 Page 2
The organisation of the Cdo Bde Each squadron was reinforced by it is a fast, agile aircraft with a good Air Sqn during Operation Cor- an AMG from 70 Aircraft Work- performance but although it is porate is shown at figure 1. The shops REME which provided the nominally a five-seater its folding squadron was limited to about two- necessary 2nd Line (AVIM) support back seat is very cramped. Certain thirds of its normal strength by the to the units. Eventually the two modifications were carried out to amount of shipping space available. AMGs were combined and set up a the Gazelle helicopters for OperaIt consisted of a squadron head- base workshop facility at the tion Corporate but, in the short quarters which forms part of HQ 3 beachhead at San Carlos. time available to mount the operaCdo Bde, three flights each of three The support helicopters were pro- tion, it was not possible to fit all of Gazelle light observation helicopters vided by the detachments from the Gazelle with all the proposed and one flight of six Scout (that is squadrons of the Fleet Air Arm and modifications, which included the the Westland Scout not to be con- the RAF. These included Wessex, following: fused with the generic term of scout Sea King and Chinook helicopters. • Flotation gear. used in U.S. Army Aviation) an- In all, almost 200 helicopters of • Radar altimeter. titank/utility helicopters. Each seven different types, including the • I band transponder for operaflight is capable of deploying AAC and Cdo Bde Air Sqn aircraft, tion with ships. separately. Also placed under com- were deployed for Operation • Identification friend or foe mand of the Cdo Bde Air Sqn, for Corporate. (IFF). the initial deployment, was a • MATRA "SNEB” 68 mm detachment of three Scout three Scout Equipment rocket system. helicopters from 656 San AAC, The two types of aircraft used by • SFENA stability augmentation with the rest of the squadron both the Cdo Bde Air Sqn and 656 system (SAS). following later. Sąn AAC were the Gazelle and the • Blade folding capability. 656 San AAC was organised as Scout. • Increasing the Maximum All shown in figure 2 and this is the The Gazelle is our reconnaissance Up Weight (AUW) allowance to standard organisation of an in- and observation helicopter, or 1,800 kilograms (3,970 lbs). dependent AAC squadron. It con- scout. Manufactured in UK under The Westland Scout has been in sists of a small headquarters which licence from Aerospatiale, France, service with the AAC since the earincludes a liaison officer detached ly 1960s as our light utility aircraft. to brigade headquarters, a head Subsequently it was fitted with quarters section, two flights each of SS-11 antitank guided missiles and six helicopters and a REME LAD. a roof mounted sight for antiOne flight consists of Gazelle armour operations in Germany. It helicopters and the other of Scout is now being replaced by Lynx antitank helicopters. The detach equipped with TOW (tubement of three Scout helicopters launched, optically-tracked, wirewhich had gone ahead with the Cdo guided) missiles, but a conscious Bde Air San returned under com decision was made not to deploy mand of its parent squadron when Lynx to the Falklands as, firstly, the 656 San AAC disembarked in the aircraft is fairly new into service Falklands. AAC Gazelle AH1. and, secondly, it would have reduced our antiarmour contribution to NATO in Germany. In fact, notFIGURE 2: 656 Squadron Army Air Corps organisation. withstanding the size of the force deployed under Operation CorSQN HQ porate, our overall contribution to NATO was unaffected. (1+15) The Scout is a simple, rugged, reliable helicopter with a good sized cabin for carrying stores or TASKING CELL GZ FLT SC FLT LAD + ECH AMG casualties and a useful payload (1+3) (2+19) (3+25) (1+25) (8) under operational conditions of 6 GZ about 1,000 pounds. However, be ing old technology, it has a thirsty IN HQ 5 INF BDE engine and at or near maximum AUW it has very limited endurance. Page 3
Shaping the AirLand-Echeloned Battlefield
are wargamed against similarly equipped opponents. Prudent commanders and staffs will look for innovative means to organize Army Aviation's strengths into their operational plans for seizing and maintaining control of all three dimensions of the MBA.
allow Army Aviation units to serve as decisively in the future as have Artillery, Armor or Infantry units in the past as attacking forces generate the combat power necessary to defeat their opponents in the MBA. Similarly, the defense of the main battle area will be characterized by the integrated use of Army Aviation units within the organization of the overall defense. Defensive schemes will continue to make maximum use of the terrain, time and troops available but face greatly increased pressures due to the significantly expanded nature of modern battlefields. Adequate plans for the defense of the MBA will depend heavily upon the helicopter's mobility and reaction capability in the execution of its many potential roles and missions. An effective, modern combined arms defense would prove to be difficult, if not impossible, without Army Aviation units available as part of the troop list. Not capable of being counted on as a force multiplier if both sides have the freedom to employ equal numbers and types of helicopters, the helicopter due to its mobility is capable of providing the reaction capability necessary to begin off-setting the attacker's initial advantage in choosing where, when and how to strike. Its firepower will be one of the first means available to the defender with which to strike back selectively at vulnerable gaps and flanks of attacking forces. As in the offense, operating in its vertical component of the battlefield, it offers the defender a new prospect or method of wresting the initiative away from an opponent and stopping an attack. Capable of being used “offensively” in the defense, Army Aviation's ability to move troops and equipment, provide firepower, support engineer and electronic warfare (EW) operations, expedite reconnaissance efforts and provide a means of mobile communications, command and control offers considerable leverage to the defending commander. In the main battle area, the helicopter will prove to have a profound effect on how well defensive or offensive operations are conducted by modern combined arms forces. This system, operating in its environment within the MBA, offers considerable flexibility and weight to any proposed course of action. It also poses considerably greater complexities when such proposals
Deep Battle Area The greatly expanded nature of today's battlefields, as promulgated by current AirLand-Echeloned theories, results in numerous opportunities for Army Aviation forces to play decisive roles throughout a commander's area of influence. Major clashes between opposing land armies will no longer be restricted to those battles fought along the forward line of troops (figure 2). The capability of defeating an opponent throughout an area of operations such that neither counterattack nor coordinated defense is possible has always been a major objective of any tactical commander tasked with the mission of rapidly defeating an opponent. The ability to conduct significant, simultaneous combat operations in an enemy's vulnerable rear areas greatly expands the battlefield and can prompt the quick collapse of an opponent's will to resist even if his main defenses are still relatively intact. Helicopters have now developed to the point in terms of survivability that they offer considerable breakthrough potential in allowing the conduct of such DBA operation beyond the MBA. Helicopter supported operations will impose tremendous pressures on any defensive plan's capability to survive simultaneous assaults along the MBA and into rear areas. Retention of the initiative, surprise and better use of the terrain are powerful factors with which to ensure operations of much greater tempo in today's firepower heavy, antitank system dominated battlefields. Army Aviation forces have the ability either to move with tank heavy formations, protecting and reinforcing their successes in a combined arms deep battle operation, or to move directly into rear areas and conduct autonomous air assault combined arms operations themselves. Operating with or without paradrop delivered reinforcements and supporting weapon systems, these autonomous deep operations Page 4
FM 1-202, “Environmental Flight” The crash of Air Florida's FM 31-70, “Basic Cold Weather Manual” Flight 90 into the 14th Street FM 31-71, “Northern Operations” Bridge over the Potomac River in FM 90-6, “Mountain Operations” January of 1981 provides a vivid TC 21-3, “Soldier's Handbook for Individual Operations and Surreminder of what ice accumula vival in Cold Weather Areas" tion on the ground can do to an AFM 64-5, “Survival” (This publication is available from the U.S. aircraft. Seventy-eight people Air Force Distribution Center, Baltimore, Maryland died, 74 on the Boeing 737 and 4 21220) others whose vehicles were on the Operator's Manual and any supplemental local directives bridge when the plane struck. The National Transportation FIGURE 2.-Publications covering cold weather flight operations. Safety Board's (NTSB) conclusion as to the most probable checked to be sure they are free will refresh your memory or cause of the crash was "the from obstruction and have not bring you up-to-date on changes. flight crew's failure to use engine frozen to the surface. Helicopters There could be something that anti-ice during ground operations produce the greatest amount of will save your aircraft-or even and take-off, their decision to rotor wash when hovering, your life. Of course, you will take off with snow/ice on the therefore, hovering where there is also need to know the airfoil surfaces of the aircraft, snow should be avoided. When capabilities of both your aircraft and the captain's failure to reject there are no obstacles, a max- and your crew. This information, the take-off during the early imum performance take-off along with the weather conditions stages when his attention was should be made. If it is necessary at your point of departure, en called to anomalous engine in- to clear an obstacle, make a near route, and at destination, is vital strument reading.” Contributing vertical ascent. to your go, no go, decision as factors included prolonged Unless proper landing pro- mission pressures build up. One ground delays, known inherent cedures are used helicopters can civilian pilot penetrated a drizpitch-up characteristics of the be engulfed in a snow cloud, zling overcast with known icing Boeing 737 when the leading particularly in powdered snow conditions in an aircraft which edge is contaminated with even conditions. The aircraft must be was not equipped with deicing small amounts of snow and ice, flown in front of the snow cloud gear. His error in judgment and the limited experience of the until it makes contact with the almost cost him the lives of his flight crew in jet transport winter ground. Loss of outside visual wife and children. He expressed operations. According to the references in helicopters can the lesson learned this way, “A FAA, icing accidents are relative- result in undetected drift, tree pilot's judgment is reliable only ly few but the fatality rate is strikes, or inadvertent ground if you weigh all known risks of a high. Victims are often pilots contact. proposed flight against the actual who are operating in unfamiliar The whiteout phenomenon is threat to human welfare or surweather conditions for which not encountered as often by vival if the flight is not made. they have no practical training. fixed-wing aircraft as by rotary That's not a bad rule of thumb Ice and snow on runways are wing aircraft but it can occur, for any aviator. dangerous for fixed-wing opera- particularly when aircraft are tions. Snow is particularly slip- operating in loose snow. As air is REFERENCES pery where temperatures are near drawn in by the propeller, loose “Airman's Roulette," Nov-Dec freezing. Wet snow or thick slush snow is lifted and blown rear- 1982 and “Ground Icing,” Jan-Feb , on runways offers little friction ward over the fuselage creating 1983, FAA General Aviation News. and there is a constant danger of whiteout. AR 95-1, “Army Aviation General sliding or loss of braking action. Whiteout is not a phenomenon Provisions and Flight Regulations” Only slight brake pressure should peculiar to the novice aviator- FM 1-202, “Environmental Flight” be applied to maintain directional high time, proficient aviators “Frozen Tips," No. 2, 1983, Flight control. Avoid taxiing through who have long experience in fly- Comment puddles or deep snow. Slush or ing in snow conditions can still Roed, Aage, Chief Technical Admoisture can collect in the wheel fall victim to this hazard. visor, Swedish Board of Accident assembly and cause the brakes to A review of winter flying pro- Investigation, “Aircraft Deicing,' freeze. cedures will better prepare you to Oct 1982, Flight Safety Digest Before taking off in rotary deal with cold weather problems. “The Hazards of Winter Flying,” wing aircraft, skids should be The publications listed in figure 2 Oct 1982, Flying Safety Page 5
How to Lose Your Aviation Career Incentive Pay without even trying!
EFORE YOU READ this article, I want you to resolve to yourself that you are willing to take the time to correct any deficiencies in your records which may cause you to be over or under paid! Now that I have your attention, you need to do two things: • Get a copy of your latest Leave and Earnings Statement (LES). • Get a copy of your most recent Officer Record Brief (ORB). If you don't have one, see your military personnel office. Now that you have these two items, sit down and prepare to inspect them carefully. Figures 1 and 2 are reproductions of these important documents with areas that you need to “key on" to prevent pay problems. The problem which causes your incentive pay difficulties is encountered when the Aviation Service Entry Date (ASED) and Total Federal Officer Service (TFOS) date do not match on the LES and the ORB. These two items are both used to compute your eligibility for incentive pay and “gate” status. Check blocks 45 and 46 of your LES with the appropriate blocks of the Aviator Gunnery Qualifica
tions selection on the ORB. Are these two items synchronized? If not, it's time to send out the “Mayday” call and proceed with the following emergency procedures: • Contact your local finance and accounting office. • Contact your local military personnel office. • If you cannot get the problem resolved locally, write to: Commander, MILPERCEN, ATTN: DAPCOPA-V, 200 Stovall Street, Alexandria, VA 22332. This step can be taken to resolve any Aviation Career Incentive Pay data problem, but any request must be accompanied by appropriate documentation to justify the change. Recently, here at MILPERCEN, we have been able to resolve more than 225 mismatches of ASED and TFOS. This is an ongoing effort which requires extensive research of each case, to pinpoint the exact problem. There are still an estimated 400 cases yet to be resolved. Don't be one of those 400 who suddenly find their flight pay reduced or cut off because of an administrative error. Check your LES and ORB to ensure all the data is valid. The guide to changing any element of the ORB is DA Pam 600-8.
TOFDC (Total Operational Flying Duty Credit). The cumulative number of months an aviator is assigned to operational (not proficiency or nonoperational) flying duty positions.
Pilot Status Code 1 = Qualified for Aviation Service 2 = Medically Disqualified 3= Non-Medically
Disqualified 4 Aviator-Not in Aviation Service
Aircraft Qualification Code1=Qualified Aviator 2 Unit Trained Instructor = Pilot
3 School Trained = Instructor Pilot
SCTY CLEARANCE
1. NAME (LAST, FIRST, MI)
T17. ST & FED INC 18. FED INC YEAR THIS PERIOD TO DATE X
STATE TAX M28. STATE INCOME YEAR TO DATE
SECTION V-FOREIGN LANGUAGE LANGUAGE
40. DSSN 41. CONTROL NUMBER
SECTION VI-MILITARY EDUCATION
OFFICER RECORD BRIEF (DA Pam 600-8) BASIC/CON BR COMPONENT TEMPORARY GRADE TOOR OR OTL EXPIRES SECTION II-SECURITY DATA
JUMPS-ARMY LEAVE AND EARNINGS STATEMENT COPY 2 - PFR 2. UNIT ID CODE
DA FORM 3686 (TEST) 1 AUG 78 For use of this form, see AR 37-104-3
19. FED TAX YEAR 20. PED TO DATE
NET PAY DUE 7. ALLOTMENT COLLECTIONS TYPE
TAX INFORMATION 21. PO. ADD 22. FICA WAGE EXEM TAX
LEAVE INFORMATION 32. LV 33. END LV USED BAL
SECTION VII-CIVILIAN EDUCATION
SECTION VIII-AWARDS AND DECORATIONS
FINANCE OFFICE INFORMATION 44. PESO
proponent agency is BAFAC. EDITION 1 AUG 77 MAY BE USED.
35. LVPD 36. MONTHLY ACCRUAL
23. FICA WAGE YEAR 24. FICA TAX YEAR TO DATE TO DATE
TFOS (Total Federal Officer Service). All officer service computed from date of original appointment as a warrant or commissioned officer.
SECTION IV-PERSONAL FAMILY DATA
DEST 37. TOTAL ACCRUAL 38. BALANCE DUE U.S.
25. STATE 26. STATE 27. STA CODE EXEM TAX D
40. PR. NO. 50. 7000 ADJ LV BALANCE
Date of Physica This date shou change annually
FIGURE 2. Officer Record Brief
The U.S. Army and particularly Ft. Rucker considers the use of simulators to enhance the development of helicopter training programs as a major breakthrough. Simulator training saves lives and it is cost effective.
The flight simulator (FS) program is managed at the U.S. Army Aviation Center, Ft. Rucker, AL, by the Directorate of Training and Doctrine, New Systems Training Office, Training Devices Branch. The Training Devices Branch was established on 1 October 1981 with the mission of functioning as the user's representative. Specifically, Training Devices Branch officers transcribe need statements into requirement documents, write acceptance test plans, write (or assist with writing) specifications prior to contract and monitor programs from the need statement throughout the life cycle of the system. Action officers, or systems managers, are assigned to major systems. For example, the AH-1 Cobra systems manager is responsible for all training devices associated with that system. This includes the AH-1 flight and weapons simulator and several part task trainers. The Army flight simulator program began with Training Device Requirement 0027, approved on 10 July 1967, by a letter from Headquarters, U.S. Army Combat Developments Command. The first simulators were delivered to Ft. Rucker in 1971. The four-cockpit systems replicated the UH-1H Huey configuration. Cost avoidance and enhanced training in these simulators resulted in an additional purchase of 21, four-cockpit UH-1H synthetic flight training systems (SFTS) from the Singer-Link Company. The UH-1 SFTS are all alive, well and still in use—having accumulated more than 811,000 flight hours (as of 25 July 1983) at Ft. Rucker alone. The next generation of SFTS procured was the CH-47C Chinook prototype SFTS. It was followed by the AH-1 TOW Cobra prototype flight simulator and the UH-60A Black Hawk helicopter simulator. A prototype AH-64A Apache combat mission simulator (CMS) is on the horizon and a training device requirement for a scout attack team trainer has been prepared by the Aviation Center and forwarded to the U.S. Army Training Support Center for staffing.
EPARTMENT OF Defense policy is to maintain or increase combat readiness to the extent possible through the use of simulation, miniaturization and substitution. Currently, the U.S. Army training strategy for aircrews includes a simulator program with expenditures exceeding 600 million dollars. The cost of training and maintaining proficient aircrews is expensive in terms of dollars and training resources. Today, attack helicopter pilot gunnery tables have been established by affordability rather than by required proficiency. Also, many important tasks can't be safely taught in the actual aircraft. The ability to react properly to emergencies, such as loss of components, determines aircrew chances of survivability. Obviously, this type of emergency procedure can't be practiced in an expensive aircraft. Reacting to foreign object damage caused by Threat air defense weaponry is perhaps inevitable during war but is not possible to train for with an actual helicopter or airplane. Common sense demands that alternative training methods be used.
CH-47 Flight Simulator (CH-47FS)
The prototype Chinook CH-47FS was delivered to Ft. Rucker on 15 December 1976. The CH-47FS consists of one cockpit which includes both student stations and an instructor station as well as a motion system, a computer system and a camera model board visual system. The device may be used for instrument flight rules (IFR) or visual flight rules (VFR) environments. The motion system is 6 degrees of freedom; that is, the aircraft attitude changes in all three axes and the aircraft translational movement in all three dimensions is represented in the aircraft. A video camera and model board are used to provide a visual representation to the pilot through television receivers mounted in the windows of the cockpit. This was the first device to incorporate a visual system. Singer-Link was awarded a contract in June 1979 for three production model C CH-47FSs. All three
devices have been fielded. They, along with the prototype, employ a camera model board visual system. A contract will be awarded in the first quarter of fiscal year (FY) 1984 to modify all fielded CH-47FSs from C model to the D model configuration. This will include conversion of the camera model board visual to a computer generated imagery visual system. Two additional CH-47FSs, D models, were contracted for in July 1983. The basis of issue plan (BOIP) is at figure 1. This device is an excellent training vehicle for both transition and continuation training. Practically all aircrew training manual tasks may be practiced in this device. Some examples are ground taxi, takeoff, hovering, standard autorotation, landing, terrain flight, confined area and pinnacle landings, and slingload , operations.
Apr 86 D Model Sep 86 D Model
Page 6
the National Guard and Allied Nations including Israel. This device will be out of service in March 1984, refurbished and ready for training in December 1984. A contract was awarded to the Singer-Link Company on 15 April 1981 to build five AH-1FWS in the AH-15 Modernized Cobra configuration. The 1S AH-1FWS is designed to train normal operating procedures, emergency procedures and gunnery techniques. The trainer consists of two separate cockpits representing the pilot and gunner station, with each cockpit mounted on its own 6 degree of freedom mo tion system. The entire complex is controlled by five PDP 11/45 computers. Each cockpit is an authentic replica of the actual aircraft from the trainee station forward. The trainer includes a visual system that provides day and night cues to the pilots as well as weapons effects. The visual system employs a closed circuit laser camera/television system with a three-dimensional terrain model. Two identical 64-foot long by 24-foot high models represent a part of the Ft. Rucker training area about 11 by 4 nautical miles in area. A laser probe, synchronized with cockpit maneuvers, generates the visual image seen by the pilot on a front and side window, and by the gunner on a front window. The two identical terrain boards provide the capability of flying separate training missions for the pilot and gunner simultaneously, or the two cockpits can be linked electronically for crew training. This device is capable of being used for a myriad of individual and crew training tasks. All weapons will be simulated including the 20 mm, the TOW (tubelaunched, optically-tracked, wire-guided) missile and the 10-pound high explosive folding fin aerial rocket. The AH-1FWS has 26 Threats of which any 10 may be programed to be active at any time. Each Threat possesses the capability to engage the crew with either electronic warfare or weapons, to be scored HIT or MISS, and some will display a muzzle flash. The device is a good trainer for night vision goggles and nuclear, biological and chemical tasks. The BOIP is at figure 2. This is the first device fielded that will allow crews to train in a simulated combat environment. Page 7
o Paragraph 2-22, maintenance operation check was changed because it was confusing. The new paragraph instructs commanders to train personnel to perform MOCs. It does not say how, when, where or to what extent the training will be conducted. Anyone who is not qualified as a pilot in a specific aircraft must be trained and evaluated by an IP/SIP and have written authorization to start and runup aircraft. The person who starts and runs up an aircraft may or may not be the person performing an MOC. For example, an aviator may start and runup a helicopter while an E5 performs an MOC. The person making the MOC signs it off on DA Form 2408-12. In this case, the E5, not the pilot, signs it off.
0 An instrument flight examiner qualified and current in category may now administer an evaluation in any aircraft within that category. For example, an examiner qualified only in a UH-1 Huey may examine in an OH-58 Kiowa, AH-1 Cobra or CH-47 Chinook; however, paragraph 3-30b(3) and 3-21b(3) must be observed. This change occurred because of the limited number of IFEs at some installations.
Flight into forecast severe turbulence is now authorized by paragraph 4-2c(2) only if MACOM commanders establish procedures for controlling flights within the affected areas. This change was made to permit flight training when a forecaster calls for severe turbulence over a very large geographical area and flights will be made in a relatively small portion of that area. For example, if all of South Korea is affected
o “Three months” has been changed to “six months” in paragraph 3-11h. This change reduces the amount of flight time required to put an aviator back
by a severe turbulence forecast, the MACOM may authorize flights in areas which are checked and found to be free of severe turbulence. Even when authorized, a flight must either depart the turbulence or be terminated if severe turbulence is encountered.
A visibility by 50 percent and then add 400 feet and 1 mile. In all alternate planning and selection, reduce the visibility first and then add the 1 mile.
An approach for straight-in landing may be initiated regardless of ceiling and visibility. This change to paragraph 4-5b(5) is based on experience with the provision of the regulation that has for many years authorized continuation of an approach to DH or MDA if weather deteriorates after an approach is begun. This procedure is safe because obstruction clearance remains the same regardless of the weather. The most important consideration is that descent below DH or MDA will only be made per paragraph 4-5d.
0 Paragraph 4-2c(5) authorizes aviators flying helicopters to reduce destination and alternate category A visibility minimums by 50 percent but not less than 1/4 mile or metric equivalent. This 50 percent reduction is applied to alternate airfield planning and selection in paragraphs 4-2f and g by first reducing the visibility of the approach to be flown and then adding 1 mile. For example, the approach to be flown at destination has published category A weather minimums 300 feet and 1 mile. To determine if an alternate is required for a helicopter, reduce the visibility by 50 percent and add 1 mile; then add 400 feet to the 300-feet ceiling. This results in a minimum weather condition of 700 feet and 1/2 miles. If weather is less than this, an alternate is required. When selecting an alternate airfield, the aviator first determines the weather minima for the approach to be flown at the alternate airfield. He/she may reduce the Category
Practice hooded approaches may be made to the DH or MDA when the aircraft has dual controls and a copilot is at one set of the controls. Previously, paragraph 4-5b(9) required a copilot current in the aircraft being flown. Since a copilot instrument qualified only in category was required by paragraph 3-23c for flights in IMC, it is reasonable to apply the same rule to hooded flight.
DES welcomes your inquiries and requests to focus attention on an area of major importance. Write to us at: Commander, U.S. Army Aviation Center, ATTN: ATZQ-ES, Ft. Rucker, AL
36362; or call us at AUTO VON 558-3504 or commercial 205-255-3504. After duty hours call Ft. Rucker Hot Line, AUTOVON 558-6487 or 205-255-6487 and leave a message
NOTICE Unit TEC libraries desiring the new N/NVG Train- ing Extension Course should request "Night Flight Training-BOI 166" from: Commander U.S. Army Transportation Center ATTN: ATIC-ETP-T Ft. Eustis, VA 23604
Survey (ARMS) and with Department of the Army directed visits to U.S. Army Europe and Korea. These appraisals are made to determine the MTPs' knowledge of maintenance regulations and publications, general maintenance procedures, and proficiency in performing maintenance flight checks to the standards in FM 55-44. During the evaluation sequence, the MTPs' ability to perform normal pilot duties as prescribed in the appropriate aircrew training manual is also evaluated. The MTPs must maintain pilot proficiency in order to conduct a thorough and safe functional test flight. The areas of maintenance management and forms and records are not specifically included in the evaluation; however, any obvious weaknesses in these areas are noted and brought to the attention of the maintenance officer and the commander to assist them in improving their maintenance program. Since 1 August 1982, the MTFSD DOES has conducted 293 MTFE/MTP evaluations. The breakdown of evaluations by type aircraft is shown in the figure. Recurring areas of weakness have been emergency procedures, aerodynamics, troubleshooting and systems knowledge. These areas will continue to receive greater emphasis on future evaluations. An aggressive evaluation and assistance schedule for fiscal year 1984 has been planned in coordination with the Directorate of Evaluation and Standardization, Ft. Rucker, AL, and the major Army commands' ARMS teams in order to provide commanders with an assessment of the proficiency of their test flight program. A functional and well established Maintenance Test Flight Standardization Program will help in improving your Aviation Maintenance Management Program. Let's keep it a test flight and not a stress flight. Additional information may be obtained by writing or calling: Commandant U.S. Army Transportation School ATTN: ATSP-ES-MTF Ft. Eustis, VA 23604 AUTOVON 927-4164/3266
HE MAINTENANCE Test Flight Standardization Division (MTFSD) of the Directorate of Evaluation and Standardization (DOES), U.S. Army Transportation School, Ft. Eustis, VA, has completed its first year of test flight standardization evaluations worldwide. Although FM 55-44 was not officially implemented until April of this year, MTFSD has been conducting worldwide evaluations since August 1982. In the July 1983 issue of Aviation Digest the article titled “Maintenance Test Flight Standardization” explained the purpose and background of the maintenance standardization program. This article will discuss the organization of the MTFSD evaluation team and how test flight evaluations are conducted. The MTFSD evaluation team will consist of at least one maintenance test flight evaluator (MTFE) for each type rotary wing aircraft assigned to the installation or activity to be evaluated. The MTFEs are qualified and current standardization instructor pilots and graduates of the Aviation Maintenance Officer Repair Technicians Course, Phase I and II, with field experience as maintenance test pilots (MTPs). The evaluations are conducted in conjunction with the major command's Aviation Resource Management
a. Night vision goggles b. Instrument c. Chemical MOPP 4 protection d. Day, nap-of-the-earth
The force acting on an object moving in a circular pattern, which holds the object on its circular path, is centrifugal force.
help us aviation life support equipment users with a predicament we are facing. Can you tell me the proper maintenance procedures and repair tolerances of the CWU-27/P aircrew personnel flight coverall? We are always glad to help and because we have had so many questions pertaining to maintenance and repair of aircrew personnel clothing, it seems users and in some cases commanders are not fully aware of the repair tolerances of this critical clothing: • FIRST-TM 10-8400-201-23, TB 10-8400-252-23 and also FM 10-16, FM 10-30 and USAF TO 14P3-1-112 will provide information on this subject; so become familiar with these references. • SECOND-The updated version of TM 10-8400-201-23 will clearly state garment shall be condemned when it no longer presents an acceptable military appearance from the standpoint of structural integrity to coincide with USAF TO. • THIRD-Repair of Nomex flying coveralls shall be restricted to open seams, holes or tears, not in excess of 4 inches and replacement of hook/pile slide fasteners. Small holes or tears not in excess of 1/2 inch may be mended and/or darned on a sewing machine. To repair holes larger than 1/2 inch, but less than 4 inches, use patches. (Patches shall be Nomex fabric, NSN 8305-00-406-7499, color, sage green.) But, be sure to follow proper sewing procedures and use the proper Nomex thread. NOTE: TM 10-8400-201-23 is being updated to reflect proper information the same as USAF TO 14P3-1-112, since we are a user of the Air Force item of clothing. POC for additional information is Jim Angelos, AUTOVON 693-3112.
USAF TO 00-5-1 USAF Technical Order (TO) 00-5-1 has recently been distributed. The TO is only a 6-page document, but since it deals with the Air Force technical order system, it would be a good one to have around. Inertia Reel Assembly The inertia reel assembly, national stock number (NSN) 1680-00-775-4182, is a multiple application item used on UH-1, AH-1, OH-58 and CH-54 aircraft. In the past, it was managed as a nonrepairable item and disposed of at unit level. As a result of a recent U.S. Army Troop Support and Aviation Materiel Readiness Command value engineering proposal, it was recommended and approved that the supply, maintenance and recoverability code be changed to require turn-in of this item for repair at depot level. It was determined that this repair program was cost effective and would result in supply availability at a lower overall cost, resulting in increased readiness of this vital ALSE. When the inertia reel requires removal, the unserviceable reel should be returned to Sharpe Army Depot, Lathrop, CA 95330, RIC AQ5, W62G2T. TSARCOM Supply Letter Number 3383, dated 7 December 1982, covers this same subject.
Parts Listing for Headset, NSN 5965-00-755-4656 P/N 10557 This is the gray headset used by ground crew personnel on the flight line and ramp area. They are normally not authorized the SPH-4 helmet. This headset provides noise protection as well as a communication capability. It is also used by aircrews in some fixed wing aircraft when the SPH-4 is not required. Air Force Technical Order 12R2-2AIC-222 covers maintenance and parts information on this headset. This headset should not be disposed of when it
Question and Answer Dear PEARL, I am perplexed and hope you can Page 8
“OK, Mike, you have the con- mediately began a yaw to the right. The imbalance resulted in a severe trol...and the pedals do have a slight “OK, more left pedal there, keep vibration in the TR assembly and high freq but it's because this ‘old it straight.” subsequent total separation of the beast' is a real hangar queen. You Then there was a loud BANG assembly to include 90-degree geardid check the tail rotor on from the rear of the aircraft, and box (the assembly was found in the preflight?” the nose of the aircraft began a edge of the trees surrounding the “OK, sir, I have the controls, and rapid spin to the right and pitched PZ). The loss of the TR assembly roger on the tail rotor check.” down. Time seemed to slow and caused a forward shift in the center “Roger, let me give you a quick everything assumed a dreamlike of gravity and total loss of tail rotor brief on the pickup zone (PZ). I've quality. thrust during an extremely critical been there before and it's small, big “I have the controls!” He portion of the approach into a conenough for two ships max, not a grabbed the controls, added full aft fined PZ. This mishap resulted in 'hover hole,' but small. It's sur- cyclic and retarded the throttle to total loss damage to the aircraft and rounded by trees 60 to 70 feet tall, the idle detent. He had to get the two fatalities. so the approach will be steep and nose straight and try to cushion it! System Inadequacy slow, with extra power. I want you He knew he didn't have enough • UH-1H general mechanic (E3) to stay above ETL (effective time to lower the collective to regain inadequately performed required translational lift) until the last possirotor rpm. maintenance. (Improperly reinstalble moment. With the winds today, The nose started back to the left, led TR, pitch change link retaining your best approach will be from the and he pulled the collective to the bolts following TR blade grip purge west-and-uh, I'd better call the top. He knew, somehow, they after aircraft was washed.) ground unit. We're almost there. weren't going to make it. The • Unit technical inspector (E6) Yep, there's the smoke at eleven master caution and rpm warning failed to perform required post thirty hours...you got it?” lights were illuminated and he could maintenance inspection and im“Roger, the smoke...at about hear the low rpm audio. He saw properly signed the task off as two kliks...OK, sir.” Mike throwing his arms up to cover completed. “Delta, Seven X-Ray...this is his face. He watched as the NOTE: The findings of this inSultan, Zero Three..." retreating blade struck the ground, vestigation are, for reasons of brevi , “Sultan, Zero Three, this is Delta the cyclic was ripped from his hand ty, obviously incomplete. The acciSeven X-Ray, go ahead.” by the force of the blade impact and dent investigation board using the “Roger, Seven X-Ray, I'm with banged violently around in the 3W approach (what happened, you about one klik west at 1,000 cockpit hitting the inside of both his what caused it, what to do about it) and we have your smoke in sight." thighs. He could now see the grass would find many other human er “Sultan, Zero Three, this is of the PZ through the windscreen. rors that would be contributing facDelta, Seven X-Ray. Roger—the The last thing he saw was the at- tors; i.e., failure of the pilot in compatient is ready and the PZ is titude indicator and the word mand to ensure that a proper preclear." “DIVE.” flight inspection was completed. “Roger, Seven X-Ray, and I This mishap is fictitious and a prodon't have a crewchief so you'll duct of the author's imagination. have to load him, and uh, don't ap The probable cause of this But, given the failure of noncomproach the aircraft from the rear." mishap was found to be as follows: missioned officers (NCOs) to prop“Roger." Task Error or Failure/Malfunc- erly do their jobs, it is not so far“OK, Mike, before landing check tion: UH-1H Huey maintenance fetched to be all too real. rpm 6,600; systems check, crew supervisor (E7) provided a The capabilities of today's NCOs passenger and mission equipment helicopter for a day visual flight far exceed, I'm sure, the expectachecked, landing light on.” rules medevac mission with inade- tions of General George Washington “Roger." quately performed required main- and Baron Von Stueben. The NCOs As the aircraft approached the tenance. The aircraft was assigned in today's Army are better trained, edge of the trees that surrounded to fly with the tail rotor (TR) pitch equipped, paid and possess more the PZ, he felt the shudder as the change (PC) link retaining bolts in- technical expertise and leadership aircraft approached ETL. stalled backwards, the nuts were not ability than any NCO in the history “OK, Mike, a little forward properly torqued and the cotter pins of the military. But with all the adcyclic, keep it going down.” were not installed. The nut backed vances we've made through the Then he heard a noise and felt a off during flight and one PC link re- years, we still have some challenges. thump from the rear of the aircraft. taining bolt separated causing an During the period fiscal year (FY) The nose of the helicopter im- imbalance in the tail rotor system. 1978 through FY 1982, 5 percent of Page 9
Captain Cirone has just ordered a cool one in the same officers' club where we last saw him 2 years ago as CWO Cirone. He has a worried look on his face and is deep in thought about certain aspects of his new job when the conversation of a couple of “wobbly ones” nearby penetrates his conscience like a turbine blade thrown through an engine case. “No power margin,” “N? power droop," and "loss of tail rotor effectiveness” are snatches of the conversation that cause him to mentally brake. He remembers the TWX back on his desk that had caused the worried look that he wore and that had plunged him so deeply into thought. The TWX was a reminder to all operations officers that the OH-58 family of aircraft currently were experiencing some very real problems. He remembered that this wasn't the first time he had heard about the OH-58's penchant to swap ends or unexplainably bleed off rotor rpm. He had gotten this same information at Ft. Rucker during the refresher course he took prior to reporting for his new assignment. He had had an opportunity at that time to read a number Aviation articles* concerning these phenomena as well as the opportunity to view an excellent videotape produced by the Aviation Center on the problems with the aircraft. The just overheard conversation set straight in his head the new job questions he had been pondering before. He now knew what direction he would take. He slowly and deliberately rose from his chair and turned toward the two newest aviators in the unit. He introduced himself by saying, “Gentlemen, I overheard your conversation just now about the OH-58. I know your concern about the characteristics the aircraft is exhibiting, and I want to share with you some information I think will enable you to better cope with the kind of thing you have heard is happening to other pilots. Please meet me in the operations shack at 0800 tomorrow and we'll discuss the subject." Promptly at 0800 the next morning the captain, his aviation safety officer (ASO), standardization instructor pilot (SIP) and the two conversationalists from the previous evening were sitting around the table with steaming cups of coffee in front of them.
The captain started the conversation, “What I heard last night indicated to me that neither of you were comfortable flying the OH-58. Is that right?” Both pilots nodded their heads, yes. “I thought that might be the case and I would bet that you aren't the only ones in this unit that feel that way. I think your awareness of the problems is a healthy thing, and I view it as my job to provide you with all the information available on these problems so your awareness can become an asset to you and not a liability. In order to do that, I want the ASO to review with you, as he will do with every pilot in the unit, certain Aviation Digest articles on the various problems, and also show you a new videotape that provides practical advice on how to recognize the onset of these problems, and offers suggestions on procedures to counter the problems. “After you have thoroughly gone through a detailed “ discussion of this material with the SIP and the ASO, the SIP will set up for each of you, as he will do for each new member of this unit, an on-the-job training program with one of the experienced pilots. You will not be allowed to fly single pilot missions until this training is completed. You and all the other unit pilots need to learn how to fly the aircraft properly. The OH-58A is underpowered, and it does lack sufficient tail rotor thrust for the highly demanding job which we give it. The OH-58C, while having plenty of power, still has the same tail rotor as the OH-58A. Therefore, it has the same problem-although in the C model it is not as bad as it is in the A. But with proper training and good mission planning, both on your part and mine, you can safely fly the aircraft and do your mission at the same time. It's my job to make sure that happens. Any questions?”' Weeks later as the captain enters the legendary officers' club, he is accosted by one of the wobbly ones with whom he had started his much heralded and highly visible “back to basics” training. The young man started off by saying, “Sir, I flew my first single pilot mission today. I want you to know that I was perfectly comfortable during the entire flight. We were in and out of some tight places today, as well as being down in and among the trees, but with the control touch, wind direction awareness and power available computing training we've been given, I was not overly anxious, and I was aware of where I was and what I was doing. Thanks for making me safe for myself, sir.” And with that, he walked off. The captain sank down in one of the old, well-worn chairs which reminded him of his own age right then. As he sipped his usual, he flashed back to that day years ago in Vietnam when he, as a young warrant, had expressed to a more senior and experienced pilot much the same sentiment after their miraculous escape from some murderously heavy treeline hostile fire. Page 10
National Airspace System Plan (NASP) Update on Air Route Traffic Control Centers
Mr. Kenneth S. Arnold U.S. Army Air Traffic Control Activity Aeronautical Services Office Cameron Station, Alexandria, VA
FAA INTERCOM, which is published by the FAA Office of Public Affairs, has reported the NASP now calls for the retention of all 20 air route traffic control centers in the conterminous (48 adjacent) United States as the nucleus of the future air traffic control system. The centers will be redesignated as Area Control Facilities and given the additional responsibility of providing terminal radar control services for virtually the entire country. The revised NASP drops the earlier approach of reducing the number of domestic centers from 20 to 16 and consolidating the 188 terminal radar control rooms into some 30 regional or hub TRACONs. The new concept is for the Area Control Facilities, augmented as necessary, to provide all radar services with individual airport towers continuing to direct actual takeoffs and
landings. The total number of Area Control Facilities would be about 23. Evaluation of the Area Control Facility concept will occur during the 1990s and will depend upon the availability of the new sector suites (controller work stations with separate displays of traffic and weather, flight data and advance planning information). However, construction activity to expand the centers to accommodate their new responsibilities will get underway in 1985. The INTERCOM also says that the Hazardous Inflight Weather Advisory Service (HIWAS) is go. ing national after a successful 1-year test in the Miami and Jacksonville en route center areas. Nationwide implementation will start in 1984 and continue into 1987. Coverage will be provided at 4,000 feet AGL. HIWAS provides hazardous weather data to pilots on a continuous basis through recorded broadcasts on VOR voice channels, thus relieving the burden from controllers and flight service specialists. Broadcasts include SIGMETS, AIRMETs and urgent PIREPS.
Readers are encouraged to address matters concerning air traffic control to:
☆ U.S. GOVERNMENT PRINTING OFFICE: 1983–646-031/106
IN N ORDER TO inform you about a concept for employment of Army Aviation that has evolved to reality, the lead article by MAJ William Frederic describes the Air Cavalry Squadron of the High Technology Light Division of the 9th Infantry Division, Ft. Lewis, WA. The squadron's mission is to provide real time tactical information. Its unique organization, tactical concept and reinforced structure for combat are protrayed to give an excellent picture of this unit which has been favorably field tested. LTC David W.A. Swan continues with his informative article about "British Light Helicopters Operations During The Falkland Islands Campaign." This in-depth account reveals how helicopters were successfully employed and why they could not be used in some situations. LTC Swan pays tribute to the helicopters and crews: "...helicopter established its unchallengeable place on the battlefield...crews gave magnificient and courageous support." "Bring 'em Back Alive" cautions us to learn in advance what edibles and materials are available for survival on the terrain over which we fly. True survival experiences are cited-successful and others; associate with and consider these as personal experiences you've had; and, learn by them, for your sake, you family's and the Army. There's nothing more tragic than loss of life that could have been avoided through proper planning and preparation.
MAJ James Nielson informs us about the "Cold Weather Survival School." This is a timely article from which we can learn specifics for cold climate operations. Aviators must be prepared to survive indefinitely across the environmental spectrum, if not rescued early. Mr. Raymond Birringer's article "Combat Search and Rescue" tells us of concepts and equipment oriented to the immediate recovery of downed aircrews within the framework of AirLand Battle doctrine. The proposed CSAR effort encompasses rescue in areas uncontested, contested and beyond our forward line of own troops into the enemy's rear area. In this month's Threat article, "Controlled Substances That Can Kill You," SSG Janet
Garofalo warns us of Soviet chemical warfare (CW) capabilities. She discusses their organization, chemical agents, delivery equipment and self-protection systems already in the Soviet combat and combat support vehicles. Considering the extent of Soviet preparation for CW, we must also be prepared in this area. Aviation Performance In A Chemical Environment, "APACHE," by LTC Michael McCormack and MAJ E.E. Whitehead reviews our efforts to ensure CW survivability and continued capacity to fight for our aircrews and support personnel. The author's report measures to improve our MOPP gear and the subjective appraisals made by those aviators who took part in the test. I invite constructive comments about subjects in this month's Digest as well as your concepts concerning any area of Army Aviation that you believe will improve our Branch's capability for the AirLand Battle.
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The squadron may be reinforced with maneuver company/teams, Air Defense Artillery, Field Artillery, Engineer, Military Intelligence, Army Aviation and combat service support units. It normally maintains unity of command and organizational integrity of the troops, and attached or supporting units by centralized planning and decentralized execution. The squadron operates under both CBAA and division control and the squadron or one of its troops may be temporarily attached to or placed under the control of a brigade. Headquarters and Headquarters troop is used tactically in two echelons: command posts (CPs) and trains. The squadron commander controls and coordinates operations using a tactical CP and a tactical operations center (TOC). The tactical CP consists of the commander, S3, fire support officer, the air liaison officer, in their fighting vehicles, forward of the TOC to enable the commander to get on-the-spot knowledge and exercise personal leadership and control. The commander's LCH is used for this function over extended frontages. The TOC normally includes the executive officer, the S2 and S3 sections, the fire support element (FSE) and liaison personnel from attached and supporting units. The TOC is lean and moves frequently for passive self-defense. Communication and coordination with higher, subordinate, adjacent and supporting units is accomplished by the TOC. The TOC is a current operations and planning center. Trains. The squadron uses two echelons of trains: combat and field. The combat trains normally include the S4 (officer in charge (OIC)), the si, the aid station, and a ground maintenance contact team, ground POL, prisoner of war (POW) collection point, and is where the attached units (engineers, NBC platoon, etc.) laager while in reserve. Field Trains. The HHT commander (OIC), air troops (when not deployed forward), command aviation, flight operations, maintenance, communications platoon, AVUM, support platoon and mess teams are located in the field trains. The command aviation section leader directs the positioning and operation of the FARPs based on guidance from the S3.
The cavalry troop normally maintains platoon integrity and task organization is accomplished at the troop level. The mortar platoon colocates and provides direct support to the troop with either three or six heavy mortars. On extended frontages, mortar squads can be attached to the cavalry platoons. Additional maneuver and combat support units may be placed under operational control or attached (air cavalry platoon or engineer squad). Command control is exercised by the troop commander from his fighting vehicle, and he is normally accompanied by the fire support team (FIST) chief. The troop CP locates behind the platoons with the executive officer. The troop first sergeant leads the unit trains which has the maintenance section, mess team, class III, V and vehicles from the support platoon. The cavalry platoon leader may form two or three teams depending on METT + T. The platoon normally will organize into two teams. Team A consists of the platoon leader, two scout squads and an antitank squad. Team B consists of the platoon sergeant, one scout squad and one antitank squad. Air cavalry troop. The troop normally maintains platoon integrity, and task organization is accomplished at the troop level. A UH-60 Black Hawk helicopter normally is operational control (OPCON) to the troop, and an appropriate package of support personnel and equipment will be attached when the troop is placed under operational control or attached to a brigade. The 11-man scout section, moved by the UH-60, has 4 motorcycles, 2 machineguns, 3 PPS-15 ground surveillance radars, and night vision and communication equipment to accommodate 24 hours surveillance and security missions. The air cavalry platoon, equipped with six LCHs, each with a complete set of bolt-on, bolt-off weapons, can be task organized in many different ways. Each LCH is flown by two pilots, and one conFIGURE 3: Air Cavalry Platoon with six command and control figuration is shown in figure 3. Page 12
(2 Para) moving south to Goose never launched as the Argentinian Sqn of which C Flight had the most Green and Darwin where it suc- defence collapsed and two difficult. The proposed Rapier AD cessfully defeated an Argentinian battalions were launched in pursuit sites were on the hills surrounding force three times its own size. The and closed up to the outskirts of the beachhead and the Rapiers Argentinian position posed a threat Port Stanley. General Moore themselves were to be airlifted in by to the beachhead and to the flank accepted the Argentine surrender Sea King helicopter. However in the of the advance to Port Stanley. In during the night of 14 June 1982. time available after the landing it the meantime 45 Commando Royal With that quick review of the would not be possible for the Marines (45 Cdo) and 3rd Battalion, overall campaign, let me now infantry to clear all the AD sites The Parachute Regiment (3 Para) describe in more detail the tasks the before daylight. The question was started to advance along the nor- helicopters undertook in support of whether to wait for the infantry to thern route, east toward Douglas the operations. The tasks given to get up the hills to secure the sites in Settlement and Teal Inlet (figure 1). the Cdo Bde Air San during the the daylight before moving the AD The 50-mile march, the celebrated initial landing were, from first light, initial landing were, from first light, weapons ashore, or would the threat "yomp," over difficult terrain and to provide reconnaissance and of Argentine air attacks during the in appalling weather was completed observation and/or armed aircraft 2 or 3 hours delay after daybreak in 3 days with both objectives to support the assaulting units, the justify using other ways of checking secured. 42 Cdo was then leap- artillery, the Naval Air Squadrons to see if the sites were clear. The air frogged forward by such helicopter and the Commander 3 Cdo Bde. threat was such that it was decided lift as could be made available and The squadron had to be prepared to use the Gazelle to prove the secured Mount Challenger and for airborne Forward Air Control security of the fly-in routes ahead Mount Kent on the western ap- (FAC) and Aerial Observation Post of the FLOT (forward line of own proaches to Port Stanley. (AOP) tasks, or Field Artillery troops), to confirm that the sites 5 Bde came ashore on 1 June and Aerial Observation (FAAO) in U.S. were clear and then to escort the Sea Major General Jeremy Moore, terms, and to establish forward Kings as best they could. having assumed command of all arming and refueling points Confirmation that the sites were land operations, committed the (FARPs) and individual Flight clear was carried out successfully brigade to the south. Forward Operating Bases ashore but on one of the escort missions The brigade was moved to when ordered. Finally it had to be two Gazelle were shot down and a Fitzroy which had been secured by ready to mount Close Air Support third hit when they were fired on by 2 Para after a rapid advance when (CAS) missions with the 68 mm a group of undetected Argentinian it was discovered that the “SNEB” rocket-armed Gazelle, if infantry retreating from Port San Argentinians had evacuated the no other CAS was available. Carlos. One crew was killed in the settlement. The loss of three HEI These tasks were allocated to the air and the crewmembers of the Chinooks in the Atlantic Conveyor various flights of the Cdo Bde Air other Gazelle came under fire as was one of the factors which prevented the bulk of the brigade FIGURE 2: The final assault. being moved by air (the bad weather being another) and it was during the sea move that our heaviest casualties were sustained when the Argentinian Air Force attacked the MT. LONGDON landing ships, the Royal Fleet TWO SISTERS STANLEY Da was to be in three phases and 3 Cdo Bde began Phase I during the nights of 11/12 June (see figure 2). Phase 2, with 5 Bde, took place during the nights of 13/14 June. Fighting was stiff and the two brigades had to overcome fierce resistance from the regular elements of the Argentinian land forces. The third phase was Page 13
Night Flying Floor armour was fitted to all air- beyond, to the extent that aircraft Night flying was a routine task craft but there was the inevitable losses to other than enemy action and was only prevented by bad weight penalty. It could be argued could have become unacceptable. weather. Night vision goggles that NOE flight rarely exposes the The argument that the aircraft (NVG) allowed aircraft to operate underside of a helicopter whereas unserviceability rate would permit farther forward and lower, in- the front, rear and sides are much adequate crew rest was proven to be cluding the casualty evacuation for- more vulnerable. As an absolute wrong, therefore pilot to helicopter ward of our own troops that I men- minimum, without imposing undue aircrew manning ratios must be adetioned earlier in the article, but there weight penalties, helicopters should quate to give full operational were insufficient goggles for all the be fitted with armoured seats and coverage. crews and only the Cdo Bde Air Son the crew should wear body armour The enemy air threat was a new used them operationally. in load carrying jerkins (similar to experience and does have implicaNight operations without NVG a survival vest). tions as far as other theatres are were flown in support of all the ac concerned. No new lessons were tions, including casualty evacua- CONCLUSION learned and current tactics do work, tion. Whenever possible crews were In this article I have tried to but the need for a self-defence tasked for night operations over the highlight the main features of the weapon against slow aircraft and same ground, where they had Falklands campaign as they affected helicopters and the tactics of operated during the day. Standard the use of helicopters but there are operating scout aircraft in mutually night approach aids were used but many other points I could have supporting pairs has received addthere were also some non-standard covered. There is always a danger ed emphasis. The continuing probones rigged with torches. of trying to translate the lessons lem of forward airspace and AD Role Equipment learned in one theatre to another weapon control has not been The SNEB 68 mm rocket system and of drawing the wrong conclu- satisfactorily answered and still and waist mounted machine guns sions. Operation Corporate was needs a great deal of study. were not used, primarily due to lack fought some 8,000 miles from the The vulnerability of scout of suitable targets and lack of cover. United Kingdom in a hostile helicopters operating well forward The attack profile for the SNEB, a weather and terrain environment without the benefit of a long range diving attack, would have exposed which required basic infantry sighting system was brought sharply the Gazelle to undue risk to enemy techniques and extremely fit, highly home in the first day of the land small arms and missile attack. professional troops. It was a simple operation. The acquisition of a sight However, it may be possible to use campaign against a relatively un- is top priority for the AAC and has the SNEB smoke rockets as a means sophisticated enemy, although they been for some time, and we should of delivering smoke. possessed some excellent equipment be seeing one in service in the very The flotation equipment was not which they did not put to the best near future. used. On the Gazelle it was prone use. Undoubtedly the helicopter to undemanded activation and in The long supply chain and the established its unchallengeable place the case of the Scout it was rendered difficulty of off loading equipment on the battlefield during this camunserviceable by corrosion in tran- and spares from the ships taxed the paign. The Navy, the Marines, the sit. Nevertheless flotation gear is ingenuity of the maintenance crews. AAC and the RAF helicopter crews essential for single engined heli- Although they worked under the gave magnificent and courageous copters when ship-borne operations most appalling weather conditions, support throughout, and the proare anticipated for long periods. the light helicopters they had under portion of the overall total of Radar altimeters and SASS their care were relatively unsophis- medals and honours they were (stability augmentation systems) ticated machines which were well awarded testifies to their efforts. made a major contribution to the proven in service. But that is not by I would finish on a quote from safe operation of the aircraft at any means to undervalue the Major Andrew Eames' presentation night and in bad weather when air- brilliant work of these technicians to the U.S. Army Aviation Center crew workload and fatigue were at who produced an unexpectedly high which came from one of the their height. Likewise NVG are also rate of serviceability. reporters who went with the British essential. Radar altimeters are to be This high degree of serviceability Forces to the Falkland Islands: “No fitted to all our aircraft and an ex- and the intensive rates of flying and the intensive rates of flying war is to be desired, but if they are tensive purchase of NVG has been stretched the pilots to the limit of inevitable, then this was a better one authorised. their fatigue, and sometimes than most to be in.” Page 14
which was also broken. He The captain cut him loose with his knife and he crawled out of the aircraft. The passengers had been briefed on how to enter and exit the aircraft, the use of seat belts and how to use the intercommunication control system (ICS) radio box. They were not briefed on the location and operation of survival equipment. The passenger did not know where the first aid kits were located nor did he know that the pilots, who had both been killed in the impact, were carrying radios in their survival vests. The aircraft was not equipped with an emergency locator transmitter. The aircraft crashed at approximately 1630 on a summer afternoon. The survivor could hear the other passenger moving but was unable to reach him. He located some pen flares and a strobe light in the pilot's flight pack and attempted to signal with flares when he heard a vehicle or helicopter. He put the strobe light up as far as he could reach and used a flashlight he had found to signal whenever a helicopter came near after it got dark. During a rainstorm, 7 hours and 15 minutes after the crash, searchers saw a red light and heard him banging with his pistol grip on the aircraft fuselage. He was the only survivor. Search and rescue Emergency locator transmitter (ELT) Since the early 1970s, when Congress enacted a law requiring emergency locator transmitters on general aviation
aircraft, ELTs have been a 63120. Point of contact for the source of constant problems ELT is Mr. Ed Daughety, because of inadvertent activations AUTOVON 693-3307. and failure to activate in an Search and rescue satelliteactual crash. During a conference aided tracking (COSPASat the National Aeronautics and SARSAT) Since the mid-1970s Space Administration's Goddard the United States, Canada, Space Flight Center, problems France and Norway have been with ELTs were discussed. It was exploring the feasibility of using evident that in a large percentage satellites to detect and locate of malfunctions the problems emergency transmissions from stemmed from improper user aircraft and ships in distress. procedures, improper Technical testing of the search mounting/installation and lack and rescue satellite-aided tracking of quality control for some (SARSAT) and the Soviet ELTs. Union's COSPAS-equipped Numerous misconceptions satellites began on September 1, about ELTs have produced some 1982, and ended December 31, negative reaction for their 1982, at which time a 15-month installation in Army aircraft. The demonstration and evaluation data does not differentiate phase began. COSPAS-SARSAT between specific ELTs, but refers will operate in two modes; to ELTs as a whole. It is evident regional and global. In the that only a few manufacturers regional mode, detection have produced a high quality, coverage is provided on 121.5, reliable product. In one instance, 243.0 and 406 megahertz but is the Federal Aviation limited to those areas within a Administration is quoted as 1,250-mile radius of a local user saying that only about 1 in 10 terminal. In the global mode downed aircraft were located by (operating only on 406), full means of an ELT: "Flight plan earth coverage is provided by information, plus ground storing data in the spacecraft signalling and good survival telemetry subsystem until it is tactics, are still the predominant transmitted to a ground station. lifesaving factors,” the article This enables coverage of areas of continues. The Rescue the globe which are out of range Coordination Center at Scott Air of the ground terminals. In full Force Base, Illinois, reports operation, a series of satellites ELTs were instrumental in will orbit the earth and pick up locating 29 crashes in 1980. The whatever distress signals are 35 survivors would, no doubt, broadcast. An Army PRC-90 have a quite favorable point of radio set on 243.0 megahertz will view about ELTs. transmit a beep which the ELTs are now approved for COSPAS-SARSAT will pick up selected Army aircraft where and retransmit. there is a legitimate requirement In the United States, the Air because of areas or type of Force, National Aeronautics and operation and owning units have Space Administration, Coast requested them. Requests for the Guard and National Oceanic and ELT should be submitted Atmospheric Administration have through your MACOM to the cooperated to equip a TIROS-N DARCOM Project Office for weather satellite with special Aviation Life Support Page 15
COLD WEATHER SURVIVAL SCHOOL
to pilots from other units who share many of the same problems and concerns as you do. You sleep surprisingly well that night, considering you're packed like sardines inside the community thermal shelter, while temperatures outside drop to -30 degrees Fahrenheit. “The third day begins when the guy with the weakest bladder is the first one to crawl out of the sack, over his buddies and out the door to get a fire going. “The day is devoted to individual survival skills, and ends with each student building his own individual shelter with the opportunity to use salvaged pieces of a crashed UH-1. And while you do all this, you start to realize the importance of all the little details the instructors have been emphasizing. “Such things like the importance of drinking 4 to 6 quarts of water a day, but not drinking it until you've
The Aircrew Cold Weather Survival School, sponsored by the 88th USARCOM, is conducted four times each winter. Through the efforts of Mr. Chapman and MAJ Hayes, the school has earned the designation of a Fifth Army Area School. It's supported in part by the Army, Air Force and Navy aviation life support equipment programs, and benefits, to some degree, as a cold weather test facility. Primary instructors for the course are two experienced Air Force survival instructors— Technical Sergeants Allan L. Bobst and Thomas Lutyens-from a combat crew training wing at Fairchild Air Force Base, Spokane, WA. The Scout Base director, Mr. Sandy Bridges, provides support for the program using the full resources of the Sommers High Adventure Base. The course stresses realism in every respect. Survival is taught using only those tools, articles of clothing and equipment that would be available to a downed aircrew. The first afternoon, evening and morning of the next day, the classes are conducted inside. The instruction covers treatment and prevention of cold weather injuries, clothing, pyrotechnics and signaling. Particularly stressed are perhaps the most important aspects of cold weather survival: proper shelter and securing water and food. Ten to 20 students participate in each class, and following 1 day's instruction by Bobst and Lutyens it's time to load up the backpacks and move into the forest. By now most of the students have lost the feeling that, for certain, they're going to die. CPT Winn Noyes, a student and a pilot with Army Readiness and Mobilization Region Five at Ft. Sheridan, IL, describes the training: “One of the first things you notice when you step outside is how cold it really is. Take a good, deep breath and your nostrils stick together. But the scenery of the lakes and forest deep in winter is incomparable. “The hike out with your backpack gives a graphic lesson on working in the cold. You quickly realize how overdressed you are, and unless you stop and remove a layer or two of clothing, you start to sweat. And as we were told back in the classroom, wet clothing is one of the greatest dangers. “The day and evening are spent building a collective shelter with the other members of the group. And it was surprising how warm and comfortable the shelter really was. “The survival food is as revolting as it is intended to be, but that ensures you don't eat it all at once. Swapping war stories around the campfire during the evening is fun, and it is a real chance to meet and talk Page 16
Editor: developed which presents subjects that Army and the WOSC graduates. ParThis letter is in response to the arti- will help aviators perform their jobs bet- ticular interest is being placed on procle “Army Aviation Branch Implemen- ter, i.e., tactics and operations, instead viding more instruction in tactics and tation” in the August 1983 issue of of supply and administration? combined arms operations. The Depart- Aviation Digest. The section on Person- 5) Will there be any changes to assign- ment of Combined Arms Tactics is nel Management is well written and con- ment policies for AWOs (overseas, and responsible for tactics training at Ft. tained a great deal of information that stateside lengths of tours or choice of Rucker and will provide current and I am sure answered many questions for assignment locations, etc.)? timely training to the WOSC. commissioned officers and enlisted A reply of any type in response to my 5. Formation of the Aviation Branch personnel. questions regarding Army Aviation is not expected to result in changes to As an aviation warrant officer Branch Implementation in the near AWO assignment policies. However, (AWO), I began reading the section on future would be appreciated. the Aviation Center as the proponent Personnel Management with great ex for personnel management of AWO pectations of finding out how this new CW3 John A. Harris personnel may recommend changes Branch might affect me and my fellow 4th Aviation Battalion (CBT) where needed. AWOs. Ft. Carson, CO It should not be too hard to imagine my disappointment when I discovered • The Aviation Digest received the that only one small paragraph dealt with following answers to CW3 Harris' quesAviation Branch Implementation for tions from the Branch Implementation Editor: AWOs. Office at the Aviation Center: Although a nonaviator (my PMOSC The statement, "The Army Aviation 1. The affiliation of AWOs with the is 71N4K), I find your magazine prowarrant officer is a member of the Aviation Branch is similar to the affilia- vides a wealth of information for us Army Aviation Branch and will wear tion between counterintelligence techni- transportation/traffic management the same Branch insignia as the Army cians and the Military Intelligence types. Working at a Corps Support Aviation commissioned officer," has Branch. It should be understood that Command Movement Control Center, profound implications and raises many Warrant Officer Division is a Person- having a working knowledge of Army questions that are not addressed by the nel Management Directorate of air operations and all that goes into such article. There is only a vague mention MILPERCEN and that warrant officers gives us surface troops a better insight of “improved personnel management do not compose a separate branch of the when it comes time to arrange for a policy and procedure”; this of course, Army. Therefore AWOs, by Army surface-air interface in transportation tells me absolutely nothing. Some ques- Chief of Staff decision, are members of matters. tions which should have been addressed the Aviation Branch and will continue Yes, I even tried my hand at CW2(P) in the article are listed below: to be managed by the Warrant Officer Weiland's “Hangar Talk” quiz in the. 1) If AWOs are now members of the Division. April 1983 issue. No, I'll not comment Aviation Branch, does this mean we are 2. Warrant officer strength levels by on how badly I did, but I did think that no longer members of the Warrant Of- grade are based on the total warrant of- one question was worded badly (unless, ficer Branch? ficer force and not by MOS. of course, Army aviators talk a com2) If AWOs are no longer a part of 3. All warrant officers eligible for pletely different language than Air Warrant Officer Branch, will the promotion are considered by the same Force aviators). The true/false question authorized level of CW2s, 3s and 4s be promotion boards. Presently, warrant was, “Passengers will not be carried in computed separately for aviation and officer promotion boards use MOS pro- an aircraft with chemicals onboard." nonaviation warrant officers? motion floors in an effort to provide a Being somewhat naive, I considered this 3) What effect will this have on pro- more equitable distribution of senior statement false since no mention at all motions? For example: Will AWOs and warrant officers throughout the force. had been made concerning hazardous nonaviation warrant officers be con- 4. The implementation of the Avia- materials, TM 38-250 or Title 49 CFR. sidered by the same boards? tion Branch will not affect the Warrant Upon researching the correct answer in 4) What effect will the Aviation Officer Senior Course (WOSC) directly. AR 95-1, I discovered that the cited Branch have on advanced schooling for The Warrant Officer Senior Course is paragraph (2-18d) talked somewhat AWOs? Will we attend the same senior presently under revision to bring the obliquely about toxic or incapacitating course as non-AWOs or will one be curriculum in line with the needs of the chemicals. So, if one quoted chapter Page 17
CSAR and the Battlefield. The conjunction with the aircrew ed planning and Air Force support. Aviation Center has published a recovery when feasible. A mission of this magnitude will be CSAR mission concept written Recovery Procedures. The loca- planned and coordinated by the within the framework of the tion of an aircrew forced down on JRCC. AirLand Battle doctrine. The docu- multiship missions is normally The CSAR mission concept and ment is currently at Headquarters, known and search operations are the introduction of the personnel TRADOC, awaiting approval. not required. The aircrew is locator system will increase joint Written by the Concepts Branch of recovered by an onsite aircraft if the service cooperation. The Army also the Directorate of Combat mission and tactical situation permit has been invited to become a fullDevelopments, U.S. Army Aviation immediate recovery. If the aerial time member of the U.S. delegation Center, the CSAR concept was force does not have recovery to the NATO Search and Rescue developed in conjunction with cur- capability, a recovery aircraft will Working party. This working parrent procedures of other U.S. ser- be requested from the controlling ty meets routinely at NATO headvices for CSAR and NATO aviation headquarters. quarters to discuss SAR issues STANAG, primarily STANAG When an aircraft is reported within the alliance. Representation 2861, “Procedures in the Event of down, search operations are ini- of the Army on the delegation will Downed Helicopters" (RSI Report, tiated to locate the downed aircrew. greatly improve allied cooperation Aviation Digest, December 1982). down, search operations are in- to effect smooth and timely rescue The CSAR mission concept divides itiated to locate the downed aircrew. of aircrews. the battlefield into three areas- When the aircrew is located, the The Army is well aware of the uncontested, contested and across CSAR aircraft completes the high cost in terms of money and the forward line of own troops recovery operation if the tactical time to train aviation personnel and (FLOT) into the enemy rear areas. situation permits. is keenly aware of the limited The scope of CSAR operations re- When the tactical situation number of available combat airquired for an aircraft forced down precludes their immediate recovery, crews. Therefore, the Army is movon the battlefield will depend on the downed aircrews may be required to ing quickly to ensure procedures move to preplanned pickup points and equipment are introduced that or to the nearest friendly ground will permit expeditious recovery of unit. The specific actions of the crews should they be shot down or downed aircrew are covered in forced down during a conflict. The PRC-112 Survival Radio operation orders and briefed to all Aviation Center CSAR mission aircrews prior to the mission. Subse- concept, together with the PLS, is quent recovery efforts are con- the first step in the process to ducted at times and locations develop procedures and equipment specified in pre-mission briefings or that will be effective and compatiwhen the tactical situation permits. ble with the CSAR activities of Army Aviation operations across other U.S. services and NATO the FLOT are thoroughly planned allies. Once these are perfected, 2 3 4 I missions, to include actions to be Army aviators will conduct intense, CENTIMETERS taken in the event aircraft are forced demanding combat operations with down. The operations are coor- the added confidence that the Army INCHES dinated with the Joint Rescue Coor- has effective methods of rapid dination Center (JRCC) and will in- recovery should that become clude provisions for immediate necessary. Page 18
Hunter Liggett, CA. The test pro- The players conducted a spection because of their bulkiness. duced data to assess the degree of minimum of three separate flights Following run-up and instrumentadegradation, if any, in attack in which each task was performed tion checks they began the bathelicopter team performance at- at least once. Each player had at tlefield movement sequence, tributed to the conduct of extended least 6 hours of flight time conduct- navigating low level, contour and combat operations while wearing ing these tasks. They received an nap-of-the-earth routes to the batthe chemical/biological protective additional week of training and tle area. ensemble (see photo at left). equipment familiarization with the In the battle area the AHT went The results of this force develop- test directorate at Ft. Hunter Lig- to work, with the scout acquiring ment test and experimentation will gett, 85 miles south of Ft. Ord, CA. and handing off threat armor be used by the Army Aviation During this week they received in- targets to both attack helicopters. Center, Army Chemical School, struction on conduct of the After acquisition by the Cobras, the Army Human Engineering APACHE test by test directorate targets were engaged using a low Laboratory and Army Materiel personnel; they also had additional power laser to simulate tubeSystems Analysis Agency to support flight training in MOPP 4 through launched, optically-tracked, wireassessment of aviation chemical three training flights consisting of 3 guided (TOW) missile firing. The operations, to assist in development hours, 5 hours and 6 hours suc- targets were equipped with laser of doctrine and to make force cessively. These times include mis- sensors to give hit indications. The development recommendations. sion planning and preflight time; attack sequence consisted of from The APACHE test consisted of therefore, time in the cockpit wear- 8 to 12 target engagements by each Phase 1— Training, Familiarization, ing MOPP 4 was about 2, 4 and 5 Cobra. and Exploratory Trials; and Phase · hours, respectively. During this When the sequence was complete II–Attack Helicopter Test (AHT) phase of training they also con- the AHT returned to the forward Tactical Operations. ducted tactical and mission tasks as arming and refueling point (FARP). During Phase I each AHT player- shown in figure 1. This involved about a 25-minute set (made up of two AH-1 Cobra Phase II involved 15 record trial stop for hot refueling, completion pilots and one OH-58 Kiowa pilot) days, each covering a 6-hour se- of data questions, instrumentation received 1 week of initial training quence which started when the check and latrine stop if necessary. and equipment familiarization at player pilots donned their masks The AHT then returned to the battheir parent unit, D Company, 7th just prior to receiving an operations tle area on a modified navigation Combat Aviation Battalion, where briefing from a test controller who course to begin a second engagethey performed typical combat was also attired in MOPP 4. The ment sequence of from 8 to 12 tasks wearing mission oriented pro- trials broke out to 60 percent in targets. After a second stop at the tective posture (MOPP) level 4 MOPP and 40 percent in standard FARP, a third engagement seequipment. The training, ac- flight gear, the baseline configura- quence was begun. The 6-hour time complished while wearing the com- tion. The AHT was made up of two limit was usually achieved toward plete MOPP 4 ensemble, is listed in AH-IS Cobras and one Kiowa. the end of this sequence when the figure 1. Each crew consisted of a player players unmasked and the AHT pilot and an instructor pilot (IP). returned to the heliport. . . The Aviation Center supplied the The threat force consisted of 12 instructor pilots who flew in the armored vehicles, 8 tanks (M60Al's back seat of the Cobras and the left simulating T72s), and 4 APCs FIGURE 1: MOPP level 4 training. seat of the Kiowa. The IPs func- (simulating BMPs and a ZSU-23-4). Plan terrain flight mission tioned as crewmembers, safety Each player pilot was allowed 30 pilots, controllers and data collec- seconds to detect targets located Perform preflight inspection and before takeoff checks tors; they did not wear MOPP. from 1,000 to 3,000 meters from the After the briefing, the players 12 designated firing positions. Perform takeoff conducted their terrain flight mis- Each firing position and target Perform NOE flight and navigation sion planning, then moved out to was sited so that only one target Perform target acquisition and the flight line to conduct their air- could be seen from a particular firengagement craft preflight inspections. Most of ing position, and target locations Perform approach and landing them described this as the most un- were changed between engagement comfortable part of the test because sequences. If a particular target Perform tactical communications of heat build-up inside the suit. could not be detected within 30 Perform weapons cockpit procedures The rubber gloves also posed a seconds, that fact was noted and the Perform post flight handicap to making a proper in- targets were cued (using gun Page 19
JAN 1 2 199! RAM/LOG V.S. DOCUMENT failures before they Documents OPOSITO Chused mission aborts. Black Hawk Improvement
these equipment runup inspection was not made. The comparison showed a This, of 50 percent reduction in improve the Black Hawk mission aborts caused mission reliability. by equipment failures Specifically, the discovered during RAMILOG team chief preflight inspections. recommended that after This results in only a Mr. Don Hubler the crewchief made his slight growth in mission routine inspection of reliability since this Mr. Don Hubler started to work for the government in the aircraft every 10 represents only one of 1976 as an AMEDA Intern. He is a general engineer in flight hours or 7 several mission abort the Product Assurance Branch, Systems Assessment calendar days categories. Although Division, TSARCOM. He is involved with the SDC (10-hour/7-day this improvement alone reliability, availability, maintainability and logistics inspection), he should does not completely programs on the Black Hawk and other systems. then start up the resolve meeting the MN engines and run them reliability requirement, for 15 minutes, it does show positive THE RELIABILITY, that there were too observing the operation progress. However, availability, many Black Hawk for irregularities. This RAMILOG data maintainability and mission aborts. additional operational indicated that during logistics (RAM/LOG) is The Black Hawk has check, the RAM/LOG the trial period, the a sample data a long history of team chief reasoned, scheduled maintenance collection system that RAM/LOG data would catch many of man-hour per flight hour is comprehensive and collection starting in the equipment problems requirement stipulated fully controlled. This 1976 and ending in April before a scheduled in the MN was means RAM/LOG uses 1983. It was the first flight, allowing repairs exceeded. knowledgeable, aircraft system and thereby preventing What does RAM/LOG dedicated data developed by the Army mission aborts. performance in this collectors to collect the under a full-scale RAM The Black Hawk situation tell us about aviation maintenance development program. Project Manager the systems' and mission data. By At the time that the authorized a limited trial capabilities? As in this computer, this data is Black Hawk mission of the change in the case, RAM/LOG data edited for accuracy, and reliability problem Page 20
McNair both joined the astronaut corps in 1978 along with LTC Stewart (see Aviation Digest, June 1978 and August 1979). CAPT McCandless has been in the program since 1966. At about 191 hours, STS-11 will be the second longest space shuttle flight on record (STS-9 will be about 215 hours). Even though LTC Stewart will see the sunrise and X sunset every 90 minutes on-orbit, A some semblance of order in their circadian rhythm is maintained by establishing 9 flight days with about 16 hours of scheduled activities and 8 hours of sleep in each. The 191 hours for STS-11 was established by the number of tasks that need to be accomplished during the mission which is rapidly starting to be called “the astronauts dream flight” with two satellite deployments, two rendezvous and two extravehicular activities. In addition to these major activities, STS-11 will carry a student experiment which will investigate the effects of weightlessness on ar The crew of the Space Transportation System (STS)-11 thritis and several payloads which (clockwise from top, center): Dr. Ron McNair, CAPT Bruce are called by such exotic acronyms McCandless, Navy Lt Cdr Robert Gibson, Mr. Vance D. as SPAS, ACES, MLR and Cinema Brand, LTC Robert L. Stewart 360. SPAS (Shuttle Pallet Satellite) will be a reflight of the Messerschmitt-Bolkow-Blohn payload that flew on STS-7 with identical ex- deployment of the two satellites and scheduled to be met with the deperiments. Ron McNair and Bob still maximize the conditions re- ployment of the WESTAR satellite Stewart will both be involved with quired for landing at the end of the owned by Western Union. Mission SPAS operations on flight day 7. mission. The trajectory that Bob Specialist Ron McNair is prime for While flying the space shuttle, will fly is the result of many itera- this deployment with Bob Stewart Bob Stewart and the rest of the tions of planning and will place assisting him in the operation. STS-11 crew will use a Flight Data STS-11 in a 165 x 165 nautical mile WESTAR is a geosynchronous File which is NASA's version of a orbit with a 28.5-degree inclination satellite (once in its correct orbit it checklist, dash 10 and flight plan. (minimum achievable from the Ken- will appear to remain stationary or Altogether, this Flight Data File nedy Space Center). This inclination hover over the same point on the contains some 23 separate doc- is the angle between Bob's orbit earth's equator). Although the mauments weighing in at about 85 plane and the plane of the equator jority of the heavy work will have pounds. Once on-orbit, the primary and will take the ground track of been accomplished when it is flight document is the Crew Activity STS-11 as far north and south as deployed by the shuttle, WESTAR Plan which schedules the activities 28.5 degrees latitude (e.g. Kennedy still has a long journey to its final for each crewmember during the Space Center, FL, and Yarragadee, orbit. The deploy sequence will be flight. Australia). similar to other Payload Assist The launch of STS-11 is Module (PAM) deployments used scheduled to place the shuttle in an on STS-5 and STS-7. The PAM orbit that will meet the trajec Immeditely following ascent, one deployments include spin up of the tory/targeting requirements for of the primary objectives is satellite to 50 revolutions per Page 21
minute; a spring assisted kick out of Astronaut Bruce McCandless, STS-11 mission specialist, to a 22,300 x 165 nautical mile or displays some of the bit. After servicing on this transfer paraphernalia involved in orbit a second burn will be com a Space Shuttle manded from a ground station cir extravehicular activity cularizing the orbit at 22,300 (EVA) mission. He is nautical miles. Bob and Ron's mis shown with EVA lights sion will be successfully done after and television the satellite is correctly deployed equipment, a from the payload bay. Flight day miniwork system two will be a repeat of this se with an assortment quence, only this time with the of EVA tools and the PALAPA satellite communication manned maneuvering unit system for the Republic of In (MMU), a special backpack donesia. This time Bob will be the system that will afford prime mission specialist for the much greater mobility for deployment with Ron assisting. Space Shuttle crewmembers performing EVA. space suits, exit the spaceship mid- deck via the airlock and spend a total of some 10 to 12 hours walking Though similar in design and The weight of the charged EMU is capabilities to those used during 265 pounds. The EVA space suits that Bob Apollo and Skylab, the shuttle The life support system conand Bruce will use are called ex- space suits emphasize improved sumables are supplied in sufficient travehicular mobility units (EMU). reliability with minimum main- quantity to provide 7 hours of inThey are independent systems that tenance and pre-EVA checkout re- dependent life support, only 6 hours provide environmental protection, quirements. Customized suit fitting of which are available for nominal mobility, life support and com- requirements have been reduced by space walks. The remaining hour is munications for the shuttle crew- use of standard-sized components for pre-space walk and post-space members to perform space walks that combine with interchangeable walk overhead and a one-half hour while in orbit. Three space suits will sizing elements to fit a full range of reserve. be carried on the spaceship mission, crewmembers. Unlike the first shuttle space walk with consumables provided for The EMU consists of a space suit on STS-6, when astronauts Story three two-man, 6-hour walks. The assembly that includes the basic Musgrave and Donald Peterson extra suit is being carried as a pressure-garment components, a remained tethered at the payload backup in case Bob or Bruce's suit primary life support system, a backup bay, Bob and Bruce will take turns has a problem. The third life support system for emergency use, test flying one of the two manned unscheduled space walk is reserved an ultrahigh frequency radio com- maneuvering units (MMUs) while for other spaceship contingency munication system, and the displays completely detached from the situations. and controls required to operate them. spaceship. Page 22
NOW WAS FALLING for the third straight evening. The blanket of white served as a cover for the operations van; a camouflaged shroud. The door was pushed open, automatically dousing the lights. The lights flickered on as the door was shut, revealing the troop commander and a colonel. They stood there, blinking, allowing their eyes to adjust to the lights. “What did weather give us for tomorrow,” the commander questioned the operations officer. “More snow, came the reply. “That's all right, I've got six more mine fields to sow tomorrow. Now, what's this about refueling?” “To begin with,” the operations officer started, “refueling didn't reply to the last communications check, for both the frequency change and the hourly check. “That makes them 40 minutes late,” replied the commander, looking at his watch. “I'm going down there,” he stated as he picked up the field phone. "First sergeant, tell my driver to get my vehicle, we're going to the refueling point...yes, in the snow. “The first sergeant is from the coast of Georgia, he doesn't care much for the snow. I'll keep trying to contact them and will stay in contact with you on the way down there,” stated the operations officer. “I'll make a radio check before I start,” replied the commander. As he pushed the door open the lights extinguished. The colonel and he descended the metal steps as he thought to himself, “How I hate these problems in the winter!” 240651 Nov 85 Dawn broke as the disappearing sound of rotor blades beat through the dense snowfall that covered the area. The vehicle parked near the refueling area. The colonel and the troop commander stepped out and shuffled through the ankledeep snow. They stopped short of the night landing pad. Two portable lights were barely flickering through the snow, blinking in rhythm. Before them were the four members of the hot refueling crew, face down in the snow, specks of red showing through the white glaze. The ground around the fuel bladders was bare where the fuel spilled. The bladders were cut; split by an axe or machete. The hose coupling on the tanker was simply disconnected, to allow the fuel to spill out. “They didn't blow it up. Didn't want to make noise,” stated the commander. “They were good... very good,” uttered the colonel, glaring at the carnage.
CW3 Jon F. Langione 229th Attack Helicopter Battalion 101st Airborne Division (Air Assault) Fort Campbell, KY Page 23
• is intended for sport or of giving instruction only. The recreational use only three authorized organizations • does not have an are: airworthiness certificate • Aircraft Owners and Pilots • if unpowered, weighs less Association (AOPA) than 155 pounds Air Safety Foundation, • if powered, weighs less than Ultralight Division 254 pounds, and • Experimental Aircraft • has a top speed of no Association (EAA) more than 55 knots in • U.S. Hang Glider level flight Association • has a power-off stall speed Anyone operating a two-place no greater than 24 knots ultralight under Part 103 without • has a fuel capacity not such authorization for exemption exceeding five U.S. gallons is subject to a $1,000 fine for The FAA has recently issued each violation of a section of the exemptions to the limitations of regulation. Flying vehicles which Part 103. The exemptions were meet the definitions of Part 103 granted in the interests of safety remain free of federal regulation and a reduced accident rate by in regard to design, construction, providing training for ultralight maintenance, airworthiness, operators. Three organizations registration, or pilot certification. will be allowed to operate two The FAA has shown a place ultralights for the purpose willingness to let private
individuals, under the leadership and a program for vehicle registration. Standards forvehicle airworthiness are also being developed. The foundation, which is dedicated to advancing general aviation safety, plans a network of registered ultralight pilot examiners to train ultralight pilots. Training will include both written and flight tests. Ultralights may operate only during daylight hours or if equipped with an operating anticollision light visible for at least 3 statute miles, such vehicles may operate during the twilight periods 30 minutes before official sunrise and 30 minutes after official sunset. In Alaska, ultralights so equippedmay operate during the period of civil twilight as defined in the Page 24
Ultralight operators are warning. Talk about the effects responsible for ensuring that they of wake turbulence and comply with all aspects of the rotorwash on their light vehicles. FAA rules regarding their Find out where they operate, and vehicles. However, if you operate when, and pass the information military aircraft in an area where on to your aviators. A little such vehicles are growing in friendly dialogue between users popularity-particularly along the of air space could save a lifeseacoasts and other recreational and the life you save could be areas—you can do some things your own. to “fly friendly” with these Ultralights are more likely to sports enthusiasts. Preventing a be a hazard in warm regions or collision can be as much in your in the summer months, but there interest as that of the hang glider is at least one exception. If you or ultralight operator. If you happen to be getting in some only look at it from a purely flying time near the end of this selfish point of view, if a month-keep a sharp lookout for 25-pound bird can smash your a fat old gent in an 8-reindeer windscreen and endanger your powered ultralight. He may not aircraft and your life, consider know the FAA rules so don't the effects of collision with a expect him to yield right-of-way. 200-pound man flying a We suggest you make way just 250-pound ultralight. this once-if you cause any Through organizations like the undue delay it just may be your Aircraft Owners and Pilots house that he doesn't get to. Association, Experimental Have a happy holiday and above Aircraft Association, all a safe New Year. Professional Ultralight Manufacturers Association, U.S. REFERENCES Hang Gliding Association or "Fined Flying Object,” FAA local distributors of equipment General Aviation News, May-Jun for the sport, you can find out 1983 about ultralight clubs in your Furr, J., Capt, USAF, vicinity. If there is a group in “Ultralight...Ultrasafe?” your area, use avenues such as Combat Crew, Jul 1983. your public affairs office and “Occupied Air, Keeping Clear of speakers' bureau to make them Military Aircraft,” FAA General an offer they won't want to Aviation News, Jan-Feb 83 refuse. Go to a meeting and tell “The Ultralight Solution,” FAA them about the potential for General Aviation News, Sep-Oct mid-air collisions of your aircraft 82 and their ultralights. Be sure they “Ultralight Flight Instruction," know where you operate FAA General Aviation News, locations of stagefields, ranges Jul-Aug 83 and field training areas. Explain “Ultralight Programs Given the mental concentration of Interim FAA Approval,” FAA aviators engaged in certain flying General Aviation News, Mar-Apr activities and warn them about 83 how easily a helicopter engaged in terrain flying could encounter a low-flying ultralight without Page 25
Directorate of Evaluation/Standardization
Cost of Doing Touchdown Mishaps occurring during practice touchdown emergency maneuvers continue to be a major problem in Army Aviation. During the period 1 July 1980 through 9 November 1983, there were 665 reported Class A through E mishaps that occurred while conducting emergency procedures training. This emergency procedures training included practice autorotations, forced landings, simulated hydraulics off, simulated governor failures and antitorque failures. The loss to the Army for the practice of these maneuvers was 7 fatalities, 28 injuries and $17.3 million. The cost of these mishaps and the loss of valuable assets is considered unacceptable in this era of proven systems reliability of the current helicopter fleet. While the Army is faced with reduced flying hour programs and increased cost for blade hours flown, it became necessary to realign flight priorities. Although proficiency in all phases of flight is important, the routine practice of maneuvers with dubious value compared to the need for tactical flight training which permits aviators to survive on the battlefield necessitated changes in our aircrew training program. After termination of touchdown emergencies training in the AH-1 in March 1983 to November 1983, cumulative data provided by DCSLOG and USASC indicated a significant improvement in the AH-1 mishap rate and maintenance cost. We have seen a 25 percent improvement in armament and airframe failure/repair rates. Maintenance and repair of the landing gear improved by 368%. In addition to these significant savings, the cross-the-board maintenance manhours to flight hours improved 32 percent. While there were 28 Class A, B or C mishaps between 1 July 1980 and 1 March 1983, there was only one Class A between March 1983 and November 1983. The U.S. Army Aviation Policy Committee voted overwhelmingly to eliminate touchdown emergency procedures training in rotary wing aircraft. The committee meeting took
place at Ft. Rucker 14 to 16 November 1983 and had representatives from each MACOM and DA staff agency. The Policy Committee recommendation was briefed to the Vice Chief of Staff of the Army on 23 November 1983 and was subsequently approved. This resulted in a message (DTG 231330Z Nov 83) which terminated touchdown emergency procedure training in rotary wing aircraft. This message also placed a moratorium on IP equivalency evaluations given in single engine helicopters effective 1 January 1984. This moratorium was required since aviators in the field have no means for developing touchdown emergency procedure proficiency. The message permits touchdown emergency procedure maneuvers to continue at TRADOC and ARNG training bases while conducting initial or advanced qualifications training for other than ATM aviators, i.e., IERW, RWIQC, IPQC. In addition to this training, OH-58 qualifications training will be unaffected. MACOMs must ensure that IPs designated to conduct OH-58 transition training maintain necessary proficiency to teach maneuvers required in the transition. Forthcoming revisions to all of the ATMs will give new conditions and standards for autorotations and forced landings. In lieu of touchdowns, emphasis, especially for forced landings, should be placed on termination with power. New parameters for "joining the needles” will make the maneuvers more realistic and will certainly provide aviators the opportunity to develop the level of proficiency necessary to safely recover in an actual emergency without making the injury or damage inherent in touchdown. Test data gathered during this 1-year period will be continually evaluated and studied in order for us to determine whether or not the restrictions should be permanent. Results of the evaluation will be provided in early 1985. “NO MORE IN 84.”
DES welcomes your inquiries and requests to focus attention on an area of major importance. Write to us at: Commander, U.S. Army Aviation Center, ATTN: ATZQ-ES, Ft. Rucker, AL
36362; or call us at AUTOVON 558-3504 or commercial 205-255-3504. After duty hours call Ft. Rucker Hot Line, AUTOVON 558-6487 or 205-255-6487 and leave a message
Use of Helicopters in Land Battle
Safety Regulations for Helicopter Users Operational Carriage of Ammunition and Fuel by Helicopters Non-Electric Communication for Helicopters Tasking MessagesRecovery of Downed Helicopters Rules, Operating Responsibilities, and Procedures for Transport of Cargo by Helicopers Transport of Troops by Helicopters Helicopter Tactical or Non- Permanent Landing Sites Helicopter Day and Night Formation Flying Helicopter Tactical RefuelingEmplaning and Deplaning at the High HoverCross-Servicing of Helicopters Engaged in Land Operations
URING THE PAST YEAR, several of the operational helicopter standardization agreements (STANAGs) have been printed in the Aviation Digest. The purpose for this is to familiarize aviation units with the contents of STANAGs and to provide a document which may be used in developing the unit's standing operating procedure. Many readers may wonder how these agreements are developed: It is through several international forums in which the United States participates. One of these forums is the Helicopter Interservice Working Party (HISWP). This is a NATO (North Atlantic Treaty Organization) group and is represented by delegates from each U.S. branch of service. At this forum, nations are given the opportunity to introduce new subjects for standardization. The proponent nation for new agreements provides the delegates with draft agreements for national staffing. Comments are incorporated within the STANAG and a first draft for ratification is recirculated to the nations. When a nation ratifies a STANAG, the desired action is to incorporate the terms of the agreement into a national implementing document. In March 1983, the seventh meeting of the HISWP was held in Brussels. Prior to the regular meeting, delegates from four nations met in a special session to develop a draft of Allied Tactical Publication (ATP)-49, “Use of Helicopters in Land Battle.” This document had been given top priority for the HISWP. The ATP is composed primarily of helicopter operations STANAGs which have been ratified. One part of the ATP was written to assist ground commanders in their understanding of how to employ helicopters. Some of the parts contain information for which there are no existing STANAGs, but which the working party considered essential. The first draft of ATP-49 was presented to the HISWP. This draft is being reviewed by the nations. The goal of the working party is to achieve ratification of the document prior to the eighth meeting scheduled for July 1984. The United States will seek to develop ATP-49 as a national document. This action will allow units to receive the publication through the pinpoint distribution system. The following is a listing of STANAGs that will be contained within the publication: STANAG 2087: Aeromedical Evacuation STANAG 2351: Procedures for Marshalling Helicopters in Multi-National Land Operations STANAG 2355: Procedures for the Employment of Helicopters in the Anti-Armour Role STANAG 2861: Procedures in the Event of Downed Helicopters STANAG 2863: Navigation and Communications Facilities for Multi-National Land Operations
The working party has expressed an interest in developing an Allied Technical Publication. This document is similar to ATP-49 in that it will contain all existing technical STANAGs that relate to helicopters. A draft outline has been distributed to the nations for review and comment. This report contains only a small portion of the interaction that occurred at the seventh meeting of HISWP. The follow-on action by each of the nations will dictate the degree of interoperability that can be achieved among national helicopter forces. If this article has generated any questions or requirements, please contact Mr. Rush Wicker by writing: Commander, U.S. Army Aviation Center, ATTN: ATZQ-D-CC, Ft. Rucker, AL 36362.
Late News From Army Aviation Activities
FROM FORT RUCKER UH-60A FS Update. The Basis of Issue Plan (BOIP) for the UH-60A flight simulator as shown in the October issue of the Aviation Digest requires updating. The finalized BOIP is at ODCSOPS for approval and will be as follows:
H-23 Loaned. Werner Noltemeyer, left, curator of the Hubschraubermuseum (helicopter museum), Buckeburg, West Germany, and retired Army Lieutenant Colonel Thomas J. Sabiston, curator of the Army Aviation Museum, Ft. Rucker, AL, exchange views on their museums, while an H-23 Raven helicopter is tied down aboard a German C-160 transport aircraft. The helicopter, which was used by the U.S. Army for medical evacuations and observation flights during the Korean War, was loaned to the German museum as planned by former Ft. Rucker commander Major General Carl H. McNair Jr.
FROM FORT RITCHIE MP Training. Members of the 572d Military Police Company “took to the skies” during reactionary force training recently at Ft. Ritchie, MD. The training involved moving two platoons of MPs from Ft. Ritchie to nearby Site “R.” In the event of a civil disturbance or extreme duress, this type of operation would be used to curtail the incident, according to SFC Ronald J. Sokol, MP Company training noncommissioned officer. "Usually in the case of a civil disturbance, it would be next to impossible to get to the area with ground transportation due to traffic congestion and large numbers of people. In the case of an armed attack, or extreme duress, the quick and immediate reactions of the MPs would be vital,” SFC Sokol said. As a result of the exercise, SFC Sokol says that it's feasible that up to 30 MPs could be airlifted to the site within the first half-hour of an incident.
on production contract for the CH-47 Modernization Program. The $257.3 million fiscal year 1983 (FY 83) contract was awarded 30 September by the U.S. Army's Aviation Research and Development Command of St. Louis, MO. The contract provides for the modernization of 24 early model CH-47s to the advanced CH-47D configuration, and increases production from the current rate of two per month to three by October 1984. In addition, funding is included for the purchase of long-lead time materials to modernize 36 CH-47s in FY 84 and 48 in FY 85. The award of this contract also parallels the outstanding initial performance of the CH-47Ds now in service with the 101st Airborne Division (Air Assault) at Ft. Campbell, KY. In their first 6 months of service, these CH-47Ds became the first Army helicopter fleet ever to achieve an initial 87 percent availability rate, compared with the Army's standard of 70 percent. This is a reflection of the 100 percent fielding support provided by the Army's CH-47 Modernization Project Office. By modernizing its CH-47 fleet instead of building new aircraft, the Army will lower its fleetwide operating costs, plus increase its operational capability, while saving more than $1 billion in acquisition costs during the program. Boeing Vertol is scheduled to deliver the first of these 24 aircraft to the Army in March 1984 with deliveries continuing through January 1985. At present, the Army has accepted 18 CH-47Ds with the majority in service with the 101st Division, as part of the nation's Rapid Deployment Force. The Army's current plan is to modernize 436 CH-47s at Boeing Vertol through the early 1990s.
FROM FORT EUSTIS Deceased Transportation Corps Personnel to be Honored. The U.S. Army Transportation Center is seeking the names of deceased U.S. Army Transportation Corps personnel for memorialization at various sites on the post at Ft. Eustis. Anyone knowing of suitable candidates should submit those names and accompanying justification of no more than two pages to Mr. Dennis Mroczkowski, Director, U.S. Army Transportation Museum, Ft. Eustis, VA 23604. The justification should include the individual's accomplishments and contributions to the U.S. Army and, specifically, the Transporttion Corps.
FROM PENNSYLVANIA Third CH-47 Modernization Contract. Boeing Vertol Company has been awarded a third follow
• Establish an institutional training base in order to send trained observers to air cavalry and attack helicopter units. • Establish a separate MOS and per sonnel manage aeroscout observers in order to fully use those person nel that are trained. The decision whether to use two aviators in scout aircraft, or to modify the aircrew training manual and effectively train nonrated observers, is a difficult and sensitive issue. However, this issue must be resolved if we are to have well trained aeroscout crews, prepared to fight and win the first battle of the next war. CPT Anthony D. Marley Developments Branch Ft. Knox, KY
Editor: Air cavalry and attack helicopter unit commanders face a common dilemma: Whether, and how, to train their aeroscout observers. Although the emotional debate continues as to who should serve as the aeroscout observer, tables of organization and equipment, and TRADOC guidance, specify that the observer will not be a rated aviator. We know we should realistically train the way we will fight. However, safety restrictions in the Aircrew Training Manual, TC 1-137, prevent a commander from training his unit to tactically operate with a nonrated aerial observer. TC 1-137, in a warning and note in Chapter 4, prohibits single-pilot night vision goggles (NVG) operations. This is construed to be a regulatory requirement to have two NVG qualified and current aviators in the cockpit when operating NVG. Additionally, when the pilot is wearing MOPP 4 equipment, a second aviator, not in protective mask, must be at the second set of controls. These safety measures preclude NVG and MOPP 4 training exercises with a crew configuration of a pilot and a nonrated aerial observer. The aeroscout observer, with the exception of the Field Artillery aerial observer, is currently MOS 19D, Armored Reconnaissance Crewman. Although he is supposed to be a sergeant E5, units commonly receive E3s and E4s. The nonrated observer receives no institutional training in aeroscout skills and procedures. His training is solely a unit responsibility. An Aeroscout Observer Exportable Training Package is available that contains lesson plans and study materials. However, for a commander to train his observers he must allocate a significant amount of training resources—critically short flight hours and instructor pilot/unit trainer time—to accomplish the training. Additionally, there is no specific criteria, such as FAST tests or AFSAB cut-off scores, used in selecting an individual for assignment as
observer. Thus, in many cases, the enlisted observer candidate is incapable of being trained to acceptable standards. Once trained, observers are not personnel managed as aeroscout observers. There is an additional skill identifier-2FZ1-available for tracking, but they continue to be managed as Armored Reconnaissance Crewmen. Following their assignment as an aerial observer, they might never again be assigned to an aviation unit. In addition to being poorly managed, aeroscout observers are not stabilized in their aviation assignment. Units have lost observers to ground armored reconnaissance assignments as quickly as 2 months following the completion of their aviation training. Likewise, the FAAO continues to be managed like other artillery lieutenants, and often has little utilization following the completion of his training. Page 26
Editor: The age of automation in the home seems to be outstripping automation in the office, particularly in the Army, by an embarrassing margin. While many of us are plunking down several hundred dollars for our Ataris, Apples or Commodores as private individuals, as commanders we have to fight the bureaucrats. First to program a modest expenditure in next year's budget cycle, then to get admin approval to spend our own approved money on a computer. If you tend to doubt that this is so, just try. I find it incongruous that a commander can sign a requisition for an aircraft part that costs the government six figures but he may have to spend several dozen hours of executive time to get the go-ahead to make a small but important purchase. Doesn't seem to make sense. While that struggle continues, many of my people and I are writing or fiddling with personal computer programs that make life easier or more efficient at unit level. This includes flying hour program (FHP) planning, maintenance management, flight records, PLLs,... you name it and the chances are that the system can yield better information faster if it's automated. As an example, consider the flying hour program. It used to take my assistant S3 about 3 weeks with stubby pencil and calculator to put the battalion flying hour program together for six aircraft models in three units. This year I earned his eternal gratitude, got a better product and entertained myself on a rainy Sunday afternoon with my Atari 800 and the program called Visicalc. Listing 1 had all the keystrokes needed to set up the program shell, and it contained all the guidance from TC 1-139 on down that affects the fiscal year 1984 training plan. Listing 2 showed the FHP for one platoon of UH-1s. As I say, the whole process was quick, easy and accurate and in October when we (typically) get less than we asked for, it will be just as quick and easy to go back in and refigure the program playing "what if” to see what we must cut. What could be simpler? Other uses for the computer abound. Just think about a program that takes 2408-12 and -13 information and automatically inputs into the 1352-1, the individual aviator flight record, the ATM sheet, the flying hour program, the maintenance flow chart, the TBO
records and so on. What now takes Editor: PPCs as you're likely to need for a graphic colors. I would like this done flight? That would save a lot of pilot because it seems some people cannot eyesight squinting at all those little understand black and white. I have seen squiggly charts in the dash 10. How too many aviators, myself included, about a program that combines PLL, who have flown “just another hour or document register and 3318s in some two” to complete the mission. The kind of data based management system regulation is there-it sets the for the AVUM platoon? Why not a lit- guidelines. I challenge the commanders tle graphics program? Something like to abide by it, look after their troops that will spice up an otherwise dull brief and put safety before any peacetime and really “gee-whiz” the old chain of mission accomplishment, unless it's of command. a life or death nature. Can aviation So I'm writing to make three commanders live with this, or are we suggestions: pushing safety too far? • Perhaps it would be a useful ser CW4 Victor J. Petricka vice to your readers to start a regular 180th Avn Co column aimed at personal computer owners. Your articles could list pro- grams that aviation units use to do the many things they have to do. Surely Ft. Editor: Rucker has a user's group or two that I am in the first stages of developing could assist in the effort. an interest into a proposed book. The • Failing that, may I suggest that subject is Operation LAM SON 719, the there are any number of individuals U.S./ARVN invasion of Laos in 1971. among your readers that may be able to I would greatly appreciate if any readers make a contribution through the letters who were connected with this operation to-the-editor [Views From Readers] would contact me as soon as possible so forum. we can get together for an interview. • Finally, if all else fails, all your The U.S. Army's participation included computer enthusiasts send your stuff to elements of the 101st Airborne, the 1st me and I'll periodically mail out a batch of the 5th Mechanized Infantry Diviof whatever comes in for whichever sion, and the Americal Division, and a computer you have. (Depending on host of smaller units; needless to say, response, I may have to bail out on this the more people I can talk to who were promise but let's see.) there (regardless of their positions), the LTC George D. Fuller better. HHC, 11th Avn Bn, Box 835 As an introduction, I should say that APO New York 09039 I am not a veteran (I'm a young student). I am writing on this subject out of a concern for our much maligned and misunderstood Vietnam veterans. At this point, I've published several magazine articles on the subject; also, Editor: a book I wrote on the Battle of Hue City We have a lot of petroleum helicopter (based on interviews with Hue vets) is flights in the area in which we jump. We scheduled for publication by Presidio would be interested in the author's opin- Press in the spring of 1984. ion written in your publication several As I said, I would greatly appreciate years back. The article is: “Warning! hearing from any and all Laos veterans. Helicopters And Parachutes Not Feel free to call or write anytime. Always Compatible” by Lieutenant Thank you for publishing this letter Colonel L.G. Kelly, in the October 1979 in the Digest. U.S. Army Aviation Digest. We would Keith William Nolan appreciate a copy of this article. |
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