Army Aviation Digest - Jun 1988

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The L4 Cub played a significant role in the history of Army Aviation by leading the way as the Army's firstand most prominent fixed wing observation aircraft.

is , " Is it being done in your unit and ,if so, are you getting the word out onwhat works , what doesn' t work , etc. ,for others to benefit?" Now that theaviation brigades are coming onboard ,the opportunity to train together is better than ever, so let's take advantageof it.

When we talk about Ranger Infantry and Army Aviation , we could filla book with the multitude of missionsthat can be accomplished. What aboutdeep operations in which ranger infantry troops are heliborne lifted into theenemy's rear to accompl ish a myriadof special missions? When was the lasttime a ranger unit was picked up at Ft.Benning during the hours of darkness ,flown at a low level to Ft. Stewart, GA,

JUNE 1988

and air assaulted into clandestine LZs,marked by ranger pathfinders, todestroy missile sites, command posts,logistical bases and blow bridges? Hasit been done since 1963-64 when the11 th Air Assault Division ran similarmissions routinely? You ranger commanders , let your imagination run fora minute. Imagine how effective yourunit and Army Aviation can be inalmost every hostile scenario, from thelow-intensity to the high-intensity battlefield. However, if you ion 't traintogether, you can '(fight together. So,what are you doing about it?There is no point in discussing thelashup between air assault infantry andaviation because the 101st AirborneDivision (Air Assault) does all of those

infantry-aviation missions in a splendid manner. But what about the rest ofyou infantrymen? Do you read thelessons learned and afteraction reportsfrom Bright Star, Team Spirit, GallantKnight, etc.? After all, every Army infantry unit should be able to mount anair assault operation. However, if youdon't train to do it, will it be successful?What about you Bradley infantrymen? Do your brigade-level units evertrain together with aeroscouts and attack helicopters during a defensivescenario? Do you ever use your aeroscouts as your eyes and ears to find outwhat's out front and where? Do youever use your scouts for eyes and earsduring a fast moving attack when youand your armor counterparts are head-

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ing deep? I f not, do you ever stop andthink what the repercussions might beif you don't? Ask the Israeli commanders who conducted armored and mechanized attac ks into the Sinai in 1973,what happens when you do not haveeyes and ears out in front of you? Doyou ever work together with aeroscoutsfinding targets for your supportingfires? Do you dismounted infantrymenknow how to talk to attack helicopters?Do you think it might be a good ideato start training together?

What about you light infantrymen?Do you train with your aviation counterparts? Can you think of a better rela-

tionship anywhere in the world thanlight infantrymen and Army Aviationfighting together? Think of sloggingalong, fighting your way up mountainous terrain in Korea , Southwest Asia,etc., and read about how your counterparts from yesteryear fought up anddown the mountains in Italy. Thenthink about mobility! Think about aviation units lifting your units onto mountain tops, into narrow passes; liftingyour supporting lightweight artilleryright along with you; moving your tankkiller teams wherever you want themto go; moving your mine laying teamsinto strategic areas; augmenting your

antitank weapons; providing you withradio relay ; moving your supplies; andon and on! Has any infantry unit everconducted mountainous operationswith aviation units east of the Mississippi River since 1962 when, duringthe Howze Board, routine operationswere done in the "Smokies" and theShenandoah Valley? If not, why?

The bottom line is that whatever kindof infantry you may be , and whereveryou may fight, you will have aviationunits fighting right with you. However,what we are doing, in most cases, isreinventing the wheel in our infantryaviation training. This costs dollars and

photo by SSG Howard C. Breedlove

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ABOVE: With the airmobile division's use ofhelicopters, entire infantry battalionswere transported into, around and out ofthe battle area.LEFT: On the ground troops maneuver to flushout an enemy command post. Overhead aCH-47 Chinook brings in additional troopsto assist in the operation.BELOW: Airmobile tactics evolved by the 11thwere used here at Firebase Birmingham,RVN; UH-1 Hueys provide the mobility.

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flying hours , and it wastes trainingtime! Go back and extract lessonslearned from the Howze Board , 11 thAir Assault Division and combat afteraction reports from Vietnam. Find outhow aviation units fight in annualREFORGER exercises ; find out howlight infantry and aviation operatedtogether during the Bright Star exercises, and start working together inyour unit.Often Times We Get Hung Upon Tanks Fighting TanksInfantry troops on tomorrow 's battlefields will continue to playa decisiverole . In a protracted war in Europe, the

photo by SP5 Lawrence J. Sullivan

JUNE 1988

role of infantry , regardless of type, willbe critical. In restrictive terrain, whenSoviet armor lacks vast space for maneuver warfare, infantrymen may planthe decisive role. Take a look at adetailed map of West Germany. Youmay be surprised to find that more than60 percent is good infantry terrain.Forests, built-up urban areas, crisscrossing highway systems, numerouswater obstacles and restrictive valleysdominate the countryside. I f thatdoesn ' t cause you to stop and reflect,think about the 100+ Warsaw Pactdivisions that are not armor divisions.I f you are still unconvinced , read aboutthe year-long defensive struggle conducted by the Germans during 1944when infantry divisions fought extremely successful actions against tankunits until they were finally overcomeby sheer numbers. For those of youwho do not like old lessons from thepast , look up and learn how Egyptianinfantrymen destroyed entire Israelitank units during the first week of the1973 war. To carry this analysis onestep further , ask the Israeli commanders who spearheaded the assaultinto Lebanon what killed the majorityofT -64 and T -72 tanks. The answer isthe infantry fired TOW missile!We should start thinking about andplanning for infantry and aviation tactics, techniques and procedures on thishigh-intensity battlefield in Europe or

in Southwest Asia. Train together at Ft.Hood , TX ; Ft. Stewart; the NationalTraining Center; and wherever youhave the space to maneuver together.In Southwest Asia, a large part of theterrain is infantryman's country where

armor formations can be ambushedeasily before finding maneuver room.Korea is, unquestionably, infantrycountry . North Korean armor will notenjoy the impunity of the 2.36-inchbazooka should they cross the parallelagain.

In tomorrow's war, wherever it maybe fought , infantry and aviation willteam up and fight together. In Europe,infantry and aviation may be air assaulting an infantry brigade across ariver to secure a bridgehead; a rangerunit employed deep beyond the for-

ward line of own troops to delay,disrupt and destroy certain targets; lifting infantry tank killer teams throughout the battlefield to seize and hold akey intersection for armor forces topass though; or AH-64 Apaches and in-fantrymen killing tanks in urban areas.In Southwest Asia, it may involve airassaulting infantry 100 kilometers deepto secure key mountain passes; or nightraids to ambush enemy march columns. In a low-intensity environment,infantry and aviation will team up, 24hours a day, and conduct every imaginable combat mission. In Korea, itmay include moving a light infantrybrigade over a mountain range to blocksecond echelon forces from passingthrough a key road junction. The listgoes on and on.So what's the point of this litany oninfantry and aviation? Well, the pointis, what are you doing in your infantry unit to train with whatever aviationunit is nearby? Ft. Benning and Ft.Rucker, AL, are pretty close together,but are the two closely linked togetherin working doctrinal issues, tactics,techniques and procedures? Are thetwo proponent schools beating thebushes out in the divisions and brigadesto ensure joint training is taking place?Take advantage of the lessons from the101st Airborne Division (Air Assault).The aviation-infantry team at Ft.Campbell, KY, is inseparable!

I f you don't start training together,one day, let's say during a REFORGER exercise, the word may come downto conduct an air assault operation witha dismounted mechanized infantry battalion to secure a key terrain feature.I f you haven 't trained together, severalhours later, when both units are tryingto put the operation together, the critical time will have slipped away and itwill be too late!The infantry-aviation marriageheads into its 30th year. At platoon,company, battalion and brigade level,

let's ensure the dose relatiQnship continues and the capabIlity of infantry,other combined arms members andaviation to fight together on tomorrow's battlefield, wherever it may be,is perfected. ~

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~< HISTORICAL

:FREcEDENT: SUPERIOR INFERIORITY

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Captain Anthony BrognaOffice of Personnel Systems

Directorate of Aviation ProponencyU.S. Army Aviation Center

Fort Rucker, AL

Captain Brogna was assigned to Aviation Officer AdvancedCourse 86-4, Fort Rucker, when he wrote this article .

1111: NSIDER THE following scenario.'!f:. The area of operations coversEurope, North Africa and SouthwestAsia. You engage an enemy who outnumbers yourforces by a 20:1 margin. You rely on a slight technological advantage in weaponry over your opponents,and you plan to capitalize on your superior mobility ...

Surely this is a scenario for the U.S. Army but, in530 A.D., it was a reality faced by the brill iant Byzantine General Belisarius. Belisarius met this challengesuccessfully on many occasions. As a result, a shortstudy of his campaigns and methods provides furtherinsight into our ow'n AirLand Battle doctrine and ArmyAviation.

Belisarius (505 to 565 A.D.) was the finest tactician(not strategist, since the Emperor decided strategicpolicy) of the Byzantine Empire. Strong, patient,industrious, careful with the lives of his men and sparing with those he conquered, the 25-year-Old Beli;.sari us was chosen by the Emperor Justinian, "theEmperor who never sleeps," to protect the Byzantine Empire and restore the Western Roman Empire.Belisarius accomplished these two tasks using bothremarkably slim resources and a basically defensivestrategy. This is extraordinary since the Byzantines'strongest asset was their cavalry (known as"Cataphract' ).

These cavalrymen (made up of Byzantines, Huns,mercenaries and conquered horsemen) were armed

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In 530 A.D. General Belisarius applied the tenets ofAirLand Battle to turn his weakness of inferior numbersinto superior synchronization of forces and win on the

battlefield. Those tactics that won victories on thebattlefield so long ago can provide insight into the AirLandBattle doctrine and Army Aviation on today's battlefield.

not only with lance and sword, but also with thesuperior Byzantine bow. They wore armor that gaveprotection against most of their foes' arrows.BeHsarius' basic tactics were to force the enemy todeploy and attack, and then to have his Cataphractuse their bows on an advancing foe while at a standoff range, thereby wearing down the enemy withoutbeing subjected to return fire; and to capitalize on thesuperior mobil ity of the Cataphract by audaciously attacking the enemy's weaknesses. Accordingly, wesee that the Cataphract combined both mobile shockpower and mobile firepower. (These were the forerun-ners of our armor and aviation.)

Belisarius' infantry served as static center, aroundwhich the cavalry could maneuver, and as a demonstration force that would draw the enemy into the attack. (The Byzantine infantry was held in low esteemby many enemies. Belisarius used that perspectiveto his advantage on many occasions.)

Belisarius' first major battle was the Battle of Darasin 530 (see map). A Persian force of some 40,000highly trained infantrymen and cavalrymen invadedthe Byzantine Empire. Belisarius, who had less than20,000 troops, met them at the fortress Daras. Insteadof occupying the city and having the Persians laysiege, Belisarius decided to risk battle. Belisariusdeployed his infantry in a 'U ' formation, with the lightcavalry extending out and the Hun cavalry as pivots.Behind a hill, Belisarius hid a detachment of Hun cav-

JUNE 1988

airy for raids into the Persians' rear area when theopportuni ty arose. The Persians, believing the U formation to be a trap to draw them into the center andthen have the wings close in on them-which is whatBelisarius wanted them to believe-split their forces(as Belisarius planned) and attempted to fight downeach side independently. On the left flank, the Huncavalry in the pivotal position moved out and attackedthe Persians' flank, while the detachment behind thehill made a deep assault into the enemy's rear. Asa result, the Persian force on the left side broke andran, which allowed Belisarius to mass his forces onthe right side and easily win the battle.

Belisarius had turned his weakness of inferiornumbers into a strength of greater agility and easier

BaitLg of D a r Q ~

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SUPERIOR I NFERIORITYcommand and control, allowing superior synchroni-zation of forces. He also used tactical deception totrick the Persians to engage him in the way hewanted. Furthermore, he used a psychological opera-tion on the Persians. The night before the battle, hesent the Persian commander a letter requestingpeace. In the letter he stated, "The best general isthe one who can bring about peace from war." ThePersian commander perceived this message as asign of fear and, therefore, less careful with his plans,was more easily drawn into the attack.

Justinian next sent Belisarius to North Africa to sub-due the Vandals, who were using ancient Carthageas their capital. For this mission, Belisarius was given5,000 cavalrymen and 10 ,000 infantrymen. The Van-dal army numbered more than 100,000.After setting up a logistical support base in Sicily,the Byzantine force landed down the coast from Car-thage. Belisarius' plan was to make a rapid advanceup the coast, while sending his navy forward imme-diately to threaten Carthage. Furthermore, Belisariusbegan a successful campaign to win over the localpopulation. (Justinian made a proclamation that hisarmy came not to make war on the populace but solely

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The Byzantine Empireunder Justinian I,560 A.D.

PH SI,\

n ra .

Aatiodl

SHIA

on their king, Gelimer.) Gelimer split his huge forces,leaving some behind to defend Carthage and mov-ing the majority out to intercept the Byzantine armyat Ad Decimum (10 miles from Carthage).

Gelimer's plan was to split his forces into three dif-ferent simultaneous attacks. The first would hit thefront of Belisarius' column. The second would comefrom the flank to split the column in the middle, whilethe final would swing around and attack the rear.(Since the Byzantines were marching along the coast,their remaining side was the Mediterranean.) How-ever, Gelimer failed to consider the rapid pace of thehighly mobile Byzantines and the fact that he lackedthe ability to synchronize his complex plan. (The his-torian Procopius, who was marching with Belisarius,stated that, if Gelimer's idea was carried out asplanned, there was no doubt that the Byzantineswould have been destroyed.) As a result, each attackoccurred at different times, allowing Belisarius tomass his forces and react to each engagement withhis entire force.

Before the battle, Belisarius addressed his troops:II Now as for the host of the Vandals, let no one of youconsider them. For not by numbers of men, nor bymeasure of body, but by valor of the soul is war de-cided." The day went to Belisarius. After furtherfighting Carthage was taken, and the Vandals van-quished.



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Using North Africa as a supply base, Justinianordered Belisarius to reclaim Italy from the Ostrogoths. Justinian made a political deal with the Franks,which sent them invading northern Italy as a diversion and causing the Goths to commit forces to theirnorthern frontier.

In May 536 Belisarius' Army, numbering about12,000 men, landed near Naples and conquered thatcity by filtering troops through an unused aqueduct,while making various diversionary attacks around thecity. The Gothic king set out from Rome with an armyof 150,000 to destroy Belisarius; however, Belisariuswas able to slip past this force.

On 10 December 536, Pope Silveri us opened thecity gates to Belisarius, who was cheerfully greetedby the Romans. The Goths turned and laid siege toRome; however, they were unable to penetrate thecity's defenses. Meanwhile, Belisarius began a campaign to capture the Goths' various supply and communications routes and centers. He accomplishedthis by sending out his cavalry in highly mobile detachments that could move throughout Italy quickly,yet with sufficient force to conquer key areas. Capture of terrain was unimportant. Destruction of theenemy by concentrating on his weaknesses (logisticsand communications) was the objective. Finally, attera year's siege, the Goths were forced to lift their siege,retreat and recapture their lost cities. When the Gothicarmy was half-way across the Mulvian bridge, Belisarius launched an attack against the enemy's rearfrom which it suffered heavily.

For the next 2 years, Belisarius conducted h ighlymobile warfare throughout Italy. He sent numerouscavalry detachments throughout the countryside topin enemy forces down, while the remaining Byzantines massed on a particular objective. This tacticresulted in the capturing of the Goth king in 540 andthe addition of Italy to the Byzantine Empire.

n 540 the Persians again invaded theEmpire, this time with a force of 200,000 men withthe goal of conquering Jerusalem. Justinian recalled

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Belisarius and gave his an army of about 10,000 tointercept the Persians. Belisarius correctly discernedthat the only route the Persians could take was downthe Euphrates. Moving the Byzantine forces to thepoint where the Persians would be most vulnerableduring their march, Bel1sarius began one of thegreatest deceptions in history.

Byzantine forces made various movements alongthe Persians flanks, giving the impression o.a largerforce. The Persian commander, concerned over sizeof this unknown force, sent an envoy to Belisarius'camp under the guise of peace. Actually he wantedto determine the size of Belisarius' army. Belisariusguessed this and staged a vast military play for theenvoy. Extra tents were erected. All troops weremassed on the envoy's route to give the Persian commander the impression he was only seeing part of agreat army. Troops were told to move about constantly and to act cheerful and confident. Belisarius metthe envoy in a light-hearted and carefree mood. Soimpressed was the Persian commander with the envoy's report and the various Byzantine cavalrymovements along the Persian flank, that he beat ahasty retreat back to Persia.

Belisarius went on to further conquests throughoutthe Empire. While in retirement in 559, he saved Constantinople from a Hun invasion-the city was voidof troops-by rallying 300 of his retired veterans oncommandeered circus horses and ambushing theHun flank. His tactics preserved the Empire toranother 900 years.

Belisarius never directly attacked his enemies;rather, he applied his strengths to his opponent'sweaknesses. Belisarius used his defense to tempt theopponent to attack in a way that would suit his tactics, which allowed him to get his enemy off balanceso he could use his Cataphract to the greatest advantage. He was a master of deception and psychologicalwarfare. His applications of the tenets of AirLand Battle (initiative, agility, depth and synchronization) ledhim to constant victory.

Belisarius is oneof history's great captains. He wasa master tactician from whom we can still learn. Hisvictories show that numerical superiority can be tactical inferiority. - - . . . . . -

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~ ~ ~ ~ ~ = = ( E i ) ) ~ t ; ; = =u. S. ARMY SAFETY CENTER

RISK MANAGEMENTFlying the Mission Anyway-The Best WayARMY A VIA TORS strap themselves into aircraft

designed to withstand the stresses of flight, speed andaltitude. Even so, aviators themselves were designed towalk upright at only about 4 miles an hour. With this built-inconflict between man and machine comes the need for abuilt-in process to identify, minimize and reconcile riskswith essential mission needs.

The Army's risk management approach is a concept fordoing just that. Risk management is a handy tool for balancing the inherent risks of hard, tough, realistic trainingagainst the safety of troops and equipment. It makes possible a balance that allows the blending of the two for thebest mission results possible.

The increasingly demanding training required to producecombat-ready soldiers severely tests the abilities of Armyleaders to keep their troops both safe and ready. The greatermission carries with it greater risks. The evolution of theArmy Aviation mission illustrates this point.

Twenty years ago, a low level of risk was associated withthe aviation mission. At that time, for example, aircraftwere comparatively simplistic. Aviators were flying observation missions at altitude under visual flight rules conditions. Then the mission was expanded to include tacticalinstrument flying in weather. This expansion of the mission profile produced a corresponding sharp increase inthe level of inherent risks associated with mission demands.

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As pilots gained proficiency in tactical instrument flying,the risk factor leveled off. However, the risk level remainedat a higher level than before.

The mission was then expanded by the tactical requirement for nap-of-the-earth flying. Again, the level of training risks rose sharply. It rose in direct proportion to theincrease in the level of difficulty of the mission.

The mission has now been expanded by the requirementto fly with night vision devices. This requirement greatlyincreases demands placed on aircrews and equipment; itproduces a corresponding increase in training risks.However, the inherent risks associated with night visiongoggles flying continue to increase rather than level off.

The aviation mission has become increasingly moredemanding. The overall increase in level of risk has putgreater demands on leaders-risk managers-to minimizethe risks inherent in an operation. Leaders must now reconcile inherent risks with essential mission needs.

, Risk management" is the term used to describe thesystematic process for doing this. The risk managementprocess begins by clearly defining mission requirements.Then acceptable risk factors are established. Risksassociated with mission operations are identified andweighed against the benefit to be gained.

The conflict between safety and training has, at times,become acute. It did so when fog rolled across a valley



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where a light rain was already falling on troops involvedin a training exercise. Two UH-60 Black Hawks, involvedin tactical support missions, were transporting 12 soldiersfrom one location to another. Visibility was less than onequarter of a mile. At the head of a valley pass, the two aircraft encountered a patch of fog. One pilot chose to proceedthrough the fog and up the valley; he expected to breakout of the overcast. The other pilot, assessing the risk astoo high, turned around and flew out of the valley. Thelead aircraft continued to fly; it hit trees 107 feet abovethe valley floor on rising terrain. It crashed, killing thecrewchief and three passengers. The other occupants werecritically injured. A multimillion dollar pieceof equipmentwas destroyed.

Risk management, when used in the mission planningstage, is designed to uncover weaknesses in operations.Events leading up to a less dramatic situation were no lessdangerous because of lack of planning and lack of missionanalysis.A UH-l Huey had launched shortly after midnight to support rescue efforts brought about by massive flooding. Atsome point in the mission, the main rotor blades struck anunknown object, damaging both blades. The damage wasdiscovered during the postflight inspection.

A mission analysis based on the risk management approach would have shown several weaknesses in the rescuemission: a crew that was inexperienced in night flying, withneither pilot nor copilot having recent night training orflying experience; lack of crew selection criteria foremergency search and rescue operations; lack ofa writtenstanding operating procedure on the rescue hoist; and anunfamiliar landing zone.

These weaknesses combined to make this a risky operation. A risk assessment before the mission would havequickly identified the risks. It should have enabled the commander to minimize the risks or control them.

Controlling risks is done very simply by not acceptingpreventable risks. Preventable risks can be reduced oreliminated by setting operational parameters within the constraints of existing resources and technology. Risks canbe prevented without unacceptable impediment of themission. Operational parameters can be tailored by controlling the variables affecting the mission; for example,illumination levels, time standards and weather criteria.Going beyond these parameters changes the risk level.

Risk managers must first identify the risk. Next, theymust evaluate and quantify the risk. Then they must reduceor eliminate the risk. This involves risk decision making;that is, deciding which risk they can live with and whichthey can't. In risk decision followup, risks are doublechecked and the benefits are projected.

JUNE 1988

When the mission requirements are within an acceptablerisk level and within established operational parameters,the risk factor will be low. Adding man, machine orenvironmental limits will increase the risk factorcorrespondingly.

Apply this concept to a VIP (very important people) fixedwing flight detachment. The unit mission generally is inthe low-risk category. Most risks associated with the mission are preventable.

Apply the same process to an attack helicopter companyin Germany. Based on mission demands, the level of riskis far greater.An element of risk may be unavoidable in accomplishing

the training mission. If so, commanders must set realisticoperational parameters that ensure overall mission benefitsclearly are warranted and clearly exceed the overall potential cost of the risk itself.

Based on mission requirements, acceptable risk levelsare established. As unit proficiency increases because oftraining or improvements in equipment, operations withinthe area of acceptable risk are expanded. Sustained training and improved technology provide an improved balanceof risks. This improved capability will then allow the unitto expand operations into a higher risk zone. This zone isbeyond the operational parameters previously set for normal operations. This zone of increased risk is knowinglyand carefully penetrated for a clearly predetermined training benefit essential to mission accomplishment. Thefurther into the zone, the greater the risk, which in turndemands a higher level of risk management decision, morecareful planning and more stringent consideration of anycontrollable variables.

The level of the decision maker should correspond tothe level of the risk. The greater the risk, the more seniorthe final decision maker should be. When in the high riskzone, everyone from commander to crewchief must beaware of the risk implications. By-the-book disciplinedoperations are mandatory. All controllable risk variablesmust be controlled. At the same time, this does not meanlow-risk operations are unsupervised. Nor does it meanhigh-risk operations shouldn't be carried out. Managingrisks doesn't include not doing the job; it does includeidentifying the risks and setting the parameters under whichthe job will be done.

A traffic light signals green for go, yellow for cautionand red for stop. Just so does the risk management concept signal commanders and other leaders when risks tothe mission need to be controlled or eliminated. The riskmanagement approach gives leaders increased capabilityto integrate safety into daily operations and determine howman and machine can best accomplish their mission.

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PEARL!SPersonal Equipment And Rescue/survival Lowdovvn

Survival Radios and Test SetsArmy Aviation units that have been reCeIVIngAN/PRC-90-2 survival radios or TS-24B test sets withouttechnical manuals (TMs) should contact Mr. WayneDickerson , Communications and Electronics Command,AUTOVON 992-1039, for assistance in obtaining manualsfor these items.Medical Materiel

Activities with the following medical materiel on handshould send all suspended quantities collect to Private Formulations, Inc. , ATTN: Return of Goods Department, 460Plainfield Avenue , Edison, NJ 08818 : National stocknumber (NSN) 6505-00-063-5631, Aspirin, DelayedRelease Tablets, USP ; 324 Grams 1O,000S; ManufacturerPrivate Formulations , Inc. (all lots).

Note: Include a letter with the shipment requesting creditfor the materiel returned . The letter should cite the quantity be ing returned and an in-the-clear return address. Standard Army Intermediate Level Supply ABX 88Q0741applies . The point of contact (POC) at Ft. Detrick, MD,is SGMMA-MMQC-0811 , 251315Z FEB 88.Aircraft Seat Belts

We have been receiving inquiries on the "shovel" typelatch (MS 3488). Many of these latches have an extensionplate attached to allow proper clearance in accordance withTM 55- 1500-204-25/ I , change 31, paragraph 3-311 A andfigure 3-112B. This extension plate will not be removedfrom the MS 3488 latch. New production seat belts withthe M '2-188 latch have sufficient clearance. They do notrequire the extension plate because the drawing waschanged to give the proper angle eliminating the need forthe extension plate. Refer to your appropriate TM formeasurement information; see TM 55-1500-204-25/ I. ThePOC is Mr . Jim Dittmer , AMCPM-ALSE, AUTOVON693-3573 . The alternate is Mr. Boone Hopkins in the sameoffice.Survival Vest SRU-211P and Kits

This article repeats a previous article on subject vestsand kits. The net , mUltipurpose, NSN 7465-00-300-2138 ,has been removed from the SRU-211P vest and transferred

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to each of the standard individual survival kits , NSNs1680-00-973 -1863, overwater ; 1680-00-973-1862, coldclimate; 1680-00-973-1861 , hot climate kits. The net,multiplace, is not considered short-term survival equipment. Therefore , to reduce the bulk of the survival vest ,the more appropriate location for the multipurpose net wasdetermined to be in the individual kits. Since the adoptionof the new survival matches , NSN 9920-01-154-7199 , arequirement no longer exists to include match box , NSN8465-00-265-4925, as a survival kit or vest component.These changes may be accomplished during the nextscheduled inspection. These changes will be incorporatedin the next change to TM 1680-317-23&P. The POC forthis action is Mr. Boone Hopkins, AMCPM-ALSE-L,AUTOVON 693-3573.Oxygen Mask Regulator

Reports from oxygen users have reported that theregulators on the MBU-12/P have been " freezing " during use. We are checking into thi s problem , but believeit may be caused by using medical oxygen. You are undoubtedly aware that medical oxygen has a high concentration of moisture, which could be the root problem. Wewill provide you more information as to cause factors andnecessary "fixes."

Updated Flyers' Clothing InformationWe have several inquiries on flyers' clothing. The in

formation below covers the questions:Jacket , flyer 's CWU-45/P. heavyweight.Defense Personnel Support Center S9T is accepting

funded requisitions for the jacket , flyer's, CWU-45/P,heavyweight, NSN 8415-00-310-1111 series. This jacketreplaces the jacket, flyer 's , N2B, heavyweight, NSN8415-00-118-7569 , -7573, -7574 and -7587 (small , medium, large and extra-large) . The CWU-45/P, made ofNomex fabric, provides flame resistance ; the N2B did not.The unit price of the jacket is $114.00, and the unit of issueis each (EA).

Note: The basis of issue for the jacket, CWU-45 /P, isidentical to that of the replaced jacket, N2B, found in common table of alllowances line item number L 14978. The



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CWU-45/P jacket, flyer's, is to be worn with the hood,flyer's, NSN 8415-01-167-7242 series, which is currently in the supply system. The unit price of the hood, flyer's,is $29.45, and the unit of issue is EA.

Jacket , Flyers Size Tariff per 1,0008415-00-310-1111 S-(34-36) 1511123 M-(38-40) 3631133 L-(42-44) 3251140 XL-(46-48) 161

NSNs, sizing and recommended tarrifs.

Jacket, Flyer's, Medium Weight (Nomex) and Jacket,CW, Aramid OG 106The jacket, flyer's, medium weight (Nomex), NSNs8415-00-221-8870 and 8415-00-217-7387(s), authorizedto aviation personnel, is being phased out and is no longerbeing procured. Replacement item is jacket, cold weather,Aramid, OG-I06, NSN 8415-01-074-9413(s). To determine authorized aviator requisitions, send hard copy requisitions (mailed) off-line to Commander, DefensePersonnel Support Center, ATTN: DPSC-FOOB, 2800 S.20th Street, Philadelphia, PA 19101-8419.Note: A statement must be added to the remarks block

ofthe requisition, indicating that the aviator requisition isauthorized.Now you can help us by letting us know what we can dofor you. Don't be bashful, we'll help you all we can, butwe can't help you if we aren't informed. 9sr ,If you have a question aboutpersonal equipment or rescue/survivalgear, write to PEARL.:S, AMC product Management Office, ATTN:AMCPM-ALSE, 4300 Goodfellow Blvd., St. Louis, MO 63120-1798or call AUTOVON 693-3573 or Commerc ial 314-263-3573.

Answers to THREAT QUIZfrom inside back cover

u.s. Army Class A Aviation Flight MishapsArmy

Number Flying Hours Rate FatalitiesFY87 (through 15 May) 20 984,734 2.03 21FY88 (through 15 May) 17 1,041,824* 1.63 30

estlmated

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Total Cost(in millions)$46.6$46.6

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Soviet and U. S. HelicopterIndustries and TacticsThree dimensional maneuverability has been an integral part of land combat since World War II.

By the time of the Korean War, technology and the economics of production had advancedenough to provide air movement of troops and supplies by helicopter for the first time. Since the

maturation of the helicopter in that war, both the United States and the Soviet Union haveamassed great fleets of military helicopters. Strangely, no similarity exists when comparing these

fleets or their respective doctrines for employment of these fleets.

HIS ARTICLE addressesthe differences between the UnitedStates and the Union of Soviet SocialistRepublics in their processes of developing aircraft. The purpose of theinvestigation of these differences wasto predict the continued parallel development or convergence of the twonations relative to helicopter doctrineand production. Available informationwas assembled on the histories of thedevelopment of helicopter industries ineach nation. Fundamental differences,similarities and integrations wereobserved. These observations providethe basis for the prediction of futuretrends.DevelopmentSoviet helicopter industry and tacticsare discussed first in this article. TheRussians are legitimately recognized asworld leaders in developing helicoptertheory and technology. Although theconcept of vertical flight is centuriesold-early sketches date to 1483-thehelicopter could not be built until asuitable engine was developed. In theearly 19OOs, the Soviets pioneered indeveloping experimental helicopters,assembling a prototype aircraft in1907. However , the special conditionsof the Russian Revolution resulted inthe flight or exile from Russia of Sovietscientists. Therefore, Soviet develop-

16

ment of helicopters did not materializeuntil after World War II. At the sametime of the flight of Soviet scientistsfrom Russia, high technological advances were being made in the UnitedStates. With the communist systemwell entrenched, the Soviets began tosearch for the technological superioritythat had been lost to the West. For example, they established the Ministry ofAviation Industry to direct all research,design, development and testing ofaircraft.Russia's unique geographical andeconomic position drove the rapid advancement of the Soviet helicopterindustry. The immediate requirementfor Russian helicopters was for economic, not military, reasons. However, it is important to understand thathelicopter design bureaus were working primarily for military forces andtheir designers were conscious of theneed to develop equipment that wouldbe available for service in battle andcould be operated without difficulty bysoldiers in the field. Thus, Sovieth e l i c o p t e r ~ were usually developed

Major Rick D. Hancocku.s. Army Training Program with IndustryMcDonnell Douglas Helicopter Company

Mesa, AZ

with military forces in mind, and tactical considerations governed designfactors such as flight performance, survivability, payload, range and maintenance.The remote regions of Siberiacontained the strategic resources required in the post war economy. Thehelicopter provided the only reasonable solution to Siberia's transportationrequirements under these severe environmental conditions. In Siberia, complete railroads disappeared under waterin the spring; airfield runways couldoperate only while frozen in the winter;and temperatures ranged from + 100degrees Fahrenheit (F) to -60 degreesF. The helicopter was the only vehiclethat could move men and equipment

over areas with no infrastructure andinto areas unsuitable for airplanes.Only helicopters could support exploration and sustainability year round.To provide these capabilities, the

Soviets designed helicopters with largecargo and passenger loads, extendedranges and high speeds. Large, powerful aircraft that are characteristic of theSoviet helicopter today were the result.The Mi-6 Hook best exemplified thisearly concept. Designed to move drilling equipment 4> Siberia, the Mi-6Hook had to carry a load six timeslarger than the current productionmodel. The typically Russian solution



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~ - - - r : fE_

Greater lift capacity in U .S. helicopters has resulted from advanced technologies in aerodynamics, metallurgyand power plants. Coupled with increased survivability, this lift capacity enhances the tactical versatility ofU.S. helicopters, while the aircraft remain relatively small.After observing the practicality ofthe use of the U.S. helicopters inKorea, the Soviet military acceleratedhelicopter procurement. This newassimilation of Soviet aircraft wasdisplayed with an underlying attitudethat helicopters were merely a meansof transportation. In their militaryguise, Soviet helicopters were onlyconsidered for transportation purposes. The mammoth lift capabilitiesof Soviet helicopters provided operational level mobility opportunities.However, Soviet employment concepts for helicopters have nevertranscended the nearsighted approachof copying ways to apply existing aircraft for operational requirements.Vietnam and the growing westernand North Atlantic Treaty Organization (NATO) countries that embracedthe helicopter for expanded militaryapplication had even more influence on

JUNE 1988

~ - - -Ka - _ Hokum

SOVIET HELICOPTERS

Soviet helicopter procurement thanKorea. Soviet analysts of the VietnamWar were impressed by the use ofhelicopters as gunships. They wereparticularly impressed by the low lossrates of helicopters as compared tofixed wing aircraft; therefore, theybegan to develop strap-on armamentsto the transport fleet. The massive 1967Dnepr River tests with armed Mi-8Hips and Mi-4 Hounds validated theconcept. The purely military helicopter, the Mi-24 Hind, was developed atthis time.The Soviets saw the chance again torealize the success enjoyed by the Ilyushin 11-2, Shturmovik, the close airsupport fighter of World War II. TheSoviets designed this new fighter witharmor protection and heavy armament,which were required to attack Germanarmor units. Russian soldiers called theaircraft the Flying Tank.The Mi-24 was designed to performthis same mission using the same tactics. In fact, the Hind-D is only aNATO designation. Soviets refer to itas the Shturmovik helicopter. According to this doctrine, stealth and terrainflight are less significant than speed andoverwhelming firepower. When given

the flat terrain of western Russia, terrain flight provides no advantages foremployment of the helicopter; however, the Soviet mindset ignores therealities of fighting in other kinds ofareas and the effectiveness of new airdefense weapons.ConclusionDespite operational lessons learned,it is unlikely that either the UnitedStates or the Soviet Union will deviatefrom their established processes ofdeveloping helicopters. Fundamentaldifferences are systemic and culturally ingrained; neither country sees areason to change.The Soviets will continue to pursueWestern technology as a primarymethod of improving the quality andeffectiveness of their weapons. Theycorrectly perceive their inability for internal innovation. This does not represent a reevaluation of their doctrine.The Soviets will continue to embraceShturmovik as the doctrine for all closeair support. Production of the Mi-28Havoc (a duplicate of the AH-64Apache) represents on!y a theft ofU .S.technology, not a movement towardU.S. tactics. ~

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U.S. UMY

Directorate of Evaluation/Standardization s ~REPORT TO THE FIELD AVIAno.srANDA.DlUlI.

Mountain FlyingCW4 Walter V. BettencourtCW4 Richard M. O'ConnellDirectorate of Evaluation and StandardizationU.S. Army Aviation CenterFort Rucker, AL

A R M Y A VIATION units must be prepared to operateanywhere on the globe in support of the Army's worldwide missio n of ensuring peace and security for the United States and itsAllies throughout the world. If Army Aviation is to be successfulin this task, it must be adequately trained to operate in a varietyof unique environmental conditions. Perhaps one of the mostdemanding of these is mountain flying.

The unique nature of military operations in a mountainous environment ensures that Army Aviation will serve a prominentrole in any future co,'lflict in such areas. If aviation is to be readyto fulfill its assigned tasks, it must be adequately trained andprepared. Field Manual (FM) 1-202, "Environmental Flight,"states: " Regardless of how much theory you may know or howmany flight hours you have flown, until you have actually participated in mountain flight, the required degree of proficiencycannot be acquired. Mountain operations require special training, acclimatization and a high degree of self-discipline ifoperations are to succeed." No Departm ent of the Army levelcourse of instruction is available to train aviators in mountainflying techniques. Within the Reserve Component, the ColoradoNational Guard has expended much hard work and effort todevelop a mountain training program that will soon be availableto National Guard aviators. For the foreseeable future, however,mountain flying will continue to be a unit level training program.

Anny Regulation 95-1 , "G eneral Provisions and Flight Regulations, " paragraph 3-16, requires that commanders develop an

aviation standardization program to ensure the proper trainingof aviation units. In addition, Training Circula r 1-210, "AircrewTraining Program Commander's Guide," outlines the following r e ~ u i r e m e n t s for units operating in unique environments:

Develop a unit standing operating procedure that adequately reflects the effect that environmental flight has on unit flightoperations.

Train newly assigned aviators at unit level in environmentalflight.

Require crewmembers to demonstrate proficiency in theirunique environment to an instructor pilot or standardizationinstructor pilot.

Develop task lists that reflect the appropriate special andadditional tasks.

The results of recent visits to the field by Direc torate of Evaluation and Standardization teams, however , indicate that mountaintraining is being overlooked in many unit aircrew training programs . Admittedly, in these days of ever-tightening budgets andreduced flying hour programs, it seems that all too often tra iningrequirements exceed the assets and time available to support them.However, the importance of adequate mountain training is a mustif Army Aviation units are to complete their assigned tasks. Itis, therefore, essential that unit level mountain training programsreflect realistic, attainable goals that adequately support the unit'smission requirements while minimizing the impact on the expenditure of already scarce unit assets. To achieve this goal, commanders must carefully review their unit's mission in peacetimeand war and identify their specific needs for a mountain flyingprogram. Once the need has been identified, a program of instruction can be developed that reflects the un ique missionrequirements of the unit in its environment.

A vailable information sources for developing unit programson mountain training include the following: FM 1-202 thatcontains a recommended program of instruction for qualifyingaviators for mountain flying and FM 90-6, "Mountain Operations." For additional information and assistance on mountainflying training write to the Directorate of Evaluation andStandardization, Ft. Rucker , AL 36362-5214, or call AUTOVON558-2442 or 3504. -.---7

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

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

20 U.S. ARMY AVIATION DIGEST


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USAASOSEZ

Do's and Don'ts of Thunderstorm FlyingMr. John McKeemanu.s. Army Aeronautical Services OfficeCameron Station, Alexandria, VA

SUMMERTIME brings thunderstorms. Because the bestpolicy is for aviators to avoid thunderstorms, the following do 'sand don'ts for avoidance pointers are offered:

Don 't regard any thunderstorm as "light" even when radarreturns show the echoes are of light intensity .

Don't land or takeoff in the face of an approachingthunderstorm. A sudden wind shift or low-level turbulence couldcause loss of control.

Don 't attempt to fly under a thunderstorm even if you cansee through it to the other side. Turbulence under the storm couldbe disastrous.

Don't try to circumnavigate thunderstorms covering sixtenths of an area or more either visually or by airborne radar.

Don't fly without airborne radar into a cloud mass containing scattered embedded thunderstonns. Scattered thunderstorms ,not embedded, usually can be visually circumnavigated.

Do avoid, by at least 20 miles, any thunderstorm identifiedas severe or giving an intense radar echo. This is especially trueunder the anvil of a large cumulonimbus.

Do clear the top of a known, or suspected, severethunderstorm by at least l,OOO-feet altitude for each 10 knots ofwind at the cloud's top. This exceeds the altitude capability ofmost aircraft.

Do remember that vivid and frequent lightening indicates asevere thunderstorm.

Do regard as severe any thunderstorm that tops 35,000 feet,or higher, whether the top is visually sighted or determined byradar.

I f you cannot avoid penetrating a thunderstorm, the followingare some Do IS before entering the storm:

Tighten your safety belt, put on your shoulder harness if youhave one and secure all loose objects.

Plan your course to take you through the storm in a minimumtime and hold to your course.

Establish a penetration altitude below the freezing level, orabove the level of 15 degrees centigrade, to avoid the most criticalicing.

Turn on pitot heat and carburetor or je t inlet heat. Icing canbe rapid at any altitude and cause almost instantaneous powerfailure or loss of airspeed indication.

Establish power settings for reduced turbulence penetrationairspeed recommended in your aircraft manual. Reduced airspeedlessens the structural stresses on the aircraft.

Turn up cockpit lights to highest intensity to lessen dangerof temporary blindness from lightening.

Disengage altitude hold and speed hold modes if using automatic pilot. The automatic altitude and speed controls will increase maneuvers f t h ~ aircraft thus increasing structural stresses. I f using airborne radar, tilt your antenna up and down occasionally. Tilting it up may detect a hail shaft that will reach a pointon your course by the time you do. Tilting it down may detecta growing thunderstorm cell that may reach your altitude.

The following are someDo IS and Don 'ts during thunderstormpenetration:

Do keep your eyes on your instruments. Looking outside thecockpit can increase danger of temporary blindness from lightening.

Don't change power settings; maintain settings for reducedairspeed.

Do maintain a constant altitude; let the aircraft "ride thewaves. " Maneuvering while trying to maintain constant altitudeincreases stresses on the aircraft.

Don't turn back once you are in the thunderstorm. A straightcourse through the storm most likely will get you out of the hazardous area more quickly. In addition , turning maneuvers increasestresses on the aircraft.

For further information contact Mr. John McKeeman,AUTOVON 284-7796/6304 or Commercial 202-274-7796/6304.

USAASO invites your questions and comments and may be contacted at AUTOVON 284-7773.

JUNE 1988 21


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MYLASTFLIGHT

ESTERDAY MARKED a significant milestone in my military career . After a rather uneventful flight,I returned home to Hanau and landed my trusty UH-J Hueyfor the last time. I was about to give up command, and withit, my hopes for ever being at the controls of another Armyaircraft. Those of you who have taken your last flight probably understand my feelings that day, but after more than20 years of flying it was, without fanfare, all over.

As I flew along that day , I remembered my first day inflight school at Ft. Wolters , TX , when I showed up 2 hourslate and was almost thrown out before I saw my firsthelicopter. I thought back to many anxious moments, as

22

I tried desperately to keep my hover within the size of afootball field. Who will ever forget his first solo , whenat last it is just you and a prayer that gets you around thepattern without your instructor to help you out?

And I remember well my first test flight, 2 days aftergraduating from flight school, when my company commander showed me how to preflight and test fly an aircraft ,all without a single glance at a checklist. It's not that hewas so good, he didn't need one. It'sjust that 20 years agoyou proved your technical prowess by doing it all bymemory. Only wimps used checklists. My first and onlyassisted test flight lasted less than an hour, and from thenon I was left on my own. Remember, I had just graduatedfrom flight school and was as green as they come.

And of course, I thought back to flying in Vietnam, anddodging artillery fire , thunderstorms and bullets, notnecessarily in that order . And I remembered transitioninginto fixed wing aircraft and being able to take a trainingflight and actually going someplace that was more than 50miles from home base .

I had amassed just under 2,000 hours, keeping me shortof my master wings , and became qualified in six differentfixed and rotary wing aircraft, the overwhelming majorityof that time in a Huey. Suddenly, that part of my careerwas over. This last flight did two things for me. First, it



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made me feel quite old, because to me, flight school seemslike it was just last month. Second, and most important,it made me realize what a fantastic flying machine the Armyhad purchased more than 20 years ago, when it took possession of the first UH-I helicopter in the Army inventory.In the years to follow, the Army would purchase more than9,000 Hueys, making it the largest fleet of helicopters inthe free world.

Now you new aviators might look at this helicopter withambivalence, as it certainly is not as flashy as those thathave recently come into our inventory, but remember this.After hundreds of thousands of hours, in every environment and flight condition imaginable, the Huey is still outthere earning its keep and doing a great job. Sort of likean old workhorse, it' s not too pretty, but quite dependable.This is surely the "Gooney Bird" of the rotary wing fleet.What really struck me as I was flying along is the factthat I never once had a reason to be scared by that aircraft.Sure, I have had some pretty tense moments while flying,but they were the result of weather, or other aircraft, orthe enemy trying to pluck me out ofthe sky, but never"didI encounter an actual emergency situation. That is not tosay that I didn't have to occasionally put it down in a cornfield to check the validity of my master caution panelbecause that would be a lie. But after memorizing my dash

JUNE 1988

10 emergency procedures for years and years, I never hadto use them. I find that quite extraordinary, and yet I thinkmy experience is the rule rather than the exception.

So there is no doubt in my mind that the UH-I helicopteris a great bird, but it certainly doesn't end there. I can stillremember every crewchiefI ever had, and why shouldn't1. These soldiers always took great pride in their aircraft,and each and every time I climbed in one it performed asadvertised. The Army has put million dollar machines andour lives in the hands of20-year-olds, and have they produced! And we can't forget the soldiers working in theshops who ensure all the stuff that goes on a helicopterworks like it should. There are so many people involvedin keeping a single aircraft flying, it is a minor miracle thatit all comes together time after time.

So, if you haven't hugged your crewchief lately, orwalked through the maintenance hangar to give those soldiers a pat on the back, I highly recommend it. It will makethem feel great, and it will give you a boost too. Thankyou Army for allowing me the opportunity to become anaviator, thanks to the manufacturers for building greatairplanes, and thanks to the support of thousands of dedicated soldiers who are professionals in every sense of theword. Because of you, my last flight was as uneventful asmy first. ~

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AVIATION PERSONNEL NOTES

Transition to the New Noncommissioned Officer (NCO)Evaluation Report (ER)Transition to the new NCO ER is under way at full throt

tle . The implementation of the transition schedule (figure1) is designed to be implemented from the top down (bygrade). Doing so will ensure that the transition workloadis evenly distributed and fair.

The following professional development items availableregarding this vital topic are:

DA Pamphlet 623-205 , " The Noncommi ssioned Officer Evaluation Reporting System-In Brief, " dated 27January 1988.

Television tape 12-22 (plan identification number707335), NCO-ER: A New Beginning. The tape was distributed to all training and audiovisual support centers inJanuary 1988 .

NCO ER briefing scripts with camera-ready slides tosupport the NCO development program can be obtainedfrom command sergeants major.

Final PossibleEnlisted First PossibleEvaluation Report Initial NCO EvaluationEnding Date Performance ReportGrade (Current System) Counseling (New System)MarchandE9 and E8 29 February 1988 April 1 June 1988JuneandE7 and E6 31 May 1988 July 1 September 1988

SeptemberandE5 31 August 1988 October 1December 1988Corporal Not Applicable December Not Applicable

FIGURE 1: Transition to new NCO evaluation report.

24

Cardiovascular Screening for Command SelecteesOfficers scheduled for a precommand course are re

quired in accordance with Army Regulation 40-501,"Standards of Medical Fitness ," to have a cardiovascularscreening before attending the course. However, the U. S .Army Training and Doctrine Command reports a continuing trend of officers reporting to precommand courseswithout having completed the required screening , thusslowing down processing and taxing host installationresources .

To prevent this problem, all attendees must complete therequired screening before reporting for the course. Thoseattendees having a current Department of the Army (DA)Form 4970, "Medical Screening Summary Over 40 Physical Fitness Program," in their medical records will notrequire another, as long as it reflects a recent screening;i.e., meeting the mandatory stipulation that the screeninghas been within the previous 5 years.Army Aviation Branch Song

In February 1984, the Aviation Digest initiated the searchworldwide for the Army Aviation Branch song. That competition culminated nearly a year ago, on 4 July 1987, during a notable event that occurred on the parade field at Ft.Rucker, AL. On that day the Aviation Branch first playedits new branch song, " Above the Best," as part of Ft.Rucker 's Independence Day celebrations. Although not thefirst song to be written about and for Army Aviation , itis the first such composition to be widely distributed.The song was written by a loyal friend of Army Aviation , Mrs. Jo Johnston of Ozark , AL. She formally presented the song to the Army as a gift on 1 July 1987. Then,on 19 July 1987, the Chief of Army Bands officially approved" Above the Best" as the Army Aviation Branchsong. Its purpose is to pay tribute to all those who fly, maintain and support Army Aviation and also to preserve thememories of those in the past who served Army Aviationand their country so well.



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Worldwide distribution to aviation units has been completed. For those units who may not have received a copy,sheet music and cassette tapes can be obtained by writingCommander, USAAVNC, ATTN: ATZQ-BDE-AE (lSG,98th Army Band) , Ft. Rucker , AL 36362-5000; or callAUTOVON 558-4003/3187, Commercial 205-255-4003/3187.Promotion Selection for Majors

Promotion selection board results for major, Army competitive category were released 1 March 1988 . Aviationresults generally followed the same percentage pattern asArmy totals , with the Aviation Branch being slightly higherthan average in the previously considered category andslightly lower in the primary and below-the-zone categories. Figure 2 depicts trends for the last 5 years.

The trend shows that, although percentages of selecteeshave declined, there has been a significant, relatively steadyrise in the actual number of officers promoted from theprimary zone. The main message derived from the datapresented is that individual officers should seek the mostchallenging jobs and do well in them, particularly command; required schooling, such as the Combined Arms andServices StaffSchool , is a must. Thus, even in the currentmilieu of tough competition for field grade selections, thereis plenty of room for those with solid backgrounds of experience and the required strong potential.

Previously First Time TotalConsidered and Considered and Considered andSelected Selected Selected(Below the Zone)

1988 Total 834/43 3,417/2,215 3,367/250Army (5 .2 percent) (64.8 percent) (7 .4 percent)1988 Army 68/7 345/210 342/19Aviation (10.3 percent) (60.8 percent) (5 .5 percent)1987 Total 689/65 2,944/2 ,133 3,609/115Army (9.4 percent) (72.4 percent) (3.1 percent)1987 Army 66/4 224/156 356/2Aviation (6.0 percent) (69.6 percent) (0.5 percent)1986 Total 576/59 2,629/1,982 3,060/46Army (10.2 percent) (75.3 percent) (1.5 percent)1986 Army 81/7 244/196 232/2Aviation (8 .6 percent) (80.3 percent) (0.8 percent)1985 Total 591/119 2,204/1,695 2,749/52Army (20.1 percent) (76.9 percent) (1 .8 percent)1985 Army 87/14 237/185 254/2Aviation (16.0 percent) (78.0 percent) (0.7 percent)1984 Total 708/144 2,161/1,686 2,282/30Army (20.3 percent) (78.0 percent) (1 .3 percent)1984 Army 107/26 189/152 202/4Aviation (24.2 percent) (80.4 percent) (1.9 percent)

FIGURE 2: Promotion selection board results for major.

JUNE 1988

UNITED STATES ARMY AVIATION CENTER

HOTLINECommercial 205-255-6487

AUTOVON 558-6487Got a question on aircraft survivability

equipment (ASE) or need information onmultiple integrated laser engagementsystem/air-to-ground engagementsimulat ion (MILES/AGES)? Your solutionmay be just a telephone call away

The Army Aviation Center, Ft. Rucker,AL, HOTLINE has been a source ofaviation-related information since June1979. This service is publ ished eachmonth in the Aviation Digest at the endof the Directorate of Evaluation andStandardization's Report to the Field.

Directorate of Training and Doctrinepersonnel record telephone messages,transcribe them the next duty day, anddirect them to an appropriate agency thatprovides the inquirer an accelerated answer.

Both the HOTLINE and the answerservice record messages 24 hours a day,7 days a week. We recommend, however,that regular telephone numbers of theagency that can answer a particular querybe used during regular operating hours(0730 to 1615 CST). For the above ASE orMILES/AGES subject areas, the daytimetelephone numbers are AUTOVON558-4110/3917 or Commercial205-255-4110/3917. Calling these numberswill ensure a quicker response sincerecordings are not transcribed immediately.

This service should be of a r t l c u l ~ rinterest to Reserve Component units whenquestions arise during their multiple unittraining assemblies or annual trainingperiods.

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26/46

Lieutenant Charles Bailey and his P-40 " Josephine, " in Termoli,Italy, 1944, one of the famous black pilots trained to fight in the 99thPursuit Squadron.photogra:phs courtesy of the U.S. Air Force Museum

26 U.S. ARMY AVIATION DIGEST


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N THE DAY OF the attackon Pearl Harbor , of all the servicebranches only the U.S. Army AirCorps was all wh ite. In 1939 , Congressprovided for the establishment of blackcivilian pilot training schools. Theseschools were to train a cadre of flyersshould the United States become in-volved in the war. During that firstyear, 91 blac ks (out of a class of 100)passed, but the Air Corps was reluctantto accept the graduates. The Air Corpsstated that , since their policy was notto mix blacks and whites , and no provisions had been made to create a blackair corps , they could not enlist blacksbecause there were no units to whichto assign them .

By early 1941 , feeling pressure frompoliticians eager to gain the black voterbloc, the Air Corps established oneblack pursuit squadron. With the activation of the 99th Pursuit Squadronon 22 March 1941, Tuskegee ArmyAirfield in Alabama was establishedfor its training. Following graduation,the 99th encountered difficulties obtaining an overseas combat mission.The Air Corps could find no place forthe unit because no one wanted it. Itwas to remain stateside for a year be-fore receiving orders for North Africa.The squadron was sent to NorthA rica in April 1943, where it becamepart of the 79th Pursuit Group . Flyinglow-altitude P-40s , it became knownas the "Falcon Desert Fighter Group."Leading the 99th when it arrived in

JUNE 1988

Captain Perry SmithCaptain Smith was assigned to

Aviation Officer Advanced Course87-1 , U.S. Army Aviation Center,Fort Rucker, AL, when he wrote

this article.

Colonel Benjamin O. Davis Jr. led his unit-the Falcon Desert FighterGroup-into combat in North Africa, proving that black airmen couldfly and fight as well as white pilots.

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Lieutenant Charles B. Hall, anotherof the brave black fighter pilots ofthe 99th Pursuit Squadron. LTHallhad many narrow escapes fromenemy planes and was commendedfo r shooting down a German Focke-Wulf 190.

North Africa was Lieutenant ColonelBenjamin O. Davis Jr. , a black officerwho had graduated from the UnitedStates Military Academy in 1936. Theofficer's father had been promoted tobrigadier general in 1940, the firstblack to achieve this rank.On the unit's first mission, Lieuten

ant Charles B. Hall won the Distinguished Flying Cross for shootingdown a German Focke-Wulf 190. After the 99th had been in combat formore thana year, it was transferred inJuly 1944 to the 33d Fighter Group , anall-black organization.

Under the command of ColonelDavis, who in 1942 had been promotedto major and then to lieutenant colonelin a single day, the group won acclaimfor being an outstanding combat unit.Colonel Davis personally flew on 60missions, earning the Legion of Meriton three occasions, the Distinguished

28

Flying Cross , the Air Medal with fourOak Leaf clusters and the Silver Star.After the war , Colonel Davis followedin the footsteps of his father to becomethe first black general officer in theU.S. Air Force on 27 October 1954.After his promotion in 1965 to lieutenant general, Davis was named chiefofstaff, U.S . Forces in Korea, and chiefof staff, United Nations Command inKorea.

Despite the many drawbacks thatblacks faced in the military, thesegallant airmen, such as LieutenantCharles Bailey and Lieutenant CharlesB. Hall , displayed outstanding courageand aggressiveness. Had it not been fortheir professional skill and determination, they would not have been successful in opening the door for blacksin military aviation , nor would theyhave secured a place in history forthemselves and all black Americans.

Lieutenant General Davis as chiefof staff, U.S. Forces, Korea, andchief of staff, United NationsCommand, Korea, contributedImmeasurably to the integration ofblacks in the U.S. Air Force from1965 to 1970.



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VIEWS FROM READERS

Editor:I found CPT Harp's article on the power

drag chart [Aviation Digest, February1988, page 38] right on the money in allrespects but one. His discussion of bestangle of climb airspeed and the accompanying chart at figure 4 are valid only wherepower required to hover is equal to orgreater than power available.

The chart at figure 4 indicates poweravailable is greater than power required ata hover. Hence, the aircraft should be ableto ascend at an angle 90 degrees from thehorizon. Any airspeed used to get a higherrate of climb would result in an angle ofclimb less than 90 degrees. I f, on the otherhand, the relationship between power available and required is as shown in figure 7(before/during mission), CPT Harp'sinstruction is valid as the best angle ofclimb airspeed would be found somewhereto the right of the left edge of the missionenvelope.

I think with this one correction, CPTHarp's article will be even better mentalfood for the thinking aviator.

Editor:

CPT Andrew L. NeillC Troop, 2-7 CavalryFt. Carson, CO

As you can see from the enclosed brochure, the United States Military Academy(USMA) is going all out to secure the finestfaculty and staff possible to train our fu-ture leaders. Anny officers have a great opportunity to secure a quality master's

degree en route to USMA and teach andlead some of the finest young men andwomen in the world.

Since many officers are not aware thatgraduates from institutions other than WestPoint, females and other minorities are encouraged to serve at the Academy, I wouldask that you help us publicize the opportunity . You could do so by putting a noticein the section of your publication that talksabout assignments . Feel free to excerptcomments from the brochure and the otherenclosures. I fyou have any questions pleasecall me at AUTOVON 688-3500.

Thank you for your support.COL Lawrence T. DalyAdjutant GeneralUnited States Military AcademyWest Point, NY

West Point InstructorTactical Officer Duty

USMA desires a faculty mix of USMAgraduates and graduates of other institutions. Female and minority officers arehighly encouraged to apply. Selected officers will pursue a master'sdegree at a leading graduate school forup to 24 months and teach 3 years atWest Point. About 200 faculty vacancies occur eachyear with openings in all the arts andsciences. Interested officers should be branchqualified with a strong performancerecord, possess a strong desire to teachand lead, and be qualified for admission

to a quality graduate school. For further information write: Superintendent, U.S. Military Academy,ATTN: MAAG-PM, West Point, NY10996-5000.

Editor:Request that you publish the following

notice in your periodical.LTC Raymond L. SchaeferCommander, 1st Bn, 223d Avn RegtA viation Training BrigadeFt. Rucker, AL

On 17 November 1987, the 8th Aviation Training Battalion, Aviation Training Brigade, Ft. Rucker, AL, cameunder the regimental system. I t wasredesignated the Is t Battalion, 223dAviation (Regiment). The 223d Aviationhas a short but rich history that datesback to the early days of the VietnamWar.

While researching the history of the223d Aviation Battalion, we could notlocate a battal ion motto. We are seekinghelp to identify the battalion motto or callsigns used by the battalion. It will helpus to piece together some empty spacesin the battalion's past.

We welcome all informat ion about thebattalion and will include it in the 223dAviation unit historical files. Please contact: LTC Raymond L. Schaefer, Commander, 1st Bn, 223d Aviation, CairnsAAF, Ft. Rucker, AL 36362-5230; or callAUTO VON 558-4314/4914.

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

JUNE 1988 29


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Ensign Chris Baur

FloydBennettField's60thAnniversary Air Station Brooklyn and part of Floyd Bennett Field,circa 1940, with the original XA-4 Sikorsky helicopters,state-of-the-art for that day.

N 14 MAY 1988 FloydBennett Field, in Brooklyn, NY, celebrated its 60th anniversary. Floyd Ben-nett Field has been home to many aviation record-setting events. It was herethat the first U.S. Army helicopterpilots were trained. An account of thishistoric aerodrome follows.It all began at Naval Air Station(NAS) Rockaway in 1919. A home tothe famed "Flying Boats," NASRockaway was the start point forNC-4, the tirst plane to tly the Atlantic.Recognizing the need for an adequate airport, the City'of New York,in 1928, commissioned ClarenceChamberlain, a noted aeronaut. tost udy the principal airports abroad.Upon his return, Mr. Chamberlainexplored extensively the New Yarkarea and eventually selected BarrenIsland in Jamaica Bay, NY, as comparatively free from the mists thatusually enveloped the harbor area. A200-foot smokestack from a g lue fac-tory represented the only hazard to airoperations.New York City e m p l o y e e ~ raised theswampy island to 16 feet above sea

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level. They pumped sand out of Jamaica Bay and connected the 321 acresto nearby Flatbush Avenue in Brooklyn. Mr. Chamberlain's decision toraise Barren Island also caused morethan a few eyebrows to be raised because a suitable area already existed inHackensack Meadows, NJ. Even today many naval aviators will supportChamberlain's statement about BarrenIsland; " It is easily found from the air.No smoke obscures it day or night. "The new airfield was named FloydBennett Municipal Airport at itsdedication on 23 May 1931 by RearAdmiral (RADM) Byrd. Warrant Officer Floyd Bennett was a copilot onRADM Byrd's famous polar flights.He died in an unselfish attempt torescue three downed flyers whom hehad never known . Mrs. Floyd Bennettand Mayor Jimmy Walker attended theformal opening ceremonies for the newmunicipal airport.

In the 10 years from the dedicationof the municipal airport to the commissioning of the U.S. Naval Air StationNew York, many aviation .. firsts"were credited to the field. In 1933

Wiley Post flew the Winnie Maearound the world in 7 days, 19 hours.A star-shaped bronze plaque is embedded in a 9-foot concrete area on thefield's rear surface of the control tower. The spot marked the start and finishof his solo flight. However, in 1938this record was broken by HowardHughes when he flew it in 3 days, 19hours. Amelia Earhart was a constantvisitor to the field where she accumulated numerous records. Wrong WayCorrigan's rise to fame began with his1938 flight in a $900 airplane fromFloyd Bennett Field to Dublin , Ireland.Colonel Roscoe Turner took off fromFloyd Bennett at 0459 hours and arrived in California II hours and 30minutes later to set a new east-westrecord in July 1933. Two days later,Generalltala Balboa of Italy landed hisfleet of more than 20 seaplanes in theadjoining bay en route to the Chicago'sWorld Fair. In September 1938 Jacqueline Cochrane set a new transcontinental speed record of234. 7 miles perhour before landing at Floyd Bennett.On 19 January 1936 Mayor FiorelloLaGuardia of New York City an-



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A view of Air Station Brooklyn and part of Floyd Bennett Field today.

nounced that the Coast Guard executeda SO-year lease for facilities at the field.It was one of ten Coast Guard air stations that were established in April1938 as authorized by Congress. It washere, under the direction of LieutenantCommander (LCDR) Erickson, wherethe first 102 military hel icopter pilotswere trained. Air Station Brooklyn atFloyd Bennett Field was the home ofthe first military helicopter flightsc hool. Pilots from the Army , Navyand foreign military services weretrained in the Sikorsky XR-4 helicopter. It also was here that the helicopterrescue hoist was developed and employed . In 1944 the first helicopterre sc ue was performed when the pilotof a downed aircraft in Jamaica Baywas recovered by an XR-4 equippedwith a hoist developed by LCDRErickson. The XR-4 was the first heli copter to land aboard a ship flown bya composite crew. One of the pilotswas a U.S. Army aviator.In December 1936 two concrete runways were constructed by 2,700Works Progress Administrationlaborers. In April 1937 the field was

JUNE 1988

used as a scheduled stop for AmericanAirlines ; however, commercial flyingceased on 26 May 1941.The Navy purchased Floyd BennettField from New York City June 1941for $9 1/2 million. At this time , it wasexpanded from 387 acres to I ,288acres and renamed NAS New York.During the war , NAS New Yorkserved as a home for antisubmarineunits , fleet service squadrons and cadetflight training. It also was used as theferry command to service and delivernaval aircraft from eastern factories tofleet. During this period a millionpounds of air cargo were moved, andmore than S,OOO passengers weretransported, averaging 720 flights amonth.During the summer of 1967 the airfield was decommissioned. In 1972 theDepartment of the Interior acquired1 OSO acres and further developed theGateway National Recreation Park.Today, the Coast Guard Air StationBrooklyn comprises the only militaryaviation at Floyd Bennett, and on 14May 1988 celebrated 60 years of service in an " open house " ceremony.

Helicopters from the U.S. Army,Navy and Marine Corps were on display. With only 74 acres and 2,SOO feetof runway, the station is manned by 28officers and 119 enlisted personnel.Equipped with five HH-6SA Dolphinshort range and recovery aircraft, AirStation Brooklyn maintains an aggressive military readiness posture. Annually Air Station Brooklyn respondsto the call of more than 300 search andrescue cases, arld performs Marine lawenforcement patrols , drug interdictionand aids to navigation f 1 i g h t s . ~

ABOUT THE AUTHOREnsign Chris Baur is a navalaviator, currently assigned toCoast Guard Air Station Brooklynas an HH-6SA pilot. A formerArmy aeroscout pilot, EnsignBaur was graduated from Armyflight school in September 1983.He has had aSSignments to the 3dSquadron, 4th Cavalry, and the184th Assault HelicopterCompany.

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photographs by Luvin Chavez

The U.S. Army Aviation Engineering Flight Activity'sT 288 in flight near Edwards AF8, CA.

A N O T H E R AVIATION eraended on 27 March 1987, with theretirement of the last North AmericarJT-28 airplane in U.S. military service.Originally designed in the late fortiesas a U.S. Air Force and U.S. Navytrainer , the T -28 Trojan ended its distinguished career, surprisinglyenough, wearing U.S. Army colors forits last scheduled flight.

The last T-28 was a "B " model, aslight modification of the originalT-28A. Its final journey started fromthe hangars of the U.S. Army AviationEngineering Flight Activity (AEFA),the engineering flight test organizationof the Army, located at Edwards AirForce Base, CA. Colonel Alan R.Todd, the AEFA commander, and alsoan instructor pilot was at the controls.

Spectators from the AEFA gatheredwith cameras in hand to watch thewhite and olive drab airplane p reparefor takeoff. The T-28 sprang to lifewith a burst of white smoke and noise,then slowly rolled down the flightlinetoward the control tower. The otherpassenger in the two-seat aircraft wascivilian crewchiefJoe Fitzgerald. Thehistoric final flight had a destination ofMcClellan Air Force Base, located inSacramento, CA, where the T-28 willbe displayed at the base museum.

The first of three T -28Bs arrived atAEFA in 1964. Its primary mission

Last T-2SItetires WearingArmy ColorsMajor John R. MartinCorporal Larry Willensu.s. Army Aviation Engineering Flight ActivityEdwards Air Force Base, CA

The Army's final T 288 aircraft calibrates the airspeed systemof its successor, the T34C.

was that of airspeed calibration, asignificant role in flight test. All testaircraft must have airspeed indicatorscalibrated to a known standard. Aftermodification and extensive testing ofits own airspeed indicating system, theT-28B became that known standard.The T-28 would "pace" a test aircraf tby flying in close formation beside it.I f he test aircraft's indicated airspeeddid not match that of the T-28, its airspeed system was calibrated accordingly. The last mission of the T-28involved the airspeed calibration of itssuccessor, the Beechcraft T-34C, making it the new pace aircraft.

The T-28 more than served its original purpose in military aviation. It personified both grace and ruggedness. Itsradial array of nine cylinders ("jugs"to the pilots) made it a nostalgic pieceof aircraft machinery. One of its finalmissions was calibrating airspeed systems on new Army helicopters.



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~ l I l l ihwnm11n@lIDIE n mID lID11m I

h ~ 1 1 n w m 1 1 n @ l I DN 8 MARCH, THE Aviation Brigade of the5th Infantry Division (Mechanized) activatedthe 5th Aviation Regiment at Ft. Polk, LA.

On 20 July 1940, the 5th Aviation Battalion was first constituted into the Regular Army as the 5th Cavalry Reconnaissance Troop. The battalion was assigned to the 5thDivision (later redesignated as the 5th Infantry Division).It was fo rmally activated 10 August 1940 at Ft. BenjaminHarrison, IN; reorganized and redesignated 1 October 1943as the 5th Reconnaissance Troop, Mechanized; reorganizedand redesignated 4 March 1946 as the 5th MechanizedCavalry Reconnaissance Troop. It was inactivated 20September 1946 at Camp Campbell , KY; redesignated 6July 1948 as the 5th Reconnaissance Company and activated at Ft. Jackson , SC ; and inactivated 30 April 1950at Ft. Jackson.

The company was again activated 1 March 1951 atIndiantown Gap Military Reservation, PA; inactivated 1September 1953 at Indiantown Gap Military Reservation;activated 25 May 1954 at Augsburg , Germany; and inactivated 1 June 1957 at Ft. Ord , CA.

The organization was converted and redesignated 26January 1962 as Headquarters and Headquarters Company,5th Aviation Battalion (organic elements concurrently constituted); the battalion was activated 19 February 1962 atFt. Carson, CO. (Headquarters and Headquarters Company, 5th Aviation Battalion, was reorganized and redesignated 12 February 1964 as Headquarters and HeadquartersDetachment , 5th Aviation Battalion ; Company A wasinactivated 25 June 1966 in Vietnam.) The battalion (lessCompany A) was inactivated 24 June 1967 at Ft. Carson.

Headquarters and Headquarters Detachment, 5th Aviation Battalion, was redesignated 21 July 1975 as the Avia-

JUNE 1988

tion Company, 5th Infantry Division, and activated at Ft.Polk. It was reorganized and redesignated 1 September1982 as Headquarters and Headquarters Company, 5th Battalion (organic elements concurrently activated). The 5thA viation Battalion and its organic elements were deactivated on 17 September 1986. On the same day, it wasactivated and redesignated as the 5th Attack Helicopter Battalion (AHB). The 5th AHB is presently assigned underthe Aviation Brigade, 5th Infantry Division (Mechanized)at Ft. Polk.

Campaign participation credits include: World War II-EAME Normandy Northern France Rhineland Ardennes-Alsace Central Europe

Company A is additionally entitledto campaign participation credits:

Vietnam Defense Counteroffensive

To resurrect the lineage, history and traditions of he 5thA viation Battalion, former members who were once assigned to any of the units mentioned in the lineage, or individuals who were assigned to the immediate chain ofcommand above those units, are asked to contact: CPTHamm at 318-535-2505/6600/4026, AUTOVON863-xxxx. Correspondence can be addressed to: Commander , Aviation Brigade, 5th ID(M) & FP, ATTN: S-I,Ft. Polk, LA 71459. f

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34

THE ORIGINS OF

Captain Wayne J. ChildressCaptain Childress was assigned to

Aviation Advanced Course 87-4 , U.S.Army Aviation C ~ n t e r Fort Rucker, AL,

when he wrote this article

IHE SOUTHERN Confed-eracy had left the Union in April. It hadbeen 3 months since Professor Thad-

deus Lowe had offered his aeronauticalservices to the Federal Government.The last 3 months had been a disap-pointment for him. Even the last 3 dayshad been quite a trial. He felt tired andworn out , much older than his almost29 years. The Confederate Army hadrouted McDowell's Federal Army atBull Run on the 21 st. Nobody knew forsure where the Confederate Army wasor what it was doing. Rumors told ofthe victorious Confederate Armymarching toward Washington. Wash-ington was in turmoil. Professor Lowehad a difficult time wading through theWar Department's bureaucracy tryingto get his balloons into action.

Thaddeus Lowe looked toward thesky . It was clear and the winds seemedfavorable. He would launch his balloontoday. It was 24 July 1861. Finally,Professor Lowe would be able to usehis balloon to help the Federa l Army.He called for his father to get his mapsand binoculars. At the same time hecalled for the ground crew to preparehis balloon , the Enterprise, for an as-cent. Fort Corcoran was buzzing withexcitement as Lowe's balloon corpsprepared for flight. As Lowe lifted hisballoon of f the ground, he called forthe ground crew to release the moor-ing cables. He began to rise.As the balloon reached an altitudehigh over the area, Lowe could see the



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many Confederate camps and posi-tions. Happy with his accomplishment ,he hurriedly noted all of the positionsthat he could see from that altitude. Forthe first time since the start of the warin April , he felt that he was doing somegood. His reconnaissance had proventhat the Confederate Army was notmarching on Washington. While hisballoon carried him skyward , thewinds drifted him forward of the Fed-erallines. The breeze, blue sky and thesweet smell of summer combined withhis accomplishment to make Lowe ahappy man.As he descended and slowly driftedback toward the Federal lines , his blisswas interrupted by the sharp whine ofminnie balls and shouting. Federal sol-diers were shooting at him. He wasable to land his balloon several milesaway without any further incident.However , this case of mistaken iden-tity nearly ended his aviation career.In the future , Lowe would add brightflags and portraits of George Washing-ton to avoid being shot at by his ownsoldiers.

Thaddeus Sobieski ConstantineLowe was born in New Hampshire on20 August 1832. He was always in-terested in flight and aerodynamics. Asa youngster , he experimented withaerodynamics by designing and build-ing kites and then sending the familycat aloft . As a teenager, Lowe becamethe assistant to a traveling prestidigi-tator. They traveled from town to townputting on simple chemistry and magicdemonstrations. It was during this timethat he became interested in chemistry

JUNE 1988

and earned the nickname ' 'Professor. ' ,In 1858 , he built his first balloon andflew for the first time. From that mo-ment on , Professor Lowe knew that hisfuture lay in aviation.

At the outbreak of the Civil War,no fewer than four balloonists hadoffered their services to the FederalGovernment.John LaMountain was able to get his

Professor Thaddeus S. C. Lowe ascends in the balloon Enterprise toobserve and report Confederate soldiers' positions during the Civil War.

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balloon into service very quickly. Heused his balloon to observe the Confederate camps and forts. He performed aerial demonstrations by flying his balloon over the Confederatepositions on the low-level air currents.He would then fly back across to theFederal lines by sailing on the high aircurrents. He also performed aerial observations, while his balloon wastethered to a small armed transport. Hewas the first aviator to operate his aircraft from the deck of a ship. He constantly demonstrated his daring andcourage while flying his balloonagainst the Confederate Army. LaMountain's aerial exploits were dismissed by his contemporaries astheatrical. The Federal Governmentsoon dismissed LaMountain.Professor Lowe soon filled the voidleft by LaMountain and became theArmy's chief balloonist. On 18 June1861 he made history by sending thefirst telegraph message from a balloon.Lowe sent a telegraph message toPresident Abraham Lincoln from thedizzy altitude of about 500 feet. InSeptember of the same year, he usedthis telegraph technique to send artillery observations and adjustmentsfrom his balloon to a battery 3

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Army Aviation Digest - Jun 1988

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