Army Aviation Digest - Dec 1988

7/28/2019 Army Aviation Digest - Dec 1988

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SILENTSIDE

OF

TRADOCTEXCOM

AVIATIONBOARD

Professional Bulletin 1-88-12

TESTING

PERSONNEL

Distribution Restriction : The publicat ion approved for public release . Distribution is unlimited .


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PROFESSIONAL BULLETIN1-88-12 DECEMBER 1988

1 Be Careful, MG Ellis D. Parker2 The Silent Side of Testing, COL Gilbert H. Fredrick (Ret.)5 RSI Report: Evaluation of Interoperability, Mr. Rush Wicker6 Army Theme fo r 1988-Training, SFC Keith D. Wilbur9 Integrity 101, CPT James M. Reed

10 Lessons From Operation Urgent Fury, CPT Duke A. Dywan12 A Thorough Briefing: It Can Save Your Life, CPT Donald L.Wagner14 Upgrading the OH-58 Kiowa Instructor Pilot Course, CPTChristopher C. Sullivan16 ATC Focus: Flight Following in Remote Areas, SFC JohnW. Conyers18 Aviation Medicine Report: The MEDEVAC Story, SPCRobyn Gregory20 PEARL'S: Joint CONUSA ALSE MTT Course, Mr. Danny L.Rode Sr.23 Aviation Digest 1988 Subject Index27 Views From Readers28 DES Report to the Field: UH-60A Black Hawk ExternalStores Support System Self-Deployment System, AReali ty, CW4 Eugene B. Kopp30 Aviation Personnel Notes: NCO Education Update;Linguist Shortage fo r MOS 93C, ATC Operator; Eliminationof Forced Entry Branching of ROTC Rangers31 Training: The Ultimate Noncommissioned OfficerResponsibility, SFCWilliam H. Feeney32 Emergency Procedures, CPT George Meleleu Jr.34 Alert Procedures, CPT (P) William D. Miller II and 1SG JeffreyL. Kirk37 7th Infantry Division (Light) Supports JTF-Panama, MAJ(P) Frank T. Taddonio40 THREAT: Soviet Obscurant Capabilities andEffectiveness, Donald E. Neese, Ph.D.44 AH-64, A Total System fo r Battle, Mr. George Philips

OBC USAASO Sez: Military Airspace Management System fo rSpecial Use Airspace, Mr. Jesse Burch

Cover: Conducting operationatesting of a product fo rreliability, availability,maintainability and durabilityis the purpose of the U.S.Army Training and DoctrineCommand (TRADOC) Test anExperimentation Command(TEXCOM) Aviation Board, Ft.Rucker, AL. This month's leaarticle, "The Silent Side ofTesting," points out the otheside of testing-safety-andbegins on page 2. Coversequence is an air-to-airStinger fired from an OH-58hitting a drone. Illustration byJeff Babine. This issue alsocompletes the Army theme fothe year with the article,"Army Theme fo r 1988-Training," and others.

Major General Ellis D. ParkerCommanderU.S. Army Aviation CenterPatricia S. KitchellEditor

By order of the Secretary of the ArmyCarl E. VuonoGeneral, U.S. ArmyChief of StaffOfficial:William J. Meehan IIBrigadier General, U.S. ArmyThe Adjutant General

The mission of the U.S. Army Aviation Digest professional bulletin (USPS 415-350)is to provide Information of an operational, functional nature concerning safety andaircraft accident prevention, air traffic control, training and doctrine, maintenance, operations, research and development, aviation medicine and other related data. Information contained in this bulletin does not change or supersede any information presentedin other official Army publications.

Articles, photos and items of interest on Army Aviation are invited. Direct commucation is authorized by writing Editor, U.S. Army Aviation Digest, P.O. Box 699, FRucker, AL 36362-5042, or by calling either AUTOVON 558-3178 or Commerc205-255-3178. Manuscripts returned only upon request.

The Digest is an official Department of the Army professional bulletin publishedmonthly under the supervision of the commander, U.S. Army Aviation Center. Viewsexpressed herein are not necessaril y those of the Department of the Army nor the U.S.Army Aviation Center. Photos are U.S. Army unless otherwise specified. Use of themasculine pronoun is intended to include both genders unless otherwise stated. Materialmay be reprinted provided credit is given to the Aviation Digest and to the author unlessotherwise Indicated.

Active Army, Army National Guard and U.S. Army Reserve units receive distributas outlined in DA Pamphlet 25-33. To complete DA Form 12-99-R, enter form num12-05-E, block number 0014, and quantity. Also use DA Form 12-99-R for any chanin distribution requirements. Submit to your publications control officer.

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 Pring Office, Washington, DC 20402.

POSTMASTER: Send address changes to Superintendent of Documents, UGovernment Printing Office, Washington, D.C. 20402, ISSN 0004-2471.


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Major General Ellis D. ParkerChief, Army Aviation Branch

Be CarefulAT ONE TIME or another, we have all spoken or

heard the words' 'be careful. " Throughout our lives, weare given a long list of "dos" and "don'ts," and mostof the don'ts deal either directly or indirectly with safety.

The U.S. Army expends a lot of time, money and manpower to prevent accidents. This is especially true in ArmyA viation. Every effort will be made to identify, evaluateand remove or control hazards that can result in death orinjury to personnel and damage to equipment.

As the Army Aviation Branch chief, I consider promoting safety as one of my most important functions. Virtually every activity at Ft. Rucker, AL, is involved insome aspect of aviation safety. Take, for example, theuser testing and evaluation conducted by the U.S. ArmyTraining and Doctrine Command (TRADOC) Test andExperimentation Command (TEXCOM) Aviation Board.

The primary mission of the TRADOC TEXCOM Aviation Board is user testing of aviation-related equipment,concepts and training programs to ensure they meet theneeds of the aviation organization in the field. Safety isan important aspect of user testing. Evaluation of the safety and health characteristics of each item and system isconducted throughout the life cycle of a test. User testing provides assessments of personnel hazards. It also provides conclusions on equipment maintenance hazards orany associated operational hazards inherent in the system.

Data from all tests provide a basis for evaluating safeand health characteristics. Specific safety tests per

formed on critical devices or components determine thenature and extent of hazards presented by the materiel.n addition, the adequacy of hazard warning labels on

equipment is evaluated, as well as the need for warnings,precautions and control procedures to be stipulated inequipment publications.

Provisions are included for an independent assessmentof hazards in test directives and test design plans for alluser tests. The results of these safety evaluations arepublished in the final test reports. However, evaluatingthe safety of the test items is only a part of the responsibility of the Aviation Board. Every precaution must betaken to protect personnel and equipment during the tests.The TRADOC safety officer provides safety releasesthat are required for all user tests. After receiving the safety release, TRADOC will begin training test personnelfor test execution, maintenance or any activity that is performed by TRADOC personnel.

Some of the user tests involve the testing of prototypeaircraft or aircraft with modifications. Other tests mayrequire the use of test support aircraft. In any case, anairworthiness release is required before the test begins.Once the requirements for test and test support aircraftare determined, the Aviation Board submits the requirement and the request for the airworthiness release to Headquarters, U.S. Army Aviation Systems Command, St.Louis, MO.

The responsibility for safety and documentation during Aviation Board user testing rests solely with the Board,and it is not taken lightly.

Although organizations such as the Aviation Board aremaking it easier for us to be safe, we must all take anactive role in supporting and promoting the safety pro-grams throughout the Army. . . . . . . . . .

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RIGHT: Sequenceof an air-to-airStinger fired froman ON-58 hitting adrone.BELOW: Droneused in testing.

o

Colonel Gilbert H. Fredrick (Retired)Former Commander/President

TRADOC TEXCOM Aviation BoardFort Rucker, AL

theSilentSide ofTestingT est activities are naturally concerned with such

characteristics as the performance; reliability, availability,maintainability and durability (RAM-D) of the product being tested;

but what is their attitude toward an intangible product ofmajor importance: safety-your safety?

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W HEN NEWS OF an Armhelicopter destroying a drone aircrin midair with an air-to-air missduring an operational test (OT) wpublished in the newspapers, pubinterest was significantly arouseAnd the reason is simple. This tyof news article readily appeals to psons in all walks of life because ofvery nature and visual impact. But ia good bet that few of the readenoted-or cared-that the U.S. ArmTraining and Doctrine Comma(TRADOC) Test and ExperimentatiCommand (TEXCOM) AviatiBoard at Ft. Rucker, AL, was toperational test activity that conductthis test. And that, too, is as it shoube.

When it comes to testing and test ativities, most of us are generally iclined to picture a group of methodoogists, engineers and other researcers, along with a host of support pesonnel, diligently performing a varieof tasks to obtain findings. The finings, in turn, are slated to be publishas part of a thick report bearing sompeculiarly worded title.

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Although somewhat stereotyped,the above description does embody agood bit of truth. Certainly, if it is tofulfill its purpose, any test activity mustbe appropriately and adequately staffedwith qualified personnel for the typesof testing it is to perform. And, certainly, the findings will be publishedin the form of an official report. However, this report mayor may not bea "thick" one. Some reports are hundreds of pages in length, while othersmay consist of but relatively fewpages.As for report titles, they vary. Manyare quite simple and self-explanatory:CH-47D Flight Simulator, New Aircraft Tool System, Portable EngineTest Stand .... Others, such as VoiceInteractive Avionics Technology, Aircrew Uniform Integrated Battlefieldand UH-60A Hover Infrared Suppressor Subsystem, tend to obscurethe purpose of the tests they identify.Nevertheless, all tests have one thingin common. Each is performed for aspecific purpose, and that purpose determines which type of test activitywill conduct a particular test.

DECEMBER 1988

Currently, the TRADOC TEXCOM Aviation Board, located at Ft.Rucker, is one of nine separate operational test activities operating underthe auspices of TRADOC. The A viation Board participates in developmenttests and performs other types of evaluations; however, its primary task isto conduct, or to participate activelyin, a variety of operational and otheruser tests of aviation materiel. Duringsuch tests, the Aviation Board's interest is directed primarily to thoseareas associated with the RAM-D of theproduct being tested. This, of course,represents the obvious purpose ofoperational testing. However, in mostinstances, another vital ingredient canbe found entwined within that purpose. We call that ingredient safety.

Consider, for a moment, a comparison of two radically different types ofhardware such as combat boots andair-to-air missiles. What if, during anOT, the data collected should indicatethat the reliability of an air-to-airmissile is questionable? In combat,failure of the missile to function properly or to strike and destroy the in-

tended target aircraft can provide thecrew of the hostile aircraft an opportunity to destroy the launch aircraft.

Similarly, failure of boots under arduous combat conditions could severely impair the efficiency and healthof the soldiers wearing them and,thereby, adversely affect the soldiers'performance-and their safety.

However, the element of safety intricately woven within an OT reflectsonly one side of the safety picture.There is another side. This side ispresent even when the reliability factor of a given product is not inquestion.

For example, even if a missile being tested should prove to be totallydependable, safety of a differentnature must still be considered. Canthe missile be launched accidentallyduring flight or when the aircraft is onthe ground? Does the missile pose anydanger to the launch aircraft when itis fired? What special safety precautions must be taken when the missileis stored, handled or transported?

Similar types of questions can beasked in referring to the combat boots.

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FIGURE 1: During operational testing of the air-Inflatable, transportablemaintenance shelter, an Important prerequisite was Its ability to provideadequate ventilation, effectively discharge fumes and permit rapid evacuationof personnel in case of fire.

While the boots may prove to be ofsturdy construqtion and reliable, dothey tend to retain excessive moisture,which can promote the growth of fungi in tropical climates? Are they sufficiently pliable to prevent unduestrain on the wearer's feet? Do theyrub against heels or toes and causeblisters or calluses that can result ininfections or painful discomfort,degrading the soldier's efficiency?

The Aviation Board has not been involved in the testing of combat boots;however, a portion of one OT wasperformed to ascertain the ability ofa helicopter to fire armor-piercingballistic ammunition from variousflight attitudes without compromisingthe integrity of the aircraft and thesafety of its crew.

During an OT of a transportablemaintenance shelter, data collected in-cluded those associated with-

The provisions available for adequate ventilation.

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The effective discharge of toxicfumes. The ability of personnel to rapidly evacuate the shelter in case of fire(figure 1).

More recently, during testing of aIO-kilowatt (kw), portable generator,it was noted that the vertical, boxshaped "chimney," through whichexhaust gases emitted by the gas turbineengine are discharged, became so hotthat anyone coming in contact withthis section would sustain seriousburns (figure 2). As a result, this partof the generator was singled out forcorrective action. Part of the corrective action included prominentlydisplayed markings warning againstleaning on, or otherwise contacting,the surface of that particular part ofthe generator.

It becomes obvious that testing isnecessary to ensure the RAM-D of theequipment being tested. Testing is alsonecessary to enhance the safety of the

FIGURE 2: The exhaust section(arrow) becomes extremely hot durinoperation of the gas turbine enginethat drives the enclosed 1O-kwgenerator, and anyone coming incontact with this section will sustainsevere burns. The danger Isespecially present immediatelyfollowing engine shutdown when theexhaust section Is extremely hot, andno exhaust gases are beingdischarged to warn personnel of theexisting hazard.

personnel who will be operating anmaintaining the equipment. After althe best equipment in the worlbecomes utterly useless without thhuman element to operate it. So, whilcontinued research and developmenof sophisticated hardware is essentiato our security as a nation, the mosimportant element is the individuawho must be available and capable ousing and maintaining the equipmenAnd you are that individual-important to yourself, your family and tyour country.

Within the Army, titere are thosorganizations-inconspicuous as themay be-that place a high priority oyour welfare. Their prime purposeto continue to ensure that you not onlhave the best equipment and training available but also the best protection. The TRADOC TEXCOM Aviation Board is one of these organizations that place a high priority on youwelfare. _.

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Sergeant First Class Keith D. WilburDepartment of Enlisted TrainingAir Operations Training Division

Fort Rucker, AL

- Terrain analysisPhase III - Nuclear, biological and chemicalPhase IV - Introduction to radar-directed weapons

and countermeasures- Communications-electronics operating

instructions (CEOI)- Identification friend or foe and secure

voice- Joint interoperability of tactical command

and control systems (JINT ACCS)- Introduction to infrared guided weaponsand countermeasures- Dynamics of aircrew communication and

coordinationPhase V - Survival medicine

- Travel, personal protection andcamouflage

- Evasion- Introduction to resistance- Aircrew survival and rescue equipment

- Land navigation, fire making and shelters- Procurement of food and water- Prisoner of war organization- Prisoner exploitation

Phase VI - Field training exercise (FTX)Coordination is underway for AOTD to take greaterresponsibility for the course.The second MOS, 93C Air Traffic Control (ATC) Operator, is a combination of the 93H ATC Tower Operatorand 93J ATC Radar Operator. Feedback from fieldcommanders indicated that having two separate entitiesrestricted the placement of newly assigned personnel in theATC field. Now, with the new MOS 93C, commanderscan place a newly assigned soldier or a noncommissionedofficer at either a radar or a tower facility. Combining thetwo MOSs also required that the course length be expandedfrom 11 weeks, 3 days for MOS 93H and 13 weeks, 2 daysfor the M OS 93J to 14 weeks, 4 days. This makes it thelongest course instructed by AOTD. More than 600 (FY1988) AIT students entering the 93C A TC Operator Courseprogress through eight phases of training as follows:

Phase I - Course orientation- Total fitness- Control tower operator instruction

Phase II - Flight information publications (FLIPs)- Weather reports and pilot reports- Radio/telephone procedures- General operating procedures

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- Aircraft designationsPhase III - Nonradar academicsPhase IV - N onradar instrument flight rules

operationsPhase V - Fundamental control tower operations- V isual flight rules tower operations

Phase VI - Operate AN/TPN-18 r,adar- Fundamental radar procedures- Ground controlled approach operations

Phase VII - Flight following- JINTACCShase VIII - Tactical ATC equipment- FTX

Last, but not least, is the 93P Aviation OperationsSpecialist Course.Seven weeks in length, it is the shortestAIT course instructed by AOTD. More than 600 AITstudents take part in a seven-phase program of instructionas follows:

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Phase I - Course orientation- Aircraft designations- Aviation weather reports- FLIPs

DOCTRINAL PRINCIPLESFOR ARMY AVIATIONIN COMBATOPERATIONSDECEMBER 1988

- Aeronautical charts- Notice to Ai rmen- Typing

Phase II - Flight plans- Interphone procedures and flight

movement messagesPhase III - Overdue aircraft procedures- Airfield operationsPhase IV - Filing documents and correspondence

- Flight recordsPhase V - Staff organization

- Operate tactical crash alarm system- Land navigation- CEOI- Situation map- Radio net- Radio interference and antijamming

proceduresPhase VI - JINT ACCS- Total fitness

Phase VII - Tactical equipment training- Operate radio set AN/VRC-46 andAN/PRC-25177

- FTXTraining AIT students to be functional at skill level on

is the primary mission ofthe AOTD. With a professionaand highly competent staff of both military and civiliapersonnel, AOTD is dedicated to the Army Theme o1988-Training. ~


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Captain James M. ReedCaptain Reed was attending the AviationOfficer Advanced Course, Fort Rucker,AL, when he wrote this article.

PICTURE YOURSELF in a time not so long ago,in a land of innocents called Officer Basic Course. Yourbest friend walks into your quarters and proclaims to youthat he has cheated on the English exam. You tell himthat you do not want to hear about it, but he insists onjustifying his cheating and how it is the American way.You toss and turn all night, unable to sleep with thismassive guilt on your conscience. On one hand you havethe trust of a friend and, on the other, the integrity of theofficer corps. This is not the same as they explained itback in college. You are not ready to handle a real-lifeintegrity problem. Where do you find the answer?Armed with the few books that you have, you go forthin your quest to resolve this dilemma.Having been an average college student , the first bookyou have been trained to pick up when you are confusedabout the meaning of a word is the dictionary. You quicklylook up the definition of integrity only to discover thatWebster does not give the answer to the problem. Thedefinition adds confusion by adding the word' honesty ."You already know that your friend has been dishonest,but how do the two words relate?To gain information on how these two words relate,you turn to that book with the funny name (Thesaurus)you bought for the English composition class. You flipto the word "integrity," and you see the beginning ofthe circle again. Webster has a catch 22 when he doesnot want to define a word . Integrity tells you "See honesty" and honesty tells you "See integrity." Fearful now

DECEMBER 1988

that you are caught in this trap, you go back to the word"honesty" and hope that you can escape the trap. Theend might be in sight. The list of synonyms includesloyalty, courage, trustworthiness , soundness , candor,morality, character and conscientiousness.To gain word clarity, you write these words down asif they were parts of a math equation.INTEGRITY = HONESTY = TRUSTWORTHINESS = SOUNDNESS = CANDOR = MORALITY= LOYALTY = COURAGE = CHARACTER =CONSCIENTIOUSNESSThe threads of your problem are slowly being woventogether. Their interrelation is becoming clearer, but theanswer to your quest has not been satisfied. What do youdo? Where do you turn? The answer has to be somewhere,but you cannot find it.Then you spot it. The book the colonel gave you at yourcommissioning-The Army Officer's Guide. You kickyourself for not thinking of it sooner. The answer has tobe in the Officer's Guide-it probably has a whole chapteron integrity.You smile to yourself as you turn to the table of contents. There it is, " Chapter 1: The Code of the Army Officer. " It is not quite a whole chapter, but the answer hasto be there. You eagerly thumb through the section, stopping on page 9 under the heading, " Integrity, The Essential Ingredient."Thrilled that you are close to a resolution of the problem, you anxiously read the section. You learn that anofficer is an official of the government who is sworn toobey lawful orders and make decisions on matters of lifeor death. Yours is the job of national security and the execution of policy. Then you read the magic words that tieup the loose ends. "The United States could not entrustits security to officers about whose integrity there is theslightest doubt."Next, you read about the basic code of the United StatesCorps of Cadets. You relate to the fact that West Pointproduces officers, so this code must be the code of theArmy officer. It is a simple code of duty, honor and country. Duty and country help you define your job, but theword that catches your eye is honor. If integrity equalshonesty (honor), then integrity is part of the basic code.So you dive into this section, hoping to find the finalanswer to your problem. It tells you that honor is the cornerstone of officer-like conduct and " the outgrowth ofcharacter. " The country expects officers to lead an ethicallife. Then it hits you. The ultimate definition of integrity(and honor) is written on the next line. Simply put , " Anofficer does not lie, cheat, steal or violate moral codes. "The answer is clear; you know what you must do. Butyou wonder why they do not teach this book. The answerto ethical problems would be much clearer if everybodywould read The Army Officer's Guide. How basic can youget-one book with all the answers . ---=,

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Lessons FromOperationUrgentFuryCaptain Duke A. DywanCaptain Dywan was attending the Aviation Officer

Advanced Course, Fort Rucker , AL, when he wrote this article.He is presently assigned to the Directorate of

Combat Developments,Threat Division, Fort Rucker.

A UH-60 being guided into the hot refueling point.

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SO YOU'RE AN Army Aviation officer and yohave just received your wings. That is great! Be prouof yourself; you have accomplished a lot. However, let'be serious and talk about a few things I experienced aa member of the 1-17 Air Cavalry during OperatioUrgent Fury. How about combat, and preparing for itAre you ready physically and mentally to go to war? Thinabout it for a moment. In this article I will focus on few subjects that you may want to consider as you approach your new assignment.

First, expect to see combat and approach your training with that fact in mind. Develop a sense of urgencywithin yourself and your people to prepare for war righnow. One can watch the evening news to realize thepossibility of our facing war in many parts of the worldWhen the next conflict erupts, you may have little timfor training or preparations. Your ability to survivdepends on what you do today. As for Grenada, I neveknew such an island existed, and the alert totally surprisedme. From Granada I learned the importance of the motto, Be Prepared."

Second, you 'llface stress-not only your stress, but alsothat of your men. The realization of going to a combazone produces a high level of stress , which causes different reactions in you and in your men . You must learnto handle your own fears and emotions, and at the samtime lead your men. As the leader, you'll see some oyour troops become loud and excited, while others becomquiet and dazzled. The high-stress level also will caustempers to flare quickly, so don't overreact to the sharpwords of a superior or to the grumblings of your menKnow and try to understand these various reactions so thayou can prepare yourself to provide a calming force inthe situation. Maintain control of your men and establisa chain of command within your section or platoon. Keepyour troops busy and informed to help reduce the stress

Next, realize the importance ofaircraft and equipmenmaintenance. In a war-type situation, maintenance maytend to take second priority to missions, but you shouldinsist on proper maintenance procedures. Require thayour platoon sergeant keep you informed of aircraft statusTrack the following items for each aircraft-total aircrafhours, flight hours available until the next major inspection and all major deficiencies.

Flying in a combat situation is another item to considerDo you know your aircraft completely? Can you read a

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map and navigate with proficiency? What would you doin the event of the death or injury of your copilot? Developa list of those minimum items needed to start the aircraftin case of an emergency situation; however, do notviolate the dash 10 procedures. Know your limitations asa pilot and those of your crew during night vision goggles and instrument meteorological conditions. Closelymonitor crew rest and insist on good hygiene. Deployment usually results in the changing of time zones,eating habits and sleeping habits, and causes changes inthe body. These changes usually manifest themselves infatigue and intestinal problems.

Try to keep your crew and the aircraft together as muchas possible. This closeness will facilitate cockpit communication, confidence and knowledge of aircraft deficiencies.

Now let's discuss weapons training and maintenance.How proficient are you with a .38 caliber, M-16 rifle orM-60 machinegun? Can you operate these weapons?Schedule training for your pilots on live fire ranges tofamiliarize them with the M-16, M-203, M-60, Claymoremine, hand grenade and light antitank weapon. This training will increase the chance of survival if you becomea downed pilot. It will also increase the strength of the

DECEMBER 1988

perimeter defense plan. Do you have a door gunnerystanding operating procedure? Will scout crewchiefs carryM-60s in the back seat of their OH-58 Kiowa? Decideon these issues and train your men accordingly. Becreative. Conduct weapons classes for "hip pocket" training on weather days. Maintain and clean weapons dailyin the field.

Finally, do you know nuclear, biological and chemicalwarfare? How many times have you flown in missionoriented, protection posture (MOPP-4) gear? How oftendo your crewchiefs pull maintenance in MOPP-4? Heatand humidity would have dramatically affected operationsand the use of chemical weapons in Grenada. How wouldit affect operations in the Middle East? Iran and Iraq usechemical weapons and so do the Soviets. You need to trainfor the possibility of chemical warfare.

Don't underestimate the importance of training troopsfor war during peacetime. Hopefully, these suggestionsand questions will enable you to produce a platoon oftroops ready to fight in the safest and most efficient manner. One never wishes for war and does not like dwelling on the idea but, as an officer of the United StatesArmy, I believe that preparing men for war provides thebiggest deterrent to war. ~

LEFT: Being properly prepared tofight a war includes performingrequired aircraft checks to ensurethat the dispensing of fuel is clean.BELOW: Paratroopers from the 82dAirborne, Ft. Bragg, Ne, move inlandfrom a landing zone in Grenada.

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u.s. Marine CH-46 Sea Knight helicopter.

A ThoroughBriefing:IT CAN SAVE YOUR LIFE

Captain Donald L. WagnerCaptain Wagner was attending the Aviation

Officer Advanced Cou rse 87-1, U.s.Army Aviation Center, Fort Rucker, AL,

when he wrote this article.

What goes through an aviator's mind in that instantwhen an emergency progresses to the point that it willresult in a crash? As the pilot in command in this situa-tion, do you know exactly what your copilot's reactionsare going to be? Take that one step farther. You havelost "commo" and cannot talk with your copilot. Do youknow what his reactions are going to be? Take thesequestions into consideration and perspective as you readthis account of an actual crash.

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I TWAS A BEAUTIFUL September morning in theClan Alpine Mountains of the Sierra Nevadas. The skywas pure turquoise blue with scattered white wisps ofclouds. A soft 7-knot mountain breeze blew gently fromthe north over the arid terrain. Two CH-46 Sea KnighMarine helicopters in tactical cruise formation cleared theridge line to the south and passed low over the juttingpinnacle.

The flight lead and his wingman checked the landingzone for winds and obstacles. A quick computation of thealtitude and weight on the' whiz wheel' revealed to thehelicopter aircraft commander (HAC) in Dash 2 that sufficient power was available to land on the pinnacle.

The flight broke hard left and commenced the downwind leg. The HAC in Dash 2 went through the landingchecklist, cross-checked the lights and gauges, set theparking brake and selected "auto" on the speed trim. Bothaircraft reacted simultaneously as their programmablerotor heads adjusted for the landing. At the 180 degreesposition, the HAC in Dash 2 gave his copi lot the thumbsup.

As the flight rolled wings level, Dash 2 swung into theright cruise position. On short final the aircraft was a60 knots airspeed and 600 feet per minute rate of descent.The HAC in Dash 2 checked the alignment for landingwhen he felt a sinking sensation and loss of power. Hewas on the controls instantly as the generator dropped of



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the line; "commo," "stability augmentation system" and, automatic stabilization equipment" were gone.The HAC immediately initiated a right turn to effecta waveoff and lowered collective to maintain turns. Hismind went into high gear, everything appeared in slowmotion and there seemed to be an eternity to go over theoptions he had for this emergency. "Should he try to setit down on the steep slope and risk a certain rollover?Could he clear the boulders to his right and downslopeif he milked the collective? Was it possible to make it tothe flat area at the bottom of the mountain?"

While these thoughts were racing through his mind, theHAC was continuing the right turn and mashing downon the beep trim switches trying to get maximum powerout of his engines. He remembered that this particular aircraft was the only one in the squadron not equipped withemergency throttle and there was no need to grope forthe "button."

The Sea Knight began its downhill flight with a largeboulder blocking its path. The HAC milked the collective to leap-frog the enormous rock. The aircraft reactedwith a forward lunge. The nose cleared, but the left mainmount and stub wing were crushed on impact with theimmovable object. The nose wheel struck the ground andwas sheared under the chin of the aircraft. The HACstruggled to maintain the helicopter upright, but themomentum of two consecutive impacts sent the Sea Knightin a hard left roll. The giant rotor blades began crashinginto the mountainside and exploding into chunks of flying metal. Out of the corner of his left eye, the HAC couldsee the copilot securing the engines as briefed.The aircraft bucked and began a nauseating hard leftroll that jerked the copilot's hand from the engine condition levers, but not before he had got the number 1 engineto stop and the number 2 engine to crank. The soundsof metal against rock, metal against metal, and explodingrotor blades were a cacophony. Dust and rocks were flying through the cockpit and one piece of rotor blade camecrashing into the windscreen between the HAC and hiscopilot. A flying shard of metal impacted the HAC'shelmet and cracked the visor in front of his nose.

For what seemed an eternity to the HAC, the Sea Knightcontinued in its death throes as it twisted and rolled downthe incline. Then something almost paralyzing happenedto the pilot. He smelled lP-4 fuel; that meant there couldbe a fire or an explosion. The HAC thought at that mo-

DECEMBER 1988

ment: "Of his childhood on the ranch back in the Rockiesof Colorado; of his wife and home in southern California;and he thought to ask God not to let him burn. It wasn'tthat he minded dying-that seemed inevitable-he justdidn't want to get trapped and roasted."

Finally the wrenching sounds and the horrible rollingslowed. The old Sea Knight gave one last convulsive heaveand came to rest in an almost inverted position. To theHAC the silence was almost deafening. He immediatelyreached up to secure the boost pumps and looked downto see if his copilot was still alive. The copilot began moving so the HAC called back to the cabin and got a responsefrom his crewchief and first mechanic. Everyone wasstill alive.

The HAC jettisoned his escape hatch, unplugged hishelmet cord and unstrapped. He helped his copilot up andthen climbed out the escape hatch. He assisted the crewchief and first mechanic out the crew door and thenjumped to the ground. The HAC gathered his crew, andthey ran up the mountain away from the wrecked SeaKnight that could catch fire or explode at any moment.As he was getting out his survival radio to call "Lead,"the HAC noticed that all crewmen were wet with lP-4and could easily have become"Roman candles" if therehad been a fire. The HAC informed Lead everyone wasOK and would meet him on top of the pinnacle.

Once safely aboard Lead and on their way back to theairfield, the HAC thought over how things had clickedin the cockpit and how the copilot did just as he wasbriefed-' put out those two fires" (secure the enginesin the event we crash). He remembered Lead clearing thezone as his "wing" crashed, thus avoiding damage to hisaircraft-just as briefed. And the HAC remembered thatfrom the start of the "emergency" until the end of the"crash" not one word was spoken. Even with the windwhistling through the cabin of the Sea Knight as theyreturned to base, the HAC could still smell the lP-4.There is a reason those four crewmen returned aliveand unburned. Stated simply, they were professionals.They took their flying seriously, and they took their briefing seriously. They reacted with correct crew coordination and did not have to take the time to "get the checklistout and talk things over. " These crewmen knew aheadof time what they were to do and when to do it. Theyhad briefed properly and thoroughly. I know, I was theHAC. . . -. 4-

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SINCE ITS INCEPTION,the OH-58 Instructor Pilot (IP) Coursehas trained qualified OH -58 pilots toperform duties as IPs in field unitsthroughout the Army. The course hasalways produced highly qualified andcompetent IPs, but, until recently, theprogram of instruction (POI) excluded from the training a critical part ofthe duties of an IP.

Beginning in October 1987, OH-58IP students began recei ving an upgraded, more comprehensive POI-aPOI that includes tactics instruction.The result of this change has producedan IP who is more tactically proficient

14

Upgradingtile OH-5aKiowaInstructorPilotCourseCaptain Christopher C. SullivanCaptain Sullivan was attending theAviation Officer Advanced Course,Fort Rucker, AL, when he wrote thisarticle.

and who is more valuable to the commander in the field.

The former OH-58 IP course POIconcentrated on the pilot's performance of "contact" or "transition"type maneuvers (i.e., takeoffs, approaches, autorotations, etc.) and theability to instruct other pilots in thesemaneuvers. The intensive programproduced OH-58 IPs competent inteaching only those contact base tasksrequired to qualify pilots in theOH-58. Under this POI, studentsreceived no instruction in tactical mis-sion planning, terrain flight or tacticalprocedures of any type. Thus, this

POI qualified IPs to give in-unit transitions. The 1983 moratorium ontouchdown emergency procedures significantly reduced the need for IPs tobe "touchdown current. " Only a fewIPs are now authorized to performtouchdown emergency procedures.Furthermore, the program did notassist the IP in providing standardizedtactical instruction and evaluation inhis unit.

Basically, we were then teachingIPs tasks that they might not ever instruct or evaluate, and not teachingthem the tasks that they perform during virtually every mission they fly.

U.S. ARMY AVIATION DIGEST


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This training has changed under thenew POI. This 31-day training program incorporates 5 days of refresher,15 days of contact and 11 days ofcombat skills training. The first 20days of instruction generally parallelthe former POI in content and form.Students receive 23.5 hours of contactflight instruction; they must demonstrate their ability to instruct contactskills during the 2-hour flight evaluation given on training day 20. Thisportion of the training guarantees thatIPs in the field still possess the abilityto give in-unit transitions if they arerequired to do so.The final 11 days of the program aredesigned to provide students with bothclassroom and flight-line instructionon those tactical tasks required to beperformed by the aeroscout pilot. Students learn how to instruct all tacticalbase tasks (e.g., terrain flight missionplanning, out-of-ground effect hovercheck and nap-of-the-earth) as well asselected special tasks (e.g., evasivemaneuvers, security missions, reconnaissance missions, etc.) from the aircrew training manual (Field Circular1-215). The students are each allotted13 flight hours for this instructionand receive a 2-hour combat skillsflight evaluation at the end of the program.

This phase of the course accomplishes several things. First, it guarantees that OH-58 IPs in the fieldpossess the necessary tactical expertise to advise commanders on tacticalsituations. Thus, it provides a morevaluable asset to the field commanders. Furthermore, it gives credence toan IP's ability to train and evaluate thetactical procedures within a unit. Finally, it helps improve the standardization of intra-unit tactical procedures

DECEMBER 1988

employed by the aeroscout.Hence, the incorporation of combatskills training in the OH-58 IP coursePOI has significantly improved theability of the OH-58 IP in the field toperform his mission. This programwill be improved upon in the nearfuture. Beginning in October 1988,another upgraded POI was instituted-this time incorporating night visiongoggles (NVG) instruction. The program will result in the student beingqualified as an OH-58 NVG IP.

So, since October 1988 we are finally sending fully mission-qualifiedOH-58 IPs out to field units. Commanders are receiving an IP who cannot only qualify new OH-58 pilots, butwho is also tactically proficient andable to give NVG flight instruction aswell. This new instruction should havea major positive impact on trainingand standardization within field unitsand should greatly increase our readiness as an Army. It's been a long timein coming. .. "

Students attending the OH-58IP course learn to instruct nap-of-the-earth flying.

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ATe Focusus.Army Air Traffic Control Activity

Flight Following in Remote AreasSergeant First Class John W. Conyersu.s. Army Air Traffic Control ActivityDevelopment OfficeFort Rucker, AL

Flight following in remote areas has long beena problem because of ineffective and inefficient communications systems for beyond line-of-sight (LOS)ranges. In many cases, alternate procedures are designed for flight following in the use of single shiproutes, deployment of multiple aircraft for single shipmissions or simply accepting the risks as necessary.However, these solutions to the problem tend tobecome problems themselves by masking the realneed of enhanced communications capability . In addition, aviation operations in undeveloped areasmagnify the limitations of the LOS communications,thereby placing greater emphasis on the need for thecapability of enhanced communications.Through the development of the nap-of-the-earth(NOE) communications program, a comprehensivesolution to these problems will be provided; however,in the interim, a more immediate solution is required.Presently, Honduras is the site for testing an interim solution that provides remote flight followingservices from a central facility to communications

16

problems with aircraft flying NOE altitudes. Thisinterim solution is designed to fill the NOE communications void until a more comprehensive NOE communications program can be fully implemented.

This system- Requires no modification or new installation ofequipment on any aircraft. Uses standard very high frequency (VHF)

frequencies. Is expected to provide 75 to 80 percent coveragethroughout the country at altitudes of more than 1,000

feet above ground level.How do we accomplish coverage in extremelymountainous terrain with strictly LOS communications? First, let us go back and familiarize ourselveswith the requirement.

In August 1985, a required operational capability(ROC) was developed for air traffic control (A TC)support (particularly flight following) in Honduras .This ROC called for the use of remote communications facilities linked to a central flight following



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facility by microwaveJ"epeaters. However, becauseof the enormous costs associated with the installation of microwave repeaters and the fiscal constraints,the program made little headway.

Emphasis on flight following in remote areas thatoccurred in late 1987 and early 1988 raised the priority for a flight following facility in Honduras. InJanuary and April 1988, joint working groups (JWG)convened at the U. S. Army Aviation Center, Ft.Rucker, AL. The U.S. Army Air Traffic ControlActivity took the lead in finding a solution for urgentrequirements for flight following in remote areas.The problems associated with flight following inremote areas lie basically in the organic communications capabilities of the aircraft. ATC, because it isnormally a ground-based facility, has no reallimitations on size and weight of equipment within itsfacilities; unfortunately, Army aircraft do. Also,. there are many more aircraft than A TC facilities,which make any solution requiring new equipmenton the aircraft cost-prohibitive, not to mention thetradeoff required for the hardware weight versusbeans and bullets. These limitations required a lookfor alternatives having minimum impact on currentor future aircraft communications capabilities.

With that in mind, the JWG started developingsolutions considering everything from satellite to highfrequency communication systems. Systems included airborne (aircraft, remote piloted vehicles andtethered balloons) radios, high frequency radios, tactical satellite and repeaters (both microwave andothers).The JWG concluded that the development of theNOE communications program would adequatelyresolve the problems associated with communicationranges. However, because this program is still in thedevelopmental stage, an interim solution should bepursued. The problems encountered in finding theinterim solution revolved mainly around particularmission requirements and terrain features. Becauseof these problems, the JWG decided that each remotearea and mission would require a study to determinethe best-suited solution.

In the JWG meeting held in April 1988 currenturgent requirements were identified. The U.S. ArmySouth (USARSO), Ft. Clayton, Panama, respondedwith the immediate need in Honduras and contingency missions in other countries. The JWG decidedto use portable, unmanned repeaters as the solution,giving USARSO flexibility in siting and allowing fortemporary missions requiring deployment of aviation assets outside of Honduras.Each repeater is composed of four major components (radio repeater set, antenna, batteries andsolar panels) with a total weight of under 150 pounds.The repeaters are battery powered with solar panelsfor recharging. The link between repeaters is on apair of frequencies to allow simultaneous transmitting and receiving. The air-to-ground link is a VHF/amplitude modulated transceiver installed on therepeater, capable of up to six aviation frequencies .The major advantages of the repeaters are that theyare easy to install, lightweight, small in size, do notrequire any external power source and are low in cost(less than $8,000 each).The disadvantages stem from the repeaters' susceptibility to theft or tampering because of their remoteinstallation sites. The threat can be countered somewhat through camouflage, inaccessible locations, orinstallation within physically secure compounds;however, the risks must be justified through anassessment of the need for the communicationcapability.By installing the repeaters on ridges or mountaintops, effective range of up to 90 miles is possiblebetween repeaters. On the average, using about 12repeaters, linked in threes, extending from the centerof a hub, like spokes on a wheel, could effectivelycover more than 70,000 square miles, an area thesize of Oklahoma.Someday, when you are flying low through themost remote regions of Central and South America,secure with the knowledge that if, by some slimchance, the instruments suddenly indicate an upcoming event featuring Newton's Law, A TC will havea fix on your whereabouts. ~

Readers are encouraged to address matters concerning air traffic control to:Commander, USAA VNC, ATTN: ATZQ-A TC-MO, Fort Rucker, AL 36362-5265

DECEMBER 1988 17


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AVIATION MEDICINE REPORTOffice of the Aviation Medicine Consultant

TheMEDEVACStorySpecialist Robyn GregoryNational Guard Public Affairs OfficeBoise, 10

ON A SWELTERING hotday, one of the thousand soldierstraining on ranges at Gowen Field,ID, collapses, writhing with the painof a heart attack. Range medics givefirst aid, fighting to keep the patient

ABOVE: Idaho ArmyNational Guard paramedic,SGT John Morgan, and anemergency roomtechnlcian offload anInjured soldier from theMEDEVAC helicopter.RIGHT: SGT Daryl Love(left), crewchief and SGTJohn Morgan (right),paramedic, rush an injuredsoldier to the MEDEVAChelicopter for transport toSt. Alphonsus RegionalMedical Center, BOise, 10.

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alive in the barren, remote desert.The approaching UH-l Huey helicopter looks like any other cargohauling bird at first glance. Today,however, the cargo is unusually precious, the task is especially critical andthe mission is to save lives.According to Major (MAl) Perry E.Barth, Idaho Army National Guard(IDARNG), Headquarters, State AreaCommand, the aeromedical evacuation (MEDEV AC) mission is not newto the Army nor to Gowen Field.However, eight IDARNG soldiershave pioneered the first full-timeArmy National Guard training siteMEDEVAC mission in the UnitedStates.In support of increased training atGowen Field, the Army National

Guard established the first full-timeMEDEVAC mission in January 1988.This training draws armor battalionsfrom throughout the country, thus increasing the need for MEDEVACsupport.The MEDEVAC mission, once anintermittent mission using either rangemedics or a "summoned medic," nowboasts two full-time crews consistingof two pilots, a crewchief and a paramedic."Although the MEDEV AC missionactually began 2 years ago, we had noparamedics on the crews. If we received a MEDEVAC request, we'deither have to spend critical responsetime finding a medic, or take a medicoff the training range, resulting in aloss of training time," MAJ Barthsaid.The addition of two IDARNG men,Sergeant (SGT) John Morgan andStaff Sergeant (SSG) Dennis Neibaur,both of Headquarters, ' State AreaCommand, as full-time paramedicshas improved the quality of medicalcare available to soldiers.The two paramedics have more than10 years of National Guard service.They acquired 3,500 hours of prehospital medical certification andback-country medical rescue e x p e ~ i -ence before leaving civilian paramediccareers as state certified medicaltechnicians.Pilots for the MEDEV AC missionattended the Essential Medicine forArmy Medical Department AviatorsCourse at Ft. Sam Houston, TX.

"That course taught us informationthat enables us to aid the paramedicsif necessary and communicate effectively with them. We also becameaware of when to alter our flight patterns as needed (higher, lower, etc.)



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Idaho Army National Guard paramedics and field medical technicians fromthe Montana Army National Guard prep an injured soldier for aeromedicalevacuation in the desert training area south of Gowen Field, Boise, 10.

to help the condition of the patient, "said Captain James Skene, pilot incommand, MEDEV AC unit., It is a good feeling to upgrade thelevel of medical support for the soldierin the field. A citizen soldier shouldbe able to expect the same level ofmedical care while training , as he doesin civilian situations ," said SSGNeibaur.A MEDEVAC unit has the capability of physician-level care in aprehospital setting. The MEDEV ACunit is further equipped for communication with physicians at St.Alphonsus Regional Medical Center,Boise, ID. The MEDEVAC paramedics operate under the standing ordersof the National Guard State Surgeon,and may take any action thought necessary to preserve life.The IDARNG MEDEV AC supportprogram now provides 24-hour standby services whenever someone isoperating in the training or maneuver-

ing area, according to MAJ Barth.The MEDEVAC mission includesout-of-state units that make a requestfor support through the IDARNG annual training site coordinator." In the Idaho Guard we have thefinest equipment, schools and terrainfor excellent training. Why shouldn ' twe also provide the finest medicaltreatment," SSG Neibaur said.Beginning next year, with the addition of the M 1 Abrams tank to theIdaho training schools , the MEDEV AC mission will become a 24-hourcontinuous operation .When not on MEDEVAC call , thecrews accomplish various other missions while remaining immediately ac

cessible. Crewchiefs work in hangars;paramedics augment base medical facilities; and pilots conduct aviationtraining necessary for state and Federal MEDEV AC missions.Though the full-time MEDEV ACmission is carefully restricted to the

transport of sick, injured and wounded members of the Armed Forces ,emergency lifesaving aeromedicaltransportation is extended to civiliansunder certain conditions.The MEDEV AC support is available to civilians to transport anyperson who the medical authoritydiagnoses as suffering possible loss oflife, limb or sight to the nearestmedical facility where immediatetreatment is available when commercial transportation is not available,feasible or adequate.The IDARNG MEDEVAC unitwas recently called upon to transportan Oregon woman suffering fromtraumatic injuries sustained in a tractor accident. The IDARNG MEDEV AC unit transported her to the St.Alphonsus Regional Trauma Center,when the commercial "Life Flight"service was not available."If we weren't truly interested inhelping people, we wouldn ' t be doingthis. Working 24-hour shifts is notfun, and there is nothing glamorousabout waking to the sound of a hornand the sight of a traumatic scene ,"SSG Neibaur said.Upon receiving a MEDEVAC callthe crew jumps into action.

, You go from a dead sleep to fullspeed in a matter of seconds. Weatherpermitting , we can be anywhere in theGowen Field/Orchard training areaswithin 11 minutes ," said SGT Morgan.According to SSG Neibaur , the frequency of MEDEV AC missions hasbeen moderate. "Even though it is ourmission to answer requests for MEDEVAC support , we'd rather not getthose calls because that means thatsomeone, somewhere, is hurting ," hesaid.Using the call sign "Guardian, " forurgent clearance, the IDARNG MEDEVAC unit is on its way to providehelp. Its cargo: pioneers of the firstfull-time Army Guard training siteMEDEV AC mission. ~

The Aviation Medicine Report is a monthly report from the Aviation Medicine Consultant of TSG . Please forward sub ject matter of curref7taeromedical importance for editorial consideration to U.S. Army Aeromedical Center, ATTN: HSXY-ADJ, Ft. Rucker, AL 36362-5333.

DECEMBER 1988 19


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PEARI!SPersonal Equipment And Rescue/survival LowdovvnAbout $350,000 worthof equipment ispresently on hand tosustain ALSE MTTcourse requirements.

JointCONUSAALSEMTTCourseMr. Danny L. Rode Sr.Headquarters, Fourth U.S. ArmyFort Sheridan, IL

IN JANUARY 1985 I was hiredat Headquarters, Fourth U.S. Army,Aviation Division , Ft. Sheridan, IL.One of my many "additional duties"was the Fourth U .S. Army aviationlife support equipment (ALSE) projectofficer. "ALSE? What ' s that?" I hadspent 20 years in the U.S. Air Forceboth as an engine mechanic and a safety specialist , but I had never been exposed to the ALSE field . My bossdecided that I should receive sometraining in this field if I were to be theFourth Army ALSE project officer.So , in August 1985 I ventured forthto receive some training in ALSE.At the time, quotas at both theALSE Supervisor and Specialistcourses at the U.S. Army AviationLogistics School (USAALS), U.S.Army Training and Doctrine Command (TRADOC) , Ft. Eustis, V A,

20

were full. It appeared that I could notenter until mid-1986 . Then I readabout the Sixth U.S. Army WesternRegion ALSE Survival School(A WRASS). When I inquired about aquota, I was told that the course wasa formal TRADOC mobile trainingteam (MTT) course , producing an additional skill identifier (ASI). Thecourse was specifically designed forthe Reserve Components (RCs) because it has its own program of instruction (PIOI). I persuaded my bossto let me attend one of the 3-weekA WRASS courses at Camp Relia, OR.As the course progressed , I realizedthat it was a valuable learning experience. When I tried to obtain somequotas from Sixth Army for RC personnel in our Fourth Army area , I wastold that the course I was attendingwas one of the first, and definitely thelast , MTT course that USAALSwould conduct. The course has beena tremendous burden on the USAALSinstructors who were overloaded withstudents and classes, and on SixthArmy personnel, who had to put together a complete classroom instruction , including ALSE equipment andpublications the instructors wouldneed. CW4 Art Miskimons, then theALSE Branch chief at USAALS, statedhe simply could not support anotherMTT course, with a dwindling supply

of instructors; conduct numerous 6-week courses at Ft. Eustis; and supply the vast majority of equipment andpublications for an MTT course at thesame time. Major Pat Kelly, then theSixth Army ALSE project officer, andI decided to pool our resources andconvince CW4 Miskimons to try onemore course.We tried for several weeks to convince TRADOC how it is nearly impossible for RC personnel to spend 6weeks away from their full-time jobs,not to mention their military jobs toattend the course at USAALS. CW4Miskimons agreed that he would tryone more MTT course. Coordinationbegan with CW4 Marion Krauss, thecurrent ALSE Branch chief and chiefALSE instructor at USAALS. Without his support for an MTT, we wouldnot have had any hope of setting upthe course.Major Kelly and I discussed thelarge task laid before us. I met withMr. John Little, my counterpart atFifth U.S. Army . His expertise inALSE and his personal desire to ensure only quality training was afforded ALSE personnel were assets wecould not have done without. We werevery fortunate in convincing him tojoin our crusade. In addition, I metMr. Jim Angelos, ALSE specialist(aircraft) , at Aviation Systems Com-



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The 3-week long MTT course is byno means an easy one.

Instructors ensure studentsattending the ALSE MTT coursereceive one-on-one training.

mand (AVSCOM), St. Louis , MO.Mr. Angelos joined us and contributedhis knowledge of ALSE proceduresand equipment. Together we set outto form the first, and presently theonly, formal ALSE MTT course at Ft.McCoy, WI.

We formed the nucleus of the jointCONUSA (the numbered armies inthe continental United States) ALSEMTT course with some borrowedbuildings from the Fourth U.S. ArmyArea Training Center at Ft. McCoyand all the ALSE that we could beg,borrow or, ahem, borrow. After several meetings with USAALS andnumerous trips to Ft. McCoy, wewere ready to run our first coursescheduled for December 1986. Aspredicted by USAALS, we encountered problems; however , we didgraduate more than 45 formallytrained, ASI-qualified students in thatfirst course.

We were succeeding in convincingTRADOC that an MTT ALSE coursewas viable! CW4 Krauss agreed that,

DECEMBER 1988

with a little more planning and efforton our part, the MTT concept couldwork.Immediately after the December1986 course, we requested USAALSto support another course for 1987.(Our adrenaline was really pumpingnow.) We set the date for September1987.In the meantime, the Fourth , Fifthand Sixth Armies continued to try toconvince TRADOC that this trainingconcept would work. We lobbied atthe Headquarters , Department of the

Army (HQDA) Safety Workshop heldin Washington, DC, in March 1987,for an ALSE military occupationalspecialty (MOS), ALSE training andestablishment of a HQDA ALSErepresentative. The workshop setthese items as the top high prioritygoals for Safe Army 1990. We continued to try to convince TRADOC ofthe importance of an MTT ALSEcourse for the RC . We convinced Colonel Vassey, the deputy commanderand the director of training and development, at USAALS that we were

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Personnel and CareerJANUARYPEARL 'S: Technician Offers Tips forEffective ALSE System

Editor Retires-Mr. Richard K. TierneyAviation Personnel Notes : Warrant Officer(WO) Personnel Policy Changes ; Emphasison Reenlistment Needed ; Army AviationPersonnel Plan (A2P2)

FEBRUARYAviat ion Personnel Notes : Warrant Officer RAPromotion Board ; DA Photo Deficiencies ;Officer Board Schedule for FY 1988How Come I Didn't Make the List?Aviator Volunteers NeededReflections of an " Old " Instructor

MARCHAviation Personnel Notes : ATC Consolidation ;Aviation Warrant OfficersPEARL 'S: Final Draft, ManpowerRequ irements Criteria Study (MARC)

APRILPEARL 'S: Manpower Requirements CriteriaStudyAviation Personnel Notes: Enlisted StandardsRising ; Enlisted Personnel ; Aviation WarrantOfficers ; Aviation Commissioned Officers

MAYAerial Observers-An Integral Part of theScout Attack TeamPEARL'S: ALSE MOSAviation Personnel Notes : Temporary FlyingDuty Clearances; Scholarship Program ,Shortage of NCO Logistics Program Soldiersin Career Management Field 67Threat: Who 's in That Other Cockpit?What?! I'm Not Going to Be Flying?

JUNECommander's Page 1: Manpower andPersonnel Integration

My Last FlightAviation Personnel Notes : Transition to theNew NCO Evaluation Report ; CardiovascularScreening for Command Selectees ;Promotion Selection for MajorsBlacks in Military Aviation-The Beginning

JULYIt's Cancer!Aviation Personnel Notes : BranchQualification ; New Area of Concentration forAviation Commissioned Officers ; MOS 93PRevision ; NCO ReunionManaging Nonoperational Aviators

AUGUSTAviation Medicine Report : The First ManThey Look For and the Last They Want toSeeAviation Personnel Notes : PromotionSelection Board for Captain (ArmyCompetitive Category) ; AIDS Policy

SEPTEMBERPEARL 'S: Let's Hear From You ALSE Users;Key ALSE Personnel LossesAviation Personnel Notes: Aviation CareerIncentive Pay ; Aviation Maintenance Expandsto Incorporate Avionics MaintenanceHey ChiefIIIIV HindsightToward a More Efficient and EffectiveAircraft Maintenance Program

OCTOBERAviation Medicine Report: Flight Surgeon ofthe Year ; Anatomy of an AeromedicalPhysician's AssistantThe Commissioned Officer : Pilot or Tactician?Job Calls for Trim , Non-ClaustrophobicPersonShort Tour Time

NOVEMBERSimulator Sickness or I'm OK , You're OK ,Its the Simulator That's DifferentViews From Readers : Ordnance CorpsCertificate of Affiliation (Hair)Aviation Medicine Report: The FlightSurgeon ... Then and NowAviation Personnel Notes : Army Astronaut

Candidate Program ; Aviators Recognized asAssociate Members of the MilitaryIntelligence Corps; Active Duty ServiceObligations (ADSO) of OfficersUSAASO Sez: Pilot/ControllerCommunications

DECEMBERAviation Personnel Notes: NCO EducationUpdate ; Linguist Shortage for MOS 93C ;ATC OperatorViews From Readers : Aviation OfficerOccupational Survey (Edwards); Response to" The Commissioned Officer : Pilot orTactician?" (Storey)Materiel

JANUARYPEARL 'S: Shoulder Harness Injury ; ShippingFlight Helmets as Baggage; Jacket, Flyer's,CWU-45/P, Heavyweight ; Controlled MedicalItems/Components of Aviation Survival Kits ;Technician Offers Tips for ALSE SystemAH-64 , A Total System for Battle (Part 7)

FEBRUARYPEARL 'S: Facsimile System for SpecialMeasurement Clothing ; Hood , Flyers ; SignalKit Distress, Foliage Penetrator (L119); NewSurvival Equipment; New Equipment BeingDeveloped ; Survival Food Packet; DelayedImplementation of AR 95-17 , Paragraph 2-9BAH-64 , A Total System for Battle (part 8)

MARCHAH-64, A Total System for Battle (Part 9)PEARL 'S: Rescission of FM 1-508-2 ;Protective Clothing for GroundcrewPersonnel ; PRC-112 Survival Radios

APRILCommander's Page 1: ASET IIStandardization of Cockpit ControlsThreat: Engaging Attack Helicopters WithTanks-The Warsaw Pact ViewPEARL 'S: Night Vision Goggles / A i r c r ~ f tIntegration Responsibility ; SRU-21/P SurvivalVest ; Survival Matches ; Water PurificationTablet , Iodine , 8 Milligram ; SPH-4 HelmetLiner Silicone AdhesiveAH-64 , A Total System for Battle (Part 10)Dynamite in Small PackagesFuel Tanks Added to Black Hawks

MAYPEARL'S : BDU Flight Suit


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I

Aviation Digest 1988 SUBJECT INDEXMateriel continuedAH-64, A Total System for Battle (Part 11)DES Report to the Field : Airc ra ftArmament-Everyone 's Business

JUNEPEARL'S: Survival Radios and Test Sets;Medical Materiel ; Aircraft Seat Belts ; SurvivalVest SRU-21/P and Kits; Oxygen MaskRegulator ; Updated Flyers ' ClothingInformation, Jacket , Flyer's , Medium Weight(Nomex) and Jacket , CW , Aramid OG 106ATC Focus: ATC Maintenance Update

JULYPEARL 'S: Points Often Repeated ; SPH-4Helmet Designed to be Worn Without a ChinPad; Microclimate Conditioner Systems ;Medical Materiel Disposition Instructions ;Radio Set AN/PRC-112 ; Oxygen Mask ,MBU-12/P Pressure Demand ; AircrewIntegrated Helmet System HGU-56/P ;Helicopter Oxygen SystemViews From Readers : Response to"Standardization of Cockpit Controls "(Poston)Make These Instruments Reao RightATC Focus : From Concept to Reality

AUGUSTPEARL 'S: U.S. Army Support Activity Supply Digest ; Administrative Information ;General Logistics Information QualityDeficiency Reports ; Flyer's Hood ; SurvivalKit, Individual Vest Type ; Aviation LifeSupport System Specialty BadgeArtificial Intelligence and Its Applications forFuturistic AircraftWeapons and Weather

SEPTEMBERChoppers Grounded : Part 1: The SupplyDemand ProblemPEARL 'S: NAVAIR 13-1-6 .7 on PersonnelProtective Equipment ; Summer Flyer'sCoveralls-CWU-73/P and CWU-27/P ; ArmyAviation Systems Program 82 UpdateAv iation Medicine Report : The ThermoplasticLiner- A Reality at LastA Maintenance Chart That WorksMaintenance Management Update

OCTOBERChoppers Grounded : Part 2: Solv ing theProblem

PEARL 'S: Signal Kit Distress ; New DesignMBU-5/P and MBU-12/P Oxygen Valves ;SPH-4 Flyer's Helmet Thermoplastic Liner ;ALSE Updated Description ; Water PurificationTablet Potency ExpirationAssembling a Logistics PackageATC Focus : Repair and Packing of ElectronicEquipment

NOVEMBERPEARL 'S: Thermoelectric Air ConditionerViews From Readers : Correction to " MakeThese Instruments Read Right" (Brown)AH-64 , A Total System for Battle (Part 12)

DECEMBERAH-64 , A Total System for Battle (Part 13)DES Report to the Field : UH -60A Black HawkExternal Stores Support System SelfDeployment System , A Reality

Training and Training DevelopmentsJANUARYCommander 's Page 1: A Challenge to BeInnovative

PEARL 'S: ALSE School NewsAviation Personnel Notes : Flight School NewsThe Tact ical Map and YouATC Action Line : Crash Gr id System Template

FEBRUARYOverwater Survival TrainingPEARL 'S: AWRASSAviation Personnel Notes : Aviation Fie ldGrade Officer Refresher Course Update ; 35PBasic NCO CourseDES Report to the Field : AviationStandardization and Train ing Seminars

MARCHDES Report to the Feld: Av iationStandardization and Train ing SeminarsLeadership and Command at Senior Leve lsTower Talk : Special Visual Flight Ru les-FAAHandbook 7110 .65E

\ATC Action Line : FLIP ImprovementsAPRILPEARL 'S: ALSE/Surv ival School

DES Report to the Field : Operator 's ManualChanges- User Inf luence

Aviation Personnel Notes: Reserve OfficerTraining Corps AccessionsTo Be Measured ByARMA SAT, an Aeromedical Regulation ThatPilots Should KnowEngine Failure IMC With Low Ceilings

MAYCollective Training Enters a New PhaseAviation Officer Advanced CourseNight Vision Flying Lessons LearnedPEARL 'S: FM 1-508-1; ALSE TrainingSchools and Classes; NVG TrainingRequirementsJoint Combat Airspace Command andControl CourseFocus on TrainingFight Engineer Instructors for CH -47s

JUNEViews From Readers : USMA SolicitsInstructors (Daly)Last T-28 Retires Wearing Army Colors

JULYCommander 's Page 1: A New Approach toTraining Army Av iatorsAviation Medicine Report: Aviation Medicine ,Its Origins and a Training Perspect iveDES Report to the Field : Systematic TrainingEvaluation : The Graduate QuestionnaireProgram RevisitedInterim Protected Aviator Thermal StressIndex

AUGUSTDowned Pilot at the NTCThe Last of the TH-55MultitrackDES Report to the Field: Your NextAssignmen t: Academic InstructorAviation Personnel Notes : Advanced Civi lSchooling ; Field Grade Officer RefresherCourse

SEPTEMBERCommander's Page 1: The UH-60 MultitrackTraining ProgramDES Report to the Field : Altitude OverAirspeed Versus Airspeed Over Altitude


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Aviation Digest 1988 SUBJECT INDEXThreat and Aviation Maintenance

OCTOBERCommander's Page 1: TC 1-140 UpdatePEARL 'S: ALSE Pamphlet 1984Battle BasicsUSAASO Sez: Mapping , Charting andGeodesy and Associated IssuesDES Report to the Field : New Aircraft/OldFlight Techniques Reduce Noise LevelAviation Personnel Notes : ALSE TechnicianCourse; Maintenance Manager/MaintenanceTest Pilot Course ; Alternate Flight AptitudeSelection Test ; West Point Seeks TeachersViews From Readers : Comment on " Focuson Training " (Borzewski)Mu ltitrack First Solo FlightAviation Medicine Training Plays IncreasedRoll in Army Reserve

NOVEMBERCommander 's Page 1: The Warrant OfficerTraining System in TransitionFlight Simulators-Past, Present and FutureArmy Aviation Flight Simulator UpdatePEARL 'S: Personnel/Training RequirementsDES Report to the Field : Enlisted AerialObserver and Field Artillery Aerial ObserverTrainingAviation Personnel Notes : Eligibility forBritish Staff College ; Aviation Field GradeOfficer Refresher Course UpdateDelaware Aviators Support West Point CadetBasic Training Program

DECEMBERArmy Theme for 1988- TrainingUpgrading the OH-58 IP CoursePEARL 'S: Joint CONUSA ALSE MTT CourseTraining : The Ultimate NCO ResponsibilityThe Silent Side of TestingIntegrity 101

Accident Prevention and SafetyJANUARYDecompression Sickness-Heck, I Don 't

Even Scuba Dive

W re Detection : History and FuturePEARL 'S: ETL Finds/Saves

FEBRUARYFY 87-One of the Best Years in AviationSafetyFor ASOs OnlyPower Drag Violations

MARCHHuman Error-Major Cause of Army AviationAccidentsAviation Is Inherently DangerousPEARL 'S: Egress ProceduresRescueHuman Factors and Essentials of Desert andJungle Survival

APRILTraining To Standard is Key to ReducingAccidentsPEARL 'S: Procedure for the Destruction ofALSE

MAYViews From Readers : Error reported andresponse to error in " High Altitude , HighDanger" (Molaff)JUNE

Risk Management-Flying the MissionAnyway-The Best WayUSAASO Sez: Dos and Don'ts ofThunderstorm FlyingViews From Readers: Comments on "PowerDrag Violations " (Neill)

JULYEnforcement of Standards Key to SafeAviation UnitsPEARL 'S: Broken Communications; AR95-17 , " The Army Aviation Life SupportSystem Program "Smoking Effects on Army AviatorPerformance

AUGUSTPresent but not Contributing FactorsSEPTEMBERSpelling Safety A New WayOCTOBERAviation Regiment Surpasses Old SafetyRecord

Safe Flying Starts on the Ground

DECEMBERA Thorough Briefing Can Save Your LifeCommanders Page 1: Be CarefulViews From Readers : Fifth InternationalSymposium of Aviation Psychology (Jensen)Emergency Procedures

Organization

JANUARYDES Report to the Field: Consolidation of95-Series Army Regulations

FEBRUARYCommander 's Page 1: New Milestone inOperational Testing for the Aviation BoardALFA Agency : Bridging the InteroperabilityGapATC Action Line : ZES OSAASU

MARCHAviation Personnel Notes : AviationRegimental SystemViews From Readers : Inactivation of the282d Aviation Company (Wicker); The ArmyBird Dog Association (Phillips)

APRILACT Focus : ATC Focus IntroductionMAYCommander 's Page 1: InstallationCompatible Use Zone Program

USAASO SezPEARL 'S: ALSE/Aeromed Evaluations

JUNEInfantry and Army Aviation-A Marriage ThatWill Last ForeverAviation Personnel Notes: Army AviationBranch SongViews From Readers: The 8th ATB , Ft .Rucker , AL , Redesignated the 1st Battalion ,223d Aviation (Regiment) (Schaefer)Floyd Bennett Field's 60th Anniversary5th Aviation Regimental ActivationThe Origins of Army Aviation

JULYAMEDD Aviation UpdateUSAASO Sez: DARRsDustoff Europe Reorganization


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Aviation Digest 1988 SUBJECT INDEXOrganization continued

AUGUSTRehearsal and the Attack Helicopter Battalion4/2 Cav: It's Called J-Series LeadershipUSAASO Sez: Communication ReadbackHearbackATC Focus: ATC Requirements Surveys or" How Do I Get New ATC Equipment"

SEPTEMBERATC Focus : ATC STandardizationThe Real Meaning Behind " OLR"Innovative Logistics Support: ForwardSupport for Joint Task Force BravoUSAASO Sez: NOTAM Update

OCTOBERThis Bandit's for YouThreat Division Update

NOVEMBERAbove the BestATC Focus : U.S. Army National Guard/Reserve Air Traffic Control UnitsAviation Personnel Notes: AviatorsRecognized as Associate Members of theMilitary Intelligence Corps

DECEMBERAviation Personnel Notes : Elimination ofForced Infantry Branching of ReserveOfficers ' Training Corps RangersUSAASO Sez : Military Airspace ManagementSystem for Special Use AirspaceSoviet Obscurants Capabilities andEffectiveness7th Infantry Division (Light) SupportsJTF-Panama

OperationsJANUARYWildcard on the Battlefield

Aviation Operations-Preparing to Win in theColdMARCHCommander's Page 1: Air CombatOperations

Threat: Soviet Helicopter Air-to-AirRescue

Airspace ConflictAPRILThreat: Engaging Attack Helicopters WithTanks-The Warsaw Pact View

USAASO Sez: VFR Flights Near NoiseSensitive AreasMAYPEARL 'S: DVG Operations

Joint Combat Airspace Command andControl CourseViews From Readers : Responses to" Aggressor Helicopter Training Unit ," and" Sustainment of the Combat AviationBrigade " (Briggs) ; Response to "AggressorHelicopter Training Unit " (Viega)ATC Focus : The ATC Awards Program

JUNEA Historical Precedent: Superior InferioritySoviet and U.S. Helicopter Industries andTacticsDES Report to the Field: Mountain FlyingOperation Bumblebee-How the U.S. MarineCorps Developed Airmobile Tactics Duringthe Korean War

JULYPegasus

AUGUSTCommander's Page 1: Strange Bedfellows?JAAT Eagle 87Black Hawks Under the Southern Cross

SEPTEMBERCH-47D Chinook Qualified for In-FlightRefuelingInnovative LogistiCS Support : ForwardSupport for Joint Task Force BravoAviation Unit Maintenance Operations inCombat

OCTOBERThis Bandit's for YouBattle Note: Engagement Areas Proceduresand the Trap

NOVEMBERMULTISIMPEARL 'S: Suggestions for Setting Up anALSE ProgramCobra Gold 1988

DECEMBERLessons From Operation Urgent FuryATC Focus : Flight Following in Remote AreasAviation Medicine Report: The MEDEVACStoryAlert ProceduresRSI Report : Evaluation of Interoperability

MiscellaneousJANUARYPEARL 'S: ALSE/Aeromedical NewsletterFEBRUARYPEARL 'S: Army Support Activity Digest

New Home of Army Aviation MuseumAviation Digest-The Professional Bulletin forArmy Aviation

MARCHCall for Aviation Pathology PapersAPRILNo Harm Intended

Metric? Metric? Who Needs Metric?MAYNonavailability of " For ASOs Only "VideotapeJUNEUnited States Army Aviation Center Hotline

Threat: Threat QuizJULYViews From Readers : Letter seekingadditional information and response to " TheNew Combat Lever-Space " (Pittman)

AUGUSTCorrection-author of " Blacks in MilitaryAviation "OCTOBERPEARL 'S: Correction - author of " ExpressProcedures"; Cu rrent Listing of ALSE 1988

Messages ; ALSE Articles NeededViews From Readers : Comments on" A.R.M.A . Sat! An Aeromedical RegulationThat Pilots Should Know " (Lafaro) ;Announcement on the 16th Biennial JointCommittee on Aviation Pathology Session(Gormley)

NOVEMBERViews From Readers : Correction toorigination of DUSTOFF call sign (Gerken)DECEMBER1988 Aviation Digest Subject Index


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VIEWS FROM READERS

Editor:In early winter 1988, the Directorate of

Training and Doctrine , Officer TrainingBranch, Ft. Rucker , AL , will field anAviation Officer Occupational Survey tovalidate critical tasks for aviation companygrade officers. This initiative began in1988, and represents a comprehensiveanalysis of tasks required of companygrade officers. Every commander and supervisor of aviation officers should ensureadequate time and attention are given tothis effort. The survey will result in selection and refinement of critical aviationtasks, and in decisions on whether thesetasks should be trained in the basic or advanced course, or in the unit environment.This is an opportunity to directly influencethe future of Army Aviation.

COL Floyd E. EdwardsDirector of Training and DoctrineFt. Rucker , AL 36362-5163

Editor:In your October issue , the article"The Commissioned Officer , Pilot or Tactician " is truly applicable to some of our

commissioned officers-lieutenant andabove! I applaud CPT MacDonald 's efforts . However, there are some tactical terminology discrepancies noted in his article. These errors in tenninology may seema little minuscule in importance, but understanding basic tenninology helps to laythe foundation for employment of a force.First of all, FASCAM is the Army acronym for "FAMILY of SCATTERABLEMINES ." Scatterable mines may bedelivered using many methods other thanfield artillery. In addition, there is not aplace called" AirLand Battlefield. " AirLand Battle describes the Army's methodof generating and employing combatpower at the operational and tactical levels.Normally , the battlefield is referred to asthe " modern or future" battlefield.Again, I sincerely appreciate the intent ofthe article and hope to contribute one ofthis nature in the near future. It ' s essential that our leaders, staff and soldiers dotheir homework first-that is, read themanual and understand how to employwhat they learn based on the factors ofmission , enemy, troops , terrain and time(available); unit location; area of opera-

tions; etc. This also means fighting notonly as one branch, but as part of the combined arms team.CPT Allen T . StoreyDoctrine Division ,Department of Combined Arms TacticsFt. Rucker, AL

Editor:Because of the interest your readers have

in aviation safety, I believe they would liketo know about the Fifth International Symposium on Aviation Psychology to be held17 to 20 April 1989, at the Hyatt Regency in Columbus , OH , hosted by the OhioState University' s Department of Aviation.This symposium series has been recognized as the cornerstone in the scientificaviation community for the disseminationof aviation research relating to human performance and the presentation of newproblems that need to be addressed.

Richard S . Jensen , Ph.D .Director, Aviation Psychology LabOhio State University

Readers can obtain copies of material printed in any issue by writing to:Editor, U.S. Army Aviation Digest , P.D. Box 699, Ft. Rucker, AL 36362-5042.

u.s. Army Class A Aviation Flight MishapsArmy Total CostNumber Flying Hours Rate Fatalities (in Millions)

FY87 (through 30 September) 38 1,711,894 2.22 42 $104.4FY88 (through 30 September) 31 1,741,997 1.84 39 $58.3

DECEMBER 1988 27


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u.s ...~ ~ ~ I ~ ~Directorate ofEvaluation/Standardization ~REPORT TO THE FIELD AVIAnONSTUDARDIlAn.

UH-60A Black Hawk External Stores SupportSystem Self-Deployment System, A RealityCW4 Eugene B. KoppDirectorate of Evaluation and StandardizationU. S. Army Aviation CenterFort Rucker, AL

SELF-DEPLOYMENT of the UH-60A Black Hawkhas become a reality. The United States Army AviationDevelopment Test Activity (USAADTA), Cairns ArmyAirfield (AAF), Ft. Rucker, AL, is currently testing theUH-60A Black Hawk Self-Deployment System.

A test proftle was flown by CW3 Terry Jones, USAADTA, project officer, External Stores Support System(ESSS) Self-Deployment System; CW4 Eugene Kopp,standardization instructor pilot, Directorate of Evaluationand Standardization; and Staff Sergeant Ray Wheelock,project noncommissioned officer, USAADTA. The purpose of the test profile was to fly nonstop 1,250 nauticalmiles (nm) as well as validate derived data for performance charts and performance tables.

On 26 August 1988, at Minot AFB, ND, a UH-60Awith the ESSS consisting of the self-deployment kit awaitstakeoff for a nonstop flight to Cairns AAF. The UH -60Ais configured with two 230-gallon fuel tanks mounted onthe outboard racks and two 450-gallon fuel tanks mountedon the inboard racks. All tanks are topped of f with JP-4fuel to maximum capacity, including the main tanks ofthe aircraft. The gross weight of the UH-60A is calculatedto be 24,500 pounds at takeoff.

The UH-60A taxis for takeoff. A hover power checkis performed. The main rotor blades of the aircraft areconing with both engines whining. The performance planning card's predicted hover torques are checked againstthe indicated torques, indicating that the calculated powerfigures are correct and that the takeoff gross weight isgoing to be 24,500 pounds. The aircraft is cleared for the

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runway and taxis into position. After the aircraft is clearedfor takeoff, power is applied and a rolling takeoff commences. The aircraft rolls down the runway. As the tailwheel leaves the ground first, the nose of the aircraftrotates forward and downward. At this point the wirestrike protection system on the main landing gear isonly an inch or so from striking the ground. At about 40knots (kt) indicated airspeed, the stabilator begins to program up, while the pilot simultaneously applies a littleaft cyclic and increases the collective to his preplannedclimb power. The main landing gear of the aircraft leavesthe ground and lifts into the air. The long journey hasbegun.

The nonstop flight to Cairns AAF is an estimated 12hours. The first leg of flight is at 4,000 feet, which will

SSG Raymond Wheelock (left), crewchief; CW4 Eugene(Buddy) Kopp (center), copilot; and CW3 (P) Terry L.Jones (right), pilot in command, await the nonstop testflight to Cairns AAF, AL, from Minot AFB, NO.



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The UH-60A Black Hawk with ESSS at 4,000 feet on the finalapproach to Cairnes AAF, after the 11-hour, 52-minutenonstop test flight of more than 1,365 nm.

give the best specific range and the best f..lel flow at thepresent gross weight and power available. The flight continues and the gross weight changes because of fuel burn.Different altitudes and power criteria are derived fromthe specific range charts calculated by USAADTA. Thelast planned altitude is 10,000 feet for the flight. Afterpassing through numerous air traffic control center areasof responsibilities, the UH-60A is handed off by Montgomery, AL, Approach to Cairns Approach.

An update on the fuel remaining and the fuel flow indicates that flight past Cairns AAF is possible at the present altitude of 10,000 feet. The flight plan is amendedfor further flight to Marianna, FL, and back to Cairns.Upon returning to Cairns an instrument approach is initiated. The UH-60A finally breaks out at 4,000 feet on finalfor runway 6 at Cairns. The aircraft crosses the landingthreshold after 11 hours and 52 minutes in flight with 930pounds of fuel left in the main fuel tanks. The UH-60ABlack Hawk ESSS Self-Deployment System has completed a nonstop flight of more than 1,438 nm-a flight muchlonger than the projected profile of 1,250 nm. Yes, selfdeployment capability for the UH-60A is a reality.

The extended range fuel system (ERFS) can be configured in the three different variations as follows:

Two 230-gallon fuel tanks mounted on the outboardstores, and two BRU-221A ejector racks with all attachinghardware. This leaves the two inboard support stores forother mission components, if needed, and extends theUH-60's range from 310 nm to more than 600 nm, depending on type of mission and mission gross weight.

Two 230-gallon fuel tanks on the outboard stores andtwo 230-gallon fuel tanks on the inboard stores.

Two 230-gallon fuel tanks on the outboard stores andtwo 450-gallon fuel tanks mounted inboard on the MAU-401A ejector racks that comprise the UH -60A Black HawkSelf-Deployment System. This configuration will give arange capability of about 1,150 nm against a 10 ktheadwind.

With the long-range capability that the ERFS configurations give, mission planning becomes the most importantaspect of a successful mission accomplishment.Various environmental conditions can be encounteredon such a flight; therefore, flight and aircraft performanceplanning will have to be calculated accurately to determine the varying mission capabilities and limitations, suchas different maximum torques available for the different

~ n v i r o n m e n t a l conditions that can be encountered on along-range flight. What about the numerous types ofweather phenomenon that affect the flight? Where are theweather facilities to get updated weather? Sometimes therewon't be any. Then, by what means will the forecast bederived and from what source? These are only a few questions with which the aviator will have to contend.Mission planning criteria become more critical. Themission will have to be executed in a professional manner to be successful.

Crew endurance, physical fitness, mental attitude, crewcomforts, nutrition, individual abilities and limitationshave to be considered and planned for. Food, comfort bagsand water are a must for these flights. Cockpit crew communication and coordination are essential for a safe andsuccessful mission.Self-deployment for the UH-60A is a reality. TheUSAADTA testing continues, but is nearing completion.The specific range charts are being validated by flyingmission profiles as part of the test. Training formats areunder development by Directorate of Training and Doctrine, Ft. Rucker, with plans for training to begin in fiscalyear 1989. UH-60A self-deployment is definitely a viableoption that can be used. ~Clarification:Articles appearing in the September and October 1988 "DES Reportto the Field" have caused numerous questions regarding altitude overairspeed versus airspeed over altitude takeoffs in fixed wing aircraft .The articles provided excellent professional information but were notintended as a change to current Army procedures. Army regulations,operator's manuals and appropriate aircrew training manuals continueto provide policy, procedures and standardization for operating Armyaircraft .

DES welcomes your inquiries and requests to focus attention on an area of major importance. Write to us at: Commander, U. S. ArmyAviation Center, ATTN: ATZQ-ES, Ft. Rucker, AL 36362-5208; or call us at AUTOVON 558-3504 or Commercial 205-255-3504. After duty

hours call Ft. Rucker Hotline, AUTOVON 558-6487 or Commercial 205-255-6487 and leave a message.

DECEMBER 1988 29


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AVIATION PERSONNEL NOTESNoncommissioned Officer Education Update

A recent change to Department of the Army (DA) promotionpolicy makes successful Basic Noncommissioned Officer Course(BNCOC) completion mandatory for promotion considerationto sergeant first class (SFC) effective 1 October 1990.

I f you expect to be promoted or even considered for promotion by the centralized board, you must have successfully completed BNCOC, even though you may be in the zone of consideration by virtue of date of rank.

Check your records . If you have completed BNCOC , thensection II , item 13 , of your DA Form 2A had better look like this:

13. MIL EDUC/Code: BNCOC Grad WI f it doesn ' t, you have a big problem. You must immediatelysee your personnel staff noncommissioned officer or militarypersonnel office representative with proof of completion to haveit corrected.

You control your own destiny. Make sure your records arecorrect. Failure to pay attention to this important requirementwill delay your career progression .There is

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