Army Aviation Digest - Feb 1985

8/12/2019 Army Aviation Digest - Feb 1985

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1985 2

1 D. Parker2 AviiaUon. MG John

10 Avlal i ion S D T A , \ I AwardsBranch

16 Notes: Aviation Career Incentive

18 The R Patrick2021 Index25 Aviation Museum26 PEARL'S

The Avi,aticm TiBctiical E . x E ~ r C l l s e . CPT L35 "So You'd l ike to be an Instrument Flight Examiner?"

Honorable John O. Marsh Jr.,Secretary of the ArmyW. III

38 Novosel Retired40 Pilots CW4 Michael J Novosel

Mal or' uf nEmU Ellis D. ParkerC o m r 1 n a r l d e ~ r U.S. Army Aviation CenterBrigac:lielr Gl9nE ral Wayne C. K.nudsonAviation Officer, ODCSOPS

"AIM," Peter Brigadier General Rudolph Ostovich IIIAssistant Commandant

Cover:

information

m8 ;culline pronoun isstated. Material may be reprinted

Army Aviation areU.S. Army Aviation Digest P.O. Drawer

U.S. Army Aviation CenterRichard K.Editor

This publication has been approvedaccordance with Army Regulation 310-1. Se(;on(j-cl,assadditional mailing offices.

Active Army units receive distributi on under thein AR 310-2. Complete DA Form 12-5-R and send2800 Eastern Boulevard, Baltimore, MD 21220. For any change in distribution requireiminitiate revised DA Form 12 5 R

National Guard and Army Reserve distr ibutio n alsoDA Form 12 5 R Other National Guard units should submit requestsadjutant general.

Those not for official distribution or who desire personal copies the Dca.n order the magazine from the Superintendent of Documents, U.S. GovernmentOffice, Washington, DC 20402.

POSTMASTER: Superintenden t Documents,Printing Office, Washington, DC 20402


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Major General Ellis D. ParkerChief, Army Aviation Branch

Office

tIS IS MY first opportunity to talk withpage 1 since I assumed command of thelast month. Because I have been

Ruckersince last July as the assistant comI am familiar with the splendid progresshas been made in the development of our newunder the leadership of my predecessor,General Bobby J. Maddox. We can-andretain that momentum as we continue tothe efficiency and effectiveness of Army

of the key units that helped buildis the Aviation Proponency Ofat the Aviation Center.

When the Aviation Branch was established onApril 1983, the Aviation Branch Chief conated Aviat ion proponency at Ft. Rucker. On 11983 the Aviation Proponency Office

activated to carry out the responsibilities ofprofessional development ofpersonnel. The delegation of this pro

with its inherent authority, and expanto include warrant officers and enlisted per

introduces a new way of getting thingsArmy Aviation personnel are, for the firsting a key role in developing personnelment policies that directly affect the force

management and the individualdevelopment of Army Aviation

Through the Aviation Proponency Office theCenter can incorporate Aviation relatedlife-cycle personnel manage

policies, programs and proceduressubsequently by Headquarters,

of the Army. The Aviation proponentwith gathering and evaluating informa-

tion, identifying issues, setting priorities, formulating alternatives, coordinating actions andobtaining improvements in each step of the lifecycle personnel management process.The Aviation Proponency Office is responsibleto the Aviation School commandant for all Aviation Branch officer specialty codes SC 15), warrant officer m ilitary occupational specialtiesMOS) series 100, 150 and 160 and career management field CMF) 67, 28 and 93.An integral part of the Aviation proponencysystem is the Proponency Office at the AviationLogistics School USAALS), Ft. Eustis, VA. Working for the deputy assistant commandant,USAALS executes personnel management andspecialty proponent functions and responsibilities for the Aviation Center for the T position of 15T, MaS 160 and CMF 67. The USAALSProponency Office coordinates actions in theseareas with the Aviation Center Aviation Proponency Office.

Commissioned officer, warrant officer andenlisted Aviation personnel are now involved withdesigning their own personnel managementpolicies. I f you have suggestions or recommendations, write to Commander, U.S. Army AviationCenter, ATIN: ATZQ-P, Ft. Rucker, AL 36362-5000.After your suggestion or recommendation isanalyzed, it may be brought before the AviationSpecialty Proponent Committee as a potentialinitiative. Initia tives approved by the committeeare developed into recommended pol icy changes.Through this system, the Aviation communitycan better influence the future of the Aviation

Branch. The Aviation Proponency Office, onbehalf of the proponent, ensures that the entireAviation School and the Aviation Logistics Schoolcarry out their responsibility as the voice of thetotal Army Aviation force.


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2

Major General John S CrosbyCommander

U S Army Field Artillery SchoolFort Sill , OK

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IFTIilcdJ k T U T i l i l T ~X ffi1JDcdJk T [ [ [ l ~ kWTIffiUTI1JD

Every Army aviator should s the Field Artillery as professionalbranch he can count on and every artilleryman should s the

aviator as maneuver soldier to be supported. Redlegs around theworld welcome the newest maneuver arm and stand ready to

provide it the very best in responsive fire support.t :

. :T HE FIELD ARTILLERYstands ready to do itsprimary jo supportingAs members ofhe combined arms team, those whoof the Field Artillery

cannon, rocketmissile fires to destroy theand to integrate all fire sup-during combined armsThis article deals withof these aspects of the fire sup-t business as it describes the com-arms integration of the Fieldery and Army Aviation. In do-

it reviews appropriatedoctrine and

The Field Artillery supportsmaneuver by providing fires fromField Artillery battalions and in-tegrating other fire support such asmortars close air support bat-tlefield air interdiction and offensiveelectronic warfare into combinedarms operations. The essential ele-ment that plans, integrates and ex-ecutes this fire support is the fire sup-port section (FSS). A summary ofthese sections and the Aviation unitsthey are located with is as shown infigure 1 A critical shortfall in theheavy and light division combatAviation brigades (CABs) is the lackof designated radios and aircraft foruse during execution of the opera-tion . The Field Artillery School and

FIGURE 1ARMOR AND MECHANIZED DIVISIONFIRE SUPPORT PERSONNel

UNIT FS PERSONNelCombat Aviation Bde CPT - FS OfficerSFC - FS SergeantSP4 - FS SpecialistAttack HelicopterBn CPT -FS OfficerSFC - FS SergeantSP4 : FS SpecialistArmored Cavalry Sq CPT - FS Officer

SFC - SSergeantSP4 - SSpecialistArmored Cavalry Trp LT - FIST ChiefSFC - FS SergeantSP4 -FS Specialist

INFANTRY DIVISION LIGHT)Combat Aviation Bde NoneAttack Helicopter Bn NoneRecon Squadron Hq NoneRecon Squadron LT-FIST ChiefAir Cavalry Trp SSG-FS SergeantSP4-FS Specialist

3

aTY111111112112

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the Aviation School recognize thislack of equipment as a critical problem, and are working doctrinalanswers for units to use and equipment answers for the future. Radiosand radio nets are currently beingadded to the CAB for use by theFSS. At the same time fire supportsections are being planned for thelight division CAB.

The Close Support Study GroupIII CSSG III), now completing itswork, is a combined arms study convened at the Field Artillery Schooland suppor ted by full-time representatives of the maneuver schools -Armor, Infantry and Aviation. Thestudy group examined the overallfire support system and is recommending changes in the areas of doctrine, materiel, training and personnel. The lack of equipment for theheavy and light CAB, and the lack offire support personnel in the lightCAB are both addressed and thestudy should be approved in the immediate future.Before describing the Field Ar-tillery organizations in the divisionsand corps, a brief explanation of thetypes of fires and fire support missions is appropriate. There are fourtypes of fire that are provided by theField Artillery: Close support fires. Counterfire. Interdiction fires. Other fires, including suppression of enemy air defense SEAO).A Field Artillery unit can provideany of these four types of fire.Moreover, a CAB could receive anyof these fires based upon its schemeof maneuver and what is happeningin the battle. The missions given toField Artillery battalions are: Oirect support OS). Reinforcing. General support reinforcingGSR). General support GS).

The OS mission is the mostresponsive to the desires of themaneuver commander for any typeof fire. Each of the four standardtactical missions has an established

4

priority in which the Field Artillerybattalion will answer requests forfire. The OS unit s first priority ofresponse, for example, is to the supported maneuver unit. As one movesfrom the OS mission to the GS mission, the degree of responsiveness toany supported commander-Armor, Infantry or Aviat ion-lessens.

Thus the organization and missions assigned to a Field Artilleryunit playa significant part in defining the relationship betweenField Artillery and Army Aviation.In the heavy division each divisionartillery - a brigade level command- has four battalions of which threeare organized to perform direct support and the fourth is organized forgeneral support. The direct supportbattalions provide close support firesto committed maneuver brigades.The general support battal ion is normally given the general support mission and delivers fires for the entiredivision. In the not too distant futurethis general support battalion willlevel the structure of the heavy divisions. Its 203 mm 8 inch) MIlO cannons will go to the Field Artillerybrigade at corps level.

The multiple launch rocket systemMLRS) battery now organic to the203 mm general support battalionswill, however, remain in the divisionartillery. The light division artilleryhas three direct support 105 mm,

FIGURE 2

M 102 battalions and a towed,general support 155 mm, M198 battery. The same relationship of closesupport fires to committed brigadesand general support for the divisionas a whole that exists in the heavydivision is mirrored in the l ight division. Figure 2 summarizes the division artillery structures.

Other significant players in theField Artillery- Aviation mix of thecombined arms team beyond theFSS, and the cannon and rocketsystems noted above, are the FieldArtillery aerial observers (FAAOs)found in artillery organizations.There are six aerial observers in theheavy division artilleries and none inthe light division artillery. However,under projected changes to the tablesof organization and equipment eventhe heavy division artillery has lostits organic Aviation section. Thissection is consolidated at the divisional CAB. Under this consolidation the FAAO has aircraft in thecombat Aviation company whichprovides general support. Specifically, there are six OH-58 Kiowa aircraft available for the FAAOs.There are also Aviation assets atcorps level which are significantwhen one considers the Aviation-Artillery relationship. As figure 3suggests, there are no differences inthe FSS people found in the heavyand light corps. The sections plan,integrate and execute the fire sup-

ARMOR/MECH DIVISION ARTILLERYCURRENT

UNIT a Y CALIBERClose Support Bn 3 Bn 155 mm, M 109General Support Bn 1 Bn 203 mm, M110MLRS, M270

FUTUREClose Suppor t Bn 3 Bn 155mm , M109General Support Btry 1 Btry MLRS, M270

INFANTRY DIVISION LIGHT)Close Support Bn 3 Bn 105 mm, M 102General Support Btry 1 Btry 155 mm, M198

RANGE24km RAP)*30km RAP)30km

24km RAP)30km

11.5 km30 km RAP)*RAP - rocket assisted projectile

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Multiple Launch Rocket System photographs by Sam Orr

M110 203 mm howitzer

FIGURE 3

UNITHEAVY AND LIGHT CORPS

FSS PERSONNELAttack Helicopter RegtAttack Helicopter Bn

Aerial Recon SquadronContingency Corps)

FIGURE 4

MAJ - FS OfficerSFCFS SergeantSP4 - FS SpecialistCPT - FS OfficerSFC - FS SergeantSP4 - FS Specialis tCPT - FS OfficerSFC - FS SergeantSP4 - FS Specialist

FIELD ARTILLERY WEAPONSCALIBER TYPE RANGE105mm M102 15.1 km RAP) 11.5 KM HE)*155mm M109 23.5 km RAP) 18.1 km HE)M198 30 km RAP) 18.1 km HE)203mm M110 30km RAP) 22.9 km HE)MLRS M270 30 km DPICM)**Lance M752 80 km DPICM)

HE - high explosive

OTY

* DPICM - dual purpose improved conventional munitions

FEBRUARY 1985

M109155mm howitzer

port plan. FAAOs will be availablein the Field Artillery brigades assignedat corps level, and like their divisionare provided aircraft support fromthe corps Aviation brigade.The Field Artillery units at corpslevel provide fire support to thecorps as a whole. Such Field Ar-tillery brigades differ in compositionbased on the type corps heavy orlight and the mission ofthe corps,but normally they consist of the 155mm and 2 3 mm cannon battalions,MLRS battalions and Lance bat-talions. The exact number and typeof these battalions is a function ofthe operational area and the corpsmission. Figure 4 summarizes thecaliber and range of all the Field Ar-tillery weapons that will be found insupport of the combined arms team.In addition to the organic fire sup-port people in the Aviation units,there are also fire support people inthe other corps, division, brigade,battalion and company levelmaneuver units. Their function is toplan, integrate and execute the fire

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support plan. Army Aviation unitswhen teamed with other maneuvermembers can, therefore, expect theField Artillery to be there. Under thesupervision of the corps Artillerycommander, the corps FSS recommends to the corps commander theallocation of fire support systems including Field Artillery to supportcorps and divisional units such asArmor, Infantry and Aviationbrigades. As mentioned earlier,other fire support assets such as closeair support, battlefield air interdiction and offensive electronic warfareare also allocated. To understand theprocess of allocation one mustrealize that the scheme of maneuverand the factors of mission, enemy,terrain, troops available and time(METT-T) are the most significantelements of the process. Using theirunderstanding of the scheme ofmaneuver, METT-T and existingdoctrine, the fire support coordinators (FSCOO RDs) make theirrecommendations to the commanders. Commanders then decidehow fire support will be allocated totheir subordinate units.What can a CAB commander andhis aviators expect from the firesdelivered by Field Artillery units?Based on the scheme of maneuver,he factors ofMETT-T and currentField Artillery doctrine, one closeupport battalion will be tasked torovide direct support to each comitted maneuver brigade, including

nal organization, wefind only three close support Fieldy battalions available to supfour maneuver brigades,re comof Artillery could be made

if the corps comso directs or other tech

The corps or division comwillif the CAB will receive abattalion based upon the rational

application of the Field Artillery'sfive fundamentals of organizing forcombat: Provide adequate support forcommitted maneuver units. Weight the main attack in theoffense; strengthen the mostvulnerable area in the defense. Facilitate future operations. Ensure immediately availablesupport for the commander to influence the battle. Achieve maximum feasible centralized control.Using these fundamentals, theFSCOORD recommends an organization for combat that allocates theavailable assets and supports thescheme of maneuver. This process isbest illustrated through two realisticscenarios.The commander of the U S ArmyTraining and Doctrine Command(TRADOC) and the school commandants used the first scenario intheir discussion of Air Land Battledoctrine a year ago. This battlestory focused on brigade-leveloperations against a threat force of acombined arms army consisting offive divisions-three in the firstechelon and two in the secondechelon. The friendly forces consisted of three divisions-twomechanized and one armor. Thescenario started with twodivisions-one armor and onemechanized-defending on line. Asshown in figure 5, the third divisionwas preparing to launch a counterattack through the northernshoulder of the corps and to attackthe two second echelon tank divisions in the flank. The counterattacking mechanized division consisted of two mechanized, one armorand one combat Aviation brigades.The division assigned objectives toeach of the ground maneuverbrigades.The CAB was given an engagement area (EA) within which it wasto attack and destroy one of the se-cond echelon tank divisions. Friendly Field Artillery was organized forcombat to provide a DS battalion to

each of the two attacking maneuverbrigades; the other battalions weregiven s and aSR missions in support of the division. The CAB didnot receive a DS battalion becausethe EA was beyond the range of thecannon battalions. The CAB did,however, receive programed SEADfires as it crossed the forward line ofown troops (FLOT) en route to andfrom the engagement area. All FieldArtillery battalions that can provideSEAD fires will be tasked to deliverthose fires when elements of theCAB cross the FLOT. The distancethat the CAB had to maneuver wasthe most significant factor thatprecluded the assignment of a DSbattalion for the CAB. The corps'Lance battalion could, of course,have ranged the EA but the limitedavailabilityof Lance in the corps andits munitions effectiveness characteristics argued against use of thesystem. The Lance has a dual purpose, improved conventional munitions (DPICM) warhead which is noteffective on heavily armored targetssuch as tanks.Even though the CAB had nodedicated Field Artillery support inthe engagement area, its FSS peoplestill had a great deal of planning andcoordinating to accomplish. Theyrealized that crossing the FLOT wasa critical point in the battle for theCAB. Therefore, the FSS peopleplanned for the delivery of fires onknown enemy air defense weaponsto coincide with the helicopters transiting the area. The FSS also had toensure that SEAD fires weredelivered on opportunity targets asthe opposing force's air defense artillery elements were located. Thiscontrol of the delivery of fires and itscoordination with the movement oftransiting units made it essential thatthe FSO be in an aircraft near theFLOT. Since the FSO had nodesignated aircraft, he was totallyreliant upon the CAB to provide himtransportation. One acceptable solution to getting the FSO to the sceneof the action is for the FSO to ridewith the CAB commander in his

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command and control aircraft; stillhe needs a dedicated radio to talk tosupporting Field Artillery units. Inthis scenario the FSO during execution should remain near the FLOT tocoordinate cross-FLOT SEAD fires.f the FSO is riding with the CAB

commander in the EA, he has nocoordination to accomplish sincefire support is not available in theengagement area.Other planning had to be accomplished regarding forward arming and refueling points. They had tobe targeted by friendly Field Artillery units to allow for defensive,close support fires if they were attacked. The locations of brigade andbattalion tactical operations centersmust also be passed to the Field Artillery to allow for their inclusion inthe distribution of protective fires.The planning of fire support coordination measures also had to beachieved. Fire support coordinationmeasures are used to protect friendly forces or to open the area for attack of enemy forces by friendly firesupport means. The air axis of advance used by attack helicopter battalions can, for example, be made arestricted fire area (RFA) duringtransit times to preclude destroyingfriendly helicopters with Field Artillery fires. The old adage of bigsky-little bullet may apply to highexplosive (HE) rounds, but whenDPICM is fired the patterns ofdispersal could drop bomblets on thehelicopter flying nap-of-earth. Considering the use of DPICM and itsdeployment characteristics, makingthe air axis of advance an RFA,which precludes firing of DPICMduring transit times, would be an appropriate restrictive fire supportcoordination measure. The FSSmust plan and disseminate suchmeasures to all units prior to execution of the maneuver. During the execution of the operation, the FSOshould be available in the area ofoperations to communicate with notonly Field Artillery but also theCAB. Through him the Field Artillery can be kept abreast of the

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situation and remain on target.In this scenario there was a greatdeal of fire support planning andcoordination required to executecross-FLOT operations but virtually no Field Artillery support provided in the EA. Nevertheless, the FSSremained the focal point for planning,coordinating and executing all firesupport-battlefield ir interdiction,close air support and offensive electronic warfare-that is available.The TRADOC common teachingscenario provides a second example.In this scenario a five brigade division is attacking through anotherdivision. As shown in figure 6, theCAB in this fight has been given anengagement area in the northern partof the division zone. t has the mission of destroying an advancing tankregiment. The regiment could turninto the flank of the attackingbrigades to the south. The engagement area is located from 4 to 6km in front of the FLOT. t is,therefore, well within the range ofthe tubes of the division artillery andthe Field Artillery brigades in themain battle area.

This situation necessitates anorganization for combat that differsdramatically from the first example.In this instance the CAB might wellreceive a direct support battalion.One must recall the first fUQdamental of organizing Field Artillery forcombat: to provide adequate support to committed maneuver units.In this scenario minimum adequatesupport would be a direct supportbattalion to each committedbrigade. However, this fundamentalis not the only factor that warrantsconsideration. The FSCOORD mustalso assess the impact of METT-T.After all, the CAB's mission in thisscenario is not the main attack. Thecommander must weigh the totalsituation as based on the recommendation of his FSCOORD, decidewhether or not to provide thepreponderance of his Field Artilleryto the brigades making the main attack in the south, or to assign onebattalion with the mission of direct

support of the Aviation brigade.As an alternative, the divisioncommander could decide to establisha quick fire channel for the CAB.The quick fire channel links the CABdirectly with an available Field Artillery battalion so that calls for firego directly to the battalion. f thebattalion is not firing another mission, they will respond immediately.f this quick fire channel were notestablished, CAB requests for firewould have to go to a Field Artillerycontrolling headquarters- divisionartillery or Field Artillery brigadefor processing. The quick fire channel provides for quicker response torequests for fire from the CAB.

For better understanding of thepotential synergistic effect of theArtillery-Aviation relationship, let'sassume that the division artillerycommander has given a 155 mmhowitzer battalion a mission of directsupport to the CAB. The CAB will,therefore, receive the entire assets ofthe battalion to assist in the flight inthe engagement area. The DS battalion will provide SEAD fires notonly along the FLOT but throughoutthe zone where the CAB will operate.In addition the DS battalion will firethe Field Artillery scatterable mines(RAAMs and ADAMs) to slow orhalt the enemy, thereby makingengagement by attack helicopterseasier. The DS battalion will be immediately responsive to the CAB inexecuting any other needed fires,and the battalion commander of theDS battalion will come forward tomove with the CAB commander ashis FSCOORD. The DS battalioncould also fire Copperhead, theField Artillery's precision guidedmunition, into the engagement areaif the AHIP (Army Helicopter Improvement Program) designates forCopperhead. These close supportfires will substantially increase thecombat power of the CAB and willcontribute significantly to thedestruction of the tank regiment.Once the destruction of the tankregiment is complete, the Aviationbrigade and the artillery battalion

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could be given another mission.The delivery of fires is only a partof the overall plan. The CAB's FSSplans the fire support coordinationmeasures to be used in the attackarea. The use of an R A over the airaxis of advance and the engagementarea would protect the helicopters.The FSO should be up in a helicopterto ensure the execution of the firesupport plan is synchronized withthe scheme of maneuver . The boun-daries as shown restrict the Field Ar-tillery from firing across the boun-daries without coordination with themaneuver commander who owns theterritory. Other maneuver graphicssuch as objective goose eggs andphase lines can be used to control thefires into the area where the CABwill operate.The TRADOC Common CoreTeaching Scenario demonstratesmany facets of the complex relation-ship between Aviation and Field Ar-tillery units. This scenario allows usto draw a mental picture of thescheme of maneuver and tospeculate on how the Field Artillerymight be integrated into the CAB'sscheme ofmaneuver. Obviously, theFSS is a critical player. Its impor-tance cannot be overstated if we areto fight as an effective combinedarms team.The Aviation Branch is the newestmaneuver member of the combinedarms team and, as such, organiza-tions, equipment and doctrine mustevolve to fulfill the potential of theAviation-Artillery relationship.Every Army aviator should see theField Artillery as a professionalbranch he can count on, and everyartilleryman should see the aviatoras a maneuver soldier to be sup-ported. Redlegs around the worldwelcome the newest maneuver armand stand ready to provide it the verybest in responsive fire support. yworking together, we can win on anyfuture battlefied.

FEBRUARY 985

Lance Missi lePershing II Missile

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cE>.coor:Co


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viationSafetywards~ ~u.s. ARMY SAFETY CINTER

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T HE HUM N ERRORfactor in causing aviationmishaps is well establishedand a matter of great concern tothe Army s command leadershipand safety people at all levels. Thehuman factor in preventing aviation mishaps deserves the samekind of attention.Aviation safety awards designedto recognize outstanding achievement in accident prevention areavailable for units and for individuals. These awards are intended to direct attention to organizations and people who have beensuccessful in preventing damageand destruction of aircraft and injury or death to people.Individual aviation safety awardsThe Broken Wing Aviation Safety Award was established in Juneof 967 at the Army AviationCenter. The award is designed toreward Army aircrews who,through outstanding airmanship,minimize or prevent aircraftdamage or injury to personnel during an emergency situation.Wide interest in the award led toa request by the Director of ArmyAviation that the U.S. ArmyBoard for Aviation AccidentResearch (now the Army SafetyCenter) study implementing thissafety award worldwide. The resultwas that in September of 1968 U.S.Army military aircrews (officer

FEBRUARY 1985

and enlisted), Department of theArmy civilians and contract personnel Army-wide became eligibleto receive the Broken Wing.The emergency for which theBroken Wing is awarded must nothave been aggravated by selfinduced factors and the aircrewmembers must have shownskill, knowledge, judgment andtechnique which led to recovery ofthe aircraft from the emergency.The aircraft must be one owned orleased by the rmy at the time it isinvolved in the emergency.Section IV, R 672-74, specifiesthe information that must be included in nominations anddescribes the kind of emergencyconditions which would be disqualifying for a Broken Wingaward.Nominations for the BrokenWing may be initiated by anyonewho is aware of the outstandingperformance of an aircrew in theemergency situation. Nominationsare sent to the Commander of theU. S. Army Safety Center, ATTN:Chairperson, Broken Wing SafetyAward Program, Fort Rucker, AL36362-5363. Nominations arereviewed by the Broken Wing

Award Committee whose membersrecommend approval or disapproval based on their judgment ofwhether the circumstances described meet the criteria for the award.The Commander, U.S. Army Safety Center, may accept or overrulethe committee s recommendations.In June of 1983, approval wasgiven to include the Army AviationBroken Wing Award in the recipient s permanent official militarypersonnel file. Normally this isdone by the installation personneloffice, but documentation can alsobe forwarded to MILPERCEN bythe person who received the award.The kind of emergency situationthat can occur without warninghappened to CW3 Tholan F.Crosby in February of 1984. Hewas piloting a U-21G above overcast on an IFR clearance to SouthBend, IN. When cleared to descendfrom 9,000 feet he found he couldnot retard number 2 throttle, it wasfrozen at 1,100 foot pounds. Asthe aircraft descended to 7,000 feetit entered overcast. Thetemperature from ground level upwards was below freezing.The torque pressure and differential power continued to build.

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Torque pressure reached 1,250foot pounds and CW3 Crosbyknew he would have to shut theengine down.The aircraft broke out of theovercast at 3,500 feet MSL andCW3 Crosby shut the engine downat 3,000 feet. The runway wascovered with packed snow and iceand there was a 50 degree rightcross wind of20 knots. The aircraft s landing weight was 8,301pounds.Landing an aircraft under suchconditions, even with both enginesoperating, would have taken skill.With the right engine shut down, astrong cross wind from the rightand the poor braking surface onthe runway, an accident could haveeasily resulted. CW3 Crosbybrought the aircraft down safelywith no damage and no injuries tothe crew or the five passengersaboard. He received the BrokenWing award.

CW2 Connie M. Norwoodbecame the first female Armyaviator to receive a Broken Wingwhen the UH-IH she wasco piloting responded to an urgentmedevac call and then became involved in an emergency of its own.A medical team had to be pickedup at a hospital in Baltimore andtaken to Cumberland, MD, wherethey were to pick up a severelyburned patient and return to theBaltimore hospital. Weather conditionS, which had been marginallyVFR, worsened while the patien twas being prepared for transfer.

t was now dark and CW4 DavidMcAdams, the instructor pilot, filed IFR. On the return trip, as theyneared the hospital with themedical team and patient onboard, a letdown to VFR was madeand an approach to the pad wascompleted. The airc raft was positioned for landing but as the pilotlowered the collective to the fulldown position after touchdown, aloud report was heard from theright front of the aircraft. The air-

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craft began to settle in an unusualattitude and roll to the right. CW4McAdams applied collective andstabilized the aircraft in a level attitude, holding it light on the skids.Inspection by the crewchief showedthe forward cross tube was completely severed at the right crosstube mount.CW4 McAdams held the aircraftin a stable position until themedical team and patient could betaken off. He then turned it over toCW2 Norwood and got out of theaircraft to look at the damagehimself.

He saw that the aircraft couldnot land and it would run out offuel before a maintenance recoveryteam from an Army airfield couldreach the hospital helipad withneeded equipment. He knew thatwhen the fuel was exhausted, theaircraft s full weight on the landinggear would cause it to collapse andwouldroll the aircraft to the right.The Huey would probably bedestroyed and there was a chancecrewmembers would be injured oreven killed.

CW4 McAdams decided toreturn to Davison Army Airfield,but first he and the crewchiefsecured the damaged cross tubeand skid assembly to the aircraftby using litter straps.During the half hour or so thistook, CW2 Norwood, without anyother pilot assistance, maintainedthe aircraft in a stable position,light on the aft part of the skids. twas night and the weather conditions were rainy with variablewhids.

With CW4 McAdams once againat the controls, the aircraft wasflown to Davison (at reducedairspeed and avoiding populatedareas in the event the landing gearassembly should separate from theaircraft). CW4 McAdams made asuccessful landing, positioning thedamaged aircraft onto jacks. Therewas no further damage and no injuries to the crew. Broken Wingawards were approved for bothaviators.These are only two instances ofthe kind of good judgment and flying skill that can save an aircraft,its passengers and crewmemberswhen an emergency happens .Thirty-nine aviators were awardedthe Broken Wing in 1982. In 1983,there were 49 awards and in 1984,29 awards were presented.Unit awards for Army Aviationmishap preventionThe following awards areauthorized for Active Army, National Guard and Army Reserveunits or organizations which haveaviation personnel or aircraftassigned by tables of organizationand equipment (TO E) or tablesof distribution and allowances(TDA) that are engaged in Armyflying operations. Mishaps for thepurpose of these awards meansclass A, Band C.

The Award of Merit will bepresented to units ot organizationsthat have cotppleted;l2 consecutivemonths of flying without a mishap.(The Award of Merit is a steptoward earning the Award ofHonor.)



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The ward of Honor will bepresented to units or organizationsthat have completed 4 consecutivemonths of flying without a mishap.The ward of xcellence will bepresented to units or organizationsthat have completed 36 consecutivemonths of flying without a mishap.Commanders of aviation unitsmeeting the prerequisites in Section III, AR 672-74, should submitnominations and requests forvalidation and issuance of awardsthrough normal command channels to Commander, U.S. ArmySafety Center , ATTN: PESC-PR,Fort Rucker, AL 36362-5363. Unitsafety records will be validated using information in the SafetyCenter's data bank.

f during this validation process,a mishap is identified as occurringduring the time period the nomination covers, all of the circumstances will be considered. Insome circumstances a unit whichhas had a mishap can still qualifyfor an award.For example, if the mishap wascaused by a so-called' act ofGod, for instance a lightningstrike, the unit may still qualify for

an award. The lightning strike mayhave done enough damage to warrant a class C mishap for rate purposes but if the pilot managed toland the aircraft without causingfurther damage, this kind ofmishap would not prevent the unitfrom receiving the award. Thesame kind of rationale applies tomishaps caused by manufacturingdefects.

f he mishap was caused by personnel of a unit operating or maintaining the aircraft (not the one onwhose TO&E or TDA it appears)then the owning unit is notprecluded from an award becauseof that mishap.

f he nomination is disapprovedbecause of a mishap and there isdisagreement with the ruling, itmay be returned for reconsideration. The Commander of the Army

FEBRUARY 985

Safety Center will personallyreview the case and make the finaldecision. Approved awards aresent through command channelsfor presentation.Unit safety awards approved ineach category for the past 3 yearsare: 982 983 984Award of Merit 273 336 24Award of Honor 42 82 2Award of Excellence 77 82 4

Awards of Excellence approvedfor major components during theseyears are:982 983 984

Active Army 76 57 6USAR 39 4 0ARNG 62 84 8

t should be remembered thatthese figures only represent thenumber of awards. They shouldnot be interpreted as reflecting anykind of trend. Units do not alwaysrequest awards when they becomeeligible, therefore, an award mayhave been approved in one of theseyears when it was actually earnedsometime before that. Anotherfactor bearing on the numbersshown is that the qualifying periodfor Awards of Excellence changedin June of 1982 from 6 years to 3years. (The period for Awards ofHonor also changed from 3 yearsto 2 years.)When a unit is nominated for anaward, it is very important that the

information submitted is complete. For example, the SafetyCenter cannot process an awardwithout the correct unit identification code (UIC). Maintenance ofaccurate records in the unit is important so that the correct periodof time is shown on the nomination. In addition, a point of contact and telephone number wherethat person may be reached shouldbe furnished so that if there arequestions to be resolved, it can bedone quickly.Questions about awards shouldbe directed to Directorate forPlans, Operations and Programs,U.S. Army Safety Center, AV558-2947/6510 FTS533-2947/6510 or commercial205) 255-2947/6510.Just as the human factor in causing aviation mishaps is one of themost difficult to correctly identify

and change-the human factor inpreventing accidents is also difficult to identify and duplicate.Why do aviators with similarbackgrounds and experience reactin such different ways to emergencies? Why does one show goodjudgment and make decisionsbacked up with skill and save anaircraft while the other reacts in away that contributes to theemergency and perhaps costs notonly an aircraft but possibly thelives of everyone on board? Theanswers to those questions couldhave a lot to do with preventing accidents in the future.When you see the silver lapel pinwhich represents the Broken Wingaward or a safety award displayedin an aviation unit, think aboutwhat they really mean. Withoutthis kind of safety effort and thekind of aviator skills that earnedthese awards, Army Aviation accident statistics would be muchhigher and those aren t justnumbers-they are aircraft andpeople and they just might be thedifference in winning or losing thenext battle.

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US. RMY

irectorate of Evaluation StandardizationR PORT TO THE FIEL VI TIONST ND RDIZ TION

Assessing Aviation Branch CoursesIMPLEMENTATION OF the Aviation Branch on

12 April 1983, has given rise to new challenges, one ofwhich is training and developing our own commissionedofficer corps. While the long lineage of tradition andprofessional development philosophy of other branchesinfluenced the development of the Aviation OfficerBasic (AVNOBC) and Advanced (AVNOAC) Courses,the requirement remains to establish methodology to accurately assess the effectiveness of these courses.

The Directorate of Evaluation and StandardizationDES) was directed by the deputy assistant comman

dant, U.S. Army Aviation Center, in July 1984 todevelop a long-range program that would assess thecompleteness and usefulness of the subject elements offered in AVNOBC and AVNOAC. Although the tasking provided a general direction, there were still significant implications in the scope that would have to be further defined and would require external assistance to accomplish. The Army Research Institute ARI) was tasked to provide assistance in scientific methodology andstatistical analysis. Reserach was conducted by ARI andDES between July and October to further define thescope of the tasking and to explore variousmethodology alternatives for a survey structure and thedevelopment of a data base. To formalize the workingrelationship, a Letter of Agreement was established between DES and ARI in October 1984. An assessmentplan and an implementation program were developedbased on the instructional content of the courses. Thesewere designed to determine the courses ability todevelop a fully effective officer corps for the AviationBranch. Additionally, a joint work group (JWG) withrepresentatives from the Directorate of Training andDoctrine and the Department of Combined Arms Tactics was established to assist ARI in developing surveyquestionnaires to be used in the evaluation effort. TheJWG will provide input to the survey to maintain continuity with the course developers informationrequirements.

4

The post-course survey is designed to evaluate theadequacy of the curriculum and the quality of AVNOBC and A VNOAC instruction. The analysis ofsurvey data will provide the Aviation Center reliable information to assess the training philosophy and instructional strategy over a long term as well as provide timelyfeedback to the training departments from the field.Additionally, the survey will be used to develop an extensive data base on the officer development process ofSpecialty Code 5 over a 5- to 9-year period. The goal isto produce a picture of how well the training developsofficer attributes of personal and professional responsibility which are deemed essential for leadershpgrowth. This program is not intended in any way tomeasure an officer s ability to fly. Test groups will beselected from the lieutenants beginning AVNOBC inJanuary 1985. Officers identified for these test groupswill be tracked and surveyed throughout their careers tothe rank of major and their selection for Command andGeneral Staff College. Additionally, surveys will bedirected to officers of subsequent classes on a randombasis to ensure the data collected maintains the broadestbase possible. Officers attending A VNOAC will besurveyed in the same manner.

Initial survey activity will be directed to Aviationbrigade and battalion commanders. These surveys aredesigned to solicit the commanders expectations ofcourse graduates and their perceptions of the curriculum content of AVNOBC and AVNOAC before thegraduates begin to arrive at their units. Subsequentsurveys will focus on actual adequacy and quality of officer preparation (not on individual performance) fromthe time the officer arrives at the unit. The initial surveywill provide information to establish a comparative database for future analysis.

The post-course survey will chart and document thedevelopment of the Aviation Branch s new leadership.It will be incumbent on the officers selected to particpatein the survey program to approach their responsibility

u s RMY AVIATION DIGEST


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with diligence and honesty Feedback provided by thisprogram to the course developers and managers s anessential element to ensure th t the profession l

DES welcomes your inquiries and requests to focus attentionon an area of major importance Write to us at: CommanderU.S. Army Aviation Center ATTN : ATZQ-ES Ft. Rucker AL

CongratulationsThese Army aviators are graduates

of the Armed Forces StaffCollege(Class 74) at Norfolk, VA. They are:Front row left to right) Major P)Joseph R. Nowland, Major P)ThomasD Rains, Major P) MelsonJ Kahue, Major Thomas R. ElliottJr., Major ThomasM Horner, MajorP) Curtis J Grant, Major P) RogerD Hill. Back row left to right) MajorWayne L. Dandridge, Major P)RobertM Lee Jr. Major William JPaini, Major P) Edward H Grazier,Major P) EmoryN Deason Jr., MajorP) Lawrence L. Derks Jr., Major P)

John V Wemlinger, Major P) Carl B.Marshall faculty member).

FEBRUARY 1985

development of Aviation officers keeps pace with therapid evolution of the Aviation Branch and the leader-ship responsibilities of the AirLand Battle

36362-5000; or call us at AUTOVON 558 3504 FTS 533 3504 orCommercial 205-255-3504. After duty hours call Ft. RuckerHotline AUTOVON 558 6487 or 205 255 6487 and leave a message.

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viation Career IncentiveayOT A DA Y goes by here at the Military Person

nel Center that we don't receive at least a dozen phonecalls regarding entitlements to Aviation Career Incentive Pay (ACIP)-especially when it concerns the 18thyear of Aviation service and beyond as this entitlementis then based on both Total Operational Flying DutyCredit (TOFDC) and an officer's total federal officerservice (TFOS) time. Hopefully this article will clear upsome of the questions most frequently asked.

Several articles have been published in the AviationDigest to assist aviators in sorting through the variousregulations and management tools to determine personal eligibility for ACIP. One portion of a documentwhich best describes entitlement to ACIP is part 2,chapter 1, section B, D O D Military Pay andAllowances Entitlements Manual (DODPM). A working knowledge of this manual is valuable to each aviatorand a copy can be read at local finance and accountingoffices or reference libraries. The first step in determining your status and eligibility for ACIP is to define thefollowing terms:Qualified for Aviation Service: To be qualified forAviation service, an officer must have an Aviationspecialty (15 or 67J) or military occupational specialty(MOS) (lOOA-R) and possess a Pilot Status Code 1 onthe Officer Record Brief.

Aviation Service Entry Date (ASED):Commissioned Officer This is the effective date anofficer was placed on student or aviator flying status bycompetent orders.

16

Warrant Officer: This is the date a warrant officerreceived his or her appointment for completion of flightschool. f he individual was a warrant officer when heor she entered flight school, ASED is as outlined forcommissioned officers.

Total Federal Officer Service: TFOS is the total of allcommissioned and warrant officer active and inactiveservice creditab le for basic pay. The TFOS date is thedate from which an aviator's years of federal officer service is computed. t is used to determine incentive payrates for commiss ioned officer aviators with more than8 years officer service. TFOS is also used to compute

the 22- or 25-year termination date of ACIP for commissioned officer aviators who have passed the18-year Aviation Career Incentive Act (ACIA) gate.

Aviation Gates : The two points (12th and 18thyear computed from the ASED) in an officer s Aviationservice used to determine whether further entitlement toACIP will be continuous or monthly.

Total Operational Flying Duty Credit: This is thecumulative number of months an aviator is assigned toan operational position. t does not include proficiencyor nonoperational flying duty positions. Operationalflying duty is defined as flying performed by officers,whether in training that leads to the award of anaeronautical rating, or under competent orders whileserving in assignments in which basic flying skills normally are maintained in the performance of assignedduties.

Entitlement to ACIP: Officers qualified for Aviationservice-to include a current class II flight physical, andpossession of an Aviation specialty code (or MOS)-areentitled to ACIP either on a continuous or a monthlybasis. Entitlement to continuous ACIP is limited tomembers of the Aviation Branch or Medical ServiceCorps 67J officers.



19/48

An aviator's entitlement to continuous ACIP startswhen the officer enters flight training or when appointed an officer, whichever is later (as in the case of awarrant officer candidate appointed warrant officerupon graduation). Entitlement to continuous ACIP willthen continue without interruption-if otherwisequalified-until the 12th year of Aviation service. Atthis point, an aviator with 72 months TOFDC s entitled tocontinuous ACIP until the 18th year of Aviationservice.Example Aviator Alpha has an established ASED of711127 and when his 12-year gate arrived on 831127,he had 80 months TOFDC which entitled him to continuous ACIP to the 18th anniversary of his ASED(891127). Alpha's TFOS date is 701024; therefore, hiscontinuous ACIP will decrease from $400 per month to$370 per month when he completes 18 years TFOS(881024).Those with 1 8 months TOFDC by the 18th year ofAviation service have continuous entitlement to 22 yearsof officer not Aviation) service, but the monthly paydecreases by $30 every 2 years after the 18-year date.Example Aviator Bravo has an ASED of 661024 andwhen his 18-year gate arrived on 841024, he had accrued 1 8 months TOFDC which entitles him to continuous ACIP up to the 22d anniversary of his TFOS

date (651024). His continuous entitlement to ACIP willstop at 2400 hours on 871023.Those aviators with 132 months TOFDC by the 18thyear of Aviation service are entitled ACIP up to 25 yearsof officer service; however, the monthly pay decreasesby $30 every 2 years after the 18-year date.Example Aviator Charlie has an ASED of 661024

and when his 18-year "gate" arrived on 841024, he hadaccrued 132 months TOFDC which entitles him continuous ACIP up to the 25th anniversary of his TFOS

FEBRUARY 985

date (651024). His entitlement to continuous ACIP willstop at 2400 hours on 901023.Officers qualified for Aviation service who are notentitled to continuous ACIP as outlined above, are entitled to monthly ACIP if the aviator is assigned to anoperational flying duty position and has met theminimum flight requirements outlined in the DODPM.Monthly ACIP is handled locally between the aviator 'scommander and the servicing finance and accountingofficer (FAO). Many F AOs have neglected to stop monthlyACIP when the aviator departed the station and collection action has, in some cases, resulted in the collectionof thousands of dollars from the aviator. Aviators being paid monthly ACIP should take the initiative to stopmonthly ACIP when they depart their operationalposition.The Uniformed Services Pay Act of 1981 changed theACIA to entitle commissioned officers below the gradeof brigadier general, with more than 25 years TFOS, toreceive $250 per month ACIP. These officers must bequalified for Aviation service and must be required, bycompetent orders, to perform operational flying duties.They must also maintain the minimum flight requirements outlined in DODPM.Hopefully this article has familiarized you, the individual aviator, with your entitlements to AviationCareer Incentive Pay. Any aviator having questionsabout related problems is encouraged to contact Mr.Austin Peace at AUTOVON 221-8156/8157 or maywrite to: CommanderU. S. Army Military Personnel CenterATTN: DAPC-OPA-V200 Stovall StreetAlexandria, VA 22332-0400Happy Flying

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18

he

Sergeant First Class Larry R PatrickChief Utility/Cargo Airplane Branch

Department of Aviation Systems TrainingU S Army Aviation ogistics SchoolFort Eustis VA

H R IS AN interesting thought for OV-lMohawk aircrews. You have had a perfectly routineflight. Nothing out of the ordinary has happened.Suddenly your aircraft s experiencing difficulties andit s obvious that the situation s rapidly deteriorating.You determine that it s impossible to save the aircraft.Now it's time to save yourself. You reach for the firinghandle on your ejection seat. As you pull the handleyou think Will it work?The Martin-Baker J5D ejection seat s a unique itemof safety equipment. The only Army aircraf t that usesthis system s the OV-l Mohawk. The ejection seat s anemergency egress system designed to eject the

u S ARMY AVIATION DIGEST


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crewmember clear of the aircraft during emergencysituations. The ejection seat provides safe escape at allaltitudes and speeds (above 60 knots) within theMohawk's performance envelope. To eject, thecrewmember pulls either the face curtain or the firinghandle on the leading edge of the seat bucket. f timepermits, the hatch may be jettisoned first; otherwise,ejection is through the overhead hatch.The seat is propelled from the aircraft by one primaryand two secondary explosive charges. As the seat exitsthe aircraft, five separate events are initiated:

The drogue gun sear is pulled from the gun by a triprod attached to the ejection gun crossbeam. The time release mechanism sear is pulled from themechanism by a trip rod which is also attached to theejection gun crossbeam. Dual leg restraint cords tighten, pulling the seatoccupant's legs aft and together against the seat bucketto prevent injury as the ejection seat leaves the aircraft. The emergency oxygen system is activated, whetherneeded or not . The tip-off compensating rocket fires after the seat

has risen to within 9 inches of full ejection gunextension.

The tip-off compensating rocket positions theejection seat in the correct attitude for rapid unrestricteddeployment of the drogue parachute and increases seattrajectory height. After ejection, the main parachute,stowed on the seat behind the occupant's shoulders, isautomatically deployed and separates the occupantfrom the seat.f ejection occurs above 15,500 feet, the barostat onthe time release mechanism delays seat occupantseparation and deployment of the parachute until theseat and occupant descend below 15,500 feet. f seat andoccupant separation fails to occur automatically, theseat has a manual override system incorporated; Liftingthe manual override handle up and aft releases the rigidseat survival kit assembly, shoulder harness loop strap,and leg restraint cords from the seat. The guillotine onthe left side verticle beam cuts the drogue line and freesthe personnel parachute from the drogue parachute.This allows the occupant to roll forward and push awayfrom the seat and manually deploy the personnelparachute.The ejection seat is a critical piece of equipment thatrequires very exact maintenance procedures. Allcomponents of the seat must function correctly toassure its life-saving ability. Ejection seat i ~ t e n n c eis performed by personnel holding the 67H militaryoccupational specialty (MOS) with an additional skillidentifier (ASI) B7. Personnel holding the B7 identifier

FEBRUARY 1985

are the only mechanics that are qualified to performejection seat maintenance. The B7 identifier is obtainedby attending the Martin-Baker J5D Ejection SeatRepairer Course (600-ASI-B7) taught at the U. S. ArmyAviation Logistics School, Ft. Eustis, VA.

Training teams from this organization haveencountered severe deficiencies in ejection seatmaintenance at units that have been visited. Thedeficiencies were of a nature that would have resulted ina malfunction if an ejection had been attempted. Theproblems encounterd were directly attributable tohaving unqualified personnel performing ejection seatmaintenance.

Ejection seat maintenance problems can be avoided.Ensure that the personnel performing your maintenanceare qualified. The ASI B7 course is taught for just thatpurpose. Since fiscal year 1984 began, only eight peoplehave attended the ASI B7 course. The training isavailable and should be used. Those eligible are soldiersholding primary MOS 67H who are assigned to or onorders to an OV 1 Mohawk assignment. Submit yourservice school request through your major Armycommand in accordance with procedure 3-10 of DAPamphlet 600-8. Point of contact at Military PersonnelCenter (MILPERCEN) is SSG Gary Mayor SP5Austin Mack at AUTOVON 221-7339/8373 or writeMILPERCEN, ATIN: DAPC-EPT-F, 2461 EisenhowerAve., Alexandria, VA 22331.Get your people qualified Then you won't have tothink, "Will it work?"

OV1 MOHAWK

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We all know and appreciate the Importance of verbalcommunications in our daily lives. Recently, I hadan experience which w ll convince even the most ardentdoubter of the importance of verbal communications.

CW4 Carl H. SpriegelCompany A Aviation Safety Officer15th Military Intelligence Battalion504th Military Intelligence Group

Fort Hood, TX

WAS TASKED to ferry an OVID Mohawkfrom Stuart, FL, to Seoul Air Base, in the Republicof Korea My "right seater for the trip experienced hisfirst flight in the aircraft during the acceptanceflight at the Grumman Aerospace Plant in Florida.He received extensive ground training on the MK-J5D Martin Baker ejection seat prior to his firstfl ight and a thorough review prior to our departurefor Seoul. He was more than mildly concerned, asmost people are when first flying in an aircraftequipped with ejection seats. His concern wasreinforced each time we arrived at that point in thechecklist where I stated, "Ejection seats armed."But as the days passed and his conf idence in thesystem progressed, his concerns waned.Prior to departing Karachi International Airport,Pakistan, we reviewed eject ion procedures to beused in the event of an emergency. As always dur-ing the preflight briefing, I pointed out that if a

20

condition should arise requiring an ejection, Iwould say "eject" one time and if he hesitated, hemight find h imsel f alone in the aircraft.Within 1 minute after takeoff from Karachi, weexperienced an engine failure at a critical airspeedand altitude. While I attempted to maintain con-trol of the aircraft and find a suitable heading forejection, I told him, "We have had an enginefailure "He immediately tightened his lapbelt. Asairspeed and altitude decayed, I told him to"eject "When he failed to react, I yelled, "eject "The second time he heard me, both overthe in-tercom and from the sound of my voicereverberating off the cockpit canopy. He im-mediately assumed proper ejection position andpulled the lower firing handle. With a loud bangand stream of fire, he left the aircraft.With his successful ejection completed, it wasnow my turn. The airspeed was approaching stal lspeed and the aircraft was passing 100 feet AGL(above ground level), so I aimed the Mohawktoward an open area and pulled the lower firinghandle. Moments later the aircraft disappeared ina ball of fire just 200 meters ahead.The aircraft was totally destroyed, but we bothejected safely and returned to earth withoutinjury.I've had time to reflect on these events and havedrawn a number of conclusions:First-Clear concise communications are anabsolute necessity. They enabled my right seaterto snug his seatbelt and eject in a timely manner.His apparent inabili ty to hear or understand myfirst command to eject could have beendisastrous for us both.Second-repeated drilling of emergency pro-cedures before each leg of the flight guaranteedhis safe and speedy ejection when the actualemergency occurred.Third-despite my notions to the contrary, Ifound myself subordinating my own safety duringthe emergency to the safety of my right seater. Idon' t believe this had anything to do wi th heroics,but rather was related to the condition of the air-craft and its flight profile. As long as the aircraftwas under control and the altitude and airspeedwere adequate, I felt I had the time and respon-sibility to assure that my right seater had ejectedsafely. I'm sure my failure to communicate withmy right seater the first time also caused me tostay with the aircraft until he departed.When we first met on the ground after the ejec-tion and hugged each other, all I could say was,"J"ha"k God ypU lef t when you did " eb

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ersonal andCareer

JANUARYAviation Personnel Notes: NoncommissionedOfficer Logistics Program

FEBRUARYAviation Personnel Notes: MedicalDisqualifications

MARCHAviation Personnel Notes: NASA Nominees

MAYAviation Personnel Notes: We Need More AviationLogisticians; New Engineering Test PilotSelectees

JUNEAviation Personnel Notes: The Aviation BranchWhatTook Place In MILPERCEN; CareerManagement Field 67 Reclassifications UpdatePEARL S: Flash- Flash- Flash

JULYAviation Personnel Notes : New Enlisted BranchChief

AUGUSTAviation Personnel Notes: Average Flying HoursCalculated; Aviation Career Incentive Pay;Congratulations To The Army's New AstronautCandidate

FEBRUARY 985

SEPTEMBERPEARL'S: ALSE Specialist/Technician CareerMilitary Occupational Specialist; USAREURALSE ChiefAviation Personnel Notes: Advanced CivilSchooling ; Personnel Changes/M ILPERCEN;New Army Experimental Test Pilots

OCTOBERPEARL'S: ALSE Specialist Course Update

NOVEMBERDES Report to the Field: Warrant Officer MissionTrack and Turnaround AQC SelectionThe Aviation Warrant Officer And The AviationBranch

DECEMBERArmy Aviation's Concept For Army 21Challenges For The Aviation BranchWhat

Do You Mean I'm Not In The AviationBranch?First Aeroscout Enlisted GraduatesFirst Aviation Officer Advanced CourseAviation Personnel Notes: Volunteer for AirborneTraining; How to Lose Your Aviation CareerIncentive Pay Without Even Trying; Change to AR135-215Views From Readers: Comments On: DES ReportOn NVG; Second Generation Antitank GuidedMissiles; Aviation Employment In SpecialPurpose Operations; OH-58 Loss Of Tail RotorEffectiveness, Why It OccursNew Brigade At Ft. RuckerAll Blood Runs Red

MaterielJANUARYPEARL'S : Hazards Of Nonsafety Matches;Aircraft Seat Belts; Rescue Hoist ForestPenetration Seat; Rejected Requisitions;Magnesium Fire Starter; Department ofTransportation Exemption DOT-E-6232; RevisedInspection Procedure For All U. S. Army AviationRestraint Equipment

FEBRUARYPEARL'S : ALSE Pamphlet

MARCHPEARL'S: Do It Yourself Personal Survival Kits

APRILPEARL'S: Multiplace Liferaft (LRU-IP);Nonstandard SPH-4 Flyers Protective Helmets

MAYPEARL'S: SARSAT; SRU-21/P Survival VestComponent List

JUNEPEARL'S: Falcon Pilot Undone; Reduction OfPilferage

JULYViews From Readers: Production Of BallisticProtective Goggles

PEARL'S: Nomex Update; AR 95-17; FM1-302/FM 55-408; Delayed Implementation ofPara 2-9b, AR 95-17

AUGUSTPEARL'S: Address Listing For QDRs and RODs;Helmet Flying Protective , SPH-4

SEPTEMBERPEARL'S : Firestarter, Aviation Survival,Magnesium; Inertia Reel Assembly; Screw-InFlares; PRC-90 Survival Radios

OCTOBERPEARL'S: Optional Conversion Of Survival Kit;Installation Of AN/PRC-90 Radio PocketHangar Talk: ALSE-AR 95-17 And FM 1-302

NOVEMBERThe Army Microwave Landing SystemPEARL'S: OV 1 Survival VestTHREAT: Soviet Helicopter Armament

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viation igest 984 SUBJECT IN EXMateriel continued JUNE NOVEMBER

Aviation Warrant Officer Advanced Course Missed Approach Point to Safe LandingAviation Officer Advanced Course Views From Readers: Camouflaged 5,000 GallonSummer Training Exercises Tankers And F RE Systems

DECEMBERPEARL S: SRU-21/P Survival Vest; PackingProblem With Survival Kit (Cold Climate);

Aviation Doctrine and Training LiteratureOil Analysis Video Training Tapes Available1984 Annual Writ

PEARL S: Aviation Life Support Specialist Cours(ASI 02) FY 85 Class ScheduleAir Force Air Ground Operations School

Suspension System For Aviation Use Wearing theAN/PVS-5 Night Vision Goggles ; More Sizes OfNomex Flyer s CoverallsViews From Readers: The Army ModernizationProgram

DECEMBERViews From Readers: Tool SuggestionsAviation Center Training Expansion

JULY First Aeroscout Enlisted GraduatesTC Action Line: Lights Out Night Vision GogglesTraining andTraining Development TrainingWarrant Officer Senior CourseFirst Aviation Officer AdlLanced CourseAviation Personnel Notes: Volunteer for Airborne

Aviation Pre-Command Course TrainingJANUARY DES Report To The Field: Branch Training Team Views: From Readers: FM 24-1 thru FM 25-4Aviation Training For the FutureNew Correspondence Course: Rotary WingAviation Refresher Course

And Aviation Standardization And TrainingSeminar (Training)Flight Medic Training Program

Views From Readers: Comments On The Use OfFlight Simulators AUGUSTAeroscout Observers Need Better Training Maintenance Test Flight Evaluators Accident Prevention nd SafetyBrigade Airspace Management, Part IV: TrainingFEBRUARY PEARL S: DARCOM/Fifth Army ALSE School JANUARYCreating The Aviation Officer Basic Course Team Spirit 84: An Army Aviation Overview The Stressed AviatorPEARL S: ALSE School Profile of Army Aviation In Korea PEARL S: Hazards of Nonsafety MatchesView From The Eagle s Nest Safety In The Air And On The GroundMARCH Views From Readers: Requested Info On Loss OTraining The Aviation Warrant And SEPTEMBER Tail Rotor ControlCommissioned OfficersTraining The Army Aviator-Why Can t It BeFun?

DES Report To The Field: Night Vision GogglesTraining and OperationsFit To Fight FEBRUARYDustoff Does It Better Alcohol And The Aviator

APRIL 45th Transportation Company Keeps Em Flying PEARL S: First Aid For The EyesWarrant Officer Candidate Military DevelopmentCourse TC Action Line: Be ATeam PlayerThe Aviation Officer Basic Course OCTOBERDES Report To The Field : ALook Back First CE Meeting MARCH

Views From Readers: Request for Aviation The Human Factor In Aviation MishapsMAY Course Articles; Aeroscout Observers NeedBetter Training DES Report To The Field: Wind SenseDES Report To The Field: The New ATMThe Officer/Warrant Officer Rotary Wing Aviator TC Action Line: Fly NeighborlyCourse

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APRIL DECEMBER JUNEAviation Personnel Notes: New Flying Evaluation Flight Into Instrument Meteorological Conditions From Wood And Linen Kites To Metal MonstersBoard Procedures DES Report To The Field: AGood Safety Record Is Flying With The U. S. NavyAftermath No AccidentSpring Could Be Your Kiss Of Death Be Prepared THREAT: Soviet Combat Helicopters Today

ATC Action Line: Vertical Helicopter (IFR) Brigade Airspace Management, Part II: AirLandBattleRecovery Procedures (VHIRP) perations Hangar Talk: FM 1-203, Fundamentals Of FlightMAY JANUARY Views From Readers: Soviet Air Defenses AgainstAttack Helicopters; British Light HelicopterWatch The Birdie Aviation Employment Conference Operations During The Falkland Islands

Night Vision Goggles Combat Effectiveness Campaign : Part 1, The DeploymentJUNEDES Report To The Field : Vmc: You Can t Live

DES Report To The Field: Timeliness In ArmyAviation JULYWith It, So Why Die With It?PEARL S: Crash Firefighting

Views From Readers: Response to Army AviationAvionicsBrigade Airspace Management, Part III:Command, Control And Communications

Emergency Procedures The AirLand Battle: AWinning Combination Views From Readers: Helicopter Air-To-Air; TheAviation Maintenance OfficerATC Action Line: New Flight Plans Air-To-Air: Pigs And Rice In The OK Corral THREAT : Update Of Soviet HelicoptersMAXFLY: Sample Data Collection Proves ItselfAgain HYDRA 70 And Army Attack HelicoptersJULY ATC Action Line : Maximum and Minimum IFREmergency at 36,000 Feet Altitudes AUGUSTAUGUSTDES Report To The Field: Crewrest?What The Ear HearsATC Action Line: Obstacle Clearance DuringDeparture

FEBRUARYThe AirLand Battle- An Opportunity to Excel9th CBAA: Air-To-Air; ARude AwakeningRSI Report : Helicopter Tactical Refueling

Team spirit 84: An Army Aviation OverviewProfile Of Army Aviation in KoreaView From The Eagle s NestBrigade Airspace Management, Part IV: TrainingHangar Talk ; FM 1-204, Night FlightTechniques And Procedures

SEPTEMBER MARCH RSI Report: Medical Employment Of AirThe UASSB-Watchdog for USAREUR Aviation Pre-Positioning Of Army Aircraft Transport In The Forward AreaWind Shear Can Be Sheer Terror THREAT: You Can Trust The Russians THREAT : Big Sky-Little Helicopter?OH-58 Loss Of Tail Rotor Effectiveness; Why ItOccurs SEPTEMBERAPRILATC Action Line: Pass The Weather Word Aviation Employment in The Special PurposeBrigade Airspace Management, Part I: Historical OperationsBackgroundOCTOBER Nonelectronic Communications DES Report To The Field: Night Vision GogglesTraining And OperationsIce Major Hazard To Winter Flying THREAT : Second Generation Antitank Guided

MAY MissilesNOVEMBER Aerial Com bat Fit To FightDES Report To The Field: Aircrew MissionBriefing Requirements

.Air-To-Air Workshop Dustoff Does It Better

ATC Action Line: National Airspace System Plan ATC Action Line : Joint Use Of Military Airfields 45th Transportation Company Keeps Em Flying

FEBRUARY 985 3


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Operations continuedOCTOBERCountering The Threat RadarViews From Readers : Aviation BranchProponency Team BriefingAviation Employment In Offensive OperationsManaging Team Spirit

NOVEMBERArmy Aviation 1984 to 2015Aviation Employment In Defensive OperationsLetter From LTG Carl E. Vuono, The AirLandBaUie Doctrine

DECEMBERTHREAT: Warning, What You Say Will Be UsedAgainst You

OrganizationJANUARYSchool Model 83 : New Organizational Structureat Ft. Rucker

FEBRUARYCombat Aviation Management SystemAviation Proponency OfficePEARL S: TSARCOM-AVRADCOMReorganizationDES Report To The Field: StandardizationHierarchy

APRILThe AH-64 Apache Branch

4

MAYTHREAT: Threat BranchAviation Logistics By Any Name

JUNEFlying With The U. S. NavyAviation Personnel Notes: The Aviation Branch-What Took Place In MILPERCEN

SEPTEMBERArmy Aviation Policy Committee

MiscellaneousJANUARYReporting Final: Ft. Rucker Population IncreaseHow To Get The Aviation DigestViews From Readers: Poem-Because I Fly

FEBRUARYArmy Aviation Song ContestPEARL S: Solar Still

MARCHHotline1983 Army Aviation Policy Committee Meeting

APRIL1983 Subject Index

JUNEHotlineArmy Aviation Museum Construction To StartViews From Readers :Corresponding With ArmyAircrewmembers; Change 1 o R 95-1Correction To Strategic And Tactical Pre-Positioning Of Army Aircraft

JULYAviation Personnel Notes: The Aviation BranchTransfer-Is This Your Signature?Annual Writing Awards

AUGUSTHotline

SEPTEMBERThe Tactical Map And YouAviation Personnel Notes: CorrectionHangar Talk : FM 1-101, Aircraft BattlefieldCountermeasures and Survivability

OCTOBERTHREAT: Threat Air DefenseDES Report To The Field: Update On UPDATEPEARL S :Water Purification Tablets, IodineViews From Readers : AH-1 SCobra ModificationProgramHow To Get The Aviation DigestAviation Lazer Hazards

NOVEMBERProject UPDATEAccident Aftermath: What To Do When TheLawyer CallsGolden Knights Seek Fixed Wing AviatorsViews From Readers : FM Guard Frequency;Renumbering Of Aviation Doctrinal LiteraturePublications From The 55 To The 1Series

DECEMBERPEARL S: Guidance For Maximum Service LifeFor Food Packet, Surviva l, General PurposeRSI Report: Procedures for MarshallingHelicopters in Multinational Land OperationsArmy Aviation Museum: L-4Views From Readers: Request For AndComments About Brigade Airspace ManagementSeriesTC Action Line: New Flight Plan I



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GOAL- 2,500,000February 1985 -

1,480,000cash and pledges

c J Z \ r B Y _ ~ v i a t i o T tUSEUMThis is a series about the Army Aviation Museum Foundation fund

drive. Currently, plans call for building a modern complex to houseyour Army Aviation Museum. Since last month 2,500 in donations

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

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

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

FEBRUARY 1985

A Look At What's In Your MuseumThe searchlight unit displayed is the first Firefly device

developed and used in Vietnam. Donated to the G. S. ArmyAviation Museum by the 334th Armed Helicopter Company,the device was originally called the Lightning Bug by servicemembers who were reminded of fireflies s the searchlightsblinked on and off.

Mounted in the door of an armed GH-l Hueyhelicopter, the unit was used to detect thenight movements of the Viet Congo It consistsof seven C-123 aircraft landing lights and operates on the aircraft power supply. It developsabout 1.2 million candlepower, can be swiveled

in almost any position, and the l ightbeam can be adjusted from pinpoint tofloodlight beam width.

For more information see November 1967issue page 16) of the Aviation Digest.

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PEARI. SPersonal Equipment nd Rescue/survival Lowdovvn

Chung Mi Walker

Establishing an Air Force or NavalPublications Accountir Force Publications. Some of the equipment used

by the Army is procured through the Air Force.However, publications to support these interserviceitems are not always obtained. An Air Force publications account is established using the followingguidelines. Complete two copies of Air Force Technical OrderAFTO) Form 43. Complete one copy of AFTO Form 87 Resupply

and Initial Distribution Form). Mail copies to Commander, Oklahoma City AirLogistics Center, ATTN: OC-ALC/M-MDUB, TinkerAFB, OK 73145.Naval Publications. The Navy Index of PublicationsNAV Sup 2002) is used to order Naval publicatons.

NAV Sup 2002 is available only in microfiche and canbe obtained by calling customer service, AUTOVON442-4307. There is no charge for Naval publications, but

26

there is a charge for blank forms. Permanent distribution of the index is obtained by writing to NavalPublications and Forms Center, 5801 Tabor Road,ATTN: CODE 1032, Philadelphia, PA 19120.Once an account is established, order Naval publications using DD Form 1348M for requisitioning instructions, refer to AR 725-50). An authorized Departmentof Defense activity address code DODAAC) number isavailable from the unit supply document register andmust be assigned to DD Form 348M when ordering Navalpublications. After establishing a proper unit identification code VIC), publications are mailed to the address on the DODAAC. Publications can also beordered by telephone AUTOVON 442-3321) followingthe request format on DD Form 1348M. Permanentdistribution of publications is achieved by writing toCommanding Officer, Naval Air Technical ServicesFacilities, 700 Robins Avenue, ATTN: CODE 321,Philadelphia, P A 19111. For coordination bytelephone, call AUTOVON 442-4307. Binders areavailable for storage of publications through the sameprocedure as for ordering publications.

Military specifications and standards are alsoavailable through the Naval Publications and FormsCenter, AUTOVON 442-4307. DD Form 425 is used torequest a copy of the index of specifications and standards . Once the initial index has been received, requestall further orders on DD Form 1425.This article was reprinted from Flight/ax 27 July to2 August 1984, and from FM 55-411,30 April 1984.

AR 95-17 WaiversAR 95-17 was published 5 April 1984 with an effective date of 5 May 1984. This proliferated a rush of re

quests for waivers for the r.equirement for eachcrewmember to carry a survival radio. Prior to this, thesurvival radio shortage had surfaced at the WorldwideAviation Logistics Conference. A working group consisting of individuals from the concerned commandswas formed to attempt to rectify this problem. In themeantime, a blanket waiver was issued for 6 months toallow for an interim period of noncompliance and to insure a minimum of one survival radio per aircraft. Thiswaiver has since been renewed for another 6 months andwill continue on a 6 month cycle until the radio shortage



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problem can be rectified. Other requests to give the major commanders the authority to gran t waivers to R95-17 have been sent to the Department of the Army andhave been denied. The reasoning behind this is that bothD and the Army Materiel Command Project Officeare highly concerned for the safety and survivability ofthe Army aircrews. We realize there are logistical problemsobtaining equipment and replacement parts and feelthese problems should be surfaced and dealt with at thehighest level to reduce the likelihood of this occurringagain.Again I reiterate that our biggest concern is the safety and survivability of Army aircrews and the enhancement of mission accomplishment. We realize that thepresent equipment is heavy bulky and cumbersomeand w are taking steps to reduce the stresses anddiscomforts experienced by the aircrews. The researchdevelopment and acquisition process are tedious andtime-consuming and w ask that you please bear with usthrough this transition period. Thank you for the support you provide to us through your letters andtelephone calls and for your continued support of theArmyaircrews.ALSE M NU LSThe following is a list of Aviation life supportequipment technical manuals and their changes:

TM NUMBER DATE CH DESCRIPTIONTM 3-4230-216-10 7Apr 82 Operator's manual fordecon-taminating kit, skin M258A1and training aid skin decon-taminating M58A1.TM 3-4240-280-10 15 Jun 83 Operator's manual for mask,chemical biological aircraftABC-M24 and tank M25 andM25A1and accessories.TM 3-4240-280-23 P 22 Mar 76 1 Organizational and direct sup-port maintenance manual (in-cluding repair parts andspecial tools list) , mask,chemical-biological aircraftABC-M24 and accessoriesand mask, chemical-biological tank, M25/M25A1and accessories (reprintedw/basic incl C1).TM 5-4220-202-14 5Oct 81 1 Maintenance instructionswith parts breakdown USAF

flotation equipment (TO14S-1-102).TM 9-1290-133-15 7Nov 63 1-3 Operator's, organizational,direct support, general supportand depot maintenancemanual (including repairparts and special tools list)compass , magnetic, un-mounted; M2 (FSN1200-560-6380).TM 9-1300-206 30 Aug 73 1-6 Ammunition and explosivesstandards (reprinted w/basicincl C1-6J,

FEBRUARY 985

TM NUMBERTM 9-1370-203-20 P

TM 9-1370-203-34 P

TM 9-1370-206-10

TM 9-1370-207-10TM 9-1370-208-10

TM 9-4940-461-15P

TM 10-1670-1TM 10-1670-201-23

TM 10-1670-213-10

TM 10-1670-213-23

TM 10-1670-250-20

DATE CH DESCRIPTION14 Nov 78 1-2 Organizational maintenancemanual (including repairparts and special tools list) formilitary pyrotechnics (rep rintedw/basic incl C1-2).21 Jan 76 1-4 Direct support and generalsupport maintenance manual

(inc luding repair parts andspecial tools list) for militarypyrotechnics (reprintedw/basic incl C1-4).28 Jul78 1 Operator's man ual pyrotechnicsignals (reprinted w/basic inclC130 Dec 83 Operator's manual forpyrotechnic ,simu lators.30 Nov 81 Photoflash cartridges, surfaceflares and miscellaneouspyrotech nic items operator smanual.4 Feb 70 Operator's organizational,direct support general sup-port and depot maintenance

repair parts and special toolslist for separator oil andwater, spray gun, wall mtd(Gray Co. Models 250-751and 250-5321 (FSN4940-242-4100) ,1Jun 83 Survival and emergency usesof parachutes (AFP 64-15).30 Oct 73 1-5 Organizational and direct sup-port maintenance manual forgenera lmaintenance ofparachutes and other airdropequipment(TO 13C-1-141 ,NAVAIR 13-1-17) (Reprintedw/basic incl C1-4).18 Sep 75 Operator's manual for

parachute , personnel, types28 ft diameter, back; 28 ftdiameter, chest, NB-8 backand Matin-Baker ejection seatharnesses.18 Apr 69 1-9 Organizational and direct sup-port maintenance manual (in-cluding repair parts andspecia l tools list) forparach ute , personnel, types35 ft diameter; T-10 troopback; 35 ft diameter,maneuverable troop-diameterback, 28 ft diameter back; 28ft diameter chest; 28 ftdiameter back type NB-8 28 ftdiameter seat type S-21, 24 ft

diameter troop chest reserve35 ft diameter troop backmodel MC1-1, MC1-1A andMC1-1 B, 35 ft diameter troopback model T1 OA and T1 OB.22 Nov 74 1-3 Organ izational maintenancemanual (including repairparts and special tools list) .Parachute system usedw/Martin-Baker MK-J5Dejection seat (reprintedw/basic incl C1 -2).

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TM NUMBER D TE CH DESCRIPTION TM NUMBER D TE CH DESCRIPTIONTM 10-3530-202-24 17 Jun 64 1 Organizational and fieldmaintenance manual; sewingmachines for the repair ofparachutes and allied equip-ment. (Singer models112W116) FSN

cluding repair parts andspecial tools list) radio set ,AN/PRC-90 (NSN5820-00-782-5308)(reprinted w/basic inclC1-4).3530-892-4636),131W113(3530-222-3433), 7-33(3530-892-4651), 97-10(3530-241-3282), 17W15(3530-892-4646), 55-5(3530-892-4643), 111W155(3530-359-8856) and 111W151(3530-892-4629) .TM 10-8400-201-23 24 Jun 70 1-9 Organizational and direct sup-port maintenance manualgeneral repair procedures forclothing and individual equip-ment (reprinted w/basic inclC1-9).TM 10-8400-202-13 16 Jan 84 Maintenance instructions forNomex flight gear coveralls,types CWU-27/P andCWU-28/P; gloves, type GS-

FRP-2; and winter, typeCWU-45/P, hood, winter ,flyer s (CWU-17 /P jacket),

TM 11-5820-801-30 22 Sep 80 Direct support maintenancemanual for amplifier,parametric,AM-6602/MSC-46(V) (NSN5895-00-100-4315) .

TM 11-5965-279-13 P 15 Feb 81 Operator's, aviation unit, andaviation intermediatemaintenance manual in-cluding repair parts andspecial tools list for headset-microphone kit,MK-896A/AIC (NSN5965-00-930-8084 ).TM 11-5965-285-23 20 Apr 70 Organizational and OSmaintenance manual in-cluding repair parts andspecial tool lists; headset-microphone 19LB-87.TM 10-277 1Nov 80 Chemical, toxicological andmissile handlers clothing.jacket, flyer s summer typeCWU-35/Ptrousers, flyer s,extreme cold weather,CWU-18/P (TO14P3-1-(112).

TM 11-6625-2631-14 30 Oct 73 Operator's, organizational ,direct support and generalsupport maintenance manualfor test set, batte ry .TS-2530/UR (NSNTM 10-8415-206-13 13Apr72 1,3, Operator, organizational and4 direct support maintenance 6625-00-933-6112) andTS-2530A/URmanual (including repairparts and special tools list), (6625-00-238-0223)(reprinted w/basic incl C1).helmet, flying protective(Model SPH-4, regular) (NSN8415-00-144-4981) and(Model SPH-4 , extra large)(8415-00-144-4985).TM 10-8470-202-13 16 Jan 84 Operation and service instruc-tions for ground and aircrewbody armor TO 14P3-1-1 02).TM 10-8475-200-13 16 Jan 84 Use, inspection, fitting andmaintenance instructions forantiexposure assembly, typeCWU-21 /P (TO 14P3-5-81).TM 10-8475-202-13 6 Feb 84 Operation, service and

TM 38-230-1 1Aug 82 Packaging o materiel ; preser-vation Vol 1) OLAM 4145.2.NAVSUP Pub 502, AFP 71-15,MCO P4030, 31C).TM 38-230-2 15Jun77 1 Packaging of materiel;preservation (Vol 11 ) (OSAM4145 .2, Vo111; NAVSUPPub503, Vo111; AFP 7.1-16;MCO P4030 .21C) (reprintedw/basic incl C1).TM 38-250 22 Mar 76 1-4 Packaging and materialshandling; preparation ofhazardous materials formaintenance instructions forquick donning antiexposureflying coverall, typeCWU -16/ P TO 14P3-5-61)(this pub is a reprint of TO14P3-5-61, 31 Mar 66 inclchanges 1 hru 22).

TM 11-5820-640-15 10 May 67 1-5 Operator's organization,direct support, general sup-port and depot maintenancemanual radio sets,AN/URC-10, AN/URC-10Aand ACR RT-10 (reprintedw/basic incl C1-5).

TM 11-5820-640-25P 26 Jan 71 Combined organizational, OS,GS, and depot maintenancerepair parts and special toolslists, radiosetAN/URC-10A,

military air shipment (AFR71-4; NAVSUP Pub 505; MCOP4030 190, OLAM 4145.3)(reprinted w/basic incl C1-4).TM 38-750 31 May 81 1 The Army MaintenanceManagement System(TAMMS).TM 43-0002-1 30 Apr 74 1 Procedures for the destruc-

tion of air delivery equipmentto prevent enemy use (TO13C3-1-10 NAVAIR 13-1-19)(reprinted w/basic incl C1) .TM 55-1500-204-25/1 6Apr 70 1-33 General Aircraft MaintenanceManual (reprinted w/basicincl C1-32).TM 55-1680-308-24 13 Dec 74 1-4 Organizational, direct sup-port, and general supportFSN 5821-134-5441. maintenance manual ejection

TM 11-5820-800-12 30 Nov 73 1-4 Operator's and organizational seats, model MK-J50maintenance manual (in

8 u s RMY VI TION DIGEST


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32/48

3

The VI TIONT CTIC LEXER ISE

u s RMY VI TION IG EST


33/48

~ TIME IS 0930 hours;an Aviation operations briefingofficer clad in combat gearprepares to brief a group offuture Army aviators who willconduct the final day's exerciseAviation Tactical (AVTAC). Allaround the bunker area the stu-dent pilots (SPs), also clad incombat gear, await the an-ticipated operations brief.

The briefer begins his presentation with, Hello, I'm CaptainConners. Along with CaptainWoodlee, I will be briefing you onday 5 of the AVTAC exercise. To-day marks the final day of the5-day AVTAC:' Behind the brieferstands an operations map containing all the graphics that onecould expect to see for an operation of this magnitude. Glancing

FEBRUARY 1985

Captain Vaughn L TateFlight Instructor

Aviation Training BrigadeU S Army Aviation CenterFort Rucker, AL

photo by PFC Tonya Dunn

at the map, the SPs perceive theamount of planning and coordi-nation involved in this exercise.

After orienting the SPs to themap, the operations officer cont inues with his briefing. Thefriendly and enemy situationsare briefed, as well as the intelligence summary. Now comesthe mission statement, conceptof operations, service support,and command and sig nal. Thesoon to be airmission com-mander (AMC) and team leaderslisten intently to the briefer as hedefines and clarif ies teamresponsibi I t es.Finally, the briefing is over andthe operations officer asks, Arethere any questions? Somequestions are asked, but not thatmany. It was a good briefing. The

student AMC and team leadersare selected. They anxiouslybegin performing their tasks asleaders. For the day before,

their classmates had received asimilar briefing on AVTAC day 4from Captai n Pack of theaeroscouts.The AVTAC exercise is designedto provide the Initial Entry RotaryWing (IERW) student with theop-portunity to actually get involvedwith all the mechanics of planning an air assault mission as wellas carrying out its execution.Students who are participatingin this exercise are at differentlevels of training in their Aviationskills and not all of them areIERW SPs. The AH-1 Cobrastudents are rated aviators andare about to graduate from the

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Cobra Aircraft QualificationCourse. The utility students havecompleted their end of phaseevaluation in advanced combatskills and are only days fromcompletion of flight training. Theaeroscout students are not quiteas far along as their counterparts, the utility students, andmust complete their tacticscheckrides and then completethe night/night vision gogglesportion of flight school.The scenario is twofold: . First in a low intensity environment involving aeroscout,attack and utility assets, an airassau It force of battalion size isinserted near the internationalboundary of a friendly developing nation with the mission todestroy enemy blockades and

32

ammunition storage sites, aswell as to secure the area. Second the mission isstructured around a high-riskbattlefield in which friendly Aviation assets (including aeroscout,attack, utility and medium lifthelicopters) conduct cross-FLOTforward line of own troops)operations deep into the opposing force s rear area, thus disrupting the enemy s ability to effectively in itiate the offensive.The AVTAC exercise encompasses 5 days. During the first 3days of training, SPs receive intense instruction and practiceon company, platoon and teamlevel tact ical operations. On day1 aeroscouts perform dry-firejoint air attack team missions.Day 2 consists of a live-fire exer-

cise with aeroscout pilots adjusting artillery fire as well ascoordinating the handover oftargets between the AH-1s andthe Air Force A-10s. Day 3 consists primarily of air cavalry training. On day 4 the aeroscoutsalong with attack hel icoptersestablish aerial blocking positions as well as provide securityfor air assault elements that areinserting the ground forceelements. The exercise culminateson day 5 with a corps level crossFLOT

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