Army Aviation Digest - Nov 1972

8/12/2019 Army Aviation Digest - Nov 1972

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UNITED ST TES RMY VI TI ON

ACSFORTHE ARMYBG William J. Maddox Jr .

U S. ARMY AVIATIONMG Allen M. Burdett Jr .

COMDT U. S. ARMY AVIATIONCOL Earl W. Fletcher

U. S. ARMY AVIATION DIGESTRichard K Tierney

ABOUT THE COVERand Vodka What's the

Would you betievein aviation? See8

photograph by CPT Tom Greene

NOVEMBER 1972 VOLUME 18 NUMBERViews From ReadersThe Magic Genie In The

Hangar CannibalizationCharlie And Danny's Write-InSyndrome Of Complacencyeromedic - Hidden Forms Of Drug AbuseThe Black MinuteMaintenance MattersArmy Aircraft Mobile Technical

Assistance ProgramAnnual Instrument CheckridesInstrument CornerRealization Of A DreamThe Staff Warrant OfficerChoice: FHG Or AEIGSERight Side Up Or Upside Down?Write To RightRegular Or Ethyl?Pearl'sHow To Get Things Done Through OthersAerial AmbulanceUSAASO Sez

The mission of the U. S. ARMY AVIATION DIGEST is to provide information of an opertional or functional nature concerning safety and aircraft accident prevention, traininmaintenance operations research and development, aviation medicine, and other rlated data .The DIGEST is an official Department of the Army periodical published monthly undthe supervision of the Commandant U S. Army Aviation School. Views expressed hereare not necessarily those of Department of the Army or the U S. Army Aviation SchoPhotos are U S. Army unless otherwise specified. Material may be reprinted providcredit is given to the DIGEST and to the author, unless otherwise indicated.Articles, photos, and i tems of interest on Army aviation re invited. Direct communiction is authorized to: Editor, U S. Army Aviation Digest, Fort Rucker, Ala. 36360.Use of funds for printing this publication has been approved by Headquarters , Deparment of the Army, 1 October 1970.Active Army units receive distribution under the pinpoint distribution system as oulined in AR 310-1. Complete DA Form 12-4 and send directly to CO AG Publications Cete r 2800 Eastern Boulevard, Baltimore, Md. 21220. For any change in distribution requirments, initiate a revised DA Form 12-4.National Guard and Army Reserve units under pinpoint distribution also should submDA Form 12-4. Other National Guard units should submit requests through their s taadiutants general.For those not eligible for official distribution or who desire personal copies of thDIGEST paid subscriptions, $4.50 domestic and $5.50 overseas, are available from th

Superintendent of Documents, U S. Government Printing Office, Washington, D. C 2040


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JEWSROME DERS

Sir:Colonel Anderson's article, A NewCareer Pattern, regarding AWO in theJuly issue was very interesting to meeven though I am not an aviation warrant officer. Some imilar pattern willhave to be devised in the other warrantofficer fields and I am glad to see theAWO Branch come up with somethingthat may serve as a guide for the restof us. Unfortunately, there is one great obstacle to any career program for anyArmy warrant officer. That is DA's refusal to assign warrant officers by gradeto TOE and TDA positions. Until thewarrant officer grade level is recognizedon authorization documents, no truecareer program exists . Perhaps the Aviation Warrant Officer Branch can pioneera breakthrough in this area also.

Sir:

CW4 Aniceto I. BagleyHQ, USAMICOMRedstone Arsenal, AL 35809

I am n the process of compiling aseries of article with real informationvalue on an easy-reading level. Lookingthrough the June 1972 edition of theAVIATION DIGEST, I was particularly impressed with ,the pictures andwriting in Visual Illusion. I also likedSound Mind, Sound Body Sense withits cartoons and easy reading script. MayI have permission to use these as partof the USAFI developmental readingprogram? Do you have the plates forthe illustrations?

NOVEMBER 1972

Incidentally, in my opinIOn, AVIATlON DIGEST is one of the fine t ofthe service magazine . You are doingan outstanding job.

Mr. Bouri FleschEducation SpecialistU. S. Armed 'Forces InstituteMadison, WI 53713 The material you requested is on theway.

Sir :As chairman of the U. S Army Warrant Officers Association , I request thatyou bring to the attention of your readers the activation of our national headquarters in Washington, D . C. Oura sociation is specifically for Army warrant officers of all components - RA ,USAR, NG, A US - both active andretired. We are trying to organize chapter at posts throughout the Army , .Anyone desiring information or application procedures should contact CW4Don Hess; U . S. Army Warrant Offi cers Association ; P. O. Box 3765 ;Washington, D. C. 20007 .

Sir :

CW4 Don HessChairman , Pro-Tern

We sincerely appreciate permiSSionto reproduce the article The FlightSurgeon's Role in Aircraft AccidentInvestigation by Major Barreca f

available, we would appreciate a copyof the July 1972 issue of the DIGESTwhich we understand has another articleon medical a peets of accident investi gation.Thank you very much for these significant contributions to our training program for Air Force flight surgeons.

COL Samuel J. BrewerChief, Education DivisionBrooks AFB , TX 78235 A copy of the July issue is in the mail.The article you referenced is TheFlight Surgeon's Medical Team in i r ~craft Accident Investigation which waswritten by Major Robert R. McMeekinand Captain Clifford C. Hud on for theSociety of the U. S. Army Flight Surgeons' Aeromedic feature.

Sir:I have just read my copy of yourJune 1972 issue . . f possible, I wouldlike two or three extra copies so that Imay use the MEDEVAC article. Iwould like to send two copies back toVietnam for the VNAF to read. 1recently returned and after setting upthe MEDEVA (VNAF) in MR II , 1am sure VNAF would be interested inreading how it all started within theU. S. Army .

COL John M. Slattery5420 Rosecroft BoulevardOxon Hill , MD 20020-The article Colonel Slattery refers to is

That They May Live by ColonelWaldemar A. Solf (Retired).


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The quick-cure procedure of cannibalizationleaves its ll effects to be felt over n extendedperiod. Beginning with the order to cannibalize,the maintenance worklo d is increased nd so isth t of supporting units all re caught up ina chain reaction of ever-increasing demands

Captain F Kevin Shea

T IKE A GENIE, cannibalizationL can work wonders for maintenance operations and mission accomplishment. However, there simultaneously exist great dangersthat this genie creates. The twofaced nature of cannibalizationthrows the fear of Hades into maintenance officers.Great care and control must beexercised when dealing with cannibalization. Basically it is an attempt to gain the use of availableparts to increase the number offlyable aircraft. It consists of removing a needed part from adowned aircraft and installing it onanother aircraft to return it to aflyable status.

It must be immediately recognized that cannibalization is a stop-

gap remedy. It solve short-rundifficulties but creates long-runproblems. Therefore, it is impossible to use cannibalization to solveserious maintenance difficulties,such s overextended flight operations, tech supply problems or alack of trained personnel. Maintenance difficulties must be dealt withdirectly, not indirectly , throughcannibalization. Cannibalization, infact, will combine maintenance difficulties at an ever-increasing rate.This is particularly true if cannibalization is used on a continuingbasis.The pitfalls of cannibalizationare not readily apparent to the inexperienced eye. Rather , they arehidden and overshadowed by theeeming simplicity of achieving instant success. Further , the ll effects

of cannibalization are felt over anextended period of time, beginningimmediately with the order to cannibalize and ending only' when allthe deficiencies have been completed.The immediate effect of canni

balization is to increase the workload of all personnel in the maintenance operation. Not only must thecannibalized part be removed fromthe losing aircraft and re-installedon the gaining aircraft, but also inthe future the losing aircraft mustreceive a new part. Using normalsupply channels only one operation- installation of the part-is necessary. Using cannibalization twoadditional operations are required.As the workload increases, itmushrooms into all maintenanceareas affecting quality control, production control and tech supplyoperations. Thus, the workload ofmechanics , supervisors, supply personnel, tech inspectors and themaintenance officer greatly increased.A mechanic's workload is greaterbecause he must complete a number of operations to get and installthe part. The pitfalls associatedwith cannibalization are a directresult of this increased workload.The mechanic may use short-cutmethods during part removal. Heju tifies this by saying that the losing aircraft is not going anywhereand that newly created problemshe's caused can be fixed later.However, the mechanic too oftendoes not write up the part he removes, much less write up a problem he h s created. f the mechanichappens to be removing the partfrom a Hangar Queen, the ob-


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servations are probably more valid.n addition to damaging the air-craft or the part, the mechanic can damage or loosen attaching partsor hardware. Thus, extra work has.increased the possibility of mainte-nance errors. This possibility, intum, demands extra work on thepart of the supervisor.The workload of the mechanicis tripled by cannibalizing. Thesupervisor s work is increased byat least that much. e must super-vise two additional operations.These operations are not simple.Often lines must be capped, partstagged and stored, and numerousrecords completed. Not only moretime but also greater care and skillmust be used.The technical inspectors job ismore than tripled. Not only musthe inspect both aircraft and the re-moved part, but he must also com-plete the paperwork and historicalrecords necessary to switch partsbetween aircraft. In addition, anumber of charts must be adjusted.This paperwork is dull and timeconsuming, yet vital to aircraftmaintenance. Mistakes here arebrought to light usually during arecords check. They may also sur-face during part failures.Often the historical records, orother paperwork, are not adjustedor they are only partially com-pleted. Many of us are probablyfamiliar with aircraft whose recordsreveal that they are being flownwithout an engine, or a main rotorblade, or hub. These situations areoften a direct result of cannibaliza-tion. Either poor procedures havebeen used or there is a deficiency inmaintenance resources, such s


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time and or experience.The workload of supply per-sonnel is not greatly increased.However, there is ample room forerrors and dangers to develop. Us-ually the mechanic will order theneeded part from tech supply.

Equipment deadlined for partsEDPs) priority .normally will beused when possible. f cannibaliza-tion is used, then the part originallyordered for the gaining aircraftmust be canceied and reorderedagainst the cannibalized aircraft.f this is not done, often the directsupport unit will cancel the part.However, that unit will not reorderfor you. Thus, you will not receivethe part in a timely fashion.

Occasionally cannibalization willreturn an aircraft to a flyable status.The outstanding EDPs are not can-celed and the unit has an aircraftflying with EDPs against it. Thisparticular situation can cause ser-ious problems for the maintenanceofficer if the aircraft should becomeinvolved in an incident.

The maintenance officer bearsthe responsibility of the decisionto cannibalize. He must determineif any benefit is going to be real-ized. In arriving at a decision, hemust consider whether his opera-tion can afford the extra workload.Most maintenance operations areworking a maximum number ofhours. Increasing the workload willaffect the morale and productivityof all personnel. The maintenanceofficer must consider his flow chartof scheduled periodic inspections.He must determine which aircraftare to be involved in the cannibali-zation. Some parts are more easilycannibalized than others, such s

a main rotor head s opposed to ahydraulic servo. This is also truewith aircraft. Cannibalization canaffect adversely future aircraftavailability. Choosing the wrongpart or aircraft will only compounda negative situation.

Once the part has been canni-balized, the consequences are quickto show. First, if the part canni-balized has a scheduled inspection,the timetable is usually disrupted.Normally a tail rotor is inspectedduring the periodic inspection ofthe aircraft. f the tail rotor wascannibalized and its inspection didnot coincide with that of the air-craft, it will be necessary to groundthe aircraft for this inspection. Thealternatives are either to inspectthe part early, which is wastefuland inefficient, or to forget the in-spection. In the first instance, morework is generated; in the second,afety is jeopardized.Secondly, a close tolerance partis often removed and installedwithout being inspected carefully.This happens because it is felt thata good part, giving good serviceneed not be inspected. However,it may not give troublefree service,or any service at all. This is usuallydue to an unfavorable combinationof connecting parts on the gainingaircraft. Often such a problem canbe detected prior to installation.This may save some work, how-ever, it points up another problem.Occasionally a part is selected forcannibalization that proves to beout of tolerance. t is used thoughbecau e cannibalization is mislHl-derstood and improperly con-trolled. Again, safety is jeopard-ized.

In addition to requiring moreeffort and care, cannibalization in-creases the possibility of mainte-nance error, jeopardizing flightsafety. Cannibalization is not em-ployed without certain conse-quences, expen es and risks.Ideally, cannibalization should beused sparingly and then only byunits with a strong maintenancepo ture. t is only in such unitsthat the expenses of cannibaliza-tion can be well afforded andhandled.A high rate of cannibalization,once discovered, usually is indica-tive of serious maintenance de-ficiencies. These deficiencies . mayexi t in training, experience, facili-ties, personnel or support. t mightbe well to monitor the rate of can-nibalization s a means of analyz-ing maintenance efficiency andtrends.The values of cannibalizationhave not been enumerated. Moreimportantly though, the dangersand possible misconceptions havebeen brought out. It appear thatfar too much cannibalization is be-ing demanded or permitted. Thereis too much reliance being placedon its short run benefits. Cannibali-zation can solve only the most im-m di ate problems. Further, it wasnot designed to remedy internalmaintenance problems. Often can-nibalization seems saddled withthi task. t is necessary for com-manders m s i e r i n g cannibaliza-tion to be particularly aware of thedemands it creates. Cannibalizationis for emergencies and can usuallybe avoided by sound maintenanceprocedures, good lateral search op-erations and command emphasis .

e


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C/Jorlie ond DonnY s Write-In

D ear Danny: My question is inregard to the RU-21D andTM 55-1510-209-CL/4. Thechecklist calls for the APU to bedisconnected after the second engine is started. t also states thatthe condition levers should be LaIDLE. It is our opinion that thisprocedure is. a hazard to groundpersonnel for the following reasons:The dash 10 warns that exhaustgases should be avoided since theyare an irritant to the eyes, skin andrespiratory system. In addition,page 3-10 shows the APU plug isin the 232 degrees C. to 121 de .grees C. area. In our opinion thisendangers ground personnel.

Can we get the dash 10 and CLchanged so that the APU is disconnected after the 1 engine isstarted?CW3 F. C. P.

Danny's answer: Certain restrictions will be placed on the pDotand ground crew personnel duringall RU-21 engine starts dependingupon the status of the missionequipment. As you know, if themIssIon equipment has beenaligned using external power priorto starting the engines, then bothengines must be started using theAPU. The hazards in this case .should be recognized and all precautions should be taken to protectthe ground ~ r e wConsideration wlll be given tochanging this procedure to allowthe ground crew to disconnect theAPU before the right engine isstarted if the mission equipmenthas not been aligned.

NOVEMBER 1972

Dear Charlie: AR 95-1, chapter 4,paragraph 4-4e states: The hazards inherent in inadequate preflights, starting, runup,' takeoff andland procedures require that specialattention be given to the use ofaircrew checklists. To preclude aircraft accidents resulting from. thefailure to use checklists, the unitcommander will insure thatcrewmembers w ll ot rely onmemory for the accomplishment ofprescribed operational checks.

Now, here is mv question. InTM 55-1520-210-CL (UH-lchecklist) there are checks includedfor engine failure, emergencystarting, governor control failure,fires, etc. As a UH-l IP I havenever taught nor been expected touse the checklist to accomplishprocedures for inflight emergenciesin training or otherwise. I recentlygave a recurring s t ~ n d r d i ~ t i o nride to one of our pilots who insisted that it is required by the

reference quoted in the first paragraph. This individual is not a newaviator (instrument examiner, over5,000 hours, etc.), however, I can.'treally visualize anyone pulling outtheir checklist to go through theirprocedures during an emergency.Could we please have an officialreading as to how we are to interpret the phrase prescribed op- .erational checks as quoted above'.Thank you in advance for yourcooperation.

CW2 C. D. A.

Charlie's answer: We have tossedthe question back and forth hereand have come up with an answerto you. A procedure to be followedduring an emergency would not beclassified as a prescribed operational check.

Under certain conditions theoperator wlll not be able to referto a c h e c k l i ~ for proper procedure,and we therefore suggest that anindividual become thoroughly familiar with emergency proceduresBy thoroughly famniar we do notexclude memorization. Certainlycorrect action during an emergencyshould come automatically andthat is why we practice, practice,practice. Now, once. the aircraft isunder control and preliminaryemergency steps have been taken,get out that checklist and look itover-there could be some partthat didn't come automatically.

By the way, there is a draftchange to AR 95-1 that will indeedrequire some parts of emergencyprocedures to be memorized. Youshould be reading about this soon.5


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SyndromeOf Complacency

Flight school .can't produce ,experienced aviators in 200 hours; it does teach the way tofty an aircraft in the sahat possible manner

W HEN I FIRST arrived In theRepublic of Vietnam, Inoticed that there were somepilots who had developed theirown flying techniques. A normal approach was somethingdone back in the world andwasn't even heard of incountry. These generally were newaircraft commanders ACs) whowere flying in a totally different manner than the older andmore experienced pilots withinthe unit. The reason was thatthe newer ACs had reachedwhat is commonly called the3 to 4 hour syndrome. Tti sis a level, of experience whichis probably more dangerousthan no experience at all.

After about 4 months incountry I too became an AC.This was considered a positionof high status and naturally agood excuse to buy the bar atthe club. Fortunately my roommate, also a new AC, helpedshare the expense of this festive occasion. So there wewere, on top of the world,thinking we were God's gift toaviation, knowing we could fly

by second nature alone. Wefinally had our own aircraft,call signs and responsibility ofour crew and passengersaboard.Almost everything hadlearned in flight school seemedremote for now I could reallyfty a helicopter. I could fly sowell that I was teaching newlyarriving aviators all the badhabits I had so pr cientlymastered.

Months later, having flownnumerous missions without anaccident or incident, it suddenly dawned upon me howfoolish and absolutely dan gerous my flying habits had become. I must have violatedevery principle of flight andexceeded every limitation ofthe UH-l aircraft. As a matterof fact, the only reason I was

~ t l l alive was due to the engine not failing and the lack ofany unexpected inflight emergency.After discussing this problemwith some of the more experienced pilots, I found that theytoo had encountered this syn-

CaptainUldis N.Cernonok

dr.Dme .of complacency. Theonly solution that could saveme was to fly the \aircraft inthe proper manner I wastaught initially. Fortunately Icorrected my deficiencies intime; however, my roommatewas not so lucky.

Having around 400 hours ofcombat time under his belt, myroommate seemed quite confident in himself and .the aircraft. He had reached a ievelof proficiency that encibled himto make any approach, at any

a n g l e ~ o any landing zone LZ).This was all well and fine except that the more unusual hisapproaches became, the morevulnerable he became to anyinflightemergency. One day itfinally caught up with him he had an engine failure whilemaking a pinnacle approach.Although no one was killed theaircraft was destroyed and hesustained serious iniury. Thepoint is that these iniuries mayhave been avoided had he executed a normal pinnacle approach.It happened one morning

U. S. ARMY AVIATION :DIGEST


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when we were flying a resup- ply mission for Hill 270, a firebase iust southwest of DaNang.Although we weren t in thesame aircraft, we had similarmissions supporting the samepeople. Hill 270 had two landing sites, one halfway .up on the north , slope and the otheron top of the hill itself. Thewinds were out of the west andmy roommate had to land atthe lower LZ to pick somesupplies. He was then in-structed to land at the upperLZ to pick up some groundtroops and take them to theirfield locations. He executed anormal pinnacle type approach .to the first LZ, landed andpicked up the supplies. Insteadof departing and making another approach to the top LZ,he elected to reposition himself by simply high hoveringthe aircraft up the hillside tothe top LZ. It seemed easyenough and appeared a goodway to save some time. Hepicked up the aircraft, turnedinto the hillside and started aslow hover up the hill.The wind picked up and theresultant downwash from thehitl necessitated a large in-crease in power to maintainthe climb. Unexpectedly theaircraft yawed to the left andI could see the rotors slowingclown. Having no place in frontto go, he put in left cyclic andlowered the collective in anattempt to establish an auto-NOVEMBER 1972

rotative glide to the valley below. Because he was too closeto the hill there wasn t roomfor the aircraft to fair throughand turn toward the valley.The right skid caught the hill-side and forced the left skiddown into the hilt.The aircraft rolled five timesto the base of the hill and cameto a crumpled rest at the bottom. My roommate was unconscious; the on ly thing thatsaved his pilot was a chest protector that wedged itself between the greenhouse and thearmored seat, thus preventinghim from being crushed.The rest of the crew wasmiraculously thrown free andonly sustained minor cuts andabrasions. Could this have beenavoided? Possibly not; yet, ifthe pilot had made a properapproach to the pinnacle hewould have allowed a sufficientmargin to provide the spaceneeded to autorotate safely tothe ground.It is obvious why this acci-dent occurred: the pilot did notus his head. He was taught theproper way to approach a , innacle and even demonstratedit iust a few minutes prior. Stili

there comes a time when aviators think they can accomplishthe same task by doing it ina different manner that ini-tially seems easier and possiblymore expeditious. When a pilotbecomes so confident that hecan fly the aircraft in a different manner from that which hewas taught, he is only askingfor trouble. There is a definitereason for making a pinnacleapproach the way it wastaught, and that is to avoid anyimpending situations that youmay not be able to recoverfrom. Yet human nature andman s confidence in himselfhave a way of convincing youotherwise. Safety is of primary.importance and the more oneflies the more one realizes this.The greater the margin youhave, the better your chancesof survival.

Although flight school can tproduce experienced aviatorsin 2 some odd hours, it doesteach the .proper way to fly inthe safest manner. Anyone .whothinks he s 5 good that he canfly a better way is only kiddinghimself and is on the verge ofkilling anyone with or nearhim.

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idden orms Of

Provided by the Society of u.S. Army Flight Surgeons

N EVER HAPJEN, yo.u say? Any Jlight surgeo.n'Or commander who. has observed Dr participated in the ritual at 'the fo.nnal Dr _nfo.rmal Io.ungeso.f o.ur o.fficer, N O or enlisted club.s might po.nderthat o.ne.Envisio.n the smo.ke filled ro.o.ms . . eyes tearing,the sips o.f brew eyes glazing, peanuts, po.tato.chips and sausage 'slicks calories mounting andbelts bUlging. Tho.se who. co.nsistently attend suchrituals might carefully reflect upon the '3l'1:icle atright to. search within themselves for the poor examples set fo.r wives and children.

Perhaps too -o.ften aviatio.n commanders and flightsurgeo.ns co.mplac-ently argue that drug abuse Drillegal use o.f drugs is nary a pro.blem in Annyaviatio.n. This po.sitio.n is easily embraced, fo.r no.aircraft accidents have clearly been asso.ciated withthe illegal use o.f drugs. The U.S. Army Agency fo.rAviatio.n Safety surveyed this pro.blem in its reco.rdsfo.r the perio.d fro.m January 1961 through December1969. During this 9 year perio.d the Army had reco.rded no. aircraft accidents due to. the use o.f illegadrugs, and o.nly fo.ur in which medicatio.ns (self orphysician prescribed) were a facto.r. The flight surgeo.n who. researched this data speculated that perhaps fo.r this type o.f perso.n, the flying it-selfthe tbriU o.f i t -may fulfill the same psycho.logicalneeds as so.me drugs.While no.t being invo.lved casually in aircraft accidents (at least in so. far as they can be identified),illegal drugs h ve been fo.und in the possessio.n o.fa few aviato.rs. In FY 1971 o.nly 18 were indefinitelysuspended fro.m flying duty fo.r this reaso.n. In FY1972 there were 9 o.f 24,000 aviato.rs; in FY 1973to. date o.nly 9 in 22,000. Mo.st o.f these individualscame to. the attentio.n o.f autho.rities by accidentaldisco.very, no.t by bizarre Dr unusual acts.A viatio.n perso.nnel are intelligent eno.ugh to. avo.idco.nditio.ns that are illegal. They are sufficientlyso.phisticated to. embrace an emotional Telease that

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is mo.re Dr less socially acceptable. Thus alco.ho.l,cigarettes and fo.o.d are abused.Picture the cargo. Dr passenger sectio.n o.f a helico.pter Dr fixed wing aircraft. Feel the eye irritatingsmo.ke accumulate hear the click and flit o.flighters, the gro.ans and grunts searching Dr reachingfo.r cigarettes. See the slo.ppy physiques o.f so.meso.ldiers ano.ther ro.und o.f beer, pretzels, po.pco.rn better get ho.me fo.r dinner and mo.re o.ralgratificatio.n.

What price paid? Certainly no.t to.tal Dr even partial incapacitatio.n. Perhaps o.n1y partial emo.tio.naldisintegratio.n the failure to. co.pe successfully Drmeaningfully with frustratio.ns, disappo.intments anddisillusio.nments by mo.re spiritual Dr character building means. Perhaps reductio.ns in perfo.rmance Drefficiency that beco.me o.peratio.nally bo.rderline.Maybe o.nly ebbing enthusiasm and quality Dr failureto. set a suitable exam Ie fo.r tho.se aro.und us. Thus,o.nly o.ur Ref esteem nd success, a so.rry example for feDow air crewmen and family members.sm rice? Perhaps no.tCo.mmanders and flight surgeo.ns, each and everyair crewman can do. so.mething o.ther than reflect theapathy and indifference echo.ed in the time ho.no.redbut tho.ughtless co.mment: No. drinking within 50feet o.f the aircraft. We can and sho.uld reco.gnize Dridentify less' than satisfacto.ry Dr useful metho.ds andco.nditio.ns o.f Co.ping. Enco.urage po.sitive interventio.n fo.r aD types o.f abuse. Health educatio.n withco.mmand interest and emphasis helps. Flight surgeo.ns, fighting co.mplacency Dr futility, can tum to.fello.w pro.fessio.nals to. enco.urage the use and develo.pment o.f medically organized and supervisedpro.grams of weight control and alcohol or smokingwitbdrawal.-

LTC Nicholas E. Barreca, M.D.; Deputy Director,Department of Aeromedical Education andTraining; U.S. Army Aviation School;Fort Rucker, Alabama

U. S. ARMY AVIATION DIGEST


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Maior BarrettM Maletzky M D

W H VE BECOME accus-tomed in this country to regard drug abuse in a stereotypedand restricted fashion. We associatedrug abuse with LSD, marijuana,amphetamines and worst of allheroin. We believe it afflicts mostlythe young and the disenchanted,and we persist in the notion thatdrugs are used as stand-ins for happiness by those somehow lackingthe perseverance and wherewithalto cope with the stress of modernlife. In reviewing the literature,however, and in our own experience, we have come to regard drugabuse in a far different and muchexpanded light. By reviewing someof the myths surrounding drugabuse, we can come to a clearerunderstanding of past misconceptions and future possibilities.The drugs of abuse: The dangers ofhallucinogens, marijuana, even theamphetamines and narcotics, havebeen vastly overrated, and the public outcry against these drugs hasbeen inordinately severe. For example, methadone, a potent narcotic, can be ingested daily foryears without deleterious sideeffects and no examples of addiction to the hallucinogens or marijuana can be cited. We are notproposing legalization of thesedrugs, but rather a more discerning look at where major patternsof abuse lie. We have come toregard two quite different drugs asforming the underpinnings of drugabuse in our country: alcohol andtobaccoHeroin abuse has reached theepidemic stage we are told. If so,alcohol abuse must constitute amajor pandemic affecting 1,000more times the number of peopledirectly involved than narcotics andNOVEMBER 1972

many times more indirectly interms of families destroyed, jobslost, money spent and human suffering effected. I t has been estimated that the number of youngpeople abusing alcohol exceeds, bya factor of 50, the number of youngpeople abusing all other .drugscombined. Astounding facts haverecently come to light concerningalcohol: that alchol causes 50 percent of all fatal traffic accidents inthis country; that more billions ofdollars are lost \1 the economybecause of alcohol abuse than fromall illnesses combined; that themajor drug of abuse among theso-called flower children of the1960s is now not any hallucinogenor heroin but alcohol.Yet alcohol in our society is aprotected drug not just legallybut, more importantly, socially aswell. The drunk is more an objectof laughter and pity for us nowthan of derision. Our standupcomedy reeks of booze; within thewinds of our heritage, the smellof alcohol is distinct.Social drinking is so much apart of us that the line between adrinker and a drunk has becomeobscured. and the latter more oftenthan not is camouflaged with thereassurance that he just drinks alittle too much or he just drinksto calm his nerves. Yet alcoholaddiction is a clear entity whichcosts us more, in terms of moneylost and human suffering gained,than LSD, marijuana, amphetamines and heroin use combined.Would one ever assert that theheroin addict just shoots a littletoo much or just shoots to calmhis nerves ?The only abuse to seriouslychallenge alcoholism in our coun-

try, in terms of disastrous effectsupon health, are tobacco and foodabuse. Much has been publishedabout smoking and health andmany have come to regard smoking appropriately as a form of drugabuse. But overeating, much likealcohol, is usually considered onlyan indication of a mild lack ofwi power and the obese person issubject, at worst, to bad jokes andnagging about cutting down. Justlike the alcoholic and the smoker,he is confronted with the object ofhis abuse daily. He alternates between painful periods of abstinenceand gorging; he is subjected to frequent and ineffective exhortationsto diminish intake because of fu-ture health penalties; and a majorportion of his life is spent in tortured thoughts about his habit andthe need to stop. We have neglectedfood abuse to a greater extent thanany of our major drug problems.Such neglect is unfortunate; foodabuse is one of the most difficultof habits to conquer. The foodaholic, as distinct from the drugabuser, cannot quit cold turkey.While alcohol, tobacco and foodabuse may be argued to occupy theperiphery of drug abuse, it canreadily be seen how they are, infact , in the center of most drugabuse in this country. We teachour children by rewards, punishments and perhaps most importantly by imitation. Indeed, in families where tobacco and alcohol areused, drug abuse is far more common in the offspring. In this lightone other form of drug abuse mustbe acknowledged as even moreinsidious than any previously mentioned: pill abuse.

Pill abuse refers to the vitaminswe ingest and excrete without need;the aspirins we gulp for each headache; the decongestants for eachsniffle; the sleeping pills; the weightcontrol pills; and, worst of all, theLibrium, Valium, Serax and Miltown we swallow to insulate our-9


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selves from any possible tension,to float away any anxiety, to numbus to life's exigencies and to prevent us from learning one of life'svaluable skills- to cope.With regret it must be admittedthat physicians bear the brunt ofresponsibility in this regard. nx-ious to avert every anxiety, to dullevery pain, they have unwillinglychampioned the idea of betterliving through chemistry. Woe befalls the physician who denies hispatient a pharmaceutical arm amentari um to ward off the evils of distress. Yet, who knows better thana physician that penicillin and decongestants do not alter the courseof most respiratory infections, thatvitamins are largely superfluous,that minor relaxants do not improve the quality of life? And who,but a physician, would be in abetter position to educate his patients by refusing at least occasionally, to write the ubiquitious,invidious prescription?The drug abusers: t has beencommon to picture the drug abuseras one who uses chemicals to filla horrible void in his life. In thisview some defect must have existedprior to drug abuse, thus removingthe habit could only, at best, leavethe abuser still suffering from avagnely defined personality deficit.Then how is one to explain recent research which convincinglydemonstrates that any and allorganisms, regardless of how happyor unhappy their past might havebeen, are capable of becomingdrug addicts? In the prototype ofthis research monkeys are injectedwith solutions of a particular drugwhen they emit an operant response, such as a bar-press. Underthese circumstances every monk ytested will become addicted andcontinue to self-administer thedrug. The drugs these monkeysabuse are narcotics, amphetamines,alcohol and the minor tranquilizers such as Valium and Librium.No such self-administration will oc-1

cur if the drug used is saline orchlorpromazine. Only two conditions must be satisfied here foraddiction to occur: the availabilityof a drug and the time to abuse it.To postulate a third factor, for example an addictive personality,affronts the respected rule of parsimony in science. t is superfluous.Indeed, our own experience withdrug and alcohol abusers is consistent with this research. Most ofthe abusers and addicts we haveencountered do lead disorderedlives filled with disrupted families,dysphoric feelings and job failures.The majority of these events followed drug and alcohol abuse and,in fact, could be directly traced tothe abuse itself. Such researchprompts us to rethink our smug,stereotyped impressions of just afew years ago. t may be that anyof us, under life conditions similarto a heroin addict's, might becomesimilarly addicted.Treatment of drug abuse: The common notion has it that to treat anyform of drug abuse one must rearrange the drug abuser's personality and fill in, so to speak, the gapswhich weaken it. This notion remains not only totally unprovenbut also wholly unproveable. Theprograms which claim to work onthis model, such as Synanon andDay op House, have not publishedobjective statistical evaluations,thus further beclouding the issuein ambiguity.Lacking such extensive personnel and facilities, we have electedto treat drug abuse not the drugabuser. We certainly have not neglected helping drug or alcoholaddicts obtain better marriages andbetter lobs , and have even tried toteach social skills such as assertionor the more appropriate expressionof emotions where indicated. Butour major thrust has been directedagainst the abuse itself, utilizingthe methods of behavior therapy.Such techniques include covertsensitization in which the abuser

imagines noxious scenes consequent upon the abusing behavior;assisted covert sensitization inwhich in addition to imaginednoxious scenes, a highly offensiveodor is introduced; time and distance aversion therapy utilizing thesame offensive odor; electricalaversion therapy; operant conditioning techniques within a groupcommunity setting; and randomtimer techniques in which the addictive behavior is linked to arandomly decreasing external stimulus.

h e s ~ techniques are not universally successful. However, we havebeen happily surprised: over 80percent of clients who completesuch programs have remained freeof their habits for periods up to 1year thus far. Smokers, drinkers,LSD and marijuana abusers, paintsniffers, foodaholics and evenheroin addicts have been involved.Because many of these techniqueslend themselves to automation andrepetition, tape recordings andbooster sessions have been utilizedto continually stamp in the learning involved.Such reconditioning makes buta modest claim: to end a habit.But a noteworthy one nonetheless.The addict, deaddicted, is free tolearn or relearn the techniques ofa happier, more rewarding lifestyle. Indeed, much of our work inreshaping an ex-addict's personality comes after he is deaddicted,not before.

t can be seen that we do notrestrict our treatment of drug andalcohol abuse to LSD, marijuanaabusers and alcoholics. The FortRucker [AL] Drug and AlcoholTeam is as actively involved inprograms against smoking, overeating and overprescribing, as in themore conventionally thought-offorms of drug abuse. Examples:benevolent pressure antismokinggroups using a timer device as anadjunct; weight control groups using the methods of Stuart and

U S ARMY AVIATION DIGEST


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Stunkard to teach better eatinghabits; and Valium withdrawalgroups in which clients learn toeffectively handle life stresses whiletheir minor tranquilizers (usuallyprescribed by other physicians formany years) are gradually discontinued.Research: The research alreadymentioned, coupled with our ownexperience in the field, hasprompted us to review our directions in drug and alcohol abuse.We urge a triaxial approach toresearch on drug abuse. Objectiveresearch into which techniques, andwhich components of which techniques, work best against the specific addictions is badly needed.We currently are engaged in suchan evaluative program. Alsoneeded, strangely, is just the opposite, the kind of experienceAzrin has recently promulgatedbased on his work with selectedalcoholics in lIIinois: a thoroughlyclinical, massively organized, restructuring of an alcoholic's life,supplying potent reinforcementscontingent upon nondrinking. Inthis type of program the fine, analytical study of which components are actually necessary issuperfluous. As Azrin argues, theimportant thing now is to help thealcoholics, even just one, not totease out the niceties, not to conduct the impressive double-blindresearch, just to learn what mi hthelp.A second axis urged in drugabuse research follows educativelines. We've too often heard theoft-repeated cliche, More drugeducation is necessary. Blachlyhas been the most convincing inoutlining the illogic behind thisargument. Alerting the nation tothe long-term dangers of any habit(smoking, drinking) is much liketrying to talk a heroin addict outof wanting his next fix The distantdangers are puny compared to theimmediate rewards of drug abuse.Indeed, this deceptively simple factNOVEMBER 1972

serves as a major obstacle in theroad to treatment of many nonpsychotic behavior disorders.f this is true, of what value isany drug education? Rather thandesert all educative efforts, how

ever, it might be most fruitful tosearch out which kinds of education might affect which kinds ofpopulations. For example, can certain young people be persuaded toavoid drug use with the right approach? Of equal significance, arethere certain groups who might beencouraged to begin or continueabuse after exposure to educativetechniques?A third axis in the approach toresearch concerns a novel approachrelated to education. The questionmight legitimately be raised: Arethere any families left in whichdrug abuse does not occur? f so,can these families be identified andstudied as compared to those families who do abuse drugs (medications, overeating, smoking and thelike) in terms of the quality oftheir lives and the extent of drugabuse developing in their children?Another suggestion would be toseparate two groups of families:one which continued to abuse drugsin their usual style; the other whichagreed (perhaps with monetaryinducement) to wholly discontinuedrug abuse in any of the forms already mentioned. One might thenmeasure parameters of change inthe quality of family life, such asmoney saved, drug abuse amongoffspring prevented, health factorsimproved. Such a prospective project, focusing on all forms of drugabuse, would be technically difficult but potentially rewardingenough to weigh heavily in ourplans for the future.

f drug abuse in our country canbe compared to a dwelling, itsfoundations would be alcoholism.This prototype of the addictionscreates more forms of sufferingthan al1 the commonly conceiveddrugs of abuse combined. The walls

of our structure would be constructed of tobacco and foodabuse; these substances, constantlyvisible, form an important supporting function in drug abuse of allvarieties. The roof: heroin addiction. Constantly visible, especiallyfrom on high, and subject to thewinds and rains of public outcry, itpersists to shelter and hide theother forms of drug abuse lurkingunderneath.The windows and doors of ourhouse would consist of pill abuse,especially the minor tranquilizer,sleeping pill variety. Through thesedoors and windows blow the windswhich carry germs of drug abuseto infect our homes and their mostprecious inhabitants: our children.LSD? Marijuana? Amphetamines?These, I fear, would be the meretrappings, the furnishings of ourhouse, subject to fad and changeand utterly dependent upon thewalls and foundations. In ourcountry we are thus like a couplewho constantly bicker over whereto place the furniture while ignoring the basic structure of theirhome.To change all this will requirevast social alterations not likely tobe forthcoming soon. Where tostart? Our own homes might be agood first choice. Which drugs didyou abuse today? Your wife? Yourchildren? Instead of drugs whatother rewards, what pleasures canyou and your family provide foreach other? Another point of beginning might be, strangely enough,our medical schools. We mustteach medical students not only

when to prescribe drugs but alsowhen not and why not. Can weeducate our future physicians towithstand the pressures from allabout to prescribe more, ratherthan fewer drugs?

I cannot be optimistic, but letus hope the magnitude of changerequired does not forestall at leastour first halting steps in the rightdirection.


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8

heB/flc/MInute

Our unit was put on alert for a practice night airmobile assault mis-sion All ships cranked up on schedule so far everything hadgone smoothly Then we were told that there would be a delay; theVC had attacked an outpost in the vicinity of the practice LZ Ourpractice mission was to be an actual night combat airmobile assault

I T WAS 1800 HOURS on a par-ticular night in mid-April 1969when the 121st Assault HelicopterCompany (Soc Trang Tigers) wasput on alert for a practice nightairmobile assault mission. This wasnot something this unit did regularly and, in fact, most of theunit's aviators had never partici-12

Captain Claude T Stanley

pated in such a maneuver.The operations officer had already posted aircraft and crews forthe nightly alert missions. Everypossible consideration was givenfor the selection of aircraft andcrews and special equipment. Onlyaircraft which could meet fullnighttime flight requirements and

crews with the most experiencewere used in key positions. Aflareship and two light fire teamswere alerted and equipped alongwith 10 slicks and the commandand control (C C) aircraft. In addition, all remaining aircraft werefully armed and placed on a 5minute standby. n effect, the en-U S RMY VI TION DIGEST


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tire company was on alert statusbut only the required aircraftwould go airborne.At 1900 hours notification fromhigher headquarters stated that theflight would insert troops with alanding zone (LZ) time of 2030hours. Along with the orders camethe overlay of the LZ location andthe position of friendly troops withroutes of march. A final briefingwas called at 1930 hours and covered the aviation unit's order offlight, route of flight, LZ andpickup zone (PZ) location, and assigned sectors and altitudes for theflareship and C C helicopter. Twolight fire teams of gunships wereemployed initially one team low

and the other high. The low teamwas assigned only a maximum altitude with a mission to recon andmark the LZ. The high team wasassigned a minimum altitude anda sector of flight clear of the flareship and C C. Its mission was toescort the slicks to the LZ and torelieve the low team onstation asnecessary. The briefing ended witha reminder to the flareship crew ofthe winds from 090 degrees andthe crank time and time interval ofall sections.

At 2015 hours all ships werecranked and standing by for theorder to go airborne. So far everything had gone smoothly and itseemed that this would be a routine practice mission.At 2030 hours all ships were stillrunning at flight idle and no wordhad been received explaining thedelay. At the C C ship the battalion commander informed theair mission commander that theground commander had been delayed and that his arrival timewas unknown. It seems that theViet Cong had picked this particular time to attack an outpost inthe area of the LZ. Orders weregiven to shut down all aircraft toconserve fuel, to stand by and tocrank on the C C aircraft.At 2100 hours the ground com-

NOVEMBER 1972

mander arrived with orders to insert troops in the area of the outpost under attack. A friendlymechanized unit was enroute tothe outpost and with luck the airmobile unit could trap Charlie between them. What had started tobe a practice mission had turnedout to be a night combat airmobileassault.The air mission commander received his briefing and elected tobrief all personnel of the changesafter getting airborne. The mapsissued at the briefing could still beused with only minor changes, andsince time was important therecould be no further delay.At 2120 hours the C C aircraft was enroute to the new LZlocation with the gunships 30 seconds behind him. The flareship was30 seconds behind the second fireteam and the slicks had orders tocome airborne 10 minutes after theC C aircraft. Spacing was important for the smooth operation ofthe airmobile assault and the safetyof night operations.The flareship was assigned a newsector of flight with the altituderemaining the same. At the sametime the high fire team was positioned along the flight path to actas an air control point and release point for the slicks. This wasnecessary because of the completelack of good ground checkpoints.As the troop ships passed the orbiting gunships would pick up theslicks and escort them into the LZ.The flareship was instructed to kickout one flare and the low gunshipteam was ordered to check out thearea and establish radio contactwith the outpost. The LZ was selected in a large open area withthe low gunship team pointing outthe touchdown spot void of tallgrass and dust.

At this time the slicks were passing the air control point, 5 minutesout of the LZ, with orders to report the release point on a 090degrees heading. The whole opera-

tion was based on wind direction,not only for aircraft landing purposes but also for wind drift offlares and smoke. As the transportspassed the air control point another flare was kicked out, and thelow gunship team kicked out alarge smoke pot, producing a whitesmoke trail parallel to the landingheading. The flareship gave continuous light as the slicks passedthe release point and turned ontheir inbound heading toward thelanding zone.The flareship was dropping oneflare at a time to the south of theinbound heading so that the flaredrifted parallel to the landing heading. Each flare was dropped as the

preceding one burned out, sometimes causing a momentary blackout. As the slicks approached onshort final the flare burnt out.There was a long moment of blackness and a lot of talk on the radiosas requests for another flare camefrom the flight.The flareship crew kicked outfour successive dud flares beforelight was restored. Somehow theslicks managed to stay together

and they were only 10 feet highwhen the light was restored. Itwas a terrifying experience to haveso many aircraft in a limited areawithout maneuvering room and notable to see.The remainder of the missionwent smoothly with a climbing lefthand turn out of the LZ and backto home station.There was the usual afteractiondebriefing and, of course, therewas much talk about that blackminute when all the ships werecommitted to landing. The debriefing covered all aspects of flare handling and employment. As a result,included in the unit SOP were theprocedures to employ at least twoflareships on all night airmobile operations and to kick out two flaresduring critical periods. This was alesson well learned that night, luckily at no extra cost.

3


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_r/ / ~ ,

inten nceWH N TRE TINGCORRODED RE S gray-white deposit forms on metalsurface.c. Wipe off any dark, stickyresidue which remains on surfacewith a damp rag and allow surfaceto dry until a white deposit appears.Treatment Of Corroded Areas OnAircraft: Treat corroded areas inthe manner prescribed for the typemetal involved as follows: Treat aluminum alloys by applying a chemical film conformingto military specification MIL-C-5541 to areas highly susceptible tocorrosion. (Most solutions made tothis specification leave a stain;therefore, it should not be usedwhere appearance demands abright metal finish.) Clear coatingsare available and can be used forunpainted areas. Mixing and application instructions are containedon each can of solution. (Caution:Never use alcohol or materials containing alcohol on magnesium alloys due to severe corrosion effect.) Treat magnesium alloys byapplying a process for corrosionprotection, military specificationMIL-M-3171, type 1 in the following manner:

a. Apply solution to affectedarea with a brush and allow to remain for 1 minute. Add more solution when necessary to keep surface wet. The temperature of thesolution must be from 65 to 90 degrees F. (18.3 to 32.2 degrees C.).b. Proper application time will

be the least time required to produce desired finish color (iridescentto dark brown). Treat surface forat least 30 seconds and not longerthan 3 minutes. Excessive time willcause deposits affecting paint adhesion.c. Wipe up solution with adamp, lint-free cloth, frequentlyrinsing with clean water. Air drysurface. Drying may be speeded

by use of low pressure clean airor gaseous nitrogen. (Note: Partscontaining bronze, steel or cadmium-plated inserts may be treatedby process in through c above.) Treat ferrous metals (excluding stainless) by applying a coldphosphate solution as follows:a. Wet clean ferrous metal surface by brushing, spraying, dippingor flow-coating with a solutionmade by mixing 1 part metal con

ditioner and rust remover, militaryspecification MIL-M-I0578, typeII, with 3 parts water. Mix andstore solution in glass or earthenware containers. [Note: Temperature of surface and surrounding airshould be between 50 and 120 degrees F. (10 and 48.9 degrees C.).]b. Permit solution to react withferrous metal and to dry until a

d. Brush or wipe all excessiveor loose powdery deposits fromsurface.Reference: TM 55-1500-204-25/1,paragraph 3-44.Editor's Note: The U. S. ArmyTransportation School at Ft. Eustis,V A, advises that before treatinga corroded area as outlined in paragraph 3-44 of TM 55-1500-204-25/1 the corrosion must be removed as outlined in paragraphs3-40 thru 3-43 of the s'ame TM.Which Way? When reinstallingsplit cones on UH-ID /H models(main or tail rotor), remember thatthe beveled edge points up on themain rotor (TM 55-1520-210-20,chapter 8, section 2, paragraph8-3) and points out on the tailrotor (TM 55-1520-210-20, chapter 8, section 3, paragraph 8-11).Beware Of Dirt When removingor disassembling a component, exercise care to prevent dirt or otherforeign matter from entering theengine. Caps, plugs and temporary

U. S. ARMY AVIATION DIGEST


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atterscovers should be used to cover allexposed openings. Reference: TM55-1520-220-20, chapter 5, section2, paragraph 5-27.Any Unidentified Lines Or Hoses?Before removing any line or hosebe sure it is properly identified andits route understood for replacement in same manner. Cap or coverall openings at once to protectthe system from contamination.Reference: TM 55-1520-210-20,dated September 1971, chapter 5,section 5, paragraph 5-17.Wet Transmission? Inspections reveal that water is sometimes foundin the OH-6A transmission. Maintenance personnel must ensure thata coat of silicone rubber is installedcompletely around the structurepan o p ~ i n g and the mast basewhen installing the mast assemblyto the structure pan edge of masttube at base). This ensures a properseal. Reference: TM 55-1520-214-35, page 7-16, paragraph 7-9.Engine Runup Tip: When performing an engine runup on aircraftequipped with a manifold pressuregauge, check to see that the aircraft indicates the correct rpm forthe manifold pressure and propeller setting that is being used for thecheck. This is because a dead cyl-

NOVEMBER 1972

inder and other engine malfunctions will be best indicated by anincrease in the amount of manifoldpressure required to attain a givenrpm. Manifold pressure readingsfor different engines of the sametype and model installed on thesame type aircraft should not varyover 1 inch Hg at a given rpmwhen checks are performed inthe same geographical location.Reference: TM 55-1500-204-25/1,chapter 5, section II, paragraph5-53.U-Zl Heater Tip: f MWO 55-1510-209-30/14, improved heaterinstallation U-21A, RU-21A andRU-21D aircraft), has not beencomplied with, these steps shouldbe followed to prevent nose sectionfire when selecting heater operation on the ground:

Power ON. Defroster control OUT. Vent blower switch ON.f air is coming from the outlets,the vent blower is operating properly and the heater may be turnedON.

Torque Valves: Standard torquevalves for Army aircraft are notcalled out in the TM for individual maintenance procedures. Thestandard torque table in the TMmay be used to determine the

correct standard torque. In instances where special torque valvesare required, the special torque iscalled out in the assembly instructions for parts which require thespecial torque. The list of specialtools and equipment provided forthis type of organizational maintenance is found in TM 55-1520-210-20P.Water In The Tank? Current procedures during the preflight exterior check of the UH-1 requirethe crew to place the battery andmain fuel switch to the ON position prior to making any checks inarea 4 aft .cabin left side). Theengine and transmission decks arechecked for leaks; the electricalcompartment is checked; and themain fuel filter is drained. Meanwhile, the submerged electricalboost pumps have been running forseveral minutes and any contamination that may have been in thetank sumps will have already recombined with the fuel. Therefore,draining of the tank sumps shouldbe accomplished prior to placingthe battery and main fuel switchON if we really expect to drainany water out of the tank sumps.Reference: TM 55-1520-210-10,dated 25 August 1971, chapter 3,section II, paragraph 3-11 , page3.3

J)


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RMY

IRCR FTMOBILETECHNIC L

SSIST NCEPROGR M

Leonard E Clay, DACu s Army Aviation Systems Command

Six months after completing training, a mechanic maybe confronted with maintenance' problems on newlyintroduced and modified aircraft not included in training.AAMTAP is designed to bridge this gap and improve thetraining of already trained and experienced personnel

SHOULD YOU EXPLORE thearchives of Army aviation thenecessity for maintenance technical assistance would be readily apparent. Due to the continualevolution of Army aircraft there isa constant need to update the mechanic's knowledge. Six monthsafter completing formal training atArmy service schools and aircraftfactories the mechanic may be confronted with maintenance problemson newly introduced or modifiedaircraft which were not includedduring his training simply becausethey did not exist at that time. Hemay discover that the same rotordamper studied in class is no longerused, or it has been modified to thepoint that his book learning onhow to time the damper, repair

leaks or service the damper has become obsolete. This changing situation can be expected to continue.Looking at the problem fromanother point of view it would beimpracticable to send all the mechanics back to school constantlyfor further training. The Armycould not afford this extravaganceand, on the other hand, aircraftavailability among units in the fieldwould be impaired without proficient mechanics on hand to perform required maintenance. Additionally , the rapid turnover ofpersonnel certainly adds emphasisto the need for an onsite type oftraining. These are only a few ofthe reasons which led to the esta blishment of the Army AircraftMobile Technical Assistance Pro-

gram (AAMTAP) as a subprogramof the technical assistance program(AR 700-4). The AAMTAP training effort is not directed towardthe initial training of mechanics,but rather at improving the techniques of personnel already trainedin basic and fundamental aircraftmaintenance.

The teams are used to bridgethe gap for mechanics who aretrained up to journeyman level,but due to system configurationchanges and/or modifications theyagain become apprentices so tospeak. The AAMTAP service addsthe polished touch to the mechanicso that he is again capable ofjourneyman proficiency.

The instructors are capable ofperforming maintenance; however,their specific function is to provide onsite instruction to others inthe latest maintenance techniques,modifications and troubleshootingmethods. I t is not required, nor is itdesirable, that instructors performactual maintenance on equipmentexcept as necessary to determinetrouble areas and/ or demonstratemaintenance and operation ofequipment. When occasions arisewhere AAMTAP instructors mayattempt to solve an existing technical problem by performance onequipment, in the interest of practical demonstration, they willnormally secure permission forsuch action from local responsibleauthority.

The necessity of this program isreadily evidenced by the improvement in a unit's performance aftercompletion of an AAMTAP visit.With this improvement in maintenance skills there is a definite decrease in aircraft downtime formaintenance and repair parts consumption rate. As a result aircraftavailability goes up and customersatisfaction from both operationsand support is assured.

While various maintenance training groups were operational in the

16 U. S ARMY AVIATION DIGEST


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early days of Army aviation, thefirst AAMTAP team went intoservice in April 1957. During thisinfancy of this program the curriculum was limited to organizational maintenance. This programwas highly successful. Later numerous requests were received forthis service to be expanded to include general support as well asorganizational maintenance. nearly 1958 12 teams were organized-6 for organizational maintenance and 6 for general supportmaintenance. n November 1958the first AAMTAP team with aconsolidated curriculum (organizational and general support) wasput into service. Today all teamshave a consolidated curriculum.Each AAMTAP team is fullyqualified to conduct training in anycombination of curricula. The curriculum number is the same for allteams; i.e., I for organizational,for direct support, III for generalsupport. The hours of instructionrequired for each curriculum usually varies for a specific systemor between aircraft systems. As anexample, current variation for curriculum I is from 7 to 15 days,curriculum II is from 10 to 20 daysand curriculum III from 12 to 25days, depending on the type andcomplexity of the equipment involved.

The teams have a built-in flexibility. Any curriculum may be repeated several times at one stationor any combination may be presented. The duration of the curriculum is fixed; however, the media for presentation may vary. Forexample, at one installation theteam may present 50 percent classroom instruction and 50 percentpractical instruction (the latter includes actual demonstration ofmaintenance functions using theend item equipment). The next installation may require 85 percentpractical and 15 percent classroomwork. The service may be tailoredto the user's requirements.NOVEMBER 1972

The teams are equipped with acomplete complement of t: ainingmaterials including current technical manuals, student handouts, aircraft components, projection equipment, charts, viewgraph slides andother training aids as may be required. Prior to arrival arrangements are made for the use of anaircraft and classrooms. With thebuilt-in flexibility the curriculum istailored to the requirements of theinstallation. In addition, certainteams are prepared to present acurriculum for more than one system, e.g., OH-58 airframe andT -63 engine.Control and management of thisservice is centralized at the U. SArmy Aviation Systems Command(A VSCOM), St. Louis, MO.Within the command the missionis assigned to the directorate formaintenance. Program controls exercised by directorate for maintenance include but are not limited toplanning, programing, budgeting,developing schedules, establishingstandards for performance, preparing and/or reviewing programs ofinstructions, evaluating trainingaids and orientation of new instructors.Prior to the beginning of thefiscal year requirements forAAMTAP services are determinedthrough the consolidation of fieldcommanders' requests from whichschedules are subsequently developed. Should an installation cancela training request due to unforeseen or uncontrollable circumstances, the team does not remainidle. The requirements of other installations are coordinated and theschedule adjusted. Schedules arealso adjusted to compensate forany requirements receivedduring the course of the year.

AAMTAP training is availableon the following aircraft systemsand related engines: UH-l AHIG, CH-47, CH-54, OH-6, OH-58, OV-l and U-21. In addition,limited training is available on the

OH-13, OH-23, CH-34 and CH-37.The obiective of this program isto provide sufficient AAMTAPservice, within Department of theArmy policy guidelines, to meet therequirements of all field customersand through the medium of

AAMT AP to update maintenancepersonnel to the desired proficiencyin aircraft maintenance.The AAMTAP teams have performed in all the major overseatheaters and in all Army areas.Since thi program was initiated inApril 1957 almost every station inCONUS has been provided thisservice at one time or another.Some stations have used as many

as four different AAMTAP teams.In addition to regular forces theArmy National Guard and Reserve Components have and willcontinue to reap the benefits ofthis program. An increasing demand is being placed on theAAMTAP teams in support of theNational Guard and Reserve Components due to recent policychanges, wherein reserve and guardcomponents were assigned first1ine aircraft in keeping with an increased role in meeting this nation's commitments.Today's technological requirements, in conjunction with anaustere funding program and therapid turnover of personnel, arereducing Army aviation maintenance capabilities, yet these pressures must not be permitted tocompromise the accomplishment ofour aviation oriented mission. Response must be both timely andappropriate.

We at AVSCOM feel that theAAMTAP teams, in conjunctionwith other technical assistance personnel services (Department of theArmy civilian maintenance specialists and contractor field servicerepresentatives), will play a feature role in the continued accomplishment of the Army aviationmission.

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nnualInstrulllentheckrides

There are two areas to consider when faced with theannual flight examination: A sound basic knowledgeis one; the other is stamina or physical condition.Mental condition alertness readion and other prod-u s of the basic areas are the keys to proficiency

CW2 Sammy D Lanningham

E C H YEAR as the Army avia-tor prepares to celebrate hisbirth date, he is faced with thetask of renewing his instrumentqualification. n some cases thistask poses a major problem due tothe fact that some aviators are notprepared for the event.n preparation for the annualflight examination there are twoareas to consider. The first being asound basic knowledge of procedures. A well-rounded generalknowledge should be assimilatedthat leaves the aviator enlightenedas to the rules and regulations thatgovern instrument flight. Theserules and regulations can be mas-

tered by constant reference to suchpublications as Army RegulationsAR 95-1 and 2), the Airman s n-formation Manuals, DOD FLIPsand the Federal Aviation Regulations. These references are all in

tended for pilot use and are designed for easy understanding.We must also t ink of the practical knowledge that an aviatorshould possess prior to the checkflight. t is necessary that the procedures be executed periodicallynot only to attain the minimum setforth for aviator flight time butalso to maintain the desired proficiency for instrument flight. The

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all too common problem of theaviator coming in for his checkrideafter spending that 5 days priorattempting to develop his profi-ciency has resulted in many a sadfaced man walking out of a briefingroom. Rather than cramming asif it were a college final exam, theaviator should expose himself toinstrument flight periodically in anattempt to maintain proficiency ata constant level.The second area to consider inpreparation for the instrumentcheckride is the aviator's condi-tioning. His physical condition isimportant because instrument flight,simulated or actual, requires agreat deal of concentration and en-

ergy. This makes it all the morenecessary to follow the habits ofplenty of rest and good meals priorto this type of flight. t is truly adiscouraging feeling to have one'sstamina falter when only hourinto a 2 hour flight period.The aviator's mental conditionplays a most important role. Hisattitude toward the task will havea great effect on his performance.

t is important to keep in mindthat this flight is not undertakenin an attempt to remove the avia-tor's privilege to fly but to checkhis knowledge and to update himon changes in procedures and reg-ulations. With this thOUght in mindthe aviator should be able to con-fidently perform his duties on theflight without anticipating the worstas the possible results. t is thisanticipation that through experi-ence has proven to be the greatestdownfall of the aviator being ex-amined.

As we turn to the execution ofthe examination, we must discussplanning. Good preflight planningwill cut down considerably on thatwhich is necessary in flight. Whileplanning, study the route and be-come familiar with its character-istics. The more one knows priorto takeoff, the better he will beable to perform in flight. t mightNOVEMBER 1972

be easier if the flight is brokendown into segments with each seg-ment terminating at a turning pointor some other enroute facility.After this has been done there onlyremains flying one segment at atime until landing. t any rate es-tablish some flexible method tohandle the flight that will conformto the requirements and yourability.

Alertness and reaction go handin hand on an instrument flight.f a problem is not noticed, it can-not be corrected; therefore, it isimportant to use sound cross-checking procedures that permitreference to all the instruments.Once a discrepancy is noticed, the

important thing becomes the reac-tion to it. t is not good to reactsuddenly to a problem as it mayonly aggravate the situation. Takecalm, positive action that will re-turn the aircraft to the desired flightorofile. The sneed at which the oro-file is attained is not necessarily asimportant as the correction made

to assume the proper profile.Now we come to composure,one of the very basic necessities tocomplete a satisfactory instrumentcheckflight. f an obvious error ismade on the examination, there islittle point to being concernedabout it after the fact. This canonl y lead to more errors and moreconcern which begins to snowballand results in frustration and fa-tigue on the flight. Remember,once an event has passed, it nolonger is of major importance tothe remainder of the flight.After the completion of a check-flight, it is important to maintain atleast that level of proficiencythroughout the year. This can only

be done by constant reference toavailable publications and periodicexposure to instrument flight.Keeping this in mind, do not be-come one of the many that spendtheir week before the checkride inhurried preparation, and then theweeks following in preparation totake their flight a second time.

INSTRUMENT ORNERQ On a recent instrument checkride my examiner told methat I was porpoising up and down on the glide slope whileexecuting an ILS approach. How can an aviator determinethe best rate of descent to use on an ILS or precision radarapproach?A. There is a method to determine a rate of descent based on theangle of the glide slope and the ground speed while on the ap-proach. Minor variations from this predetermined rate of descentshould prevent the vertical S's you experienced while on final ofyour ILS approach. First, refer to the profile view DOD FLIP LowAltitude Instrument Approach Procedures booklet) for the approachyou are using and find the angle of the glide slope. Once you havedetermined your ground speed for the approach and know theangle of the glide slope, refer to the front of your DOD FLIP LowAltitude Instrument Procedures booklet. There is a chart where therate of descent feet per minute) can be obtained by combining theglide slope angle and the ground speed in knots. Interpolation maybe required either in the glide slope angle column or the groundspeed column.

The same procedure is used for a P R approach except the glideslope angle is found in the DOD FLIP IFR Supplement.19


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ealization

Of Areal

There are many exciting toursof duty for rmy aviators.Among these s the Naval TestPilot School at Patuxent River,MD (photo right). Once grad-uated from there, you ll beready to tackle your next assignment, which may be themost interesting and chal-lenging of your career

em Robert BrowningS YOU WALK into the opera-tions building your stomachstarts to knot with the excitementyou have been trying hard to conceal. This is the day for which youhave worked so hard for the last8 months. As you approach thescheduling board you smile to yourself as you notice your name nextto the aircraft you requested. Rightaway you know it will be a goodflight.The door on your left opens andthrough it walks your observercheck pilot. You smile and shakehands as you remember the hoursof instruction Lieutenant Commander Billue has given you onaircraft performance. He is a toughinstructor but fair and you are glad

to have him as your checkpilot.After the introductions you getdown to the briefing and preflightplanning. About an hour later youhand your flight plan to the chiefpetty officer in charge. He checksit over carefully and gives his approval. After a sharp, Have agood flight, sir, you walk into theequipment room and start to dressfor your flight.2

As you pull on your anti-G suitthat knot in your stomach startsto tighten. Maybe it is childish, butyou always have gotten a thrill outof wearing that suit. Next, youcheck your survival gear. Since themajor portion of your flight willbe over water, you check yourMK-2 life vest and your MK-13smoke flares. LCDR Billue givesyou a call and you retrieve yourhelmet and oxygen mask from yourlocker and follow him to the crewbus.The ride out to the aircraft isquiet and you are getting morenervous as you go. After arriving atyour aircraft you perform yourusual exacting preflight and climbaboard. The plane captain helps

you strap to your ejection seat andclimbs down. As LCDR Billuecalls out the prestart checklist yourespond until you start your F-4J'sengines. They wind to life and allof your excitement and nervousness disappears. You become allbusiness.As you finish your before-taxichecklist, you call ground controlfor instructions. Patuxent ground

navy test 22 school ramp fortaxi akeoff.At this point you may be thinking that this is an article about theNavy but it's about an Armyaviator.Each year the Department ofthe Army selects nine Army aviators to attend the 8 month courseof instruction at the U.S. NavalTest Pilot School at Patuxent RiverNaval Air Station, MD. Armyaviators are sent to the school tobe trained as engineering researchtest pilots.Many aviators will agree thatArmy aviation offers many coursesof instruction which are considereddifficult and taxing to an individual.Not the least of these courses isthe initial entry rotary wing course.As most aviators will agree, learning to fly a helicopter is probablyone of the hardest things they everhad to do.The course of instruction at theU.S. Naval Test Pilot School undoubtedly represents the greatestacademic and flight challenge everpresented to an Army aviator. Therigors of this course are directly



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shown by the list of subjects whichcomprise the syllabus of instruction. While all aviators studybasically the same subjects in eachof the service flight schools, Navyand Air Force personnel attending the Naval Test Pilot Schoolhave an advantage in that they havealready received extensive classesin such fields as aerothermodynamics and phenomena of transonicflight. Army aviators have not beenexposed to such areas due to theArmy's total enrollment in thearea of rotary wing subsonic aviation.This is not to say that Armyaviators are poorly trained. On thecontrary, I believe that we havethe finest rotary wing school in theworld, but the fact is Army aviatorsface a greater challenge than theirinterservice colleagues due to thenew and unfamiliar subjects towhich they are exposed.The syllabus of instruction atthe Naval Test Pilot School coversan 8 month time span with anactual 480 hours of classroom instruction. Half of each day is spentin the classroom during this time.

Figure 11. Math Review (10 hours)2. Calculus (24 hours)3. Mechanics (30 hours)4. Technical Report Writing (9hours)5. Aerothennodynamics (18 hours)6. Aerodynamics (48 hours)7. Longitudinal Stability and Control (40 hours)8. Instrumentation (10 hours)9. Performance (40 hours)

10. Lateral Directional Stability andControl (20 hours)11. Weapons Systems Analysis andProject Planning (38 hours)12. Dynamic Stability (45 hours)13. Jet Engines (40 hours)14. Helicopter Performance and

Testing (21 hours)15. Helicopter Stability (20 hours)16. Guest Seminars (12 hours)17. Flight Test Techniques (55hours)

NOVEMBER 1972

See figure 1 for a list of coursesand the amount of time spent oneach.The flight program for Armyaviators consists of 134.5 hours offlight time comprising a total of 93flights. These flights are dividedalmost evenly between fixed androtary wing aircraft. Some of thevarious tests a student can expectto perform are fuel consumption,acceleration and maneuvering performance, STOL investigation,rolling performance and high Machnumber effects. The rotary wingflight test syllabus is shown in fig-ure 2. The times in figure 2 do notinclude instrument and night proficiency flights.

Now for the key question: Howdoes a person get selected for thecourse?First, let's talk of the prerequisites. In the case of this schooleveryone probably thinks of prerequisites which equal those ofastronauts. On the contrary theprerequisites are within the reachof almost every Army aviator. Hemust- Have completed college algebra, physics and calculus withabove average grades. Be a rated Army a.viator onactive duty and currently on flightstatus. Be dual rated with a minimum

of 1,500 hours military flying timeof which 500 hours must be ineach category. Possess current instrumentrating.Application procedures can befound in DA Circular 351-21which not only gives the procedures for processing an application,but also guidance for officers in aposition to recommend or endorseapplications.Once you have successfully graduated from the Naval Test PilotSchool, you will be ready to tackleyour next assignment but whatmight that be? Well, I think wecan safely say that the assignmentswill be some of the most interesting and challenging of an Armyaviator's career. He can serve ina variety of jobs from test pilot toproject or program manager. Histour of duty is spent at such placesas Edwards Air Force Base , EICentro Naval Air Station, CA, andthe like. In positions such as thesean aviator can contribute to andfurther his profession for the benefit of an mankind.I hope this article will generateinterest and encourage Army aviators to apply for attendance atthe Naval Test Pilot School. Justremember the last few pages youhave read could be a realizationof a dream -yours.

Figure 2Mission No. of Flights

FW RW Hours1. Jet Transition 15 242. Checkout and Familiarization 12 12 373. Perfonnance Testing Demonstration 1 1 34. Perfonnance Tests 5 7 185. Perfonnance Dual 1 1.56. Flying Qualities Testing Demonstration 3 4 10.57. Flying Qualities Tests 7 9 248. Flying Qualities Dual 1 2 4.59 Soaring 6 310. Variable Stability 3 311 Navy Preliminary Evaluation 4 6

TOTALS 53 40 134.5

21


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The Staff arrant OfficerTime-June 1977

Place-A battlefield in EuropeEvent-We are at warT HE MILITARY situationseems dark. NATO forces canmuster only 13 divisions againstan enemy force of 45 divisions.The enemy advance has beentemporarily halted because of logis

tical problems. Our forces barelyrecovering from the initial impactof the attack are being regroupedand reinforced. A counterattackwill be necessary as soon as possible. Some senior commandershave been killed and entire staffshave been destroyed. Units are

22

Views expressed in this articledo not necessarily represent thoseof the Department of the Army

aptain arren Domenickdesperate for leadership. Staffplanners are being pooled from allresources . . . including graduatesof the Aviation Warrant OfficerCareer Course WOCAR).The aviation warrant officer isunique. By definition he is a specialist or technician a specialistwho is directly involved in combatoperations. He is the lifestream ofthe airmobile division. Should hebe restricted to only flying for 20or 30 years? The answer is no.Just as in our mythical situationwho would be there to respond?t would be the WOCAR graduate.How do we prepare this man forthis role?From its early inception theCombined Arms Branch of theAviation Warrant Officer CareerCourse has relied upon the pro-

ponent tactical schools for guidance. Tactics developed by theseschools are current. Instructorswith military expertise have beenassigned and are a tremendous asset. As the art of war is constantlybeing refined so is the careercourse which remains relevant accurate and interesting.The A viation Warrant OfficerCareer Course includes approximately 100 hours of companybattalion and brigade tactics in theintermediate course and approximately 115 hours of brigade anddivision tactics in the advancedcourse at the U.S. Army AviationSchool Ft. Rucker AL. This isexclusive of examination and review time. The program coverstactics and staff planning in infantry mechanized infantry and armor



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divisions and also includes instruction in artillery, air defense artillery, close air support, organizationand doctrine.Tactics presentations offer abasic conference and a realisticpractical exercise in offense, defense and retrograde. In the exercise the aviation warrant officerbecomes an assistant staff officer.He confronts situations, issuesorders and develops an operationsorder.

The artillery portion presents adetailed look at artillery assets ofeach division, capabilities and lim-itations of each weapon, air observer techniques and aerial fieldartillery employment.Air defense artillery is stressedto relate friendly capabilities tothose of the enemy. After all, whowill be the primary target of airdefense? You guessed i t ~ t h aviation warrant officer. Air defensecapabilities are discussed from theNike system at field army to theNOVEM ER 1972

Redeye at company level. Each isdiscussed as to its employment,capabilities and organization.Close air support is the missionof the U.S. ir Force. The coursecovers the coordination and communication procedures for employment of close air support. In a future class, Air Force organizationand types of aircraft will be introduced.The organization classes alsotake a close look at the development of the Army division. Thisdevelopment starts at the squad,expands through the brigade andends at the division base. This isdone for each type division.Doctrine classes act as an introduction to each phase of tactics.Basic definitions, principles andfundamentals are clearly explained.So far this article has brieflyoutlined what the aviation warrant officer is offered. Now, what

is expected from him? I t certainlycan expect an enthusiastic ap-

proach to each class and a will tolearn. Also, once the warrant officer has been graduated his knowledge should not be lost. Periodically, questionnaires are sent tomajor commands requesting information on how the graduate isbeing employed. Of course, it willtake some time for all commandersto become aware of the graduate spotential, but this recognition is ascertain as tomorrow s sunset. Response to these questionnaires hasbeen mixed, but it is up to the graduate to sell himself. s for abilitythere is no reason why this warrantofficer cannot be an assistant operations officer of an aviation battalion. Or, how about a companyoperations officer?

The U.S. Army Aviation Schoolat Ft. Rucker, AL awards thegraduated warrant officer his credentials in the form of a piece ofpaper called a diploma. Behindthat is a soldier who is a productof time, dedication and pride.

23


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Choice:

FHG or AEIThe Howze Board concepts and the ir assault tech-niques of the early 19605 have been proven in theheat of combat Senior Army officers are sold on Armyaviation They re believers Any of them will tell youhow they could hardly have operated in Vietnam

without their aviation resourcesLieutenant Colonel Mart in R VissersM Y EXPERIEN E over the

past few years in Army avia-tion leads me to believe that theaverage commander relies on op-erational ready rates s an indica-tor of the efficiency of an aviationunit or aviation unit commander.The result: Some commands aregetting so far behind the powercurve in their flying hour programFHP) that it will be an almostimpossible feat to accomplish their4

mission and adequately train at thesame time.I freely admit that there aremany factors that must be con-sidered in any discussion of a com-mand not attaining its FHP goals.However, I think that the factorhaving the most impact is the em-phasis placed on operational readyrates. I would like to address howthe problem arose; its impact onArmy aviation in Europe; and what


27/52

can be done to change the trend.First, consider that the Army'ssenior commanders are veterans ofthe war in the Republic of Vietnamand consequently appreciate theimportance of Army aviation onthe modern battlefield. They knowhow much they depend on helicopters just to get around, and thecommand and control (C&C) birdis now a household word that hasattained the status of importancethat can make the difference on ago/no-go decision.The commander in Vietnam whohad aircraft at his disposal receiveda daily briefing on their status.What is the operational ready ratetoday? The aviation unit commander who could maintain a relatively high rate was the good guy.The operational ready rate was tremendously important because almost every operational ready birdwas committed every day. Sure,there were local policies that statedthat each lift company was requiredto provide X number of aircraft,but a commanding officer with anoperational ready rate of 88 percent didn't have much to worryabout.Careers were made and unmadeover operational ready rates. Theywere documented, reported, compared, bragged about and on occasion little white lies were toldabout them. What was the result ofall this? It made believers of seniorcommanders and convinced themthat an aviation unit with a goodoperational ready rate was a goodaviation unit. Don t get me wrong.I agree. In the Vietnam environment with unlimited spare parts, almost 100 percent fill on aviatorsand maintenance types, basical1ynew equipment and all the othermanifestations of a high .prioritycombat area, operational readyrates were good indicators of efficiency. But now the situation haschanged, at least in Europe.

The aviator who flies 70 hoursa month in Europe is working hard.

With the 8-to-5 VOLAR day, the5 day noise abatement week, shorthops and long waits for VIPs, theHuey or LOH that accumulates 3or 4 hours on a mission is the exception. This is a far cry from the10 or 12 hours a day in Vietnam.A PE a month? Hardly. It's moreon the order of two or three a yearWell, you say, what are we getting all upset about? f a commandisn't flying its FHP, then obviouslythey don't need that time and savings should be realized in dollarsthat can be used elsewhere.Frankly that was my own firstimpression. Then I started lookingat the fantastically high operationalready rates we were maintainingand I decided to see if I couldn'tfigure out just why we weren't flying any more than we were. Initially I got excuses and reasons whywe couldn't flyFirst, it was the weather Youjust can't

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