Army Aviation Digest - Nov 1988

7/28/2019 Army Aviation Digest - Nov 1988

1/48

Professional Bulletin 1-88-11Distribution Restriction: The publication approved for public release. Distribution is unlimited.


2/48

PROFESSIONAL BULLETIN

1 The Warrant Officer Training System InEllis D. Parker2 Flight Present and Future, Ms. Wille E.5 Army Aviation Flight Simulator UUI - " f ! I l I t : . Mr. Hubert Pate9 Simulator Sickness or I'm OK, You're It's theSimulator That's Different, MAJ John MDMAJ (P) Daniel W. Gower Jr.12 MUL TISIM, Bob Monette18 PEARL'S19 "Above the Best, W. Ph.D.27 The Flight Surgeon .. Then and Now, CPTCraig28 ATC Focus: U.S. Army NationalComponent Air Traffic Control Units,Brown R.30 DES Report to the Field: Enlisted Aerial Observer andField Artillery Aerial Observer Training, HowardAnderson32 Aviation Personnel Notes: Army Astronaut CandidateProgram; Aviators Recognized as Associate Members ofthe Military Intelligence Corps; Eligibi lity fo r British StaffCollege; ADSO of Officers; Aviation Field GradeRefresher Course UUUG I . C

34 Delaware Aviators " " U U U ~ U O I West Point CadetTraining Prr,nrl:lm H. Morris36 Cobra Gold Todd Perkins38 AH-64, A Total SVI;telm for Battle, Lewis J45 Views From ReadersInside Back Cover: USAASO Pilot/ControllerCover: "Flight Present and Future"introduces this month's theme on flight simulators. Thelead article, "Army Aviation Flight Simulator UUUftlLCtraces the evolution of flight simulator at theArmy Aviation Center and begins on page 5.

19


3/48

D. Parker

ON 7 JUNE 1988, I was pleased to see the first masterofficer (MWO) selection list announced by Head

of the Army (HQDA). That actionof the new Warrant Officer

is the key to ourof training for

Entry and technical or tactical certification trainingrequired before appointment as a warrant officer. This

is taught in two phases. Phase I, the entry course ,6 weeks of training conducted in a high-stress environ

,of the course was changed to Warrant Officer

completion of the enor WOCS, the aviation candidate remains at

OS) branch proponent for Phaseis followed by an appointment to warrant of

WI and W2 level in those"WO" on the authorization documents.

The Warrant Officer Advanced Course (WOAC) has

fiscal year 1988. Initially, there may be little difference

NOVEMBER 1988

between the old WOAC and the new SWOTC. Either isrequired to qualify a warrant officer to serve at the W3and W4 level in those positions coded "SW" onauthorization documents.

The Master Warrant Officer Training Course is being implemented by phases. Phase I is a lead-in correspondence course that refreshes and updates the studenton common core skills and knowledges. Phase I was implemented in June 1988, after release of the first MWOselection list. Phase II is a resident, MOS-nonspecificcourse. The first class was enrolled at Ft.. Rucker inSeptember 1988. Graduation and appointment of the firstMWOs will occur on 9 December 1988. Phase III, whendeveloped, will be MOS-specific training that the MOSproponent requires to prepare the MWO to perform atthe highest levels of his or her MOS. Selection for MWOwill be made only by an HQDA board. Once selected andtrained , the newly appointed MWO will be assigned topositions coded " MW" on authorization documents. UntilW5 is authorized by a change of public law, MW4s willbe designated and assigned to master warrant positions.

These are exciting times for the Army warrant officer,with long-needed changes being made almost daily. TheArmy's leadership was recently briefed on the Total Warrant Officer System. That briefing included the legislativepackage currently being staffed through Department ofDefense to place into law such features as W5 that cannot be implemented by policy.

We at Ft. Rucker are proud to be on the leading edgeof this dynamic period. Ft. Rucker is rapidly becomingthe home of the Army warrant officer, as well as the longrecognized home of the aviation warrant officer.

1


4/48

"Even the most apt pupil is certain to find himself in difficulties at some time or another during hiprobation, and owing to lack of skill the machine is necessarily sacrificed to save his life, or at leastto prevent a serious accident. The invention, therefore, of a device which will enable the novice toobtain a clear conception of the workings of the control of an aeroplane, and of the conditionsexistent in the air, without any risk personally or otherwise, is to be welcomed without a doubt. .. . "

Ms. Wille E. GarrettStaff Writer

The opinions expressed in this article are those of the authorand do not necessarily reflect the views of anyDepartment of Defense Agency.

~ o M THE DAYS of the Sanders' Teacher, theEardly-Billing Oscillator and the first blue canoe, to theAH-64 Apache combat mission simulator (eMS) and the

2

Flight InternationaDecember 10, 191

new flight simulators (FSs) for future Light HelicopteExperimental aircraft, FS technology has excelled in iquest to replicate' the real thing."

First, what is an FS? An FS is a ground-based trainindevice that looks and acts like an actual aircraft as far acockpit layout, visual scenery, motion cueing, control input, response and flight physiological sensation. FSs arused in the classroom to fulfill training requirements iprocedures and flight instruments for use in actual flighFSs are designed to teach students how to execute approaches and landings, hoverings, autorotations, radicommunications, takeoffs, emergency procedures, navigation and flight maneuvers. FSs are equipped with an arraof highly technical systems to include computer, lase

u.s. ARMY AVIATION DIGES


5/48

visual, digital, radar warning device and weapons systems.FSs are descendants of trainers. Trainers fall into twocategories: procedural trainers and rotary wing or fixedwing synthetic flight trainers.

Instructors use procedural trainers , the first category,to train the student in cockpit procedures (not flight procedures) and to portray limited flight characteristics whileremaining stationary. These trainers teach students thoseprocedures unique to a specific aircraft and how to prestart, start, runup, engage the rotor, shutdown the engineand perform different emergency procedures.

The second category of trainers, the synthetic instrument flight trainer (rotary wing), pitches, rolls and yawsin response to the controls. These trainers simulate climb ,descent and bank, and teach the student to follow imaginary airways on the gauges. Flight instruments respondto cyclic, antitorque and power, and portray the attitudeof the helicopter. Presently, the Army has 49 rotary wingand no fixed wing synthetic instrument flight trainers.A study of the history of flight simulation reveals thatthe idea of flight simulation dates as far back as 1910 withthe invention of the Sanders' Teacher and the EardlyBilling Oscillator, two of the first flight trainers.

Nineteen years later, in 1929, stimulated by the desireto save money, Edwin Albert Link invented the first successful flight trainer, "the pilot-maker." However, because funds were not available, the U.S. Army Air Corpsdid not receive its first version of this flight trainer, theLink Model "A," until 1934.

Driven by the same desire to save costs that persuadedEd Link to develop the pilot-maker, Army Aviationrecognized the critical need to employ FSs as a costeffective means to train aviators and, most important, tosave lives. Thus, Army Aviation and flight simulation areby no means "strange bedfellows." Their relationshipbegan in 1956 when the U.S. Army Aviation School, Ft.Rucker, AL, received its first 1CA 1 Link trainer. Sometimes dubbed the blue canoe, the "blue box" and lessfavorably the "idiot box," the 1CA1 paved the way forthe generation of more sophisticated helicopter simulatorsused at the school today.

In the mid-1960s, the school initiated a qualitativemateriel requirement to develop a synthetic flight training system (SFTS). The SFTS represents a family of FSs.The approval of this requirement led to the purchase andlater delivery of the first UH-1 Huey synthetic flight instrument trainer to the school in 1969. The SFTS groupof FSs continues to advance in simulator technology. The

NOVEMBER 1988

.>


6/48

SFTS fielding sites.QJJ [X]olJ fFlight SimulatorsTotal: 22 Systems

FIELDINGLOCATIONS DATESFt. Rucker, AL Dec 69-Apr 83

(8 Systems)Ft. Lewis, WA 14 Jun 76Ft. Ord, CA 24 Mar 78Ft. Riley, KS 14 Jul 77Ft. Hood, TX 7 Mar 77Ft. Knox, KY 12 Nov 77Ft. Campbell, KY 15 Mar 75Ft. Stewart, GA 15 Oct 76Ft. Bragg, NC 10 Dec 76Ft. Belvoir, VA 27 Sep 78Ft. Sill, OK 26 Jul 78Ft. Indiantown 15 Sep 77Gap, PA (USAR)Hanau, Germany 18 Jul 75Seoul, Korea 20 May 88Ft. Shafter, HI 13 Aug 76

QJJ[X]o@@ FS ~Total: 18 Systems

FIELDINGLOCATIONS DATESFt. Rucker, AL 9 Jul 87

18 Dec 87Ft. Bragg, NC Oct 88Ft. Carson, CO Jun 90Ft. Campbell, KY 28 Mar 88

26 May 88Ft. Hood, TX Feb 89Ft. Lewis, WA Aug 88Ft. Ord, CA Aug 89Ft. Riley, KS Apr 90Ft. Stewart, GA Dec 89USAARL, Ft. Dec 88Rucker, ALFt. Richardson, Oct 89AKHanau, Germany 25 Sep 87lIIesheim, 10 Feb 88GermanySeoul, Korea Mar 89

Feb 90Ft. Shafter, HI Jun 89

4

[ X J D ~ ' f f [ Q ) Jii.Flight SimulatorsTotal: 6 Systems

FIELDINGLOCATIONS DATESFt. Rucker, AL 23 Oct 77Ft. Campbell, KY 23 Nov 87Ft. Lewis, WA 8 May 87Ft. Hood, TX 24 Jun 88Camp Humphreys, Nov 88KoreaMannhelm, 27 May 88Germany

& [X]olJ FWS ~Total: 9 SystemsFIELDINGLOCATIONS DATES

Ft. Rucker, AL 23 Nov 8420 May 88

Ft. Campbell, KY 21 Dec 84Ft. Hood, TX 15 May 84Ft. Lewis, WA 17 Sep 85Marana, AZ 28 Apr 88(ARNG)Ft. Indiantown 16 Jun 88

Gap, PA (ARNG)lIIeshelm,Germany 15 Apr 85Hanau, Germany 15 Aug 84

[ } { ] D @ ~ ~MSTotal: 7 SystemsFIELDINGLOCATIONS DATES

Ft. Rucker, AL 15 Sep 86Ft. Hood, TX 10 Oct 86Ft. Bragg, NC 21 Apr 88Ft. Campbell, KY 4 Mar 88Hanau, Germany Jan 90lIIesheim, 8 Jan 88GermanyWeisbaden, Sep 91Germany

achievements of FSs include the first high-resolution, fullcolor television visual system; the first advanced weapons delivery simulator; the only laser image generator;multiple cockpit simulation networking; and the firstcomputer-generated visual system that provides nap-ofthe-earth capability.

At present, the five advanced technology simulatorsystems in the SFTS family are the UH-IH FS, theCH-47D Chinook FS, the AH-IS Cobra flight and weapons simulator (FWS), the UH-60A Black Hawk FS andthe AH-64A CMS. The AH-64A CMS was the first CMS.Besides being the first CMS, the AH-64A CMS has thedistinction of being the first training device ever to receivethe Order of Daedalians Award as "Weapons System ofthe Year-1985."

The future MH-47E Chinook and MH-60K Black HawkCMSs will simulate their designated helicopters. Thesetwo simulators are derivatives of the CH-47D and UH-60A FSs. They will be the first ones that the Army procures for the Special Operations Forces , and are expectedto be fielded at the U.S. Army Aviation Center in 1991.

This issue of the Aviation Digest includes an accountof these highly sophisticated, state-of-the-art FSs thatmake up the current fleet of Army Aviation FS systemsSee "Army Aviation Flight Simulator Update ," beginning on page 5. In this article , the author briefly tracesthe evolution of FSs; looks at future FS systems; anddiscusses aviation training course integration , cost avoidance and Armywide fielding (figure at left) of these training devices.

To present both pros and cons of flight simulation ,"Simulator Sickness or I'm OK, You're OK, It's theSimulator That 's Different" appears on page 9 . Occasional simulator sickness is a small price to pay for thechance to train safely for flight in the actual aircraft.

In "MULTISIM," beginning on page 12 , the authordiscusses a new concept on flight simulators. In July 1988Link Flight Simulation Corporation , Binghamton , NYnetworked an AH -64A CMS , two UH -60 FSs and anAH-IS FWS to demonstrate the MULTISIM concept atFt. Rucker. The author 's research shows that by integrating existing and near-future devices , many trainingobjectives for procedural and synthetic flight trainers thatcould enhance safety in the air can be achieved in a costeffective manner.

A list of the SFTS articles previously published in theAviation Digest (see page II ) completes this overview ofpast, present and future flight simulator systems.

U.S. ARMY AVIATION DIGEST


7/48

~ C T I C E IS preparation forperformance. The old cliche "practicemake perfect" is not true. The truthis that practice makes permanent. Weperform as we practice. The qualityof performance depends on the practice that resulted in thi performance.For U.S. Army Aviation to accomplish it mission, training programsmust be developed and conducted.The training program must providerealistic training situation that requireaircrews to train and practice taskneeded for mis ion performance. Aircrew training in the aircraft i very expensive. Many tasks cannot be trained

NOVEMBER 1988

Army Aviation

in the aircraft because of afety con-ideration , ammunition costs, lack of

adequate firing ranges and the lack ofeye- afe lasers. State-of-the-art technology is now being u ed to providea solution to the problem of producing required training. Army Aviationis now using a suite of flight imulators that replicate the aircraft in design and performance characteristicsin every respect. These simulators notonly provide effective training, buttrain at about one-third of the aircrafttraining costs.

The present fleet of U. S. Armyflight imulators consists of the UH-l

Mr. Hubert PateDirectorate of Training and Doctrine

U.S. Army Aviation CenterFort Rucker, AL

synthetic flight training system (SFfS),CH-47D flight simulator (FS), AH-lflight and weapons simulator (FWS),UH -60 FS and the AH -64 combatmission simulator (CMS). Simulatorsfor scout aircraft and team training areprogramed for the future.The pioneer and workhor e of theflight simulator fleet is the UH-lSFTS. This system wa first fieldedat the U.S. Army Aviation Center, Ft.Rucker, AL, in fiscal year (FY) 1971.There are 22 systems now strategically located throughout the U.S. Army.Each system consists of four cockpitsoperated through a central instructor

5


8/48

r ~r ........fit.,. .4- '_ .__ .. _

console, enabling four crews to trainsimultaneously on a single device.

Developed and used as an in trument procedures trainer, the SFTS hasbeen the basic foundation of the ArmyAviation instrument program. Aviators now receive initial and continuation in trument training in the device.Twenty-eight of the 41 critical ta kcan be trained effectively in the device. At the Aviation Center, it is usedin three training courses: the InitialEntry Rotary Wing Aviator Course,the Rotary Wing Aviator RefresherTraining Course and the Rotary WingIn trument Flight Examiner Course.In addition, aviators as igned to theAviation Center fly the SFTS for sustainment training. Compared to aircraft operation cost, use of the SFTSat the Aviation Center results in atraining cost avoidance in excess of$50 million annually.

In the field, UH-l aviators and otheraviators with primary aircraft forwhich there is no flight simulatoravailable receive continuation and instrument training in the SFTS. Ba ed

6

on aviator density and aircrew training manual requi rements, thi resultsin a training cost avoidance in excessof$41 million annually. As the UH-Iis phased out by force modernizationattack aircraft in the field, and trans-

ferred to U. S. Army Reserve Ccmponents, SFTS training requirementswill hift accordingly.

A feasibility project i presentlyunderway to address the possibility ofreplacing the SFTS computers andsplitting the four cockpit configurations into two cockpit configurations.A UH-l FS requirement study isunderway to determine a redistribution plan to better meet Active Armyand Reserve Component needs. Thisproject is cheduled for completion inFY 1990 and could result in a face lifand new life for these aging devices.

The number two flight imulatorfielded by the Army was the CH-47C.This simulator was al 0 the fir equipped with a visual sy tern. Originally four C model imulator werefielded, followed by two D modesimulators. Now that the C model aircraft are being replaced by D models,the four C model simulators have beenupgraded to the D model configuration.

The fir t device was fielded at theAviation Center in FY 1977. The



9/48


10/48

the aircraft. The production modelsnow being fielded .replicate the aircraftin every respect. The UH-60 FS isused for qualification training at theA viation Center and continuation andsustainment training in the field. It iscapable of training 76 of the 76 UH-60critical flight tasks. The annual Avia-

8

tion Center training cost avoidance exceeds $10 million annually. Whenfielding is complete, the field trainingcost avoidance will exceed $121million annually.The latest and most advanced ArmyAviation FS is the AH-64 CMS. Thisdevice consists of two elements, a

pilot's station and a gunner's stationallowing each to provide individutraining or linkup and crew trainingThrough computer generation interative threat, the CMS provides training under realistic simulated combconditions.Seven CMSs were originally programed. Five have been fielded tdate. Requirements for additional devices are being developed to suppothe increase in AH -64 aircraft for th1988 Army Aviation ModernizatioPlan. All AH-64 combat skills training is conducted in the eMS. At thA viation Center, the device is used foaircraft qualification training, whicresults in a training co t avoidance iexcess of $13 million. In the field, thdevice i used for continuation ansustainment training, which results ian annual training cost avoidance iexcess of $117 million annually.ammunition cost were included, thescost avoidance figures would be muchigher.

The flight simulators now in thfield and cheduled for fielding wiundergo updates to keep them currenwith the aircraft they support. Stateof-the-art simulator technology will bused to provide the most effectivtraining at the lowest possible cost iall cases. In addition, flight simulatorwill be fielded concurrent with newaircraft systems added to the inventory. Devices to support the LighHelicopter Experimental are now ithe planning stage. Plans for networking simulators for training as a member of the combined arms team aralso in the advanced developmentastage. This approach i a revolutionary innovation and will provide training that has not been possible to dateAs stated, training is the key to successful performance. The technologof today and tomorrow must be useto provide Army aviators the knowledge and skills necessary to fight anwin on the next battlefield . ..

u.s. ARMY AVIATION DIGEST


11/48

rent

U . I NK BACK TO your first experience in amodern flight simulator with a visual display-did youhave any symptoms of motion sickness? Be honest now.Have you ever had' flashbacks" or sensations of beingin the simulator hours after the period is over? Tell thetruth. If you have experienced similar problems in flightsimulators, you 're not alone. What you are experiencingis called "simulator sickness" or "sim sickness" forshort. It has been a topic of research for almost threedecades. The syndrome is of concern to simulator designers and users, including simulator developers , flightinstructors, flight urgeons, physiologists, commanders,safety personnel and of course, you-the pilot.

So, what is sim sickness? The symptoms of sim sicknessare very similar to motion sickness. More than simple motion sickness, sim sickness refers to all the adverse symptoms that have been reported by flight crews during, ormore important, after sessions in flight simulators. Commonly reported sensations include general discomfort,nausea, headache, dizziness and eye strain. On a relativelyfew occasions, vomiting has been reported. Pilots have

NOVEMBER 1988

reported aftereffects of the simulator, usually sensationsof illusory movement, several hours after the simulatorperiod. Such flashbacks have been reported while flyingactual aircraft.

Most of the reports of sim sickness have been confinedto military technical reports, and have not enjoyed muchpublic circulation. In 1983 a tri-Service symposium onsimulator sickness was convened at The Naval Postgraduate School in Monterey, CA, to review the syndromeand its potential implications for flight training and safety. In 1957 Havron and Butler published the first reportof sim sickness. The report was based on their experiencein the U.S. Navy's 2-FH-2 Hovering and AutorotationTrainer. They found that 77 percent of the pilots usingthe simulator had some adverse symptoms. Over the ensuing years, reports of sim sickness have come from theU.S. Army, Air Force, Navy and Marine Corps, as wellas allied air forces. Both fixed and rotary wing simulatorshave been implicated, and incidences of between 10 percent and 88 percent have been reported. In 1985 in theAH-l flight weapons simulator at Hanau Army Airfield,West Germany, Major Crowley found that 40 percent ofpilots experienced sim sickness. In a more recent (1987)study, in the AH-64 combat mission simulator (CMS),Major Gower documented a 44-percent incidence rate ofsim sickness symptoms.

Why is sim sickness important? Three primary concernswith sim sickness go beyond the nausea and discomfortassociated with it. Each of these concerns impact the purpose of the use of simulators in the military aviation training program. The first concern is that of safety and health.Primarily, the aftereffects of sim sickness have been foundto appear or reappear for up to 10 hours after exiting thesimulator. These effects range from dizziness, to nausea,ataxia and blurred vision. All of these pose the potentialfor on-the-ground and in-flight mishaps. Second, a potential for reduced simulator usage and effectiveness existsbecause of the discomfort experienced during simulatorsessions. Pilots who become dizzy, nauseated and generally uncomfortable in the simulator are felt to avoid usingthe system to its fullest.

The symptoms also may interfere with learning andcreate negative transfer of learning between the simulatorand the aircraft. Should pilots have to alter their modeof operation in the aircraft to operate the simulation, i.e.,reducing head movement, they then develop habits thatreduce their effectiveness in actual flight. This reducesthe simulator's maximum benefit as a training device andthwarts the benefit gained from simulation.

Finally, as a result of previous research, recommendations have been made to restrict aviators' participation in

9


12/48


13/48


14/48

illustration by Robert C. Sloan courtesy of link Flight Simulatio

How to fly a realistic, combined team, combat mission with today's devices

CW4 Bob MonetteD Company, 1114th Aviation Regiment

Aviation Training BrigadeU.S. Army Aviation Center

Ft. Rucker , AL

12

The MUL TISIM concept was demonstrated at Fort Rucker in July1988 by networking the AH-64 combat mission simulator, twoUH-60 flight simulators and the AH-1 flight and weaponssimulator. The author explores the possibilities and offers futureinnovative applications of this concept for training Army aviatorsto fight, survive and fight again.

U.S. ARMY AVIATION DIGES


15/48

~ T THE U.S. ARMY AviCenter, Ft. Rucker, AL , an op

order is briefed. The crewstheir mission from aAs the crews depart the

room, you can sense theirbut apprehensive attitudes to

the combat mission. You underconcern. It is the UH-60

Hawk crews' first mission beescorted by an AH-64 Apache.

afraid they will be unable to

The reason is the fact that theAH -64 uses both the pilot

(TADS) forn. Theare not actually at ease

They must act as a backuppart of the combatcombined team mission.

As H-hour for liftoff approaches,e AH -64 pilots make their final sysm checks, Doppler inputs and fire

computer (FCC) updates. Thethe forward arming and refueling

(FARP) 15 minutes earlier andcorridor north while

the two UH -60s to theirzone (PZ).Upon liftoff and departure of the

ARP, the light attack team contactsfor a situation update. The

another reconr defense artillery (ADA) site northf their first objective, the drop zone

The Apache team lead rogersThe Apache lead then

and informsare inb9und and will call 1

ouvfor pick up and retheir s t a t u ~ . The Black Hawk

forward reconare finished load

power checkAs the attack team approaches 1 km

PZ , they call the lift eleThey receive a reply that the

Hawks will depart in 15 sec-

NOVEMBER 1988

onds. As the Apaches round somehigh ground, the departing UH-60sare acquired in TADS forward looking infrared (FLIR). The flight is announced off. Now, with the combineduse of exacting Doppler navigation,map orientation and keen ears andeyes to their APR-39s, the teammoves north to the DZ .Soon the scout is called for updatedinfonnation. The scout infonns the inbound flight of the increased possibility of the ADA site north of their DZ.The Apache team lead announces theywill slow their inbound track until thescout comes up with more detailed information. As the Black Hawk acknowledges, the scout makes a hastycall.

, Apache 20, scout 11, remote mission over."

"Scout 11, Apache 20, accept.""Roger, sighted ZSU in the open

VK8550 6920 alt 400.""One missile my code call readyand shot."As the team slows their inbound

track, the Apaches hurriedly, but withexacting accuracy, enter the grid andaltitude of the reported ZSU-23-4 intotheir FCC for target positioning of theT ADS. As the TADS is slaved to thetarget area, the crew immediately receives information for the remotemissile engagement, azimuth, rangeand launch constraints. They quicklycheck their map for the position of thescout and angular constraints are met., Scout 11, Apache 20, ready shotover."

"Roger 20, shot, laser on.""Apache 20, splash with kill; no

further radar activity in the surrounding area. Suggest you prep south edgeof DZ while inbound."

The Apache lead rogers and startspounding the south side of the DZwhile continuing the escort of theBlack Hawks. Two km out theApaches start to slow and the UH -60scontinue inbound for their troop dropoff. The DZ appears cold as theAH-64s scan the area with TADS andweapons ready. With no additional activity, the lift elements make their insertion. Upon liftoff they make a sharp

right turn and disappear from view.As the attack team circumnavigates

the DZ, the sun crests the easte rn highground. This is a pleasant relief because it marks the end of a very tasking combined team night mission. TheApache team lead calls scout 11 informing him of the completion of theescort mission. The scout had continued his maneuvering north to avisual vantage point of the northern,forward line of opposing troops.

The Apaches are cleared north to aselected battle position 4 km short ofthe scout's overwatch position. Uponarrival the scout makes a hurried call.

"Apache 20, sighted five T-80swith supporting ADA 1 km north onengagement area three. I' m moving toa better position. I'll call in position. "

Apache 20 rogers as the gunnerslaves the TADS to the preprogramedengagement area. The pilot immediately starts positioning the aircraft foralignment to support a possible rapidshot. The gunner starts scanning andlasing the area to ensure proper distance. As he scans north, he spots theadvancing threat.

"Apache 22-20 spotted armor,area three, laser out."

"Roger 20, spot tracker on yourcode. (Wing ship selected his laserspot tracker to Apache 20 's primarylaser code. The TADS will scan thearea and lock on when properly coded laser energy is intercepted.)

"20-22 have targets.""Roger 22, I'll start right to left,

you left to right. No ADA at thistime. "

As the attack team starts their rapidengagements, the scout calls that heis in position and ready to providelaser for remote HELLFIRE missileengagements. The Apaches have thearmor column under a hail of laserguided missiles and declines thescout's offer.

"Scout 11, stand fast-overwatch tothe north and advise."

"Scout 11, roger."Just as the time-of-flight messagescrolls to "0 , " the last HELLFIRE

explodes in an awesome ball of fire,destroying the last of the armor ele-

13


16/48

ment. The attack crews start scanningpast the burning hulks of metal, looking for the expected and reported trailing ADA, but to no avail. Just then-"Apache 20-bandit south bound,engagement area 3, 4 km from mylocation, my laser 's on lead.", Scout 11, roger, laser spot trackerlooking. ""Scout 11, lock on, Tally 2 Hindsready for. Remote your code.""20-negative breaking lock.""Roger 11, engaging autonomously lead Hind with HELLFIRE.""Roger 20, 11 standing fast."As the copilot/gunner (CPG) of thelead Apache lases the lead Mi-24Hind, the pilot positions the aircraftinto exact prelaunch constraints. Thefirst HELLFIRE blasts from the raila split-second later as the pilot maintains a perfectly stable platform. Thewing ship instinctively starts his prelaunch maneuvering, but the secondHind is dropping in and out of viewbecause of terrain. As the lead continues to track smoothly, the HELL

FIRE slams into the Hind. Emergingfrom the ball of fire , a twisted aircraftfalls toward the ground. Just then, ina different tone of voice-"Apache 20, scout 11 , trail Hindhas broken off and is heading my

way-I think I've been spotted.""Roger 11, we're en route-hangin there.""22-20 in outbound.", Roger 22 , right wing. "As the Apaches pull maximumpower, they are mentally calculatingthe possible position of the Hind in therolling terrain. They know the scoutis 4 km north, and is now in a dangerous position. The high ground tothe right will be used as concealment,and Doppler will measure the properdistance. As the team scans outside thecockpit, they select 30 millimeter cannons and rockets for a close encounter. As the CPGs advise of distance

14

and terrain avoidance, their calculatedturn point arrives. As the attack teamturns right, they receive a distressedcall."Scout II-taking fire from advancing Hind, am evading south.""Roger 11, have Hind in sight, amengaging. ' ,"Roger 11, still engaging. 11, Hindis breaking engagement-move to

overwatch-I'm pursuing Hind."is breaking engagement-move tooverwatch-I'm pursuing Hind."As the Hind breaks his engagementon the scout, he makes a hard left turnand disappears below rolling terrain.The attack team continues their highspeed, contour chase with weaponsready. As they crest some highground, they acquire the Hind inanother left-hand bank. The terrainwill not allow them to attempt an intercept or engagement, so they continue their pursuit.Freeze.Question: What should the attackteam do now?

Continue their northbound pursuitand be lead into a possible ADAambush? Will the Hind take advantage ofthe rolling terrain and turn for a headon engagement?These questions and more can safelyand tactically be answered.

! r i S multisimulator (MULTISIM) concept was demonstrated at Ft.Rucker between 7 and 22 July 1988,using the AH -64 combat missionsimulator (CMS), two UH-60 flightsimulators and the AH-1S Cobra flightand weapons simulator as illustratedin figure 1. (AH-IS was referred toas an AH-64 throughout the missionbecause of its visual representation ofan Apache. All flight and weapons

characteristics were that of theAH -1 S.) These devices were networked using adaptations of commercially available hardware and speciallydesigned interface and managementsoftware. The simulators were operated in a common tactical environmentincluding common database , targets,weapons effects, communications, etc.In networked operation, each of theparticipant simulators may be visually represented to the other simulatoras a friendly or threat aircraft. TheMULTISIM instructor operating fromthe Apache CMS instructor stationmakes this selection. The instructormay only change the visual and addfixed machinegun effects to the BlackHawk. Other characteristics of the individual simulators such as aerodynamics and flight sensors cannot bechanged currently, although suchchanges could be readily incorporatedin the future.Example: During the mission, theApache 22 was an AH -1 flight weapons simulator. It was visually presented as an AH-64 , but all aerodynamicsand weapons capabilities were that ofthe Cobra. Also the Black Hawks usedfor the troop insertion later wererepresented visually as the Hinds, withfixed machinegun capabilities. Seefigure 2.The MULTISIM instructor controlshostile activity of the inserted automated targets. These targets respondappropriately depending on whetherthe participant simulator is friend orfoe. The AH-64 CMS threat algorithmreacts to each participant simulator(and combination of simulators) andcauses targets (both friendly andthreat) to engage the nearest foe. Thealgorithm also provides for coordinated operation of the APR -39 radarwarning receivers on the individualsimulators.The AH-64 threat algorithm provides realistic interactive threats for



17/48

FIGURE 1: Initial Networking Proof-of-Concept Approach

UH-60BLACKHAWKUH-60BLACKHAWK

I

AH-64APACHE

FIGURE 2: Variable-Visual Capabilities of Each Networked Simulator.

NOVEMBER 1988

developing tactical decisionmakingskills. This feature, coupled with thehigh-fidelity CMS systems simulations, is the heart of the combat mission simulator. Adaptations of theAH-64 threat algorithm to respond toall MULTISIM participants are an example of how networking can enhancethe capability of lower fidelitysimulators.The prototype MULTISIM networkrequires separate operators for each ofthe participant simulators to providebasic control functions, such as initialconditions, freeze, edit, etc. Furtherresearch into battle control stationcould consider single point control aswell as scoring displays and record

playback for proper debrief andmission review. The networked participants have a direct intercommunication system (ICS), allowing allparticipants and instructors to communicate. The ICS tie can be physically removed to isolate friendly and 'enemy participants. The Apache

AH-1COBRA

15


18/48

maintenance communication systemwas extended and is used to allowprivate conversations between instructors.Visual repeater monitors would provide for on-the-floor or remote observation of networking operation. Threeout-the-window monitors (one repeating the front window of each participant) and two sensor monitors(Apache TADS and Cobra telescopicsight unit) are provided. The networked system operates on a common32- by 40-km visual database, whichis identical to the current ApacheCMS visual database.The Need for Full Fidelity.Simulators and training devices atvaried levels of sophistication could benetworked to support some degree ofteam and interactive training. Generally, the level of device and networkcomplexity determines the numberand complexity of the training objectives that can be supported.Today's state-of-the-art helicoptershave widely varying flight characteristics and highly individualized operational complexities. To survive in ahostile threat environment, aviationcrews must fully exploit the specificaerodynamic and tactical capabilitiesof their aircraft, avionics, weapon andappropriate subsystems, whether the

~ .~' i t i M g ; W ( ~ ~ i . q . l }4)1 ;"J.,f*'fMjq.;i.1\,,.lA1if.)iljtf.'t"!fl'i'i.f.";'1;f'COCKPIT PROCEDURES TRAINERS

PA R T T ASK T R A I N E R SCLASSROOM TRAINERS

FIGURE 3: Training Device Hierarchy.

16

crews are operating autonomously oras a member of an attack team. Accordingly, high-level aviation teamand counterair training requires theuse of full-fidelity devices such as theAH-64 CMS to impose a realisticcombat workload on the crews. Bynetworking full-fidelity simulators, anew level could be added to the training hierarchy as illustrated in figure 3.Possible requirements to networkfull-fidelity simulators for advancedaviator training do not preclude, butin fact assume, the use of lower fidelity devices to support and enhance thetraining environment created by suchnetworking. Recent networking approaches have used selective-fidelitysimulations successfully to provideteam training for armor crews. Thedesigns were developed based on: The low transition rates andlirllited maneuverability inherent to armored vehicles. The specific training objectivesassociated with the crew tasks involved.

A system environment significantly less complex than that of today's attack helicopter.In the future, interactive trainingsystems could ensure different networking technologies supplementingeach other. For example, aviatorcrews could train in full-scale devicesin conjunction with armor crews training in selective-fidelity devices. Additional selective-fidelity devices alsocould be networked to represent airdefense units. Each device could bedesigned to support the needs of therespective crews.Impact of MULTISIM Trainingand Research.The application of MULTISIMcould add significantly to the value ofsimulators used to train Army aviators. The MULTISIM concept allowsfor important individual training butoffers the opportunity for expansion

to the entire combined arms area. Asthe aircraft employed for modern warfighting become more complex, missions also become more complexwhich in turn requires more complexand detailed training. These missionwill require untold teamwork withscouts, lift, ground elements, the U.SAir Force and more. This development of team combat skills could beaccomplished with MUL TISIM in acost-effective way using existing andnear-future devices. This is particularly important with training dollars becoming tighter and the machinery owarfighting costing more to operateThis does not mean that all tacticatraining needs to be accomplished insimulator networks. Many importantraining objectives, however, can beachieved in such a network. In addition, networks of full-fidelity simulators represent a unique and valuableresource for supporting research inteam training.Networking allows for team combined skills training. The section leaders, platoon leaders, companycommanders and battalion commanders are directly involved in training. It expands the overall combadecisionmaking skills of an effectivefighting team. It can provide trainingin collective gunnery and many support/mixed team missions. It canallow such training to be conducted insimulated night and adverse conditionsusing a combination of advanced sensors and night vision goggles (NVG)in a safe, effective manner. Conducting this training in high-fidelity simulators against a realistic lethasimulated threat results in training thaonly could be obtained otherwise inactual wartime conditions.MULTISIM-using existing AH-64UH -60 and AH 1 S simulators-couldprovide cost-effective team missiontraining and research today. Trainingcould be provided in some difficul



19/48

nd mission critical tasks. These tasksinclude the following:Escort mission/formation flying.Depending on the unit and mission,the UH-60 may be escorted by the attack helicopter. The safety of thesimulators allows these missions to beconducted at dangerous nap-of-theearth altitude with adverse weatherconditions, NVG and/or night sensorsand hostile threat activity.Target handoff.The AH-64 with its FLIR systemprovides an excellent means of quicklyacquiring and identifying threats.Handoff of these close targets to theCobra is possible, while the AH-64concentrates on targets outside therange of the Cobra's weapon and acquisition systems.Co un erair.The new requirement for helicoptercounterair training is an excellent potential use for MULTISIM. Althoughbasic maneuvers may be taught insingle-crew simulators, advanced instruction requires combat with skilledopponents rather than against computer modeled threats. In addition,Army doctrine dictates mutual supportteams for counterair activities. Thus,training is required for 2-on-l, whichMULTISIM has today, and 2-on-2 encounters that could have been demonstrated at Ft. Rucker, but were notbecause of time constraints. Counterair training in actual aircraft is limitedseverely by safety considerations.These conditions are in such areas asallowed aircraft maneuver envelopes,aircraft-to-aircraft separation, aircraftaltitude, weapons employment and incorporation of ground threats. All ofthese limitations can be overcome withthe use of networked simulators.Research.Recently at Link Corporation inBinghamton, NY, an air-to-air missileresearch evaluation was conducted using the UH -60 in the network as amissile target. Those findings have notyet been released.During the demonstration period atFt. Rucker, a 3-day exploratory airto-air study was conducted. A multitude of information regarding acquisi-

NOVEMBER 1988

tion, evasive and employmentmaneuvering and engagement techniques was gathered for future evaluation and study. This effort demonstratedthe capabilities and potential for futuretraining and tactical studies.Future enhancements of the existingsimulators and further additions to thenetwork could provide additionaltraining and research opportunities.Included are - Scout training. Addition of ascout aircraft such as the OH-58DKiowa to the network would allow forlaser handoff, remote missile missions, NVG/FLIR sensor operationsand much more. Furthermore, theUH-60 is expected to have HELLFIRE missiles in the near future. TheOH-58D and the AH-64 will be theirlasing platforms. Training andresearch in scout attack and lift divisions interactions are virtuallyunlimited with networking. Automatic target handover system(ATHS). A THS is a complex systemlinking many team members. TheMULTISIM network is an ideal setting for training in this system. Highupdate rates of large amounts of databetween simulators require high-speedsystems normally available only withfull-fidelity simulators.

Mission rehearsal. A currentArmy requirement is for a safe, realistic and secure mission rehearsalcapability-especially in relationshipto special operations activities. An attractive solution is the employment ofnetworked simulators. These simulators could o p e r ~ t e on a database generated from Defense Mapping Agencydata and intelligence photographs,programed with threats identified bycognizant sources. Such a systemwould allow detailed rehearsal of aplanned mission including the evaluation of various options and the effectsof system failures or unexpected threatencounters. Security would be greatly enhanced over live infield operationsince the system would be housed ina secure building with minimum personnel access. System evaluation. A network ofhigh-fidelity simulators could help the

Army to evaluate present and newsystems and tactics. Operational employment of new weapons such as airto-air Stinger or modified systemssuch as an air-to-air gun solution forthe AH-64 FCC may be evaluated ina high-fidelity simulator such as theAH-64 CMS. The advantage overfield evaluations is the ability toanalyze the system relative to the crewtotal combat workload imposed bysystems operation and the interactionof programed hostile threats. Networking further increases the workload realism in these cases since thethreat target can be flown by pilotstrained in offensive and defensivemaneuvers. Tactics. Networked systems couldalso be employed to evaluate existingand potential aviation tactics, such asthose recently created for counterairmissions. Furthermore, by modelingone of the networked simulators withthreat aerodynamics and flight dynamics, counterair performance can beprecisely evaluated for different aircraft. This would include the capability to easily collect data on line printersand strip chart recorders, which arepresently part of the simulatorcomplex.Conclusion.The networking of existing fullfidelity simulators could be a costeffective method of significantlyexpanding training capabilities to provide Army aviators the training theyneed to fight, survive and fight again.Each time I was involved with a networking evaluation, the crews andLink engineers discovered new andexciting uses for the combined teamconcept. Further expansion can provide research and training opportunities to levels that would have been unthinkable a few years ago. --.--:#

REFERENCEGeorge, G.R., Knight, S.N., Monette,R.J., Multiple Simulator (MULTISIM) -The Way to Provide EffectiveCombat Training Today.Accepted and to be published pro-ceedings of InterservlcellndustryTraining System Conference,Orlando, FL, December 1988.

17


20/48


21/48

, 'Above the Best"John W. Kitchens, Ph.D.Branch HistorianU.S. Army Aviation CenterFort Rucker, AL

ON 4 JULY 1987, a momentous event occurred onthe post parade field at the U. S. Army Aviation Center,Ft. Rucker, AL. That day "Above the Best," the newsong of the Army Aviation Branch, was first played inpublic.

This song was not the first to be written about and forArmy Aviation, nor was it the first song to be entitled"Above the Best. " During the very early years of organicArmy Aviation, as early as 1943, the "GrasshopperHymn" was written about the L-4, the Army's observation aircraft, known as the Grasshopper. However, theArmy never adopted the song. The first composition entitled "Above the Best," written by Mrs. Jeanne F.Matheny and Mrs. Jane G. Gonseth, was also neveradopted. This"Above the Best" song was sung at severalgraduation ceremonies at Ft. Rucker. In 1960 the composers granted a royalty-free release.to the U.S. ArmyA viation Center. Included was the right to make neededchanges in the lyrics. Generally acceptable modificationsapparently never were made, however, and this composition became dated and ceased to be used.

In 1963, the Army Aviation Association of America(AAAA) sponsored the writing of "The Army AviationSong" by Sammy Cahn and James Van Heusen. It wasfirst sung at a concert at the Hollywood Bowl on 29September 1963. The Honorable Stephen Ailes, undersecretary of the Army, acknowledged the Army's officialacceptance of "The Army Aviation Song" at the concert,but it never was widely used and, therefore, did notbecome well known.

With the formation of the Aviation Branch on 12 April1983, the need for an official branch song became evident. The search for an appropriate and widely acceptableaviation song began in earnest. Colonel Andrew J. MillerJr., deputy assistant commandant and later chief of staffat Ft. Rucker, chaired a committee that conducted a contest for the writing of an Aviation Branch song. In August1984, the committee met to listen to the 98th Army Band

NOVEMBER 1988

play the songs submitted for consideration. The committee decided that none of the songs captured the history,tradition and spirit of Army Aviation and the new branch;therefore, they discontinued the contest.

Several people at Ft. Rucker continued the search,however. These included Colonel Miller; the AviationBranch chief and commander, Major General Ellis D.Parker; and General Parker's wife, Mrs. Judy Parker.They considered very seriously one composition, "Avia-tion and the Army Green," submitted by Captain DonaldC. Denmark. The song was presented to the Branch atthe annual Aviation branch ball in April 1987. It was sungby a group of instructor pilots, but was never acceptedas the Aviation Branch song.

The final phase of the search for an official song beganat a social function in Ozark, AL, on 17 April 1987. Thatevening Mrs. Parker told Mrs. Florence Matthews, a resident of Ozark, how she and many others desired to havean official song written for the Aviation Branch. Generaland Mrs. Parker then described to Mrs. Matthews the kindof song they were looking for. Mrs. Matthews replied thatshe had a close friend who was a composer and offeredto contact her to see if she would be interested in writinga possible branch song. That evening they agreed thatMrs. Matthews' friend, Mrs. Jo Johnston of Dothan, AL,would be asked to give it a try.

Mrs. Johnston, who was notified the next day, was interested immediately. She talked at length with Mr. LeeEarnest, a retired Army friend in Dothan. He told hera great deal about Army Aviation and called GeneralParker to arrange an introduction. General Parker wasaway from the post, so an appointment was made for Mrs.Johnston to meet with the chief of staff, Colonel Miller.In the meantime, Mrs. Johnston wrote the march melody.At her first appointment with Colonel Miller on 6 May,she played a tape of the march. Mrs. Johnston madeseveral other trips to Ft. Rucker to talk with people aboutthe history and traditions of Army Aviation.

19


22/48

It was almost a foregone conclusion that "Above theBest," the motto of the Army Aviation Center at Ft.Rucker, would be the title of the Aviation Branch song.According to Mrs. Johnston, deciding on a title was anecessary prerequisite to developing the lyrics. Othernecessary steps included researching the history and traditions, and capturing the spirit of the people about whomand for whom she was writing.During the months of May and June, Mrs. Johnstonworked closely with Colonel Miller, who played a majorrole in helping her develop the lyrics. He also headed aninformally organized group dedicated to bringing the songto actuality. This group consisted of Mrs. Parker, thepublic affairs officer, the historian and several others. Asthe branch chief, General Parker suggested what thebranch song should accomplish. He believed it shouldserve to instill pride, dedication, loyalty and a sense ofhistory in those affiliated with Army Aviation, includingtheir families.

Taking her cue from General Parker's suggestions,Mrs. Johnston interviewed numerous soldiers at Ft.Rucker to determine how they felt about the AviationBranch and their role in it. She found a camaraderieamong the soldiers; the men and women of Ft. Ruckerwere extremely dedicated to their branch, the Army, andabove all, the Nation. She was especially impressed bythe pride these men and women took in the newlyformed Aviation Branch. Mrs. Johnston was able to combine the history, tradition and spirit of the branch intolyrics and music, which captured the essence of ArmyAviation. She later wrote, in a letter to General Parker,"I tried to capture the spirit of Army Aviation, but instead, it captured me."

This sense of kinship with the Aviation Branch inspiredMrs. Johnston to write the lyrics. Later she acknowledgedher gratitude to Colonel Miller and the many other people at Ft. Rucker who had helped to guide her researchand promote her inspiration.

The 98th Army Band at Ft. Rucker played the song,whereupon the bandmaster and some members of the bandsuggested a few changes. After making some minorchanges, Mrs. Johnston had her arranger, Buddy Skipper, arrange the music for the band. She then had 27 studiomusicians in Nashville record the composition and presented the tape to General Parker on 22 June. GeneralParker and Colonel Miller immediately approved thesong. They assembled special staff members who heardthe tape played on 25 June. In the words of a localnewspaper, Army Aviation had moved cautiously towardaccepting an official song; however, once Jo Johnston's

20

"Above the Best" was heard, it was accepted "almosby acclamation."

"Above the Best" was dedicated to General Parker andformally presented to the Army Aviation Branch on 1 July1987. It was then played publicly on the 4th of July apart of Ft. Rucker's Independence Day celebration. Thresponse to the song was overwhelming. The reaction othose assembled indicated that this song was the one fowhich the branch had been waiting. Only a minor changewas made to recognize the role of women. During thmonth of July, attorneys of the two parties worked outhe details of the copyright and the permanent license-touse granted by Mrs. Johnston to the Army. In the meantime a copy of the song had been sent to the chief of Armybands, who formally recognized"Above the Best" as theofficial song of U.S. Army Aviation in a memorandumdated 29 July 1987.

During the month of August, the Army distributed"Above the Best" to Army Aviation brigades worldwideBy the end of the summer, it had become an integral parof the Aviation Branch milieu.

This song has become a stirring tribute to Army aviators, to those who maintain and support Army Aviationand to the memories of those who have served Army Aviation and their country so well. The lyrics were writtennot only with inspiration, but also with skill so that theywill stand the test of time without becoming dated.

During the following months, Mrs. Johnston was recognized as the composer of the widely acclaimed ArmyAviation song. Upon General Parker's recommendationGeneral Arthur E. Brown Jr, vice chief of staff, U.SArmy, in a ceremony at Ft. Rucker on 19 January 1988presented her the Outstanding Civilian Service AwardThree months later, Mrs. Johnston was an honored guesat the annual banquet of the AAAA in St. Louis, MOwhere the song was presented. Another tribute to the composer was the thundering response of the audience to thsinging of the song by the newly formed Aviation CenteChoir during the 1988 Independence Day celebration. Thiresponse was also a demonstration of the continuing acceptance and increasing popularity of .. Above the Best. "

The author wishes to thank the many people at and aroundFt. Rucker who assisted and cooperated with him inresearching this article. While it is impossible to list everyone,he would especially like to mention the composer, Mrs. JoJohnston, and the former public affairs officer, LTC StevenRausch. The author also wishes to acknowledge hisconsiderable reliance on an earlier, shorter account of thehistory of the aviation song, written by his predecessor, Dr.Herbert LePore.



23/48

!!

ABOVE THE BEST 1Reprinted under noncommercial license, 1 July 1987. Words and \1usic byjO JOHNSTONBMI/ELE NjAY PUBLISHING

REFRAINJ = 100 (Rubato )Ab G7 em At)m6 Ab Gm FmB Eb ~ B-' Bb

r... I I ,..., 1 ,..., I i1 r:J J I I I ~ = 7 6 1 I I I-- -@) - . ~ y " , . .... I - - - ... ... - I #- n.

1'"! ...., I I I ! :w ~ ~ ~ - ~ ~ -::r... I r - - - -t!.1 ~ I ~ ---- I ---. l"See those planes a . com- in', Fly- ing high and low. We who are strong and ag - ile. When

Eb At) Eb I " " ' - - Eb I... I ~ ~ ~ t - - - I t!.1 r - ... ... ... - r ~ [ . J 11-* . . . . . . .. Iy .. .L r" r HI _. I _ r--1.. .... I ... . . I I D ... ... -r... I ~ ~

~ I.........iiiii - y ' I .. ........, ----- Icalled up - on we go . We soar with the ea - gles. We keep ou r spi r - i ts high.F7 ,......, Bb? Eb A h ~ Ebr... I ~ I ~ I I

@J .... ... . .. .' r r t p .... ... ... I .- . r i r-i : I---." .". 411 - .. I ... . - I ....--

r... I Little slower (In Tempo) .--- -@J .'hen like a hawk, we make ou r strike. It's ei . ther win or die. WeAb em Eb AbG7 em Bb Abm6 Bb Bb Ebf\ I """ I I _. - .. i- i III ,.,- . .. ..@J ... ~ " 1 1 ... .. .. -yJJIII! .......

j ~ ~ ~ .- . _ r---i.I .. I...... 1..0- li .. ...


24/48

2@a tempof\ I ~v "". - -v

I I rhold our crew mem . bers inE,

f\ - 1... ""~ .....r r'I I r - i

7 r'7 ,... ""'".. I .. -Rubatof\ " . . . -

I 1..--1 -roud in my heart to be just a partAb

f\ 1 I ,......,-v iT To'!J ~ c--- ...7 .

I

MARCH. = 120E;I 2f\ I ~ - ,1 I-v r'7 .

'!J - -i 2 -,-...... -- ...

f\ 1

~ HighEb

f\ 1 III r'7 '!J J' [ lJ

I II"""'" - ,-rJ

JL. CmG7 Cm B S ; Abm6I I r-i ,........ ""'" t'".. - !I \00 .. . ~ !".

:.J.. Ii l . - !

r;-2 2r-, I I I.- - II 12..., I r-2...,:--

4 I - ~ 4 I - : : ; .. .. ~ ....

11 - -t o, I "a . bove the best.I .r . J. -

I

;1 .. ...

I .......... I rhigh est es teem. I'mAp

I ~ 1-lIq41- ., --. ... ...

.: I ~..I ~ -.rit( - .

of a . vi a . tion's fly . ing team.Eb AbBb f ; Eb- J : j .. I i i I~ I _ --- -.. 'J'

.- - f#- ([ q - ::; . - ~~ ...

Bp7 sus4I I Ito. I I r-T"""l I ,...,...., . . ~ . ~- - -- (7 . ::> ..- Wf -- .,... ~ . - i . -,. ~...

_. -- ...High a . bove the

- F1_ -- J 1\ I ....- ~ . .U..J J' w r J'I I

~ - ...


25/48

3r-2 2\ I ---, ---, r - - :.-- +

I!> I r r I I Ibest. We are Ar my A vi a - t i o n_ U. S. A. _

!r---2-, Bb7 j 2 ? (, . ..2-,f\ I I I I ,.. j lIo. I I I...... . : .. .!> r I .. .. - ... ----.;;:;;I I j . . # - I.. I _fI!. I I I

f\ I _ r - - 2- - , .- -.....- e@) I r- Proud and strong. We meet the test.

F Gm7 . F B,A!f\ I _ I ~ 2 - - r 1.- -.....J I I Play I Sf time only - - - .. ,.., r7, -.. . . .I!> ---- r I I V - V' .. l...J,....J~ J I Io!_. .. l..._. I ! . . . . I . I .. ...I .. - ' I . I 1 ... ..f\ L ~ ~ -..... --- " ,.@) " I -Up in - to the sky. Up where Ea - gles

E, Fm! - J\ I I I _A. - 1. I~ \: 1 .@) t i l l ,. t ..., ~ t LU I tI I J III .' .... T ~ ~ .. "11 ~ ~ .. ..f\ I

..

!> ,. I ,. Ifly We will de fend our coun try Nev erFm F::O E,G!f\ I I I I I I., u . .. : '. . .@) r I ,. - ... ...I I I I J I I I . ~ . .. ... ff .. - ...


26/48

4f\ - mpI ' .

r r~ r j jrest A- mer i - ca. We give our best. We were(7 Fm7 M. E,B,

f\ I I I I r\ I h I- I e) .. ~ . r - - - - -mpI I -. I ~ I~ . - - ~ ---- L T ... ...I .' ....... -..-

f\ 1 I .. -I - ~ 1 I -... --There fight - ing in Ko re a. We were thereFm Ep Fmf\ E, "ITI I.'! I ~ ... # - i i ~ ~I rT1 I I ~ I I ~" ' - " .

l- .. .... ....... .g.'' - - . / .... ..... -4 ' ... ......

f\

'!J - r - -- in Vi - et - nam. We'll be t h e r e _ when ev . er our coun . tr yFmI Ep ITf\ I I. .S ~ .4J. .4J.!J ~ V - i i # - :f,....,.... I I ~ I.

~ .......... ... ... ... .... . . . . . . .4J. 4'f\ I

~ I Ineeds us.Bmaj.9 ECI B f ~ tf\ I I I . I i . .: . . .~ - - '01 'y

PI ~ I . I_1'10.. .~ . ....... .... ~ ~ ... + ~


27/48

5D S Ie dfl 1 - .a o a. I- "

@) -Wings of thun der car - ry on .Eb F bbaj .7 Sb

fl 1 ... ::> ::> - 1::@) - - I I - I I V . - L..Wf .. .- . I 1 . ... :;to :; I .. $CODAfl I -1. ) '"'- .,/- .. I '"'-n gels of mer cy, Infl

Eb1 I I..

@) # ~ ~ -u.-- ... 4 .,' 4 4-

fl L ) ~ - .. - .., .,-- a load - ing zone, lift ing up the wound

Fm r--opt . - - - - - - - - - - - - - - . , Fm 1l L " I--- - . .@) ;::::i - .. = 1 I"'W I ~ " '1- o 1~ :

4 ... .. ... o fl 1

.@) ., T'ed. When the ba t - tie's onf l L J Sb7 Eb .

@) 4 - ~ ~ ~ ., a. y . .". .V .. , I -


28/48

6fI I "7 'T " .- V 7 .'!J '" :...-r- .. I I 1 -Skies filled with thun der ' Wear- ing sil - ver wings up - on ourfI II I "- -- - ~ -- --" '1' ,..~ .., j ~ .. t Pr P -d-. D D~ ~ f t t: ... ... ... ... ... ... ..f) I ' ""

'!.! I I Y I 1 -- ,..chest. We m e e t _ the needs o f ground com mand as weAr AOf) Ap ~ CmI " I I "- I I. . [email protected] 4 ' P P - r -'-"'" - T - - .... ,: rt . 101 ..: . . ... .... I -....

fI I I . .'!.! ... I I I ,. Iaid__ our na - tion's quest. A! my Av i

Fm Gm7 Ep7 AiI I ~ Af I L I I: . : .~ .I ~ .. .: != ' - " ~ -II- '1",.. ~ .f f

1 1 I I. .. . ... ... I I - ... .... .. .. .,-fI I

@.i I Ia tion. fly - ing high A - hove The Best.I..-C'I Fml7fI I ~ I t\ Sf t\ 1 3 A7 1'7 . Jr""{ 17 : I .... " '- - ~ .. " - - ,.. 'J =:::;1

i I I 'I.-.. . :;. .. ~ =i i i --:jJ' ...


29/48

AVIATION MEDICINE REPORTOffice of the Aviation Medicine Consultant

The Flight Surgeon .. .Then and NowCaptain (P) Stephen C. Craig160th Special Operations Aviation GroupFort Campbell , KY

LAST YEAR marked the 70th birthday of Army Aviation medicine. In September 1917 Lieutenant ColonelTheodore J . Lyster was appointed the first chief surgeon,Aviation Section , Signal Corps , U.S. Army . In those 70years Army Aviation medicine grew and developed. Itbecame almost extinct in 1949 when the Air Force createdits own medical department. Then it had its renaissancewith the development of Army rotary wing aircraft.

The original duty of the flight surgeon was to examinecandidates for initial flight training and aviators at periodicintervals. Much of what is taught in the Flight SurgeonPrimary Course is directed toward these examinations andthe attendant administrative details. Although the flightphysicals and sick call are priority items , other dutiesinc1ude-

Flying as a crewmember. Inspecting the flight line. Advising the unit commander. Maintaining the skills of the medical section. Coordinating medical aspects of field training exercises , dependent care , family support group and socialfunctions.The military Medical Manual , 5th edition, 1942, pp593-594, gives the following qualifications: "The flight

surgeon must be equipped with an extensive professionalknowledge of psychology , psychiatry, ophthalmology,otology, cardiology, traumatic orthopedics, altitude physiology and the special problems of aviation medicine . Hemust be thoroughly informed about the work of the airplane pilot.Certain personal qualifications are necessary. Hischaracter and professional attainments must be of suchhigh standards as to inspire the confidence and respectof the flying personnel. The fliers will then realize that

he can smooth out their various problems and difficulties ;that because of his interest, manifested by fact, sympathy,tolerance and sincerity, they feel his aim is to keep themin such condition that they will be fit to fly. The flightsurgeon must have initiative, be emotionally well-balanced , a good mixer , and of unquestionable character andgood habits. He must be willing to fly with pilots whomhe finds physically qualified for flying. His knowledgeof flying, of airplanes, and of Air Corps tactics must besuch as to enable him to understand the problems , difficulties and dangers of the pilot and to discuss them intelligently. "

These qualifications are just as pertinent today as theywere in 1942.

Extensive medical knowledge. The medical profession is conscientious of continuing medical education forcertification and specialty board qualification. Also, Army physicians must maintain a state license to practice. Informed about the work of an airplane pilot. There

are no requirements for such training either in aircraft orsimulators; therefore, the doctor is often a passengerrather than a participant. Character and professional attainments must be ofsuch standards as to inspire confidence and respect. . .thatbecause of his interest. .. they feel his aim is to keep themin condition .. . fit to fly. He must be willing to fly with pilots whom hefinds .. .qualified. The flight surgeon must remember heis a crew member receiving crewmember's pay. I f he doesnot share the same risks and dangers as the rest of thecrew, he is not doing his job.

His knowledge of flying , of airplanes, and of AirCorps tactics must be such as to enable him to understandthe problems, difficulties and dangers of the pilot anddiscuss them intelligently. The flight surgeon must be asoldier and an aviator. He must realize that CM E alsostands for continuing military education. The Army Medical Department Officers Advanced Course, CombinedArms and Services Staff School, and Command andGeneral Staff College are part of this education , as is participation in unit planning for field training exercises.

The Aviation Medicine Report is a monthly report from the Aviation Medicine Consultant of TSG. Please forward subject matter of currentaeromedical importance for editorial consideration to U.S. Army Aeromedical Center, ATTN: HSXY-ADJ, Ft. Rucker, AL 36362-5333.

NOVEMBER 1988 27


30/48

ATe Focusus.Army Air Traffic Control Activity

U.8. Army National Guard/ReserveAir Traffic Control UnitsMaster Sergeant Phillip R. Brown1st U.S. Army Centralized AviationReadiness Training TeamFort Devens, MA

Do WE REALLY know what it is like to be ina Reserve Component (RC) air traffic control (A TC)unit? What do you really know about them? I f it isa challenge working with a National Guard (NG) unitconducting a peacetime mission, well how about awartime mission? A large portion of the Anny's A TCassets are in the RC. The NG units include a groupheadquarters (HQ), 2 battalions, 2 companies, 17 platoons and 7 U.S. Army Reserve (USAR) ATCsections.Let's take a look at an ATC platoon in the NG.

The ATC platoon has the same personnel and equipment under modified table of organization and equipment Ol227JNG02 as does the active duty ATCplatoon. One big difference between the NG ATCplatoon and the active duty ATC platoon is the training time available throughout the year. The NG platoon has 39 days a year to train with their equipmentand personnel.

The NG ATC platoon is made up of volunteerswho want to be in the NG. Most of them have goodjobs besides being in the NG and are in it for morethan just the money. The personnel take 1 weekenda month and 2 weeks a year for annual training. Thistime does not include night-time work required toaccomplish the many administrative details. Leadersvolunteer their time (unpaid) to ensure that meaningful training is planned for the personnel to con-

28

duct the platoon administrative duties throughout themonth. Full-time personnel may have two or threedifferent jobs to perform. The controllers in the platoon and a few key ATC equipment repair personnel can be authorized additional drill periods underthe Additional Flight Training Period Program. Thisprogram is for controller and ATC equipment repairpersonnel training using their ATC tactical equipment or a fixed-base facility.Each NG platoon is presently being supplied withA TC equipment as it becomes available in the NGsupply system. These systems include ATC facilityAN/TSQ-97, flight coordination central AN/TSC-6IB,ATC central AN/TSQ-70A, landing control centralAN/TSQ-71 and beacon sets AN/TRN-30(V). Someunits are issued ATC central AN TSW 7A.

Tobyhanna Army Depot, PA, is reworking theplatoon's ground controlled approach (GCA) radar.This will give the units a GCA in a shelter with thereceiver transmitter group trailer mounted. The rework of this piece of equipment was needed verymuch. The program is well under way, but it willtake time to finish fielding the AN TSQ-71B(V) toall the NG units. It will give each platoon a morereliable piece of equipment to be used in their training program.For the RC units to keep abreast of their active

duty counterpart activities, the commander, 29th



31/48

Group, and a representative from the National GuardBureau are voting members of the A TC Master PlanAdvisory Group. The ATC master plan lists all newA TC equipment/facility installation programs projected in IO-year increments and is prepared and updated by the U.S. Army Air Traffic Control Activity(USAA TCA). In support of the total Army concept,USAATCA also provides RC units regulatory guidance, advisors to support training exercises andassistance in ATC matters on an "as needed" basis.

Weekend drills consist of about 16 to 20 hours'training time for the ATC platoon. The platoon performs training goals that are documented on the training schedule for the weekend drill. The training goalsperformed are from the yearly training program,military occupational specialty (MOS) qualificationprogram, the common task skills and the leadershiptraining program. The training program is supportedby a I-year program, a 3-year training calendar anda mission-essential task list supported by U.S. ArmyForces Command (FORSCOM) Regulation 350-2,"Reserve Component (U.S. Army) Training." Alltraining tasks are determined by review of the pertinent Army Training and Evaluation Program mission.

The RC A TC units also have many of the sametraining distractors as do the active component units.The platoon has all the inspections as their active dutycounterparts have, plus a few more. The inspectionsand tasks are spread throughout the year. The NGA TC platoon has all the same requirements as an active duty platoon with much less time to accomplishthem.

The activ.e duty A TC units have an easily definedchain of command, such as, platoon to company, battalion to corps and so on. Within the NG system,15 of 17 RC platoons do not have ATC companiesin their chain of command. The platoon may havean aviation battalion or a brigade as their next higherHQ in the chain-of-command while other platoonsmay have the state troop command as its higher HQ.NG units ultimately work for their state HQ and re-

ceive some of their guidance and missions from thestate.

The NG ATC platoon training program receivesassistance under the affiliation program. The affiliation program is designed to improve operationalreadiness of high-priority Army National Guard(ARNG) and USAR units categorized as eitherdeploying or essential nondeploying. These unitsare nominated by FORSCOM and approved by HQ,Department of the Army. Improved readiness isachieved through peacetime association of ARNGunits with the proper type and size of active component units. The active component provides trainingassistance, instruction and equipment support forpeacetime training to the affiliated NG unit. TheARNG A TC units are affiliated with either the 1I58thATC Battalion, Ft. Bragg, NC, or the 2/58th ATCBattalion, Ft. Hood, TX.

The affiliation program is not the only way theATC units may train. The units can use the Key Personnel Upgrade Program, continental United Statesand outside continental United States opportunitiesto train key personnel with their active duty counterparts during different exercises. Units may have theirown equipment set up at an NG training site for unitpersonnel training. As of 25 February 1988, thereis a new training opportunity available for use by RCA TC units. This training program is titled Memorandum of Instruction (MOl) for U.S. Army NationalGuard Air Traffic Control Annual Training at Ft.Rucker, AL.

The training program exists for NG/USAR ATCplatoons to train in a hands-on live traffic arena.About 60-percent of the deployable wartime ATCstrength is assigned to the NG/USAR. The U.S.Army Aviation Center maintains the world's largestATC complex and is the logical site to provide thehands-on training. The MOl provides an excellenttraining opportunity for an ATC platoon, during their2 weeks' annual training, to conduct decentralized,hands-on, individual MOS training at the AviationCenter. ~

Readers are encouraged to address matters concerning air traffic control to:Commander, USAAVNC, ATTN: ATZQ-A TC-MO, Fort Rucker, AL 36362-5265

29


32/48

U.S . AIMY

Directorate of Evaluation/Standardization~ ~

REPORT TO THE FIELD AVIATIONSTODA.DllATlON :

Enlisted Aerial Observer and Field ArtilleryAerial Observer TrainingCW4 Howard AndersonDirectorate of Evaluation and StandardizationU.S. Army Aviation CenterFort Rucker, AL

THE ADVENT OF the Army of Excellence tablesof organization and equipment (TOE) structure andthe fielding of the OH-58D Kiowa model aircrafthave precipitated many changes throughout theaviation community. One result is an increase in authorized crew positions and a need for more aircrewmembers to fill them. Enlisted aerial observer(EAO) and Field Artillery aerial observer (FAAO)training programs initiated at Ft. Rucker , AL, during October 1986 meet a portion of that need. TheseEAOs and F AAOs (known collectively as aerialobservers (AOs provide units with crew members

qualified in day , night and night vision goggles(NVG) operations.Recently, there have been many questions concerning the initial training and integration of the EAOand F AAO into the aircrew training program (A TP).Each AO student receives flight training in theOH-58AIC model aircraft followed by advancedtraining in the OH-58D model for FAAO students.The flight hours are distributed as follows:F AAOs receive an additional 16 hours of advancedtraining at the Field Artillery School, Ft. Sill , OK.FAAOs receive fewer tactics hours because aero scout

Aerial Observer Flight HoursNIGHT

TACTICS AND VISIONTOTAL NAVIGATION GOGGLES HANDS-ON

EAO 67 39 19 9FAAO (OH-58A and C) 42 24 18 9*FAAO (OH-58Dl 19 11.9 4.5 2.6

*Maximum allowed time based on tactics proficiency.

30 u.s. ARMY AVIATION DIGEST


33/48

are not taught.The training AOs receive is designed to make them

however, theirunits train and

on a daily basis. Training programs shoulddesigned to train pilots and AOs together as a com

aircrew. To accomplish this, units must inAO into the ATP as soon as possible and

"Aircrew Training Program ComGuide," and Field Circular 1-215-1, "Air

Training Manual Supplement for Aeroscoutor TC 1-209, "Aircrew Training Manual

r OH-58D Helicopters."The procedures listed below are a step-by-step

your AO must turn in flight and training records andintegrated into the ATP within 14 days.

Commander's evaluation is conducted to deter(FAC)

NVG designationd requirement for flight evaluation. Establish an individual aircrew training folder Conduct flight evaluation to determine proficien

make recommendation for RL status.o RL 3-Qualification/refresher training.o RL 2-Mission training. Unit must establish aprogram to train aircrewmember to aircrewtraining manual standards.o RL I-Continuation training. Unit must establish a program to maintain AO proficiency inall base and selected mission tasks.

Document all training and evaluations and postgradeslips to the IATF.

Establish a commander's task list and annotateall ATP requirements to include the following:o FAC level.o Nuclear, biological and chemical requirements.o Annual Proficiency and Readiness Test requirements.

o TOE or tables of distribution and allowancesposition.o Unaided and aided night requirements.o All base tasks and iteration requirements.o Flying hour and simulator device requirements.

o Primary and alternate aircraft requirements.o Selected mission tasks for evaluation. Task lists and documentation of requirements maybe listed in any order and format as long as the crewmember knows the requirements.

Additional questions have been raised concerninghow to train and use OH-58D FAAOs when they arrive in units before the fielding of the aircraft. Theanswer is in the previous paragraphs because theyare also OH-58A and C qualified. First, and mostimportant, is to get the aircrewmember integratedinto the ATP. Now train in the aircraft on hand.There are no restrictions on training FAAOs in theOH-58A and C models since this is the aircraft usedfor initial qualification training. The goal is to getthe FAAO into an aircraft, performing as many tasksas possible to maintain his proficiency. When theOH-58D is received in the unit, each FAAO mustbe administered another commander's evaluation todetermine a proficiency level in the aircraft. Thecommander, based on the results of the evaluation,may redesignate the FAAO's RL. The unit must nowestablish training programs to progress the FAAOto RL 1 status following the same procedure usedto progress any new aircrewmember. When the AOsare properly trained and used in the OH-58A and C,subsequent refresher training in the OH-58D will begreatly simplified.

The EAO and FAAO are important members ofthe aviation community. When properly and quickly integrated into the ATP, they become a valuableasset capable of performing the unit's mission undera, variety of conditions. The key factor is that AOsmust be used to maintain the skills they worked hardto learn. They need to train as an integrated aircrewin order to develop experience, confidence andteamwork. ~ ,

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

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

NOVEMBER 1988 31


34/48

AVIATION PERSONNEL NOTES

Army Astronaut Candidate ProgramThe Army Astronaut Candidate Selection Programis now accepting applications for potential astronauts.Astronauts serve as either pilots or mission specialistsin support of the Space Transportation System (thespace shuttle). Military astronauts normally spend Iyear of training as an astronaut candidate and 5 yearsas a certified shuttle crewmember with the NationalAeronautics and Space Administration (NASA).Upon completion of their NASA tour, astronauts willserve an additional 4-year Army tour.

All soldiers who are U. S. citizens , regardless ofage, sex, rank or component, are eligible if they meetthe following prerequisites. Applicants for pilot positions must-

Have 1,000 hours of pilot in command time inhigh-performance jet aircraft.

Have bachelor's or advanced degree in anengineering, biological or physical science ormathematics discipline.

Pass a NASA space flight physical (Class I forpilots, Class II for mission specialists). Sight, hearing and blood pressure standards are nonwaiverable.

32

Be between 64 and 76 inches in height; missionspecialists must be between 60 and 78 inches tall. Have sufficient retainability to complete a 6-yearNASA tour and 4-year follow-on Army tour.Applications must be received by 31 December1988 for the March 1989 Army Selection Board. Alist of Army nominees selected by the March board

will be sent to the Department of Defense in June1989 and forwarded for a NASA review in July.

Application information for the Army AstronautCandidate Selection Program can be obtained fromthe functional area branch of the United States TotalArmy Personnel Agency (UST APA) by callingAUTOVON 221-3125 or Commercial 202-325-3125.Written requests for information should be mailedto: Commander, USTAPA, ATTN: DAPC-OPE-A,200 Stovall Street, Alexandria, VA 22332-0400.

Army Reserve applications should be submittedthrough command channels to the Anny Reserve Personnel Center (ARPERCEN), ATTN: DARP-OPMP, 9700 Page Boulevard , St. Louis, MO 63192.ARPERCEN will forward Reserve applications forArmy selection board consideration.



35/48

Eligibility for British Staff CollegeArmy Aviation commissioned officers are now

eligible for attendance at the British Staff College.On 2 August 1988, the Deputy Chief of Staff forOperations and Plans, Headquarters, Department ofthe Army, approved an increase in the number ofbranches from which the Military Education Level4 (MEL-4) Board could select officers to attend thisforeign military staff college. (Credit will be grantedfor MEL-4 equivalency.) Aviation, Special Forcesand Combat Engineer officers are now eligible alongwith those previously named; i.e., Infantry, Armor,Field Artillery and Air Defense Artillery.

Those desiring consideration should have athorough knowledge of tactical operations as shownby a demonstrated background in operations. Company command and experience as a principal staffofficer at battalion or brigade level are expected.

The application process begins by officers discussing their desires for attendance with their branchcareer manager and verifying through him or her thatthey qualify for MEL-4 schooling. Once eligibilityis established, officers should convey their desiresby letter to: President, 1989 Command and Staff College Selection Board, ATTN: DAPC-MSB, 200Stovall Street, Alexandria, VA 22332-0441.

Letters must arrive before 1 August 1989 to be considered; official announcements in winter and spring1989 may modify the not-later-than date for letters.Further questions should be addressed to branchcareer managers.Aviation Field Grade Officer Refresher CourseUpdate

Army Aviation officers interested in enrolling inthe Aviation Field Grade Officer Refresher Course(see August 1988 Aviation Digest, Personnel Notes)can do so by writing to the Army Institute for Professional Development, U. S. Army Training Support Center, Newport News, VA 23628-0001.Enrollment procedures are outlined in Departmentof the Army Pamphlet 351-20, "Army Correspondence Course Program Catalog." Field grade Aviation Branch officers and promotable captains beingreassigned from a nonaviation assignment to an aviation assignment meet eligibility requirements. Thecourse objective is to provide refresher training for

NOVEMBER 1988

field grade aviation branch officers on aviation doctrine, tactics, techniques and procedures that mayhave changed while the officer was serving in anonaviation assignment. Presently, the course consists of 10 correspondence course subcourses.

Details about course content should be addressedto: Commander, u.S. Army Aviation Center,ATJ'N: ATZQ-CAT, Ft. Rucker, AL 36362-5260.Active Duty Service Obligations (ADSO) ofOfficersThe fiscal year 1988 officer voluntary early releaseretirement program that relaxed many of the ADSOretirements ended in September 1988; however, officers can still request waivers for early release where :warranted.

Commanders will be recommending approval ofsuch waivers only in the most exceptional cases,when mitigating circumstances exist. Likewise, theU. S. Army Aviation Center, Ft. Rucker, AL, willonly support approval for the most exceptional cases.

Final determination will be made by Officer Personnel Management Division Special Review Boards.

The reason for stringent review of individual requests is twofold. First, budget cutbacks have reduced flight training seats and thus our ability to trainto requirements. Second, training invested in junioraviation officers is in the high-cost bracket, and suchimportant investments are only returned adequatelythrough completion of ADSO.

The bottom line is the needs of the Army havechanged and have significantly altered approval ofrequests for release from ADSO.Aviators Recognized as Associate Membersof the Military Intelligence Corps

The Chief, Military Intelligence Corps is authorized to approve aviators' requests who possessBranch Code 35 (Military Intelligence) as a functionalarea, to become associate members of the corps.Membership certificates have been produced and arebeing sent to special electronic mission aircraftaviators (15C) to recognize their vital role in MilitaryIntelligence.

Additional information may be obtained by contacting Captain Kitson, Office of the Chief of MilitaryIntelligence, AUTOVON 821-118211183.

33


36/48

Delaware Aviators Support West PointCadet Basic Training ProgramCaptain Milton H. NorrisDelaware National GuardWilmington, DE

T E DELAWARE Army National Guard (ARNG) provided 60aviators and 15 UH-l Huey helicopters from Company E , 150th A viation, to support a "New CadetHelicopter Orientation" exercise atthe United States Military Academy(USMA), West Point, NY, on 9 July1988.The program offers the new cadets,called plebes, the firsthand experienceand feeling of boarding, taking off,

CW4 John Gale, air mission commander,gives final instructions before lift-off.

34

gammg altitude and landing in anArmy helicopter. Lieutenant ColonelEdward Schwabe, deputy training officer for the Academy stated that, "Itserves two purposes for us. Numberone, it gives the new cadets the concept of the Total Army right up front,early in their training. Many of themare surprised to learn that the folksthat flew them around were NationalGuard and Reservists. The other purpose is that, at this particular juncture

of their training, the cadets have beentraining for 2 weeks. Basically, theyhave been running, polishing theishoes, shining their belt buckles andplaced under a lot of pressure. Thenall of a sudden they are doing something that is really related to theArmy."Major Robert H. Smiley, coordinator for Reserve Component supporat the Academy, requested assistancefrom the Delaware Guard at a train

CW4 Kenneth Draper, a pilot with Company E, 150th Aviation,giving safety orientation briefing to a group of West Pointplebes.



37/48


38/48

36

Joint U.S. and RoyalThaiArmed Forces

Conducted inThailand

Specialist Todd PerkinsPublic Affairs Office

25th Infantry Division (Light)Schofield Barracks, HI

HE TASK FORCE Lancer harecently returned to Hawaii after succe sfully completing Cobra Gold 198in Thailand.Soldiers had to contend with thheat and humidity during the annuajoint-combined exercise involvinArmed Force from Thailand and thUnited State , conducted 4 Julythrough 3 August in and arounNakhon, Korat and Rayong ProvinceThe exerci e was de igned tstrengthen the ability of the RoyaThai Army in defending Thailand, anto enhance the capabilities of botThai and U.S. Armed Forces in rapiddeployment technique." A participants in Cobra Gold1988, we had a superb opportunity tohone our individual , collective ancombined arms warfighting skills witother U. S. forces and the Royal ThaArmy ," said Colonel Robert Wood1st Brigade commander. "We alshad the opportunity to train in areacharacteristic of tho e that we may bcalled upon to fight in someday. Anadded benefit is that we trained witha scenario that emphasized the rigorof mid-intensity combat."About 7 ,500 U.S. military memberparticipated in the exercise that included 1,000 Army , 400 Air Force, 3,210Navy and 2 ,390 Marine Corp personnel. Nearly 7 ,000 member of thRoyal Thai Armed Force al 0 participated.Some unit training included an amphibiou landing by the " Sappers" othe 65th Engineer Battalion. The battalion al 0 conducted small unit training with the Thai Army.An air assault , conducted by the CCompany , 3d Battalion, 21st Infantr" Gimlets," impressed the Thai soldiers. A majority of the Thai soldier

u.s . ARMY AVIATION DIGEST


39/48


40/48

38

Colonel Lewis J. McConnell(USA, Retired)

This article is the twelfth in a series on theAH-64A aircraft and weapons systems.Actually getting the Apache to the userrequires many years of testing these systems.This article addresses the long, complexprocess required to effect fielding of theApache. "Apache Air-to-Air" concludes thisseries and appears in the next issue.


7/28/2019 Army Aviation Digest - No

Date post:	03-Apr-2018
Category:	Documents
Upload:	aviationspace-history-library
View:	329 times
Download:	2 times

Army Aviation Digest - Nov 1988

Documents