a dangerouspiece of machinery-especially acomplex, expensive aircraft.

was out until the wee small hours; lief are also best at causing sleepi

To find out just what side ef-fects might result, the Air U niversity School of Aviation Medicine,USAF, Randolph AFB, Texas,conducted an experiment whichwas carefully controlled to eliminate inaccuracies from chance differences or variations in individual responses to the drug.

For the test they selected morethan 3,000 healthy volunteer male

therefore, such differences wereeliminated.All volunteers were basic trainees from the same group, andhad undergone identical trainingschedules. The night before testingthe antihistamines they went tobed at 9 p.m. and all were awakened at the same hour and followed the same routine includinga morning nap before the test.Meals were controlled, and nostimulants (coffee, tea, carbonated

rom the light Surgeon

ness.They are valuable drugs andhave a definite place. But that, place is not in a pilot or aircrew

man who is going to Hy, nor in amaintenance man on duty. Thetime and place for their useshould be determined by the flightsurgeon. Many of these drugs havenames which do not sound at alllike antihistamine, so the bestrule to be guided by is no self-medication.

Case Against AntihistaminesAUGUST 1965 5


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VisualI N ANCIENT times man hadto rely on his eyesight or theeyesight of others to gain supremacy over his fellow man. Through-ou t his tory, he has used everymeans available to improve hisrange of vision. From Biblicaltimes commanders have sought totake the high ground to betterobserve the enemy.Today, however, this high

ground observation has becomeonly one of many methods a commander can use. To help him areunmanned drones, radar, aerialphotography, and aerial visual ob-

mprovederial

bservationaptain Henry L Quisenberry

servation.But the scope of a modern batllefield has become so large thatthe present means of gathering

information will need to be improved i the commander is toaccomplish his mission.Because of the great width anddepth of a nuclear battlefield, thecommander must have a means ofgoing into enemy territory andreporting observations quicklyand accurately. Control of thecurrent situation is then assured,and rapidly developing changescan be coordinated between all

members of the combat arms. fproperly employed, aerial visualobservation will furnish thismeans.Even in the smaller brush firewars aerial visual observation willagain be very valuable. Each newimprovement in this techniquewill increase its value.Aerial observation can be ac-complished from any type of airborne vehicle. To gain maximumFormerly a Mohawk Flight Com-mander Dept of Fixed Wing TngUSAA VNS, Capt Quisenberry isnow serving in Vietnam.



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benefi t however two types of aircraft should be used.The first type would be usedfor observing the forward edge of

the battle area. A light observationhelicopter LOH) is being manufactured by Hughes Tool Company Aircraf t Division. The LOHwill be used in all aviation companies supporting infantry, armored mechanized and airbornedivisions. This vehicle will givethe aerial observer much greatervisibility more room for observation equipment, and better communications facilities. Until theLOR is operational, the 0 1 willcontinue to be the mainstay inaerial reconnaissance missions.

The second type of aircraftneeded is a high performancehigh speed airplane which could

fly deeper into enemy territory.The observer could then locatetargets for our long range cannons and missiles.The Army Aviation School atFort Rucker, Ala. tested such anaircraft in 1957 and 1958 butfound that t could not meet therequirements established by thecombat arms. However the testdid point out that a pilot-observerteam could locate lucrative targetson the ground at altitudes up to25 000 feet. The report also recommended that aerial observerstrained in higher performance aircraft be included in appropriateTOE.

Tests at Fort Rucker indicateda definite need for a high altitudetactical observation aircraft. In1960 DA procured from Grum-

The importance of an aerial observer s pinpointed in this photo. mong the 19 du.mmy targetshidden in the area are Honest John and Little John rockets with lau.nchers and an M 48 tank.For all targets see next page.

AUGUST 1965


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erial isual Observationman Aircraft Corporation its firsthigh performance aircraft, theOV-I lVIohawk.

But the most important part ofour aerial observation system isthe pilot-observer team. It is inthe training and utilization ofthis team that the most improvement can be made.Millions of dollars are spenteach year to train pilots and tomaintain their proficiency in theaircraft currently in use in ArmyAviation. This training qualifiesthe pilot as an expert in the performance of his flying duties.1. Jeep2. Jeep with mounted 106 mm recoilless rifle3. 105 mm gun4 Truck 2Y2 ton5. Tank M 486 Buggy top

8

Techniques in observing, designedto make the aircraft a more effi-cient tool, would require too greata share of the pilot's attention. Hecan no longer serve as both pilotand observer, as he once did.A definite need exists for theestablishment of an aerial observation school. It could be incorporated into any of the Army'sservice schools or established atArmy level.

The responsibility of selectingpersonnel for observer traininglies with the commander. Heshould be better informed of the7 Igloo8. Sniper foxhole9. Haystack10. Drape net over ton truck

I I Dummy log over foxhole12. Little John rocket with launcher13. Honest John rocket with launcher

requirements, both physical andmental that a candidate for observer training should possess.This responsibility could bebrought out in the Command andGeneral Staff College. When commanders are made more aware ofthe value of aerial observation,they will place more commandguidance on the selection of future observers. High standardsshould be set, as they are forArmy Aviators.After being selected, the traineeshould be given observer trainingas outlined in AR 95-51. Also, he14 Sliding flattop over 30 cal m15. Swinging flattop net over 50 cal m16. 2 man sleeping foxhole17. Haystack18. 2 man foxhole19. I man foxhole



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should be taught to search terrainfor the enemy in all types of reconnaissance aircraft, record andtransmit visually obtained information and photograph probableenemy installations. P l ~ t o i n t e r -pretation should also be one of hisskills. He must also be able toadjust artillery fire-and select nuclear targets in the event that suchweapons are employed.All of these requirements indicate that the role of the aerial observer will be more complex inthe future and that he will haveto be expertly qualified. The battlefield commander of any fu turewar will have to rely heavily onthe services of the pilot-observerteam.

Unless a definite training program is established, a sufficientnumber of observers qualified todirect artillery and missile fire, aswell as detect camouflaged missilesites and other enemy defenses,will not be readily available inthe event of war. Such was thecase in Korea. The quick trainingand lack of familiarity with objects when viewed from abovecost the United Nfltions Forcestime and targets of opportuni ty.The effectiveness of aerial visual observation is improved everytime a new flying technique is developed, a new piece of detectionequipment invented, a better aircraft is operational, and communications channels and equipmentare made more reliable. Manyimprovements in these areas aremade by private industry, andmuch experimentation is beingcarried on in Army testing centers.

It Is our task to improve alsoon the human components of thissystem by providing better training for the observer, along witha program of regular monthlypractice missions so that he canmaintain proficiency. But themost important consideration isto train observers NOW-before acritical need for them arises.AUGUST 1965

HIS TOOL cabinet has beenmodified to a shadow-boardtype tool holder, mounted onwheels, and is used by an entireaircraft maintenance team. Thespecific content of the box is naturally determined by the type ofaircraft being maintained.Each individual tool has a placemarked 'for it on a shadowboard, made up of Y or-inch plywood cut to fitthe floor of each drawer.N ails are driven into theboard around the perimeter of the tool to hold itin place (sockets are placedin holes drilled to fit eachsocket). A silhouette ofeach tool is painted on theboard. This makes tool inventory a matter of opening a drawer to see that atool is over every shadow.Inventory also shows whattools are out of place. (Notice drawers B 1 2.)

The simplicity of inventory makes practical a checkat the end of each day orupon completion of a specific job. These frequent

PortableShadowoard

Toolboxinventories reduce the chances oftools being left in an aircraft andpossibly causing a serious accident.

The fact that this toolbox isused by a complete team elimina tes the need for each mechanicto work out of his own toolboxor the worry of getting tools mixedup. Using this type of toolbox,mechanics have cut the loss oftools in this unit to zero in thepast six months.-65 h Transpo rtation

Company Lt ReI19th Aviation BattalionAPO Seattle 98731

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Effective ir Lineo COlllmunicationsaptain Richard E Reader

T H E SUCCESSFUL completion of Exercise Air Assault .II was largely dependent upon anall-weather air line of communications from the logistics basearea into the 11 th Air AssaultDivision area. The log base walocated on the Fort Gordon Ga.,reservation. The 11 th Divisionbase was located near CamdenS. C. The 37th Battalion of the10th Air Transport Brigade hadthe mission of resupply with itsCV-2 Caribou.

The 72d Air Traffic CompanyAir Traffic Control ) Army)

was activated and attached to the1Oth AT Brigade for training andtesting an Army airway system.The airway chart shown is theairway system used for the ALOC.Low frequency, nondirectionalbeacons provided effective lowlevel coverage.By agreement with the FAA,the 72d Air Traffic Company hadcomplete IFR control authoritywi thin the boundaries shown onthe chart. The irregular shape ofthe boundary was necessary to remain clear of FAA terminal areasat Augusta, Ga., and Columbia

n left foreground s attached radio relay equipment used for sole usercommunications to the base airfields. GP tent center) s the light flight coordinationcentral. Van to the right s FOG and radar antenna s on the right.

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S. C. This authority extendedfrom the surface to 3,000 feetMSL in the sou thern area andfrom the surface to 4,000 feetMSL in the north. Except for apublished notice of intensiveArmy traffic in the maneuver area,no VFR restrictions were placedon either military or civilian aircraft.Airspace control was under thejurisdiction of two flight operation centers at Little Mountain,S. C. The second platoon had control of the northern area and thefirst platoon controlled the southern area. Flight coordination centers were established at ThomsonGa., and Ridgeway, S. C., with anadditional mobile FCC in the division area for use as required.Beacons were located as shown onthe chart. Officers and controllerswere trained at the FAA Academyin Oklahoma City, Okla., in special courses developed by the FAAfor the 72d Air Traffic Company.The airway was established basedon FAA procedures and minima,with provisions for reduced separation if necessary.

This was the composition ofthe Army airway system, a firstin all respects for a CONUS exercise.

WHY RADARThe airway system just described can and did work. Why,then, should radar be added tothe system? TO do this weuld

mean additienal training, maintenance, and cO'mmunicatienspreblems. If it werks withO'utradar why not keep it simple?

Leca tion of the airfields, asseen on the chart, placed themclose enough together to be considered as one for instrument approaches and departures. AnotherWhen he wrote this article, CaptReader was with the 72d irTraffic Company Army)} Ft Benning} GaAUGUST 1965

Radar vectors were used when destination airfield of CV-2 {light was changedwhile it was en route under actual instruments. ll other aircraft operating in thesame area were rerouted simultaneously. No problem.

consideration was that FAA regulations require IFR aircraft toremain 5 miles from airspaceboundaries when under manualcontrol. Safety and the use of additional airfields, then, were thejustifications for the use of radar.The merits of being able to seearriving, departing and en routetraffic should go withou t saying.For these purposes, the decisionwas made to provide terminal radar coverage for both north andsouth areas. The system was toremain under manual control procedures, with radar providing abackup capability.Why not use one of the GCAunits for this purpose? The GCAand airfield operations sectionsare not under control of the airtraffic company. What i the airfield should move? What aboutthe delegation of airspace, clearance authority, communicationsrequirements, coordination, andprierity of actiens? These questiens all peint to the fact that ithe system is to werk, radar mustbe a part ef the air traffic cernpany.TwO menths befere departingfer the maneuver area, 2 efficersand 18 enlisted men attended aspecial radar controllers course atthe FAA Academy. At the sametime, a request was made for theissue of radar equipment on a 180day loan.

With training completed andthe equipment being issued,AN/TPS ID radar with IP-406

remote indicators, personnel began preparing two FOes for radarcapabilities. The equipment wasissued by component, and installation had to be completed in thefield due to lack of available time.The radar sets proved to be superior for the mission but theindicators were inadequate because of their size. An indicatorwith a larger diameter is required.

Two days after arriving in thefield a flight check of the airwaysys tern commenced. While thiswas being done, the flight checkaircraft was tracked and plotswere made on the radar scopes.The plots included fixes, airspaceboundaries, airfields, and obstructions. A short time after the flightcheck was completed the 37th Battalion's Caribou started using thesystem.

The SIF (selective identification feature) equipment was is-sued minus cables essential for itsoperatien. As a result use of thesecendary beacen fer positiveidentificatiO'n was impossible. Numereus targets en a small indicater and lack ef interregatiencapabilities cempO'unded problems and resulted in centrollerindecision. This unfortunately,resulted in something less thancomplete confidence in the controllers' ability by some aviatorsflying the system. Individual controllers became more proficientwi th each aircraft controlled.FAA advisors, on the otherhand were impressed with the


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Effective ommunicationscontrollers ability and desire tolearn, in spite of the primitiveequipment (by FAA standards)and the many additional requirements placed on the individuals,such as vehicle maintenance,guard, KP, etc. This problem canbe resolved by establishing anArmy airway system in an areawhere controllers and aviators canget maximum continuous exposure to such a system. The FAA,for example, requires that its controllers be recertified in theirareas of responsibility when awayfor more than 30 days. This is required regardless of past experience.But back to the question, Whyradar? As radar was used forExercise Air Assault II, its usenot only accomplished the two requirements of safety and greaterairspace utilization bu several

other advantages become obvious.Some of the greater advantageswere:Aircraft can be readily accepted

into the system without priorflight plan or notice.Reduced separation standardsallow for a higher saturation

point.Aircraft can be vectored to for

ward airstrips for one-time operations without further navaids.Hot areas can be visually displayed and cleared with a mini

mum of confusion to the rest ofthe system.All of these advantages wereactually pu t to use during thefield exercise.

The following is a good example of how radar helped to minimize potential bottlenecks. Amission involving several CV-2sdeparted the log base area for a

ergeant t one of the radar controller posit ions in the flight operations cent ral van

. forward area airstrip. While enroute, and actual IFR, the destination airfield was changed. Thisrequired issuance of new clearances to all aircraft en route andrerouting all aircraft operating inthe area of the new destination.With radar, no real problem; justvector.

The system developed and usedwas designed to establish and operate an air line of communications and not to provide VFRflight following. To attempt flightfollowing and operate an IFR airway simultaneously would causean inefficient system for both missions. Radar wi th SIF can performlimited flight following for VFRaircraft requesting this service.

In view of all the advantages ofradar, I find myself asking, Whynot radar?

Oh yes What if the area ofoperations is not suitable for theuse of radar? No problem; gomanual.

12 U. S. ARMY AVIATION DIGEST


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A LL OF US in our professionare faced with decisionsdaily-some relatively unimportant, others might mean the difference between life and death.To arrive at the moment of decision and to be able to make thatdecision correctly and at the appropriate time is ultimately whatwe, as Army Aviators, have beentrained for since the first time wethrew on the master switch.

The following story of a flightfrom Hill AFB, Utah, to LawsonAAF, Ga., is but one example ofthose moments of decision.Initial weather briefing was received at 2030, 28 January 1965:maximum cloud tops in excess of16,000 feet . MSL, with severe tomoderate icing in clouds. A decision was made to delay departure until 0730, 29 January. Anadditional factor in this decisionwas the forecast of more favorableAUGUST 1965

-- ~ ; b ~

ecisionaptain Darrel Nelsin

winds and a lowering of cloudtops.A second weather briefing oc-curred at 0805, 29 January. Forecast received and noted on DD175 as follows:

Cloud layer beginning at 7,000feet MSL with layers up to 18,000feet MSL with a higher brokenand a high cirrus overcast at30,000 feet MSL. Light rime icingto be encountered in clouds.CAVU conditions were reportedin vicinity of Myton VOR about95 nm SE of Salt Lake City VOR).Two Air Force aircraft had arrived at Hill AFB within the lasthour and reported negative ice ontheir descent from altitude.

Our flight plan was filed for] 7,000 feet MSL to Lamar, Colo.,then a climb to 19,000 feet continuing east. This first portion ofour plan was to climb out to] 7,000 feet MSL after crossing the

Salt Lake City VOR SLC) andif no serious ice conditions wereencountered by Myton VOR

MTU) to continue as filed toGrand Junction VOR GJT).However, under no circumstances were we going to proceedeast of Grand Junction under actual IFR conditions. We agreedon this because of MEAs of 14,000feet and 16,000 feet MSL fromGrand Junction to Pueblo, Colo.Basis for this decision was thepossibility of ice load conditionscoupled with heavy fuel weightand minimum terrain clearance.In essence, we felt it would havebeen difficult enough maintaining17,000 feet MSL because of highfuel weight. This left little mar-When he wrote this r t i c l e ~ CaptNelsin was with Company226th Assault Support and Escort

B a t t a l i o n ~ 11th ir Assault D i v ~Ft B e n n i n g ~ Ga13


16/52

gin, at this altitude, for the additional weight of any appreciableamount of ice.

Takeoff was made at 0905 localwith a right climbout to 240 0 contacting SLC radar as soon as wewere airborne for a radar vectorto intercept V-484 airway. Communication was established as instructed. After being positivelyidentified by SLC, a vector wasgiven to correct and intercept theairway. Climbout was stabilizedat 1,600 fpm, 140 knots lAS, 78lbs torque (Tq), 90 percent N 2 Engine, wing and tail deice equipment was left in the off positionwith pitot heat on. IFR conditionswere encountered at approximately 7,000 feet MSL at 2 C.Climb continued normal, andpassing through 11,000 feet MSL,light rime ice was observed by thecopilot forming on all structuralparts of the aircraft.

Interception of V-484 was ac-complished SE of the SLC VORat approximately 12,500 feet MSL.e were then handed off to SLCcenter from radar. At this time,all deicing equipment was turnedto on-heavy as the rime ice con-14

tinued to form. The wing deicerboots effectively eliminated theice as it formed, while the engineand oil cooler inlet deicers indicated no significant action. Rateof climb at this time was 600 fpm,138 knots lAS, 60 lbs Tq, 1678prop rpm wi th all sys terns 0 KThe autopilot was engaged and thewing and tail deicer was turnedoff, leaving engine deice on.At 14,200 feet MSL, anothercloud layer was entered. Momentsafter entering this cloud layer,light clear ice combined with rimeice started forming. Wing and taildeicer was placed in the on-heavyposition. Rate of climb droppedto 200 fpm, 180 knots lAS, 60 lbsTq, 1678 prop rpm. It became obvious that requested altitude of17,000 feet was not feasible. Werequested and received an amended altitude from SLC center to15,000 feet MSL. Autopilot wasdisengaged and simultaneouslymeto power was applied. Rateof climb was now 100 fpm, 125knots lAS.After reaching 15,000 feet, westabilized at 50 lbs Tq, 140 knotslAS. Moments later, heavy clear

ice rapidly accumulated. To maintain altitude, attitude was increased with subsequent loss ofairspeed to 110 knots. Maximumpower was applied but altitudecould not be maintained, so agradual descent of 500 fpm wasestablished, thereby increasing airspeed to 135 knots. Simultaneously, a reversal of course and descentto MEA of 13,000 feet MSL wasrequested and received from SLCcenter. A shallow right turn wasestablished because of a 13,600foot mountain peak which wasnorth of our course. Our new altitude could not be maintainedwith maximum power and proprpm. Airspeed was now approximately 120 knots, with controlssluggish.As airspeed continued to decrease, a minimum rate of descentwas established to prevent a stall.About 3Y inches of clear andrime ice had formed on all partsof the aircraft. Deicing equipmentwas completely ineffective. Ourdescent continued to 12,500 feet,500 feet below MEA) where welost the SLC VOR signal. A decision was made to jettison the

U S. ARMY AVIATION DIGEST


17/52


18/52

AT APPROXIMATELY 1630 hours on 26October 64, ten minutes after takeoff on atactical screening mission, I had a complete enginefailure in an OH-13S model-over trees and noplace to golI Was flying at approximately 250 feet with cruisepower and 70 knot airspeed when the enginestopped. I lowered collective pitch somewhat butmaintained about 4 up travel. This seemed toslow my rate of descent. As high tension powerlineswere directly ahead, I chose to turn right: downhilland take my chances. At this time I made a radiocall in the blind but was unable to transmit anything other than that I was going down in the trees.I was able to complete a 180 turn and at approximately 50 feet from treetops pulled the aircraftinto a steep flare. I had picked a spot in the treesthat looked sparser than the surrounqing area. AsI settled into the treetops, I pulled all remainingpitch. All motion seemed to stop for a split secondbefore we plunged straight down for 50-60 feet.

When he wrote this articleJ Capt Blanton was aScout Section cornmanderJ B TroopJ 3/ 17th Caval-ry Ft. Benning Ga.16

into the treesy the

ook

Captain Burton A Blanton

Tail low on initial contact with the trees, the aircraft hit the ground in a level attitude but in asmall gully which pushed the left sl< id into thecabin.My observer and I climbed out of the ship withslight injuries. We took a pencil flare gun andthree smoke gtenades from the aircraft and then

moved away a short distance. When we heard thefirst aircraft, an OV-1, we fired two smoke grenades:one red, one green. These were e v ~ e n t l y not seen,as the smoke hugged the grouhd and did not riseabove the trees.

Approximately 30 minutes later an OH-13 washeard just north of us. I fired one of the penciiflares, and when he came closer my observer firedthe second flare, which the aircraft spotted. I thenset off the last smoke grenade white) to tnark theexact poin t of the crash. In a short time, we werepicked up and evacuated to the Army hospital.

-SKY SOLDIERAviation Safety Bulletin

Ed Note: The techniques used by Captain Blantonare the published ones appearing in the aircraft 10.They enabled him and his observer to survive thiscrash with a minimum of personal injury.



19/52

rtistdrawing of 400 bed U S. rmy Medical Service MUST field hospital

Now It s USTT THE beginning of WorldWar II no hospitals in theU. S. Army were capable .9f mov

ing with small units fighting injungles.Dr isolated areas. To provide surgical support to this typeunit a small 25-bed hospital wasdeveloped.

This hospital was designed soits equipment and supplies couldbe airlifted or carried in 35 or40-pound back packs. Reducedsize and weight of the equipmentand improved packaging madethis possible.

These little hospitals represented the ultimate in mobility.Their basic features were used indesigning a new transportablefield hospital for the Army. CalledMedical Unit, Self-containedAUGUST 1965

Transportable MUST), the newhospital features airmobili ty allweather reliability controlled environment for efficiency and shortsetup and teardown time neededin fast moving actions.

The new hospital is made up ofthree basic components-a utilityelement a rigid but expandableelement and an inflatable element that looks like a QuonsetHut. Of modular design the elements may be fitted together intoa variety of groupings.

The heart of the MUST unitis the utility package. It produceselectricity for lights and powerair for the inflatable element andvacuum to deflate it. It furnishesheated or cold air to maintaintemperatures and humidity. It al-

so pumps hot and cold runningwater and furnishes suction andcompressed air for surgery anddental rooms.

Shaft power from a small gasturbine engine in the utility element drives the electric generator,pumps, and other accessories.Compressed air is bled from thecompressor section of the enginefor pneumatic uses and for thehot air portion of the airconditioning system.

The element is completely inclosed by a weathertight casewhich also reduces the noise levelto acceptable standards.The only external requirementsare fuel for the engine and freshwater for the hot and cold watersystems. Electrical cables ducts

17


20/52

and hoses are stowed within theunit.

TH EXP ND BLEELEMENT

Once the expandable section isplaced in position it takes six menonly 3 minutes to make it readyfor use. It s leveled with built-injacks and enlarged by extendingthe sides outward from the centerfixed section. The air lock is installed airconditioning ducts electrical cables and other utilityservices connected and the element is ready.

This shel ter makes a room wi th206 square feet of floor space andhas the same specifications foundin hospital operating rooms andclinical laboratories. It can alsobe used for diet preparation, dental facilities sterile supply preparation, a pharmacy and X-raylab.

When the expandable component is used as an operating roomor for other purposes where anelectrical failure could be dangerous to the patient, an emergencylighting system is available. Thesurgery lights automatically turnon 25 milliseconds after an accidental loss of power and will continue to burn for over an hour.Power for the emergency ligh s isfurnished by a nickel-cadmiumbattery. The battery is automatically recharged when regularpower is restored.THE INFL T BLE ELEMENT

The inflatable unit is probablythe hardest to erect. Even so sixmen can make it ready for use 3minutes after it is airlanded. Itconsists of four 13-foot inflatablesections two end walls and airlock and all cots and other equipment needed. All equipment is

Utility element supplies all power and airconditioning requirementsfor UST hospital complex

18

se If-con tained.To erect the element the wallsections and end panels are spreadon the ground. The air hose fromthe utility element is connectedand the sections are inflated. Thensections are joined together byzippers. Utility connections arejoined, the air lock installed andthe element is ready for use.Erected the element makes aroom 2 feet wide and 52 feetlong. Any number of these elements can be zippered andbuckled together to form largerbuildings.

The element can be used as a20-bed ward receiving and classification room shock treatment

[though the UST elements were tailo


21/52

Air r ground MUST surgery is designedto move easy set up fastroom, pre- and post-operativearea, dispensary, and emergencyroom.When the uni t is inflated to thenormal air pressure of 1.5 poundsper square inch gauge (psig) ofair pressure it will support a snowload of 10 pounds per square foot.It can withstand a wind conditionof hurricane force. A patching kitis provided for making repairs.Leaks are not serious; a damagedsection is supported by adjacentsections un til repairs are made.The air locks for the inflatable

and expandable elements are usedas doors leading to the outsideand to provide controlled atmospheres inside the shelters. Theyare also used as passageways between elemen s.

The air locks are 5 feet wideand 11 feet long. Two stretcherbearers and their patient mayenter an air lock at one time.

TRANSPORTING THECOMPONENTS

Although the new MUST con-th ir light weight allows th m to be air-lifted.

cept was designed around theM 35 truck, its light weight allowsit to be easily airlifted. The utility and inflatable elements arelight enough that they can becarried externally by any of theArmy cargo helicopters. The expandable unit may require aCH-37B, CH-47A, or CH-54.

The utility element is 6' wide,9 long, and 7 2 high and weighsapproximately 3,800 lbs. The inflatable element is 3'6 wide, 12long, and 6' 10 high and weighsabout 4,000 lbs. Largest and heaviest of the three is the expandableelement. When folded into itscontainer it is 7 wide, 12 long,and 8' high. Its weight varies from4,000 lbs. to 6,000 lbs., dependingupon the equipment packed withit.

The utility and expandable elements are self-contained and skidmounted with lifting and towingdevices. The inflatable element ispackaged in a skid moun ted container equipped with towing andlifting eyes.

19


22/52

USTUTILITY ELEMENT OUTPUTS

Electrical powerRefrigeration .Air heating .Water heating.Water pumping

90 kilowatts, 400 cycle10 kilowatts, 60 cycle20 tons526,000 BTU hr at -65 0 F60,000 BTU hrCold: 9 gal/minHot: 6 gal/min

Air pressure for inflatable elements~ o m p r e s s e air or suction 1.5 psigAvailable as requiredNote: Exhaust heat energy may also be used for steam generationfor sterilizati0I1:, sanitation water purification, and for other uses.

The number and kind of elements in a complex depends onspecific needs. Elemen s may beadded removed, or rearrangedeasily.. In. a field situatiol sometimesonly one part of a hospital may

be needed. For instance, a surgery

unit may be detached from a hospital during a fast moving operation and flown into the combatarea to take care of the casualties.When the elemen t is no longerneeded it can be returned to thehospital and be in use at its oldlocation within a few minutes.

Utility elements needed to support a hospital depend upon themakeup of the hospital. One utility elemen t will provide powerfor four inflatable units or sixexpandable units plus one additional expandable unit havingheavy power needs (such as X-rayfacilities), at the temperature extremes of -65 0 F or 1400 F. Inthe moderate temperature ranges,up to twice as many of each element may be serviced by oneutility element.

OTHER USESExpandable and inflatable com

ponents with supporting utilityelements offer a whole new ideain field shelters. The units wouldbe excellent for arctic living quarters. Or they could be used forradar installations and communication shelters. The inflatable elements could offer a cooled orheated, dust free area for the repair of aircraft or delicate componen s. --.iiilT

The th ree elements in the MUST concept of a field hospital. L eft foreground, an expande rigid element. To the right, aninflatable ward section. To its immediate left s its shipping box , holding the complete ward, air lock, cots,linen and all supplies for 24 hours. White ducts lead to th ird M UST utility) element.

20 U. S. ARMY AVIATION DIGEST


23/52

ngel Named Hueyieutena nt A. J. caran USMC

SOME PEOPLE are luckyThey have live guardian angels flying alongside them all thetime. The Marines in the helicopter squadron at Danang arelucky; their guardian angel iscalled Huey. But Huey belongsto someone else-he belongs to theUnited States Army.

Huey is a jet powered, rotordriven, bullet shooting, rocketfiring hunk of machinery calledhelicopter-UH-lB.

Picture this. Thirty-six MarineCorps UH-34D helicopters airlifting 400 Vietnamese soldiersinto a zone to engage the VietCong (VC) guerrillas. Upon entering the landing zone, they receive small arms fire from theground. Since the 34Ds are onlyarmed with two M-60 machineguns, the flight leader transmitsover the intercom: Fangs onetwo-three and four, this is YankeePappa leader. We are receivingsmall arms fire from both sides ofthe landing zone. Request assist-ance." Huey is at his bestHe and mates turn what wastryside into a ragingllets, rockets and fire.

Hu ber

f[uey has another nickname atDanang, Fang. When Huey'sarmament is considered, the namemust have come from the deadlysting of the bird.

The Huey platoon is calledupon for a minimum of six misions a day. While on these missions, the pilots can be involvedin up to 40 sorties.AUGUST 1965

In addi tion to the machinegunladen angel, the 7th Platoon hasa special H uey affectionately nicknamedThe Hog. A chief

warrant officer said,When the Hog -saults a Viet Cong pOSItlOn ortarget, the firepower of 48 rocketskeeps the enemy in their holes and

their heads down. The Hog isdefinitely a weapon to have onyour side." Then, the two gunteams swing in with suppressingfire on the flanks of the landinglones, swing around and come inagain. The tactics are such thatalways two of the four Hueys areon target. While two are on, theother two are swinging around,coming back on target.After the troops are on theground and on the attack, theHueys escort the 34Ds back toDanang, and one part of the day'swork is completed.All in all, the officers and menof the 7th Army Airlift Platoonare in a class all their own. Theyrisk their lives for others on everymission whether it be strike or resupply. One officer of the MarineMediurn Helico . )


24/52

Inst:uctor points to engine condition on T53 L 3 engine simulatordurmg mamtenance course at USAAVNS

Silllulal onMaior Paul F nderson

ARMY AVIATION has comea long way since 1942. During most of this period, trainingand training devices have laggedsomewhat behind the requirements. All too often the attitudehas been, of necessity, to try andmake do with what was available.But more complex equipmentcalls for more highly qualifiedtechnicians in the field. The Armymust provide more comprehensivetraining than ever before. It canno longer afford to make dowhen training aids can be developed to improve the schoolproduct. The problems of studentsafety and useful learning abilityduring work on a live turbine engine with its high-pitched whinehave engendered a need for a new

training aid.Only so much theory and bookteaching can be accomplishedfrom the platform. Supplementingthis with practical exercises on

end item or component equipment has proved to be absolutelynecessary.

Traditionally, a preferred method of phasing instruction on propulsion systems is to provide: Lecture or conference instruction on theory of operation,systems function, disassembly andassembly procedures, inspection requirements, troubleshooting techniques and repair procedures.When he wrote this article} ajA nderson was assigned to the U. SA rmy Transpor tation School} FtEustis} Va

Engine simulatorsallow the instructorto duplicate at willconditions neededfor training safelyand at l ss cost

22 U. S ARMY AVIATION DIGEST


25/52

Practical exercises involvingsupervised di a embly, inspection,parts replacement and preservation techniques and reassemblyon training equipment. Practical instruction on operation, troubleshooting, ad llstment,repair and calibration on live engines in a test-cell environmentunder close supervision. (Includedin this phase is the use of diagnostic equipment.)

In the area of reciprocating engines this system has proved verysa tisfactory and is currently practiced at the Transportation School.Not so with instruction presentedon the turbine engine. Probablythe greatest deficiency of turbineinstruction has been this inabilityto allow the practical applicationof procedures and methods taught.

With this shortcoming in mind,and the knowledge gained froma similar problem experienced bythe Aviation School at FortRucker, it was hoped that simulation of a live engine would solvethis problem.

Realism in training devices canbecome downright disconcerting.Approximately a year and a halfwas required for ground laying,specification determination, funding and budgeting, redesigningthe previous trainer, and construction of a T53 / T55 (UH-ID andCH-47A) Turbine Engine Simulator, since labeled Device 2A27A

What i this trainer and whatcan be accomplished by its inclu ion in the course of instruction on turbine engine ?

Depending on the MOS to betaught, the cockpit and fuel control units are connected to theappropriate display panel. Thecockpits, constructed to allow theoperator to be viewed by the class,have all essential engine and sys-tems indication active.Actual starting procedures arerequired to activate the trainer,and the primary reason for thecockpit is to create various situations which will allow the interjection of malfunctions by theinstructor. By creating the condi-

tions under which various troubles occur, a better understanding can be obtained by thestudent. This will make his jobof troubleshooting, inspecting andrepairing more meaningful andcomprehensive.

The two display panels, representing the T53-L-Il and T55-L-7engines as animated cutaways,have sequential lighting to showvarious systems operation. Shownare air flow, fuel flow, bleed air,combustion and exhaust; largefaced reproductions of critical engine in truments (reflecting identical readings found in the cockpit); additional instrumentationto show the effects of fuel controladjustments by showing fuel flowand compressor discharge pressures. In addition, connecting padsare available for the attachmentof actual diagnostic equipment(Jet-Cal Analyzer/ Vibration Meter) available to units in the field.

This last innovation should beone of the most beneficial attribu tes of this trainer. All too fre-

Layout of fuel control units, cockpits, and animated cutaways o r UH-ID T53-L-ll , left) and CH -47 (T55-L-7, right).Instructor s console is in center.

AUGUST 1965 23


26/52

Cockpit simulator.

4

The equipment does everything but fallapart for the military trainee, a report- r stated after seeing the simulator inactionquently, test equipment availablefor troubleshooting is not understood and, as a result, not properly used. Conditions indicatingboth normal and abnormal operation of the engine can be simulated, relayed to the actual testequipment and readings takenfrom them. Practical exercises inthis area should erase some of themystery normally associated withthe e black boxes and allowmaintenance personnel to take advantage of their value as troubleshooting tools.

Probably the most salient features of the device are the fuelcontrol units. A greatly misunderstood, highly complex and extremely sensitive piece of equip-

ment, the fuel control can presentmore maintenance headaches thancan be imagined. Adjustments tothis component must be properlyunderstood and executed. Neitherhours of lecture nor thousand ofwords in a manual and work onunanimated or schematic-typetraining aids can give the mechanic needed proficiency and understanding of the adjustmentauthorized on this unit.

As presented on the 2A27 A, thefuel control i a completel;, Clni-mated, actual item, reacting bothto adju tments on the fuel controland electromechanical input representing temperature, altitude,and power demands placed on theengine by cockpit contr?ls and / or

De pending on the course, the cockpit CH-47A, left and its fuel controlUntt below, left) are connected to appropriate displaypanels. Ot her fuel control unit s for UH-ID



27/52

the instructor's malfunction console.The instructor's console is in

strumented to interject some 41malfunction into the engine,engine sy terns, the fuel control,diagnostic equipment and, in thecase of the CH-47A application,the auxiliary powerplant (usedfor starting). Standard cold- andhot-day conditions may be appliedas well as grqund or airborneoperation.

Included is an instructor's microphone which, when used, cutsout the electronic sound system ofthe trainer. The sound simulationsystem not only produces soundsof normal operation (starting,steady state operation, variationsof power and shutdown includingthe sound of rotating blades) butal such abnormal sounds as asurge condition 'or a bearingseizure. A volume control is available to the instructor to modulatespeakers on the di play board andto the student for a epaqitepeaker in the cockpits.

Realism, the key to good simulator construction, was achievedby taking engineering data onthree actual engine and transposing this data, with a - - 1 percenterror in the instrumentation andrelay, to an analog computer. Thiscomputer takes input from thecockpit controls and the instructor ' console and calcula te properreadouts. Then it relays them tothe fuel control unit, cockpit instrument and the di play panelinstruments and lighting system.

As related by a civilian newsmanafter viewing the device, Theequipment doe everything butfall apart for the military trainee.Should the trainee miscue whenmaking adjustment or not correctfor injected malfunctions, it isforcefully brought to his attentionby a gawd-awful sound and the

f i s ~ i n g of an 125,000.00 GOOFlight.Among those to receive training

on the simulator will be the following Military OccupationalSpecial tie :isplay panels represent engines s nim ted cut ways nd h ve sequenti l lightingto show various systems oper ting

AUGUST 1965

AM:OC-Aircraft MaintenanceOfficers Course672.4 -Multiengine Fixed

Wing Mechanic675.4 -Single Rotor Helicop

ter Mechanic678.1 / 4 Tandem Rotor Heli

copter Mechanic679.4 -Fixed Wing TechnicalInspector

679.5 -Rotary Wing Technical Inspector679.6 M ai n te na nee Supervisor

81.1 -Aircraft Engine Mechanic

Although the device lends itselflo teaching basic theory, systemsand sections, its primary and mostbeneficial use will be malfunctionidentification (both with andwithout diagnostic equipment)and adjustment procedures on thefuel control. The simulator is expected to provide much neededdepth to this phase of training bygiving reali tic operational simulation in the classroom.

25


28/52

rmy PilotRescues LIF Photographer

EMBERS OF the U. SArmy Aviation Detachment, Antarctica Support, FortEustis, Va., are getting ready fortheir next trip-this fall-to thebottom of the world.

During their last tour one ofthe Army pilot, flying a UR-IB,was credited with saving the lifeof a LIFE Magazine photographer.

The photographer, Mike Rougier, was coming down a ruggedmountain near Shackleton glacierwhen he slid 1,800 feet down anicy slope to the edge of a 400-foot precipice.

Rougier, his heavy gloves andntarctic gear ripped to shreds,gu ided himself toward some rocks,

thudded onto them, lay still amoment, then staggered to hisfeet and waved to his party.

Within minutes after word of26

the accident had reached camp,a UR-IB was on its way to thescene.When I saw where they'd have

to land I waved them off for itlooked absolutely impossible,Rougier recalled. But Chief a r ~rant Officer ] arne Lockhart justgave me the 'no sweat' sign(thumbs up) and kept coming.

Lockhart eased the UR-IB within a few feet off the ground andArmy medic Clifford Crillyjumped out, bundled Rougieronto a stretcher and both soonwere aboard the hovering UR-IB.The UR-IB's whirling bladeswere within two feet of the overhanging rock. After some touchymoments the UR-IB whirledaway to the base camp. Rougierwas safe in camp less than anan hour after he slipped.

The 12-man U. S Army Aviation Detachment, commanded byMajor William Rampton, deployed to the bottom of the worldlast October.

Mission of the uni t was to provide aviation support to the U. SNavy and to the U. S AntarcticResearch Program during Operation Deep Freeze '65.

The unit lived on the trail.Much of its work involved landings at altitudes above 10,000 feet,far above the ceiling of many helicopters. The Army reports theunit's three UR-IB helicoptersoperated well at the high altitudesand with heavy loads of passen.gers and urvival equipment.

The unit's pilots logged 659hours in 116 days.

- ROTOR BREEZE, April 65U. S ARMY AVIATION DIGEST


29/52

DoubleHeader

AirlllohileOperationsIn Vietnalll

WO Bru e P Mauldin

ARMY AVIATION in Vietnam has seen manybig changes. The 52d Aviation Battalion, sup-porting the ARVN II Corps in Vietnam s ruggedcentral highlands, has brought into operational usea concept of airmobile operations which promisesto be highly effective.

One of the major problems encountered in air-mobile operations in the mountains and jungles ofII Corps is that, due to excellent cover and conceal-ment afforded by the dense jungle, the Viet Congcan often retreat unseen from a tactical zone whilethe assault force is just beginning to land. Notingthis as well as the fact tha t the enemy usually re-treated along a known or easily predictable route,the 52d sought a method of turning these retreatsinto ARVN s advantage.Mr. Mauldin is now attending the Helicopter In-strument Flight Course, U S Army Aviation School,Ft Rucker Ala.AUGUST 1965

U S SPecial Forces personnel havetrained R VN soldiers to near perfectionto execute doubleheader typeoperations

27


30/52


31/52

VC in a given directionleast expects it land atrap them

Long before dawn, a crew briefing was conductedat home ba e so the pilots and crews know exactlywhat today's operation will entail, yet there is littleof the usual chatter over intercoms. This is goingto be a long, hard day.

Soon Camp A is in sight, with its tiny dirt airstrip lined with over 200 troops. They probablyaren't chattering too much either. Th e are Montagnard tribesmen trained to near perfection byU. S. Special Forces soldiers. They comprise someof the toughest fighting units in Vietnam.

Now we're airborne with our fighting friends onboard.The LZ is close now. We see the VNAF fightergoing in on pass after pass, plastering the LZ with

their heavy firepower. Now the armed UR-IBtart their run. arne treatment, different weapons,a lot slower maybe. Better insurance right now thanLloyd's of London.

Descend, land, unload, move out before yourbuddy eat up your tail rotor on the way in.Second lift same routine, then back to the stagefield to feed those hungry choppers some JP-4. Thisis where the ground crews really shine. They cando everything but change the engine in under 5minutes, including patching holes.

Until now this has been ju t like any other combat assault. Normally we'd already be on our wayhome. But now we just sit and wait; 1400 is a longtime away.

But it comes, and we move out again. This camphas a nice wide runway, but we're gone again witha load of troops too oon to admire it. Two liftsinto the new LZ (300' x 100', to 3,000 feet elevation, in 150- to 200-foot trees), and then we headhome.

Whether or not the squeeze worked we won'tknow until later, but we do know that we've givenit a fighting chance with a bunch of helicopters,untold hours of planning, and a little sweat. Whatwe have done is conduct two airlandecl assaultsinto two separate areas, employing troops from twoseparate trike force camps. We have done this forthe price of one operations order, one stagefield,and one logistical effort.

This is what the textbooks would probably callmaximum use of U. S. Army Aviation in the tactical zone. Or something like that.

AUGUST 1965

Two pronged envelopmentaction hy airmohile forces

C MP_ VIETCONG. RVN

At 0730 an airmobile force is lifted into an area to the westof the V force, and immediately takes action toforce the V company to the east. The VC, in this case,split their force as a diversion.

.. . VIETCONG. ARVNAbove: The ARVN force has spread to three platoons online, and continues a fast eastward march. By noonthe VC have generally regrouped and are moving slowlyaway from the ARVN force.Below: At 1400 the second airmobile force is airlifted intothe retreat path of the VC, and immediately spreadsto flank the VC force . Airmobile force A also begins closingin on the flanks and the V are trapped.

J.-- VIETCONG

ARVN

29


32/52

ounteringa Viet ongAmbush

W E HAD JUST come infrom a flight down south.Iaintenance crew were still servi ing the aircraft when we received word of the ambush. The

report said that an ARVN (ArmyRepublic of Vietnam) platoon,accompanied by an American advisor, had been ambushed by communist VC while on a rescue mission into a mangrove swamp.They quickly retreated to anabandoned outpost and called forhelp.

The old man immediatelyalerted both Viper and Ringo

William H Smitharmed platoons. To get one platoon off the ground as sOQn aspossible, he had all personnel concentrate their efforts on servicingViper's aircraft.

I received permission to ridewith Viper control, and we weresoon on the way. Forty-five minutes after receiving the report, wewere flying over the old outpost.Vve found the situation critical.The VC were within 200 metersof the R VN troops. They werepushing hard, and it was evidentthat unless we could drastically

change the situation the men werelost.An Air Force forward controller

in a TO-ID arrived about thesame time. He aid he had comet direct the fire of four VN AF(Air Force, Republic of Vietnam)Skyraiders who were coming.

This was a stroke of good luck.By using the Air Force airplaneas a controller, our control shipcould act as an additional gunship to give us more firepower.lYe immediately got him busyhelping u and we started ourpattern of diving and hitting the

30 U. S ARMY AVIATION DIGEST


33/52

The sudden onslaught of le d nd high explosivesfrom the Hueys stopped the V tt ck de dVC whenever they dared move orfire a weapon.

The sudden onslaught of leadand high explosives from the skieshad its effect on the VC. Theirattack first faltered and thenstopped dead. For 3 minutes weheld them in check and evenpushed them back a little.

But like other aircraft, helicopters can carry only a certainweight. This limits the amountof ammunition on board. Whenfire must be heavy, as it was here,ammunition disappears fast. In 30minutes our Hueys were emptyand we had to go back for moreammunition.

Fortunately we had pushed theVC back far enough that tacticalfighter aircraft could operate without endangering friendly troops.\\ e turned over the VC punchinggame to the four Skyraiders. Theywaded in and kept pressure applied where it was needed.Back at the airstrip we hurriedthrough an inspection of the helicopters while they were being rearmed and refueled. Five had received seven hits, but these weresmall caliber stuff and did notaffect Hying ability.

Two crew members had received minor shrapnel wounds,one on his chin and the other onhis left elbow. We gave them firstaid and tried to get them to go forproper medical treatment. Bothrefused. They laughed at theirminor wounds and said theywanted to finish the mission.

While we had been helping theARVN rescue platoon, Ringo hadgotten airborne. They had headedtoward us, intending to relieve usso we could reann, but on theway they learned the VC had attacked at two other points. Whenthe rescue platoon was ambushed,AUGUST 1965

its home outpost sent out anotherplatoon to try to rescue them.This platoon in turn was ambushed by the communists. Theother attack was at the outpostitself. The VC probably reasonedthe outpost had depleted its manpower so much that it would bea pushover.

The Ringo commander didn'tmake the mistake of dividing hisstrength in three different areas.Instead he made his aircraft available on call to the commanders ofthe besieged uni s and attackedspecific concentrations as requested. This kept them busy allafternoon. Before the day wasover every aircraft in his unit expended itself of ammunition atleast four times.

In inspecting Ringo aircraft, itwas found that everyone of themhad received hits. Fortunatelynone were serious. One Americangunner in the Ringo platoon wasseriously wounded in the right legand later had to be evacuated tothe United States.After rearming and refuelingwe took off again for our besiegedtroops, but before we got there

we learned that the communistshad retreated into the jungle. Thefour Skyraiders had gone to thehome outpost to help there. Sinceour friends in the old outpostwere now safe and the Skyraiders

.ere at the home outpost, wedecided to help the ambushedconvoy.

But a radio call to the old man,who was Hying with Ringb,changed our minds. The situationhad changed. The main VC thrustwas at the home outpost and theSkyraiders had their hands full.He wanted us to help them. Heand the Ringo platoon were stillbusy hitting specific targets, mostly concentrations of VC back inthe woods, and Panther (.50caliber) helicopters were helpingthe convoy.

The CO also gave us an interesting specific assignment. Hesaid that about 5 minutes ago oneof the A-IE Skyraiders had beenhi and had made a crash landingin an area infested with communists. He wanted the helicopterJ was riding in to go pick up thepilot. Only five people were onboard our aircraft so we were the

Evacuation of 83 wounded RVN troops accomplished y UH-1Bs merican advisorsR VN med evac personnel


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COUNTERINGMBUSH

logical choice. The old man saidwe could take two other helicopters along to ride shotgun.We had no trouble finding thedowned aircraft. It had landed inan open field of high grass andhad not caught fire. But we sawno sign of life and at first wefeared the pilot to be dead or captured by the ve

The two other helicoptersstarted orbiting the wooded areassurrounding the clearing, providing cover and suppressive fire. fany v were there they wouldfind it unhealthy to fire on us.We came in alongside thedowned aircraft. Its canopy wasopen and the pilot was missing.There was a movement in the

grass and everyone s trigger fingertightened a little. The grass partedand the pilot stood up, a smile onhis face ex tending almos t fromear to ear. He was not seriouslyhurt and had been hiding in fearof the ve We took him on board.

When we rejoined our platoonwe found the other helicoptersbusy making life miserable for theve For the rest of the afternoonwe occupied ourselves that way,expending our ammuni tion andfuel supply four times before thecommunist had sense enough toretreat.

The Panthers made three passes,raking the ve with .50 caliberbullets. The v in turn fired afew shots at the Panthers and tookto the woods as fast as they could.s they did they received fire fromthis direction, too. The friendlytroops, realizing that they did nothave a chance against the attackers, left the trucks and hid in thewoods. They were waiting fortheir chance to get back. ThePanthers gave it to them. Manyve got away but enough died tomake the ambush a costly venture.

When the action was finallyover and the ve had crawled backinto the swamps, it was foundthat 32 ARVN soldiers were killeddefending their country. Eightythree were wounded, We evacuated the more serious. ThreeAmerican advisors were killed andfive were wounded in action.

We lost a lot of equipment, butmost of it was actually destroyedand did not fall into the hands ofthe ve

We weren t able to determineexactly how many of the enemywere dead. Many were killed byaircraft back in the woods and

swamps, and understandably theARVN didn t want to go in therejust to count dead ve Then too,the ve followed their usual practice of removing many of theirdead before retreating.

We estimated that 50 had beenkilled. We counted almost thatmany pools of blood or trailswhere the bodies had been draggedbefpre they could be picked upand carried off. We also estimatedthat 80 were wounded. Amongthe equipment captured were onemachinegun, two BARs, two smg,and four rifles. Also there were alot of junk weapons made fromlengths of pipe and hunks of lead.

s usual the old man held anafter-action critique. He said thatas the attacking force the ve hadthe advantage over us. Undernormal conditions they could exploit this advantage to a successful conclusion. But the timely intervention of aircraft had changedthings. Everytime the v attackedhe revealed his location, enablingus to hit him.his official report the oldman advised that ARVN unitsshould notify higher headquarterswhen they have convoy movements. That way we could be onthe alert. Also he advised that allconvoys be escorted by Bird Dogaircraft and that armed helicopters be stationed within 10 minutesflying time of any convoy, readyto intercept any ve giving trouble.

T his narrati ve is based on anafter action report. The article isriot a factual portrayal of events.t is written to inform Army Avia-

tors about the general type of s-signments to be expected on atour in Vietnam


35/52

earchingdirections, but in heavy thicketsor among many deadfalls, youmight see only a few feet. fa heavy snow has blanketed the

'

area, you might not see more thana few yards even in an open field..: Steps, paces, and tallies'.' . . : are units of measurement used by. Canadian searchers. Two steps

about 5 feet) make 1 pace, and

UST ABOUT every post, camp,or station in the United Stateshas, at one time or the other, beenasked to organize a search party.

Perhaps it was to find somethingas small or precious as a lost child,or as large and substantial as adowned aircraft.

For whatever reason, the wholeoperation can be quicker and easier if search personnel know thefundamentals of search methods.

Our Canq.dian neighbors havehad considerable experience in organizing search. parties to locatelost aircra,ft anq personnel in thefar north. They have reducedsearthing to a science. Here issome information on their methods of operation.Before an attempt is made tosearch ap area, they establish thesearch visibility. This is the distance a searcher can see in anydirection while in a standing position. This search visibility variesaccording to the type of terrain inwhich the search is to be made,the visibility condition, and theobject looked for.

In open fields you might beable to see 300 or 400 yards in allAUGUST 1965

66 paces make 1 tally. About 16tallies make a mile. To keep trackof tallies, Canadian searchers tiea knot in a string or transferstones from one pocket to another.A searcher concentrates on looking, and all too frequently forgetshis tallies if he depends on memoryalone.

To make the search, personnelline up in what is known as asweep line. The distance betweeneach is determined by the searchvisibility. For example, if thesearch visibility is 50 feet theneach searcher is 100 feet apart,etc. Best control is achieved if thesweep line has no more than 10searchers.

The end men in each sweep arecalled flankers, blazers, or pivots.During the first sweep the searchers move on one of these flankersin a line abreast. Besides searching his area, this control flankerkeeps record of the tallies made bythe sweep line. The other flankerblazes a trail as he goes along.vVhen the sweep line has searchedthe distance they were supposedto go, they are said to have reachedthe end of a leg.

When they have reached theend of each leg, the whole linepivots on the flanker who has

ma e e sy

blazed the trail and returns to thestarting pOSitIOn During thissweep the other flanker blazes thetrail for another sweep. In thisway no ground is left unsearched.

For their own protection, it isimportant that the searchers beproperly equipped. f the searchis in an area close to home, theydo not worry about equipment.But if the search is to be madefar away, as it will be in most aircraft accidents, the searchers themselves may become casualties i fthey are not equipped.In Canada, searchers have apack which contains such thingsas a ground sheet, sleeping bag,change of clothing, extra boots,insoles, mitts, socks, axe, compass,knife, matches, whistle, mirror,first-aid kit, signal panel, etc. Theybelieve that it is important forsearchers to have what they needto survive in the cold but thatthey must not be overloaded. Un-necessary items are never carried.A base camp is usually established, and here are found all thethings necessary for an overnightstay. Included are food, tents,extra sleeping bags, cooking equip-ment, stoves, coleman lanterns,fuel, etc. An important item thatshould be kept at the base campis a chain saw. This piece ofequipment is very handy and isused qlOstly to supply wood forthe camp.

Canadian searchers are welltrained. They know the dangers ofthe wilderness and prepare themselves to cope with it. Perhapsmore American soldiers and aviators should take heed and dolikewise.33


36/52

ARE YOUajor Howard Rip) llins

D ETEl}GENT, nondetergent, dispersant,lIdo WT -man we've heard them alI I Whatkind o.f oil are we supposed to be using in thisbeast? How often have we participated in a discussion concerning lubricants to be used in presentreciprocating aircraft engines?

Just a while back; pilots of a CV-2B, Caribou,upon arrival at a strange field, were confronted withthe problem of nonavailability of the type oil theythought was used in the R-2000 engine. Not willingto take a chance on mixing strange lubricants (asthey had beeh taught ever since Hight school) theyelected to call their home station and request oil

34

to be delivered them at X airfield.A special aircraft was dispatched with lubricatingoil to enable the stranded aircraft to be on itsmerry way. What type oil did this courier aircraftfly to the lubricant starved bird? You guessed itlThe very same oil that was available at the airfieldbeing visited.

So, you say the pilot goofed because he didn'tknow exactly what oil he had been using Or theflight engineer certainly should have knownl Yes ,that's all well and good, but it coul: also happento youl

In another classic example of this fouled up


37/52

OK, let s take a close look at Lubricating Oil, AircraftPiston Engine (Ashless Dispersant

situation, two field grade aviators dropped in fora passenger and refueling stop at X Army Airfieldin a U-6A after a tiring 5-hour Right from theirhome station-one of the most prominent of allArmy airfields. The ground crewman meeting theaircraft mentioned that the Beaver needed oil butthat he would be unable to service its lub system.All aircraft from the home station of this birdwere serviced with "11 00" oil, an oil no longerused by the rest of the Army The aircraft wouldhave to be flown to the municipal airport, some 20miles and a "hellofalota" inconvenience away tofind that oil

That additional stop en route home didn't reallyhurt these field grade types too much, but theknowledge they acquired some time later concerning the situation sure did infuriate them YepRight again These guys flew 20 miles out of theirway to put in the wrong oil when the right typewas readily available at their passenger dropoffpoint Those aircraft from the aviators' home station had been using ashless dispersant oil for overtwo years, but everybody had still been requesting(but seldom receiving) that oil referred to as "1100."As a result of the first little tale, I was given thedubious honor of researching this matter concerning reciprocating aircraft engine lubricants to determine exactly what oil could be successfully mixedor used in the Caribou engines. We all knew weshould be using type II, ashless dispersant oil, butwhat do you do upon arrival at an Air Force orcivilian installation in need of oil? Or what aboutthat out of the way training site that still hasseveral drums of 1100 weight, MIL-L-6082 oil onhand but no ashless dispersant oil?Let's now start at the beginning. What is Lubricating Oil, Aircraft Piston Engine (Ashless Dispersant) ?A few years ago the Army decided to purchaseMaj Collins is aviation safety officer} 37th Air Trans- ort n} 1 th Air Transport rigade} Ft Benning}a

AUGUST 1965

an oil which would prevent the sticking of pistonrings and clogging of oil passages as well as minimize the formation of varnish deposits within itspiston operated engines. Specifications covering thisoil required that it should minimize the formationof sludge deposits, thereby acting to some degree asa detergent oil.Well, MIL-2285IA, the military specificationunder which this oil was qualified, says that thislubricant shall be of three types.Type I is nothing more than an additive concentrate of various chemicals in a 1100 weight oil base.n is a blend of petroleum lubricating oil and additives to impart oxidation stability and dispersantproperties to the aircraft engine oils qualified underspecification MIL-L-6082, grade 1065 or 1100, whenmixed in the proportions by volume of 1 part concentrate to 9 parts oil. The lubricating oil used inpreparation of the concentrate shall be a principalcomponent of either an approved MIL-L-6082 grade1100 oil or an oil blend which, when tested, willmeet the 6082 specifications.So, what does all that mean? Well basically, itmeans you take a little 1100 weight 6082 oil, add afew chemicals with cleaning power, anticorrosiveproperties, and perhaps a "chemical glue" to h.old

ut out for handy illfold r e f ~ r e n c e--------------------------------,LUBRICANTS FOR ARMY AIRCRAFT PISTON ENGINESWHEN THE A P P R O P R I A T E 0 INDICATES MILLG082G R A D E 0 0 , YOU IHOUL.C NOW USE, 'MIL.L.228S1A, TYPE II LAD OILNOT AVAILAISLE, YOU MAY USE ANY O F THEFOLLOWING TO TOP OF F YOUR OIl. SUPPLYaMILITARY COMMERCIAL

MILLGOU, G R A C E 0 0 AERO SHELL W 120 ORMILLGOU, G R A D E 00 , W 120 (U OR W'OOWITH 2 CYCLOHEXANONE: ESSO AVIATION OIl. E120ADCED (FOUND ONLY OR E 'OOAT USAF BASES ANDCOMMONLY C A L L E D AIR

ENCO AVIATION OIl. E - 2 0OR E-100

FORCE HIGH-DETERGENT VALVOLINE SUPER AEROOIL) 7000

AS A LAST RESORT, USE ANY SAE SO OR 60 WEIGHTNO N DE T E RGE NT AVIATION OIL.WHEN THE APPROPRIATE-10 INDICATES MIL-L-e082, GRADE 10e S OIL, YOU :

,SHOUL.D NOW USE:*MIL-L-22851A, TYPE III LAD OIL ICONTINUED ON BACK I

J

5


38/52

them all together, then you have type I , ashlessdispersant concentrate.O.K., what the heck do I do with this? Nothingreally I This concentrate (type I) added to the oldMIL-L-6082 1100 weight oil then produces themysterious type II, ashless dispersant oil used in alllarge reciprocating aircraft engines of the modernArmy.

Contractors supplying lubricants to the Armywill mix their approved type I additive to anapproved MIL-L-6082 1100 weight oil at the rateof I part concentrate to 9 parts of 1100 weight andgive you the type II, ashless dispersant oil yourequire for your bird's engine.

Now you should see that this mysterious type IIoil is really only the old 1100 weight oil, or anacceptable substitute of the same viscosity, with afew chemicals added to reduce sticking of valves,rings, etc., and to minimize the formation of varnishand sludge deposits.O.K., how about this third type mentioned inM1L-L-22851A specification?

Type III, ashless dispersant lubricating oil blendis nothing more than MIL-L-6082 1 65 weight oilwith the same type I additive blended by volume to1 part additive and 9 parts 1065 oil. What have wehere? An ashless dispersant oil lighter in weight(viscosity) , comparable to MIL-L-6082, 1065 weight,with the ability to reduce the sticking of movingparts and minimize the formation of varnish andsludge deposits within the engine. T ype III ashlessdispersant is designed for use in smaller engines. TheArmy will probably use it only in those enginesbelow 450 horsepower.

r - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - .IF N OT A V A I L A B L E . USE ANY O F T H E FOLLOWING:M I L-L -6082 GR A D E 1065 I E R O S H E L L W 80ESSO A V I A T I O N OI L E-80E NCO A V I A T I O N O IL E - 80

* T H E C O N T A I N E R MA Y B E L A B E L E D ML - L-2285 t MIL-L-22851 (WEP) OR MIL-L -22851A , D EPEN D IN G U P OND ATE O F PAC KAG IN G . L A D R EFER S TO L U B R I C A N TASHLESS DISPERSANT .

FUELS OR RMY IRCR FT PISTON ENGINESMOST E N GI N E S USE M IL - L-5572. tOO/130 O R LOWERO C TAN E AV IAT IO N GA S OLI N E AS A PR IMAR Y F U E L .THIS F U E L IS GR E E N IN C OLOR .TH E ARMY BUYS O N L Y MIL-L-5t172, GRADE 115/145 A S U I T A B L E A L T E R N A T E , FOR USE IN A L L PISTONDRIVEN ENGINES. E X C E P T I O N : ARMY A V I A T I O NS CHO O L TR AIN IN G F L E E T .GR A D E 115 /145 GA S OLI N E IS P U R P L E IN C O L O R . WHEN

r : : I ~ ~ : S \ U L G : H O O ~ ~ . ~ ~ \ I ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ) ~ ; ~ : i ISCI f IBED IN TB AVN 23-2 . WHEN U N IT IS USING T C P IN IL O C A L F U E L , C O MMER C IAL F U E L W I TH OU T TC PP U R C H A S E D AWAY F RO M H O M E STATIO N IS A C C E P T A B L E IC AN AD IAN F U E L S P E C I F I C A T I O N 3-GP-25C OF T H E IP R OP E R GR A D E MAY B E USED AS AN A L T E R N A T E IF U E L WHEN N E C E S S A R Y . I

36

For those of you who are chemists or chemicaengineers, the chemical and physical properties othe lubricating oil blends are specified below.PROPERTIESAsh, max, percentCarbon residue, max percentPour poin t, max, degree FFlash point, min , degree FSulfur, max, percentSediment, max, ML/ I00 ML oilNeutralization 0 No. maxCopper strip corrosion

3 hr at 212 0 F) maxViscosity at 210 0 FSaybolt Universal Viscosity

T.YPE IIBLEND0.00251.20 0470 00.50.0050.10No.1

TYPE IIIBLEND0.00250.75-10 0420 00.50.0050.10No.1

max 125 84Kinematic viscosity, cs, max 26.1 16.6Visco

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Army Aviation Digest - Aug 1965

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