army aviation digest - dec 1987

8/22/2019 Army Aviation Digest - Dec 1987

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Major General Ellis D. ParkerChief, Army Aviation Branch

IN CONJUNCTION with Army InItIatIves , theof unit combat perform

or procedural methods max

To assess a unit's combat effectiveness , evaluators. Currently, we use the

our unit's combat effectiveness and toof collective

or equip.

of the task and the combat scenario in which

To fill this gap, the Army is upgrading its training

of the individual unit. Theof this effort will be a separate ARTEP

to supplying the commander descriptiveAMTP

performance in field training exercises.of what to train (as do current ARfEPs), but also

how to

effectively train his unit. Included in the new documents are examples of operation orders and fragmentary orders, as well as time planning schedules, whichprovide excellent training aids to unit leaders. TheAMTP is designed to allow the unit to retain theflexibility afforded it by the old ARTEP while alsoproviding more specific guidance to commanderswhen developing training situations that will increaserealism and improve combat effectiveness.Regarding this new ARfEP training program, Ihave two points of guidance to share with you. First , Iwant to stress the importance of your input to thisprocess while it is still in its infancy. The AviationCenter will publish AMTPs for seven types of unitsbetween now and fiscal year 1990. These units includethe assault helicopter company, the air cavalry troop,the attack helicopter company, the medium helicoptercompany, the regimental aviation squadron, and thetarget acquisition reconnaissance company. Additionally, the Aviation Center will consolidate all headquarters and headquarters company, headquarters andheadquarters troop and headquarters and service company AMTPs into one manual entitled, "AviationCommand and Staff," to be published on the sameschedule.

The Aviation Center has begun circulating some ofthe preliminary and coordinating drafts of these manuals to approving agencies, proponent schools andselected using units in accordance with Training andDoctrine Command Regulation 310-2. We are soliciting comments. This is your chance to make an impacton how we train-I urge you to take advantage of it.

Second, I want to stress that this new AMTP, likethe ARfEP, is a training program-not a test. Theobjective of all aviation training is preparation forfuture battles. We train the way we plan to fight andwin, not to pass the test. Use the AMTP with that inmind. ~

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FIGURE 1: Location of ALA units.

=Army Lighl ANion Un ..

o = or Mojor Unll Com_ncb

I TAL IAN ARMY LightAviation (ALA) was created 35years ago. As with U.S. ArmyAviation, it fulfilled the need toperform liaison, reconnaissanceand direction of artillery firemissions.The growth of ALA parallels theemergence of the helicopter in thelate 1950s, and the rapid development of rotary wing technology inthe 1960s when the range and intensity of its employment wasbroadened.Today, ALA is the youngestcomponent of Italian groundforces, playing an ever increasinglysignificant role on the AirLandBattlefield.Until recently, ALA was organized with one battalion in eachdivision or military region, and aregiment in each corps for a total of26 battalions at 20 bases.As a result of the Italian Department of the Army's decision toeliminate the division, the ALA isbeing reorganized in order to per-

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form its mission (figure I) . To doso , the ALA has three newstructures:

Regiments of army corps. Operational reserve regiment. Military regions' battalions.Most division battalions will beincorporated within regiments ofarmy corps, but some will strengthen military region battalions. Thiswill provide army corps and military region commanders with theminimum capability needed to conduct essential training and operational missions. It also will increase

the amount of equipment- especially weapons systems-andpeople needed to bolster commandand control capabilities at regimentand battalion headquarters. Thiswill decrease the number of battalion headquarters and logisticssupport units at first and secondlevel maintenance by concentratingsupplies and technical personnel.The overall number of bases will bereduced.

TALIThe reorganization will set upfour new battalions of attack helicopters and establish more centralized and economic helicopteremployment.At national level the commandand support organization structureconsists of the ALA Director andthe Army Aviation Materiel Command (AAMC).The director, who answers to theChief of Army General Staff, commands the Army Light AviationCenter where all aviators and technicians are trained. He also commands the 1st Regiment as "operational reserve" and is responsible

for personnel assignments and aviation related training in operationalbrigades, army corps and territorialsupport units.AAMC, a part of both the ArmyMateriel Command and the Logistics Command, presides over theLogistics Branch for Army Aviation supplies. This includes fourthird level repair regiments deployed over the National territory.

u.s. ARMY AVIATION DIGEST


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Lieutenant Colonel Ezio CarfagniniItalian Army Liaison OfficerU.S. Army Aviation Center

Fort Rucker, AL

MY LIGHT AVIATION

Each supports a preestablishednumber of flight units.Operational Tasks. ALA ischarged with facilitating commandand control (C&C) through liaison ,reconnaissance and observationmissions; extending the range oftactical ground reconnaissance byconducting scout missions; providing ground forces with timely, closefire support from helicopters armedwith machineguns, rockets, missiles and an aerial mine deliverycapability.ALA also is charged with conducting air assaults with specialground units and airmobile movement of other units on the AirLandBattlefield. Further, it greatly increases tactical mobility of logistical and maintenance units.Civil Assistance Tasks. ALA isespecially adept at providing assistance and accomplishing civil defence missions in emergency situations. Such tasks during peacetimeare assigned to ALA by the Italiangovernment.

DECEMBER 1987

On short notice ALA is preparedto conduct daily search and evacuation missions of casualties (particularly in the mountains). Crewsare on alert from all units accordingto a preestablished territorialdistribution .Assistance is required almostyearly in areas hit by floods orearthquakes, which are fairly frequent in Italy. During the summer,support of firefighters is common inall parts of Italy.ALA expends about 3,000 hoursper year in civil defence operations,making it the main instrument bywhich the Army performs this role.

Also, since 1979, ALA hasprovided a special helicopter unit,"ITALAIR," to support the UNIFIL contingent in Lebanon.ALA Employment Principles.Army Light Aviation is under thecommand and control of the armycorps or military region to whichflying units are assigned either permanently or as reinforcements. Itprovides airmobile/air assault oper-

ations for the ground forces andflies combat or reconnaissance patrols and various other flight missions. These actions can be conducted by tactical units consistingof nonhomogeneous aircraft with orwithout ground forces.ALA's tactical structure is mainly centralized at army corps levelwith calibrated and temporary aviation missions assigned to minorunits (brigade or tactical group).Missions are generally planned andlaunched from temporary airfields ,generally at battalion level. Aircraftare flown mostly in the terrain flightmode with variable techniques (lowlevel , contour, nap-of-the-earth) asthe contact line is approached.Italian Army Aviation does nothave specific ground forces dedicated to air assault or heliborneoperations. But, this need is met bytraining some mechanized infantryunits in heliborne operations. Operational procedures are periodicallytested during exercises and in basictraining .

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TALIAlI ARMY LIGHT AVIATION

Army Aviation command andcontrol is exercised within ArmyAviation regiment headquarters andArmy Aviation battalion headquarters, which during operations arelocated inside army corps or military region headquarters. Tasks,procedures and aircraft are testedand improved within the frameworkof an army corps C&C operationalsystem.Personnel. ALA has about 800aviators-55 percent officers and45 percent noncommissioned officers (NCOs).Officer aviators come ei ther fromthe military academy or militaryschools.

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Academy officers maintain theirArmy specialties and have to spendsome periods of duty in other Armyunits to be promoted. One year atthe staff college is mandatory forall captains coming from the military academy, and those selected toattend second year leave ArmyAviation but maintain their flightstatus and pay.Officer aviators from militaryschools maintain their Army spe

cialties, but perform their entirecareers in Army Aviation units, asdo NCO aviators.Due to the large number of soldiers who request Army Aviation,NCO student pilot records are

screened. Consequently the majority have high school diplomas.Aircraft. ALA has about 500aircraft. The light airplane,

SM-IOI9, although broadly basedon the Cessna 0- 1 Bird Dog airframe, is a new design powered bythe Allison 250-B 17B turbine engine. It operates at company level,in military region battalions and inmountain Army corps battalions,flying mainly liaison, surveillanceof empty and rear zones, and radiological and photographic surveymissions. The SM-I019 can bearmed with rockets to provide firesupport in particular operationalsituations.

The Italian Army Light Aviationemploys a variety of aircraftincluding (clockwise from far left):Agusta A-109 Hirundo scout aircraft,AB-412, AB-206 reconnaissanceaircraft (similar to the OH-58) and theSM-1019 light fixed wing airplane.



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The reconnaissance hel icopter,

normally is armed

; but it is not used as a scout.For the scout role, and missions, ALA exof the

A-I09 Hirundo. A specialof the Agusta A-129 Man

scout mission (moreUtility Helicopters. ALA's util

of four

=Army Ugh! AYilltion Unit.o =Corps or Major Unit Command.

types of UH-Is-the B, 0, Handtwin-engine N models. Their operational lives are being extendedthrough improvement programs.Meanwhile ALA awaits an A-129utility variant or the European helicopter NH-90, which is part of ajoint program that endeavors to establish operational requirementsthat can be accommodated by vari-0us National industries. The aircraft can be armed with machineguns and rockets.ALA's medium transport helicopter is the CH-47C Chinook. The29 recently delivered are operatedby the Operational Reserve FirstRegiment. These Agusta-assembled helicopters will keepALA's fleet of CH-47Cs opera-

tional until the year 2000 becausethey have been modernized muchlike the U.S. Army's CH-47D. Themodernization consists mainly of:replacing the T55-L-II turboshaftsby the T55-L-712s; a transmissionmodification to increase thepayload from 17,100 to 23,100pounds; replacing the rotor bladeswith advanced composite blades;upgrading avionics and navigation.The aircraft also can be armed withmachineguns for self-defence.The liaison helicopter is the

A-I09 Hirundo, a twin-engine,high-performance helicopter withan instrument flight rules capability, manufactured by Italianindustry since the 1970s. A limitednumber were introduced as an

Italy is located in the south-ern part of Europe. Its surface isabout 300,000 square kilometers (two times that of Ala-bama) with 57 million inhabi-tants. Italy's most importantcities are: Rome, the capital;Milan, the most industrial city;Venice, a tourist city; and Na-pIe:., the biggest city in thesouth.Military territory in Italy is di-vided into a combat zone andseven military regions: North-east, Northwest, Tosco-Emiliana, Central, Southern, Sicilyand Sardinian military regions.Responsibility for territory de-fence is: The III, IV and V ArmyCorps in the combatzone. Military region in thecentral and southernparts. Some NATOheadquarters are locatedin Italy:

Allied Forces SouthernEurope (AF South) inBagnoli, near Naples; Allied Land ForcesSouthern Europe (LandSouth) in Verona; Allied Naval ForcesSouthern Europe (NAVSouth) in Nisida, nearNaples; Allied Air ForcesSouthern Europe (AirSouth) in Naples.

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TALIlUI ARMY LIGHT AVlATIOll

Anny Aviation liaison helicopter.Anned with the TOW missile, itwas used as a test bed to prepare theintroduction of a combat helicopterspecifically designed for the antitank role.A more specifically military version of the All-I09 soon will replace a number of AB-206s, andalso will be used to equip oneexperimental company to test theoperational requirements for a dedicated scout version of the A-129.Training. Viterbo, a city 50miles north of Rome, has been thehome of Anny Light Aviation since1958. ALA's training base, with 28helipads, is Europe's largest heliport. Its 50,000 aircraft movements a year make it the thirdbusiest airport in Italy. Three majorunits operate on this base: The Army Light AviationCenter, a training establishment di

rectly subordinate to the ALAdirectorate. The First Regiment "ANTARES," an operational unit withCH-47 and AB-212 (UH-IN) helicopters, is directly subordinate tothe Anny General Staff. The Fourth Repair Regiment,a maintenance organization supporting the First Regiment ANTARES, is directly subordinate toth e Army Aviation MaterielCommand.All ALA personnel training (pilots and maintenance technicians)is conducted at the Army LightAviation Center. Altogether, 38 different types of courses are taught-18 for pilots and 20 for maintenance people.Training problems are handledby the Operational , Training andIntelligence Department (whichmaintains liaison with the directo-

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rate). Academic and practical training are conducted by the CourseDepartment.There is only one minor difference between officer and NCOflight training-that being academic training for the employment ofaircraft. This is because of the difference in military knowledge between the two groups.Training lengths depend on typesand categories of courses. Thebasic course for pilots runs about13 months while others (transition,qualification and so on) are 3 to 16weeks.Italian regulations require all pilots (Anny, Navy and Air Force) toreceive basic flight training at anAir Force school. Then, they attendspecific courses at Anny Light Aviation Center.

ALA Center basic maintenancecourses last from 7 to 17 monthswhile others are from 4 to 20weeks.

To carry out ALA tasks it isessential to ensure that students acquire terrain flight capabilities.Consequently, tactical courses,which represent the most delicate"moment" in the training processof ALA aviators, contain the realspecialization phase of flight training. It is taught in three differentcourses: Tactical pilots (this representsthe final phase of the basic course). Aircraft commanders (for experienced NCO pilots only). Tactical unit commanders (forofficer pilots having a minimum of500 hours in helicopters).At the end of the tactical pilotqualification phase ALA student pilots participate in live exerciseswith onboard armament systems.

The ALA Center also conductsmountain flight training classes inoperational areas of the units towhich pilots will be assigned. Thecourses qualify them to operate in

The Agusta A-129 MangooseIs a new antitank helicopter.



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After ALA training the "new"

come backCom

Commander

ALA flight training uses about,of flight simulators.

Flight simulators have savedof time

ofBelgian-manufactured, fixed

wing simulators obtained in 1977.They are used to train students onthe Siai-Marchetti 1019. Four Canadian CAE Agusta-Bell UH-l Hsimulators are used to train helicopter pilots in basic and instrument refresher training. One ofthese simulators, fitted with aMcDonnell Douglas computer-generated visual system , simulates day,night and twilight flight conditions.Safety. According to the safetypeople, ALA , with an average ofabout 50,000 flight hours per year,suffers one or two mortal accidentsand six to nine less serious accidents every year.The ALA Center also studiesoperational problems posed by theconstant evolution of Army Aviation; develops new equipment and

conducts related operational tests;and writes regulations, technicalmanuals and other publications.The A-129. A new helicopter,the antitank Agusta A-129 Mangoose, is scheduled to be intro

duced this year. It represents achange of philosophy for the employment of Italian ALA.In 1970, the Italian Army General Staff recognized the need for adedicated antitank helicopter. Initially, it appeared that West Germany would join this developmentprogram but, due to some difficulties that could not be resolved,Italy proceeded alone with theA-129 program.The Italian Army has identified

an initial requirement for at least 60A-129As. They will comprise four

FIGURE 2: A-129 performance at maximum takeoff weight.

SPEEDmaximum diving 168 knotscruise at sea level 143 knotscruise at 2,000 feet 135 knotsmaximum (with 8 TOW missiles) 154 knots

ENDURANCEantitank mix (normal)70 knots

2 hours + 30 minutes2 hours + 30 minutes+ 20 minutes reserve

MAXIMUM RATE OF CLIMB6,500 feet (ISA + 20 C) 11,950 feet per m l ~ u t eone engine at sea level 1 400 feet per minute

HOVER (ISA + 20 C)

RANGE (at 135 knots)Internal tank 340 nautical milesinternal and external tanks 600 nautica l miles

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TALIAlI ARMY LIGHT AVIATION

operational battalions, each basedon two companies of antitank helicopters and one company of sixscouts. ALA is still studying thisnew organization.

The first prototype A-129 flew inSeptember 1983, and prototypeproduction ended in 1985. Operational tests were conducted in1986.To evaluate and prepare tacticsfor the A-129, ALA modified twoAgusta A-I09 Hirundos into anantitank configuration by installingthe TOW missile system.

The A-129 rotor system consistsof a fully articulated, four-blademain rotor and a two-blade tail

r o t o r ~ a c h with bearings made ofan elastomeric substance.

8

200 Kgs 440 LbsD

FIGURE 3: A-129 armament payload.

300 Kgs 660 Lbso 8 'TOW' Missiles8 'TOW' Missiles2 -7 Tube 2.75"Rockets8 'HOT' Missiles2 -12.7 mm MachineGun Pods

6'HEllFlRE' Missies '- -____ ..........2 -19 Tube 2.75"Rockets2 -7 Tube 2.75"Rockets

2 - 12.7 mm MachineGun Pods2 -19 Tube 2.75"Rockets

Note: FUEL PODS MAY BE INSTALLED ON IN BOARD STATIONS

Each main rotor blade has a verylow vibration level and consists of aglassfiber spar, a Nomex honeycomb leading and trailing-edge,and skin of composite materials.The hub is equipped with a swashplate of glassfiber composites. Allmechanical linkages and movingparts are housed inside the rotormast.There are no lubricated bearingsin the rotor head. The tail rotorblades are also made of compositematerials.Another feature of the A-129 isits ability to fly for more than 30minutes without lubricating oil, orafter the blades have been hit in anylocation by a 12.7 mm projectile.The rate of climb, figure 2 (page7), shows (among other main performance data) the power of theengines. The A-129's external tanksallow it to fly the entire length ofItaly from north to south.

The A-129 is the first helicopterin the world to adopt B-1 Bandspace shuttle technology by employing a fully integrated multiplexsystem that handles: Communication and navigation to automatic flight control flyby-wire. The monitoring of the engineand system. Automatic performance computation in realtime. Warning and condi t ionmanagement. Integrated helmet and displaysighting system. Pilot's night vision sight interface and fire control.Figure 3 shows the various armament configurations required by theAnny.A-129 missions will be mainly inantitank roles. But, by the pro-



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MISSION GROSSWEIGHT (KG)POWER (HP)MAX CRUISE (KM/H)HOGE (M)

ENDURANCEARMAMENT (AfT)OTHER ARMAMENT

gressive replacement of the TOWsystem either with a fire-and-forgetmissile like HELLFIRE, or an airto-air missile like Stinger or Mistral, ALA expects to use the Mangoose as a light attack helicopter.Figure 4 depicts the A-129's mainperformance compared with theAH-I S Cobra and the AH-64Apache.Taking advantage of its technology, Agusta is studying fourA-129 variants that are supposed tomeet Italian armed forces and international needs (particularly European). While it is not easy to predictdevelopments of these programs,the accomplishment of some ofthem would allow both economicand practical advantages.The first variant is the antishipversion that Agusta will develop in

DECEMBER 1987

=- ~: -.-tA-129 AH-1S AH-64MANGOOSE COBRA APACHE3,700 4,545 8,022

2 x 850 1 x 1,800 2 x 1,536265 225 293

2,700( not )

3,780available

2+30 2+30 1+508 TOW 8 TOW 18 HELLFIRE

ROCKETS/GUN ROCKETS/GUN ROCKETS/GUNFIGURE 4: Aircraft comparisons.

accordance with Navy requirements. In comparison with thebasic version, the antiship variantshould .essentially change the acquisition and armament system .The second variant is to meetItalian Army and hopefully someinternational requirements in regardto a new type of utility helicopter.The feasibility of this program depends .mainly on the results of theagreement among some Europeanfirms (including Agusta) concerning the European new conceptutility helicopter NH-90.Italian Army Light Aviation ismost interested in the third variant.ALA does not have a dedicatedscout helicopter. So the third variant will be a scout version of theMangoose, expected to be produced in 1990.

The last variant would be a jointItalian-British production of a lightattack helicopter.Since 1985, Agusta and Westland have been studying the feasibility of this version that would bethe second joint project. The first isthe EH-IOI, a medium-transporthelicopter that should replaceALA's CH-47 and standardize themedium-transport helicopter fleetin the Italian armed forces andprobably in other Europeancountries.It is evident that the developmentof all or some of the A-129 variantscan reduce the cost of each versionand also improve logistical andmaintenance support. Because ofthis, we expect the rate of production in the internal and internationalmarkets to increase.

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FIGURE 1: Current undergraduate flight training program.

Preflight2 WEEKS

TH-55 Primary8 WEEKS

UH-1 Contact4 WEEKS

I ~ ( - - - - - 50 flight hours - - - - - - - t ) ~ 1 ~ ( f - - - 4 5 flight hours - - - - - - - ~ . ICaptain Anthony Brogna

Office of Personnel SystemsDirectorate of Aviation Proponency

U.S. Army Aviation CenterFort Rucker, AL

POSTURING THE AVIATION FORCE TO MEETTHE CHALLENGES OF THE NEXT CENTURY

00 MAJOR MILESTONE in the evolution ofAviation Branch is scheduled to occur on 12 May1988. On that day, the "modi operandi" for trainingin the U.S. Army's Initial Entry Rotary Wing (lERW)program at Ft. Rucker, AL , will convert to themultitract (MT) concept. The primary aim of the MTconcept is to ensure that the evolution of our aviator

"Individual trainingis the foundation on whichunit effectiveness is built.

It is the source of asoldier's confidence and

trust in the Army."Arthur S. Collins Jr.

flight training program matches the swift tempo of ourfielding of complex technology and realization of newtactics and doctrine.Most of us are familiar with the current undergraduate and graduate flight training programs . Figure 1 is alinear flow diagram depicting the current undergraduate flight training program with the program flow atthe top and flight hours at the bottom . Note that IERWflight training consists of 175 hours of flight instruction in as many as three different rotary wing aircraft,plus 42 hours of instruction in the synthetic flighttraining system (SFTS). Primary air skills are taughtusing the TH-55 Osage, while the UH-l Huey is thetraining platform used during the transition and instrument phase and, finally, combat skills are taught ineither the UH-l or OH-58 Kiowa.

Shown in figure 2 is the current graduate flighttraining program (aircraft qualification course [AQCDin place at Ft. Rucker. Total flight hours for eachtransition are listed on the right-hand side of thefigure.

Under the MT concept of flight training, studentswill receive primary and instrument training in the



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UH-1 Combat Skills12 WEEKS

80 flight hours - - - - - - - ~ I

OH-58 Combat Skills12 WEEKS

80 flight hours - - - - - - - . ) .

UH-l. Following instrument training, the new aviatorwill complete IERW in his specific combat aircraft(currently scheduled to include the UH-l, OH-58,UH-60 Black Hawk and AH-ICobra). Figure 3 is aflow diagram for the lERW program scheduled to start12 May 1988. Also listed are the total flight hoursassociated with each track of lERW. Under MT, theprimary phase will increase from 8 to 10 weeks, whilethe instrument phase will remain the same as thecurrent lERW program. The combat skills phase oflERW will have an increase of 10 training days and12.5 flight hours . Aviators being tracked into theUH-60 and AH-l will learn their visual flight ruleslow level navigational skills in the UH-I prior totransitioning into those aircraft. Those aviators in theAH-l flow also will receive gunnery training duringlERW. All MT graduates will be qualified in the UH-Iplus any additional aircraft they have been trackedinto.The program of instruction (POI) for the graduateflight training will remain unaffected by MTimplementation.So why MT? I f it "ain't broken don't fix it," right?Well, to properly answer these questions, we need totake a short look at the philosophies and historybehind the MT concept.

The current lERW flight training program has beenin place since 1978. Since that time, the compositionof the Army Aviation fleet has changed significantly.The active fleet contains more than 10 differentairframes, yet our initial flight training program produces only two flavors of aviators. Our technologicalprogress has outpaced our advancements in initialflight training.

The basic premise of the MT concept is not newadditional tracks added to IERW to produce a mix of

DECEMBER 1987

ProfessionalDevelopment2 WEEKS

TOTALS :36 WEEKS + 2 DAYS175 FLIGHT HOURS

FIGURE 2: Current graduate flight training program.UH-60

6 WEEKS25 fl igh t hours

I ~ H ' 1WEEKS + 2 DAYSI+- 33.4 flight hours----..I CH47D7 WEEKS . 4 DA YSI+- 30 flight hours - - - - ~Fixed Wing Multlengine

Qualification Course8 WEEKS ' 3 DAYS

"If you want to makeenemies, try to changesomething. You knowwhy it is: to do things

today exactly the way youdid them yesterday

saves thinking:'President Woodrow Wilson

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FIGURE 3: Multitrack flight training program.(UH-1 and OH-58 training remains the same.)

Preflight2 WEEKS

UH-1 Primary10 WEEKS

'Instruments8 WEEKS

Transition2 WEEKS

It-


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Skills Night Flight and NVG4 WEEKS

92.5 flight hours in UH -1------------4

ProfessionalDevelopment2 WEEKSTOTALS:36 WEEKS + 2 DAYS175 FLIGHT HOURS

TOTALS:Skills Night Flight and NVG 36 WEEKS + 2 DAYS___ .a...____W_E_EK_S__ ....._ _ _ _ _ _ _ _ ;;;;.,l..::--.....___ ... 175 FLIGHT HOURS92 .5 flight hours in OH-58 - - - - - - - - - - - - ) ~ I

Transition4 WEEKS

Transition4 WEEKS

Basic Combat Skills4 WEEKS

Night Flight and NVG4 WEEKS

77 .5 flight hours in UH-60

Basic Combat Skills4 WEEKS

Night Flight and NVG4 WEEKS

TOTALS :38 WEEKS + 2 DAYS175 FLIGHT HOURS

TOTALS :40 WEEKS + 2 DAYS

.....___ " 186 FLIGHT HOURS88 .5 flight hours in AH-1 ---------------4)1

of the Army.On 22 January 1987, the Chief of Staff approved theMT concept. On 17 February 1987, the Secretary ofof MT.What issues remain to be resolved concerning MTmplementation? The answer is multiple, including,nstructor pilot train-ups, TH-55 turn-in, warrant of

of rank (since UH-60 and AH-I tracksThe "midnight

is being burned at the Aviation Center andMT implementation issues are

of How will students be selected for specific tracks?

it will finally be some combination of student, needs of the branch , results of some type ofpsychological disposition test and aviator

What effect will MT implementation have on theof the current aviator force? The bad news is that

of UH-60 and AH-l AQCs for theis required

of resources to MT. As a long-termof an individual aviator

Theis that new aviators arriving in your unit

1987

will be safer aviators and far more proficient in theiraircraft. Will other aircraft be added to MT to evenfurther reflect the fleet makeup? The answer is yes,with the CH-47D Chinook track currently scheduledfor fiscal year (FY) 1990 and AH-64 Apache trackplanned for either FY 1991 or 1992 (depending onwhen the fleet inventory stabilizes). Even though ourfixed wing assets make up a significant percentage ofthe inventory, a fixed wing track will not be added toMT. This is due to the need for all Army aviators to beproficient in rotary wing combat skills. Is the UH-I the permanent trainer for IERW?Actually, the use of the UH-I is an interim fix until aproper, dedicated helicopter flight trainer can beprocured. The UH-l is a great helicopter; but it isdesigned for the utility role, not the training role. Adedicated IERW trainer would have flight characteristics similar to the rest of the fleet, be instrumentflight rules equipped, seat two student aviators andhave low fuel consumption. The request for proposalalready has been submitted for the new IERW trainer.The MT epoch will soon be upon the AviationBranch. It will have extensive, positive ramificationsfor the total aviation force, preparing the branch forthe technology and tactics of the future. To quote theChief, Aviation Branch, Major General Ellis D. Parkerabout MT implementation, "This will stand for timeto come as one of the key milestone decisions forAnny Aviation." ~

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Captain David W. WilliamsDirectorate of Combat Developments


~ HEMICAL STICKS (chernsticks) have been around Army Avia-tion for several years. They have beenused as pilot light aids, vehicle markersand position lights as well as severalother unique methods.The purpose of this article is toinform the field on the availability ofthe standard chern sticks as well as thenew colors, types and shapes of theseitems.The basic principle behind the chernstick is that it is composed of two typesof chemicals. There is a group of chem-icals that are called the Oxalates thatsupply the energy to the chern stick andano,Uter group of chemicals that arecalled the lumens that will lend thecolor to the chern stick. Now that wehave covered the technical aspects ofthe chern sticks we'll concentrate onthe different types of chern sticks thatare currently available for use (seefigures), and also those new chernsticks that will be available shortly.

The standard chern sticks are 6inches long and come in the followingcolors: red, green, yellow, blue andorange. The newer colors that will beavailable shortly are white and a newyellow color that is more of a trueyellow than the currently suppliedyellow chern stick. The yellow chernsticks will be replacing the older onesas they are depleted from the supplysystem. The life of these standard chernsticks ranges from 8 to 12 hours.

14

C Y A L U M ~ L I G H T S T I C K PRODUCTS

6 InchStandard

6 Inch ,Hi-Intensity(Cold Temp.)"6 inCh, UltraHi-Intensity4 nch' (UNREP)

DESCRIPTIONGreen. 12-HourWhite . 8HourRed . 12-HourBlue. 8HourYellow . 12HourOrange. 12HourYellow . 3O-MinuleRed. 3O-MinuteWhite . 3O-MinuteInternan Orange~ M i n u t eGeen. 6Hour

PARTNUMBER95270-5395270-579527719952772095277219527().4895270-5295270-SS95270-56952704395270-16

NSN6260.()1-{l74-42296260.()121851466260.()117855596260.()1-178-55606260'()1196-01366260'()1 -195-97536260'()1'()7442306260.()1230-860 16260'()1 -24 7.Q3686260'()1 24 7.Q363626O.QO-l06-7478

MILITARYUNIT OFISSUE

Box of 10Box 01 10Box of 10Box of 10Box of 10Box 01 10Box of 10Box of 10Box of 10Box 01 10

CASEPACKEACH100100100100100100100100100100600

PRICEEACH /CASE

AS OF 1 JAN 875 .93 ea 1593.005 .97 ea/597 .005 .95 ea 1595.0051.01 ea /5101 .005 .95 ea /595.005 .95 ea /595.005 98 eaLS98.005 .98 ea 1598.0051.00 ea /Sl00.00SI.25 ea /512500S .71 ea /5426 .00

*Th irty minule Hi-Intensily CYALUME lightsticks are an effective source of longer duration light at temperatures below 40F. The lower thetemperature . the longer the duration and the lower the light intensity

1 1/2 inch Yellow . 4Hour 95281.()4 6260'()1209-4435 Box of 50 2000 5 .28 ea 15560 00~ i n i Lightsticks Green. 4Hour 95281-05 6260'()1-209-4434 Box of 50 2000 S 28 ea 15560.00

Blue. 4Hour 95281'()7 6260.()1209-4436 Box of 50 2000 5 .28 ea /S560.00light Red. 4Hour 95278-54 626001 230-8600 Box of 50 2000 5 .28 ea/S560.00

Non Visible 6-. 3-Hour 95275-01 6260.()1195-9752 Box of 10 100 5 3.09 ea/5:m.OOInfrared 15-. 3-Hour 96270-38 6260.()1247.()366 Box of 5 10 515.90 ea/5159.001 112". 3Hour Mini 95280-10 6260'()1247.Q364 Box of 50 200 5 .95 ea 15190.007 1/2" x 3/16 . 95278-42 6260'()1 247.Q365 Box of 12 120 5 1.78 ea/S213.603-Hour Flexible Band

D



17/48

C Y A L U M ~ SUPPORT MATERIALSIACCESSORIESMILITARY CASE

PART UNIT OF PACKDESCRIPTION NUMBER NSN ISSUE EACH EACH /CASE

Accessories Lightstick Shieldfor 6" Lightstlck . 95270-90 100 S .79 ea /S79.00Magnetic Base lor 95270-92 6260-01 -255-3346 25 S 2.35 ea /S58.756- or 15" LightstickGround Stake for 95270-93 6260-01-230-a5556" Lightstick Box of 100 100 S 12 ea/SI2 .00Handle for 6" 0' 95271-0115" Lightstlck 6260-01-255-3345 25 S 2.45 ea /S61 .25

NEW TACTICAL DEVICE

6-inch 12-hour Marking sleeping locations to enhance safety Color coding vehicles Illuminating convoy SPs/CPs/RPs Illuminating LZs Marking contaminated zones

15-inch 3-hour Lighting command posts to reduce sound signatures Military police wands Illuminating LZs Marking fire lanes on ranges1Y2-inch Illuminating poorly lighted instruments

Marking key personnel during MOPP night operations7Y2-inch Color coding casualty priorities Marking cargo hooks on aircraft Marking coding refuel hoses at POL sitesInfrared lights Covert operations Marking covert LZs

The currently available 30-minutehigh intensity lights are supplied inyellow and red _ The white chern stickwill be available in the high intensitymode. There is also a 5-minute highintensity international orange that isavailable for use in the trip flare. Inaddition, a new size of chern stick willbe available soon. This is a 15 -inchlight that will be supplied in green andwhite. The duration of these lights willbe 12 and 8 hours respectively.

There are also chern sticks availablethat are I Y2 inches in length. Theselights are: yellow, green, blue and lightred (pink for those other people). Theselights have a duration of 4 hours. Another is a 7Y2-inchflexible chern stick ingreen, blue, orange and light red.These lights have a duration of 4 to 6hours.

All of the above mentioned sizes andshapes also are available in nonvisibleinfrared . The duration of these items is3 hours.Several different types of accessoriesare available to add flexibility to the useof chern sticks. These include a lightstick shield for the 6-inch light, amagnetic base for the 6-inch and theI5-inch lights , ground stakes for the 6-inch light and also available are handles for the 6-inch and the I5-inchlights.

A new device that has been developed and uses the chern stick is thetrip flare. This device is delivered withthe high intensity international orange,but any 6-inch light can be used in thesystem to include the infrared light thatshould provide the threat with a nastysurprise.

Although the chern sticks are functional for use in the cockpit duringnight vision goggles flight, there are nochemical sticks that are completelycompatible with the AN/AVS-6. Withinput from the Directorate of CombatDevelopments, the Cyanamid Company is researching the feasibility ofproducing such a light.

Some of the uses for these chernsticks are listed at left, but the uses forthese lights are limited only by theuser's imagination_ ~

15


18/48

AVIATION PERSONNELNOTESBranch and Promotion QualificationIt is important for aviators to understand bothbranches and promotion qualification and the difference between the two.Branch qualification is important because it spellsout the minimum requirements needed to becometechnically and tactically proficient as an aviationofficer. Promotion qualification, although having someoverlapping requirements with branch qualification,outlines minimum requirements for each commissioned officer promotion board, relative to officersbeing "fully qualified" for promotion consideration.Both types of qualification are more fully explainedbelow.As stated, the principal objective of branchqualification is to outline the minimum requirementsneeded by aviation officers to become technically andtactically proficient. Branch qualification takes placeduring the company grade years only. The followingare minimum branch qualifications required by theAviation Branch.Lieutenant. Lieutenants will demonstrate masteryof precommissioning skills and the requisite knowledge, education and other requirements outlined inAR 611-110, "Selection and Training of Army Aviation Officers," for entry into the Aviation Branch.They must then successfully complete an officer basiccourse (OBC), initial entry rotary wing (lERW) flightcourse and serve in at least one aviation assignment.During this assignment it is highly desirable that theygain troop and flying experience as a section/platoonleader.Captain. This level of branch qualification is attained by successfully completing an officer advancedcourse (OAC) and serving in on.e of the followingassignments: Commander of an aviation unit. Commander of a recruiting company or othertables of distribution and allowances (TOA) company. Platoon leader while serving in areas of concentration 15C, 150 or 15E. Instructor of training/doctrine at the AviationCenter or any other branch school, or serve as aninstructor pilot (at the Aviation Center).Promotion qualification is another matter. Whenevera commissioned officer promotion board is convened,it is charged with selecting the "best qualified" officers

16

for promotion to meet the needs of the Army. In orderto compete for promotion as one of those bestqualified, each officer must first be "fully qualified."In determining whether an officer under considerationis fully qualified for promotion, board members mustsatisfy themselves that an officer is qualified professionally and morally, has demonstrated integrity, isphysically fit, and is capable of performing the dutiesexpected of an officer (with his or her qualifications) inthe next higher pay grade.to determine the aforementioned qualifications,board members review official photos and records ofeach officer, and in the past have been providedqualification summary information relative to eachbranch/function area. As an example, consider what aqualification summary might contain for aviation captains being considered for promotion to major. Itwould outline minimum requirements to be considered fully qualified, i.e., height/weight standards met;physical training test passed; military schooling toinclude OBC, IERW and OAC (also, Combined Armsand Services Staff School (CAS 3) for year groups 79and later); a bachelor's degree completed; and TOE/TOA aviation duty with leadership or staff experience.Further, there would be comments regarding aviationunique considerations such as: accession patterns,direct commissions, aviation utilization, commandopportunity and duty considerations distinctive toaviation. Promotion qualification is different for eachrank being considered for promotion but does containsome of the same requirements noted under branchqualification. Aviators must understand the differencebetween these two types of qualifications.Lieutenant Colonel SelectionThe 1987 promotion board list for lieutenant colonels reflects favorable percentages for the AviationBranch. In all three categories (previously-considered,first-time-considered and below-the-zone), the Aviation Branch figures are above the Army average.Increased attendance by aviation officers at Commandand General Staff College (CGSC) may be a primereason for the favorable percentages obtained by thebranch. For instance, 98 percent of the aviatorsselected from among the first-time-considered completed CGSC and 100 percent of aviation below-thezone selectees are CGSC graduates. The message is



19/48

clear, CGSC is a must to be competitive for promotionto lieutenant colonel. The chart below shows thecomparison of Aviation Branch and Army statisticsfrom the 1987 Lieutenant Colonel Board.Previously First Time Below ZoneConsideredl Consideredl ConsideredlSelected Selected Selected

Army 1,104/80 1,904/1,324 1,742/95Percent 7.2 69.5 5.5AviationBranch 190/16 252/179 182/11Percent 8.4 71.0 6.0

FIGURE 1: 1987 Lieutenant Colonel Board statistics.

Career Management Field (CMF) 28 Merginginto CMF 67A joint work group, consisting of personnel fromthe Aviation Support Command, U.S. Army SignalCenter, Soldier Support Center, U.S. Army MilitaryPersonnel Center, U. S. Army Logistics School, andthe Army Aviation Center met at Ft. Rucker duringJune 1986 to discuss the merger of CMF 28 (AviationCommunications Electronic Systems Maintenance)into CMF 67 (Aircraft Maintenance). The proposedplan was presented to Major General Ellis D. Parker,Aviation Branch chief, in February 1987 and wasconceptually approved. The proposal was next submitted to the Soldier Support Center for scrutiny bypersonnel managers. After some wording and administrative concerns were clarified, the proposal was sentto major Army commands for the current staffingaction. The actual merger will begin about October1988 and take 1 year to complete.The proposal will convert 35K, 35L, 35M, 35P and35R to 68N, 68L, 68Q, 68P and 68R respectively.Once implemented, career progression will occur inthe basic military occupational specialty (MOS) fromthe rank of PY I through SSG. This is a change fromthe current practice of having avionic MOS cap in 35Pat the rank of SSG. Under the new proposal, the SFCcapper MOS will be 68P (Avionic Supervisor); at therank of MSG, 68P will become 67Z (Aircraft Maintenance Senior Sergeant) and progress to SGM.Recommendations for Enlisted Promotion an dSchool SelectionThe following recommendations concerning promotion/school selection boards have been extractedfrom the last Sergeants Major Academy selectionboard. These recommendations will benefit all aviation soldiers in preparing for any Department of theArmy centralized selection board. For all boards the

DECEMBER 1987

number of personnel selected is keyed to the projectedrequirements; thus, school and promotion requirements remain tough and only the best are selected.Analysis from the latest board indicates that key pointsfor noncommissioned officers are: Seek and attain a variety of MOS related jobs;always demonstrate technical competence and strivefor leadership positions. Pursue both technical and leadership courses inthe military education system. Keep military records correct. Performancefiches must be checked at least annually. Keep photograph current. It's the photograph that"reports" to the board.Promotion opportunities are further increased whenaviation unit leaders write solid, factual enlistedevaluation reports (citing responsibilities and leadership) and encourage self-improvement through continuing military and civilian education.Using all of these recommendations in preparationfor school/promotion boards will greatly enhance thechance of selection for aviation soldiers.Master Sergeant (MSG) Selection BoardAviation Branch soldiers did exceptionally well insome MOSs while other aviation MOSs had a zeroselection (due to over-strength situations) on the FY87 MSG selection board. The overstrength MOSshaving zero selections are 35P, 93D and 931. TheArmy average for selection was 10.8 percent while theoverall branch selection rate was 19.3 percent.A final note, the FY 87 MSG board restrictedconsideration to graduates of the NCO AdvancedCourse; those aviation soldiers who have not com-pleted the course must attend as soon as possible toremain competitive for promotion. as;;zrr

MOS Conside ed Selected Percent35P 92 0 0.067G 31 7 22.667R 19 4 21.167T 161 29 18.067U 8 9 16 18.067Y 13 9 35 25.268J 31 6 19.468K 55 15 27.3930 30 0 0.093J 38 0 0.093P 65 33 50.8

TotalAviation Branch 750 145 19.3Total Army 20,916 2,269 10.8

FIGURE 2: MSG selection ra es by MOS.

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The Platoon Leader's Role InAircraft MaintenanceT HE MOMENT you've been waltmg for finally

arrived. The company commander called you into hisoffice and informed you that you're his newest platoonleader.

You listen anxiously and take meticulous notes ashe outlines your duties. Later, while reviewing yournotes you realize that the commander told you one ofyour responsibilities is maintenance management ofthe aircraft in your platoon. You have no idea whatyou can do about maintenance; after all, you're not amaintenance officer.

That's where this article can help. Its purpose is toprovide you with some tips regarding your respon-

18

sibilities in maintenance management. By adoptingthe following procedures you will reduce downtime,improve maintenance and ultimately raise the combatreadiness of your aircraft.

For simplicity I've grouped the information underthree major subject areas: the aircraft, forms andrecords, and procedures.Aircraft

The best way to learn about your aircraft is to talk tothe people that fly them and fix them. The pilots,mechanics, phase team chiefs, shops' noncommiss i o n e ~ officer in charge, technical inspectors, arma-



21/48

Captain Bruce J. ReiderAviation Training Brigade


ment repainnen, and the maintenance officer can alltell you a little about the condition of your aircraft.Talk to them frequently.

Look at the aircraft themselves. Are they clean? Ialways told my platoon leaders that if somethinglooked screwed up, it probably was . That's especiallytrue for aircraft. Establish a policy in your platoon thatengine decks and rotor heads will be wiped cleanbefore and after flight to aid in detecting leaks and tomake prefl ight easier. Are there old performanceplanning cards, flight plans, fonn s and weather briefing fonns in the cockpit areas? I f so , make it astanding operating procedure that the crew will remove them upon tennination of a flight. Inspect youraircraft daily at the close of business to ensure thatthey are topped off, properly covered and secured. I fyou don't have all the fly-away gear on hand, thenorder it. Taking care of your aircraft will instill pridein the members of your platoon. They ' ll care about theaircraft they fly in and consequent ly take better care ofthem.Forms and Records

Fonns and records can tell you a great deal aboutyour aircraft. They should be studied and analyzed.Ask commonsense questions about maintenancewrite-ups . You can start thi s process by obtaining acopy of DA Pamphlet 738-751 , "Functional UsersManual for the Army Maintenance ManagementSystem-Aviation (TAMMS-A). "

This manual is a ready reference for all aircraftmaintenance forms . It explains their use and theproper method of completion. Begin with the DAFonn 2408-13 , Aircraft Inspection and MaintenanceRecord. Look to see how long deficiencies have beenwritten up, paying particular attention to the red Xconditions that down the aircraft. Find out whatactions are being taken to correct the faults.

Next look at the DA Fonn 2408-14 , UncorrectedFault Record. Ensure that red X write-ups are notlisted on the dash 14. All valid write-ups should havea document number if awaiting parts or a work ordernumber if awaiting support maintenance. Reconciledocument numbers with tech supply and work orders

DECEMBER 1987

with production control. Check to see that requests arestill valid and find out their status.The DA Form 2408-18, Equipment Inspection List,

should be checked for inspections coming due tomake sure that parts such as packings and filters are onhand. By knowing what inspections are upcoming youcan schedule their completion without impacting significantly on other maintenance, and save downtimeover weekends.

An awareness of what information is on the formsand records for your aircraft along with sound management will probably reduce downtime and improvethe availability rate without a wrench having ever beenturned.Procedures

The final means by which you can influence aircraftmaintenance is to establish sound maintenance practices. First and foremost, ensure that all maintenanceis supervised by your platoon sergeant. Next , check tosee that the correct manuals are being used , and notjust sitting on the aircraft. Additionally, you shouldmake sure that foreign object damage cans are available and being used. By enforcing these proceduresyou will see a steady improvement in the quality ofmaintenance being performed.

Maintenance is generally regarded as noncommissioned officers' business. Before you try any of therecommendations listed above, you should talk withyour platoon sergeant. Get him involved. Tell himyour desires and then listen. He has the experienceand the expertise to help you. He can explain procedures and introduce you to the key people in themaintenance chain. For this system to work mostefficiently, the two of you must work as a team.

Tips that I've listed don't require any mechanicalability. A simple understanding of maintenance procedures coupled with some basic management skillswill get the jo b done. By taking an active role inmaintenance you will win the respect of your pilots,maintenance personnel and your commander.

Finally, the experience will help you to become abetter platoon leader an d ultimately a bettercommander. ---.-:r

19


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Sergeant First Class John W. ConyersATC/NAVAIDs Maintenance Division

10th Air Traffic Control BattalionFort Rucker, AL

10th Air TrafficControl BattalionT E 10TH Air Traffic Control Battalion has been

at Ft. Rucker, AL, for many years under severaldifferent unit designations, but unlike the name, itsprimary mission has always remained the same-supporting the Army Aviation training program. Thisis done by operating 13 stagefields and 5 base fieldsalong with an Army radar approach control (ARAC)and 2 flight coordination centers. Add to this the enroute beacons, VHF omnidirectional ranges, instru-ment landing systems, ground controlled approach(GCA) radars and the myriad of communicationsequipment located in some of the most remote cowpastures or off the narrowest back roads; just findingsome of these facilities can in itself be a major feat.

To help accomplish its mission, the 10th Air TrafficControl Battalion has a unique section designed to

20

ensure success. the ATC/NAVAIDs Maintenance Di-vision is a consolidated maintenance section com-prised of 36 civilian and 8 military personnel dedi-cated to performing all echelons of maintenance onthe assigned air traffic control systems and equipmentpeculiar to those systems. The division performsmaintenance almost exclusively onsite to prevent serv-ice interruptions due to the size and multifaceted useof the equipment.

The support mission of the division is so critical tothe Army Aviation Center training program and theNational Airspace System (NAS) that the civilianmaintenance personnel are graded by Federal AviationAdministration (FAA) criteria. It is divided into fourseparate branches, designed to cover specific geo-graphic areas and/or specific systems peculiar to air

U.s. ARMY AVIATION DIGEST


23/48

traffic control within the Ft. Rucker-Army AviationCenter training area; a vast area that requires anaverage of 20,000 miles a month to be logged on thedivision's 19 assigned vehicles. Thanks to an aggressive driver safety program , these have been accident-free miles for more than 20 years through southeastern Alabama and parts of Georgia and Florida.

ARAC Maintenance Branch provides 24 hours perday, 7 days per week maintenance support and certification of electronic systems used by the CairnsARAC facility to control aircraft within an assignedarea of the NAS. The major systems supported are theARfS-UIA (automated radar terminal system), ATCBI-5 (air traffic control beacon interrogator system),solid state video mapping system, continuous datarecording system and the ASR-5 (airport surveillanceradar system).

NAVAlDs Maintenance Branch (West) provides unitthrough intermediate level maintenance support andcertification of electronic communications, GCAs andATC ground navigational systems and fixed Armyairfields and stagefields within the western half of theFt. Rucker airspace system.

NAVAIDs Maintenance Branch (East) providesidentical support for the eastern half of the Ft. Ruckerairspace system excluding the radars, but with ahigher density of other systems to include the ARACcommunications systems.

Weathervision Branch (WxVISION) provides allechelons of maintenance support and certification forthe aviation weather data distribution systems associated with air traffic control and pilot trainingthroughout the Ft. Rucker airspace system. Systemsmaintained by this branch are the weather and educational TV microwave systems, emergency operationscommand system, BRITE radar terminal and displayequipment, and the weather distribution system at Ft.Rucker and Troy airfields.The maintenance personnel assigned to the divisionmust attend both Department of the Army and FAAschools to remain proficient on the ever-changingmaintenance procedures and equipment used in airtraffic control. An active on-the-job training programis used to train incoming personnel, teaching not onlyequipment maintenance and documentation, but alsoto take pride in their work.

DECEMBER 1987

A visit during a typical day at the division can bevery boring unless you travel with one of the technicians out to the sites. A technician assigned to one ofthe NAVAJOs branches has a primary responsibilityfor several sites visited on a regular basis. Duringthese visits, the technician performs maintenancechecks and services equipment to maintain systemreliability.

At those facilities that are manned by operators,checks are made of the daily equipment inspection andmaintenance worksheet and any corrective actionsrequired are performed. To document actions, besidesthe normal Army maintenance forms and records, thetechnician must maintain a monthly Facility Maintenance Log (FAA Form 6030-1) at each facility/site toenter detailed accounts of each visit to the site,regardless of the reason. At the end of each entry, thetechnician enters a certification statement listing anysystem limitations , if any, and to whom they werereported. This information is compared to criteria setby the FAA to determine if any detrimental effect onflight safety will be caused by continued use of theequipment.

Although the FAA and the U. S. Army Air TrafficControl Activity schedule and perform periodic flightand ground inspections of the ATC systems, thetechnician will always request unscheduled inspections after any realignment or outage that couldpossibly affect the accuracy or dependability of thesystem. Safety of flight is the number one consideration of the technicians.

Basic first-aid and cardiopulmonary resuscitation(CPR) techniques are a training requirement for allmaintenance personnel assigned to the division withinstruction provided annually by a qualified CPRinstructor. Just as the division looks out for pilotsafety, it also ensures action is taken to provide for thetechnician's safety.Soon again, the 10th Air Traffic Control Battalionmay undergo a name change, but the mission willalways remain the same-to support the Army Aviation training program. . , . . , I

(Editor's Note: Effect.ive 20 November 1987, the10th Air Traffic Control Battalion officially becamethe 1st Battalion , lIth Aviation Regiment.)

21


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No issues of theAviation Digest werepublished from April

through August 1987.

OperationsJANUARY

Cross-FLOT With the AH-64 ApacheAlbatross X, Tri-National Aviation ExerciseLight Helicopter Family Program Overview

FEBRUARY IMARCHAir Combat, The Challenge ContinuesAir Combat, AviationA-JAAT

SEPTEMBERViews From Readers: Air-to-Air Threat(Babiasz)

OCTOBERIntegrating Army Aviation and ForwardArea Air Defense in the Counterair MissionAH-64, A Total System for BattleMaintenance Specialization-The OtherSide of the CoinNBC Defense in Aviation Operations

NOVEMBERAH-64 , A Total System for BattleAutomated RoboticsSustainment of the Combat AviationBrigade, Army Aviation's Achilles Heel?

DECEMBERThe New Combat Lever: Space

22

Personnel and CareerJANUARY

Values-A Way of LifeAviation Personnel Notes: RegimentalProposal; Noncommissioned OfficerEducation System Update; FunctionalReview Update; Enlisted AircraftSurvivability Equipment Training

FEBRUARY IMARCHViews From Readers: Soliciting Membersfor the Vietnam Helicopter Crewmembers'Association (Ecker)PEARL'S: Open Letter to Captain Dale W.ClellandAviation Personnel Notes : Flying DutyMedical Examinations; Combined ArmsParticipation; UH-60 Black Hawk PilotDistribution

SEPTEMBERViews From Readers: Aviation LogisticsIssues (Wenrich)Aviation Personnel Notes: ExpandedWarrant Officer Roles; 93J/93H Air TrafficControl Consolidation; Major SelectionBoards Trends; Astronaut Selection;Instructor Pilot Training for Captains

OCTOBERPEARL'S: Notice to All Army Pilots; POCfor ALSE and Aeromedical IssuesAviation Personnel Notes: MOS 93BAeroscout Observer; CSM/SGM SelectionBoard; Aviation Intelligence Officers (15M);Lieutenant Colonel Command SelectionBoard Analysis; Changes to CareerManagement Field(s) 67 and 28Noncommissioned Officer EducationSystem Realignment

NOVEMBERCommander's Page 1: 93C Air TrafficControllerAviation Personnel Notes: Engineering TestPilot; Revised Career Management UnderTWOS; FAA Form 8500-9PEARL'S: ALSE Military OccupationalSpecialty Status

DECEMBERThe Platoon Leader's Role in AircraftMaintenance

OrganizationFEBRUARYIMARCH

Views From Readers: RequestingInformation on Organizing the 3d ARVNDivision (Feng); Activation of the 135thAvn Bn and the 435th Gen Spt Avn Co(Rayl)

SEPTEMBERMultiaxis Flight Controller-Magic orMadnessViews From Readers: Possible Avn ConfItinerary (Reardon)

OCTOBERAviation Personnel Notes : Aviation UnitMaintenance Company ApprovedATC Action Line: National Airspace SystemNews

DECEMBER10th Air Traffic Control BattalionItalian Army Light AviationRSI Report: American, British, Canadianand Australian Armies

MiscellaneousJANUARY

Army Aviation Branch Directory-FortRuckerPEARL'S: PEARL'S ObservationsATC Action Line : Night Vision GogglesExemption

FEBRUARY1M ARCHViews from Readers : Soliciting VietnamVets Assistance (Nolen); LaudatoryComments About Defence Helicopter World(Colluci)

SEPTEMBERATC Action Line: Solving the Near Mythsof Control Zones

OCTOBERViews From Readers: Army AviationMuseum (Letter of Thanks) (Bolton)



25/48

MaterielJANUARY

AH-64, A Total System for BattlePEARL 'S: ALSE Message 86-12-AircraftIndividual Survival Kits, and OV-1 /RV-1Aircraft Rigid Seat Survival KitsComponents ; Helmet , Flyer's SPH-4, NSN8415-00-144-4981 ; SPH-4 Helmet LinerSilicon AdhesiveThe Ghost of a Drill Sergeant Past

FEBRUARY/MARCHCommander 'S Page 1: Army AviationTesting . . . Getting OUf Money's WorthPEARL 'S: Post and Screw Assembly (ForHelmet, Flyer's SPH-4)Flight Data Recorders to be Installed inArmy Aircraft

SEPTEMBERAir-to-Air Combat Helicopters . . .Configured to Mission , and MissionDedicatedPEARL 'S: AR 95-17 Aviation Life SupportEquipment Program ; Cyalume Light Sticks ;Survival Radio; Cold Climate Survival Kit;Aircrewmember's Authorized FlightClothing ; Aircrewmember's Body Armor;Jacket, Flyer's Heavyweight CWU-45/PScouts Out With the AH -64 ApacheViews From Readers : MOPP (Dudek)

OCTOBERPEARL 'S: Oxygen Masks ; SPH-4 HelmetRetention Assembly ; New Survival KitComponentsViews From Readers : Questions andComments on Volcano Article (Burnett)

NOVEMBERPEARL 'S: SPH-4 Flyer 's Helmet; PRC-90Survival Rad io Antenna; Army SupportActivity Today; Flight Helmet ProtectiveBag; Items in Short Supply Release Dates;Night Vision GogglesATC Action Line : Exterior Lighting for NVSin the NASPEARL'S: Requisitioning SpecialMeasurement Clothing

DECEMBERChern Sticks/Cyalume Lights

DECEMBER 1987

Trainino and Training DevelopmentJANUARY

Commander 's Page 1: Aviation DoctrineUpdateRevised Army Flight Record SystemAviation Personnel Notes :Noncommissioned Officer Educat ionSystem Update ; Enlisted AircraftSurvivability Equipment Training

FEBRUARY/MARCHTerrain and Helicopter Aerial CombatViews From Readers : Army of ExcellenceTraining Program (Miner)PEARL'S: PEARL 'S ObservationsDES Report to the Field : DES ChecklistAircraft Combat Maintenance/BattleDamage RepairMaintenance Test Pilot and the AircrewTraining ProgramATC Action Line : FLIP Update

SEPTEMBERCommander 's Page 1: The Goal Must BeMetDES Report to the Field : The AviationFamily GrowsFixed Wing Transition-A Gentleman 'sCourse?The Aviation Officer Basic Course and thePlatoon Commander

OCTOBERHigh Altitude , High DangerDES Report to the Field : TouchdownEmergency Procedure EvaluationPEARL 'S: AR 95-17 , ALSE; Water SurvivalTraining ; ALSE Questions and AnswersAviation Personnel Notes : AH-64 AircraftQualification Course; Multitrack FlightTrainingViews From Readers : Soliciting SurvivalStories to Enhance Classroom Training(DeSanto)

NOVEMBERMILES/AGES-AD-Program OverviewDES Report to the Field : AviationStandardization and Training SeminarsAviation Personnel Notes: ASI Q8 (TacticalAir Operations); Change to ASI W5 AH-64/OH-58 Maintenance; Consolidation of MOS

68J and 68M ; Army AviationNoncommissioned Officers' Academy15C35--An Exception to OPMS II

DECEMBERCommander's Page 1: ARTEP MissionTraining PlansDES Report to the Field: Back to theBasicsMultitrack- Posturing the Aviation Force toMeet the Challenges of the Next CenturyARSA-Airport Radar Service Areas

Accident Prevention and SafEttyJANUARY

The Effects of OTC DrugsRevised Army Flight Record System

FEBRUARY/MARCHHelicopters and TurbulenceLearn From My Mistakes

SEPTEMBERPEARL 'S: Protection From Smoke and FogOil Munitions ; Seat Belts/ShoulderHarnessesWires . . .Flying and Self-MedicatingThe Ten Commandments of HelicopterFlight

OCTOBERCommander 's Page 1: Fly Safer at NightExpectations

NOVEMBERHuman Frailty

DECEMBERWire Protection: A Step ForwardDecompression SicknessAviation Life Support Story

23


26/48

U.S. Ann~ ~ ~ I ' . I : ~ /DirectorateofEvaluation/Standardization ~

REPORT TO THE FIELD AVIAnOMSTUDA.DllATI.

Back to the BasicsCAN YOU FLY an airplane and maintain a level

pitch attitude and constant altitude in visual flightrules conditions without the aid of any aircraft instruments? How long has it been since you, as aninstructor pilot, asked an aviator to perform slowflight, steep turns or a traffic pattern using onlyoutside references throughout the maneuver? Howmany aviators really understand the relationship ofpitch, power, bank and trim when applied to basicattitude flying techniques?

If you find yourself unable to complete a contactmaneuver without minimum aid of the aircraft's instruments, perhaps a review of basic attitude flighttechniques is due.

When an aviator begins flying an unfamiliar aircraft, the first thing the instructor pilot should demonstrate is the aircraft's attitude in different flight regimes using points on the ground or the horizon inreference to some selected portion of the aircraft'sstructure.

In most aircraft, cruise climb, safe single engineclimb speed and landing attitude are basically thesame when referenced to the horizon. Descent andfinal approach attitude also are similar while cruiseand slow cruise attitudes are different. In short,transitioning aviators should be aware of the fourdifferent attitudes that they will be required to use inall flight maneuvers.

Target power settings should be established fornormal cruise, slow cruise, approach and descents.For any desired aircraft performance, there is acorresponding power setting and attitude that shouldbe taught to the aviator. These airplane attitudes andpower settings should be demonstrated and understood

24

by the aviator before he attempts a normal trafficpattern, which is an advanced maneuver.

The tendency is to introduce the aviator to theaircraft in the traffic pattern; this allows no time tolearn or review the basics. I f the instructor pilot findsthe aviator is having trouble in the traffic pattern, heshould head for an airwork area and review the basics.

Whenever the instructor pilot finds the aviatorreacting to the aircraft instead of anticipating what theaircraft will do, some basic training in pitch, powerand trim is needed.

The basics are transferred to all contact maneuversand instrument flight. The aviator who does not have athorough understanding of the basics cannot developproficient skills in either basic or advanced maneuverrequirements. In other words, he will continue to reactto, instead of anticipate, aircraft performance.

For example, the aviator who cannot consistentlyperform slow flight while maneuvering in variousaircraft configurations will most likely be unable toconsistently perform precise and safe powered approach, precision landings or an instrument landingsystem approach. Inconsistent performance in theforegoing maneuvers will be indicative of poor understanding of the basics (pitch, power and trim).

When properly understood, the principles of pitch,power and trim are transferable skills. For example, anaviator proficient in maneuvering a U-21 aircraft as aresult of a good understanding of the basics, i.e.,anticipate rather than react to aircraft performance,will be able to transfer those skills and knowledge toother aircraft with minimum training.

Conversely, an aviator who is mechanical to theextent that aircraft flying skills are a result of reaction



27/48

to, rather than anticipation of, aircraft performance,will likely require extended training when transitioning into additional aircraft. Simply stated, the aviatormust learn to fly each aircraft as opposed to transferring basic flying skills and knowledge to accommo-date the mechanics of a particular aircraft.

It is recognized that flying proficiency is perishable.If you don ' t use it, you lose it! The Aircrew TrainingProgram provides a means to ensure that aviatorknowledge and proficiency are maintained . It does notreadily provide a training environment compatiblewith acquiring basic aviator skills.

This places responsibility on the instructor pilot toensure that while training or evaluating, noted deficiencies in an aviator's performance are not a result ofa lack of understanding of the basics .

An instructor pilot who flies with an aviator whohas trouble with contact maneuvers or instrumentapproaches must be aware that the aviator may notneed additional training in the maneuvers, but may

need training to help him get back to the basics.The aircrew training manual assumes that the avi

ator is proficient in basic flying skills and provides forcontinuation training, i.e., reinforcement of the basicskills and knowledge the aviator possesses.

Conversely, FC 1-22 , "Fixed Wing InstructorPilot Handbook," provides maneuvers designed todevelop a thorough understanding of the basics thatare transferable to all aircraft.

It is imperative that the instructor pilot maintain apositive awareness and employ the fundamentalsprovided in FC 1-221 or Federal Aviation Administration approved publications rather than rely totally onthe maneuvers and procedures provided in the aircrewtraining manual, which focuses on continuation/mis-sion training.

Getting back to the baSICS will enhance and increaseour aviators' confidence. Challenge yourself to learnor relearn attitude flying techniques and nail down thebasics again. rtf ,

DES welcomes your inquiries and requests to focus attention on an area of major importance. Write to us at: Commander, U.S. ArmyAviation Center, ATTN: ATZQ-ES, Ft. Rucker, AL 36362-5000; or call us at AUTOVON 558-3504 or CommericaI205-255-3504.After dutyhours call Ft. Rucker Hotline, AUTOVON 558-6487 or Commercial 205-255-6487 and leave a message.

u.s. Army Class A Aviation Flight MishapsTotal CostNumber Flying Hours Rate Fatalities (in millions)

FY 87 (through 31 December) 8 391,193 2.05 10 $26.5FY 88 (through 31 December) 4 391,193* 1.02 0 $6.9

"estimated

DECEMBER 1987 25


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PEARL!SPersonal Equipment And Rescue/survival LowdoNn

AVIATIONLIFESUPPORTSTORYMs. Marty van DuynePublic Affairs Office, U.S. Army Garrison, Fort Huachuca, AZ

MA Y D A Y , MAYDAY! Army sicks ninerseven going down. Vector ate thuree two--enginefailure.

A distress call from any aircraft soaring at 20,000feet is perhaps one of the most frightening experiencesabove the face of the earth . But, to Army pilots andaircrew personnel trained and equipped with today'saviation life support equipment (ALSE), the situationdoes not mean imminent death.Since the year 1960, the Army has been involved inensuring that all of their fixed and rotary wing aircraftare equipped with the most modern technology available for the protection and support of life.

The Army Aviation Systems Command, St. Louis,MO (a major subordinate command under the ArmyMateriel Command, Alexandria, VA), has recognized

26

the need for a consistent ALSE program. Accordingto Mr. A. B. C. Davis, former AMC project officerfor ALSE, aviation life support equipment is inherentto aviation safety."ALSE is a major component of everyday flight

operations, but it is of vital importance to the combataviator on tomorrow's battlefield experiencing theproblems of survival, evasion, resistance and escapeas a result of enemy fire. These aviators' combatsurvivability is dependent upon their training andsurvival equipment," said Mr. Davis.Currently, all Army aircraft are required to beequipped with ALSE in accordance with AR 95-17 ,and ALSE is categorized into three types: environmenta] system, escape and descent system, and survival and recovery subsystem.



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To serve as protection and comfort from theelements during normal flight conditions,environmental ALSE includes armor protection,crew support restraints, oxygen/smoke NBC,and hypoxia warning devices.

ENVIRONMENTAL ALSE

8.,~ oo&.Q.

Environmental ALSE consists of armor protectiveequipment, crew support restraint, environmentalcontrol, flash protective equipment, aircrew protectiveclothing, accessories and equipment, oxygen/smoke,nuclear, biological and chemical (NBC) and protectivemasks and hypoxia warning devices . This ALSEensures optimum protection and support includingcomfort for aircrew personnel in normal flightenvironments.

AVIATIONESCAPEANDDESCENTSUBSYSTEM

The aviation escapeand descent subsystemprovides for safe,reliable egress anddescent from disabled

The Martin-Bakerejection seat providessafe egress in anemergency situation.aircraft. This equipment is designed to function inforced escape, controlled descent, or manual andground escape. Present equipment includes ejectionseats, lap belts, restraint and parachute harnesses,emergency parachutes and propellant-actuated devices. New technology has improved seating andrestraint devices that aid in more rapid ground andwater egress. These factors, along with the currentstate-of-the-art materials that reduce the hazards of firehave greatly improved the chances of survivability.

DECEMBER 1987

The ACR Model TS-23 SDU-5/E test set is aself-contained, portable unit used to test thestrobe light housed in the SRU-21/P survivalvest.

AVIATION SURVIVALAND RECOVERY SUBSYSTEM

The ALSE survival and recovery subsystemprovides the necessary equipment to aid survival,escape, evasion and recovery of downed aircrews andpassengers in any environment. This equipment isdivided into five categories:

distress incident locators and communications flotation equipment survival equipment signal flares survival kits and vests.Current equipment includes: life preservers life rafts antiexposure suits both fitted and quick-don arctic clothing survival kits survival vests.Also included are the all-important signaling devicessuch as: lights, flares, beacons, survival radios and

power sources for their operation.Most of the aviation life support components con

tained in the subsystems, although serving a mainpurpose, have multifunctional capabilities.

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The SRU-21/P lightweight survival vest containsa lensatic compass, marker panel, survival radioand several other life preserving items to beused in all types of aircraft except the OV/RU-1.

SURVIVAL VESTSThe SRU-21/P survival vest is a complete survival

package that may be worn by aircrew personnel in alltypes of Army aircraft except the OV RU-1. Thepackage weighs 7 Y2 pounds and is issued in twosizes-large and small.

The vest is made of lightweight knit nylon clothwith pockets for survival components. It can be wornwith body armor, parachute and underann life preservers. It can accommodate both a .38 caliber revolverholster and a survival knife. The webbing of the vestcan be seasonably adjusted to fit heavy winterclothing.

The survival vests contain the following items:individual tropical survival kit, magnesium fire starter,water bags, radio receiver-transmitter, pocket knife,distress marker light, whistle, space blanket, a signalkit with flares that will penetrate through foliage,revolver with holster and ammunition, signaling mirror, first aid kit, lensatic compass, tourniquet, packinglist and operators manual.

The OV-l aircraft survival vest is similar in designto the SRU-211P survival vest but differs slightly instyle as it is designed specifically for use with the rigidseat survival kit (RSSK) and ejection seat parachuteharness system. This vest also incorporates theLPU-IO/P life preserver and the SRU-31/P survivalpackets.

Both vests are self-contained survival units that areworn over the Nomex flight suit and/or jacket and

28

zipped up before each flight. On the SRU-211Psurvival vest, the life preserver harness is worn underthe vest with the life preserver pulled through eacharmpit opening so that it hangs out of the vest. Thevests are sized to fit over both front and back bodyarmor.

Although the SPH-4 protective helmet isprimarily deSigned for inflight use, itsfunctions are almost limitless.

HELMETSThe SPH-4 protective helmet provides hearing and

crash protection, and serves other purposes while inflight. A retractable visor provides protection fromglare, windblast and dust. It is also equipped withcommunication devices, including microphone, headset, cord and connectors.

The current SPH-4 helmet is constructed of lightweight fiberglass with an energy-absorbing foam liner.There is a suspension assembly that attaches the crownpad and front and rear headbands to the shell. It is alsoequipped with ear cups, ear pads and a chin strap.

Although the main purpose of the helmet is for inflight use, it can serve many other needs. The helmetcan be covered partially with bright luminous strips oftape, so it also serves the purpose of aiding indetecting and locating survivors, especially duringnight hours. In a desert environment the helmet willprovide extra head and neck protection from strongsun rays, and the visor will serve as additional eyeprotection from sunglare. In a water survival situation,the helmet can be used as a bouyant and as anemergency flotation device. With a little ingenuity, thehelmet can aid in land , as well as air or water survival.The visor can be used as a shovel for digging throughsoft ground surfaces, and the helmet itself can be used



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as a basket for gathering and storing food supplies oras an additional container for storing fresh water.

Protective flight gear is a must in any climate.These clothing articles provide protection formost parts of the body.

PROTECTIVE FLIGHT CLOTHINGProtective flight clothing currently in use includes

coveralls, flight gloves, jackets and hoods.The sage green coverall is a one-piece, unlinedgarment with a zip front closure with two breastpockets, a pencil compartment on the upper front leftsleeve, two thigh pockets, two lower leg pockets and aknife pocket on the left thigh. The coverall is made ofa polymide (Nomex) fabric that resists high temperatures and retards flame. It is not fire-proof and willchar at about 700 to 800 degrees Farenheit. .

Aircrew personnel are also fitted with flight glovesthat are constructed of soft , gray, nonslip cabrettaleather for the palm and front portion with stretchableNomex fabric for the entire back portion.

Jackets, whether the summer type or the U. S. AirForce adopted extreme cold climate , are similar instyle. They feature full length front zippers, a biswingback, knit wristlets and waistband, two front pocketswith hook and pile fasteners and a combinationcigarette pouch and pencil compartment on the upperleft sleeve.

The extreme cold weather hood features a front fulllength zipper closure, rear partial length zipper andhook and pile underarm fasteners. It is an insulatedsynthetic material and is designed for use with theextreme cold climate jacket.

Although these clothing articles provide comfortand ease of movement while used in flight, their

DECEMBER 1987

design and functionability are truly tested in a survivalsituation.The coverall provides protection from the elementsfor all parts of the body except the hands, feet, neckand head. This almost total body coverage is important whether you are in extreme cold or in a desertenvironment. In a desert environment, when facedwith high temperatures, the body will dehydrate morequickly when large areas of the skin are exposed to thestrong sunlight. The many pockets that are part of thecoverall carry vital survival equipment, and in a coldclimate also can be used as a means of additionalinsulation from the elements. Natural foliage can begathered and stuffed into the larger pockets to helpinsulate against the cold. In an emergency sea survivalsituation, the coverall can be removed, knotted at theend of each leg opening, inflated manually with air,then knotted just below the arm section and used as aflotation device.The gloves, with their nonslip quality, provide avaluable tool for climbing, as well as providingadditional protection for the hands for digging orgrasping harsh objects. They also can be tuckedconveniently into other parts of clothing to provideadditional insulation or padding (for knees, elbows,etc.). Although just about any part of the clothing canbe used as emergency first aid bandaging, the gloves,although not sterile, are of a size that can be easilyadapted as a compress or as padding under a splint.

The jacket pockets serve as a means to carrysurvival gear. But jackets can be used for a variety ofpurposes. When not needed to retain body warmth,they can be folded and used as cushions , opened flatand used as partial ground covers or secured to otherequipment or natural foliage and used as shelteringdevices. The extreme cold weather hood makes anexcellent pillow.

OXYGEN MASKSArmy Aviation personnel flying aircraft or missionprofiles that require oxygen masks normally will findone of two pressure-demand masks available.

In-flight oxygen breathing devices permit thebreathing of gaseous oxygen from pressure-demandregulators and are capable of holding oxygen underpositive pressure . The masks weigh between 11.5 and13 ounces and can be used with the flight helmet. Bothmasks are equipped with microphone assemblies forcommunication.

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The MQ-1 A preflight tester is used to detectmalfunctions for the oxygen mask. The oxygenmask can be used with the flight helmet.NBC PROTECTIVE EQUIPMENT

Army aviators are also equipped with NBC protective equipment. In a nuclear attack, even indirectviewing of a nuclear blast can cause flash blindness .The initial blast of radiant energy can also cause flashbums of exposed skin and can be incapacitating,especially around the eye area. Biological contamination is a contagious and casualty-producingweapon and can produce either immediate or delayedaction. Chemical agents, such as nerve gas, in adosage the size of a pinhead (5 milligrams) can be

30

absorbed through the skin, eyes or lungs and willcause death. A 6-second exposure to a IO-milligramper-cubic-meter concentration of a nerve agent willcause contraction of the pupil of the eye (miosis), lossof depth perception and possibly pain upon focusing.This is an incapacitating dosage for an Army aviator.

Current NBC equipment consists of an overgarmentensemble including chemical protective overboots,overgarment trousers and shorts, gloves, mask andaircraft protective hood and mask.

Special training in the use, maintenance, storageand disposal of the NBC equipment is dictated by thetechnology of design and the inherent hazards of NBCexposure.

FLOTATION EQUIPMENTCurrent flotation devices in use by Army aviatorsinclude life preservers and life rafts .The LPU-2/P and LPU-IO/P life preservers are

personal flotation devices for use by aircrew personneland passengers. These two preservers are identicalexternally when packed. They consist of two neoprene-coated fabric flotation cells packed within envelope-type containers. The containers attach to anadjustable harness that secures the life preserver to thewearer's body.

Life raft assemblies in use by the Army encompassfive styles and sizes. All are designed to keep personnel afloat with all of their survival equipment untilrescued .

. The LR-I, LRU-3/P and the LRU-4/P are one-manlife rafts. These rafts are inflated by a CO2 bottle andcan be orally blown-up or provided with supplementalair by mouth. Although these rafts are designedprimarily for single person use, they are capable ofcarrying two persons safely and securely whenmounted in the correct manner.The Army also equips its aircraft with 20-man , and7-man life rafts dependent upon the mission and typeof aircraft. These multi personnel rafts are similar inoperation to the single person rafts, but incorporatemore sophisticated components, are larger in size andare stowed in the fuselage of the aircraft.Besides the inherent flotation survival features, thelife rafts also can be used for land survival purposes.



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They make excellent shelters and sleeping platformsand can be used for crossing streams, lakes or ponds.The various components of the larger rafts, such as theropes, can be used for a multitude of other purposes,both on land or sea. Although it is not advisable toremove the life preservers while afloat in a raft, theyfunction exceptionally well as pillows.

Included in the individual aircraft survival kitsare seven pen flares. Caution should beexercised in firing the flares.

AIRCRAFT SURVIVAL KITSIndividual survival kit for the aircrewmember isdivided into two categories: The individual kit for all

Army aircraft and the RSSK for the OV-I aircraft.Each kit is configured to support aircrewmembers inone of three environmental extremes: hot climate, coldclimate or over water. These kits are designed tosupplement and function with the appropriate survivalvest and components installed.The individual survival kit's components are housedin a zippered canvas outer case that has a web carryinghandle. Two straps that are attached to the zipperedcanvas inner case extend through the opening in theouter case. The straps have quick-release ejector snapsto attach to a parachute harness if required. The outercase is marked with the type of kit configuration. Thekit measures 5 Y2 x IS x 19 inches. The hot andcold climate kits weigh 28 pounds and the over waterkit weighs 29 pounds.The over water kit differs slightly from the othertwo kits in that the outer case slide fastener (zipper)slide is the activation device for the life raft. It isactivated by a simple unzipping movement.A different style kit is in the OV-I aircraft and ishoused in a fiberglass container that is an integral partof the ejection seat.

DECEMBER 1987

The components for all configurations are containedin a carrying case that is inside the RSSK. This kitmeasures 9 x IS X 14Y2 inches. The hot and coldclimate kits weigh 33 pounds, 2 ounces each and theover water kit weighs 44 pounds.

In using the over water RSSK, the life raft isdeployed after the parachute is deployed and beforeentering the water. The life raft is activated bysqueezing and pulling either of the quick-releasehandles. This action releases the bottom portion of the"clamshell." The weight of the clamshell, the survivalcomponents and the life raft extend the retaining linethat is connected to the life raft inflating cylinder andvalve, which activates the life raft inflation sequence.In a bailout situation, the equipment bag will enter thewater first, followed by the life raft and then theaircrewmember-with all three attached together bythe retaining line.

The first aid ki t Is a part of the survivalpackage and it is required to be aboard allaircraft.

FIRST AID KITS

c:EI

All aircraft are required to be equipped with first aidkits that are stored aboard the aircraft. In addition tothe aircraft kit, first aid kits are a part of the survivalvests. The kits vary in their medical components.

The SRU-21/P survival vest contains the individual,tropical, tactical aircrew survival kit.

The OV-I Mohawk survival vest contains theSRU-311P individual

army aviation digest - dec 1987

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