Army Aviation Digest - Oct 1982

8/12/2019 Army Aviation Digest - Oct 1982

1/48

il ti~ D E V I E S

]< ~ I

WE PONS

MA

SUPP Y


2/48

OCTOBER 1982 VOLUM 28 NUMBER10* **rigadier General Ellis D. ParkerArmy Aviation OfficerODCSOPS, Headquarters,Department of the Army Major General Carl H. McNair Jr.Commander Brigadier General Charles E. TeeteDeputy CommanderU.S. Army Aviation CenterFort Rucker, Alabama U.S. Army Aviation CenterFort Rucker, Alabama

page 2

page 8

page 38

2 Army Aviation Systems Program Review 82 TheTraining Panel, MG John R. Galvin9 Army Aviation Systems Program Review 82 TheMateriel James P. Maloney14 Views From Readers

15 ACTAAT: Laser Hazards16 Tactical Air Traffic Control Training- Not A BlindApproach, LTC A. E. J r.19 NBC Survival-A Matter Of Attitude,CW3 Ernest D.20 DES Report To The Field: Mission Planning For NightFlight Operations22 Aviation Personnel Notes: eMF 67 Update,CPT Charles N.24 PEARL'S27 TowerTalk: Tower Operation, Mr. Ronald B Jackson28 Forty Years Of Army Aviation, Part 5: Policies AndOrganizations, Richard K.36 Reporting Final38 USAAEFA Tests Help Ensure Readiness,J. Goodson42 Where's The Foreign Clearance Guide?CW4 Thomas A. Story

Inside Back Cover: ATC Action Line: ParachutistVs. Aircraft, Mr. Robert ColeBack Cover: Preparing for Winter, CPT J.Beauvais and Miss LohmannCover: last two articles of the 1982 Army Aviation Systems Program Review (AASPR) series,The Training Panel and The Materiel Panel,begin on pages 3 and 9

The mission of the U.S. rmy viation Digest USPS 415-350) isan safety and aircraftaccident prevention, training, maintenance, operations, research and d e v e l o ~ ; m e l t

aviation medicine and related dataThe Digest is an

change

Honorable John O. MaSecretary of the ArRichard K. TierneEditor

distribution syste12-5 and send directly to CDR. Ac>


3/48

ACCIDENT FREE IN '83 A s they rest here intheir oversized type, the expression is meaningless, just words, a powerless collection of lettersand numerals. But if we will just adopt them asour personal slogan, if each and every unit, ifeach and every crewmember in Army Aviationwill launch their own individual crusade againstaccidents, then we can be free of crippling, killing,destroying needless aviation mishaps in fiscalyear 1983-and all the years to come

General John A Wickham J r , our vice chief ofstaff, shares our great concern about the FY 1982aviation accident rate and has pointed out anumber of things we should do to reverse thetrend . In a recent message, he has directed that"a systematic search for safety hazards in allareas of aviation safety and at all levels ofcommand" be conducted and that "causes of allaccidents, not just Class A accidents," be -examined. He points out that more than 70 percentof all aviation accidents involved human error.Eighty percent of those errors were directlyattributable to the flight crews while some weretraced to a commander's lack of proper supervision.

Some actions that can and must be taken nowby commanders, General Wickham writes , arethe separation of marginal enlisted personnel ,the use of flight evaluation board procedures topolice the warrants and the officers, the use ofthe UCMJ for flagrant violations of Army flightregulations, a crackdown on crewmembers whoabuse alcohol and drugs, and an increase in aviation safety awareness to involve division andinstallation commanders.

General Wickham said , " I want to emphasizehat our safety analysis concludes it is not, repeat,training or increased NOE flying that isausing accidents . .. . Further, the cause cannotbe placed at the door of inexperienced aviators.

of the average pilot who had anis 4.3 years ' aviation experience and1,300 hours."All of us share responsibility for the high invest

ment in our crews, maintenance system, andequipment. Thus, we are all involved with

Your active interest and solidarticipation is essential if we are to reverse the

upward trend in aviation accidents. "

OCTOBER 1982

While General Wickham's message is specifically addressed to the MACOM commanders, histhoughts are di rectly applicable to all of us becausesafety is a personal matter.Safety has to be a cumulative effort made upof each person's contribution. We cannot affordto march to a different drummer We all have tobe dedicated to making CCIDENT FREE IN '83a liv ing slogan, not just a group of words.All of the foregoing is not to slight the excellentarticles contained in this Digest. You 'll enjoy MajorGeneral John R Galvin 's report on "The TrainingPanel " and Major General James P Maloney'son "The Materiel Panel " as the last two parts ofour Aviation Systems Program Review coverage.And you ' ll learn more about the aviation maintenance career management field in "CMF 67 Update" by Captain Charles N. Avery and aboutessential knowledge that will enable you to livethrough chemical warfare in " NBC Survival-AMatter of Attitude" by Chief Warrant Officer, CW3,Ernest D Kingsley. Finally, we have part 5 of ourArmy Aviation history series by Mr. Dick Tierney,longtime editor of the Digest. This series hasbeen quite popular with our readers and gives asplendid audit trail from 1942 to 1982. So readon , you will enjoy and learn from this issue andthose of future months.

And remember to personally be ACCIDENTFREE IN '83

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

1


4/48

rDlYviationSysteDls

ProoraDle v l e w ~The articles on pages 3 and 9conclude the Aviation Digest scoverage of the 1982 ArmyAviation Systems ProgramReview. The first article in theseries, an overview about thedevelopment of Army Aviation,appeared in the June issue.July s article covered concepts,doctrine and tactics andSeptember s discussedorganization and force structure.Copies of any of this series canbe obtained by writing to Editor,P.O. Drawer P, Ft. Rucker, AL36362.

u s RMY VI TION DIGEST


5/48

TheTraininganelTHIS PANELined the ofA viation forcesof the combined armsAirLand Battle and in

v e ~ ; t l g a t e c L and evaluated deficiencies' H l , r ~ T 1 r . n I - r a . n . n r r as determined

InstitutionalTraining ase

HAh::>CIi V U Areaidentifieddefidefi-

24th InfantryFort Stewart, GAPanel Chairman

In the communication process between instructor and the to our schools.The rationale forWhile the instructor benefits from the studen t the

became clear the student from the instructor.Q e n C l l e n C l e ~ S are least inthe result of a much

anr . . hL pYn is needed under-manner in which theaddressed individual issues.

At any the branch schools thereis a direct tie-in between the f r a l l n . r . nwhich takes at the basicadvanced courses andand continual evaluation ofliterature.who write thematerial are also instructors.

FIGURE 1: TRAINING PANEL

MG GALVIN(CHAIRMAN)MG PENDLETONBG MOLINELLIBG SUNELLCOL O NEILCOL ESTES

CG, 24th ID FORSCOMJ-3, REDCOM

ACTING TWP), USDRECG,USATSC,TRADOCACTING DOT, DCSOPS, DADTD,USAAVNC,TRADOC

FIGURE 2: TRAINING PANEL ISSUES

COMMISSIONED OFFICER AVIATOR TRAINING

eR

contribute INTEGRATION OF ARMY AVIATION INTO COMBINED ARMSQ e V e J . O D i m ( ~ n t and doc-

is not an f . f ' ,h , ' ...aviation and a corps of instructorstea chJmg LUvUvQ , materiel logIStICaland administrative U l J l v ' ~ l ,

TRAINING TRAINING DEVICE DEVELOPlvlENT RANGE ADEQUACY FOR TRAINING SPECIAL ELECTRONIC MISSION AIRCRAFT TRAINING

sPR

3


6/48

FIGURE : TR INING BASE INTERPLAY FIGUR E 4: BATTLEFIELD DIMENSIONS

of Army Aviation, is the helicopter).In a broader sense , Army Aviationaccen tuates the dimension of vertical space and the critical aspect oftime on the battlefield (figure 4.Just as the tank has required specialized skills and new tactics, weaponsystems such as aeroscout , attackand assault helicopters have uniquecharacteristics which require specialized skills and unlike the tank alsorequire a three-dimensional (omnidirectional) tactical approach to firend maneuver. To meet this needin the past we have tried to trainassault helicopter unit officers

since they move infantry-at theInfantry School. Likewise, attackhelicopter unit officers - since theyhad a cavalry relationship to beginwith-continue to be trained at theArmor School and so forth. So wehave fractionalized a tactical areawhich , by its nature , should beconsolidated in a single arm. It isquite apparent today that aviationcannot be managed by any singleone of the other arms. That is theprimary reason it has been brokenup into instruction at several places.Yet, Army Aviation is a combatarm alongside Infantry , Armor ,

Artillery and others. It possessesthe platforms for fire and maneuverin the same kind of combinationthat is possessed by the other combatarms. Just as each combat arm hascertain unique characteristi cs, aviation has the vertical dimension inwhich it is able to employ its purelytactical weapon systems in the sameground envelope as the other combat arms with the same principlesof firepower and mobility and thesame requirements for command ,control, communication and training.*Army AirCorps DualQualificationMany critics of an aviation branchdraw the analogy to earlier dayswhen the Army Air Corps driftedaway from the Army and becamethe Air Force . This analogy maynot be as solid as it once seemed.The Air Force was created becausein addition to t ctic l requirementsfor air support there was an overriding str tegic requirement. ArmyAviation , on the other hand isentirely tactical and (with the exception of such actions as self-deployment for selected aircraft) it is of

' For a detai led discuss ion of weapons systems comparisons, watc hfor an upcomi ng article , e est Weapon: WISAWIS4

no strategic consequence , althougit can add significantly to the internaArmy strategic and deterrent capabilities. As General John W. VesseJr., now Chairman of the Joint Chiefof Staff, has stated, Army Aviatiotrains ground troops who fly theifighting vehicles and operate in thground environment as a combaarm of the Army alongside thground maneuver arms . An olphilosophy says that aviators, if theare good soldiers, shou ld be able toperate in one of the other brancheas well as in aviation . There armany examples today of successfuofficers who have done preciselthat , and quite often they are thproponents of the present systemwhich divides aviators among thcarrier branches . However thincreasing technological challengof aviation has made it more anmore difficult for officers to mastetheir professional requirements under the double burden of two , anin some cases three, branch responsibilities. Those aviator officers whhave attained high rank today begatheir careers at a time when ArmA viation was infinitely smaller isize and much more limited in scop

U S ARMY AVIATION DIGES


7/48

and when training was essentiallycommercial flight instruction. TheArmy of the late 1950s and early1960s allowed officers to spend agood deal of time at company gradelevels where they had the opportunity to command- and to learnin both aviation and ground units.Careers at company grade movemore quickly now, and the dualground-aviation command patternis rarely possible. There is also littletime in officer careers to allowservice and personal developmentboth in the air and on the ground.The scope of aviation has grown interms of technology and mission.An aviator now has to learn moreand keep learning more- in orderto stay current. We all should recognize that the world of Army Aviationhas changed, that what might havebeen valid 20 years ago is no longernecessarily so, and that biased analogies tend to break down under thescrutiny of logic. The bottom lineis that an attack helicopter pilottoday is performing many morecomplex things than did an L-19(0-1) Bird Dog pilot or an OH-13Sioux pilot just a few years ago.viation

BranchSchoolAll of this is inextricably relatedto the question of aviation training.Suppose we look at what an aviationschool could do. t could concentrate aviation doctrine and tacticaltraining in one place instead of inseveral schools. Aviation doctrinaland training requirements can beprioritized by a single proponent(the school), and the resourcesnecessary to produce this materialcan be more simply and accuratelybudgeted and justified. As has beenpointed out, it is almost impossibleto produce high quality instructionwithout a permanent cadre andstudent body that stays together longenough to constitute an appropriateenvironment for learning. Very fewif any, of the serious training problems of Army Aviation can be ad-

OCTOBER 982

dressed until we solve the problemof the lack of a single aviation institutional base, and this seems directlyrelated to the question of an aviationbranch.In the past , training voids havebeen readily identified and variousArmy branches and agencies movedto address them. Progress has beenmade to improve Army Aviationtraining and the closely related areasof doctrine, tactics, organizations,force structure and materiel management. The participating branchesand agencies have performed as wellas could be expected. Yet the sophistication of the equipment and attendant tactical employment continueto make quantum leaps. The complexity of the battlefield grows geometrically, and Army Aviation 'sability to keep pace today, with therealities dictated by an extremelychallenging wartime environment,falters under management by asystem of diffused responsibility.With that perspective, the five training issues and opportunities follow:

The first issue addressed commissioned officer aviator training.Eighty-five percent ofthe commissioned aviators are accessed directly into theservice. As Specialty Code 15 aviators, they attend a designated carrier

branch basic course (that is Benning, Knox, Sill or Bliss), then moveto Ft. Rucker for flight training.This is followed by an assignmentwhich is normally dependent uponthe type aircraft qualification. Advanced course attendance is morethan likely at the same location asthe individual's basic course. Whatis lacking here is that aviators arenot being trained by an aviationschool cadre to lead and fight inaviation units. Flight training forboth commissioned and warrantofficers is technically or functionally oriented; that is they learn howto fly the aircraft. The officer basicand advanced courses currentlyteach attendees how to operate inone of the branches.

When speaking of training commissioned aviators, a related question arises: What about aviationwarrant officers and their training?Although issue one , as stated, dealsonly with the commissioned officeraviator training, a few words aboutthe aviation warrant officer areappropriate. Aviation warrant officers also need tactics and combinedarms training to some extent. Although aviation warrant officers nowhave an institutional base in termsof basic course (the warrant officerdevelopment phase within the InitialEntry Rotary Wing Course) andadvanced course (the Aviation Warrant Officer Advanced Course) , thetactics and combined arms trainingnecessary to ensure successful employment of Army Aviation in thecombined arms team are lacking inthat instruction. The resolution ofcommissioned aviator training canreasonably be expected to have afavorable impact on resolving similarproblems for the aviation warrantofficer, but additional efforts to shoreup this training will be required.Figure 5 lists but a few of thethings aviators are not being taught.These and other areas are currentlyunder analysis by the U.S. ArmyAviation Center at Ft. Rucker, AL,and a refined task list of whataviators should be taught is beingdeveloped to improve future aviatortraining. Together, the Infantry andArmor Centers are designing aviation tracks for future implementation in their respective officer basicand advanced courses. We are unsure at this juncture of the degreeto which this will fill the total aviatortraining void, but it should help.The Training Panel recognized anumber of problems in aviationtraining that seem connected directly to the lack of an institutionalbase, or a heart - a home-for aviation individual and collective training. Therefore, the recommendedsolutions the panel proposed arebased on the long-term assumptionthat the Army should establish anaviation training institution with

5


8/48

LEADERSHIPTRAINING NOTAVIATION UNITSPECIFICOFFICER WARRANT OFFICER INTENSIVE

eATYPICAL ENLISTED PROFILE AASPR

AVIATION UNIT MANAGEMENTFLYING HOUR PROGRAMAVIATION UNIT TRAINING

TACTICAL EMPLOYMENT OF AVIATIONAN ADD-ONNOT FULLY DEVELOPED

FIGURE : VOIDS AVIATOR TRAINING

aviation basic and advanced coursesfor commissioned officer aviatorsand appropriate parallel training forwarrant officer aviators. Decisionsto reach this goal need not be irreversible but should be geared tonear-term and mid-term time frames.This is to say, an evolutionary ratherthan revolutionary approach is thedesired course. In the early phases,aviation doctrine and organizationproponency can be aggregated atthe aviation institution. Proponencyfor all training can follow as theinstitution is prepared to accept it.In the 1982 to 1984 time frame,review of education and training ofofficers to determine companygrade, field grade and warrantofficer aviator tasks should continue;efforts to shore up carrier branchbasic and advanced courses withaviation tracks should be intensifiedto ensure early implementation; theInitial Entry Rotary Wing programof instruction should be realignedto teach more combined arms andaviation unit tactics and leadershipsubjects; and, finally, milestones andthe resources required to establishan aviation basic and advancedcourse at the Aviation Center shouldbe established under an aviationbranch with appropriate central proponency. No less far-reaching> ~ ~ t h a n the first i s ~ u ethe second- combmed~ arms training-involvedCOMBINED RMS the core of an officer'seducation. However, current train-

6

ing programs and literature havenot adequately integrated aviation. Specifically, the proponentbranch officer basic and advancedcourses do not adequate ly developthe application of aviation. TheCombined Arms Center at Ft. Leavenworth, KS, recognizing this need,is progressing through a 3-yearcurriculum modification programto ensure that the Command andGeneral Staff Course fully addressesall elements of combat power.As a stopgap measure, 19 aviationshared tasks (figure 6 have beendeveloped and are being incorporated into branch basic and advanced courses. These are taskswhich all officers should know howto perform. Since our original analysis of this area in 1979, trainingcenter commanders have assistedimmeasurably by increasing theirinstruction in aviation subjects upto fourfold.In a separate but related effort,the Combined rms Center recently completed a combined armssufficiency study to determine in asystematic fashion which subjectsshould be identified as combinedarms subjects and what constitutesa sufficient level of proficiency inthese subjects for company gradeofficers.mong more than 160 areasevaluated in this study, Army Aviation was one of eight subject areaswhere the sufficiency level indicatedinadequate attention was beinggiven. Additionally, most of the

other areas (figure 7 are not of thesame category of importance asaviation. Although progress continues to be made to shore up thistraining void, the Training Panelquestioned whether we are movingfar enough and fast enough intraining the combined arms teamto fully capitalize on and employ

rmy Aviation. The initial lack ofaviation unit training facilities atthe National Training Center wassymptomatic of this deficiency, andthose facilities are being modifiedto include aviation forces (by direction of General Vessey during theAASPR-82). How we train is howwe will fight; so the opportunitiesto solve this deficiency rest inintelligent application of aviationin combined arms scenarios andconsistent employment of aviationas an integral part of the combinedarms team.

The h i ~ .issue c


9/48

responsible for their development. Establish a method for moreintensive management of the flightsimulator program. And, finally, fund the AviationTraining Research Simulator ATRS)project.Issue four examined

range adequacy fortraining. Given theJi . ININ training the Army is re-;ANGES quired to conduct, thisissue concerns the adequacy of thevarious kinds of training ranges.Force modernization (new combatvehicles, combined arms interface)requirements have placed new demands on commanders who mustprovide for the greatly increasedcapabilities of weapons and supportsystems. In aviation s case, thismeans new considerations must bemade for the establishment of training ranges for the AH-l S fully modernized Cobra, the AH-64 Apachewith its HELLFIRE missile and laserdesignator, and the AHIP Scout withits laser designator. Specifically, ourranges need to be more realistic indesign and usage and meet theseminimum requirements for a modern, well-designed range: The targets should realisticallyappear, move and respond to fire. The effect of exposure to enemyfire must be accurately assessed. Our forces should be able tomaneuver and fire as they would incombat. Casualty assessment of bothforces must be immediate. Weapons characteristics mustbe duplicated realistically on therange.Obviously, neither an engagementsimulation range nor a live-fire rangealone will satisfy all of these requirements. The U.S. Air Force recognized this deficiency years ago. Itsstudy of aircraft losses over NorthVietnam reflected that 80 percentof the losses were experienced during the first 10 sorties. Therefore, atraining complex was developed atReno, NV, where the Air Force

OCTOBER 1982

eTacticalIntelligence

Threat \ PatrollingBackground _Mfitary

Operations/ in UrbanTerrain

E . /nglneerOperations

FIGURE 6

ElectronicWarfare

ARMY\ VI TIONTrainingManagement

eAA5pR

t lGeneralAviation14}Combined rms

~ 1 1 1 1 1 1 1 1 1 1 1 ~ Operations/talrmy

FIGURE 7trains its pilots to get their first fewrealistic wartime sorties under theirbelts in order to be better preparedfor war. This is Red Flag.Opportunities to address this issueinvolve U.S. Army Training andDoctrine Command's (TRADOC's)Directorate for Army Ammunition,Ranges and Targets (DAART)which was recently formed to respond to the Army's live-fire rangeneeds. DAART has proposed asystem of multipurpose range com-

t3}rmyAviation AA5pR

plexes (MPRC) for simultaneouslive-fire exercises for all membersof the Army's combined arms team.Additionally, an engagement sim-ulation system is required to fill theother range requirements for realtime, force on force and casualtyassessment. The Multiple IntegratedLaser Engagement System (MILES)technology now in the field willprovide a good capability for localtraining, especially when the Airto-Ground Engagement System

7


10/48

(AGES) is fielded next July to provide aviation simulation. However,the Aviation Center has both trainingand testing requirements; yet Ft.Rucker is not large enough to accommodate an MPRC. So, becauseof unique aviation requirements,more sophisticated options such asthe technology of the Mobile Automated Field Instrumentation Systemshould be investigated as well asMILES and the possibility of anabbreviated MPRC.The fifth and last train-

s f& ng issue is related toSpecial Electronics Mis-SEM sion Aircraft (SEMA)training. This issue isan illustration of the concerns expressed earlier regarding fragmentation of aviation responsibilities.Special electronic mission aircraftare unique in that they employtactics, techniques and equipmentrequiring skills which currently arenot taught in their entirety either inflight school or at the U.S. ArmyIntelligence Center, Ft. Huachuca,AZ. We are doing well with thebasic pilot training and across theboard in OV-l Mohawk training butare far behind on the other SEMAsystems because most of the SEMAaviators are being trained on thejob by others who were also trainedon the job.

The panel recommended that atraining course be developed, resourced and implemented at Ft.Huachuca for SEMA aviators. Thecourse should teach the SEMAsystems and the combined armsaspects of SEMA employment, whiletbe Aviation Center will continue toconduct basic aircraft qualificationfor the immediate future. Further,TRADOC s ongoing efforts to determine the degree of consolidationof special electronic mission aircraft and systems training shouldcontinue and possibly parallel theexisting system for medical aviationtraining. Weare moving in the rightdirection through increased communication and coordination between the two centers, TRADOC

8

consolidation efforts and development of a generic special electronicmission aircraft.viation

BranchCentralization.In reviewing the major trainingissues the panel recognized a largerproblem in Army Aviation trainingthat seems connected to a lack ofan institutional base where basicand advanced courses exist to meldaviation training for aviators, muchthe same as is currently done forInfantry, Armor, Field Artillery, AirDefense Artillery and Engineerofficers (figure 8). The panel feltthat the best way to teach aviatorsabout aviation and its combinedarms application is to do it wherethe collective experiences of thecombat arms can be brought together, where instructors can become true training and doctrinalexperts in three-dimensional aspectsof the AirLand Battle and pass thaton to future students We mustcontinue to think of Army Aviationand airmobility as being all-inclusive of the three dimensions andother battlefield functions of combat; otherwise we will never developthe full possibilities of our attack

FIGURE 8

helicopters and we may overlookthe enormous potential of a fullyrounded airmobile force.To realize the full potential ofArmy Aviation, the panel felt thatcentralization and an institutionalbase for Army Aviation cannot buthelp improve not only Army Aviation training but also the Army sforce modernization efforts, mobilization planning and overall combatreadiness. The Army has been creeping up on this problem for a numberof years and the Training Panelbracketed this fundamental issue.A logical approach to solve thisevolutionary problem is one ofcontinued evolution where aviationdoctrine, tactics, organization andforce structure, followed by training, are centralized over time. Decisions made to achieve that end arenot irreversible but must be basedon a commitment to a long-termassumption that a need exists forcentralization of aviation branchproponency. tNOTE: My sincere appreciation to COLFrank Estes director Directorate of Train-ing Developments U.S. Army AviationCenter; LTC John Deryck; LTC erryKemp; LTC Glenn Allen; MAJ AI Davis;MAJ Josef Reinsprecht; and of coursethe panel members for their contributions.

AA5pR

OCTOBER 982


11/48

TheaterielPanel

DURING THE conduct of theAASPR-82 at the U.S. ArmyAviation Center, Ft. Rucker, AL,the Materiel Panel examined ArmyA viation materiel systems andproposed opportunities for solutionsto correct deficiencies, to the seniorleadership of the Army.

The Materiel Panel (figure 1)membership comprised a thoroughmixture of expertise from Headquarters, Department of the Army(HQDA), U.S. Army MaterielDevelopment and Readiness Command DARCOM), U.S. Army ForcesCommand (FORSCOM) and U.S.Army Training and DoctrineCommand (TRADOC). The panelwas in consensus on the issues. Thisis noteworthy because by far thegreatest number of deficiencies 56of 77 identified) by the Army Aviation Mission Area Analysis AAMAA)were in the generic area of materieland encompasses the entire l ealm ofaviation - from high dollar majorsystems to those small, relativelyinexpensive items of individual aircrew equipment. The panel reviewed each of the 56 AAMAA materieldeficiencies; isolated the most important; placed them in our orderof priority; and presented, to thereview chairman, opportunities forcorrective action. Despite the needfor programs such as those for theUH-60 Black Hawk, CH-47D Chinook, AH-64 Apache and AHIPScout the large and visible things-there are other issues equally asimportant. Important in the sensethat they will enable our aircraftand aircrews to survive and fight

OCTOBER 1982

Major General James P MaloneyCommanding GeneralU.S. Army Air Defense CenterFort Bliss TX

During the conduct of the AASPR-82Major General Maloney was directorWeapons Systems Headquarters Department of the Army

again another day and to conductsustained combat.The panel felt six of these werecritical to our aviation battlefieldcapability and selected them forelevation to the review forum (figure2), We will discuss each of them inturn - the issues, their related subissues and the panel s recommendedsolutions oriented to the near (current to 1983), mid (1984 to 1988)and far (1989 and beyond) terms.

(page 3 of this issue).

The first issue con-8 cerns aircraft surviva-ffi bility equipment ASE).o ,80 Since the early 1970s,S E the purpose of ASE hasbeen to enhance our combat effectiveness by reducing or eliminating the enemy s ability to detect,hit, damage or destroy our aircraftand forcing the burden of countermeasures upon the enemy. Thoughthe ASE program has been aggressive, funding shortfalls have limitedprocurement of available systems

required for three categories ofASE signature reduction, crewwarning and countermeasure sys-FIGURE 1:

The panel s recommended opportunities for solution will be, exceptwhere specifically noted, couchedin terms of a required capability.Therefore, costing will not be discussed, only the need for a capabilitywill be articulated. Furthermore, itwas not the panel s intention tosubvert the TRADOC prioritiesprogram but rather to single outand draw attention to six genericissues critical to Army Aviation sbattlefield capability. t will be up .to the Army community and acquisition system to determine prioritiesand the best hardware item to fillthe stated and approved user s need.One furtherpoint, as we evolve to atruly concept-based requirementssystem it becomes increasinglyimportant that we have a centralthrust to aviation concepts, doctrineand training so that resulting aviationmaten el and user representation arenot fragmented among the com-bined arms. In this regard, theMateriel Panel supported LTG JackV. Mackmull s Concepts, Doctrineand Tactics Panel (July 1982 Aviation Digest) and MG John R.Galvin s Training Panel initiatives

PANEL COMPOSITION MG MALONEY ODCSRDA MG BAGNAL 101 ST ABNDIV A MG KONOPNICKI TSARCOM A

MICOMAVRADCOM RODCSLOG

MG MOORE MG STEVENS MR. CRIBBINS COL BURNETT USAAVNC

FIGURE 2: PANEL ISSUES Aircraft Survivability Equipment Aviation Life Support Equipment Fleet Obsolescence Class IIIAand VASustainability Desert Operations Air-to-Air and Air Defense Suppression Weapons

9

AA5pR


12/48

tems. Opportunities for solution tothe obvious problem of signaturereduction include in the near-term,applying an infrared reducing polyurethane paint that is capable ofbeing decontaminated; in the midterm, geographically compatibleinfrared paints as well as hot metalplus plume suppressors for installation on all attack, scout and utilityhelicopters are required; far-termdevelopments promise infraredpaints which will further enhanceour nuclear, biological and chemical(NBC) decontamination process.With regard to crew warning,current audio and visual signalsrequire interpretation by the pilotto determine the threat type, direction, range and location and appropriate countermeasures. As a result,crew workload approaches saturation. Additionally, we need extendedfrequency coverage. Opportunitiesin crew warning start with a nearterm product improvement to adda lightweight, digital processor.Midterm fixes call for extendingfrequency coverage for both radarand laser detection systems and anew continuous wave radar warningsystem fully integrated with thedigital processor that would providedirectional information for a ttackand scout aircraft. Additionally,radar frequency interferometers toprovide highly accurate threat identification and location information,as well as to automatically transferthat information to the onboardweapon systems, are worthy ofcontinued support. In the far-term,electro-optical and acoustical warning systems will provide even moreaccurate threat detection and location information.The final aircraft survivabilitydeficiency is countermeasures-thatis active measures taken to reduceour own detectability. Present radarjammers do not cover the millimeterwave spectrum, and current infraredjammers work in a limited frequencyspectrum. Recent demonstrationshave shown chaff may be effectiveagainst new radar threats, but air-

1

DARCOM LONG-RANGE RDA PLAN e AA5p NEEDS RECOGNIZED RESEARCH PROGRESSING MORE FUNDING ND HIGHER PRIORITY NEEDS TO BE

APPLIED TO ASE ESPECIALLY TO LASER PROTECTIONFOR ONBOARD SENSORS AND OPTICSR

FIGURE : IRCR FT SURVIV BILITY EQUIPMENT

craft optimization studies are continuing. There is no countermeasurefor enemy antitank guided missilesdirected at Army helicopters andno laser protection for sensors andoptics. Opportunities include installation of available radar and infraredjammers on all aircraft that can beexpected to be employed in, andforward of, the main battle area.Beyond that, install HA VEQUICKon all Army aircraft and productimprovement jammers and missiledetectors to extend their frequencyband coverage. See figure 3 for thepanel's ASE findings.

The second major is-_ sue dealt with by theMateriel Panel wasA L= E aviation life support- equipment (ALSE). Agreat deal of our current ALSE iseither not designed specifically foraircrew use or for use with ourcurrent aircraft and, thus, is not'compatible with aircrew task performance. To effectively deal withthose shortcomings, the panel hadto address these major subissuesNFirst, protection of he eyes fromhigh intensity light sources such aslasers and nuclear bursts exists inindustry and other services, but thechallenge is to provide protectionto Army aircrews and then onlywhen needed. Solutions endorsedby the panel are incremental andprogressive in the near-term, wemust use those items currently available from industry and the Air Forcedespite the limitations involved;midterm efforts should be directedtoward compatibility among thevarious devices; with far-term devel-

opment of both laser and nuclearflash blindness protection into asingle device worn by the aircrew.Ultimately, we should transition thisprotection into an integral part ofthe aircraft that protects the aircrewas well as sensors and optics wornby the aircrew.he chemical protective equip

ment subissue s very much related.Overboots all but eliminate pedalfeedback and become easily entangled on aircraft parts; gloves arebulky and reduce tactility; and theovergarment contributes to heatstress, hampers movement and isflammable. The current protectivemask, the M-24, has many deficiencies. Its replacement, the XM-33, was expe-cted to be a greatimprovement, but testing by theInfantry and Aviation Boards indicate it is not. As a result, procurement of the XM-33 is uncertain.Solutions involve a series of productimprovements through the midterm,culminating in an advanced technology aircrew ensemble.A general shortcoming of all current equipment is its incompatibilityamong ALSE components and withaircrew tasks. This shortcoming iseven more dramatic when NBCprotective clothing is used. This isdue, in large part, to the fact thatthere are more than 1,800 ALSEline items with life cycle management fragmented among 22 commands and agencies. The substanceof the third subissue s the need fora task-based total system designedto interface with the aircraft protect against the threat and environment and facilitate aircrew taskperformance. The vehicle for de-

U.S. RMY VI TION DIGEST


13/48

DARCOM LONG RANGE RDA PROGRAM e :HIGHER PRIORITY NEEDED 5FUNDING INADEQUATE IN NEAR TERM 1 : i , . , . a " ' : I * C J : i l . l I ; . g : j j [ . : ~ P

FUNDING ADEQUATE IN MIDTERM R LASER PROTECTION PROGRAMS FOR SENSORS AND OPTICS

WORN Y AIRCREW NOT FULLY DEFINED OR FUNDEDFIGURE 4: AVIATION LIFE SUPPORT EQUIPMENT

velopment of this total system issoon to be an approved letter ofagreement for an aircrew life supportsystem integrated battlefield orALSSIB. We now recognize theman/machine interface requirementand must manage both product im-provements and new developmentof ALSE as intensively as if theywere part of the aircraft systemspackage. In the far-term, aircrewlife support systems must be integralto the airframe and, to close theloop, we must take steps to centrallymanage ALSE.

The fourth LSE subissue, againNBC-related, s cn tical because rmyaviators are particularly susceptibleto incapacitating chemical agents.Even extremely low levels of nerveagents can cause miosis and extremepain on visual focusing. here areno fielded pretreatments in the Armyand the various proposed pretreatments cause more problems thanthey solve. While there are no readilyapparent solutions to this issue, continued efforts are worthwhile sincethe potential payoff is so high. hemedical community sees no significant breakthrough for the next 10years.

The flfth sub ssue was that ofavoiding contamination, hat iscurrent systems do not allow ouraircrews to look ahead and to detectcontamination before entering agiven area, and we lack the meansto protect our aircraft from contamination while on the ground. I f fullyfunded in the near-term, aviationspecific solutions begin to appearin the midterm. Based on technologyfrom evolving ground detectionsystems, we would eventually

OCTOBER 982

achieve a true airborne look-aheadcapability mounted either on anairframe or remotely piloted vehicle,Addressing contamination protection while on the ground, perhaps asingle, lightweight protective blanketcombining contamination resistance,infrared signature reduction andcamouflage would ~ ~ f f i c eThe sixth sub ssue to aviation lifesupport pertains to decontamination.Present aircraft paints, canopies,gaskets, avionics and other components absorb agents, making themvirtually impossible to decontaminate. here is no system fieldedthat will decontaminate the interior, especially avionics, or exteriorof an aircraft, nor do we have a wayof determining that a surface is cleanand safe to handle once it has beendecontaminated. Evolving solutionsare many. Basically, we must pickthose generic systems which can beapplied to aviation, developing asfew aviation-specific systems asnecessary. The key is to use chemicalagent-resistant paints and coatingsand, ultimately, design our futureaircraft to be inherently resistantto contamination.The seventh aviation life supportsubissue s search and rescue. heArmy cannot, as required by currentdirectives, conduct combat searchand rescue missions in support ofits own operations nor can the AirForce, as it has readily admitted,because of limited manpower andresources. Currently, downed Armyaircrews can be located only byvisual or voice communicationsbecause onboard avionics do notprovide a direction-finding systemfor existing or proposed survival

radios. For the near-term, opportunities necessitate continued useof present survival radios and emergency locator transmitters for aircraft operating in remote areas.Then, for the midterm, develop botha secure advanced survival radiocapable of crash activation and acompanion direction-finding personnel locator system with incorporation of those features and capabilities in advanced onboard avionicsin the far-term. Additionally, weshould examine the capability andresponsiveness of airborne intelligence gathering platforms to perform in a supporting role.The final subissue to aviation /lfesupport s flight data recorders,perhaps better known as flight andmaintenance information systems.he advantage to be gained isthe prevention of aircraft and crewlosses through improved accidentinvestigation and maintenance techniques. he panel recommendedthat flight data recorders shouldeventually be installed on all Armyaircraft. However, priority for development should be given to advancedaircraft systems because currentcommercial transport flight datarecorders do not meet the Army scriteria for small, lightweight units.

he panel s ALSE findings areconta ined in figure 4.I Referring to the Organization Force Structure Panel Issue regard ing total aircraft inventory shortfalls as theyaffect force structure, the Mate-riel Panel expanded on that as itsthird issue, namely fleet obsolescence. Specifically, the issue isoperational and tactical obsolescence, combat effectiveness, survivability, and, last but by no meansleast, economic and logistic supportability costs in the future for afleet of nearly 9,000 aircraft. Weare flying UH-l Huey aircraft thatreach 20 years of age this year andspecial electronic mission aircraft(SEMA) and CH-47s that are older


14/48

eAA5pR

FIGURE : FLEET OBSOLESCENCE SOLUTION

still. Theoretically, if we began thisyear to develop replacement aircraft, based on a feasible productionrate of 120 aircraft per system peryear starting in mid-1990s, we canstill expect to be flying our currentfleet well past the year 2000. Wemust start thinking, now about howwe are going to replace these aircraft. The far-term solution is development of the light helicopterfamily (LHX) which will use common dynamic components for scout,attack, utility and light observationaircraft. This single solution will, initself, eliminate many deficienciesassociated with fleet obsolescence(figure 5).

The fleet is becoming obsolescentwhile, at the same time, the increasing Soviet helicopter threat, coupledwith our own evolving missions suchas helicopter air-to-air combatHATAC) and across FLOT (frontline of own troops) operations,aggravate this situation. One caneasily see that we must improve

our current fleet in the near-ta-midterm while concurrently bringingon the LHX and SEMA-X to meetrequirements of the future battlefield.

2

The fourth major issue considered by ther panel concerned com-bat availability and susSUPP Y tainability of aviation-specific POL (class IlIA) and aviation-specific ammunition (class VA).The deficiency was divided into thefollowing subissues:

The first subissue s class IlIAavailability and interoperability. Thehigh consumption of aviation POL(petroleum, oils and lubricants) bythe current fleet will contribute toclass IlIA availability problemsacross the entire battlefield. Furthermore, interoperability of Armysystems with Navy, Air Force andNorth Atlantic Treaty Organization(NATO) is lacking. Opportunitiesfor solution include improving specific fuel consumption of currentengines as well as new fuel efficientengines, multifuel engines, nonpetroleum/nonfossil fuels and modifying the AH-1 Cobra, UH-1 andOH-58 Kiowa helicopters to acceptthe standard NATO fuel connector.The second subissue s class VAavailability for attack helicoptersthe AH JSand AH-64. The panel srecommendations for the class VA

availability problem fall into thenear-to-midtenn time frame. Specifically, the Concepts Analysis Agencyand TRADOC should determine ifmore realistic firing rates for theAH-1 and AH-64 are warranted. Thepanel also suggested that HELLFIREand multipurpose submunition production and procurement shouldbe increased and that research,development and procurement forsmoke and illumination warheadsfor the 2.75 inch rocket should befunded.

The final class IIIAIVA sustainability subissue addresses the currentshortage of logistical assets to resupply aviation with class IlIA I VAon the AirLand Battlefield. Thecurrent HQDA flying-hour rate of2.33 hours per day is too low andresults in units having insufficientclass IlIA and VA to meet missionneeds. Experience has shown thataviation units are required to fly ata higher flying-hour rate duringrealistic training or field exercises,causing local commanders to improvise in order to get the job done.Local fixes such as borrowing fueltrucks from noncommitted units andstockpiling fuel in permanent fieldlocations may not be available inwartime. The addition of ammunition increases the complexity of theproblem since resupply is seldompracticed during training. To substantiate these concerns, U.S. Army,Europe has upgraded the flying-hourrate for its attack helicopters to 4hours per aircraft per day and provides 5 OOO-gallon supply and transport tankers out of POMCUS (prepositioning of materiel configuredto unit sets) to carry the additionalfuel. Furthermore, the 1977 BulkPetroleum Study conducted by theU.S. Army Logistics Center, Ft. Lee,VA also recommended a 4-hourplanning factor for all aircraft. Anny86 studies, specifically those for theCavalry Brigade (Air Attack) orCBAA, have recommended 4.8 flying hours per aircraft per day foroperations in a heavy division. Finally the AAMAA recommended 4.15

U S ARMY AVIATION DIGEST


15/48

hours per day. The only currentlydesirable or feasible way of providingsufficient class IlIA/VA is by meansof ground transportation. Consequently, the CBAA's recently approved class IlIA/VA concept callsfor organic ground vehicles to moveclass VA from corps ammunitionsupply points, division ammunitiontransfer points or brigade trains,and class IlIA from fuel systemsupply points tG each respectivebattalion support area or forwardarming and refueling points. Opportunities to correct the currentshortage of class IlIA VA organicresupply vehicles call, first, forvalidation of the concept as doctrine;implementation of the Army 86aviation organization; and finally,acquisition of the appropriate equipment. See figure 6 for the panel'sclass IlIA VA findings.

'Ii a d ~ ~ e ~ ~ ~ h ~ a { ~ ~ s ~ ~ ~I ~ _ _ teriel Panel was that-. . - of aviation's limited abil-

Q ity to operate, maintainand sustain in a desert environment.Following through on "OperationBright Star" findings, HQDA taskedDARCOM, TRADOC and FORSCOM to develop ways to enhancehelicopter operations and sustainability in a desert environment. U.S.Army Aviation Research and Development Command has become thelead agency in this effort and although the majority of the key deficiencies already had a product improvement program in being, ordevelopment, or will be correctedby some other program, the evolving concern is the majority of im

p r o v m ~ n t s are unfunded. The panel'srecommendations were: product improvements should be funded while,simultaneously, better maintenanceand training methods to protectequipment against sand should bedeveloped (figure 7).

The final major is-] sue addressed by thet Materiel Panel was that. a#s of air-to-air a, d air defense suppressIon weap-OCTOBER 1982

ons for installation on Army aircraft. The 20 and 30 mm weaponsystems onboard attack helicoptersare limited in range, accuracy andlethality. Therefore, scout and attackhelicopters must rely on the alreadyheavily burdened combined armsof Air Defense, Artillery and AirForce tactical aircraft to providenecessary enemy air defense andHind suppression.First for an air-to-air weapon inthe near-term current systems mustbe used (despite their limitations),and to make up the differenceHA T AC aircrew training becomesimperative. The midterm proposalis to upgrade existing scout andattack fleet weapons systems forair-to-air use.he second subissue is the airdefense suppression weapon. Thekey opportunity is to develop asystem based on the Stinger missile.Concurrently, exploration for farterm opportunities for specificallydesigned air defense suppressionsystems should be pursued (figure 8 .Again, as with all six issues andrespective subissues, the panel'sfeeling was that DARCOM is proceeding in the right direction in itsresearch efforts; however, adequatefunding is missing.These, then, are the issues whoseresolution will improve the capabilityfor Army aircraft and aircrews tosurvive and fight again another day.Seemingly small, they have beenovershadowed by success on thelarger and more visible aviationprograms. However, they were feltto be 'so critical to the battlefieldcapability of our aviation forces thatendorsement by the Materiel Panelwas considered to be paramountfor timely resolution.

NOTE: My sincere appreciation to COLClark A. Burnett, director, Directorate ofCombat Developments, U.S. Army Aviation Center; MAJ Josef Reinsprecht andthe panel members for their contributions.

~ e DARCOM LONG-RANGERDA PLAN A

1 : 1 : " ' . ] # . ' I : I ' J @ : i I . l I ; , # , j j [ . : ~ A NEEDS HAVE BEEN RECOG- ~

NIZED R FUNDING IS REQUIRED

FIGURE 6: CLASS III NDVSUSTAINABILITY

~ e DARCOM LONG-RANG ERDA PLAN BIGGEST FUNDING SHORT-FALLS IN FY 84 to FY 86 A APPROVED PRODUCT IM- APROVEMENTS SHOULD BE SAPPLIED FIRST TO RD-JTF PDESIGNATED AVIATION RUNITS

FIGURE 7: DESERTOPERATIONS

.... e DAR COM LONG-RANGERDA PLAN

EXPEDITE REQUIRED OPER- A,ATIONAL CAPABILITY ON AOAIR-TO-AIR WEAPONO IR DEFENSE SUPPRES- p

SIONWEAPON R FUNDING REQUIRED

FIGURE 8: AIR T() AIR AND AIRDEFENSE SUPPRESSIONWEAPON

13


16/48

VIEWS ROM RE DERS

Editor:Ifyou feel the attached "ten commandments" are of value, feel free to publish.TEN COMMANDMENTS OFA VIA TION SAFETY

1 Know your personal limits and the limita-tions of your crew.2. Know your aircraft and its performancelimitations.3. Know your plan - carefully preflight, prepare performance charts, conduct hoverchecks-and fly your plan.4. Know proper loading for anticipated flightconditions.5. Know normal mission parameters andavoid marginal operations:6. Know the wind and avoid low-level downwind operations.7. Know your pilot in command authorityand don't be pressured or rushed.8. Know and be ever wary of weather.9. Know and obey established directives.10. Know the joy of professionalism - thinksafety and fly safelyCW3 Ray L Christopher441st Medical Detachment (HELAMB)Kentucky National GuardEditor:I am Training Squadron SEVEN'SGround Safety Petty Officer, ADIHarley R. "FRENCHY" Boudreaux.While clearing my department head'sdesk recently, I came across a few oldissues of your fine magazine, UnitedStates nny A viation Digest and wouldlike to have VT-7 Safety Office put onyour distribution list. We here in VT-7

4

are concerned with teaching naval aviators and would like to see the ArmyA viation's view of safety.AD 1 H.R. "FRENCHY" BoudreauxNaval Air Sta tionMeridian, MS

Navy and Marine units should submitrequests for the A viation Digest to:Director, Navy Publications and PrintingServices, Building 157-3 ATTN: Distribution Branch, Washington NavyYard, Washington, DC.Editor:Please send the following articles onnuclear, biological and chemical warfarethat appeared in past issues of viationDigest:"Nuclear, Biological, Chemical Training and Development" (August 1981issue)."Nuclear, Biological, Chemical Decontamination Problems" (October 1981issue).

Editor:

2LT Brian D. Tutt4th Squadron, 9 th Cavalry6th Cavalry Brigade (AC)Ft. Hood, TXAMO supposedly stands for aviationmedical officer, but we in the business

of fixing aircraft call a flight surgeonvery seldom and to us an aircraftmaintenance officer is an AMO.I was breezing through my in-boxand came upon an Aviation Digestarticle(Aviation Personnel Notes, November

1981, page 39 that caused me someconcern. The same concern an AMOwould have with a grounding safety-offlight message handed to him as heclosed the "barn" for Friday night's happyhour I read it over and over again withgreater and greater frustration. Therewasn't any typo errors but I keptlooking for one. Department of the Anny(DA) has decided to give my careerfield a new name and some new jobs togo with it.

The "New Title for Specialty Code71" piece explains in two hundred wordsor less that my career field, from henceforth, will be called Aviation Logistics.t explains that this title ". . . moreappropriately describes the SC 71 in amultifaceted logistical role and,

furthermore, ". . . more accuratelyportrays my capabilities as opposedto continuing the perception that SC71 is only aircraft maintenance." Wellgentlemen, that sure blew my "continuing perception."

I've been an AMO for 10 yearswhether assigned that job or not. I'veworked as a TC detachment commander(now the aviation unit maintenance(A VUM) direct suppor t section leader),service platoon leader, direct supportrepair platoon leader, aviationintermediate maintenance (A VIM) production control officer and battalionAMO. That's where the "nuts and bolts"of aircraft maintenance managementhas been. I've also worked the otherside of the fence" as a battalion S-4. Butit didn't take an S-4 job to teach meabout " . . property books, dining facility



17/48

management, procurement of all classesof supply and an expanded area ofproperty accoun tability."It has been my continuing perception" that property book hand receipts belonging to AMOs are as largeas most considering what comprisesA VUMI A VIM tool sets, kits and outfits.Regarding property accountability, showme an AMO who hasn't signed a cashcollection voucher, statement of chargesor a report of survey and I'll show youan AMO who hasn't fixed many aircraftfor very long. Also, Class IX (Air) is notthe only class of supply that keeps aircraftflying. And, as far as dining facilitymanagement goes, AMOs usually haveto cut the cake" given to them andthen eat it, too." But, my point is,these are only part-time tasks of anAMO.

An AMO worth his daily status reportis a professional soldier managing moreresources (people, property, time andmoney) than anyone in any given aviationunit, less the commander. He's theproduction control, quality control andtech supply officer for the commander.He's the scheduled, unscheduled andpreventive aircraft maintenance officerwho keeps the operations officer inbusiness. He's the platoon daddy" to a

bunch of young men and women whodon't understand why they can't get anovernight pass after marching, in whatthey hoped was their last "pass in review."I have observed AMOs in my careerfield adapt to many changes. With theBaltimore and St. Louis Publication Centers "pumping" out constant changes(they obviously are speculating on timberfutures), Force Development activitiesconstantly modifying missions and tablesof organization and equipment, andevery new commander who wants tosee his unit operate in the field forhimself, the AMO without "contemporary technical skills" is well belowthe flow chart.

The AMO is responsible to his fellowaviators to stay on top of all "it." He'sresponsible to his professional maintenance technicians and NCOs to be the"heat shield" (General E. C. Meyer,military letter with no subject/ title, 9October 1980) for as much of "it"as he can. And now, DA says he mustprofessionally compete with diningfacility managers Which aviation commander out there wants his next AMOto report for duty after a 3-year assignment as a battalion S-4? You'll get whatyou ask forI would like to see the AMO continue

to be the specialized professional thathe's trained to be. I f career progressionreduces 71A (fixing aircraft) opportunities, let those most "fit" survive. Thereare plenty of other specialty codes thathave opportunities for officers as theyadvance. Let the 71A do his "thing"and give the property books and messhalls to the SC 92.

Editor:

CPT Robert A. CaverlyAVRADCOMSt. Louis, MO

The Office of Air Force History ispreparing a comprehensive history ofairpower in the United States, whichwill cover the 75-year period since theacquisition of the first military aircraft.This volume will be richly illustratedwith photos which will come from depositories as well as private collections.I f anyone wishes to share with theOffice of Air Force History any holdingwhich can be used in this publication,please contact:Lawrence 1. Paszek, Senior EditorOffice of Air Force HistoryBldg 5681 , Bolling Air Force BaseWashington, DC 20332(Tel: (202) 767-4548)

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

viation Center Training nalysis and ssistance TeamLASER HAZARDS

ISSUE: More and more combat equipment has lasercapabilities. Use of this equipment in training posesserious potential safety hazards to troop vision. Wherecan guidance concerning safety and training policiesbe obtained?COMMENT: AR 385-63 is the best reference onthese safety requirements. This document is presentlyundergoing revision. Revision to chapters 19 and 20which deal with laser safety, are in final coordinationbetween TRADOC and the Environmental HealthAgency.

OCTOBER 1982

Other documents that may be useful concerningtraining with lasers are AR 40-46 and TB Med 279, 30May 1975. TRADOC point of contact for these three documents is Mr. Warren Leary, Safety Officer, AUTOVON680-3930. Environmental Health Agency POC is Mr.Wes Marshall, AUTOVON 584-3468/ 3932. Localguid

ance in USAREUR can be obtained from Mr. BobBrown, Safety Officer at Grafenwoehr. (Directorateof Training Developments)

15


18/48

EFECTIVE USE of the combatpower of Army aviation-dayor night and in all types ofweather-is a major concern forthe combined arms team on themodern battlefield. Tactical airtraffic control (ATC) is an importantsegment of this capability, for itallows combat aviation units to moveabout the battlefield r pidly ands fely to deliver their ordnanceunder marginal weather conditions.Like most other military tasks,good training that refines ATC procedures and develops the cockpitconfidence necessary to accomplishthis mission is the key. But trainingin today's Army is expensive, especially when you are talking aboutlarge numbers of aircraft and personnel. Building ATC training intoalready scheduled exercises increases training opportunities without anadditional expense of aviation unitresources, fuel or flying hours.

REFORGER 81 's FTX CertainEncounter, a U.S. V Corps sponsored exercise, provided an opportunity for the 5th Signal Command's59th Air Traffic Cont rol Battalionto put together a large-scale, realistic

6

Lieutenant Colonel A. E. Hervey Jr.National War CollegeWashington DC

scenario that resulted in some effective ATC training. They learnedthat successful joint Army/Air ForceATC training during a major exercise requires prior planning, intenseeffort and more than a little salesmanship. However, it pays big dividends in the development of jointdoctrine, training experience andaviator proficiency and confidence.Elements of six aviation battalions provided the largest numberof Army aircraft used in REFORGERwithin the past few years, and morethan 70,000 ground t roops providedadditional realism. Nearly 5, XX) squaremiles of airspace were temporarilyrestricted down to ground level formilitary use during the exercise. Thisallowed low-level instrumented approaches and landings at tacticalairfields during marginal weather.Standard air routes were established,complete with deployed radio navigation beacons.Army ATC personnel were collocated at the U.S. Air Force controland reporting post (CRP), providing face-to-face contact with theother guy in the sky, and resultingin even better joint training and

cooperation.For this particular exercise, Giessen Airfield was equipped by VCorps engineers with steel mattingfor heavier aircraft, and this areawas used to simulate the deployedCorps airfield. It was a rewardingexperience when the first C-130aircraft turned final onto a groundcontrolled approach given by anArmy radar controller. Visibility wasdown to one mile with light rainand fog, yet critical supplies weregetting into a forward airhead. Afterlanding, armor convoys were refueled and returned to the battle-anexample of an ATC platoon in itsforward mission posture.Several other actions were takento prepare for Certain Encounterand ensure that maximum trainingresulted: Standardized phrases and termshad been developed within the unitover a period of several years. Thisnot only provided more positivecontrol but also resulted in reducedelectronic transmission signatures. Based on this experience, aControllers Procedures Guide wasdeveloped as a common source from



19/48

which all controllers could executestandard ATC procedures. (Distributed to platoon level, the guidealso serves as an excellent manualfor individual training.)

The aviation community wasbriefed on the procedures in advancethrough a set of locally producedvideo tapes and again at each prebrief prior to a mission.Many lessons were learned as aresult of organizing and executingthe ATC training. Some general tipson putting together the ATC segment of a training exercise are givenin the table below. Other lessonslearned were:

Access to the flight paths wasnot always available. That great bigsky suddenly became very crowdedand factors such as mission urgencyand separation criteria determined

1. Begin by establishing instrumentand adverse weather flight capability as an exercise objective. (Thiswill alert the staff to what s goingon la ter when support is needed atcorps or division level.)2. Obtain exercise restricted airspace from local airspace authorities for the entire exercise area.This must be done months aheadusually. Use of airspace inside military prohibited areas must also becoordinated on reservations withlocal commanders.3. Obtain written permission fromcivil aviation authorities for entryand exit poin ts to exercise airspacewhich can then be operated underinstrument conditions and controlled by military controllers. This willadd to exercise realism and convenience.4. Plan and design communicationsto support airspace coordinationto make rapid aircraft handoffsunder instrument conditions intoand out of the exercise area and

OCTOBER 1982

who went where and when. During an extended exerciseperiod equipment breaks down. A

good maintenance program andspare equipment (both beacons andradars helped keep the controlsystem on the air.

Existing peacetime constraintscan be overcome when they areproperly identified. For example,some of the available aircraft werenot certified for instrument flights,and others were temporarily restricted for maintenance reasons.Identification of the fact and priorplanning allowed maximum use ofthe limited number of aviation assetsthat could participate in the tacticalinstrument system. Probably the most satisfyinglesson was tha t the system worked.Under conditions of rain and fog,

ATC EXERCISE PL NNINGThe How To

within the exercise area. Usually,communications to support this willinclude at least one leased line tothe regional civil ATC controlauthority for exit and entry exerciserestricted airspace (necessary forpeacetime training and emergencycontingencies).5. Plan and design preferred Armyair routes and tactical approachesto support the exercise, using FM1-5, Instrument Flying for Army Aviators, FM 1-60 (now FM 1-103 andFM 100-42, covering joint airspaceoperations. Conduct ground and airreconnaissance of ATC sites, landingzones and approach paths.6. Coordinate and meet with corpsor division airspace managementelements, air defense units, and AirForce control and reporting postpersonnel to work out training scenarios, letters of agreement as specified in doctrine and collocation ofArmy/Air Force ATC units to execute realtime airspace managementoperations.

Army and Air Force aircraft flewtraining missions in the exercise area.Tactical instruments could be flownby aircraft during the exercise onroutes at 500 feet above obstacles.More than 400 of the 10,000 recorded Army movemen ts were conducted under instrument flight rules.

The net result of the exercisewas that total combined trainingdoes work. The individual and collective skills of the air traffic controllers and the pilots were greatly increased. The full power of Armyand Air Force aviation was used onthe training field, safely and effic-iently under adverse weather conditions. Working together, Armyand Air Force aviators and airspacemanagers can make it happen. Andwhen marginal weather moves in,it won t leave us all with a blindapproach. =

7. Prepare and distribute exercisedocuments, to include inserts toArmy and Air Force operationsorders, aviator procedure guides,training audiovisual tapes, safetybriefings, inserts to CEOIs (communications electronic operatinginstructions), and controller documents to execute earlier plannedroutes of approaches.8. ATC units flight check routes,approaches and procedures, thenclear the routes and approaches forinstrument flight through the aviation operations officers.9. Keep an active listening post toaviation users to correct problemsthat develop, upgrade the capabilityto flow with the changing exercisescenario (jump airfields or use supplementary instrument letdown ordeparture sites if needed) and provide complementary services todivision/corps aviation units forconduct of airmobile operations.Tactical ATC is only useful if it isused. It must be responsive.

17


20/48

8

HOW TO GET THE

The U.S. rmy Aviation Digest is an official Department of the Army publication.

Active ArmyOfficial distribution is handled by The Adjutant General. Active Army, National Guard andArmy Reserve units under pinpoint distribution should request both initial issue and revisionsto accounts by submitting DA Form 12-5. Detailed instructions for preparing 12-5 can befound on the back of the form. Submit the completed 12-5 to:

CommanderUSA AG Publications Center2800 Eastern BoulevardBaltimore, MD 21220

National Guard units not on pinpoint distribution should submit their request through theirstate adjutant general.Navy and Marine orps

Submit your request to:Director Navy Publications and Printing Service Management OfficeBuilding 157-3Washington Navy Yard

Washington DC 20374ir Force

Use local Air Force funds and submit request for paid subscriptions as outlined in the lastparagraph below.

Units submit your request to:Coast Guard

Commandant (G-OSR-2/32)U.S. Coast Guard HeadquartersWashington DC 20593Official distribution is not made to civilian organizations. However, the Aviation Digestmaintains a limited number of exchange subscriptions for other technical publications.Request for an exchange should be made by letter, enclosing a copy of the publicationproposed to be exchanged, to: Editor U S rmyAviation Digest P.O. Drawer P FortRucker, l 36362.Paid subscriptions for the Aviation Digest are available from:

Superintendent of DocumentsU.S. Government Printing OfficeWashington, DC 20402Annual subscription rates are 26.00 domestic and 32.50 overseas.

u.s. ARMY AVIATION DIGEST


21/48

NBC SurvivalA Matter of AttitudeWHEN A TASK is especially difficult, many of

us just ignore it, hoping it will go away. Unfortunately,that too often is the attitude of Army Aviation peoplewith regard to preparing for chemical warfare. fthere is any reason to doubt that, take a survey ofyour unit training hours and categorize them intobasic areas of emphasis: Considering that we expectto fight most of the time and fly all of the time inMOPP 4 (maximum mission oriented protective posture), there is surprisingly little training time devotedto it. We need to recognize how deadly the chemicalthreat is and improve our readiness to deal with it

t is rather difficult to relate to a lethal dose ofnerve agent without some description; so considerthat a droplet, about 2 milligrams, can cause death ifabsorbed into the body. That quantity is labeledLD-50, or the lethal dose for 50 percent of the troops,though it will vary from agent to agent. To apply thisto a real-life situation, consider that a 10-milligramper cubic meter (of air) concentration of agent isrealistically expected over a large percentage of thebattlefield. Unprotected exposure to that concentrationfor 6 seconds will cause miosis (contraction of thepupils) with attendant loss of depth perception andpossible pain upon focusing. That is considered to bean incapacitating dose for aviators, although it maynot be for ground personnel.

The current antidote is atropine which can increaseyour chances of surviving exposure to the agent.However, the recommended dosage of three injectionsof the antidote can also cause an aviator's vision to betemporarily degraded to the point that he cannot fly.Knowing that an antidote is available does not meanwe can afford to be unprotected in a nuclear, biologicaland chemical (NBC) environment

What can you do? Talk it up in your unit. Set anexample by being current on the latest NBC poop.The viation Digest issues of August, October andDecember 1981 had articles important to a basic

OCTOBER 982

understanding of yourarea of responsibility in NBC.Spend 15 minutes reading thedash 10 to the M-24 NBC protective mask (TM 3-4240-280-10). Getinto the MOPP gear and fly in theentire ensemble for 2 hours, makingthat part of the 6-hour drill. This must bedone in accordance with the safety rules givenin the appropriate aircrew training manual. Talk toyour NBC officer and noncommissioned officer aboutgiving a class to bring your unit up to speed on thethreat and the capability to deal with it. Another goodreference source will be the new ALSE (aviation lifesupport equipment) manual (FM 1-302) that is to bepublished early next year; it has a very complete NBCsection. Watch for it.

There is a lot of command emphasis on the threatof chemical warfare. Research is being done, trainingis being modified and gear is being obtained. But allof that does not relieve you of your individ ual responsibility to be prepared. The following comment fromthe article, "Nuclear, Biological, Chemical- ChemicalAgents, First Aid and Long-Term Effects," in theDecember 1981 viation Digest pretty well sums it allup: "After considering the symptoms of even sublethaldoses of chemical agents, and some of the drasticlong-term effects, it is obvious that aviators mustavoid the slightest exposure to chemical agents "

That avoidance is possible if you have the properattitude about preparing for it.

CW3 Ernest D KingsleyB Company, 214th Battalion9th Cavalry Brigade Air Attack)9th Infantry DivisionFort Lewis, W

9


22/48

Directorate of Evaluation StandardizationR PORT TO THE FIELD VI TIONST ND RDIZ TION

Mission Planning orNight light OperationsWITH THE INCREASED emphasis on trainingduring the hours of darkness, aviators must under

stand the limitations and requirements for nightflight operations. The success of any operation dependson the amount of training and mission planning priorto the mission, but mission planning and training arecritical when the operation is to be conducted at night.It is important to acknowledge the fact that planningfor any tact ical mission day or night, training or realworld) requires detailed information, extensive planning and total coordination. The details must includeall available information about the mission, enemy,terrain and weather, troops available, space and timelimitation. With these details, maps and aerial photoscan be gathered and hazards and weather informationcollected. In addition, any special equipment and/ orpreparation of equipment can be determined. Armedwith this information, planning can begin.To assist aviators in night flight mission planning,the following excerpts are from the draft night flightmanual, FM 1-204.Mission Planning: Maps and Visual Aids1. Maps: Assemble as many different maps of the

area as possible a minimum of three different scalemaps is required).a. 1 250,000; the best map in this scale is the jointoperations graphic JOG-A). The 1 250,000 scale mapis the primary map for planning and flying the enroute portion of the mission. The scale permits arelatively small map, uncluttered with extraneousinformation, and when prepared properly, is nightvision goggle NVG) compatible.b. 1 500,000; recommend the tactical pilotage chartTPC) or VFR visual flight rules) sectionals. Thismap is updated more frequently than the JOGs andprovides accurate information on major towers, beaconsand powerlines.c. 1 50,000; standard tactical map is used to locateand confirm unique map features and to transferthem to the JOG . It displays, in more detail, thoseareas which may be difficult to interpret on the JOG.Any en route landing or holding areas can be accuratelyplotted and studied on this map. In addition, this map

20

is used for the objective phase of the mISSIon. Itshould be used for the navigation and operation withinthe objective area.2. Aerial Photos, Terrain Boards, Sand Tables: Theseare visual aids listed in FM 1-204 as invaluable aids forNV G operations.General Route and Aircraft Checkpoint ACP) Planning Considerations.1. Route Planning: The route to and from the objectivearea must be tactically sound but not so difficult as todeter successful navigation. Below are general rulesof NVG route selection.a. A void brightly lit areas, roads and cities.b. A void planning routes near navigation aids orairports due to the hazards associated with otheraviation opera tions and to avoid detection by radaroriented on these facilities.c. Large north-south valleys may be negotiated onthe lighted side or dark shadow) side depending onthe threat and terrain.d. Plan to negotiate narrow valleys and passes eastwest so that the terrain will be lit and shadows avoided.e. Never plan a route that heads directly into a lowangle rising or descending moon. Alter course asnecessary to fly a zig-zag course when left with noother choice.

FIGURE 1course line t

maiorpaved roadssecondary roads - - - -power lines i i i i i i i i i i i i i i i imaior rivers

citiesairportswith beacons -1-

12 towers A A4 mouI' 'ilSr hills~bodies of wate r ' 15 dry washes ~ : : :

small riversor streallsrailroad tracks it++t++t+t+small towns orground lights *

phase lines ..........18 fields or landing0zones LZ)

U.S. RMY AVIATION DIGEST


23/48

f. Avoid planning route segments requiring headingchanges of more than 60 degrees.

g. Always select intermediate reference points, inaddition to checkpoints CPs), along each leg of theroute for course confirmation and timing. The lowerthe ambient light, the more reference points shouldbe used.h. If possible, plan to cross major roads and railroads at large angles e.g., 90 degrees) in order toreduce exposure time.

i. I f it is impossible to avoid flights near populationcenters or flights near major roads, plan to maintainat least cruise airspeeds in order to minimize exposuretime.

j. When computing times, distances and headingsfor the route, always compute the same informationfrom barriers and prominent map features. This willgreatly aid in reestablishing the flight on course if aCP is missed or the flight becomes misoriented.k. Plan the times at which you should cross prominent intersecting features (roads, rivers, railroads) tofacilitate timing and navigation.

l. Always anticipate wires associated with all roads,towers and buildings in open fields.m. Always plan alternate routes and bypasses inevent the primary route is blocked due to weather,enemy compromise, etc.2. ACP Planning: After a general route has beendetermined to the objective area, select ACPs andcheckpoints to control movement along the route.Study the CPs carefully, using all available maps andphotographs. Below are general rules for NVG checkpoint selection:

a. CPs should be unique, natural or manmadefeatures which are detectable at a distance; not visibleonly when flying directly overhead.b. CPs should contrast with surrounding terrain.c. Avoid selecting CPs near towns as the towninvariably grows and may alter or make detection ofthe checkpoint difficult.d. CPs should not be in the vicinity of bright lights.e. CPs should always be confirmed by an adjacentprominent feature along the route to alert the pilotthat the CP is approaching.

f. Always consider and determine the moon angle.g. Checkpoints should be at least S nautical milesNM) apart and no more than 20 NM apart.h. Always select prominent barriers near CPs,

especially where a turn is planned.i. The first and last checkpoints of a route are the

most important. An easily identifiable feature mustbe used even if the flight route must be altered.Checkpoints should be about S kilometers km) fromthe takeoff point and objective respectively to ensureabsolute, positive location and timing. Final leg shouldbe less than 8 km from the objective to preclude com-

OCTOBER 1982

Route cards are constructed withthe same basic criteria as the(NVG) navigation cards and dis-play all essential information foreach particular leg of the route.1. Route cards are constructedone for each leg of the flight andone for the objective area, FARPholding area, takeoff point, LZand area of operations for aircav and aUk helicopters oper-ations).2. Route cards must be made toscale and as accurately as pos-sible.3. Completed route cards shouldbe placed in plastic envelopesof corresponding size, securedwith metal rings and hung in thevicinity of the aircraft instrumentpanel or pilot kneeboards.

EXAMPLE 5 x8 EN ROUTECARD(SHOULD BE TOSCALE AS MUCH ASPOSSIBLE)FIGURE 2: NIGHT VISION GOGGLES EN ROUTE CARDS

promise of the mission and to ensure timing.j. Verify MSL (mean sea level) altitude of check

points.k. All contingency landing zones must have a CP

associated with the final approach leg.l. Use one map per mission - never attempt to usethe same map for a different mission in the same area.

m. Mark contour lines at SOO foot intervals. Do notmark contour lines in relatively flat terrain as it leadsto confusion.Note: When the JOG is completed, prepare the tacticalmap in the same manner- for use in the objectivearea and/or when flying NOE.

These mission planning excerpts from the draftnight flight manual, FM 1-204, will assist units in nightflight planning. Extensive planning will ot result insatisfactory mission accomplishment unless a completeand detailed briefing is conducted. Every personinvolved in the mission must know what is going tohappen - including the alternate plans. Then, beforestarting the mission, some form of rehearsal shouldbe conducted. Time may permit only a map and discussion rehearsal but a rehearsal should be conducted.

This information on mission planning and NVGmap preparation has been compiled from field unitstanding operating procedures and training programsand is being included in the new FM 1-204. We realizethat we don t have all the information possibleconcerning NVG flight mission planning; therefore,if you have a useful method of map preparation orideas on NVG navigation let us know. < sr'DES welcomes your inqUIries and requests to focus attentIonon an area of malor importance . Wote to us at Commander.US Army Aviation Center. ATTN : ATZQ ES. Ft Rucker. AL36362 . or call us at AUTOVON 558 3504 or commercial205255 -3504 After duty hours call Ft Rucker Hot Line AUTOI/ON558 6487 or 205-255-6487 and leave a message

21


24/48


25/48

improved graduates, a fact which is borne out by thepositive comments we have received from you in thefield. Another example of the positive approach thisrevision is taking can be seen in recent actions takenby Department of the Army concerning migration ofsupervisory level personnel from nonaviation MOSsinto CMF 67. This migration is no longer permittedand these actions will ensure that our supervisorshave the prerequisite technical skills and experienceto meet the challenge of their demanding and importantpositions.Action to effect the transition to the MOS structurepictured below started last month. A briefing teamfrom U.S. Army Transpor tation School and MilitaryPersonnel Center already has or will soon visit yourarea and explain the entire CMF revision to includeMOS structure, promotion potential and other relateditems of interest. This team will also brief you on themethodologies which will be used in determining howyou as an individual fit into this CMF and MOS structure. Without boring you with a great many details,this process will include the serious consideration ofyour experience and background, your commander'sand first sergeant's recommendations and your pre-

ferences and desires. Be mindful, however, becausethe total needs of the Army also will be considered aspart of the equation. Let me interject at this point thatonly about 15 percent of the 18,000 people includedin CMF 67 will require reclassification to the newaviation MOS created by this revision. In the first fewmonths of 1983 you will have the opportunity to stateyour opinions and desires directly to those who willaccomplish the reclassification action. All personnelwill be aligned with the new MOS structure before1984.

The positive benefits of this program, to you thesoldier and supervisor in the field, are substantial andinclude an increased promotion potential withouthaving to leave the aviation field or ajob in which youare darn good. Training will allow you to tackle thetough job which faces you.

There are many other improvements contained inthis program which will greatly enhance your dailyefforts to keep Army Aviation Above The Best.Your untiring support of the aviation mission andcontinuing support of this program are recognizedand appreciated by all members of the aviationcommunity. q .

IHEAVY LIFT HEAVY LIFT MEDIUM MEDIUM I I AIRCRAFT AIRCRAFT AIRCRAfT AIRCRAFI AIRCRAfT I AIRCRAfT AIRCRAfT AIRCRAfTHELICOPTER HEliCOPTER HELICOPTER HELICOPTERREP lm HCH REPAIRER TECH

INSPEC IN SPEC

LINE Of PROGRESSION SERVICE SCHOOL POI

WHEN A CENTERED IN INVENTORYSUBSTITUTABILITY NONE

OCTOBER 982

POWER POWER STRUCTURAL PNEUDRAUlICS ElECTRICIAN fiRE WEAPONS ARMAMENTPLANT TRAIN REPAIRER REPAIRER CONTROLS SYSi[M IECH INSPECREPAIRER REPAIRER SVSi[M REPAIRER

REPAIR

23


26/48

PEARI SPersonal quipment And ~ e s c u e s u r v i v a l Lowdown

Water Purification Iodine Tablet Serviceability TestingReference CDRUSAMMA, Ft. Detrick, MD,

SGMMA-LOT message, the Defense Personnel Support Center advised that the following medical materialwas tested and found to be suitable for issue and useprovided the unit has a good wax closure and showsno signs of physical deterioration. A retest date of 2years has been established for the following material:national stock number (NSN) 6850-00-985-7166, waterpurification tablet, iodine, 8MG, 50S, WisconsinPharmacal, all lots manufactured April 1979 throughand including December 1980; retest date is December1984. Note: Cite DPSC Project Number 0820229SL asauthority for extension of expiration/retest date. Thisinformation will be confirmed in DA SB-8-75 Series.Activities will destroy the medical material identified below in accordance with paragraph 3-48, AR40-61, under provisions of paragraph 2-10, AR 735-11,as unsuitable for issue and use: NSN 6850-00-985-7166,water purification tablet, iodine, 8MG, 50S, Van BrodeMilling Company, all lots manufactured prior to andincluding December 1971. The medical material failedserviceability testing conducted by the Food and DrugAdministration. This information will be confirmedin DA SB-8-75 Series. Action officer for this office isMr. Ed Daughety, AUTOVON 693-3307.

Aviators Breathing OxygenKnow your Military Specifications, Military Stan

dards and Federal Specifications when it comes toaviators' breathing oxygen. The following pertinentinformation was excerpted from the aforementioneddata. This is an effort to clarify standards and containermarkings. Some precautions are included which mayhelp eliminate the possibility of servicing an aircraftsystem with other than aviators' breathing oxygen.Oxygen for aircraft use is stored or contained inthree forms-gaseous, liquid or chemical. The liquidoxygen system is used in some military aircraft (notArmy), chemical in some large aircraft (Army usesChlorate Solid State in some instances) but mostgeneral aviation aircraft use the gaseous oxygen systemas does the Army. This article relates to gaseousaviators' breathing oxygen.

4

Gaseous oxygen is colorless, odorless, tasteless andabout 1 1 times as heavy as air. Oxygen can exist as asolid, liquid or gas, depending upon the temperatureand pressure to which it has been subjected.Oxygen is a very reactive material, combining withmost of the chemical elements. The union of oxygenwith another substance is known as oxidation. Extremely rapid or spontaneous oxidation is known ascombustion. While oxygen is noncombustible in itself,it strongly and rapidly accelerates the combustionof all flammable materials - some to an explosivedegree.Aviators' breathing oxygen comes in cylinders paintedgreen with a white 2 to 2-1/2 inch wide band, 9 toinches below the collar and stenciled or tagged assuch. Inspect to ensure there is no evidence of greaseor oil on the valves or the cylinders. (Hands, clothingand tools must be free of oil, grease and dirt whenworking with oxygen equipment. Traces of theseorganic materials near compressed oxygen may resultin spontaneous combustion, explosions and/or fire.)Before servicing any aircraft, consult the specificaircraft maintenance manual to determine the propertype of servicing equipment to be used. Aircraft shouldnot be serviced with oxygen during fueling, defuelingor other maintenance work which could provide asource of ignition. Oxygen servicing of aircraft shouldbe accomplished outside hangars.In summary-aviators breathing oxygen going intoaircraft oxygen systems should meet the purity andmoisture specifications as contained in MilitarySpecification MIL-0-27210; purity-99.5 percent byvolume (minimum); moisture-0.005 milligrams perliter of gas maximum.DO Check that only aviators' breathing oxygen isgoing into aircraft systems.

Reject oxygen that has an abnormal odor (goodoxygen is odorless). Follow applicable instructions regarding charging,purging and maintenance of aircraft oxygensystems.



27/48

amMcLemore

O NOT Use oil or grease around oxygen systems. Expose oxygen containers to high temperatures. Confuse aviators' breathing oxygen with hospital/medical oxygen. The latter s pure enoughfor breathing but the moisture content s usuallyhigher which could freeze and plug the lines andvalves of an aircraft oxygen system.)Credit s given to Department of Transportation,Federal Aviation Administration and Flight StandardsNational Field Office for this article. Point of contactfor further information is Mr. Tommy Vaughn,AUTOVON 693-3307.

itting Of Protective MasksPresently fielded protective masks will not providean adequate fit (protective seal) for some individuals.or personnel who cannot achieve an adequate seal,modification of the protective mask s required.

OCTOBER 982

photo by Tom reene

Modification of protective masks s accomplishedat U.S. Army ARRCOM (Armament Materiel Readiness Command). Requests to get mask modified forhard to fit personnel should be sent to Commander,U.S. Army ARRCOM, ATTN: DRSAR-MAO-NC,Rock Island, IL 61299.When issued, all protective masks s