Army Aviation Digest - Aug 1974

8/12/2019 Army Aviation Digest - Aug 1974

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UNITED

GENERALARMY AVIATION CENTER

MG William J. Maddox Jr .

COMMANDING GENERALARMY AVIATION CENTER

BG James M. Leslie

U. S. ARMY AVIATION DIGESTRichard K. Tierney

ABOUT THE COVERDIGEST thanks Special-

6 S J. Stout for the coveron the 1st avalry Divi-which is featured this

RMY VI TION1GESAUGUST 1974 VOLUME 20 NUMHuey Towed Howitzers, MAJ Curtis J. Herrick .... Operation Mission Completion, CW3 George E Nicholas ... ...

2 MOS Development And Training In Maintenance SupportJ Of Army Aircraft, MG Jack C. Fuson .... These Are The MASSTER Years, SP4 Clem Hughes .. Aeromedic .... ....ARTS III Comes To CairnsSurveillance At Its Best CPT Nelson GPeregoy Army Aviation Hall Of Fame ..Selected Effects Armament Subsystems ................AVSCOM Goes NORS To Its Customers, Vernon McGuire, OAC ..Let's Take A Close Look At Mast Bumping ...... IIHot Refueling-What You Should Know .......When Does An Instructor Take Over Controls? ..Who's Watching The IP? ..Broken Wing Awards .... Who s In Command? .. ................... .......Pearl's .. ........USAASO Sez . ... ...... ..... ..

The mission of the U. S. ARMY AVIATION DIGEST is to provide Information of an optional or functional nature concerning safety and aircraft accident prevention, trainmaintenance, operations, research and development, aviation medicine and otherlated data.The DIGEST is an official Department of the Army periodical published monthly uthe supervision of the Commanding General, U. S. Army Aviation Center. Views expresherein are not necessarily those of the Department of the Army or the U. S. AAviation Center. Photos are U. S. Army unless otherwise specified. Material mayreprinted provided credit is given to the DIGEST and to the author,. unless otherwindicated.Articles, photos, and items of interest on Army aviation are invited. Direct communtion is authorized to: Editor, U. S. Army Aviation Digest, Fort Rucker, AL 36360.Use of funds for printing of this publication has been approved by The Adjutant Geral, Headquarters Department of the Army, 8 April 1974, in accordance with AR 31Active Army units receive distribution under the pinpoint distribution system aslined in AR 310-1. Complete DA Form 12-5 and send directly to CO, AG Publicationster, 2800 Eastern Boulevard, Baltimore, MD 21220. For any change In distribution reqments, initiate a revised DA Form 12-5.National Guard and Army Reserve units under pinpoint distribution also should suDA Form 12-5. Other National Guard units should submit requests through their sadjutant general.Those not eligible for official distribution or who desire personal copies of the DIGcan order the magazine from the Superintendent of Documents, U. S. Government PrinOftice, Washington, D. C. 20402. Annual subscription rates are $13.40 domestic and $1overseas. Single copies are $1.20.


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W E IN THE 1st Cavalry Division have hadtremendous opportunities to innovate. Our divisional mix includes tanks, mechanized infantry, lightinfantry, rangers, armored cavalry, air cavalry, attackhelicopter units, towed and self-propelled cannon,aerial field artillery and an aviation battalion of threeUH-1 Huey companies and one of CH-47 Chinooks.Everyone of our combined arms field problemsprobes some areas not well covered in published doctrine. On the FIRST TEAM we believe that there isnothing we do which cannot be done better. OurArmy has still a great deal to learn about the use ofhelicopters on the battlefield, particularly in theseituations we call a ''high air defense environment.The 1st Cavalry Division is sending the DIGEST anumber of articles which represent the views of someyoung aviators at a period early in the Army'sexperience with these complex matters [the first twoppear in this issue beginning on pages 2 and 4,espectively]. The subjects range from airmobilemaintenance shelters to night airmobile artillery

are no revolutionary concepts surfaced in thesebut they will represent ways and means to

re doing them. I personally do not agree with aUsome of my

But it's veryam wrong.While speaking of opinions, I would like to makecouple of points of my own. First, some comments

In general, it stinks. I amsome of the major Army stations in thesuch rules as: Heliwill not train at altitudes below 100 feetIt ought to be obvious that it is

an air cavalry troop under sucht is equally true, but perhaps not as, that it is impossible to train a brigade flight

It doesn't seem logical thatshould be conducted under ardon t fit our aviators or their com

problem may be one of education.f commanders thoroughly understood that their

i severalscopes

at their CP coordinates, they might be morein reqUiring aviators to train tactically.demand that

1974

they be delivered to their command posts and flytheir command and control (C&C) missions in a waywhich will not hazard the aircraft or friendly groundunits to enemy fire. Commanders and their pilotsshould plan the route, altitude and speed of everymission in peacetime training just as carefully as itheir simulated enemy were real. We simply mustmake a clean break from the widespread policy ofseveral years ago that a waiver is required to trainaviation units properly and realistically.

Next, I believe that there is considerable confusionabout the definition and standards of NOE flight.Clarity would be improved i in our training a cleardistinction is drawn between the individual proficiency of aviators to fly and navigate at slow speedsin very close relationship to the earth (NOE), viz-aviz the use of that skill in tactical flying. The cardinalrule of flying should be to: Fly at a speed, altitudeand ground track which will give the best opportunityfor recovery from a catastrophic failure (engine, tailrotor, etc.), while avoiding drawing enemy fire onfriendly forces or the aircraft itself.In unit aviation training no flight or single aircraftshould take off without a simulated tactical situationand an analysis by the crew to select suitable flighttactics. For example, i the flight were point to pointand solely behind the division rear boundary, 500feet absolute might be a suitable altitude. A flightfrom the rear terminating to the rear of the brigaderear boundaries might be able to remain as high as

S or 100 feet (depending upon enemy radar line ofsight). But usually helicopters forward of the brigaderear boundary should be 10 to 25 feet above theterrain, or at true NOE when not shielded from enemyoptical or radar observation. The point is we mustconstantly drill our aviators in the sort of tacticalanalysis outlined above. This should be our trainingobjective.I, of course, am not advocating running before wecan walk. My major point is that proficiency inindividual NOE flying in courses such as those described in TC 1-15 is the beginning and not the endof aviation tactical training.

MG R. M. SHOEMAKERCommander1st Cavalry DivisionFort Hood, TX

[EditorS note Th e viation Center agrees with G eneralSho emaker that TC 1-15 is the beginning and flot the endof aviation tactical training. Currently, the viation Centeris reviewing TC 1-15 with the intention of expanding itsco verage into unit NOE training areas.]


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due to weather the artillery s prime movers satfogged in while an airmobile howitzer battery wasoverrun during Gallant Hand 73 UH 1 H Hueyhelicopters nearby with a flyable ceiling couldhave moved the battery on a combat risk basis . that moving howitzers withis a valid mission thatalthough ita higher risk than is an

CR 47 operations.degree of risk is dependentspeed, the outside airand the pressure ale. Commanders must be awarestandard day conditionsa mean seaaltitude UH 1Hs

Close coordination with thet i l l r y revealed the airmobile

The MI02is supposed to.actuallyabout 3,400 pounds. Comthe inclusion of items suchsights and the lifting slings ac

When moving by CH-47 a howitzer battery likes to move with 6guns, 56 soldiers and about 480rounds of boxed 105 howitzer ammunition in twelve A22 containers.The weight of two rounds with thepacking box is about 100 poundsand the A22 container weighs 36pounds. In DH 1H operations theammunition should be carried inthe fiber containers to reduce theweight per round to about 45pounds. With this ammunitionconfiguration the complete batterylift mission should require 24 UH1H sorties; 16 of the lifts will bedevoted to carrying 54 rounds withfuses per aircraft in two A22 bags.The premlSSlOn coordinationtakes full advantage of the efficientground guide and hookup procedures proven by the CH-47 unitsmoving artillery. The major difference is the emphasis on tailoringthe weight of the ammunition loads

.within the normal Ruey lift capabilities, i.e., about 2,500 pounds.This requirement may be simplifiedin retrograde operations in whichfewer rounds are moved to therear.

In determining the lift capabilityof a helicopter its basic weight aridbalance record should be consulted. Like the howitzer, modifications and new items have addedto the weight of rriost aircraft. Thecrashworthy fuel system is a 160-pound example.When aware of the actual weightof the aircraft, including the fueland load, the pilot is then in aposition to estimate capabilities ofhis aircraft to lift the load. Usingthe outside air temperatures andthe pressure altitude as variables,he should consult the lift capabilitychart in the operator s manual,chart 14-3; there he will learn the

Continued on page 7

1 The ~ e i g h t t e m p e r ~ t u r e and pressure .altitude dataduring the H 1 H s howitzer lifting feasibility check.

1974

a. Weight in .pounds .Pilot (with ~ o t s and helmet)Copilot (with boots and helmet)Crew.chief(with boots and helmet)UH1HOJIFuelM102 howitzer

1902051655,24734

. 7003,4 00Total 9,941 .b. O ~ t s i d e air temperature . 59 degreesc. Pressure altitude 750 feet2. The power reading of the aircraft hovering with thehowitzer prior to takeoff.a. TOl: Clue in pounds per square inchb. l turbine power reading 597 percent

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peration~ I T ~ ~ i l @ l i @lNIIPJ1J1Jril@li

I N THE REPUBLIC of Vietnamthe Army aviator arrived qualified for the mission at hand. Hehad all the necessary aircraft qualifications and a basic understandingof the mission to be completed.There was no need for a thoroughknowledge of the enemy's aircraft,armor or artillery for these werepractically nonexistent. He wasparticipating in a brush war inwhich all the advantages were hish e had few enemy aircraft andrelatively unsophisticated antiaircraft and artillery weapons withwhich to contend.Now we undergo a completechange in location, time and thusa different type-of potential combatoperations: the Mid-East orEurope and a conventional highthreat environment. In this new

locale the attack helicopter aviatorarrives with the same qualificationsas his brethren Who served in Vietnam. Instead of the individual whocould quickly and successfullycomplete the mission in Vietnam,we have a man who is only basically qualified for this different typeof combat.What has caused this change inoperational capabilities, considering that the aviator qualifications4

o qualify rmy aviatorsfor their new mission ..

CW3 George E Nicholas1st Cavalry DivisionFt. Hood TX

are nearly the same? There havebeen many contributing factors.In Vietnam the enemy did notgenerally have modem hardwareand when he rarely did appear thishardware was in limited quantities.Specifically, enemy aircraft werescarce; armored vehicles were few(even during the invasion of theI and II Corps in 1972 ; and his

antiaircraft and artillery weaponswere relatively unsophisticated.In the conventional high-threatenvironment enemy aircraft, ar

mor, artillery and antiaircraftweapons will be major factorsas was demonstrated in the YomKippur war in the Middle East lastOctober. During this 18-day warthe Israelis lost about 4,1 O men,840 tanks and 114 aircraft; theArab forces lost approximately14,800 men, 1,875 tanks and 465aircraft (figures are based on estimates reported in U. S. newsmedia) .There are numerous geographical areas to which the attack helicopter unit potentially may be deployed. Unfortunately, the forceswe may confront in various areasdo not all have the same type ofequipment nor do they use similartactics; the equipment and tactics

of our allies also will vary. Manyour allies, as well as some thrforces, are recipients of our mtary aid and schooling. In additiosome (both allied and threat) pcure similar types of equipmefrom other sources. This copounds the problem of the attahelicopter aviator's ability to idetify all types of military hardwaboth friendly and .otherwisematter of utmost importance fsuccessful mission completion acompilation of accurate intligence data. The attack helicopaviator will require additiotraining to enable him to succefully complete his mission in a coventional high-threat environmeDuring flight school academinstruction at a very basic leshould present the aviator with initial orientation of allied aenemy equipment, tactics and dotrine. This instruction would be all aviators with further trainingbe conducted at unit level afgraduation from flight school. Tamount of advanced training wbe determined by the type unit aits mission.Advanced training in the att2helicopter unit should be c O lpleted in several phases-the f

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specific instruction in thehelicopter unit's mission andmission and tactics is the

upon which all furtherwill be based. Afterlearn the role of the athelicopter in the conventional

the roles of other elementswithin the combinedteam will highlight theof thehelicopter. This also willworking knowlof U. S. armed forces equipand doctrine.The next phase of instruction

on combatbasic tactics and docaasAviators rated prior to the im-ementation of the new trainingam would be required to

at unit level; the amount andby the unit and its mission.

Basic and advanced instructionbe reinforced by annual up-tactics training record would beon each individual so thathis transfer the gaining unit

the, attack helicopterto be mission-ready uponin a conventional high

A variety of training aids wouldneeded for full implementation

s would allow an eyeballtactics used by each country. Forof information, identification charts

ith three view profile drawingswould be very valuable. TheseAUGUST 1974

charts would be identified bycountry with the types of equipment listed in the same sequenceon each chart. To supplement eachchart, provision would be made fora book containing North AtlanticTreaty Organization NATO) andnumerical designation, identifyingfeatures, weak points and thequantity of equipment in activeforces and in reserve.Comparative information booksor charts would simplify identifying allied and enemy equipmentwhich have similar roles and capabilities. This information wouldpoint up the strengths and weaknesses of various armed forces andallow a greater understanding ofwhy certain tactics are or are notused. Further distribution of existing material (i.e. , AF manual 50-13, FM 44-30, etc.) also would becompleted.Flash cards or 35 mm slidescould be used to check the proficiency of attack helicopter aviators to identify various items ofmilitary equipment, both friendlyand threat. This is a system alreadyin use by the U. S Air Force andU. S Army air defense units.

The concepts for this proposedtraining program are an outgrowthof personal experiences that I havehad during my present tour at Ft.Hood , TX. On numerous occasionsI have identified U. S militaryequipment by identification num-bers and have been asked what Iwas talking about. When I wastalking about foreign equipment,the number of people who couldidentify the equipment was fewindeed.During a recent field problem Iheard the following conversationbetween a platoon leader and twoscout pilots:

Yellow Scarf 26, this is YellowScarf 51.Yellow Scarf 51, this is 26, goahead.26, this is 51. e have six bigboys (tanks) at Jackson's Crossing

heading north, over.51, this is 26. Are They Sheridans or M -60s? Over.There followed a long silence,finally broken by:26, this is 51. Can you tell usthe differences?t is a funny story to tell, buthow funny would it have been inactual combat? About as funny asa couple of incidents that actuallyoccurred during the Yom Kippurconflict. Both the Israelis andEgyptians shot down some of theirown Mirage Ills. To prevent arecurrence, the Israelis markedtheir Mirages with large yellowsplotches on the top and bottom ofthe wings. The Egyptians' corrective action was somewhat different.They ordered their fighter aircraftto stay out of range of their ownair defense artillery batteries. Thissolved one problem but denied theEgyptian ground forces the benefitof air support from these fighteraircraft.

Future conflicts in which ourarmed forces participate will likelyoccur in a conventional high airdefense environment. We can anticipate that the enemy forces willbe highly trained and that they willemploy very sophisticated equipment. In order for our militaryforces to operate successfully inthis environment, our combinedarms team , specifically the attackhelicopter crews, must acquire athorough knowledge of the tactics ,equipment and capability of ourown forces and our adversary aswell.

CW3 Nicholas is a Senior Army aviator and a graduateof the Aviation Warrant Officer Career Course. He is anattack helicopter section leader and is in charge of theAH-1Q Cobra/TOW training program for his unit - the7th Squadron Attack Helicopter), 17th Cavalry, stCavalry Division, Ft. Hood, TX


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O ~ Developmenf nd Trainingn Maintenance ~ u p p r t Of rmy ircraftMajor General Jack C FusonCommandant U S Army Transporation School

This is the third article in the series byGeneral Fuson on the role of the Transporta-tion Corps and its impact on the future ofArmy aviation. Elimination of production bot-tlenecks and the consolidation of skillsneeded to meet the support responsibilitiesof UTTAS ASH and HLH are discussed as apart of the restructured training programat the U. S Army Transportation School

ESPITE THE V LUE ofcomputer technology, the finalis a human decision.

If the con

as availability, safety,, then the decisionbe simple. In most

, however, decisions must be

decisions. Such, must be madeis seasoned by a broadbase of. . arity with the Army aircraftand support environ

To assure that the most ap-

propriate decision for a particularsituation is made by aircraft maintenance personnel, a number ofactions have been taken by the U.S.Army Transportation School at Ft.Eustis, VA.First, the emphasis on particularskills and knowledge has beenshifted to better correlate with today's maintenance environment.The duties of airplane and helicopter repairmen within the careermanagement subfield 671 for aircraft maintenance have been realined toward systems maintenance with significant increases insystem diagnostic and prognosticresponsibility. This concept was reflected in changes to job descriptions that became effective in N0vern ber 1973 . Under this concept,training will be oriented to themaximum degree on the early detection of faults that affect safetyof flight. Additionally, personnel

will be trained to quickly analyzeand trace the cause of equipmentmalfunction to identifiable modulesusing applicable technical manualtroubleshooting instructions andeasy to interpret go / no-go built-intest equipment BITE); installedaircraft instruments; or easy touse/ interpret, diagnostic/ fault isolation devices.Secondly, training programs arebeing restructured to conform withthe changing maintenance environment. The 671 career subfield ofaircraft maintenance is not designed to recognize differences inorganizational or support levels ofmaintenance; however, trainingemphasis is being placed on thosetasks associated with rapid maintenance response. Replacementfunctions at user level are limitedto the removal/installation/reinstallation of worn or damagedmodules which do not require

COlltinuell on page 8

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tests new ideas equipment and concepts with troops infor ways to enhance and improve Army

operations. A major effort begun in 1971 was directedthe development of the air cavalry combat brigade; one

now exists within the st Cavalry Division. SeveralMASSTER projects are discussed showing how the research-

are seeking answers and solutions to future needs of Army aviation

HE U. S. ARMY's use of thehelicopter in the Republic of

flewThe AH-I HueyCobra, the UH

OR-58CH-47 Chinook -

a more or less

Far East.

is now only aThe future demands the

-the(NOE) tactics.For years now various agencies

is known as airmobility. Everyis someone or some

concepts to keep Army aviaAnd one of these groups exami

is MASSTER-theArmy Selected SystemsReview-'When MASSTER was created

t wasas the Mobile Army

quickly and efficiently evaluatesurveillance, target acquisition andnight observation (STANO)equipment that was destined foruse in Vietnam.However, in 1971 the mission ofMASSTER was significantly altered, the name was changed to its

present reading, and one of MASSTER's new goals was to study therole of Army aviation in a high airdefense environment of mid-intensity conflict.In its simplest definition a midintensity conflict is warfare similarto that of World War II and perhaps more closely related to therecent major fighting in the MiddleEast. The high air defense threatenvironment was experienced in the

Yom Kippur war. Vietnam was alow-intensity, guerrilla-war affair.A high-intensity conflict could involve the use of nuclear weapons.As Major General Herbert J.McChrystal Jr., the deputy commander of MASSTER, frequentlypoints out, Adapting the Armyfor a mid-intensity conflict involveschanging a lot of ideas and attitudes. For example, GeneralMcChrystal relates, a whole gen

eration of Army aviators and tacticians got their basic education inVietnam and are oriented to Vietnam-type action. However, thosebasic tactics may have to be alteredin a mid-intensity conflict becauseour side may not have air superiority all the time, and we mayhave to face an opponent who isnumerically as strong and equippedwith the same technologically-advanced devices that we have.

Even in the area of camouflage,for instance, it's easy to see that theArmy as a whole is not geared toconcealing the individual soldier,our command posts, our vehicles orour aircraft from the enemy'sview, the general continued. Andthe list of subjects that must be adjusted to 'mid-intensity thinking' isalmost endless.In recent years MASSTER has

been-and is- involved in manyprojects that may affect the tacticsof the Army in the future, both onthe ground and in the air. But atMASSTER the object is not just tothink of new ideas and try them outin the laboratory. Rather, MASSTER is set up as a field testagency and conducts its tests ofnew ideas, equipment and conceptswith troops who may eventuallyemploy those new developments.For that reason MASSTER testershave drawn heavily on the manpower and skills of the 1st CavalryDivision (Airmobile) and the 2dArmored Division at Pt. Hood totest everything under actual working conditions. The handiness ofthe two combat divisions alsomakes it easy to conduct tests ona large scale with division tacticsinvolved.

And by using the aviation assetsof the two d i v i s i o n ~ MASSTER'sAir Combat Directorate is leadingthe search for new and differentways to enhance and improveArmy aviation operations.The Air Combat Directorate'smission is to plan, design, conduct,evaluate and report on assignedtests, experiments and studies of


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Above FARRP pump rearms and refuels five . ,:, . . ~helicopters at one time within five minutes

selected materiel, proposed systems, organizations and tacticalconcepts. With this broad missionthe directorate has conducted anumber of tests involving thetactics and organization of aviationunits.

Our major efforts in this areahave been directed toward theformation of an air cavalry combatbrigade that uses the Cobra as itsattack weapon, explained John FNutt, a military plans analyst withthe directorate. Our testing beganin 1971 with the creation of an aircavalry attack platoon. Subsequenttests in 1972 and 1973 then examined the organization at thetroop and squadron level.

In each of the field exercises,the different air cavalry organizations were observed in terms oftheir structure, employment doctrine, support requirements and theimpact of electronic warfare onoperations.Valuable lessons were learnedin each test, and necessary changeswere made for the succeeding test,Mr. Nutt continued. Then, towind up the air cavalry experiments, a major brigade-sized testt h e Air Cavalry Combat Brigade(ACCB)-was slated for early

1974, but national fuel considerations caused cancellation of thattest.However, the earlier findings byMASSTER apparently proved theworth and capability of an ACCBin a mid-intensity conflict, and the10

ACCB is operating as one of thebrigades within the 1st CavalryDivision.The question of battlefield survivability of the helicopter also

has been studied by MASSTER'saviation specialists within the AirCombat Directorate and as a resultextensive development of doctrinefor NOE flying was forwarded byMASSTER.With NOE techniques a pilotflies as close to the ground and anyobstacles as he can-3 feet is considered a good working level byMASSTER. Tests reveal that fewradars can effectively track a helicopter flying at low speeds at thislevel when an aviator literally hidesbehind trees, buildings, hills orwhatever may be handy.

NOE flying does not have to belimited to daytime activity, as testofficers in the directorate are quickto point out.By using the AN jPVS-5 nightvision goggles (NVG) used in theCombat Air Vehicle Navigationand Vision System (CAVNAVS)obtained by the Army MaterielCommand (AMC) , a pilot canturn night into day at ranges up tometers depending on thelight level (see Helicopter LowLevel Night Operations andHow Night Becomes Day, May1973 DIGEST).

The NVG is a goggle-like devicethat fastens to the helmet and givesthe wearer a bug-eyed, unearthlyappearance. The goggles work on

a light amplification principmuch as in the familiar StarligScope. After a short trainiperiod aviators adjust to the greetinted view and fly almost as loand as fast at night as they candaylight.Another unique device tested MASSTER is the electronic loction finder (ELF) system devoped to satisfy a U. S. Air Forrequirement to assist search arescue helicopters to quickly locadowned aircrewmen.

The ELF system was used Vietnam frequently, accordingMr. Nutt. There a downed piwould turn on the device andreconnaissance plane wouldflown over the area until it homin on the target. Since the canoin jungles is like a foggy conditiodirect visual observation is almoimpossible, but the ELF helpdetermine the information needfor a landing.

MASSTER tested the system determine the feasibility of excuting vertical landings and takoffs under instrument weathconditions with ELF equipphelicopters.

Another MASSTER projenamed Quick Draw, examined tcapability of the Vulcan self-ppelled air defense artillery systeand the M-60 tank system, usiits cupola-mounted .50 calibmachinegun and main gun to dtect, engage and hit attack hecopters operating at nap-of-th

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The balloons would pop updifferent distances from the

In Phase II of the testground targets which repre

The results of the Quick Draw

can effectively satuThe question of effectively re

Itensity situation also has beenchers. The result of the studyFARRP

point-which can reload andfive helicopters simultane

The five-point refueling system

refueler-as opposed to thefive aircraft using the

The material used in the presentARRP configuration is an MJ-15is

MJ-15 canup a ton of ammunition

Helicopter wrapped in newplastic cocoon. Test for de-gree of protection from rustcorrosion and salt spray

at the same time, making it ahandy piece of equipment.However, the earlier tests of theFARRP resulted in a number ofrecommendations that will requirethe Air Combat Directorate andMASSTER's Combat Service Support and Special Programs(CSS&SP) Directorate to continuetests through this summer.One of the new ideas being incorporated into the FARRP is acoupling device that uses electricpower from the aircraft being refueled to power the fuel pumps. Inthe ammunition loading part of theFARRP new techniques for packaging and storing 2.75 inch rockets, 40 mm grenades and 7.62 mmammunition also will be evaluated.Another area in which we haveposed several questions is that ofaerial weaponry, because it is safeto say that not a great deal ofprogress has been made in armingthe attack helicopter, said MajorHarry L. Landis, an Air CombatDirectorate test officer. In the1950s and 60s the Army evaluateda variety of rockets being firedfrom UH-19s, CH-21s and CH-34s. Machineguns and rockets alsowere fired from OH-23s, OH-13sand UH-ls and M-22 and TOW(Tube launched, Optically tracked,Wire guided) missile-equipped

OH 1 helicopters have been used,but the best bet to date seems tobe the 2.75 inch rocket. If we hadto go to war tomorrow that is thesystem upon which we would haveto rely, Major Landis said.

MASSTER has conducted rapidfiring exercises with the 2.75 inchrocket to develop techniques forits employment against massivearmored attacks. The 2.75 inchdual purpose-antiarmor and antipersonnel-warhead coupled withthe technique of several AH-lCobras unloading up to 380 rockets into a target area in less than2 seconds, should continue to beuseful for some time to come.MASSTER researchers recentlyhave evaluated two similar prototype devices that may help a Cobrapilot control and mix the store of2.75 inch rocket ammunition carried in his pods. Both of the newsystems allow a pilot to select, armand fire his rockets in a variety ofways: He can select any rocket froma pod to be fired with a rocketfrom any other pod. He can remotely set the fuzesfor an airburst or penetration. He has three different timesettings between firings he canselect, according to the target andother conditions.


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This disruption is accomplishedcolor to reduce contrastto disrupt the geometric

paints to reduceThe test pattern under evalua

is unique, ex

A specific pattern was de

accommodate the vegetation

For example, the colors used infit the Ft. Hood area

40 percent forest green,percent field drab, 5 percentand 5 percent black.Pattern painting of helicopters

backgrounds, continued MaMcDermott. This appliesat NOE

tracked battery powered heli-copter ground handling trans-porter is tested by a soldier

participating in MASSTER

while the aircraft were on theground.Equipment designed to reducethe glint and glare from helicoptercanopies also is being evaluated.The canopy glare cover consists ofeither muslin or rip stop nylonmaterial that is cut to the samedimensions as the canopies of theAH-l, OH-58 and UH-l helicopters. The cover fits over the aircraft like a sock and extends toward the rear to cover all canopysections. t is secured to hard pointson the fuselage and designed tobe used in conjunction with pattern painting. Color patterns havebeen applied to the covers tocorrespond with the pattern on thefuselage. The material provides atextured surface and the weight ofthe cover varies with the type ofmaterial used and the size of thehelicopter.The camouflage helicopter canopy glare cover provides an effective concealment for parked heli-. copters, said Major McDermott.The cover can be carried onboardand permits easy, quick attachmentand detachment. Its bulk andweight are minimal.Major McDermott's outlooktoward aircraft camouflage is optimistic. He said, Most of our newconcepts are good. In the futurewe may be looking at build-in adaptations for aircraft camouflage.

We have come a long way withcamouflage materials and techniques, and we have discoveredwhat routes we must undertake fornew and better ideas in camouflage.To be practical, in a tacticalsituation the final product must beinexpensive, effective and quicklyset up, he continued, but it willtake time to develop a materielitem from feasible concepts.We try to look at aircraft camouflage from two points of view,Major McDermott concluded. Bythe use of camouflage patternpainting on the helicopter hub,rotor and fuselage area, we increase the survivability of the aircraft. But we need to have flexibility and mobility with helicoptersto camouflage the aircraft where ithas landed, or to move it to a prepared camouflage position.

So the search for answers toquestions continues at MASSTER-answers to questions about helicopter camouflage, about aerialweaponry, about refueling and reloading, about attack helicoptertactics, about ground movement ofhelicopters. The list of questions isendless, but MASSTER researchers are seeking answers and solutions, while keeping an eye on thefuture and doing their part to develop a better Army aviation program.


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uman factors InNap of the Earth lying

Lieutenant CQlonel Nicholas E Barreca M.D.

Part III. Flying Fatigue

E CH OF US REC LLS the early days of pilottraining. Some have more recent recollections, othershave to dig deeply to refresh bygone memories. Whetheri p fixed or rotary wing aircraft, all can remember theexcitement, apprehensiveness, the overwhelming awe,humility and frustrations of those embryonic hours offlight training.

Perhaps with some honest reflection, many can recapture the hours immediately after those thrilling earlyflights and the evenings that follQwerl. There was thatsensation of relief and gratitude. Then a feeling ofexhaustion, loss of energy that depleted, spent, rungout feeling as if someone had set upon your adrenalglands* and forgot to get up. That was and is fatigue.

Recently, a group of experienced rmy aviators returned from flying an experimental nap-of-the-earth(NOE) course. They were subjects of an investigation todetermine the effects of NOE flying on aviator performance. Most of these aviators experienced that rungout feeling after extremely short, repetitive runs on ademanding NOE course.There is no doubt that operational NOE flying willbe fatiguing. Fatigue has been a particular concern ofcommanders, safety officers, flight surgeons and aviatorssince flying began. In NOE flying it will be an everpresent threat and bedfellow: Nap-of-the-eart4 flyingis a demanding task master. t takes complete and unwaivering .concel1tration. It requires the utmost in

*The adrenal glands of the body sit atop the kidneys and areresponsible for producing many hormones including thoserequired to face stressful situations of fight or flight. Theflight referenced to here is one )f departure or escape from astressful situation.

14

Provided by the Society oU S Army Flight Surgeon

preparation and forethought. t must be anticipatorand predictory, perhaps to some extent even visionart must be flexible, thoughtful, calculating and cordinated. In the face of all these mental aerobatics,requires continuous and unconscious coordination oflight controls to produce the desired and ever-changinflight path. For flying performance to be safe, efficienand effective, painstaking care, planning and consideration must go into determining the utilization of flighcrews.Fatigue has always been a difficult entity to definand measure. Perhaps the best working definition is afollows: Fatigue is a detrimental alteration or decreasin skilled performance related to duration or repetitivuse o that skill aggravated by physical physiologic anpsychic stress. Fatigue is a difficult condition to measuret is variable from individual to individual and ovetime. t can be influenced .and altered by a myriad oconditions.There are many biochemical and cardiovasculameasures of man s reaction to stress. Each requires foreknowledge of the individual and utilization of extensiv

laboratory equipment and analytic techniques. None artruly predictive of effidency or effectiveness of p rformance. The U. S. rmy Aeromedical ResearcLaboratory at Ft. Rucker, AL, has performed sompreliminary experiments comparing these indices amonaviators engaged in both normal, unc9mplicated flighand nap-of-the-earth flight. Early examination of resultseem to indicate biochemical and cardiovascular evidencof significantly increased stress during nap-of-the-eartflying.The Illost important index however is performancSince nap-of-the-earth flying is stressful, what does it doto performance over time? Several years ago fligh

U. S. RMY AVIATION DIGEST


17/52

at Ohio State University decided to study theo f fatigue in terms o f operational flying perThey rigged a helico.pter electronically somovement of the three major co.ntrols-throttle,collective-as well as rotor rpm, co.uld be

in flight. They were primarilyin determining the movement of these controls

at asIn the co.urse of these

to produce fatigue, pilo.ts tended torotor rpm to vary within wider limits as flight time

of relatively large ampliincreased considerably during the latter hours ofThe increases in variability o f roto.r rpm duringfo.urth hour of such missions were as great as the

in variability induced by blood alcohol levels120 mg. percent in fixed wing pilots who were studiedThis type of study appeared to have great potential

of the effects of fatigue on performance.examination of control movements with time couldand when fatigue was begin

to tell its tale for given aircraft and mission prot could even, once standardized, have the potential

an inflight monitoring system for fatigue (i.e., whenpilo.t's control movements became unacceptablyto his

With the arrival of nap-of-the-earth, this techniqueThe hallmark of nap-of-theis changing altitude and airspeed, with frequentlarger movement o f controls. Of course, with com

rotor rpm becomes a less sensitiveof control. In spite of these limitations, theArmy Aeromedical Research Laboratory is inestigating performance data from NOE flying. Using

under both daynight conditions in an attempt to determine levelsfatigue. To date, only limited data has been accumuto be conclusive.

How then do we determine when fatigue is a signififactor? Where do we draw the line on frequencyof nap-of-the-earth flight? First, one hasbe able to recognize flying fatigue when it occurs.symptoms and signs of both acute and chronic skill

not be discussed here (see Aeromedic-Flying, January 1972 DIGEST).For dawing the line, one must use past experience

common sense. Some experience has been accruedconditions similar to NOE flying and some guideauthor has acted as a medical. Army Precision Demonstrationknown to us all as the Silver Eagles. In the

of flying with them during their profiles, I have[Ioted certain signs and limitations.The Eagles fly demanding profiles, not unlike nap-of

in character. They require constant attention,

AUGUST 1974

control movement and anticipatio.n. Flying a near halfrotor disc apart, while still performing specific maneuvers (turns, climbs and descents) is no Sunday afterno.onpicnic affair. One of the earliest signs noted of fatiguewas overcontrolling. Early during flight profiles, controlmovements were almost unno.ticeable . . . imperceptiblysmall. Beyond 90 minutes, particularly after 120 minutes,contro.l movements become mo.re erratic and visible. Yetoutside the cockpit, the show appeared as smooth asever . . . they were perhaps only on the brink of potentially hazardous fatigue . . . the point just beforesignificant performance decrement is_ likely to occur.Another sign was that of irritability. This became noticeable as breakdown in co.mmunications discipline insideand outside the cockpit . . . more chatter . . . commentary about fellow pilots' performance and thelike. For this reason, it was recommended that theEagles fly practice periods no longer than 90 minuteseach, twice a day, with at least 2 hours between flights.

How does this apply to nap-of-the-earth? In alllikelihood, that same recommendation could be easilyapplied to nap-of-the-earth flight. The Silver Eagles'aircraft are flown by some of the Army's best and mostexperienced pilots. Perhaps to accommodate o.ur mostinexperienced pilots, 45 minutes per sortie wo.uld be amo.re reasonable limitation, partiCUlarly for operationaltraining and particularly at night.

Despite this amo.unt of care, one has to remember thatfatigue is an individualistic condition in its develo.pment.Even with time limitations, pilots need to be monitoredclo.sely by commanders and flight surgeons. These peoplemust participate regularly and frequently in nap-o.f-theearth flight if their observations and recommendationswill be valuable and useful.

There are some specific conditions of nap-of-the-earththat are likely to produce higher levels of skill fatigueand require special provisions and practices. Nap-of-theearth flight in tropical climates and warm seasons wille especially fatiguing. There will not be the co.olingeffect of altitude that was often present in places likeSoutheast Asia. At NOE altitudes, with the combination

of lo w airspeeds and the greenhouse effect* of helicoptercockpits, there will be high levels of heat stress. Theassociated salt and water losses and discomfort arelikely to hasten the onset of fatigue if not anticipated.Adequate provisio.ns for salt and water replacement,and perhaps even environmental control, will guardagainst early onset of skill fatigue under these conditions.At night the special practices reco.mmended -in theabout to be published DA Training Circular entitledRotary Wing Night Flight will help to minimizefatigue likely to be associated with night NOE. Theplanning and preparation that goes into NOE nightflight will far outweigh the actual flight duration in mostinstances.

*The greenhouse effect is the buildup of radiant heat in aglass enclosed space exposed to heat energy. This is becausethe sun's rays pass through the cockpit's plexiglass withoutdifficulty. When this radiation heats up the interior objectsof the cockpit, they re-radiate the heat at wavelengths thatare unable to penetrate the plexiglass outward.15


18/52

What general guidelines and considerations can beembraced as measures to minimize the occurrence andseverity of skill fatigue? First of all, there are theguidelines established in AR 95-1. With respect to dailyflying hours it states:The maximum number of hours to be flown in

any 1 day will vary with factors affecting safetyof operations. They will be adjusted at the locallevel, based on the type of mission, type of aircraft,operating conditions, weather, time of flight, dietof crewmembers, physiological condition of crewmembers, and rest facilities available.

In other words it has to be individualized by responsiblecommanders with true concern for the safety of theirmen.With respect to longterm stress, the regulation isequally general. t reads as follows:When developing implementation directives, commanders .will consider the ollowing:

a. Advice of the flight surgeon and the aviationsafety officer in determining limits for specific operations or time periods. In combat, 140 hours per30-day period is considered a maximum, but maybe exceeded when required. As a general rule,aviators flying beyond 90 hours in a 30-day periodmust be observed frequently by a flight surgeont is likely that maximum monthly limits will have to bedecreased when the majority of the time flown is NOE.As mentioned earlier in this article, limitation ofsortie duration will likely be required. Depending oncrew experience and teamwork, NOE sorties shouldrange between 45 and 90 minutes, followed by adequaterecovery periods. In addition, there should be rotationof sorties. Crews can fly administrative and indirectsupport flights in intervening periods. There are theroutine VIP and ash and trash flights that are notinfrequently flown over nonhostile terrain, at higheraltitudes, behind the line of engagement. Thus, a

commander will have to be an extremely competentmanager of personnel, time and resources.

Perhaps the most important prerequisite for minimizing fatigue is continued purposeful training and proficiency. f pilots will fly effectively and efficiently NOE,they must train NOE and maintain their proficiency bycontinued flying NOE. This means maintaining a professional force of reasonably high time pilots in anticipation of armed conflict. The coordination and teamwork required in NOE will likely not come automaticallyto veritable strap hangers.

An area that has perhaps been neglected in the pasthas been the requirements for useful and meaningfulrelaxation, recreation and physical fitness. t is the strongfeeling of this author that these are essential if flyingskill fatigue will be minimized in the NOE environment.There are those who will say that there is little hardevidence (that's the scientific, statistically significanttype) to demonstrate the effectiveness of these measures.t is true that these elements are highly complex factors

16

to investigate under controlled conditions. Howeverif we wait for scientific objectivity, we may e paralyzedto inaction. The fact is that we have the knowledgeableexperience of the three military services' flight surgeonsmost of whom agree to the importance of these factorsFirst, there is physical fitness. Many industrial studie

to date have demonstrated certain salutary effects ophysical fitness. These were observed even among thepreviously uninitiated. There is an increase in one'sphysical capacity to perform work, to endure physicaand mental stress. There is an increase in self-esteemand self-confidence often reflected in greater competitiveness and boldness. Finally, there is an improvement inan individual's ability to relax, control emotional statesand to flat sleep comfortably. What more could one askfor in an NOE pilot? However, physical fitness has toe routine and it has to be supervised (if it will beperformed and performed safely).

Then there is that question of healthy recreation andrelaxation. Man needs diversion for psychic well-being.He needs to momentarily forget his frustrations andanxieties. He needs to vent and divert his hostilitiesand aggressions. Unfortunately, in p r ~ v i o u s armedconflicts the vehicle for such recreation was the serviceclub or man's own devices. This served only to medicallyincapacitate most, frustrate many and horrify others.Instead of building clubs at a base camp first and foremost perhaps we should have built tennis courts, handball courts, volleyball courts and secured running areasfor unit sponsored recreational activities. These couldhave helped establish and maintain physical fitness,promoted teamwork and provided a healthy means ofmental relaxation and diversion.

Taking all of these measures together in a balancedformula one can expect to minimize the fatigue associated with NOE flight. Fatigue will never be eliminated from the aviation environment completely, butfailure to keep it under control is inviting disasterthrough mission failure, aircraft accidents and unnecessary combat losses.Lastly and perhaps the most important is the preventive measure of greatest potential, that of continuedsurveillance. Careful observation of NOE flight planning,procedures and missions by commanders, safety officersand flight surgeons will help to identify factors that maybe contributing to flying fatigue. In aviation thesefactors are many and varied. They require constant

vigilance.To guard against flying fatigue in NOE operationsall should subscribe to these 10 preventive measures:1 Know every aspect of the mission.2. Know every aspect of the aircraft.3. Train in both.4. Become proficient in both.5 Limit sortie duration.6. Rotate sortie types.7. Keep physically fit.8 Participate in healthy recreation.9. Get adequate natural sleep.10. Identify and reduce fatigue producing factors.U. S ARMY AVIATION DIGEST


19/52

ontinued from page

T53-L-ll engine in and out

can be found deeperUnfortunately, moving a how

UH-IH in most caseschallenged by the limitations ofThe load may bethe sling

The load

Short slings should be used toOneand two 12-foot slings

be made to take advantage

be takenuel endurance charts

to the weight of the

An airmobile forwardThe site for this will be

be used to speed the rapidSeasoned aviators with recentheavy slingload lift experience

be chosen to move the how-AUGUST 1974

itzers. In exploring the use of UHIHs, Company aviators madetraining lifts using a fuel blivetfilled with water to a weight equalto that of the howitzers. Slingloading procedure checks were developed and they are being added tothe unit s standardization ride requirements. Careful premlsslonbriefings are needed to prepare thepilots to ly their aircraft near themachine s capability. Level takeoffs, wide turns and uniform landing descents are essential and aviators who choose to ly otherwisequickly learn that a howitzer doesnot want to turn as sharply as theaircraft.

An artillery ground guide andthe crewchief provided directionsto the pilot for the hookup, landingand load release. The guide-whowore a helmet with ear protection,goggles and a bright paneled jacket-employed standard arm andhand signals. The crewchief lay onthe floor relaying the fine details ofthe operation to the pilot. t shouldbe noted that the crewchief lyingon the aircraft floor was not properly restrained by a seat belt.

This streamlined approach forhauling MI02 howitzers is offeredto provide a realistic means ofmeeting the requirements of a com-bat necessity although flight nearthe edge of the UH-1H s missionenvelope may be necessary. Inhotter weather at higher altitudes,the aircraft may be unable to liftthe weapon properly. Then theaviator will have to decide if theaircraft is capable of the missionduring his hover check. Commanders should consider takingadvantage of this airmobile capability while realizing the aircraft slimitations.The flexibility offered by thisoften discussed technique increasesthe capability of airmobile artillerywhile enhancing the professionalism of the supporting aviationunits who must prepare to performthis mission.

Dual rated and 1,200+ hours, MajorHerrick was a MACY battalion ad-visor to the 48th Infantry Regiment,aviator his second tour, groundcommander with the 82nd AirborneDivision in CONUS and is com-manding 5th U. S. Army s unit of theyear: B Company, 227th AviationBattalion, 1st Cav

17


20/52

RTS III Comes To Cairnsohn Marusichtaff Writer

The most advanced operational ir tr ffic radar system makes thetension packed job of the controller easier yet it provides muchgreater control accuracy and an improved margin for flight safety

T HE FIRST AUTOMATEDRadar Terminal SystemARTS ) III to be located at aDepartment of Defense installationbecame operational on 28 May1974 at Cairns Army Airfield Ra-

dar Approach Control, at the U. SArmy Aviation Center Ft. Rucker,AL.Arts III is the most advanc edcomputerized radar system in usetoday. Except for the facility atCairns, all other (61 ) ARTS Illshave been located or are programmed for Federal AviationAdministration FAA) high density air traffic terminals such asChicago, Los Angeles and SanFrancisco.The initial prototype ARTS Icontract was awarded to UNIVAC

in 1963 for the FAA terminal atAtlanta; this system became operational in 1965. The following yearthe FAA programmed an ARTSIA automated air traffic controlsystem for New York s KennedyAirport. Upon completion, thiscontrol facility because of theARTS capacity, combined the ATCfunctions of Kennedy, Newark andLa Guardia airports into a singlecontrol location known as theCommon IFR (instrument flightrules) Room.

The ARTS III at Cairns is anoutgrowth of the above systems andof local efforts begun in 1972. InApril of that year a site surveywas completed after which a proposal was made for the automatedradar system. By October a pur-

chase agreement was made betweenthe Army and the contractothrough the Department of Transportation (FAA).A program able data processor isthe heart of the ARTS III system;the sophisticated equipment supplements the radar that has beenused for years, now providing the

controller immeasurable assistancemore flexibility and increased traffi capability. A data acquisitionfeature in the ARTS receives beacon video and control signals andgenerates range and azimuth datafor processing. The data processoprovides this information in usableform to the controller and alsoreceives data from other terminalsand air route traffic control centersas well as controllers within the

18 U. S ARMY AVIATION DIGEST


21/52

also is the means by which theis able to enter

The data block automatically

is

RTS the controller was taxed

as they inched orIII the data block re-eves him of this burden and al

to trafficAnother valuable feature offers

part of the data entry sys

as theTransfer of control betweenmore positive now that blips are

would see the aircraftwas receiving.The sources of information for

the ARTS III include the flight plished without need for relinquishplan filed with the ATC (air traffic ing control responsibility. Duringcontrol) center. Data from the the light traffic early morning hourscenter is automatically fed by com- when modifications were made toputer to the destination terminal. the existing antenna to accommoWhen the aircraft comes within date ARTS, traffic continued to berange of the terminal approach under positive control with the apcontrol radar the data block is proach controllers employing theprogramed to appear simultane- flight progress strips alone or whatously with the blip on the scope. is known as the manual system.Controlled aircraft identifiers and This backbone of the ATC systemcontinuously updated groundspeeds involves only radio communicationalso are presented on the scope for and updating the written inform athe controller. f the aircraft has tion on the data strips; the conbeacon Mode C altitude reporting troller then entirely relies on thecapability, the ARTS will be able adherence of aviators to flight rillesto display actual altitude in 100 and on his own expertise to ensurefoot increments. For aircraft lack- the safe and orderly movement ofing this equipment the controller air traffic. This system though imcan insert the reported altitude into proved upon with radar and nowthe data block. ARTS is the basic old reliable toThe system to the controller which centers, enroute and terminalequates the improvement over the. facilities revert when other morelow frequency radio range by the sophisticated equipment should fail.invention of VOR VHF omni- In addition to the antenna modirange), TACAN (tactical air navi- fications, the Cairns control roomgation) and DME (distance meas- radar consoles were replaced overuring equipment) for the aviator; night with the ARTS consoles and .it makes the job a lot easier and associated data processing comenables much greater accuracy. puters: This was possible only be-To prepare for the ARTS III at cause of the close cooperation beCairns, three assigned data system tween the UNIVAC) ARTS conspecialists attended a 3 week data tractor and Army military andspecialist's course at the FAA civilian personnel who meticulouslyAeronautical Academy at Okla- planned the changeover and thenhoma City, OK, where an ARTS worked as a team until its con-clusion.III system is located specificallyfor indoctrination on its capabili- Cairns Army Radar Approachties. Next, 10 additional Cairns Control had at its highest levelpersonnel, including the training 162,000 traffic operations in 1969,officer, attended a facility instruc- the peak training year at the Armytors course conducted by FAA at Aviation Center. Cairns Control isthe same location. The purpose responsible for an area in excess

of this was to enable them to in- of 7 ,500 square miles from theturn train the remainder of Cairns surface to 5,000 feet and two adApproach Control people on the ditional training areas when in usecomplete ARTS III operating pro- are controlled to 10,000 feet. Thecedure and capability and the oper- last 12 months traffic operationsation of the programer alpha/ totaled in excess of 135,000. Withnumeric keyboard) by which, as out an increase in personnel Cairnsmentioned earlier, the controller Approach can with ARTS III imenters or updates the data blocks. prove on this figure readily andThe physical changeover to with a vastly improved margin forARTS III at Cairns was accom- flight safety.

19


22/52

Surveillancet Its est

Captain Nelson G PeregoyU S Army Intelligence CenterFort Huachuca AZ

W E MOHAWK pilots have been in a transition stage ofchanging from the OV-1B and C models to the allnew OV-1D, and this has drastically changed the OV-1company. In fact, I suggest that the OV-1D company can playa vital role in the future in support of nightnap-of-the-earth NOE) operations.Even the old name of Surveillance Airplane Company hasbeen changed to Military Intelligence Company A,erialSurveillance). Currently, printed doctrine assigns thishighly sophisticated semiindependent surveillance unit tocorps, field army or separate task force units. It is capableof using a combination of aerial sensors to provide thesupported unit with sustained combat surveillance and indirecttarget acquisition in an assigned area. This intelligenceinformation can be provided in near all-weatherconditions when flown from an airfield havinga full instrument landing capability.Yes, the o h a w k ~ s p e c i a l l y the new D model-trulylends an invaluable capability to the Army s aerialsurveillance capabilities. And, the OV-1D can playavital role in night NOE operations. But before I dwell onMohawk night NOE support, it is appropriate todiscuss the OV 1 D s surveillance equipment.Information/intelligence gathering modes ofthe Mohawk include photographic, infraredIR) and side-looking airborne radar SLAR).Visual surveillance/reconnaissance is a vitaladjunct to those modes. A complete battlefieldsurveillance system is affected when thiscompany s assets are employed in conjunctionwith data processing and interpretation facilities found indivision and corps military intelligence support units.Although it is called a product improvement,the OV-lD is considered by many to be a newaircraft. Its external appearance is deceiving;it is very similar to the OV 1 A, B or C modelsbut it is a vastly improved Mohawk. The enginepower is increased, an inertial navigation system (INS)has been added and even the IR and SLAR sets are sochanged they do not even resemble their predecessors.20


23/52


24/52

Photographic capabilities alsohave been expanded but the mostsignificant change is the possiblerapid reconfiguration of the OV-1D which permits it to performthe surveillance function of anyprevious Mohawk by taking advantage of the modular/palatizedIR and SLAR systems. A welltrained ground crew can convertthe aircraft to either the SLARor IR configuration in less than anhour. Simultaneously, three camera systems can be installed orremoved. Thus, the new Mohawkcan be rapidly missionized in response to the supported unit svarying intelligence requirements.The INS is a pilot s dream. Thisself-contained navigation and attitude-reference system is totallyindependent of aircraft maneuvers,22

OV 1 Ds will replace the olderOV 1B and model Mohawksweather conditions and terrain.The system in conjunction withaircraft equipment interface permits all-weather operations underinstrument flight rule conditions.t provides a visual display ofpresent position data in universaltransverse mercator UTM) co

ordinates of latitude-longitude coordinates during all phases of theflight. When a selected destinationis approached or overflown theINS will display and/or freeze thegeographic coordinates of the aircraft s position and provide approach and overfly warning lightindications to the pilot.To sum up, by coupling the INSto the autopilot the system will

automatically guide the aircraft tand across up to 18 enroute checkpoints and a final destinationRange is limited only by the aircraft s fuel.At any time during the flighthe pilot can read bearing,rangerequired flying time to, and thdistance to any of these programeor any other selected destinationsA data annotation system receiveinformation from several sourceincluding the INS and automatcally prints full flight informatioon all sensor imagery, thus allowing exact pinpointing of any areof interest displayed thereon.The OV-ID carries a nosemounted forward looking panoramic camera specifically designefor a high-speed, low-flying aicraft. The camera is used to takU S ARMY AVIATION DIGEST


25/52

There is a midsection fuselage

h attaches under the right wing

a midsection fuselage-mounted

or colorThe new R detecting set offers

R radiation from the

displayed in near real time (im85 square inchtype console viewer in thefilm providing

Automatic target marking isTV -type screen

film. Resoluis greatly increased and the

is a built-in

The SLAR system emits a signaland receives a reflected returnis covered from

directly below the aircraft out toeither or both sides of the flightpath. t is capable of searchinglarge areas of land or coastline.The system is optimized formoving target detection and displays these targets simultaneouslywith a terrain display on film onthe cockpit recorder-processorviewer. The new SLAR set offersincreased range, target detectioncapability and a larger viewing areaon the cockpit recorder-process orviewer.As processed film passes acrossthe lightable-type viewer, it is displayed side by side in two formats:a terrain type photo-radar map ofthe surveillance area and anotherof moving objects/targets in thatarea. The permanent hard-copyimagery is available for viewing inthe cockpit only moments after thetarget is overflown and is returnedfor later, more detailed analysis.There also is a self-test capabilityallowing the operator to determinecorrect operation of the system.

In a low-, mid- or high-intensitywarfare environment the surveillance equipment carried on theOV lD Mohawk could producevital up-to-the-minute planning information for NOE flight operations, night or day.The SLAR system is designedto be parallel to, but flown behind,the forward edge of the battle arealooking over on the bad buys.Hard-copy imagery produced bythe system can be used to planNOE avenues of approach for airassault missions. Photographs fromthe midsection fuselage mountedcameras can be used for detailedevaluation.Possibly the best of all planningdata could come from an OV-1

Mohawk contour flight along aflight path expertly navigated bythe INS. Photographs could beproduced from lateral horizon tohorizon and directly below the aircraft to the forward horizon. Thiswould produce photographs depicting exactly what a pilot flyingNOE would see. Wouldn t youlike to see this type of detailedflight planning information possiblytaken minutes before your NOEflight?Being a Mohawk aviator myselfwho has flown this magnificent flying machine in a hostile environment I have (like all other members of this elite group) come tolove this performer.

In my opinion there is a definiteneed for this combat proven aircraft when flying the OV 1 Mohawk type surveillance missions-photographic, R and SLAR.I don t anticipate any argumentfrom anyone who has strapped onthis aircraft, launched and flown anR mission low level at night overthe enemy-held mountainous terrain of Southeast Asia. The same

is true of those who flew the treacherous photographic missions overthese same areas without cover ofdarkness on their side. It is assecure a feeling as can humanly beattained to know this particularaircraft is under you. We all knewthat the armed ejection seat waitedour command to thrust us from acrippled or disabled aircraft, ifnecessary.Today s OV-1D aviators surelyare equipped with the most sophisticated and finest of all Armyaircraft. Together they can contribute significantly to NOE operations in a high-threat combat environment.

The author was assigned to the U S ArmyCombat Surveillance and Electronic War-fare School Ft Huachuca AZ when hewrote this article. He was a commercialpilot prior to joining the Army

23


26/52

Igor I Sikorsky Frank N Piasecki LTG Robert R Williams BG William B unke

RMY VI TIONOn 6 June 974 Army aviation celebrated its 32d birthday. The daywas highlighted at the U. S. Army Aviation Center Fort Rucker ALby the dedication of the Army Aviation Hall of Fame and theinduction of its first seven members. This article is a modificationof the dedication day address made by Major General William J.Maddox Jr. who commands the Aviation Center. Most Army aviationpeople are familiar with the terms used. The glossary box explainsthose terms with which you may not be familiar

A RMY AVIATION at age 32. is old enough to look back butyoung and vigorous enough to havea future with an unlimited combatpotential. Regarding this future,two days ago General W E. DePuy, who commands TRADOC,convened a meeting of all of theArmy s center commanders here atthe U. S Army Aviation Center.We sat around the table in the mainconference room to determine howwe could employ aircraft to defeatan enemy tank brigade in a highair defense environment in otherwords, how to apply combat powerto a primary combat task utilizingonly aircraft. In place of holdingterrain, the pitch was to dominatethat terrain and to fight our attackhelicopter battalions and the aircavalry shoulder to shoulder in aset piece battle. The idea is to makeArmy aircraft central to the main

action. That s the focus for thefuture and the way we are moving.But how does this relate to the past?We started in 1942 with decentralization. I can remember fly-ing in the 1st Cavalry Divisionwhen it had only 10 light -fixedwing aircraft. Army aviation inthose days was peripheral to themain action. Relative to terminology, we ve come in these 32years from fabric to FLIR; fromcarburetor heat to Nl and N ;from mag checks to hover checks;from the bungee cord to the bicyclegrip; from the leather flying jacketto the N omex flight suit.Operationally, we ve come fromthe Air OP ( aerial observationpost) to the hot LZ (landing zone) ;from road landings to pinnacle approaches; from the Grasshopper tothe hunter/killer team as a matter of fact, from the Brodie wire to

the TOW wire; from flying sergeants to flying warrant officers andflying WACs (women soldiers)from the old air section to aviationcompanies, battalions, groups, brigades and even airmobile divisionsAt 32 we re primarily rotarywing. We re central to the mainaction; we carried the war in Vietnam for more than 11 years underthe rotor blades of the helicopterWe re now a full fledged member ofthe combined arms team. We re stilactive and we re still growing.I ve highlighted mostly thechangesbetween the past and today. But there is one thing tha t hasnot changed since 6 June 1942That is the ub Spirit which is verymuch alive and spawns an urgendesire to support and to prove ourselves in our work. We have thesame enthusiasm, the same zealthe same dedication, a strong trendto innovation and the same greabravery and heart. And we ve hadthis ub Spirit throughout each othese 32 years of our existenceThat is how the past relates to thfuture and it is one of the chiereasons we are dedicating theArmy A viation Hall of Fame aFt. Rucker, the center and homeof Army aviatioJ?. That s why we re



27/52

COMINGIn future issues theAVIATION DIGESTwill feature each ofthe seven men in-ducted into the U SArmy Aviation Hallof Fame

Georqe P. Seneff. Jr. GEN Hamilton H. Howze LTG Harry W. O. Kinnard

today to pay tribute to ourin this calling.

Today, we're going to put a per-on the U. SMuseum an

Each one is a rotary

and tacticians, battle-a logistician.areand a

At 32, yes, Army aviation is

proudly honor its deserving.J. MADDOX, JR.S Army Avia ion Center

GLOSS RY

TRADOC: acronym for the U. S. ArmyTraining and Doctr ine Command locatedat Ft. Monroe, VA.Air OP to hot LZ: light Army aircraftused to observe the enemy and adjustartillery fire were called Air OPs; a hotLZ is a helicopter landing zone in aknown or suspected enemy concentra-tion.fabric to FUR: in the early 40s Army air-craft were covered with fabric; FLiRstands for Forward Looking Infra Redon today's aircraft see From Fabric toFLlR, June 1972 DIGEST). road landings to pinnacle approaches:in the 40s and 50s light Army aircraftcommonly landed on roads; today heli-copters make approaches to and canland on high peaks of terrain.

carburetor heat to Nl and N : carburet-ors on reciprocal engines of early Armyaircraft had to be heated to preventthem from freezing and causing enginefailure; Nl and N2 are integral powercomponents of turbine engines used ontoday's Army aircraft.mag checks to hover checks: pistondriven aircraft required magneto checksto ensure that current is being gener-ated for internal combustion ignition;turbine powered helicopters check theirpercent of power at a hover before con-tinuing with a takeoff.bungee cord to bicycle grip: bungeecords were used on early light aircraftas shock absorbers for landing gear; thebicycle grip refers here to the collectiveand throttle control stick on a helicopter.leather flying jacket to Nomex : the light-weight Nomex flight suits of today offerimproved protection over the leatherflight jackets of the 40s.

Grasshopper to hunter ki l ler team:Grasshopper was the nickname appliedto liaison aircraft during desert maneu-vers in 1941 see The Army AviationStory, June 1960 DIGEST); hunter/killer team is a combination of scouthelicopters and attack helicopters em-ployed in tactica l operations.Brodie wire to TOW wire: the BrodieDevice was a World War II rig (namedafter its developer) consisting of fourmasts which supported a strong hori-zontal steel cable that provided a run-way for landing and taking off (see TheArmy Aviation Story, December 1962DIGEST); TOW is a wire guided missilewhich can be launched from helicopters.The acronym stands for Tube launched,Optically tracked, Wire guided (see 1stCombat Aerial TOW Team: Helicoptervs Armor, February 1974 andGermany Tests Airborne TOW, March1972 DIGESTs).

25


28/52

SelectedEffectsrlllalllentSubsystelllsT HE u s ARMY s SEASprogram is well underway, asthe Navy might put it. But, SEAShas little to do with the ocean orships. SEAS is the acronym forSelected Effects Armament Subsystems. Recently, personnel at theU. S Army Missile Command atRedstone Arsenal, AL, fired thehistoric first round of the programfrom a helicopter in flight.

The SEAS program is an effort todevelop a highly effective aerial freerocket subsystem capable of longerranges than now available. SEASwill be compatible with other ongoing Missile Command programs-HELLFIRE and Precision Laser Designators-to provide flexible aerial firepower on the battle-

field of the future. Two prototyperockets have been designed, fabricated and are undergoing extensive testing at Yuma ProvingGrounds, AZ.The accompanying photographshows Major General William J.Maddox, Jr., Commander of the

U. S Army Aviation Center at Ft.Rucker, AL, being briefed by Mr.Red Garner of the SEAS programoffice on the characteristics of thetwo developmental rockets. Oneof the rockets, the ANSSR, utilizesa revolutionary new concept forstabilization. t is spun up to ahigh rate by self-contained spinmotors. The other rocket, ARROW, is an advanced fin stabilizedrocket employing a high impUlse

motor. Both techniques showpromise in providing accuracy along ranges and are being developed to allow effective fire from hovering helicopter; a capabilitnot now existent.U. S Army Training and Doctrine Command (TRADOC) iperforming a Cost, OperationaEffectiveness Analysis (COEA) tdetermine the most cost effectivmanner of satisfying the Army requirements for the aerial rockesystem of the future. f the resultof that analysis show the developmental efforts have merit, thSEAS program will be subject ta Defense System Acquisition Review (DSARC) in the spring1975.



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goesMOBSto its llstolllersVernon McGuire DAC

Chief Materiel Readiness OfficeU S rmy Aviation Systems Command

HEY, YOU OPERATIONAL flyboy types inthe field, aircraft maintenance officers andsupply support personnel-we at the U. S ArmyAviation Systems Command (AVSCOM) have somenot operationally ready supply (NORS) items due infrom you. We feel the support we are receiving fromyou is not as responsive as the support we are tryingto provide on your request. I'm referring to the re-turn of that unserviceable reparable item that weneed back.Let's look at it this way. On most of those repar-able items, we only bought a certain quantity and aredepending on the flow of these items back throughour overhaul facilities to put serviceable stocks backon the shelf to supply you later on. In many caseswhen we at AVSCOM have to declare an item asaviation intensive management items (AIMI) notoperationally ready supply support only, we've beenNORS to you from our depot production line on theaverage of 3 months. Why do you think we sendthose frantic TWXs to the field to police up all of acertain item and get it back to us? The reason isyou've either got our production line in a groundingcondition or at least to a critical anticipated notoperationally ready supply (ANORS) point.

To show you how it works, let's look at the supplyof these parts as a continuous belt. Since we onlybought so many parts, the flow of the serviceableparts out to you and the return of the unservice-abIes are represented by the belt itself. The two hubsor pulleys over which this belt moves represents atone end those parts installed on the aircraft and atthe other end those on the production line being re-paired at the depots.

Serviceable flowing out

Unserviceable flowing backN ow think what happens if the bottom part of thatbelt stops or is slowed down since we do not backlog

AUGUST 1974

. q ~ : / ~'0


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THE U S ARMY Environmental Hygiene Agency will present the Sixth Annual MilitaryHearing Conservation course forDepartment of the Army personnel,23-27 September 1974. The overall objective of the course is toprovide information to personnelresponsible for the implementationand maintenance of hearing conservation programs. The courseoutline covers the following areas

of instruction: physics of sound;anatomy and physiology of thehearing mechanism; physiologicaleffects of noise; noise measurementand analysis; hearing protectivedevices including practice in fittingearplugs; engineering control ofnoise; audiometric techniques including practice in performingpuretone air conduction tests; record keeping; interpretation ofaudiograms, and calibration and

O ~ Developmenf nd Training gaining more detailed knowledge.Training is organized so that theContinued from page 7 relevance of each to the main ob-complex or detailed adjustment or jectives (system, module or endsystem alinement. Due to these item) can be demonstrated at thefactors, maintenance personnel time it is taught. Teaching of prinwill be trained to quickly and ac- ciples of equipment functioning iscurate ly diagnose malfunctions and linked closely with the teaching ofperform rapid module replace- diagnostic skills. The 672 careerment, thereby providing for a subfield of aircraft component remaintenance response compatible pair has assumed many of thewith airmobile operations. Since duties pteviously performed by thesuccess of the modular mainte- 671 career subfield. Replacementnance concept relies heavily on and inspection functions requiringrapid and accurate fault isolation, special skills and tools have in mosttraining concepts have also been cases been assumed by this group.reevaluated. The past conventional This transfer of responsibilities willmethod of training (part-to-whole) provide the aircraft maintenancehas largely been replaced by a repairman with additional time tofunctional context method (whole- gain maximum efficiency in faultto-part) approach. In this method isolation and repair.a sequence is employed wherein Third, training in conditionthe functional significance of each monitoring and quality assurancetopic is firmly established prior to has been upgraded for the aircraf t

maintenance ot audiometers; noisehazards in voice communicationsystems; aural rehabilitation; variables in noise-induced hearing loss;and procedures for establishing aneffective health education program.Additional information can be obtained from the U S Army Environmental Hygiene Agency Aberdeen Proving Ground, MD21010 AUTOVON 584-3797/3329 ..

maintenance officer, aircraft repairtechnician, and technical inspectors. The Aircraft Maintenance Officer and Repair TechnicianCourse AMOC) has been systemsengineered and restructured to incorporate maintenance test flighttraining previously taught in separate courses. t is expected thatthe restructured course will be implemented early in FY 75. Onceimplemented, the field will beassured of adequate maintenancetest pilots since all eligible personnel will acquire these skills duringtheir course of instruction. Thetechnical inspector course has alsobeen restructured to provide training in assisting the maintenanceofficers in performance of maintenance operational checks andtest flights. The availability of theseskills at all maintenance levelsshould greatly enhance mainte-


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As a fourth step, new training

MaS 67N), CH-47 MaS 67U),MaS 67V2T) and AHG (MOS 67Y) courses. This

By using go/no-goin all phases of the

TV

With the implementation of the

to ru ais a major

is

mown as the EnlistedEPMS), will group functionallyMOSs into a common

CMF).Transportation School, as promaintenance67) CMF, has been actively en

cture for this field. The new

MaS with the

by approximately 40 percentUGUST 1974

(see accompanying figure). All jobdescriptions have been revised tospecify the exact duties of eachMOS to simplify the requisitioningof the right person with the rightqualifications for the job. Witha reduced number of MOSsfunctionally grouped, training canbe streamlined to better equipthe repairman . for his role inany future combat environment.The new proposed MaS structurehas been tailored to maintainthe current aircraft inventory andassume the support responsibilityof new aircraft, (i.e., UTIAS,ASH and HLH) as they areintroduced into the system. Thisproposal should eliminate futureMaS proliferation and does notimpose excessive skill demands onmaintenance personnel.A recent proposal has beenmade by the U. S Army OrdnanceCenter and School to remove theAircraft Armament MOS 35J, 45Jand 45M from CMF 63 and placethem in CMF 67. Manitenance ofaircraft weapons systems is performed in conjunction with, andunder the supervision of the organicaircraft maintenance personnel, andit has been recognized that it shouldbe in the aircraft career manage-

ment field. By placing the aircraftarmament MOS within eMF 67throughout their entire careers,their assignments will fall withinthe aircraft maintenance field andthe grade progression will be within CMF 67, progressing ultimatelyto 67Z. With the continued assignment in the aircraft maintenanceenvironment, the armament personnel are in a better position togain the required experience leading toward the 67Z MOS.These are but a few of the actions that highlight some of themore significant steps taken by theU.S. Army Transportation Schoolto provide highly trained personnelto meet the maintenance responsiveness necessary for airmobileoperations.In this and the two precedingarticles , have outlined some ofthe efforts underway at the U.SArmy Transportation School thatwill benefit Army aviation. Theyare not the total projects underway, however, there is no doubtthey will, when completed, provide the soldier in the field with animproved capability and the necessary modern materiel items to support Army aviation. . . .

Proposed Career Management Field 67CurrentMOS67B67C67G67H67F67W67M67N67P67Y67U67X67Y67Z68B68D68E68G68F68H68Q

Proposed0-1/U-6 Airplane Repairman EliminateU-1 A Airplane RepairmanU-8/U-21 Airplane Repairman 67B Airplane RpmnOV-1 Airplane Repairman

i r ~ l a n e Tech Insp 67H Aircraft QualityHell Tech Insp Control SupervisorOH-13/0H-23 Heli Rpmn EliminateUH-1 Heli Rpmn 67D Util Heli RpmnCH 21/CH 34 Heli Rpmn EliminateOH 6/0H 58 Heli Rpmn 67C Obsv/Scout Heli RpmnCH-47 Heli Rpmn 67F Cargo Heli RpmnCH-54 Heli Rpmn 67G HLH RpmnAH-1 G Heli Rpmn 67E Atk Heli RpmnAcft Maint Supv Remained the sameAcft Turb Eng Rpmn Acft Powerplant RpmnAcft Pwr Train Rpmn 68D Acft PowertrainAcft Rotor and Prop Rpmn Rpmn/NDIAirframe Rpmn 68G Acft Structural RpmnAcft Electrician Remained the sameAcft Hyd Rpmn 68H Acft Pneudraulics RpmnAcft Ground Sup Rpmn New MOS in support ofAcft Ground Support Equip

29


32/52

B V B

CRITICAL condition can exist on helicoptershaving a teetering rotor design when the rotorhub makes inadvertent dynamic contact with therotor's mast. This applies to all UH-1, AH-1 andOH-58 helicopters. f contact is sufficient to causean indentation of the mast, the driving torque of theengine can ultimately twist or sever the mast. So let'stake a closer look at the mast bumping phenomenonso that, as aviators, we can understand the ways toavoid conditions which contribute to excessive hubflapping leading to mast separations.USMAVS' records show that 47 mast separationin-flight breakup accidents have resulted in 181 fatalities and a cost of over $50 million (including training costs to replace the 87 aviator fatalities). Although in most cases the accident investigation effortswere plagued by uncertainties, lack of eyewitnessesand postcrash fires, the one common trend of occurrence was severe mast bumping, followed by mastseparation in the static stop area of the main rotorhub. Admittedly, materiel failure of critical components may have initiated the sequence, but the cause ofeach catastrophic mishap was truly separation of themain rotor mast due to severe mast bumping.Realizing that mast separation can occur, thepurpose of this article is to help operators understandthe major contributing conditions which set thescene for mast bumping. The following discussionconcerning mast bumping was taken from a recenttechnical assessment of the problem by the U. S.Army Air Mobility R D Laboratory in which theauthor participated.Figure 1 is a schematic version of a simple teetering rotor. The rotor's design allows the main rotor30

LET S TAKE ACLOSE LOOKAT MAST

BUMPINGieutenant Colonel James A Burke

blades to flap about a common pivot point to enhance the ride qualities and reduce the structuralloads within the rotor system. Typically, the 12-degree flapping rotor is quite adequate for normal.operations and has been conclusively proven by instrumented test flights and many years of productionflight operations to be quite reliable and relativelytrouble-free. However, it is important to note that therotor hub can contact the rotor mast if the main rotorhub flapping is of the order of 12 degrees. So ourjob as aviators is really quite sirdple, mainly to operate our helicopters in such a manner that the rotorhub's deflection is well behaved to flapping valuesconsiderably less than 12 degrees.Without dwelling on the exact technical details ofthe analysis, certain conditions contribute to excessiveflapping. We can expect flapping to increase byvalues shown in table 1.

For reference, typically, a fully loaded teeteringrofor helicopter operating at maximum gross weight,full forward c.g. at 9 knots cruise on a standard day,2,000 feet, is characterized by rotor flapping values of2 degrees to 3 degrees. However, should other conditions like those listed in III and IV of table 1 besuperimposed, a rapid buildup in flapping can develop. For example, a simulation experiment of a

LTC Burke, a senior Army aviator is currentlyassigned to the U.S. Army Mobility Research andDevelopment Laboratory Moffe tt Field CA. Thisassignment s R D Coordinator follows a graduatedegree program in Aeronautical Engineering fromTexas A M UniversityU. S. ARMY AVIATION DIGEST


33/52

SCHEMATIC OFHUB-TO-MAST RELATIONSHIPS

540 ROTOR SYSTEMI

~ 1 2 0 30FIGURE 1

GROUP

I

II

III

IV

FIGURE 2

TABLE 1

CONTRIBUTING CONDITIONSHigh fo rward airspeedsLow ro tor rpmH igh density altitudesHigh gross weights

Turbu lence

Sudden trim changesCenter of gravity offsetsH igh sideslip velocit ies-

rightward direction

Low g loading

180 attack by HP enemy aircraft:Enemy aircraft rolling in to firePink team tokes evasive action

s

. ....

e

TYPICALFLAPPING VALUES

1_2

2_3

up to 9 10

up to 12_13o r greater


34/52

D

I FIGURE 4~ ~ Attack helicopter using mask crestingI ~ ~ technique running fire)

FIGURAttack helicopter using mask ~ r s t i n gtechnique hovering fire)


35/52

has verified that a simple engine failure folan abrupt autorotation entry with a c.g.

Had

t is not commonly known that high sideward30 knots) to th right cause much highers much as 9

s opposed to 4 degrees to 4 2

Category IV operations with low g-loadings seem

we operate at g-loads lesss the g-loading is

is fully developed. Hence, we. sustain a positive g-load. This may be some-challenging in view of integrating advanced.into operational use. In looking atadvanced concepts of employing aerial scout

One way aviators can help prevent mast bumpingto operate within the c.g. boundary of the aircraft.example, every inch the c.g. is displaced forward,

is such that the c.g. is displaced forat 6forward of normal limits (perhaps a typical

UH-IH). Should the. the flapping values are 3 degrees

a total of 12 degrees of flapping. Can we

viobility R&D Laboratory at NASA-Langley indi

FIGUREnemy aircraft terminating firingrun. Pink team diving under firing line

FIGUR 6Should it become necessary to abort a mission,CAUTION must be exercised to limitlow g regimes and cyclic excursionswhile attempting to sever the controlwires and app

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