Army Aviation Digest - Jul 1984

8/12/2019 Army Aviation Digest - Jul 1984

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USAARLSCI SUPPORT TER

PO OX 62 577FORT RUCKER AL 36362 577


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*2 Warrant Officer Senior5 Aviation7

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Seminar13 Aviation Personnel Notes: The Aviation Branch

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Is Your New"l i I ' I : .l1 ' l l Branch

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Colonel Andrew J MillerAS :'istant Commandant

Aviation CenterAlabama


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W E REACHED a major milestone in ourdevelopment of the Aviation Branch last monthwith the start of the first Aviation Officer AdvancedCourse at the Aviation Center. The 71 studentsand advisors in Class 84-1 are indeed Aviationpioneers. On graduation they will be sent to unitsArmywide and will be the first standard bearersfrom our branch school system. Their ideas andactions will have an immediate impact on ourbranch 's training concepts and programs.Class 84-1 is a part of a much larger effort thatwe accomplished during the last year. One of ourtop priorities has been to develop all of the Aviation flight training courses needed to build astrong foundation upon which Army Aviation cangrow. You have been able to track this buildingprocess through the update articles in the Avia-tion Digest.In the March 1984 issue, Captain P) CharlesW. Henry provided us with an overview of howwe were building our training foundation in hisarticle, Training The Aviation Warrant and Commissioned Officers. Then in April , Mr. RonaldG. Fry gave us a detailed look at The AviationOfficer Basic Course. The course , sometimescalled Lieutenants ' Training , is the one thatwas started in June. April 's issue also featuredCW3 Robert L. Mitchell 's Warrant Officer Candidate Military Development Course. In May, we read Captain P) Henry's The Officer/Warrant Officer Rotary Wing Course. Thiscourse is the one commonly referred to as

Flight SchooL It provides the initial training inthe combat flying sk il ls and employment doctrine and makes Aviation a part of a successfulgraduate 's life forever.The June issue carried Captain Joseph E.Faubian 's Aviation Officer Advanced Course ,sometimes called Captains ' Training ; and ,CW2 Robert A. Johnson wrote about the Aviation Warrant Officer Advanced Course. Th ismonth the series of articles is completed withMs. Mary E. Brown 's Warrant Officer SeniorCourse, and Major Frank A. Wynne 's AviationPre-Command Course.

Our Aviation training foundation is strong ; wewill be sending forth Army aviators wel l trainedin combined arms team operations of whom theentire Army can be proud.Last month we had another reason to be

JULY 1984

proud ; that was the visit to Ft. Rucker of ArmyAviation 's first astronaut, Colonel Robert L.Stewart. Colonel Stewart presented the ArmyAviation Museum with the Army flag he carriedinto space, a plaque containing the Americanflag patch and flight crew shoulder patch fromthe astronaut suit he wore into space, a largecolor photo of himself in space in his mannedmaneuver unit and a photo of the shuttle uponlanding.

Colonel Stewart 's career has been closelyfollowed by the viation Digest and copies ofthese articles can be obtained by writing to:Editor, U.S. rmy viation Digest P.O. Drawer P,Ft. Rucker, AL 36362.

Of pride and accompl ishments, I extend mycongratulations to Captain Richard C. Rhoden,commander of Flight I, Combat Skills Branch Iat Lowe Division , and all its members. Thebranch recently was awarded the prestigiousDaedalion Army Aviation Flight Training SafetyAward for accumulating 34,361 accident freehours whi le training 514 student aviators in fiscalyear 1983.I urge you to read the viation Digest. Thismonth , as every month , these pages witness thecontinued development of our branch, along withthe exciting events happening across the spectrum of Army Aviation.

Major General Bobby J MaddoxCommander, U. S. Army Aviation CenterFort Rucker, AL

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This article, Warrant Officer Senior Course, and the article beginning on page 5, AviationPre-Command Course complete an eight part series describing how the A viation Center has developedcommjssioned and warrant officer training courses as a result of the formation of the A via tion Branch. The first, Training the A viation Warrant and Commissioned Officers, appeared inthe March 1984 issue and presented an overview of the emerging training plan. In April the AviationDigest covered the Aviation Officer Basic Course and the Warrant Officer Candidate MilitaryDevelopment Course. In May the series continued with The Officer/Warrant Officer Rotary WingAviator Course, commonly referred to as ''/light school. This course provides training in basiccombat flying skills and in A viation employment doctrine. June coverage included the' A viation Officer Advanced Course and the Aviation Warrant Officer Advanced Course. Copies of any ofthe articles in this series can be obtained by writing to, Editor, A viation Digest, P. O. Drawer P Ft.Rucker, AL 36362; or by ~ l l i n g A UTa VON 558-3118.

Warrant fficerSeniorourse

T HE Warrant Officer Senior Course WOSC)is the capstone course for the professional developmentof all warrant officers regardless of military occupational specialty (MOS). A very small percentage 7 to10 percent) are offered the opportunity to at tend thisfinal phase of developmental training for warrantofficers.The course provides selected senior warrant officerswith a broad understanding of the integral organization, functions and operations of the Army as they affect major, joint and combined commands. The scopeof the course develops staff, leadership and manage-

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Ms Mary E BrownDirectorate of Training and octrine

US Army Aviation Center

ment skills necessary for serving in critical specialtyrelated positions which require a broad perspective of

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command and staff functions and relationships.Graduates of the WOSC are assigned to 4-A positions(special advisory position on higher level staffs)throughout major commands in the Army.

BackgroundThe U.S. Army Aviation Center, Ft. Rucker, AL,has been the forerunner in warrant officer professionaldevelopment training since the late 1960s. Prior to theHaines Board Study in 1966 professional developmenttraining for warrant officers did not exist. As a resultof the Haines Study, intermediate and advancedcourses were implemented for warrant officerspecialties Armywide. However, due to the low densities in some MOSs, the Army soon realized thatseparate intermediate and advanced courses for eachMOS could not be justified.Therefore, in 1972 11 warrant officers from variousnonaviation specialties were invited to attend the Aviation Warrant Officer Advanced Course on a trial basis.This trial proved successful and in 1974 the Department of the Army directed the Training and DoctrineCommand, Ft. Monroe, VA to designate the AWOAC.4S the Warrant Officer Senior Course. The Department of the Army further directed that the course berestructured as a branch immaterial course with allwarrant officer specialties provided allocations for attendance. At this same time, all other specialty specificwarrant officer advanced courses were discontinued.The intermediate courses for all warrant officerspecialties were then designated as advanced courses.Therefore, the Warrant Officer Senior Course as it exists today evolved from the original Aviation WarrantOfficer Advanced Course and now serves all warrantofficers regardless of specialty.

SelectionWarrant officers are usually selected to attend theWOSC between the 7th and 15th year of service. Thisapplies to both the Active duty and Reserve Component warrant officers. Additional prerequisites are thatthe warrant officer must be: serving in the grade of CW3 and not on a promotion list for advancement to CW 4; or in the grade of CW2 and on a promotion listfor advancement to CW3.Active duty warrant officers incur an obligated ser-

JULY 984

vice time of 2 years. Selection for attendance at thesenior course is made by a selection board which meetsannually. In addition to the prerequisites mentionedpreviously, a warrant officer s selection to attend thecourse indicates that he or she has certain qualitiesabove and beyond the prerequisites for the course. Theselection system operates to identify the warrant officers best qualified to attend the senior course by virtue of their potential value to the Army and theirability to absorb and profit from the educational experience. Specifically sought as selectees are those individuals demonstrating the greatest capacity for judgment, skill, maturity and independence of action.Selection for attendance at the senior course is adistinctive mark in the warrant officer s career. tprepares warrant officers to make maximum contributions to the Army. While attending the course, the interaction with warrant officers from other specialtiesprovides an opportunity for each student to gain anunderstanding of how his or her specialty correlatesto the immediate and surrounding environment as wellas to the entire Army. The experiences gained throughinteraction with warrant officers of other specialtiesin combination with the educational experiences afforded in the senior course prepares the WOSC student to perform in critical 4-A positions.

Resident VersionIn June 1984, the Warrant Officer Senior Coursebecame a 19-week program of instruction (POI) making it a temporary duty (TDY) course. Previously thecourse length was 21 weeks and 4 days, a PCS (permanent change of station) course. t is taught inresidence at the Army Aviation Center.Also, effective in November 1984, resident coursestarting dates will increase to 10 times per year ratherthan the previous twice per year start dates. A newclass will begin about every 5 weeks. The increase instart dates will allow the Military Personnel Center(MILPERCEN) flexibility in coordinating TDY attendance at the senior course.

Current CurriculumStudents of WOSC Class 84-1 completed the firstiteration of the recently revised senior course PO on4 June 1984. A panel consisting of CW3 CW4 warrant officers from several specialties assisted in the

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development and revision of the curriculum of the newWOSC. This curriculum reflects the training neededby the select group of senior course graduates who willserve in the critical 4-A positions identified byMILPERCEN. The focus of the course moved froma nuts and bolts" approach to training to presentinga broader perspective of higher-level management andstaffing skills; communication skills; military organization, doctrine and tactics; and Army systems. Thefunded college electives program, previously includedin the course, ended with class 84-1.

Major subject areas addressed are: Military History: Provides the student with a procedure for studying military history and applying"lessons learned" in future operations. Staff Skills and Communicative Arts: Improvedskills in oral and written communications.

Leadership and Ethics: Provides a generalknowledge of the principles, philosophies, conceptsand scope of the leadership and ethics needed by thewarrant officer. Management Skills: Gives the knowledge to applymanagement techniques and control systems, operations research and systems analysis. Management of rmy Systems: Covers the Armyfinancial management system, financial responsibilitiesof an Army officer, to include budgeting and resourcing processes within the Army and their relationshipto the Department of Defense program structure,problems faced by an Army officer at depot, installation, activity and other comparable-level organizations.

Logistics S y s t e m ~ Studies supply operations,maintenance management operations and logisticaloperations. Personnel Management Systems: An overview ofthe enlisted, warrant officer, commissioned officer,specialty proponents and civilian personnel management systems. Unit Status Report: Reviews its effect on variousagencies, materiel readiness, and the impact on commanders' decisions and methods of organizing andconducting inspections. rmy Safety Systems: Provides a general overview of the system and its application at unit level.

rmy Training System: Requires WOSC studentto complete the manager's level Battalion TrainingManagement System Workshop.

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US Military Organization Doctrine and Tactics:Covers command and staff organization, fighting thecombined arms battle, current organization and forcestructure, national security and threat. Strategic Balance: Reviews the operating assumptions and interaction patterns of states; generalpoblems of war, technology, ideology, trade, globalenvironment, international organization and law.

Nonresident VersionThe nonresident version was primarily designed tosupport Reserve Components training but is availablefor enrollment y Active duty warrant officers as well.Prerequisites and enrollment procedures for thenonresident version can be found in DA Pamphlet351-20, Army Correspondence Course Catalog.The nonresident version may be completed throughanyone of the following:

Correspondence. Combination of correspondence and u.S. ArmyReserve (USAR Schools version) . USAR Schools version.In each case the instruction provided parallels thatpresented in the resident course to the greatest extentpossible.Senior warrant officers assigned to 4-A positions on

high level staffs will require many skills not normallyassociated with their basic specialties. They will haveto be not only knowledgeable, but also proficient, incommunicative arts and staff procedures. They willhave to interact with military personnel up to and including general officers. They also may be requiredto interact with high level civilian officials. WarrantOfficer Senior Course graduates are prepared to handle such requirements with expertise and efficiency.They epitomize the high standards of professionalismand performance associated with the U.S. Army Warrant Officer Corps.

ABOUT THE AUTHORMs. Mary E Brown is an education specialist assigned to the Of-

ficeriWarrant fficer Professional Development Team CourseDevelopment Division Directorate of Training and Doctrine. She hasbeen intimately involved in the recent review and revision of the War-rant fficer Senior Course. She has worked in the trainingdevelopments area for 7 years. Prior to that she was an instructor ina technical college and later worked in the field of educationaladministration .



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AviationPre Com.m.and

ourse

Major Frank A WynneDepartment of Combined rms Tactics

U.S. rmy Aviation CenterFort Rucker L

T H PRE-COMMAND CoursePCC) for Aviation battalion andbrigade commanders s taught inthree phases as are all pre-command

courses. What s important s whatthe Aviation Center, Ft. Rucker,AL, has accomplished to improveits 2-week resident phase Phase II)since branch implementation. As amember of the combined arms team,it s imperative that Aviation battalion and brigade commandersreceive the most current tactical andsupport doctrines available prior totheir assuming command.

JULY 984

The first step in improving thePCC was to survey current commanders to determine what information would have been helpful tothem before they assumed command. We then asked the samequestion of former battalioncommanders.Second, guidance from the Combined Arms Center, Ft. Leavenworth, KS, was incorporated and acourse outline was developed, ands as follows.

The first day of instruction consists of a welcome by the Aviation

Center command group to emphasize the importance of the PCCand to welcome the attendees to Ft.Rucker. A class on the Army of Excellence force structure s providedto depict how the Aviation units willbe organized in the future. Thestudents are given an update on thecapabilities and limitations of newequipment. Threa t classes presentedinclude air-ground threat to includethe type of equipment found in theRussian, North Korean and Chinesearmies as well as an update on thenuclear, biological and chemicalthreat.

On day two, a review of AirLandBattle s presented to demonstratehow Aviation assets will be used inthe deep attack, close-in battle offense and defense, as well as the rearbattle.Day three includes joint Armyand Air Force operations and howa forward arming and refuelingpoint s used, moved and protected.The aeromedical facility teacheshow medical evacuation will operrate on the battlefield. The class oncombat logistics will inform ourfuture commanders how and whenthe various classes of supplies willreach their units. The doctrinalliterature class s a review of anyand all literature that s beingrevised or created.During day four, commandersare reacquainted with the TrainingManagement System to aid them inthe planning of training for theirbrigade or battalion. Budgetmanagement will give an overviewon how best to manage those criticalfunds provided each unit. Each student w ll choose an elective that bestsuits his/ her needs.Day five s essentially supplyoriented. The student is re-acquainted with Army supply procedures to include how the UnitStatus Report s used.

During day six, Aviationmaintenance s discussed in detail toaid commanders in managing themaintenance program for equipment within their units.

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Day seven is devoted to the Personnel Management System to include how and where Aviation personnel will be trained and the extentof training they receive.Day eight is primarily safetyoriented. The student will be givenan overview of the Army SafetyProgram. There will also be adiscussion on current Aviationmishaps and what commanders cando to reduce accidents. The class onWomen in the Army is designed toteach our commanders the role ofwomen in today s Army, includingthe types of units to which womencan be assigned.Day nine discusses the liabilitylimitations the commander has athis disposal in the event of destruction of Army equipment. The Command Sergeant Major (CSM)Seminar is a forum where thestudents meet with the currentbrigade and battalion CSM todiscuss their roles as the seniorenlisted person in the battalion.During the last day, a battalioncommander is invited to address theclass on the day to day challengesthat face battalion commanders.Ample time is provided at the endof the battalion commanderseminar for a question and answerperiod.A sample training schedule, byhour, of how a typical PCC wouldrun is shown at right.Although this is a 2-week structured course, every effort is madeto personalize the course to best suitthe needs of our future commanders. During inprocessing, thestudents are provided a list of electives which include, but are notlimited to:HeUcopter Gunnery Training. Abriefing on contact, combat skillsand gunnery training given toaviators during their transition into the AH-l Cobra attackhelicopter. The command designeealso receives an information packetwhich includes the student handoutmaterial for the AH-l transitionstudents.

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Lightweight Doppler NavigationSet. A briefing on the operationcharacteristics; the navigationalcapabilities and limitations; and thetypes of Army aircraft in which theNIASN-128 Lightweight DopplerNavigation Set LDNS) may be in

stalled and used. Additionally,students will be briefed on LDNStraining at the Aviation Center andthe expected use of this equipmentby Aviation field units.

viation Board. A briefing onthe history, mission, organizationand current test programs of theBoard. The Board s interface withthe Aviation Center and otherTraining and Doctrine Commandboards, and a typical test cycle aredescribed.

TR DOC System Managers. noffice call with the staff of theTRADOC System Managers for:Utility Helicopters, AttackHelicopters, Scout Helicopters orthe HELLFIRE Missile System.

The material in the course willchange frequently. As the Armychanges and updates doctrine andequipment, the course will bemodified to reflect those changes.Aviation commanders are encouraged to maintain close contactwith the Aviation Center to ensurethey have the latest information ondoctrine and equipment.Because Army Aviation leadersmust be flexible, the Pre-CommandCourse teaches leaders to lookbeyond the current battle. Theymust learn to exploit opportunitiesthat tactical success will create. Ourleaders must think faster than theenemy does so they can avoidenemy strength and quickly attackenemy vulnerabilities.The commanders that we trainmust be able to communicate therole of Army Aviation on the battlefield to the other members of thecombined arms team. Our challengeis great. We have many tasks totrain in a short period of time. TheAviation Center is dedicated to producing the best combined armscommanders possible.

15 minutes15 minutes15 minutes1 hour1 hour2 hours2 hours2 hours

BAY 14th Bn/DCAT "WELCOME"Inprocessing"WELCOME" by CommandA ~ Center BriefinAviation Organization WpdateOCD)Flight Standardization (DES)Air Ground Threat to ArmyAviation CIA)NBC Threat to Army AviationCIA)

--:a:-: IIus--+--:45=---=nWdBs--:-DAY 2

1 hour Review of AlrLand Battle Doc-trine CIA)2 hours Deep Attack2 hours Close-In Battle ense CIA)2 hours Close-In Battle Defense CIA)1 hour Rear Battle CIA)a hours

DAY 31 hour Air Force NOW - JAAT (USAF)1 hour FARP Operations C / A ~2 hours Medical/Maintenance VAC3 hours Combat Logistics (CI I, III, IVV)1 hour Doctrinal Literaturea hours

DAY 41 hour MILESIAGES CIA)3 hours The Army Training SystemC/L)1 hour DOH Briefing1 hour Budget Management C/L)2 hours Elective8 hours

DAY 54 hours Property and Supply Respon-sibilities C/L)3 hours Unit Status Report C/L)1 hour I n s t a l l a t l o n / C o m m u n ~Responsibilities (DI )a hours

DAY 64 hours The Army System ofMaintenance C/L)3 hours Aviation MaintenanceManagement1 hour 1 t Aviation ade Commander8 hours

DAY 72 hours 6th Bn Briefing2 hours Aviation Personnel2 hours ManagementAviation Enlisted Personnel(DOEl)1 hour Reserve Component Issues1 hour USAAVNC Chief of StaffBriefing8 hours

DAY 81 hour Introduction to Safety CenterArmy Safety r ~ r a m (ASC)1 hour System Review (A C)3 hours Current Mishap Review (ASC)2 hours Aviation Safety Officer (ASC)1 hour Women in the Army8 hours

DAY 92 hours Liability Limitations (ASC)2 hours CSM Seminar3 hours Aviation MedicalConsiderations1 hour Elective8 hours

DAY 103 hours Aviation Bn CommanderSeminar (OCAT)1 hour Critique15 minutes Outprocessing4 hours Elective8 hours + 15 nWdBs

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credit. Our 15 specialty counterparts willcommand a 20-man platoon (mostlywarrant officers) and receive commandtime. Who has the most challengingassignment? Additionally, as a 1ST canI compete for company command of anattack helicopter company, a lift company or a general support company?Will the bat talion commander considera 1ST equally for command or will themaintenance identified (T) handicap anofficer from attaining more careerenhancing assignments?In recent DA and FORSCOM ODPchanges to affect assignment of officeragainst ToE authorizations, it wasdirected that major subordinate command and separate battalions retain theright to assign their officers as they seefit to fulfill mission requirements exceptcaptains who are advance coursegraduates without command experiencewho will receive priority in consideration for company commands. Clearlythis guidance does not suggest allowinga unit's only 1ST captain to assumecommand of a lift platoon/company ordoes it?In closing, I think that the decisionmakers in Army Aviation should examine maintenance officers careermanagement and scrutinize who reallywill be doing Aviation maintenance.

CPT Robert P. BirminghamHunter Army Airfield, GA The A viation Digest received thefollowing response from the Directorate

of Training and Doctrine at the Aviation Center to Captain Birmingham'sletter:

The Aviation Maintenance OfficerCourse is not addressed in our series ofarticles because it falls into the categoryof functional vice professionaldevelopment courses. As such, it issimilar to the various advanced aircrafttransition courses or instructor pilotcourses in that only selected individualsattend the courses. The courses prepareattendees to perform certain strictlydefined functions. Professional development courses on the other hand are attended by all officers and prepare at-

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tendees to perform a wide range of comand and staff functions.Your question reference Aviation unitcommand credit was discussed-with theDeputy, Aviation Proponency Office,USAAVNC, Ft. Rucker, AL. Hisresponse was that the 1ST or 15/71specialty codes should in no way limitan individual's chances to command anAviation lift, or attack helicopter unitprovided the officer is otherwisequalified for such command. This willbe clarified as the progression is madefrom Division 86 TOEs to the followon Army of Excellence TOEs. Also,under the proposed Army of ExcellenceTOEs, the Aviation maintenance unitcommander will be an 04. Thus, an officer holdings SC 1ST or SC 15/71 mayhave an opportunity to command atboth the 03 and 04 level.Should anyone have additional questions reference the role of Aviationmaintenance officers in emerging A viation organizations you may addressthem to: Commander, USAAVNC,ATTN: ATZQ-P, Ft. Rucker, AL36362.

Editor:A recent development in fragmentprotection may be of interest to yourreaders.Ballistic protective goggles lenses forthe standard sun, wind and dust goggleshave entered production. These aresimilar to comparable goggles fielded bythe Israelis in 1976. Such goggles havebeen shown, in combat, to have potential for reducing eye casualties by about50 percent for tank commanders andothers exposed to armor debris resultingfrom projectile impact or smallfragments from explosive projectiles.These lenses are available asreplacements only. They were listed (asof 3 April 1984-check your ArmyMaster Data File), as:Lens, Ballistic, Class 4 Neutral Gray,NSN 8465-01-109-3996Lens, Ballistic, Class 3, Clear, NSN8465-01-109-3997As always, NSNs may be changedwithout notice, but the first consign-

ment has been manufactured. Eventually100,000 will be manufactured unless demand supports more. Ballistic gogglesworked for the Israelis. They will workfor you also, but if you wait until youare on movement orders to requisitionthem, it will be too late.

John Brand II, Mikey Carrolland Mark RechesU.S. Army Materiel SystemsAnalysis ActivityAberdee Proving Ground, MDEditor:First of all I would like to introducemyself, Major Jorge Sanjines Pellegrini,Peruvian Air Force, former Ft. Ruckerstudent class 74; presently working asoperations at the Special Force Group,flying helicopter gunships.

I would like to know if there is achance for our group to subscribe toyour rmy A viation Digest regularissues? We are most interested in findinginformation pertaining to attackhelicopters and their weapon systems.Also, if it's possible, send me someinformation about Ft. Rucker schoolfrom which I feel very proud to be aformer student. Thanks to the superbinstruction I received and to the patienceof my instructors, I had recently flownmy 6,600 accident free flying hours;please through these few words, andwith my poor English, I would like tothank and give my appreciation to allthe people responsible for R. W. Course74, and also let them know that in Peruthey would always have a friend.I would like to thank in advance, too,the rmy Aviation Digest for your timeand concern.

Editor:

Jorge Sanjines PellegriniFuerza Aerea Del Peru

Once again the Army has failed tolearn the lessons of history. While I enjoyed the article in the January 1984Digest Pigs and Rice in the OK Corral, by CPT Kevin G. Scherrer, it didnot go far enough.The Army Air Corps began WorldWar II with fighters and bombers armed



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with only two to four rifle-calibermachineguns little changed from WorldWar I (much like the equipment currentlyused to equip UH-1s and UH-60s). Othercombatants were arming their first-lineaircraft with 8 and sometimes 12machineguns or 2 rapid-firing cannonsplus 2 machineguns. It took some harshlessons before deep thinkers came upwith 6 to 8 .50 caliber guns on theirfighters and 1 to 13 .50 caliber guns ontheir bombers-not to mention selfsealing fuel tanks and armor .

Granted, helicopters are not fightersor bombers but the parallel is the same.Warsaw Pact nations arm even theirtroop-carrying helicopters far heavierthan we. CPT Scherrer writes abelievable scenario-chilling, in fact.However, tactics are not the answerand neither is landing and setting up aground defense against heavily armoredHinds with 7.62 mm pop guns All thefar-sighted low-level flight tactics andelectronic marvel warning devices areworthless when adversaries have aircraftthat are faster, at least as maneuverable,and heavier armed and armored.

When are the elephant-level thinkersgoing to wake up and face reality? Whenare we going to rearm our UH-60s andUH-1s with even hand-held heavy caliberweapons? What's wrong with somelightweight state-of-the-art 2 mm chinturret weapons operated by the copilot?

The current hot items tha t have staffers and bean-counters all excited areOH-58 LTE (loss of tail rotor effectiveness), something that's plaguedOH-58s since they were built and the seatthe PIC occupies (come on guys, nowwe're talking about check rides for eachseat What's next?). How many burningslicks littering landing zones will it take tocome up with adequate armament? Faceit: We aren't going to have the time theyhad in World War I I -we have to dosomething NOW.

CW4 James P. FazekasAPONewYork

m sLire I never even 90 close to 760.

Editor:I recently read your article concerning

COL Stewart, the first Army aviator toearn astronaut wings. It is with feelingsof irritation and admittedly a certainamount of envy that I write this letter.

The COL Stewarts' of this world areatypical. They get to do the things thatthe rest of us only get to wish for. I amnot trying to belittle his accomplishmentor to say that he did not earn his position.My point is that there are a lot of worthyArmy aviators out there that will neverget their names in your magazine. Mostof these guys are at places like Ft. Campbell, Ft. Hood or Germany. They're flying around at less than 100 feet, often inthe pitch black of the night and often,though they seldom admit it, they'rescared. This is not glamorous; bu t whenCongress funds Army Aviation it'sbecause of these guys and the way theydo their jobs.

What is worse is the fact that withinthe past 3 months, three Army Aviationpersonnel have given their lives in Central America and nothing has been written about them in your publication. It'stime you recognized the people whocarry the ball in Army Aviation. A good

place to start would be a memorium tothe three aviators who died in Hondurasand Grenada.

Editor:

CPT Edward P. Napier Jr.AOAC 1-84Ft. Knox, KY

Would you please send me a copy ofeach of the following articles in yourmagazine? How to Crash by the Book,September 1977. "Oh-58 Tail Rotor Stall," November1978. Tail Rotor Breakaway, June1980. "OH-58 Power Droop," December

1982. "OH-58 Tail Rotor Control Power,"March 1983.Thank you for your assistance.

MAJ Darryl Fontenot (Ret.)De Ridder, LA

Articles from the Aviation Digest requested in these letters have been mailed. Readers can obtain copies of materialprinted in any issue by writing to: Editor U S rmy viation Digest P.O. Drawer P Ft. Rucker L 36362

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us RMY

Directorate of Evaluation StandardizationR PORT TO THE FIELD VI TIONST NO ROIZ T ION

Branch Training Team andAviation Standardization and Training SeminarTHE ESTABLISHMENT of the Aviation Branchhas had some profound effects for those of us involvedin Army Aviation. Of course, almost everyone isfamiliar with the changes in personnel management for

the Aviation related specialties and military occupational specialties; but, the most dramatic result hasbeen the centralized responsibility for the formulationof tactics and doctrine for the employment of Aviation assets.The U.S. Army Aviation Center at Ft. Rucker, AL,has been working overtime to develop and publish tactical and doctrinal guidance for Army Aviation.However, the Aviation Center realizes that Aviationunits in the field have already developed and are using many techniques that would readily lend themselves to standardization and implementation throughout the Army. To prevent duplication of effort andto speed the developmental process, it is vital tha t thenew branch learns from the experience of field units.

t is also equally important that once the development is completed the final product be rapidly sent tothe units in the field.There are now two operational programs designedto facilitate this information exchange between theAviation Center and units in the field. These programsare the Branch Training Team (BTT) and AviationStandardization and Training Seminar (ASTS). TheIT is organized to discuss doctrine, employment,organization and how to fight. The ASTS will cover

areas such as crew tactics, ai rcraft employment, crewdrills, Aviation Branch or any such subjects as requested by the unit. This article takes a close look ateach program. It provides some information such ashow to schedule and coordinate a visit, team composition and subjects covered.

Branch Training TeamThe Branch Training Team was developed by theDirectorate of Combined Arms Tactics at the Avia-

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tion Center to expedite the standardization of ArmyAviation tactics and doctrine. The BTT is furtherorganized to pave the way for the exchange of information between the Aviation Center and Aviation unitcommanders in the field. The BTT will act as a twoway conduit for doctrine in that it will project emerging doctrine to the field faster, while at the same time,allowing the field to direct the Aviation Center in therefinement of new and existing doctrine.The establishment of Army Aviation as a separatecombat arm in 983 resulted in the centralization ofproponent responsibility for all Aviation matters. Forthe first time, employment doctrine for Aviation assetswould be formulated at a single location. This centralization of responsibility for Aviation matters at theAviation Center will make possible for developmentand implementation of standardized Aviation tacticalmeasures and employment doctrine Armywide.The BTT is a school-wide effort to provide information to branch units or organizational elements onproponent doctrine, employment, organization, Aviation Branch proponency and how to fight techniques.The BTT is designed to be an assistance and datagathering program only. The team will not conductany evaluations nor will any unit elements be inspected. The BTT will focus primarily on units atbrigade level and below.The team will generally visit a unit only on request.Some visits may be scheduled at the school s initiative,but all will be conducted on a noninterference basis.When the unit has determined that a visit is desired,a point of contact (POC) from the unit should bedesignated. The POC will coordinate directly withEvaluation Division, Directorate of Evaluation andStandardization (DES). The unit POC will consolidaterequests from each unit and coordinate the schedule,time, locations, etc., with the DES representative.BTT visits will usually last 1 day and will normallyconsist of four members who are subject matter experts (SMEs) as required to meet the projected needs

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of each proponent unit to be visited. The BTT willhave the capability to teach subjects within the realmof tactics, doctrine and general military skills.The BTT will provide a forum for exchange of doc-trinal, combat developments, and training ideas orconcepts. It can operate either in a classroom environ-ment or a small unit seminar, teaching such subjectsas Air Land Battle doctrine, Aviation tactics andemployment. (The team also will be capable of discuss-ing significant changes that are occurring in commis-sioned officer, warrant officer, and enlisted careermanagement and professional development.) Prior toits visit, the team may furnish topic areas under reviewat the Aviation Center for discussion with unit leadersduring the visit. In special cases, the BTT can essen-tially perform functions normally associated with NewOrganization Training Teams.

Aviation Standardization and Training SeminarThe Aviation Standardization and Training Seminaris an assistance oriented program developed by theDirectorate of Evaluation & Standardization to im-prove training, safety, standardization and readinessthroughout Army Aviation. The ASTS is furtherdesigned to provide a means of information exchangebetween the Aviation Center and Aviation unit com-manders and trainers. The feedback collected fromfield units is used to upgrade training programs at theAviation Center and the Aviation Logistics School atFt. Eustis, VA.Since 1979, DES has been conducting AviationCenter Training Analysis and Assistance Team (AC-TAAT) visits to Active and Reserve Component Avia-tion units worldwide. Its primary mission was "toestablish and maintain a meaningful, productivedialogue between Training and Doctrine Command(TRADOC), Ft. Monroe, VA, schools and field unitsand to collect data pertaining to the effectiveness oftraining at TRADOC institutions.Through the ACTAAT visits, Aviation units had anopportunity to provide input into Aviation trainingprograms established at TRADOC schools. This in-put was used to increase the effectiveness of TRADOCcourses and enhanced TRADOC's ability to betterserve the training needs of units in the field. The AC-T AAT also provided the Aviation Center with a forumfor the mutual exchange of doctrinal, combat develop-ment, and training ideas and concepts. This informa-tion was used to increase the effectiveness of Aviationpublications, policies and procedures.In addition to the ACTAAT, DES initiated assis-tance visits to Reserve Component Army Aviation

JULY 984

units in 1975. These visits were in the form of instruc-tor pilot standardization instructor pilot (IPISIPseminars and were conducted by DES SIPs and Avia-tion Center subject matter experts. The seminars provedbeneficial, enhancing Aviation training and standar-dization in the Reserve Components. The success ofthe Reserve Component seminars prompted the expan-sion of the program to Active Army units. The ASTSis the result of combining the ACT T and theIP SIP seminars.The ASTS is designed to be an extremely flexibleorganization. Subjects covered, training conducted,length of the visit and team membership vary with eachvisit, based on the specific request of the unit visited.The ASTS is intended to be for assistance only Teammembers will not be evaluators but will act as trainersand instructors in their respective area. A report onthe unit will not be written and gradeslips for any train-ing flight will not be issued unless requested by theunit. Thus far the ASTS has visited Ft. Campbell, KY;Ft. Lewis, W A; Alaska; Ft. Riley, KS; Ft. Carson,CO; U.S. Army Europe; Turkey; Korea; and Ft. Ord,CA.An ASTS visit will not be scheduled unless it is firstrequested by the unit. Ideally, the visit would bescheduled about 6 months prior to the unit's AviationResource Management Survey. The request should besubmitted 4 to 6 months ahead of the desired visit date.Once the visit has been scheduled the installationshould designate a point of contact. The POC willcoordinate directly with the Aviation Center. Each unitshould closely analyze its training situation andtransmit specific requests to the POC who will con-solidate these requc:, sts and submit them to the Avia-tion Center. When topics for the ASTS visit have beenidentified the POC should prepare a training scheduleof subjects to be covered, units to be visited and loca-tions. This schedule should be incorporated in eachunit's weekly training schedule to allow for maximumparticipation.Experience has shown that a visit to a battalion sizedunit will last about 2 Y days. This will vary, of course,with the specific needs of each unit.

Membership of an ASTS is seldom the same for twovisits. The membership of each visit is tailored to fitthe specific needs of the unit visited. A typical ASTSteam might consist of the following:Team Chief Conducts seminars and discussions withunit commanders. Is usually 05 or above.Team Coordinator Coordinates training assistancerequirements with the visited units POC forms theteam and assigns subjects , coordinates with variousagencies for SME representation .


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Instructional Systems Evaluators-Collect data pertaining to the quality of instruction at TR DOC schools .Aviation Life Support Equipment (ALSE)Representative-Conducts ALSE and courtesy inspections and classes .Aviation Safety Officer-Conducts safety courtesy inspections and seminars .Maintenance Test Flight Evaluators (MTFE)-ConductMTFE seminars and training flights.Standardization Instructor Pilots-Conduct Aviationrelated classes, conduct aircraft specific discussionsand conduct training flights .

As stated earlier, the composition will be based on theneeds of the units. MTFE, SIP and SME supportwould depend on the assistance requested by the unit.Team membership is not limited to the AviationCenter. Regular team members are the MTFE andALSE personnel from the Aviation Logistics School.Other team members have come from Ft. Lee, VA;New Cumberland Army Depot; Materiel Developmentand Readiness Command; Army Aviation SystemsCommand; and the Army Aeromedical Center.Units should request any assistance needed. Theteam coordinator will tailor the team to match the requested assistance if suitable assets (personnel, funds,etc.) are available.

Possible su ject areas for training.

Performance planningInstrument flight rules andvisual flight rules flightplanningAerodynamics

Courtesy ATM and flightrecords checksCrew tacticsAircraft employmentCrew drills

Instructor pilot fundamentals Commanders seminarsArmy regulations Le., R95-1) Aviation Branch briefingAircrew training manuals(ATMs)Test flight proceduresThreat briefing

Aviation proponentresponsibilitiesNight vision goggles trainingand employment

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

2

Academic training may cover any Aviation relatedsubject requested by the unit. The format for this instruction can be either formal instructional periods,informal question/answer periods, group seminars/discussions or individual instruction. Possible subjectareas might include items listed at bottom of the leftcolumn.This list is not intended to be all inclusive. Units willhave an opportunity to request any assistance requiredthrough precoordination with the ASTS coordinator.Assistance requested will be provided if assets areavailable.Flight training also can be requested y the unit. Itcan consist of tactical maneuver demonstrations,maintenance test pilot equivalency flight or a flightevaluation (only at the request of the unit commander).Experience has shown that actual flight training shouldbe kept to a minimum. This is due to the limited timeavailable for training and to present the maximumamount of training to the maximum number of people.For the most part, a flight in an aircraft can benefitonly one or two people, but a class or seminar canbenefit more than 100 (more than 120 people attendedone class on aerodynamics). Training flights requestedby the unit will be flown, but the emphasis is normallyon academic instruction.The BTT and the ASTS serve an important functionfor the Aviation Center as well as the entire Aviationcommunity. Their purposes are to provide a means ofinformation exchange between our Aviation units inthe field and TRADOC. They carry the latestdevelopments to the field and collect good ideas fromthe field to be used in the development of tactics,doctrine and improved courses of instruction.The BTT and the ASTS are available to anyAviation unit that desires a visit. The BTT willnormally consist of four people and will cover subjectssuch as doctrine, employment, organization and howto fight. The ASTS will consist of the required numberof people to meet the unit s needs. The topics theASTS covers are based on what the unit requests. TheBTT and ASTS are available either separately or incombination. To schedule a visit for your unit or toobtain more information, contact the teamcoordinators by calling AUTOVON 558-4691/6571 orby writing the Directorate of Evaluation andStandardization, ATTN: ATZQ-ES-E, Ft. Rucker, AL36362.The BTT and ASTS will help to bridge thecommunication gap between our Aviation field unitsand TRADOC-use them .'36362; or call us at AUTO VON 558-3504 or commercial205-255-3504. fter duty hours call Ft. Rucker HotLineA UTOVON 558-6487 or 205-255-6487 and leave a message.

u.s. RMY AVIATION DIGEST


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The Aviation Branch TransferIs this your signature?

Next to Egyptian hieroglyphics, Chinese calligraphyand physician s orders, the common signature (scientific name: Illegibus Maximus) is one of the mostbeautiful, elaborate and beloved quirks of man s attempt to communicate and/or leave his mark on timeand space.

In today s society, the signature s required to successfully complete just about any transaction. Consequently, man has had ample opportunity to develophis/her signature into an art form and extend it to newhorizons of uniqueness and illegibility.

A case in point s the recent Aviation Branch implementation letter that each commissioned aviator inthe U.S. Army has received. On the first page of this letter was typed the aviator s name and address. Theaviator was asked to sign the enclosure of the letter andreturn the letter and enclosure to Military Personnel Center(MILPERCEN).

Unfortunately, a few replies were returned with justthe last page complete with a signature-minus asignature block.

t s my job to process these letters and begin theaviator s transition into the new Aviation Branch.HOWEVER, while I have come to enjoy examining thediverse artistry that crosses my desk each day (and thefact that the above mentioned works of art add a certainsavoir laire to my work area), I CANNOT process whatI can t read.Even though my respect for Egyptologists, pharmacists and aviators has trebled, and my decoding expertise has expanded tremendously, a few of theseaforementioned replies are still beyond my capabilities.

f you recognize your signature among the ones listedat right, please contact me (Rene L. Barnes, A V221-8156/8157) because your letter has not been processed into the Aviation Branch.New Enlisted Branch Chief

The Transportation/Aviation Branch, Enlisted Personnel Management Directorate, MILPERCEN,

JULY 1984

~ ~ ~ 2 ~ / ? l ~~3. } i hy.. = LJ ~ s ry _ 6

located in Alexandria, VA, recently changed handswhen LTC Marvin H. Baker replaced LTC Charles N.Bullard on 1 May 1984. LTC Bullard who was theEnlisted Branch chief from February 1982 is en route toattend the U.S. Army War College, Carlisle Barracks,p A. LTC Baker s coming onboard at a time when theEnlisted Aviation Section s aggressively working on theCMF 67 revision/restructure, tentatively scheduled tol;Jecome effective this month. LTC Baker comes to hisnew assignment from Ft. Rucker, AL, where he mostrecently served as commander , Cairns Division, Department of Flight Training which included Cairns ArmyAirfield.

For those of you who would like to contact LTCBaker is telephone number s AUTOVON 221-8324/8325.

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PEARL:SPersonal Equipment nd Rescue survival Lowdovvn

Kelley Coles photo by Reflections Studio

Nomex UpdateThe CWU 27/P Nomex coverall is designed to fit the5th through 95th percentile crewmember. Most of us

fall somewhere between these two parameters, but wehave all seen the occasional King Kong (6 feet 4 inches, 270 pounds, usually found trapped in thecockpit of a scout helicopter) or Tom Thumb 5 feet2 inches, eyes of blue, can't see over the instrumentpanel). One of the greatest challenges faced by thesetypes is finding clothes that fit. Well, the problem alsoexists when trying to find a flight suit that fits

14

properly-and the ramifications are much more seriousthan the agony of not looking like your designer jeansare painted on. A poorly fitting flight suit can be hazardousto your health. When it is too tight, it does not providethe fire protection it was designed to provide; when it istoo loose, it can hinder egress procedures. f he sleevesor legs are too short, fire protection is nonexistent at thewrist and above the boot. So the flight suit must fit properly to optimize its performance.

The coverall is provided in 14 standard tariff sizes:36S, 36R, 38S, 38R,40S, 40R, 40L, 42R,42L, 44R,44L, 46R, 46L and 48R. However, these standardsizes are not as standard as you would think. Themilitary specification (MIL-C-83841A) was amended in1979, shortening the trunk (neck to crotch length) andlengthening the legs 1 Y inch). These revisions were incorporated into the coverall patterns in 1981, beginningwith contract DLA 100-81-C-3059. All subsequent contracts have these modifications, but since there was nonational stock number (NSN) change, the new size flightsuits were mingled with the older contracts. Thus, youwill find that a pre-1981, 42L suit fits differently thanone manufactured after the pattern change. This hasresulted in not 14 standard sizes, but 28 sizes, each sizehaving two versions.

Central issue facilities, take note. f a CWU 27/Pflight coverall seems ill-fitting, try finding the other version of the suit. Subdividing sizes into pre-1981 andpost-1981 contracts will facilitate this. Unfortunately,

coveralls cannot be requisitioned by contract number, soyou'll just have to take what you can get-but check yourexisting stocks for these alternate sizes.

Now back to King Kong and Tom Thumb. What can bedone for them? AR 32-4 describes the procedures forordering special measurement clothing. DD Form 358(male) or DD Form 1111 (female) should be filled out withall the required measurements (preferably taken by a professional tailor) and sent with a requisition form to theDefense Personnel Support Center in Philadelphia. The re-quested uniforms are then custom tailored for the individual and shipped. Although the cost to the Governmentfor this process is three to four times the cost for an off-theshelf flight suit, it is the only method for properly clothingthose individuals who are in the 1st to 5th or 96th to 99th

u.s. RMY VI TION DIGEST


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percentile. (The requisitioner pays only the price listed in theAMDF for the flight suit. There is no extra charge to theunit for this service.)

The U.S. Army Aeromedical Research Laboratory, Ft.Rucker, AL, is currently conducting an anthropometricstudy on the Aviation crewmember population. The resultsof this study can be used to determine if any modificationsto the present standard tariff sizes are required. Better nutrition, health care and the influxof female crewmembers intothe Aviation population have all affected the makeup of the5th through 95th percentile crewmember. Also under consideration is a move to include the 1 t through the 99thpercentile in standard tariff sizes-an action that appearsexpensive on the surface, but may in fact reduce the cost ofthe overall program by lessening the number of costlyspecial measurement clothing requisitions.

So take a close look at your flight suit, and those of yourfellow crewmembers. n improperly fitted flight suit willnot protect you when it counts. Remember: The skin yousave may be your own.

This article was submitted by CW2 Charles Gibson,Directorate of Combat Developments, Ft. Rucker, AL,AUTOVON 558-5272/5071. Point of contact for this office is Mr. Tommy Vaughn, DRCPO-ALSE, AUTO VON693-1218.

CI)cQ)u(5>EEo>-..ccon:::J

FM 1-302/FM 55-408Change 1 to FMI-302, Aviation Life Support

Equipment (ALSE), for Army aircrews is beingdistributed to correct poor quality of photo reproduction. FM 55-408, Maintaining Aviation Life Support

Equipment (ALSE), should reach the field in the fallof 1985. Point of contact for FM 1-302 is CPT Blinkinsop at AUTOVON 558-5956.

AR 95-17What does AR 95-17 have in common with AR95-XXX? We have waited a long time for this Army

Regulation, AR 95-17. It is the official publicationidentifying The U.S. Army Aviation Life SupportEquipment System Program. We strongly recommendthat any 2028 changes be held in abeyance until suchtime as the users get a chance to digest its contents.The new regulation gives the teeth needed for aviable ALSE program.

Delayed Implementation ofPara 2-9b, AR 95-17Department of the Army Message DALO-AVR112030Z May 84, is quoted for the benefit of Aviation unit commanders and Aviation life support equipment (ALSE) users/personnel.SUBJECT: Delayed implementation of Para 2-9b, AR95-17. A Worldwide Aviation Logistics Conference(WALC), April 1984.1. AR 95-17, The Army Aviation Life SupportEquipment System Program, paragraph 2-9b, requires each aircraft crewmember to be equipped witha survival radio. 2. The April 1984 WALC discussedthe shortages of survival radios experienced Armywideand directed a work group (WG) be formed to developa plan of action to improve the serviceable supplyposture of these radios. The WG met 1 to 3 May 1984and have identified courses of action to resolve present and future shortages of survival radios. 3. Toallow the WG recommendations time to be evaluatedand initiated, this message authorizes the followingchanges to AR 95-17: A Implementation ofparagraph 2-9b, AR 95-17, will be delayed until 15November 1984. B. In the interim, the pilot in command will ensure that not less than one fully operational survival radio will be onboard the aircraft during each flight. This does not preclude othercrewmembers from having additional survival radiosonboard the aircraft when assets are available.DRCPO-ALSE action officer is Mr. Jim Dittmer,AUTOVON 693-1218.

If you have a question about personal equipment or rescue survival gear write PEARL DARCOM ATTN: DRCPO-ALSE; 4300Goodfellow Blvd. Sf. Louis MO 63120 or call AUTO VON 693 1218/9 or Commercial 314-263-1218/9.

JULY 984 5


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BRANCH

of

First Lieutenant Charles M. ThomasThreat Branch

Directorate of ombat DevelopmentsU.S. Army Aviation enter

Fort Rucker AL

. Sovietelicopters

UNT L THE EARLY 1960s, the Soviets wereskeptical about the use of helicopters for any purposeother than rear area logistical support. The employment of helicopters by the United States in Vietnamprompted the Soviets to reevaluate the usefulness ofhelicopters on the b a ~ t 1 e f i e l d They took the lessonsof United States helicopter employment in Vietnamand applied them to the development of their own tactics and doctrine. One of these changes included thearming of the Mi-8 Hip. This armament included amix of rockets and antitank guided missiles. Thesemunitions were not part of the original design configurations; therefore, the rocket pods and missilelaunch rails were strapped on, making this cargohelicopter a formidable attack aircraft.Also, the Hind-A began appearing in numbers, using engines similar to those of the Mi-8 Hip, butshorter. But even when the Soviets began producingthe Hind-A in 1972, they still weren t sure of theiremployment needs. To reduce the risk inherent in theproduction of a pure attack helicopter, a cargo baywas incorporated into the basic design. Influentialmembers of the Soviet staff argued at the time that

16

Mi8 HipC with four 16shot57 mm rocket pods.

the aircraft must be designed with a cargo bay forlogistical applications, because they were too poor toafford a sophisticated single-purpose helicopter in suchgreat numbers. The rationale was that the helicopterwould have a dual purpose: attack as well as cargo orutility.

OrganizationA recent change has been noted in the organizationof Soviet motorized rifle and tank divisions. TheSoviets have restructured their divisions to includeorganic helicopter squadrons. The formation of thishelicopter squadron in the division is currently assessedas representing part of a wartime divisional structure;the assessed strength for the squadron is about 8 aircraft and 200 people (see figure, page 17). In motorized rifle and tank divisions, squadron-sized units withsix Hind, six Hip and six Hoplite aircraft have beenincorporated into the force structure. Operational control for the organization has been given to the division commander. This structuring represents aremarkable degree of flexibility which is counter to the

u s ARMY AVIATION DIGEST


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HELICOPTERSQU DRON

ISquadronHeadquarters

IMi-2 HopliteFlight

I IMi-8 Hip Mi-24 HindFlight Flight -; - k -/

ISignalSection AircraftMaintenanceSection

ArmamentsSection1 This is a preliminary assessment. Squadron structure and the totals of 18 aircraft and 200 peopleare estimates only. More detailed information is not available.2. The squadron is present in some divisions. Motorized rifle and tank divisions that do not have thistype squadron may have a helicopter detachment , which probably consists of six Mi2 Hoplites, twoMi8 Hips and about 100 people.3 Most divisions that have organ.ic helicopter elements (squadron or detachment) are deployed in theforward area.

Soviet philosophy for over-centralization. Apparently there is still an administrative and logistics link tothe parent air force.Aviation assets have been centralized under air forcecontrol of frontal aviation since 1942. With thedevelopment of Soviet attack helicopters have comenew doctrinal applications. Contro l of these valuableassets has been decentralized to ground commanders

at army and division level. By relaxing this control,it is anticipated that the Soviets are trying to increasethe availability of this valuable combat multiplier tothe commander on the battlefield.The capabilities of the Hind and Hip aircraft makeindependent assault helicopter regiments (lAHR) avital component of the Soviet Armed Forces newoperational concept-the operational maneuver group(OMG) and the airmobile/air assault brigade (AAB).Both of these formations are to defeat North AtlanticTreaty Organization s (NATO s) active defense on theCentral Front. The IAHRs may be allocated to combined arms army and/or tank army level. These assaultregiments probably consist of 3 to 4 squadrons of Hindand Hip helicopters-a total of perhaps 50 to 60helicopters. Early in an offensive, the OMG and AABwill be launched at a very high speed into the rear areaof NATO's main defensive belt. The purpose of thismission is rapid, deep penetration during the outbreak

JULY 984

of hostilities in order to speed the advance of the mainforces. By using Hind and Hip aircraft, the destructive force of the OMG/AAB can be multiplied.Aircraft

The Hind has been constantly improved from 1972to the present-the most recent development knownas the E model appearing in the 1976 to 1978 timeframe. The Hind possesses the principal designfeatures of modern attack helicopters. Some of thesefeatures include segregated seating for pilot and gunner in tandem configuration and hard points on shortwings for missiles, rocket pods, bombs and auxiliaryfuel tanks. This lethal helicopter is capable of mounting four 32-shot (probably 7 mm) rocket pods, 4 antitank guided missiles and a turreted mounted Gatlinggun-assessed as equivalent to a 4-barrel, .50 caliberGatling gun.

The Hind is powered by two turbo shaft enginesmounted side by side. These engines are postulated togenerate 2,200 hp each and are protected by armoredengine covers. Other protection includes armor on theunderside of the fuselage to protect the underfloor fueltanks and also the storage space for gun ammunition.Protection for the cockpit includes armor plating andbullet-proof type glass which is reportedly resistant to12.7 mm fire.

7


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Soviet aircrew working on HindD otice the size ofthe aircraft in relation to the crewmembers

In terms of weight capabilities, the Hind has a normal operating weight of 24,000 pounds. This includesa main fuel tank load of about 3,330 pounds and astandard armament load of more than 3,200 pounds.The armor protection on the Hind totals more than2,000 pounds. This is in sharp contrast to the maximum operating weight for the AH-IS at 10,000pounds, including its 825 pounds of armament. At amaximum takeoff weight of more than 25,000 pounds,the Hind normally will use a rolling takeoff.Available production figures indicate that the frontline strength (Le., the Hinds stationed in East Germanyand Czechoslovakia and not counting those in thewestern military district of the USSR) amounts toabout 350 Hind D and E models. In all, more than1,000 Hinds are believed to have been built and theyare probably still being produced at a significant rate.The Hip C is designed as an armed troop carrier;it exists in both civilian and military configurations.The military version differs from the commercialhelicopter in having small circular windows rather thanlarge square windows in the passenger section.Armament may include four 16-shot 57 mm rocketpods, four 250 kg bombs or two 500 kg bombs. TheHip-C may mount a lightweight machinegun in the sidedoor, and each window in the transport version isequipped with a support bracket to allow infantrymento fire their assault rifles at ground targets from theair. The Mi-8 Hip-C appeared around 1964. The HipH is now beginning to appear as a modernized troopcarrier with more firepower and survivability.Doctrinal Tactics ChangesThe Soviets have made significant doctrinal changesconcerning their use of helicopters. They continue toevolve new tactics that capitalize on quantitative andqualitative improvements of these combat aircraft. Themost dramatic impact emanates from the Hind. Thishighly capable, multipurpose helicopter has allowedthe Soviets to employ a combat multiplier of betterquality and in greater numbers than their free-worldopponents. Hind s speedy and successful integration

8

into the Soviet combined arms team and exploitationof its capabilities have allowed the Soviets to continuallybroaden the influence of the attack helicopter on thebattlefield. The Hind-E supports Soviet operationalrequirements or Close air support.

Antiarmor operations. Antihelicopter operations. Escort of troop-transport helicopters. Commando missions. Armed rescue.These missions are generally performed in partnership with Mi-8s although the cargo and troop carrying capacity of the Mi-24 does mean that it can accomplish all the operations by itself; but don t expectit to.

The FutureBecause Soviet helicopters have proved successfulas more than logistical rear area support aircraft, itis likely that the Hind will be used as a dedicated attack aircraft. Some noted changes in Soviet pilot training are believed to include air-to-air engagements, aswell as low-level, nap-of-the-earth type tactics andadverse weather/night flying. New Soviet attackhelicopters may have increased capabilities to fill inwhere the Hind falls short. We can anticipate that newaircraft will have redundant hydraulic and electricalsystems, sealed fuel tanks, and equipment with radarand terminal homing missiles.Organizationally, it is feasible that the decentralization concept will continue, reflecting more flexibilityin operational employment. f this occurs, the Sovietattack helicopter will see more integration into thecombined arms team. Air assault assets may receivemore flexibility in command and control and,therefore, can be expected to be employed more readilyon the battlefield. The prospect is that the Soviets willwait to see how NATO, specifically the United States,develops its helicopter doctrine before taking a firmstand on their own tactics. jjJf5i ;..

U S ARMY AVIATION DIGEST


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T WAS A BEAUTIFUL,clear, sunny April day in1972 when CPT BrendanBlackwell, piloting a CH-54,took off from the Sikorsky planthelipad in Stratford, CT. Flyingas copilot was MAJ JohnHenderson, a fully qualified testpilot. Part of CPT Blackwell sresponsibilities with the heavy lifthelicopter (HLH) project wasmonitoring testing.The project group s effortinvolved trying to determine theultimate performance of theCH-54 Sikorsky Crane. As asidelight to all the helicoptertesting managed by the HLHproject, Blackwell andHenderson would also attemptsome payload and altituderecords.

JULY 984

group hadalready setsome records then r p T 1 A l ll C October, mostof which still stand.During this flight they wouldattempt to set records in theCH-54 for ayload to maxaltitude and max altitude incruise or level flight.They set records at 1,000,,000, 10,000 and 15,000

K11 )gT,am payload altitude andthen they went up to a littleunder 12,000 feet for themaximum loads and as much as34,000 feet with the low payloadsand set a series of time climbrecords from 1,000 to 20,000 feetaltitude. The aircraft, which hadbeen stripped down from itsnormal weight of about 24,000pounds to around 18,000 pounds,was operating on the outer edgeof its performance capability.

CPT Blackwell, at 24, was the

LTC Brendan P. BlackwellAssistant to the Directorof Army StaffHeadquarters, Department ofthe ArmyWashington, DC

youngest of the aviators involvedin the tests. A Vietnam veteranwith approximately 1 500 hours offlight experience, he was flyingwith a copilot who had at leastthree times that many hours anda great many more hours ofexperimental flyingAircraft 18488 took off on itsrecord setting attempt in theearly afternoon. The events ofthe next hour and a half wouldmake the flight seem like a yearand a half to Blackwell andHenderson.

As the helicopter leftStratford, a chase aircraft alsotook off from Poughkeepsie, butas the Crane rapidly climbedtowards 36,000 feet the chaseaircraft would be left behind. Itscrew would be unable to see thetest aircraft until an emergencyhad brought it spiraling backdown to 18,000 feet.The Crane, whose auxilIary

9


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power unit (APU) had also beenremoved to reduce weight, wasrun off an aux cart. All electricalsystems were going when thecrew climbed in, including a fanthat theoretically would blow hotair on the windscreen to keep itfrom fogging up or icing over.What the crew hadn't realizedwas that at 36,000 feet therewould be no air for the fan toblow; as the aircraft iced over,so did the windshield.Both pilots wore automatic,barometrically-controlled-openingparachutes. Their route couldpotentially take them over theocean so overwater survival suitsand Mae Wests also had to beworn. In fact by the time theywere strapped in with all theirgear on, they could barely move.As Blackwell took off, heheaded north to find and getupwind of the jet stream. Heestimates they pulled in nearmaximum torque for takeoff andclimb. Under normal conditionstorque limits are around 78percent on a Crane.) At thebeginning of flight the aircraft,which wasn't carrying much fuel,climbed at more than 6,000 feeta minute. The climb record forthe CH-54 is over 10,000 feet aminute.)

The idea was to get to altitudefast because, You soon hit a

2

rock wall up there at about34,000 feet and then it's a matterof sitting there, burning fuel,losing weight and climbing very,very slowly, Blackwell explains.Technically the aircraft wasnot supposed to operate IFR, butit was so high that even on thisclear day the crew could see verylittle. When everything iced over,they could only see out forwardin the space between their feet.Their indicated airspeed wasaround 32 knots and the jetstream was moving at somethinglike 150 knots. The aircraft wastruing out at around 40 to 5knots.As they gained altitude theirvelocity increased and the aircraftwas actually tracking backwardsacross the landscape towards theAtlantic at 100 to 120 knots.CPT Blackwell had known thatthis would happen but he had noexperience in navigating bylooking where he'd been ratherthan where he was going.The aircraft was actuallytracking backwards across thelandscape toward the Atlantic at100 to 120 knots.

New York Center had theaircraft under control and itsrearward flight was confusing to

u s Army 488 stripped Jor theworld record attempt. Note: nohorizontal stabilizer, no steps tothe cockpit, no particleseparators, no cargo hook andcable, no Jour-point suspensionsystem, no APU-aItogetherabout 3 tons lighter than theaverage mission-equipped 54the air traffic controllers there.An aircraft on a heading of 320degrees, tracking backwards overthe ground that was 180 degreesin the other direction could onlybe a problem for radar controllerpersonnel to follow. A helicopterat 35,000 feet, engaged in thispeculiar backward flight, alsocaused some consternation forcivilian flight crews in thisheavily trafficked area.

The oxygen diluter demandsystem in the Crane wasprobably the most uncomfortableaspect of the flight for the Armypilots. CPT Blackwell says thathe would never recommend sucha system for anybody on a highaltitude test flight. Once you gobeyond 24,000 feet, it sort ofblows you up like a balloonwhen you relax the back of yourthroat. You can't create enoughnegative pressure in yourdiaphragm at that altitude toinhale adequately without thesystem. To talk on the radio youhave to speak against thatpressure and it makes it verydifficult to speak and to beunderstood, he explains.Oxygen also leaks around themask and makes the aviator'seyes burn. It's extremelyuncomfortable and a problemthat you certainly don't needwhen you're scared to deathanyway, he adds.

Although the crew hadpreox'd breathing pure oxygenfor a half hour to get rid of thenitrogen in their blood, they werestill suffering all sort of chillsand pains in their joints fromrapid decompression because they



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were gaining altitude so rapidly.As the aircraft reached 36,000feet, there was a pop popsound. I remember very clearlygetting what I guess you couldcall a 'shot of ice water' in myveins, the feeling you get whenthe adrenalin flows," Blackwellrecalls. I think we both just satthere frozen for a second,waiting to see if the aircraft wasgoing to come apart, he says.Both pilots were wearingparachutes and they had areserve bottle of oxygen in casethey had to bailout. They hadtalked about getting out of theaircraft under such circumstanceswhile they were planning theflight. They knew that theprobability of one of themgetting out was pretty good-butprobably not both.The aircraft didn't come apart,there wasn't even the vibrationor unusual shaking they hadexperienced on other flights whenaerodynamic limits were beingbreached. The popping sound thepilots had heard was the shockwave generated as the two N 1sections went supersonic or intocompressability. As this shockwave went through the engines itcaused something like a minisonic boom. The compressionwave that passed through theengines blew their fire outThe second and a half thatpassed before Blackwell andHenderson could be sure theaircraft wasn't breaking upseemed like an eternity to them.Twelve years later, perspirationglistens on Blackwell's foreheadas he listens to the cockpit tapesof himself and M l Henderson.I t still makes my stomach goflip-flop when I listen to all ofthat, even though I've heard itseveral times before, " headmits.Blackwell dropped thecollective and the aircraftwobbled around a bit, but hewas able to hold the wings level,

JULY 984

J think we both just sat therefrozen for a second waiting tosee if the aircraft w s going tocome apart. "putting the nose down slightly.

As he listens to the tape,Blackwell hears his own voicecalling, Mayday. The copilot,Henderson, was on the otherradio to engineers on the groundwho were monitoringtemperatures and Nl readingsand trying to come up with waysto make the aircraft performbetter in flight. An extra rescueaircraft had also beenscrambled-the chase helicopterstill didn't have the disabledCrane in sight.Both aviators were havingtrouble talking because of thediluter demand oxygen system.Blackwell remembers telling NewYork Center they were comingdown. The controller, who didnot at first understand theirsituation, cleared the aircraft todescend to flight level 220 andinstructed Blackwell to hold.Blackwell knew there was no wayhe could hold at 22,000. By nowhe had the Danbury, CT, airportin sight, In that short time Ihad flown 5 traffic patterns inmy mind and I was ready to takeit in there, he says.An airline pilot who wasmonitoring the radio traffic,came in and told the New YorkCenter controller that a CH-54only has two engines, both ofwhich had stopped, and that theCrane was coming down whetherhe wanted it to or not. Thatmessage got through and theexcited controller began reroutingtraffic out from under thehelicopter, giving it clearance todescend.Blackwell describes thatdescent. The aircraft felt solight, like it was floating; it justwouldn't come down. I don'tthink we came down over a

thousand feet a minute, I'd say itwas a good 15 or 2 minutes.He was in a left turn as theaircraft slowly spiraled downover Danbury. The airport hadreceived a radio transmission toclear all traffic out of the way.Twenty minutes is a long timeto think about all the things thatcan go wrong. The pilots still

didn't know what was wrongwith the aircraft. The chaseaircraft finally caught up withthem at about 18,000 feet andwas able to reassure them thatnothing was coming apart andthere was no fire. (At the highaltitude where the emergency hadbegun it wasn't likely a firewould have been sustained but ifthere had been a fire it wouldhave intensified as theydescended to lower altitude.)While Blackwell was trying toget the helicopter down,Henderson was attempting torestart the engines. As he spunthe engines they could tell the Nlsections were turning over. Theywere getting an EGT indicationso they knew there was somekind of fire in the enginesalthough they couldn't get asustained start. I t was probablythe longest emergency I everexperienced in my life,"Blackwell says. In combatwhere you're being shot up, orshot at, and in other testemergency circumstances, thewhole thing seems to go by like aflash, but this thing just went onand on. The apprehensionabout whether the aircraft wouldhold together, uncertainty aboutexactly what was wrong and thephysical discomfort in thecockpit, together with the lengthof time they had to contemplatethe situation they were in, wasterrible, Blackwell remembers.Henderson's efforts and thelower altitude finally provedsuccessful as first one, then theother, engine turned over andstarted. A relieved Blackwell

2


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decided not to land at Danbury,but to return to Stratford wheremore crash rescue equipment wasavailable and already standingby. He was headed southeast asStratford came into sight. Theywere 5 or 6 miles out as heturned to line up on the runway,trying to maintain minimumpower and a steady glide angle tokeep from pressing the aircraft.Just as he started to breatheeasier, the fire lights flashed onBlackwell remembers anothersurge of fear, I just wanted todrop the collective and say, thehell with it. I was aboutexhausted mentally after 2 or 3minutes of not knowing if theship was going to hold togetherand if I'd ever get the son-of-agun down in one piece," he says.The chase aircraft again took aclose look and assured themeverything was okay; there wasno fire. Blackwell rolled theaircraft over, expedited hislanding, and Army 18488touched down, rolled out andstopped. The crew shut her downand climbed out.LTC Blackwell did a lot moreflying after that day in April of1972 including a lot ofexperimental work-and therewere other scarey incidents. Withanother aviator, CW3 Spivey, hewas flying a 15,000 kilogrampayload when one of the bladesstalled and went out of track andthey didn't know why. Nowthat will get your attention,"says Blackwell. He also did a lotof test work on HLH simulatorswhile they were trying todetermine the laws of motionthat would go into the computerwhich would fly the aircraft. Helater flew on the 347experimental aircraft, a wingedChinook with a full fly-by-wireflight control system.Blackwell was asked what hehas learned in all those hours offlying that might be valuable to anew generation of aviators. He

22

replied:Keep studyingWhether you're flyingexperimental or test aircraft orflying training missions, my bestpiece of advice is to keepstudying: Stay current on what

your aircraft does and can do,pay attention, and fly with goodpeople.Plan

Sure I had anxieties after thattest flight but emergencies canhappen no matter what kind offlying is going on. The bestinsurance you can have againstthat kind of thing is to beprepared. I guess I read all thetime about the aircraft I flew.Whether I was on a flightsomewhere or sitting aroundwaiting to go on a flight, I wasusually studying that flightparticularly if it was a test flight.I studied the power settings wewanted to achieve, the airspeedsand the altitudes. I f it wasdynamic stability testing, Iwanted to have it clear in myhead, even though I hadchecksheets for that stuff. Iwanted to know for instance thatI had to pulse the cyclic forwardone inch for one second thenrelease it to see what the aircraftwould do.RehearseI rehearsed emergencies in mymind. I would sit and daydreamand imagine if we were in this setof specific circumstances whatwere the things that could gowrong and cause me problems.Then I would respond bymentally rehearsing what I woulddo. The other aviators did thesame thing. We went over andover in our minds what wewould do if certain thingshappened.Talk

Another thing I recommendthat crewmembers do is talk-notabout the movies they've seenbut about their flights-whatthey're going to do and what

they're going to try to do. Italked over the flight with otheraviators that I flew with, againespecially in experimental work.We were always discussing backand forth, I f we're flying andwe're going to perform thesemaneuvers and these things gowrong, here's how we're going towork it.' We worked these thingsout way in advance, talked aboutthem a lot and sort of rehearsedthem in our minds, although wecouldn't rehearse them in fact.These discussions/rehearsals paidoff because the crews clicked inemergencies without talking. (Inthe emergency described in thisarticle Blackwell and Hendersondid not need to talk to eachother, they knew what they hadto do and each proceeded to dohis job, in spite of the fact thatthey had fewer than 1 hours ofactual flight time together in theCH-54.)Practice emergencies

Another thing we did whilesitting in the aircraft was todryrun the mission. We talked itthrough, what each of us woulddo and what we would do ifanything went wrong.You can do this inexperimental flight or on trainingmissions because you have acontrolled environment. It'sdifferent in combat after all youdon't plan that somebody isgoing to shoot something outthat's going to give you aproblem. But in the kind offlights I'm talking about you cansit and think about the flight anddiscuss it with your copilot. Thisbecomes even more importantwhere there is a wide divergencein flight experience betweencrewmembers. Before this flightMAJ Henderson and I talked alot. He had a lot moreexperience, particularly inexperimental flying, and hewanted to coach me along. I wasgoing to be the driver with himas copilot and he did magnificent



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Henderson

JULY 984 3


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Mr Robert Brocku . Army Missile Command

Redstone Arsenal L

Hydra7nd rmy AttackHelicoptersA TTACH THE Army

HYDRA 70 rocket system to theAH-IS Modernized Cobra or newAH-64A Apache attack helicopterand the yielded product will substantially increase system performance and effectiveness while reducing aircraft attrition. TheAH-IS and the AH-64A RocketManagement and Fire Control Systems ability to precisely aim anddeliver rockets, and the fire andforget system of the HYDRA 70capable of engaging a large varietyof targets effectively, make anunbeatable combination.The improved rocket family wasrecently named HYDRA 70 by theArmy. In Greek mythology HYDRAwas a many-headed serpent. Everytime Hercules chopped off a headof the serpent two grew back in itsplace. The original 2. 75 inch rocket(nicknamed Mighty Mouse ) wasdeveloped in the early 1950s by the

24

Navy as an air-to-air weapon. Sincethe mid-1960s, the 2.75 inch rocketsystem has been used and managedby the Army.Mighty Mouse, used in Vietnam,had a reputation for inaccuracy andlimited effectiveness. To achievemajor system improvements, theHYDRA 70 Rocket Management Office at the U.S. Army Missile Command, Redstone Arsenal, AL, hasdeveloped a new generation of warheads, fuzes, rocket motors andlaunchers to adapt to the needs ofthe Army s AH-1S and AH-64A attack helicopters.The improved HYDRA 70 rocketincludes:

The multipurpose submunition(MPSM) warhead with a cockpit remote range set table M439fuze. The high explosive (HE) 10pound warhead with a cockpit

remote settable multioptionalM433 fuze (HERS) rocket. The fixed stand-off range illumination warhead. The fixed stand-off range screening smoke warhead. The extended range and moreaccurate spin stablized MK66Mod 1 rocket motor. The 7 and 19-tube lightweightrocket launchers which are compatible with and required forthe new warhead/fuze/ motorcombinations.

Initial procurement of the MPSMwarhead and MK66 Mod 1 rocketmotor began in fiscal year 1982. Thefirst production model of the HERSrocket was completed in December1982. Illumination rockets and initialproduction quantities of lightweightlaunchers are already in the field.However, the screening smoke warheads are not scheduled to be releaseduntil April 1985.

U S RMY VI TION DIGEST


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RIGHT: AH1S Cobramu,ltit Urlooe.e sllJbrnUfliti4cms rocketsBELOW: Two multipurposesu munitions practice roundsimlPac:tinlg the target area

JULY 984 5


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984 27


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BrigadeirspaceManagement

from the FLOT or FEBA (forwardedge of the battle area) and are positioned to maximize cover and concealment. The ground commandershould state, in general terms,where the FARP will be located. Asan example, the FARP will be atleast 5 km to the rear of the brigademain command post and aircraftwill not overfly the command postwithout prior permission. This information will be used by the A viation unit to select the location forthe F ARP. The ground commanderenhances the survivability of hiscommand post by not having aircraft fly into or over his location,and the Aviation unit knows whereto place its air routes into and outof its FARP When the main command post displaces, the FARP willbe relocated by using the standardprocedures mentioned. This is justone example of what must be in theairspace management portion of theSOP.Air Defense Artillery units canprovide effective input to the SOP.ADA liaison is available in theADA battalions and from the command section of the ADA batteries.Because of the limited numbers ofADA systems, the ground commanders area of responsibility mightnot be able to have an umbrella ofantiaircraft protection. So, it is im

8

perative for the ground commander todecide what areas he wants protected.His decision is a list of priorities thatmight e incorporated in the SOP. Thelist might simply state that maneuverforces have first priority, commandpost second, brigade trains third, etc.With this routine list of prioritiesfor ADA protection, the supportingunit can plan to apportion its scarceresources to provide maximum protection. As an example, the command post would have a predetermined 2 to 4 km circle drawnaround it for the emplacement ofADA systems. The Aviation unitswould also know that the groundcommander normally employs theADA firing positions in this manner and would plan the air routes toavoid penetrating these circles.Because of the enemy s counterbattery capability, the Artillery unitmust be integrated in the same procedures of the SOP. Circles wouldnot be drawn around the firing batteries nor would the Aviation unitplan its air routes to avoid tubelocations. Gun tubes are normallyeasy to locate when flying at napof-the-earth altitudes. The primeconcern is locating tubes away fromthe command post or FARP Byreceiving assistance from Aviation,ADA and Artillery units, a coordinated SOP can be written, and itwill facilitate the writing of operation orders (OPORDs).Operation OrdersOperation orders provide forcoordinate action to carry out thedecision of the commander. Essential to the OPORD are the airspacemanagement execution procedures.The commander should identify toall organic, attached and supportingunits his method of employingAviation and ADA units. n operations overlay of the battle area thatidentifies the objective(s) and thecontrol measures coupled with theOPORD will graphically show thecommander s method of controlling

his airspace. As the tempo of thebattle increases, there might not besufficient time to write OPORDsand draw overlays to depict thechanges of the situation. Verbalorders will have to take the place ofthe written guidance.Electronic CommunicationsIn a high threat environmentwhere the enemy will jam, interceptor direction find your communications, the use of electronic communications must be minimized.The commander and his staffshould use wire communication asextensively as possible to providechanges to the OPORD. Telephonewire service rarely gives away thelocation of ground units because itis difficult to jam or intercept. Priorto an offensive operation allairspace users must be tied into thesame telephone network. Lastminute changes can be safely passedwithout giving vital information tothe enemy.As the offensive operationbecomes fluid and the telephonewire service is no longer practical,radio communications must beused. All airspace users must be integrated into the command nets toexpedite the exchange of information. Commanders using voice communications with all the airspaceusers must minimize air time andmaximize their control of theairspace.The SOP, OPORD and electroniccommunication means are not going to be effective unless they are ex-ercised with frequent training during peacetim e.Part IV next month will provideairspace management objectivesand point out some tools availablewithin the brigade and battalionthat can be used for training thestaffs and subordinate com-manders. I t also will provide achecklist that can be used to developthe airspace management portion ofthe SOP. .

us RMY VI TION DIGEST


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us rmyCommunications ommandTe ACTIONLINE

Lights Out ight Visionoggles TrainingI N MARCH 1984 the Federal Aviation Administration issued a Grant of Exemption to FAR sections 91.73(a) and (b) for the Army to conduct a part

of its night vision goggles (NVG) training with aircraftposition lights out. Commanders, at their discretionmay authorize NVG training in a lights out mode subject to the following cond

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Army Aviation Digest - Jul 1984

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