Army Aviation Digest - Mar 1985

8/12/2019 Army Aviation Digest - Mar 1985

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1 Flight Simulation,2

Ellis D. ParkerLew

\ l \ / ,on r l / n Jr.1984 Aviation PolicyComrnit1tee and Symposium

22 AVlatlcm Personnel Notes: OPMS Study Group;f tc1. rn l l Uul t c:anOlClate Program; l Te

23 Commandant s A viation ogistics Update24 ATC Action l ine: VHIRP Be ~ 1 ' r i t . A t 1Mr. M Burch Jr.25 HOTLINE26 DOET Under Enlisted a l n a ~ g e r n e l r l t at Avi atlc.n

a f l l l ' ' ' ' ' I , Mr. AI n l ' 1u 1 I1r128 Threat: The Key Threat to Army AviiaUon.MAJ H Hermsmeier31 Army Aviation Museum: Mi4 H l ' l ~ l I n l l 1

Helotlts. CPT Leonard J S :a 1 m n.("u'/" ' . \A/Q.KICPT Chris Acker

Battleground,Back Cover Reward for Reserve CommissionedOfficer Avlatl[)rsThe m lIiiDUlrDCtSe amphibious assault ship

USS Belleau underway in the Western

Honorabl

GenCo,mlllander UB r i ~ a ( j l i e r Gen

Aviat ioBrigadier GeneAssista

U S

Rich


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Major General Ellis D ParkerChief, Army Aviation Branch

Flight Simulation

uAY NOT have heard the term pilot makervery often, but most people associated with Aviationknow about a Link Trainer. It was Ed Link, an organmaker, who in 1929 opened the development of flightsimulation when he began experimenting with adevicehe called the pilot maker.Actually, Mr. Link's work with flight simulation wasdestined to save untold mil lions of dollars in flight training programs around the world. The U. S. Armyrecognized the potential savings early on, and in 1934the Army Air Corps purchased its first Link Trainerwhich was used for in strument training. The philosophywas then, as it is today, to provide a cost effect ive training medium, capable of training complex tasks in an en-vironment that is conducive to learning and safety.During the next 33 years Army flight simulation progressed very l it t le while the Army's aircraft fleetbecame increasingly more complex. By the early 1970sa large void had grown between f l ight simulatortechno logy and the Army's simulator capabilities.In 1967 the wheels of progress began to turn whenthe Department of the Army approved a qualitativemateriel requirement to develop a synthetic flight training system (SFTS). The SFTS was conceived as aneconomy measure to replace operational aircraf t in thetraining and sustaining of basic flight ski lls. The SFTSwould ,ultimately include five high fidelity simulationdevices to provide training for the entire fleet of operational aircraft- UH1 Huey through the advanced at

simulator equipped with an exteallowing pilots to perform visual coa simulator. By 1976, technologicaled superimposing a computer geneonto the camera model generated dity was included in the AH-1 FliSimulator to display and score weapIn 1979, two UH-60 prototype simucomparative test between the olderand the new computer generated vtotype device to be tested will beMission Simulator, scheduled toSome of the features to be evaluatedevice include full battlefield simuscenario against an active enemy tThe results of the flight simulpressive. The Army's flight simulatcessful in doing the job they were deupon the results of the tests, fielaforementioned simulators have date, three CH 47 and four AH 1 devied with many more to follow.The future of flight simulation is bcit ing developments on the horizonbined Arms Team Trainer, currently by the Army, consists of attack airand a battle captain requiring aviatomaneuver as a member of a team.straints on flying hours, ammunitiday's aviators must be prepared totion. The days of unlimited flying h


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LYIN


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swein Army Aviation. continue to refine our

capabilities for rapiddeployment, the ability to

operate from Navy ships, as inGrenada's Urgent Fury,becomes increasinglyimportant. Here the author

provides an insight intohelicopter flying.

Major Lew JenniTactical Air Contro l Squadro

NAB Coronado, C

Special thanks to the photo cUSS Belleau Wood; PH2 SheAnglada, PH2 Gilbert, PH3 SPHAN Myers, PHAN Fuller, P

uUST TOOK off frothe general onboard. Your missa big ship off the coast so the ga meeting with the Navy and coming exercise.No sweat You've heard it's aing aboard ships but those Nseen how great you are at terraareas and tactics. You ' re theand landing aboard a big helicshould be a piece of cake. Yoyour copilot dials in the frequenvided in the mission brief:Control this is onezero, ov0nezero this is control. Sasouls. y gadget's bent so can'but take cherubs four, mark yoyour parrot, current B-RC isAltimeter two niner niner twowith a s me. Expect starboarYou look at your copilot. He was that? Maybe we ought to fi l


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LEFT: Similar to an air route traffic control I orltor air controllers ank e E ~ e r s in the direction centerstatus of your state and souls onDOiarCluses radar to direct traffic in the e l u c c o t ~ e r r lir cu i , , \namlohibic)us assault USS Belleau Wood.

Similar to an air route traffic controlHOC houses air controllers and theirI use the word I , , \n f ,nJfto the folks.

1 U r ~ . , . . Status boardto record your fueltime and how,nhn''lrrl While it s a

Take cherubs four. JJdreds isfeet.

rknown as motheyou don t have aHow true. The g


7/48nr , jmJ i i l " l I with a see me. When you

enlis1:ed man or Belleau Woo

Nowin the starboard deltaa call.,., ....... -:


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PORTBOW

PORTBEAM

PORTQUARTER

BOW

STARBOARDBEAM

STARBOARDQUARTERASTERN

FIGURE : VFR relative position reporting.When contacting primary flightcontrol for landing instructions reportyour position in nautical miles andrelative location from the ship, i e.,

FIVE MILES OFF THE PORT BEAM.

CHARLIE PATIERN300 FT, 80 KNOTS

c1)-

I\ /'- ;

COMMENCE DESCENTTO 500 FT FOR NORMALENTRY INTO CHARLIEPATTERN. AFTER ENTERING UPWIND LEG, PRIORTO THE BREAK, DESCENTCONTINUES TO 300 FT tDC3

FIGURE 2: Delta and Charli


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One-zero you're cleared for the break. I'll betaking you into spot five. Call your seat. The airboss is orchestrating all the activity on the ship toensure your safe landing. He s asked the skipperto steer a course that provides the best relativewind for your typeof aircraft with the least amountof pitch and roll to the flight deck. He is also talking with his landing signal enlisted (LSE) men, toget them positioned at spot five. The LSEs need toknow which pilot, left or right seat, is flying the approach sothey can be in a position where you willsee their hand and arm signals.Primary, one-zero's abeam, left seat. Youbroke across the bow s extended centerline slowing to 80 knots at 300 feet looking for spot five.You know the ship could be steaming up to 20knots to give you good winds over the deck so youbegin your turn to final when opposite, or abeam,the spot on downwind and give a call to the airboss confirming which pilot is shooting theapproach.0ne-zero you're cleared to land spot five.Winds 20 degrees starboard at 10 knots. You vekept the pattern tight and are on a mile final getting lined up with the 45-degree stripe on spot five,

FIGURE 3: Shipboard Safety Procedures1 Personnel shall no t approach orwhile rotors are being engaged o2 Helicopters shall not be deck taxdeck.3. Helicopters shall not be towed orotors are engaged.4 Helicopters shall not be launcherotors shall not be engaged or diship is in a turn.5 A helicopter shall not be flown oon launch.6 Only spots that afford visual refeshall be used for night helicopte7 Personnel required to be in the ahelicopters shall exercise extremobserve the signals/directions o

cargo representative, as appropr8 Dual engine helicopters shall nohovered single engine over a decchecks cannot be performed in cdeck, they must be performed inappropriate altitude.


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As you reach the deck edge you turn thehelicopter parallel to the deck terminating overthe landing spot at a hover.The landing spot is a large L with a stripebisecting the L at a 45-degree angle. On amphibious assault ships, LHAs and LPHs, the skids

of your UH-1 Huey shouldmanner where the toes L. The helicopter shouper part of the L on boYou continue to watchdirects you overyourtouc

Initial ContactDirection Cent1. CALLSIG2. POSITIOBearing3. ALTITUDANGELS4. FUEL STminutes5. SOULS Note: Pilots sh

when visship is gInitial ContactContro l (PRIF

1. CALLSIG2. POSITIOPosition3. ALTITUDANGELS4. FUELST5. SOULS O

Traffic Pattern1. ATTHEB2. ABEAMLEFTORAPPROAapproacLHA spo

immediaaircraft)3. WAVE-OmandatoWave-Othe LSELSE on a


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ing spot. Once he gives the signal to land, youfirmly plant the helicopter on the deck and look tothe LSE for the signal to chain you to the deck,disembark the general and signal you to go toflight idle.Everything must be agreed upon between youand the LSE and/or primary before it happens.This includes start-ups, shutdowns, embarkingand debarking passengers, takeoffs, landings andanything involving the movement of the aircraft orpersonnel. SAFETY, SAFETY, SAFETYAce is still mulling over his MIJI report when hiscopilot dials in number 2 and transmits, Control,this is one-zero, good morning. Sorry to hear yourgadget 's broken. We're feet wet wi th two plus zeroand five souls with a code. Negative TACA N anyou give us a short count on HD-three for a homing signal to mother, over?Ace, astonished, looks at his copilot.Bob, how did you know what that gibberishmeant?

No sweat Ace. It 's really simple. I made a copyof this here Aviation Digest article . . . " -..,Jii

ANGELS ..............Altitude in thouBRC .............. Base recovery c

BINGO .............. Divert, divert fieBUSTER ..............Obtain/maintai

CCA ..............Carrier controllCHARLIE ..............Clearance to lan

(if applicable) inin minutes befoanticipated

FATHER ..............Ship's TACANFEET DRY ........ .... OverlandFEET WET .............. Overwater

HOC .............. Helicopter direISLAND .............. Superstructure

MOTHER ............ The ShipPARROT ..............Transponder

PIGEONS .............. Bearing and dispoint

POGO ..............Return to last aif no contact exIy assigned freq

POPEYE .............. Entering instrumeteorological

PIM .............. Point of intendethe ship

PRIMARY .............. Primary flight c

FIGURE 5: Navy Terminology.

ABOUT TH E AUTHMajor Lew Jennings is a former Warrant OAviator Course distinguished graduate; chiStates Army, Europe Aviator of the Year; an700 air cavalry combat miss ions in Republi


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VIEWS ROM RE DERSEditor:Reference CW4 Mark O. Winn's article, What Do You Mean Pm Not InThe Aviation Branch," I agree with thethrust of the article, but I suggest that wewarrant officer aviators go all the wayand wear Aviation Branch insignia onboth lapels, and ultramarine blue on ourdress and mess blues. I believe that thevast majority of warrant officer aviatorswant to wear Aviation Branch insignia.That is the consensus that I gather whenvisiting Army Aviation facilitiesthroughout the country and while speaking with warrant officer aviators of allranks.The only opposition to this course ofaction that I have perceived comes froma few senior warrant officer aviators whoappear to be misinformed regarding thehistory of Army Aviation and theestablishment of the Aviation Branch.This misunderstanding has resulted infalse conclusions and predictions of thedemise of the warrant officer aviator,predictions which have absolutely nobasis in fact.

Replacing the warrant officeraviator with commissioned aviatorswould require enactment of new legislation affecting the commissioned officer

s t r e n g t ~ i l i n g a course of action thatwould have little or no support from thecurrent Legislature. f you're thinking ofresurrecting the enlisted pilot, forget itThat experiment has been tried by all themajor services, and was found wantingby all. The warrant officer aviator is hereto stay.

rant officer. The rank of warrant officeris clearly indicated by the insignia that iscurrently worn on the shoulders of theshirt or blouse, or on the overseas cap.The "Squashed Bug on the service capsclearly identifies the individual as a warrant officer.Do we really have to show our warrantstatus in triplicate' by wearing theSquashed Bug on the lapels, also? I thinknot.

Would the wearing of AviationBranch insignia really be the first step inthe demise of the warrant officeraviator? I think not.All Army aviators should wear Aviation Branch insignia and color as appropriate. I believe that this action wou1ddo m u C 1 ~ to enhance esprit de corps,comrades;lip and cohesiveness. This action would serve to demonstrate to ourbrothers in the combat arms that we areall Army aviators first-not commissioned or warrant officer aviators.

I would be proud to be the first warrant officer aviator to pin on AviationBranch insignia.

Editor:CW4 Michael J. NovoselFt. Rucker, AL

As always, I enjoyed my Decemberissue, but particularly CW 4 MarkWrinn's provocative article, What DoYou Mean Pm Not In the AviationBranch." Wrinn says so well what needed to be said that I shouldn' t muddy thewater, but...1 feel compelled to add mynot so humorous but sincere comments

and generresponsibiThe realtion warrarange of flthat accrution Brancmore thanProfessipand theiforced by report to dplaced) waintegratioconscious historicprecipitattional dutcommissiothat inevitAll of thsupports raviators complish tpay equityforbid.

Editor:

CU

I wouldthe NovemWarrantBranch,,' and CW3 This artall (presallegedly


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the effect that they don't want warrantofficers' making commissioned officerdecisions ; some units providing liaisonofficers to user units are now requiredto provide commissioned officers insteadof warrants regardless of the experiencedifferential; some units are being required to utilize commissioned officersas mission commanders despite the factthey are not pilots in command againwith the more experienced warrantsassisting in other words, being told tokeep out of it and just fly); and havingcommissioned officer only briefings

or meetings on any given subject.Other indicators are reduced warrantofficer candidate inputs to flight schooland increased commissioned inputs (articles appearing in various publications

advertising for commissioned officers toapply for flight school; instructions toflight surgeons and administrative sections not to process applicants for warrant flight school); reduction of warrantsinto transition/qualification coursessuch as fixed wing of 700/0 with a corresponding increase of commissioned officers; and a somewhat decreased promotion rate for Aviation CW2's andCW3's in the latest promotion board.Further, the strength of the Aviationwarrant is being reduced in force bywithdrawal of voluntary indefinitestatus, physical profiles closely scrutinized with an end in removal from flightstatus, and other junior warrantsundergoing selection boards for thegranting of voluntary indefinite.Since this article is the first in an apparent attempt by the Aviation Branch toreassure the Aviation warrant, it comesoff more as trying to pour oil on troubledwaters: i.e., it isn't very convincing. Itseems more like saying, Don't worry,we'll take care of you, you're all professionals. We've all heard that before

ing questions regarding futureassignments like we were all basictrainees, and again nearly insulting thosewarrants who turn down selection for attendance at the senior course as refusingto be' honored for attendance at theirBranch's highest military education,then I begin to seriously wonder. Do theauthors of the igest article and ourBranch chief seriously think that seniorcommissioned and noncommissionedofficers don't question their futureassignments?

As for career courses, the igest article points out several changes made towarrant courses, but again, does anyoneseriously expect warrant aviatorgraduates to be utilized as anything otherthan pilots? Does an additional skillidentifier really mean that one will beassigned as an important member of division or higher staff? Hardly-yet thereare exceptions such as safety officers andsome standardization officers-and withanother indicator those may becommissioned-only jobs as well.

This indicator, annotating otherchanges within the warrant aviatorcorps, was a study conducted last year bythe Department of the Army, requesting

addressee opinion with justificationregarding changing all unit level Aviationsafety and instructor pilot positions fromwarrant to commissioned officer. Iunderstand most responses were againstsuch changes, but that seems to fly in theface of the article in question. One mustremember that the studies of todaybecome the policies of tomorrow. Onemust also remember tha t it's easy to gofrom commissioned-only IP and ASO topilot in command. I was around in themiddle 1960s when commissioned officers were aircraft commanders as soonas they hit the door, but as a warrant ittook or months to

no informatiomanagement isrant managemerevision. Accothink that warraclasses on efficiebecause we do

Maybe, as I saDA study (to wacknowledgemerant aviator is inthe case so be it:must be offeredcouched in officiing thoughts: conwarrant programethod of acquioffer several optimain a warranpossibility of maktain a 4-year degred after a certainto attend OCS afta period of warNavy's Limited sound familiar?noncareer, seleave the service.

In summary, gto patriotism, plnewsletter columallaying valid coof the Aviationfeeling is that weas a cheap pilot snow we're just Esomething has to ly settle minds aintegration of theBranch, plans fomand structures, graduates on highincluding DA, agrade. Unfortunaattitudes, policiesand personalities


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Receiver Unit

AIRBORNELASERTRACKERSergeant First Class John H. Murphy

Department of Aviation Trades TrainingU.S Army Aviation Logistics School

Fort Eustis, VA

ERE YOU ARE kicked back in your newModernized Cobrawaiting for a mission. The callcomes telling you that just over the tree line aZSU-23-4 has set up and that you are to remove it.As you unmask, you and your copilot spend 2 or 3

helicopter crews to sigground weapons. The Aspotter a soldier on theanother helicopter) who,designator, can train a cotarget (see figu re lower leboard the attack helicopcan detect the low level en


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the AH-1S s crew will not have to scan the battlefield looking for a target, because with the flickof a switch, the Cobra s telescopic sight would beautomatically slewed to the target that is beingdesignated. This reduces the time that thehelicopter is exposed to detection by hostile fire.Developed by Rockwell International Corporation and the U.S. Army Night Vision Laboratory,the airborne laser tracker consists of three linereplaceable units that can be quickly changed byunit maintenance personnel.The receiver is a barrel-shaped housing with aglass dome. This unit, located in the aircraft sail,contains the laser seeker which senses reflectedlaser energy from the target. The electronics unitalso is mounted in the sail just behind and belowthe receiver, see figure lower right. Containedwithin this black box are the plug-in modulesand power supply that interface the ALT with theCobra. A control panel located in the pilot'scockpit permits code and operating modeselection.Alignment of the ALT is provided by way of amount that allows azimuth and elevation adjustment. The current boresight alignment groundsupport equipment is used to align the mountwhen the system is f irst installed onto thehelicopter. Because the mount, not the receiver,is aligned to the helicopte r the system does nothave to go through boresight when the receiver isreplaced.Aviation intermediate maintenance supportpersonnel will use the AN/AAM-55 ALT Test Set totroubleshoot the system. This 33.5 pound test setconsists of a stand (to mount the receiver) and interconnecting cables that permit testing of thereceiver and electronic unit. The control panel istested with a multimeter by performing continui-ty checks.The ALT system is divided into four functionalareas. These are built-in-test (Bin, scan and standby modes, target acquisition and tracking, andservo control loop. The BIT provides a self-testPainting a coded laser beam on a target

routine for the ALT. BIT is sMODE switch in TEST positiocommands place the system insingle-bar scan mode and turting diode to track the opticvoltages are checked while thedifferent modes. If a system fBIT test is stopped and a FAULtrol panel will light. If the systewithout a failure the TRACK light. The pilot can select fromor place the system in a standby, the system is caged and retracking. The system will not eof the scan modes is selected present. Target acquisition athe screening of laser signalsof the correct codes is detecrectly coded laser energy iscommand sig nals are passed tloop as elevation and azimuthCombinations of these signaltion the platform assembly in ttracking modes. These signalstelescopic sight unit duringmode. This enables the copilothe target.New equipment training withe Communications and Elecand a separate functional courseat the U.S. Army Aviation LogEustis, VA, in 1987 to accommtraining.As you can see, the U.S. Armdate its current aircraft sydevelop new helicopters. Tsignificantly enhance attacktions, allowing you to see thesees you.


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Lieutenant Colonel James B McKenzie Jr.Editor AirLand Bulletin

TAC-TRADOC AirLand Forces Appl ication AgencyLangley ir Force Base VA

LF GENCY

TH AIR FORCE'S Tactical Air Command(TAC) and the Army's Training and Doctrine Command (TRADOC) have joined forces. The resultingrelationship has been highly productive in furthering thedevelopment of Air Land Battle concepts.The interface of the commands was formalizedwith the establishment of the lointActions Steering Committee(lASC). The lASC currently is cochaired by theDeputy Chiefs of Stafffor Plans (T AC-XP) andDoctrine (TRADOCDCSDOC). As the ASCfunction became moredemanding and theamount of joint activityswelled to the point wherean agency was needed to manageday-to-day actions, the Air Land

The agency's mission isTRADOC regulation whichALFA is to coordinate, inteassociated with joint T AC-Timproved concepts and prothe Air Land Battle. AL

or r


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undertaking before ALFA becomes a player.ALFA's role is managing and coordinating JASCdirected joint work. Consequently, the AOs have broadoperational backgrounds rather than narrow technicalexpertise in detailed aspects of the modern battlefield.The JASC has tasking authority to form joint wo rkinggroups from within the TAC and TRADOC st. Us andsubordinate organizations, since this is who e th etechnical skills exist to work many of the problen ls. Fre-quently, these groups also include worldwide representation down to squadron and battalion level in order toobtain direct field input. The draft products fromjoint working groups are provided to TAC-XP andTRADOC-DCSDOC for staffing with other headquarters as they deem appropriate.Inherent in the joint task is the formulation of products which have the hard-cover manuals of the two services. Some efforts, such as joint mission area analyses,support the requirements documents of the two services. Other effor ts have resulted in TAC-TRADOCpublications, such as Joint Suppression of Enemy AirDefenses (J-SEAD) (TRADOC TT 100-44-1). ALFAseeks to formalize Army-Air Force cooperation by producing joint publications. While ALFA does not havethe authority to publish biservice manuals, T ACTRADOC efforts have influenced those who writeuniservice manuals.The TAC-TRADOC dialogue has expanded to include the U.S. Atlantic Fleet at Norfolk, VA, and theMarine Corps Development and Education Command(MCDEC) at Quantico, VA. Memorandums of Agreement were signed in the spring of 1984 to define theFleet's and MCDEC's interaction with TAC andTRADOC. The work with both Atlantic Fleet andMCDEC focuses on joint concepts, tactics and procedures, not on service doctrine. Although there are noNavy or Marine officers at ALFA (representation fromthose services remains a goal), Atlantic Fleet andMCDEC representatives do participate in JASCmeetings and meetings between the commanders. Furthermore, Atlantic Fleet and MCDEC are now involvedin five of ALFA's eight current projects. ALFA is optimistic that the working relationship with both Atlantic Fleet and MCDEC will result in the products to helpimprove joint capabilities.

characterized in one of three waysALFA assumes overall responsibparticipant , in efforts managed bas an expediter, bringing togethestaffs on items of common interesty of T AC-TRADOC actions aretion officers on each staff. ALFA board, exchanging ideas and maconnections.In summary, the T AC-TRADand working. Furthermore, ALFArecent Navy and Marine Corps invTRADOC dialogue, which promwork and produce results beneficiThe bottom line is that the serviceto meet the challenges of future aiNOTE: Contact with ALFA cto: ALFA Agency, HQ, TactATTN: XP-ALFA, Langley AFALFA Agency, HQ, Training andATTN: ATDO-ALFA, Ft. MonrALFA may also be reached by AU680-2589.

During the next few months thwill cover several ALFA proje Joint Attack of the Seco Joint-Rear Battle. Joint Tactical Deception

A1 Thunderbolt


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Human Fac1[JfSn u e s 1 ~ g a 1 ~ [ J nJohn L Wenrich Jr.Directorate of Training Developments,Investigation and EducationUnited States Army Safety CenterFort Rucker, AL

POBABL Y NO topic istalked about, maligned,lamented, criticized or com-mented on more than the subject ofhuman factors in accident investigations. We have all kinds ofsophisticated techniques for analyzingmateriel failure, and for reconstructingthe accident itself, but human factorsinvestigation lags among the specialtyareas.

Human factors is defined as thescience of applying behavioral principles to systems. t represents thebeginning of a variety of appliedsciences having to do with a human'sstructure, functioning and behavior.t is interdisciplinary. Anatomy andphysiology, anthropometry,kinematics, work performance, environmental stresses in sensory andperceptual behavior; as well as learning, training and motivation; are alldisciplines which contribute to the fieldof human factors.The overall objective of human factors engineering and investigation is toprevent human error from causingfuture accidents. The evidence can be

elusive whunderlyingwhich so mof injury aAgain andmore thanboth aviaterror relatwrong, wethem wronOur prodent invesmany respare humanmany yearand long hting the mibelieve thaanalyze an

But in spitsome reasofeeling andhandle onlong way tWe mustwo majorinvestigatihuman invcause. Thetional injufor purpossurvivabiliwere, howwhat sequethem. We ting the cra


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siderable time and effort must bedevoted to documenting the injuriesand reconstructing the sequence ofevents.Perhaps the more obvious and important division of human factors investigation is the human involvementin accident causation. Much has beensaid and written about human factors,but complete understanding remainselusive. We must get to the underlyingwhys in order to explain the reasonthe accident happened. In most cases, it

is fairly easy to reconstruct what happened, but often there is no solidevidence to enable us to state conclusively the reasons for the humanperformance which caused the accident. We are confronted with thelimitations or shortcomings of the sensation, perception, cognition, judgment or reaction which produced or ledto faulty or inadequate human performance. We must also try to determinethe extent to which such factors asequipment design, space layout,operating procedures, managementpractices, prior training and thephysical environment affected humanbehavior which led to the accident.Finally, we must try to determinewhether operator impairment or incapacitation was involved. f here wasimpairment, was it a result of fatigue,pre-existing medical problems (eitherphysical or mental), exposure to toxic

vestigation is not an exotic new approach designed to solve all the problems. In fact, all of these human factors are currently being looked at during our investigations. However, amore systematic and thorough approach in the human performance investigation process is required. To ensure a thorough investigation andanalysis, the safety investigator mustuse a scientific approach. He mustdevelop a hypothesis, gather data totest the hypothesis, analyze the dataand finally draw conclusions.Too often, the investigator develops ahypothesis based on prior experienceand knowledge, and then goes searching for the facts to support it, tendingto ignore any facts which mightdiscredit it. It is nearly impossible foranyone to free himself or herself completely from preconceived ideas which

might bias an inimportant to arrobservations sowill not distort tsometimes requstratagems to enignore his or herobjective.Experience anoften cause the the mistake of tehypothesis are tknowledge that ,right direction, ato conduct a mofactors investigasions of such inreach the root cacidents. Anythinprofessional comessentially still iaccident preven

bout the uthorMr. John L Wenrich Jr., has served as

an aviation and g round accident investigator with the U.S. Army SafetyCenter since February of 1984.Wenrich s federal service includes manyaviation-or iented positions in such areas asflight simulators, aviation training aids, andaudiovisuals.

For 9 years of a 20-year aviation career inthe U.S. Marine Corps, Wenrich was an

School, InternatioEducation, Tempe

Wenrich is a meSociety of Safety Eand Health ProfesSociety of Aviatio


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PEARL SPersonal Equipment nd Rescue/survival Lowdovv

Tammy Moury p oto by Steve Dougharty

Film, Camouflage, Jungle and Desert-UnauthorizedUseI refer you to the article Camouflage for Helmet inthe May 1982PEARL'S. Since that time, new light hasbeen shed on the subject.Subject films (Jungle), NSN 8475-00-173-9054 and(Desert), NSN 8475-01-094-4566, are not authorized foruse with helmet, flyer's SPH-4, NSN 8415-00-144-4981/4985.The U. S. Army Aeromedical Research Laboratory(USAARL) determined that use of film on the helmetshell is a safety hazard. A proper inspection on thehelmet shell cannot be accomplished when this tape isapplied. f there is a delamination or fracture in theshell, the film would prevent detection.Maintenance personnel at U. S ArmyTroop Support

') t

SRU 21/P survival vest has from you users. Great This are getting out to you. TheA VSCOM, however, as manwith all the equipment theythey cannot make the necessALSE message 84-6.Natick Research and DeveA VSCOM worked on the chmessage being transmitted.conducted on survival vestdatory components installCatalog (SC) 8465-90-CL-Pno problem with the relocatflash guard and water storarelocation was to have the slight, in an area easily accesPEARL's article in Avishowed the required location

the SRU 21/P survival vreproduction of Natick R&Dshows the authorized locat8465-90-CL-P02. Althoughin nature, the drawing cameshowed the location of the tReissue of Interim Change 1Logistics Policies and Proce

The following is reprinted111600Z Jan 85.The interim change to ARtober 1984. DASG-HCL-S mvises that the interim changeexpiration date of 22 Octobe


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OPERATING INSTRUCTIONS1. EXTEND ANTENNA - Pull antenna all the way up .2. TURN R DIO ON - Rotate knob and arrow straight down to 243 .0 (voice-MeW) positio3. TRANSMIT THE FOLLOWING INFORMATION -

a. MAYDAY - MAYDAY - MAYDAYb. Give aircraft call sig n, type and number i. e. Army UH 1, 1234, has crashed at (givbest guess or last known position)). Broadcast the above information for 5seconds

Then listen for 5seconds, if no answer and no aircraft can be heard in your vicinity,switch to Beacon Mode (BCN) .DO NOT POINT TIP OF ANTENNA AT RESCUE AIRCRAFT WHEN TRANSMITTING

c. At 15 minutes before the hour and at 15 minutes after the hour , repeat aand babov4. If aircraft is EL Tequipped , use survival radio for voice transmission only.

~ I ' - ~ l I I l - - - A N T E N N A - Pull up till it stopsSPEAKER - Listen herePUSH TO TALK BUTTON - Press this to transmitON/OFF, FREQUENCY SELECT KNOB+Turn arrow straight down to 243.0 frequency position.+Turn arrow one more click to the left to select the Beacon

(BCN) position for the following:15 seconds max to signal for rescue aircraft3hours max to Signal search and rescue satellite

NOTE: You will not be able to hear rescue aircraft transmission whiselector knob is in the Beacon (BCN) Position . Move it to 243 .0 Po

MIRCOPHONE - Talk here--- BATTERY C PIf you do not hear a rushing noise when you turn the radioremove the battery cap and check the spring for corrosion.spring off and replace cap.

NOTE: Not mentioned on this card is voice 282.8 Mhz mode of operation. This is theternational search and rescue frequency. Operation on this frequency is the same as voice mode on 243.0 Mhz. For additional details on the AN/PRC 90, see TM 115820800


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irectorate of Evaluation Standardization ~R PORT T THE FIEL ST

984 Army Aviation Policy Committeeand Training SymposiumDURING THE week of 3 to 6 December 1984,

major Army command MACOM) Aviation officers,members of the Department of the Army Staff, Aviation unit commanders and other guests met at the ArmyAviation Center, Ft. Rucker, AL, to participate in theannual Army Aviation Policy Committee and TrainingSymposium.Major General Johnny J. Johnston, director of training, office of the Deputy Chief of Staff for Operationsand Plans, began the meeting with a stimulating keynoteaddress, challenging Army aviators to continue the leadin innovative combined arms training.

For the first time, Army Aviation brigade commanders, and representatives from the numbered armies in the continental United States, MACOMs andcorps Aviation officers met for 2 days in a TrainingSymposium designed to identify areas of concernrelating to combined arms training. During that same2-day period, four working groups made up ofrepresentatives from all member MACOMs instructorpilots, standardization instructor pilots, maintenancetest pilots, Aviation safety officers, etc.) reviewed 110Aviation standardization issues and made recommendations for their resolution. On 6 December, the formalsession of the Policy Committee met to review recommendations made by work groups and to reach a consensus on how issues were to be resolved. MACOMs

of AR 95-16 to MACOMs fThe revised regulation shouldthe end of fiscal year FY) 19 Some Aviation units we

Maintenance Officer Comaintenance test pilots by 1 Jextension of that deadline. Tthe deadline will not be extenbe handled on a case-by-case

The U. S. Army Safdistributing a nonresideficerItechnician qualificatresponse to requests by ActivAviation units. Aviation unit Army Tragrams ARTEPs) have not iATC) related tasks. Revisedthat include ATC tasks. Cloquirement that Training areview Army ATC training an

Numerous concerns werging and tracking specific kincurate and timely records arement and use of Army avibegun on an automated flighsolve the problems discussed

Draft Change 4, AR 95


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tion and all other 95-series regulations will be published in the new automated UPDATE format. As a result of a 1983 Policy Committee decision,

OV 1 Mohawk doctrine, training and standarizationhave been revised and will appear in SEMA special electronic mission aircraft) doctrine and training publications this year.

Numerous comments were made concerning howPI Cs are to be used and what aircrew station will be occupied during flight. The response to these comments isfound in HQDA message DACS-ZB) 151325Z Mar 84,subject: Aviation Safety 84. Evaluation requirementsare specified in STACOM dated 21 November, 1984.

Synthetic flight training systems SFTS) re-quirements specified in AR 95-1 were discussed. SFTSDES welcomes your inquiries and requests to focus attentionon an area of major importance Write to us at: Commander,U.S. Army Aviation Center, ATTN : ATZQ-ES , Ft. Rucker, AL

use is being reviewed by the Avimine changes that can be made ttive training. Changes to aircrewAR 95-1 will be predicated oreview.

Questions that were raiseJ q,instrument flight rules recovery dressed in an upcoming article iand in a draft revision to AR 95-5MACOMs for review and commCopies of the 1984 Army AviatMeeting Issue Responses have bMACOM Aviation officers. Quof these issues should be referrMACOM.

36362-5000; or call us at AUTOVON 558Commercial 205-255-3504. After dutyHotline, AUTOVON 558{ 487 or 205 255 64


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OPMS Study GroupThe Officer Personnel Management System (OPMS)Study Group After Action Report was published in theSeptember-October 1984 Commander s Call andshould be read by all officers. There are several changesthat were proposed by the study group which will impacton the Aviation Branch. One change that got much attention from aviators is the criterion that an officer willserve in only one branch. This affects such aviators ascurrent 15M35 officers, since they are actually servingboth in Aviation and Military Intelligence Branches.Another change is the deletion of SC 71 as a numericaldesignation. All Aviation logisticians are to be coded as15T. Changed too are the terms:

Current Term New TermSpecialty (SC 15) Branch (15)Special Skill Identifier Area of Concentration(15B) (15B-CombatAviation)Non-Accession Functional AreaSpecialty 41 ,eLal.) (41,eLal.)

Although the OPMS implementation plan is current

Army Astronaut Candidate PThe Army Astronaut CanBoard met at MILPERCENselect personnel for referralSpace Administration (NASAspecialist astronauts. This wnounced by Deputy Chiefmessage 231445Z NovembAstronaut Candidate Programannual selection boards for tlate 1985. There will be a 90-dapplications, between 1 JulyThe program is open to all Acand Army National Guard pesex, race or rank who meet thefor the Astronaut Candidatebasic education requirementand scientific positions, specition of a standard professiocredited college or universitdegree with major study inengineering, biological omathematics.Applicants for mission sp

Have at least 3 years of rqualifying degree. n advanmay be substituted for the(master's degree = 1 year, Ph


25/48

physical (similar to the Army Class I flight physical).Additional information concerning the ArmyAstronaut Candidate Program may be obtained by con

tacting the Aviation Plans and Programs Branch of theOfficer Personnel Management Directorate ofMILPERCEN telephone: AUTOVON 221-8156/7,Commercial (202) 325-8156/7; or write: Commander,MILPERCEN ATTN: DAPC-OPA-V, 200 StovallStreet, Alexandria, VA 22332-0400.

LTC Command SelectionCommand selection boards for aviators are now taking an officer 's flying hours into consideration as onefactor in their deliberations. The Deputy Chief of Staff

for Personnel, Army, has directed of DA Form 759-Individual FligCertificate-be provided to the sepersonnel in the zone of considecommand. Accordingly, all officBranch who hold specialty code (Sconsideration for LTC command sto provide the most recent copy oto: Commander, MILPERCEN, AV, 200 Stovall Street, AlexandriSince files are usually prepared fNovember, it is most timely to mailForm 759, signed and dated by theso that it arrives in Military(MILPERCEN) not later than 5 NThanksgiving rush

Commandant s Aviation LogistiCS Update FM 1506 PuIN FEBRUARY 1985, the U.S. Army Aviation Logistics The U. S. Arm

School, Ft. Eustis, VA, began publishing the Commandant s Logistics ScAviation ogistics Update. This update will be published Eustis, VA, hquarterly under the authority of paragraph 4-28 AR 310-2. Its the publicatipurpose is to provide timely information of an advisory, Fundamentinformative or directive nature concerning training, branch Powerp ant Mproponent specia lty, materiel and doctrine. We intend to This manual provide this information worldwide to Aviation commanders 55-406, Funand to units on active duty and in the Reserve Components. Aircraft Pow

MaintenanceSome units may have received the winter 1985 issue of the contact for th

Commandant s Aviation ogistics Update. If your unit did not Green, AUTOreceive it, it is because we are still in the process ofdeveloping a complete distribution list. To help us developthis list, please send us your unit mailing address along with Correctionthe number of copies of the Commandant S Aviation The JanuaLogistiCS Update that your unit requires. contained anAVLOG 84 ar

42 under the


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us rmyCommunications CommandTe ACTION LINE

VHIRP to be ClarifiedMr. Jesse M. Burch Jr.u.s. Army Aeronautical Services Office

Cameron Station, Alexandria, VA

SEVERAL MONTHS ago USAATCA-ASO sent aletter to the various major Army commandssolic iting their views on the validity of the requirement for a vertical helicopter instrument flightrules procedure (VHIRP). The responses thatcame back indicated that the requirement is indeed valid. The responses also indicated that theVHIRP is much misunderstood.At USAATCA-ASO we were not satisfied to letthis matter drop. We developed an issue paperand brought it up for discussion at the U. S. ArmyAviation Policy Committee meeting held at Ft.Rucker, AL, the first week of December 1984.Again the requirement was validated; however,this time it was apparent to all those in the discussion group that the VHIRP program was verymuch misunderstood by commanders andaviators alike. The outcome of this discussionwas that the VHIRP program would continue, andUSAATCA-ASO was tasked to explain the VH IRPto clarify it to the extent that all commanders andaviators will understand it in detail.

ing and to alert you to be oarticles, possibly appearinwell as in others, that wil l explanation. Be on the looAR 95-50 which will incluon the VHIRP.There are a few items ththis brief article: First. The Federal(FARs) do not apply to mcould be further from the toccasions when the FARwhen operating outsideSystem and then ICAO (tion Organization) or hoapply. Second is ... whendefense of the United Statemergency or urgent mil itLaw 85-726 as amended). Second. What is a VHprocedure, right? Wrongdard operating procedure ly coordinated with, and atraffic control facility. It ibe executed as a last resoforts to maintain visual tions, to include landing a Third. What is a VHIRpermit the safe recovery omay encounter instrumentions while conducting visterrain flight training. PVHIRP will have minimum


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-The following HOTLINE numbers can be called on official business after duty hours. The

updated and reprinted here periodically fo r your convenience. If your agency has a Hotlinlike included, please send it to Aviation Digest P.O. Drawer P Ft. Rucker, L 363625

FTS AUTOVOArmor Ft. Knox, KY 3548265 4648265 Aviation Ft. Rucker, L 5336487 5586487 Aviation Logistics Ft. Eustis, VA None 7273571 Camouflage Ft. Belvoir, VA None 3542654 Engineer Ft. Belvoir, VA None 3543646Field Artillery, ARTEP Ft. Sill, OK None 6392064Field Artillery, Redleg Ft. Sill, OK None 6394020 Fuels and Lubricants R D Center Ft. Belvoir, VA None 3543576Ground Power Units Tooele rmy Depot, UT None 7902129Health Sciences, Training Ft. Sam Houston , TX None 4714785Infantry, ARTEP Ft. Benning, GA 7844759 8354759Infantry, School Ft. Benning, GA 7844487 8354487 Intelligence Ft. Huachuca, AZ None 8793609Maintenance and Supply Tobyhanna Army Depot, PA None 7957900Missiles and Munitions Redstone Arsenal, L None 7466627Ordnance Help Line) Aberdeen Proving Gnd, MD None 2834357


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OETUnderEnlistedManagementat viationCenter

Mr. AI Endicottu.s. Army Aviation Center

Fort Rucker, AL

HE ARMY AVIATION Center'sDepartment of Enlisted Training(DOET) at Ft. Rucker, AL, went tozero strength in officer ranksrecently. The department's management and leadership are now in thehands of the Aviation Branch noncommissioned officer (NCO) corps.

The concept of NCO leadership isnot new. Sergeants have long beenthe backbone of basic and combatskills training. The AviationLogistics School at Ft. Eustis, VA,has had senior NCOs headingvarious divisions of military occupational specialty (MOS) enlisted training for a number of years.

Sergeant Major William R. Dunnwas selected to be the first enlisteddepartment director in the Army.Sergeant Major Jack L Scott wasselected as chief of MaintenanceTraining Division (MTD), and Master

WIRE IT RIGHT. Sergeant Major Jack L. Scott, left,Utility Helicopter Repairer Course at Ft. Rucker, AL,to the collective sleeve assembly of the transmissionScott, who has been in Army aircraft maintenance allis chief of Maintenance Training Division, Departm(DOET).

ment some decisions which, whenseen and known by junior NCOs,should increase their initiative.helicoptesergeant massignme


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LEARNING BY THE BOOK. Master Sergeant Charles L Jones gives first-dayinstruction to students in the Air Traffi c Control School at Ft. Rucker, AL. Jones,a 17-year Army veteran, is the first enlisted chief of Air Traffic Control Division.

and dedicated assistants. The newDOET director is no different. He hastwo thoroughly qualified divisionchiefs in Scot t and Jones.Scott has been in the Army for 24years, all served in aircraft maintenance, from the L19 (01) fixedwing to helicopters. After serving aschief instructor of the division, Scottwent to the Sergeants MajorAcademy and, in February 1982,returned to Ft. Rucker as sergeantmajor of MTD.

The new maintenance chief controis training for soldiers who repairutility and observation helicopters.During the past fiscal year, the division graduated more than 1,800soldiers to be helicopter mechanicsin the field.Since becoming division chiefs,Scott and Jones agreed that ourdealings with activities on the posthave been good, receptive responses.The directorates have been verycourteous in our communications,

corps in ArmyAssigning

tions also wilcise their potadded.Jones joinetorate of Evadization in 19ATC internFebruary 198instructor in ted by dutiesbranch noncocharge and diJones, likecooperation and other unferent from Mfor the ATC SAviation Braclose workinghis division, torate of Trai ron outcourses of insthree ATC Mconducts grproach, toweoperations trDuring thepleted, Jongraduated mo

Our (ATCdecrease righqual ity soldiethe past couMore qualifiebeing retaine(Department oenough to fillof field units.


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The Key Threat toArmy AviationThe SA-7 Grail infrared missiles, the SA-9Gaskin surface-to-air missiles and theZSU-23-4 fully integrated, self-propelled

SA7Grail

MajorDirector

U

antiaircraft system s, pose a real threat to U.S. forces.

h r R IS NO doubt that the highly mobileSoviet air defense umbrella is a formidable threat tolow, medium and high flying aircraft extending farbeyond the forward line of own troops (FLOT). Theirair defense system is quite impressive and most definitely is a threat to Army tactical Aviation. However, acloser look at Soviet air defense system capabilities, asthey relate to our present doctrine, will point out somesignificant deficiencies.

To understand air defense capabilities, we must firstunderstand the target. The helicopter is a relativelysophisticated piece of machinery with the unique

or armored personnel carrierterrain.Looking at the capabilitieswe will be able to understandthreat to Army Aviation.Let' s start with the SA-7 G

The Grail is a man-portabaltitude, surface-to-air missileArmy s Redeye. It has a highand passive IR homing guidathe SA-7 depends on its abilsource of targets, usually low


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ther, R jammers, R paint and hot metal plume suppressors will add survivability for the helicopter byreducing the R signature.

The SA-9 Oaskin is a short range, low altitude,surface-to-air missile. It has a passive R seeker and anHE warhead. The SA-9 has a range of about 8 km andan operator seated in the vehicle cabin is alerted to anapproaching target by a surveillance data link. Theoperator then tracks the target optically through a largewindow at the base of the launcher pedestal. The SA-9must depend on radar links for information on targetsuntil they are visually acquired. The system is suscepti

SA G

on the move because of its intstabilization system. The high frethe gun dish radar emits a very navides for excellent aircraft trackingficult to detect or evade. Electrontracking and ranging are automacomputer determines super elevatiConventional optical sights also aregood record, the ZSU-23-4 is expethe mid-1980s by a 30 to 40 mm gantiaircraft range, rate of firequipment.


32/48

countermeasure available. Finally, ATGMs are very accurate at extended ranges and the sheer numbers makethem a formidable helicopter threat.Although still in its infancy, laser technology has excited the imagination of both scientists and the public atlarge because the possible applications of lasers are wide

and diverse.Lasers are being used in increasing roles throughout

the civilian community as well as the mili tary establishment. A few examples of civilian use of lasers are: construction, surgery, engraving and alignment of instruments. n the military, laser technology is being continually applied in the development of many newsystems (not just weapons). Range finding, missileguidance, target designation and communicationsystems are tust a few examples.

A laser beam is produced by excitation of an activemedium lasing material to an upper unstable energylevel. n returning to the lower, more stable energy level,the material will lase or give off energy in the form of

light of constant phase anding mechanism directing thidirection, a laser beam is pr

A successful laser engagemtarget has been engaged, andegrading results are obtremember that the laser anecessary capabilities tosystems of today. But, the lasupplement to conventional

Looking into the future, and replacing their existingthem. We can expect to see tthe SA-I4 replace the SA-7,ZSU-23-4-all with improvemust understand that manytlefield are able to acquire, trthey deem necessary. Thereftics, cover and concealmetiveness on the modern batt


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oal- 2,500,000MARCH 1985- 1,500,000cash and pledges

c \ r y ~ v iatio1lUS UM

This is series about the Army Aviation Museum Foundation funddrive. Currently, plans call for building modern complex to houseyour Army Aviation Museum. Since last month additional donations

have been received. However , we stil l have a ways to go, as thebarometer above shows. I f you would like to help' build the Army

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

call Mr. Ed Brown at 205) 5982508.

A Look at What s In Your Museum

The Mi-4 Hound producedin 1952, is a Russian troopnd cargo transport helicopter.

This single rotor, quadcycle gear IS-cylinder radial enginecraft is used extensively by the Soviet armed forces. As a chelicopter the Mi-4 is equipped with rear clamshell doorsramps for loading small vehicles. Of particular interest arefollowing: the rotor system incorporating deicer strips inleading edges of the blade; a pressurized spar that can be usea spar/blade failure indicator; and blade-tracking l ights locat the tips of the blades. A suppressive-fire gunner s stationbe installed on a prone-position pad underneath the helicowith entrance through the floor of the cabin and i t also caconverted to an air ambulance carrier for medical evacuat


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The Training of Central merican viatorCaptain Leonard J Samborowski4th Military ntelligence Battalion

Selection is meticulous and training is rigid

HIRTY AM: Itmorning that will melt into and soaked in humidity. Thpolished barracks tiles as tsenior cadets prod them to mNo, this isn t the AviationThese flight candidates are Cthe Honduran Air Force Acfrom Ft. Rucker. Their training and like their North Amwill be pushed to the limit inwings.The Honduran Air ForcePalmerola Airfield, about 5 mHonduras, in the Valle De Covides a rich view ofthe 7 OOO


35/48

ABOVE: CW3 Guillermo Calvo Jr., and the TH-55 fleet.LEFT: Math class with the author s guide, LieutenantMiguel Murillo, the assistant operations officer.

The RIGHT STUFF Pyramid

Cadet SelectionThe Academy runs a meticulous cadet selection program. Only the best of the Honduran youth passthrough the school's fine filter. Each year hundreds ofhigh school or trade school graduates, ages 18 to 24, respond to advertisements in the newspapers and on theradios to enter the armed forces.Differing from the United States, the armed forces ofHonduras include the Army (divided into Infantry, Artillery, Armor and Engineers), the Air Force, the Navy

and the Public Security Force.On an average, about 1,500 people respond to the callfor the service academies. From these 1,500 aspirantsonly 90 are picked to attend the Air Force Academy.From the 90 called, only 50 are chosen to wear the aircadet designation; the remainder are slotted for logistics

50DESIGNATEDAIR CADETS90ARE

SELECTED TO BEGTHE NEW SCHOOL Y

150 C NDID TES RSELECTED FORACADEMY INTERVIEAFTER CAREFUL SCREE900 CANDIDATES APP

FOR DMISSION INTOHONDURAN AIR FORCE A1,500 CANDIDATES, AGES 18 TFOR ADMISSION INTO THE THRSERVICE ACADEMI

after the cadets have successfully45-day basic phase; for only thenling earned the right to salute.Throughout basic and theirAcademy the cadets go through phmorning from 0500 to 535 they peing. Most mornings find the cadetversions of the daily dozen and avariation, they participate inbasketball-activities that emcoordination.As at the Aviation Center, physmotivate those exceptional canecessary intensity. The senior cathis motivational challenge and wknow how to handle their hesitan


36/48

officer, subjects such as history, social science andgeopolitics are taught. Additionally, a well staffedlanguage lab teaches the cadets the international air traffic contro l language, English.Through the academic instruction the standards arestrict. Test results are recorded and a class ranking ismaintained. Being first academically brings the rewardof class leadership. Conversely, test failures mark a step

toward removal. In each section of academics the curriculum block is divided into 7 classes. A failure on threetests during one block buys that student a ticket home.There is not a recycle.f these standards appear harsh, they are so for areason. The proud country of Honduras must stretch itscadets to their limits to gain the best officers possible.The number of available candidates and amount ofmoney is limited in this country of 3 million people.

Consequently, the cadets 2-year training must be intensive and efficient.elicopter TrainingAfter a year at the Air Force Academy, flight trainingbegins. The Academy s goal is to train each air cadet to

Daily Sched0430 W K

05000530 PHYS0600-0615 REVE0615-0700 BRE 07000745 CLE 0800-1150 C D1200-1300 LUNC1300-1700 C D17001745 SUPP1800-1830 RETR1900-2100 STUD2130 LIGH

* Only Senior Cadets are graserving on the Academy s

received the suppor t of two tors from the U. S. Army Avrant officer instructors wereHonduran/U. S agreement.to prepare for the self-suffhelicopter program by trainestablishing the foundation fTheir second task was to filpilot shortage by training neRising to meet these challeCalvo and CW3 Alvero Guzawaited these U. S Army wstepped off the C-130 at Palmgreeted by two Honduran inOnly one TH-55 was flyaresources they were expectedand establish a maintenamonths.The first priority went to sand training mechanics. Althformer maintenance officertechnical manuals at his disptranslating the books into prac


37/48

pilots, with the guidance to graduate quality, Guzman,Calvo and the two Honduran IPs went to work. Using8 airframes, they flew 1,400 hours between May and October. For their training outlines they used the sameflight guides that are in effect at Ft. Rucker. All manualsand study guides were translated verbatim by CW3 Guzman and incorpora ted into the flight instruction.Operating with an average student load of six cadets,the first helicopter class trained with hardcore enthusiasm. Fifty flight hours of training were allocatedfor each student. This broke out into 38 hours of dualtraining and 2 hours of solo time. When the rotor washwas settled in late October, 7 cadets were qualifiedfrom the original group. Although short of the AirForce goal of 25, their quality was high. After a year atthe Academy 20 cadets were reclassified into themaintenance or logistics fields and were no longeraviator candidates.The work that CW3 Calvo and CW3 Guzman accomplished during their stay in Honduras lay the foundation for the present helicopter training program at theAcademy. In May 1984, the first pure Honduran flightclass began with 6 Honduran IPs, 8 airframes and a goal

LEFT: Senior Cadet Zepeda in the EngBELOW: Translated Emergency Proce

will enable the Academy to train 5than the present rate of 25. MoAcademy can grow with future naWith more than 80 percent of Hmountainous, the importance ofdefense of Honduras is fully recogleaders. With the memory of the with El Salvador in July 1969Nicaragua to its east, the nationmaintain strong, responsive air political integrity. The TH-55 tPalmerola Airfield and the followTegucigalpa are vital links in thedefensive armor of Honduran air

The beginnings of the future - the new A


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Forthe first time in almost 10 years UH in Southeast Asia to participate in a joinmilitary operation to train aviators to land ships. Labeled as a good learning experiewas a success.HULA DANCER thisis Army 21665, feet wet, I have avisual, request entry into Delta

pattern.Army 21665 this is HulaDancer control, Roger. Report 5miles astern for entry into Deltapattern.It is 28 June 1984. The location

the Delta land on tew OrleaThe misaviators fring deckNavy shipmust maklandings


39/48

almost a decade in OperationCobra Gold 84.On 17 July 1984 two UH-1helicopters were loaded aboardan Air Force C 141 aircraft atHickam AFB HI. Their journeytook them to Guam and Clark AirBase in the Philippines beforethey reached their final destination at Haat Yai Thailand. On 18July at about 1630 hours thetwo H ueys were unloaded fromthe C 141 by the deploying pilotsand crewchiefs. Thus the Hueythe work horse of Army Aviationfor so many years was back inSoutheast Asia.The two aircraft were towedacross the airfield to a Royal ThaiAir Force hangar where re assembly began the followingday. Then we received bad news:All UH 1 aircraft were groundedpending replacement of thepitch change link clevises. Butthanks to the concern of the battal ion and company commandersback in Hawaii the needed partswere immediately dispatched tous. They were installed and bothaircraft were finally ready fortheir initial test flights.On 30 July at about 1330hours our test pi lot pulled up onthe collective of aircraft 21665for an initial hover check andthus logged the first Armyhelicopter flight in Thailand inalmost 10 years. We subse-quently test flew both aircraftand deployed to our base camp60 nautical miles east of HaatYai.Our area of operation wouldhave caused anyone who flew in

rival at the camp we received anairspace and threat briefing fromThai Army officials and we wereinformed that small pockets ofCommunist sympathizers werespotted throughout the area.These groups did not cause usany trouble during the exercise.The Royal Thai Army providedmore than adequate protectionfor our people and aircraft.During the next 2 weeks weflew numerous missions in support of the 1 14th I nfantry andthe Thai Army. Our most important mission turned out to beaerial resupply of drinking waterto troops operating in the field.Fresh water was in demand asthe daily temperature rose above90 degrees and the humiditystood at better than 90 percent.Other rTlissions included emergen-cy medevac convoy control andarea reconnaissance.The crewmembers who deployed were given an excellent op-portunity to navigate using1 50 000 scale maps over un-familiar jungle mountain andcoastal area. They experiencedfirsthand what it is like to fly inthe cockpit when the temperatureapproaches 100 degrees. Theyflew at maximum gross weightfor the existing environmentalconditions. Overall it was an excellent learning experience.

Air assault exercise from UH 1 Huey.

The Thai pegentle cordiahosts imaginevery opportuassisted uscould and mawere indeed wOn 10 Augour base camHaat YaL Theraircraft for rC 141 aircraftment to Hawday the UH-1swe departed TCobra Goldhad worked lhours with thmade many nwe were subUH 1s in all typand conditionslearning expeparticipated. Wthe problems 5 000-mile supa language baplished our misI truly feel tThailand todaylooked uponpride by the TThai people. Wcomes down fthere will be npilot and crewthe 25th CBattalion.


40/48

AH-64UPDATETHE DECEMBER 1Digest outlined the AH-6ing Program. Many changram have occurred sincten. However the AH-6Course (AQC) and Instr

gram of instruction (POIremains 14 weeks withAH-1S Pilot Night Visiocraft, 41 flight hours in thours in the Combat Mifor a total of 80 flight houremain an additional 2 whours. Copies of the 198ed by writing to Editor,Drawer P Ft. Rucker, AIn March 1984 the Avigoal of fielding the AH-64tor and Key Personnel Traconsists of three classscheduled to graduate eight instructor pilots wwhich 21 will go to Ft. Rtraining, 3 to Ft. Eusmaintenance test pilots,whom is battalion commequipped, and 2 maintSikorsky Support Semaintenance contractorResident training is sc1985. The class size will per class and then increais available at Ft. Ruckerprojected delivery date1986. This delay causes tof the POI to be conduc


41/48

IUUvlGU the aviators sent to the U.S.will be Iy in theAH-64.The located at Ft Hood,will be filled in March 1986 with 18AH-64 aircraft and 46 qualified aviators. A bat

talion will be on an average of every 2..... o ' t , ' . ' ' ' ' ' .. n March 1986 and the end of 134 battalions. Each battalion willat Ft Hood. Theconcentrate on crew,company and battalion and willcUlminate with a battalion ARTEP Army Train-and After the comple-

the battalion will deploy to itsas a fully qualified AH-64 at1t ' I ' l ,n ' t l : lY battalion.

for qual ification in the AH-64and Reserve Component commissioned or warrant officers, andof the or Contract

in the AH 1 S with codespecialty 100E.

Have a minimum of 2 years as a rated aviatorwith 1 tour of in an air cavalry or attackhelicopter unit. 8e on orders to a unit u.u uc;u with AH-64.

_ .o.:> table of n Y r ' < : l n l i .

Ft Rucker has not beenfor the arrival of tstart of resident There

.4 million allocated for the to hoCOl l lD le t lon date is JI " I : IQQ , ' / " \/ " \ rnQ C 1-r\,Y :lrI

h


42/48

s harsh as this may sound "kill or be killed" will be a reaconfrontation against sophisticated threat armor and antiaircsystems. To better prepare us for that first real-world combatArmy is fielding the world's most sophisticated Aviation trainnone-the first Combat Mission Simulator: the AH-64CMS. Mand weapons trainer it is a combat simulator-used by Apacand maintain the tactical decisionmaking skills required to figa high threat environment.

This is the first of a five part series of articles that will be apviation Digest to introduce the AH-64CMS. Subsequent part

simulation of the Apache helicopter simulation of the threat instructional features and future CMS enhancements.To the Army's future AH-64 pilots and gunners who must lekilled by today's highly sophisticated armor and antiaircraft tthis is "Combat Mission Simulator-The Battleground "


43/48

Part I The attlegrounT HE AH-64 APACHE Combat Mission Simulator (CMS) terrain data base design is complete. Early evaluations bymilitary and industry experts indicate that terrain design has farexceeded everyone 's expectations. The battleground, built

through a modular area blockdesign approach, has advancedthe state-of-the-art of computergenerated imagery terrain simulation, both technically and tactically. For some time it will be amodel for industry of the terraindesign requirements necessaryto support hel icopter combatskills training and nap-of-theearth (NOE) flight in a high threatenvironment .The Modeling Concept

The CMS battleground orgeographical data base is 32

kilometers (km) by 4 km square(see accompanying figure) consisting of 300 square km of rearairfield area and nearly 900square km of tactical area ofoperations. The geographicaldata base is modeled in 1 kmsquare pieces cal led area blockswhich are categorized by thetype of terra in they contain. Terrai n is fu rt her categorized byeither its intrinsic or extrinsiccharacteristic to support threatsurvivable NOE flight in a highthreat environment.Historically , industry hasmodeled terrain scenes bydistributing the available computer edges * equally across thewhole of the data base, the

Two pOints making a line that is used as a unit ofmeasure to describe the dens i ty or complexi ty o f ascene.

average edgepractice whithe scene coto support trequirementTo get a bproblem, the one NOE areArmy scrutinsatisfy the Nrequiremenrevealed thathe averagallocated to tthe antiquadensity mettractor proclaputer couldtimes its capunable to acNOE capabikm square aconcept waconcept , 2


44/48

1 ~ 4 0 k m1 ~

32km

blocks are depigned to supportNOE flight 3 ,times the averageedge density) while 80 percentsupport the , remaining trainingrequiremerl ts (half the averageedge density). Since the rat io ofnon-NOE to NOE area blocks is 4to 1, a realistic NOE terrainmodel is possible at or less than

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o 5km 1 kmI I I I I I ILOW DET IL HILLSD NOE CORRIDORND MOUNT INS

NOE CORRIDOR ::::===::::THROUGH HIGH GROUND b J HIGH G

" predictable threat avenues ofmovement , pred ictable NOEflight routes and battle posit ionsalong threat-survivable terrain byvirtue of the fact that f l ightanywhere else would provide littleif any mask, and an unsatisfactory probabil ity of survival in arichly populated th reat area of

are use Bablocks. Higarea blo Loblocks. Loarea blo


45/48

\1 , ... = . \1 ofnes, hmountains.NOE corridors or routes areformed NOE maneuver

...... ' ' I /e> tn r to t lno l Carefu I at-to route width

1 \1 . . . . . . . 1 11' . . . , . , of ter-rain to ing non-NOE ter-rain. NOE routes ,;)ULIUVItion trainmuch as decision-maki is necessary to deter-mine correct way to orclceed.NOE area blocks aircraftmaski when ownshipis flown between 0and 10 feet above level.The aircraft can be maneuveredNOE across the visual data baseto one of 34 battle positions that

effective andthe reat any-The Airfield AreaThe 12 27 km airfield areaRidge (E, inhas a state-of-the-artmodel at its hub. Airfieldarea terrain will trafficpatterns at the and lowaltitude to and from thetactical threat area. Tac-tical beacons are C'1 1 -: '1 0 ' . , . . . .hout the T', ,I'cn':::IInlO tactical instru-ment into the threat gam-area at the lowest possibleen route altitude. The ........... '''''+features in theelectricalbuinuclear power

large ramp area,tions building,firehouse, twomaintenance building.Under visual flight rules (VFR)cond it aircraft departiWittlich in thewithin the 3d rear willnorthwest or to enterthe 2d Bri 92d ArmoredDivision tactical area of operations west of the OffenkammRid The northwest routetakes the crew through theNorden Pass in the andinto the 1st ion area ofoperations. The southwest routebypasses thevia the Nieder Passand leads into 2d Bat-ion area. The Offenkamm

which rises 300 to 1feet above the GemeinschusselValley (J, in theadequate mask tacticalgaming area threats during terrain flight to and from the airfield.floor terrain is gentlying, and is . ,.,1 1withBecauseintended to support it isvoid of threat vehicles. The areais intended to ,;)UIUU JIand at airfield anden route to and from thetactical 50 feetcontour onThe alsomasks the ownship from thethreat when en route under tactical instrument mE te()rodO(]lc.alconditions (I at the lowestminimum en route altitude (Mneeded to clear terrain within the

the worst the threat canqu re ownshcomes Undercrews may daltitude with

1

level or contoNOE atransm ssionacross the Na consaviatorsbase Vout to attathe southern The Tactical Ato th

n ~ r ' l n , n area nar"lar,,...a Thenkamm Suspeenemy positioto

1 - I ~ l r Y I n h r , , . . . . h , awill provide som


46/48

square ingof maneuverrellOCi3 te na1r lAJ i : ,an shots

anotherpositionposi on tothe battle

threat environment is terrain hill masses are modeled intothe visual area atopwhich microwave firewater towers and othercultural features or

the cross the terrain fromthree corners of the data base.The river su NOEacross the from onemass to another. The terthe river for the mostmaski from

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Army Aviation Digest - Mar 1985

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