Army Aviation Digest - Nov 1982

8/12/2019 Army Aviation Digest - Nov 1982

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~ R O P E f t T Y Of U S A ~ MUSRAR f, USAARLFORT RUCKER ll

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Joint ir ttackTeam


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NOVEMBER 1982 VOLUME 28 NUMBER

* **rigadier General Ellis D. ParkerArmy Aviation OfficerODCSOPS, Headquarters,Department of the Army Major General Carl H. McNair Jr.Commander Brigadier General Charles E. TeeterDeputy CommanderU,S. Army Aviation CenterFort Rucker, Alabama U.S. Army Aviation CenterFort Rucker, Alabama

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p r ~ ~ J : : A l r l t C o n c e p t MAJWiltiam J. andCPT PrewittMore Flight Hours/Less Fuel Dollars, COL Lewis J.and MAJ Gary T. DownsPEARL'SProfessionalism And The FY 82Aircraft Accident RecordCobra Survival KitReaders SurveyHangar Talk: FM 1-5 Instrument Flying And NavigationFor Army Aviators, CW2 ( Gary R. WeilandDES Report To The Field: Stress= Reduced Vigilance=AccidentsACTAAT: Crew RestAviation Personnel Notes: New Army EngineeringTest Pilots; Command And Staff College SelectionProceduresViews From ReadersReporting FinalThreat: How Do You Spell Threat? CPT P) Dale L.Dustoff Panama, MAJ Bruce FurbishNoise Abatement And Flying Neighborly,COL John H. _r>uc c . . . .Inside Back ATC Action Line: More OnThe Near Midair Problem, Mr. Kenneth Arnold

JAAT-what it is, its capabil ities and theroles of Army Aviation in the JAAT; see page 2.Illustration by Paul Fretts

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Honorable John O. MarsSecretary of the ArmRichard K. TierneyEditor

The mission of the U.S. rmy viation Digest (USPS 415-350 is to provideinformation an nature concerning safety and aircraftaccident prevention. training, mainlenance. operations, research and development.aviation medicine and other related data.Del::>arlment of the Army periodical published monthlyConlmandirlg General, US. Army Aviation CenterViews expressed are not necessarily those of the Department 01 the Armynor the U.S. Army Aviation Center. Photos are U.S. Army unless otherwise speci

fied Use 01 the masculine pronoun intended to include both genders unlessotherwise stated. Mat erial may be reprinted provided credit is given to the Digestand to the author unless otherwise indicated.

Active Army units receive distribution under the pinpoint distribution systemas outlined in AR 310-1. Complete DA Form 12-5 and send directly to CDR, AGPublications Center, 2800 Eastern Boulevard. Baltimore, MD 21220. For anychange in distribution requirements. initiate a revised DA Form 12-5.

Articles, photos. and 01 interest on Army Aviation are invited. Directcommunication is authorized 10 Editor, U.S. rmy viation Digest, PO Drawer P,Fort Rucker, AL 36362. Manuscripts returned upon request.

National Guard and Army Reserve units under pinpoi nt distribution also shouldsubmit DA Form 12-5. Other National Guard units should submit requests throughtheir state adjutant general.Those not eligible for official distribution or who desire personal copies of theDigest can order magazine from the Superintendent of Documents. U.S.Government Printing Office. Washington, DC 20402. Annual subscription ratesare 26.00 domestic ar:d 32.50 overseas


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VERYTHING you always wanted to knowa Joint Air Attack Team and were too busyis contained in "JAAT- A Present Concept, "'s lead article.

Major William J. Filippini and Captain David S.identify a JAAT as a force that enablesander to engage "enemy forcesthe range of other antitank weapons."anation of how the teamformed and how it is used in battle. This is ae about a topic we all need

become more conversant with .Colonel Lewis J. McConnell and Major Gary T.subject that needs additional"More Flight Hours/Less Fuel Dolthey reiterate some well-known but oftted ideas about fuel-saving ways to operate

aircraft. "The need is evident-and theonly a 5 percent savingsconservation will result in a significantin available flying hours for the same" they write, adding that every Army aviator

evidence of the fact thatcan and does work is thehere at the Aviation Center in fiscal1982 where 2,345,662 gallons of fuel werestrict conservation measures. As

an earlier Digest we have been ablereduce our fuel required by 9.96 percent perhour by the application of fuel saving initiaAnd like fuel conservation which is only goodit never ceases to amaze me how

our very sophisticated business of flying,operating high-technology equipment in everyenvironment, depends on the use

just plain old commonsense.That is especiallyin our striving to be ACCIDENT FREE IN83 . For instance, in this issue's "DES Report toField , some elementary procedures are

as to how accidents may be avoidedincreased vigilance during stressfulis, many of thosebe alleviated by simply payingattention to commonsense proceduresAn especially good article that contains more

for us is Colonel John H.'s Noise Abatement and Flying Neigh, a veteran aviator, desthe emphasis that is being put on thehelicopter noise by civilian industry

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and aviation organizations such as the FAA.Closerto home, he describes procedures (again simplecommonsense ones ) that Army aviators can followto cut the noise level of their machines. As ColonelBoysen concludes , " Everyone needs to pulltogether to accomplish this. All of us who sharethe sky must share responsibi lity for noise abatement. We at Ft. Rucker work diligently at this inharmony with our neighbors here in south Alabama. I'm sure that your unit has equally validconcerns about your neighbors, so "fly neighborly ."

Just as we sometimes need to change ourmodus operandi in order to save fuel or makeless noise, so changes are often necessary toimprove the career patterns of Army Aviationpeople. "Aviation Personnel Notes" enlightensus about new selection procedures for the Command and Staff College.That column also containssome information on the Army Aviation Engineering Test Pilot Program, a super challengingprogram that begins with test pilot school atPatuxent River Naval Air Station .All in all , there is good reading from cover tocover in this viation Digest. Read on and giveus your feedback on its content. Your views areof utmost importance to help us ensure themagazine meets your needs. This issue incorporates a special survey form so that you can "tellit to the Editor. Take the time to completeand return the tear-out survey and you will helpus to truly make this "your" magazine for theentire aviation team .

Major General Carl H. McNair Jr.Commander, U.S. Army Aviation CenterFort Rucker, AL

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Major William J. FilippiniCommand, Staff and Doctrine DepartmentArmor Aviation Instruction BranchU.S Army Armor SchoolFort Knox, KY

Captain David S Prewitt*Commander11th Company, 1st Battalion1st Aviation BrigadeFort Rucker, L Captain Prewitt was assigned as operations officer for the Aeroscout

Branch , Department of Flight Training , U.S. Army Aviation Center,Ft. Rucker. when he coauthored th is article

APresentConce tTH AEROSCOUT. already a part of the combined armsteam, plays a big role in accomplishing the U.S. Army

Training and Doctrine Command s major mission areas inthe AirLand Battle (close combat, fire support, air defense, communi-cations, command and control, intelligence/electronic warfare,combat support/mine warfare and combat service support).

Much has been written recently concerning the AirLand Battle;therefore, this article isolates one major aspect of the close combatmission, the Joint Air Attack Team (JAAT). It addresses the compo-nents of a JAAT, its capabilities and the role of Army Aviationassets involved in a JAAT.

What is a J TA Joint Air Attack Team s acombination of U.S. Army scout

and attack helicopters and U.S. Airorce close air support CAS) aircraft normally A-lOs) operating

together to attack high priority,lucrative targets. The JAA T normally operates in concert with U.S.Army field artillery, mortars, airdefense artillery, naval gunfire andground maneuver forces against

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enemy armored formations, command vehicles and enemy air defenseweapons systems. A JAAT capitalizes on the maneuverability andfirepower of the attack helicopterand CAS aircraft to engage anddestroy the threat that s affectingor will affect the close-in battle.Throughout any JAA T operationthere are key elements that enhancethe effectiveness of the team. The first element, and maybethe most important, s the infor-

Air Battle Captain is designated by thehelicopter company commander for eachteam .The air battle captain normally directs ement of his team from ascout helicopter Heground commander s subordinate for directiattack helicopter team and for coordination ofhelicopters and close air support aircraftworking the same target array.Air Liaison OmC8 ( LO) s the senior Airofficer at each Tactical Air Control Party (THe advises the rmy commander on all aspe

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of tactical airpower to includeairlift, tactical reconnaissance, battlefieldand close air support. He serves as theAir Force coordination in joint air/ groundand assists in the planning for tacticalof ground operations. The ALO super-the activities of TACP personnel and isfor all subordinate T CPs .HelicopterTeam is acombination of U.S.attack helicopters and observation helicoptersby an air battle captain .

Close ir Support CAS ) is provided to groundforces by tactical aircraft such as the A- 10 A-7 ,F-4 and F-16.Contact Point CP) is apoint where CAS aircraftand a FAC establish radio contact.Forwn ir COlllrOlier FAC) is aU.S. Air Forceofficer who provides for coordination and control ofclose air support aircraft employed in joint air/groundoperations.

indirect FII II are those systems, .e. , ield artillery ,mortar and naval gunfire delivered ata arget whichcannot be seen by the gunner.Initial Point IP) is a point from which the finalattack run-in is made .S orE... irDetInIe SEAD) efersto any action which destroys,degrades or obscuresenemy surface air defenses for aperiod of time toenhance the effectiveness of friendly air operations .


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mation flow between the groundmaneuver commander, the air battlecaptain (ABC), the forward aircontroller (FAC) and the fire supportcoordination officer. The exchangeof real time information optimizesthe effectiveness of the JAA T andassists in providing the groundmaneuver commander a verbalthreat update (figure 1 . A second element that is essential for a successful operation isthe employment tactics of eachmajor JAA T element. Both the ABCand the CAS flight leader employtheir respective elements accordingto each service's proven tacticaldoctrine. This does not suggest thatwe have two separate elementsfighting two entirely different battles,but rather considers the differencein speed, maneuverability and weapons systems between the attackhelicopter and the CAS aircraft. A third key element of aJAAToperation is augmenting the teamwith available indirect fire support.The addition of indirect fire weaponssystems allows the team to focus itsefforts on destroying the threatrather than having to perform suppression of enemy air defense(SEAD) tasks in conjunction withmaneuvers against other threatweapons systems. t is recognizedthat indirect fire weapons systemswill not always be available and thatthe team may have to perform itsown SEAD; however, every effortshould be made to integrate theindirect fire systems into the JAATmissions.J T and the Ground ManeuverCommander

The integration of JAAT into thebattle can provide the groundmaneuver commander with a forcecapable of engaging enemy forcesbeyond the range of other antitankweapons. The ABC, FAC and scoutpilots can adjust indirect fire beyondthe range of ground observed firesthus allowing for continuous pressure on the enemy forces. The speed

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FIGURE 1:Communications

and flexibility of the team may beused to counter airmobile or airlanded insertions in friendly rearareas The JAAT is capable ofconducting independent operationsforward of the FLOT (forward lineof own troops) when other suitableoptions have been exhausted.All in all, no matter what thetactical scenario, the JAAT candelay, disrupt and destroy enemyformations, help stop enemy penetrations and provide the groundmaneuver commander with vitalintelligence about enemy strengths,dispositions, composition andlocations.Up to this point, we have focusedon the make-up and capabilities ofthe JAAT, but the real issue is howto bring together the AH-1 Cobrahelicopter and the A-10 Warthogaircraft to form a JAAT?ow a J T is FormedThe CAS assets for a JAATarebrought together through one ormore of the following: Preplanned CAS

Air to Air

Air to Ground

Immediate CAS requests Battlefield opportunities.The preplanning for JAAT assets isnormally accomplished through thesame decisionmaking process thatis used to identify preplanned CASsorties; e.g., to support counter-attacks, place antiarmor fires intolucrative engagement areas andsupport other tactical contingencies.The ground commander has theoverall responsibility for the planning, coordination and employmentof the JAAT; therefore, the groundcommander is the primary initiator.The request for JAAT assets alsomay be spontaneous in regards tothe specific target, location and time.The preplanned or immediate CASsorties and attack helicopters maybe diverted to attack appropriatetargets of opportunity.The actual formation of a JAA Tbegins when the commander initiates the request for CAS aircraftand, if necessary, attack helicoptersthrough normal request channels.As the request is submitted throughthe close air support request channel , for CAS aircraft, and through

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ions channels to the divisionone item should be entered onJAAT. The inclusionin the mission request alerts

centerA-lO aircraft are preferred while

o a J TLet's say that the JAAT is apd the assets are available.As stated earli

the ground maneuver comder has the overall responsibilityand em

the JAAT. However,ABC and F AC initiate the necese. For preplanned operations the

When immediate airor battlefield opportunities

the ABCFAC or A-lO flight leader will

coordinate on a common frequency(see figure 2 . As a minimum the AlO flight leader will pass to the FA Cor ABC in the FAC's absence, thefollowing: Call sign/mission number Ordnance available Loiter time.The FAC or ABC will pass thefollowing information to the A-lOflight leader: Target location (coordinates orgeographic reference) Initial point (IP) Heading and distance from theIP or contact point to the target Target description Air defense artillery (ADA) or

air threat Position and activities of attackhelicopters Location of friendly elements Restrictions (artillery firings, etc.) Additional information as necessary (inbound calls, departurecalls, etc .f conditions do not permit a fulltarget briefing, as a minimum, theA-lO flight leader needs target location and description.

FIGURE 2:Communications Plan

No matter what the circumstancesare surrounding the formation ofthe JAAT, one person must directthe total team effort. Since theABC should be keenly aware of theground and air tactical plan andcan maintain continuous contactwith enemy and friendly elements,he is the logical director/coordinatorof the joint effort. He does notdictate attack methods but rathercoordinates the air attack upon theenemy in consonance with theground scheme of maneuver.

The attack is now in progress.The ABC and scout helicopter pilotsare employing indirect fires to slowthe enemy threat, suppress his ADA,canalize and button up his armoredforces. The A-lO flight leader hasexchanged the pertinent infonnationwith the FAC and the ABC and isturning toward the IP. What employment techniques are we likely tosee We use three employmenttechniques (figure 3, next page):sector, sequential and combinedattacks. The actual technique orcombination of techniques selecteddepends upon the situation, timeand space available.

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Sector Attack During a sectorattack the area of operation, toinclude the target and avenues ofapproach, is sectored by the F ACand ABC figure 3). Each elementof the JAAT is allocated a specificoperating sector. With the targetarea divided into distinct sectionsthe two groups can work autonomously within their assigned sectorswhile still providing each othermutual support. In this way the teamcan saturate the target area. Further,sector attack can reduce the problems associated with aircraft coordination, ordnance fan and fragmentation clearance and can functionwith reduced communications during periods of extensive communications jamming.

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Sequential Attack The secondbasic option open to the team is toattack the target using a sequentialemployment plan. This option isapplicable when the target area issmall and the attack avenues arelimited. This situation may precludeall members of the attack team fromengaging the target simultaneously.In this case, each element is assignedthe target area for a specified periodof t ime 5 minutes for example.During that period they work independently to destroy the target. TheA-lOs and attack helicopters continue to sequence in and out of thetarget area until the target is destroyed or fuel or ordnance dictate anegress. This option works well whenthe A lOs enter the battle and engagethe targets as the attack helicoptersmaneuver to new firing positions.The attack helicopters then engagethe target as the A-lOs momentarilyexit the target area thereby providingmutual support for each other andconstant pressure on the enemy.

ombinedAttack f the situationwarrants, the elements of the teamcan attack the target simultaneouslyusing the same basic attack avenues.Coordination requirements are morecritical with this combined attack.The inbound call is used to sequencethe individual attacks. The optimumsituation occurs when the helicopters attack as the A-lOs ingressto the target. As the A-lOs begintheir attack, the attack helicoptersremask. The attack helicoptersunmask to reinitiate the attack asthe A-lOs complete their escapemaneuver and egress. This coordinated attack scheme can continueuntil the situation dictates a changeor the battle is terminated.

FIGURE 3:EmploymentTechniques

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The JAA T may employ a decoyation with any of the three basicBy usingelement of the JAA T to decoyelement can often maneuver

k positionsuccessfully engage the primary

evolved from its fire support role tothat of an active participant in theAirLand Battle. However, nothingremains the same, our evolution iscontinuing. Further doctrine development is needed for the conductof JAA T operations. Leaders, especially in the aviation community,must seize every opportunity to trainfor JAA T operations. The procedures described in this article havebeen formalized as doctrine in theJoint Field Manual 17-5 }3, whichis undergoing staff review. Yoursuggestions for changing how wefight the JAA T ot for itnproving

our approach to the training orconduct of JAA T operations shouldbe directed to:

As we place the final TOW tube

ver forces take advantage ofrce, there is at Army Aviation has

U.S. ARMYCommandantUnited States Army Armor SchoolATTN: ATZK-CSD-AFt. Knox, KY 40121U.S; AIR FORCECommanderHeadquarters; Tactical Air CommandATtN XP1-ALPOLangley Air Force Base, V A 23665

Typical JAAT SequencEt1. Army attack assets receh/e mission2. ABC finds the threat3. ABC passes target information to FAC Or

the A-1 0 flight leader4. Scout team leaders position attack teamsinto battle positions/firing positions5. FAC passes IP target description, heading/distance to target and clearance to A-10flight leader atCP (in FAC s absence, ABCgives clearance)6. A-10 departs IP with calion common fre

quency7. Call is acknowledged by forward air controller or ABC8. A-10s call inbound prior to bunt (unmask100 to 300 feet to fi re)9. Artillery and or attack assets are coordinated to mark the target for ease in identification (suppress ADA, slow, canalize andbutton up threat)

10. A i0s and Cobras attack the threat11. JAA rGattacks under direction of ABCuntil threat is destroyed odeam is relieved12. A 1 0 s e ~ t 8 s s t O IP/CP13. Scout team leader repositions/withdraws Cobras as necessary14. If JAAl is relieved, ABC or scout teamleader should remain in area to br ief newteam15. Appropriate reports ate forwarded (end

of mission, bomb damage assessment,situation report, etc.)

Note: The above sequence is only one of manyways the scenario may take place. I magination, the situation, time and spaceincluding the METT factors (mission,enemy, troops, terrain/weather) all willplaya role in the actual conduct of JAAT.

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MOREFLIGHTHOURSLESSFUELDOLLARS

Framework for an A ~FUEL COnSERVATiOn PRCGRAmColonel Lewis J McConnell

ndMajor Gary T DownsHW MUCH FUEL do you waste when you flyyour Army helicopter? Do you even think about it?Uncle Sam pays the bill so you fly it like you've beentrained. Right? Right We need to realize, though, that 'you and I actuallypay or that uel and we also pay n8

terms of training hours available due to costs. Whawe really need to pay is-attention to fuel usage

Many of us were trained e (before crunch) andthat means that we who are the instructors todayaren't trained to teach fuel conservation. It s ot thawe haven't had the time and opportunity becausewe have had a fuel problem since 1973.We ust don find time to worryabout uel conservation because oall the other problems.Well, we should worryToday's abundance will give way to shortage againand today's moderated prices, al though high, wil

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rise again. We need to make needed changes nowbecause fuel conservation will be even more importantin the future if we are to maintain adequate flyinghour programs for the more sophisticated aircraftbeing fielded. Those aircraft will require many morehours for proficiencythan previous helicopters, so wecannot cut costs by reducing flying hours. We have tomaintain flying hours or increase them by reducingwaste and inefficiency.Just how much is the Army's fuel bill each year andhow much can we save? Well, in fiscal year 1981,Army aircraft bumed about 130 million gallons ofaviation fuels, at a cost of about 170 million. If wewere to set a modest savings goal of5 percent n ouroverall day-to-day operations, which is notunrealistic,the savings would amount to about 6.5 million gallonsor about 8.5 million. That would translate into severalmore much needed flight hours.There are many things aviators can do to effectsuch savings; procedures which do not requiresacrifices and do not make job accomplishmentmore difficult. Below are a few deas which are knownfuel savers.

Optimize the number and type aircraft Use themost economical aircraft for the assigned mission. If Ian OH-58 Kiowa will suffice, don t use a UH-1H Huey.Flight operations should do this as well to ensure thatonly the necessary number of aircraft are sent on amission. It's better to have one aircraft at grossweighthan two operating light.

Watch your fuel samples It is not necessary totake a full quar t fuel sample ustbecause the containerwill hold that much; take only the minimum amountnecessary to ensure there is no contamination in thetanks. Also, do not take samples after each refuelingunless the aircraft sits for several hours. Contaminantssettle slowly and samples taken too soon only wastefuel.et your clearance before you start If you're

on an IFR (instrument flight rules) flight plan, oris marginal (special visual flight rules),your clearance before you start the engine. Iflable, use a ground powerunit to save the battery;

good battery should have no problemone radio as long as transmission is mini

can bebefore starting engines will minimizefuel.

OVEMBER 1982

Know your procedures and use the checklisti?erform your startand run-up requirements as quicklyas possible,Vv'hile ensuring accuracy. A lack offamiliaritywith the procedures, or just moving too slowly inperforming them, results in extra fuel wasted. Thegoalis to get started flying as quickly as possible.Keep hovering to the minimum Hovering is one

of the highest fuel consuming maneuvers performedin.a helicopter. It should be avoided, n lieu of groundtaxi or ust sitting on the grqund, i f possilSle. Wait ing inline to take off is inevitable at times, but every effortshould be made to avoid it, because hovering whilewaiting increases fuel consumption drastically. Wheele helicopters should ground taxi to the maximumextent possible.

Keep aircraft weight to a minimum Carry onlyithe 'equipment and personnel needed on a mission.Excess equipmentand people add weight ncreasingfuel consumption. In addition to weight external equipment such as gun mounts also adds drag and furtherincreases fuel consumption. These items should beremoved when notneeded and reinstalled as required.

Use the optimum airspeed for the mission. If yourmission is one of stayingairbome in an area (loitering)where endurance is required, use the airspeed formaximum endurance. This airspeed can be determined from the performance charts in the aircraftoperator's manual (dash 10).W1enflying cross-country,airspeed should be as close to that for maximumrange as possible (that qlso can be found in thedash 10). Since the maximum range airspeed in manycases is qui te fast, it may not be advisable or comfortable to fly atthis speed. However,airspeed should beheld as close as possible to that for maximum rangefor the part icular conditions.

ly as high as possiblewith minimum safe rotor~ e e d Flying high and at e d u e d rotor speed is aproven fuel saver, saving as much as 50 percentwhen flying at optimum condi tions versus sea level atmaximum continuous rotor speed. Many variablesmust be considered, such as distance, wind speed,gross weight, etc., and that is where detailed flightplanning is involved. Obviously this type of flying canonly be done on cross-country type missions, but withd e t i l e d planning, flying otthe optimum (high) altitudeahd atminimum continuous rotor rpm (revolutions perminute , significant fuel savings can be reaiized.


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J _*,iL;; 0 ;,, - Fuel Consufried 200:NM Crui8e UH-1 H (Based on standard day conditioi'ls) ;. JWRen combined with flying at optimum airspeed, thisis the greatest potential ruel saverofall the techniquespreseflletj . An example of the fuel savings possibleon dflight with a 200 nautical mile (NM) cruise iss h o w n tHe figure.'Man your ~ . n t to minimize p wer chdnges.Whentpreptaring to land, attempt to accomplish thedescentwlthone pOwer change rafherthancontinuousPowE?r'changes.Re"duce power to a descent se1tingis

i:gndincrease airspeed, f possible, to accomplish thed e s c e n t t t e m p t to make toe approach a constdnfpower ~ s c e n t as much as possible. Frequent powerchanges'disturb the -steady oparating condition of. :sthe'engine resulting in increased fuel consumption.

f. Also, descending too soon requires leveling offat is' hiQher 'power settings which increases fuel con,su'1'ption. With good planning and 'minimum powerchanges, a safe approach with mioimum fuel con-sumption can be achieved. .. ~Idle the e n g , e ( ~ ) as soon as poistble. Afterlanding, idle theengrne(s) as quickly S P Q ' s s i b l ~ to

get the 2-minute,cool down period going and toreduce fuel consumption.This allows plentyof ime toaccomplist1 bll shutdOwn procedures, make any radio

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taliS,ahd still sbut dOJVn the engines rlghfat 2minutesafter touchdown. Once ogain'this wililimiffuel wastedby engines running,Jor prolonged periods-while onthe ground. . .

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Be careful retuelihg. USSpressLire refuel if availabie4 . . -Which i l i e l i r n i n a t ~ nearly all o s ~ i b i l i t y of spilled fuelJ o p ~ n port is usea, try to minimize spillage whetheryou or the fuel handl.errefuels the aircraft . Drain theexcess fuel out of the nozzle into the tank and n'ot onif 0the ground. Report any'leaks n refueting ~ q u i p m e n t'Nt as soon as possible. ~ E ? fuel lost on ground duringrefueling would probablybe enough for severoI moreflying hours for each of us every year.

M o s t ~ f t h ~ topiCS we've addressed are commc>nsense. ObviOusly,many of them do not apply to tacflGaoperations in the NOE (nap-of-the-earth) envirbnmenbut some can be applied to thbt type of flight. It's,upto each of us to do whatever we can to reduceunnecessary fuel usage.There are other things which are being done to, , , .W -enhance fuel cpnservation. Better performance cnarts. for the operator's manual are being developed toallow easierdeterminatioQ of opflmum flight conditionsA handheld flight planning computer is being evaluated. Its pLlrpE>se would be to reduce planning time

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allow greater accuracy; and it could also befor changing conditions. Programsbe made for each type of aircraft and the

do the job now done by the percharts-better, easier and quicker. These

being carried out by the Army AviationFlight Activityand Army Aviation ResearchDevelopment Command as part of a compree fuel conservation program.

Additional action that can be taken. includes: Upgrade refueling equipr:nent preferably closedcircuit. Revise operator's checklist to streamline procedures and require less ground time. Install better fuel monitoring instruments and usethem to identify aircraft that are buming excessivefuel. Develop and distribute auxiliary fuel tanks for longrange operations.Those steps would enhance fuel conservation withoutto the pilot's workload.All of the ideas presented here will help toward the

goal: more training flight hours for the same

dollars through fuel conservation. The need s evidentan9}he numbers show that only a 5 percent savingsthrough conservation will result in a significant increasein available flying hours for the same money. Before it .can work, though, a program must be implementedand that means the biggest uel conservation measureof all: a senseof urgencyand dedication to conservingfuel by everyone cO( lcemetJ with Army Aviation. Inparticular, commanders need to place the same

q e 9 r e e emphaSis on conservation m e s u r e ~ thqtthey place on other areas $l,Jch qs .safety, personal9PpeGJrance, etc. A sense of fuel conservation consciousness one v e r Y o n ~ s part megF)s the qesired results will beq:ttglned. ;Y; .'

Nqte: The AAny Aviation n t ~ , Ft R u c k e r AL intensified .Its efforts to conserve aviq1ion fuel in FY 1979, and. prqgressive savings have come from the resultingand ongoing energy conservation program. In FY1ge2, those savings amounted to 2.3 million gallonsand 2.9 million less than the targeted use.

ABOUT THE AUTHORSCOlonel Lewis J. McConnell Is a Master Army Aviatorwith more than 5.300 hours In flxed and rotary wingaircraft. He was commissioned from Infantry OfficerCandidate School In November 1953 and completedflxed wing flight training In the flrst class to graduatefrom Ft Rucker. AL, on 29 January 1955. ColonelMcConneirs military schooling Includes theTransportation Advanced Course. Command andGeneral Staff COllege and the Industrial College of theAImed Forces. During his career he has commandedseven aviation units to Include the 178th AssaultSupport HelicopterCo 520th Aviation Maintenancen the 229th Assault Helicopter In. In Vietnam and the

11th Aviation Group (Combat) In Germany. He servedtwo tOUIS on the Army Staff and was the U.S. ArmyEurope Aviation Officer before assuming his presentpoSItion as commander, U.S. Army Aviation Engineeringflight Activity. Edwards CA.

Major Gary T. Downs graduated from the U.S. MilitaryAcademy In 1967 and has since served In Vietnam asweapons platoon commander In an air cavalrysquadron and In Germany as armored cavalry troopcommander. Subsequently h was assistant professorof mechanics at the U.S. Military Academy. He hascompleted Ranger School. Rotary Wing Aviator'sCourse. InfantryOfficer's Advanced Course and theCommand and General Staff College. He holds amaster s degree In aerospace engineering fromGeorgia Tech and Is a distinguished grad-..ate of theNaval Test Pilot School at Patuxent River. MD. CUrrenttyassigned to the U.S. Army Aviation Engineering FlightActivity as an experimental test pilot. he Is flying Inseveral test programs which Include the fuelconservation effort and the AH-64. He Is a Senior ArmyAviator rated In both flxed and rotary wing aircraft.

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PEARL SPersonal Equipment nd Rescue/survival Lowdown

Elaine Chiboucas photo by Tom Greene

SPH4 Ear SealsDefense Electronics Supply Center (DESC), Dayton,OH 45401 (RIC-S9E) has advised that the nationalstock number (NSN) we have been accustomed tousing to order the nonhardening ear seals has beendeleted (old NSN 5965-00-058-1246) because of twostock numbers being assigned to the same item. Youwill now have to order NSN 5965-00-815-2525 to obtainthe seals, according to Mr. Chuck Freeman of DESC,AUTOVON 850-5165.TACOM Technical Area Manager For Life Support

The Tank Automotive Command has recentlyappointed LTC (P) Morton S. Brisker as TechnicalArea Manager for Life Support. He is the single focalpoint within TACOM for all matters pertaining to lifesupport of crew and passenger personnel for militaryvehicles under the TACOM proponency. This designation also carries a TACOM research and development center designated line of authority for developing

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pertinent task objectives, proposing funding resourcesand reviewing task level technical perfonnance. Shouldyou desire to communica te with T ACOM on thismatter, please contact LTC (P) Brisker, AUTOVON786-6386, or by letter to TACOM, ATTN: DRSTANR, Warren, MI 48090.

Life Preservers (LPU 2IP and LPU lOIP)Aviation life support equipment (ALSE) shops thatmaintain LPU-2/P and LPU-10/P life preservers shouldrefer to a current copy of Air Force Technical Order(TO) 14S-1-102, "USAF Flotation Equipment," andtechnical manual (TM) 5-4220-202-14 for maintenanceand repair. However, the parts listings in these manualslist only part numbers rather than NSNs. The followinglist gives NSNs and source of supply for LPU repairparts.Source of

Nomenclature Supply UII NSNFLU-liP valve FPZ ea. 4220-00-295-7945Cell, Flotation LH FPZ ea. 4220-00-868-9259Cell, Flotation RH FPZ ea. 4220-00-868-9260Nylon LPU Cloth S9T yd. 831 5-{) )- )78-2958Gasket CO2 Cylinder S9I ea. 5330-OO-{) 18-0792Gasket Inflator

Stem Upper S9 ea. 5330-00-018-{)793Gasket Inflator

Stem Lower S9I ea. 5330-{) )-{)18-{)790Cylinder, CO 2 AMDF ea. 4220-00-543-6693Rubber Cement AMDF kt. 8040-00-262-9062Cell Protector AMDF yd. 8305-00-926-1584

The FLU-liP valve is used to convert LPU-2/Ps toLPU-10/Ps. The FLU-liP valve is a "breathing" valvethat replaces the LPU-2/P assembly that uses a clip tohold the oral inflation valve in the open position.Both assemblies facilitate cell breathing during altitudechanges, but the LPU-10/P is much simpler to maintain.When you replace the inflation assembly of the LPU-2/P with the FLU-liP valve, redesignate the life preserver as an LPU-10/P.

The cells, flotation, left hand and right hand, are forreplacement of nonrepairable cells, as identified in



15/48

M 5-4220-202-14 and TO 14S-1-102. Repairable cellsbe repaired with nylon LPU cloth and rubber

Three gaskets are present in the inflation assembly.are on the inflator stem (part of the cell) and thegasket s located in the CO2 cylinder receptacle.

The cell protector is fabricated to protect the nylonthe metal inflation assembly.All specific repair procedures can be found in TMand TO 14S-1-102. All items with a

of supply (SOS) other than AMDF, must beoff-line.Point of contact for further info, CW2 Gibson,

NY 09025, AUTOVON 423-1110, Ext 7234-720/545Mr. Ed Daughety, from this office, DRCPOAUTOVON 693-3307.

RaftThe new LRU-16/P single person life raft providesthermal protection in a survival situation inregion areas. The raft is a fully inflatableraft with blow-up floor and spray shield. t

6 pounds (100 oz) and is 367 cubic inches inretainer 62E4336 or 7036789, the

packs easily in the OV-1 RSSK. The NSN4220{)0-118-6122.Another new raft that is being made available for

is the LRU-17/P. This raft is abut without spray shield;can be packed into a smaller package.

is available only by special request. Theis managed by the USAF as is the LRU-16/P.

Pearl:I am a young W01 rated aviator enjoying my newMy commander recently told me, YOUNOW THE ALSE OFFICER FOR TillS TROOP.knocked me over with afeather. But

I said, I am only a WO recently out of lightand I know little about ALSE -and as you allmy plea ended there. Previous ALSE offiapparently let things coast. The condition ofALSE is very bad. Pearl, beinga new kidofA LSE, I need all the information youas: How do I order equipment and

expired components for survival kits/ vests, spare partsfor helmets, etc. I need help in setting up a system ofinspection and maintenance procedures for my troop.A Iso I have 40 tropical survival kits for the SR U-21 /Psurvival vest. How do I inspect, seal and mark themafter they are inspected so I can issue them to aircrewpersonnel? How does only one person inspect 45aviators' ALSE such as survival kits, survival vests,hot and cold weather kits, survival radios, strobelights, SPH-4 helmets along with the other numerousALSE items and still find time for other duties? I havefound out there is much more to ALSE than meets theeye. Will you please help me?

NAME WITHHELD

Dear Name Withheld:Believe me, I certainly sympathize with you, butyou are not alone. I receive many letters like this andit is apparent that others need help too. We in ALSEhave come a long way and all things are not thatgloomy. The tool to help the ALSE community willbe available soon through the newly drafted ArmyRegulation AR 95XXXX titled, "U.S. Army AviationLife Support Equipment System Program. In themeantime, use Training Circular 1-62 (Aviation LifeSupport Equipment); this was published more than ayear ago and distributed to the field. It is soon to bereconstituted into two field manuals (FM), one forALSE operations and the other for ALSE inspection,maintenance, repair and supply; the ALSE pamphletpublished by the DARCOM Project Officer for ALSEhas been out in the field now for more than 5 yearsand is under revision with a ta rget publishing date ofDecember 1982; this same office is developing ALSEinformation packets which are to be providd to newALSE "experts" and 'are available for the asking.An ALSE checklist is available for further assistance. to you in the field. I agree that you need a library ofPEARL and FLIGHTFAX for there are many excellentarticles that have been published which will certainlygive you a firm background in ALSE. The formalALSE training school s at the U.S. Anny TransportationSchool, Ft. Eustis, V A, and they are going all out tomake your "learning" meaningful with a 5-week "handson course. I responded to your letter in this formatto help other ALSE personnel who are in need, hopeit fills the bill Sincerely,PEARL

If you have a question about personal equipment or rescue/surviva l gear write PEARL DAR COM ATTN: DRCPO-ALSE43 GoodfellOW Blvd. Sf. Louis MO 6312 or call AUTOVON 693-3307 or Commercial 314-263-3307

13


16/48

ACIDENT RATES, numberof destroyed aircraft, and percentages of human error aresome of the more popular figuresused in aviation safety talks andpublications. While the use of thesenumbers is essential in conductingtrend analyses and various statistical studies, their full meaning oftenseems to get lost in the process.A good example of numbers thatreally mean something is the 59 ClassA aircraft accidents, 58 flight and 1ground, and 46 Army fatalitiesfor FY 82. (Taking into accountall persons killed in Army aircraft accidents, the number offatalities in FY 82 is 86.) These arenot just numbers out of a computer.They are dead people and destroyedor heavily damaged aircraft. Theirloss has affected the overall readiness

4

Colonel Joseph R KoehlerCommanderU S nny Safety Center

of the Army, the number of replacement aircrewmembers requiredfrom the training command, themorale of their units, and the livesof their families. These 59 Class Aaccidents have cost the Army 60million enough to put 38 newCobras on the flight line. And thisfigure is expected to increase whenall data is in.

he Class A rate for FY 82 is 3.7per 100,000 flying hours. This is theworst record since FY 73 when 64Class A accidents and 74 fatalitieswere recorded.Over the 4 years from FY 78through 81, the Army averaged 42Class A aircraft accidents each year.FY 80 was the best safety record inArmy aviation history. Thirty-eightClass A accidents were recordedthat year, with a Class A accidentrate of 2.4. Flying hours for the 5years through FY 82 were relativelyconstant, averaging about 1.5 millioneach year.Fixed wing aircraft make up 6percent of the total aircraft inventoryand account for 12 percent of thetotal flying hours. Over the past 5years, fixed wing aircraft have accounted for 7 percent of the total

Class A accidents. Rotary wingaircraft make up 94 percent of thetotal Army aircraft inventory andaccount for 88 percent of the flyinghours each year. Breaking out rotarywing aircraft into categories revealsthe following: Utility helicopters make up halfof the rotary wing fleet. They haveaccounted for 45 percent of theClass A accidents over the past 5years. Observation helicopters whichmake up 31 percent of the rotarywing fleet, have accounted for 26percent of the Class A accidentsover the past 5 years. ttack helicopters making up13 percent of the rotary wing fleet,have accounted for 15 percent ofthe Class A accidents. Cargo helicopters make up 6percent of the rotary wing fleet.They have accounted for 7 percentof the Class A accidents.Year in and year ou analysis ofaccident data continues to identifyhuman error as the most persistent



17/48

cause of aircraft accidents. Errorsmade by flight crews, flight commanders, mission commanders, andunit commanders accounted for 65percent of the definite cause factorsin all Class A aircraft accidents-and70 percent of all Class A Band Caccidents-over the past 5 years.Environmental factors accountedfor 18 percent and materiel failureor malfunction accounted for 17percent.

Forty-two of the 59 Class A accidents for FY 82 involved crew or

NOVEMBER 982

factor. This number will probablygo higher when all investigationsare complete.The predominant flight crew errors were faulty judgment, violationof regulations/flight discipline, fail-ure to follow established procedures,inattention to tasks, and pilotinduced loss of control. Followingare typical examples of these crewerrors.aulty judgmentA UH-l pilot made an approachinto a hot mortar position withoutclearance. The mortars were firingalmost directly below the aircraft,and the pilot took evasive action bybanking to the right. While in thetum, he applied additional collectivepitch which resulted in rotor andengine rpm bleed-down. The UH-lsettled into the trees and crashed.

The aircraft was destroyed and thefive occupants were injured.Violation o regulationsWhile practicing confined areaoperations, an OH-6 pilot set up afinal approach, with no intent toland, to an area he knew was notauthorized for confined area practice. His aircraft hit two power cablesand crashed. The pilot violatedregulations and established procedures by flying below 500 feetagl, by not doing a high recon, andby not identifying a forced landingarea.ailure to follow procedures

The pilot of an AH-l, when confronted with an in-flight controlmalfunction misinterpreted theaircraft actions as being caused bya main transmission mount failure.When the aircraft suddenly lurchedand rolled, the pilot made incorrectflight control inputs. During the roll,the main rotor blades hit the ground

5


18/48

and the aircraft crashed killing oneoccupant and injuring the other.InattentionAn OH-58 pilot descended from800 feet agl to about 200 feet over alake. As the pilot passed one of theboats on the lake he waved to theoccupants in the boat. He was looking to the right front of the aircraftand did not notice that he wascontinuing to descend. The aircrafthit the water at an airspeed of about90 knots. Both occupants of theaircraf t sustained major injuries.Pilot induced loss of control

The pilot of an OH-58 during atactical service mission induced aloss of tail rotor control. When theaircraft yawed right as it clearedthe tops of some trees the pilotreacted with control inputs whichcaused aggravated control flight.

16

The aircraft near the critical limitsof tail rotor control went into anuncontrollable spin and crashed.The aircraft was destroyed and thethree occupants were injured.Supervisory error is also a persistent cause factor in a large percentage of aircraft accidents. Predominant supervisory errors in FY82 Class A accidents were failureto provide adequate unit trainingfailure to correct actions of subordinates failure to provide adequateguidance and failure to insure

inst ructor pilot qualifications. Following are examples of costly supervisory errors.Failure to provide adequate unittrainingAn OH-58 was being operatedunder conditions known to be conducive to loss of tail rotor effectiveness. When the pilot attempteda tight right turn while 2 feet abovetreetops the aircraft spun and crashed into the trees killing one occupant and injuring the other two.The pilot had not been trained or

Utility45

ClassAAccident Distribution by ircraft SystemFY78 82

u s ARMY AVIATION DIGEST


19/48

instructed in the loss of tail rotoreffectiveness during his transitioninto the OH-58 and was not knowledgeable of prevention or recoveryprocedures.Failure to correct actions of subordinatesAfter dropping off supplies at afield location a UH-l proceededdown a river at 50 feet and 90 knots.The aircraft hi t wires and crashed.Three occupants were killed andsix were injured. The acting troopcommander was one of the six

passengers on board the aircraft.Failure to provide adequate guidance

Four AH-ls were flying toward apass. When the flight leader announced over his radio that theweather was deteriorating and hedidn t think they would make itthrough the pass the platoon leaderwho was copilot of the trail aircrafturged him to go a little further. Theflight leader continued on enteredclouds and became disoriented.Control was lost and the aircraftcrashed into the side of a hill, injuringthe two occupants.Failure to insure IP qualificationsAn IP and pilot were on a UH-lhigh altitude training mission inmountainous terrain. The IP hadno hands-on mountain flight training and no mountain flying experience in more than 6 years. On shortfinal the pilot was unable to maintaindirectional control and the aircraftbegan to turn to the right. The pilottried to fly out of the turn instead of

HumanError65

Cause Factor Distribution of Class A AccidentsFY78 82

NOVEMBER 982

landing as required by the operatorsmanual. Flight control inputs wereineffective and the aircraft crashed.The qualifications of the IP whowas conducting the high altitudemountain training were not checkedprior to the training.The safety problem is a peopleproblem

The sharp increase in Class Aaccidents in FY 82 is not the resultof more demanding operations noris it peculiar to any particular aircraftsystem or level of aircrew experience. The accidents span the entirefleet of aircraft and are spread acrossthe entire range of aviator experience levels.

The safety problem in Army aviation today is clearly a people problem which can be corrected. Humanerror accidents can be reduced oreven eliminated if commanders andsupervisors get and stay activelyinvolved with routine day-to-dayflight operations.

Every person in the chain ofcommand must establish an atmosphere within their organization thatleaves no doubt that all hands areexpected to prepare themselvesprofessionally and execute theirmissions with integrity and discipline.There can be no approval of cornercutting in the name of expediency.It is a proven fact that most peoplewill perform the way they are expected to perform. If commandersdemand professionalism sound airmanship and flight discipline theywill get it.Professionalism is the most essential safety ingredient. Any jobdone professionally is inherentlysafe. But if there is no professionalism there is no safety.

17


20/48

M E R IC Ningenuity s a byword that oftenapplies to Army Aviation people. Two who have laidclaim to it are Chief Warrant Officer, CW3, John P.Goodrich and Chief Warrant Officer, CW2, Bryan D.McClendon.Both are AH-l Cobra pilots and unit safetyofficers-CW2 McClendon for Company C, 229th AttackHelicopter Battalion, Ft. Campbell, KY, and CW3Goodrich for Company D, 7th Combat AviationBattalion, Ft. Ord, CA.

Their realization that the aircraft they ly has nospace for survival gear, other than what can be stuffedinto the individual's vest, was not unique. Thatknowledge is shared, and dreaded, by every Cobrapilot.Referring to the lack of gear to use in case of anaccident or forced landing, CW2 McClendon said,It is tragic enough to die in combat, but that is theprice for peace. It would be a real heartbreak to have

someone die in peacetime because of a lack ofequipment.So in separate and independent efforts, the chiefwarrant officers determined to find a solution to theproblem; and they came up with the same ingenious

18

idea: for any Cobra (or other aircraft) with a TOW(tu be-launched, optically-tracked, wire-guided) configuration, use an empty TOW tube as a storageplaceCW3 Goodrich uses the designator TUSK for hisTOW tube survival kit. Items he placed in the kit forthe Ft. Ord environment are shown in the accompanyingdiagram and listing, and the total weight is 38 pounds.

Preparation of the tube is vital, he said: "Wash andclean the TOW tube, then paint or otherwise seal it.Next, cut out two aluminum disks to seal the ends'ofthe tube, coating the disk edges with rubber siliconeto ensure a water-tight fit. Then reinstall the tube'soriginal flange and flange retaining device, along withthe disks.

The contents of the TUSK can easily be modifiedto meet the requirements of many different operatingenvironments and missions. Development of a wingstrap device is underway so that the TUSK does notoccupy a space needed for a missile when operatingin a tactical environment.CW2 McClendon also agrees that the TOW tubesurvival kit will have to be put in another locat ion if amission dictates full missile capability.

U s ARMY AVIATION DIGEST


21/48

The Cobra survival kit TUSK designed by WO John P Goodrich Ft. OrdCA is depicted by a diagram showing how items are packed in the TOW tubea list of contents with corresponding item numbers and a picture of thosecontents and of WO Goodrich left and SGT Joseph L Freeman

ItemNumber Item and Quantity NSN1 Expended TOW tube, 12 Aluminum disk, 2 Local manufactu re3 Tarpaulin, 1 8340-00-485-3012

Hat, sun, 1 8415-00-270-0229Bag , drinking water storage, 1 8465-00-485-3034

4 Air Force Manual AFM) 64-5 15 Tool kit, survival , 1 8465-00-973-48076 Candle, 4 6260-00-840-55787 First aid kit

Zip lock plast ic bag, 1 8105-00-837-7755Bandage , gauze, compressed, 3 x 6 yards, 1 6510-00-200-3185First aid kit , eye dressing, 1 6545-00-853-6309Bandage, muslin, compressed, 37 x 37 x 52 , 1 6510-00-201-17 55Dressing, first aid , field, 4 x 7, 1 6510-00-159-4883Provine iodine solution , 1 6505-00-914-3593Water purification tablets , iodine, 1 6850-00-985-7166Ammonia inhalant ampul , 3 6505-00-1 06-0875Bottle, safety cap 6530-00-112-0160Bandage, 18 6510-00-91 3-7909Chapstick, hot weather, 1 tube 6508-00-116-1473Gauze, petrolatum, 1 pkg. 6510-00-202-0750Preparation, sunburn preventive , 1 bottle 8415-00-938-6231

8 Parachute cord, 509 Accessory packet

Zip lock plastic bag , 1 8105-00-837-7755Plastic spoon, 1 7340-00-170-8374Matches nonsafety) , 1 9920-00-985-6891Pocket knife, 1 5110-00-162-2205Waterproof match box, 1 8465-00-265-4925Wire, nonelectrical , 20 ft. 9525-00-596-3498Can opener, 1Whistle, ball, plastic, 1 8465-00-254-8803Aluminum foil , 6 x 3 ft. , 1

10 Food packet, survival , 6 8970-00-082-5665Headnet, insect, 1 8415-00-935-313 0

12 Trioxane fuel, compressed, 3 9110-00-263-986513 Water , canned drinking, 12 8960-00-243-210314 Kit, fishing tackle, 1 7810-00-558-268515 Signal, distress, day/night, 2 1370-00-309-5028

Zip lock plastic bags for distress signals), 2 8105-00-837-7755

NOVEMBER 1982

19


22/48

Clockwise from top right: 1) CWO Bryan D. McClendon, Ft a m p b e l ~KY, pOints to the survival kit he designed for the AH-1 Cobra, or anyaircraft that has a TOW configuration. 2) The contents of the survivalkit are adequate for two aviators. 3) The security bolt can be removedwith a pocket knife. 4) It only takes about 30 seconds to get thecontents out of the tube. 5) Even the items in the rear of the tu e areeasily accessible with the pull cord

The only structural change his invention requiresfor the TOW tube cannister s the removal of theelectrical wiring connector from inside the tube.He said, Each survival s numbered so thatcontrol can be kept over it for inspection and maintenance. The tube s secured on the helicopter by simplyplacing a lock on the missile arming lever. That locks removed before flight and the key kept in thelogbook along with the door key. Securing the tubealso relieves the crew from carrying it to and from theaircraft. (This s the same method used by CW3Goodrich to secure the TUSK.)

The packing list for CW2 McClendon's survival kitincludes two blankets, two ponchos and liners, knife,candles, chemical lights, nylon rope, copper wire, Crations and an opener, plastic bags, trioxane fueltablets, matches and PRC-90 batteries.

20

photos by William H. Maki

Both inventors said the kits have been carried onCobras in their respective units on training missionsand that pilots have unanimously agreed the kit'spresence adds to their peace of mind.Action is underway within A VRADCOM to addressall Army helicopter survival kit needs. Until the brightday arrives when the new module is available, however,two Army aviators have offered a workable interimsolution.They invite inquiries. CW3 Goodrich can be reachedat AUTOVON 929-3008/4680 and CW2 McClendonat AUTOVON 635-6801/2364.Editor s Note: The Digest appreciates the willingness o CW3John P Goodrich and CW2 Bryan D McClendon to havearticles they had submitted to the Digest published in thiscombined form.

u.s. ARMY AVIATION DIGEST


23/48

RS SYu s A my VI TION DIGEST

The purpose of this survey is to provide data that willenable us to improve the igest to better help you in yourprofession Army Aviation. Participation is voluntary and

nonymity s preserved. After completion, fold page asindicated, staple and m il postage free.

A ttention unit commander s:We would \ppreciate yo ur distr ibu ting asm my copies of this i \S possible hey maybe re turned in a frimked envelope


24/48

Please circle the letter for the appropriate response IMake only one choice. Please answer every question.

1.

2.

lamA.B.C.D.

Enlisted E. Contract CivilianWarrant Officer F. OtherCommissioned OfficerDepartment of the Army, Navy, Air ForceCivilian

My numerical grade is:(Examples: E-3/W-3/0-3 =C; E-7/0-7/GS-7 =G;GS-12 =L

A. 1 G. 7 M. 13B. 2 H 8 N. 14C. 3 I 9 O. 15 or higherD. 4 J. 10 P. Does not applyE. 5 K 11F. 6 L 12

3. The highest level of education I have completed:A. Less than high schoolB. High school diploma or GEDC. Some collegeD. Bachelor s Degree (4-year degree)E. More than a Bachelor s Degree

4. My total flying hours (present or former aviators/crewmemtwrs):A. o o 199 D. 2,000 to 2,999B. 200 to 999 E. 3,000 plusC. 1,000 to 1,999 F. Does not apply

5. Number of Digest issues I have seen in the past year:A None C 4 to 6 E 10 to 12B. 1 to 3 D. 7 to 9

6. Number of issues I have seen in the past 3 months:A. None C. 2B. 1 D. 3 Qr more

7. How soon after publication do you see a copy?Digest is usually mailed the last week of publicationmonth):A. Same month C. Two months laterB. One month later D. Three or moremonths later

8. I usually get/see a copy through:A. Direct mail E. From friendB. In office distribution F. In dayroomC. In library G. Rarely see a copyD. Visit to HQ or staff office

9. Overall, I believe information in the Digest is:A. Very useful C Slightly usefulB. Moderately useful D. Not at all useful

10. How often have you used the Digest as a sourcedocument for policy/information papers, briefings/reports?A. Frequently D. NeverB. SometimesC. Seldom E. N/A, I don t preparethose documents

11. I feel enough problem-solving articles are published:A. Yes B. No

12. Overall, material in the Digest is meaningful to me.A. Yes B No

For questions 13 through 15, circle the letter whichindicates your evaluation of the following:Excellent Good Average13. artwork A B C14. charts and graphs A B C15. photography A B C16. I prefer that acronyms be identified:

17.

A. The first time used in the story(as is done now)B. By an acronym key for each storyC. Both A B if there are more than10 acronymsD. Acronym keys should not be used

My primary job is:A. Aviation Command J ArmorB. Signal K. InfantryC. Pilot L ArtilleryD. Instructor Pilot M. Intelligence

Poor0D0

E. Safety Officer N. TransportationF. Maintenance O. QMG. ATC P. DH. Logistics Q. Other:I Personnel


25/48

For questions 18 through 30, please circle the appropriate letter to indicate how much of the following art icles you have read:Remember Don tSeeing but Remember

All Most Scan ~ i d n t Read Seeing18 Center Commander s Introduction to the Issue A B C 0 E19. DES Report to the Field A B C 0 E20. Views from Readers A B C 0 E21. Threat A B C 0 E22. PEARL S A B C 0 E23. ATC Action Line A B C 0 E24. Personnel Notes A B C 0 E25. Hangar Talk A B C 0 E26. Helicopter Aerial Combat Week A B C 0 E27. Army Aviation Systems Program Review 82 A B C 0 E28. Forty Years of Army Aviation, Grasshoppers A C 0 E29. Victory in Airto-Air Combat, the Marine Corps Way A B C 0 E30. From Routine to Near Disaster A B C D E

For each of the following statements about the Digest circle the letter which indicates your agreement or disagreement:Strongly StronglyAgree Agree Undecided Disagree Disagree

31. It is interesting A B C D E32. It is informative A B C 0 E33. Appearance meets high standards A B C D E34. It has helped increase my professional knowledge A B C D35. It stimulates thought and new ideas A B C 036. Authors are knowl edgeable experts in their profession A B C D E37. It is easy for me to read A B C D E

Which two of the topic areas listed below would you most like to see (see more articles): (letter only)38. Most39. Next

A Threat G. Training M AccidentsB Standardization H Armament N Combat ExperienceC. ATC I Avionics O Flying ExperienceD Aviation History J. Instrument Flying P. MedicalE Major Unit Missions K Maintenance Q. Research/DevelopmentF. Doctrine and Tactics L Weather R Safety

Which two of the topic areas from the list above would you least like to see (see fewer articles): (letter only)40. Least41. Next Your comments next page.


26/48

CommanderU.S. Army Aviation CenterATIN : ATZQ-ES-ADFort Rucker. AL 36362OFFICIAL BUSINESS

PENALTY FOR PRIVATE USE 300

fold

Editor

POSTAGE AND FEES PAIDDEPARTMENT OF THE ARMY

O 314

U S Army Aviation DigestP O Drawer PFort Rucker, AL 36362

. . . . . . . . . . . . . . . . . . . . . . . . . .fold


27/48

Hangar Talk is a quiz containing questions based onpublications applicable to Anny Aviation, The answers are atthe bottom of the page, f you did not do well, perhaps youshould get out the publication and look it over,

FM 1-5Instrument FlyingAnd Navigation ForArmy Aviators

CW2 (P) Gary R. WeilandDirectorate of Training DevelopmentsU.S. Army Aviation CenterFort Rucker, AL

1. If the difference between the indicated altitudeand the known elevation does not exceed howmany feet, an aircraft s altimeter is consideredreliable for flight.a. 30 c. 70

b. 50 d. 100

Ol-lZ e I ~ d q 0101-lZ . I ~ d ~ 6~ H ; Z e . I ~ d ~ 8

NOVEMBER 1982

qLZ Z e . I ~ d ~ .{ZPIZ Z e . I ~ d q 9q9 Z e . I ~ d q

2. The tum and slip indicator aids the pilot incontrolling the pitch attitude of an aircraft.a, True b. False

3. While taxiing for takeoff, transponders will beoperated in what position?a. Off c. Low

b. Standby d. Normal4. Pressure altitude is the height above mean sealevel.

a. True b. False5. Calibrated airspeed is indicated airspeed correctedfor error due to air density (altitude and tem

perature).a . True b. False

6. In a slip, the rate of tum is too fast for the angleof bank.a. True b. False

7. If the glass face of the vertical speed indicator isbroken, instrument indications will be reversed.a. True b. False

8. If the air is colder than the standard temperaturefor the flight altitude, the aircraft will be lowerthan the altimeter indicates.

a. True b. False

9. Where available, runway visual range RVR) isthe controlling visibility for straight-in landingsfrom an instrument approach.a. True b. False

10. RVR will always be greater than an aviator s slantrange visibility.a. True b. False

q Z e . I ~ d q I:>I ZZ e . I ~ d q 11- e . I ~ d q z SH:n\SN\I

25


28/48

irectorate ofEvaluation StandardizationR PORT T THE FIEL VI TIONST ND RDIZ TION

V GILANT, vigilance: 1 to watch, 2 staying watchfuland alert to danger or trouble.

Vigilance is required in different degrees in almosteverything we do. n aviation there are degrees of vigilancedepending on what mode of flight you are in. On takeoffsand landings where a high degree of precision is requiredvigilance must be higher; once cruise flight is achievedthen vigilance is usually reduced depending on the typemission being conducted.

Research has shown that a constant high level ofvigilance cannot be maintained. Declines in performanceduring the working day are found in all types of work. Inthe type of vigilance required in aviation, inspection andmonitoring tasks, the level of vigilance may declinewithin 20 minutes after the start of the mission. Thisdecline in watchfulness will continue in a steady downwardtrend with only small upturns after rest breaks, such aslunch, and then continue downward until the end of themission period.

In aviation we would like to assume that we are fullyalert ll the time that we are behind the controls. However,as mentioned earlier, a large amount of scientific researchshows that it is not possible for a person to remain totallyalert over an extended period of time. This is due tofatigue and stress.

An aviator who must maintain constant vigilance isunder stress. The longer this vigilance must be maintained,the more stress the individual must deal with. The more

6

stress the individual must face the less vigilant he willbecome-a vicious circle. It has been proven that asmonotony, fatigue and stress on the job increase, andvigilance declines, the number of errors that are made isgreater and the rate of accidents increases.

How can we in aviation overcome the vicious cycle ofstress=reduced vigilance = accidents? There are severalways, but here we will name only a few:

Crewrest-allowing your aircrews to obtain themaximum amount of rest between missions in order toreduce fatigue and stress. This is especially importantduring field training, in harsh environmental conditions,prolonged terrain flight training and Night Hawk-nightvision goggles training.

Planning -allow enough time to plan missions ascompletely as possible. f a great deal of mission planningmust be done after the crew is airborne, the stress level isincrf;ased and at least part of the crew s vigilance istaken away from the control of the aircraft.

motionallPersonnel Problems- trouble in theaviator s family, conflicts in the chain of command orother problems create a great deal of stress. They areoften hard to identify and, again, distract the crew fromflying the aircraft. Aviators should be observed for suchproblems at all times and immediate action taken toeither get the problem solved or at least discussed beforethe next mission.



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Complete-the-Mission-stress level usually will behigh during any operation. It will especially be highduring operations conducted in marginal weather conditions, night vision goggles and terrain flight operations.The perception by the aircrews that these missions mustbe accomplished at all cost causes additional stressthat might be acceptable in wartime but not duringdaily peacetime operations.

DES welcomes your inquiries and requests to focus attentionon an area of major importance. Write to us at: CommanderU.S. rmyAviation Center ATTN: TZQ-ES Ft Rucker AL

c

This discussion could go on and on in the same manner,restating what seem to be commonsense approaches toreducing stress in our aircrews. Often these commonsenseapproaches are overlooked because the aircrews or theirleaders are too busy planning for the big mission, butoverlooking the obvious small details that are causingmany of our aviation accidents. Stress=reducedvigilance = acciden ts.

36362; or call us atAUTOVON 558-3504 or commercial 205-255-3504. fterduty hours call Ft RuckerHot Line AUTOVON558-6487 or 205-255-6487 and leave a message

Nviation Center Training nalysis and ssistance Team

REW RESTISSUE: Many opera tional aviators feel that any crewrest policy should have rigidly enforced standards.Commanders should establish the policy locally, butboth ground and aviation commanders should berequired by AR 95 1 to waiver, in writing, any crewrequired to over fly the policy. Crew rest considerations need to be incorporated into all Pre-commandCourses.COMMENT: Establishment of a crew rest policywith rigid requirements would not be realistic. Largevariances in the stamina, and recuperative power ofindividuals require any policy based on considerationof a fatigue-time relationship to be extremely broad,

MOVEMBER 982

if it is to cover all personnel. In this case the policybecomes meaningless and amounts to little morethan a reminder in the general vein of don t workyour people too hard.

Any policy not addressing the great disparity inhuman endurance leaves vulnerable those individualson the extremities of the scale. In this case, thepolicy, if rigidly followed, creates more problems 'than it solves.Most people recognize that there is a fatigue levelbeyond which a pilot cannot effectively perform.The unit commander, following general guidance, isthe individual best qualified to make decisions regardingindividual work and flight assignments.(Directorate of Evaluation and Standardization)

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VI TION PERSONNELNOT S

New rmy EngineeringTest PilotsON 11 JUNE 1982, Class Number 81 was graduatedfrom the Naval Test Pilot School at PatuxentRiver, MD. Congratulations to the Army graduates:Chief Warrant Officer, CW3, Hugh Lammons, CaptainRobert MacMullin and Major Bill Leonard. We alsohave three students in Class 82. They will graduate inDecember.

The October 1981 viation Digest contained anexcellent article outlining the Army Aviation Engineering and Flight Testing Program. Here is some additionalinformation by way of an update.The program is a doorway to challenging assignments and unique opportunities in the aviation researchand development area. The competi tion for selectionis keen and the program itself is 13 months of rigorousacademic and flight training.

TestPOot Program Prerequisites Active duty Armyaviators in the grade of major and below may apply. Must hold pilot status code 1and either SpecialtyCode 15 67J 71 or military occupational specialty100 series. Must be dual rated with a minimum of 1,000hours military flight time. Must possess a current instrument certificate. Must be a competent swimmer. Must have completed college algebra, physicsand calculus with above average grades. Experience in complex aircraft such as the CH-47 Chinook, UH-60 Black Hawk, AH-64 Apache

or OV-1 Mohawk is highly desirable.election and Training Selection of Army aviatorsfor participat ion in the program is made by an annualMilitary Personnel Center (MILPERCEN), OfficerPersonnel Management Directorate (OPMD) board.Board members are drawn from: U.S. Army Aviation Engineering Flight Activity(USAAEFA) U.S. Army Aviation Development Test Activity(USAADTA) U.S. Naval Test Pilot School (USNTPS)

OPMD Combat Arms Division28

OPMD Combat Service Support Division OPMD Warrant Officer Division.Only those applications of officers who are recommended by their respective career divisions areconsidered. Once selected, and prior to attendingNTPS, officers are sent TDY (temporary duty) to theArmy Test Pilot Orientation Course at USAAEFAEdwards Air Force Base, CA. This 8-week course isdesigned to provide academic and flight refreshertraining. cademic subjects include college maththrough calculus, physics, aerodynamics, mechanicsand technical report writing. Flight orientation includeshigh altitude environmental training, flight test techniques and familiarization in a number of aircraftused at NTPS. NTPS classes begin semiannually, inJanuary and July. The Army's training quota is nineper year; however, the number of officers trained is afunction of requirements. Upon successful completionof the NTPS, graduates are assigned to the U.S. ArmyAviation Research and Development Command orUSAADTA Ft. Rucker, AL, as engineering test pilots.

Board Schedule The next OPMD Engineering TestPilot Selection Board will convene in January 1983.Department of the Army Circular 351-83, Army Aviation Engineering Test Pilot Program, has been revisedand the new one should reach the field this month. tprovides further general information as well as detailedapplication procedures. Those readers whose applications have been held for future boards must updatetheir application not later than 15 December 1982,which is also the administrative cut-off date for newapplications.

Further information is available at the AviationPlans/Programs Branch, USAMILPERCEN, ATTN:DAPC-OPA-V, 200 Stovall Street, Alexandria, VA22332; AUTOVON 221-8156/7/8 or commercial (202)325-8156/7/8. _ fd itor s note: The viation igest regrets the recent death of

CW3 Hugh Lammons.u s RMY VI TION DIGEST


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ommandAnd Staff CollegeSelection ProceduresO 19 AUGUST 1982, the Chief of Staff approvedmodifications to the Command and Staff College(CSC) selection system effective with the 1982 selectionboard that met earlier this month. The principal changeis that zones of eligibility for consideration and selectionfor CSC attendance is now captain (P) through lessthan 14 years of service (YOS).In 1980 the CSC selection system was changed toallow CSC selection and attendance of captains notyet selected for major. That was implemented inresponse to Depar tment of Defense guidance for fulltour stability and the review of education and trainingfor officers (RETO) study recommendations. Thecombination of those factors required that officerscomplete staff training before their 12th YOS andhave been at their previous duty station for 36 monthsbefore attending school. The eligibility zone for the1981 selection board was changed to 8 to 11 YOS.Subsequent action to implement Combined Armsand Services Staff School (CAS3), coupled with apolicy for early selection/attendance at CSC, resultedin assignment congestion for company grade officersand limited the time available for developmentalassignment.Since the planned attendance at CAS3 for 100percent of the officer corps supported the RETOrecommendation for staff training before 12 YOS, itwas determined that changing the zone of eligibilityfor CSC selection to captain (P) through less than 14YOS would alleviate assignment congestion and wouldadd time for professional development and use ofcompany grade officers. This change also recognizesCSC as a school which orients on preparation ofofficers for field grade duties. Previously programedat 9 through 14 YOS, attendance will now normallyoccur in 10 through 15 YOS. ther features of thenew CSC selection system are: Elimination of the separate screen board. Themodified zone of eligibility reduced the eligible

NOVEMBER 982

population and negated the need for a screen board.The records of all eligible officers will be reviewed bythe CSC selection board with a general officer aspresident. Elimination of the use of an alternate list. Theboard will select a fixed number of officers who willbe scheduled to attend CSC in accordance with (lAW)stability guidance, operational requirements and annualseats available. Replacement students will be selectedfrom principal selectees IAW slating guidance. Stability criterion remains at completion of anormal tour (up to 36 months onstation). This willresult in some officers being deferred for not morethan 2 years.

Year groups (YG68-75) affected by the formerselection system were considered and selected undera rigid year group quota system. That system wasconsidered appropriate because a large eligiblepopulation was competing for a fixed number of CSCallocations 14,000 officers vs. 1,000 allocations). Eligiblepopulat ions for this year s board were smaller, andwill be for all future selection boards, and thereforewill receive a higher proportion of CSC allocationsthan under the past system. In order to preserve yeargroup equity, selection boards will receive guidanceon the minimum number of officers who should beselected from each year group on an annual basis.This year the eligible population consisted of all captains(P) and serving majors through year group 68, minusprevious selectees, attendees or declinees. Futureboards will only consider officers who have less than14 years active federal commissioned service.In the future, each year group will be consideredfor CSC during a 4-year eligibility period. Strengthprojections indicate that at least 50 percent of aneligible year group can now expect to attend residentCSC instruction; the former system allowed only 40to 45 percent of the eligible population. Nonselecteesby 14 YOS won t be considered for resident CSC.

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VIEWS FROM RE DERS

Editor:Request the enclosed listing of Missouri ARNG aviation facilities and unitsbe published in the U S rmy AviationDigestJefferson CityArmy Aviation Support Facility(Airfield Operations)1717 Industr ial DriveJefferson City, MO 65101Comm: (314)751-2321 Ext 237/ 238AV: 631-3730867th Medical Detachment1717 Industrial DriveJefferson City, MO 65101Comm: 314) 751-2321 Ext 277AV: 631-3730 Ext 277868th Medical Detachment1717 Industr ial DriveJefferson City, MO 65101Comm: 314) 751-2321 Ext 277A V: 631-3730 Ext 277Det 1, HHC , 135th Engineer Group1717 Industrial DriveJefferson City, MO 65101Comm: 314 ) 751-2321 Ext 277AV: 631-3730 Ext 277WarrensburgArmy Aviation Support Facility(Airfield Operations)P.O. Box 5088Whiteman AFB, MO 65305Comm: 816) 687-3612AV: 975-3612

30

Company D, 38th Aviation Battalion(ATK HEL)P.O . Box 290Warrensburg MO 64093Comm : (816) 747-6211SpringfieldArmy Aviation Flight Activity(Airfield Operations )Route 6, Box 385, Regional AirportSpringfield, MO 65803Comm: (417) 862-8552AVCRAD (l107th) (-Det 1)1400 N. FremontSpringfield , MO 65802Comm: (417) 869-2501 /2513Det 1, A VCRAD (1107th)Route 7Lebanon , MO 65536Comm: (417) 532-4381HHD, 142d Transportation Battalion(Aircraft Maintenance)1400 N. FremontSpringfield, MO 65802Comm: (417 ) 869-6341l106th Trans Co (A VIM) (-Det 11400 N. FremontSpringfield, MO 65802Comm : 4 17) 869-6341Det 1, l106th Trans Co (A VIM)409 W. Locust StreetAurora, MO 65605Comm : (41 7) 678-3568

COL Willard L BeanState Aviation OfficerMissouri National Guard

Editor:Reques t the enclosed listing of ArmyA viation National Guard units from theState of Washington be published inthe U S rmy Aviation DigestTacoma Gray AAF)Attack Helicopter Troop -), 116th ACCamp MurrayTacoma W A 98430Comm: (206) 964-6410AV: 355-7410Seattle81st Inf Bde , Avn Section1601 West Armory WaySeattle, W A 98119Comm: (206) 464-6161AV: 941-3496Spokane841st Med Det (AA)P.O. Box 19069Spokane Int I AirportSpokane , W A 99219Comm: (509) 458-5405A V: 820-7405

LTC Timothy M. FlynnState Army Aviation OfficerWashington National Guard

he Aviation Digest has carriedIhtingsof Anny Aviadon Nadonal Guardunits in Illinois, Iowa, Kentucky, Min-nesota, New York, Pennsylvania, SouthCarolina, Texas and Wisconsin. Also ,a list of Reserve units, by state, is avail-a b l ~ he Digest will be happy to pub-lish listings of other National Guardunits not previously printed.



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Editor:I recently saw the second article inthe series Forty Years of Army A viation and would like a copy of thecomplete series. I served as an airobserver in World War II, liaison pilotin 1945, Army aviator in 1950 and seniorArmy aviator in 1954. I was retired in1961 and have continued to work forthe Army (including active duty from1966 to 1968 as an Army aviator).

Additionally, is there a way to get aMaster Army Aviator rating now thatthe instrument/ weather minimums havebeen reduced? James W. AbbettLawton, OK

There are no provisions for peoplewho retired before 1 June 1981 to obtaina retroactive Master Army A viatorrating.

Editor:Please add the Little Rock District,Army Corps of Engineers, to yourmailing list.

Karen K. JohnsonAssistant PAOLittle Rock DistrictCorps of EngineersLittle Rock, AR Distribution of the A v ation Digest ishandled through pinpoint distribution.t wUl be necessary for you to submitDA Form 12-5 in accordance withinstructionson tbat form to star t receiving tbe magazine.

Editor:In reference to the article, TheMICOM Pledge: A Good WeaponToday, A Better One Tomorrow, which

a ppeared in the May 1981 i ~ s u of t h ~A viation Digest t was rather disconcerting to see the fruits of our effortspresented in a manner which did notacknowledge those of us responsibleior the original concept and development of the mast-mounted sight (MMS).While every word in the paragraph on

the MMS is true, the facts are that thisproject began at Frankford Arsenal,P A, in 1976 and was transferred to theU.S. Army Armament Research andDevelopment Command (ARRADCOM)along with the personnel, following theclosing of Frankford.The pictured MMS was developedsolely at ARRADCOM and in the opinion of the undersigned the omission ofthese facts imply otherwise.

Kennard Raisner, Project EngineerThomas W. Peters, EngineerAnthony LaCosta, EngineerJames A. Connolly, Test EngineerU.S. Army Armament Research andDevelopment CommandDover, NJ

Editor:The June article by BG Ford, Grasshoppers, was one of the best writtenpieces I have seen in your magazine. Inaddi tion to the high quality writing skillhe displayed in portraying the birth ofArmy Aviation, another theme is described which is still current-40 years later.t is important to extract from hisexcellent article the fact that ArmyA viation owes its existence to branchproponency.As BG Ford describes, it was vitallyimportant that the capabilities of theaviation machine be tied directly to themission of artillery in order to ensureresponsive fires. To do this, the aviationcapability had to be decentralized awayfrom the Army Air Corps- the traditional operator in the flying domain and down to the artillery units. Thetraining by BG Ford, the close workingrelationship with the artillery units andtotal mission orientation proved to besuccessful.

Today, however, we again find acentralization of aviation capabilitiesaway from the branch and mission usersof its capabilities. As he described 41years ago, aviation is now allotted tosubordinate units on a mission-by-missionbasis from centralized assets. We havepilots and an aviation specialty. Wehave a steady questioning of missionproponency. The child which broke

away 40 years ago is growing to bemore like the parent he broke awayfrom. Where is the BG Ford to breakthe holt that is being made now?

Editor:

MAJ William V. ChiaramonteU.S. Army Concepts AnalysisAgencyBethesda, MD

I read Betty J. Goodson's articleVictory in Air-to-Air Combat, theMarine Corps Way with great interestin the July 1982 issue of u s rmyA viation DigestIn the 1969170 timeframe, Air Test

and Evaluation Squadron Four (VX-4)at NAS Point Mugu, CA, conducted aJoint USN / USA evaluation, called Project Strawman, of figh ter airplanes vs.helicopters. The USA Cobra helicopterswere from Ft. Ord, CA, and led by aMajor Hirch (sic). As chief projectsofficer at VX-4, I led the fighter team.A joint report was written and is probablyburied somewhere at VX-4 or OPTEVFOR. (Too bad we have to continuereinventing the wheel.)In any case, the conclusions werethe same as those noted by MajorGoodwin and Major Wojtasck (page617). f the helicopter pilot sees thefighter, then there is little chance ofthe fighter getting a solid (guns ormissiles) shot. We concluded that thehelicopter could easily evade (read-keepout of the fighter's weapons envelope),hide, or in many cases, get a highdeflection passing shot at the fighter.We also noted that if the helicopterpilot had an AIM-9 (series) weapon(launcher on skids) available, he could:1) get a valid shot; 2) scare hell out ofthe fighter; 3) scare hell out of himself:4) all of the above.One of the side bennies of Strawman was the fighter (F-4/F-8), Cobracross training. Both teams gained greatrespect for the other guy's capabilitiesand problems by flying in the other'smachine.

CPT F. S. Teague, USNChief, Current OperationsCINCPACCamp H. M. Smith, HI

Articles from the A vI tlon DIg requested in these letters have been mailed. Readers can obtain copies of materialprinted in any issue by writing to: Editor U S rmyAviation Dlg P.O. Drawer P Ft. Rucker AL 36362

NOVEMBER 1982 31


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REPORTING FIN LLateNews From rmy viation ctivities

FROM FORT RU KER

New publications. Two new field manuals areexpected to be available in early 1983: FM1-301, Aeromedical Training for Flight Personnel, superseding TC 1-20; and FM 1-202, Environmental Flight, superseding TCs 1-10, 1-12and 1-13.FM 1-301 will provide aircrewmembers withinformation on effects of the flight environmentand will assist commanders and flight surgeonsin conducting aeromedical training . Topics covered in the manual include altitude physiology,oxygen equipment and cabin pressurization,G-forces, stress and fatigue, toxic hazards, temperature extremes, noise, vision problems andspatial disorientation illusions.FM 1-202 will help crewmembers completemissions under such varying environmentalconditions as desert, jungle, mountain and coldweather. Topics included are human and environmental factors, flying techniques, survival information and a recommended training program foreach addressed environment.(OTO POC: 1 ~ 3 0 1 Campbell, AV 558-7113;1-202, Sharpe, AV 558-3801Winning Writer. Raymond P. Johnson, an airsafety specialist with the Army Safety Centersince 1963, won the viation Digest monthlywriting award in July for his article When WillWe Learn About Mountain Flying?Mr. Johnson, who was an Army aviator from1942 to 1962, said his purpose was to tell aviatorssome of the lessons they must learn to fly safelyat high altitudes.I hope the article helps; some instructor pilotshave told me I've probably saved some lives,Mr. Johnson said. (USAAVNC PAO)

3

A New Way to Fly. Some AH-1 S Cobra pilotsare being taught to fly their helicopters, from liftoff to touchdown, while under the hood and unableto see outside the cockpit by natural means.

They are participants in the Apache FlightTraining Infrared Piloting System (AFTIPS) Assessment Program being conducted by the rmyAviation Board. It is designed to be used todetermine the adequacy of the planned trainingprogram for the AFTIPS, which is scheduled tobe incorporated on the AH-64.The system includes a helmet display unit thatallows the pilot to see a video image of the outsideworld as interpreted by infrared radiation. Theimage can be seen only with the right eye, leavingthe wearer's left eye free to view instrumentsand other objects inside the cockpit.(Kontos, AVN BO)

Annual Conference. The third annual Army Aviation Policy Committee Meeting/Training Symposium was held 15 to 19 November with about150 representatives of all major Army commandsand Department of the Army staff agencies attending.They were welcomed to the U. S. Army AviationCenter by its commander, Major General Carl H.McNair Jr . The Training Symposium began Monday morning and ended at noon Wednesday,and the Policy Committee convened Wednesdayafternoon and adjourned Friday noon.Opening remarks for the two separate butinterfacing conferences were made by BrigadierGeneral John M. Kirk, director of training, Officeof the Deputy Ch ief of Staff for Operations andPlans, Department of the Army. He said hisobjective is to get the time, money, people andequipment needed to enable aviation training tobe as effective as possible. An area that needsspecial attention he said, is training resource

u.s. ARMY AVIATION DIGEST


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Ghostriders. Aviators of D Company, 229th Attack Helicopter Battalion at Ft. Rucker, AL,take off for Camp Blanding, FL, for a week of annual gunnery training. There were 7 AH-1SCobras used in the training exercise, as well as 8 OH-58 Kiowas and 3 UH-1 Hueys. The exercisewas the first time an attack helicopter un it had undergone that type of training, using the entire ..... ~company at Blanding for team qualification

management, which will make training at all levelseasier than i t is today.Keynote speaker was Lieutenant General JuliusW. Becton Jr., deputy commander for training,Army Training and Doctrine Command, Ft. Monroe, VA. Army Aviation's place as an essentialmultiplier of combat power for the combinedarms team was further ensured, he noted, by theoutcome of the Army Aviation Systems ProgramReview held at Ft. Rucker in March 1982.The scope and the force of the training issueof the SPR go right to the heart of the Army'scapability to win the next war, and the wholeforce structure will be improved as the result ofrecommendations flowing from the SPR, he said.General Becton added that

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