army aviation digest - nov 1976

8/12/2019 Army Aviation Digest - Nov 1976

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USAARLSCt SUPPORl CEN1ERPO BOX 620577

fORl RUCKER AL 36362 0577

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UNITED

MG James C. SmithCOMMANDER

U. S. ARMY AVIATION CENTERA major activi ty of theU. S. Army Training and Doctrine Command

COL Keith J. RynottCOMMANDER

U. S. ARMY AGENCY FOR AVIATIO SAFETYA major activity of theInspector General and Auditor Generalof the U. S. ArmyRichard K, Tierney

EDITORU. S. ARMY AVIATION DIGEST

ABOUT THE COVERThe DIGEST thanks Mr. JohnKuzyk of the administrativeSupport Division, Eustis Directorate, Ft. Eustis, VA, for thecover art. See Army Aircraft

Survivability on page 6.

RMY VI TION

NOVEMBER 1976 VOLUME 22 NUMBIncreased Responsibility For Army Aviators,

BG Charles E. Canedy A Commander Speaks To His Aviators On

Aviation Safety, MG Eivind H. Johansen Spotlight On Maintenance, Ted Kontos Army Aircraft Survivability, MAJ N. I. Patla Stress And Fatigue: One Point Of View,

LTC John J. Treanor, M. D OPMS Corner: Aviation Engineering And Flight Tes

Program-A Challenge, MAJ Thomas M. Walker New Transmission Removal StandNew Horizons Revisited, MAJ Clifford Thomas Views From Readers Optical Exposure: A Look At The Horizon,

Steve Kimmel Alcohol In Aviation: A Problem Of Attitudes,

CDR J. A. Pursch. Three-Bladed H uey, MAJ Ralph E. Riddle Jr. Briefs That TeachAH-1S Avionics, Peter Boxman IFR, CW2 Alvyn Chapman PearlATC Action Line

The mission of the U S RMY VI TION DIGEST is to provide information of an operational ornature concerning safety and aircraft accident prevention, training, maintenance, operations, resdevelopment, aviation medicine and other related data,

The DIGEST is an official Department of the Army periodical published monthly under the superviCommanding General, U.S. Army Aviation Center. Views expressed herein are not necessarily thDepartment of the Army nor the U.S. Army Aviation Center. Photos are U.S. Army unless otherwiseMaterial may be reprinte provided credit is given to the DIGEST and to the author, unless otherwise i

Articles, photos, and items of interest on Army aviation are invited. Direct communication Is authEditor, U.S. Army Aviation Digest, Fort Rucker, AL 36362.This publication has been approved by The Adjutant General, Headquarters, Department of theDecember 1975, in accordance with AR 310-1.Active Army units receive distribution under the pinpOint distribution system a8 outlined in

Complete DA Form 12-5 and send directly to CDR, AG Publications Center, 2800 Eastern Boulevard,MD 21220. For any change in distribution requirements, initiate a revised DA Form 12-5. Controlled cpaid at Atlanta, GA.

National Guard and Army Reserve units under pinpoint distribution also should submit DA Form 1National Guard units should submit requests through their state adjutant general.

Those not eligible for official distribution or who desire personal copies of the DIGEST can order thefrom the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402. Anscription rates are 15.70 domestic and 19.65 overseas.


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The sophisticated future family o helicopters, AAH contenders shownabove, Bell at left and Hughes), the UTT S and ASH, in conjunction withthe stresses of flight in the NOE environment will task flight crews andground support personnel to the limitBrigadier General Charles E. Canedy

Deputy Director of Operations and rmy v iation OfficerOffice of the Deputy Chief of Staff for Operat ions and PlansWas ngton DCODAY ARMY aviation, like other componentsof the combined arms team, is faced with con

which pose considerable challenges fors Army Aviator. The ever increasing costhardware and training compared with con

or reduced budgets, as well as reduced man ceilings during a period when we seedemands for 24-hour operation on a highbattlefield, make responsibi lity weigh heavy

the shou lders of the Army Aviator.Our current doctrine is oriented toward a highlefield. s the threat changes or is rede

and hardware must be developed toa high assurance that successful operationsbe co nducted. Both quality and quantity of enemyir defense weapons have forced Army aviation fromudes out of the range of small arms fire down tonap-of-the-earth (NOE) environment.Aircraft operation in the NOE environment is the

demanding and fat iguing scenario our Aviators

1976

have been placed in to date. Every step in aircraftoperation from planning, prefl ight, m ission executionand post flight demands a 100 percent professionalperformance of the ent ire cr w as well as ground support personnel. Anything less is unacceptab le and laysthe groundwork for an incident, accident and/or unsuccessful mission . Flying NOE is a serious businessand we would not be flying at this a ltitude if it werenot dictated by the threat.

The potential for disaster is sharply increased withthe reduction of identification and reaction time . Achaffed hydrau li c line that is not discovered onpreflight and subsequently fai ls inflight creates muchless of a prob lem at 500 feet than it does at 3 feet. Yourresponsibi lity for a t horough knowledge of emergencyprocedures is paramo unt. (With approximately 5seconds from indica tion to touchdown ou better beright ) An incomplete crew briefing by the pilot maynot be as critical when performing a service mission at

ontinued on page


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Key extr cts from n address y Major General Eivind HJohansen ommanding General USAAVSCOMto aviators n his comm nd

A COMM NDER SPE KSTO HIS VI TORSON VI TION S FETY

T HIS IS NOT THE usualafter dinner or luncheon speech.t will not start or end with a joke-because my subject's too serious forthat. It's about you and aviationsafety. I wanted to ta lk to youpersonally as individual aviators-for the simple reason that flyingsafety begins and ends with theindividual aviator.

First, let me say that I know thatyour job is inherently dangerous . t

may be viewed as exotic by somebut I know that it s one of the mosprofessiona lly demanding jobs inthe Army. I 'm aware of additionapersonal burdens, such as extrainsurance you carry, and I appre-ciate the fears and stresses thayour family may have from time totime. All of these things, mosurgent ly argue for the utmost careand caution in the aviation business. t demands the most positive

Major General Eivind H. Johansen, Commanding General of the U. S.Army Aviation Systems Command has been vitally concerned with thesafety of personnel and equipment of the military services for manyyears. Previous assignments have included duty as Director of Supplyat DARCOM Headquarters, and duty with the Office of the Deputy Chiefof Staff for Logistics-where he became the Army s expert on theredeployment of U.S. troops from Vietnam and the Army s Vietnamiza-tion logistics program. He attended graduate schools at Harvard andGeorge Washington Universities, receiving his Master of Sciencedegree in International Relations from the latter in 1968.

U.S. ARMY AVIATION DIGEST


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COMM NDER SPE KSattitude toward flying safety. t demands discipline. Itdemands that we follow correct procedures.

It 's "att itude " that I particularly want to stress.I 've carefully evaluated the facts surrounding recentaircraft accidents-looking at each accident independently and they all add up to the same conclusion. Pilot error has been a major or contributingcause in every accident in our organization. As youknow , I 've initiated a series of actions, designedto v ery frankly-get the attention of all aviators; andto firmly establish procedures and standards to bringus up to a state of disciplined professionalism. Aboutthis time some of you are thinking" He's not talking tome-he 's talking to the guy next to me " Wrong I 'mtalking to you, you, and YOU Let me emphasize thecontext in which I 'm using the word "discipline." Itmeans self-discipline. It means never deviating fromthe fundamentals of goo.d judgment, precise controland prudent safeguards. t means followingprocedures a nd avo iding risky shortcuts.

Now let's get back to "attitude ." I recently established a board of senior aviators in the command tocheck out our testing and safety programs . They, too ,agree that we must police ourselves and that we mustbegin with "attitude." By attitu de , I mean theaviator's view of himsel f, your view, if you will, in relation to the flying environment. It boils down to this:

f you can't objectively analyze your perceptions-you're a problemf you feel that your status as pilots, or flightengineers, places you above the standardrules-you're a problem

f your ego prevents you from strict compliancewith safe procedures-you're a problem And if you don 't think we have a problem-you 'rereally a problemAgain, some are probably thinking, "He's not talking about me I'm not a problem "Wrong again I amtalking about you-about us nd our accident experience, which needs improvement. I well recognizethat there s more involved than the points I've justmade. Other related issues are involved-engineeringanalysis, safety of flight releases, preflight inspections,command supervision, contro l of remote operations,pilot proficiency and standardization. These issueshave all been brought out by accident investigationboards, co llateral investigations, my own board of officers and, most recently, a team which is investigating the safety situation at contractor activities.

Through this mass of fact and detail the same storycan be gleaned over and over again We've become

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complacent. We have a problem and that problemmust be corrected without delay. I expect action. Action to get ourselves right with the world. Action tensure safety. Action to stop accidents. f any aviatocan't discipline himself-if it 's too hot in thkitchen- then it 's time for that aviator to turn in hibadge. That 's basically the situation-plain and unvarnished.

Now let me add-you're not alone. The accidenprofiles throughout the Army are not good. The wholArmy has slipped. This tells me somethingSomething important. We, the Army, have a job tdo , to bring our flying safety standards back up to aacceptable , professional level-to improve attitude timprove discipline to improve and follow procedures .

This, then, is my direction to you:a. I do not want you overworked. It's tough enougfor you to do your job without being fatigued. Crewrest is important.b . I do not want you to take unnecessary risks. Youwork is hazardous enough, without cutting the odd

by imprudent , unwise or downright foolish actions.c. I do not want you to feel , in a ny way, that you'vpassed beyond the need to practice fundamentaskills.d. I do want you to plan your operations carefully Use backup safeguards.

Be fit to fly Be sens ible Be safe.e I do want you to be proficient- Know emergency procedures. Fly only in proper weather , within the capabi lity of your aircraft and your ability.

f I do want you to know what you're doing in anytest flight situation. Thoroughly understand the tesbefore you start. f you don't, don't fly.You have my support. I want you to know that I understand and appreciate the extra hazards of youbusiness . I want you to understand my concern. Andknowing that , yo u 'll understand my sincere determina tion to spare no effort in making your job a safeone. Your dedicationof which I am assured-is thefinal , overall, most important element necessary tosucce s

Now, t ake a moment and think about what I 'vesa id. I 've given you-restated-in my own wordsnothing more than the cardinal rules for safe flying.You learned those rules as student pilots. In shortgent lemen , you've only to practice the most fundamental precaut ions-and you 'll be safe andsuccessful - rather than sorry .



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< t 1 ~ } ~ Ted ontosPublications and Graphics DIvIsionU S V S U S. rmy Agency for Aviation Safety

1976

Fly-it-and watch-it attitude resulted in fracturedlink of s ilent chain, loss of antltorque control andcrash.

SPOTLIGHTONM INTEN NCE,- W LE TAKING HIS evening stroll,\ a man came upon a young boy whowas on his hands and knees apparently

searching for something in the grass.What are you looking for, son? the

man asked.The youth stopped what he was doing,turned his head toward the stranger, andreplied, I lost a quarter and I'm tryingto find it,

Well, drawled the man, where didyou lose it?Over yonder, the boy retorted, point-ing with his finger,

Chuckling, the man made one furtherinquiry, I f you lost it over there, thenwhy are you looking for it over here?Because the light s a lot better overhere, came the reply,

Although this tale comes from out of thepast, it does have something of value toontinued on page 4

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Within the past decade, U.S.Army aircraft have been required to perform combat roleswhere they have been exposedto extremely diverse air defensethreats. In general, these threatsin various combat operationshave been comprised of automatic weapons (7.62 to 14.5 mm),antiaircraft artillery (23 to 7 mm),surface-to-surface antitank weapons, surface-to-surface missilesand airborne interceptors. Itshould become increasingly apparent, then, that Army aircraftsurvivability, and the means toachieve it, can and must be pur-

sued if the Army s combat andcombat support aircraft are tocontinue to operate on the modernbattlefield, which may includeundefined future threats. Additionally, aircraft survivabilitymeans that an active and com prehensive research and development effort must be maintainedto ensure that the Army can dealwith all of the current as well asanticipated enemy threats.This article is not intended toref lect t hose concepts ordescribe those features whichwill serve as a remedy for non

survivability. Rather, it is intend-

ed to express the philosophyapproach, problems, issues andcurrent status of this highlychallenging field. The aboveaspects, as well as those following, reflect the author s personaresearch, experience, knowledge and appreciation gainedwhile serving as a researchand development oor-dinator/aerospace engineer forthe past 3 years with the Safetyand Survivability TechnicaArea of the Eustis DirectorateU.S. Army Air Mobility Researchand Development Laboratory(USAAMRDL), Ft. Eustis, VA.u s RMY AVIATION DIGEST


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ROTE Program DescriptionsAircraft Survivability Concepts: This project is directed toward advanced development ofpassive aircraft survivability equipment for Army aircraft when operating in a hostile airdefense environment composed of radar, infrared (IR) and optically directed weapons.Aircraft Survivability Equipment: Objectives of this task are engineering development, testand type classification for production required aircraft survivability systems composed ofselected aircraft survivability equipment which have demonstrated feasibility in advanceddevelopment.Aircraft Electronic Warfare Self-Protection Equipment: Objective of this project is to establish the technical feas ibility and military potential of electronic countermeasures equ ipmentand electronic warfare support measures equipment for protection of rmy aircraft In ahostile air defense environment composed of radar, infrared (IR) and optically directedweapon systems.Aircraft Electronic Warfare Self-Protect ion Systems: The objectives of th is project is theengineering development of airborne aircraft self protection electronic warfare equipment todeny or degrade the enemy the use of his electromagnetic anti-aircraft weapon directingdevices.Joint Survivability Investigation: This project supports the rmy posit ion of interserviceefforts of the Joint Technical Coordinating Group on Aircraft Survivability JTCG/AS) toreduce vulnerability of aeronautical systems in a non-nuclear threat environment. TheJTCGIAS effort is intended to complement ongoing separate service work , to provide avehicle for cross service aircraft survivability exchange a'nd to develop design and specification cr iteria and standards for further aeronautical systems survivab ility equipmentdevelopment.

M ISSILE, MISSILE, missile,crackled across the radiofrom a staccato-voiced fireteammember, but the warning was toolate.

The cracking thud, together witha conc ussion, knifed through theoperational orientation of thegun ship aircraft commander. Thearmed gunship, with the ta ilboomsevered, entered a brief period ofcombined roll and pitch osc illationsas the pilot instinctively enteredautorota tion , Miraculou sly, thecrew survived to te ll this story of anencounter between a 1960-technology helicopter and an infantry, handheld , infrared (IR) seek-

1976

ing Grai l missile in a near midintensity (high threat) Vietnam environment (see Missile, Missile,Missile, Apr l 1975 DIGESTU.S, military analysts took note ,

In October 1973, war broke outagain between Israel and itstraditional enemies of Syria andEgypt. This latest (m id/high in tensity, highly armored) air-orientedwar further highlighted the weaponsystem capabi l ties of the WarsawPact nations. New weapon systemsappeared on the battlefield as wellas systems that were known but notbattlefield tested. These systems,

Continued on page 2

Major N I PatlaAerospace Engineer

Eustis DirectorateU S rmy irmobilityR D LaboratoryFt Eustis, VA

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LTC John J Treanor M.D.Chief Education and TrainingU S rmy eromedical Activity

Ft Rucker L

ONPO NTO

VI W

STRESSES CA USE fatigue anfatigue ca uses aircraft accdents . There is some excelleguidance in AR 95-1 te lling yohow to avoid fatigue accidentIt is general gu idance and theis a good reason for it not beinmore specific; attempts to be mospec ific would be misleading raththan hel pful.

Some commanders have beeask ing for more specific guide lin eWhat they need are more flight sugeons to help them observe theAviators. Unfortunately the Armwi ll never have enough flight sugeons, especially in the near future

Commanders never enjoywhen fatigue is named as a contributing cause of a fatal accidenIt is particularly un p leasant wheit is obvious ly due to the commander having overcommitted thunit in search for promotion aheaof the zone. Some of them shout fomore sp i f i c f lying houlimitat ions so that they can be surfatigue can be avoided. Aviatiomedicine is tasked with producinthese magic numbers " to ensursafety.

Be assured that these maginumbers do not exist

Fatigue tends to defy q uantitative description.Recognition of fatigue is an arform, not a science. Happily it doe

not have to be a difficult art. It hasusua lly been we ll mastered by people like your parents who can tell iyou a re tired by just looking at you.To convince you that it is a waste

of time and effort to try to publishmore specific g uidelines, see thebox (page 17) for the number ovariab les involved in producingfat igue.

All of these va r iables have beenproven to influence how eas ily agiven case might have fatiguedwhile fl ying In addition to thesethere rema ins the fact that peopleare not all the same. Some justtucker out easier than others. Howin the world can you com e up with

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UTTAS contender by Sikorsky Aircraft

@[i@@@@@ ~ @ @ ~ @ [ J 1 @ ~ [ 2 ~ O o ~ Wfrom page

as opposed to flying NOE. (Don t readthe l ines-I am not saying thorough creware required only if you are conducting O ~.) Successful NOE operation simply cannot

conducted without study; physical and mental con, crew and unit training.We continue to pay a high price for NOE trainingqualification. Our blade strike incidents are

and blades that can attack a tree andout the winner will not be in the field for many

The philosophy expressed by a few that acare unavoidable in combat is just as unaccepin planning and conducting an NOE operation

it was 'in the Republic of Vietnam. As the operatorthis environment your responsibility is indeedmust know your individual ability andas w ell as that of your 'crew, for teamworkthan ever before is the key to success. Your

responsibility is to continually work toyour ability.We no l o n g ~ r speak of aircraft cost in terms ofof dollars, but rather in terms of millions ofLooking to our, future family of

the advanced attack helicopteru t ~ l i t y tactical transport aircraft systemand advanced scout helicopter (ASH)-the

and development and procurement costsrun into the hundreds of millions of dollars.this with the yearly operating cost for fuel

repair parts and the cost for personnel, and youthat Army aviation is truly an ' expensive proposi

It is essential that you realize that the machineryyou operate represents a significant portion of the Army s total budget. f you own a 10-year-oldVolkswagon, the degree of tender loving care (TLC)you exhibit is much less than if you own a new Jaguar.The TLC devoted to the Jaguar is what w'e needtransferred to our aircraft and maintenance equipment. As you know our future family of helicopters isengineered and designed to provide greater survivability not on ly against the threat of enemyweapons, but also many problems faced when flyingNOE. Greater standoff range for aerial weaponssystems also is designed to enhance survivability. Theprojected tank threat on the high threat ~ a t t l e f i e l drequires enhancement of the attack helicopter fleet ,and this is being accomplished by modifying existingsystems to the Cobra-TOW (tube-launched ,optically-trackeq., wire-guided) configuration. Theprice for increased survivability and improved aircraftsystems is not cheap.I have l r e ~ d y addressed responsibili ty for systemoperation but would like to reinforce the point. Theincrease in responsibility becomes apparent when youthink about firing a 10,000 missile as opposed to a100 rocket. While planning for the future is necessarywe must be capable of operating successfully on t h ~high threat battlefield with what we have in the inventory right now.

During Army aviation operations in Vietnam ,Army Aviators continuously demonstrated that theywere the best in the world. Today s challenges aredifferent , tactics are different, fiscal constraints aredifferent. There is absolutely no doubt in my mindthat Army Aviators will c o n t ~ n u e to demonstrate thatwe are the best in the world.

.and the competitor from Boeing Vertol


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RE YOU interested in the development and acquisition ofnew aircraft? Do you like the research and development field? Do

the technical aspects of aviationexcite you?f the answer to anyone of theabove questions is yes , oppor

tunity is knocking right now forqualified Army Aviators to participate in the Army's Engineeringand Flight Testing Program. Thegrowth and development of Armyaviation has opened many doors tothe career Army Aviator-command opportunity , advancedschooling, and research anddevelopment-to mention only afew. The door that leads to a careeras an Army test pilot is open widerthan ever and tenders challengingassignments and unique opportunities to Army Aviators whoqualify for admission into theprogram.

Test Pilot Program Prerequisites: Army Aviators in thegrade of major and below can applyfor the program . While gradecriteria may be waived, the following prerequisites are less flexible: Must be a rated Army Aviatoron active duty and on flight status. Must be fixed and rotary wingrated with a minimum of 1,500hours milit ry flying time. The individual must have at least 500hours rotary wing and 130 hours1

Officer Personnel Management SystemAviation EngineeringAnd Flight Testing Program

A ChallengeMajor Thomas M Walker

viation Management BranchProfessional Development Division

Officer Personnel Management Directoratefixed wing aircraft time . Must be twin-engine fixedwing and turbine-powered rotarywing qualified. The aircraftq ualifica tion requirements in clude - but are not l imitedto- UH-l Huey , OH-58 Kiowa,CH-47 Chinook and OV- lMohawk aircraft. Aircraft requirements ~ y be waived;however, the applicant (if selected)will receive qualification trainingenroute to test pilot school training. Must possess current instrument rating. Must have completed collegealgebra, physics and calculus withabove average grades. A collegedegree in engineering is desirablebut not required.Selection and Training: Selection of Army Aviators for participation in the program is made by anOfficer Personnel ManagementDirectorate (OPMD) board.Representatives of the OPMDAviation Management Branch,OPMD Grade Divisions , NavalTest Pilot School (NTPS) , and alsothe Army Engineering Flight Activit y are included as boardmembers.

Only those applications of officers who are recommended bytheir respective grade division areconsidered. Once selected andprior to attending NTPS, officersare sent TDY to the Army Test

Pilot Orientation Course at theU.S. Army Aviation EngineeringFlight Activity (USAAEFA)Edwards Air Force Base, CA. Theorientation course length is abou60 days and is designed to provideacademic and flight refresher training . Academic subjects includecollege math through calculusphysics, aerodynamics , engineeringslide rule and technical reporwriting. Flight orientation includeshigh altitude environmental training, flight test techniques andfamiliarization in a number of aircraft used at NTPS .

The NTPS course consists ofabout 11 months of rigorous flightand academic training. Classes areheld twice a year beginning inJanuary and July. The Army'straining quota for NTPS is nine peryear (five in January and four inJuly ); however, the number of officers trained is a function of requirements. Upon successful completion of the NTPS course,gr du t es are assigned toUSAAEFA for duty as engineeringtest pilots or in staff positions involving decisions affecting the type,design and configuration of Armyaircraft .

Officer Professional Development: Heretofore commissionedofficer Aviators have been reluctantto participate in the test pilotprogram for fear that specialization



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limit their ult imateal development. In realinothing could be further fromtruth. Under the Officer PerManagement Systemtest pilots are eligible to

range of research and(R&D) requirements.Following initial assignment at

A test pilots are geared toR&D field and are ot limited to.experience and skills repre

require a Closely monitoredof util ization andR&D

are qualified for and willassigned to both R&D and avia(Specialty 15) positions. LikeOPMD managed officers, theirwill be managed under thespecialty concept with school

cpmmand opportuniand promotion potential being athey performspecialty.Opportunities n Space Shut-

tle Program: The Space ShuttleProgram will usher in a new era ofspace transportation in the 1980sopening the way to routineoperations and expanded experimental investigations in space.This program is designed toprovide the United States with aneconomical capability for deliver ingpayloads of men, equipment,supplies and other spacecraft toand from space by reducingoperating costs and order ofmagnitude below those of presentsystems.The National Aeronautics andSpace Administration (NASA)recent ly nnounced th tapplications for space shuttleastronaut pilots and missionspecialists are now being accepted.A review of the selection criteriaclearly indicates that test pilot personnel are excellent candidates forthe program. The Army's positionin terms of program support andselection procedures for Army personnel is under study at Depart-

ment of the Army (DA) and shouldbe announced to the field in the immediate future.

Army test pilots-whether working on a staff or performingengineering test flights-have botha challenging and rewardingmilitary career. Army aviation ismarkedly influenced by their accomplishments in the aircraftresearch and development field.When a prototype finally becomespart of the Army's aircraft inventory, test pilots know their hardwork helped put it there.

To become part of this elitegroup of Army Aviators, qualifiedofficers should contact their respective OPMD grade division regarding application for the program.Additional information concerningthe Aviation Engineering andFlight Testing Program can be obtained through contacting the Aviation Management Branch, OPMD,AUTOVON 221-0727/0794; commercial (202) 325-0727/0794.

ew Transmission emoval StandELICOPTER maintenancemen will be happy to learn ofimproved transmission androtor removal stand which

and adopted a fewago.Designed and built initially by

I Balough of the ArmyMainterance Support Ac(A A.MSA-28) at Los

1976

Alamitos, CA, use of the new standhas reduced by more than 80 percent the manhours required toremove a UH-l helicopter transmission from the aircraft.The Sweeney stand formerlyused involved a total of 23manhours for removal of the huband blade assembly whereas withthe new (Balough) stand theprocess takes only 3 hours . Thetime difference results in large partbecause all main rotor componentscan be placed in the new standwithout removal beforehand. Thisincludes the following assemblies:hub and blade; stabilizer bar;scissors and sleeve; swashplate andthe support assembly.According to the designer and information available, material cost

for fabricating the Sweeney standwas in the vicinity of 1,700, whilefor the new stand the material costjust about 6 percent- or a total of95.The new stand has been usedsuccessfully for the past 2 Y years

by the AAMSA-28 maintenancepersonnel. Material costs forfabrication may be higher now thanindicated, however, the estimatedsavings computed at the same timefor removal of 20 transmissions peryear- 2 , 115 also will have increased.

Another advantage that cannotbe measured, said the designer, isthe adaptability of the new standfor use with other types and sizes ofhelicopters by making only minormodifications.

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ontinuedfrom pageengaging both air and armoredtargets, demonstrated various levelsof success as well as limitations.U.S. military analysts again tooknote.

The future challenges facingArmy aviation were amplified inthe later stages of the war in theRepublic of Vietnam (RVN) andwere brought into better focus onMiddle East battlefields. The survivability of the U.S. Armyhelicopters must be enhanced.Future Army air systems must becapable of living, fighting and sur-vivin on the new battlefield

Will Army aircraft survive on thenext battlefield? This article addresses that subject by first lookingat the existing threat; then by discussing ways to overcome thethreat; and finally, by analyzingthe unclassified- rsurvivabilityfeatures of the newest helicoptersthat will provide combat supportinto the 1990s . .

Aircraft survivability describesmeasures, active and passive, whichwill allow the aircraft to avoid being hit, but if hit will allow the aircraft to continue its mission. Thisincludes those design and performance features that enable an aircraft, by avoidance or u p p r e ~ s i o ntechniques, to degrade a hostileforce's ability to use its weaponseffectively. With this description inmind, it is important to understandjust what is taking place within theU.S. Army to enhance the survivability of helicopters in futureconflicts.

The Army, recognizing the placeof the helicopter on the futurehighly mobile battlefields, has undertaken the development of a tot alhelicopter support system. Thissystem includes a small advancedscout helicopter (ASH) in conceptformulation; the utility tacticalt r n spo r t i r c r f t sys tem(UTTAS) in prototype development; the advanced attackhelicopter (AAH), also in

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prototype development; and last,the improved CH-47 Chinookmedium lift helicopter (MLH)entering modernization.

The present generation ofAviators might ask themselves,What good are all these new

helicopters and aircraft if they areall going to be shot out of the sky?A skeptic might ask, How longwill Army aviation last as a viablesupport element in a mid/high intensity war? Some have theorizedthat existing Army aircraft inEurope would suffer 50 percentlosses in the first 24 hours of full-

WE PONS

will planners alter the mission to fequipment designed for other purposes. Today the systems approacdictates an examination of all interrelated aspects of performancereliability, maintainability and survivability. t calls for a balancing othe applications of these conceptwithin the constraints of whatechnology can produce, what thGovernment can afford, what thmilitary needs (mission) and whathe probable threat is.

What, then, is the probablthreat? The 1973 Mideast Waprovided an arena within whic

NDCOUNTERME SURES

FigureSurvivability

scale hostilities.To answer these quest"ions andrefute speculation, COL Jack LKeaton, Project Manager for Aircraft Survivability Equipment

(PM-ASE), in support of a conceptof fielding survivable aircraft, hasinitiated RDTE (research, development, test and evaluation) programs of survivability design anddevelopment to be incorporatedinto all new aircraft systems (seebox on page 7). Further, thetics an d- methods of control thatwill maximize Army aviation combat effectiveness are beingdeveloped and tested today forapplication to present aircraft aswell as to future systems. No longer

many of the latest Russian antiaircraft systems appeared. For purposes here, it can be assumed thathe normal variety of weaponthrough 12.7 mm can and will bexpected in a mid-intensity environment and may very well include systems from 23 mm througthe 57 mm S-60 towed or trackmounted antiaircraft gun. Givethe constraints of technology, coseffectiveness and mission, themm weapon generally is considereas the upper limit threat for desigpurposes.

The ZSU-23-4 is a system thaaccounted for numerous Israeli aircraft losses. This system consists ofour 23 mm guns mounted on

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armored vehicle and firedunder the guidance of awhose very narrow beam

tracking whileand evade.At nominal altitudes the modernalso will present missileto helicopters, including the

the SA-3 Goa, theand the SA-7 Grail.SA-8 Gecko andSA-9 Gaskin (fully mobile, self-

Reduce VisualReduce Aural

IR SignatureEM Signature

Radar Cross SectionHarden ComponentsShield Components

RedundancyNew Concepts

air defense systems) stilldevelopment can be expectedSA-2 and SA-3 are relativelyon the modern

and since the SA-8 andbeen fully ininto the Russian inven

the SA-6-the most forthreat-will be discussed.The Soviet Union, like theStates, is concerned withfuture battlefield and the re-

1976

quirement for mobility. This concern has resulted in the development of a tracked-vehicle-mountedSA-6. The Gainful is a low-tomedium altitude missile that isradar guided and incorporates aunique propulsion system. It ismounted on a tracked vehicle withthree missiles to a launcherassembly and an acquisition tracking radar in an accompanyingtracked vehicle.

DynamicSystem Structure Pilot

protection, countermeasures andtactics combine in a soundtriangular form to increase survivability. However, it should beunderstood that as the threat levelincreases, technology can only doso much. Ultimately the field commanders and pilots must rely moreheavily on doctrine and tactics (i.e.,terrain flying, night operations,etc.) if they are to survive.

t is important now that we ex-

FlightControlSystemNavigation PropulsionSystem

x ~ l l l l l l l l l l l l l l l l l l l l l l l i l l l i l l l l l l i ~ l l l l l l l l l l l l l l l i l l l l l l l l l l ~ ~ l l l l l l l l l l l i l i l l l l l l l l i l l l l l l l l l l l l l l l l i l ,

xxX

x XX X

FigureProtection

The systems previously discussedare typical of the level of threat that1980 Army aircraft can be expectedto face on the battlefield in the lowaltitude environment. However,there are a variety of ways to copewith a given threat.

The probability of an aircraft ssurvivability when exposed to ahostile threat is primarily dependent on the likelihood of detection,being hit if detected and knockeddown if hit. Figure 1 depicts how

x xx xX X

amine the areas within the survivability triangle to determine thegeneral makeup of each.Figure 2 is a matrix showingareas (X) where work is being done

or has been done in the area ofprotection. To bring the myriad ofprograms that have been conductedinto focus, some of the workcurrently being accomplished willbe reviewed to see where it fits intothe overall picture.Visual and aural cues which

3


16/52

might key an enemy to the presenceof a helicopter are consideredtogether because the typically noisyhelicopter stimulates an enemy toorient in the direction of the soundand then initiate a search.Problems of sun reflection or glinthave been attacked as well as thenoise problem. Under Governmentcoritract, studies and flight tests ofan experimental model helicoptersuccessfully demonstrated a reduction of rotor-induced soundpressure levels for a medium lifthelicopter. Similarly, a more extensive treatment of a total systemwas subdued. The overall result isa substantial reduction in the timeallotted for an enemy to detect,locate and engage an aircraft.

With respect to the IR signatureof engines, the SA-7 threat in Vietnam stimulated several rushprograms to counter this threat.Systems were fielded which provided most of the aircraft sufficientprote t ion for on t inuedoperations. Ideally, however, theIR signature reduction systemshould be built-in rather than attached, as is now the case. Work inthis area is ongoing and includesthe development of techniques toreduce the signature of secondarilyimportant helicopter componentssuch as intermediate and tail rotorgearboxes as well as oil coolers.Similarly, current efforts are underway to reduce the electromagneticsignature of helicopters and todevelop navigation and weaponssystems that, to the greatest extentpossible, minimize detectableradiation signatures.Since most Doppler-based radarsensors are velocity gated at higherthan helicopter speeds, even in ahover flight mode, they do sensemoving rotor blades. The emphasistoday, then, is on reducing thesignature of aircraft throughgeometric shaping, using scatterplates and energy absorbingcoatings, and applying transparentmetallic films to windscreens andcanopies. In addition active

4

countermeasures such as electronicradar jamming may be necessary todeal with the remaining radar crosssection.

In the area of vulnerabilityreduction one can add protection toaircraft by burying vulnerable com-

RELIABLE

and rotor blades. Furthermore, thtraditionally vulnerable flight control system now can be madmechanically redundant anballistically tolerant. Additionallythe tactical aircraft guidancsystem TAGS) demonstrated

ACCURATE

Figureeapons

ponents behind invulnerable ones,by concentrating vulnerable components in a small area, or byproviding for redundancy or component hardening. Typical of theearliest approaches was to provideshielding in the form of armoredvests and seats for crews, andparasitic armor for certain flightessential components in the propulsion and other critical systems. Today, armor is still being used forthose areas that cannot be hardened to withstand projectile impacts.Present day technology, however,has developed to the point wheretechniques exist to make ballistically tolerant structures , drive shafts

fly-by-wire flight control systemFCS) for application to largehelicopters which provided triplredundancy and demonstrated thtechnical feasibility of eliminatinlong, large and heavy mechanicalinkages in big helicopters, as habeen proven by the recent heavy lifhelicopter concept.Another innovative concept waa study designed around total encapsulation of crew and criticacomponents within protective armor. The armored aerial reconnaissance system AARS), as icame to be known, utilized a completely armored fuselage whichacted as a primary structure and

U.S. ARMY AVIATION DIGES


17/52

counterrotating rotorinherently ballistically

contained the contubes concealed within its rotor

With respect to protectiveresearch and

has expandedtechnological base from whichcan draw survivability

for appl icat ion inTo this point the emphasis has

principally passive protection.turn to active means for

enemy threats or activecountermeasures and

second and thirdof the survi vabili tyin figure 1 The primary

here is upon weaponsthe tactics used to maximizee- effectiveness of weapons

against a heavilyFigure 3 depicts five desirablethat weapons

should have with respect towith all five receivinga variety ofReliability will not bespecifically, as each proprovides for the individualof this characteristic.

Tests of the extended range TOWoptically-tracked,conducted in1973 are indicative of the coneffort in striving to reach the

the longer ranges in exThe disadvan

the TOW missile whichaircraft system exposureflight of the missile arewith the developof terminal homing weapons

such asHelicopter Fire-and-Forgetmissile. Also underfor application to turrethelicopters is the 30 mmsystem, to be coupled with

and sighting devices to encapability.

In 1971, AH-1G HueyCobrastested in Germany to deterthe adequacy of low light level

1976

TV as part of a Cobra night firecontrol system CONFICS).Because of the inherent advantagesof this unique capability, work isnow under way to dramatically improve night vision systems in the farinfrared part of the spectrum in thehopes of achieving a range in excessof 2,000 meters in 1976, with longerranges obtainable in the 1980s.Further, new and improved opticalsighting mechanisms employedwith various weapon systems havebeen ,upgraded substantially withthe addition of laser rangefinderswhich can be fitted with passive IRfor night employment. Thistechnique is a short step fromproviding a laser seeker mode thatcould be coupled to a standard optical tracker which would enable aground based laser t a rge tdesignator to guide air launchedmissiles to targets. These advancesin weapons, target acquisition and

a future battlefield. The U.S. ArmyCombat Developments Experimentation Command CDEC), FortOrd, CA, has tested a variety ofhelicopter night operat ionaltechniques aimed at enhancing theeffectiveness of the helicopter on thebattlefield. The Modern ArmySelected Systems Test, Evaluationand Review MASSTER) activityat Fort Hood, TX, has establisheditself as a leading integrator ofstate-of-the-art survivability concepts with current fleet helicoptersand is a prime requirementsgenerating agency. In field testingof products which incorporateprototypes of candidate systems,these organizations frequently haveidentified concepts that meritfurther study and development effort as well as those that should bediscarded.

The following programs aretypical of the types of testing ac-

FigureTactics

weapons delivery systems undoubtedly will have substantialpayoffs in future combat survivability.

Many agencies are involved inthe testing of new products, tacticsand weapons systems in an attemptto assure that the three elementscontained within the tacticstriangle in figure 4 are achieved on

complished. CDEC has conductedexperiments that have demonstratedthat qualified pilots can function atnight in limited night low leveloperations. The Combat Air Vehicle Navigation and Vision StudyCAVNAV evaluated the use of

night vision devices in the terrainflying environment for Army helicopters. The MASSTER test of a

15


18/52

surveillance, target acquisition andreconnaissance (STAR) platoonw h i ~ h incorporated a variety ofcandidate night-oriented systems istypical of the unit level testing thatcan and has been accomplished.This test unit contained a variety ofnight systems,. including an activeradar countermeasures system, andtested both tactics/employment aswell as the systems themselves. Thetestil1g of more advanced systems/tactics will undoubtedly continue ifthe Army is to meet and counterboth existing and future enemythreats while enhancing its combateffectiveness.

The AH-56 C h e y e ~ n e helicopfer,an original prototype of an advanced attack helicopter, receivedcriticism from many quarters; onereason advanced for its eventualdemise was a lack of survivabilityfeatures. As a result survivabilityhas become a key consideration inall current Army helicopterdevelopments.

As a typical example the AAHwill combine structural redundancy, noise s ~ p p r e s s i o n , twin-enginepropulsion, accurate long-rangeguns; and missiles matched with

' suitable visionics)) devices that,together with high maneuvercapabi1ity, should enhance survivability on the battlefield. Themajor design criterion of the AAHwas to permit maximum survivability against the anticipatedair defense threat. In keeping withthis criterion one competitiveprototype AAH will incorporate arotor concept featuring a strapretention system with blades oflaminated stainless steel strapsproviding redundant load paths.

A second competitive prototypeconcept will employ blades with amultispar construction where onespar can be severed without acatastrophic failure. Further, onep10del will have a tail rotqr gearboxcapable of withstanding a 12,7 mmdirect projectile hit and a dual rotordrive shaft for redundancy. Both

16

models will meet str ingentmaneuverability and , one-engineout performance requirements.

The ultimate AAH is likely to incorporate active and passive infrared countermeasures (IRCM) tocounter the heat-seeking missile aswell as passive elect roniccountermeasures (ECM) againstradar directed antiaircraftweapons. Furthermore, canopyreflection from sun glint andpossibly radar are to be minimizedby the use of flat plate surfaces,while nonreflective and c a m ~ U f l a g epaints will be used on the fuselage.Armor and self-sealing tanks willprotect critical c o m p o ~ e n t s / c r e wand fuel, respectively. As is evidentfrom these highlights, extensiveresearch to date been applied tothe m a x ~ m u m within cost constraints, to ensure the survivabilityof the AAH.

The UTTAS is also a twinengine vehicle. Engine vulnerabilitywas a major consideration inengine selection, though notoverriding, and the final engineselected was an improvement insurvivability design over many of itscompetitors (including ballistic andenvironmental tolerance), Bothcompetitive UTTAS prototypes incorporate significant survivabilitydesign considerations, includingpassive IRCM, ballisticallytolerant/redundant flight controls,and highly survivable tail rotorsand transmissions that can acceptballistic impacts and penetrationsup to and including 12.7 mm projectiles. Additionally the structuresof both aircraft will provide forredundant load paths and will include low silhouettes for minimumradar cross section. t is the intenttha t since both compet ingprototype systems are compatiblewith the AAH, the ultimateUTI AS will provide the desiredmutual support in all future airmobile operations.

The CH-47 Chinook modernization program is an effort presently

limited to product improvementthat will incorporate limited advancements in survivability. Thprimary improvements involve ballistically tolerant fuel tanks, fuelines and self-sealing hydraulilines. To supplement these limitedimprovements a spec'ial aircrafsurvivability equipment (ASE) program is underway to significantlyreduce the vulnerability of the CH47 as well as the entire fleet ocurrent Army aircraft. This program will involve extensive survivability design features in many areas, including radar reflectivityreduction, threat warning, IR,optical and vulnerability r e d ~ c t i o n , andthe concepts generated will be ca pable of being retrofitted on theexisting aircraft fleet or incorpqrated into new aircraft developmenprograms. ASE essentially then willincrease the Army s combat effectiveness by reducing or eliminatingthe enemy s ability to detect, hit,damage or destroy Army aircraft onthe modern battlefield; will increasethe useful combat life of the currentfleet aircraft; and will provide anadvanced level of combat survivability for the d e v e l o p ~ e n t fleet.

t is impossible in one article tocover every aspect of such an expanding field as survivability. Theimportant factor to remember isthat survivability features areavailable and effective. Consideringthe present as well as anticipatedthreat, Army a v ~ a t i o 1 unit COIl1manders, pilots, safety officers andmaintenance personnel must continue to be oriented toward survivability and must maintain thetradition of providing the requiredvertical lift support for futuremilitary operations. In keepingwith this tradition it is vital thataviation personnel in the field appreciate and understand where, inthe overall plan, various researchand development efforts lie withinthe matrix of programs designed toensure mission accomplishmenwith a balance of risk and survivability design features.

U.S, ARMY AVIATION DIGEST


19/52

Continued rom pagethe number of o u r ~ an Aviator canfly without being fatigued? AR 95-1would be t he size of the New YorkCity telephone directory and requiretwo statisticians per operations section to interRret it.

Simplify the problem by selecting only six of the variables toscientifically analyze. Which six?

How many different combinationscould you come up with? Thirty-sixthings considered six at a timecalculates to 1,947,792. Almost twomillion combinations Not so simple after ally now even the most scientifically inclined commandermight be discouraged. The lightshould start ~ w n i n g that we are

Variables Contributing to FatigueAltitude inducing varying amounts of hypoxia, cold, hyperventila-. tion and dysbarismVelocity and proximity of terrain

Ambie t temperatureProtective equipment, from Nomex to c h ~ c k e n vestsAccelerations of maneuver, from grey-out to nauseaVibrations trom teeth rattling to visuai interfetenceInstrument ease of reading, ,from red light to tripie dialsEquipment location n ~ reliabiiity ,Visibility, invol,ving reflection and field of viewSeating, from plush to hard board ejectionLighiing, both daytime and night, inside and out'Noise ievelsAircraft type, from T -42 Cochise to AH-1 CobraWeather 'Work/rest c y c l ~ sMeals and accommodationsResppnsibility, from Peter 1'ilot to instructor pilot to c o m m ~ n d e rExperience, from exhausted ,novice to .relaxed Master Army

Aviator; total, recent,Organi,zation of ground support; from good to awfuiLeadership, from inspirational to nonexistent~ a i n t e n a n c . from reiiable tq scaryPsychological iniiuence of a known h gh accident rate .FrUstration due tQ reduction in force or 'promotion probiems

L ~ c k of confidence, varying from nervqus to ~ c a r e d stiffFamily problems, from i.,-Iaws to borrowing cousinsAdministration, from pay errors to duty roster e r ~ o r sI I I n ~ s s e s from needing new glasses to getting an ulcerDiet, ftom too much to too little

A g ~ ' . 'R e c r e a t i o ~ from volleyball to extra-hot datesBooze, from under the influence o hung overT programs,from ,no,n at all to airborne ranger ,Smoking; from none to 5 percent carboxyhei'hciglobinDrugs, from aspirin ,and Gelusil to marijuanaMoonlighting, from none to an exira 60 hours per weekCommuter distance, from living on post to an 8-hour drive(interstate fatigue syndrome)Social obligations, from none to the cocktail circuit

1976

on the wrong track. The right wayto make this diagnosis is for . thecommander and staff, especiallythe operations officer and safety officer to suspect it in the first placeand then use good common senseand, if lucky enough to have one,use the flight surgeon to keep aneye on the Aviators.

Periodicall y the argument isresurrected that our sister serviceshave defined crewrest periods andcrewwork periods for each day.Other services have different missions.

ts urprises me that anyonewould want a regulation to furtherhamstring commanders and not letthem use their judgment instead ofanother confining set of rules. Afterreading this article take the time toread those few paragraphs in AR95-1 again. They are beautiful.Have the good sense to follow thatguidance. f you are determined tohave a new regulation why notwrite one that prohibits accidents?f would ' make about as muchsense, .

17


20/52


21/52

place in training literature with theestablishment of a camera-readycapability at the U.S. Army Aviation Center, Ft. Rucker, AL. Thiscapability at installation levelallows subject matter experts,writers , artists and visual information specialists to work side by sideduring the development of a publication. Through the use of equipment similar to that used in thepublication of newspapers andmagazines , the book is developedcompletely at the Aviation Center .It then is forwarded through appropriate channels for mass printingand distribution.

This new capability gives theAviation Center two major advantages:t reduces time required to getthe book to the field for use. The

target time for dispatch of aprepared publication in cameraready format to field units isabout 90 days.

There is a vast improvement indesign. The use of color andmeaningful illustrations is a major factor in increasing theusability of publications.Several new publications underdevelopment deserve a short discusSIOn.

The first group of publicationsyou will receive is thepreparation series . These books

are required because of the need totrain at night, both with the aided

1976

and unaided eye. Each of thesepublications is hardware orientedand designed to complement thecornerstone of night flying-TC 128, Ro t a r y Wing NightFlight - and to aid units in conducting realistic training in accordance with both FM 90-1,

F t 1 1Terrain lYing

Employment of Army AviationUnits in a High Threat Environment and FM 1-1, TerrainFlying. Two of the series, TC 129, Preparation of the UH-l forNight Flight and TC 1-30,Preparation of the AH-1 for Night

Flight, are available for field use.TCs 1-31 (OH-58), 1-32 (CH-47)and 1-33 (OH-6) will be availablefor distribution to the field by thespring of 1977.A second group of publ ications isthe sense series. This group isbasically a resurrection of thesense pamphlets of the sixties.You old, bold Aviators have ,readthese many times while you were in

ready rooms or sitting on a tirewaiting for your passenger toreturn. The subjects contained willbe expanded and current doctrineand philosophy applied. Thepublications will be relatively short,highly illustrated and have important messages and flying tales totell. They will be TC 1 1 0 ~ Mountain Flying Sense ; TC . 1-11,N ght Flying Sense ; TC 1-12,Cold Weather Flying Sense ; and

TC 1-13, Hot Weather FlyingSense. The first of the series, TC1-10, will be available in the springof 1977.

The third group under development is the standardizationseries. This group is a direct outgrowth of the need for worldwidestandardization of aircraft operation and procedures. The fatherof this series is TC 1-34,Qualification in Army Aircraft.Although now on the streets, it willbe republished-incorporating thelatest changes required by the ARs

and addressing the newer modelaircraft joining the inventory. Thenext 12 books, TC 1-35 through TC1-46, will relate to standardizationin the active inventory aircraft. Thefirst of the series, TC 1-35,Qualification Training and Standardization (UH-1), is available.TC 1-36, Qualification Trainingand Standardization (OH-58)

TC 1 11ight lYingenae

and TC 1-39, Qualification Training and Standardization (CH-47)will be on the streets by about 1April 1977. The remainingpublications are to be fielded in thenear future.

Now that the groups arecovered, let's discuss some in dividual affairs. TC 1-88, Aviation Recognition Manual, is abook born of necessity. It grew byhard work and loving care. TC 1-88will be a ready reference which can

19


22/52

be used by the Aviator, aerialobserver and others to assist in therecognition and identification ofequipment that may be found onand in the vicinity of the forwardedge of the battle area. This will include friendly, ,Allied and potentialenemies . The peculiarity of thisbook is that it addresses all types ofequipment that can be seen andidentified from the air and thatpossesses a threat to the over-flyingaircraft. This publication also willbe available in the spring of 1977.

Another new publication duenext spring is FM i-iS, AviationReference Data . This is a composite book of FM 1-15, Aviation

TC 1-34Qualificationrm nY Viation

Company, Battalion and Brigadeand ST 1-100-1, Aviat ionReference Data.)) The best of bothpublications were coupled togetherand the data completely updated toshow the current organization, mission and functions of each unit. Thebook will be in two volumes. Thefirst will contain data that will remain relatively constant while thesecond volume will contain morevolatile data. This publication willprove invaluable to the aviationplanner.

FM 90-1, Employment of ArmyAviation Units in a High ThreatEnvironment, the capstonemanual in the U.S. Arrny Trainingand Doctrine Command's How toFight series for Army aviationunits, became available last month.20

It is designed to provide a broaddoctrinal foundation for future publica tions which will be specificallyoriented toward employment of

TC 1-88ViationRecognitionManual

type aviation units. Through themeans of short tactical vignettesand various battlefield scen-flrios,FM 90-1 provides the commanderspecific examples of how to employtype aviation units . Combineda rms employment is stressedthroughout. Total integration ofthe ground and aerial capabilities is

FM 1 15AViation Reference

Qata

provided to show commanders thewide variety of tactical alternatives .Some new publications comingdown the pike are FM 1-2, Aircraft Battlefield Countermeasuresand Survivability ; TC 1-3, ArmyAviation Unit Operations in aNuclear, Biological, and ChemicalWarfare Environment ; and TC 1-7,

Helicopter Defensive Aerial Tactics . These publications are completely new, dealing with difficuland to a limited degree , untestesubjects. Anticipate these at youloc t l pinpoint distribution center inlate fiscal year 77 or early fiscayear 78 .Well , ' we have revisited NewHorizons . The items here are jusas dynamic and progressive witdoctrinal thoughts and trainingrequirements as the books discussed last time. The authors of thespublications want to support you inthe field. Drop us a line or give us acall- let us know your problemand needs. Certainly we will res

Ii TC 1-7el cOPter DeliAerial T ~ n s v ea hcs

pond to our utmost . Our addressCommanderU.S. Army Aviation CenterATTN: ATZQ-TD-TLFt . Rucker, AL 36362AUTOVON 558-7120/ 2482The ball rolling- gatheringspeed every day. A new techniquea new piece of equipment, a betteway to train-these items must be

addressed and we are doing this byusing the proven method of thewritten (and illustrated) wordWith the em ergen e osophisticated equipment in conjunction with a well equipped _ ndtrained potential enemy, the training mission becomes more difficult.With a professional attitude byprofessionals, we c n tr in and winthe big battle S ,



23/52

_

JEWSROME DERS

DICEST s July 1975 cover (seeserved to generate the following

to whom this- pass the word that power toolsnot to be used in repair of com pressorEditor

:The cover photograph on the AVIATION

July 1975, was a striking pictureOne month before, June 1975, this

had a slight disagreement with our supon just how compressor blades were to

A OA Form 2028 was submitted by thisrequesting a special note pertaining tonon-use of power tools to prevent any

1976

misinterpretation or not reading far enoughinto paragraphs. This was done as backupafter a telephonic inquiry and reply at thet im e of the incidentApproximately 2 months after this incident we received the July issue ofAVIATION DIGEST. When I glance thruback issues of the DIGEST this picture keepscoming out larger than it is and I decided towrite this letter. I think that pictures, coveror otherwise, unless titled should not be used . The incident with our support is a goodexample. If one of our crewchiefs had notbeen with the aircraft no one would havebeen aware of the mistake and this photocould have reinforced the belief that powertools can be used throughout the engine.

I would like our unit designation left outof any further use of this letter. A day s smilebetween using units and support is worthmore than a minute s grumble or growning.

The followi ng informat ion wasp r ov i d ed by t he i r e c to r ofMaintenance, AVSCOM.

t is recommended that the July 1975A VIA nO DICEST picture not be usedin the future to depict maintenance onthe T-53 engine. TM55-2840-229-24,chapter 7, forbids the use of power toolswhen removing defects in compressorblades; the subject photo has led to somemisunderstanding in this area.

The sergeant first class should be in formed that the answer to the DA Form2028 dated 12June 1975 is still valid. TheTM and chapter cited above have explicit instructions saying that power toolsare not to be used in the repair of com-pressor blades These instruction remainin effect.

Sir:The oldest Skycrane company in the U. S.

Army recently celebrated its organizationday with a picnic and honor ceremony .Guest of honor was MSG (Ret) Jim Isom,the unit s initial first sergeant when it wasorganized as the 478th Flying Crane Company 3 years ago.

2


24/52

The 478th Aviation Company (HeavyHelicopter), 34th Medical Battalion, Ft.Benning, GA, began its life as a Quartermaster Truck Company in 1944 and waschanged to a Transportation Corps TruckCompany in 1946. In 1963 the Armyprocured a CH-54 Skycrane helicopter andthe 478th was redesignated as the 478th Flying Crane Company to provide the test unit.

JEWSODERS

August 1965 to October 1972 when it stoodown and returned its aircraft to CONUSThe unit colors were returned to Ft. Bening where the unit' was reactivated November 1972. Among its awards andecorations, the unit received the Vienamese Cross of Gallantry with Palm anthe Vietnamese Civil Action Honor Meda1st Class.

The concept was thoroughly tested andproven as part of the th Air Assault Division, including a world record lift of 86combat-equipped troops and 4 crewmen atFt. Bragg, NC, in October 1964. The 478th

then became a part of the 1st Air CavalryDivision and its name was changed to thepresent designation.CW4 BILL C. WALTONPublic Affairs Officer478th Aviation Company (HHFt . Benning, GAt served in the Republic of Vietnam from

The 295th's CH-54 Skycranes n EuropeIN THE SPRING of 1967, at Henry Post Field, Ft . Sill, OK, the295th Aviation Company (Heavy Helicopter) began a most impressive era in the history of Army aviation. t was to be an era ofthe CH-54 Skycrane and the people associated with them.Activated in April of that year, the company started its buildingin personnel, equipment and the new CH-54. Its first mission was toorganize and train CH-54 elements deploying to the Republic ofVietnam. Interestingly, the first award won by this fine aviationunit was the Award for Outstanding Marching Unit of the ArtilleryAviation Command. Its first permanent commander was MajorVernon L. Sawvell.

Support and training for CH-54 platoons deploying to Vietnamcontinued into 1968, with Major Ronald A. Jones commanding.This fledgling company also was now providing support to the Artillery and Missile School and conducting its own CH-54 aircraft transition course. The unit also was called upon to perform othermissions within the United States, challenging them still further.Towards the end of the year the unit was notified it, too, was to bedeployed. To top the year off, two CH-54s and their crews were sentto Europe for participation in Reforger I.Vigorous unit training for deployment became the mandate inJanuary 1969, with emphasis on quality maintenance training.While still providing helicopters and crews throughout the UnitedStates, the 295th Aviation Company achieved outstanding ratingson FTX and the ATT. Deployment came in May to Finthen ArmyAirfield, Germany, under the command of Major James E. Rogers.

The 295th had joined the 15th Aviation Group (now the thAviation Group). With much of Finthen AAF facilities still underconstruction, field maintenance had to be set up to support thehelicopters. The first assigned mission came quickly, calling forflight demonstrations for the services, VIPs, and the German pressin order to acquaint them with USAREUR's newest capability.Local area orientation for all Aviators was completed by 5 Juneand the company was mission ready.

Throughout Europe missions began to develop calling for aircraftrecoveries, precision placement of bridge sections, movement ofheavy equipment, troop hauls and airshows. Letter after letter wasreceived at the company attesting to its outstanding service,professionalism and international goodwill. General James H. Polk,commanding general of USAREUR, visited the 295th and praisedthem for their progress since their arrival in Germany. After only4 z months in Germany, the company had successfully passed itsAGI, while still maintaining a high aircraft availability. The 295th~ v i t i o n Company had set a new pace for USAREUR aviationunits.. ,The pace has continued through the years. The 295th routinelyfulfilled the mission of providing airlift for troops and heavy equipment. The diverse and professionally demanding missions becamethe order ofthe day. With their faithful Skycrane, they built dikes in

22

the Netherlands, set large air-conditioning units on top of talbuildings, sling-loaded fighter aircraft in Spain, recovered crashdamaged aircraft of many types throughout Europe, moved SnoCat plows to mountaintops, set towers in place to build ski lifts,mounted large TV antennas to provide television service to U.S,Forces in Germany, and also were used as an airborne fire fightingvehicle dumping thousands of gallons of water to extinguish forestfires .

The unit also contributed immeasurably to better relations withtheir German neighbors. A unique idea was nurtured anddeveloped wherein each of the Skycranes was formally christenedand named after selected cities throughout Germany. Recognitionof these events still continues with the exchange of greetings withthe Lord Mayors during the Christmas season.

These accomplishments have resulted in the selection of the295th Aviation Company and/or its supporting 326th Transportation Detachment for the coveted honor of USAREUR Aviation Unitof the Year in 1969, 1971, 1972 and again in 1974. They arejustifiably proud of these achievements.Recently, the thrust has been directed toward survivability in amid-intensity environment. To this end, the unit has been developing their skills in terrain flying techniques, low level both day andnight. As a result, aircrews are prepared to meet the challenge oftomorrow.Flying safety is always of foremost concern in any aviation unitand the 295th has a very enviable flying safety record. Since its activation in August 1967, it has only experienced one aircraft accident and that was inJuly 1970. The company has since flown nearly 12,000 accident-free hours and in July 1976 the companyqualified for the new Department of the Army Aviation AccidentPrevention Award of Excell ence for achieving 72 months ofaccident-free flying .

What have been the major contributing factors to the success ofthe 295th? One has been a love affair developed in the beginningbetween the people and the Skycranes. Maintainability andreliability have helped this unit to consistently provide outstandingservice to support units. Second, the unique characteristics of theCH-54 have provided many unusual and professionally demandingmissions that would otherwise have to be accomplished by othermeans. Finally, and most important, has been the attitude of thepersonnel. They live for the challenge of tomorrow. They are convinced that any mission can and will be accomplished. Can-do istheir byword. Moreover, they will do it professionally, safely andbetter.

CH-54 Skycranes silhouetted againsthe Oklahoma sky. At the time, thehelicopters were assigned to FortSill

U.S. ARMY AVIATION DIGES


25/52

THE 6T H C/\VALRY Brigade (Air Combat) has dedicated its new modular gym'nasium in hono r of the late Briga dierGenera l Josep h B. Starker. The dedicationhonored the former 1st Cavalry Divisionass istant division commander, one of thegreat pioneers of modern da y aviatio n, withthe unveiling of a memorializ at ion plaqueand portrait of the late genera l.

More tha n 300 6th Cava lry Aviators, Ft.Hood co mm a nd ers and special guests,attended the dedicati on for General Starker,,who was killed in an a utomobil e accident in

Dear VIATION DIGEST Reader :I have been te ll ing everyone I ca n aboutmy recent tr ip to visit Army aviatio n units inthe Orient. Th at is why I'm writing thisletter to you through th e Views FromRead ers colum n of the V I IONDIGESTHave you ever heard th e slogan, " RedCarpet Service for Ho nshu ? T hat 's themotto of the U. S. Army, Japan (USARJ )Aviation Detachment at Rankin Arm y Airfield, Ca mp Zama, Ja p an. The motto is appropriate for this detachment which,although not la rge , performs two most important, time cr itical missions.

f yo u ha ve never been to the Tokyo/Canto Plains area, It-'s har d to rea lize how in-

Starker emorialSan Anton io , TX , in ju ly 1975.Lieutenant Ge n era l Rob e rt M .Shoemaker, III Corp s and Ft. Hood commander , described General Starker as aprofessional Solid er " in every sense" wholaid the foundation for the air cavalry combat brigade concepts which became a rea litythrough the activation of the 6t h Cava lry.

He was a mover, Ge neral Shoemakersaid, a doe r. J oe got involved and he wasintensely loyal. his is why this gym-

valuable the helicopter is there in itstransportation role. For example, it takesmore th an an hour to drive a car 8 to 10ki l o m eters. You ca n bet that th ed et ac hm en t 's eight UH-l Huey s areproviding " red ca rp et service" to bothUSA RJ s - and IX Co rps ' req uirements tocoordinate U.S. Army activities in Japan.The detachment contribu tes immeasurablyto maint aining strong U.S .-j apanese ties. Agood examp l e is that two o f thedetachment's ai rcraft are dedicated to themedical evacuation role. This transl ates intoan overseas military ass istance to safety a ndtr affic (MAST) mission in many regards .

t was ab out 15 years ago that I was in theTokyo/Canto area. I thought it was heav ily

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I ; I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I ~

NOVEMBER 1976

ln

nas ium is so fitting. I know joe would behappy to know thi s building with his namewas being used for the purpose of developingphysically fit Soldiers who are carryi ng onth is very important work th at hepio neered. "

The Starker gymnasium is located inbuilding 87010 in the 6th Cavalry Brigademodular complex. Included in the 21 ,956-sq uare foot building are a gymnasium floorlarge enough for basketball an d volleyball tobe played simult aneously, badminton courtsand one sq ua sh court.

industrialized a nd populated then. But nowth e area is engu lfed with visibility restrictions associated with huge industrial complexes and the population is so concentratedthat any autorotation would have to be tosomeone's roof. Ha s a nyone been trained forsuc h an autorotation?

LTC j essie J ames is doing an ou tstandingjob comm anding th e USARj flight detachment. My comp limen ts to all in th e detachment for an excellent job su pporting LTGjohn R. Guthri e an d his most demandingjob as com mander of the U.S. Army inj apan. And, how about the detachment 'sproud accom plishm ent of no accidents in 5years

In Korea things are booming. Would youbelieve driving at 70 miles per hour on abeautiful interstate highway from Seoul toPusan? Or how about yi ng Kor ea AirLines in ei th er a Boeing 747, DC-I0 orA300B Air Bus with some of the finest service in the world. Such ext raordinary accomplishments in Korea spri ng from therapid growth of Korea s gross nationalproduct.I did not have time to vis it all of t he unitsin Korea. But I did spend time with the 17thAv iation Group and the 2nd Infa ntry Division, which has the 2nd Aviation Battalionand D Troop, 4t h Squadron, 7th Cava lry .At Camp Stanley I had a most enjoyab levisi t with MAJ William D. Collar and themembers of his 11 7th Assault HelicopterCompa ny. They have set up , and cond uct afin e training program. They recognize thatin the event of hostilities limited U.S. Forcesin Kor ea dictate that most Army Aviatormiss ions would be in supportof the Army ofthe Republic of Kor ea. All of th e commanders I ta lked to have stepped up training for this mission .

There is interest ing news to report fromthe 2nd Division which is converting its armored cavalry sq uadron to an air cavalrysquadron. When this is done - and it 'sscheduled for completion in the fourth

Continued on page 28

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A LMOST A DECADE haspassed since the first lasersuccessfully was demonstrated as anew dimension for Army tacticians. With its inherently highcountermeasure (CM) resistanceand extremely high range and azimuth resolution, optical sensingwas seen as a solution to manyArmy requirements. . -

Opticalo ook 1The U. S. Army's Harry Diamond Laboratories (HDL) atAdelphi, MD , has applied this lasertechnology to a host of sensors ,techniques and systems for even

tual use by today's modern Army.Coordinated with elements of theU. S. Army Materiel Development

and Readiness Command, theseresearch and development (R D)projects have resulted in a portablelaser signalling beacon; an intervisibility beacon for determiningwhen ah optical line of sight (LOS)exists between two moving vehicles;an engagement simulator; a slantrange fuze; and most recently atunable infrared (IR) laser. To accomplish such a wide range of laser

developments, HDL conducts aphysics research program that today is investigating integrated optics, atmospheric effects on opticalbeams and subminiature opticalsensors .In recent years , HD L 's laserrelated program has exceeded 1million per year with a fiscal year77 estimate of 1.5 million. As aresult of these end item orientedprojects, the modern Soldier soonmay be afforded an improved optical capability on many majorweapons systems. .Historically, HDL 's expertisebegan in the mid-60s with a diverse

~ ~ '

24

Known as a visible laser beacon. this portable. battery poweredhelium-neon laser was conceived as a laser signalling devicefor emergency and military uses

PHa

research program aimed at a betteunderstanding of solid-state angas lasers, short ra.nge . lase.rangefinders and atmospherieffects. By the early 70s a smallportable, battery-powered HeliumNeon laser, known as a visible lasebeacon, was conceived as a lasesignalling device for emergency ahmilitary uses. Complete withbatteries, the device weighed abou2 pounds and was shaped muchlike a commercial flashlight. Ingood weather conditions the compact beacon could be seen over 1,OOO-square mile area by a searchaircraft flying at 30,000 f e e ~

By 1973 HDL had aesigned aprototype intervisibllity. beaconsystem. The system was developedto provide the U. S. Army's Combat Developmerit ,s x p e r ~ t n e n t a t i o nCommand (CDEC) with a meanof obtaining dqta on the time during which an LOS exists betweentwo opposing tactical units in abattlefield simulatiori. The collection of such data was necessary to

refinement inimpact armvanced s o p



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he orizon

bystander personnel. LATHEScomponents are eye-safe at zerorange.

The basic concept of theLATHES system is to provide eyesafe equipment capable ofrealistically simulating the tacticalcharacteristics of a laser terminalhoming engagement. As such theLATHES system allows test ortraining of tactical proficiencycommand and control, tactical firecontrol, selection and utilization oftactical position, etc.) as opposed to

technical proficiency operatortracking capability, operation ofthe G LLD controls for ranging,etc. ).evaluate factors which influenceweapon system performance duringtarget acquisition and to assess theriumber and frequency of engagement opportunities which may exist on the battlefield. In the pastCDEC has relied on separate sideexperiments to obtain informationon the distribution of LOS and thedegree of exposl:lre between two opposing forces. This _had been timeconsuming, costly and oftenresulted in incomplete informationto fully evaluate experimentalresults.

The HDL concept automaticallyindicated in realtime whether anoptical LOS existed between twoplayers in field experiments. Theeye-safe system was designed to beinstalled on air and ground mobilevehicles.

Currently, HDL is developing alaser terminal homing engagementsimulator LATHES) for the U. S.Army Operational Test and Evaluation Agency. t is designed for testand training exercises involving laser

willwith adweaponry

NOVEMBER 1976

terminal homing systems such asthe copperhead, formerly the cannon-launched guided projectileCLGP); helicopter launched fire

and forget HELLFIRE) missilesystem; lightweight laser designator LWLD); ground laser locator designator GLLD); airbornetarget acquisition and fire controlsystem ATAFCS); and airbornelaser tracker ALT).

The most important feature o LATHES is that it allows fieldsimulation of a tactical laser terininal homing engagement withoutusing any components that pose ahazard to the eyes of user or

The LATHES system consists ofthree major subsystems-thedesignator simulator, the targetpallet and the receiver. Togetherthe LATHES hardware is designedto allow the simulation of theelements of the engagement that involve active interactions betweenthe designator, target and seekerfrom initiation of designation to

The Laser Terminal Homing Engagement Simulator(LATHES) target pallet mounted on an Army jeep. Itincludes an eye-safe laser target simulator

..

. .

,

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An eye-safe LATHES in use at Ft. Hood TX during Phase II of the Joint ServicesTest o Laser Guided Weapons in close air support Apri l 1975the end of the engagement). TheLATHES designator simulatorprovides a visible light beam to cueto the target when designation is initiated and to confirm the existenceof a clear optical LOS from thedesignator to the target. TheLATHES target simulator, turnedon upon the cue provided by thedesignator simulator, generates acoded laser target signature fullycompatible with tactical seekersand search/track systems. In addition the LATHES receiver providesa low-cost simulation of a seeker orsearch/track system with full DODstandard decoding capability.

Simultaneously, HDL is investigating a broad range oftechniques for hardening laser terminal homing systems againstcountermeasures.

This is in support of the Preci-

6

siOh Laser Designator Product Office and the HELLFIRE MissileSystem and Cannon ArtilleryWeapons Systems (CAWS) ProjectOffice. These investigations rangefrom studies of potential CM andcou nter-countermeaS\lres (CCM)all the way to the design andfabrication of CCM hardware andits use in operational field tests.Specific CCM activities includedigital signal processing of codedlaser signais; passive optical CCMtechniques to protect the lasertarget-designator; active opticalCCM devices; and participation inthe planning and execution ofCM/CCM field tests.

In another area HDL is adaptinglaser optics to the fuzing ofweapons. As the battlefield ofto o r row becomes more

sophisticated, Army Aviators mayneed to activate flechette munitionsat precise ranges from the enemy.A little more than a year ago, theU. S. Army Aviation Test Board[now designated the U. S. ArmyAircraft Development Test ActivityJ, Ft. Rucker, AL, conductedits first functional test of a slantrange optical fuze.

The HDL design was developedto be compatible with the Army sselected effects armaments subsystem on the 2.75 inch rocket anduses a 30-watt gallium arsenide(GaAs) injection laser. The fuze isbasically a narrow beam opticalradar whose semiconductor laserradiates a pulsed narrow beamwhich is reflected from the target.The receiver, as well as the laser, islocated in the fuze; thus when thefuze determines that it is at the



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desired distance away from the the laser transmission properties of an oriented submunition round.target, the warhead is initiated. the atmosphere The goal of this project is to reduceAlso announced within the past for secure short-range com- the sensor 's cost to less than 2 andyear was the success of one of munication links occupy a space less than 1 cubicHDL's in-house sponsored physics for isotope separation inch . If achieved, the sensor willresearch projects that resulted in This new tunable laser develop- permit a new family of orientedthe first spin-flip Raman laser us- ment will provide the basis for even submunitions with an improveding mercury cadmium telluride further improvements in military lethiality over c urrent s ub-material. For their efforts, three laser systems. munitions, especially over roughphysicists received the U. S Army Currently, HDL is attempting to terrain or vegetation.Research and Development reexamine the use of low-powered The significance of these R DAchievement Award for 1975. laser transmitters and IR receivers projects are but a sampling of thePotential applications for this as a substitute, and also as an ad- horizon for Army optical systems.wavelength tunable laser are: junct, for shooting live ammunition As the experience and knowledge of as a local oscillator for IR for both rifle and tank training laser technology becomes refined, itheterodyne receivers courses. is the modern Army that will as a high-brightness , high- Other efforts include a sub- benefit with improved sop histicatedresolution source for determining miniature optical sensor for use on weaponry and tactics.

The optical slant range fuze functioning was first tested ...by the U. S. Army Aircraft Development Test Activity Ft. Rucker AL. more than a year ago

SELECTED EFFE TS RM MENT SUBSYSTEMOPTICAL SL NT R NGE FUZE)

SEAS)r;--- SYSTEMS SeQUENCED P l l O T H ~ FUZES.ET-

TlN REQUIREDFUZE MEASURES SLANTRANGE TO TARGET

@ FlECHETTE W R H E ~ P DET-ONATES AT OPTIMUMSTAND OFF

NOVEMBER 1976

,/ (j)

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JEWSOMDERS

ontinued from page 3quarter 77 - the 2nd Division and 1st U.S.Republic of Korea Group will be a ble toprovide air cavalry support to virtually all ofthe Korean peninsula. Incidently, this conversion is being accomplished mostly fromassets within Korea. I regret that time ranout on me before I was able to visit withthose of you in the 2nd Aviation Battalion orthe 4/7 Cavalry. But I am sure that we willbe hear ing great things from you. You can'tmiss with MG Morris J . Brady as the headAviator in your division.At Pyongtaek it didn't take long to learnthat LTC Frank Estes and his 19th AviationBattalion are not wasting any time. The19th has two CH-47 Chinook companies, an

u l t helicopter company, an OV-1Mohawk plat oon and is picking up the145th Army Security Agency (ASA) Company. While at the 19th I flew one of its CH -47s at low level with a sling load through amost realistic an d challenging trainingcourse.

It's not often that units are commandedby lieutenant colonels. But that's the casewith the 284th Aviation Unit (Air TrafficControl) . LTC Billie Dooley's 284th has aunique and demanding mission. In Korea,there is no host nation air traffic control orregulation for tactical aircraft. Tower support, flight following and regulation are theresponsibility of the 284th and it is doing a

firstclass job even though it has severe personnel and equipment shortages. The 284this officially designated as a battalion levelcom mand and rightfully so Hopefully itsoon will be designated a battalion.

ropic Lighting is its nickname;Hawaii is its station; and Army aviation isone of its most important assets. Of course ,I'm referring to the 25th Infantry Divisionwhich has one of the largest aviationorganizations of any regular U. S. division.The 25th's 3rd Squadron, 4th Calvary, commanded by LTC Mike Harvey, is the onlyactive air cavalry squadron rounded outwith a National Guard air cavalry troop -E Troop, 19th Cavalry. There also is the25th Aviation Battalion, commanded byLTC Jerry Childers. The battalion has all ofits organic assets plus both the 118thAssault Helicopter Company and the 147thAssault Helicopter Company . While the25th Infantry has one of the finest dutystations in the world, its training areas arenot idea l. But , the division makes maximumuse of ranges and training areas on Oahuan d Hawaii. Army aviation assets for the25th are at Wheeler Air Force Base (whichshould be Wheeler Army Airfield) andBarbers Point .

This report would not be completewithout pointing out that COL PaulSmithey and LTC Tony Miklinski have veryimportant Army aviation jobs in Hawaii .COL Smithey is the U. S. Army Support

Keep It Coming To You

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To keep getting the IGESTyou must su bm it the n w DAForm 12 5 dated February 1976.The Adjutant General Publica-tions Center has stipulated thatall pinpoint accounts must be re-newed now or else the subscrip-tion will be cut off.Check with your unit adminis-trative staff for the DA Form12 5. The mailing address andbasis of distribution for publi-cations are shown on the form.

Command Hawaii Staff Aviation Officer.That means he is the big daddy for allArmy aviation coordination on the island.LTC Miklinski coordinates the activities forthe U. S. Army CINCPAC (Commander-inChief, Pacific) Support Group , which is theDepartment of the Army interface for planning with the CINCPAC.

This trip, and others I've made, have surfaced many matters which are discussed under the bullets below. But, before I getinto them, I want to touch on the matter ofthe threat. I am convinced that the overallrecognition and appreciation of the threat,and the tactics required to counter it, havevastly improved amo