Army Aviation Digest - Sep 1981

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RMYVI TION

in th

Republic of


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SEPTEMBER 1981 VOWME 27 NUMBER 9

* **rigad ier 0 . . . . . 1Eili l D. P.rk.r

Army AvI8tIon 0tII0erODC80P8, HeaclqU8rten,

Department of the Army

M.jor O.n.ral carl H. MeN. lr Jr .Commander

U.S. Army Av18tlon CenterFort Rucker , A18bama

page 7

pa ge 37

page 8

2 ArmJ Aviation In The Republic Of Ko . . .GEN John A . Wickham Jr .

7 Air A _ t a , SSG Bob Hubbert11 Korea- Air Traffic Control12 Evenreach ATC , SP5 Do ug Ha rtman13 Training and Safety , SP5 Lee DeW itt14 45th Tranlpor tatlon Company , SSG B ob Warner

18 Setting The Stage For Winter18 Viewl From Readerl20 Reporting Final22 World Helicopter Champlonlhlpa- The World '2 DES Report To The Field : Train ing F ba c k : Yo u

Are The Source27 Rationalization, Standardization , Interoperab I lty ,

Rush Wicker30 PEARL 'S32 Aviation Personnel Notes: Aviation Ma lnte _nee,

CPT Char les N . Avery ; NCO Logllllel Proglllm,SFC Robert Vega

38 Hangar Talk: TC 1-82 , Aviation life Support E pment.CW2 Gary R . eiland

37 Threat Flight School EAST, MAJ Frank E. Bablasz38 MAST MIllion , SP4 R ick Bretz40 AWO Retention, The Factors Which Influe nce The

Decilion To Leave MAJ Gordon L . ROQers andCW3 Or ion T. King

45 From Balloon To Black Hawk; Part IV : VIetnam ,LTC David M Lam, M. .

Ina de Back Cover: ATC Action Line

Cover: The cover Introduce thll month I , 1coverage of Army Aviation In Korea. beginn ing

on page 2 with an article by General John A.WIckham Jr., commanding general, EIgMh UnitedStatel Army, United Statel Forcel Korea

page 40

page 45

HoI John A . . . . .ot . . . Amty

RlobIrd K TIerneyEdItor

The mission of the U.S. Army Aviation DIge USPS 415-350 ' IS to p rovideinformation of an operational. functional nature concerning safety and air craftaccident prevention. training . maintenance. operati ons . research and devel opment.aviation medicine and other related da ta .

This publi cat ion has been approved by The Adjutant General Headquarters .

The DIfIeIt is an official Department of the Army pe riod ical publ ished monthlyunder the supervision of the Commanding Ge ne ral. U.S . Army Avia tio n Cente r.Views expressed herein ar e not necessaril y tho se of the Depa rtment of the Armynor the U .S Army Aviation Center . Ph ot o s are U.S . Army unless otherwisespecified Use of the masc u line p ron oun is in tended to include both genders

unless otherwise stated . Ma te ria l may be re printed provided credit is gIVen to th eIfIeIt and to the author. unless otherwise indicatedArticles . photos and Items of intere st on Army AViation are inVited Direct

communication is authorized to : Editor. U.S . rmy Aviation 01 . . , . P.O . DrawerP. Fort Rucker . AL 38382 Manuscripts returned upon request.

De part me nt of the Army . 25 April 1980 In ac:cordanc:8 with Army Regulation310-1 .

Acti ve Ar my its receive distribut ion under the pinpoint distribution systemas ou tlined in AR 310-1 . Complete DA Form 12-5 and send directly to CDR. AGPublications Center. 2800 eastern Boulevard . Baltimore . MO 21220 For anychange in distribution requirements . Initiate a revised DA Form 12-5

National Guard and Army R888fV8 unl under pinpotnt distribution allo shouldsu bmit DA Form 12-5 . Other National Guard units Should submit requests through

their state adjutant general .Those not eligible for offiCial distribution or who desire personal copies of theIrIHt can order the magazine from the Superintendent of Documents . U.S

Gov ernment Printing Office . WashIngton . DC 20402 Annual subscription ratesare $ 20.00 domestic and $25 .00 ov .


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N MBER ONE IN EIGHTY ONE -a fitting mottofor the U.S. helicopter team in the World HelicopterChampionships last month in Poland. As desc ribe d in Reporting Final this month , the U.S. team , consisting of fourArmy crews and one civilian crew, edged out helicopterpilots from the Fe deral Republic of Germany , Poland , theSoviet Union and Great Britain to bring the United Statesits first world championship. In addition, CW2 George D.Chrest, D Troop , 1/ 9 Cav , 1st Cavalry Division , Ft. Hood ,TX , won top honors, a gold medal and the title WorldChampion Helicopter Pilot. We all salute the membersof the team for their tremendous display of skill andsuccess in an extremely competitive international event.

Each issue of the viation Digest is theme oriented andfeatures an area of specific interest and application ofcritical Army Aviation resources. This orientation servesto keep aviation p ersonnel worldwide better informed andmore ready and capable as a fighting force. This issue isparticularly interesting since it focuses on an active frontwhere our military forces stand ready-hilltop to hilltop-tomeet Communist aggression in the Land of the Morning

Calm. Much of our heritage in Army Aviation and our embryotactics evolved from our experiences in the Korean conflictsome 30 years ago. Seeds planted there in the 1950s haveproduced many of the airmobile concepts that make ArmyAviation the formidable fighting force it is today. Operationsin that country are an important part of our history, but theyare also vital to our current posture as a combined arms teammember. Present-day operations of U.S. Forces in Korea arethe annals of tomorrow's history and are the topic for the leadarticles of this month 's issue (and another in October).

General John A. Wickham Jr., commander, Eighth U.S.Army, Korea, launches our Korea series with a splendidoverview ot Army Aviation in the Republic of Korea.

Therein he defines aviation 's role very succinctly to trainand maintain combat readiness posture at very high levels,so that if the units had to transition to war they would beready for it. He also describes interoperability with theROK Army Aviation, how it is attained and maintainedand how important it is. Finally, he describes the challengespresented to our Army Aviation personnel in Korea ,especially those flying near the demilitarized zone (DMZ).

General Wickham's definition of the EUSA's aviation mission,and his emphasis on the dangers presented by the DMZ , issupported in greater depth in this issue by additional articles.

First , in 2d Infantry Division Air Assets, Staff SergeantBob Hubbert relates how the 2d Division resources are in aready state at all times. This certainly upholds the division'smotto, Think War, -a very appropriate motto for a unitlocated just a few kilometers from North Korea.

In getting aircraft from place to place and down safely ,nowhere is the work of our Army air traffic controllers moreappreciated than it is in Korea. How those duties are professionally fulfilled in the face of almost every conceiva bleobstacle is described in Evenreach A TC by SpecialistFive Doug Hartman and in Air Traffic Control-Korea. These articles should make each reader more appreciativeof the dedicated Soldiers who direct and control our airtraffic. In fact, because of recent events associated withair traffic control nationwide, I am sure that all of ourcitizens now have a far greater understanding of just whatcontrollers do and how essential they are to the safepassage of air traffic.

Another equally important ingredient in the Army Aviationreadiness equation is that of maintenance. A glimpse of thataspect in the EUSA's mission is provided through the 45thTransport ation Company. Staff Sergeant Bob Warner tellsus that the members of that award-winning company, ably ledby Major Mike Boyd, have a greasy hand in keeping all ofEighth Army 's fixed and rotary wing aircraft flying providingintermediate maintenance as well as some depot capabilities.The author states , The 45th technicians don't just standbehind their work; they'll be in it while it flies.

In the maintenance personnel area , this month we alsofeature a special article about the results of the CareerManagement Field 67 Study. Their impact on our mechanics'career field is the subject of Aviation Maintenance byCaptain Charles A very of the Transportation School. Thestudy recognizes the absolute necessity for a viable CMF67 career program if we are to have an efficient aviationmaintenance effort.

Career influencing factors of yet another group of peopleequally essential to our strength , our aviation warrant officers,are reviewed by Major Gordon L Rogers and Chief Warrant

Officer, CW3 , Orion T . King. You'll want to read their interesting, albeit disturbing, Aviation Warrant Officer Retention:The Factors Which Influence The Decision To Leave. Therecent ARI study findings summarized therein have contributedsignificantly to many changes and improvements in warrantofficer career management and assignment policies.

Finally , more good news in the senior ranks of ArmyAviation this month with three additional Army aviatorsnominated by the President for promotion to lieutenantgeneral. Major General Jack V. Mackmull, commandinggeneral, 101st Airborne Division (Air Assault), has beenselected to become the commanding general, XVIII Airborne Corps and Ft. Bragg, NC. Major General Harold F.Stone has already been assigned as deputy commanding

general of TRADOC, moving there from his position ascommander , 9th Infantry Division and Ft. Lewis, WA. MajorGeneral John N. Brandenburg , director , Operations, J-3,USREDCOM, MacDill Air Force Base, FL, will becomethe commanding general of the I Corps, Ft. Lewis.

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


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Eighth u s Army s (EUSA s) aviation support is structuredin three main groupings - the 17th Aviation Group (Combat ,2d Infantry Division and miscellaneous assets. The 17th AviationGroup , the largest , is commanded by Colonel Michael Bissell ,who is dual-hatted as the U.S. Forces Korea / EUSA aviationofficer. Under the 17th Aviation Group is the 52d AviationBattalion with a headquarters and headquarters (HHQ )detachment , the 55th Aviation Company (Army , 201st AviationCompany (Ass a ult Hel) and 128th Aviation Company (AssaultHel , and the 19th Aviation Battalion (Combat with an HHQDetachment, 213th Aviation Company (Assault Support Hel ) and271st Aviation Company (Assault Support He\).

2

General John A Wickham Jr

Commanding GeneralEighth United States ArmyUn ited States Forces Korea

ARMY

AVIATIONIn theRepublic

of

The 2d Division s aviation assets are grouped under the 2dAviation Battalion and the 4th Squadron , 7th Cavalry. Thebattalion has three line companies and maintenance suppot.

Dustoff services are provided by the 377th Medical Company(Air Ambulance , while aerial surveillance is conducted bythe 146th Army Security Agency Company. The Far EastDistrict Engineers also own and operate two aircraft. Non-divisional maintenance and limited depot support is providedby the 4th Transportation Company of the 19th SupportCommand. The 125th Air Traffic Control Battalion of the 1stSignal Brigade USACq supplies tower , flight following andother air traffic control services. The 146th Military IntelligenceBattalion of the 501st Military Intelligence Group providesaerial signal and imagery intelligence for the comman d. Thebattalion also trains with Republic of Korea Aviation withresulting benefits in standardization , safe ty , logistics and maintenance.

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States Forcesthe Armed Forces of the

of

Armistice g r e t ~ m i e n th r o H r h ta cease-fire in Korean

f o ~ ..... .-.t then to settle theissues which

year conflict failed.continuedefforts to reduce tensions

unificationKorea

'r rn' r., mission is toan

defend the ROKshould fail.

The U.S Forces Korea and theROK Armed Forces make an effec

has

combined andU.S.

SEPTEM ER 1981

meet an enemyH'It ,u'


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to transition towar as a team that U.S.units be able to interface with ROKforces and have mutual confidence.This takes combined training.

the 17thtransferred all

of an assault hellc,ooterto the ROKA.

into the tofamiliarization with U.S. oneraltlolns.

t with the des;ignlatc:dcompany commander and staff andover a of time Koreancrews and maintenance oerscmrlelwere Some , ,.r ..-. ...

E

. - , ,,,r-.. companyopieralllcmali. That transfer

forward in interop eralblllty t r a . n n n and was a confi

essential to teamworkbetween the forces.

There are other , tpr.-- .n ' ' ' , . ,h,11,h '

simulatedline of own missions called Roller Coaster. These involvemultiroute of themost defended areas of thebattlefield to and .. . , ~ ~ ~. . c>._ .. Iextract ROKA ground17th does

for RollerROKA

h e l l c o I D t ~ r s .This

A Korean and n American Soldier rig a UH 1 H helicopte r so t can

ride under a large chopper on its trip from a rice paddy to a helipad

of combined has creat-the progress in ROKI

vance

factor that madesuccessful is the

l a m ~ U a j ~ em ~ o t J . l e m l S .Ad-

their before a mission ever islaunched. The

makesa r l r v ~ t .... communications unneces

to successful mission accompWihn1enlt. ROK and U.S. aviatorsand crews agree that isnot a barrier.

The between theforces is The 17thAviation takes advantageof the collective unit training time,when airmobile is sched

forces.


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ROKA; and the ROK CapitolCorps. The group lifts four to sixROKA units each month. One ortwo are battalion size lifts with CH-47s also employed to move the unit sartillery. This interoperability train

ing with supported units is beingexpanded to combine U.S. andROKA Aviation assets in airliftmaneuvers. This effort began withthe helicopter assault company thatwas transferred to the ROKA, butother Korean units now are trainedto similar standa rds and also makethis type of lift with U.S. units.

ROKA Aviation has continuedto fly combined airmobile exerciseswith the U.S. Army including placing a helicopter unit under operational control of the 17th Groupcommander. During field trainingexercise Team Spirit 98 in March ,a U.S. Army helicopter assaultcompany was under operationalcontrol of the ROKA commander

of the Orange Force. These areexamples of the combined operations which take place in all areasand contribute to progress in enhancing the capability of our forcesto work together for the common

cause of peace and readiness forwar. *

There is more to be done, to besure. EUSA Aviation assets needand are scheduled f o r upgradingand, perhaps, some increase. TheAir Cavalry Squadron in the 2dInfantry Division will exchange itsAH-1 G Cobra helicopters for theS model with tube-launched, optically-tracked, wire-guided (TOW ) mis-siles. The AH-1S TOW capabilitywill significantly enhance the antiarmor punch of the 2d Division.The importance of this is evidencedby North Korea s current three-toone advantage in tanks over thecombined U.S . l ROK forces andrapid mechanization of numerically

superior infantry divisions andbrigades.

In the future, Eighth Army isscheduled to receive the UH-60Black Hawk to replace the UH-1,and additional resources for aerial

surveillance have been requested.Duty in Korea, whatever on e sjob or rank, is challenging and essent i a l all the way from the DMZ toPusan. For Army Aviation, it is allthat and more. Probably no placeelse in the world offers the varietyof conditions that is found by theaviator in Korea. From the standpoint of a well-rounded experience,Eighth Army is the best flying assignment to be found anyplace. In 1year, aviators in Korea fly everythingfrom sea level to mountains and allin between. They go from the dustbowl , through the fog , the snow ,the monsoon winds and rains and,for a brief 3 to 4 months , enjoyrelatively good flying weather. The

The f irst ROKA / U.S . Army combined airmobile exercise occurred in March 1979 near Chuchon . Korea . It was called Operation Hollyw ood andwas a part of exercise Team Spirit 79 . The viation Digest is planning an artic le about Operation Hollywood for publication in a future issue .

COL Michael Bissell (below, at right) receives the17th Aviation Group (Combat) flag in the unit's changeof command ceremony. GEN John A Wickham Jr .,

Eighth U.S. Army commanding general, looks onStanton Army Airfield(below left), home to the4th Squadron, 7thCavalry, is operationa l 24hours a day, 365 days ayear. Even in winter thefield must be cleared andready for operations.Snow just makes it morepicturesque to the troopsof the cavalry

The 17th Aviation Group isthe Eighth U.S. Army 's

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managers,But the

6

north and was shotcrew members were held

rue u t ,,,,, for months beforereleased, Two Unitedaviators shot down in 1963

were for 1 Acci-

want to remainAviation contributes to the deter-

of war and wouldrole in the outcome onfield should the deterrence fail andNorth Korea attack. That makes

COI 11pcmy A, 2d Aviation Battalionper cellt o p e l ~ a t i o n j a lreadi-

were into the air

U.S. ARMY AVIATION DIGEST


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Staff Sergeant Bob Hubbertd Infantry Division

United States Forces KoreaE ighth United States rmy

2dInfantryivision

faAMP CASEY and CampGarry Owen are located

just a few kilometersfrom North Korea

Each is home to aviation assets ofthe 2d Infantry Division. I f warshould break out in Korea, the pilotsof the 4th Squadron , 7th Cavalry,and the 2d Aviation Battalion wouldonly have to get airborne to befighting and flying on the frontlines.

The 2d Aviation Battalion is theworkhorse arm of the 2d InfantryDivision. The battalion 's mission isto provide air assault and airmobileassets to the infantry battalions andbrigades of the division. It also provides direct administrative supportto other maneuver and static elements within the northern sectorof South Korea.

The 2d Aviation Battalion iscomposed of three line companiesand a headquarters company andstaff. The Aviation Battalion ishomebased at H220, an Army airfield located in the middle of Tong-

S EPT M ER 98

duchon, the small city surroundingHeadquarters , 2d Infantry Division ,at Camp Casey. North Korea isonly 13 air miles up the road fromTongduchon and Camp Casey.

Because the threat of a NorthKorean invasion is real, the pilotsof the aviation battalion train forevery contingency mission. Theyfly daylight as well as night flightmissions on a regular basis.

The 2d Aviation Battalion iscommanded by Lieutenant ColonelJack D. Ragsdale Jr., an 18-yearArmy veteran pilot. ColonelRagsdale's primary mission is tokeep his birds in the air and available for any mission . He keys hisbattalion 's flight-ready posture toward maintenance. His efforts paidoff when one of his line units,Company A recently reached thebattle-ready posture of 100 percentoperational readiness . Every birdassigned to the unit was up. Thebattalion is assigned OH-58 Kiowaand UH-l H Huey aircraft. The 2d

Aviation Battalion has always maintained a higher percentage of fly-

able aircraft than the Departmentof the Army standard. When Company A reached its 100 percentstatus , the other units respondedby spiritedly doubling their effortsto reach the same readiness posture.

An average pilot in the 2d Aviation Battalion has 8.9 years of flyingexperience and has logged 2,030hours of flying time. Forty-eight ofthe pilots have combat experience ,which equates to the average combat

pilot loggingmore

than 800hours flying time during combatmissions.

The 2d Aviation Battalion flew7,902 missions in 1980 , an averageof 151 missions each week and morethan 660 missions each monthDuring periods of intensified division training, the figures and missionsescalate. The battalion logged morethan 18,000 hours in the air in 1980 ,and already is well ahead of thatflight-time pace in 1981.

7


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n th e Republic of KOR A

RIGHT: Sometimes the weather gets nasty outside but

inside crews work aroundthe-clock regardless of weather conditions to ensure thatthe aviation assets of the 2dInfan try Division are up andflyable

BELOW: Rapid eploymentand air assault is one of themany missions of the 2d Aviation Battalion

The battalion 's many mISSIOnsin the vicinity of the demilitarizedzone (DMZ) require special bufferzone clearance. South of the DMZ,United States and Republic ofKorea air defense and artillery unitsstand ready to shoot down anyunauthorized air traffic. North ofthe truce zone, the North Koreanguns await the unwary aviator whomakes a navigational error.

For a mission into the zone, pilotsmust fly through a time window. Estimated times of arrival (ETA)

and estimated times of departure(ETD) are given to control personnel within the zone. Aircraftcommanders must fly through atightly controlled air route, intothe zone and land within minutesof their ETA. This flight infonnationand regular or extended ground timeare passed to air defense artilleryand artillery units.

For these flights, at least onepilot aboard each aircraft mustbe zone qualified. This qualifi-

8

cation process includes long periodsof intensified training that includesextended classes (classroom andaerial observation) on terrain andterrain features, landmarks, checkpoints, flight routes and landingzones. Additionally, pilots must befamiliar with night flight procedureswithin and around the zone. Flightsinto the zone are tightly controlled.Because the situation in Korearemains tense, each flight is carefullyscreened to ensure that it is missionessential.

The battalion flies regular resupply missions into the northernareas. Additionally, they are taskedwith transporting select personnelto make on-the-ground inspectionsof radar sites strung out along thelittle strip of land that divides Korea.

To enhance pilot developmentand professionalism, the 2d A viation Battalion recently began aprogram of intensified night training.Newly issued night vision gogglesare now being used by pilots and

they are becoming acquai nted withprocedures required to fly by amplified existing light. The pilots of the2d spend many hours familiarizingthemselves with the terrain ofKorea. Says Colonel Ragsdale, It'sa lot easier to go to war on terrainyou ' re familiar with. Our flights arelike dress rehearsals. This countrypresents the total extremes of climaticconditions that any aviator wouldever face; hot humid summers tothe dead cold of winter. We knowour terrain and fly in the weather.

Ascombat

ready aviators, this isall we could hope for. The motto of the 2d Infantry

Division is to T hink War. The 2dA viation Battalion personifies thatconcept. Colonel Ragsdale , pilotsand mechanics run at least 20 mileseach week , and the runs are augmented by long hours of other in-tensified physical training. ColonelRagsdale insists, We've not onlygot to be fit to fight, but fit to fly

Although the unit has many com-

U.S. RMY VI TION DIGEST


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bat veteran pilots, Colonel Ragsdaleenthusiastically welcomes newlygraduated aviators to the unit.Ideally, the 2d Aviation Battalionis the best place to enhance pilotskills and training. An assignmenthere for a new aviator exposes himto almost every flying conditionthat he'll face in the world, saysthe colonel. Korea has mountains,flatlands, rice paddies and oceans.New aviators can get more experience here in a year than they canget anywhere else. I've seen themnewly assigned to units in Europe,Vietnam and the United States. ButKorea offers them more; here theycan quickly mature and gain valuable experience.

The attitude and enthusiasm ofthe pilots and troops assigned tothe 2d Aviation Battalion are exemplary. Colonel Ragsdale pointed outthat although living and workingconditions are sometimes hard, histroops continue professionally withthe mission. Mechanics work in

SEPTEMBER 98

hangars where temperatures frequently f ll below zero in the winter.In summer, temperatures in excessof 90 degrees are considered normal. But military enthusiasm andcourtesy are always present. It's allpart of the challenge of Korea - thejo bs are challenging and the mis-sion is real.

We 'Think War'; we train onthe terrain we're expected to fighton. We're going to survive by usingnap-of-the-earth and low level flighttechniques. We're here to do a realworld mission, and that's whatmakes Korea great. From privatesto first sergeants, lieutenants to lieutenant colonels, we're here to support the division. That's the foremostthought in our minds. We neverknow when our support will belifesaving and the key to victoryin the next war. We'll be ready,asserts Colonel Ragsdale.

The other half' of the 2d Infantry Division's air assets belongto the 4th Squadron, 7th Cavalry.

The unit is headquartered at CampGarry Owen in Korea's WesternCorridor.

The 4/7th Cav is composed offour troops and a headquarters element and troop. HHT and AlphaTroop are with the command element at Camp Garry Owen, whileC and D Troops are at the squadron's command airfield, Camp Stanton. The remaining troop is locatedat Camp Stanley.

The 4/7th is assigned AH-I GCobra attack helicopters, OH-58scouts and UH-I Hs. Additionally,the squadron is augmented with aTOE (table of organization andequipment) complement of M48A5tanks, Ml13 armored personnelcarriers (APCs), 4.2 mortars andTOW (tube-launched, opticallytracked, wire-guided) missile launchers mounted on APCs. Almost onethird of the pilots assigned to thesquadron have combat experience- a key factor when consideringthe mission of the Cav and the real


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Army Aviation in th Republic of KOREA

threat of war in Korea. Another33 percent of the pilots assigned to the squadron are on theirinitial tours after completion

of flight school. But, like the pilotsin the 2d Aviation Battalion, theycouldn't have come to a better placeto further enhance their flight skills.As a maneuver arm of the 2dInfantry Division, the 4 7th Cavoffers new pilots every conceivableflying condition and terrain featureover which to navigate and fly.When pilots leave Korea they areseasoned veterans.

In fiscal year 1980, the squadronflew more than 17,200 hours. Itwas in the air frequently in suppor t

of intensified training within thedivision. In the first 8 months ofthis fiscal year, the squadron haslogged more than 11,450 hours.When called out on division alerts,the 4 7th Cav must be airborneand in position to fire or secureterrain rapidly. Additionally, thesquadron must fly backwardswhen on alert because they arelocated only 7 kilometers fromKorea's DMZ. Training, usually, isto the south of their home baseposition.

The mission of the Cav is multifold. In addition to being the airborne eyes and ears of the division, it regularly runs aerial reconnaissance and security patrols alongthe DMZ. Additionally, the Cav isexpected to take a major offensiveas well as a delaying role in anyconflict in Korea. f war shoulderupt, the Cav will be on the lineeither supporting the withdrawal

of military and civilian personnel,or counterattacking. In a counterattack, the Cav would join forceswith seasoned units from the Republic of Korea.

The Cav maintains a 24 hourquick reaction force (QRF). Thepersonnel assigned QRF duty remain onsite at an airfield (be itpermanent or a field location) andare ready to react within minutesof being given a warning order orconfirmed mission. The QRF can

1

either extract personnel from anygiven location, assault terrain andsecure it, or cover the movementsof Allied personnel in a withdrawal.The QRF trains as both an airborneand ground element. Additionally,the QRF maintains an aerial reconnaissance platoon whose missionit is to survey key terrain and areasof interest for division commanders.Training is conducted both day andnight.

The Cav regularly practices forany contingency mission. Its members have refined their skills to thepoint where they can now respondto any situation quickly and confidently. Says Lieutenant Colonel

Turner Gene Grimsley, squadroncommander, Within 30 minuteswe can be onstation in Seoul (thecapital of the Republic of Korea),or in 15 minutes we can be puttingfire on targets in North Korea.When the mission comes down,we can be armed in a moment andready to fight. We're prepared forwar, and my men know that duringtheir tours in Korea, war is a believable eventuality.

Colonel Grimsley, an 18-yearArmy veteran, served two tours inVietnam. He makes it a point tomake sure that every person assigned to the squadron knows that7 kilometers to the front a realenemy exists.

Shortly after each man's arrivalin the squadron, says ColonelGrimsley, he's taken up to look atthe DMZ. While on this inspection'tour,' he's taken to a forward pointand shown North Korean military

at work. Very quickly he becomesaware of the fact that he's standingon a potential battlefield. Withoutmuch prodding, he becomes a Soldier or pilot who thrusts himself intohis job and mission. He familiarizeshimself with the terrain, his assets,his job and his role in the squadron.He's ready to fight and win thenext war. He's seen the other sideof the mountain and knows ourmission is real.

Quarterly, the Cav heads south

for live fire aerial gunnery. TheCav is supported in gunnery byarmored units, Air Force attackelements and artillery units. Whenthe Cav goes gunning, it goes toa simulated little war. According

to Colonel Grimsley, this is thebest way to train.

Maintenance plays a vital role inthe effectiveness of the Cav's operation in Korea. Many of the aircraft assigned to the units withinthe Cav are Vietnam vintage.They've been reequipped and builtup by the mechanics and technicians assigned to the troops withinthe squadron.

We're on the end of the militarysupply line, says Colonel Grimsley,so parts can sometimes b e a prob

lem. But it's amazirig what a littlewill and determination, along withYankee ingenuity, will do. In January 1981, Delta Troop went 100percent air operational. Considering our mission and flight timelogged, the feat is close to amazing.This past June, Charlie Troop wasjust a couple of aircraft away fromreaching the same operational level.

I fully expect most of my units toachieve that same position. My menknow that our job is to keep ourbirds in the air.

The Cav trains continuously.Field maneuvers and exercises arecommonplace to any and all whoserve with the unit. But the men ofthe Cav have to be field qualified.Their mission is both offensive anddefensive. Colonel Grimsley is confident that the men of his squadronwill perform with distinction andeffectiveness.

I've been in a lot of aviationunits throughout the world, saysColonel Grimsley, but the 4 7thCav is the most combat ready ofthem all. Maintenance and trainingare two overriding priorities. Wekeep what we have flying, as flyingis our business. I personally feelthat my unit is the most combatready in the world. We're ready togo to war today.

U S RMY VI TION DIGEST


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RMY AVIATORS inKorea need all the helpthey can get. Some oftheir very best helpers

include the Guardians - indiv id-uals specifically tasked to preserveand protect aviators and aircraft inKorea.

They are members of the 125thAir Traffic Control (A TC) Battalion - Guardian to Army Aviation.It's their job to help take out therisks for Army Aviation crews whofly close to the demilitarized zone(DMZ) where the slightest navigational error can cause an intrusion

into airspace that probably will drawhostile fire - or who operate inextreme weather, over mountainous terrain and in crowded skies.

Organized 1 October 1978 underthe 1st Signal Brigade, the 125thconsists of a headquarters and headquarters detachment and the 191stand 244th ATC companies withapproximately 300 military andcivilian personnel assigned to 13sites throughout the Republic ofKorea (ROK). The fixed base mis-

SEPTEMBER 98

KOREA

AIRTRAFFICCONTROL

sion is to provide A TC servicesthrough control towers, groundcontrolled approach (GCA) andflight operations centers (FOCs)with subordinate flight coordinationcenters (FCCs). The mission ofproviding tactical terminal and enroute ATC services for Eighth U.S.Army Aviation units is also a mainstay in the total Guardian conceptin Korea.

While the towers and GCAs provide takeoff and approach services,the FOCs and FCCs operate theArmy's only countrywide flightfollowing system.

Sensitive airspace along the DMZrequires particular and constantattention. Aircraft must be positively located at all points duringflight. Any aircraft that wandersnorth would put itself in jeopardyin a hurry. Also, low flying helicopters operating in mountainousareas sometime suddenly appearon the scopes of the U.S. Air Forceand ROK ground controlled intercept (GCI) sites. These aircraft mustbe identified immediately or friendly

forces will unnecessarily scrambleagainst them. Using FOCs and FCCswhich have direct phone lines withthe GCI sites and are in constantcommunication, the Guardians passflight plan information and identifythose aircraft which pop up on theintercept radar, helping to avoidsuch eventualities.

The mountainous terrain providesformidable communications problems for the controllers. Althoughthe FOCs and FCCs (except Pyongtaek and Taegu) are located onmountaintop sites, there still aremany times that communications

with low level aircraft are nonexistent. Coordination and teamwork within the Guardian systemof sites resolve these problems.

At FCCs Evenreach and Warrior,which are the only radar FCCs inthe Army, the majority of the workis flight-following along the DMZ;and here they have another communication problem with the Koreanpilots. Although all of them havereceived English training in ATCterminology, some ROK Army Avia-

11


14/52

Army Aviation in the Republic of KOREA

tors are unsure of their languageabilities and are hesitant tocall in.

The FOCs have local national employees and Korean

augmentees to the U. S Army to

help pass information to the Koreancontrollers at the GCls and tocommunicate with ROK aviators.

Current projects include having

Specialist Five Doug HartmanUnited States Forces Korea

Eighth United States Army

'ITH A DOG, a few rabbits and a two-table kitchen, Evenreach Air Traf

fic Control (ATe) site is hometo a group of 10 Soldiers assignedto the 125th ATC Battalion, 1stSignal Brigade.

Evenreach is a 4,816-foot mountain-top site situated some 4 milesof eroded, winding road from theneares t village and a few miles fromthe demilitarized zone (DMZ).Many may not consider t a choiceassignment - more like a lonelyoutpost far from the excitement ofthe city's theaters, taxis and telephones. But this family, as theSoldiers who work there call themse lves- bonded by trust, cooperation and friendship- is satisfied withits spartan existence.

We're not only a miniature

2

ROK Army ATC controllers assigned to FCCs and FOCs for assistance and orientation in flightfollowing procedures at the sametime.

The many training ranges used

by the American and Korean Armed,Forces also create a significantworkload for the A TC. Informationon range use is passed to all aircraft

through advisories on which rangesare hot.

Basic operations are more thanenough to keep the Guardians busy,but somehow that's not enough tosatisfy the 125th A TC Battalion.

Its people constantly push to upgrade fixed base and tactical capabilities to help them do a betterjob of guarding Army Aviation.

EVENREACHATC

company here, but we're also ahappy family, said Staff SergeantPratt H Branch, A TC facility chief.To him, the attitude of the six ATCspecialists, one cook and threeelectronic engineers who live andwork at Evenreach make it like ahome-away-from-home.

That attitude also reflects ontroop morale, according to FrankSmeriglio, 1st Signal Brigade training branch inspector. Moraleamong the troops stationed at thesite is unbelievably high. An assignment like this gives the Soldiers afeeling that they're valuable andtheir contributions are needed.

The place of work for the ATCspecialists is just another room inthis multifunctional, one-buildinghome. Duty is arranged in shiftssince the flight coordination centeris staffed 24 hours daily. This dutyentails providing flight-followingservices to pilots flying along thedemilitarized zone.

When not working, the Soldiersspend the majority of time in theliving room. Against one wall is abookshelf containing hundreds ofpaperbacks and against another areshelves of Army Training Extension Courses and other related films.Incidentally, Mr. Smeriglio saidA TC personnel score notably highon skill qualification tests and othertraining evaluations.

Across the living room is thesmall kitchen. The cook, SpecialistFive Linda L Brady, is part of thefamily - not one who's seen onlyduring the three meals but one whoshares additional duties and participates in the mountaintop chores.

Down the hall at the flight coordination center, a Soldier's voiceechoes through the building. A pilothas radioed that he will be landingat Evenreach. Almost immediately,coffee starts brewing as this familyis anxious to welcome today's onlyvisitor.

u s RMY VI TION DIGEST


15/52

@IHERE IS ONE salientcharacteristic whichcontributes to the EighthU.S. Army Aviation's

ability to effectively transition to awartime posture. It is a characteristic that Army aviators share withthe ground troops they move andotherwise support. They both trainin the very areas where they mighthave to fight. The limited territoryof the Republic of Korea (ROK)

and the northern location of majortraining ranges create an exerciserealism almost impossible to duplicate elsewhere.

Major David W Kummer, deputyEighth U.S. Army Aviation officer, summed up the situation: Itis possible to make every trainingmission a mission to go to war.

One such train ing exercise, dubbed roller coaster because of itsstomach twisting, nap-of-the-earthflights, is used for high prioritymissions with limited strike forces.Roller coaster exercises are simulated missions cross-FLOT (forward line of own troops) conductedat very low altitudes using multipleroutes. Once behind the enemyFLOT, the flights converge atthe landing zone, insert the strikeforce and a few minutes later extractthem.

Roller coasters are often conducted together with ROK pilots

SEPTEMBER 98

and almost always with Korean gunships providing cover. Combinedexercises are nothing new to members of the Eighth U.S. Army Aviation team. Interoperability has become an integral part of its preparations for the possibilities of warand a significant ingredient in theArmy air arm's credibility as adeterrent force.

Combined United States ROKairmobile exercises aptly reflectEighth Army Aviation's ability andcommitment to readiness. These arein addition to normal individualand collective-unit training such asskills qualification testing and Armytraining and evaluation programs.On a broader scale, the aviationunits participate in annual exercisessuch as the Team Spirit series, FoalEagle and U1chi-Focus Lens inwhich they support a major headquarters. Even though these exer

cises are not specifically designedfor the aviation elements, the realistic training received from them isvaluable.

Hand in hand with realism and asense of urgency in aviation workouts, the Eighth Army Aviation hasstressed safety. The result has beena very good record which MajorKummer surmised as being oneof the best records in the Army.Due to careful planning and reconnaissance of routes and training

areas, commanders are able toconduct realistic training despitean environment characterized byhigh density air traffic, proximityto hazardous flying and prohibitedareas, and to still maintain an ou t-standing safety record. He said,Essentially, we don't use safety as

a means to avoid training; we planmeaningful training with safety inmind.

In Korea there is also a threatfrom high-tension powerlines whichMajor Kummer described as mindboggling. He noted, I f you consider our very low level, just abovethe treetop flights and sometimesbelow the treetop flights if the opening permits, the wire hazards forus are very real. A look at theArmy Aviation safety history willshow that we have lost an enormousnumber of aircraft over the yearsdue to wire strikes. According tothe major, Eighth Army's OH-58Kiowas are being equipped with anew wire-protection system; otherhelicopters are expected to have asimilar safety device designed forthem in the near future.

When Army aviators consider thefine safety record, readiness postureand the challenge of training inKorea, they will very likely agreewith Major Kummer that Koreahas the best training environmentin the world.

3


16/52

45thTRANSPORCOMPAN

Staff Sergeant Bob Warner9th Support Command

United States Forces KoreaEighth United States rmy

ERE ARE MANY andvaried risks for Armyaviators flying in Korea.Mountains, rivers and

lakes- fog, snow, dust and the monsoon winds and ra ins- crowdedskies-and a hostile enemy withitchy, accurate trigger fingers belliedup to the demilitarized zone (DMZ),make flying in Korea a job only forprofessionals. But thanks to one ofEighth Army's busiest units - the45th Transportation Company(AVIM) of the 194th MaintenanceBattalion, 19th Support Command,concern about quality of maintenance support does not have to behigh on any aviator's list.

Located at Camp Humphreys,about an hour's drive south of Seoul,the 45th Transportation Companyhas a greasy hand in keeping all ofEighth Army's fixed and rotary wingaircraft flying. With less than 400men and women, Army and civilian,American and Korean, the 45thperforms all aviation intermediatemaintenance (A VIM) for the morethan 350 nondivisional aircraft it

4

directly supports-and it providesbackup to the aviation units of the2d Infantry Division. The 45th alsoprovides limited depot capabilities.

According to company commander, Major Michael F. Boyd,45th Trans is a multimillion dollaroperation with some 8 million inparts on hand and another 11/2 to

2 million on order to support maintenance on CH-47 Chinook, UH-1Huey, OH-58 Kiowa, OV-1 Mohawk,U-21 Ute and C-12 Huron aircraft.

The 45th's technicians even pullsome depot level maintenance onthe componen ts and electrical systems of these aircraft. The importance of this capability is evidencedby the fact that the next availablelevel of maintenance is no closerthan Corpus Christi Army Depotin Texas.

Can Do Easy is the motto ofthe 45th Trans, and every memberof the company really tries to liveup to it. Pride and professionalismare what make this company something special- they do their jobsand more.

The avionics shop, for instance,is unlike any other Army facility inthe United States or Europe. Thedifference is the degree of maintenance we go into, explained Ser-

geant First Class Gerald Brison.We're the last stop in Korea. If

we can't handle it here, it has to goback virtually to the factory to bestripped down and completely rebuilt. The avionics section has only51 people; but they handle not onlysecond, third and partial fourthechelon maintenance but also are

to the point of pulling depot onsome equipment. These guys gowell beyond what's taught in thecourse back in the states, notedSergeant Brison, himself a formerinstructor at the Army AviationCenter. He said he'd have somenews for the avionics instructorswhen he gets back about just howmuch can be done out in the field.

The extent of the repairs carriedout by the 45th Trans saves a considerable amount of money, mostof it in deferred costs by eliminatingthe downtime that would be incurred if the part had to be shipped tothe United States for repair. Warrant Officer, W01, George Haddox,avionics section chief, estimates an80 to 90 percent saving resultsfrom local repair.

Avionics is not the only companyshop saving money by getting thejob done in Korea. The serviceshop platoon has its special skills,

u s RMY VI TION DIGEST


17/52

too. We have our own assemblyline here , explained Sergeant FirstClass Arthur Stephens, platoonsergeant. We can make everythingthe aircraft needs and we do itby hand. The hydraulic shop can

make any type of lines and put onany type of ends needed. O-ringsare put into the components andturbos and hydraulic lines are fabricated out of tubes. They (thecustomers) give us an example ofwhat they want and we turn it intoa brand-new line, Sergeant Stephenssaid.

The sheet metal shop has anassembly line that makes not onlyparts but even some special tools

that are needed for the company 'svarious jobs. Typical items fabricated are panels for chopper skins,landing light covers for night visiongoggles , O-rings and special toolsnot in the unit 's supply system.They are made with the help ofmachines that date back to WorldWar II but spring to new life at thetalented touch of the company'ssheet metal workers, most of themlong-time Korean civilian employees.

The importance of Army A viation with a hostile enemy not faraway requires an around-the-clockavailability of parts to keep aircraftoperational. The aviation directsupport supply unit (ADSSU) provides 24-hour-a-day , 7-day-a-weekoncall service , as it supplies everycomponent and part used on U.S.Army aircraft throughout the peninsula. The ADSSU has an authorizedstockage list of about 3,000 lineitems and handles about 2,500requisitions each month. New DAS3computers are due in that will makethe system even more responsive.

The ADSSU is responsible forthe aviation intensively manageditem (AIMI) program - high value ,critical parts such as engines , transmissions , etc., which are bid forcompetitively by both the Government and commercial agencies.

A biannual conference held atSt. Louis, MO, establishes itemson the AIMI list which may change

SEPTEMBER 98

every 6 month s - increase or decrease - due to supply and demandon the market, explained Mr.Frank Unten, a Depar tment of theArmy civilian who manages theAIMI program in the ADSSU. The

items on this list, currently near100, have to be intensely managed ,as they may become seriously shortfrom time to time , being the sametype parts and equipment thatcommercial enterprises also need ,he said.

Two major missions take the 45thTransportation Company ' s technicians almost anywhere in Korea.Its contact teams, comprised ofpersonnel from the various technical platoons, are sent out on callfrom customer units. The teamsare put together to meet specificmaintenance needs and remainonsite for periods of 1 day to 2weeks. A dramatic savings in downtime for the customer results fromthis service. Also, when an aircraftdoes go down, the 45th Trans isresponsible for its recovery. (Thisdoes not, of course, include thosewhich accidentally stray across theDMZ and are shot down inside

North Korean territory.) The company's recovery section is sent out,evaluates the damage or mechanicalproblem and then makes the recovery. According to Major Boyd, thepriorities on recovery are, first , totry to fix the damaged craft on theground and fly it out. f that cannotbe done , the recovery team prepares the craft for lift onto a tractortrailer and return to Camp Humphreys for repair. The last priority ,but an essential one in Korea'smountainous terrain, is to preparethe downed craft for air recovery.The lift will be made either by oneof the company 's three UH-l s orby calling in a CH-47.

Statistics compiled in the production control office indicate notonly the extent of the 45th Transportation Company's mission butdemonstrate how well all jobs areaccomplished.

The average monthly work order

completion totals about 550, withan estimated 126,000 manhoursexpended on maintenance of aircraft. The turnaround time for maintenance is 6 to 7 days. Work orderson components average 600 eachmonth with some 4 ,000 manhoursneeded for their completion, whichaverages 4 days for turnaround.In an average year , said Major

Boyd, we will repair about 850aircraft and 6 ,000 components , andhandle some 370 modification workorders and process more than 24,000requisitions.

That's a lot of work for any unit;and in the 45th TransportationCompany it's quality work. That is

evidenced by the overall excellentaviation safety record enjoyed byEighth Army despite some of thetoughest conditions for Soldiers andtheir flying machines to be foundanywhere Army aviators serve. Thecompany has received two Awardsof Honor for Safety from the U.S.Army Safety Center at Ft. Rucker.

Quality control is the final step ,stated Chief Warrant Officer, CW 4,Robert 1 Mamino. All of the work

is inspected pr ior to going out tomake sure the aircraft is 100 percentready to be airborne. The 45th'stechnicians don't just stand behindtheir work; they 'll be in it while itflies .

Like the Army Aviation units theysupport, the company has interoperability training with the Republic of Korea Army (ROKA). Anumber of Korean military andcivilians work on a rotation basisat the 45th Trans in almost alloperations from the ever-presentpaperwork to the exacting overhaulof Chinook, Huey and Mohawkengines. There are some differencesin the U.S. Army and ROKA maintenance systems , and the Koreanpersonnel are studying the relativeadvantages of each. Their presencegives the 45th some welcome extrahands in meeting the workload thatis the responsibility of the biggestlittle unit in Eighth Army. Iiiii

5


18/52

Setting the stageor winter

TH WHITE POWDERY floorwent dark as the lights weredimmed for the nightperformance soon to begin.Shortly a hush fell over theaudience as the silhouette of ayouthful ballerina appeared fromseemingly nowhere and gracefullybegan to glide over the snow-likesubstance. From offstage a windof varying intensity blew whiteflakes against the form swirlingthem about her body. Undauntedshe continued her advance.Suddenly she faltered stoppedthen began to ret race her stepsmoving backwards. With all eyesupon her she started to pirouettebut after completing only threeturns she lost her equilibrium and

went sprawling into the scenerywhere she collapsed. The showwas over.

No this is not a description ofsome aborted ballet performance.In reality the white powderyfloor referred to was the coldhard snow-covered ground; thehour sometime during thedarkness of the night; the

6

~ ~s RMYS fETY CENTER

audience a handful of witnesses;the ballerina an OH-58; and thescenery trees. In brief this iswhat happened:

While en route to a refuelingpoint during a night trainingmission the crew of an OH-58spotted another aircraft on theground about 1 500 meters fromthe field site. Concerned about itand the safety of its crew thepilot decided to land nearby andinvestigate. After determining thedowned aircraft apparently hadan engine malfunction andassistance was on the way hereturned to his aircraft tocontinue his mission.

As he climbed aboard thecopilot informed him of radio

problems that affected no t onlytheir transmitter and receiver butalso their intercom system. Aftertrying to resolve these problemswith only partial success the pilotswitched on the landing light andlifted the helicopter to a hover.Before takeoff could becontinued the copilot suggestedthey remain in the area to guide

recovery personnel who wereapproaching the downed aircraftin a ground vehicle. The pilotagreed.

s the aircraft continued tohover blowing snow created awhiteout condition that wasintensified by the glare from thelight reflecting off it. The pilotpromptly switched off the landinglight regaining limited visibility.However it was not sufficient forhim to immediately notice theaircraft had begun to driftbackwards. Shortly afterwardsthe copilot realized they weremoving rearward but because ofthe intercom problem he was notable to warn the pilot in time toprevent the tail rotor from

striking some trees.When contact was made withthe trees the aircraft pivoted overthem and began to spin to theright. As the pilot rolled offthrottle and applied collectivethe aircraft completed its thirdrevolution about its vertical axisand settled into the trees. Thetwo pilots and the crew chief

u s ARMY AVIATION DIGEST


19/52

exited the aircraft withoutassistance.

Analysis of the events that ledto this mishap revealed that whenthe aircraft was hovered 5 to 10feet above the ground, the loosesnow was recirculated throughthe ro tor system, reducing thepilot s ability to see. This loss ofvisibility was further aggravatedby the intermittent use of thelanding light. The end result wasdisorientation and a mishap.

Yet, both pilots had ampleexperience. The PIC had loggedmore than 1,000 hours of rotarywing flight, more than 500 ofwhich were in the OH-58. The

copilot had flown approximately1,600 hours in rotary wingaircraft, with more than 600 ofthem in the OH-58. Yet flightexperience alone is not alwayssufficient. Proficiency in the typeof mission being flown isespecially important. In thisinstance, the pilot had beenrecommended for additionalnight training after he hadcompleted a standardization ridemore than 5 months before thismishap occurred. He had notreceived this training.

But even the combination ofexperience and proficiency canbe nullified by a single humanfrailty - overconfidence. Considerthe pilot of another OH-58 whofound himself in a situation muchakin to the one described. Again,the prevailing conditions includeddarkness and snow-coveredground.

In this instance, the pilot wasflying the No 2 aircraft in a flightof five. The lead aircraft hadlanded at a field site where aninverted Y and a jeep with arotating yellow beacon served asthe only night landing aids. Onlanding, the pilot of the leadaircraft notified the othe rs that ablowing snow condition existed inthe LZ.

The pilot of the second aircraft

SEPTEMBER 98

landed without incident. He thenpicked up his aircraft to move itand make room for the remainingaircraft still in flight. Inrepositioning his aircraft, he madea right pedal turn and began aforward hover. Simultaneously,the rotorwash recirculated thesnow, causing him to lose groundreference and begin drifting tothe left. As he applied collective,the left skid dug into the ground,causing the aircraft to roll onto itsleft side. The pilot was not hurt,but the crew chief sustained aminor injury to his knee.

This pilot had logged almost1,100 rotary wing hours, with

more than 500 of them in the OH-58. He was also proficient in nightoperations over snow. In fact, hehad been routinely flying underrecirculating snow conditions for3 days without difficulty andbelieved he was capable of copingwith this kind of environment. Asa result, he had not developed afull appreciation for theprobability of inadvertentlyencountering a loss of outsidevisual references. By his own admission, he was caught bysurprise when it happened.

Although he had been warnedof the recirculating snowconditions in the LZ, the pilothovered his aircraft at 2 to 5knots and 2 to 5 feet agl insteadof using an airspeed just abovetranslational lift or a high hoveras prescribed by TC 1 137.

While it may not have playedan active role in causing this

mishap, the fatigue factor cannotbe discounted. The flight hadinitially been delayed for morethan 11 2 hours because of a snowstorm, and the pilot was awarethat any further flight on his partduring the hours of darknesswould probably exceed day / nightcrew rest flight limits. However,he was concerned about the lackof suitable RON facilities and ,after considerable deliberation,

decided to continue to the unitLZ.

In summation, these types ofmishaps can be prevented byeffective unit training programsthat would ensure pilots areknowledgeable and capab le ofsafely operating aircraft oversnow-covered terrain. Unitsoperating in snow environmentsshould establish night trainingprograms that prescribe nighthourly goals and include tasksrequired to be performed at nightby TC 1 137. Unit membersshould also be familiar with theinformation contained in PM 1 51 .

Although safety during flight

operations over snow-coveredground is of prime importance, itis not the only area to beconsidered. Other winter hazardsinclude those associated withicing and static electricity , toname a couple. In addition, coldweather survival training, thenecessity to exercise special carewhen performing preflight andpostflight inspections, and theneed for adequate warm-up ofaircraft systems before flight areall vital areas of concern.

The point is a simple one: Justas she has done for centuries,winter will once again make herappearance, and you can betshe ll bring along her full bag oftricks. Don t underestimate her.She is quite an experienced oldgal and well armed. But you havethe advantage. You know whatshe is going to hurl at you.Therefore, before she arrives is

the time for you to set the stageand make yourself ready to meether. And training, experience,proficiency and a healthy respectfor her capabilities are theprincipal furnishings you need.All are readily available. So don twait until you find yourselfoperating in a snow environmentbefore making certain you knowthe hazards associated with t andhow to cope with them. It s justplain good sense.

17 .


20/52

VIEWS FROM RE DERS

Editor:Readers of the u s rmy Aviation

Digest are invited to become CharterMembers of the newly incorporatedInternational Test & Evaluation Association, ITEA.

ITEA is the professional society forindividuals who ha ve a common interestin the discipline of test and evaluation.

ITEA's members seek to foster communication, advance the art and securerecognition for the challenging and vitalrole of T&E as a full partner in thework of industry , academia and Government.

ITEA's president, Dr. Allen R Matthews , reports that chapters are alreadyforming at Patuxent River NAS , Norfolk, Pt. Mugu, in the National Capitalarea , and at centers of T&E expertiseacross the Nation. The association plansa variety of chapter activities , professional working groups , technical meet

ings, international symposia and publications.ITEA's -first national symposium is

now being planned for this spri ng in thegreater Washington, DC, area. Thesymposium will feature keynote addresses by top Department of Defense andmilitary spokesmen for T& E , and alsowill include technical sessions and aT&E tutorial.

Interested? To receive membershipinformation and a copy of the latestITEA newsletter , write: ITEA , ATTN:Membership Committee, P.O. Box 603,

Lexington Park , MD 20653.David A. Herrelko , Ph.D.ChairmanNational Membership Committee

Editor:Buffalo Publishing Company is proud

to send its third issue of Buffalo magazine. Deriving its name from the BuffaloSoldier, Buffalo magazine entertains,informs and provides a forum for selfexpression for its readership, the Black

18

military community, while at the sametime emphasizing the values of hardwork, professional competence andcontinuing education that are so important to success in the military profession.

Because of the widespread nature ofour readership, we would ask that theU S rmy Aviation Digest , assist us in

informing your readers of our existenceand our need for those who would desireto contribute articles for publicationconcerning the Black military community. We do pay professional ratesfor articles published. More information may be obtained by writing us atBox 35606, Fayetteville, NC 28303.

Editor:

William C. PrattGeneral Manager

We are trying to establish a library ofgood, quality periodicals to keep ourintelligence troops up-ta-date on changeswhich might appear on film they arereviewing.

Your periodical was one which wassuggested as a good addi tion to ourlibrary. Please add us to your normaldistribu tion.

I f funds are involved, please send usthe necessary information to put intoour procurement system.

CPT Perry C. JohnsonNebraska Air National Guard

173 Troops PPIFHeadquarters 155th TacticalReconnaissance Group

Lincoln, NE 68524 National Guard units under pin

point distribution should submit DAForm 12.5, other National Guard unitsshould request the magazine throughtheir state adjutant general. Annualsubscriptions also are available: send aremittance of 820M domestic) or 825M( overseas) to Superintendent of Documents, US Government Printing Office,Washington, DC 20402.

Editor:I missed the previous issues of the

U S rmy Aviation Digest which contained the articles, The Flat Spin,and Spin Awareness. Would you pleasesend me a copy of each article. Pleaseinclude a copy of the article, How toAvoid the Vmc-Related Accident, if

available.

Editor:

James D. Quade5th Signal CommandAPO New York 09056

Request , if available, a compilationof Recognition Quiz sections frompast issues of Aviation Digest.

In a continuing effort to upgradetroop unit threat training, could youprovide a listing of sources / contactscapable of issuing 35 mm slides/pictures of threat / Warsaw Pact / Allied vehicles in natural settings?

CPT Ronald S. PetrickaTroop B 2d Squadron (AIR)10th CavalryFt. Ord, CA 93941

The copies of Recognition Quizsections you requested are in the mail.The Threat Section article in the March1981 issue of the Aviation Digestcontains all of the other sources forthreat information that you requested.

Others wanting copies of past Recognition Quiz sections, or of the March1981 issue, can obtain them by writingto Editor, Aviation Digest, P.O. DrawerP, Ft. Rucker, AL 36362.

Editor:The private aviation industry must

understand the Army's future plans andrequirements if it is to remain or insome instances, become partners andbe prepared to support this area of ournational defense.



21/52

To accomplish this, . he U .S ArmyAviation Research and DevelopmentCommand will sponsor a 2-day seriesof meetings in St. Louis , MO , and isscheduled for 8 and 9 October 1981.The Advanced Planning Briefing forIndustry (APBI) will be held at theAirport Marriot Hotel in St. Louis.

While those firms currently doingbusiness with the Army Aviation community will have the opportunity to bebrought up to speed at the briefing , itshould be extremely helpful in cultivating new relationships, especially inthe small business area.

Your assistance in spreading the wordwill be much appreciated.

Howard R. Gray Jr.Acting Public Affairs Officer

HQ, A VRADCOM4300 Goodfellow Blvd.St. Louis, MO 63120

Anyone interested in additionalinformation concerning this briefingmay contact the Public Affairs Officeat AUTOVON 693-2268 or wrjte tothe above address.

Editor:It is requested that the article You

and Your Map, which covered the

Australian Fold Technique be forwarded to my unit. We will use the articleto formulate a lesson plan for a periodof map instruction.

Thank you for the time and consideration expended on this request.We do not know the month or year ofthe issue this article was published,but were told of its existence by the277th Dustoff Detachment commander.

MAJ John L. Kosinski , USMCDetachment Marine Air Base

Squadron IIThird Marine Aircraft Wing,

FMFPacTwentynine Palms, CA 92278

The article you referred to is TheTactical Map and You and waslast published in the February 1979issue of the A viation Digest. A copyhas been mailed to you.

Editor:HAL-4 is developing a night vision

goggle program for its flight crews. Anexcellent article on how to predictbrightness on clear nights for tacticaloperations appeared in the September1976 issue of the U S rmy AviationDigest. The title is unknown to us fpossible a photocopy of that articlewould be greatly appreciated. Thankyou.

T. A WallHelicopter Attack Squadron

Light FourNaval Air StationNorfolk , VA 23511

The article is in the mail. I t isentitled How High the Moon-HowBright the Night. I t was written byGarvin L. Holman, Ph.D. The articlemakes reference to TC 1-28, RotaryWing Night Flight. That TC has beensuperseded and now is included in FM1-51, Rotary Wing Flight.

Editor:I have been an avid admirer and

reader of Aviation Digest for severalyears. Over the years, A viation Digesthas proven to be an invaluable resourcein a variety of aviation related assignments. In fact, I've come to rely on it.It seems, regardless of the topic , thereis or has been a cogent address of thesubject in your magazine. All I have todo to find exact ly what I am lookingfor, is look and look . and lookfor it; through every back issue I canlay my hands on, and therein lies therub. I seldom need the Gems whenthey're freshest in my memory andeasiest to identify and locate.

Being reasonably intelligent and basically lazy , I've manufactu red all kindsof information retrieval systems, someof them actually work, work beingthe operative word. Well, I found aneven better one recently that's a takeoff from the Dewey Decimal System .I found it in a life insurance sellingmagazine. It's call ed the Million DollarRound Table (MORT) Retrieval System. It works like this; general andspecific subjects have a standard numbering system. Every time the editorpublishes an article or item in the maga-

zine It S given an MORT retrievalnumber. All a guy like myself has todo , is file a little card with the articletitle, date, issue, volume, etc. , in thecorresponding and appropriately numbered retrieval file. No more cut-upissues of Aviation Digest . no photocopying, no hassle , just a simple, easilymaintained , quick retrieval system (oneindex , one small file and one bookcaseof Aviation Digest).

I was just wondering, if you createda standardized numbering system forA vialion Digest and the articles contained therein , would all those gemsthat you publish have an increaseduseful life expectancy ?

In the event you would like additional information on the retrieval systemI based mine on, write to: Million DollarRound Table, 2340 River Road, DesPlaines, IL 60018.

Jon F. EvansIntegrated Logistical

Support OfficeTSARCOMSt. Louis, MO 63120

We appreciate your kind remarksand the information about your retrieval/file system. The Aviation Digesthas a subject matter automatic dataprocessing readout which covers everyarticle that has been printed in themagazine. These are available to readersupon request.

Editor:I have been the threat officer for C

Company 503 CAB for almost a yearand I am having some difficulty findingnew sources of information on OPFORsequipment and tactics. I read yourarticle on threat training in AviationDigest dated April 1981 and I havesent off letters to all the sources youmentioned in that article; but, there

was one source that was not mentionedin your article that I was curious about.Is it possible to get reprints of previousthreat articles that have been printedin the Aviation Digest ?

Thank you for your help.

WOl Donald E Jungell Jr.C Co 503 CABAPO New York 09165

Articles from the Aviation Digest requested in these l etters have been mailed. Readers can obtain copies of materialprinted in any issue by writing to: Editor U.S. rmy Aviation Digest P.O. Drawer P Ft. Rucker AL 36362

SEPTEMBER 1981 9


22/52

REPORTING FIN LLate News From rmy viation ctivities

FROM MASSACHUSETTS

Best Engine The General Electric T700 helicopter engine used in the UH-60 Black Hawkhelicopter has been labeled one of the bestengines ever built.

I n ceremonies commemorating the Army 'sacceptance of the 500th T700 engine at GE 'sLynn, MA plant, Colonel Ronald K. Andreson ofthe Army Development and Readiness Commandsaid, The T700 is one of the most successful, ifnot the most successful, engines developed forArmy helicopter use and is a significant part ofthe Army Aviation program. The T700 , in less

than 100,000 hours of Black Hawk operation,established a level of maturity that traditionallyhas not been achieved by an engine until itreached the one million operating hour mark.

FROM FORT RUCKER

AH 64 OT II Operational Test (OT) is conducted to estimate a system 's military utility,operational effectiveness and suitability; assessits compatibility/interoperability with other systems; measure its reliability, availability and maintainability; evaluate the Soldier-machine interfaceand logistic supportability aspects of the system;examine and determine the validity of operatorand maintenance publications (along with tools,test equipment and spare parts); and to identifyand recommend any needed modifications tothe system. (DARCOM/TRADOC Pamphlet 70-2)

OT II of the AH-64 was conducted this summerat Ft. Hunter-Liggett, CA and was designed tocollect information in each of the above areas ofinterest. The 7th Infantry Division, specifically DCompany of the 7th Aviation Battalion, was selected to be the test unit. (An important aspect ofthis and allOTs is the use of typical Army units

2

to lend a good green-suit perspective to

evaluation of the system.) For purposes of theOT the 7th Aviation Battalion was equippedwith both the AH-64 and the fully modernizedAH-1 S Cobra. Test trials were conducted withboth aircraft to provide a basis for determiningjust how much the AH-64 will contribute to theoverall effectiveness of the Army. A slice of atypical enemy unit was assembled and used asa realistic opposing force in simulated combatagainst the 7th.

The test began after a period of training foroperator and maintenance personnel. Pre-testtraining was designed to approximate closelythe training that will routinely be given to all AH -64 personnel, again to ensure that the testenvironment was representative of the real world.

As is the case throughout the combat development process, the U .S. Army Training and Doctrine Command (TRADOC) represents Armyforces that will ultimately use the AH-64 in trainingand, if necessary , in combat. The U.S. ArmyMateriel Development and Readiness Command(DARCOM) has been responsible for designingand building the system to specifications outlinedin the requirement originally developed byTRADOC. It is TRADOC's responsibility to ensurethat the final product provided by the DARCOMprogram manager meets the requirements ofthe user and can function effectively on thebattlefield. The results of OT II will provide thecore of TRADOC's evaluation of the AH-64 .

The OT II was conducted by the CombatDevelopment Experimentation Command(CDEC) under the direction of the Army's Operational Test and Evaluation Agency (OTEA). Thefinal report of OT II results will be provided byCDEC; OTEA will conduct their independentevaluation of the test results. Together with the



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Army Aviation Development Test Activity (USAAVNDTA), succeeding Colonel William E Crouchwho retired in July. He came to his new assignment after graduating from the Industrial Collegeof the Armed Forces, Washington, DC.

He has been in the Army for 21 years and has

been an Army aviator since 1962.(USAAVNC-PAO)

Graduation Speaker. Major General John J.Koehler Jr., commanding generaL, Army Testand Evaluation Command, Aberdeen Proving

rn Ground, MD, addressed graduates of an 8-weekwg Aviation Safety Officer Course.

He referred to last year's statistics which indi u cate that only 2.4 pilots died during the more

than 100,000 hours flown-the best safety recordg that Army Aviation has achieved.0

o The general said that efficiency is the most2_--: -.. C. critical of the various factors which safety stands

First Cadet Solos. Cadet G. Scott McConnell (left) of theU.S. Military Academy, West Point, NY receives a briefingfrom his instructor pilot, Edgar J. Bennett, at the U.S. ArmyAviation Center, Ft. Rucker, AL. Cadet McConnell, one of51 West Pointers who came to Ft. Rucker in July for a 3-week Army Aviation familiarization course, was the first inthe group to solo in the TH-55 Osage helicopter. He is theson of Colonel and Mrs. Lewis J. McConnell. ColonelMcConnell commands the Army Aviation Engineering FlightActivi ty at Edwards Air Force Base, CA.

results of all previous testing and a detailed Costand Operational Effectiveness Analysis, theresults of OT II will be presented to the ArmySystem Acquisition Review Council (ASARC) inNovember.

The ASARC comprises membership of theVice Chief of Staff of the Army, selected Department of the Army staff principals, and the Officeof the Secretary of the Army. At its Novembermeeting, the ASARC will scrutinize the total AH -64 system, from standpoints both of effectiveness and affordability, and will recommend tothe Secretary of the Army whether or not tobegin full-scale production of the aircraft. Theresults of OT II will be a critical part of thefoundation for the ASARC decision, along withthe other tests, evaluations and analyses thathave been conducted. Whatever the outcomeof the ASARC, its decision will be the product ofyears of effort and objective information gatheringby TRADOC, DARCOM and the DA Staff.

(Major M. L. Brittingham, ATZQ-TSM-A)

New Commander. Lieutenant Colonel (P)William B. Woodson now commands the U.S.

SEPTEMBER 1981

for; and others he talked about were attitude,attention to detail, empathy and timeliness.

TAH-1 S Fully Modernized (FM) Received. Thefirst of an expected 23 training attack helicopters,TAH-1 S has been received from the CorpusChristi Army Depot in Texas. This fully modernizedCobra and the ones to follow are rebuilt AH-1 Gmodels.

Trainer modifications made to the AH-1 S(FM)

include the addition of hydraulic lines and valvesand extension of the instructor pilot's collectivecontrol which equalizes the control input betweenthe rear and front compartments. Also, a specialswitch in the front seat gives the instructor pilotcomplete control of the aircraft's armament.

(USAAVNC-PAO)

Army Aviation's Emporium. Dallas has its NeimanMarcus; New York has its Saks Fifth Ave.; and Ft.Rucker has its Aviation Museum Gift Shop

The Alabama shop has an advantage, however,over the Texas and New York stores for Armyaviators, their families and friends becausepurchases made there benefit the museum'sbuilding fund. Its profits go toward the moneyneeded to construct a new home for the museumcontents now valued at $70 million.

Another advantage of shopping at the museumemporium, which is operated by the Army AviationMuseum Foundation, Inc., is that its inventory istailored to aviation tastes. There are items likehelicopter mobiles, plaques and clocks, appropriately lettered tee shirts, caps, ties decoratedwith aviation motifs, and wargames.

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REPORTINGFIN L

Late News From rmy viation ctivities

the museum has the free world's largest collectionof helicopters so its gift shop has one of the bestrotary and fixed wing model selections to befound anywhere. Included are models of theAH-1 S Cobra, the CH-54 Skycrane, the PiperL4, the OH-6 Cayuse, and even some Russian

helicopters.These gift items, and many more, are locatedjust inside the Army Aviation Museum's mainentrance. The shop is a stopping place for mostof the approximately 300 000 people who visitthe museum each year, and they seem proud toknow their purchases will help to erect an environmentally controlled building that will safely houseArmy Aviation's history.

A favorite with shoppers, according to EdBrown, the foundation's d irector of development,is the jewelry selection. There are rings, bracelets, tie tacs, necklaces-many different gifts formen and women. One of the top-sellers is theaviation ring that closely resembles a schoolclass ring. It has a life-time guarantee and iscurren tly priced at only 35. This makes an idealgraduation gift for students when they finish theflight training course at Ft. Rucker.

Also popular are the aircraft models. Just as

If YOU want to contribute through this meansand can't get to Ft. Rucker, send your shoppinglist to the Gift Shop Manager, P O Box H, Ft.Rucker, AL 36362. Or if YOU want to make atax-deductable donation to the building fund, itcan be sent to the Army Aviation Museum Foundation, Inc., at the same address.

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World Helicopter Championships

THE WORLD S BEST

World Champion Helicopter Pilot:CW2 George D Chrest, Fort Hood, TX

The United States won theteam and individual championships in the fourth World Helicopter Championships heldnear Warsaw, Poland, in August.

Sponsored by the Helicopter Club of America, the U.S.team consisted of four Armycrews (see the April 1981 via-tion Digest for names) and one

civilian crew. The Americansscored 2,253, edging out theFederal Republic of Germanyteam at 2,251. Other countriescompeting were Poland , 2,233points; USSR, 2,115; and GreatBritain, 2,040.

The world's best helicopterpilot is Chief Warrant Officer,CW2 George D. Chrest of Ft.Hood, TX. He won the worldindividual championship with761 points, followed by a WestGerman pilot with 747 points.CW2 Chrest's copilot was Captain Stephen G. Kee, also ofFt. Hood.

Competition included fourmandatory events testing pilotskill in arrival and rescue maneuvers, precision flying, navi-

gation and helicopter slalom.In a message to Army mem

bers of the 1981 World Helicopter Championship TeamGeneral E. C. Meyer, ArmyChief of Staff, said: You haveattained navigation and precision flying skills deemed byan international board of judgesas number one in the world.This competition has shown theworld the high state of trainingand combat readiness of theUnited States of America. Youhave displayed vertical flightand pilot skills which are unequalled Now , I challengeeach of you to provide yourflying skills to your combatunits, for that is the ultimatechallenge for a world champion.

u s ARMY AVIATION DIGEST


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U S ARMY

irectorate of Evaluation Standardization

R PORT T THE FIEL AVIATIONSTANOARDIZATION

Training Feedback :You are the Source

N APRIL 1979 and February 1980, the "DESReport to the Field" presented descriptions and overviews of the mission and function of the Evaluation

Division of DES. A summary of the message of thetwo articles is presented in the paragraph below.The division is responsible for gathering feedback

about training processes and products. The feedbackis analyzed with the mission of ensuring that the varioustraining goals are adequate and being achieved. Themethods used to accomplish this mission are carriedout in accordance with the guidelines established inTRADOC (Training and Doctrine Command) Pamphlet 350-30, Interservice Procedures for Instructional Systems Development. The division is organizedinto the Technical Support Branch, the InstructionalSystems Evaluation Branch, and the InstructionalSystems Research Branch. The associated functionsof these branches are to provide statistical andanalytical expertise, to establish internal institutionaleffectiveness of training feedback, and to establishexternal (field) graduate-quality feedback.

The Evaluation Division's mission of training controlconstitutes the final phase of the five phase instructionalsystems development process. A full description ofthe instructional development procedure is unnecessary. However, an understanding of the importanceand impact of the initial function of course development is essential to comprehending the importance

of feedback from you in the field.The first step in developing a course involvesjob/task analysis. This step identifies all of the tasksthat comprise a specific job. The particular job's"critical" tasks are identified from the comprehensivetask listing. Due to resource limitations, not all ofthese tasks can be trained at the U.S. Army AviationCenter, Ft. Rucker, AL. Someone has to determine

DES welcomes your inquiries and requests to focus attentio non an area of major importance. Write to us at : Commander U.S . Army Aviation Center ATTN : A TZQ-ES Ft Rucker AL

SEPTEMBER 98

how many of these critical training tasks are suitedfor institutional based training. Then someone has toestablish the number of tasks that can be supported

y available training resources. It is apparent thatthe quality of training is totally dependent on thequality and comprehensiveness of the job/task analysis.The people making these decisions may not have allthe information they need to assemble the package oftasks which will be most useful to you in the field. fyou do not provide feedback, then the school maydevelop a case of "tunnel vision." This causes theinformation at the Aviation Center to indicate excellenttraining results, while graduate field performancemay be less than desirable. The internal evaluatormust assume that the critical tasks selected for trainingadequately satisfy job requirements in the field.Therefore internal evaluations are primarily limitedto determining how well students are learning thetasks that are being taught. The tasks trained usuallywill not be changed without evidence from the fieldthat the tasks re ot preparing the student to do thejob.

This is why feedback from the field is vital todeveloping a quality, useful training product. Onlypersonnel in the field can provide feedback forassessing the suitability of critical tasks selected fortraining. Again, reliance on institutional informationsources may generate problems between training

efforts and field needs. This situation is sometimesreferred to as the "school syndrome."Everyone at the Aviation Center recognizes the

importance of timely feedback from the field. TheInstructional Systems Research Branch has establishedprograms for gathering field feedback. These programs,the Graduate Questionnaire Program and the AviationCenter Training Analysis and Assistance Team

36362 ; or call us at AUTO VON 558-3504 or commercial205-255-3504. After duty hours call Ft . Rucker HotLine AUTOI/ON558-6487 or 205-255-6487 and leave a message

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R PORT T THE FIELD

(ACTAAT), are described in the February 1980 issueof the A viation Digest. These programs are producinguseful feedback that has caused improvements to bemade in the training process. However, the familiar

problem of insufficient resources limits the volumeand detail of feedback on problems commonly knownin the field environment. That is the reason theA viation Digest DES logo contains our address andAUTOVON number. Your observations are extremelyimportant to the improvement of our training products.We have not been hearing from you. Are we that goodor are you that complacent?

While opinions, by themselves, do not cause change,a consensus from Armywide locations does create areason for allocating resources for research and

documentation of specific problems. When specificproblems have been identified and researched,defendable reasons can be established to supportrecommendations for positive change. Lack of defend-able documentation to support a recommended changecauses inaction due to the absence of accurate in-

formation. The lack of timely problem resolutioncan result in a course graduate effectively trainedin tasks that are of little value in performing the jobin the field.

The next time your group or organization isconducting a professional development seminarand training shortcomings is the subject, write us anote or pick up the telephone and let us hear aboutit f you do not take the time to make the effort, thencommon sense problems are likely to remaincommon sense problems.

ou WIIIIIIIIIIell f om me

4

fY fl.

YesWe re interested in your opinion about how training and training management can be improved to help you do

your job. Write your comments on the next page detach the page fold and mail it to us.

U S ARMY AVIATION DIGEST


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along line at right fold and mail postage free

. . . . . . . . . . . . . . .DEPARTMENT OF THE ARMY

CommanderU.S. Army Aviation Cen terATTN: ATZQ-ES-EFort Rucker AL 36362

OFFICIAL BUSINESS

PENALTY FOR PRIVATE USE S 3 0 0

FOL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Commander

POSTAGE AND FEES PAID

DEPARTMENT OF THE ARMYDOD 3 4

U.S. Army Aviation CenterATTN: ATZQ-ES-E

Fort Rucker AL 36362

4 II

FOL


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RationalizationStandardization

IN TODA Y'S MODERNArmy, RSI - rationalization, standardization andinteroperabili ty- has be-

come a popular subject Almost everyproject, no matter whether it beresearch and development or theemployment of forces, seems tohave some RSI impact. U nfortunately, many do not understandthe implications of RSI. Part ofthis confusion can be found in themultitude of interpretations given

to the term RSI.Before addressing what is re

quired to comply with RSI regulations, an understandable definitionof RSI should be agreed upon. Theregulation that governs RSI is AR34-1. It describes rationaliza tion as:

Any action that increases the effectiveness of alliance forces throughmore efficient or effective use o fdefense resources committed to thealliance. Rationalization includesconsolidation, reassignments o fnational priorities to higher alliance needs, standardization, specialization, mutual support, improvedinteroperability or greater cooperation. Rationalization applies toboth weapons/materiel resourcesand nonweapons military matters.

Rationalization is the most difficult and overlooked part of theRSI program. Normally, those working on RSI ma tters give the R lipservice, turning quickly to hardware

SEPTEMBER 98

I nteroperability

Rush WickerDirectorate of Combat DevelopmentsU.S. Army Aviation Center

Fort Rucker AL

development or to services or supplymatters. To the Army, rationalization produces the operationalconcepts; concepts which becomethe basis for joint development oftactics, hardware, services, proce

dures, organizations or trainingsystems. I f concepts are not wellthought out, then any attempt toachieve commonality is sure to fail.

The S, standardization, is defined as: The process by whichnations achieve the closest practicable cooperation among forces,the most efficient use of research,development and production resources , and agree to adopt, in thebroadest possible basis, use o

Common or compatible oper-

ational, administrative and logistics procedures

Common or compatible technical procedures and criteria

Common , compatible or interchangeable supplies, components,weapons

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