Army Aviation Digest - Jul 1986

8/12/2019 Army Aviation Digest - Jul 1986

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JULY 1986 VOLUM NUMBER

1 rmy Flight Simulation, MG Ellis D Parker2 AH-64, A Total System for Battle, Mr Norman B Hirsh

10 rmy Airf ield A-511, andMr. Dolak12 Threat: Kamikaz-Ski, Or Russian Roulette in the Sky,Prof Vladimir P Gorshenin14 Views From Readers16 Against All Odds: Theoretical Aspects of MicroburstFlight, Part III, LCDR F Towers20 PEARL'S21 Aviation Personnel Notes: Enlisted Standby

dvisory Board22 ATC ction Line: Ultralights, Thrill or Threat24 How Much Do You Know bout Your Back-up dcElectrical Source?, Sanford L Williams27 I Caaaan't Hearrrr Youuuu , CW3 Donald A Jr30 DES Report to the Field: Crosswind LandingTechnique, Mr Wilburn A James32 Army 008 Can You Assist Aircraft in Distress?,

MAJ Thomas L _ < = > n r > , l r t C34 LAMSON Part II: The Battle,CPT Jim E Ph Dack Cover: Annual Writing Awards

The Apache displays one of its firepoweroptions - 8 HELLFIRE missiles and 38 70 mmaerial rockets. You can learn more about theAH-64's firepower, f light performance, survivability,maintainability and other impressive featuresin the article that begins on page 2.

Honorable John O Marsh Jr.....:A,,..rJI:I.t t u of the Army

Major General Ellis D ParkerCommanderU S rmy Aviation CenterBrigadier General Rudolph Ostovich IIAssistant CommandantU.S. rmy Aviation Center

Richard KEditor


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Major General Ellis D ParkerChief Army Aviation Branch

Army Flight Simulation

AS ARMY AIRCRAFT increase in sophistication,training Army aviators to fight and win on the battlefield of tomorrow becomes an increasingly complexand expensive task. While it was once possible totrain aviators to proficiency solely using the aircraft,the cost to fly and maintain today s aircraft, combined with the hazardous nature of Army flight profiles, have forced us to find other means of training.Flight simulation is the answer.

In early 1962, the Army purchased its first computerized simulator in the form of the GAT 2 (generalaviation trainer). This trainer simulated flight, engineand other aircraft systems; it allowed individual andcrew training in emergency and radio navigation procedures as well as basic flight tasks. The GAT 2 wasthe Army s first modern flight simulator. Its successled to a realization of the cost and training benefitsavailable from high fidelity flight simulation. To takeadvantage of these benefits, the synthetic flight training system (SFTS) was conceived.It was 1 years between the purchase of the GAT 2and the fielding of the first component of the SFTS the UH-IH Huey simulator. This device providesindividual and crew training in emergency and instrument flight procedures and represents a vast improvement over the GAT 2. It brings the benefits ofsimulation to aviators in the field.

Additional components in the SFTS have continued the precedent set by the UH-IH simulator,

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providing unit commanders a substantially expandedarray of training opportunities. The CH-47 Chinookflight simulator, UH-60 Black Hawk flight simulatorand the AH-IS Cobra flight and weapons simulatorhave improved upon the UH-IH by including out-thewindow visual scenes to allow day/ night trainingof all mission tasks. These simulators also providethreat targets capable of activating the aircraft electronic countermeasure equipment.

The newest addition to the synthetic flight trainingsystem, the AH-64 combat mission simulator, goesone step beyond the capabilities of other SFTS components by providing a fully interactive threat. Thisthreat can engage the pilot using actual threat weapons and electronic countermeasures capabilities.

The success of the SFTS in training individual aviators and crews has led to an expansion of the scope ofsimulation training. Devices are now being developedto allow training of team, company and battalion-sizeunits. The evolution of Army Aviation tactics anddoctrine also is causing changes in both training strategies and simulation technology.

The feasibility of networking simulators in different geographic locations, using high-speed telecommunications is being studied. Advanced visualsystems are being developed to allow air-to-air combat training as well as representation of specificgeographic areas.

Simulation is the way of the future. As technological changes and Army Aviation tactics and doctrinedevelop, flight simulation will continue to enhancethe training and development of an effective fightingforce. Army Aviation is and will cont inue to be prepared to meet the threat of tomorrow.

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The Army s AH-64 Apache is the most sur-vivable and advanced attack helicopter in theworld. Its ability to perform antiarmor operations in day, night and adverse weather conditions renders the pache unequivocablyunique. Whether employed independently or asan integral part of the air-land battle team, theAH-64 Apache s credentials make its presenceessential i we re going to fight and win ontoday s modern air-land battlefield. This seriescontinues in the September issue.

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Mr Norman B HirshExecutive Vice President Program Management

McDonnell Douglas Helicopter Company

E AH 64 APACHE at-is in production

at Ft.VA; and

at Ft. Hood, TX,

of organiand equipment issue, unit

and fielding of all AH-64The fielding of the most capable

universal interestis the

of a series of articles to followare designed to satisfy that inis an introduction andof the AH-64 Apache.

onand sub

The primary mission of the AH-of enemy armor in day,

and adverse weather. Thismobility, firepower

and ability to detect, recognize andengage multiple targets providesthe responsiveness and flexibilityrequired by today s battlefieldcommanders.In addition to combating armor,other missions include: coveringforce, flank security, economy offorce, airmobile escort and areasuppression.

An added advantage for thecombined arms team is theApache s ability to penetrateenemy defenses along a controlledcorridor and the means to neutralize strategic locations.The AH-64 exploits the tacticaladvantages of terrain masking andnap-of- the-ear th NOE) flight particularly at night and duringweather conditions that groundmost helicopters. Its ability to designate targets and to use weaponsthat provide maximum standoffranges make the Apache a superiortactical weapons system.

AH-64s can engage autonomously or work as a team member.As many as 1 target locations canbe passed to the AH-64 and en-

tered into its fire control computer.The computer can then pre-position weapon systems and displaysteering information, thus providing rapid target engagement. TheAH-64 provides effective suppression of primary threat air defensesand enhances survivability of thecombined arms team.A twin-engine, four-bladed helicopter, the Apache is operated by atandem-seated crew of two. It delivers unprecedented firepowerquickly and accurately. The pilot isin the rear crewstation while thecopilot/gunner CPG) can concentrate on detecting, engaging anddestroying enemy targets from theforward position. The array ofweaponry includes: HELLFIREmissiles, aerial rockets and the McDonnell Douglas 30 mm chain gunarea weapon system.A pilot night vision sensorPNVS) and a target acquisitionand designation sight TADS) enable the Apache crew to navigateand conduct precision attacks during day and night and under lowvisibility conditions.

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FLIGHT ENVELOPESea Level, 14,660 LB 6 ,650 Kg)

MAX LEVEL FLIGHT SPEED V H)Primary Mission Configuration4.0 r -- - - - , - - - "T- - - -----,--- - - . . , - - - - , - - - , - - - - - , 168 r- - ---- --- - - , ---. . -- . . --- ,(3 10)

3.0 f - - - - - - - - ~ _ _ t - - ~ ~ _ + _ - + _ ~ _ _ _ i 160 I--- ok-', ,,;t--- +(296 )2.0 f - - - - - # - - + _ " ' - +-- -- - ---j--+-------l

152 f(2 81 )1.0 f - - - - - : 1 I _ + _ - + _ - - - - - , i _ ____i144 - - ~ . . r - . . .(266 )

.1.0 ' - - - - ' _ - - . . J . . - - - _ - - - - _ - - L - _ - - - ~ ~ 136 L _ ..L.-_ _ _ _ : : _ -.J(252 ) 12 13 1440 80 120 160 200 24074) (148) (222) (296) 370) 444) (5443 ) (5897 ) 6350 ).8() 40(148) (74)TRUE AIRSPEED - KTAS (KM/H)

VERTICAL RATE OF CLIMB (100 IRP)2 ~ ~ r > - - . ~ - - - - - - - - ' - . - - .(609.6)1600

(487.7). 1200(365 .8)u 800(243 .8)> 400(121 .9)

13 14 15 16 17 18 19(5897) (6350) (6804) (7258) (7711 ) (816 5) (86 18)GROSS WE IGHT , 1000 LBS K GS)

light PerformanceThe U S. Army's primary mission for the AH-64 requires per

formance with a minimum verticalrate of climb of 450 feet per minuteand a cruise speed of 145 knotswhile carrying 8 HELLFIRE missiles, 320 rounds of 30 mm ammunition and fuel for a 1.83-hourmission at the standard Army hotday of 4,000 feet, 95 degrees Fahrenheit. The AH-64 has demonstrated flight performance thatmeets or exceeds these demandingArmy requirements. The Apache'sdemonstrated flight performancealso significantly exceeds the capabilities of other Army attack helicopters.

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Some of the impressive AH-64features are: Superior NOE capability. Low vibration. Maximum level flight speed of164 knots. Sideward and rearward flightspeeds of 45 knots. Sustained rates of climb in excess of 3,000 feet per minute. Maximum gross weights up to21,000 pounds. High maneuverability fromplus 3.5G to minus 0.5G.

The Apache is one of thesmoothest flying helicopters everbuilt. Low vibration levels are theresult of outstanding engineering

GROSS W EIGHT x 1000 LBS (KGS )

development efforts and are attributable to the fully articulated fourbladed main rotor, the static mastthe scissor tail rotor and to a rugged airframe with tuned stiffnessPilots may operate this attack helicopter throughout the flight envelope over extended time withouthemselves acquiring vibration-induced fatigue, thus maximizing thfull potential of the aircraft.

Enhanced NOE flight is provided by an exceptionally responsive rotor system with substantiacontrol power margins. The AH-64has a high degree of controllabilityremarkable low-speed stability andexcellent overall performance.

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STABILIZED SIGHT FDR D Y AND NIGHTTARGET ACOUISITION AZIMUTH 120 ELEVATION 30TO _60 SLEW RATE 60 0 /SEC D Y SlOE

- OIRECT VIEW OPTICS- O Y TV- lASER RANGEFINDER /DESIGNATOR- LASER SPOT TRACKER- AUTOMATIC TARGET TRACKING

NIGHT SlOE- FLiR

... PILOT NIGHT VISION SENSOR ... PILOTS CONSOLE ... COPILOT S CONSOLE STABILIZEO FORWARD LOOKINGINFRARED FLlR)

AZIMUTH 90 ElEVATION 20TO _45

SLEW RATE 120 0 /SEC

FIElO OF VIEW

- 50OIAGONAL

- 1POWER

- FAR INFRARED RANGE 814 MICRONS

Sensors and Avionics SystemsThe Apache incorporates an

y the TADS enable theto accurately search, detect,and engage targets atstandoff ranges. The

High-power direct-view optics, A forward looking infraredFLIR) sensor for night operations, A high-resolution televisionsystem for day operations, A laser target designator /rangefinder, and A laser spot tracker.of these are packaged withincompact stabilized turret.the onboard fire control

computer the TADS provides firecontrol data to all weapons systems.The TADS is operated y theCPG but its video may be used byeither crewmember. The TADSwide-field-of-view FLIR also provides backup capability for thePNVS.Through the Integrated Helmetand Display Sight System thePNVS provides the pilot with realtime thermal imagery of the terrain, permitting combat operationsin total darkness. Flight andweapon symbols are superimposedon the imagery provided to thecrew on the helmet-mounted display. While the pilot is the primary

operator of the PNVS, it also canbe used by the copilot/gunner.TADS and PNVS are two separatesystems individually controlled bythe CPG and pilot.An advanced lightweight avionics equipment package providessecure UHF-AM VHF-AM and

FM radio communications. TheLightweight Doppler NavigationSystem with Heading AttitudeReference System, permits accuratenap-of-the-earth navigation andprovides for storing waypoints ortarget locations. The avionics suiteincludes an automatic directionfinder and a lightweight identification friend or foe transponder witha secure encoding feature.

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irepowerThe Apache is a totally integrated weapon system. Firepower

options include up to 16 HELLFIRE missiles, 76 7 mm aerialrockets and 1,200 rounds of 3 mmammunition. Of these, the HELLFIRE laser-guided missile subsystem is the primary armamentcapable of defeating armored vehicles. Use of HELLFIRE minimizesAH-64 engagement time and permits missile launching from concealed positions.

HELLFIRE is employed usingdirect or indirect firing modes withsingle-fire, rapid-fire and/ or ripple-fire missile engagement. Normally, direct- and rapid-fire modesare fired autonomously by usingthe onboard laser to designate thetarget. Ripple- and indirect-firemodes are used in cooperative attacks with designation made byother attack helicopters laserequipped scout aircraft, remotely

EGR TEFIRE CONTROL

piloted vehicles, or remote grounddesignators. The indirect modeallows the Apache to destroy threatarmor while remaining masked atsignificant standoff ranges.The 30 mm chain gun automaticcannon is the primary area weaponsubsystem. t provides suppressivefirepower and the capability to destroy lightly armored vehicles. Thisweapon system is normally operated by the CPO using the TADS.But, it may be directed by eithercrewmember using the helmetmounted sight. The cannon usesa high explosive dual-purposeround, that has exceptional terminal effects. In addition, it is UnitedStates/ North Atlantic Treaty Organization ammunition compatible.

Another firepower option consists of 7 mm folding fin aerialrockets FFARs). New developments for the 70 mm FFAR - such

as the Mark 66 motor, the multipurpose sub munition warheadand articulating pylons - have significantly enhanced the effectiveness of this system. The aeriarockets may be fired by either crewmember with aiming and steeringcommands shown on the helmedisplay. Aerial rockets can be employed in conjunction with theTADS for increased accuracy. Thecrew can select fuse ranges, heightsof detonation, mode singles, pairsor quads), launch rate, quantitylaunched and zones for launch.All weapons systems are directedthrough a fire control computerthat significantly raises target hiprobability. By pre-pointing weapons and computing precise ballistictrajectories, the fire control computer reduces time to acquire targets. It provides the best weaponssystem performance ever achievedin an attack helicopter.

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ombatSurvivable

Battlefield survivability will be achallenge to all aircraft in the highthreat environment. The AH -64 isthe most survivable helicopter everbuilt. This was achieved throughthe use of advanced technology,high strength materials, optimizedweapons lethality maximumstandoff ranges, and doctrine andtactics designed for the modernbattlefield.The AH-64 has very low detectability because of its reduced aural,visual, radar and infrared (lR) signature, low-flicker main and tailrotors, low-glint canopy, composite materials, compact design andIR suppression characteristics.Aircraft survivability equipment(ASE) consists of a passive radarwarning receiver, an IR jammer, achaff dispenser and a radar jammer. The ASE enables the Apacheto stand and fight while renderingthreat systems ineffective.Apache is ballistically tolerant asa result of its twin engines, re

C i ~ = = . , I ~ -.t

: . . . . c::::: Cl:Dc::::t 1:::::1

REW COMPARTMENT ARMORLAST FRAGMENT SHIELD

~ TRANSPARENT BLASTSHIELD

RADAR JAMMER

dundant flight controls, armorprotection, ballistically tolerantcomponents, self-sealing fuel cellsand a blast shield that separates thecrew compartments. Also, the

ROLL BAR EFFECT/ / PROTECTS CREW

STATIC MASTRETAilS ROTOR

LOW AURAL SIGIATURE/.

Apache is invulnerable to singlesmall arms hits and is nearly invulnerable to 23 mm projectiles. Forthe majority of conditions, thecapability exists to not only safelyreturn to base, but to completethe entire mission before doing so.

rashworthiness

LOADABSORBTlOISTRUCTURE

~ - ._-----

In the event of an accident,crashworthiness designed into theApache protects both the crew andthe aircraft. The crew can survive a42-foot-per-second vertical crashimpact. Rugged construction andinnovative design contribute to thelow attrition rate to assure thatboth crew and helicopter can reenter combat.

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COLLAPSIBLETURRET MOUlTAVOIDS CREW LOAO ABSORBIIG

COLLAPSIBLELAIOlIG GEAR

Tested and proven design features include high strength, armored and energy-absorbing crewseats; a redundantly supportedstatic mast and main transmission;a crashworthy fuel system; and atrailing-arm energy-absorbingmain landing gear.

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OI BO RDPIEUMATIC HYDR ULIC

E SY ACCESSAVIOIICS B YS

Reliable vailable MaintainableThe Apache is the most reliableand maintainable attack helicopterever developed. Reliability hasbeen a major objective in the design of the AH-64. As a result ofthat effort the Apache has agreater than 95 percent probabilityof successfully completing assigned missions. High component

reliability is reflected in the lowmaintenance requirements of thesystem. Despite the increased capability and number of systems onboard, maintenance requirementshave been reduced to less than halfthose needed for earlier attack helicopters.Maintainability in the combatenvironment also was considered

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during the design. The fixed-rotormast design permits main transmission or drive shaft removalwithout affecting the main rotorinstallation. Built-in maintenanceplatforms, quick removal fairingsand large removable panels provideaccess to components.Ma:intenance requirements arefurther reduced by using greaselubricated intermediate and tailrotor gearboxes, and elastomerics .in the rotor head. Low mean-timeto-repair is supported by using thebuilt-in fault detection locatingsystem, which rapidly identifiesand isolates problems to a line replaceable unit for replacement orrepair.

The on-condition maintenanceconcept is used extensivelythroughout the AH -64. Parts arereplaced only when condition orwear requires it. This provides fulllife use of components and eliminates unnecessary maintenance.The end result is greater aircraftavailability at lower cost.The Apache has a high degree ofself-supportability. This is provided by rapid access to systems,

functional equipment groupingand an onboard auxiliary powerunit APU) power source. The onboard APU provides power forengine starts and maintenancechecks, thereby reducing groundsupport equipment requirements.

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A i r - l t a n S p o r t a b l e ~ i i . ; t f ' i t m . \ l H H . f c iThe AH -64 is capable of rapidstrategic deployment worldwide; itis air-transportable in C-130C-141 C- 7 and C-5 aircraft . OneApache can be carried in a C-130two in a C-141 three in a C-17 andsix in a C-5. Air transport preparation time varies with the lift aircraft involved. Six Apaches may beprepared for C-5 transport in 3hours. Upon arrival at the destination preparation for flight isa simple reversal of the loadingprocess.

Self DeployableAuxiliary fuel tanks provide selfdeployment for the Apache with a1 000 plus nautical mile ferry range

and a 20-minute fuel reserve.Within a theater of operations theApache is easily deployable on internal fuel. Rapid deploymentwhether by Air Force transportor self-deployment, makes theApache an important element ofUnited States strategic forcesworldwide.A fielding progresses the fullimpact of Apache as a combatmultiplier will be realized. Its performance capabilities and abilityto carry various combinations ofordnance will provide ground commanders 24-hour tactical flexibility responsiveness and effectivefirepower where they choose to useit.

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Previous AH6 Apache Articles Bell AAH YAH 63, Bell Helicopter Textron, May 1976. AH-64 Apache Aviator Training, CPT Richard A.Scales, December 1983. Hughes AAH VAH64, Hughes Aircraft Company, May 1976. The AH-64 and OT II , CPT Robert L Johnson Jr., January 1985. On the Attack He licopter, BG Edward M. Browne , January 1979. AH64 Update, CPT David W. Starr, Ma rch 1985. Keep the Apache Fly ing and Fghting, MAJ Troy J. Roop , March 1982. AH64 Apache , MG Charles F. Drenz, December 1985.

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AH64 Apache Combat Mission Simu lator-Kill or be Klled :Part I: The Battleground , CW4 William Yarlett, March 1985.Part II: The Apache, CW4 William Varlett, April 1985.Part III: The Tactical Algorithm, CW4 William Yarlett, May 1985.Part IV : Instructional Features , CW4 William Varlett, August 1985.Part V: The Future, CW4 William Yarlett and Mr. Richard Oswald, September 1985.

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Along with the many changes brought about by Army Aviation becoming a member of themaneuver arms team, has come the need for Army air support facilities to alsomodernize their structures and to update their overall operational techniques. This articletakes a look at what Desidero Army Airfield A-511), Camp Humphreys, Korea, did toimprove its facility and services to keep up with the changing times of Army Aviation.

Colonel Charles WoodhurstCommanderMr. George DolakATC Specialist

U.S. Army Air Traffic Control Activi tyFort Huachuca, AZ

N THE PAST 5 years, Army Aviation hasbecome a key member of the c o ~ b t arms and,importantly, of the maneuver arms with Infantryand Armor. Its accomplishments have been numerous and its development and growth are attl:le frontier of technology and tactical doctrine.Recognizing the new dimensions offered in support of combat operations, the Army is anxiousto fully use the resources and capabilities ofArmy Aviation. The Eighth U.S. Army EUSA) inKorea is among the leaders who are using ArmyAviation to enhance combat operations. As aspecific example, EUSA can proudly say it hasone of the most modern and up-to-date Armyairfields in existence.

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The airfield upgrade project began as part ofthe EUSA fiscal year 1982 Military Construction,Army. In May 1981, EUSA informed the U.S.Army Air Traffic Control Activity USAATCA) thata multimillion dollar upgrade of Desidero ArmyAirfield A-511) at Camp Humphreys, Korea, wasplanned. This upgrade would accomplish extensive improvements to the airfield, to include airtraffic control facilities and navigational aids.The requirement and engineering surveyswere accomplished in May 1981 . The requirement survey was conducted by USAATCA andwas used as a basis for the engineering ofthe various radios, communication consoles,recorders, telephones and navigational aidsneeded to support the mission of a fully operational, instrument flight rules airfield.The first stage of the air traffic control ATC)portion of the project started by tasking the U.S.Army Information System Management AgencyUSAISMA) with the project management responsibility USAISMA is the responsibleagency for equipment acquisition, engineeringsupport tasking and quality assurance. The en-

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ELgineering, installation and quality assurance forcommunications-electronics CE) was tasked toU.S. Army Information Systems EngineeringSupport Activity. The responsibility for installation of all CE equipment was given to the U.S.Army CE Installation Battalion. The quality assurance was provided by the Test EvaluationDivision. The Communications Engineering Directorate ensured that all the preliminary engineering effort supported the requirements.Many difficult ies had to be resolved before thecompletion of the A-511 project upgrade. Duringthe engineering survey, it was discovered thatthe communications feeder cable from theCamp Humphreys Dial Central Office did notcontain sufficient cable pairs to support theoperational requirements at the airfield. Theserequirements included a new ATC tower, baseoperations building, fixed base radar with radome, new key telephone system, nondirectional beacon and new weather facilities(engineered and installed by the U.S. ir Force).As a result of this support requirement, thefeeder cable was replaced and a new cable distribution system was developed. This action notonly provided the support necessary, but it alsomade provisions for expansion capability infuture years.

Construction of the new operations and ATCtower building began in spring, 1982. The 802dEngineer Battalion was tasked with the gradingof the airfield and a Korean contractor accomplished the construction of all major facilities.The construction phase was plagued with design deficiencies and natural disasters. Duringthe joint Army-Air Force inspection in July 1984numerous deficiencies were noted which delayed the installation of the new equipment. In

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511September 1984, it was discovered that the floorof the base operations building had settled asmuch as 5 inches. Core samples indicated thatthe soil had not been compacted to standard.The interior of the building had to be removedand the floor excavated to a depth of 5 feet. Before the soil could be compacted, a water linebroke due to cold weather and the building wasflooded. The entire project was delayed for morethan 18 months. Finally in May 1985 the build ingwas accepted by the facilities engineers and adecision was made to start the installationphase.The Bill of Materials had been pre-positionedat A-511. The installation of equipment startedon 6 May 1985. Three teams were involved inwhat developed into a round-the-clock operation. All efforts were made to preclude furtherdelays. Numerous problems were encounteredwith the installation of the radar equipmentsince the radar indicators were to be remotedfrom the receiver-transmitter radar group. But byNovember 1985 all the systems were operationaland ready to be certified by the Federal AviationAdministration.An instrument landing system is scheduledfor installation at Desidero Army Airfie ld; it willgive an added all-weather capability to the airfield. A-511 plays an important part in the defense of the country and all the improvementsmade have increased the capacity of the EighthArmy to meet the challenge and provide ArmyAviation wi th needed support.Desidero Army Airfield is the second busiestArmy airfield outside the continental UnitedStates. A-511 plays an active role in maintainingstability and peace In Korea - the Land of theMorning Calm:' ,


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Professor Vladimir P GorsheninRussian and Area Studies

U S Army Russian InstituteAPO New York

Kamikaz Skir ussian oulette in the Sky

lthough not specifically discussing attitudes of Soviethelicopter pilots in air-to-air situations, the author,

a professor ofRussian and Area Studies at the U.S. rmyRussian Institute, explores some recent occurrences that reveal

how Soviet pilots are taught to react in aerial encounters.The article is food for thought,and perhaps discussion and forfurther articles, which will uncover added worthwhile

information about how Soviet helicopter pilots might react invarious air-to-air encounters.

S OM TIM AGO now, world indignationwas aroused at the shooting down of an unarmedKorean airliner by a Soviet fighter plane. In the unexcited manner one would normally associate with aneveryday occurrence, the Soviet pilot cold-bloodedlykilled 269 passengers, mindless of the presenceamong them of women nd children. A storm of protest blew up around the world. A statement was demanded of the Union of Soviet Socialist Republics bypeople who saw in the Soviet action something apparently totally inexplicable. Finally, a detailed answer

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was given by Andrei Gromyko, a Politburo memberand, then, Foreign Minister of th t nation. For all tohear, he admitted, We shot the plane down ndwould do so again. He also remarked, with someirritation, th t the aircraft's destruction was no reason for the wave of anti-Soviet hysteria which hadswept around the world. With these comments hesought to close the incident.

Some months later, n article entitled The State'sVital Task appeared in the Soviet journal AviationSpace. Written by a General Golubev, representing



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the Soviet General Staff, the article made several documentary assaults on the forces of the United Statesand its North Atlantic Treaty Organization allies.Discussing the Korean airliner tragedy, the bold general repeated the official Russian line, but also described some of the responsibilities of a pilot facedwith such an interception. He explained that on approaching an aircraft breaching Soviet airspace, apilot was required to make a positive identification ofthe intruder using all his onboard resources, and allthe available information from ground-based controllers. f given the opportunity, the pilot should alsoattempt a visual examination of the stranger to establish the intruder's nature and origins. Thereafter, thepilot must act as he deems appropriate, decisively andunflinchingly, exhibiting courage, resourcefulness andtactical flair.Reading the last phrase, you may ask yourself; howmuch of these qualities does it really take to shootdown an unarmed airliner? Does the launch of aguided missile against such a target really requirecourage and decisiveness, endurance and daring, theguts to make the supreme sacrifice if necessary toachieve the kill? From the Russian article it appearsso It's no accident that Golubev refers to a CaptainEliseev who, "Some years ago, pursuing an unidentified aircraft, engaged his afterburner and closingwith the intruder rammed and destroyed it."This reference matches a recurring theme of selfdestructive heroism in some Soviet papers and periodicals. In December 1983, a lengthy article entitled"At the Limits of Interception" appeared in the Russian Army newspaper ed Star The piece describedthe exploits of a master of aerial interception" (aMajor Kulyapin) who, learning from the "heroic examples" of the last war had investigated the feasibilityof destroying aerial targets by ramming. The majordescribed the technique as a "weapon of the brave."His description is backed up by Golubev's admissionthat, "Although our airmen carried out hundreds oframmings in the last war, not all had a happy outcome for the men involved." Indeed, this is a signifi-

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cant understatement However, these unfor tunatefacts aside, both Golubev and Kulyapin draw the conclusion that ramming by today's jet aircraft couldwork. Although Kulyapin notes that, For success, every action must be carefully thought out onthe ground before any aerial engagements are attempted," his studious approach seems to conflictwith that of Golubev who, drawing inspiration fromEliseev, seems to see the art as a final encounter forthe aviator concerned.Since Soviet airmen (even those described by Golubev as, " filled with a boundless love for theirmotherland") are unlikely to rush to volunteer theirservices for ramming missions, perhaps the idea iswithout merit. (But it is such an "alluring concept,"with such "marvelous possibilities," isn't it?) The costin terms of international prestige for the Soviet Unionover the Korean airliner incident has been enormous.The Soviet leadership was clearly less than impressedwith the American release of a tape with the intercepting pilot's air-to-ground messages. Of course,there is no doubt in Soviet minds that the whole affairwas vital to their national security. But how muchbetter it would have been had the operation takenplace in greater silence, electronically that is. Clearly,some proponents of ramming see it as offering thesolution to a knotty problem. But, control conversations aside, would it not be easier, quicker and moreeffective to use conventional attack methods like cannon fire or a missile? The answer is of course- yes,but these forms of attack reveal themselves clearly onmodern military radar screens. Ramming achieves thedesired kill while conferring a measure of security,and it makes it easier for the pilot to carry out thatfinal, essential, visual identification.Soviet airmen in training have traditionally sunga stirring little song that begins with the words"My uchim letat' samolety, my uchim ikh strakhpobezhdat' " which means "we're learning to fly overcoming our fears." Perhaps new generations of kamikaz-ski pilots will change that to "we're learning toram, we'll end up in tears"

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VIEWS ROM RE DERSEditor:

I would like to obtain the followingarticles:

"Field Artillery and Army Aviation," Major General John S. Crosby,chief, Field Artillery Branch, February1985.

"Attack Helicopter Operations onthe Heavy Battlefield," Major GeneralFrederic J. Brown chief ArmorBranch, July 1985.

"The Combat Aviation Brigade inthe Light Infantry Division," MajorGeneral John William Foss, chief, Infantry Branch, August 1985.These articles are listed in the September 1985 issue of the Digest "TheChallenge of Winning," on page 9.

Thank you for your assistance inobtaining these articles for my futurereference.

Editor:

LTC (P) Stanley F CherrieDeputy DirectorDivision Operations CmteU.S. Army Command andGeneral St aff College

I read with interest the comments ofSGT Staples on page 45 of the September 1985 issue regarding underwateregress training.

I wholeheartedly agree with SGTStaples on one point. However, I dotake issue with him on another. I takeissue hesitantly as one of the firstthings the Navy teaches a junior officeris not to argue with knowledgeableNCOs

SGT Staples is absolutely correctthat underwater egress training shouldbe repeated throughout an aviator'scareer. I was shocked to conclude thatthe Army might not require it. Fur ther,the training is also important to thosewho typically ride in helicopters. LikeArmy troops, the Marines probably do

4

not get as much training in this criticalarea as they should. t is an unfortunate statement on the impact of fiscalconstraints.However, having participated inNaval flight training, a la an "officerand gentleman" (a typical Hollywooddistortion), including the full gamut ofwater training, I came away not withthe conclusion that SGT Staples did.As those who have participated in thetraining know, the Navy uses generictrainers. They approximate an aircraftor a helicopter but no specific one.

I believe the reason for this genericapproach is not to lull an aviator intothinking he can ever be complacentabout safety, especially water egress.Perhaps my experience is typical- Ipanicked during my first run on"Dilbert Dunker." And as for those uninitiated, "Dilbert" is truly the invention of a demented mind. But duringmy first run I found myself in thewater, out of air, flailing at my harnessand totally out of ideas. Then I senseda "ring" of coolness around each eyedeep in the socket.

t was water. I was in panic. My eyeswere bulging out

t didn't help me then. The divershad to pull me out. But I never forgotthat feeling of panic or the debilitatingeffect it had. I learned that I had tofirst control myself before I could control anything else; in or out of thewater. The water egress training gaveme the confidence I could survive awater landing. t may sound awfullybasic, but it's an important realization.The particulars of each aircraft, its exitlocations for example, I note and memorize before engine start.

And whenever strapping in I remember, as if it had happened that verymorning, the fatal results of succumbing to panic. In a water entry situationpanic would be natural. As in many

other areas, the Navy successfully instilled in me the need to do the unnatural.

Editor:

LT D. 1. HabegeUSNR-RPortsmouth, RI

The first reunion of the Army U-IAOtter/CV-2 Caribou Crew Associationwill be held in Columbus, GA, 15 to 17August 1986. All former crewmembersand friends of these fine aircraft areinvited to join the association and attend the reunion. For further information contact the association presidentSam Pinkston 1145 Watson DriveColumbus, GA 31907 TEL: 404-5631264.

Bill C WatsonSecretaryOtterICaribou Crew Association

Editor:The Society of the Republic of Viet

nam (RVN) Airborne Division is planning the 2d Annual Red Hat Reunionat Ft. Bragg, NC, 15 to 17 August 1986All former American and VietnameseRed Hats and Red Markers who servedwith the RVN Airborne Division areinvited.

Major events planned for the reunion include an airborne demonstration and static weapons display by the82d Airborne Division and a capabilities demonstration by 1st Special Operations Command. Additionally, an oldtimers' jump is planned. The reunionwill conclude with a banquet on 17 August at the Ft. Bragg Officers Club. Alarge number of former American advisors to the division and Vietnamesemembers of the division are expectedto attend.



17/48

For specific details, contact either of919-497-

or (Baldwin): 737 Gallowayne 919-867-2674.

ditor:

Colonel Joe KinzerFort Bragg, NCColonel Dan Baldwin (Ret)Fayetteville, N C

On behalf of the members of theviation Division Fourth UnitedStates Army, I would like to express

my appreciation for the use of the[Army Aviation] Punchbowl Cereony. Tailored for use during the re

irement party of Colonel David E.Baeb, the Fourth Army Aviation offier, this presentation was most appropriate and proved to be both enteraining and informative.This history of the birth and growthf the Army Aviation Branch serves as tribute to those Army aviators whoike Colonel Baeb entered the programn its infancy, nurtured it through itsdolesence in Vietnam and helped tohape its character as the newest member of the combined arms team.

Thank you for a very enjoyable, nosalgic evening and for providing us theeans to say farewell to a great soldiernd fellow aviator.

LTC David J. PrenticeChief, Aviation DivisionFourth United States ArmyFt. Sheridan, IL

Aviation Digest will be happy toend an up-to-date script and slideshat can be used at a dining-in or atther functions such as held by theviation Division Fourth Unitedtates Army. For more information oro order, contact the Aviation Digest athe mailing address/telephone number

of the contentsage/inside front cover.

Maintenance Test Flight Evaluator SeminarT HE FIRST worldwide Maintenance Test Flight Evaluator

(MTFE) Seminar was hosted by the United States Army AviationLogistics School, Ft. Eustis, VA from 21 through 25 April 1986.Representatives from every major Army command, includingEurope, Hawaii, Panama, Korea and Alaska attended.Mr. Joseph P. Cribbins, special assistant to the Deputy Chiefof Staff for Logistics - while addressing the attendees - emphasized therole of Army Aviation logisticians in support of the Army s Aviationmodernization program.

Major General Ellis D. Parker, Army Aviation Branch chief andcommander of the Aviation Center, Ft. Rucker, AL also addressed themaintenance test pilots and Army Aviation logisticians. He describedthe blueprint for Army Aviation in the future as being technology andstressed the importance of innovation, professionalism and aviationsafety.

During the seminar, maintenance test flight evaluators andinstructors attended management workshops and received formaltraining concerning the Army Aviation standardization program. Thistraining, emphasizing the important roles of evaluators and instructorsin the Army Aviation program, was presented by the Army AviationLogistics School s Directorate of Evaluation and Standardization.

Two days were dedicated to systems training. Simultaneous trainingwas conducted by maintenance test flight instructor pilots in severaltrack groups. Aircraft training included the UH-l Huey, OH-58 Kiowa,AH-l Cobra, UH-60 Black Hawk, CH-47 Chinook, OV /RV-lMohawk, C-12 Huron and U-21 Ute.

The seminar was closed with aircraft systems and equipment updatespresented by various U.S. Army Aviation Systems Command projectmanagers offices, private industry representatives and Army AviationLogistics School directors.

The register for the 101 attendees reflects an average of 16 yearsof maintenance test flight experience and 4,000 hours in varioustype aircraft. This first worldwide MTFE Seminar provided themaintenance test flight evaluators with the most up-to-dateinformation available concerning test flight manuals, test flightprocedures, the aircraft they operate and the flight standardizationprogram designed to assist commanders at all levels to improveunit readiness, aviation safety and professionalism through the useof standardized procedures and techniques.

The Aviation Digest thanks CW4 Robert C Cushman of the rmyAviation Logistics School for this report atch for a future article inwhich CW4 Cushman will provide more indepth coverage of thisimportant fi rst seminar

CW4 Robert C. Cushman

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 Aviation Digest P O . Box 699, Ft Rucker AL 36362-5000.

ULY 986 15


18/48

Part III

Against All OddsTheoretical Aspects of Microburst FlightBy LCDR Joseph F Towers

Figure 11 shows the primary indications of a deteriorating flight-path condition. Courtesy of Boeing Commercial Airplane Company.)About the AuthorLCDR Joseph F Towers is a reserve Naval aviator flying as an instructor pilot in the DC -9 with VR-57 at NAS North Island , CA .Commander Towers is a San Diego-based First Officer on the 8-767 with American Airlines and an independent safety consultantspecializing in microburst-induced windshear, flight crew training, and mishap prevention . Commander Towers has studied and writtenextensively on the phenomenon of microburst-induced windshear for the last 5 years. His most recent effort was compilation of an indepth paper on the flight-related aspects of the microburst phenomenon. He presented this paper at the 24th Aerospace SciencesMeeting sponsored by the American Institute of Aeronautics and Astronautics in Reno, Nevada, in January 1986.Commander Towers article is being presented in three parts. Part I in the May issue of viation Digest provided information toenhance flight crew understanding and increased awareness of the microburst threat.Part II, in the June issue, presented a fundamental aerodynamic explanation of microbursts. Part III concludes Commander Towersarticle. It provides some techniques to control flightpath direction during extreme microburst conditions .While Army aviators are warned to avoid flying in weather where a microburst encounter is likely to occur, inadvertent encountershave been reported. This article has been presented to inform Army aircrews about microbursts, their effects on aircraft, and to provideinformation to increase chances of survival if an encounter with this deadly weather phenomenon does occur. In addition, theimportance of timely and accurate reporting of microburst and windshear encounters by all pilots cannot be stressed enough. A pilotreport of a fast-forming, fast-dissipating microburst may be the only warning another aircrew will receive.

16 u s ARMY AVIATION DIGEST


19/48

Controlling Flight Path DirectionNon angle of attack typ aircraftN OW, let's envision a representative micro burst encounterduring takeoff and how itmight appear in the cockpit of a nonangle-of-attack aircraft. Indicatedairspeed may start to fluctuate erraticallyfollowed by a rapid increase as thefrontal outflow winds are penetrated.Initial aircraft performance willimprove substantially. Upon penetrating the downdraft, indicated airspeeddecays rapidly followed by a decreasing vertical speed trend on thevertical speed indicator (VSI), altimeterand radar altimeter and a reductionin pitch attitude.

WARNINGDo not reduce pitch attitude in anattempt to recover indicated airspeedsince this can result in a furtherreduction in angle-of-attack, a highrate of descent, altitude loss andeven possible impact. Instead, use allavailable excess thrust to acceleratethe aircraft. Remember that f1ight-path control is crucial and thatairspeed, provided it is above stallspeed, should be a secondaryconsideration.

WARNINGThe pitch-down tendency of theaircraft, if not immediately counteredby the flight crew can lead to arapid degradation of the verticalflight path and possible impact.

SHOULD A SUSPECTED SEVEREMICROBURST BE ENCOUNTERED: ROTATE TO TAKEOFF ATTITUDE, and simultaneously ADVANCE THE THRUSTLEVERS TO THE MECHANICAL STOPS REGARDLESS

OF ENGINE LIMITATIONS.Pitch attitude should be increasedto attain a greater angle-of-attack andlift coefficient. Rotation, even withindicated airspeed below normal, is acounter-intuitive yet crucial flightcrew response. Primary concentrationshould be devoted to a positive,climbout pitch attitude.Be aware that substantially greater

JULY 1986

control column forces will be requiredas the aircraft becomes more outof trim. Twenty to 30 pounds of backpressure, roughly equivalent to initial rotation, is common and shouldbe expected.

NOTE: Some aircraft may havereduced elevator authority dependingon stabilizer trim, airloads anddegree of airspeed decay. This condition could prevent or inhibitrotation until the horizontal stabilizeris retrimmed.f a descent rate exists below 500 feet,SMOOTHLY INCREASE PIT HATTITUDE TO ATTAIN A POSITIVECLIMB RATE.

f necessary, use intermittent stickshaker as the upper pitch attitudelimit. Remember, this is a recovery technique to be used in an extremelycritical situation to achieve a kineticenergy exchange for a short-termperformance gain to reduce the probability of ground impact.This technique applies to nonangle-of-attack aircraft during bothtakeoff and go-around and is givenwith this warning

WARNINGStall warning systems are notprecise flight instruments. Unneces-sary over-rotation to stick shakercan place the aircraft dangerouslyand prematurely close to stall.Rotate only enough to establish apositive climb. Continued rota-tion to stick shaker should only beattempted if ground impact appearsinevitable.

CAUTIONDo not rely on aerodynamic buffe tas a pre-stall warning since it may bemasked if any turbulence is present.

WARNINGWhen verifying a positive climbrate on the vertical speed indicator,be aware that this pressure instru-ment may be erroneous because ofvariations in atmospheric pressurewithin the microburst. ALWAYSCROSS-REFERENCE THERADAR ALTIMETER.

Glossaryfpm feet per minuteKIAS knots indicated airspeedkm kilometerJAWS Joint Airport WeatherStudiesVSI vertical speed indicatorHUDS Heads-Up DisplayAOA angle-of-attack

WARNINGAutopilot engagements in pitchmodes should not be selected sinceatti tude will be adjusted to achievecommand airspeed selection.

CAUTIONf your aircraft has a flight director,disregard pitch command inputssince the V bars will commandpitch attitude reductions duringlow-speed maneuvering to attainV(ref) or V2 and can artificiallyinhibit deck angles when a higherpitch attitude may be required.NOTE: Fast/slow speed indexesavailable on some flight directorsshould not be referenced duringthis flight regime.The technique recommended fornon-angle-of-attack aircraft is a crudeattempt to optimize flight-path

direction for an aircraft that is notproperly instrumented for this condition. All future generation transportaircraft should use angle-of-attackindicators and advanced heads-updisplays (HUDS) with velocity vectorsindicating flight-path direction,pitch guidance, and pitch limit indicators.There should exist unanimousagreement that the indiscriminate chasing of indicated airspeed, withoutcross-reference to other instrumentationcan, in itself, kill. During the highlydynamic conditions of micro burstflight, airspeed is an inferior and invalid parameter for adequatelydeciphering the entire aerodynamicpicture.Angle of attack typ aircraftNow let's take a look at an angleof-attack aircraft during the approach.

17


20/48

As the outflow is penetrated warning signs may include an erraticor increasing angle-of-attack a rapidclimb in indicated airspeed a reduction in descent rate and a ballooningfloat to above the glideslope. Thereduction of thrust and pitch attitudeto correct back to the glideslopeis a typical but deadly mistake. Expecttrouble in this situation and immediately execute a go-around. SHOULDA SUSPECTED SEVERE MICROBURST BE ENCOUNTERED:

ROTATE TO GO-AROUNDATTITUDE and simultaneously APPLY MAXIMUM THRUSTINCLUDING THE SELECTIONOF AFTERBURNER.

I f a descent rate exists below 500feet: CONTINUE ROTATION REFERENCING ANGLE-OF-ATTACKTO ATIAIN A POSITIVE CLIMB

RATE.

/Windshield Wiper On

CAUTIONUse OPTIMUM AOA as the upperpitch attitude limit. Expect anerratic -and possibly unusable angleof-attack.NOTE: Aircraft having an advancedHUD should reference their velocityvector for flight-path direction.This recovery maneuver applies toangle-of-attack-equipped aircraft

during both the approach and takeoff.In this highly dynamic encounterexpect continuously changing deckangles greater than those required during normal takeoff and go-around.NOTE: In visual meteorologicalconditions the loss of forward groundvisibility may occur at deck anglesabove 5 degrees.I f a positive climb rate cannot beinitially achieved or sustained attempt

to fly out in no less than a level-flight condition. Once downward

acceleration has developed an aggressive and extraordinary force isrequired to overcome it one whichmay be nearly impossible for anyenergy-deficient aircraft to generateespecially when given very limitedtime and altitude constraints.

,

WARNINGThere exists no guarantee of successwith the techniques recommendedherein since the physical forces ofthe given shear or microburst mayeasily exceed the aerodynamic capability of any given aircraft. Thesetechniques are designed to optimizeflight-path direction utilizingexisting instrumentat ion during acritical phase of flight when groundimpact is a distinct probability.Always delay the takeoff or approachif any reason exists that a potentially dangerous condition may bepresent.

I

I~I

I ~~II l( .I ~ ~I fl fl

Feet700

600

500

400

'1Ifl rrt 300~I

200,05 . . unway Visible

. 100

10,000 8,000 6,000 4,000 2,000 Rockaway 0 RunwayBlvd.Figure 12 shows the r e o n s ~ r u t i o n of the flight profile and prevailing gust patterns that existed at the time othe Eastern Airlines Flight 66 accident at John F Kennedy International Airport in June 1975. Unfamiliarity withthis unusual phenomenon and normal pilot responses contributed to this catastrophe. During this time, a seabreeze camouflaged the localized event while 15 knots of wind existed at the field. (Illustration courtesy oDr. Fujita.)



21/48

Depiction of aircraft in extremis from a microburst encounter. Such a situa-tion demands immediate and aggressive flight crew responses to redirectthe aircraft s flight path to avoid impact. (Courtesy Blake Rader, U.S. NavyApproach September 1982.)

CAUTIONInstrument meteorological con-ditions may be encountered withmoderate to severe turbulence.

WARNINGDuring approach, do not engageautothrottles since they may reducethrust too much when airspeedincreases and, conversely, may notapply thrust rapidly enough whenairspeed decreases.For all aircraft, an impendingrecovery should be indicated by increasing trends in the following flightinstruments: vertical speed indicator,

radar altimeter, altimeter and indicated airspeed. This condition equatesto an increasing performance profiletha t should be anticipated if the microburst is exited.Faster approach and departurespeeds provide additional performancepotential for coping with a microburst encounter, but they do not inthemselves guarantee a successfulnegotiation. Coordinated execution ofpitch attitude and thrust management to control flight-path directionare far more important.Remember that since power plusattitude equals performance, it iscrucial to rotate while simultaneously

JULY 1986

applying maximum thrust. Thisrecovery maneuver is the most expeditious means to compensate for lossof lift and to establish a new flightpath direction to prevent impact.The problem with microburst conditions is that because the relativewind is changing so dramatically inboth velocity and direction, it mayeasily exceed the pilot's or aircraft'sability to safely negotiate it Theaircraft may not be able to accelerateproportionately to compensate forthe rate of change of the relative wind.

The micro burst is a powerfulatmospheric disturbance which posesan indisputable danger for all aircraft.During your flying career, you mayencounter one or more microbursts.The outcome will depend on theintensity of the micro burst, your aircraft's vulnerability at the time ofthe encounter and YOUR ABILITYTO ONTROL FLIGHT-PATHDIRECTION. And you may have lessthan 5 to 10 seconds to recognizethe situation and respond accordinglyAny way you play this game,remember - it's a stacked deckone played against all odds

ACKNOWLEDGEMENTSThe author extends his sincere

appreciation to the following individualsfor their assistance in developing helpful insights into this complex problem:Dr. T. Fujita (University of Chicago),Dr. J. McCarthy (National Centerfor Atmospheric Research), Dr.F. Caracena (National Oceanic andAtmospheric Administration), Dr.W. Frost (University of Tennessee SpaceInstitute), Dr. R. Bowles (NASALangley Research Center), CaptainW. Melvin (Airline Pilots Association), J. Luers (University of DaytonResearch Institute), K. Elmore(NCAR), Dick Bray (NASA Ames)and J T. Lee (National Severe StormsLaboratory). The author has alsobenefited tremendously from discussions with hundreds of militaryand civil aviators, the participants atthe 7th and 8th Annual Workshopson Meteorological and EnvironmentalInputs to Aviation Systems (University of Tennessee Space Institute,1983 and 1985 , Wind Shear/TurbulenceInputs to Flight Simulation andSystems Certification Workshops(NASA Langley Research Center,1984 and the 24th Aerospace SciencesMeeting (Reno, Nevada, January1986).Special appreciation is given toDennis amp (FWG Associates), Dr.George Clarke (Naval Air Test Center),John B Galipault (The AviationSafety Institute), Dave Gwinn (Radarand Windshear Seminars), DR SkipLeonard USN, Jim Luers (UDRI),L DR Gray Morrison (Naval Air TestCenter), Professor John H. Minan(University of San Diego), L H.Mouden, J. H. Enders, E. Wood (FlightSafety Foundation), Captain BertSmith (American Airlines), Jack Torresand Deborah Towers for their helpfulcomments regarding an earlier version of this article presented at the24th Aerospace Sciences Meeting.Professional credit is extended toFasotragrupac Media Services, thePacific Fleet Audiovisual Center atNAS Miramar and the U.S. Navy'spproach for their technical assistancein the development of certain illustrations, artwork and photographs over

the past years.

19


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PEARL SPersonal Equipment nd Rescue/survival Lowdovvn

PEARL, Dawna Salazar, uses the MQ-1A, a preflight tester ofthe oxygen mask, to detect leakage and malfunctions. tduplicates the oxygen, flash goggles and communicationssystems installed on aircraft. The tester performs talkoutchecks of helmets, headsets and mask microphones, and itprovides regulated power for the EEU-2P flash protect iongoggles.

Establishment of an ALSE ShopThere are basic requirements for an ALSE supportactivity and they should be tailored to the needs ofthe aviation units concerned. Size of the room neededcan vary, depending upon space available, number ofaviators serviced and equipment to be maintained;but none should be less than 1,000 square feet AR

95-17, appendix c provides a good point of reference). ALSE shops should be separate and apartfrom other shops especially where oxygen requirements are concerned. The shop must be environmentally controlled air conditioned) and: Be easily kept clean. Have ample room for workbenches, a desk, partsand equipment cabinets and racks for helmetsand oxygen masks. Must have sufficient light. Have an air pressure source and enough electricaloutlets. Contain adequate lavatory facilities with hot andcold water.The oxygen equipment shop must meet the requirements of TM 55-1660-245-13.Test Inspection Equipment: Battery testers, radioset testers, strobe light test equipment, vacuumcleaner, oil and water separator for compressed air,manometer or pressure gauge, scale dial and beam,refrigerator for battery storage), sewing machinemedium duty), assorted tools as needed, small soldering iron, torque wrench, screw drivers, pliers and vicegrips. These tools and equipment can service many

items of ALSE and survival gear, to include helmets,vests, LPUs, over-water, hot weather/cold weathersurvival kits.Personnel Requirements: Must be ALSE qualifiedand trained in U.S. Air Force, Navy or U.S. Army orbe approved by the U.S. Army ALSE training manager. Number of personnel required will depend uponnumber of aviators serviced and types and number ofequipment serviced. Oxygen equipment techniciansshould be school trained in oxygen equipment/systems and servicing.Crewmember Lockers: There must be room forstorage of helmet, LPU, survival vest, helmet bagand or survival kits in each locker. Equipment mustbe available for the ALSE technician to inspect andservice. Lockers should be kept locked but accessible;they can be located in or near the operations office, inthe ALSE shop or be adjacent thereto. Records mustbe maintained on all ALSE. Pyrotechnics should bestored in accordance with post policy. Signal kitsflares must be stored in accordance with post policy.

If you have a question about personal equipment or rescue/survival gear, write PEARL AMC Project Officer, ATTN: AMCPO-ALSE,4300 Goodfellow Blvd., St. Louis, MO 63120-1798 or call AUTOVON 693-3817 or Commercial 314-263-3817.



23/48

VI TION PERSONNELNOT SEnlisted Standby dviSOry Board

Your commander has just informed you that you were notselected for promotion to sergeant first class. Once youhave recovered from the initial shock, you begin to ask why,what happened?You have always sought out jobs with increasing responsibility. Your enlisted evaluation reports (EERs) reflect a consistent pattern of outstanding performance. So whathappened?You begin with a visit to your military personnel office(MILPO). A review of your records and several inquiries byMILPO personnel reveal a number of significant errors inyour record that was reviewed by the promotion selectionboard. What now?Selection for promotion is an area that can be severelyaffected by errors or mistakes. To remedy this situation andto ensure that all noncommissioned officers (NCOs) aretreated equally and not penalized by their errors, or by errorsin the maintenance of their files, the Army conducts enlistedstandby advisory boards (STABs).Separate STABs are convened at the Military PersonnelCenter s (MILPERCEN s) Enlisted Records and EvaluationCenter (EREC) at Ft. Benjamin Harrison, IN. The boardmembers consider soldiers whose files did not appear before a recent selection board due to administrative error;were found to contain documents that should not have beenseen by the board; included someone else s documents; orhad missing documents.These boards are scheduled about 6 months after theannual selection board for a given grade. The STAB forselection to master sergeant and sergeant major is combined due to the low number of records appearing beforethe board. It normally is scheduled to convene each year inFebruary. The sergeant first class STAB is scheduled eachyear in June.In addition to these two boards, other STABs are heldthroughout the year in conjunction with the regular promotion boards. Those boards consider NCOs for promotion tosergeant first class, master sergeant and sergeant major,and are held in October, March and July.Criteria For Consideration Before an NCO can be considered for a STAB, certain criteria must be met and specificprocedures followed. Paragraph 7-44 of AR 600-200 provides the specific criteria concerning eligibility for consideration. The first category considered for STAB is composedof those files that were within the established zone of aprevious selection board but were not considered. This canbe for either the primary or secondary zone and is the onlytime NCOs in the secondary zone are eligible for STAB.The second category is those files submitted for reconsideration. Only files from a primary zone are eligible. Thiscategory is composed of those files that had major errors in

JUNE 986

the record that appeared before a promotion board.The determination of whether a file contains materialerrors will be made at MILPERCEN. Errors are consideredmaterial when a reasonable chance exists that had the errornot existed, the soldier might have been selected for promotion.Application For ST B Consideration Any request for records to appear before a standby advisory board must besubmitted through the NCO s chain of command to the serviCing MILPO for evaluation to ensure that it meets thecriteria outlined in AR 600-200. The case is then forwardedby the MILPO to MILPERCEN (DAPC-MSP-E), Alexandria,VA 22332-0400.Once MILPERCEN determines that the case warrantsSTAB consideration, it is forwarded to the DA Secretariat forEnlisted Promotion Boards at EREC where the STAB is convened. Each STAB must have at least four members plus aboard president, who also will be a voting member. Eachsoldier s file will be voted on by three members.The file is reviewed against the comparison files in one ofthree ways, depending on the year of the board for whichthe soldier is being considered.For calendar year 1979 and earlier, STAB members reviewthe file being considered to determine if the soldier is fullyqualified for promotion. The file is then compared to threefiles from the same career management field (CMF) onehigh select, one low select and one nonselect to determinethe quality of the soldier s file. The board members vote therecord with ayes or no, with the majority determining selection or nonselection for promotion.In those cases being considered for aboard that was heldin 1980 or 1981, the file is compared to 10 files from thesame CMF. These files are the last five selected for promotion and the first five nonselects. In this instance, the boardmembers do not know which file is the actual file beingconsidered for promotion. All files are voted using anumericsystem, one being the low and six being the high.If the actual file under consideration is voted as equal toor higher than the highest selected comparison file, thesoldier is recommended for promotion. If it is lower than thelowest selected comparison, the soldier is not recommended for promotion.If the file falls between the highest and lowest selectedcomparison files, the board will create an order of merit list(OML) and determine a selectinonselect cut point on theOML. If the case under consideration is above the line, thenit will be c:;nsidered a select. If below that line, it will beconsidered a nonselect.Once all voting is completed, selectinonselect rosters areprepared and forwarded to the Deputy Chief of Staff forPersonnel at DA, for approval. Each selectinonselect is senta letter through the commander informing the NCO of theboard results. ct t f

2


24/48

u s rmy Information Systems CommandTe CTION LINE

ULTR LIGhrillorhrea tThis article was adapted from an article written by Lieutenant CommanderCaswell, U.S. Navy, and published in the April 1986 issue of Approach

Arcraft: "Army tower, this is Army 336, leftdownwind for two four." feel anything. Can you see it off to the right?"Copilot: "Nothing airborne. Yes I do. It 's-It's an ultralight. He's just motoring toward theriver."Tower: "336, report left base, runway two four,with gear."Pilot: "Gear down, landing checklist."Copilot: "Traffic 12 o'clock Hard right Hardright "Pilot; "Are we clear?"Copilot: "Did we hit him?"Pilot: "I don't know. It was real close - I didn' tPilot: Can you get his number?"Copilot: "I don't see one. It's just a red andblue ultralight."Pilot: "Tower, this is 336. We'd like to reenter aleft base for runway two four. We had to deviatefor an ultralight at about our one-thirty position."

u s RMY VI TION DIGEST


25/48

Tower: 336, we are not aware of any traffic inthe area. Did you get his number?Pilot: Negative.So ends an increasingly common story of oneof the most recent hazards to military aviation,the ultralight aircraft. By themselves, these frailaircraft do not represent any unique danger, butwhen mixed with other aircraft, serious safetyproblems arise. The first reported deaths due toan ultralight colliding with a conventional aircraft occurred in the summer of 1985. A corpo-rate jet on final hit an ultralight,killing the jet'scopilot and the

ultralight's pilot.Five others wereseriously injured. According to the airport operator,the ultralight did not have radio contact with theairport.There are several factors that go into makingthe ultralight a special kind of problem for theair traffic control (ATe) system. The first is themanufacturing guidelines contained in the Federal Air Regulations. Some guidance is given,but little is mentioned with regard to equippingthe ultralight for operation within the Te system. Ultralights frequently operate without aradio; altimeter or even an airspeed indicator.The dealers advertise that no special training orskills are required to fly an ultralight, and theyemphasize that the aircraft is simply built.This leads to the second and perhaps mostimportant factor; the skill level of the pilot. Alarge number of pilots flying ultralights are notlicensed, and one is not required. They oftenhave little training in airspace restrictions, navigation or communications, and they don't realize the threat they may present to conventionalairplanes or helicopters.The last and most insidious factor is thatultralights are small, hard to see and don't show

up on radar. These phantoms, operating outsidethe Te system, show up unannounced, sometimes too late to avoid.Some things that can be done to begin solvingthe problem are: Emphasize the old faithful method of seeand avoid Airfields should publish NOTAMs (noticesto airmen) or ultralight fields in the vicinity.This information will alert pilots to use extremecaution when operating into and out of an air

port with ultralights nearby. Aviation units should maintain n aggres-sive reporting program Even though the ultralight pilot may be unlicensed and difficult tocontact, report each encounter and include adetailed description of the ultralight. Work with local ultralight groups and estab-lish liaison with local dealers and airfields Thisrequires effort, but a little education can go along way in solving the problem.When ultralights are flown away from airportsthat serve conventional airplanes and helicoptersthey pose no threat to others and provide thethrill of flight to many who otherwise would notfly However, when ultralights become a safetyhazard, as they can, the problem must be addressed directly through vigilant, aggressive reporting, communication and education.The Federal Aviation Administration has developed air traffic control policy for the handling of ultralight vehicles (in the future they willbe referred to as aircraft); also, directives havebeen proposed to further regulate the operationof ultralights.

Questions comments r responses regarding ultralights shouldbe directed to Mr Lingiam Odems AUTOVON 284-7796/6304.Readers are encouraged to address matters concerning air traffic control to: Director USAATCA

Aeronautical Services Office Cameron Station Alexandria V 22304-5050.

JULY 986 3


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\ ~ \ j .~ ~ o \ How Much Do You KnowAbout Your Back up dc

Electrical SourceAlthough the possibility o thermal runaway has been lessened by the use o plastic filmseparators in many Army Nicad batteries, electrical failures still occur. Did you know that byperforming a simple test, which includes monitoring an aircraft s loadmeter and batterytemperature sensor if equipped), will help to determine whether thermal runaway exists?

CW3 Sanford L WilliamsDepartment of Aviation Systems TrainingU.S. Army Aviation Logistics School

Fort Eustis V

I DECIDED TO write this article in hopes ofmaking the Army Aviation community more aware ofthe pros and cons associated with the nickel-cadmiumbattery we rely on so often to start our aircraft and toprovide us a backup source of direct current (dc).The vented nickel-cadmium (Nicad) batteries, usedin Army aircraft, derive their name from the composition of their plates; nickel oxide on the positiveplates and metallic cadmium on the negative. Theyare vented, in that gases generated during thecharging process can be expelled from the cells in acontrolled manner. They are used to provide a sourceof dc power in both aircraft and nonaircraft applications. The following characteristics provide majoradvantages over other storage batteries. Vented nickle-cadmium batteries:

maintain a relatively steady voltage when beingdischarged at high currents, can stand idle in any state of charge (fullycharged, partly charged or discharged) withoutany damage, can be charged and discharged at a high currentrate without causing permanent damage to thebattery, can withstand extremely cold temperatures without damage,

4

can withstand high levels of vibration and shockwithout failure, are composed of individually replaceable cells, have a long service life under severe conditions ofuse.The battery unit itself consists of one or more cells,which are the basic building blocks of the battery.The number of cells will determine the total voltagerating and capacity of the unit. Each cell has a nominal voltage of 1.20 volts; however, the actual operating voltage of a cell will range from 1.2 to 1 3 volts.The average aircraft battery will contain 19 or 20cells.The principal parts associated with cell manufacture and operation are: Plates electrodes): he sintered (a depositformed by evaporation) plates of Nicad cells are madeby a process in which carbonized nickel powder issintered (to cause to become a coherent mass by heating without melting) at a high temperature to a metalcarrier. The welding together of the individual grains

of nickel powder onto the carrier results in a highlyporous structure known as plaque. Positive (nickel)electrodes are formed by soaking the plaque in nickelsalts and then subjecting the salt-impregnated plaqueto an electric current. Negative (cadmium) electrodesare formed by the same process except that cadmiumsalts are used. Plates are formed by cutting the plaqueto size and welding a nickel tab to a corner for connection purposes. Electrolyte: Normally, by weight, a 30-percentsolution of potassium hydroxide in distilled water. Itprovides a path for conducting the current that flowsbetween the positive and negative plates. The electro-

U S ARMY AVIATION DIGEST


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lyte does not take part in the chemical reaction inNicad batteries, but acts as an ion carrier. Separator A continuous, thin, porous, multi

laminate of nylon and either cellophane or plastic,that keeps the positive and negative plates from coming into contact with each other and causing a short.These separators also have the added function of preventing oxygen, generated during overcharge, fromcoming into contact with the negative electrode andlowering the end-of charge voltage. This separatormaterial must resist degradation and thus reduce thepossibility of thermal runaway.Once the basic materials discussed above are assembled, they are placed into a nylon case and fittedwith a cover, terminal post and vent assembly, whichallows gas to escape during the charge cycleThe exact chemical reactions that occur within acell of the Nicad battery during charge and dischargeare open to question, particularly with regard to thereduced and oxidized states of the active materials.But, the essential operation is described and discussed below.During charge, the charge current is applied to thecell. The cadmium-oxide material of the negativeplates gradually loses oxygen and becomes metalliccadmium, and the nickel-oxide active material of thepositive plates is brought to a higher state of oxidation. These changes continue in both sets of plates aslong as the charging current is applied, or until theactive materials at the plates have been completelyconverted. The cell emits gas toward the end of thisprocess because of the decomposition of the watercomponent of the electrolyte as hydrogen gas at thenegative plates and oxygen gas at the positive plates.The amount of oxygen generation is dependent onthe degree of overcharge. Due to the excess of cad-

JULY 986

mium in the negative plates, hydrogen gas is releasedunder prolonged overcharge conditions.f gradual discharge is accomplished at this time,

the reversal of the chemical process acts as a relaxation effect. This apparently strips the gas bubblesfrom the electrode surfaces causing depolarization.Also, the discharge pulses cause the negative plates toregain some oxygen and or cause recombination ofoxygen and hydrogen, thus greatly reducing the possibility of electrolyte emission and hydrogen/oxygengas explosion. During this discharge process, thechemical energy is released as electrical currentthrough the discharge load. The rate of chemicalenergy conversion is determined principally by theresistance of the load to current flow (the dischargerate).The information above must be carefully considered as we continue to discuss our involvement withthe Nicad battery. We have discussed the pros relative to this battery, the major components that makeup each cell, and the theory behind cell operation.Below are some of the shortcomings associated withthese batteries.The cells that make up each battery are designed toproduce about 1.2 to 1 3 volts nominal. Each cell isconsidered to be dead at about a voltage level of 1 1volts. Based on this fact, it should be readily apparentwhy Nicad batteries have such a linear discharge rateup to the point of exhaustion. The battery may appear to have sufficient power for a safe, normal startonly to find that it lacks the sustaining power necessary for the attempt. Because of this, indicated battery voltage is not a good means of determiningbattery condition.Another important characteristic observed in Nicad batteries is the temporary loss of capacity or

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sleepiness (also referred to as the memory effect ).When this temporary loss occurs, the battery is unable to deliver its designed capacity. The lo'ss-ofcapacity effect is more common when recharging abattery across a constant potential bus, such as inaircraft, than when charging with constant current.The loss of capacity is usually an indication of animbalance between the cells due to differences in temperature, charge efficiency and self-discharge rate.This temporary loss-of-capacity effect should not betaken lightly. Even though a battery may appear to begiving satisfactory performance, it may deliver only aportion of its rated capacity during an emergency.During a test conducted on 19-cell, 34-amperehours, 24-volt Nicad batteries, 30 were given a capacity test. The average capacity measured on the 30batteries was less than 15-ampere-hours, or less thanhalf of the rated capacity; 2 of the batteries deliveredonly 2-ampere-hours each. t is clear that the condition of the batteries would not be ideal under emergency conditions. To minimize the loss of capacityproblem, Nicad batteries should be serviced periodically and given a deep cycle discharge to 0 volts.Finally, a term that should be familiar to all whodeal with the Nicad battery is thermal runaway, acondition of overcharge instability caused by damaged gas barriers in the cell separator system. A battery with a damaged gas barrier, when overchargedon a constant-potential charging system, may experience abnormally high overcharge current that increases the battery temperature, electrolyte level, andcauses abnormal emission of hydrogen and oxygengases due to electrolysis of the water in the electrolytesolution. Destruction of the battery and equipment inwhich it is installed will result unless the charge current is quickly removed.In the past, most thermal runaways have beencaused by the breakdown of the cellophane filmseparator, enabling oxygen generated on overchargeto reach the cadmium electrode. This lowers voltageand increases current draw from a constant potentialsource. Plastic film separators, such as Permion oreelgard, used in many Army Nicad batteries since1979, will not break down in the alkaline environmentof the cell as did cellophane. So, thermal runaway isless likely with these materials. Even with these newimproved plastic materials, overheating and spewingof electrolyte can occur if excessively high charge currents and high temperatures are encountered.How can we as pilots, detect the onset of thermalrunaway? Simple, just monitor the aircraft loadmeter

6

(and battery temperature sensor if equipped). Theloadmeter should indicate a gradual decrease in amperage as the battery is charged following use. f theloadmeter begins to increase for no apparent reason,the pilot should expect some type of electrical malfunction. This doesn't necessarily mean the onset ofthermal runaway and may, in fact, be caused by failure of other electrical components or wiring associated with the dc system. Simply taking the battery offline should tell if the problem is battery related. Aslight decrease in amperage should occur as the battery switch is turned off and there should not be afurther increase in amperage. Remember, a dash 13entry is always necessary to ensure that the problem isrecognized by the maintenance people and subsequent flight crews.Next, consider the current emergency procedureassociated with an overheated battery. Turning thebattery switch off removes the charging current fromthe battery and decreases the possibility of furtheroverheating caused by charging. But, it also preventsthe pilot from monitoring the condition of the battery to determine if flight may be safely continued.Perhaps the procedure should be changed to reflectthe additional knowledge we now have about ourbatteries. Instead of placing the battery switch off,we might want to turn the generator and alternatorswitch off. This would effectively remove the chargesource, allow the pilot to monitor battery voltage, anddischarge the battery through normal aircraft systemusage. This should cause the relaxation effect (mentioned earlier) to aid in rectifying the thermal runaway condition and reduce the probability of aircraftdamage due to electrolyte spewing or battery explosion.Nickel-cadmium batteries are rugged and providelong life. But, they require proper handling and maintenance if they are to deliver designed output and areto have a maximum useful life. Always refer to theappropriate maintenance manual when performingregular preventive maintenance on Nicad batteries.ever allow voltage regulator checks to be performedimproperly. These checks determine the propercharge current for the Nicad battery and are mostimportant in the prevention of thermal runaway due

to overcharge. 4

Conductor, or assembly of conductors for collecting anddistributing electric currents.



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Noise induced hearing loss is a problemthat has been growing in the military since theinception of black powder. About 162 millionwas awarded in 1984 s compensation forhearing losses related to military service, andsimilar amounts can be expected to be paid incompensation in succeeding years. This articleis intended to make men and women awarethat noise hazards abound in the military.

A HHHTINSHUT rrrright haceForrrrrarrrrd harch Hupt, twop, treep, horel"Does the preceding conjure up old memories, suchas those like to be forgotten days of basic training?Remember those days when everybody ran to wait inline? Those days when you drank your scrambledeggs and used a knife and fork to eat your coffee?Those days when no one talked, everybody yelled?Even when, in fact particularly when a drill instructor was nose to nose with you, he still yelled. He,as usual, would yell an undiscernable mumbo jumbo

JULY 1986

CW3 Donald A Scott JrDivision Aviation Safety

101st Airborne Division (Air Assault)Fort Campbell, KY

Caaaan'tHearrrrYouuuu

which would frequently result in some dumbfoundedexpression on your part. You easily could hear hisrantings as your ear drums would usually reverberateoff one another. But, deciphering the mumbo jumbowas often impossible - the first time. Why was it,with more than 1 soldiers count ing cadence, thedrill instructor would stick his nose in your face andyell- well above the yelling of the other 99 trainees - I caaaan't hearrrr youuuu? Was the mandeaf?Such were my thoughts some 15 years ago. Beingyoung and awfully naive I didn't see the writing onthe wall. I didn't realize, that along with traditionalmilitary disciplining, an insidious warning was ringing in my ears. So, here I am, 15 years later, wearing ahearing aid because I am going deaf. And, you maybe too. Statistics show that newly arrived basic trainees lose 5 percent of their hearing ability by the end oftheir basic training cycle. These same trainees lose,statistically, another 6 percent of their hearing acuityby the time they complete their advanced individual.training cycle. By the time these soldiers complete 1years of military service less than h lf still have hearing capabilities within the normal range l (see accompanying figure). The rest of us yell.

t was reported in 1972 that the Veterans Administration paid $58 million for military service related

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hearing losses. 2 And, the problem isn't going away.Congress allocates more than 100 million annuallyfor these military service related disabilities. l Certainly one could argue a significant number of thesedisabilities are directly related to combat duty, butour last conflict ended in 1974 and the hearinglosses continue. Why?

Why do hearing losses occur in peacetime? Whyare we spending millions of dollars annually in compensation rather than prevention? Why are we training to send our soldiers into combat handicappedwith a hearing impairment? Soldiers assigned tonight listening posts after riding, unprotected for aperiod of time in a gamma goat (personnel carrier),probably would be able to hear a herd of elephantsout for an evening stroll; but, due to the trauma oftheir previous noise exposure in the gamma goat, andthe resultant tinnitus (ringing in the ears) and temporary threshold shift of their hearing acuities, theywould not be able to hear more meaningful sounds.Likewise, soldiers suffering significant hearing lossesmay not hear, or may misinterpret, a crucial order ata critical time. Nowhere is acute hearing so valuableas it is in combat. Yet as we train for combat, statistically, half of our soldiers are suffering significanthearing losses.Obviously the military uses a lot of noisy equipment and many factors contribute to this dilemma.The characteristics of the equipment, current technology and of course economics are a few such factors.

Impact noises from small arms and crew-servedweapons can exceed 165 decibels. 3 ar pain is experienced between 120 and 140 decibels with irreparabledamage to the ear occurring at far lesser values-legislatively above 85 decibels. 4 Exposures to weaponsfire for semiannual POR (preparation of replacements for overseas movement) are normally well controlled and, in accordance with Army Regulation(AR) 385-63, earplugs are normally checked out andworn. Unfortunately with the emphasis, rightly so,on more realistic training and combined arms exercises in a less controlled field training exercise environment, harmful exposures without the benefits ofhearing protection tend to be the normal course.

Gamma goats, Yz ton trucks, generators andother equipment generate noise in excess of established safe limits and can often border on the threshold of pain (120 decibels). Although noise hazardswarning placards, reflecting mandatory use of hearing protectors, are usually visible to the vehicle orequipment operator, such warnings are not available

28

Many common everyday sounds of military life are farabove the 85 decibels of steady noise listed as beinghazardous by AR 40 5.

to all vehicle passengers or other personnel in theimmediate vicinity of the noise source. I have witnessed gamma goat drivers proudly wearing appropriate hearing protection while, paradoxically, theircodrivers and passengers have taken no measures toprotect their hearing. There is no excuse for this, norfor leaders who instruct their troops to sandbagnoisy generators yet make no mention to them aboutwearing hearing protectors while working in the vicinity of the offending noise.The greater use of military aircraft, particularlyhelicopters, has substantially increased soldiers' exposure to noise. Helicopter crewmembers wear fire retardant flight suits and strange looking helmets withMickey Mouse ears. These ears are hearing protectors. Noise levels in Army aircraft, on the average,exceed 100 decibels across the frequency range, and inthe lower frequency ranges (below 500 hertz) may ex-ceed 110 decibels. s Development of the air-land battleand air assault doctrine subjects an increasing number of soldiers to daily hazardous exposure fromthese noise sources. Yet, soldiers being transported byhelicopters have little (if any) hearing protection.Even in realistic training, time is afforded for thetroops to buckle-up seatbelts; but few efforts aremade to plug-up with hearing protection.



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Whether it be from weapons fire, equipment opera-tions or vehicle operations, soldiers are exposedalmost constantly to hazardous noise levels. Leadersand troops alike need to take every sensible precaution to protect the hearing acuity of their troops andthemselves .

Army Regulation 40-5 places hearing conservationresponsibilities with commanders,4 right along withtheir responsibilities for training, feeding, housing,maintaining and the like. Subsequently, hearing con-servation efforts in too many units are minimal due totheir place on the hierarchy of chores for com-manders. Additionally AR 40-5 states, "Hearing con-servation measures will be initiated wheneverhazardous noise levels are known or suspected."4Experience has shown most soldiers - troops and leaders alike - are not cognizant of what a hazardousnoise level is. AR 40-5 identifies "85 decibels on the Ascale (dB(A for steady state noise and 14 decibels(dB) for impulsive noise"4 as hazardous; but what is85 dB(A) or 140 dB? You have

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Army Aviation Digest - Jul 1986

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