army aviation digest - jan 1963

8/12/2019 Army Aviation Digest - Jan 1963

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I RARY USA UT UC E, LA

AC REER

SN

RMYAVIATOR

P GE


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UNITED 5 RMY VI TION.., 1GESJOF ARMY AVIATION ODCSOPSOF THE ARMYBrig Gen Delk M. Oden

U. S. ARMY AVIATION SCHOOLBrig Gen Robert R. Williams

U. S. ARMY AVIATION SCHOOLCol Warren R. Williams

Maj Joseph H. PooleFred M. MontgomeryRichard K TierneyWilliam H Smi t hM/ Sgt Thomas M LangDiana G. Will iams

EDUCATION AND LITERATURE DIVPierce L WigginWill iam E. CarterJames E. Coleman

JANUARY 1963 VOLUME 9 NUMBER

CONTEN TSLETTERS . . . . . . . A CAREER AS AN ARMY AVIATOR Brig Cen Delk M. OdenSAFETY IN THE CEN TURIES Maj Pierce L vViggin USAF Res A COMMAND PER FORMANCE Lt Col Leland Cantlebary . 1CHAN GE IT , Milburn P. Meriwether . 1ARMY AVIATION OPERATION IN VIETNAM Lt Col Thomas J.Sabiston Ret . . . . 1EJECTION SENSE Barney A. Roth Jr.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2SKYCON TRAINING Capt Ralph W. Broman . . . . . . . . . . . 2ARMY LOG AIR IN ALASKA, Lt Col Frank B. Case . 2TW X . . . . 3THE ARMY AVIATION STORY PART VII I Maj Roland H . Shamburekand Col Spurgeon H. Neel .. . . . . . . . . 3HELICOPTER MOUNTAIN FLYING Capt Harold T . Campbell 4CRASH SENSE . . . . . . . 4

The mission of the U. S. ARMY AVIATION DIGEST is to provide information ofoperational or f u n t i o n ~ l nature concerning safety and aircraft accident prevention traininmaintenance operations research and development aviation medicine and other related datThe DIGEST is an official Department of the Army periodical published monthly undthe supervision of the Commandant U. S. Army Aviation School. Views expressed hereare not necessarily those of Department of the Army or the U. S. Army Aviation SchooPhotos are U. S. Army unless otherwise specified. Material may be reprinted giving credto the DIGEST and to the author unless otherwise indicated.Articles photos and items of interest on Army Aviation are invited. Direct communict ion is authorized to: Editor-in-Chiej U S Army Aviat ion Digest Fort Rucker Alabama.Use of funds for printing of this publication has been approved by HeadquarterDepartment of the Army 27 November 1961.To be distributed in accordance with requirements stated in DA Form 12.


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Sir: Please accept my thanks forthe copies of the U. S. ARMYAVIATION DIGEST. t is veryinteresting and I am happy tohave had a part in The ArmyAviation Story.

t covers a long period duringwhich the Army played a majorrole in developing balloon service and then aviation which nowis so important in the NationalDefense.Again many thanks and bestwishes.

Sir:

FRANK P. LAHMBrig Gen, USAF, Ret317 Seneca AvenueHuron, Ohio

I acknowledge, with thanks,Parts I and II of The Army

Aviation StoryNeedless to say I read it witha great deal of interest and a

certain amount of nostalgia. Ithought it was an excellent pieceof writing.

Sir:

GORDON J. WOLFCohen WolfFifth Third Bank BuildingCincinnati 2 Ohio

I am an Army Aviator presently attending Auburn University under the Degree Completion Program, obtaining mydegree in Aeronautical Administration. Since the Army hasplaced such strong emphasis onall officers having at least abachelors degree, I felt that

many officers in aviation mightbe interested in knowing of theopportunity for qualified individuals to attend this school andobtain a degree in a field whichis quite pertinent to aviation andrelated activities. The curriculum allows emphasis in suchfields as Business Administration Industrial Management,Production Management, etc.

Army Aviators who have completed two or three years of college-level work, including college algebra, physics chemistry,and English can quite often qualify for a bachelors degree withinone calendar year as allowedunder the Degree CompletionProgram.

BENNY L. BOOTH, Captain435 Sangers StAuburn, Alabama

Dear Sir:As a student of special war

fare may I express my personalgratitude to you and your stafffor the four fine articles youhave published on the subjectin the last two issues. The authors are to be heartily congratulated for the excellent jobthey did. Their efforts shouldstimulate the much neededthought on this subject.FRANKLIN MARK OSANKA1926 N. PowhatanArlington 5 Virginia

Sir:Development of Army aircraft

progresses at a rapid pace. Each

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day we read of new sophisticated aircraft or revolutionarymodifications of existing models.Worthwhile gains are certainlybeing made in the standardization of aircraft fuels and theimprovement of overall aircraftmaintenance support.

Are we however, devotingenough attention to the development of durable, versatile, andpractical ground equipment tosupport our expanding aircraftinventory under field conditions? How long must we operate with such items as ourworn-out 1 200-gallon tankers?How long will our TOEs reflectinadequacies in all types of nonflying equipment?

Our problem becomes a veryreal one when we study theROAD organization with its decentralization of aviation. Whatwill be provided, for instance,to support those six LOHs ineach brigade flight detachment?t appears that aviation must beprepared to operate from many

unimproved locations for substantial periods of time undervaried conditions.

One possible solution to theproblem of supporting small isolated aviation elements lies ina multipurpose tactical vehicle.This vehicle could be a modification of an existing wheeledor tracked vehicle. Componentparts of this vehicle should include the following:


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JANUARY 963

A trailer for aircraft fuelwith component pump, filterseparator and hoses.

Tactical radios allowing forshort-range, ground-to-air andlong - range, ground - to - groundcommunications.

A small compact homingbeacon of advanced design tooperate in conjunction with aircraft instruments similar to theADF or omni.

Bins for the storage of aircraft parts and tools to includespecial tools.

Storage facilities for aircraft oil, aircraft weapons andammunition (if applicable),ground-handling e q u i p m n t,

camouflage equipment, helipadlighting and marking equipment,and individual gear. Built - in auxiliary powerunits and heating devices foraircraft support.

A rack on top of the vehicle for the ground transportation of one LOH. This rackcould be used to transport theaircraft during submarginalweather conditions or to evacuate damaged aircraft.

The vehicle described, issuedintact with all mentioned components, and manned by qualified specialists, could provide forsubstantial periods the mobilebases for the many isolated aviation elements in the ROAD

TACTICAL AVIATION SUPPORT VEHICLE1 Hatch in top of vehicle for control tower operations.2 Bins for storage of tools, heater, APU, etc.3 Removable fuel container on trailer with rings for sling loading.4 Fuel pump, filter separator, hose s mounted on trailer.S LOH in traveling position. Clamps used to secure aircraft totop of vehicle.6 Rear door to interior of vehicle containing parts, bin, radios,

and individual equipment.

organization. No longer wouldaircraft have to depart supported units at critical times to refuel at distant centralized locations; no longer would aircrafthave to scurry home in winterfor fear of having difficultystarting without a HermanNelson heater and APU; nolonger would minor maintenance become a major problemresulting in loss of aircraft.

The optimum size of a vehiclewith this mission is wor1 by ofdiscussion. Though a 3/4 - tontruck would be ideal for airborne division purposes, perhaps only one of 2%-ton sizecould pull the fuel trailer. Perhaps the modification of an APCwould be ideal for mechanizedand armored divisions.

The use of a fuel trailer complete with pumping and filteringequipment offers flexibility notfound in the tanker truck.

Very obvious savings in manpower become apparent in theuse of this type of setup. Forinstance, the requirement for vehicle drivers, always at a premium in aviation units, would bedecreased.

This multipurpose aviationsupport vehicle is but onethought toward placing aviationwhere it's needed, when it'sneeded, and how it's needed onthe battlefield. Without effective supporting equipment, ourmany varied and expensive flying machines could well beworthless to the ground commanders who certainly need anddeserve them.

PAUL B. MALONE, IIICaptain, InfantryHq, 1st Corps (Group)APO 358

Ideas are the vehicles foradvancement in our programHow about turning this one inlocally as your contribution tothe Army s Suggestion Pro-gram?


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Army Ayiation has much to offerand demands much in return . . .DELK M. ODEN, Brig Gen USADirector, Army Aviation, ODCSOPS

C REER S N RMY VI TOR

W HAT IS ARMY Aviation? What is its role andmission? What is its future? CanI qualify? What training will Ireceive? What will be demandedof me as an Army Aviator? Howwill it affect my overall career?

These and many other ques-

Brigadier General Delk M Oden

tions are no doubt foremost inthe minds of young men at WestPoint and those on active dutywho contemplate a career in thedynamic rapidly expanding Army Aviation program of ourmodern Army. Let s look at

these and other vital questionsseparately and in detail.WHAT IS ARMY AVIATION

Army Aviation is that aviation organic to the arms andservices of the Army. Immediately responsive to the demands

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J NU RY 1963

tactical mobility, observationand surveillance, weapons deliv-ery systems, casualty evacua-tion aerial command posts re-supply, etc.Weare modernizing our fleetof aircraft at a pace at leastequal to the modernization paceof the Army. This requires re-placement of obsolete equipmentwith new and improved gear.Progress in this area is gainingmomentum. Currently there are13 different types of aircraft.This number will eventually bereduced to 7 which will retainall the capabilities of the present13 types and have added versa-tility.

OV l performs missions o ohservation surveillance recon Tactical and logistical advan-tages gained by this reductionin number and increase in abil-ity are numerous. For example,using only one type aerial troopcarrier, a single loading plan canbe used, rather than having nu-merous plans for the differenttypes presently used. The for-ward area maintenance problemis subsequently reduced, andfuel resupply is simplified be-cause only one grade of fuel willbe required.

of the commander, it is employ-ed to enhance the mobility,flexibility and battle efficiencyof ground combat forces.WHAT IS ITS ROLE AND

MISSIONArmy Aviation is integrated

throughout the Army and right-ly has no branch of its ownsince its very being is depend-ent on an instant response tothe immediate commander s de-sires. The mission of ArmyAviation is to augment themobility of the Army to con-duct effective combat operations.Such a simple statement of mis-sion is deceptive at first reading.The present capability of ArmyAviation to augment effectivecombat operations is impressive.The future outlook is more so.WHAT IS ITS FUTURE

The requirement for evengreater mobility in ground war-fare of the future dictates theemployment of more aerial ve-hicles and subsequent expansionof Army Aviation. As an indi-cation of such expansion, the103 aircraft now organic to theROAD Division is highly sig-nificant.

Why is such a strong relianceplaced on Army Aviation? Itprovides a highly responsivemeans of obtaining informationof the enemy. I t affords themeans of instant reaction to suchinformation.

The family of multipurposeaerial vehicles under develop-ment gives the Army the meansto fulfill its requirements for

UH l with 2.5 rockets for defensive or suppressive fire


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Some of the finest aircraft oftheir type in the world are presently in use in our program. Thevast improvements made by theaircraft industry from 1940 to1962 have produced such excellent aircraft as the turbine-powered OV-1 Mohawk and theUH-1 Iroquois. The Mohawk iscapable of speeds of over 250knots and requires little morelanding distance than the oldPiper Cub. The Iroquois, in itsthree configurations, observation,aerial reconnaissance and trooptransport, is an extremely versatile helicopter. Appropriatelynamed the Squad Carrier,since it seats the full combat infantry squad, it is fully responsive to our needs. Vulnerabilityis reduced by providing aerialfire from its machineguns orrockets to suppress or discourageenemy ground fire. The Iroquoiscan also be used to provide aerialescort for other aircraft duringairmobile operations and in anaerial evacuation role.

The CH-47A Chinook, a tandem-rotor, turbine-powered helicopter, can carry 32 combatloaded troops or 4-5 tons ofcargo. Ground vehicles and anassortment of weapons can betransported in this versatilemachine.

The CV 2A Caribou, a twinengine, fixed wing transport, canoperate in essentially the sameenvironment as our presentlower performance observationaircraft, which use relativelyunprepared landing strips approximately 1,000 feet long.

Designed for instant responsiveness to the commander's desire, all of this equipment is fullycapable of operating right alongwith the ground soldier, livingin his environment.

C N I QU LI FYQualification for a v i a t on

training is defined in Army regulations 600-105, 611-110, and

A CAREER AS AN ARMY AVIATOR

CH 47 A hinook carries 32 combat equipped troops614-100. Department of theArmy Pamphlet 600-3 also provides details concerning ourArmy Aviation program and willfurther orient you. Medicalstandards are prescribed in AR400-50l.

Essentially, you must passa flight physical examination(some of the medical restrictionsand requirements of AR 611-110can be waived); be 30 years oldor younger (some waivers canbe granted here for special technical qualification, prior flyingexperience, and technical collegedegrees); pass an aptitude test;and, i f a Regular Army officer,have completed the basic coursein airborne or ranger trainingand have a year of troop duty.U. S. Military Academy graduates accepting appointments inthe Regular Army may voluntarily elect Army Aviation flighttraining before graduation andcommissioning. Such actions constitutes application for training,which will be programmed assoon as possible after completion of basic officer s trainingand one year of troop duty. Forthose who do not volunteer forflight training before appoint-

ment in the Regular Army andfor those already on active duty,application can be made according to the above regulationswith the same prerequisites applicable. t is normally moreconvenient for West Point cadets to make application via thevolunteer election method.

WH T TR INING WILL IRECEIVE

Those accepted for trainingwill be sent to either Fort Rucker, Ala., for fixed wing trainingor to Camp Wolters, Texas, forrotary wing training.

Fixed wing training at FortRucker is broken down intothree phases:

Phase A, 15 weeks of primaryflight, is conducted by a contract firm and consists of 102hours of basic flight training inthe 0-1 Birddog. Ground schoolcourses in aerodynamics, navigation, and maintenance are alsogiven in phase A.

Phase B is the tactical application of Army Aviation andconsists of road and strip work,aerial resupply, aerial fire adjustment, etc.

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JANUARY 1963

STOL CV 2 aribou has intra Army support mission capabilityPhase C consists of 50 hoursof instrumen t training in the U-6

Beaver.Rotary wing entrants spend 16

weeks at Camp Wolters accumulating 111 flying hours in theOH-23 Raven. The relatedground school program is similar to the fixed wing program.After completing Phase I at W01ters classes split up. Some students are assigned to Fort Rucker for 14 weeks of Phase IItraining in cargo and utility helicopters such as the CH-34 Choctaw and UH-1 Iroquois. Theremaining students after trans tioning into the OH-13 Siouxhelicopter at Wolters take 4weeks of tactical training at FortSill Oklahoma. Subjects in cluded in this training phaseare: artillery gunnery aerial adjustment of artillery fire fromOH-13s and aerial gunnery. Inthe future students may receivea third phase helicopter instrument flight training.

Successful graduates of eitherthe fixed or rotary wing coursehaving met the big challengeoffered are rated as ArmyAviators.

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WH T WILL BE DEMANDEDOF ME AS N RMY

AVIATORYour career pattern as an

Army Aviator will be almostidentical to that of your nonrated contemporary. No aviationbranch exists or is contemplated;therefore you remain a memberof the Infantry Armor Artillery etc. branch and your participation in the Army Aviationprogram is in addition to thecareer load you must carry inyour branch.

As an Army Aviator you mustbe able to absorb divergenttraining and perform divergentduties i e. you must maintainthe pace set by your branchrequirements and also fulfill thedemands of Army Aviation as arated aviator. Although stringent these requirements bringforth those individuals with theoutstanding qualities needed inthe Army Aviation program. Inaddition to the physical requirements for becoming an ArmyAviator you can well see thedifficulty in filling aviation flighttraining school quotas due tothese demands on the individual.Your aviation training does

not end after graduation fromflight school. Aviators mustmeet the continuing requirementof remaining abreast of newtechniques procedures and developments. Besides maintainingbasic proficiency and developingskill and experience in the aircraft in which you were ratedafter graduation from flightschool you may possibly crosstrain in fixed/ rotary wing to in crease your capability.

Normally after graduation youwill serve with an aviation unitfor approximately 3 years. Following this duty you will probably attend further branchschooling and will possibly perform another ground tour withyour branch while also maintaining your flight status. Bythis time you will have developed the desired pattern of experience and maturity in theprogram and will be a memberof an organic aviation unit of acombat division corps or army.You will be equally conversantwith the problems of the groundsoldier and those of ArmyAviation.HOW WILL IT AFFECT MY

OVERALL CAREERThe Army Aviation program

has no room for the officer whocan perform well in flying jobsalone. You must be both ahighly competent officer in yourbranch as well as a highly competent Army Aviator. As a re sult your career developmentin respect to your nonflying contemporaries will not suffer dueto your added capability to theArmy as an aviator. In factyour added capability is a definite asset to you in your career.

To those of you who chooseto enter and qualify for the coveted wings of an Army Aviatorwelcome to a challenging rewarding career in Army Aviation. Although the demandsupon you will be great ArmyAviation has much to offer.


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Major Pierce L Wiggin US F Res

W HILE DRIVING over thecauseway to the Gulfcoast reservation of Tyndall AirForce Base, you hear the jetscream of an F-I02 Delta Daggeras it arcs over the water, trailing a smoky wake. Tyndall,home of the 73rd Air Divisionis the testing ground for Air Defense Command aircrews. Flyingthe latest supersonic aircraft,the crews come to test their rock-

et and missile firing accuracyand master new interceptormethods.

On the surface it might appear that flying safety in machbusting fighters is unique, separate and apart from any othertype of aviation. Not so. According to Captain Richard A.Brown, flight safety officer forthe 756th Air Defense Wingflying safety at Tyndall requires

time-tested principles and methods that work for any effectiveaircraft accident prevention program. During a recent interview,Captain Brown, an interceptorpilot with some 2 700 flyinghours, took time out from hisbusy schedule to explain why.

Flying safety, whether you reflying high altitude interceptorsor treetop choppers, begins with


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JANUARY 963

an open door to the commanderfor the safety officer. This directchannel must be assured for asuccessful program. It is vitalto keep the commander informedon all matters relating to flyingsafety, one of his primary re -sponsibilities; and it promotesrapid correction of deficienciesin equipment facilities, and per-sonnel that are current or po-ten ial flying hazards.

Why a fulltime flight safetyofficer? Because aircraft acci-dent prevention is a fUlltime joba job no commander has the

time to perform. Flying safetyis an Air Force career field. Toqualify for the flight safety of-ficer AFSC a candidate mustbe a highly experienced pilot

and a graduate of the aviationsafety course at the Universityof Southern California.

The flight safety officer s jobis to administer and monitor theaccident prevention program forhis unit or base. At TyndallCaptain Brown has a monthlyemphasis calendar for guidance.t includes such items asCompliance with checklistsOperational and maintenanceconceptsWork proceduresEvaluation of maintenance facilitiesOperational proceduresTraining standardsCompliance with tech ordersReview of tech manuals andjob training aids

Into the helicopter rescue sling

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Up and ut


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Personal protective equipmentSupervision and managementIn addition to these and many

other items for regular and frequent emphasis, he maintains aflying safety survey schedule.Safety surveys are not conducted in a cloak-and-dagger manner; nor are they used to embarrass or point the finger atany particular unit or individual. Rather, the survey is ameans of bringing hazards tolight so that corrective actionmay be taken before the hazards become accident cause fac-tors. Follow-up surveys aremade to ensure that correctiveaction is effective.

The value of a fulltime flightsafety officer is evident at Tyn-

dall. It s evident inOperations-where the opera

tions officer keeps current flyingsafety publications in a convenient location and maintains acard file of aircrew personnel.Before they are cleared to flypilots must initial their card records to show they have readthese publications.A flight line dispensarymanned by a flight surgeon during scheduled hours each day.The flight line location encourages aircrew personnel to reporthealth problems they might otherwise ignore or postpone. Flightsurgeons fly in each type of aircraft to better understand theoperational environments of theircharges.

SAFETY IN THE CENTURIES

Maintenance where shops andhangars, equipment, and personnel are hazard-free and efficient.

Facilities-where frequent inspections assure clean and hazard-free runways, taxiways, tarmacs and parking stands.Survival equipment training-given to aircrews. We watchedfour pilots go through the bailout and survival training program, which included classroominstruction, practice parachutelandings in a sawdust pit, andwater landings from the sternof a drone recovery boat.

Thanks to a fulltime flightsafety officer and a continuingand effective accident preventionprogram, flying safety is a wayof life at Tyndall. iiiiIr

Water wings inflated Down for dinghy practice

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s 963 begins each unit commander shouldseriously consider the question Should Salety e

A Command PerformanceLieutenant Colonel Leland Cantlebary

A COMMANDER never feelshis responsibilities morethan when he has to inform anindividual's immediate family ofan accident which has resultedin serious injury or death. Sometimes, however, it takes this dutyto motivate the commander intothinking of his responsibility toestablish an effective safety program. t also makes him wonderhow to organize this program ina manner which will produceresults.

Safety has many aspectspsychological material, mechanical and physical. To accompanythese viewpoints are volumes ofprolific and profound writings,all offering a true solution tothe age-old problem of safety.But with all of this materialavailable, accidents continue tohappen. Perhaps these new orpsychological approaches tosafety need a more basic insight.

Four basic factors are to beconsidered in a good safety program: knowledge of the problem, proper procedures, settingthe example, and the follow up.

Knowledge o the problem. Acommander cannot hope to establish or conduct a safe operation unless his knowledge of thesituation is greater than that ofhis men. To gain this knowledgehe can seek the help of periodicals written by United StatesArmy Board for Aviation Acci-

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dent Research, or other aviationsafety organizations, for aviation-related accidents and suchgroups as the National SafetyCouncil for other type safetymaterial. By taking sufficienttime to completely inform himself about the problems, theprocedures, the men involved,and the nature of the equipmentto be used, he can prepare aworkable safety program.

Of course, we can never overlook a man's past experience.Just as theoretically, more hoursin the cockpit of a plane make aman that much safer, so tooshould more years of experienceas a commander make a manthat much more capable of usingadequate insight in setting uphis program. f the commanderis short on experience, he haseven more reason to adequatelyinform himself through intensive study.

Proper procedures. Safety procedures are and should be carefully thought-out methods ofconducting activities to producea minimum of unsafe actions.Knowledge of the subject matter is necessary, as well as logical clear thinking. In otherwords, unless a man shows goodjudgment in applying his knowledge he cannot hope to set upsafe procedures. For example, torequire pilots and crews to operate when they have had in -

sufficient sleep and rest is toinvite accidents.

Through prior study the commander has learned the essential elements of aviation safety,such as planning a flight andproper control of the aircraft ndifferent situations. This makesi t possible to set up safe andrealistic methods of operation.One point often overlooked inestablishing SOPs is the individual's attitude and mental conditioning. To merely publish a newSOP and then punish a man whodeviates from these rules of conduct is not being realistic. Aman cannot be a safe person simply because the SOP says he willbe. The individual should befully informed of the reasons behind required actions.

Few people are as aware ofthe problems as the pilots andmechanics themselves. To givethem the opportunity to submitsuggestions for improving thesituation is a forwa1ld step inbringing about complete acceptance of new procedures. Why iscrew acceptance so important?Let's look at it this way. f acrew is instilled with the ideathat it is important to play itsafe then they become aware of

Col Cantlebary is Chief Air-field Operations Section U. S.Army Aviation Center FortRucker Ala. He is a SeniorArmy Aviator.


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unsafe acts more readily. Ratherthan running emergency alertsand judging response, it is definitely far more effective to havea completely workable, wellthought out, acceptable means ofconducting the business at hand.Psychologists have proved thata man is more likely to demonstrate confused thinking in a realemergency than in a pretendedemergency. That's why we practice evacuating a building in theevent of a fire. The individualsinvolved will learn more froman orderly fire drill than theywould ever learn should theysuddenly hear a fire alarm.

et the example. No matterhow much study has gone intothe safety program and regardless of how satisfactory the re sultant SOP may be, i a properexample is not set, then all is fornought. There can be no fluc-tuation in safe actions. Eitheryou are safe or you aren't.

For the commander to disregard his own established procedure is to invite his men todo likewise. To personally allowany deviation from safe practicesnullifies even an excellent safetyprogram. Time and expediencyare insufficient reasons for dis-missing safety precautions.

The American Telephone andTelegraph Company, one of theworld's largest, has a safety slo-gan that reads something likethis: "N job is so importantor a service so necessary thatyou cannot take the time to doit safely." This is an ideal attitude for any commander whodesires safe operations.

The follow up. Your plan maybe near-perfect but no matterhow much time was put into itspreparation, establishment, andexecution, the follow-up is thecrucial issue.

To announce a new or strongerSOP and then to let things ridecancels out any and all good

intentions. In setting up yourprogram you have obviouslyconsidered such items as training, experience and individualcomfort. You have, no doubt,decided which man is the mostsafety conscious. He can be usedas an assistant safety inspector.

However, we must consideronce again common sense andgood judgment. Why does a manwalk into a rotating propeller?Ruling out the desire to commitsuicide, we come up with onlytwo reasons: inattention or dis-traction. Your SOP should haveprovided for a minimum numberof distracting elements in thework area. f this has been done,then we can consider causativefactors for inattention.

The primary factor may beworking while inebriated. Thisisn t difficult to observe and correct. But, how do you determinewhen a man brings his troublesand problems to the job? Bringing family quarrels to the shop,the flight line, or in actual flight,is one sure way of creating unsafe conditions.

Two methods may be used tohelp correct this deficiency. f aman commits an obviously unsafe act, we can assume that hedoesn't have his mind on hiswork. The question is "Why?"f he is the type who just doesn't

care, you know how to handlehim. But i f he has family troubles, what should you do?

A man who has personal problems just doesn't belong in theair, on the flight line, in thecontrol tower, or in the maintenance hangar. Whether you sendthe man to the chaplain or givehim a pass to work out his problems is your decision. But thepoint is that you, or someonewho knows the general disposi-tion of the men, should talk withor observe each one as they prepare for duty. Thus you cancatch the man likely to be inat-

A COMM ND PERFORM NCE

tentive before he has an acci-dent.

One obvious method of adequately following up on yourprogram is to conduct frequentinspections. Whether you choosejust one unsafe act to look foreach day or many is your prerogative. But i you do not emphasize your personal concernfor safety by regular inspections,soon the men will also show adiminished concern.

We have not discussed incentive plans as a way of buildingspirit and morale. Means andmethods of punishment for menwho have accidents repeatedlyhaven't been covered. Nor havewe cited specific examples ofunsafe conditions or hazardousactions. All of these items areoutside the scope of this discussion. Their adoption, execution,and consideration require a bitof ingenuity on the part of theunit leader.

A four-step plan for inaugurating a workable safety program has been proposed. It includes the basic and essentialleadership aspects of knowledgeof the problem, the establishment of proper procedures, setting a personal example, and fol-lowing up. This is not a revolutionary proposal. There is nothing new here at al l, and it maynever gain recognition for youat the general officer level.

The one important point thathas been continually emphasizedthroughout this discussion is thenecessity for the commander'spersonal concern. We have notsaid that safety can be discov-ered in a single textbook, or thatanyone man in your unit holdsthe key to accident-free operations. But we do feel that safetyis a responsibility of the unitleader. This responsibility cannot be delegated or disregarded.

After all, safety should be acommand performance


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aintenance andsupervisory rror caused n c-cident when someone insisted on IIHurry Up and

hange ItT WAS A BRIGHT, clear,cool morning. There was a

thin layer of high cirrus cloudsand the visibility was unlimited.Sergeant Fitzgerald was justfinishing the installation of anew fuel pump on the engine ofthe U-6A Beaver. Approachingacross the ramp was LieutenantWagner and Mr. Lorenback, ci-vilian technical representative.Lieutenant Wagner and Mr.Lorenback had been testingsome new drop shackles and aspecially designed sight for lowlevel drop loading techniques.This was to be the lieutenant'slast flight of the test before departing for an overseas assignment. The tech rep was to re -

Milburn P eriwether

turn to his company's factory forfurther training in later modelequipment.

Lieutenant Wagner said, HiFitz, is the old bird all set togo?

Sergeant Fitzgerald answered,Not quite, Lieutenant, I've got-ta get the technical inspector out

here to shake down this newpump installation.

Can't you sign it off, Sarge?queried Wagner. You've hadmore experience in aircraftmaintenance than that old grandma they've got for a TI. Bythe time he gets through nitpicking this job it'll be lunchtime. I've got to bug out of hereby 1400 hours to catch that air-

liner to the coast, and I want toget one last mission on this lowlevel test before I leave.

Well, said Fitz, scratchinghis head, I shouldn't do it, Lieutenant, but I know the engine isin good shape. Corporal Samsonand got here real early and ranthe engine up and adjusted thefuel pressure so s we'd have iready for you first thing thismorning. I tell you what, I'lerase this red cross and put thisfuel pump change on a diagonalThat way we won't need an in spection. Is that OK?

That'll be fine, Fitz. I knewan old crewchief like you couldcome up with a gimmick socould get this last flight in,Lieutenant Wagner called ovehis shoulder as he climbed intothe cockpit.

Little did he know.While the lieutenant and MrLorenback were getting settled

in the cockpit, the drop loadingcrew hung a couple of practicebundles on the shackles and Sergeant Fitzgerald and CorporaSamson buttoned the cowaround the engine.

The engine sounded smoothand sweet on the takeoff rundown the runway. The birdlifted into the blue and starteda climbing turn to the drop zon

Milburn P. Meriwether is assigned to the Special SubjectBranch Intermediate Maintenance Division Department oMaintenance Fort Rucker Ala


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Hurry up and change it action resulted in fatal accidentheading. Sergeant Fitzgerald and supply line to the engine drivenCorporal Samson were heading fuel pump had been installed,for the coffee bar when suddenly the hose coupling had not beenthey heard the engine running tightened. The fuel line vibratedrough and misfiring. They turned loose from the pump and-well,and saw what looked somewhat that's all she wrote.like a vapor trail following the Good maintenance must haveaircraft and then black smoke good supervision. Good maintepouring from it. As they con- nance is not rushed maintenance.tinued to watch in wonderment, The good crewchief must takethey saw a large object fall from his time and be thorough in histhe aircraft, followed by a long work. Regardless of how manywhite streamer just as it disap- times he has performed a jobpeared into the treetops. The i there is a possibility that heaircraft continued flying for a could make an error or overlookfew seconds longer; then it too a vital flight safety item, thedisappeared into the treetops. crewchief should have it in-

This was indeed the last flight spected by the organizational infor the lieutenant and tech rep spector or other qualified super-in a manmade flying machine. visory personnel.

Upon investigation, the acci- Once a red symbol has beendent investigating team readily entered in the -13 it will not bedetermined the cause: mainte erased. The only time that it willna nce and supervisory error. be changed is after correctiveSimple as that. When the fuel maintenance has been accom-

CHANGE IT

plished and, i required, properly inspected.

Any time that an item or accessory is removed and improperinstallation would create a flightsafety hazard, a red cross willbe entered on the DA Form2408-13 to ensure an inspectionby the aircraft technical inspector, maintenance supervisor, orother qualified supervisory personnel as designated by themaintenance officer.

The red cross or red diagonalentered in the -13 by the individual who makes the inspections or performs work will represent the opinion of the individual as to the condition of thedefect. Therefore, no individualwill be directed nor encouragedto change the symbol which hasbeen entered. f any individualof higher responsibility withinthe maintenance or repair unitbelieves that the condition ismore or less serious, that individual may change the symbolhimself. When this is done, thatindividual then assumes the responsibility and enters his signature in the -13.

Today, the emphasis is onspeed. Many millions of dollarsare spent to develop aircraft andmachines that will fly faster andaccomplish work more quickly.Numerous studies are continually being conducted to reducemanhours required to accomplish given jobs thereby cuttingcosts. This is all very well andessential in our present day economy. However, safe maintenancepractices should not be sacrificedfor speed. No individual shouldrush a mechanic to accomplisha job to the point where he mayoverlook those final checks to en sure that the job had been donecorrectly and safely. There ismore truth than poetry in theold adage that Speed Kills,whether on the highways or inthe aircraft maintenance shops.

3


16/52

Heliborne VietnameseSmash Trapped Guerrillas

SAIGON, SOUTH VIETNAM(Special) - South Vietnamesetroops supported by U. S. Armyhelicopters yesterday trappedand annihilated a large force ofViet Cong guerrillas about 6miles west of here, an Armyspokesman revealed today.

This precise operation was accomplished in just over twohours with minimum South Vietnamese losses, the spokesmansaid. It represents the type ofhard-hitting airmobile action being developed to counter Communist directed guerrilla activityin this Southeast Asian country.

The guerriUa force was firstlocated at 6:30 a.m. yesterdaywhen an observation airplanespotted unusual activity near asmall village in the jungle. In telligence officers were certainthat this was a Viet Cong forcethat had attacked several outposts during the night. An air-

mobile force located about 2miles from the enemy was notified, and by 7:15 a.m. it was fullybriefed, oriented, and ready togo. Fighter planes also werealerted.By 7:20 the observation planewas overflying the suspect areaand guiding the airmobile forcetoward the objective. At about7:30 the helicopter and fighterplane flight leaders made radiocontact and coordinated arrivaltimes so the fighters would attack on time.

During the final phase of theflight, the airmobile force flewat treetop level- to remain undetected. The guerrillas weretaken by complete surprise, andby 7:50 the South Vietnamesetroops were on the ground. engaging the enemy. One minutelater the fighter planes were delivering air strikes on targetsspotted from ground observation

rmy viation Operation

CAMBODIAKAMPONG CHAM

UTVIETNAM

SOUTHCHINA

SEA

posts and from an observationplane circling above.

Friendly reinforcements beganarriving at 8:15 to bolster thecommitted units, which had surrounded the guerrillas. By 8:35the South Vietnamese troops hadclosed with and annihilated theenemy.

n VietnamLieutenant Colonel Thomas J. Sabiston Ret

How can Army Aviation help bring about asuccessful conclusion to the operation in SouthVietnam?

Simple, one might answer: just provide thetype of support outlined in the fictitious newsstory presented above.

Col Sabiston was a Senior rmy A1 iator dualrated and instrument qualified.14

There is no reason that immediate or preplanned Army Aviation operations in South Vietnam cannot be as efficient and successful as theone depicted in our news story.

But achieving such a degree of success in bothcombat and civil flight operations in South Vietnam is not so simple. Innumerable problems existthat can only be hurtled by those fully capableof operating and flying in South Vietnam's counterguerrilla warfare environment.


17/52

To ensure the successful role of Army Aviation in South Vietnam, ll personnel in the program must be ully qualified in aircraft they areexpected to fly; they must acquire a degree ofproficiency reached only by understanding whattheir contemporaries on the scene are experiencing. Operational experiences faced daily in SouthVietnam will be discussed here to help providesound advice to use in the development of employment doctrine, tactics, techniques, and training programs.

ARMY AVIATION S ROL IN SOUTHVIETNAMIt would be detrimental to the national in

terests of the United States i Communist inspiredand supported insurgents succeed in overthrowing the western-oriented government of SouthVietnam.

Consequently, the U. S. has supported theArmy of South Vietnam (ARVN) with militaryequipment and advisory personnel, and more re cently with U. S. Army Aviation units.

Army Aviation s mission in South Vietnamis to train ARVN units and when needed to provide the ARVN with mobility, communications,and control superior to that of the Viet CongoA secondary mission is providing administrativesupport, usually for military advisory group training teams.TERRAIN WEATHER AND ENEMY ACTIVITY

South Vietnam is divided into three major regional areas according to terrain, weather, andguerrilla activity.Vast mountain ranges which exceed elevationsof 10,000 feet span the northern part of the country. The area consists mostly of uninhabitedjungle with only a few poor roads. The rainy season lasts from September through January. VietCong activity is occasionally heavy, but usuallylight to moderate.

The central portion of the country consists ofrough mountain ranges along the coast and asprawling plateau to the west. Top elevations inthe mountains are 8,000 feet and range from 1,000to 3,000 feet on the plateau. Here again most ofthe terrain consists of jungle with only a few poorroads. The rainy season and Viet Cong activity

re the same as in the northern part of the counThe southern part of South Vietnam consists

of river deltas, with a mean elevation of20 feet. Although some jungle exists, the majoritythe countryside is used to grow rice. Roads

re numerous but poor. The rainy season lasts

ARMY AVIATION OPERATION IN VIETNAM

from May through September. Viet Cong activityis continuously heavy.Terrain features change rapidly throughout

South Vietnam. What appears to be a canal onthe map might actually be a dry ditch, or it mightbe unidentifiable i rains have flooded the area.The rapid rise and fall of streams and growthof vegetation quickly make aerial photographsobsolete.

ENEMY TACTICSThe Viet Cong might be described as ever

present, but they are elusive and fleeting to adegree as to be almost invisible. They possessmostly small arms, including a few automaticweapons such as .30 caliber machineguns andBARs. Many of their weapons are homemade andhave a very short range.

Most Army aircraft hit to date by the VietCong have been hit by a single round of smallarms fire, which inflicted minor damage. In a fewcases aircraft have suffered multiple hits fromautomatic weapons.

Operating mostly at night, the Viet Cong employ hit and run tactics similar to those used byguerrillas in Europe in W orId War II. Whentrapped, the guerrillas tactic is to pick a weakpoint in the advancing line and make an effort

5


18/52

JANUARY 963

to penetrate and escape in a direction not anticipated by their attackers. f successful, they soonscatter and cannot be distinguished from the aver-age, loyal South Vietnamese citizen.

The guerrillas depend on the local populacefor food, shelter, and intelligence. They obtaincooperation from the people through numeroustechniques, ranging from friendly assistance andpromises to terrorism, murder, and plunder.

FLIGHT ROUTES TO THE O JECTIVENumerous flights over the limited number ofaccess routes to an objective soon reveal its loca

tion to the enemy. This enables him to concentrate fire on helicopters, both in the landing zone(LZ) and on the approaches.

One helicopter unit in South Vietnam learnedearly that its helicopters could generally nottraverse the same terrain more than twice with-out being hit by ground fire. During one opera-tion the unit's helicopters flew to the objectiveby one route, returned for pickups by a second,and then flew back to the objective and returnedby entirely different routes. No ground fire hadbeen received to this point.

However, each time the helicopters passedover a new corridor, the Viet Cong posing asaverage farmers) alerted one another and un-covered their weapons. No virgin routes remainedfor the third trip in, and the Viet Cong wereready, trying to bring down the helicopters with16

small arms fire. A helicopter disabled in the LZcan disrupt an entire operation, since most LZsin the northern portion of the country can accommodate only a few helicopters at a time.

To avoid such situations, units in South Viet-nam try to effect maximum airlift in as few flightsas possible.

CONTOU R LYI NOne unit n the central portion of South Viet-

nam reports that contour flying over jungle ter-rain offers the best security for helicoptermovements. The vegetation limits the guerrillasvisibility and field of fire. The report adds that alack of outstanding terrain features in the junglemakes pinpoint navigation extremely difficultwhile contour flying. A practice of having the leadhelicopter occasionally pop up 200-300 feet fororientation proved unsatisfactory. But when afixed wing observation plane is used to markroutes and landing zones, navigational accuracyis achieved.

A unit from the southern part of the countryreports that it has adopted contour flying as policy, but adds that it is only used in the final phaseof the flight. Contour flights over the entire routehave been abandoned in lieu of high altitudeflights for several reasons:

The surprise desired can be btained bydescending only for the final phase of the flight.


19/52

Exposure to small arms fire increases incon our flying in an open country.

Navigation is extremely difficult, or impossible, without the assistance of a control aircraftflying at a higher altitude. The added strain of contour flying on thepilot is great.The report adds that under current conditionsflying at altitude and making the final approachat contour with the aid of a control aircraft isthe best technique for that unit.A helicopter company in the northern part ofthe country reports that to achieve surprise it alsouses the system of flying at altitude and descending during the final approach. The advantages anddisadvantages reported are essentially the sameas those listed above.

Use of control airplanes allows helicoptercrews engaged in low-level flights to concentrateon aircraft control and their cargo and/ or troops;to closely monitor the critical timing sequence;and to guard against possible confusion withinthe air column at the objective area. Laxity inany of these areas could cause complete failureof the mission.

Control planes should have a speed capabilitywell above that of the helicopters, but they shouldstill be able to slow to the helicopters pace. Theyshould possess a capability to mark LZs and beflown by an aviator from the helicopter unit involved or by one intimately familiar with theoperation.

RMY VI TION OPER TION N VIETN M

In addition to guiding helicopters, the controlaircraft can also:

Advise helicopter flights of activity on theground prior to landing.

Inform ground commanders of the VietCong s escape routes, and advise the helicopterserials following of new landing sites to cut offthe escape.

Relay information on the operation to thecontrolling commanders.

FORM TION FLYINGFormations must allow a maximum of com

mand control and permit all aircraft to pass agiven point in a minimum of time, thus denyingthe Viet Cong a chance to get their weapons andfire at trailing aircraft. To change altitudes information, power changes must be made in lieuof cyclic climbs or descents.

A vee formation of 3-5 aircraft has been themost satisfactory of those used to date, but anechelon formation of no more than five aircraftalso can be used. A trail formation is least satisfactory, since it requires all aircraft to pass overa given point.

To keep a formation properly closed, the flightleader must carefully monitor release points,checkpoints, turning points, and airspeed. f radiosilence is not in effect, the pilot in the rear aircraft assists the leader by informing him of theformation s condition.

17


20/52

JANUARY 963

One unit has had great success by having acontrol aircraft overhead alert the flight whenit was approacing the LZ. This eliminated lastminute notification of the pilots and the need toexecute a difficult deceleration flare to come toa hover with a full load. f a control plane is notavailable, the flight leader must give ample warning of the approach to the LZ.

THE L NDING ZONEAerial reconnaissance and photographs of

landing zones near objectives are desirable, butoften are difficult to obtain. The nature and speedof guerrilla warfare does not always permit timefor aerial reconnaissance. Also, the Viet Congare overly suspicious and a routine flyover canmake them vanish in seconds.

Consequently, a map reconnaissance of thelanding zones is accomplished before the mission.Since available maps are outdated and frequentlyinaccurate it is often necessary for a flight leaderto select new LZs when the flight arrives in theobjective area. This means an interpreter mustbe carried on each flight to keep the Vietnameseairmobile commander informed of changes.

n important factor to consider in the selection of an LZ is the vulnerability of the helicop- 8

tel' on the ground. It is extremely dangerous toland directly on the objective area where knownenemy ground fire will occur and where no aerialsuppressive fires are employed. Other factors toconsider are the approach and departure routes which must be compatible with the wind andtactical situation.

One unit reports that it dispatches a scouthelicopter to the LZ in advance of the main body.The scout marks landing zone areas with smoke,which also reveals wind direction and possibleflight routes. t remains in the area during theoperation as a rescue aircraft and for radio relay.

In most cases terminations of approaches toLZs must be at a hover. Even in well reconnoitered areas the terrain is treacherous, consisting of water coverage and hard surface with mudbeneath.

IRCR FT WEIGHT REDUCTIONHigh density altitudes in South Vietnam and

the need to operate at near maximum grossweight make it necessary to lighten the CH-21by removing various items of equipment. The fol-lowing items were removed from one unit's CH -21s and did not detract from operational needsor flight characteristics.


21/52

Omnirange set (when not needed) 17 poundsCabin heater and blower 68Litter straps and brackets 20Rescue door 38Cabin insulation and soundproofing 45Troop seats and safety belts 40Main cabin doors 52Misc. 18TOTAL 298 pounds

Removal of the seats facilitated the loadingand off-loading of troops, and eliminated the problem of weapons becoming entangled in the canvasweb backs.

COMMUNIC TIONSThe absence of enemy air activity decreases

the need for air traffic regulation and identification in combat operations. Flight following service is very much needed and is used on a limitedbut inadequate scale. Usually when a helicopteris beyond line of sight of the control tower, radiocontact is lost.

Army helicopters in South Vietnam are notIFR equipped; nor are the majority of the ArmyAviators instrument qualified. Consequently, fewcombat missions have been flown at night, exceptduring bright moonlight.

An aircraft communications problem exists inSouth Vietnam due to the incompatibility of ra dios 'among control aircraft, transport helicopters,and South Vietnam Air Force fighter aircraft.Also, ground unit radios have limited range , andcontact with ground commanders has at timesbeen inadequate due to a lack of information onfrequencies and call signs.

LI ISONThe practice of having liaison officers (LOs)

work directly with the supported unit has provedmost effective in South Vietnam. The responsibilities and duties of the LOs go far beyond thosenormally included in liaison duties. For this reason selection of LOs is not made on a duty rosterbasis. Only the best qualified and experiencedofficers are chosen. Availability of such officersis maintained by assigning inexperienced officersas assistants to those who are experienced.

Before a pending mission, two LOs accompanythe helicopter unit commanding officer to the unitto be supported. The first meeting (usually atdivision level) includes aerial reconnaissance ofthe objective (if possible) by the LOs and division staff personnel. Potential landing sites, approach routes, and checkpoints are tentativelyselected at this time.

The LOs are not responsible for tactical matters, but often are involved and consulted due

ARMY AVIATION OPERATION IN VIETNAM

to a lack of ARVN staff personnel experiencedin tactical employment of helicopters. When aplan is finalized, the LOs return to their unit.They then help coordinate refueling requirements, messing arrangements, medical supportand the like. During the execution of the mission,one LO directs the flight while flying above andbehind the helicopters. The other flies in the leadaircraft.

THE TR INING PROGR MThe best way to ensure that Army Aviationis properly employed in South Vietnam is to con

duct a sound training program for the South Vietnamese soldier, his commanders at all echelons,nd U. S. military advisors.

Many ARVN troop commanders and evensome U. S. military advisors are unaware of thecapabilities of aircraft. All they know is that theyhave a mission, so m'any troops for the job, andthe use of helicopters that will go straight upand down. They do not realize that other factorsmust be considered-wind, weather, distance,condition and size of the pickup and landing sites,density altitude, gross weight of the aircraft, temperature, barriers to takeoff and approaches, etc.This problem is being solved through continueduse of liaison officers who point out these factorsand occasionally turn down a mission due to oneor more of these unsatisfactory conditions.

Training of individual combat soldiers in airmobile tactics also has been most helpful. For example, troop loading and unloading has presentedvery few problems-thanks to a sound trainingprogram.

Many lessons are learned from experience.When helicopter company commanders objectedto making numerous flights over the same routes,they were basing their objections on experience.At first, some ground commanders felt the objections were made solely for self-preservation. However, experience soon taught them that i a helicopter was disabled in an LZ, they might findthemselves with a lesser force to secure or defendan objective.

The training program has often proved tediousand time-consuming, but it has paid handsomedividends.

IRCR FT M INTEN NCEEach helicopter company in South Vietnamis supported by a third echelon helicopter main

tenance detachment. Additional backup is provided by a transportation aircraft DS company.Fourth and fifth echelon maintenance is providedby civilian contract. Both organizational and field

9


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JANUARY 963

maintenance have been generally satisfactory todate.

Avionics maintenance is provided by detach-ments that have been specifically organized fordeployment to Southeast Asia. They have provedthemselves capable of performing field mainte-nance on all avionics equipment used by ArmyAviation in South Vietnam.

UNITY OF COMM NDThe most critical portion of each heliborne

operation occurs in the landing zone. Compre-hensive preplanning will be meaningless if thereis a lack of unity, flexibility, and cooperation inthe landing phase of an operation.

One unit has voiced a plea for a system thatwould permit instant revisions in the ground op-eration i unexpected enemy movements are de-tected from the air.

For example, on one mission a flight leaderon final approach to an objective area noticeda company of Viet Cong escaping down a gullybetween a hill and a rice paddy. The flight leaderknew that the ground commander was unawareof this development and that the Viet Cong's ave-nue of escape had not been taken into account.

20

Due to the incompatibility of radio communica-tions equipment, he was unable to contact theground commander or fighter planes in the area.Since he did not have the authority to revise thetactical plan, the flight leader had to place thetroops into the preplanned LZ. The operation con-tinued as scheduled and was termed a successbut the patient escaped.

The paragraphs above have established thatArmy Aviation operations in South Vietnam ma-teriallyadd to the success in the operationsagainst the Viet Congo While many obstacles havebeen encountered, there have been none thathave not been, or cannot be overcome. As opera-tions in South Vietnam continue we can antici-pate further problems which will require theefforts of everyone in the Army Aviation pro-gram to overcome. All of us must strive to achievepeak proficiency in our individual fields whetherwe're policy makers, mechanics, medics, aviators,instructors, students, or what. We will not achieveprofessional results without professional people.

Views expressed in this article do not implyepartment o efense indorsement o factual ac-

curacy or opinion


23/52

DURING THE PAST summer, a Mohawk pilot wasflying straight and level at 1,400feet. For reasons still unknown,the aircraft was seen to pitch up,make a steep turn to the left,and dive into the ground. Bothpilot and crewchief ejected before impact. Because of thedive attitude and relatively lowaltitude the ejections were unsuccessful and both pilot andcrewchief sustained fatal injuries.

The pilot s ejection seat deployed drogues and released theshackle , but there was insuffi-cient time or altitude for themain parachute to deploy fully.This ejection was within a fraction of a second of being successful. The crewchief s seat deployed drogues, but it did nothave shackle release.

Two months later, anotherMohawk pilot was making anapproach to a field strip. Heovershot and started a go-around. When full power wasapplied, the left propeller feathered (due to an improperly settorque pressure switch) and directional control was lost. Justbefore the left wing struck theground , the pilot ejected. Theseat sequence was perfect, withdrogue deployment and shacklerelease, but neither time nor altitude was sufficient for themain chute to blossom. Again,a split second would have madethe difference between life anddeath.

These examples are hard, coldfacts. The Martin-Baker seatwas designed to do a specific job:save lives. But it can only dothis job within its operatinglimits.

Three main factors determinesuccess or failure for ejections:

EJE TIONSENSE

Barney A Roth JrATTITUDEAIRSPEEDALTITUDE

f the aircraft is headed for theground during ejection, the seatwill move toward the ground; i fthe aircraft is pointed up, theseat will go up. THE SEAT

WILL FOLLOW THE FLIGHTPATH OF THE AIRCRAFT.

Continued on page 28Mr. Roth is ir Safety Investi-gator with the United States

rmy Board for viation cci-dent Research.

2


24/52

kycon TrainingCapta in Ra lph W Bro nTHE NEED FOR specializedtraining for both aviatorsand observers in low-level heli

copter reconnaissance is fast becoming a necessity at unit level.But how, where, and when willour present reconnaissance helicopters be used?

Despite protestations to thecontrary, the major use of reconnaissance helicopters is for command liaison. Sporadically, thehelicopter is assigned a reconnaissance mission but chancesare the aviator is assigned on amission basis only and has fewi any skills in accomplishing aneffective reconnaissance. Commanders are notably reluctantto assign missions to light helicopters beyond the front linepositions and lack of imagination has habitually relegated theOH-13 helicopter to commandtaxi and casualty evacuationmissions. The time has come fora more serious look at the commander s use of aerial reconnaissance and to provide himwith a usable system for theemployment of organic helicopters in this role.

Future organization of aviation at division level will usehelicopters almost exclusively. Amajor portion of the divisionassigned aircraft will be theLOH, or light observation helicopters, a number of which willbe assigned to the reconnaissance troops and squadrons.More sophisticated enemy antiaircraft missile systems anddetection radars plus the in creased presence of enemy aircraft in the future indicate thatArmy Aviation must learn tolive at treetop level. Much lipservice has been given to nap-of-

22

the-earth reconnaissance but, asyet, very little doctrine is in thecommander s hands of how toemploy reconnaissance helicopters at low-level.

The problem of efficient andresponsive use of aerial reconnaissance was recently tested bythe Aviation Section, XVIII Airborne Corps, and attached personnel from the 82d AviationBattalion, Fort Bragg, N. C. Theresults of this testing weredemonstrated to the Commanding General, XVIII AirborneCorps and subsequently adoptedfor training.

Basically, the doctrine prescribes that specialized teams oftwo OH-13 helicopters with assigned aviators and observerswould be concurrently trainedin low-level aerial reconnaissance. These teams have beendesignated SKYCON teams toidentify them as specialists innap-of-the-earth reconnaissance.Subsequently, the teams wouldbe placed on orders and assignedexclusively to aerial reconnaissance training missions. Thecurrent availability of OH-13helicopters precludes exclusiveuse of helicopters for reconnaissance missions during garrisonduty. However, these teams willbe assigned on field exercises,maneuvers, and command postexercises whenever practical.At least three teams of sixhelicopters, six aviators, and sixobservers have been trained bythe 82d and 101st AirborneDivisions. The main source ofobservers is the armored cavalrytroop (reconnaissance) . Theoverall availability of reconnaissance helicopters will dictate thenumber of SKYCON teams to

be used. At all times at least oneSKYCON team will be available.

SKYCON teams should betested periodically (recommended every four months) with amission type problem similar toan ATT. At the same time,SKYCON team records shouldbe inspected for current ordersand utilization of teams duringthe last 4-month period. Resultsof these tests should be forwarded through command channels and include a recommendation as indicated.

The following doctrine iscurrently being used for trainingSKYCON teams in the 82d and101st Airborne Divisions.

ORG N IZATI ON ANDCONTROLSKYCON teams normally

consist of two reconnaissancehelicopters, two aviators, andtwo observers.

The two reconnaissance helicopters comprising the SKYCON team should be equippedwith single controls. One setshould be on the right side inone helicopter, and on the leftin the other. (In lieu of helicopters with single controls onright side a dual aircraft shouldbe used.) This will allow theobservers to sit on opposite sidesthus giving the SKYCON team a180 arc of observation. The aircraft with the controls on theright should also have the

Capt Broman was with theAviation Section XVIII Air-borne Corps Fort Bragg N.C.when this article was written.He is now with 22d Special War-fare Aviation Detachment FortBragg.


25/52

compass on the right and a floormike button on the left for theobserver. Both aircraft shouldeventually be equipped with directional gyroscopes and artificial horizons to aid in low-levelnavigation and night flying. Thetop surfaces of the rotor bladesand stabilizer bars should bepainted an irregular camouflagecolor to minimize reflectionsduring flight.A .45 cal. submachinegun ismounted on the right side of thecockpit, and a survival kit ismounted on the firewall betweenthe seats. A mount is attachedto the radio console to hold twosteel helmets. Two 5-gallon containers can be m o u n t ~ on thesides of the helicopter for emergency refueling. In the future,bomb shackles will be mountedon both skids as well as .30 cal.machinegun armament.

Lack of the above equipmentdoes not preclude the establishing of SKYCON teams. Suchequipment is suggested as aguide for equipping helicopters,and n many instances is notcurrently available. The equipping of these teams, both todiversify their missions and tosurvive on the battlefield, islimited only by the imaginationof the commanders concerned.

ONTROLSKYCON teams will normally

be under the operational controlof the G-2. They may be at tached or assigned either toreconnaissance elements or othercombat units, depending on theirmission. They will normally belocated either in the vicinity ofthe division CP or at the divisionbase airfield if retained underthe control of the G-2.

TR ININGAerial bservers should be

noncommissioned officers withthe following qualifications:

Class I physical profile di -

versified experience in basiccombat branch, desire to fly andretainability of at least one yearafter training.

Quotas for SKYCON observertraining should be based on twoper authorized TOE observerposition. When unit has organicor direct support reconnaissancehelicopters, these aviators willbe assigned to the school andwill take this training as a teamwith the unit observers. In allcases the observer will trainwith the same aviator throughout the schooling period.

Training will emphasize thefollowing subj ects:SKYCON tacticsObservationSurvivalCommunicationsFirst aidLow-level naviga

2 hours4 hours2 hours1 hour2 hourstion and orientation 4 hoursTotal GroundSchool: 15 hoursObservation at low levei is

comparatively easy. The maintraining problem is to disciplinethe observer to scan from a 45 to a angle from the nose ofthe aircraft. This angle providesa better view of the terrain.Fixating straight ahead or atdefined objects must be avoided.

SKYCON team training willbe broken down into four basicphases over a period of approximately 3 weeks. The suggestednumber of hours for each phaseis provided as a guide only andcan be modified to meet the re quirements of local commanders. Helicopter confidencecourse. This course is designedto give the rotary wing aviatorconfidence in flying at low levels.Such a course should be plannedto use available terrain and beapproximately 30 minutes induration. This course should beflown each morning of the SKYCON training period before formal training, and should bescheduled on a systematic basis

SKYCON TRAINING

for all rotary wing aviators. Aviator/observer groundreconnaissance training. Groundinstruction to incorporate thesubjects listed above will be given during the first week. Preliminary training in low-levelobservation should be givenemploying slides exposed forshort durations to accustom theobserver to pick up objects thatwould be seen for only shortperiods of time. Low-level motion picture film produced at alocal level is also useful in adapting observers to low-level environment. Aviator/ observer low levelflight techniques and navigation.Instruction must first be givenin SKYCON flight signals andpurely navigational problemsbefore tactical training missionscan be attempted. This trainingshould last approximately 3 daysto 1 week, including night flyingand should be given during second week. Aviator/ observ er tacticalreconnaissance training. The lastweek of training incorporates allprevious training as applied totactical reconnaissance missions.This training should be coordinated with tactical ground unitswherever possible.

COMMUNIC TIONSA separate FM aerial intelli

gence net should be establishedto make the SKYCON teamsmore responsive to intelligenceagencies. Besides the SKYCONteams any aviator may enterthis net to make spot intelligencereports. This net will normallyinclude the G-2 the G-2 Air

Division Base Airfield) theSKYCON teams, designatedreconnaissance or other combatunits, designated surveillancearicraft dependent on mission),and FDC.

To minimize communicationsas much as possible a series of

23


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JANUARY 1963

numbered and lettered signalshas been devised to indicatebasic formations and maneuvers.They are as follows.

Echelon right or left (Radiocall: One right or left). Thisformation is used a majority ofthe time since it allows unrestricted vision forward and tothe sides while not exposingboth helicopters at the sametime to enemy action. The leadhelicopter flies at a slightlyhigher altitude, since he must domost of the navigation.

On-line right or left (Radiocall: Two right or left). Thisformation is used when maximum observation is needed tothe front. It is also used whenfiring from defilade bobbing positions.In-train (Radio call: Three).This formation is used whenpassing through narrow defilessuch as ravines, rivers, etc. Itis also used to take full advantage of defilade positions.

Hi-Low (Radio call: Four orfour alpha). This maneuver canbe done from any of the aboveformations. The lead helicoptermakes a sharp cyclic climb tomomentarily see over obstaclesclear wires, or for re-orientation.This is followed by a rapid descent to treetop level. As soonas the lead helicopter is down,the trail helicopter repeats thesame maneuver. A Four alphais one in which only the lead aircraft climbs.

The trail aircraft orbits orholds while the lead aircraft investigates sighting (Radio call:Five). A modification of thismaneuver is Five alphawhich indicates that the leadhelicopter will land and investigate.

This maneuver is an alertwhen enemy action is encountered (Radio call: Six). Bothhelicopters will head for thenearest friendly area immedi-

4

ately by separate routes. A modification of this maneuver isSix followed by a checkpoint,

indicating that aircraft willrally at designated checkpoint.

This maneuver indicates thatboth aircraft will land and dis-

perse immediately (Radio call:Seven, seven alpha, or seven(number). A modification of thismaneuver is Seven alpha,which indicates that attackedaircraft will use evasive air maneuvers while the other aircraft

HOVERONROAD

MIN cine


27/52

will separate and land. Sevenfollowed by another number in-dicates both aircraft will land fora given number of minutes.

Right or left (Radio call:Eight right or left). This maneu-ver is a 180 opposite turn by

WIRES 30' ine25 ine

18' ine

LOW LEVELUTOROT TION

both helicopters, and is used torecheck sighting or to reversecourse Right or left is given toindicate which direction the leadhelicopter is turning so that thetrail helicopter will turn in theopposite direction.

LOW LEVELCONFINED

REPPRO CH

LOW LEVELPINN CLE

PPRO CH

CSIDEW YSFL RE

his helicopter confidencecourse is a guide for es-tablishing such a courseat local level It may bemodified to suit availableterrain but should con-tain the type bstacleslisted

SKYCON TRAINING

All transmissions from heli-copter to helicopter are an-swered with two clicks of themike button only Normal radioprocedure is used when callingany ground station Emergencyor detailed instructions are given

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J NU RY 963

in the clear. Transmissions between SKYCON aircraft arepreceded by only the call sign ofthe aircraft being called. (Example: Bravo, one left. )

Movement by bounds can bedone from any of the three formations by adding by boundsto the formation signal. Tbe leadhelicopter will come to a hoveror orbit in a defile or concealedposition while the trail helicopter passes and searches. Theby-bounds distance is moreextended i f helicopters are unarmed and is used most oftenin conjunction with groundreconnaissance units for flankand forward observation. Armedhelicopters will stay within therange of covering fires of theholding aircraft .

EXE UTION OF MISSIONSKYCON teams will normallyfly nap-of-the-earth reconnais

sance . This is necessary to avoiddetection by enemy observationposts, radar, and enemy aircraft.The higher the aircraft, the farther it can be detected. This doesnot eliminate observation froma higher altitude, but such flyingshould be attempted only whenthere is no other way to accomplish the mission, and be governed by the enemy potential fordetecting SKYCON teams. Normally, a flight route will not bereflown during a mission due tothe already alerted enemy situation. Again, the priority of themission may dictate that certainareas be rechecked. But the risksof such decisions must be understood.

Aircraft in the SKYCON teamwill be lettered Alpha andBravo. Alpha aircraft will con

tain the most experienced aviator and observer and will be in,command of the SKYCON team,regardless of rank. SKYCONteams will be briefed every threehours on the enemy situation. In

6

addition, they will habituallycheck the intelligence map andbe familiar with the front linetrace, the locations of major command posts, the enemy order ofbattle, the range and location ofenemy and friendly supportingfires , the enemy air situation,and daily patrol routes. This willallow them to be dispatched withminimum delay.

Careful flight planning is essential to the success of the mission. Besides the flight plansrequired by flight operations, anintelligence flight plan overlaywill be left with the G2/ S2. ASKYCON overlay will normallybe attached to the intelligencemap. This overlay will showthree colored areas as follows:

Green, enemy contact remote;yellow, enemy contact possible;red, enemy contact probable.This overlay will be kept up-todate by the G2/ S2 and will beused to brief and debrief all aviators. The G-2 Air representativewill normally be located at thedivision airfield. Upon receipt ofa mission, the SKYCON teamswill plan their initial flight pathsand formations based on the colored areas they will be flying,and the terrain. Amount of timespent in the red area must beminimized consistent with accomplishment of the mission .Flight paths and checkpointswill be placed on the SKYCONoverlay with a selected IP time.G2/ S2 will coordinate theseflight paths with FDC of Divartyto provide for the necessaryshifting of fires.

It proved more practical tohave FDC monitor the aerial intelligence net to keep track ofthe location of SKYCON teams.IP will be crossed wi hin oneminute of estimated time of arrival. Each checkpoint will be aposition report to the G-2. Thisreport will be the letter of thecheckpoint followed by the min-

utes past the current hour thatthe team passed over this point.(Example: Alpha, 32. ) Theseposition reports will be plottedon the SKYCON overlay so theG2/ S2 knows the location ofthese teams at all times and candivert them to a higher prioritymission, i f necessary. The G2/ S2will also indicate what information will be reported by air andto what agency, and what information will be obtained at thedebriefing.

Maps carried by the SKYCONteams will carry no militarysymbols or other information ofintelligence value. Only selectedroutes and checkpoints will beused.

Teams will be equipped withtarget marking smoke bombs. Acolor code for different days willbe used and targets of opportunity will be marked so that theymay be brought under fire byeither surveillance aircraft orground observation posts.

Three general types of reconnaissance missions are used: The point reconnaissance isused to gather information frompredesignated coordinate locations. f this point is in a yellowarea, the high-low orbit will beused. In this maneuver the leadhelicopter will fly a tight lowlevel orbit to the left , keepingthe observer on the inside of theturn. The trail helicopter will flya wider orbit at 200 feet to theright, again keeping the observeron the inside of the turn. f apoint reconnaissance must bemade in the red area , the SKYCON team will make a one-timepass of the area and continue on.Teams will pass only as close tothe point to be reconnoitered asneeded to accomplish the mission.

Route reconnaissance isused both to evaluate routes andto detect enemy movements. Theechelon formation is best for this


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mlsslOn since both aircraft canfly astride the road while not exposing both aircraft at once tounexpected enemy action. Theone left fonnation is recom

mended since both observerswould be facing in towards theroute.

Area reconnaissance shouldbe limited to small defined areasbeing searched for specific information. Low-level flight limitsthe amount of area that can beeffectively searched. The patternwill not be geometric and will beplanned according to the terrain. Corners of the search areawill be bounded by checkpointsof recognizable terrain featureswhenever possible. Aviators willalter their flight paths to takeadvantage of all defiles and concealed routes.

f one aircraft is lost, the surviving aircraft will report thelocation, time , and possible casualties to G-2. f possible, he willattempt a rescue. f no t, he willorbit the area to guide and assistrescue aircraft. f neither arepossible, he will determine if hecan continue the mission and soadvise G-2. In cases where noimmediate rescue is possible, thedowned aviator will attempt toreach his nearest checkpoint forpickup. f this checkpoint is inenemy control, he will proceeduntil he finds a checkpoint whererescue may be attempted. f bothaircraft are lost, the G-2, after aone hour wait, will initiate asearch from the location of thelast position report.

Although reconnaissance is theprimary mission of SKYCONteams, specialized missions canbe undertaken. The value ofSKYCON teams is directly proportionate to the commander'sinitiative. The following specialized missions are suggested:

Limited War:Nuisance mine fields. In sit

uations where there is no defined

front line, antipersonnel minescould be carried in bomb containers on the shackles and usedto set up nuisance mine fieldsalong patrol routes, roads, etc.Certain areas could also bebooby-trapped by the SKYCONteam observer being dropped inan area and picked up later.

Demolitions. Bridges can beblown and other obstacles created.

Ground observation posts.SKYCON observers can bedropped onto areas for specificperiods and then picked up toallow sustained observation.

Enemy material analysis.SKYCON teams can land andanalyze or conftscate abandonedenemy material and documents.

Interrogate refugees. In pursuit operations SKYCON teamscan land and interrogate indigenous personnel.

General:Radiological survey.Target marking. Colored

smoke bombs carried daily, usinga different color designation eachday, would be used to mark targets of opportunity so that indirect fire may be adjusted onthese targets by either groundobservers or surveillance aircraft. It is not advisable forSKYCON teams to interruptmissions to adjust fire.

Smoke chemical agents andnapalm. Standard bomb s h ~ k l e sattached to the skids of the helicopter can carry standard smokedispensers or locally producednapalm containers.

Night reconnaissance. Usingradar vectoring, SKYCON teamscan be guided over predetermined enemy positions and dropflares to reconnoi er specificareas.

CONCLUSIONAs soon as SKYCON teams

are trained in the 82d and 10lst

SKYCON TR INING

Airborne Divisions, they will become operational for field training. The knowledge gained fromtheir utilization under fieldtraining conditions will undoubtedly lead to changes and refinements in the doctrine presentedin this article. However, theneed for specialized aerial re connaissance teams in combat isa reality now. The U. S. AirForce, as well as the air forcesof other countries, has long realized that reconnaissance is a specialized, full-time occupation.The time has come for the U. S.Army to realize that i f it is togain a full intelligence dividendfrom Anny Aviation, it must invest now in SKYCON.

SURVIV L EQUIPMENTThe following items are sug

gested for a type survival kit tobe installed in SKYCON helicopters. These items are recommended as a guide for theSKYCON teams and may bemodified at local level. Totalweight of this kit is approximately four pounds excludingthe ration, which is an additional one pound and is carriedin the -10 pocket.1 Waterproof matches, flint,

and tinder in waterproofcan

2. Jackknife3. Heating tablets4 Water purification tablets5 Small animal snare6 Fishing kit7 Sunburn ointment8. One man six day ration(AF SA-6)9 10 ft nylon cord10. Whistle

11. Splint1,2 Canvas case13. Day and night flares (2)14. Signalling mirror15. Survival manual (AF AAF64-0-116. Compass17. Waterproof bag and candle

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JANUARY 1963

ontinued from page 2A successful ejection can bemade at ground level, providedthe aircraft is flying straight andlevel or in a wings-level, noseup attitude, with an airspeed ofat least 90 knots.The chart shows how attitudeand airspeed determine minimum altitudes for successfulejection. With a 50 pitch-downattitude and airspeed of 130knots, the lowest altitude forsuccessful ejection is 400 feet.

Air Force experience indicatesthat 40 percent of all ejectionfatalities are preventable. Thebiggest problem is delaying thedecision to eject until reachingaltitudes too low for success.This type delay was apparentduring the Mohawk accident described in the first paragraph.

What causes delay? Often, it

180016001400

tCI>u...c: 1200CI>0

can be traced to uncertainty.And the best way to eliminateuncertainty is to gain a full understanding of the equipmentand how it operates, its capabilities and limitations. A completeknowledge of the ejection seatand continuing mental drills ofemergency procedures will prepare you to make the right decision in the least possible timefor any emergency.

The Army Aviator should dohis utmost to stay proficient inthe entire operation of the seat.He should know and practice theuse of the manual escape system. As the infantryman is ableto disassemble flnd reassemblehis rifle under all conditions, dayor night, the person sitting on aMartin-Baker seat should knowemergency procedures by in-

/ ... .-- 400 Kts/,1000-< ; / ,.,..--- 250 K tc:

800U I.. // /E 600 .- - 130 Kts::J V/ V/400 0 //200'00 10 200 30 40 50 60 70 .80 90Angle of Flight Path

28

stinct. Once the emergency happens, it s too late to start l e ~ r n -ing.

Simply because most of ourflights are over land is no indication we may never have toeject over water. Do YOU knowhow to escape from the parachute harness while trying tostay afloat? How to control aparachute during descent? Howto turn around? How to land?These are a few of the items themany qualified jumpers in theArmy can teach you.

The difference between lifeand death during an ejection issometimes a fraction of a second. You can get on the rightside of this fraction i f you . . .KNOW YOUR EQUIPMENTKNOW WHEN TO USE ITKNOW HOW TO USE IT

Minimum Ejection Alt itudesDrogue Gun Del ay sec .Time Release Delay sec .G Stop Mechani sm Set At 4GEjection Velocity (Tel. Gun 83 ft . /sec .Ejected Weight 320 lb .Installation Angle 65NOTE:Altitudes shown were calculated fromthe time of gun initiation and thereforemake no allowance for hood delay orpilot s reaction.

T.O. No. 213Martin-Baker Aircraft Co. Ltd;Higher Denham Nr. Uxbridge.


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Army Log Air n AlaskaT APPEARS THAT we arelong overdue in creating and

exercising in peacetime and inmaneuver our administrativelogistic airmobile distributionsystem, wrote Major GeneralRichard D. Meyer in theApril 1962 ARMY AVIATIONDIGEST.

The conditions under which itoperates have forced UnitedStates Army, Alaska, to developan effective air logistic systemfor support of northern combatoperations. USARAL's generalconcept of northern operationsprovides for the employment ofindependent task forces with full

Lieutenant olonel rank B ase

cross-country mobility in undeveloped wilderness areas. To enable independent forces to control large areas and concentrateagainst the enemy quickly, powerful task elements must be completely airmobile with Army aircraft. The effectiveness of theconcept of independent taskforces moving and fightingacross country on the ground andin the air, depends upon a responsive logistic support system.Air operations are a primary element of the system which USARAL has developed.

With three aviation companiesto support its two reinforcedbattle groups, USARAL has a

higher ratio of aircraft for as-signed forces than any other Active Army command. DuringExercise GREAT BEAR a twobattle group, 10-day maneuverin February 1962 USARAL aviation companies flew 680 missions involving 2 258 sorties and2 155 flying hours. During thesemissions 5 288 passengers wereairlifted, chiefly in tactical troopmovements, and 422.8 short tonsof supplies were hauled. Oneof the task forces averaged 2tons of air-delivered supplies aday for the entire exercise period. At times it received its entire support by Army air for several days in succession.

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JANUARY 963

Supply deliveries of course,consisted largely of POL, rations and simulated ammunition.POL was delivered in drums,using barrel slings. The refueling of armored elements by helicopter was particularly noteworthy. Ammunition transportpresented the umpires with theproblem of ensuring that aircraftwere not credited with deliveryof more simulated rounds thanthey were able to lift in real ammunition

Rations were delivered by air,both to forward dumps and tounits. The economy of overalleffort which Army Aviation caneffect is demonstrated by the useof helicopters to distribute dailyration and small arms resupplyto rifle companies operating inwilderness areas. A I-ton loadof supplies is delivered on a skid30

pallet to the vicinity of the company which recovers the supplies with the company lighttracked vehicle. The daily resupply operation for the company is completed n a 20-minuteflight from a general support installation; man and vehicle timeand effort are saved along theentire tactical supply line. Whenhelicopters are used in this wayfo

army aviation digest - jan 1963

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