Army Aviation Digest - Aug 1975

8/12/2019 Army Aviation Digest - Aug 1975

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UNITED

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

5

U. S. Army Training and Doctrine CommandCOL Norman W. PaulsonCOMMANDER

RMY VI TION

1GESAUGUST 1975 VOLUME 21 NUMBER 8Aviation Logistic Support: The Outlook, MG Erwin M. Graham Jr. 1A100 Kilometer Night Air Assault Raid, MAJ Curtis J Herrick Jr. 4The Mission Is Subdued, CPT Chesley Auten and WOl Douglas O Jones. . . . .. 6Views From Readers 10New Warning light, Cpt Bruce Klosterhoff, M.D 11Aviation Center Symposiums, John Marusich 12The Mohawk Meets New Challenges, CPT Richard P Wolfe 14Standardization Corner 23Tell It All, General Robert J Dixon 24The Safety Department Works, LTPhillip A Barry 32The Case For Water Survival Training, Patsy Thompson 34


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Major General rwin M Graham JrCommanderU.S. Army Logistics CenterFort Lee VA

T ODAY S LOGISTIC system must be improved


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f we must fight with what we have, it s imperative that our combat equipment be finely tuned andour men trained to take advantage of all the capabilities of these combat equipments. In similar fashion,the logistic system which directly supports the battlefield must be modernized simplified and focusedon the combat elements.

Additional factors affect the design of the combatlogistic system. Some are obvious; some are notso obvious. They include: the increase in the complexity of modern weapons systems

the tremendous increase in timely intertheater airlift capability with C-SA andC-141 type aircraft the increasing use of containers in surfaceshipment of supplies the rapid advances in worldwide communication and automatic data processing equipment which permits near realtime transmission of needs from theaterCONUS Continental United States) andrapid assimilation of great quantities ofdata as a management tool the reduction in management echelonsprescribed by the Army Chief of Staff in1973, eliminating the field army and theField Army Support CommandFASCOM) the continuing pressures for budget re

d uctions within the Department of DefenseCombats units located in the forward areas are


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mobility required. This resupply of basic loads is around-the-clock type operation. Darkness is nolonger the cover t has been n the past.Fuel It Bulk petroleum fuel transported inlarge tankers. Using on- and off-shore facilities,these tankers must be pumped out quickly into steeltankage or collapsible tanks ashore. The fuel ismoved forward as rapidly as possible using pipelines,flexible hoselines or large tanker trucks and railroadcars. The closer to combat, the more flexible andresourceful the Fuel t system must be. Compactand mobile vehicles able to traverse rough terrain

day and night are needed to get fuel to the helicopters, tanks and other combat eq uipment whereverthey may be. Helicopter transportable fuel containersare also used to move fuel into the forward areas.Aviators must be familiar with forward area refueling and rearming point (FARRP) operations.It is considered the normal support and is an effective technique to maximize available aviation assets.The support system must be able to provide whatever is required to permit the effective utilization ofthis technique. This was well covered in the article"His What Is Hot To Trot? His FARRP, Man "by Colonels Charles N. Allgood and George J.Merklinger in last month's AVIATION DIGESTEven i f ammunition and fuel have to be airliftedto a forward point, combat effectiveness is increased by allowing more time on stat ion and moreordnance on target. The same principles which applyto FARRPs for aviation units also are applicablefor other weapons systems such as tanks.Fix It With limited resources, equipment must be

7 8 and 9 FARRP operations

7


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--

the raid is what we were todo. It was not completed. Theair mission commander, actingas a weather reconnaissanceship, left the pickup zone (Pl)first. He crossed the forwardedge of the battle area FEBA)before going IMC (instrumentmeteorological conditions). Fortunately, he was able to returnto the Pl. The heavy rain beganat sun set as the aircraft left the

TH NIGHT AIR ASSAULTaid was launched from FortHood, TX, to seize enemy missileguidance equipment at CampBowie, TX, 1 kilometers away.Its purpose was to provide anin teresting training vehicle that

company laager area for the Pl.The rain was so heavy that theflight had to slow to 40 knotsand the pilots had to turn ontheir aircraft s windshield wipersso that they could see the oth eraircraft in the formation. Visualfl ight rules (VFR) conditionswere recorded again at about1000 hours the next day. Thepathfinders, aggressors and controllers were in very wet positions in the objective area. Another difference was that theCH-47 carried three SOO-gallonblivets of fuel. Less than 1,000gallons was needed, therefore,ammunition could have beencarried. Fuel and ammunition inthe same aircraft create peacetime ad ministrative excitement.I doubt that two CH-47s would

intensity high threat) war. MASSTER testing experience and reportsof airmobile uccesses in the 1973Mideast War convinced the pilotsthat assault helicopter company operations in a high air defense threatenvironment were feasible. Ex-

be sent on a raid of that type tosegregate the loads du ring combat. n item not actually donein the exercise was aerial wirelaying. The task is being explorednow. I chose not to speak of theuncompleted portion of the raidbecau se th at fact would havedetracted from the flow of thisarticle.

the company expected to learn toperform the most challenging missions while maintaining the contention that i we can o it at nightwe can o it any time. To ensurebalance across the company, appropriate parallel training was con-


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ir ssaultRaid

Major Curtis J Herrick JrS-3 2 nd Brigadest Calvary DivisionFort Hood TX

A sergeant engaging a target with Redeyeafter he has been alerted by the TADDS box

the flight platoon leaders or battlecaptains who were expected to beable to perform this type of mission in combat would have time toplan. Their duties in a mid-intensity war are considerably more

preparation for the raid the company conducted an extensive nightflying and flight leader trainingprogram. Four-hour low level nightformation training flights were conducted twice a week. These five

flight leader. The platoon leaderswere required to perform bothduties in order to develop them asbattle captains . Their operationsorders were the product of normaltroop leading proced ures emphasiz


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e


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Camouflage paint obscures the C C command and control) bird at the forward CP

Desert camouflage s a tricky problem forwhich training manuals offer very little as-sistance but ingenuity and hard work made


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A system of highlightsand shadows effectivelyblended the mess truckwith the surroundingterrain


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concealment and function, eachtype vehicle presented a uniqueproblem. The mess truck, for instance, had a markedly high profileand thus was positioned at thebend of a dry creek to lower itsprofile 4 feet. As the creek wassignificantly wider at this point, thetruck was positioned adjacent tothe bank and camouflaged to givethe appearance of a mound whichthe creek was flowing around.When the time came to apply thenetting, it was discovered that ithad been rigged for a wetter climate and lighter bunting was notavailable. This was compensatedfor by covering the dark net withlighter weeds and grass, creating asystem of highlights and shadowswhich effectively blended the structure with the surrounding terrain.This system was quite effective forall but the fuel trucks.There was a need for a 2 2ton truck to make mess and supplyruns and still be camouflaged insuch a way that it could be drivenin and out of the area without

Initially, the responsibility forcamouflaging had been given tothe crewmen of each vehicle. Theywere told to back off between 25and 50 meters from time to timeas they worked in order to determine what would be necessary tofurther blend their netting withthe surrounding terrain. When theircamouflage was found to be lessthan what was desired, the operation was reorganized. Two jeepcrews with binoculars to observethe work were dispatched-one tothe high ground 3 kilometers southwest and the other to the highground 5 kilometers north. Thevehicle crews were then combinedto form one detail. An officer wasplaced in charge and provided witha PRC-77 radio to receive instructions from the distant jeeps. Thisadditional perspective enabled thedetail to convert the draped netting into effective camouflage.The observers quickly discoveredthat any sharp angles or pointscreated by the tent poles supporting the net would give the whole

The troop s aircraft were positioned much in the same fashionas the vehicles with considerationto assure platoon integrity butcamouflaging the aircraft posed amore difficult set of problems.The main rotor and vertical stabilizer were too tall to includeunder the netting and sufficientlow ground was not available toconceal 28 aircraft. These itemshad to be left exposed. Notwith.,.standing, when the fuselage andtailboom were properly netted, theaircraft outline was sufficiently interrupted so that it was not readilyvisible from a distance.The pattern painting already present on the aircraft assisted greatlyin obscuring the exposed portions.The main rotors were secured parallel to the ground and 45 degreesto the aircraft fuselage in orderto lower the profile and providea symmetrical outline not visiblefrom the air. An unwillingness tosacrifice aircraft scramble time prevented adding foliage to the netting, but the experimental netwhich had been issued specifically


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V JEWSROE DERS

(

Sir:Request the information concerning the new TRADOC Pamphlet 350-34 Educational Video Tape Catalog,be published in the DIGEST.In concert with the Army serviceschools the Training Aids Manage

ment Agency has compiled a catalogwhich lists and describes educationalvideo tapes available to Army trainers. The video tapes se lected for inclusion in the new catalog were selectedespecially for Army National Guardand U.S. Army Reserve training. Section D of the catalog lists video tapespertaining to aviation which were pro-:duced by the U.S. Army Aviation Center (USAAVNC). Information abouthow to obtain the video tapes listed isprovided in the catalog.

A copy of the catalog or additionalinformation about the new catalog isavailable from Training Aids ServicesOfficer USAAVNC, Fort Rucker AL

anchor the top zipper in place butthis involves some intricate work andcould be dangerous.There is another solution which is

much simpler to devise and more convenient to use. Both zippers on the flyof the trousers have attached a tab approximately 21/2 inches long. This tabis a piece of nylon ribbon which hasbeen folded and sewn close to the zipper to form the tab. f the two freeends of the ribbon on the top zipperare sewn together it will form a loopwhich can then be placed over the button at the top of the fly of the trousers

prior to buttoning. This will anchor thetop zipper and prevent it from slippingdown. The bottom zipper can still beused for stand-up type activities andthe top zipper with the loop can be removed easily for complete removal ofthe trousers .Hopefully with the introduction of thenew NOMEX this problem will notexist. In the meantime, this suggestionmay help eliminate a frustrating andsometimes embarrassing problem.

Major Edwin R. ClubbU. S. Army Aviation CenterFort Rucker

gorski s corner


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N W W RNING LIGHTa drugstore hazard CPT Bruce Klosterhoff M D

L ike anyone else, Army aviatorsoften can be found wandering through a drugstore sneezing,staring through watery eyes andwiping their dripping noses, exhorted by wives or friends to trythis or take something forthat. Most physicians have largeenough patient loads that theyare grateful not to have their waiting rooms jammed with commoncolds. Not so with the flight surgeon-for over-the-counter drugstore remedies, and not just coldpreparations, contain a variety ofchemical compounds that are notcompatible with flying proficiency

There once was a pilot named Sam,Who awoke feeling not worth a damn,He treated himself,nd got put on the shelf,Cause he flew and wound up in a jam.

cold contain a group of chemicalsknown as the belladonna alkaloidswhich have a drying effect on irritated mucous membranes of thenose and respiratory tract. Butthey also may exert dangerous ef-fects upon the aviator's eyes. Theydilate the pupil of the eye andparalyze the ciliary muscle of thelens which may cause the personto experience photophobia (an inability to face bright light) or alsoblurring of his near vision. Eithereffect could severely impair theaviator s performance.The aviator who suffers frommild hay fever may seek to con

ces such as confusion, irritability,motor incoordination and evencoma.The most dangerous medicine ofall is the one that is prescribed bya physician for someone who then,with good intentions, offers it toan aviator friend as a sure curefor what ails him. The catast rophic possibilities are unlimitedone just might treat his cold witha heart pill, a sleeping capsule, atranq uilizer or a hormone thatcould suddenly incapacitate apilot.

To the pilot: Utilize your flightsurgeon. Let his office be your


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viationCenter ymposiums John MarusichStaff WriterL ast month the u s ArmyAviation Center, Fort Rucker,hosted the first of three consecutive monthly symposiums. Theyare intended as mediums for theexchange of information and ideasamong developers, manufacturersand users of Army helicopters.

The theme of the July conference - staying power - emphasizedthe need for Army aviation unitsto improve their ability to sustainaround-the-clock combat operations. Objectives of the symposiumencompassed. Gaining cognizance of current aviation equipment, tacticsand training that contribute toincreased staying power for Armyaviation Identification and collation of

maj or deficiencies / operationalproblems Provision of an overview ofnear-term equipment for the conferees to consider Expression of immediate military needsThe nearly 200 persons attending represented the aviation industry , civilian and military researchactivities and military personnelserving in key aviation positions.

Three main topics important tostaying power, and on which thesymposium centered, were tactical

helicopters were designed for fixedwing aircraft and function effectively only in forward flight. Mod-ifications, improvements or adoption of new instruments and systems will be necessary if the helicopter is to perform decisively withthe combined arms.Major General William J. Maddox Jr., Aviation Center commander, pointed out during his welcoming remarks that both aviationdoctrine and training are improving. But he cited equipment inArmy aircraft which is outdatedand does not perform functionsnecessary to permit modern combat tactics around-the-clock. WhatsymposIum participants learn andhow they react to it will directlyaffect the immediate future ofArmy aviation.Presentations made during theconference are shown in the figureon the opposite page.

This month the Aviation Centerhas hosted a Tri-Service 2.75 InchRocket Symposium. Representa


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Staying Power PresentationsU. S. Army Aviation Center

Threat U.S. Army Aviation Center Night Training Test Nighthawk) Tactical Scenario Tactical InstrumentationU. S. Army Electronics Command Navigational Systems Optic-4, stabilized terrain optical position sensor STOPS), experimental vehicle avionicsresearch EVAR) 4Q Flight Director


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Theoh vvk

PT Richard P Wolfeu.s. Army Electronic Proving GroundFort Huachuca AZ

ee t s evv hal lengesI T WASN'T LONG AGO thatthe cover of darkness was nolonger secure to the elusive enemyin Southeast Asia. Each night thelow-pitched drone of an aircraftcould be heard above the valleysand plains seeking out and reporting activities which used to becamouflaged by the coming ofnight. The OV-I Mohawk, usingside-looking airborne radar SLAR)and infrared line scanner IR),could pinpoint vehicle movementand hot targets for tactical intelligence as well as timely direction of tactical air and groundfires. During daylight hourscamera systems were used for damage assessment, route and areareconnaissance. The U.S. Armycan be extremely proud of therecords of success of this aircraftand its crews.

accuracy. These improvements areavailable in the new OV-ID airplane. Conversions of the oldermodels to the OV-ID are underway.

During the past several years anew challenge has given theMohawk an opportunity to demonstrate a number of new applications in the fields of geology, topography and hydrology.The U.S. Army Corps of Engineers requested OV-ID SLAR sup

port in California to evaluate thesystem for use in geological studies.Mohawk aircraft were provided tothe Corps of Engineers to demonstrate SLAR during training missions. The results proved thatSLAR could be used as an excellent tool for mapping the surface structure of the earth. Aninherent capability of SLAR is

These first t raining missions alsodemonstrated the capability ofmosaic mapping by SLAR of largeareas at relatively large scales, 1to 250,000.

Due to the success of thesedemonstrations, additional targeting was requested. Areas arounddams and reservoirs were of primary interest. It was noted thatthe SLAR could see fractures orlinears in the earth's surface thatwere difficult to find with photography and ground inspection.These linears indicated many thingsto the geologists, some of whichpointed out areas of unstable conditions which may prove detrimental in the construction of dams,roadways and bridges.

In areas where structures werealready standing, SLAR imagerymay indicate weak spots where


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TYPICAL DRAINAGE PATTERNSDEVELOPED IN INTRUSIVEIGNEOUS ROCKS

RECTANGUL AR DRAINAGE INDICATIVE DENDRITIC DRAINAGE INDICATIVE DISSECTED MARINE TERRACEOF METAMORPHIC ROCKS OF SEMI-CONSOLIDATED FORMATION

This imagery at La Jolla C is a classic example. Becauseof the controlled illumination of the target by the SL R thefeatures on the surface can be enhanced to give thegeologist a better look at the topography of the area

of numerous areas within thecorps responsibility. In the monthsthat followed, OV-ID aircraft successfully flew missions in Alaska,Montana, Washington state, California, Colorado and Texas. Thelargest SLAR target flown to dateis 48,000 square miles of areaaround the Fort Peck Dam andReservoir in northeastern Montana.Two OV-ID aircraft flew 90 hoursin the accomplishment of this target. High winds at altitude caused

put together to form a mosaic mapat a scale of 1 to 250,000. TheCorps of Engineers was quite elatedat the results of this target; itprovided an excellent demonstration of the precise tracking capability of the Mohawk using theinertial navigation system. Preliminary analysis of the imageryrevealed a number of linears inthe earth s surface previously unknown and unmapped.It must be noted that the SLAR

erage and near all-weather operation, as well as its ability toprocure excellent terrain mappinginformation, gives the investigatora wide overview and an opportunity to pinpoint areas for morethorough investigative studies.

In April 973 torrential rainscaused great damage to the floodcontrol system and property surrounding the Missouri, Mississippiand Illinois rivers in the centralUnited States. The Corps of En


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weather was extremely poor withlow ceilings and heavy rainfall,making aerial photo inspectionsof the area almost impossible.An OV-ID aircraft flew the areawith SLAR and obtained somevery good quality imagery in spiteof the poor weather. The SLARimagery very clearly indicated areasof dry land and water. This differentiation allows the hydrolygistto locate the areas of maximumwater inundation, enabling him tomake quick and accurate estimatesof water coverage and damage.This imagery also pointed outtrends of flooding in areas whereflood control dykes were beingbreached by the swelling rivers.The success of this mission demonstrated the timeliness and adaptability of using SLAR equippedaircraft to aid in this most important facet of airborne damageassessments.The Canadian government, usingthe same type of SLAR as in theOV-ID aircraft, experimented withthe detection of i e in navigablewaterways in 1972. NASA National Aeronautics and Space Administration) Lewis Research Center at Cleveland, OR also con


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pers do not receive sufficient information on these ice conditionsto allow safe passage of thesewaterways from December throughApril. Great amounts of raw materials needed in the steel andother industries must therefore bestockpiled in order for continuationof production at plants normallysupplied by shipping. This stockpiling is quite expensive and necessitates a slow down in the industry during this period.Shippers agreed to participatein the Winter Navigation Extension Program on the Great Lakesand Saint Lawrence Seaway sponsored by the Corps of Engineers,V S Coast Guard and NASA.It was suggested that by providing timely and accurate ice information to the shippers, theshipping season could be safelyextended from the normal December to April closing period,thereby, realizing significant flowof materials during this normallyclosed shipping time.The V S Army ElectronicProving Ground at Fort Huachuca,AZ, was asked to provide OV IDaircraft and crews to support theextension operation. Working di


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Imagery received on the SS Roger Blough t lnore carrier on which a SLAR data link was installed. The ship was located about 22 NMnorthwest of White Fish Point; good imagery wasreceived by the ship as the aircraft passedDetour Passage over 100 NM from the ship

in these adverse conditions. Icingand minimum ceilings were anever-present problem. During aperiod of more than 90 days nosignificant maintenance problemswere incurred on the OV 1 aircraft or systems.The radar imagery was given to aNASA ice interpretation team assoon as the aircraft landed. Theinterpreters annotated the imageryand then transmitted it to concerned agencies as well as to shipson the Lakes by facsimile and radiotelephone. The ship captains couldthen look at the information andmake decisions on courses to followthrough the ice.Time lag between the flight ofthe mission interpretation and an

to the ground station on the shipsgiving the captains a near realtimepresentation of ice conditions alongthis track.The success of the SLAR operation during the Navigation Extension Program demonstratedagain the tremendous flexibilityof the OV-ID surveillance system.The consistant day-to-day targetcoverage under adverse conditionsand the quality and timeliness ofthe SLAR data provided theCorps of Engineers with a database for determining future operations to aid winter navigation.The SLAR provides a wide fieldof view to the investigator so thathe may narrow down his area ofinterest and then apply several

Location of undergroundmaterials i.e. buried pipestrenches archeological ruins Crop and vegetation diseases Location of geo-thermalpower sites Agricultural drainage patterns Concentrated hot spotareas of forest firesA demonstration project wasundertaken in northwest Texas todetermine the location of saltsprings which were causing thesaline content of several rivers tobe above acceptable levels. Flying

a combination of different altitudes and times of night the OV-l.aircraft pinpointed a number of


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General land usage studies have been conducted in An entire photo study of Fort Carson was made to aidmany areas of the country. Aerial photography pro- in determining land usage and impact on the envi-vides an excellent tool n detailed analysis of urban ronment by military operations. Notice the numberand agricultural development. The photo was taken of crossing vehicular tracks in lower left corner ofduring an investigation of industrial utilization in Ari the photo. This study has proven successful and willzona and s a portion of a copper smelting operation aid in future data collection operations in this area

Although aerial photography is an plement studies by SLAR and IR onstrated the great flexibility andold established tool many new and has given excellent compara- reliability of this equipment asdevelopments have come along tive data . well as the ingenuity and pro-which have greatly enhanced the Use of the Mohawk in these fessional ism of Army aviation.capabilities of the operat ion. These new areas of civil works applica- Success achieved in utilizingnew developments have mainly tions has demonstrated the bene- military reconnaissance techniquesbeen in the area of films and fits of aerial remote sensing for and equipment to help solve in-processing. Improved films help engineering as well as ecological vestigative problems in the civilto define more precise data within studies. Although a great amount works field has pr9ven an excitingthe area of study. By using special of data is being obtained by satel- and satisfying challenge to all whocolor and black and white films lite programs it has been deter- have participated.and filtering narrow portions of mined that it is still necessary to Lessons learned from participat-the spectrum can be enhanced and investigate relatively small areas ing in such a wide variety ofunwanted information can be at- of interest with systems carried by unique and complex remote sensing


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ontinued from pagenized the three-level structure by revising maintenance allocation charts.

The figures on pages 2 and 21 present the aviation support center as it might appear in a normalwartime configuration. It consists of a headq uarterselement, two to five aviation intermediate maintenance companies AVIMs) and a transportation aviation support company (TAS). The aviation center isnot necessarily located all at one place. The centerheadquarters, one A VIM company and the aviationsupport company will most probably be locatedtogether at or near a major airfield capable ofreceiving and discharging C-141 and C-5A aircraft.

The aviation center structure is viable in bothpeace and war, and can be varied from companysize to group size by addition or deletion of unitsand cellular teams. The center provides to frontlineaviation elements: the capability to handle overflow require-ments the corps backup of repair parts a collection and cannibilization capability the highest degree of technical expertisefor the aviation equipment in the corps;this talent is made available to all combatcommanders the natural technical channel to A VSCOMGet t There Quick and efficient transpor tationresponse is mandatory to make the logistic systemwork. Food, fuel, ammunition and major end itemsconstitute the major resupply tonnages required to

support a force in a combat theater. These will be

Combat Logistic ManagementFEBA

x

Corps Tech. Ctr.AVN, CE, Svc, ArmamentWheeled TrackVehicles Vehiclesx X L . - - - - . . . . . j ~ - - - - - - - - - -

Area CommandTAACOM)Shoreline of Continent


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resupply within the theater of operations. Air Cushion Vehicles ACV) are being developed to rushsupplies from ships off-shore to shore-side depots oreven directly to divisions at 5 miles per hour ormore. New heavy vehicle transporters and containercarriers will vastly augment tonnages handled byroad, while helicopters move even 155 mm howitzersdirect to their firing positions.The support system to achieve the basic conceptsof Arming It, Fueling It, Fixing I t and Getting ItThere is characterized by: Reduced management echelons Only divisionand corps support commands will be involved withcombat logistic management. Standard automaticdata processing systems are used as managementtools for supply, maintenance, ammunition andtransportation actions. The corps is a logisticalentity, sending requisitions directly to the CONUSwholesale base. In a multicorps area, the theaterArmy headquarters will manage a few critical supplyitems and intercorps transactions only, and a TheaterArmy Area Command TAACOM) may direct port;beach operations and thru-put to corps. inimum supply levels In an overseas area,there will be no more than 3 days of supply onthe ground with 2 to 3 days in the combat brigades,3 to 5 days in the division and the balance of 22 to25 days in the corps. Airlift of critical supplies This primarily involvesthe repair parts previously mentioned.

ICOMMANDELEMENT

Center Headquarters

CENTERHQ

ADMINLOGISTICBR

Aviation Intermediate Maintenance AVIM) Company

IOPNSINTELBR


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Transportation AviationSupport TAS) Company

I I Ico FUELQ

ND CFTOIL COMPANALYSIS COLLECTSEC POINTACCP)

Surface lift will be containeriz ed The containerswill be moved as far forward as possible in thecombat area before being emptied and recycled.Everyone can expect to see these big packagesand efforts are underway to assure that we have thecapability to handle them. Resupply will be based solely on combat needsThe support system will be lean and mean. It willnot accept unessential supplies. Mountains of supplies which are not required to sustain the' combatforce will literally choke the system.

ovement of maintenance support forward Materiel that has been damaged will not flow to therear if it can be fixed forward.

T S

I ICFT

SSEMANDRETROPOINTAARP)

-IAVIATIONSUPPLYPOINTASP)

- - - -1_1.._-,I DEL II ND II EV C II SEC IL ___ .J

the willingness to accept prudent risks. In orderto provide maximum resources to the combat elements-the tanks, artillery and attack helicopterswe must have a support system as efficient as humanly possible. We must seek the most effectivetotal force in the combat theater.Details, to be described in field manuals andTOEs (tables of organization and equipment), plusequipment required to implement the evolving logistic system just described, are being written in appropriate documents this year. Full implementationArmy-wide with all the required functional guidanceand equipment must be accomplished as quickly aspossible


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ANNUAL WRIT '75 is over '(We'll pause while you examgivers and takers shout, Hallelu-jah ")Each year the Army AviationAnnual Written 'Examination re-sults are analyzed to identify weakareas and possible ways to improvethe next year's exam. We'd like touse this month's Corner to sharesome of those findings with you.Some, of y ?u may be interestedin knowing now you compare withthe other 22,000 or so aviatorswho took the'exani. P e r h a p s s ) m ~of the information will be helpfulto you commanders and instructorpilots in developing your refreshertraining programs.We'll confine our comments tothe I l i g l \ l 1 l i s s areas of the exam,i.e., those questions which wereanswered incorrectly by 25 'percentor more of the aviators. lhe prob., .len;t posed by each question willbe' presented, followed by the rea

~ m O n errors) for the high-

ST ND RDIZ TION ORNERcopter operations (para 4-26d, AR95-1).Problem Determine if a particularairfield can be designated as analternate airfield 'on an IFR flight.Common E r r o r s ~ Failure to reduce visibility req uirement for helicopter operations(para4-26d, AR 95-1). Failure to apply other thanU. my/Federal Aviationa:tion FAA)dures" criteria (para'thru (4), AR 95-1). Failure to apply nonstanaardalternate minimums when ap

Rlicable (para 4-24c (1), AR* 95-1, and appropriate FLIP(Flight I n f Q r I I l ~ t i o Publica-i tion). 0< Instrul e, proachProcedures Boo Problem: D e ~ e r I n i n e th ,

of fuel required for an IFRError: Failure to addte fuel reserve for IFR(para 4 - ~ , 95-1).Problem: Det ine mInImum

;faNAVAID (navigational aid).Common Error: Failure to notethat H facilities broadcast continuously (meteorological data,FLIP, or para 16-13c, TM 1-300).

P r o b l e m ~ Determine Vile . [maxi-'mum permissible airspeed - indicated] from aircraft performancecharts.Common Error: Reference to trueairspeed instead of indica, airspeed.Problem: From aircraft performance charts, determine the indicated a i ~ s p e e d for maximum range,and calibrated torque required forthat airspeed. , .Common Errors: ' Reference to w r o ~ pitot tube 'position table, ', i.e., nosemounted versus roof-m'Ounted.

~ t e r ' ~ n ~ = e to true airspeed inof indt ated airspeed. Reference aximum endur-ance airspe t e a ~ of maxi-mum range airspeed'.Problem Determine the proper pro;"


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~ I R C R F T ACCIDENTS are usually caused by aJ \.. mistake or a combination of mistakes. People-design engineers, maintenance specialists, aircrews,or supervisors-make mistakes. Accident preventionis essentially a matter of eliminating these mistakesand guarding'against other errors.

The reason for an accident investigation is accident prevention not to place blame. Accident causesare identified in order to prevent the same mistakefrom happening again.Accident investigations are totally dependent onaccurate information. Information comes from physical evidence and statements of witnesses. Often,there 'are gaps in available data. Data can also leadinvestigators astray. Not much can be done aboutphysical evidence-it is either there or t is not.Fortunately, trained specialists can get a lot ofinformation from a very few pieces. Occasionally,this is enough. Usually gaps have to be filled inby witnesses-people.This,brings me to the point that I want to stress

again the need for timely, accurate and completereporting by people with knowledge of any inform a-

from T C TT CKGeneral Robert J ixonCommander, Tactical ir Command

tion that may have anything to do with an accident.Let me cite a recent example. After an aircraftaccident investigation board concluded and submitted its report, rumors about self-medication on thepart of an involved crew member prompted the' unitcommander to conduct additionat inquiries. Finding that the rumor did have some basis in fact, theaccident board was reconvened. While the new factsdid not change the accident cause factors, the boardwas able to dispel rumors and conjecture s topossible causes of the accident. In this instance, ifpeople had come forward and volunteered the information at the beginning of he investigation,valuable time and manpower could have been saved.or some reason, they did not come forward initially and the pertinent facts were not learned untilthe board reconvened.What we need to get at is the for some reason.Apprehension, fear of reprisal, fear of incrimination?To allay such fears, I emphasize one important facetof aircraft accident invest igation-the area of privileged information. In order to ensure that peoplecan provide truthful, accurate information to aircraft accident investigation boards, all information


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collected by the boards is treated by regulations-as privileged.Information so provided cannot be used as evidence

for determining misconduct, disciplinary action orpecuniary liability. t cannot be used in a FlyingEvaluation Board. Another indication of the importance of total candor is the fact that witnessesbefore an accident board do not testify under oath.No one should evaluate the significance of a particular piece of evidence to an accident investigationand decide to withhold it. Evaluation is the board sjob. The board needs all the help w can give.Every bit of information contributes and the boardneeds all that is available. Fitting thepieces togetheris their business.

It is true that w can conduct s p r t ~ i n v s t i g -tions if facts indicate there may be cause for administrative or disciplinary action. However, witnessstatements provided to an aircraft accident boardcannot be used to determine these actions. Even so,there are some basic realities to face. the first isthat w have to know what happened to protectourselves and others from recurrence. We are pro-

fessionals and w must treat accidents as profes.sional-not fraternity-work. f people volunteer thetruth to an accident board and there is concurrentor subsequent, separate reason to consider administrative or disciplinary action as a result of the admission, T AC is oriented n favor of the man whoadmitted his mistake we can ,trust a man who madean honest mistake and admits it-he is, in fact,proven human and proven professional. He is oneof us. An undisclosed mistake or willful violationis an action against our profession-against oureffort to save lives and preserve resources. TAC sresulting orientat ion is very different.Back to my point-we need timely, accurate, andtotally truthful repqrting-to withhold information ordisguise facts could lead an accident board to reachegone.o,ls conclusions. Inadequate corrective actionbased on misinformation could result in more-andperhaps avoidable-accidents. Do not wait to becalled for information. Volunteer i t-and tell it allthe way it is. This includes your knowledge of anindividual's personal traits or faults-even if he isyour fellow airman. Remember-you could save hislife-that of another-an airplane-or your own life.

< 3 ~ ~


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night the aviators were able toexperience various levels of moonlight. Occasionally they flew routesthrough the light of flares thathappened to be illuminating targetsin a nearby impact area. All thesetraining missions ended with adebriefing and a suggestion period.As a result of these give and takediscussions, many innovat ive ideaswere recognized and evaluated.

A Huey with pantyhose salvaged parachute) makesfamiliar shiny parts and shapes harder to recognize

Raid Planning: After his mis-sion analysis the flight platoonleader arranged his tasks in a

r ~ r s seq uence order and con-suIted the moon schedule. He thenjoined the ground commander toassist in developing the mos t im-portant facet of the mission: theground tactical plan. They usedfaPliliar ranger patrol planningtechniques as an easily understoodvehicle for developing the raid plan.The characteristics of routes, dangeraas, actions at the objective andpassing of friendly lines are similar.Of these, actions at danger areasalong the flight route were givenspecial attention. An estimate wasmade to determine courses of ac-tion for each unavoidable dangerarea that would shift the oppor-

ontinuedfrom page

Each night s mission was requir-ed to have a ground tactical plan,a landing plan, a flight route planand a loading plan. Pathfinderswere used to provide terminal guid-ance alternately 5 to 8 kilometersshort of the landing zone LZ)

The heavy left and right forma-tions offered the most flexibility.The pilots flew as close to theground as visibility permittedthis was usually from skids on thetreetops to about 200 feet. Ade-quate visual contact with theground was difficult to maintainat altitudes above 200 feet. yflying roughly the same time each


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The operations section and theother support activities were hiddenfrom sight between the flight platoons. Their antennas were remotedat least a kilometer to provideprotection from enemy artillery.The enemy as a standard proced ureuses radio direction finding equip-ment to find transmitter locationsfor artillery targets.

A camouflaged maintenance shelter operations center with wheels

Telephone communications wereused as a primary means of passing messages to the flight platoonsand battalion. Messengers wereused as an alternate communication means. Company aircraftquickly laid the wire between thedispersed command posts. A portable maintenance shelter was usedas a ground mobile and air transportable operations center. t permitted careful planning during thehours of darkness and inclementweather. This system with its remoted radio package can be movedby a UH-IH helicopter along anaxis of attack not supported bya road line of communication.

tunities of success into their favor.Full advantage had to be taken ofthe capabilities of the aircraft andof the available fire support. Shouldthe fligh t sneak down a gully oneaircraft at a time, or should theentire flight dash by at full speedslightly above the treetops?

Rehearsals were planned on thebasis of a map study while waitingfor Army and Air Force aerialphotos. Maximum advantage wasto be taken of the moonlight inorder to fly lower and to navigatebetter. Since the objective was nearthe edge of the UH-IH Huey sfuel range, the air mission com

of its 130 mm gun. Our directsupport maintenance was simulatedto be 50 miles farther to the rear.Preferably the company laager areawas sheltered from direct visualand electronic observation by theenemy.In the 3-square kilometer areaassigned, the company was responsible for its own local securityand air defense. Infantry and airdefense units usually will have higher priority tasks than supportingan aviation company.Dispersion, camouflage, discipline and a unit fire plan were usedto develop a passive air defense.

The aircraft were placed in hoverholes small area which requireshover out of ground effect for


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Displacement of the 2 300-pound operations centerWatch that downwind takeof f on a hot daylanding at least 15 meters apartalong the valleys. Aircraft return-ing at night were parked in openareas until they could be movedto their dispersed positions at firstlight. In this spread out situation,sound, light and wire signals wereused to pass information concern-ing meetings, enemy activity andscrambles.

aircraft s characteristic outline anddisguising its operational status areeffective against high altitude pho-tography. This can be done bycovering the glass, by not aligningthe blade with the aircraft s axisand by placing an irregular coverover the geometric shape of thetailboom. An extra touch of plac-ing a tree next to the fuselage willfurther break up the outline.Against a low level threat suchas a drone the aircraft must behidden from view. This can be ac-complished by towing the aircraftinto a treeline and heavily embel-

over. f possible the aircraft shouldbe painted with a nonreflectivepaint in appropriate camouflagepatterns.The discipline aspects of a pas-sive air defense require the wholeunit to pull together in creating thedesired appearance. Carelesslyplaced vehicle tracks or paths madeby lazy individuals crossing openareas can draw attention to anotherwise well camouflaged area.Perhaps the most common ex-ample of poor discipline is theparking of an uncamouflaged air-craft adjacent to a carefully con-cealed command post. In this situ-ation a dropoff pad should beemployed several kilometers away.When employing the many camou-flaging techniques it is essential toremember that the same tricks willnot fool an intelligent enemy allof the time.Rigid passive air defense pro-ced ures should be employed inorder not to attract the attention ofenemy aircraft in the area. Whendiscovered, the unit should act oncentrally issued commands to re-turn fire. Unfortunately, the many

Carefully marked paths wereused to assist in finding the air-craft in the dark. Usually two menof a crew of four were left witheach aircraft to perform mainten-ance and to provide security. When


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tion study. They avoided the enemypositions and native habitation asmuch as possible.

pathfinder directed pickup of the 1 200pound TOe wheels

Time-distance and dead reckoning techniq ues were used as theprimary navigation means. Secondary advantage was taken of friendlyand enemy navigation aids. A release point was designated at aprominent bend in the railroadtrack adjacent to a highway linking two towns. Pathfinders markedthe terminal guidance point 7 kilometers short of the objective. Theyguided the flight with a light gunand a 10-pound automatic direction finder ADF) beacon. A frequency modulated FM) radio wascarried as a backup homing capability. The pathfinders had moved12 kilometers overland from theirparachute drop zone to reconnoiterthe tactical laager area and to operate the terminal guidance point.

an enemy air strike away, Redeyeshould be employed as a golf bagweapon by the company operationspersonneL These individuals whoare available on a 24-hour basiscan learn to effectively fire Redeyefrom reading the instructions andconsiderable dry firing. By monitoring a target alert data display setTADDS) box linked to a nearbyforward area alerting radarFAAR), they can move quicklyto their firing positions when theTADDS sounds a warning. Thesegunners should fire only in defenseof the company on the order of

enemy visual and electronic observation, the flight hoped to crossthe forward edge of the battle areaFEBA) undetected under the racketof combined arms deception effort. A vees-of-three formation waschosen to aid control during thelong flight to the objective. In lowlevel flight each aircraft should begiven a specific format ion posit ionto fly in order to avoid confusion.The CH-47 helicopter led the lastvee with the AH-l HueyCobras onthe flanks. From those positionsthe Cobras could engage unexpected air defense weapons long enough

Actions in the Objective Area:Actions in the objective area beganat the release point. There theflight leader signaled the flightwith his rotating beacon to moveinto the heavy left assault formation. That formation was chosen


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The 1 200pound mobile container wheels arebeing readied for the manpower pull of the maintenance shelter operations center into the woods

Hours before, the pathfinders hadverified the pre-mission map andphoto security analysis of the laagerarea. They then emplaced a colored l ighting system to mark recommended aircraft parking positionsfor the refueling operation andsubsequent wait. To enhance security the flight leader shut downthe aircraft engines after all thecraft had refueled. In the dispersedaircraft park crewchiefs with machineguns were sent out to perform listening post duty. Light andwhistle signals were used for alert,assembly and takeoff communications. About two minutes were reqJired to prepare the CH-47 forrefueling operations. The fuel wascarried internally in two 500-gallonblivets. I t was pumped from theback of the aircraft by a forwardarea refueling equipment FARE)system pump and filter unit andsent to two hot refueling points ata rate of 50 gallons per minute.Twelve minutes were required torefuel all the mission aircraft including the Cobras. The 1,000-gallon internal fuel load of theCH-47 would have permitted thecarrying of 4,000 pounds of am

targets included a reserve tankcompany parked fender-to-fender3 kilometers away and suspectedair defense sites near the objective.The pilots expected to neutralizethe tanks by shooting 40 mm dualpurpose ammunition and 2.75 inchhigh explosive antitank HEAT)rockets at their lightly protectedengine compartments while pinningthe crews down in their sleepingquarters with fleschette rockets.Air Force aircraft could have beenused more effectively against thetanks. Concurrently, the troop aircraf t flew below the lip of a ridgethrough a saddle and along a dirtroad to the objective. There the

ground probably will land withinrange of the enemy's highly effective antiaircraft weapons.

Tactical aager Area: The tactical laager area in the enemy'srear area was used for security andfor fuel conservation purposes.Nonessential circling and crossingsof the FEBA were expected to unnecessarily hazard the aircraft andgive away the location of the raid.On this raid the attack helicoptersaccomplished their preplanned firemissions and then waited on theground in the laager area for immediate calls for fire. The assaulthelicopters flew low level to the


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The raid progressed well. Oneimmediate fire mission was calledto destroy a vehicle that was moving toward the objective area withits headlights on and the aggressiveinfantrymen completed their mission early. When the aircraft werecalled for an early pickup a rotating beacon signal was used to direct the flight to crank its engines.As the outposted crewchiefs reached their aircraft, the aircrafts running lights were turned on. Whenall the lights were on, the leadaircraft flashed its rotating beaconagain and in 1 seconds the flightlifted off. Since much of the element of surprise was lost for theextraction, the flight suppressed its

way into and out of the pickupzone with door gun and attackhelicopter fires. The CH-47 carrying the pathfinders rendezvousedwith the flight on the route backto friendly lines.Since the return time to theFEBA could not be exactly estimated, the flight relied on preplanned procedures for the passageof lines. An appropriate code wasset on mode one of the transponders in all the aircraft to identify the flight as it entered friendlylines. Care was taken to ensurethat a normal transponder setting was used. f radio transmissions had been permitted the flightcould have requested an update on

CH-47 Two Point Hot Refueling SystemfuelF RE hose.ammo

7,500500

3,750

11,750pounds

the enemy situation as they returned . High freq uency radios couldhave been used for this purposeand to send reports as far away asthe objective area. FM communications were limited by their line ofsight characteristic when the aircraft were flying close to theground.Debriefing: Once inside friendlylines the complete flight was haltedout of artillery range for a debriefing of all the ground and aviationparticipants. This prompt rehash ofthe action captured most of the observed information. Postmissiongatherings provide the best opportunity for surfacing mission problems and ensuring that advantageis taken of lessons learned. Afterthe aircraft have been released totheir parent organizations, furtherquestioning is difficult to accomplish.The completion of the raid es-tablished that the company hadachieved a plateau of night terrainflying performance that was essential for readiness. By allowing thejunior leaders to develop the operation and to make their own decisions, a great deal of learning


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e ~ ~U S V S

he safety departmentcreates an

atmosphere ofsafety consciousnessnever before possible

in all facets ofoperation

Lieutenant hillip A Barry


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:VER THE PAST YEAR, the safety departmentconcept has proved successful in attaining thesafety goals of our squadron. Primarily, this is evi-denced by completion of a year and a half of acci-dent-free flying while completing all training requirements. This includes over 40 000 hours and over 600student carrier landings. There are, however, othermore subtle achievements which underlie this ac-complishment.

The command has been able to use the safetydepartment as a management tool to accomplish adesired goal rather than use the safety officer as aspecial assistant to stamp out brush fires or asan ineffective one-man crusade for safety. n short,the safety department concept has permitted oursquadron to make safety a business. The fol-lowing are specific areas of achievement with noteworthy advantages.

Quality Assurance/PMCF postmaintenance checkflight). Whenever the safety department concept ismentioned, the first objection, inevitably is takingQA out of the maintenance department. The operation of QA within the safety department has func-tioned smoothly with no major problems. t hasoperated as a very effective check and balancesystem. The training programs, COl supervision,safety UR reporting, etc. all operate as effectivelyif not more so than before. The QA personnelseem less reluctant to actively pursue a problemwithin the maintenance department now that they

part

levels. The commanding officer through recommendations from the NATOPS and safety officers canmore effectively utilize personnel and assign billetsbased on an individual's knowledge, experience, andperformance on NATOPS/instrument checks andexams. This objective information can be of greatassistance to the command when assigning such keycollateral duties as PMCF, membership on NATOPSand instrument boards, etc.

Ground/Industrial Safety Officer The first im-provement in this area is an active participation andinterest in the Enlisted Safety Council. This bringsto light some problem areas which might not otherwise surface. The second improvement is the recentimplementation of a motorcycle safety course whichhopefully will reduce the annual toll in lives takenby motorcycles.

Safety Information and Education Officern his capacity within the safety department, he has

been able to disseminate current, applicable safetyinformation to pilots through a series of periodiclectures. Included are such items as past and presentaircraft problem areas, procedural techniques relatedto safety and general safety information.

Records and Reports Officer The creation ofthis billet within the safety department has allowedthe safety officer to pursue other managerial re-sponsibilities. This billet performs the research and,with assistance from QA, compiles information andprepares safety UR / lncident reports which are sub-


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W TER SURVIV L TR INING


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(Course No. S-D86-A), Homestead, FL. This schoolis doing an excellent job of assisting Army aviationin our training. Quotas are allotted to CO, TRADOC,by the Air Force Military Personnel Center; Training,Pipeline, Management Division; Randolph AFB, TX78148, for suballocation. TDY travel expenses arethe responsibility of the unit to which the individ ualis assigned and each student is responsible for hisspecial clothing and equipment required by theschool.This school provides instruction in the proper useof personnel equipment, flotation equipment and accessories in the Air Force inventory. Instruction isalso given on personal health, foraging at sea, andpoisonous, ferocious, edible and nonedible fish andmollusks. Included are firing of pyrotechnics, individual demonstration of prowess of canopy releasewhile being dragged through the sea, disentanglementof suspension lines, inflation of single and mul timanrafts, use of signaling equipment, vectoring the helicopter in position for rescue, radio procedures, rescue recovery techniques, medical aspects of watersurvival and helicopter pickup.The Navy also has an excellent 4 1f2 -day Swim,


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t t ~ ~ Colonel Samuel P alagian~ D irecto rate fo r ncr ft ccldent n lysIs and In vestlga tl nU S V S U S. rmy gency f or via tion Safe ty

back seat to training and aviatorsmust be permitted to fly theiraircraft just as they would in combat.Isn't it ironic that commandersnever advocate the use of livemines during land mine warfaretraining nor have many ever madea strong bid to permit the use oflive ammunition by soldiers onboth sides in a free play exercise.Invariably, however, these samecommanders clamor for the removalof any and all safety guidelineswhen it comes to aviation tacticaltraining exercises so that aviatorswill be exposed to those situations which they will confront in areal combat situa tion."I t is inconceivable that in thisarea where a single mistake orerror or omission can produce catastrophic results and multiple fatalities, commanders would wantprudent safety measures removed.Documented records from everywar beginning with W orId War IIshow that the United States mili

it be practiced during training?Yet, to date; no one has disputedthe use of a C&C ship to directour NOE attack helicopters intotarget areas How will the C&Cships survive?Instead of relaxing safety controls, commanders should emphasize the development of techniquesand standards for NOE flight inmid- and high-intensity threat environments to ensure the conservation of their aviation resourceswhether it be in training or incombat. New techniques and newmethods must be developed to pinpoint flight hazards in , around,over, through or beyond the battlearea and these must be incorporatedinto our training manuals and tactical SOPs.Losing aircraft and crews in combat because of failure to detectand then forewarn crews of existing hazards is both foolish andnegligent. Our crews and aircraftare not perfect. f they were, wecould dispense with training and


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CW2 Robert L. Heck Jr.andCW2 Ferris E. Hoover Jr.

< 3 - ~ ~UBAAAvaViews expressed in this article are not necessarily thoseof ,the Department of the Army or USAAAVS. Theauthors show, in an exaggerated example, some problems and frustrations they experienced as aviationsafety officers and suggest ways to improve the efficiency of ASOs. Reader comments and suggestionsconcerning this article are i n v i t e d ~ P l e a s e a d d r e s ~ :Commander, USAAAVS ATTN: IGAR:PG Ft. Rucker,AL36362SCENE: A company-level aviation safety officer isbeing debriefed by a member of a o m m a n d safetyinspection team.

I N S P E f O R ~ Your files andinspeclion r ~ c o r d s arein perfect order; Y u r n u s t h ~ v e yp-ut, ~ e r k fO f teverything to be so neatly typeo and filed.ASO: No, sir; I do all my own typing ~ n d filing. Igot a little advice from the company clerk on howto set things up, but I had to do all the work myself.

irplanesaveraged about 45 hours flying time for that month,fatigue wasn'N;a factor. The incidents w ~ r e all different kinds of maintenance errors.N S P E c r O R ~ W h o ~ ~ r e o n q ~ r ~ ~ j : ' . 'S ~ Mostly ategory B a V l a l o r s . T ~ l 1 s post IS shortof all types of'aviation personnel so the commanderfigures he can't afford to use his operational pilotson boards.I N S P E C f O R ~ What about the post ASO? How long


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P PER PROGR MSceding 30 days and every bit of the maintenancearea and flight line had been cleaned thoroughly.All maintenance publications had been brought up todate and put in new binders. Operations had retypedall the flight records and all the errors had beencorrected on the DA Form 759-1 so All the unitSOPs had been redone and everyone s flight equipment had been inspected and replaced as needed.The unit was ready for inspection. Or was it?

The ASO didn't mention that of the six incidents,five were caused by nonstandard maintenance andthe other by FOD. Of the maintenance personnelassigned to the unit, only the maintenance NCOICand the technical inspector had more than 1 year'sexperience . The rest of the maintenance platoon wasa mixture of mismatched MOSs and people sent tothe unit on rehabilitative transfers. E-4's held allthe supervisory positions and until the big push forthe inspection all the maintenance publications wereat least three changes behind. Noone was allowed toremove any publications from the maintenance officeso all references had to be copied in the office andthe mechanic then went out to the aircraft and didthe work. Unless the aircraft was hangared formaintenance it was parked about 400 yards awayfrom the maintenance office, so a lot of shortcutswere taken during unscheduled maintenance.Whenever the unit had any missions to fly, allthe flight crews were required to come in until theend of normal duty hours, even on weekends. Night

paperwork exercises so inspectors will be impressedwith our efficiency. For a long time some unitsplaced little or no emphasis on the effectiveness ofaccident prevention programs. As long as operationalrequirements could be used to explain away accidentsthere was more emphasis on appearance than effectiveness. Now in the time of budget cuts arid reducedpersonnel, we need to find a new yardstick to mea


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Mr. Barthel a Naval aviator during World War I Iwas engaged from 1949 through 1960 in stressanalysis development and engineering designof various aircraft systems and subsystems.Since 1960 he has been with the U. S ArmyAviation Systems Command St. Louis MOas an aeronautical engineer. He is now theDeputy Director for Maintenance

ANY QUESTIONS have been asked and comments made regarding the Army Maintenance

Management System (TAMMS), particularly thatpart responsible for Equipment Improvement Recommendations (EIRs). Following are typical exam-ples: .

EIRs take too much time to fill out. All thedetails asked for couldn't possibly be of any val ue.When I submit an EIR, I seldom receive a reply;so why should I waste the time to fill out a Form2407?When I submit an EIR, all I get in response isa stereotyped statement that my reported deficiencyis being entered into a statistical file for use in thedesign of future systems.Why submit an EIR on a component my main

tenance manual says is a condition item? These arethrowaway items.

The replies I get tell me nothing. I don't care ifthey are establishing a case or considering my problem as an isolated case. I have a problem and Ineed a sol ution.

component operation.Obviously, unless rapport exists between these two

affected bodies-the using activity and the NationalMaintenance Engineering Point-we can expect problems. The situation becomes akin to a tug-of-warbetween individuals at each end of an elastic band.The harder they pull, the more the band stretches,and the further apart they get. In practice, thistype of action destroys the efficiency of the EIRprogram and reduces its benefits. Mutual understanding of the EIR system and cooperation of theparties involved are, therefore, essential.

The Directorate of Maintenance (NMP) at theAviation Systems Command (A YSCOM) is responsible for in-service engineering support of Armyaircraft, including the correction of component deficiencies reported by EIRs. Hardware, however,may fail for many reasons. We are all familiar withthe inherent design types of failures traced back toimproper selection of parts, weak structural andmechanical elements, inadequate provisions for lubrication, and many others. Usually, by the time the


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PEARL Sersonal Equipment Rescue/Survival LowdownCare and Maintenance of LPU l0/P UnderarmLife Preserver

Are you confident that your life preserver willwork i you should need it? You can be if youhave performed all of the following required maintenance and proper timely inspections on your preserver.A preflight or daily inspection of the life preserverwill be made before the first flight each day. This isa visual inspection for holes, tears, oil and grease.Also check the harness for wear and the condition

of stitching. Make sure the closure pin is properlyinstalled and the safety thread intact.An inflation test of the flotation cells should bemade prior to issue and each 90 to 120 days thereafter. f the flotation cells are 4 years old or oldercheck date of manufacture), they will be inspectedevery 90 days to ensure serviceability. Once a year arandom sampling of 5 percent of all preservers willbe inflated by CO 2 cylinder, carbon dioxide, NSN4220-00-543-6693) to ensure proper functioning of theCO 2 inflation system. Any evidence of failure of any

f you have a question aboutpersonal equipment orres ue / survival gear write PearlUSAAAVS Ft. Rucker AL 36362

hole. No more than two patches are allowed percell. Be sure to perform an inflation test after thepatch has cured.Service life on both harness and cells is dependenton condition rather than age. f major defects arefound or if inspections indicate doubt of adequateprotection of personnel, replace the doubtful cells.

CO 2cylinders are used to inflate the cells of pneu-matic life preservers. The pressure within thesecylinders increases in direct proportion to tempera-ture rise. Therefore, these preservers must never bestored in areas aircraft cockpits, supply storagerooms, etc.) exposed to direct sunlight or high am-bient temperatures. The CO 2 cylinders may explode.Enlisted Sew-on InsigniaEnlisted personnel are authorized optional wearof subdued sew-on grade insignia on the field andwork uniform in lieu of the subdued pin-on insignia.The sew-on insignia should now be available in postexchanges. The Nomex flight suit is considered awork uniform.Replacement of Cuffs Waistbands andlor Col


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USAASO SezThe u S. rmy eronautical Services Office discusses

MVA-Modern Volunteer Army? No-not this time This time we are talking about minimumvectoring altitudes.The Federal Aviation Administration (F AA) has had considerable success in usingMVAs. For example, controllers are able to shorten flights and, thus, conserve fuel by vectoringaitcraft on more direct routes where there are no minimum enroute altitudes. They have alsobeen more effective in assisting aircraft in distress by providing minimum altitude informationto the pilot who may be flying over unfamiliar terrain.Because of the FAA s success, the Director, Air Traffic Service has requested that thefollowing information be passed on:MV As are established for use by ATC when radar air traffic control is exercised. MV A chartsare prepared by air traffic facilities at locations where there are numerous differentminimum IFR (instrument flight rules) altitudes. Each MV A chart has sectors large enoughto accommodate vectoring of aircraft within the sector at the MV A. Each sectorboundary is at least 3 miles from the obstruction determining the MVA. To avoid a largesector with an excessively high MV A due to an isolated prominent obstruction, the obstructionmay be enclosed in a buffer area whose boundaries are at least 3 miles from theobstruction. This is done to facilitate vectoring around the obstruction.The minimum IFR altitude (this is also the MVA in each sector is determined by applyingthe provisions of FAR 91.119 (a) (1,000 feet or 2,000 feet above obstructio_n). Wherelower MVAs are required in designated mountainous areas to achieve compatibility with terminalroutes or to permit vectoring to an instrument approach procedure, 1,000 feet of obstacleclearance may be authorized in lieu of 2,000 feet. Air traffic facilities will establish


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BG William W ford BG O Glenn Goodhand COL J. Elmore Swenson

Newrmy viation Hall of FamenducteesSEVEN MORE NAMES were added last June tothe Army Aviation Hall of Fame display in theU. S. Army Aviation Museum at Fort Rucker. Thenew inductees represent four important periods inArmy aviation s history.

The period prior to 1942 is represented by Brig-adier General (Ret.) William W. Ford. As a lieutenantcolonel, he envisioned the use of light aircraft to pro-vide an Air Observation Post for artillery fire ad-justment.

Tolson is credited with the development of th firstdoctrine and the subsequent publishing of the fieldmanual covering the tactical employment of Armytransport aviation on the battlefield.Mr. Arthur and Mrs. Dorothy Kesten also rep-resent the 1950 to 1959 time period. They were in-strumental in establishing the Army Aviation Associa-tion of America (AAAA).The more recent period, 1960 to 1969, cites the lateMajor Charles L. Kelly. Also recognized for this


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[ P [ E [ f f i ~ models theinllated LPU 10/Punderarm lite preserverS 4220 00 850 8655

U S Army users of this IHe preserver wi II adhereto daily/preflight and periodic inspection procedures contained in chapter 1 section VI TM 55.1500.204 .25/1 dated Apri I 1970 w changes,entitled Genera I Ai rcraft Ma intenance Manua I.If additional information is required on the inspec.tion procedures for LPU10/P I fe preservers writeCommander U S Army Troop Support CommandATTN: AMSTS MMM {Mr Norris} 4300 GoodfellowBlvd. St. Louis MO 63120 AUTOVON 693.2474.Operationa I fa i lures of I fe preservers shou Id a Isobe reported to this address.This is the twelfth of 12 back covers designed to show personal survival. rescueand protective equipment Detach this cover for your bulletin board display ofthe more important survival and protective equipment available to crewmembers

t C D ~U S V S

112 @ J

Documents

Army Aviation Digest - Aug 1975