army aviation digest - aug 1983

8/12/2019 Army Aviation Digest - Aug 1983

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UGUST1983 VOLUME 29 NUMBER*rigadier General Robert F. MolinelliArmy Aviation OfficerODCSOPS, Headquarters,Department of the Army Major General Bobby J. MaddoxCommander Brigadier General Charles E. TeeterDeputy CommanderU.S. Army Aviation CenterFort Rucker, Alabama U.S. Army Aviation CenterFort Rucker, Alabama

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2 Army Aviation Branch Implementation, MG J.1

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MaddoxUnnerving Noises in the Night, CPT Keith M. Huber andCPT Don Howard WolfReporting FinalYield, Bird, YieldPEARL SHangar Talk: FM 1202 Environmental Flight, CW3R. WeilandRSI Report: Cross-Servicing of Helicopters, Mr. RushWickerDES Report To The Field: Professionalism and MutualTrustAviation Personnel NotesPathfinders, 1 Michael HoneycuttHigh Performance Rescue Hoist, SSG Jim A. FowlerThreat: Soviet Pilots, How Do They Measure Up? Mr.Edward J. BavaroThe New Refined Skill Qualification Test, Mr. RobertJ. WolfingtonEvolution of the Army Aviation Warrant Officer, CW3Harry W. Sweezey

Inside Back Cover: ATC Action line: TowerEn Route Control, SFC Don A. RobertsCover: The Army Aviation Branch insigniagraphically depicted, will be the currentstyle aviator wings in gold with a silver propellor through the center. Branch colors areultramarine blue and golden orange.

The mission of the U.S. rmy viation Digest USPS 415-350) is to provideinformation of an operational. functional nature concermng safely and aircraftaccident prevention. training. mainmnance. opefations. research and development.

This310-1

Honorable John O MarsSecretary of the ArmRichard K. Tierney

Editor

aviation medicine and other related data.an official Army periodical published monthly

supervision of Commanding General. US Army Aviation CenterViews expressed herein are not necessarily those of the Department 01 the Armynor the U.S. Army Aviation Center. Photos are U.S. Army unless otherwise SpeCI-fied. Use of the masculine pronoun is intended to include both genders unlessotherwise stated. Material may be reprinted provided credit is given to the Digestand to the author unless otherwise indicated.

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

Articles. photos. and items of interest on Army Aviation are invited. Directcommunication is authorized to Editor. U.S. rmyAviation Digesf, P 0 Drawer p.Fort Rucker, AL 36362. Manuscripts returned upon request.

National Guard and Army Reserve units under pinpoint distributir l also shouldsubmit DA Form 12-5. Other National Guard units should submit requests throughtheir state adjutant generalThose not eligible for official distribution or who desire personal copies of theDigest can order the magazine from the Superintendent 01 Documents. U.SGovernment Printing Office. Washington. DC 20402. Annual subscription ratesare 26.00 domestic ard 32.50 overseas


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W e're not dragging our feet Irecognize that it has been 4 months sinceHQDA announced that Army Aviation is abranch-and you have seen little informationabout that momentous decision.I know all are intensely cur ious about thedetails of our branch and how it will affectcareers. I appreciate those concerns; to helpalleviate them, let me share what I can at thispoint.The Aviation Branch Implementation PlanABIP) was signed by the Chief of Staff of theArmy on 6 June 1983, and forwarded to theheads of the Army Staff for action.That plan and the TRADOC Review ofArmy Aviation TROAA), which was the basisfor the plan, addressed many areas; however,although the TROAA and ABIP were suffi-ciently detai led for the Secretary of the Armyand Chief of Staff of the Army to base a deci-sion upon, the specifics necessary forbranch implementation required development.Some of those are:

Who wi II be in the branch? How will they be selected? How and when wil l they receive branchtraining? What will their branch insignia be? How will this affect their careers?Since the ABIP was finalized, we at Ft.Rucker have been working at full steam toidentify, address and resolve those issues.We have established an ABIP Team whosejob has been to work on the implementationplan. Those individuals and their counter-parts have worked hectic schedules forseveral weeks and have done a superb job.As examples, we have designed ourl ieutenants' and captains' courses,developed milestones for their implementa-tion, and made our recommendations toTRADOC on each of the other issues con-cerning our branch.

AUGUST 1983

At HQDA, the Deputy Chief of Staff forPersonnel DCSPER) has been identified asthe responsible agency for carrying out theABIP; Colonel Ed Lethcoe has been assignedas the Project Coordinator for the Army Staff.He is working at full speed on the issues asare his counterparts within the Pentagon,MILPERCEN, TRADOC, and Ft. Rucker.Our ABIP Team, along with the Public Af-fairs Office, has prepared several articles onthe information contained in the ABIP andis prepared to release those worldwide assoon as our recommendations are approved.Some issues have been resolved ade-quately to discuss; I have written the articlebeginning on the next page, to which I inviteyour close attention.We will continue resolution of the otherissues and you will be kept informed of ourprogress.

Major General Bobby J MaddoxCommander, U S Army Aviation CenterFort Rucker, AL

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RMYAVIATIONBRANCHIMPLt Mt NTATION

From the Chief of thermy viation ranchMajor General Bobby J Maddox

R Y AVIATION began its illustrioushistory on 6 June 1942, when the WarDepartment approved organic aviation forthe Field Artillery. Forty-one years later

Army Aviation came into its own when, on 3 April1983, the Secretary of the Army approved ArmyAviation as a branch . Subsequently, on 6 June theArmy Chief of Staff signed the letter directing thecentralization of proponent responsibility for ArmyAviation to be at the u.s. Army Aviation Center atFt. Rucker, AL, and issued the Aviation Branch Implementation Plan ABIP).

The findings of three recent landmark studies werethe catalysts behind this monumental decision. Defi-

ciencies identified in the Army Aviation Mission AreaAnalysis AAMAA) and the Army Aviation SystemsProgram Review AASPR) led to the decision to conduct a study to examine branch and proponencyissues while orienting on how best to prepare to maximize the effectiveness of Army Aviation. The commander Training and Doctrine CommandTRADOC) directed the TRADOC Review of Army

Aviation TROAA). TROAA reviewed Army Aviation concepts, doctrine, tactics, organization, forcedesign, training, materiel and personnel managementas well as central issues of proponent responsibilityand establishment of Army Aviation as a branch.

The AAMAA, AASPR and TROAA included thecomprehensive involvement of key sectors representative of the Total Army. TROAA alone dealt withseveral TRADOC schools and centers, various corps,division and support command organizations, theU.S. Army Materiel Development and ReadinessCommand, Headquarters TRADOC and the Department of the Army DA). More than 600 personal interviews, 39 of which included general officers, wereconducted and 22 major studies on Army Aviationwere researched.

Based on the findings and recommendations ofTROAA, the Secretary of the Army approved ArmyAviation as a basic branch of the Army.To facilitate the transition process, the AviationCenter formed an Army Aviation Branch Implementation Team. The role of the team is to coordinate,through the U.S. Army Combined Arms CenterUSACAC) and TRADOC, with each affected Army

agency throughout the transition process to ensurethat each action required is accomplished in a timely, efficient manner and has been fully coordinated.

The Aviation Branch Implementation Plan fromthe Chief of Staff of the Army is the base documentfor the implementation process. The ABIP addressesall areas of the formation of the branch and is thedocument from which the major decisions andmultitude of actions required are drawn.

Now that Army Aviation has become a branch,each of you has had a myriad of questions aboutwhat it means and how it will affect you. Hopefully, the following sections of this article will enlightenyou and answer most of those questions.

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The aviation commissioned officer (ACO)must be an expert in Army Aviation doctrine, organization and equipment in orderersonnel to command, direct and control Army Avia- anagementtion elements as a full member of the combined arms team. All Army Aviation personnel must be trained and qualified to performtheir mission in this dynamic force. The objective of the aviation personnel management plan is to establish procedures for theassimilation of personnel into the AviationBranch and policies for their management.

AUGUST 983

The Aviation Personnel ManagementPlan (APMP) is currently being staffed andis to be completed this September. Whatfollows are the guidelines established by theChief of Staff of the Army for the preparation of the APMP.When fully implemented, all Army Aviation personnel, with the exception ofMedical Service Corps, will be members ofthe Army Aviation Branch. This includesACO Specialty Code (SC) 15 and 71, aviation warrant officer military occupationalspecialty (MOS) 100 series, as well as MOS150A air traffic control (ATC and MOS 160A aviation maintenance and enlisted careermanagement field (CMF) 67 and MOSs 71P,93E, 93H and 93J (the air operations portion of CMF 64). Action is being staffed todetermine if the enlisted aviation avionicsMOSs 26D, E, F and K and 35K, L, M, Pand R should be included in the AviationBranch.Beginning.in fiscal year (FY) 1984, SC 71will be a nonaccession specialty. t will beawarded as an additional specialty(ADSPEC) to those selected to enter theArmy Aviation logistics career field. Thoseselected will have completed an initial aviation assignment, captains training and theAviation Logistics Officer course (ALOC)taught at the Army Logistics School at Ft.Eustis, VA. Following graduation from theALOC, officers will undergo a utilizationtour and will be managed as SC 15/71aviators. Consideration is being given tocoding these officers as SC 15T. Specifics onexact specialty combinations are still beingreviewed. The extent of such changes will bebased upon the needs of the Army.Most ACOs will be accessed directly intothe Army Aviation Branch upon entry to active duty. Beginning in FY 1984, it is plannedthat all commissioned officers who enter the

Army in the Army Aviation Branch willreceive SC 15. The present goal of 15 percent in-service transfers and 85 percent directaccessions will continue, but precise percentages of in-service transfers authorized in anyyear will be developed based upon analysisof initial entry volunteers and requests forin-service transfers. Changes in accessionpercentages affect the availability of ACOsby grade and are being studied to determinethe optimum accession mix to support ArmyAviation management needs.Guidelines to be followed in reclassifyingcommissioned officers are: Internal management practices withinthe Officer Personnel Management Directorate (OPMD) of the Military PersonnelCenter (MILPERCEN) will be developed toensure the professional development of thecurrent force of commissioned Armyaviators. All officers who hold SC 15 or 71 as oneof their specialties (e.g., 11/15, 12/15, etc.)or as their only specialty will be transferredto the Army Aviation Branch. Officersholding two accession specialties (e.g.,15/11, etc.) will be given the option ofchoosing the specialty of their choice.However, individuals choosing a specialtycombination that does not allow them topursue an aviation career will not be eligible for aviation incentive pay. Those officers who hold SC 15 or 71 asone of their specialties and who hold a nonaccession specialty will be transferred to theArmy Aviation Branch. Officers who hold SC 15 or 71 andwhose other specialty is a branch related accession specialty will be branch transferredonly i h y r qu st such transfer. However,if they remain in their current branch, theirinternal management and continued professional development will be determined by thedirector, OPMD.

Current force officers who hold SC 15or 71 may request that their other specialtybe removed and that they be reclassified asSC 15/71. Requests will be evaluated ontheir merits consistent with the Army s needfor officers in the specialty to be removedand the current utilization rates for officersin SC 15 and 71.The Army Aviation warrant officer is amember of the Army Aviation Branch andwill wear the same branch insignia as the

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BR NCHIMPLEMfNT TION Army Aviation commissioned officer. Improved personnel management policy andprocedures can be expected as a result of theinclusion of all Army aviators into their newArmy Aviation Branch.Opportunities for females in the ArmyAviation Branch will continue in accordancewith basic Army policies. There appears tobe no direct impact on female accessions ordistribution as a result of the formation ofthe branch. The combat exclusion policy andcareer opportunity for female aviators willdetermine the female content of aviationaccessions.As requirements dictate, Army Aviationlieutenants will be selected for additionaltraining to fill Army Aviation intelligenceand air traffic control positions. These officers can expect to receive ADSPECs of 25,27, 35 or 37 as appropriate and will beassigned against positions which requireboth Army Aviation and intelligence or A TCskills.Identification of Army Aviation requiredpositions will continue to be governed by AR611-101, AR 570-1 and other applicableregulations or approved guidance. Positionsrequiring aviation skills nd other specialtyskills will be dual coded. SC 71 lieutenantpositions will be reviewed for upgrading tocaptain, reclassification to warrant officer,civilianized or other appropriate action.

As previously mentioned, the enlistedCMF 67 nd MOSs 71P, 93E, 93H and 93J(air operations portion of CMF 64 are included in the branch. However, before weexamine the affect branch establishment willhave on the enlisted fields, we must firstdiscuss the Aviation Logistics School (ALS).n important part of the branch is theAviation Logistics School located at Ft.Eustis, VA. The ALS s duties includeresponsibility for the execution of ArmyAviation related logistics, doctrine, training,organization and materiel. The ALS is

responsive to the needs of the AviationCenter and the Logistics Center. This means

The branch insignia is similar to theprevious U.S. Army Air Corps brass;Branch however, the wings on the insignia are theccouterments urrent Army Aviation style gold wings with

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that although the proponent responsibilityis centralized at the Aviation Center, theALS will be responsible for the drafting ofall aspects of Army Aviation logistics matters and providing those drafts to the A viation Center for completion and approvalprior to their being forwarded to higherheadquarters.. Being a part of the branch will not impacton the accession, sustainment and management of Army Aviation soldiers. TheEnlisted Directorate of MILPERCEN isorganized to provide life cycle managementof the CMFs. Proponency for CMF 67 willremain at Ft. Eustis and for MOSs 71P, 93E,93H and 93J at the Aviation Center, eventhough the Aviation Center is the overallproponent for all aviation enlisted personnel matters.(NOTE: MOS 93E personnel will havetheir life cycle management coordinated between MILPERCEN nd Ft. Sill, OK. ThisMOS does not currently have Soldier sManuals, trainer s guides, job books or skillqualification test (SQT) material nor are anyscheduled for development due to the smallpopulation and pending civilianization ofthese positions. Training nd trainingdevelopment for MOS 93E will continue tobe taught at Chanute Technical TrainingCenter, Chanute Air Force Base, IL. Notealso that MOS 93E will be civilianized withinthe next year.)Soldier training products, to include SQT,for CMF 67 will be developed at Ft. Eustis,VA, by the ALS and approved by the A viation Center. Soldier training products forMOS 71P, 93H nd 93J will continue to bedeveloped by the Aviation Center.The Aviation Center has overall proponent responsibility for Army Aviation training; however, the ALS will provide trainingand staff training developments products forCMF 67 in draft to the Aviation Center. Thiswill in no way change the current realignment initiative for CMF 67.

a silver prop. The colors for the Army Aviation Branch will be ultramarine blue andgolden orange.The total life cycle to design, contract,

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develop, produce and supply Army AviationBranch accouterments is about 22 months.Branch insignia should be available in thepost exchange in about 12 months and

There are many important issues facing the Aviation Center during the implement a-Professional tion process; of major concern and priorityDevelopment are the professional development and training of the Army Aviation commissionedofficer.

ew anddvanced[quipment

AUGUST 983

With the advent of the branch, ArmyAviation can no longer rely on other branches to provide the necessary lieutenantsand captains training. Therefore, the Aviation Center has developed programs of instruction to prepare the ACO for leadershipin Army Aviation units.The Lieutenants Training Course (similarto Officers Basic Course OBC is currentlydesigned to be an 8-week course attended bySC 15 officers prior to initial entry rotarywing (lERW) training. This course will provide all core subjects as a foundation ofArmy Aviation related knowledge needed inIERWand during initial Army Aviationassignments. Professional developmenttraining will continue throughout IERW tobuild on the Lieutenants Training Course.

When viewed as a whole, the combinationof lieutenants training and IERW providesa superb means to train the ACO. Traininglogically progresses from general militaryfundamentals to Army Aviation fundamentals to combat flying skills and finally, to application of the fundamentals, tactics andflight skills in a realistic tactical environment. The total experience is not the 14 to

One of the doors opened by the establishment of the branch is the more centralizedsupervision and management of the procurement and development of new and advancedequipment. The scope of the new equipmentbeing developed is as dynamic as thesophisticated technology upon which it isbased.Five major aspects or areas where ArmyAviation will benefit from branch status are:

available in the supply system within 22months. Efforts are underway to further ex-pedite the availability of the insignia, ifpossible.

17 weeks of most OBCs, but 8 weeks of intensive lieutenants training followed by 36weeks of IERW for a total of 44 weeks ofintensive aviation training. The end productwill be a highly motivated ACO who hasgained a thorough foundation in the requisite technical and tactical skills to becomean effective Army Aviation member of thecombined arms team.Captains training has been designedaround a common core course and a set offunctional courses of varying lengths.TRADOC and HQDA are finalizing thefunctional course concept for all branchschools. More information will be providedas decisions are made.

The advantage to captains andlieutenants training being taught by theAviation Center is the individual will be ableto receive comprehensive technical and tactical training oriented on Army Aviationtopics while still covering all aspects of thecombined arms team. The ACO will receiveArmy Avition instruction from the home ofArmy Aviation, rather than as a secondaryblock of instruction at another combat armsschool.The results of this change will greatlybenefit the Army by providing a better trained, better educated and more highlymotivated leader to employ the most flexible, responsive and effective combatmultiplier on the battlefield today.

new equipment training plans aircraft survivability equipment (ASE) special electronic mission aircraft(SEMA) aviation life support equipment (ALSE) air traffic control equipment.Training plans for new equipment are vitaldocuments. These plans serve as a guide andare formulated in conjunction with theequipment developer Imanufacturer . These

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training plans are actually tested, revised andvalidated along with the equipmentdevelopment.New equipment training development(NETD) agencies participate in developingthe basic plan and, as the cycle continues,the training plan is revised and reinforced toinclude any change or modification ofequipment.A valid training plan identifies to thetraining community (TRADOC) the amountof training time, equipment, facilities, personnel and resources (funds) required. Alsoincluded are the doctrine and tactical training with which the equipment can be mosteffectively employed against the expectedthreat.The equipment procurement cycle mayvary from a few months to several years, butin any case the training plan milestone datesmust be closely coordinated with equipmentmilestones to ensure adequate training timeprior to fielding. Since many changes arenecessary, NETD constantly updates thetraining plans and alerts the Army Aviationcommunity of any impact or slippages whichmay result.The NETD effort in developing, revising,updating and maintaining the training planis an invaluable investment. Any equipment,new or old, is only as effective as the user'sability or skills. The training plan is definitely an important vehicle to be used indeveloping skills in a timely and effectivemanner.The training for new equipment hasalways been a requirement and much efforthas been spent meeting the challenge. Nowthat Army Aviation is a branch, the opportunity to centralize the control and administration of programs will improve andexpedite the efforts of all interfacing agencies that are involved in fielding equipment.Now the gray areas as to who-is-to-dowhat-and-when are eliminated since theresponsibility and direction is concentratedat the Aviation Center the home of thebranch, where decisions can be made andcarried out effectively.ASE consists of both passive and activecountermeasures. The passive include infrared (IR) paint, heat suppressors and radarwarning receivers. Active countermeasuresconsist of devices such as radar and IR jammers and decoys. (Chaff is a radar decoy.The IR flare is a heat seeking missile decoy.)

In the past, the doctrinal and tacticaltraining for the various aircraft, with theirassociated ASE, has been allocated to theparticular aircraft proponent. For example,proponency for utility aircraft was Ft. Benning, GA; attack and scout were Ft. Knox,KY; cargo was Ft. Eustis, and SEMA wasFt. Huachuca, AZ. A tasking from the Aviation Center had to go through TRADOCthen out to the appropriate command.Army Aviation, as a branch, puts all theASE responsibility under one umbrella .Paperwork flow will be greatly reduced andthe command structure will enable the combat and training developers to work directly with tactics and doctrine developers. Timeand effort will be saved, thus more effectivetraining will take place.The SEMA mission of Army Aviation iscritical to the success of any conflict in whichthe United States may become involved.SEMA has become a major force multiplierin today's Army and has evolved from onespecialty aircraft, the OV 1 Mohawk, to atotal of five different aircraft.The emphasis and support which SEMAdemands can now come from a centralsource which will shoulder the responsibilityand have the authority with which to act.The highly technical equipment, thoroughtraining requirements and effective missioncompletion are all very important aspects ofSEMA and require interface and close coordination among several agencies. This isespecially true between the U.S. Army Intelligence Center and School (USAI CS) andthe Aviation Center, since the AviationCenter provides the Army aviator a basic r-craft qualification; USAICS provides SEMAmission specific training.ALSE is another very important area tothe Army Aviation community. Years agoALSE was limited to a few items. Now, thelist goes on and on to include several hundred items. This is necessary to protect ourpersonnel who must operate in all types ofenvironments and with a variety of equipment. The magnitude of ALSE is such thatthe training of personnel in its proper useand' care is a mission in itself.The ability to train and equip our personnel will continue to improve; Army Aviationbecoming a branch will definitely enhancethe effort. Response time, guidance and support are only a few areas where branch statuswill payoff.



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The decision to establish Army Aviationoctrine as a branch and to centralize proponentand Training responsibilities will have a far-reaching ef-Literature feet on doctrinal and training literature. Asa result of this decision, about 34 literatureproducts (field manuals and training circulars) will be transferred from otherTRADOC schools to the Aviation Centerwhich is working closely with these proponent agencies to effect a smooth and timelytransition. A recently developed milestoneschedule calls for all literature products tobe transferred to the Aviation Center notlater than the end of FY 1984. This will ensure that users in the field will experience nounnecessary delays in receiving pUblicationsthat are vital to Army Aviation.In order to better understand how thetransfer of these manuals will occur, let'stake a closer look at what is known as theliterature developmental processThe decision to write a book is based onthe answers to: Is it needed? What is its purpose? Who will be the primary readers? What is the scope?Once these answers have been decided upon,the writer will be assigned a topic. A subject topic outline, which provides an overallview of the proposed publication, is writtenwith the assistance of local subject matter ex-perts. This outline forms the foundation fora preliminary draft which is developed andthen staffed within the preparing agency.After comments from the preparing agencyhave been evaluated and incorporated as required, a coordinating draft is developed,printed and circulated Armywide. Feedbackas a result of the field's review enables thewriter to prepare a final approved draft.Plans have begun and we anticipate thetransfer of several manuals in this final draftstage to the Aviation Center from the current proponent schools.Production is the next stage. This beginswhen the visual information specialistassembles the written material with spacingand illustrations. This evolves into a finishedproduct known as a camera-readymechanical (CRM), which is the final product that is sent to the printer. Since CRMsare large and bulky, a smaller, moremanageable reproduction called a comprehensive dummy is made. As currently en-

AUGUST 983

visioned, the Aviation Center will receive asmany as nine manuals in the camera-readymechanical stage from other schools. Thecomprehensive dummies will be forwardedto the Aviation Center for review and approval prior to the school forwarding theCRMs to the Army Training Support Center(ATSC) for contract printing. When thesemanuals are scheduled for revision, theAviation Center will start the revision process and develop and design the manual inits entirety.Since all TRADOC schools are requiredto predict 5 years in advance what manualsthey plan to write and produce, manymanuals will be transferred in name andnumber only.Upon transfer of proponent responsibility, the Aviation Center will closely study thefeasibility of writing the proposed manual.This study will be done in conjunction withthe former proponent agency to ensure suchareas as the need, purpose and scope of themanual are defined. Once a decision is madeto write the new manual, it will be placed ona developmental and production priority listwith other literature products.In conjunction with implementing thistransition plan, another plan on a muchlarger scale has begun to take effect. Thisis the expansion of the Doctrine LiteratureProgram (DLP) to include all trainingliterature products except soldier trainingpublications, military qualification standards manuals, Army Training and Evaluation Programs (ARTEPs), and Reserve Officers' Training Corps (ROTC) manuals. Asa result of recent guidance from TRADOC,the definition of doctrine has been expanded in scope to include tactics, techniques andprocedures. By consolidating the ArmywideTraining Literature Program with the DLP,and then scrubbing the unnecessary niceto-have manuals from the system, the important need-to-know doctrinal manualswill get to the field much faster.The consolidation of the ATLP and DLPwill impact favorably on our new branch.The TRADOC Review of Army AviationStudy determined that a void existed inArmy Aviation doctrine. As a result, 2 newdoctrinal manuals have been identified as be-ing required to shore up this void. TheAviation Center has begun to write three ofthese manuals; first priority has gone to

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Reserveomponents

wrItmg the Keystone rmy AviationManual: Integration of Army Aviation inthe Air Land Battle. Under the revisedDLP, these new manuals will be written,produced and distributed to the field by the

Reserve Component (RC) Army Aviationpersonnel (Army Reserve and Army National Guard) now are managed by an ArmyA viation Branch within their respectiveorganizations; thus there will be no directimpact on their current management by theestablishment of Army Aviation as a branch.Accessions to the RC program comeprimarily from three sources: direct accession (ROTC, Officer Candidate School,

The Army Aviation maintenance correspondence courses currently originate atthe Transportation Center at Ft. Eustis. Weplan to leave these courses at Ft. Eustis toorrespondence be done by the newly created Aviationourses Logistics School.

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With the proponent responsibility beingcentralized at the Aviation Center, ALS willbe developing the correspondence courseprograms and watching CMF 67 actionswhile obtaining approval from the AviationCenter. Likewise, the ALS will be responsible for developing programs of instructionand training extension courses with approvalby the Aviation Center. These courses willmost likely keep the subcourse numeraldesignators they currently have.The Aeroscout Correspondence Coursewritten by Ft. Knox is planned for transferto the Aviation Center during FY 1984. Thiscourse consists of 10 lessons and is non-MOSproducing. After transfer to the AviationCenter, these courses will be designated byArmy Aviation subcourse numbers.The air traffic control correspondencecourses will continue to be done by the Aviation Center.

n Aviation Lieutenants' Training Coursein correspondence for RC personnel plusU.S. Army Reserve (USAR) school versions

Aviation Center. With no requirement forTRADOC or USACAC appproval before amanual is written, direct coordinationamong proponent schools will be requiredto ensure continuous interface.

etc.), civilian acquired skills program (Le.,civilian pilots) and prior active service personnel. The majority of Army aviator accessions into the RC have been and will continue to be trained, prior service personnel.Army Aviation qualification, refresher andtransition training provided to RC personnel in TRADOC and in RC-operatedfacilities will remain unaffected.

will be developed. An Army Aviation Captains' Course will be treated similarly and befielded concurrently with the residentcurriculum.The lieutenants' course will consist ofabout 55 subcourses (212 credit hours); 28subcourses 82 credit hours) will be previously developed branch-immaterial subjects.The remaining 27 subcourses (130 credithours) will be branch material and developedby the Aviation Center.The captains' course will have six phases:Phases I, III and V will contain existing instruction common to all commissioned officers; Phases II, IV and VI will containbranch related instruction and must bedeveloped for both the correspondence andUSAR school resident phases.The course will contain about 68 subcourses (300 credit hours); 44 subcourses(146 credit hours) will be previouslydeveloped common subjects. The remaining24 subcourses (160 credit hours) will bebranch related and developed by the Aviation Center.The USAR school version will consist ofthe common subject blocks of instructioncurrently used by the USAR schools andArmy Aviation Branch related instruction(Phases II, IV and VI) of about 76 academic



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hours each, which will be developed by theAviation Center.Implementation of this course will be asfollows: Training Year 1984 Phase I Training Year 1985 Phases II, IV, VI.Each phase will be 2 weeks in length and belimited to 5 students. During the implementation of this program, those Army Aviation

As you know, the Army Training andArmy Training Evaluation r o g r ~ m prescribes .unit missio?and t valuation and those collectIve tasks whIch the umtProgram for must do to win the battle. Tailored for aArmy viation specific unit, an ARTEP describes the task,the combat conditions under which the taskmust be performed and an accpetable standard of performance that must be achieved.Additionally, an ARTEP outlines the training support requirements, such as devices oritems of equipment, which will assist the unitin accomplishing performance orientedtraining. Used as a combination training andevaluation tool, it aids in establishing training objectives, determining training status orproficiency and managing resources.

Conclusion

AUGUST 983

School commandants select and prioritizefor which units an ARTEP will bedeveloped. Generally, this is done based onthe density of a type table of organizationand equipment (TOE) unit within the forcestructure. Once selected, a unit's TOEcapability, its mission, and the most currenttactical and applicable threat doctrineavailable are all analyzed to detemrine thecritical missions and collective tasks requiredto be performed by the unit.

t is evident from all the informationabove, that a tremendous amount of time,thought and dedication have gone into making our branch a reality. During the past 41years, Army Aviation has grown from an

officers who are enrolled in a branch courseother than Army Aviation will continue inthat course.The development of these options provides the RC officer with the means to attend Army Aviation lieutenants' and captains' training in residence, correspondenceor a combination of both.

The implementation of our branch willbring together, under one proponent, theknowledge and expertise to design and writea broad range 6fTOEs plus current and proposed Army Aviation doctrine. This sameknowledge and expertise will be used in thedevelopment of a cohesive set of Army Aviation ARTEPs. Army Aviation units willhave one source for resolutions of their questions or problems concerning ARTEPs.Consistent standards can be appliedthroughout Army Aviation units to bettercope with the challenges of the future.The transfer of Army Aviation relatedARTEPs will be done under two conditions.First, if the ARTEP identified for transferis under development, it will be transferredon completion of the camera-ready stageprior to submission to the Army TrainingSupport Center. The Aviation Center willapprove the documents and ensure that eachARTEP is complete and properly assembledprior to submission to ATSC. Second, if theARTEP is completed and currently in thefield, it will be transferred and programmedfor revision by the Aviation Center in accordance with TRADOC regulations.

L-4 artillery spotter to the most flexible,responsive and capable member of the combined arms team on the battlefield today; thefuture holds even brighter opportunities forthe Army Aviation Branch.


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Offensive operations are preferable for the company team tomaximize these advantages. Flexibility allows this team to adapt tovarious offensive missions: raids,ambushes, counterattacks and occupation of blocking positions. Theability to strike eep across the forward line of own troops clearlyenables the destruction and disruption of enemy main supply routes,communication lines, commandcenters and logistical bases.The company team is best used atnight, fIying nap-of-the-earth underblack-out conditions while usingnight vision goggles. The advantages of operating at night and atlow level include capabilities neverseen before by unit commanders.Obstacles may be bypassed withrelative ease, initial success may becapitalized on by rapidly concentrating firepower and combat units,and a new direction of attack maybe used which was never before fully exploited. Under these specificconditions, experienced, qualifiedpilots can insert a company team of

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Air Assault Company Team

five UH-60 Black Hawks into a landing zone LZ) almost as if invisible.The dozing guard failed to realizethe actual composition of the company team. Had he seen the forcehe would have frozen in fear of itsfirepower and speed. n air cavalryscout team recons the route aheadof the company team of five lift aircraft) with two OH-58 Kiowas andtwo AH-IS Cobras. The Cobrasmay be armed with tube-launched,optically-tracked, wire-guidedTOW) missiles, 2.75 inch rockets,20 millimeter cannon or any combination of the three. The scoutteam leader makes recommendations for ammunition loads and aircraft mix balanced, light or heavyrecon teams) based on the mission,enemy situation and aircraftavailability. f an enemy target isspotted, the scout team reports backto the main body and a decision ismade concerning engagement .The lift helicopters are escortedby two to four attack aircraftAH-IS Cobras with an equalnumber of OH-58 Kiowas that pro-

vide en route, flank and rear security. Should the LZ turn hot theescort attack helicopters and thescout team can provide supportingfires for a hot LZ landing or engagetargets while the lift aircraft proceedto a predetermined alternate LZ. I tis imperative that the ground commander have communications withall aircraft to ensure timely in .telligence updates and to assist himin directing the attack teams totargets.The ground forces which the fiveUH-60 Black Hawks bring in depend on the mission and the forcetailoring that has occurred. The taskorganization may include attachment of engineers, artillery, airdefense atillery, mortars or TOWs.Equipment of the attached elementsmay be internally loaded orslingloaded with their organicvehicles. Obviously, any externalloads will slow down the BlackHawks and increase their visualsize. Flexibility demands that therebe no firm organization to the company team. This flexibility extends

u s ARMY AVIATION DIGEST


15/48

to aircraft number, aircraft typeand size and composition of theground forces. This factor offerscommanders a myriad of possibilities to choose from based on themission and desired results.Planning for the company teamair assault is detailed and complicated. Ground commanders mustknow the capabilities of the aircraftand their limitations. Aviators mustunderstand the overall mission andthe desired results as well as thecapabilities of the ground units. Thepilots also advise ground commanders of aviation tactics andtechniques. The ground commanders, however, have overallresponsibility for the entire mission.To assist them in the planning,preparation and control of the company team air assault, are the Combat Aviation Team (CAT) and theCombat Aviation Party (CAP).The CAT soldiers are qualifiedpathfinders attached to the riflecompany which assists ground unitcommanders with pick-up zone andLZ operations and control of aviation assets .The CAP is a combat arms qualified aviator who is attached to theinfantry battalion headquarters. Hismission is to assist the battalioncommander in control of aviationassets and provide liaison betweenthe ground unit and the aviationunit. All of these individualstogether with the battalion S andfire support officer conduct an airmission briefing (AMB) during theplanning phase.During the AMB all parties involved in the mission discuss theconcept of the operation, supportrequirements, fire support, alternateand emergency procedures andabort criteria. The aviators thenmake recommendations to the unitcommander on specific flightroutes, ammunition loads of the aircraft, exchange call signs and frequencies and point out potentialproblems unique to the aircraft being used.As with all tactics, there are

AUGUST 983

disadvantages to the company teamair assault. Communications fromthe ground unit to its higher headquarters may be difficult over ex-tended distances. The loss of onehelicopter to enemy fire or mechanical problems will have an adverseimpact on the ground unit's abilityto accomplish the mission. Weathermay completely abort the mission.Resupply of the ground unit becomes critical if the mission is oneof extended operations. Since theair assault infantryman must travelwith all supplies, ammunition, foodand water on his back, he must beresupplied more frequently thanmechanized troops.The air assault company teamprovides the commander with a

cohesive, flexible, mobile fightingforce never seen before on the battlefield. Offensive actions shouldultimately strike the enemy whenand where he least expects it. Hisrear areas where he feels safe andsecure, where he fuels and feeds hiswar machine and his command andcontrol centers with all theirgenerators and radios are very accessible targets for the air assaultcompany team. Not only will hisforces grind to a halt due to logistical shortages, but his troops willlearn to spend sleepless nights, withstraining eyes and ears, futilely attempting to determine the nexttarget location before it's too late.Go back to sleep, comrade. AIRASSAULT

3


16/48

REPORTING FIN LLateNewsFrom rmy viation ctivities

FROM FORT RUCKERFM 1302 (ALSE). The Aviation Center has announced that FM 1302, Aviation Life SupportEquipment (ALSE) for Army Aircrews is scheduled to be released to the field this quarter andwill supersede TC 162, Aviation Life SupportEquipment. This manual will provide the aircrewmember with an overview of aviation lifesupport equipment to assure proper use and careduring normal operations and in combat or survival situations. The manual is divided into 11chapters and 1 appendix. It ,covers the aviationlife support subsystems; survival vests; soundprotective flight helmets; flight clothing; oxygenmasks, NBC protective equipment; flotationequipment; first aid kits; aircraft survival kits;operation and use of survival kit components;and developmental ALSE. A companion manual,FM 55-408, Maintaining Aviation Life SupportEquipment is under preparation at the U.S. ArmyTransportation School and it wi II covermaintenance and inspection of ALSE.(Mr. Earl _ Brown, OTOChange to NCO Advanced Course (ANCOCskill level 4 . The Sergeants Major Academy isdeveloping a new common core program of instruction for the ANCOC to standardize skill level4 for NCOs throughout the Army. The new common core, which will replace the common partof the present ANCOC, should be ready for implementation during 1984. The additional trackof about 2 weeks for military occupationalspecialty peculiar training will be continued. Thenew ANCOC should remain 9 weeks in lengthand be conducted quarterly at the AviationCenter. (Roland Weldon, OTO

Methane Fuel. The rising cost of naturalresources, a result of the lack ot many ot tneseraw elements, has caused many military andcivilian branches to seek substitutes for thesematerials without sacrificing quality products.The U.S. Army Aviation Development Test Activity is testing liquid methane as an alternate tothe aviation gasoline currently used in the

14

TH-55A Osage training helicopter.Methane, a component of natural gas, is a colorless, odorless gas in its natural state. Aviationgasoline, on the other hand, is a petroleum product. The methane gas is stored as a liquid atminus 260 degrees Fahrenheit.Ronald P. Steele, aerospace program engineer,explained the two major economical benefits ofusing the liquid methane. The cost of themethane fuel is less than one-third that of theaviation gasoline. Aircraft maintenance costshave also been predicted to be lower because themethane fuel is a cleaner burning fuel and

Making repairs. SSG Mark A. Starcher, foreground,shows SFC Calvin W. Taylor how to make adjustmentson the tape recorder at Lowe Army Airfield, Ft. Rucker,AL. SSG Starcher Is the 7th Signal Command ATCMaintenance Technician of the Year for 1982, while SFCTaylor is the command's Air Traffic Controller of theYear. Both are members of Ft. Rucker's HeadquartersSupport Company, Army Communications CommandSignal Battalion.

tc

cu>cQQoZ>0o5.t:a


17/48


18/48

FROM FORT HOODDustoff A w a r ~ The unit which providesemergency air medical evacuation for Ft. Hoodand central Texas was cited 30 June for itsoutstanding contribution to air safety and accident prevention. The 3d Flight Platoon, 507thMedical Co (Air Ambulance), part of the 13th Sup-port Command's 1st Medical Group, received aDepartment of the Army Aviation AccidentPrevention Award of Merit. The award is madeto units which have experienced a year ofaccident-free fl ight.For the 3/507th it was the tenth consecutiveyear they qualified for the award. Those 10 yearsrepresent the completion of more than 16,000accident-free flying hours, including 4,800military medical evacuation missions and 890civilian MAST missions, said MAJ Daniel W.Gower, the unit's commander.The awards were presented by CO L Carl W.Tipton, the 13th SUPCOM commander, whopraised their work, their professionalism andtheir contribution to the Ft. Hood and centralTexas communities. (MAJ John E. Grabowski,13th SUPCOM PAOFROM FORT RITCHIE68th ATC Record. Thanks to the pilots of IIICorps' 14th Aviation Battalion, 2d Armored Division's 502d Aviation Battalion and 7th SignalCommand's 16th Air Traffic Control Battalion'sown aviation section, the 5th Platoon, 68th AirTraffic Control Company (Forward) handled 163ground controlled radar precision approaches oncommand post exercise Golden Saber VIII.

That's a record and that 's training, statedSSG Edwin Dunham, who is the 5/68th's tacticalground controlled approach radar section leader.The 5/68th by the way, was selected as 7thSignal Command's Combat Support Platoon ofthe Year for its outstanding performance in directsupport of III Corps during 1982.FROM WASHINGTONLast Army Controllers Depart. On 30 June thelast seven U.S. Army air traffic controllersdeparted from their temporary duty stations atcivilian airports in the nation's capital, Reno, NV,and Burbank, CA. These last seven serve as worthy representatives of the more than 250 who

16

preceded them to civilian airports at 40 locationsin 31 cities around America.Almost 23 months ago, more than 250 Armyair traffic controllers were called to assist theFederal Aviation Administration in controlling airtraffic at civilian airports as a result of the strikeby members of the former Professional Air Traffic Controller's Organization.FROM NEW YORKUnit Redesignated. On 24 February 1983, the1st Battalion 26th Infantry (Blue Spaders) wasredesignated as the 4th Battalion 16th Infantry(Rangers), 1st Infantry Division. This battalion isnow seeking items of historical interest fordisplay in the battalion museum. Request thatformer 16th Infantry Rangers, and their friends,who are interested in donating service-relatedmemorabilia (photographs, awards, books, letters) highlighting the regiment's long anddistinguished history (Civil War through Vietnam)contact: Headquarters, ATTN: CPT Shavers 4thBattalion 16th Infantry, APO New York 09137.FROM ALASKAHutton Safety Award. Outstanding performance and a near perfect safety record haveearned the members of the 120th Aviation Company, Ft. Richardson, the Army's BrigadierGeneral Carll. Hutton Memorial Award for Safety. The award was presented by BG Nathan Vailto MAJ Richard Carrol, commander of the 120th.The unit was chosen for this award by theDepartment of the Army National and International Aviation Board from among 35 othernominees worldwide. Among the unit'sachievements, the 120th logged 3,222 flyinghours from 1 October 1981 through 30 September1982. During this period, they experienced noaccidents, either major or minor, though flyingall year under the rugged conditions in Alaska.They also maintained a continuous around-theclock medevac alert aircraft and crew, for searchand rescue and medevac missions from theRescue Control Center at Elmendorf Air ForceBase.The award is given annually to the Army unitwho has best demonstrated outstanding professionalism and has contributed to the advancement of flight safety in Army Aviation.

U.S. ARMY AVIATION DIGEST


19/48

Yield Bird Yield

ROAD SIGNS ON THEoutskirts of Nairobi,Kenya, read ElephantHave Right-of-Way, and afterall who in their right mind wouldargue right-of-way with a 6-tonelephant?Elephants don't fly of course(except maybe at Disneyworld)but ask any pilot whosewindshield has just beenshattered by a 15-pound turkeybuzzard-most of which issplattered all over his helmetvisor- and he can tell you it feltlike he hit an elephant.When one large bird tried tooverfly a Navy helicopter, it wassucked into the rotor systemimpacting on the leading edge ofthe main rotor. The bird wasthrown down into the copilot'sgreenhouse window with suchforce that the pilot described itas sounding as though a cannonhad just been fired in thecockpit. The bird had brokenthrough the window and still hitthe copilot's left shoulder withsuch stunning force that he couldnot move his hand to release thealtimeter's hold on the collective.He couldn't even communicatewith the other pilot because thebird which hit him had alsocaught and disconnected hiscommunications cord. The

AUGUST 983

aircraft was in a noselow attitudewhen he managed to release theASE on the cyclic stick. Theother pilot, who had realized bythis time that something waswrong, reacted with a positivepower increase and a successfulwaveoff. The aircraft wasrecovered successfully.Birds, mechanical andfeathered, claim the same airspace; when they try to occupy itsimultaneously something has toyield. When a bird strikes anaircraft the bird loses, but birdstake their toll in brokenwindshields, smashed radomes,dents in wings and fuel tanksand engine damage. The damageinflicted by a birdstrike is inproportion to the weight of thebird and the speed of theaircraft; each time the aircraft'sspeed doubles, the forcequadruples. Impact forces onhigh speed aircraft can be asmuch as 200,000 foot pounds. Ina 2-year study period, the U.S.Air Force experienced 3,250 birdstrikes at a cost of 5 3/4million.Between October of 1979 andmid-1983, 141 bird strikes onArmy aircraft were reported. Sixof these strikes resulted indamages ranging from $4 to 6thousand. Total damage costs

were more than $62 thousand.Increasing emphasis on low level,tactical, nap-of-the-earthoperations will make strikes morelikely since most bird strikesoccur in the first 500 feet ofaltitude.Migration routesBird strikes are most likely tooccur in migratory airways(particularly during the fall whenthe bird population is larger) andover waterways, lakes andmarshes with heavyconcentrations of waterfowl(figures 1, 2 and 3).There are four majormigration routes in NorthAmerica. The Pacific routeextends from Alaska down the

coast into Mexico. The Centralroute follows the line of theRocky Mountains. TheMississippi migratory route isalong the Great Lakes andMississippi River valley to theGulf of Mexico and the Atlanticis from Northeastern Canada toFlorida, Cuba and SouthAmerica.Most birds migrate at night,feeding and resting during theday. Flights through such areasare best scheduled at midday.Bird refuges and sanctuariesThe federal governmentprovides at least 250 refuges,comprising 12 million acres, mostof which are for waterfowl. nadditional 30 million acres are setaside by states as bird sanctuaries(figure 4). Nesting areas andrefuges should be avoided,especially at dawn and duskwhen birds are more active.

Aviators have noted increasedbird activity around newlyplanted farmlands and duringgrain harvest season. Thepresence of birds of prey andcarrion eaters is largelyunpredictable, except over areassuch as refuse dumps. Strikes ofsuch birds are particularlydamaging to aircraft because oftheir large size. Crews have

17


20/48

Figure

related encounters with birdswhose wingspan equalled thewidth f the aircraft.Aircraft crews report that birdssometimes make extraordinaryefforts to avoid aircraft- theywill try to dive, overfly, ordodge. But an occasional birdseems bent on protecting hisairspace. The pilots of a UH-IHwere performing contour flight at90 KTS, 50 feet agl. Theycrossed a saddleback ridge andencountered orbiting vultures.Two of the birds immediately infront of the aircraft turned andflew past, but one vulture,approximately 500 feet above,folded his wings and dovestraight at the helicopter. Thesurprised IP made a left turn,attempting to avoid the strike.The aircraft shuddered but thecrew thqught they d missed the

8

bird until post flight inspectionrevealed a damaged vertical fin.Score-vulture 1 helicopter oProtect yourself.There is no way to ensure youraircraft won t be involved in abird strike. Accident reportsemphasize the importance ofaviators protecting themselves ifa bird comes through the windshield or windows of their aircraft. The pilot of one CH-47Boperating in the Panama CanalZone was turning on the crosswind leg of the traffic patternand still climbing. A large buzzard struck his windshield, shattering it. The pilot was struckwith flying splinters of glass buthe was uninjured because hishelmet visor w s down.The copilot of an OH-58C wasflying 100 feet agl between 60and 70 KTS up the side of a hill.

Figure 4The bird, which approachedfrom his lower left, struck thewindshield penetrating it andstriking him in the face. Hisvisor which w s worn in thedown position protected himfrom impact of the bird andPlexiglas fragments.Birds usually lose the right-ofway contest, but not always. Ahelicopter operating in an area ofthe Canal Zone with a largepopulation of seabirds andvultures successfully missed fourbirds in its flight pattern but itsmain rotor struck a large seagull.The aircraft made aprecautionary landing. The AirForce s Bird/Aircraft StrikeHazard (BASH) team was askedto survey the area for possibleavoidance procedures. The onlyprocedures that the BASH teamthought would be effective in this

U S RMY AVIATION DIGEST


21/48

area was-Don t fly in the areaBirds find some uncanny waysto even the score with a i r c r ~ f tSome are ingested into engineswhere they can do extensivedamage. One bird so ingestedeluded inspectors. Later, thedried remains were dislodged andwent further into the enginedamaging a compressor blade.Some birds find aircraft anideal place to set uphousekeeping-especially inaircraft down for maintenancefor a long period of time. Theybuild nests in engines, cowls,wheel wells, flight controls, airinlets and exhaust ducts. A pilotwho had felt binding in thepedals of his aircraft landed forinspection and found trash froma bird's nest had become lodgedin the silent chain. One aviationunit reported that nests removedfrom aircraft in the morningwere sometimes rebuilt by 2 p.m.All inlets on aircraft down formaintenance should be pluggedand inspectors should keep inmind that their feathered friendsmay have decided to stake out ahomestead claim on an AH 1 G.There is no final answer to theproblem of bird strikes. Use ofstrobe lights and aircraft landinglights has helped and rotatingbeacons and wounded bird soundtapes have had some success inscaring birds away from airfieldsand hangars. There is also aproduct registered with the U.S.Department of Agriculture whichhelps control gulls aroundairports by killing a smallnumber of birds. Other birdshearing the distress calls arefrightened away. Experimentswith a falcon-shaped modelaircraft caused some birds tomove away from the model'sarea but flocks of birds have alsobeen known to attack modelairplanes.AwarenessThe fact that bird strikes dohappen and when and where they

AUGUST 983

most often occur are factors toconsider in planning flights.Awareness of the additionalhazard of bird strikes becomesmore important as the fallmigration season approaches. Migration peaks duringSeptember and October andagain in March and April. Birds are more active in themornings and evenings than atmidday. Operations within 30 milesof bird refuges are consideredhazardous. Most bird strikes occurduring low level flightoperations. Newly planted farmlands,refuse dumps and other feedingsites attract large numbers ofbirds. Windshield and greenhousepenetrations are the greatestpotential danger to aircrews frombird strikes. Helmet visors, wornin the down position, haveprevented possible blinding ofpilots from glass and birdfragments.Bird A voidance Model (BAM)In an effort to reduce birdstrikes, the U.S. Air ForceBird/ Aircraft Strike Hazard teamhas developed a predictive BirdAvoidance Model (BAM). Thepurpose of the model is toestimate bird strike risk on lowlevel routes given date and timeof flight, low level route numberand type of aircraft. The BAMconsiders both changes in aircraftmission profiles and birdpopulations within a particulargeographic region and it isversatile enough to accommodatevarious aircraft types, schedules,and missions. In addition, theBAM considers the timing ofbird movements as well as theintensity of migration taking intoaccount differences in birdbehavior and variations in theregional availability of habitat.The computer-generated birdrisk analysis is operational and

Bird Avoidance Model______ w ~ ~ ________--- IIJ- - - /J I l lE . . .

t

Figure 5available to all DOD users forboth existing and proposed lowlevel routes. Data can beobtained by addressing requeststo the Air Force Engineering andService Center/Directorate ofEnvironmental Planning, TyndallAFB, Florida 32403. Requestsshould include low level routenumber for existing routes andlongitude/latitude of turn pointsfor proposed routes. BAMgraphs like the one at figure 5will be provided for the routesyou request. This model is forwaterfowl, however, if the BAMproves useful there may befurther development to includedata on birds of prey andshorebirds. A letter explainingthe model and suggesting possibleuse will accompany the reply torequests for information.Birds don't file fight plans butthey do fly in the same space youuse. Do them and yourself afavor and stay off theirmigration routes when you can,especially in the next month orso-after all, those routes are forthe birds.Sources:Bird Avoidance Model, FlyingSafety June 1982.Birdstrike Report, FlyingSafety September 1981.Panic in the Cockpit,Approach November 1982.Bird Strike Avoidance-What'sBeen Done? A viation DigestJune 1976.

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22/48

PEARI SPersonal EquipmentAnd Rescue/survival Lowdovvn

Connie Freihaut photo courtesy of AirCav Store

Hazard AlertARGON GAS was recently substituted for OXYGEN in a hospital medical oxygen distributionsystem resulting in fatalities. For more detailed information, consult Defense Personnel Support Center(DPSC) message 272300Z May 83. Please do not thinkthat this only happens in hospitals. Not too long agothere was an incident involving an aircrew; luckily thepilots were on pure oxygen, but where the incident occurred was in the aircrew compartment. Wehighlighted this incident in a PEARL article severalmonths ago. The bottom line-be sure what you putin as oxygen, is in fact OXYGEN. Use the availableoxygen testers and be sure your supply personnel areaware of this problem.ALSE Pluses For You

We cannot give everyone an ATTA BOYIGIRL,but we can thank all of you strong supporters for keeping the ALSE BALL rolling. One ATTA BOY iscertainly deserved by SSG (P) Wayne Engle, ALSEcoordinator, I Corps and Ft. Lewis, WA 98433.Should you desire to get in touch with him, you canreach him on AUTOVON 357-5010 or 357-4755. I willquote from his latest letter: Enclosed are the last 3months' agendas and minutes of our ALSE councilmeetings which we conduct here at Ft. Lewis. We havefound this to be a good way to express and share

20

achievements, discuss new methods of use of equipment, and in general review plans and goals for thefuture. Critique of ALSE in field exercises is scheduled ... You too can do a lot for ALSE, andremember this area is only as good as you make it.Good sales-agents sell their product. Unfortunately,ALSE has taken a long time to get the recognition itneeds, but with the emphasis and support we are getting from' 'top side and your strong devotion to getting the job done no matter what, then we surely willbe second to none-you will be the beneficiary of agood ALSE program.Questions and Answers

DearPEARL, recently I was required to secure someSRU-21IP survival vests for a task force I was amember o j I was utterly dumbfounded when I startedinspecting the components of this vest. I found thatthe old flare with the screw-in cartridge, national stocknumber (NSN) 1370-00-886-9788 (this c n be identifiedby the caps and screwthreads o f the cartridge) was infact a part o f the vest. Didn't something come out inPEARL about or 8 years ago which stated these pengun flares were dangerous and are being phased outo f the Army's supply system?

PEARL did some checking into this article andwould you believe this information was published inPEARL, November 1975? .The proper flare, NSN1370-00-490-7362 (L119), is the only one authorized foruse by Army aircrew personnel. So again, PEARL hasproved her worth and especially emphasizes the importance of having a good PEARL library and urgesretention of all copies for future use.Flare (Ll19) SRU-21/PWeare still receiving telephone calls from usersstating they are having difficulty in securing this flare,NSN 1370-00-490-7362 (L119). This item is an essential and vital component of the SRU-21/P survivalvest. We asked the Armaments Command, whichmanages the item, and have been assured that thereare plenty in stock on hand. Should you still have problems, please send a copy of your requisition to us withfull information; perhaps the problem could be local,but with all our ALSE expertise in the field, we shouldbe able to pinpoint the problem and ensure that youget what is needed for your survival, or possiblerescue some day.

If you have a question about personal equipment orrescue/survival gear, write PEARL, DARCOM, ATTN: DRCPOALSE, 4300 Goodfellow Blvd., Sf. Louis MO 63120, or callAUTOVON 693-3307 or Commercial 314-263-3307.



23/48

Hangar Talk Is a quiz containing questions based onpublications applicable toAnny Aviation. The answers are atthe bottom of the page. If you did not do well. perhaps youshould get out the publication and look it over.

FM 12 2ENVIRONMENTAL FLIGHTCW3 Gary R. Weiland

Directorate of Training DevelopmentsU.S. Army Aviation Center

Fort Rucker, AL

1. Ice fog can cause severe siructural icing.a. True b. alse

2. What will be the first sure sign that an aircraft hasentered icing conditions?a. Increased power requirementsb. Increased exhaust gas temperaturec. Ice on the windscreend . Increased vertical vibrations

3. Desert mirages normally are evident whenlooking:a . Toward the sunb. Away from the sunc. At right angles to the sun

:>v-o Q1\?d 0 XlPuaddV I 01p) I):>OZ-v RIQd \; 6

Q91-v Q1Qd I 8

AUGUST 1983

qZ1-v Q1Qd \ ; / LLZ- Q1Qd I 9

:>91- Q1Qd J S

4. In helicopters, the best procedure to minimizeblowing sand and dust is to make:a. A running landingb . An approach to the groundc. An approach to a hover

5. In a jungle environment, rubber-covered itemsshould be cleaned frequently and lubricated lightly with:a. Petroleum jelly c. Brake fluidb. Engine oil d. Hydraulic fluid

6. Dry bamboo makes an excellent fuel for cookingfires in a jungle survival situation.a. True b. False

7. When flying in the mountains, aviators have anatural tendency to judge their airspeed as toond altitude as too

a . Slow-high c. High-highb. High-low d. Slow-low8. The shallow approach is the standard approach

used in mountainous terrain.a. True b. False9. If the leaves on deciduous trees appear to be lightin color (silver), you are flying downwind.

a. True b. False10. The general gas law states that the density of a

gas varies directly with temperature and inverselywith pressure.a. True b. False

Correction:May 1983 Aviation Digest, Hangar Talk, page 36, answer8 should have read:

c, para 88E, pg 26

Q91 -Z Q1Qd \ ; / vOl -Z Qmd \; .(v) o -l Q1Qd J Z SJoMSUV

21


24/48

RSI RePQrt

elgium

1 1Canada

enmark

France

Greece

Iceland

Italy

22

AVIATION UNITS that may be requiredto operate as a joint national force should bea ware that the u s Army has ratified a NATOstandardization agreement (STANAG 3907,Cross-Servicing of Helicopters Engaged inLand Operations) that dictates the proceduresfor the cross-servicing of helicopters. As asignatory to this agreement it is incumbentupon Army A viaton units to abide by the termsof the STANAG. Units are encouraged to usethis document as a guide for the developmentof their SOP.Units that are subject to this agreement areencouraged to validate the content of theSTANAG. f it is determined that there areterms of the agreement that should be considered for changes, a standard DA Form 2028should be submitted .

d. The organization to which the helicopteris assigned may be charged for servicesrendered. STANAGs 2135 (Procedures forEmergency Logistic Assistance) and 3113 (Provision of Support to Visiting Personnel, Aircraft and Vehicles) outline the procedures thatpermit reimbursement for these services.

3. General. Member nations have in use awide variety of helicopters, weapons and equipment that must be considered when implementing this agreement. Member nations must knowthe compatibility of fuels, lubricants, weaponsand equipment so they can use existingcapabilities and plan for any additionallogistics.4. Definition. The following term and defintion is used for the purpose of this agreement.Cross Servicing of Helicopters Engaged nand Operations. The provision of personnel,

ST ANAG 3907 Cross-ServicingHelicopters Engaged in Land Operations.of equipment and consumable supplies by one nation, at a field site, to assist the aircrew ofanother nation in preparing its aircraft for further commitment.1. Aim. The aim of this agreement is to definethe requirements of and responsiblities for

cross-servicing helicopters in multinational landoperations so that existing capabilities can befully used. For helicopters other than thoseengaged in land operations, see STANAG 3430(Responsibilities for Fixed and Rotary WingAircraft Cross-Servicing).2 Agreement. Participating nations agree tocross-service helicopters engaged in land operations according to the following principles:a. Helicopters engaged in land operat ions

will normally be cross-serviced locally on a temporary basis.b. Other nations helicopters will be serviced without specific logistic preparation to theextent allowed by the task of the host helicopterunit. This servicing will be provided from thefacilities and stocks available for helicopters ofthe host unit.c. Cross-servicing that exceeds the capacityof the host helicopter units will require additionallogistic activity by and consultation between the commands concerned.

5. Operational Considerations of HelicopterCross-Servicing. Helicopter cross-servicing willbe provided on a temporary, local basis tohelicopters of allied nations that are deployedwithout organic ground elements and that mustbe committed rapidly to maintain the momentum of operations .

6. Responsibilities. Coordination between thevisiting and the host units should be initiatedas early as possible.7. Responsibilities. Consistent with resourcesavailable in excess of its own immediate requirements and STANAG 3628 (HelicopterTactical Refueling), the host unit shall provide:a. Personnel and equipment to assist the air-crew in:(1) Rearming weapons.(2) Refueling helicopters.(3) Ground movement and camouflage ofhelicopters.



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Cross Servicing o Helicopters(4) Guarding helicopters.b. Fuels, lubricants (POL, hydraulic fluids),

compressed air and nitrogen.c. Munitions/missiles.d. The same service support it provides toorganic aircraft if equipped with the same typeand series. Such servicing shall include:(1) Furnishing personnel to perform appropriate inspections in accordancewith the visiting uni t s inspectionchecklist.(2) Performing minor repairs within thehost unit s capability.NOTE : Usually the assistingground crew will have no specialqualification to handle the type ofhelicopter to be serviced.

8. Responsibilities. The visiting unit shall:a. Establish timely liaison with the host unit.b. Provide appropriate refueling adaptors,if required.c. Provide the appropriate cross-servicingguide to the host unit, if required.d. Be responsible for any necessary inspections and supervision of rearming andreplenishing their aircraft.NOTE: Safety pins (for items requiring them) shall be carried inhelicopters on all flights. NOTE:Rotor blade tiedowns shall be carried in all helicopters that requirethe rotor blades to be tied downafter flight.

9 Responsibilities. In all cross-servicing operations, the helicopter commander shall bear fullresponsibility for the cross-servicing actionsperformed on his helicopter. This responsibility includes adequate briefing and supervisingof ground crews on their specific duties.10 Cross-Servicing Guides. Cross-servicingguides shall be prepared for each type ofhelicopter declared cross-serviceable. Theseguides shall:a. Contain sufficient information to performthe necessary cross-servicing.b. Be issued in English or French, and by bilateral agreement be translated into thelanguage of the host nation.

AUGUST 1983

c Be prepared in accordance with Annex A.d. Be kept current by the issuing nation.Changes shall be made by replacement of thecomplete guide.e. Be used by the servicing nation to determine specific servicing materials required andcorrect procedures to be followed.f. Be carried aboard the aircraft to beserviced.NOTE: Annex A has not beenprinted with this article. It containsa detailed description of a crossservicing guide. These guides will beprepared by the appropriate command and distributed to units requiring their use.

11. Training. Training for cross-servicing ofhelicopters shall be accomplished, where possible, through the exchange of fly-in familiarization training by the helicopter units. Follow-ontraining may be conducted during field training exercises involving more than one nation.12. Requirement for Cross-Servicing ofHelicopters. The operational command willidentify the helicopter types which need to becross-serviced and the commands betweenwhich the cross-servicing is to be accomplished. These requirements will be passed to the appropriate national points of contact who willbe responsible to:a. Prepare and arrange for the distributionof Cross-Servicing Guides.b. Prepare and issue any necessary nationalregulations and documentation required forcross-servicing of helicopters.c. Exchange information to facilitate the implementation of this STANAG.

f this article has generated any questions orrequirements, please contact Mr. Rush Wickerby writing: Commander, U.S. Army AviationCenter, ATTN: ATZQ-D-CC, Ft. Rucker, AL36362.

Luxembourg

Netherlands

orway

Portugal

Turkey

United ingdom

United States

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US. RMY

irectorate of Evaluation Standardization s R PORT T THE FIEL VI TIONST ND RDIZ TION

Professionalism and Mutual TrustHAVE YOU EVER wondered why:So many redundant flight-related events occur in the day

to-day operations of many aviation units?t takes hours of preflight and administrative effort to ac

complish a I-hour flight?Some aviators insist on making a detailed inspection ofthe tail rotor drive shaft, or disassemble the engine cowlings after crewchiefs have inspected the areas as a part oftheir daily inspections?Maintenance personnel shudder when aircraft for whichthey are responsible are assigned to aviators whose reputations for recklessness and derring-do far exceed theirabilities?There is a persistent undercurrent of thought inherent inthese questions, and possible conclusions can be drawn.

f such questions develop within an organization, chancesare that a situation exists where the professional competenceof the aviators and maintenance personnel is questioned, andthe necessary teamwork between the two is lacking at best,and nonexistent at worst. When a unit is confronted withthis type of situation, you can bet your boots that the rootcause of mutual distrust is the failure of all concerned tomeet accepted operational and professional standards.

Army Regulation (AR) 95 1 states that ... standards mustbe met and observed by aircrew and maintenance personnelto ensure safe, orderly flight and mission accomplishment.The regulation does not single out one individual but callson the entire flight/maintenance team to maintain acceptablestandards. f any member of the team abuses aircraft byunacceptable flight techniques or maintenance practices, unitcombat readiness is compromised. Mutual trust is absolutely necessary in our profession and it need not be such anillusory goal in the aviator/maintenance interface. t can andwill be achieved when total profession lism is displayed byall members of the aviator/maintenance team.The goal of mutual trust is enhanced when team membersdisplay a personal pride in a job well done. Personal prideis absolutely indispensable in the development of an at-

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

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mosphere of total professionalism. Personal pride is nurturedby the timely recognition of laudable performances (individual and unit) by supervisors and commanders. Individuals who are assigned tasks and perform them wellshould be rewarded with the recognition they deserve.Crewchiefs performing by-the-book daily maintenance inspections see very little reward for their efforts when theaviator repeats the inspection. Conversely, individuals whoperform tasks poorly should be removed from the job andreplaced by someone who accepts the challenge to performin a professional manner. Just as personal pride is essentialto professionalism, the concept of total professionalism mustbe all-pervasive in the minds of Army Aviation personnelbefore mutual trust can be a reality.Who is responsible for achieving total professionalism andmutual trust? The responsibilities of the unit commander areclearly defined in AR 95 1 as are those of the crewmembersand maintenance personnel. They all have their parts to play.The fiat of the regulation is one thing; the attitudes of thepersonnel are another. Unit excellence is achieved when commanders accept nothing less than total professionalism withintheir organizations. Their supervisory personnel must be ofa like mind and must not tolerate or gloss over nonprofessional performance. Their crewmembers and maintenancepersonnel must show a personal pride in their professionalcompetence and refuse to affix their signatures or approvework that does not display such competence. Accomplishthe mission the way it is supposed to be done. y the book-the operator's manual, maintenance manual, the handbookor standing operating procedures. The book exists becausethe trained professional using poor judgment is like a computer which occasionally may blow a fuse or feed back thewrong information. Good intentions don't quite fill the billfor a professional.Only when we have achieved total professionalism andmutual trust can we begin to consider reducing preflight andadministrative tasks and eliminating redundant proceduresthat detract from efficient operations. 7

36362; or call us atAUTOVON 558-3504 or commercial 205-255-3504. fterduty hours call Ft RuckerHot LineAUTaVON558-6487 or 205-255-6487 and leave a message

u s RMY AVIATION DIGEST


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First Lieutenant Michael HoneycuttC Company

1st Aviation Battalion Combat)Fort Riley, S

The author describesmulti tude o tasks thatpathfinders o C 509 havebeen specially authorized toperform in test environ-ment. They are related hereto help foster thought thatwill more fully develop therole o the pathfinder asperceived for the AirLandBattle 2000. Most units arenot authorized to performthese tasks and this articleshould not be taken aslicense to do so26

RMY pathfinders have come a long way sincetheir inception in World War II when theywere first to jump in some of our largest andmost historic airborne assaults-Normandy, Hollandand the Rhineland. Their mission in those days wasterminal guidance of the airborne force. Air Forcecombat control teams CCn now provide this functionto the airborne force, and the Army pathfindersprimary mission s to provide navigational assistanceand control of Army aircraft into areas designated bysupport unit commanders (FM 57-38).Today, soldiers receive schooling and training inpathfinder techniques at the Pathfinder School, Ft.Benning, GA. There, they are taught various skills,with emphasis placed on drop zones, helicopter landing zones and ground-to-air communication. Theyalso participate in paradrop operations, rappelling andsome slingload instruction. These soldiers work insmall sections and are graded on their performances.The Pathfinder School lays a basic foundation forits students. But today s field situation includes the n-troduction of more highly sophisticated aircraft andthe increased importance of helicopter special operations. This demands that pathfinders be further trainedand versatile enough to perform a number of additional missions.



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photo by NoelKenya Atkins

LEFT: PVT 2 Timothy C Edwardsfrom Company C(Pathfinder/Airborne), 509th Infantry atFt. Rucker, AL, walts for the rappelmaster s command to go. PVTEdwards will descend 120 feet from aUH1 H Huey to the ground, supportedonly by a rappel rope and a snap link,in about 8 seconds. Rappelling is amethod used to insert troops intootherwise inaccessible areas in acombat environment.TOP RIGHT: Jump commands aregiven and static lines arecontrolled these are vital to asuccessful parachute jump forCompany C Working a recent jumpare, foreground, from left, SSGPatrick T Springman, SGT Russell AGrindle, SSGs Peter G Motta and George A Coe.BOTTOM RIGHT: SGT Ty W Shute, on top, is the victimof SGT Russell A Grindle in an advanced overtheheadthrow movement, part of Company C s normal handtohand combat training at Ft. Rucker, AL.

During recent Department of Army force development test and experimentation exercises, Ft. Rucker sC Company, 509th Infantry (Pathfinders) proved thatArmy pathfinders can successfully perform a numberof additional tasks and work with aircraft in varioustactical situations. Using night vision devices andvarious lighting configurations, Charlie Company hasconducted terminal guidance, aircraf t assembly, aircraft loading, unloading, hot refueling and rearmingof Army helicopters in total darkness.Charlie Company Pathfinders, equipped with nightvision goggles (NVG), set up infrared (IR) lights andexperimented with various patterns. Marshallers usedflashlights or wands masked to the naked eye but visible to pilots flying with NVGs. Using standard NATOhand and arm signals, these pathfinders had positivecontrol over each aircraft and greatly assisted pilotsduring NVG landings.Additionally, pathfinders were trained to hot refueland rearm aircraft in darkness. The helicopters wereable to land at designated points, be refueled andrearmed, and continue their missions, all under thecover of darkness. Pathfinders were also taught toassemble and disassemble aircraft to accommodateloading and unloading on Air Force aircraft for fastdeployment-type exercises. The pathfinders need only to be equipped with AN/PVS 5 or some type of

AUGUST 1983

photo by Susan Gibbs

night vision goggles to perform their duties. Also, theywould carry IR lights, wands, headlamps and radiosto supplement their standard equipment.More recently, a small group of pathfinders fromC 509 worked with the AH-64 Apache using the laserspot tracker, and also with the AH-64 s forward looking infrared (FLIR) system. These devices facilitate thecrew s ability to locate landing zones, refuel points orpossible target locations. With the fielding ofsophisticated aircraft and systems, Army pathfinderswill prove invaluable to aircraft or groundcommanders.

y working with its counterpart, the Air Force CCT,the pathfinders can learn numerous skills andtechniques of working with aircraft. The Air ForceCCTs use sophisticated radios and other modernequipment that also could be used by pathfinders. TheArmy could gain significant benefits from working andexchanging training with the CCT, which in turn couldlearn much from our highly professional soldiers. Boththe Air Force and Army would gain tangible and intangible advantages in an exchange-type program.

Army pathfinders can be trained to accomplishalmost any mission dealing with Army aircraft. Additionally, Army aviators feel more comfortable withpathfinders assisting them. In a future scenario,pathfinders could be inserted across the forward line

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of own troops by LIR equipped helicopters topredetermined points, where they would set up rearmand refuel points.In total darkness, Air Force aircraft loaded withattack helicopters could land close by and be offloaded and assembled by pathfinders. Using handheldstingers, pathfinders could help establish security sthe attack helicopters fly to the forward arming andrefueling point and marry-up with CH-47s/UH-60s

(internal fuel ammo) for arming and fueling to accomplish the missions of Air Land Battle 2000.Pathfinders at each point are equipped with secureradios and either beacons or heat-type strobes to assistaviators. From these points, pilots would fly close totarget areas and, assisted by pathfinders with handheldlaser designators, fire laser-guided HELLFIRE missilesto destroy their targets. Pathfinders could then be extracted by aircraft and flown to their secured areas.Today's pathfinders should be trained to performand teach these types of operations. New innovationsshould be incorporated into the Pathfinder School at

Ft. Benning and units should be taught by pathfinders

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experienced in modern-type operations.Army pathfinders should be introduced to newequipment such as ANVIS (aviation night vision imaging system) goggles, GLLD (ground laser locatordesignator) systems handheld target designators, andhave the chance to experiment with and use them.

Pathfinders trained and equipped with moderndevices such s those mentioned, and new equipmentyet to be developed, can provide Army Aviation withthe people needed to accomplish any type of operation that uses modern tactics and aircraft. The training of our pathfinders must be modernized to keeppace with developments in Army Aviation. Thesesoldiers can and should be used for all missions ofthese types.With the proper training, pathfinders can performany mission required of them, and more. With ArmyAviation as a branch and a key member of the com

bat arms, commanders can use modern tactics andpathfinders in conjunction with their aircraft to experience greater success and more versatility on today'shigh technology battlefield. -.;,ii



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71 .1 em .28.0 in .) - - - - - - - l63 .2 em . 17.1 em. 17.1 em .24 .9 in .) - ----- t- 6. 75 in ) -+-- 6.75 in.)I I I

Specifications

T0 .6 em . min.16.0 in.)AIRCRAFT STUDFACE TO STUDFACE DIMENSIONALREQUIREMENT129.9/1 319 CM.51 .14/51 .72 IN .)42305RI ADJUSTMENT CAPABILITY129.3/ 131.8 CM .50.90/51.91 IN.)

91.4 em . min .36 .0 in

Dimensions for High Performance Rescue Hoist assembly.

I I II I

IIIIIIIII I II I II 15.2 em. I 15.2 em. Ir- 6.0 in __

III

Rated Load 0.27 metric tons 600 pounds) Usable Cable Length Cable Reach) 76 meters 250) feetRated Speed, Reeling in

0.27 metric ton load600 pounds)Electrical Power Requirements 28 volts D at 125 amperes

46 meters per minute150 feet per minute) Lift Cone Angle, Allowable 60 degrees 30 degrees from vertical)84 meters per minute.14 metric ton load300 pounds) 275 feet per minute) Temperature Range, Operational -54 OF to 52C 125 OF

Rated Speed, Reeling out 90 meters per minute295 feet per minute) Weight

for safety reasons. The Army currently is staffing a requirementsdocument to obtain bids fromwhich a new hoist that meets all re-

3

quirements can be selected.Since the P system has beenfielded, problems are starting tosurface. Research has been initiated

79 kilograms 174 pounds)

to find solutions to these problems,so that the P may be used forits design intention of lifesaving.We, as users, must attempt to keep

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an open mind, and try to give theHPH a chance to prove itself.

As with any other piece of equipment or system the Army gives us,the HPH is only as good as the user.The Army developed specific training guidelines, including classroomand hands-on training for the HPH,to ensure that we, the users, havethe knowledge to operate thesystem; however, if we don t usewhat we are taught, the system isuseless. The guidelines for installation, use, removal, inspection,maintenance and storage are spelledout in as much detail as possible inthe applicable publications and areconstantly being improved throughthe users' 2 28 program. f hese arefollowed, the HPH will complete itsmission.During initial training all personnel concerned (i.e., pilots,crewchiefs, medics, etc.) attendclassroom training, and must perform five pickUps with dummyloads before attempting a livepickup. In addition, they must perform a specified number of practicepickups within a certain time to remain current with the HPH. Commanders should ensure that adequate refresher training is given during regular unit training to keep personnel well informed about theHPH. After all, the people shouldknow as much about the hoist asabout the aircraft, medical kit orother equipment they use for missio