Army Aviation Digest - Sep 1975

8/12/2019 Army Aviation Digest - Sep 1975

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UNITED

MG William J. Maddox Jr.COMMANOERU. S. ARMY AVIATION CENTERA major activity of the

5

S. Army Training and Doctrine CommandCOL Norman W. Paulson

COMMANDERS. ARMY AGENCY FOR AVIATION SAFETYA major activity of theInspector General and Auditor Generalof the U. S. Army

Richard K. TierneyEDITOR

U. S. ARMY AVIATION DIGEST

ABOUT THE COVERDIGEST accentser armament by featu r

MODY test and what bulletsif they could talk. Thethanks the 101st AirAir Assault) forof a A Hl2.75 inch rockets.

RMY VI TION1GESJSEPTEMBER 1975 VOLUME 21 NUMBSmoke-Who Needs It?, CPT Leland l . Huber and LTC Jesse E. Felter. . . . . .If Bullets Could Talk, LTC George l . O'Grady MODY Test By lOIst, CW2 Donald R. McCoy Air Assault Update, MAJ John R. Mills . . . . . . . . . . . . . .New Horizons, CPT Clifford Thomas Aerial Radio Jamming, CPT Luther O. Waller How's Your EW Training?, MAJ Walter l. Bragg At You r Service, Edward A. Ewell Transmission Seizure, MAJ Jan R. Moore

/ Its Use Deputy for Developments Chaff

ts Effect, LTC Porter B. Dillon Where Trouble Begins, Arnold R. Lambert Nicad Batteries-From ATo V Ted KontosPrecautionary Landing-Why Not?, Patsy Thompson The Role Of Analysis In The FactFinding Process, Gerald M. BrugginkDeadly Mix, Patsy Thompson Supervision + Safety =AWinning TeamPearl . USAASO SezViews From Readers Inside Back CATC Controller f The Year Outside Back C

The mission of the U S RMY VI TION DIGEST is to provide information of an operatior functional nature concerning safety and aircraft accident prevention, training, maintenaoperations, research and development, aviation medicine and other related data.The DIGEST is an official Department of the Army periodical published monthly undersupervision of the Commanding General, U.S. Army Aviation Center. Views expressed heare not necessarily tho.e of the Department of the Army o r the U.S. Army Aviation CePhoto. are U.S. Army unless otherwise .pecified. Material m ay be reprinted provided credgiven to the DIGEST and to the author, unless otherwise indicated.Articles, photos, and items of interest on Army aviation are invited. Direct communicatioauthorixed to: Editor, U.S. Arn,y Aviation Digest, Fort Rucker, L 36362.Use of funds for printing of this publication hal been approved by The Adjutant GenHeadquarters Department of the Army, 8 April 1974, in accordance with R 3101.Active Army units receive distribution under the pinpoint distribution system as outlineR 3101. Complete DA Form 125 und send directly to CDR AG Publications Center, 2800ern Boulevard, Baltimore, MD 21220. For any change in distribution requirements, initiarevised DA Form 125.National Guard and Army Re.erve units under pinpoint distribution also should submitForm 12-5. Other National Guard units should submit requests through their state adjugeneral.ThOle not eligible for official distribution or who desire personal copies of the DIGESTorder the magaxine from the Superintendent of Documents, U.S. Government Printing OfWashington, D.C. 20402. Annual sub.cription rates are 15.70 domestic and 19.65 overs

Single copies are 1.35.


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SMOKE -WHO NEE S IT

LTC Jesse E elterDirector

U S Army Transportation OperationsNaha Okinawa

CPT Leland L HuberProj ect Officer

Deputy for DevelopmentsU S Army Av iati on Center

C ONTEMPORAR Y doctrinefor helicopter employmenthas established a need for terrainflight to elude the enemy. How-ever the geographic areas andvegetation on which these low alti-tude flights can capitalize cannotbe chosen as engagement areas. Itis therefore necessary that we con-sider smoke as well as other de-vices which can be used in openterrain to deny the adversary visualdetection and observation of ouroperations.

History reveals many instanceswhere the employment of smokeSEPTEMBER 1975

in tactical operations was success-ful. One of the first recordedusages was that of Charles XIIof Sweden who burned damp strawto produce smoke to screen a rivercrossing operation. There weremany other sporadic attempts touse smoke but results obtainedwere too uncertain to justify itsadoption as an adjunct to tacticaloperations. Most tacticians werereluctant to investigate smoke usagebecause of the handicap blackpowder smoke had placed on thebattlefield. The development ofmethods for smoke generation for

battlefield screening essen tially wasneglected until World War I.The British were the first todevelop a special smoke producingdevice to be used in land combat.

During World War I they intro-duced a smoke pot containing amixture of pitch tallow blackpowder and saltpeter. Soon bothsides were using many forms ofsmoke including white phosphor-ous as a screening agen 1Development of smoke generat-ing and delivery technology con-

tinued with World War II andContinued on page 6


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F ONLY INANIMATE objects could talk then perhapssome enlightening things could besaid far and beyond what thehuman designer or user has con-ceived.

Once, not so long ago in awarehouse probably located withinthe bowels of Frankford Arsenal,rounds of ammunition got togetherto have a promotion board. Pres-ent were 5.56 mm, 7.62 mm, 40mm, 50 cal , 20 mm and 30 mm.

The senior bullet present, 50 cal,called the meeting to order. Allright All right Let me have yourattention please. We are gatheredhere to decide who should be re-tired and who should move up tobigger and better things. No controversy has come up yet, mindyou, but some decisions have beenmade and others will be madeshortly that could affect us all.Now each of us in this room,to include our distinguished visitor30 mm, feel w have designatedpositions, thus fixed uses andshould not be tampered with. Thismay have been true in the pastbut a new weapons platform thathas been developed over the pasttwo decades is here to stay. Irefer , of course, to the attackhelicopter . Since I am the seniorbullet present and each of youindividually has mentioned to methat you feel you should haveexclusive rights to the attack heli-copter "

A gasp from each attendee and aclamor for attention caused 50cal to use his gavel. Bam BamBam Silence please. We will getnowhere this way. Now youyoungsters just sit back a minuteand shut up. I have the floor.Perhaps you are surprised theothers want in on what you feelshould be your exclusive bailiwick.Well, each of you will have the

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chance to state your case . To keepa semblance of order w will conduct the meeting properly. Size isas good a way as any so 5.56mm you have the floor but tryto keep it brief.

With the slight swagger so oftenassociated with runts, 5.56 mmmoved to the podium. Gentlemen, as you are aware, I am oneof the newer calibers to join yourillustrious ranks. Once started?there's no stopping me. Why thewhole Army now uses M-16 riflesand that's what I'm all about. f1'm good enough for the infantrywhy I'm good enough for any-thing. The attack helicopter is absolutely right for me. Since thehelicopter is limited to what it can

s

carry I'm the best choice in theroom. Why, the helicopter cancarry up to 20 of me where itcould carry but one of some ofyou contenders."

Immediately 30 mm and 40 mmjumped up to protest.

Bam, bam went the gavel as50 cal said, Calm down, you willget your chance. Continue 5.56.In addition to the advantageof my size and weight, there areother considerations, said 5 .56.

When fired, my recoil againstthe airframe is virtually negligible.I can be fired at a very high rateand I move fast. I mean f stso I can get out there and do mything to the target. That, gentle-men, in a nutshell, is why I should



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be assigned to the attack helicopter.Are there any questions?"

Everybody stood up and shouted.Again 50 cal banged the gaveland said "The chair recognizes7.62 mm."

Somewhat battleworn and weary7.62 mm stood and stated, "5.56,I understand everything you havesaid. You are in all likelihood anexcellent infantry weapon as youhave stated. I must admit I'veheard some controversy in thatarea; however, the question todayis the attack helicopter. I haveheard the attack helicopter wantseven a greater range weapon thanmyself. I will address that later.My question to you, sir is whatis your maximum effective range?"

SEPTEMBER 1975

L e George L O G radyTechnical ranch

Operations and PlansQ MASSTER

Ft. Hood TX

"Well," said 5 .56 "I am notreally sure how to answer that.The book says my effective rangeis 500 meters but I know I can gofarther than that."

"Precisely " shouted 40 mm ashe leaped to his feet. "A ll youlittle guys without high explosiveheads-your range is only effectiveto the range your tracer burns. I've

been reading the book too, 5.56and let me tell you something.The tracer is th e gunner's only firecontrol. Unless he can see wherethe tracer goes why he can'tshoot. That's why your effectiverange is only 500 meters. Nowlike 50 cal says let's keep it bri efBased on your tracer alone I thinkyou better be grateful you do havethe infantry; take your seat."

"Well said," from 50 cal"thank you 5 .56 mm for yourinterest. We will not forget you.There may be special times youcan be use d but for the moment 7.62 mm, yo u a re already standing it's your turn."

"Thank you, sir," mumbled7 .62 as he walked rather stifflyto the podium. "Gentlemen, asyou know I am a close cousin todear departed 30 cal-as a matterof fact the only reason I'm hereat all is a thing called NATO[North Atlantic Treaty Organization] standardization. Nevertheless,I feel I have already played animportant part on all attack heli-copters and 1 feel I should stickaround for quite a while yet.

I apologize for my worn appearance today but basically my ap-pearance is my credentia l I ven-ture to say I was fired more inthe Republic of Vietnam than anytwo other calibers here today. Ihave proved reliable and the wea-pons that use me either are fullyreliable or have identified fixes tomake them reliable. I can statey advantages are similar to those

of 5.56 and then some. 1 amsmall many can be loaded . I amfast and my recoil is negligible .My current maximum effectiverange is approximately 800 metersbut my killing range is clo er to3 000 meters.

Continued on page 2

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CW2 Donald R McCoy

T HE MOD- Y WAS developed as a part of theweapons stores management system for attackhelicopters. It gives the pilot a zone select capability for firing the different types of 2.75 inch rockets.

In addition to the zone select capability, a pilotcan select single pairs , multiple pairs or quads(firing rock ets from all four pods at once). Thisfeature gives the system the potential to carry marking or flare rounds in certain zones along with highexplosive HE) , variable time (VT) or delayed penetration OP) rockets and to fire whichever rocket sthe mission dictates.

The M00 Y s a portion of the weapons storesmanagement system which includes the laser rangefinder or a similar range finding system along with aheads-up display to assist in target acquisition andengagement.

The major components of the MOO-Y system include a control head which replaces the pilotsweapons control panels currently used in AH-IHueyCobra attack helicopters. The two MOO-Cintervalometers are replaced by two MOO-Y intervalometers and a wiring harness to adapt the intervalometers to the control head. Installation of thesystem takes about one-half hour and it can be installed at the organizational level.

The basic difference between the MOO-Y andMOO-C intervalometers s that the MOO-Y intervalometer can be rep ired at the organizationallevel or direct support maintenance level. The inoperative component is replaced at either of the twomaintenance levels without removal of the systemfrom the aircraft. There s no weight difference between the M00 Y and the system now in use; therefore, weight and balance are not affected.

The MOO-Y control head s the same size as the

At right th e hand held AN/GVS 5/ XE2 being studiedfo r possib le use airborneas an economical AH-l Cobra ra ngefi nder system leftview thru rangefinder

st by

Above MOO-Y control unit 60 minute retrof it and 6 zone capability. At r ight and below 2.75rocket penetration sequence through 5 inch armor plate. Provides attack helicopter w/ antitank/ antipersonnel capacity in unitary warhead

current control head. It consists of two click dialson the left and right center of the panel. The leftdial s used for zone select and the right one forpair select. The zone dial can select any of the sixzones, quads or all zones can be fired at once.The pair select dial on the right has a l mp po sition to test the quantity lights, an off position apd


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The MOD-Y system has been designed to provide the armhelicopter with a mixed payload of 2.75 inch rockets. Whencoupled with a rangefinder and the heads-up display system,the MOD-Y equipped helicopter s exposure time is minimizedsubstantially, thus improving survivability in a high threat combatenvi ronment. The 4th Battalion, 77th Aerial Field Art,illery ofthe 101st Airborne Division Air Assault), Fort Campbell, KY, isconducting field tests of two MOD- Y systems provided by theFFAR TriService Rocket Committee of Redstone Arsenal .

p irs select position. The pairs selectible are 1,2, 3,4, 7 9 or infinity. The infinity se lection, in conj unction with full zone select, will allow a pilot to fire76 rockets in 1.2 seconds. Aviators who have firedthe MOD-Yin this manner have coined the wQuick-Dump mode for this capability.

There are two toggle switches in the upper centerof the control head. The left switch is for rate offire either 60, 110 or 160 millisecond firing cycles;the right switch is used for wing store jettison eitherinboard, outboard or both. There are four lightsthree green and one r e d ~ t the bottom left of thecontrol panel that indicate how many pairs of rocketsremain in each zone.

The red light illuminates w b e c h z o;ne isThe lar e white light Ioea . the u .

- I: = : ;: .--- .

1 I I

Chaff concept is to disperse chaff with the 2 75rocket to enhance the attack helicopter s su rvivability against radar directed antiaircraft weaponsShotgun shell and modular wheel concepts shown

ID

ner of the panel i used in conjunction with the resettoggle switch in the lower right hand corner. Acq uisition to all switches is easy, they are illuminated atnight and are readily visible.

The MOD- Y intervalometers divide the M200Elpods into three zones inboard and three zones outboard . A Zone is the middle nine tubes outboard;B zone is the bottom seven and C zone the

top three tubes; D , E and F zones are inboard, with D being the middle nine, E thebottom seven and F the top three.Battery A, 4th Battalion, 77th Aerial Field Artillery , WIst Airborne Division (Air Assault) at FortCampbell, K Y is conducting field tests using twoMOD-Y systems provided by the 2.75 inch FFARTri-Service Rocket Committee, Redstone Arsenal,Huntsville, AL. Thus far, 3,254 rockets have beenfired through the two MOD- Y systems by the 4/ 77thusing running fire and hover fire techniques. Areasbeing tested are pilots adaptabi lity to the system ,zone selection, hover fire adaptability, QuickDump mode, and organizational and direct supportmaintenance.

In the area of pilot adaptability, no problems havebeen encountered once the aviator has familiarizedhimself with the various switches and their functions .Continued on page 7

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unit commander s view

I N JUNE 1974, the U s RMYVI TION DIGEST publishedan article entitled The II thAir Assault and the Future byLTG G. P. Seneff J r. The tacticsdescribed in the following articlemight be considered as part of thefuture tactics which have developedfrom the well-laid foundation pioneered by the th Air AssaultDivision (T) in the early 1960s.

During the period 24 May 1974through 8 June 1974, CompanyD, I58th Aviation Battalion, WIstAirborne Division (Air Assault)participated in exercise Solid ShieldIV, east of Ft. Bragg, NC. Thisexercise consisted of Army, AirForce, Navy and Marine forcesin a Joint Training Exercise (JTX) .Company D (Ghostriders) was6

Major John R MillsS-3 101st Aviation Group

101st Airborne Division Air Assault)Fort Campbel l KY

tasked to support the 101st Division's Third Brigade, commandedby Colonel W. F. Honeycutt (nowBrigadier General) as part of JointOpposition Forces (JOF) againstthe friendly 82nd Airborne Division. This exercise was the Ghostriders test much as Air Assault IIwas the test for the th Air Assault Division.

Prior to this, in August 1973,Company D, 158th Aviation Battalion began an intensive trainingprogram. The company had justreceived its last aircraft whichbrought the total to 20 UH-IHHuey helicopters. Being the lastassault helicopter company to bereformed in the WIst AirborneDivision since its return from the

Republic of Vietnam, as well ashaving 68 percent of its pilotsfresh out of flight school, an extensive training program was needed and g uickly developed. Aftermany hours of classroom discussion, Company D, 158th AviationBattalion began its air work withbasic formation flying in groupsof four to five aircraft. Due to thediverse reg uirements of the infantry, formations of every description were tried and tested. Inaddition to extensive formationflying, the standard altitude wasgradually lowered until all fligh tswere flown at or below treetoplevel.

As proficiency in terr ain flyingincreased, we continued to varythe formations to fit the tactical



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situation. The idea stressed mostwas that mid-intensity warfare presented a high threat environmentto any aircraft which was notflown as close to the ground aspossible. The techniques of flyingin an assault helicopter companyhave to vary as dictated by theenemy threat. We decided earlyin our training program that thebest way to handle light enemyopposition in offensive operationswas to conduct all assaults at orbelow treetop level. Continuing inthis phase, if a raid behind enemylines was to be conducted, techniques which we called combatassault by infilt ration CABI) wereused this will be discussed later).f small insertions of squad-sizeinfantry troops were to be employed, nap-of-the-earth (NOE)techniq ues were used.Moving to the delay or defensive operations, we experimentedwith NOE techniques. At times,we went in downwind with singleaircraft until the formation hadfully arrived in the infantry PZpickup zone). Then we turnedaround and the last aircraft inbecame the leader back out. Thistechnique was used particularly toextract friendly troops from behindenemy lines without causing excessive exposure of aircraft toenemy fire. As with both offensiveand defensive operat ions, the entirecrew of each aircraft had to beaware of the total available intelligence of enemy positions, weapons, dispositions, etc.Along with the tactics phase, anintensive navigation program wasinitiated. Recalling past trainingwith the 11 th Air Assault Division,I could remember the long flightsfrom South Carolina into NorthCarolina in which a deviation of5 seconds from specified LZ landing zone) time was not acceptable.With this in mind, the Ghostridersundertook the same professionalapproach to navigation and ETAsestimated times of arrival). U tilizing the basic concepts of time,

SEPTEMBER 1975

distance and heading, the onlyaddition was terrain appreciation .Thus, if a valley .was nearby, aircraft would use it by flying ontops of trees, on the sides of thevalley and by following the contourof the valley in lieu of using aheading to guide on. All pilotswent through the naviation training. It was felt that all had todevelop the ability of being a flightlead since in the mid-intensity environment, the day of mass 60aircraft formations would be few.M ore emphasis needed to beplaced on single or two-or-threeaircraft groupings.

Along with navigation and backward sequence planning to arriveon time, the Ghostriders approachto communications was the negative use of radios. All briefingswere conducted on the ground inas much detail as possible, so thatall req uired changes would be accomplished automatical ly at a specified time or by the use of handsignals. Thus, flights entailing strictradio discipline became the norm.Internal calls were kept at a minimum and all calls to the infantrywere very explicit in nature. Forexample, the aircraft lead made acall to the infantry one minuteprior to pickup. Once on theground, as the aircraft becameloaded, the pilots indicated this tothe next aircraft by hand signalsin the day and flashlights goingto steady at night. The Grimeslight for 5 seconds indicated takeoff, or at RP release point), indicated landing and any prearrangedformation change. The infantrybattalion commander was not called by the flight lead if ETA wasaccurate, but only if he was goingto be late. This approach madeaviators strive for exact LZ times.

As was the case with the 11 thAir Assault Division, Company Dlearned to handle the weather, i.e.,landing to wait it out, and theflight lead out ahead as a weatherscout made it possible to fly in

deviation of 5 secondsfrom specified LZ timewas not acceptable

All briefings wereconducted on the groundin as much detailas possible

calls to the infantrywere very explicit

Continued on page 8

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Under normal circumstances,there will always be that lQ percent that won't get the word.But where aviation units are concerned, the problem of getting theword out to t h ~ units is even morecomplex because doctrinal changesin this field have been muchbroader and even more rapid thanfor any other member of the combined arms team. The writers ofour training literature have beenhard pressed to keep pace with thenew developments and get new literature in the hands of the user asfast as the changes occur. Sometimes, new equipment will reachthe field units while new doctrineor training literature is enroute.The Army-Wide Training Literature Program (ATLP) is our vehicle. Like the old Model-T, shedon't go very fast, but she'll getyou from here to there.

The U.S. Army Aviation Center's literature program is enroute.There are a number of new orrevised publications coming downthe pike that will help fill the present void and provide the foundation upon which field units canbuild meaningful and realistictraining programs.FM 1-1, Terrain l y i n g ~ As thereplacement for the original napof-the-earth training manual, TC1-15, FM 1 1 incorporates the latest doctrine and flight techniquesthat will be required of our aviators to operate on future battlefields. It provides the super-structure for individual qualificationand unit training programs.

FM 1-5, Instrument Flying andfor Army Aviatiors:

publication replaces two olderTM 1-215, Attitude Inand TM 1-225,

Navigation for Army Aviation.is our basicnavigation text22 is of particularto field units. It introduces

aviation unitinstrumentand navigation. Aviationmust be able to operate inter-

1975

mittently into and out of frontlineinstrument conditions in an electronic warfare environment. Thischapter presents some basic methods and techniques that will serveas a point of departure and willallow field units to take the firststep in this direction.

TC 1-28, Rotary Wing Nightl i g h t ~ This publication will provide aviation units with a comprehensive reference for night opera

tions and unit training. Aviationunits must be organized and trained to operate around-the-clocknot be transient daytime visitorsto the battlefield. This means thatwe must fly at night on a regular,sustained basis either with or w t -out night vision aids. Obviously,we must gain confidence in operating without night vision aids before we take on sophisticatedequipment which may be availableto only a limited number of aircraft.

ST 1-28, Night Vision Gogglesfor Army Aviators (AN/PVS-5):This publication is a spin-off fromTC 1-28, and will be published atthe Aviation Center to provide instructional information pertainingto the operation of this night vision device pending formal publication and distribution of TC 1-28and/ or other literature. It will beavailable upon request by writingto: CommanderU.S. Army Aviation Center

ATTN: ATZQ-D-TLFort Rucker, AL 36362

FM 90-1, Employment of ArmyAviation Units in a High ThreatEnvironment: This is the cornerstone manual of the Aviation Center's literature program. In addition to describing how aviationunits contribute to the Army'sland combat capabilities, it is designed to provide a broad doctrinal foundation for future publications.

FM 1-105, Aviator's Handbook:Unlike the manuals discussed_previously, this one is not new. Ithas been in the field for about a

year. However, a recent survey ofArmy aviators revealed that a surprising percentage of those questioned had never heard of thisbook. This publication providesthe Army aviator with a pocketguide of useful information covering a wide range of topics. t isdesigned so that the aviator mayhave at his disposal, both in flightand during preflight planning, ahandy summary of procedures andchecklists which will facilitate hismission under any environment.Tactics Sampler: The Sampleris now available. It is a series ofarticles written by senior commanders, school commandants and cockpit aviators for the IGEST in1974 and 1975. They offer viewson tactics, training and hardwareneeded to win the first battle ofthe next war.

The books discussed here are thelatest additions to our ModelT. As we said before, she don'tgo very fast, but she'll get youthere. However, there are timeswhen the old girl can use an assist.The writers of these publicationsare vitally interested in improvingtheir product. But they do needyour help. f you have a trainingproblem, would like to see something added or a modificationmade to an existing publication orneed a new publication, put youridea or problem on a piece ofpaper and send it to:

CommanderU.S. Army Aviation CenterATTN: ATZQ-D-TLFort Rucker, AL 36362or call: AUTOVON 558-2482/3801Either way it won't cost you:

It 's official business, so use anofficial envelope or the AUTOVONline . You'l1 be more satisfiedknowing you've been heard andwe at the Aviation Center will bedoing a more comprehensive jobfurthering developments in Armyaviation. t takes all of us together

we're on the same team andwe want to be winners9


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A discussion of the development of a device to adapt the ground Interference Generator so that it could be used in helicopters to simu-late jamming during aviator tactical training. The author also clarifiesEW terms. The companion story on page 12, How's Your EW Training, relates experience of student aviators contending with jamming

erialRadio

M OST OF TODA Y's Armyaviators never have beensubjected to a serious electronicwarfare (EW) threat, but they havebeen jammed or blocked outduring what seemed like the mostcritical portion of a radio transmission by friendly radios. Asaviators , we know how disruptiveto the mission this interference canbe, and it is this confusion that theenemy will be attempting to achieveby employing electronic countermeasures during future battles.EW and the multitude of acro-nyms that are associated with ithas created a mystiq ue in the mindsof many Army personnel. It is forthis reason that the following clarification of the three broad divisions of EW are needed for anydiscussion on the subject.

Electronic Warfare SupportMeasures (ESM) is that division ofEW involving actions taken tosearch for, intercept, locate andidentify immediately radiated electromagnetic energy for the purpose of immediate threat recognition. Thus, ESM provides asource of EW information required to conduct electronic countermeasures (ECM), electroniccounter-countermeasures (ECCM),threat detection , warning, avoidance, target acquisition andhoming.

10

Captain Luther O WallerChief Train ing BranchDepartment of Resident Training ManagementU.S. Army Aviation Center Fort Rucker

Electronic Countermeasures isthat major subdivision of EW involving actions taken to prevent orred uce the effectiveness of enemyequipment and tactics employingor affected by electromagnetic radiations and to exploit the enemy suse of such radiations.

Electronic Counter - Countermeasures is that major subdivisionof EW involving actions taken toensure our own effective use ofelectromagnetic radiations despitethe enemy's use of countermeasures.

The high level of ECM employedduring the 1973 Mideast Warprompted the U.S. Army AviationCenter at Ft. Rucker to recognizea deficiency in EW training belngprovided to its students, especiallyin the area of radio jamming.

The Aviation Center lacked localunits with a jamming capabilityand had a recurring training cyclewith the initial entry rotary wingcourse. Inq uiries revealed that theInterference Generator SG-886TU R could provide effective training,but was compatible only with thetactical ground series of radios inthe inventory.

The problem was presented toU.S. Army Electronics Commandrepresentatives at Ft. Rucker, andMr. Don C. Maier began the searchfor a way to adapt the device toArmy aircraft. The engineering

considerations of such an adaptionpresented several technical problems because of the voltage andimpedance characteristics of thedissimilar pieces of eq uipment.

A relatively inexpensive cablewas fabricated and within a weekan initial test was flown within thetactics training area at Ft. Rucker.A simplified schematic of the interconnecting cable has been providedas well as the schematic of an additional cable that was fabricatedfor a portable tape cassette playerusing prerecorded jamming signals.

The end product is a jammingpackage that is compatible withmost Army aircraft and a relatively simple airborne jammingplatform that can be adapted to amultitude of training situations insupport of air or ground operations.

Installation of the package inArmy aircraft does not require anymodification, thus facilitatingtransfer from one aircraft to theother (see How s YourEWTraining, page 2 this issue). With theelectrical power being supplied fromthe aircraft, an effective signal canbe transmitted by the pilot monitoring the training aircraft's assignedfreq uencies .

In this regard, some mightconsider this cheating, but forthe sake of training time and lack-



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ing the ability to easily sweep thefreq uency spectrum, this dictatesknowing the jammed aircraft sassigned freq uencies. Additionally,the technical reader has perhapsalso realized that the capabilityexists to jam on all of the aircrafttransmitters. The jamming operator must judiciously use this multi band capability for obvious inflight safety and emergency situations.

The successful initial testing ofthe device prompted its immediateimplementation into the tacticsphase of the initial entry rotarywing program (IER W . Development of jammer employment techniq ues strict ly ha s been trial anderror. The jammer aircraft flies tothe tactical area separately and witha degree of deception from theunknowing students who are flyingscenarios dictated by assorted operations orders . Once in position,the jamming aircraft will begin histransmissions, forcing the studentsto apply antijamming measures.

It must be recognized that thejammer aircraft is transmitting withthe same power output as the otherjammed aircraft and total obliteration s obtained only under the mostideal conditions. Further refinements of these techniq ues are continuing b ut training personnel favorthis simple system over more complex devices.

Initial reaction to the jammingwas that it was a novelty but thisattitude changed with the introduction of thre t awareness instruction and actual EW demonstrations. Student critiques have

Schematic of Interconnecti ng Cable with Adapter PadU-228/U U-174/U

(or U-18 3/ U) Green (or U-93A/U)(RearView)

/I\,@- /---_/

4_70 llDt)Red :Green I To ai rcraftIed

...... To output (transmit cable)of SG-886T/URI I J audio system

(Rear View)Ratios: Z 150 0 : 4 0 6x1 -6 w 2_5x10- 7 w (24:1) (-13.8db)

E 30mv: 1 mv

Schematic of Audio Input Adapter CablePJ -055B U-228/ U(or audio plug to match tape player) (or U-183/U)

~ I ~W = . : t : = = = = = = = = ~ - - - - - , f { g \_ (Rear View) \ IC D I./To input (receiver cable) - -o output of tape cassettem chinestrongly favored more jammingtraining, and it s being incorporated into solo missions.

The efforts outlined and theinitial actions taken might at firstseem meager when compared to theeq uipment hardware and doctrineof our sister services. When themission and operational environment of Army aviators are put intocontext with everyone s responsi-

Above figure shows interconnectcable for Signal Generator anda cable for adapting a tape playerusing prerecorded jamming sig-nals. Below, complete jammingunit-cover removed from powersupply_ Right, tape player jamming unit in UH-1 ready for use

of SG-886T/URbility for ECCM, the electronicwarfare awareness instruction provided at Ft. Rucker makes asignificant contribution.All materiels necessary for theradio jammer are readily availablethrough normal channels and witha little ingenuity, another degree ofrealism can be added to prod uceeffective EW training in preparationfor future conflicts.


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Haw s Yaur

EW TR lnlnli .ajor Walter L. Bragg

Advanced DivisionDepartment of Undergraduate Flight TrainingU. S rmy Aviation Center

audiong Serv. x; ;VCI ~ i I s s e t t e tapesstatic, tone,

tape recorder were dead proving tobe an expensive proposition due tothe quantities of batteries used. Tosolve this problem, a power supply

for the recorder was needed. Theheated blanket outlet in the UH-IHprovides 28 volts d.c. but the taperecorder needs 6 volts d .c. The obvious solution was a step-downtransformer which was fabrieatedlocally. The male pi ug is pluggedinto the heated et receptacleon the UH - If:r and the positiViand negative wir


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28vDC

Pi Hubbell 7547Rl 75 25 watt (Newark 13F560)CR1 In 534 I Zen e r D deFl 1 2 AmpV o l t a ~ e reducer (28vDC to 6vDC)

e s i ~ n e d to permit operat ion ofin the UH-IH*NOTE:

Figure

ated blanket receptacle

v o l t a ~ e

aUANTITY aUANT ITY ITEM COST1 Cal i foneCa sse t't e 11

Elec t r ic cor d 5Tapped r e s i s to r

f t @ .11 f to m i t e Dividohm.Pre- recorded casse t te tapes fO 210-15K-4. No. 0367. Ohms 75.Y-45. 25 wattsa i r c r a f t mikefrom s a l v a ~ eets may be used

(Other s imi l a r models may be1. 00 1 Fuse Holder wlfuse

5ft@ .llft .55 1 Zenier Diode 5341B lR.SUPPLY 1 Assorted screws. scrapmetal and c i r cu i t boa rdMale p l u ~ to f i t 28 vol ts DCheated blanket out le t in UH-1H 1 82 Total Cost x c l u d i n ~ Labor

*NOTE: In i t ia l cost ; cost for mul t ip le uni ts would lower asquant i ty i nc reases Also. the tape recorder was local lyava i l ab le but fur ther s a v i n ~ s would r esu l t from u s i n ~a tape player instead of tape recorder

Figure 2

iNsheet

used)

.55

1.402.002.201 50

$66.62*

If the j a m m i n ~ a i r c r a f t posi t ions i t s e l f between two s t a t ionsthen communications between these two s ta t ions wil I be blocked. The closer the stations are located to each other, the less effective will be the jamming. Forexample: In order to block communications between aircraft flying in formation, the jamming aircraft must be part of the formation. Even though communicationsare not blocked, the operators willgain the experience of workingthrough jamming.

JAMMING AIRCRAFT

STATION 1 STATION 2

Figure 3I f however. the j a m m i n ~ a i r c r a f t i s in a posi t ion other thanind ica ted above. the communications wil I be in te r f e r ed with.but may not be blocked.

JAMMING AIRCRAFT STATION i STATION 2

SEPTEMBER 1975

I f a unit never has been exposedto jamming before, they are missing a valuable training experience.Try employing this type of training on your next field exercise;you will marvel at the results.

3


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TYOURSERVICE

4

Mr Edward A. Ewell DACTraining Specialist

Field SupportrmyWide Training SupportU S rmy Aviation Center

M ANY ARTICLES have been written aboutthe Department of Army-Wide Training Support OAWTS at the U.S. Army Aviation Center,Fort Rucker. But there are those who still areunaware of the many services OA WTS providesand how easy it is for you to take advantage ofthem.To begin to grasp the concept and scope ofDAWTS it may be better to first take a close lookat the mission outlined in the accompanying box.The mission indeed covers a broad spectrum of responsibilities. To accomplish its tasks DAWTS hasbeen apportioned into the following five divisions: Administration and Processing Course Development

Field Support Non-resident Instructional Materials Supply Training Extension CoursesDAWTS is most widely known for its work and

support in the area of correspondence courses. toffers four professional development courses Warant Officer Senior Course; Aviation Warrant OfficerAdvanced Course; Air Traffic Control NCO Advanced Course; and Air Traffic Control NCO BasicCourse and seven skill progression courses FlightTraining Preparatory Course; Flight Operations Coordinator Course; Army Aviation Command andStaff Officer Course; Aircraft Maintenance EntryCourse; OH-58 Helicopter Repairman; UH-I Helicopter Repairman; and Aviation Accident PreventionManagement Course). This provides about 220 subcourses that may be obtained through DAWTS. Few,however, think about the work and coordination ittakes to make all of this possible-.

In addition to making subcourses available, theAdministration and Processing Division also is responsible for counseling services to students who request it. Administration and Processing Division personnel work with each student as if this person were

r iL the only one enrolled. They provide the experiencedguidance so necessary for successful progression atall subcourse levels. Each student receives individ-U. S. ARMY AVIATION DIGEST


17/52

I ',f Ii

Iualized Ipersonal attention and the individual's progression rate each course is proportionate to theamount of, time and effort he or she applies. This

i s i o I is ,responsible for scoring lessons andexaminations, computing grades, posting records andadvising students of their grades .The . Administration and Processing Division has' f,. 'grqwn' since :JUly 1974. Correspondence courses havegained s i g n i f i c a n t l y in popularity in a relatively shortperiod of ~ For example, in July 1974 the activestudent enrQl ment in the correspondence course pro-) . .gram was ~ 6 1 7 By March 1975 it had jumped to8,716. The additional 3,099 students represent a

o m e n 55.17 percent increase in student enroIl' ment in Iust nine months. This is the largest singlegrowth ' rate since rDAWTS began maintenance andadniinistrati'on of subcourses in 1966., DA r s Cdurse Development Division is thebackpone of the cprrespondence course program. Its

n p e l are the unsung heroes that provide theconsistently high quality course training materials .This division is stafted with education specialists whowrite and : rewrite course materials that provide each-student I wh h personalized self-teaching instruction.These special;sts ensure that course materials are revised per iodically to include the latest informationi .and techniques., In the past two years, the totalhourly credit value for subcourses has increased fromZOO Icredit hours to more than 2,000. The CourseDevei10 pmeIl;t, Divi.sion also has a staff of editors whoassist the prpfessional educators with proper verbiageand m.eth 4s of expression-thus ensuring the bestpo Jsible presentat ion.St.udents l should understand that correspondencecourses parallel courses taught in resident trainingprograms, and that entry into a correspondencecourse : p r o g r m will not have an adverse effectsh6uld ,al s t l 1 d desire to enter a resident programlater . Ther tfj are some courses not taught in residenttraihing. By regulation, equal credit is given whetherimliYjidua,1 completes resident training or a corresporipenc1cob rse., The, Field ' ,Support Division receives queries, requd ts and r e q u i s i t i pertaining to aviation orientated i1 lstructional materials from service schools,U.S. Arrpy R ~ s e r v e (USAR) schools, Reserve component Reserve Officers' Training Corps(ROTC) J . . l n i Army National Guard (ARNG) units,active Army J nits and individuals. The division hasavaiidble a' : lf sson plans, p r o g r a m ~ of i n s t r ~ c t(POls) ,and , programed texts used In the AViatIOn

C e ~ ~ q i d e n training courses. These trainingmateriabs are valuable refresher instruments used inr h a i n t i n g 'operational readiness , combat effectiveness a1}d 'personal professional parity.

The Field r Slipport Division also is responsible forj 'I: ' IT M ~ R 1975

: "

staff visits to USAR schools and ROTC and ARNGunits to provide assistance in the evaluation of training materials. It is responsible for the worldwidedistribution of the Army Aviation Annual WrittenExamination to Army aviators .

More than 22,000 examinations were issued lastyear and more than 25,000 study guides furnished toall units with aviation assets and to all rated aviators. This alone is a big undertaking as it requiresmassive coordination efforts.

DA WTS does not have technical manuals (TMs) ,field manuals (FMs) or training circulars (TCs) available for routine issue. f these type publications arerequired, you should order them through your appropriate Adjutant General (AG) channels.The purpose and intent of the correspondencecourse program is for the personal and professionaldevelopment of the individual and to enhance hismilitary career through comprehensive education.This approach to personal education helps to developthe total Soldier and his achievements are appropriately recognized with the awarding of a certificate upon successful completion of the course.Correspondence courses or any of a large varietyof subcourses may be obtained by following properenrollment procedures as prescribed in AR 351-20 .Group enrollment is encouraged if two or moreindividuals are taking the same course and wouldcare to study together.

Emphasis now is being placed on group study because it has opened a world of possibilities in progressive education of particular interest to the reservecomponents. This provides unit commanders with anadditional educational tool. Procedures have beendeveloped in which correspondence course material isimplemented in the support of training.Responsibility for the administration of the coursematerial rests with the instructor within the unit. TheOhio State National Guard is conducting the Aviation Warrant Officer Career Course using AviationCenter correspondence course material. These classesare being conducted in a classroom environmentusing Guard instructors as a part of normal scheduled drills.

This innovative approach of using group study asa part of drills is being closely evaluated; initial reactions by the enrolled students appear favorable.Colonel Jo S. Drechsler, Commandant, Headquarters 5041 st USAR School, in a letter dated 2 March1975 to the Aviation Center and DA WTS said aboutthe evaluation study program , Those of us in thisschool associated with this course believe thatthrough close liaison with your office we can continue in the development of courses that will providehigh quality instruction to the students and enablestudents to advance in their military career and ben-

15


18/52

DAWTS' MISSION Prepares and revises, in coordination with resident departments, correspondence courses and materials pertaining to Army aviation Administers correspondence courses Serves as program coordinator for all Reservecomponent training support activities of the AviationCenter Procures, stores and issues instructional material for non-resident students and resident materialfor qualified activities of Reserve and active Army Distributes the Army Aviation Annual WrittenExamination and other special projects when directed Develops and / or coordina tes the developmentof instructional materials designed in support ofTraining Extension Courses (TEC)efit the service in general throughout the country.We stand ready to cooperate with you to continuethis course and hope that it will continue and serveas a model for other schools to follow."

Group study is encouraged and DAWTS pledgesfull cooperation in providing the course materialsrequired for these programs. DAWTS now has 1,412students enrolled in similar group study courses.The Non-resident Instructional Materials SupplyDivision carries the biggest operational burden ofall. Every training document or course is handled

and maintained by the supply division. They order,ship and stock a tremendous volume of such materials daily. They are responsible for the assembly ofall course documents and supplies into the individual packets students receive.

DA WTS supply division has an over-the-counterfeature on issuance of correspondence course materials for resident people at Fort Rucker. Everything produced for resident training; a subcourserequirement; or that which is acquisitioned throughinter-school subcourse programs is physically handledby this division. The 25,000 sets of study materialsfor the Annual Written Examination must be stockedand assembled to include a map, study guide, reference data book and exam materials before being

packed and mailed. In short, the Non-resident Instructional Materials Supply Division carries the burden of get tin g it together and shi ppi ng to u tThe Training Extension Course Division preparesaviation-related lessons for civilian contractor development. They are used by active Army and Reservecomponent forces. These courses differ from correspondence courses in that they utilize a multimediaapproach to ed ucation. They can be audiovisual,audio only, programed text or a combination of thethree.The courses are systems engineered and directed tothe following MOSs: 71P, 67N, 67V and 93H. Aviation-related lessons scheduled for fiscal year 1976 development are the DD 75 Flight Plan; AeronauticalCharts and Symbols; UH-l Preventive MaintenanceInspections; and OH-58 Preventive MaintenanceDaily Inspections. They are scheduled for delivery tothe field next summer. The lessons will be used forMOS refresher training, on-the-job training programs, and may be used to supplement or replacenstitutional instruction.DAWTS has experienced rapid growth duringthe past few years due to the new interest shown byindividual troops in furthering their job related skills.Just as a person's body requires physical exercise tostay in shape, the mind also must be developed andexercised. There is no better way to exercise themind than with strong educational development.The Army's greatest asset is the mind of the individual and particularly the mind that has been exercised with productive education sources and materials. DA WTS has taken an affirmative stand in seeing that the individual who wishes to participate inthe correspondence course program gets an opportunity to do so. f you have not signed up for acorrespondence course, take this important step inthe development of your career-today DAWTS catalogs of all available instructional materials andcorrespondence courses may be obtained by writingto: U.S. Army Aviation Center, Department ofArmy-Wide Training Support, Fort Rucker , AL36362. Your sincere comments and constructivecriticism now or in the future will be appreciated.

Five New World Helicopter RecordsMajor General Manuchehr Khosrowdad, commanding general o IranianArmy Aviation, has claimed fiveworld h el icopter records with theBel l 214A hel icopter at Ahwaz,Iran on Apri l 29th. The record performances .In l ight helicopter class - 1. e are as follows:

6

Time to climb to 3,000 meters-1 minute, 58 seconds;Time to climb to 6,000 meters -

5 minutes, 13 2 seconds;Time to climb to 9,000 meters-15 minutes, 5 seconds;Altitude - 29,760 feet; and altitude in horizontal f l ight 29,560 feet.

The record fl ights were conductedunder the auspices o the ImperialAero Club o Iran, the Iranian representative o the FAI; however, theNational Aeronautic Associat ion

provided technical assistance bothhere in the United States and onlocation in Iran. Randy Randleman,secretary o NAA s Contest and Record Board, monitored the calibration o the photo panel recording in struments in Fort Worth, TX, prior tothe record fl ights and then accompanied the Bell Helicopter team toIran to assist the Imperial Aero Clubo Iran in monitoring the actualrecord attempt flights.



19/52

M O D V es t by~ ~ s tontinued from page

Thus far, this has been accomplished by a five-minute session at the aircraft while looking at the control head and a familiarization flight with a gunneryinstructor pilot.

The zone select capability of the system s perhapsone of the most important factors associated withthe MOD- Y. The payloads used by the unit havebeen mixed- VT, HE and flechette rockets-withoutstanding results. More recently during the unit soperational readiness training test, the M OD-Y swere loaded with 2.75 flare rockets and HE rockets.This combination allowed the pilot to illuminate andengage his target on the same firing pass. Anotheruse of this capability can be for lighting friendly orenemy positions and still have different types ofrockets available for firing as necessary. This systemprecludes the pilot from having to shoot neededflares or marking rockets to get to HE, VT or otherrockets required at the moment.

The rate of fire select capability gives the pilot theability to fire at 60, 110 or 160 millisecond intervalsso target acq uisition and engagement can be achievedwith minimum exposure time. This s paramount for

survival in a high threat combat environment.Maintenance of the system s enhanced by four

stepper switches inside the MOD- Y intervalometer.These switches can be replaced easily at organizational level without removal from the aircraft.The MOD-Y system, as part of the weapons stores

management system, s needed as evidenced bythe difficulty in using low level contour or hover firetechniq ues. The problems using these firing techniques are target acquisition and range estimation,both of which increase exposure time. The MOD- Y,coupled with a range-finder system and heads-updisplay, greatly reduces this exposure time and enhances the attack helicopter s survivability.

The MOD-Y is of tremendous value to all 2.75inch armed helicopters including an air cavalry helicopter in a reconnaissance role; an attack helicopterin either a ground troop support or helicopter escortrole; or as a battery of aerial field artillery.The author has worked on the MOD Y program atRedstone Arsenal. CW McCoy completed theArmament Maintenance Supervisor Course andwas recently honored by the Army Aviation As-sociation of America as Aviator of the Year 1975He is currently attending Embry Riddle Aero-nautical University in the Bootstrap program

ypical uses of 2 75 rocket with remote set fuzi n

Forest PenetrationBuilding Penetration Open Area Assault


20/52

ransmissionS IZURMain rotor separation at 1,500 feet 1430 hours 1,500

feetAGL ten UH-1H Huey helicopters, staggered trail"Centu rion Lead, th is is Fou r I have a 'transmission pressu re low

light' burning and my pressure gauge is approaching zero.""Roger, Four. Do you want to drop out? You can proceed to the

emergency strip.""Negative, Lead. My transmission temperatu re is holding with in

limits. I'll monitor it and keep you informed. I'll continue the mission.""Roger, Fou r Keep me advised and if necessary, I'll break out trail

to escort you to the nearest safe area.""Roger, Lead."Within the next few minutes, it was all over The shattered remains of

the ai rcraft, crew and passengers were scattered th roughout 400 metersof swamp. The lower transmission had seized and welded itself togetherdue to heat buildup following the loss of lubrication.

Stupidity? Insanity? Neither

FAILURE TO UNDERSTANDhow the sensing device of thetransmission temperature gaugefunctions could lead to transmissionseizure. The U.S. Army AviationCenter at Fort Rucker teachesprinciples of systems operations tominimize incidents such as thosediscussed in the introduction above.Enough background is taught toensure a safe preflight and a validinstrument interpretation. Thehighly motivated pilot mentionedin the introduction was relying onthe transmission temperature gaugeto warn him of a dangerously hot18

M J an R MooreChief, Operations Division

Department of Academic TrainingUSAAVNC, Fort Rucker

transmission. When the transmission oil is gone as in a massiveleak due to rupture or battledamage, the oil temperature transmitter will not give an accuratereading. Designed to operate onthe wet bulb principle it w llot reflect the dangerous tempera

ture level of the transmission ifthere is no oil to conduct it to thetransmitter. According to the UH-IHuey dash 10 a total rapid loss oftransmission pressure dictates apower on landing as soon aspossible.A rare event-transmission pres-

sure loss? Maybe. From 1968 to1971 there were four fatal UH-laccidents charged to seizure of thelower main transmission followingthe loss of lubrication. Consideringthe number of hours flown duringthat period four accidents may notseem significant. However anyaccident is significant if you areinvolved in it

In the 2 years ending 30 April1974 there were 1 302 UH-l systemsfailures 141 of them were transmission systems failures. During thesame peri od there were 194 AH 1 GHueyCobra systems failures 31 of



21/52

them were transmission systems failures . The failures lead to mishaps*and are reported as they occur.Certainly all failures don't lead toaccidents, but they sure give one anexcellent chance to happen Duringthe 2-year period ending 30 April1974 there also were 7 AH -I Gaccidents and 21 UH-I accidentsattributed to systems failures and /or malfunctions.

The purpose here is not to spreadhorror stories about the UH-Itransmission which, incidentally, isa very reliable component. Theobjective is to stress the importanceof a good understanding of theprinciples on which your aircraftsystems operate. The same methodcould be applied to any othersystem-tail rotor, power plant,hydraulic, etc. Aircraft systemscourses are taught at the AviationCenter to initial entry aviator students, to aviators in every transition course and to those attending instructor pilot courses.

Occasionally students expressverbally or through critiques thattoo much "systems" is taught."J ust tell me what to do when thered light comes on," characterizestheir feelings toward the wholeblock of instruction. The mostcommon problems encounteredhave given rise to well-defined procedures outlined in the dash 1 anddash IOCL as "emergency procedures." But what about thoseoccurrences that are not covered in"emergency procedures"? For instance, how about a slow but steadyloss of transmission oil pressurewhile flying over water or denseforest? In this instance you shouldbe able to effectively monitor your

Mishap-Any unplanned eventthathappens to an aircraft which hasbeen started with an intent to fly.Mishaps a re reported in CrashFacts messages-i.e ., precautionaryand forced landings, incidents andminor and major accidents.

SEPTEMBER 1975

transmISSIon oil temperature andget usable feedback on which to basea decision.Often systems training is referred

to as" maintenance training" whichis a misnomer inasmuch as theAviation Center does not producemaintenance officers. It avoidsteaching "nuts and bolts-nittygritty" detailed maintenance. TheAviation Center's mission is toteach the principles of the systemsoperation with enough details toaid the aviator when performing apreflight. However, if you insist oncalling it "maintenance" goahead,because the more you know aboutthe aircraft th e more clearly you cancommunicate with the maintenancepeople who have to keep it flying.They do a good job but they needyour help. (During the 2-year periodpreviously mentioned there were6 AH-IG accidents and 8 UH-I

accidents charged to maintenance.)ou are an important link in the

maintenance chainBoth operators and maintainers

make mistakes and sometimes themachine fails us in spite of ourprecautions and planning. It paysto know your aircraft as thoroughlyas possible. "A little bit of knowledge is a dangerous thing" is nota truism that holds. I f you knowjust enough to realize that whenyou have a gauge that says "go"and a warning light that says "don'tgo" your chances are at best 50-50;then you can land, shut down andlater ask "the man who does know."The odds at Russian roulette arebetter than that The chance youtake based on ignorance that springsfrom an I don't know" attitudemay be just enough to barely killyour crew, your innocent passengers and you. Think about it

gorski s corner

. S r 6 fc 7,\GOtlY SIR, l ~ UJfRf 1Hf M O ~ T COO u OOS TU0CfYSJUST AS I WAS MAKlpt6 MY APPROACtf 4EY ALL OVf 0 TO ON ~ D f Of THf COOP TO LET ME BY

19


22/52

fullets

Couldalk

ontinued from page

"Now, gentlemen, there is something even 1 do not understand. 1know the helicopter wants to shootfarther than 800 meters and 1 havedone everything 1 can to help but-well, you judge it. Several yearsago, 1967 as a matter of fact, righthere in this arsenal they worked onmy tracer element. They fixed itso my tracer would burn all theway to 1,500 meters and remaincompatible. Compatibility meansmy non-tracer rounds were nevermore than four feet away from thetracer throughout the flight. Yetat 1,500 meters the ball round andtracer round had a common pointof impact. That little fix more thandoubled my maximum effectiverange yet it has never gone intoproduction. "

"Maybe it's because you can'tkill a tank," mumbled 3 mm."True True " retor ted 7 .62

mm. "But why should 1 kill atank? That's not my mission. 1can certainly help tank killers, butkill? My job is area fire or suppression. Now if a tank killing20

TRACEAll ~ - H E500 ME.TERS ~

M ~ I N COMPAT BL r

weapon is around then use it butuse me too. 1 can sure causethose tankers to button up and if1 do that, the tankers' visibilityand conseq uently target acq uisitioncapability is reduced. That helpsthe tank killer survive. f 1 cleanthe infantry up around the tanks,that's a bonus effect."Standing, 5 cal asked, "Doyou have anything else?""No sir."

"Well, as you know, I've beenaround here a long time and thisis the first I've heard about yournew tracer. It may be a big helpso don't feel we are going to ignoreyou. But 1 would like to finishthis session so let's move on. 1realize you are not really nexton the agenda 40 mm, but sinceyou and 7.62 mm have workedso closely together for the lastfew years, let 's hear from you."Brushing himself off, 40 mmstood and waddled to the podium,"1 sure am glad the subject oftank killing has come up 'causejust by my size alone 1 can bethe best tank killer in this room.Let's face it, the rule of thumb fora HEAT (high explosive antitank)round is that the armor penetrationis directly proportional to the diameter. And since 1 have the biggest diameter, why 1 can be thebest tank killer."

"Yeah?" shouted 20 mm."Have you ever hit a tank? Thatis a prerequisite you know."

"Well," retorted 4 mm andand flushed considerably, "I doremember some testing done afew years ago when 1 wasn't toosuccessful. But, some of our relatives are talking fire control thatcomputes with ballistic equationsand assures first round hits, so 1feel with fire control that minor

TI lE I iELICOPTER CANCARRY UP o TWENTY OFME W ~ R T COU l DC RRY sur O N ~ F

~ b Wj II II j

~ O M OF YO_.U.. _

II I[IL _ ___ _


23/52

L__problem can be licked."

Apparently not going to sit down20 mm came back with, "Range,baby, range. Why your maximumeffective range is only 1 250 metersand at that you have to be firedas a mortar to get there. Andyour time of flight, hal By thetime you get to where you aregoing, why the war could be over.Sit down and let's hear from somereal contenders."Loudly, 50 cal banged the gavel."Gentlemen Gentlemen Let's notdegrade this session with unwarranted accusations. In defense of40 mm I must state he really dida job in Vietnam. His lethalitywas commendable and overallmunition and gun reliability wasa credit to us all. I feel 40 mmmay not have a great future considering the needs but he did agrand job for what he was designed.I want to thank you 40 mm foryour presentation. 20 mm Y mseem to be talking more than anyone else. You are a relative ofmine and I do not intend to showfavoritism but in the interest ofharmony you can have the floornext."

At this time 20 mm walked tothe podium and said, "I apologize, 50 cal, and I will attemptSEPTEMBER 1975

UST Y MY SIZEALONE I CAN BE

T ~ E E ~ T NK

to contro l luyself. But being athree-service round and getting allthe attention I have gotten recently plus great promises, I just feelI have a few things to say.""Wait," said 50 cal. "I canalready see you getting out ofcontrol again, so for the benefit

of those gathered here let me givethem the background. Gentlemen,

several years back, 1944 to beexact, after the beachheads wereestablished in Normandy, fighteraircraft armed with me were sentout to find and destroy enemyground targets. At ranges beyond500 yards I did little or no damageto enemy tanks. The cry went outfor a better aircraft antitank gun."I was all they had, thus usingme as a model, a 60 cal gun wasworked on. Obviously, a biggershell casing was needed to holdthe powder to drive the bulletfarther and faster. This was done .The program continued for severalyears and several guns and roundsof 60 cal were developed. Finallyin 1947, without ever going intoproduction, the program was terminated. Remember the U.S. AirForce was the U.S. Army AirForces, so this aircraft gun development was done right here. Someof the work was in this very room.

"I 'm sure 6 cal would have beena fine weapon (sigh) but we mustproceed. Soon after the Air Forcebecame a separate service it wasdetermined those high flying jetfighters needed a gun. Lo and

21


24/52

behold, the 60 .cal shell casingand powder charge were resurrected. Now high up there wherethe jets flew, aerodynamic designof the bullet was not nearly asimportant as what the bullet didto the target. The new bullet,20 mm, was flat in the backjust as he is today. This designallowed for more explosive insideor a bigger bang when hitting atarget. It worked pretty well, too.Then, as the years passed, goodold 20 mm was employed notonly air-to-air but as an air-toground weapon. Now some ofthe initial design (nonaerodynamic)is back to haunt 20 mm. I hopethis puts things in better perspective, You may continue, 20 mm.Yes sir, said 20 mm meekly.I have been used quite a bitin the air-to-ground role and asyou have indicated, there havebeen some complaints but,more enthusiastically now, thereare fixes and I can have a newshape if needed and, more important, new fuzing is already onthe way. Why, with some of thepromises of a new fuze my reliability at 2,000 meters will be justgrand and if . . .At this point 50 cal again interrupted, Fixes are fine, justfine, but I'm not sure if you areaware that fixes can be as long alead time and as expensive as newdevelopments. Don't hang yourfuture on fixes-a brand new development may just pass you by.Meanwhile, we are aware of yourfixed wing uses, how about on thehelicopter?As you are aware, sir, I amstandard on the Marine AH-lJ.

True, my recoil is pretty big butI can do it. To be totally honest,gunners tend to fire me morestraight ahead than full left andrigh t deflection. It seems at fulldeflection the effective range isred uced somewhat because the impact pattern on the ground isgreater. I am also standard on theArmy H ueyCobra as a wing stores22

weapon. I am far more accurateand easier to shoot than otherwing stores weapons.J ust a minute, interrupted 50cal, don't overload yourself. Youmay get a cracked shell casing orblow your primer. You have, asyou have said, been mounted onhelicopters but your range stillisn't what I have heard they want.We can continue to go round andround but I think you have saidwhat is needed to this point, let'shear from our visitor, 30 mm.Thank you, gentlemen, said30 mm as he rose, removed hisglasses to polish them and movedto the podium. I really do notknow why this meeting has been

called. I personally feel the important decisions have been madeand we are wasting our time. However, even though I am far ad-vanced and most of you are obsolete, I will graciously inform youabout me, where we are and whatis going to happen in the future.I have several 30 mm relativesenjoying great success throughoutthe world but I am unique in thatI have been designed for the helicopter. Though I am bigger than20 mm, my recoil is certainly no

greater, so compatibility is nO 'problem. I am next in diameter to 40mm thus my HEAT is excellent.I have had minor fuzing problemsbut as 20 mm stated, these problems are readily resolvable . As faras numbers of rounds carried, thatis a laugh. Why, singly I am sosuperior to anyone else in thisroom that there is just no wayyou can compete. I am complementary to all other helicopter weapons in the inventory. Not only doI suppress, I kill. So why go onand on? The decisions are made.Let's terminate this meeting bysaying I hope you enjoy yourretirement years. I will carryonin your place.Congratulations, said 50 cal,but I think there are a few questions to be asked yet. You mayhave wondered why I put myselflast. You will soon find out. Don'tleave, 30 mm. I will not takelong. Then we will have questions.I t is well established I have seniority in this room. I caution all ofyou that just because I am not newyou will not have an easy timebeating me. Each of you has statedhis advantages and you know what?

They all apply to me. Consider,I Atv\ F AR ADV;\NCtDANO I-IAVE : : t ~

\ DES.oN E DOK THEH E L I O P T E ~---..-l,;---- / ';/

i

___ _ ' __


25/52

if you will, size. There are twosmaller and the rest larger. Certainly enough of me could becarried when the carry capabilityis limited to weight and size."Is range a consideration? Gentlemen, I was designed to be firedon the surface. Ballistics are mystrongest point. My speed in flightdecays less than anyone else's inthis room.

"Defeat armor, you say? I candefeat light armor at close ranges.At longer ranges I don't need to.That's the job of antitank designed weapons. I can certainlysuppress at all ranges. No highexplosive you say? Well, I amnot convinced it is really needed.I recall several of your stories,7.62 mm, wlLre you said yousaved the day on so many occasions. Friendly troops on theground got into a fire fight andcalled for support. Is it reallytrue they called for 7.62 mm andasked not to use other weapons?They did this because any otherweapon was high explosive and iffired where needed would get thefriendlies too. Maybe the discrimnatory fires available to the helicopter need some ball-only ammunition. That's where I belong.f you want a growth option Ihave heard of several HE 50 calefforts so I will use 20 mm's argument and say a fix is available.

"Let's talk about something elsethat has not been mentioned. Suppression at extended ranges needsto occur now, not after the fact.Now 30 mm, if my facts areright-if a TOW [missile] and a 3mm are fired together, then at3,000 meters the TOW will getthere first. Is that correct?"

"Yes sir.""Well, well, maybe your designers are not so perfect but let'scontinue. You are all aware ofwhat a helicopter is, how it flys,how the attitude of the helicopterchanges as flight accelerations orvelocities are called for. Right?

You are also aware that we have

SEPTEMBER 1975

I CAN SI-lOOT ARTHER/ T ~ A N Y U AND ~ O T

~ A S U bN MY MUC FL TTER~ N FASTEK TRAJECTORY

not been able to tell the engineerswhere to locate their gun turrets."Consider the location of theturrets on current and future attackhelicopters. How much elevation isavailable to the gun? How highcan the gun be pointed? Now ifthe helicopter is at all nose lowand must go lower to accelerate,how far can you shoot? 30 mmagain I understand the turret elevation can be, say, 15 degrees.more advanced helicopters only 11degrees. What elevation do youneed to get to 3,000 meters?""I need 1 plus almost 11degrees and by your own facts

there is enough elevation for mein the turret ""Yes," said 50 cal, "that's trueif the helicopter nose is not pointeddown as it is at a hover or evenfarther down in forward flight oraccelerating maneuvers. It hasn'tbeen demonstrated yet but I contend I can shoot farther than youand more often than you basedupon my much flatter and fastertrajectory. "

There was a silence in the room.Finally, 40 mm cleared his throatand stood up. "Gentlemen, sinceI am the closest to retirement, Ifeel I am the most unbiased. twould appear to me certain thingsshould be done prior to moredecisions. The actions to be takenin priority are:

Check out the extendedrange 7.62 mm tracer, useit now on the current weapons fleet. The guns are there.Maximize the lethality.There should be a firingevaluation of 50 cal, 20 mmand 30 mm. This eval uationmust consider the full maneuverability of the helicopter. f maneuvers are notconsidered the gun employment cannot be evaluated ."Standing, 50 cal said, "40 mm,appreciate your thoughts and Ithink I speak for the group whenI say we agree so let's "Too bad inanimate objects cannot talk .

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I T SUS Prepared by the Test and Evaluation DivisionDeputy for Developments U.S. rmy Aviation Center

M ILITARY RESEARCHand development is characterized by potential adversaries attempting to gain technical advantages one over the other. As oneside gains an actual or perceivedadvantage, the other will immediately launch efforts to negate orovercome that advantage.And so it goes with the measures, countermeasures and countercountermeasures race. A mostvivid example of these types oftechnological races is in the fieldof radar electronics and the investigation of the use of chaff tohelp offset these capabilities.

Radar electronic warfare (EW)has been and continues to be amost fluid and fertile area fortechnological research and development. U.S. Air Force experienceover North Vietnam, and also during the 973 Mideast War, hassharpened U.S. military interestin and support for electronic warfare hardware and techniques tooptimize its use.This brings us to a short discussion of a common cause for concern for all Army aviators andthose commanders who will benefitfrom the added capabilities Armyaviation can provide. This concerndeals with radar directed antiaircraft artillery and surface-to-airmissiles.Radar has been around sincethe beginning of World War n

and since that time potential24

enemies have sought ways tocounter the other s radar whilemaking his own more immune tocountermeasures. The method forcountering radar is to employ someform of jamming. This falls intotwo general categories-active andpassive.Active J.amming involves thetransmission of radio frequency(RF) energy to overpower or -ceive a radar receiver. The vastmajority of U.S. radar electroniccountermeasures (ECM) researchand development efforts centeraround active jammers. (For anunclassified overview of U.S. andforeign radar jammer programs seethe 27 January 975 edition ofAviation eek and Space Technology. These active jammer programs, - most of which are beingsponsored by the Air Force andU. S. Navy, are very complexpieces of hardware. Their applications to Army aircraft are constrained by four very large limiting factors: size, weight, cost andinternal power requirements todrive them.Passive jamming involves the reflection of that RF energy whichwas transmitted originally by theradar set to deceive the radaroperator with a false target orclutter his scope with multiple targets. One of the best sources forachieving this reflectivity is chaff.This is nothing more than millionsof tiny strips of metal or metal

coated fiberglass which are cuone-half wavelengths of the speradar frequencies in order to mmize its reflectivity.The initial employment of cwas quite effective in denyinguse of radar to the enemy.fortunately it also affected the of our radar. As usual in the gof countermeasures, modern tnology soon resolved this probin part by development of a ming target indicator (MTI) for rsets.

MTI is a capability builta radar set to allow the operto eliminate ground clutter stationary targets, displaying oa moving target. The overall etiveness and success achieved wMTI is dependent largely uoperator training and skill. Aminimum, chaff will be effectivforcing the radar operator tothrough additional steps to chthe correct target from amseveral radar readings or famidst a large radar return.

The Army is exploring sevmethods of dispensing chaffprotect aircraft. One is a mchaff system. This involves pelling small cartridges of cfrom a dispenser externally moed to the airframe. They preseveral small chaff clouds to deor cause a radar operator to chothe correct target from ammultiple radar returns. These vices are intended primarily



27/52

method being exploredof

may provideto electronically

that must be exfor longer periods of timecombat opera

note of caution to keep in(or anyisair defense systems

acquisition/tracking caparadar usuallythe only means by whichto be trulye, electronic countermeas

other countermeas/ degrade optical orair defense obser

ough chaff represents aChaffon this page), therefor improvement in the

and utilizECM, no matold, which shows promise

Chaffthat consideration

SEPTEMBER 1975

Relative size of aluminum chaff compared to a quarterand the turbine shield assembly showing chaff buildup

I T SE F F E T

LTC Ret.) Porter DillonFormer Test OfficerMASSTER

CHAFF, A REFINEMENT ofthe World War II practiceof dropping scrap material fromaircraft to confuse . radars, hasbeen tested recently for its effectson Army aircraft by Modern ArmySelected Systems Test, Evaluationand Review (MASSTER), at FortHood, TX. The test was considered necessary because, eventhough a great deal of experienceexists regarding chaff and AirForce aircraft, information waslacking in the case of Army aircraft with their smaller enginesand other differences. The test wasconducted by then Major PorterB. Dillon and Captain Dennis Y.Williams.

Composed of tiny metallic ormetallic coated fiberglass strips thatare used to reflect signals to radarreceivers, the chaff strips are ofvarying lengths and cause differentresponses to electronic frequencies.Because aircraft may be forcedto fly through falling chaff, testswere conducted in two phases onthat probability.The first phase of the test wasconducted by the U.S. ArmyAviation Systems Command(A YSCOM) and involved the twomost common types of Army

aircraft engines. The results werefavorable in that both engines wereable to tolerate large amounts ofchaff before experiencing any adverse effects.The second test phase was conducted by MASSTER and involvedtesting of the total aircraft to include its various subsystems. Four

different types of Army aircraftwere used in this test phase. Tosimulate near-flight conditions onthe ground, chaff was droppedover stationary aircraft while engines, rotors, propellers and allonboard equipment were operating,and with an OV-ID Mohawk providing propblast to simulate relative wind flow of an inflight aircraft.The chaff was dispensed over aseries of 10 and 20-minute periodsfrom a hovering helicopter aboveand upwind of the target aircraft.Results were highly favorable andthe target aircraft experienced nodegradation in their performanceduring the second phase of testing.It was concluded that the aircraft can perform very effectivelyand safely when exposed to chaffdensities similar to that likely tobe experienced in an operationalenvironment.

25


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ontinued frompageKorea seeing many instanceswhere entire smoke generating battalions were deployed in supportof tactical operations. World WarII also saw the first smoke delivered by aircraft. Two operationswhich best typify this usage occurred in the South Pacific.The first was near Lae NewGuinea in September 1943 when1 700 paratroopers descended andcaptured the Japanese-heldNadgabairstrip. This operation began withthe Japanese being awakened bythe sound of seven Boston bomberscoming over the mountaincrest.Each bomber was equipped withtwo M-10 smoke tanks under eachwing. Skimming along the valleyfloor between the airstrip and thebivouacked Japanese securityforces these planes trailed heavylines of smoke which first settledto the ground and then rose toform a screen 400 feet high and4 000 feet long effectively screening the closely following transportsdropping the paratroopers into theclearing. Before the screeningsmoke had dispersed the paratroopers had safely landed andorganized for a successful attack.Similar results were realized during a bombing attack on theJapanese shipping in SimpsonHarbor at Rabaul on 2 November1943. The harbor was protectedby massive antiaircraft batteriesalong either shoreline. In this instance a formation of Americanbombers came in fast over theharbor, split into two flights anddropped 100-pound white phosphorous bombs along the shoreline literally walking throughthe antiaircraft gun positions. Theattack left multiple casualties andformed tall dense walls of screening smoke along both sides of the6

harbor. Other closely followingbombers flew down this corr idorand brought swift destruction toJapanese shipping caught in theharbor.The antiaircraft positions weredenied visual targets and wereforced to fire blindly and inaccurately . What might have beensuicide raids against heavily defended enemy targets proved suc-cessful because of protective smokescreening.

Combat operations in the Republic of Vietnam included protective screening with the introductionof the smoke helicopter. Here thetechnique of generation and delivery was very simple. Large tanksof fog oil were installed internallyin the cargo/ troop compartment ofa UH-I Huey helicopter. Electricalfuel pumps forced the fog oil intoa spray ring which in turn directed jets of oil into the hotexhaust stream of the aircraft engine. This fog oil upon vaporization produced a dense whitesmoke which then trailed the aircraft forming an effective screen.Tactical employment was normally in conjunction with the airmobile assault. Experience determined the best technique was toposition the smoke ship just aheadof the lead troop ship when inproximity to the landing zone.On final approach the smoke shipwould coordinate with the gunship leader descend to low leveland position itself for the smokerun. Then following closely behind the gunships to take fulladvantage of their suppressive firethe smoke ship would emit thesmoke to form the screen betweenthe enemy position and the planned landing zone.This protective screen denied the

enemy the visual contact requiredfor pinpoint target acquisition.With this reduction in accuracy ofdelivered enemy firepower the assault aircraft invariably sustainedfewer hits and were able to inserttheir troops with less incident ofaircraft damage and subsequentinjury. Further benefits were realized in the protection given theinserted troops during their initialreorganization for the attack afterdebarking from the lift ships.f we are to learn anything fromhistory it should be that smokecan benefit the tactical operationwhen it is dispensed judiciously

to provide concealment yet notcreate the unwanted safety hazardsassociated with restricted vision.The use of rotary wing aircraftfor airmobile operations will bethe name of the game for quitesome time. While our experiencein Vietnam should be rememberedwe cannot afford to ignore theprospects of airmobile operationsin a high threat environment andin other than jungle terrain.Could we use smoke in futurehelicopter operations? Consider aheliborne assault on relatively flatterrain with sparce vegetation. Hillor vegetation masking may be outof the question and helicopternoise may significantly reduce thesurprise gained by terrain flight.What could the commander doto deny the enemy the visual contact needed for pinpoint targetacquisition? A wall of screeningsmoke between his position and theintended landing zone may provideone solution. This smoke couldpossibly be safely delivered by artillery Air Force tactical aircrafthelicopters armed with smoke rockets or by smoke helicopters whennot face-to-face with the enemy.



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Although the enemy has become rather sophisticated in hisair defense weaponry, he has noteliminated the optical and visualcapabilities; in fact, the weaponswhich are a threat to helicoptersall have visual optical devices andsome have electronic/infraredtracking devices. Smoke will notaffect electronic acquisition andtracking equipment and may onlymarginally degrade infrared. Someweapons which rely on infraredfor tracking require visual acquisition. The sophisticated weaponryof the enemy force has not replaced the antiaircraft machineguns nor the machineguns andsmall arms in the hands of thefrontline troops.

Smoke is an effective countermeasure for use against the weapons which depend upon the human eye. To discount the lesssophisticated weapons as a threatto Army aircraft would be togrossly underestimate the enemy'scapabilities to acquire, track andengage Army aircraft. t is necessary to pursue a program ofsuppression of those enemy weapons that are a threat to helicopters whether they utilize electronic, infrared or visual opticalmeans. A combination of countermeasures will be required for totalsuppression of these weapons andsmoke is still the best suited fordegrading the visual optical spectrum.Although the effects realizedfrom smoke are dependent uponmeteorological conditions, athorough understanding of theselimiting factors and the necessaryprecautions the user must taketo avoid adverse effects on friendly elements makes smoke a suitableadjunct for air defense suppression.SEPTEMBER 975

Terrain flying techniques greatlyreduce the vulnerability of Armyaircraft to the threat, but all missions that aircrews must performdo not allow the aircraft to remainmasked. At some point in the mission the aircraft normally will present a target to the threat weapons.Even though these may be onlyfleeting glimpses, the exposurecould result in acquisition, engagement and loss of personnel andequipment.

The smoke helicopter has beenhighly responsive and capable oflaying down smoke screens in areasnot easily accessible to artillery.With the emergence of the sophisticated air defense system, the employment of the smoke helicoptermay be limited. Artillery can pro-vide effective screening smoke;however, the time required to at-tain the desired effect may notsatisfy an air defense suppressionrole.

Since the success of air assaultoperations is virtually based uponaircraft survivability, smoke canbe used to provide the maskingnot inherent in the terrain. Visualize a team of attack helicoptersin a firing position popping upfrom their terrain masking to engage a tank. The enemy doctrine,much like ours, relies upon securityin n umbers, making it highly probable that while the attack heli-copter is engaging one target, anumber of enemy forces will observe it and will be capable ofengaging and destroying it. Smokeplaced on or near the enemy couldeffectively degrade the enemy's observation and selective use couldallow friendly elements to engagethe enemy with a reduction in thenumber that could return fire.

One aspect of smoke usage oftenoverlooked by both the ground andaviation commanders is that thehelicopter smoke ship is ideallysuited to the support of the groundelements. Because of its versatility, the smoke helicopter can respond rapidly to any number ofsituations in addition to having thecapability to lay smoke screens orcurtains along selected lines notnecessarily accessible to support byartillery. Support by smoke helicopter would be available to theground element commander on relatively short notice, thus increasing its value.

Since smoke can be used inconjunction with Army aviationoperations in virtually any terrain,the only real limitation to its useis the imagination of the commander and meteorological con-ditions. To assist the commanderin visualizing usages of smoke, astudy entitled The Use of Smoketo Enhance Aircraft Survivability"has been conducted by the Deputyfor Developments at the' U.S.Army Aviation Center, Fort Rucker. This extensive study bringstogether a description of all knownor anticipated means for generation and delivery of smoke andproposes concepts of employmentand doctrine for use of smoke inconjunction with aerial operations.The study answers many q uestions about how smoke can bestbe used on tomorrow's battlefield.

When one contemplates thefuture employment of the helicopter in airmobile, air cavalry,medical evacuation and resupplymissions over various kinds of terrain, he can readily see that thereis a need in Army aviation for theemployment of smoke to gain asuperior tactical advantage.

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ontinuedfrom page

A need existedto penetrate a mediumto heavily defended FEBA

The friendly troopsnever could figure outwhat size forcewas near them

28

most conditions. During a 21f2 dayperiod during Solid Shield IV, whilethe 82nd was waiting for goodweather to begin airmobile operations, the Ghostriders flew 150hours with less than 100 foot ceilings and visiblity of about onemile to move the 101st Division's3rd Brigade. This was made possible by the intense training oflow level navigation. t also wasproof to us that the training wasvalid because we were doing it ina new area off our own militaryreservation and for distances up to80 and 100 kilometers (km). On 8September 1974, Company Diedan aviation task force of 20 UH-lsand 20 CH-47 Chinooks whichlifted elements of the 3rd Brigadeduring Orbiting Eagle II and flewmore than 120 km in IMC (instrument meteorological conditions)using terrain flying from Smyrna,TN to Ft. Campb

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