army aviation digest - jan 1995

7/28/2019 Army Aviation Digest - Jan 1995

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T his issue of AviationDigest will focus onArmy National Guard(ARNG) aviation force modernization,and the versatility it brings to thetotal force. As you read the ARNGarticles in this issue-you will realize the many challenges that lieahead. Guard aviation undoubtedlywill be an important, integral partof Force XXI.

Despite a very demanding year,ARNG aviation has achieved a number of significant accomplishments.A soldier from the Eastern Army Avi-ation Training Site (EAATS) receivedthe AAAA trainer of the year; anBAATS unit was selected as runnerup for the prestigious Lieutenant General (LTG) Ellis D. Parker Award; andan ARNG aviation team captured second place at the World HelicopterChampionship in Moscow-to namebut a few. Another noteworthy accomplishment is the safety record ofARNG aviation-this March willclose 24 consecutive months without a Class A accident. Great work!

The Army National Guard(ARNG) has begun thedifficult task of restructur-

ing to meet the challenge of a changing world as a full partner in theTotal Army. Some of the events accomplished in the past year includedesignating the 15 enhanced brigades called for in the Bottom UpReview, integrating U.S. Army Reserve (USAR) Special Forces unitsinto the ARNG as announced inthe Reserve Component Offsite

Major General Ronald E. Adams TArmy National Guard Aviation

Total Force . . .Total Victory!In conjunction with USAR

aviation force migration, forcemodernization, and Aviation Restructure Initiative (ARI), Guardunits will be cross-leveled acrossthe United States to effectively balance the force. This must be accomplished while maintaining missionreadiness for both federal and statecontingencies. ARNG aviation mustremain totally integrated with theActive Component (AC). Over thepast year, ARNG aviation has beenalongside its AC partner contributingto the efforts in Honduras, Panama,Somalia, and Haiti.

In addition, it has providedcritical disaster-relief support andcounterdrug operations in thecontinental United States (CONUS).

Army Guard aviation forces areon the leading edge of change andadd another dimension to the versatility and relevance that Army aviation brings to full-dimensionaloperations. The following articlesserve to highlight that-Total Force. . . Total Victory!

Changing of the GuardAgreement, and announcing theplanned fiscal year 1995 inactivations. As we have continued the process of downsizing the force, wehave continued to meet our manyfederal and state missions. TheARNG, spearheaded by the 29th Infantry Division, Fort Stewart, Ga.,is providing the lion's share of soldiers to a pilot program compositebattalion, which will performpeacekeeping duties in the Sinai.The ARNG also responded to many

MG John R. 0'Araujo Jr.Director, Army National GuardPentagonWashington, D.C.

other missions across the countrywhile continuing to conductoverseas deployments for trainingaround the world.

ARNG aviation is shouldering itsshare of the restructuring to meetthis changing world with the implementation of the Aviation Restructure Initiative. The ARNG willcontinue to modernize its aviationassets, removing older airframesfrom the fleet while absorbingaviation force structure from the

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USAR. Even with the migration ofUSAR aviation, the Guard will lose40 percent of the fleet and have about1,800 airframes in the year 2001.

Aviation continues to provideinvaluable support during disasters.Flying medical evacuations, aerialsurveys, resupply, and search-andrescue missions, our aviators havecontinuously demonstrated theirprofessionalism and vital importance in disaster responses such asfloods in the Midwest and Georgia,hurricanes in Florida and Hawaii,and earthquakes in California.Aviation also provides importantsupport to law enforcement's continuing efforts to interdict and eradicate drugs. We are committed to

ensuring that each state maintainsthe assets necessary to accomplishstate missions.

Although we will have a smalleraviation force, we will be a highlytrained force. The Eastern and Western ARNG Aviation Training Sitescontinue to provide innovative training opportunities for both our officers and enlisted aviation personnelto include aerial gunnery and simulation training for aviators and skillstraining for our maintenance personnel. Units are conducting overseasdeployment training in places suchas Germany and Central America.Participation in exercises, such asAtlantic Resolve '94 and OperationARCADE FUSION, provides our

View from the Top: ArmyNational Guard AviationCOL Joseph L. FerreiraDirector, Army Aviation and SafetyArmy National Guard Readiness CenterArlington, Virginia

In slightly less than five years,clocks will tick down and America,with its Army, will enter the twenty-first century. Unless world eventsdictate otherwise, that Army will besmaller, highly mobile, and muchmore lethal than today's Army. Wehave already begun to see differences in the way our forces are used,and we must be prepared-not onlyfor large-scale theater conflicts butalso for intervention in small localarenas where the United States hasan obligation to intervene or assist.We know this because the changeto meet these challenges has begun.For Army National Guard (ARNG)aviation, it means meeting thischallenge by breaking paradigmsand viewing our role in a new light.

Change is not new to us. Weimplemented the aviation forcestructure changes of the 1970s and1980s with little fanfare and fuss.

These were times of expansion forARNG aviation-from the absorption of the Army's post-Vietnamaviation drawdown to the expanding budgets of the 1980s and theARNG's increased role in domesticactivities. With its vast aviation infrastructure, the ARNG was alwaysable to add a little more here and alittle more there. Our mind-set of20 years was to grow, take a breath,and grow some more.

The challenge to National Guardaviation with the current change isbrand-new: stop the growth-andgo on a diet. We have accomplishedthe first part of this relatively easily. After all, our plate was pretty full.We are now beginning the difficultphase: reducing the number of ourairframes, closing facilities, greatlyreducing budgets, and most painfulof all, drawing down our fine aviation soldier pool. This challenge can

leaders with excellent opportunitiesto sharpen their planning skills.Real-world missions-such as preparing the aircraft of the 10th Mountain Division, Fort Drum, N.Y., fordeployment to and from Somaliaserve as valuable training whiledemonstrating our readiness andimportance to the Total Army effort.

The importance of the ARNG tothe Total Force will increase as theforce continues to downsize. Integrating ARNG aviation into warfighting has never been more importantto the future of Army aviation.

The Army National Guardaviation force is on course andglide path as we prepare to enter thetwenty-first century.

be best illustrated by looking at twosets of numbers. Currently, we operate 2,500 aircraft; in the year2001, we will have only 1,725. Wenow use the services of 28,258ARNG men and women in supportof our aviation mission; in 2001, wewill have reduced that number to24,690. These numbers have aneven greater impact when one takesinto account that the end-sta te numbers include a significant portion ofU.S. Army Reserve aviation migrating to the ARN G under the tenetsof the offsite agreement.

Planners in ARNG aviation mustbe especially careful as we go aboutthis reduction. It is all too easy tothrow the baby out with the bathwater. In this case, the baby is theARNG's dual mission of providingmanpower and equipment to meetthe needs of the states in times of

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After attending the AviationTrainers Conference (24-28 October 1994) at Fort Rucker, Ala., Icame away with a feeling that theArmy- and Army aviation leadersin particular-have concluded thatthe only aircraft left in the systemis the AH-64 Apache. Along withthis conclusion is the decision thatthe only aviators worth mention arethe ones who manipulate the controls of the Apache. While all otheraircraft are deemed unworthy by ourleaders, I am most upset by theattitude taken by those in chargeagainst the aeroscout.

I have served most of my careeras an aeroscout and a utility pilot. Iflew the OH-6 Cayuse in Vietnamand have recently finished a tour asthe OH-58 Kiowa standardizationinstructor pilot of an aviation brigade (attack) in Europe. Before that,I instructed at Fort Rucker in theaeroscout program, which produces all of the aeroscouts in the Armytoday and prepares many forcontinued training in the AH-64.

Most of the pilots I have taughtat Fort Rucker and those I haveknown or flown with in other assignments are as good or better than allof the other pilots who have flownfor the Army. AH-64 pilots are experts at what they do, but let me further say to all our leaders, theOH-58 aeroscouts in your unit arejust as professional. Whether you

use them as doctrine dictates or, asI heard at the conference, " . . . justuse them as decoys ... , " theysusta in the same sense of readinessand mission accomplishment.

Don't assume that the aeroscoutis somehow a less-trained aviatorjust because Army aviation hasfailed to ensure that technology enhancements were integrated into reconnaissance aircraft. Providing"safety-{)nly" improvements for theOH-58 does not degrade aeroscoutmission performance or professional attributes. I contend that you willget a better picture of the aeroscouti f you remember that, despite the oldand underpowered aircraft that theArmy has given him, he continuesto do the mission to the best of thataircraft's ability.CW4 John H. Converse1814 Intrepid StreetGreat Lakes, IL 60088

I must voice my concerns abouta letter written by CSM Brent H.Cottrell, "Are we soldiers first--ornot?" (in the September/October issue of the Aviation Digest). Manygood points were noted in the sergeant major's letter, but as I cameacross the solutions, I sensed an increased dosage of nonaviation-related tasks and details--consumingon-aircraft maintenance time. Asaviation crew chiefs, mechanics,and maintainers, these soldiershastily fulfill both requirements.

U.S Army Aviation Digest January/February 1995

The overall cost to Army aviationis excessive workload, poor productivity, and poor quality of maintenance performed. My most vividmemories after a full day of "weekly mandatory training" are closingthe hangar doors, turning on thelights, and getting ready for the longhaul.

I feel that solution number three,in part of course, has potential. Letus look at an organization, such asthe Air Force, with service membersworking and advancing by gradewithin their job specialty. Theseairmen maintain a high level oftechnical expertise with minimaldistractions. That, in my opinion, isthe path we need to take to maintain these multimillion-dollar, highly technical aircraft. As Armysoldiers, we must retain our knowledge of basic combat skill but leavethe rest to our highly trained brothers in combat arms. These views byour senior leadership to perform likeinfantry soldiers-rather than ashighly trained mechanics performing our wartime mission-will buryconcepts such as Stripes on theFlight Line. Also, I must add-inclosing-wearing my one-pieceflight suit and displaying my Master Crewmember Wings have beena source of pride and distinctionwhile I have kept my hands ou tof my pockets and have been veryrarely in need of a haircut.MSG Edward C. FarrarCSS Doc DivisionATTN: MOFI-FMRL-MCommander USAFISA12400 Quarters RoadFort Lee, VA 23801-6000

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As an air traffic controller for theU.S. Army for about 12 years, I havealways felt that we (air traffic controllers) have considered ourselvesas a strong and active part of U.S.Army aviation.

When I was first assigned to FortHood, Tex., with an air traffic control battalion, we were issued apatch to wear on the left breast pocket of our utility uniforms and BDUs(battle dress uniforms). Later it wasdetermined that this was an unauthorized patch, and we were orderedto remove them from our uniforms.Quite a few controllers were a bitupset by this because the patch gaveus a sense of pride in the job.

Why are air traffic controllerswho directly affect the safe flight ofaircraft- not wearing wings? I understand that, at one time, air trafficcontrollers wore wings much likethe ones worn by the U.S. Air Force.Would it be possible for the Aviation Branch to develop a process todetermine what would justify the issuance of air traffic control wingsand how and when they would beissued to qualified controllers?Many controllers are proud to bepart of the Aviation Branch; it wouldfeel better to look the part as well.SSG Eddie R. WestHHB P&S BattalionFort Sill, OK 73503

During the last few years, I havebeen assigned or associated withunits that were called upon tosupport one contingency missionor another in different parts ofthe world. Currently, I am in Haitisupporting Operation Uphold4

Democracy. It does not make adifference when or where we go-nor for that matter, which unit is deployed. We kiss our loved onesgood-bye, pat the dog on the head,and off we go again! These deployments have been, for the most part,come-as-you-are affairs. Therenever seems to be enough time totrain up or to correct deficienciesthat, for one reason or another, havebeen put on the back burner-littletime and lots of procrastination.This is where I see major problemswith our safety programs. A downsizing of the Army and budgetaryconstraints mean that aviation unitswill have less operating funds to doactual field training. We are settingup both our safety officers andtheir commanders for a big fall.

Safety officers advise and assistthe commander. Fair enough-butwhat do they advise and assist on?Lately, it sure has not been on fieldoperations! For a safety officer toadvise the commander, the safetyofficer needs something more thanattendance at the safety course asbasis for this advice. The excellenteducation given at the safety courseprovides safety officers with thefield skills to administer a tacticalsafety program; however, actualfield experience on a recurring basis is-and always will be-the besttrainer. Unfortunately, at least forthe foreseeable future, the handwriting is on the wall as far as field training is concerned. So what is theanswer-make the safety courselonger to fill in the void? This is unrealistic and should not even be considered. I honestly do not think thatis the solution-nor should it be. Remember that the force drawdownand lack of revenue are driving thetrain.

Procrastination is the thief oftime, as the adage goes. Trying tofigure out your tactical field aircraftparking plan without having doneone before can be a challenge. The

commander wants a recommendation now-not an "I'll have to checkthe books first, sir." Better yet, havea proposed plan ready that takeseverything into consideration. Youcan have as much information aboutthe area as the next guy if you planfar enough ahead. The commanderdoes not pay his safety officer to sitaround and tell him why he canno t do a certain thing. The commander wants recommendations,and in a combat or contingency operation, he needs them fast. Makeyourself part of the team. In manycases, the staff, at first, will not understand why you need to be in onall the staff meetings and staff updates. When they see that you havesomething to add and a vested interest, however, you will be considered an asset. Then you are in theposition to show the commanderthat you are there to work withhim-not just for him; there is a bigdifference.

This approach allows the safetyofficer to be a well-versed individual on all matters that could affectthe safety or health and welfare ofthe command. It all depends on you.Pull yourself away from the desk,and get out of the office. Those pristine safety files, all ready for inspection, and that impeccably numberedreference library are not going to doyour command much good whenyou deploy. Chances are, you willnot ge t to take them with youanyway.

Your unit does not have to go thefield for you to educate yourself.Most installations around the worldhave more than one aviation unitassigned to them, and chances are,someone is going to spend sometime in the field. Plan to get withthat unit's safety officer and spendsome time in the field. You can learnsomething. Find out who the subject matter experts are in all areas."Pick their brain" on potentialsafety-related problems that they

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have experienced in the past, andhave them show you what worksand what does not. When was thelast time you ventured into the motor pool--other than to inspect it?Get the master driver to qualify youon unit equipment. I f you cannotqualify, at least get a very thoroughorientation. Your knowledge will bebeneficial when those accident reports start surfacing. You can identify trends. Better yet, you will beable to see, firsthand, where problems can be found. The local foodservice technician can show youhow to establish a safe working environment in the field kitchen arena, and the infantry can show youthe proper construction method forhasty fighting positions. Take intoconsideration the IIIN platoon. Youcan learn some tricks of the trade.What is the tactical requirement forseparating fuel from ammunition?How high should the berms be infront of your armed aircraft? Wheredo CH-47s get placed in a multiple-use FARP (forward arming andrefueling point)? And then there'sthe all-t ime showstopper: differentcolored fuel. How far can aircraftbe parked legally away from the active at an international airport andstill allow commercial traffic?These are just a few, but as you cansee, all are relevant questions. Asafety officer needs to provide thecommand an answer on these issues.Should you have them all committed to memory? Not necessarily, buta good working knowledge helps.In all my years as a safety officer, Ihave never found anyone who wasnot willing to share his or her expertise. People are always genuinely enthusiastic and impressed thatan outsider is interested in their area.

Where does the safety officercome in as a combat multiplier?Whenever a timely correction is madeand an unsafe act is prevented, itadds to the command's ability toproject itself on the battlefield.

Every accident involving personnelor equipment takes these assetsaway from the commander, andsomeone else or some other pieceof equipment has to fill the void. I fthe void is not filled, then we leaveourselves unprotected and vulnerable to the enemy. When you thoroughly educate yourself as a safetyofficer and your unit has a fullyfunctional safety program, then you,the safety officer, truly become acombat multiplier.CW5 Gerald D. Cartier10th Aviation BrigadeATTN: AFTZ- AV- SOFort Drum, NY 13602

The revision of traditional Armyaviation missions-to include maritime operations and the deploymentof aviation forces worldwide-hasled to an increased desire for overwater and shipboard operations.Shipboard operations require an immense amount of joint participationto plan and conduct field deck landings, dunker/HEEDS (HelicopterEmergency Egress Device System)training, initial ship deck landingqualification (DLQ), and currencybounces.

Processing requests for deckservices is made difficult if the requests are not properly submitted.After forwarding annual shipboardtraining forecasts to the respectivecorps headquarters , units then

develop specific training requestsaccording to long-term trainingplans. Units must request primaryand alternate training dates withenough flexibility to allow for aship's normal training. The Navydoes not dedicate a ship exclusively to DLQs-the larger the servicewindow, the easier it is to match shipwith flight unit. Requests should besubmitted in time for inclusion inthe fleet commanders ' quarterly employment scheduling conference.Units must plan and request servicestwo quarters in advance.

Properly submitting the DL Qrequest ensures the most flexiblehandling of the service and increases the probability of actually obtaining a ship- in spite of missionchanges within the Navy. Submissions that arrive after the scheduling conference are handled on a"not-to-interfere" basis-a fillor-kill scheme--or they are titledEMERGENT if the training is necessary to meet imminent deployment or contingency operations.Filling emergent requests forcesmission changes in Navy shipschedules that are sometimes felt forseveral months.Army aviation participation inJTF-6 missions, contingency plans,and deployment exercises is expanding the need for shipboardtraining. Proper staffing will assistin ensuring that the training takesplace.

For more information, call MAJMichael J. Knippel, Joint WarfareOfficer, Naval Surface Force, U.S.Atlantic Fleet, Norfolk, Va., DSN564-8623/8633.f ' . '' v ....... .. ~ ~ ~ : Y 2 i n ? ? ? : : I ; : . .. .................. . ...... .. ; 7 ~ ~ ~ ~ ... w . ... . ....... w .......... . . . . . . . . . . . . . . . . . -. .:. . .. . . .. . ..

1 ",Ii! S u b m i s s i o n l . Q n f e r e n c e ~ h ~ U i e .

D e ~ , r e d TrainingWindow1st Quarter FY962nd Quarter FY96

SchedulingConference~ July 1995

04-06October. 1995Input Due19 May 199519 August 1995

\__ ~ __________________________________ =-____ __ __u.s Army Aviation Digest January/February 1995 5


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The "Improve Military AircraftSafety" article under the "News andViews" section of your November/December 1994 issue of AviationDigest stopped short of one moreitem of personal attire that is fatallyimportant in a military aircraftcrash-boots!

In 1973, I assisted removing aslightly injured soldier from a helicopter crash. Fuel from the aircrafthad splashed the soldier, and hisclothing was burning. The fire waseasily put out by putting the soldieron the ground and smothering thefire. The soldier was left on theground while an effort was made toget other injured soldiers out of theburning helicopter. In just a minute,the clothing of the soldier on theground was burning again. Theclothing was extinguished a secondtime, and the soldier was assistedfurther away from the burning helicopter. Our attention returned to theothers injured in the crash only torealize that-for the third time-thefirst soldier was again engulfed inflames.

The outcome of being ignitedthree times was that the soldier, whoshould have been a survivor, diedseveral days later because of hisburns. The reason that he kept reigniting, which was not realized at thetime, was because of the heat retained by his highly polished,highly flammable boots. Do not letanother soldier die becauserescuers are not aware that polishimpregnated boots smolder at a temperature high enough to ignite aviation fuel. If a soldier has been fuelsplashed and ignited, when the fireis extinguished the first time, getthose boots of fand away!SGM Robert Swanson (retired)2909 Mill Crossing DriveFort Washington, MD 207446

The Army Aviation Associationof America's (AAAA's) AnnualConvention will be 29 March-1April at the Georgia World Congress Center, Atlanta, Ga. Th etheme will be "Army Aviation:Vanguard of Change."

The 1995 professional programwill kick off on Thursday, 30 March,with a presentation by the ArmyChief of Staff, GEN Gordon R. Sullivan. Friday will be highlighted byremarks by the Secretary of theArmy, the Honorable Togo D. West,Jr., and will also include presentations by Aviation Branch Chief andCommanding General, MG RonaldE. Adams, U.S. Army Aviation Center, Fort Rucker, Ala.; CommandingGeneral, U.S. Army Aviation andTroop Command, MG John S. Cowings, Fort Eustis, Va.; and ProgramEvaluation Officer, Aviation, Officeof the Assistant Secretary of the Army(RDA) MG Dewitt T. Irby, Jr., St.Louis, Mo.

Saturday, 1 April, will featurethree special-focus panels: Operations and Training, to be chairedby MG Adams; Acquisition, to bechaired by MG Irby; and Logistics,to be chaired by MG Cowings. Later in the evening, at the AAAAannual banquet, CommandingGeneral, Forces Command, GENDennis J. Reimer, is scheduled asthe guest speaker.

For more information, contactBill Harris at 203-226-8184 orfax 203-222-9863 or [email protected] orwrite to -AAAA49 Richmondville AvenueWestport, CT 06880--2000.

The enlisted soldier probablyviews his or her chances of anappointment to West Point with thesame likelihood as being struck bylightning. Lightning does strike,however, and the enlisted path to theUnited States Military Academy(USMA) at West Point, N.Y., goesthrough the United States MilitaryAcademy Preparatory School(USMAPS), Fort Monmouth, N.J.

During her freshman year of highschool, Antoinette Balich competed in memorized public address withGEN Douglas MacArthur's famousfarewell speech to the Corps of Cadets and began to aspire to enterWest Point. After high school, shejoined the Army Reserve and laterthe Regular Army, setting up ammunition transfer points for the 229thAviation Battalion. When she studied the routes to a commission, shediscovered that the best way for her,as an enlisted soldier, to become anofficer was via USMAPS.

Her dream came true. CadetCandidate Balich started classes atUSMAPS in 1993 and began "BeastBarracks" at West Point in 1994.

The prep school, as it has since1916, prepares soldiers for the fastpaced academic environment ofWest Point. During World War I, theprep school first began its missionto provide opportunities to enlistedsoldiers by pulling them from thetrenches and training them in mathand English skills.

To build an academic foundationfor West Point, USMAPS uses ameat-and-potatoes academic approach. Training in math and English skills encompasses almost theentire curriculum. In the English department, grammar comes first.Once students prove proficient infundamentals, they move on to

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composition and literature, whichprovide them a foundation for critical thinking skills. In math, studentswork on algebra, geometry, andeventually, calculus to provide afoundation to help them through thedifficult math courses at West Point.A section in computer skills istaught as well.

Space-shuttle astronaut LTCCharles D. "Sam" Gemar credits theprep school as the place that gavehim the opportunity to have a career that, he said, he would "tradefor no other. The prep school performed its greatest mission, at leastin my case, by getting me preparedacademically."

Success at West Point depends onphysical, as well as military, skills.At US MAPS, each cadet candidateis involved in either a varsity or intramural sport throughout the year.Activities include such sports asfootball, soccer, basketball, lacrosse,swimming, and baseball.

Cadet candidates live under astudent chain of command similarto that of West Point. Positions inthe chain are rotated periodicall y sothat each person gains leadershipexperience.

West Point Commandant, LTGHoward D. Graves, said that theprep school students act as an important part of the Corps of Cadets.Because they have prior militarytraining and are usually older thantheir peers, USMAPS cadets are distributed throughout the corps so thattheir experience and maturity canbenefit younger cadets.

The path that Gemar and Balichchose is well travelled. In 1994, theprep school prepared its 10,000thgraduate for West Point. Graduatesincl ude 64 general officers aswell as many Rhodes scholars anddecorated veterans of four wars.

No soldier, however-no matterhow well-qualified-can go toUSMAPS without first applying.The prep school selects 110

Re gular Army soldiers from themore than 1,200 applicants competing for appointments to USMA.Those selected then report toUSMAPS in late July, to begin the10-month training session.

I f you possess the motivation,drive, and ability required for success--{)r know someone in your unitwho does-applications are beingaccepted for the prep school classof 1996. Interested soldiers shouldapply before the 1 May deadline, asadmission is competitive.

The applicant should b e - A U.S. citizen. At least 17 but not yet 21 years

of age on 1 July of the year entering. Unmarried with no legal

obligations to support dependents. In good health and with nodisqualifying physical defects.Pregnancy is disqualifying.

A high school graduate or theequivalent. Soldiers who graduatedin the top portion of their class anddid well in mathematics shouldqualify academically.

Of high moral character andwithout a felony conviction bya civilian or military court and withno history of venereal infection,habitual alcohol abuse, or narcoticaddiction.

For more information, contactthe admissions office at DSN992-1807/1808 or commercial908--532-1807/1808 or write to-CommandantUS MAPSMAPS-ADMFort Monmouth, NJ 07703-5000.

Bill Stratton, who is the leader ofthe International Liaison Pilotand Aircraft Association (ILPA),and "Gathering Boss," Irv Lindner,remind all ILPA and "wanna-be"members that they need never have

u.s Army Aviation Digest January/February 1995

been military nor pilots to becomeILPA members and to receive theILPA newsletter, Liaison SpokenHere. Events scheduled for this yearinclude the East Coast ILPA gettogether, 6-7 April, at Mocksville,N.C., and the fifth worldwidegathering of L-Birds, Keokuk,Iowa, 23-25 July.

For more information and acomplimentary copy of LiaisonSpoken Here, write to--Bill Stratton16518 LedgestoneSan Antonio TX 78232.

The Ohio State University will bethe host for the Eighth Biennial International Symposium on AviationPsychology 23-27 April at theHyatt Regency, Columbus, Ohio,1-800-233-1234. The objective ofthe symposium is to examine andimprove the role, responsibility, andperformance of human operators inthe aviation system. Papers will bepresented in the usual areas ofconcern to aviation psychologistsand ergonomists.

Half-day workshops will beoffered on the first day, followed bypaper and discussion sessions forthe remainder of the symposium.Expected to attend are more than600 scientists, engineers, academicians, executives, and pilots fromthroughout the civil and militaryaerospace industry and more than 30countries. Th e registration feecovers the banquet and proceedings.

For more information, contactLori Rakovan at 614-292-3533 orinternet [email protected] or write to--OSU Aviation Program164 W. 19th AvenueColumbus, OH 43210-1110.

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A R N

The Infrastructure.A quick response was needed for the

mobilization mission of ARNGaviation's combat arms and combatsupport roles. To enable such a response, a readiness infrastructure wasdeveloped, over time, to accommodatethe unique needs of traditional Guardsmen and Guardswomen. Less than 40percent of each unit is comprised offull-time personnel. An infrastructurewas needed to ensure our units, mannedlargely by traditional Guardspersons,could maintain individual skills andequipment availability to Departmentof the Anny (DA) combat-ready standards. That structure is described earlyin this issue: An overview of he ARNGAviation Training Sites (AATS);ARNG aviation's Multi Media Branch;and our Aviation Logistics supportstructure, which handles the most complex and essential of a s k s ~ u i p m e n tavailability. Equipment must be available and ready for continuous trainingof the Guard and immediate deployment upon mobilization.Missions and Support.

ARNG aviation depot maintenanceroundout units (ADMRUs) are detailed8

Force Projection in a Peace-time Environment-Highlights '94A.G. "Bud" DeLucien

Aviation Training SpecialistARNG Aviation Operations and Training DivisionNational Guard BureauArlington, VirginiaWhen not involved in outright conflicts, such as Southwest Asia,

Army National GlUlTd (ARNG) aviation helps maintain the TotalArmy presence, not only within our borders, but outside the conti-nental United States (OCONUS). This issue describes some of thevarious ways ARNG aviation supports Active Component (AC) de-ployments; takes part in multiservice and multinational tacticalexercises; and maintains readiness, while keeping deployment skillssharpened.

in their support mission for AC deployments, as well as their own OCONUSmissions by various elements to provide specialized skills at forward locations. Other units' activities includedeployments of selected individualsfrom various combat units to providecells with skill-specific expertise forsuch exercises as North Atlantic TreatyOrganization Command Post Exercisesand Atlantic Resolve (formerlyReforger). Other events includedUTARNG's 21lth Aviation Group(ATK) continuing deployments to Korea and Japan to support several ICorps exercises, and also support to theU.S. State Department with severalAH 4 Apaches to Singapore to provide a U.S. presence at an internationaltrade conference.Deployment Training.

Within Ute United States, many unitsuse various deployment means eachyear to maintain those skills: C-5, C-141, C-130 air movements, rail andconvoy shipments, to airborne self-{}eployments. The seven ARNG Apachebattalions deployed an average of 1,500miles from home station to Fort Hood,Tex., for their final 30-{}ay battalion

training and Anny training and evaluation program for DA combat certification. Most recently, the Idaho andAriz. AH 4 battalions (l-183d Avnand 1-285th Avn, respectively) completed back-to-back certifications insummer 1994 to complete ARNG fielding of its sixth and seventh combatready, advanced attack helicopter battalions. Beyond the DA-structuredAH 4 fielding process, annual training (AT) movements typically involvesubstantial deployments. These deployments range from detachment to brigade and other divisional assets. Major elements routinely come togetherduring AT for brigade and/or divisionlevel tactical exercises, such as the 49thArmor Division (TXARNG) and the29th Light Infantry Division(MDARNG and VAARNG). The Tex.division frequently deploys to FortHood, also its mobilization station, forlarge-scale exercises. The Md.-Va."Blue and Gray" division often joinsforces at Camp AP Hill, Va., to includelive-fire exercises-or to CampDawson, W.Va., and Fort Drum, N.Y.,for tactical exercises in semi mountainousand remote terrain. In this issue, S.C. scontinuous deployment training in-

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cludes company-s ize loadouts onto AirNational Guard (ANG) C-5s at theirown McEntire ANG Base where theyare co-located with the SCANG F-16fighter squadron.Tactical Deployments.The NCARNG aviation units have

developed low-level routes into and outof Fort Bragg, N.C., for night missionsfrom their home station to Fort Braggtraining areas and return both weekends and weeknights. 1-21lth Avn,with its own aerial gunnery ranges lessthan an hour away, maximizes its livefrre training in its own backyard. TheNorthwestern United States is host to ICorps' 66th Brigade, which routinelybrings its multistate assets together tocombined arms, li ve- frre exercises atYakima, Wash., ranges. This trainingis a mirror image of other multi-StateARNG divisions training across thecountry.Force Projection throughSimulation.

The "Networked to Battle" article details the beginning of combined arms,multiservice, and long-distance simulation networking capabilities most recently demonstrated in December 1994.AZARNG and FLARNG Apache pilotsflew five different simulation devices.These pilots joined forces 2,000 milesapart on the same battlefield againstvarious armor and other ground threatsas a company-size force with joint airattack team (JAAT) support. ARNGaviation simulation support at its Eastern and Western AATS will provideopportunities for crews to project theirtactical exercises to varied geographicenvironments as fidelity and equipmentcapabilities improve.Other Highlights for 1994.

In Central America and SouthAmerica, ARNG Panama-based fixedwing support to U.S. Southern Command continued. Operation "FuertesCaminos" also continued in Hondurasto support rehabilitation operations innearby Nicaragua. During the Haiti deployment, selected ARNG elementsprovided support to the 10th MountainDivision, Fort Drum, during mobiliza-

tion of its equipment. Details of aviation mission support to South American countries will be forthcoming inlater issues.

This issue describes the WesternAATS training expertise exported toSomalia to support United Nationsforces. La ter specialized night systemstraining was provided to a number ofother African countries for use in theirown operations other than war(OOTW).

Last summer's Eighth World Helicopter Championship took place inMoscow. Members of the all-Guard1994 U.S. Precision Helicopter Teamearned Silver Medals as they took second place against some 40 crews fromseven other nations in the competition.ARNG aviation continued modernizing into the UH-60 Black Hawk andCH-t7D Chinook helicopters. In themidst of fielding C-NITE Cobras toregimental and division cavalry squadron, the ARNG already has begun fielding yet another advanced aircraft system-the OH-58D (Armed) KiowaWarrior. The Kiowa Warrior went frrstto Miss.' 1-185th Command AviationBattalion's Target Acquisition and Reconnaissance Company. The aircraftwas fielded to other units as determinedby DA's Kiowa Warrior fielding plan.Operations Other ThanWar.Some of the articles in thisissue reflect a thread of001W That thread inevi-tably is woven into the fab-ric of many missions as-sumed by Anny aviation.For most CONUS missionsin the 001W category, theARNG and ANG Citizensoldier is typically "first inand last out," because thatperson lives and works in theaffected community. His orher Guard unit is alwaysready and immediately avail-able to offer a helping hand.

For that reason, the ARNGis recognized as "America's

C o m m u n i t y ~ a s e d Defenseu.s. Army Aviation Digest January/February 1995

Force." These military organizationsare the foundation for needed missionsin a nonhostile environment. In effect,they are Compo One when disasterstrikes at home. The Governor of theaffected State may bring in reinforcements from active duty counterparts i fneeded.

For more than three centuries, Citizen-soldiers and their aff"iliated unitshave provided instant reaction to a widevariety of natural disasters and regionalhardships whenever required. TheMarch-April 1995 Aviation Digest,and continuing issues, will detail thefullest possible scope of the Guard'sOOTW responsibilities.Editor' s Note: In November 1994, theArmy Aviation and Safety Directorate,Army National Guard Readiness Center, invited various States to submitmaterial for a special Army NationalGuard issue. The response was overwhelming. The Directorate was literally flooded with articles covering thefull spectrum of ARNG aviation activit i es - Therefore, it was decided to concentrate frrst on ARNG aviation forceprojection, then devote a special section in the March-April issue toOOTW that are supported by th eGuard.

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10

Supporting theGround Commander-Army National Guard Aviationand the Counterdrug MissionCaptain Andrew W. BattenDetachment Commander-RAIDSouth Carolina Army National Guard(SCARNG)Columbia, South Carolina

Supporting the ground commander is a time-honored tradition and role for Army aviation, one which the South Carolina Reconnaissance and Interdiction Detachment (SC-RAlD)is applying to counterdrug aviation support. Unique to thismission is support provided to law enforcement "ground commanders" not to military ground commanders.

In S.c., these law enforcement commanders consist of sheriffs, police chiefs, and supervisory agents of the State LawEnforcement Division, Drug Enforcement Administration,Federal Bureau ofInvestigation, U.S. Postal Inspection Ser-

i.lmlineilseIY;: I vice, U.S. Marshals Service, etc. The mission is unique sinceit is not one of training but of ongoing operational support

t r a l j $ i t ; t ~ ; focused on combating the production, transportation, and distribution of illegal drugs within S.C.

The mission statement of the RAID is simple and straightforward: To provide local, State, and federal law enforcement agencies with aviation support for counterdrugoperations.The execution of the mission is much more com-plex since the type of support is as varied as the agenciessupported. The mission is driven by the needs of the supported agency whose operation is normally dictated by thewhims and idiosyncrasies of the criminal organization. Mostoften the criminal operates under the cloak of darkness without much advance warning. Therefore, the SC-RAlD remainson-call to provide timely and effective support.

Aircraft of the SC-RAID deploy throughout the state tosupport the law enforcement commander. The RAID aircraftare OH-58 Kiowas configured specifically for the law enforcement mission. They include thermal imaging systemsand Wulfsburg radios, which are compatible with most law

) ~ ~ ~ : ! ~ i ~ ~ i i l i , f ; ~ : ; ~ ~ : ~ ~ ~ f ; ; j ; I enforcement communication systems. Some specific RAIDtheitspecificai missions involve radio relay, fugitive search and tracking,surveillance of vehicles transporting illegal narcotics, andthe confirmation of indoor marijuana grow houses.

Success of the RAID is measured by how effectively it as-~ ~ ~ ~ ~ ~ ! ~ J . ~ ~ ~ ~ ' r s ~ i ~ ~ ~ : ; : ~ ~ ~ ~ ; ~ J sists the ground commander in accomplishing his objectives.C O ' u r s l e { ) ~ C ( J j l ( C ) COltl(UlCci1e


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WESTERN ARMY NATIONALGUARD (ARNG) AVIATIONTRAINING SITE(WAATS)-

Range Firing-Zero MishapsAbout 30 weeks out of the typical year, the WesternARNG Aviation Training Site (WAATS), Range Op

erations Section, Marana, Ariz., departs for the BarryM. Goldwater Aerial Gunnery Range located near theU.S. Air Force auxiliary (AUX) field at Gila Bend,Ariz.

The WAATS began aerial gunnery training at GilaBend in the spring of 1987. The arming, de-arming,and refueling of aircraft was accomplished in a naturaldesert area adjacent to the tarmac ramp at Gila BendAUX field. The operations moved to a hard surface rampa year later. In 1992 six re-arm pads were constructed.A ramada shelter and storage area with connecting roadways completed the project.

Today the WAATS Range Operations offers one ofthe most challenging aerial gunnery ranges in the worldwhere temperatures consistently reach 50 degrees Celsius during the summer months. Working near maximum gross weight while firing munitions in the form of2.75 folding fin aerial rockets (FFARs) and 20mm cannons requires that our highly skilled instructors administer a strict regimen of instruction.

Since inception of the WAATS, the "range rats," aname used affectionately by AH-l Cobra instructorpilots, have safely fired the following munitions whilemaintaining a zero mishap rate: 2,800,000 rounds of7.62mm; 80,000 rounds of 20mm; and 27,000 FFAR2.75-rockets.

The range rats are assigned to the plans, training, andmobilization branch of the WAATS. The selection is aclose knit organization with high morale and esprit decorps. Once selected to be a member of the range rats,individuals receive thorough training in their assignedposition and are cross-trained into a secondary mili-u.s. Army Aviation Digest January/February 1995

tary occupational specialty (MOS). Members are graduates of the Instructor Training Course (ITC), SmallGroup Instructor (SGI), and Aviation Mishap Prevention Orientation Course (AMPOC). While in garrisonthe section conducts courses to train ARNG aviationmembers with proper techniques in arming, de-arming, and repair of AH-l weapon systems.

The Gila Bend AUX Field experiences several catastrophic mishaps each year. Not blessed with indigenousmedial and administrative support aircraft, the U.S. AirForce at Gila Bend often requires assistance in the aforementioned areas. This support often is supplied by theWAATS UH-60 Black Hawk aircraft in the form ofmedical evacuation (MEDEVAC) and administrativeassistance during aircraft accidents.

The mission could not have been accomplished if notfor the outstanding support received from LTC JamesKeck and the 56th Support Group (Gila Bend) at LukeAir Force Base, Phoenix, Ariz. Through the spirit ofsupport, the range rats have become members of theGila Bend Air Force AUX field. They have gained thefellowship and admiration of the U.S. Air Force community.

RAID TrainingReconnaissance and Interdiction Detachment (RAID)

training is conducted at the Western AATS. The National Guard Bureau tasked the Western AATS to provide the initial fielding training for the 32 States authorized such units. The RAID training provides Stateswith an aviation capability to meet the growing demands for Counterdrug Operations Support (CDOPS).

In 1993 the WAATS trained 45 pilots from 11 statesin RAID operations. RAID training is done at night.The RAID section of three instructor pilots (IPs) flewover 400 hours to accomplish the training mission. Boththe RAID and High Altitude Training Site missionsentail greater risks; however, the pilots accepted bothafter properly assessing the risks and understanding therationale and philosophy behind each.

RAID training is taught only at the Western AATS. Itinherently carries a very high risk assessment becauseof the nature of the mission. The RAID mission is conducted only at night using sophisticated night detectiondevices while coordinating as many as six radios withboth ground and air law enforcement agencies. TheRAID training branch and their detachments throughout the United States have compiled a perfect safetyrecord. This indicates the strong safety program that iswoven throughout the Western AATS safety philosophy.

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A C-26 Metrollner supported by the EAATS fixed wing detachment.trained to fly the modernized airplanes.These IPs immediately began to trainpilots from all 50 States, the District ofColumbia, and the territories. The de-tachment continued to conduct trainingin several versions of he U-21 and C-12 airplanes, which provide backbonefixed wing support to the States. Plansare underway for a 30,OOO-squarefoot hanger and c lassroom complexto support training. Besides theARNG, support plans outline training relationships with the recentlyfonned Operational Support AirliftCommand.

In TY 1993, the only enlistedcourse conducted at the EasternAATS was a 67V (OH-6/0H-58Kiowa) helicopter repairer coursewith a quota of nearly 100. Training ceased in June 1993. The Academic Branch of the Training Sitewas reorganized to accept a totallynew expanded training mission.During TY 1994, the Chief of Enlisted Training and 12 enlisted instructors executed a training program of 11 separate enlisted courses,training a total of 58 4 students.Through the use ofguest instructors,and expanded housing, the TY 1995enlisted training load is projected tobe 1,300.

As far as enlisted training, military occupational specialty (MOS)courses are offered for the UH-1

Huey, UH-60, and H ~ 7 D repairers. Noncommissioned officer education courses also are being conducted using U.S. Army Training andDoctrine Command-approved programs of instruction. The courses included the Basic NCO Course, Common Aviation Management PhaseIIA, and Phase lIB MOS specific subjects for 67N, 67T, and 67U soldiers.Phase II of the Advanced NCOCourse was offered for all CMF 67-series and 93P, Aviation operationsspecialist soldiers. The. Basic NCOCourse for 93P rounds the enlistedtraining program. More training willqualify flight engineers in the CH-47D and the C-23 aircraft. Flight engineer courses center around the requirement to have a qualified enlistedcrewmember on board the aircraft.These courses provide expertise in aircrew coordination between pilots andflight engineers.

To remain cost efficient, the training site continues its commitment tosimulation. During 1994, Headquarters, Department of the Army(HQDA), reassigned a UH450 flightsimulator from Fort Ord, Ca., to theEAATS. The simulator supportsqualification training and provides regional support to the Black Hawkcommunity in the Northeast. DuringTY 1995, the EAATS is programmedto break ground on a 50,OOO-square-

u.s. ArmyAviation Digest January/February 1995

foot simulation complex that willhouse both a UH450 and a C H ~ 7simulator plus a night vision laboratory, altitude chamber and, whenavailable, the Aviation CombinedArms Tactical Trainer (AVCATT).

During TY 1994, the EAATS wasone of the most proactive aviationunits in the area of aircrew coordination training. To support thisHQDA-emphasized program, thesite qualified proper unit cadre andtaught the trainer's course to 44 IPs.The EAATS has 256 students programmed to attend the course in TY1995. The site will continue to operate the UH-1 and AH-1F Cobrasimulators that average 10,200 training sessions per year. To date, thesite has provided over 215,000hours of simulation support to Armyaviation.

The ARNG aviation force structure will continue to receive modernized aircraft systems. As it doesthe EAATS will continue to providequalification, sustainment, and professional development training topilots, IPs, and enlisted crewmembers.This training will ensure units havewell-trained, fully qualified aviatorsand mechanics.Under the leadership and guid-ance of the NGB, the EAATS ispoised to accept the challenges ofthe 21st century.

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Multi Media Branch-A Multi-Talented ARNGUnique Asset

T.ha Multi Madia BranchMajor T. CowartChief, Multi Media BranchFort Rucker, Alabama

Experiencing the spin of an OH-58Kiowa during loss of tail rotoreffectiveness ..struggling through chest-bighsnow and b o n e ~ h i l l i n g , 34-below-zerocold .. sweltering in 120-degree desertheat...alone at 11.200 feet with only coyotetracks for company ..and traversing in thegunner's seat of a ZSU 23-4 . . . we werethere. A short time later in the comfort of abriefmg room of an Army National Guard(ARNG) flight facility-and through themagic of electronic imagery-the Guard aviation force was there as well.

Members of the ARNG Multi MediaBranch (MMB). Fort Rucker. Ala experienced these conditions while producing television programs for ARNG aviation. TheseMMB productions along with other audiovisual and printed materials impact on about6,000 aviators and 23.000 enlisted personnelthrough a learning center network. Learningcenters are located at the 99 aviation facilities throughout the 50 States. the District ofColumbia, Puerto Rico, and the VIrgin Islands. The MMB also supports the ARNGSafety and Occupational Health program,with developed materials impacting on the ro-tal ARNG force of more than 400.000.The MMB is under the operational controlof the Director. Army Aviation and SafetyDirectorate. National Guard Bureau (NGB);it is under the military control of The Adjutant General, Alabama National Guard. TheU.S. Property and Fiscal Officer for Alabamaprovides logistical and fiscal support. TheMMB came into being on 24 August 1973when Fort Rucker approved an interservicesupport agreement and granted the organization official sanction as a tenant activity. Besides providing physical support arrangements. the agreement allows the MMB towork directly with Fort Rucker agencies inpreparing instructional materials.

The MMB develops training, safety countelmeasure, and special materials addressingthe unique requirements of he Guard materials in standard audiovisual media and printfomlats, along with unique print formatsthrough Government Printing Office contracts. This capability is possible because of14

a media-oriented staff and a modem 5,000-square-foot facility. The facility houses a television studio and two postproduction suites,videotape reproduction lab, audio recordingsuite, photo lab, and a graphics shop. A television production van, acquired in July 1988,houses state--of-the--art, and I- inch videorecording and editing equipment. The van enables MMB to produce materials in remotelocations.

The MMB staff consists of seven exceptedcivil service Guard technicians and one competitive civil service employee: a branch chief;two training specialists who design, develop,and implement aviation and safety programs;a visual information specialist who does allgraphic art work; an audiovisual productionofficer who operates the television production van and in-house postproduction videoediting system, supervises audio recordingsessions, and does all photographic work; anaudiovisual production specialist who assistsin production (from lighting to TelePrompTeroperations); an electronic technician whodaily maintains the various electronic systems;and a media assistant who does administrative functions for the organization, mass re-

produces video productions, and satisfies requests for video programs.MMB differs from other audiovisual orga

nizations in its ability to proceed from an internally identified requirement to the end result of a fielded program. Examples are quarterly productions of he Aviation Accident Review and Information Update.

Since 1984, through quarterly televisionpresentations, the aviation force has beenbriefed on different subjects: Guard accidents,operations, maintenance, standardization, andaviation life support equipment These quarterly reviews, with other audiovisual andprinted materials, have played a significantpart in the Guard's outstanding aviation safetyrecord this decade. The ARNG aviation program recorded its second zero Class A accident year in fiscal year (FY) 1994. The MultiMedia program's success is due to close personal communication channels maintainedwith the Army Aviation and Safety Directorate; State Army Aviation Officers (SAAOs);and commanders and aviation safety officersat the 99 aviation facilities and Active Army,as well as other governmental and industrial,agencies.

U.S. ArmyAviation Digest January/February 1995


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Another important factor is the timely dis-semination of information, which enablesexceptional standardization throughout theGuard. Effective communicat ions and the expertise of ts personnel greatly add to the success of the MMB's safety and occupationalhealth efforts.

The MMB continues to modernize bothgraphic and television systems. It is recognized for the sophisticated television editingcapabilities of its systems plus its versatilegraphic computer equipment and software fortelevision productions and standard graphicproducts.

Many of MMB's audiovisual and printedprograms are unique within the Departmentof Defense. For example, an annual aviationsafety countermeasure program, known asSafe-Flight, involves a television presentation, supplemented by recalldevices to remindthe field of the program's message.

Several times a year, the Director of ArmyAviation and Safety, NGB, Colonel Joseph E.Ferreira, shares important new information withthe 54 SAAOs through television presentation.

AnotherMMB program includes an effective communications course presented tomore than 1,100 ARNG personnel at 19 flightfacilities in 17 states. The 6--hour programdeals with improving communications andlearning to effectively manage interpersonalrelationships. The goal of this course is theprevention of accidents and injuries.

The general safety and occupational healthefforts of MMB are as important as its aviation efforts. In some cases, they may be evenmore important because they impact on theentire ARNG force. MMB's main generalsafety effort is an annual program known asthe Safe-Guard countermeasure program.

The main elementof Safe-Guard isa television presentation designed to beviewed by eachGuard memberbefore attendingannual training(A1). Supportingthe audiovisualpresentation is aplastic laminatedcalendar card reflecting the themeof the year's program. The card isdesigned to serveas a constant reminder of th eprogram's safetymessage. To ensure most Guardmembers usethese cards al lyear, a place isprovided, bymonth, for entering drill dates.Another place allowsAT dates toberecorded Each fall,Guard members look. fOlWard to the new calendars that allow them to keep up with their train-ingdates.

A second support element is a high-quality, crack-and-pee l recall sticker. This stickerreminds Guard members of the year's safetytheme and message. Stickers from the initial"AT 8 ~ 1 5 Days to Success" program are

u.s. Army Aviation Digest January/February 1995

still seen throughout the Guard on lockers,desks, and briefcases. A last element of someSafe-Guard programs is color posters. As inthe aviation program, these posters stress various safety subjects. They are in use at virtu-ally all ARNG armories, maintenance facilities, and training sites.

Another recent general safety contributionbyMMB includes a six-pagecolor brochure.In this brochure, Major General John R.0 ' Araujo, Director of the Army NationalGuard, outlines his safety philosophy to every ARNG officer, noncommissioned officer(NCO), and supervisor. A television production featuring Sergeant MajorLarry M. Pence,the Command Sergeant Major of he ARNG,was provided recently to all States. The production stressed the safety responsibilities ofNCOs. These two programs reflect the sincere concern and emphasis given safety bythe highest levels of the ARNG structure.

The MMB program has experienced significant evolution and growth since its inception in 1973: more operating equipment, total involvement in the ARNG aviation andsafety efforts, and increased emphasis at theNGB level. Because of this growth, the fu-ture promises excitement and challenge forthis unique organization.

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The Anny National Guard (ARNG) Aviation program received its fIrst Chief Warrant Officer (CW) 5s on 1 April 1992. Onthat date, three of the fIrst six CW5s promoted were Aviation warrant officers(WOs): CW5 Bankston, Minn.; CW5 Skiba,Mass.; and CW5 Stewart, N.J., the fIrstaviators to be promoted in the ARNG.Current CWSs

The 29 ARNG Aviation CW5s as of 15November 1994 are

William F. Vawter, Ala.David R. Watson, Ariz. (WAATS)John A. Hams, Ariz. (WAATS)Cletus J. McMurtry, Ariz. (WAATS)Anthony N. Adolf, Ariz.Robert S. Cabell, Colo.Edmond A. Lafantasie, Conn.Major N. Travers, Del.Kenneth W. Bording, Fl.Robert E. Truitt, Ind.Lawrence R. Burbank, Kans. (NGB)Gary J. Eisenbraun, Kans. (NGB)Robert A. Skiba, Mass.Keith S. Hams, Md.Charles A. Foster, Md.Charles R. D u d e ~ Mich.James D. Bankston, Minn.Francis W. Solis, Miss.David S. Pamsh, Mont.Robert C. Wehrenberg, N.C.Neal E. Jacobson, N.Dak.Richard F. Andrews, N.J. (NGB)Nonnan Stewart, N.J.Lynn M. Billow, Nev.Gerald L. Hess, Pa.Reed M. Zellers, Pa.Robert D. Ezell, Tenn.John V. Fowler, Tex.Eugene A. Williams, Wyo.

Promotion CriteriaThe promotions to CW5 started in the Na

tional Guard. The fIrst 11 CW5s promotedwithin all of the unifonned services belonged to the ARNG, and the numbers continue to grow.

According to Standard InstallationlDivision Personnel System (SIDPERS) data,about 56 CW5s are in the ARNG, of those16

The CW5 Program in Army National GuardAviationCW5 Gary J. EisenbraunAviation Personnel ManagementArmy National Guard Readiness CenterArlington, Virginia

29 (52 percent) are aviation warrants.The key to wider dissemination of the

CW5 rank is the promotion criteria. The requirements for promotion are-

Five years' time in grade as a CW4. Assignmen t to an authorized and coded

CW5 position. Successful completion of the Warrant

Officer Senior Staff Course (WOSSC).WO Rank Structure

The new structuring of WO ranks placesthe authorization for increased rank with therequirement of increased responsibility.Current modification table of equipment!table(s) of distribution and allowances(MTOEffDA) documents identify CW5coded positions by entry of 'ljMWo in thebranch column. The new rank coding replaces the oMWo with aW50. The conversion of the MTOEffDAs has been completed. DA Circular 611-94-1, dated 26August 1994, implements the new rankcoding and should be referred to to identifypositions to be coded as W5 on the table ofAnny allowance and distribution system(TAADS). The CW5 position is placed at alevel that requires a highly specialized technical manager. To place this into perspective, an example follows:

The aviation company contains WOls,CW2s with a few CW3s placed in areas ofincreased responsibility. (Fo r this example,we will follow safety management.) TheCW3 company safety technician executesthe company safety program and monitorsthe operation of the assigned pilots. At thebattalion, the CW4 conducts the battalionprogram and monitors the subordinate company programs. The CW5 at the brigadelevel would manage a safety program thatwould span several battalions and numerous companies.

The only exception to this example iswithin the CH-47 Chinook community. Because of the aircraft size and mission, thelevels of responsibility have been reducedone level. CW4s areplaced at company levelwith CW5s at the battalion level.

The TDAs require a written request forchange that must be submitted ,to NGB-

ARF-IC for approval. The circular authorizes no new structure. Existing positionsmust be converted to use the new coding.STAC Positions

The circular lists four new positions thatapply to a State Area Command headquar-ters:

State aviation safety officer. State aviation maintenance officer/main

tenance test flight evaluator (ME). State rotary wing standardization officer. State tactical operations/training man

ager.Placement in an authorized CW5 position

is mandatory before enrollment in theWOSSC. The original 8-week course hasbeen replaced with a 2-week version. Theshortened version has al lowed a greater participation by ARNG WOs and enrollmenthas increased dramatically. For example, theJune 1994 class consisted of 15 personnelfrom the ARNG and 15 from the U.S. AnnyReserve (USAR). This increased access toadvanced school ing will accelerate the rateof promotions and allows the ARNG to usetheir senior WOs to their fullest capacity.Once promoted to CW5, the rank is notwithdrawn if assigned to a CW4 position.ID A Changes

Requests fo r changes to the existing TDAshould be routed from the State Force integration Readiness Officer (FIRO) throughNGB-AVN-OP to NGB-ARF-IC.

CW4 Suzanne Curtis (DSN 327-7846),NGB-ARF-IC, approves changes to ARNGTDAs. CW5 Jack Lynch (DSN 327-9517),NGB-PO, is the proponent for CW5 TDAposition rank coding within the ARNG andensures all CW4 upgrades meet the criteriaas listed in the Anny and ARNG regulations.He is the ARNG WO Programs Manager.Major Bud Gamble (DSN 327-7836),NGB-ARF-PC, staffs and posts changes toARNG MTOEs. CW5 Gary Eisenbraun(327-7719), NGB-AVN-OP, serves as theAviation Personnel Manager and the pointof contact within the Aviation and SafetyDirectorate.



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Traditional aviat ion logistics functions-quality,maintenance, andsupply-are integrated throughoutaviation units in our Anny. How canthese functions be performed effectively and efficiently for Anny National Guard (ARNG) units whentheir training and maintenance opportunities are about two or threetimes pe r month? How can theARNG maintain its fleet of modernized and no t so modern aircraft?Often times, these questions appearto cloud the decisionmaking of avia-

ARNG Aviation Logistics-A Complex TaskMr. Alberto J. JimenezChief, Aviation and Systems DivisionNational Guard Bureau (NGB)Arlington, Virginia

tion leaders outside the ARNG. TIllsoverview of the peacetime logisticsstructure of the ARNG aviation program-its mission and functionsshould help answer those questionsand give a better perspective on howthe program works.

Force structure of aviation units isallocated to the several states withthought given to demographics, unitintegrity, and Corps or Divisionalalignment. Each State and Territoryis provided with the fIrst echelon ofaviation logistics-an Army Avia-

tion SupportFacility (AASF). Thesefacilities vary in size and design.However, they provide the maintenance hangar; shops; supply and storage rooms; and all other related functions, space, and equipment requiredto support the aviation unit's aircraftand systems assigned for support. TheAASF's primary purpose is to maximize efficiencies in logistics and enhance training and maintenance supervision toward a well-maintained,ready fleet. AASFs throughout thecountry are given aviation unit mainte-

ARNG Aviation Logistics Program

AASF

~AVCRAD ~ \

TECHNICIANAPPROVED AVIM

AIRCRAFT COMPONENTS ENGINESTECH I AGR APPROVED DEPOT AVIONICSAVIM ARMAMENTMISSILE

U. S ArmyAviation Digest January/February 1995 17


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AVCRAD Locations

nance (AVUM) and selected aviationintennediate maintenance (AVIM) authority and capabilities to support aircraft and associated systems. AA SFs aremanned with militaIy technicians (DAcivilians with mandatory membershipin ARNG aviation unit compatible p0 -sition). These organizations are the''backOOne'' ofARNG aviation logistics.They provide the vital day-to-day linkthat supports thecommander's logisticsprogram. Without them, the maintenance and related logistics functions notcompleted bytheunit during their scheduled training periods would have to "sitin-wait" until the next training day,which is not an acceptable situation.

Because of this infrastructure at eachState and Territory, the ARNG recognized that maintenance may exceed theAASF authority and capability. Ahighersupport organization must exist to provide backup support to the AASFs (page17). These organizations, regionallogistics facilities with full AVIM and selectedDepot Repair Authority, are called Avia-18

tion Classification and Repair ActivityDepots (AVCRADs). Four AVCRADslocated at Groton, Conn.; Springfield,Mo.; Gulfport, Miss.; and Fresno, Calif.(map above). They are one--of-a-kinddeployable table of organization andequipment (IDA) organizations thatprovide AVIM, andrepairable exchange. Unique to theARNG, is its management of the regional Stock FundedDepot Level Reparable (SFDLR) program. Also, as added missions, repairprograms to support mature ARNG aircraft-i.e., the UH-1 Huey, OH-58Kiowa, OH-6A Cayuse, andAH-1 Co-bra--undertaken at these AVCRADs.Limited special programs also are included in theAVCRAD's worldoad, likemodification of OH-58A aircraft forcounterdrug mission support.

These two basic organizations, theAASFs and AVCRADs, provide theday-to-day logistics support to allaviation units assigned to the ARNGthroughout the continental United Statesand its territories. Theirstrength rests on

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CTAVCRAD soldiers begin preparing 10th Mountain Division U H ~ O Black Hawks for seamovement to Somalia at MotbyAir Base, N.J.During Ocean Venture 93, ADMRU sol

diers supported the sea movement and selfdeployment of aircraft from the 101st Div.Thirty-six modernized aircraft were wrappedand loaded at lAX-Port, Fla. C-23 aircrewsflew in excess of 32,000 miles, providingflight watch during overwater operations,logistics air maintenance support, and movement of flight crews to and from FortCampbell.

While supporting these important exercises and operational deployments, othertask-organized ADMRU soldiers providedaviation materiel classification support to theDefense Logistics Agency (DlA) along withappropriate ATCOM item managers. Traditional ARNG soldiers have, in less than 3years, classified nearly 57,000 B-17 items

valued at over $1.6 billion. In 1994, classification of aviation material at Tooele, Utah,and Corpus Christi, Tex., Army depots resulted in a savings of over $4 million. Thismission provides tangible benefits throughthe recovery of improperly coded materieland its return to the wholesale system. Themission provides a product through plannedtraining events.

To move maintenance and materiel management into the 21st century, ADMRU soldiers have developed an information management system. The system addressesmaintenance work, loading, manpower, supply activities, and depot-level reparables.Though some work remains, this programis all but complete. Traditional guardsmenand women, most of whom hold significant

-.IiI1/

1/V

civilian information/automation management job responsibilities have carried outthis program. DESCOM is adapting the system for two OCONUS depot activities. Thissystem has been another area of mutual productivity and benefit to the ARNG and Armyaviation.

ADMRU soldiers have sustained a standard of excellence in all missions. They arecompetitive, intensely skilled in aircraftmaintenance, and professionally competent.These attributes continue to serve the ARNGaviation peacetime requirements. Equallyimportant, ADMRU soldiers are preparedon a momen t's notice to support deployingand deployed Army aviation units throughout the world.

CH-47 Chinook off-loading in the J-LOTS exercise supported by ADMRU soldiers.MOAVCRAD nearly completed with loading of a101stDiv H ~ Apache in JAX-Port, Fla.

u.s. Army Aviation Digest January/February 1995 21


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An AATDS MESAApache Training Spe-cialist employs the Tac-tical Display Unit to de-scribe the tactical situ-ation for observers atthe Orlando I/ITSECconference.

ARNG Apache Pilots Networked for BattleMajor Jack Ogle8-3, 1-285th AviationArizona National Guard (AZARNG)

More than 20 companies took part ina demonstration of Distributed Interactive Simulation (DIS) at the annualInterservicelIndustry Training Systemsand Education Conference (IIITSEC) inOrlando, Fla., 28 November through 1December 1994. Over 50 differentsimulation devices from around theworld were networked to fight togetheron the same battlefield, including helicopters, fighter/attack jets, and armoredvehicles.

AH-64 Apache pilots from 1-285thAviation, Arizona Army National Guard(AZARNG), and l - l l l th Aviation,Florida Army National Guard(FLARNG), manned five AH-64Apache simulation devices during thenetworking demonstrations in Mesa,Ariz., and Orlando.

The DIS demonstration consisted ofseveral scenarios: a helicopter armedreconnaissance demonstration (AH-64Apache helicopters verses enemytanks); a joint air attack team (JAAT)22

training exercise that brought aviationcapabilities of all four services to bearto support ground troops who weretasked to seize an airfield; and a landbattle scenario that involved all of theDIS players at IIITSEC.

The AH-64 stations were manned byNational Guard warfighters. TheARNG sent crew gunnery-qualifiedApache pilots from two of its sevencombat-certified AH-64 battalions tofly the flight simulators at theMcDonnell Douglas Training Systems(MDTS) facility in Mesa, and on theconference floor at Orlando, for theduration of the conference. Also linkedto the battlefield was the AH-64 combat mission simulator (CMS) from FortRucker, Ala., flown by U.S. Army Aviation Center pilots.

MDTS DIS demonstration players atIIITSEC included F/A-18C Hornet andF-15E Strike Eagle simulators and anAH-64A Apache Player Station in thecopilot-gunner configuration. A ful l-

fidelity, dual-cockpit Apache CrewTrainer (ACI) and three Apache PlayerStations at MDTS' Mesa facility alsotook part in the DIS demonstration bylong haul network.

For the JAAT scenario, the USAF F-15E provided initial suppression of enemy air defenses (SEAD); the AH-64Aprovided laser target designation andterminal control to the strike aircraft.The F/A-18C employed heavy ordnance (laser-guided bombs) to take outthe hardened target designated by theAH-64 Apaches.For the antiarmor demonstration, theApache Player Station at Orlando andthe Apache Crew Trainer and PlayerStations at Mesa networked together tooperate as a company-size task forceon the simulation battlefield. The company task force joined together as aflight and moved into pre-plannedbattle positions. Targets were acquiredand the fire distribution plan was executed. Target engagements went



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quickly in the target- rich environment,with remote and autonomous Hellfireshots. Players lased for each other,whether across the room or across thecountry.

The remaining air defenses werestripped from the enemy force, followedby their command vehicles. NationalGuard Apache pilots at the ApachePlayer Stations communicated and coordinated over the network to destroythe remaining enemy forces.

The battle took place on the data base,indoors in several States. In spite of this,our ARNG warriors had their "heads inthe game," pulse rates were high, andbattle rhythm was ever present.

SimulatedJoint/CombinedArmybattles are an inexpensive andvaluable training vehicle for cav-alry/attack units.

AZARNG Apachepilots in Mesa, Ariz., join with FLARNG Apache pilots at Orlando, Fla., in the networkedbattle to fight as a company-sized task force.u.s. ArmyAviation Digest January/February 1995 23


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The Western ARNG Aviation Training Site (WAATS), Marana, Ariz., deployed fIve instructor pilots (IPs) lastyear to Africa to support a Sub-SaharanBiodivirsity Program.

The program provides anantipoaching capability to the nationsof Zimbabwe, Namibia, Botswana, andMali. The Department of the Navy International Programs OffIce executesthe program.

The Naval Education and TrainingSecurity Assistance Field Activityfonned a mobile training team (MIT)to introduce the forward-looking infrared F L I R ) ~ q u i p p e d 0-2A Skymasteraircraft to the various nations. The teamwas comprised of three aircraft IPs, onemaintenance instructor, and one aerialsurveillance IP. The Navy, the Army,and the Air and Army National Guard(ARNG) provided personnel with thesetechnical skills on a rotation basis overa 12-month period.

The Navy Air Systems Commandprovided the aircraft and systems. TheArmy Electronic Proving GroundFlight Detachment provided oversightof the aircraft renovations at FortHuachuca, Ariz. The MIT instructorsflew the aircraft to the east coast. Theaircraft then were self-deployed by contract pilots to Africa.

The MIT's mission was to introducethe 0-2A aircraft into the military organizations designated by the host nations. The MIT did this by conductingseveral phases of training. Aircraft transition training was provided to experienced fixed-wing pilots. Organiza-24

Multi-Service Team Works Sub-SaharanBiodiversity Program(Supporting Aerial Surveillance Training in Africa)

Major James E. BramanFlight Training Division ChiefCW4 William N. PageOH-58 Standardization Instructor Pilot,Western ARNG Aviation Training Site, Marana, Arizona

tional maintenance training was provided to support personnel along withsupply support procedures. Missiontraining was provided to pilots and designated observers to support the hostnation program objectives.

The Western AATS aerial surveillanceinstructors trained the MIT 0-2A aircraft IPs to operate and use the FLIRfrom OH-58 Kiowa aircraft located inMarana. These techniques were adaptedto the 0-2A airplane and taught as partof the training program in Africa.

The Western AATS aerial surveillanceinstructors also taught operation of global positioning system (GPS) navigation equipment and high-frequency(HF) radios, mission planning, crosscountry navigation, night vision techniques, safety considerations, and crewcoordination skills. The instructors integrated all these skills into comprehensive mission briefs.

Each deployment lasted from 5 to 7weeks. The Western AATS IPs developed all the lesson plans and presentation materials needed to conduct theirtraining. Also they conducted inflightinstruction on use of the FLIR to thehost nation pilots and designated observers.

The most challenging aspect of theprogram was teaching FLIR surveillance techniques at night to pilotswhose primary experience was flyingin day visual flight rules (VFR) conditions. The pilots had to develop the essential crew coordination skills required for the safe night- time operationof the aircraft. They also had to tacti-

cally use the FLIR to locate poachersto support police forces on the ground.

The remote locations, associated lackof ambient light sources, and lack of avisible horizon required the use of flightinstruments to maintain situationalawareness. Although recommended bythe Western AATS, night vision deviceswere not available for the mission. Pilots of the host nations using the FLIRhad to greatly improve their night instrument flying skills before they couldcomplete their mission training. Thisbecame the most significant lessonlearned during the fIrst tactical trainingphase.

A radar altimeter was added to theaircraft and changes were made in thelocation of some of the mission equipment in the cockpit to enhance the useof night instrument flying skills andimprove crew coordination.

Successful completion of the programcan be directly attributed to the spiritof cooperation and professionalism displayed by all the team members whoworked on this important anti poachingeffort. The OH-58 IPs from the Western AATS; the Western Flight Standardization Branch (Directorate of Evaluation and Standardization (DES),Marana; and the High-Altitude Training Site, Eagle County, Colo., played acritical part on this joint service teamproviding specialized skills.

The signifIcant contribution of theARNG demonstrates again our abilityto respond rapidly to an overseas deployment requirement and successfullycomplete the mission.



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The newest weapon in the Mississippi National Guard (MSARNG)inventory-the OH-58D KiowaWarrior helicopter-takes its namefrom a proud and fierce race. TheKiowa Indians once were among themost feared and warlike of the Indians of the American Plains. Theywere fierce and unrelenting in warfare against both fellow Indians andthe white man, who began movingonto the territory of the Indians inthe 1800s. The U.S. Army did notcompletely conquer them, but theywere eventually brought into submission by attrition and the loss oftheir arms and horses.

Tradition and historical evidenceplace the beginnings of the KiowaIndians in the Montana mountainsat the headwaters of the MissouriRiver. At the end of the 1700s, theKiowa migrated southward to theArkansas River and, thereafter, occupied the plains eastward of northern New Mexico. They were believed to have always been hunters,but they did not develop their reputations as skilled hunters and warriors until introduced to the horse.During the early 1800s, the Kiowawaged war against other Indian tribes,but turned their wrath on the whiteman who began moving westwardand encroaching on their buffalo hunting grounds. Of he horse Indians, theKiowa had the most horses and wereforemost in possessing the charactertraits associated with the horse---bravery and audacity.

A NEW BREED OF WARRIOR

Colonel James L. Jones (Ret.)Mississippi National Guard (MSARNG),Public Affairs

Bell Helicopter Textron, Inc.,manufactures the Kiowa Warriorhelicopter. In developing this helicopter, Bell acknowledged the bravery and audacity of the Kiowa Indians by adding a powerful array ofweaponry to what was already anadvanced scout helicopter. Thearmed OH-58D can carry the following weapon suites: four Hellfiremissiles, four Stinger missiles, twoseven-round rocket pods, one 50-caliber machinegun, or a mixture ofany two.

The OH-58D helicopter fITst wasdeployed for action during Operation Desert Stonn and took part in awide variety of combat missions.This agile, versatile aircraft, with itscomplete day, night, and adverseweather conditions capability, extends the conventional warfightingresponse of military units equippedwith the armed OH-58D.

Bell modified Army OH-58Ds tothe armed configuration in 1987 to88. Some 15 armed OH-58D helicopters were shipped to the PersianGulf, where they were based onNavy vessels, protecting the vitalsea lanes. To date, 128 Kiowa Warriors have been delivered to the U.S.Army, including the complement allocated to the MSARNG.

The new Kiowas belong to the1st Battalion, 185th Aviation, Tupelo, Miss., which recently became the first ARNG unit in thenation to receive the most versatile, integrated armed reconnais-

sance helicopter system in production. The OH-58D officially wasreceived in the MSARNG at a ceremony in Tupelo, which drewDepartment of Defense, NationalGuard Bureau, and MSARNG leaders, together with local citizens, towitness the event. Th e unit willhave 15 Kiowa Warriors based atTupelo to train for a new wartimemission.

"National Guard Aviation is on thecutting edge of technology, and wehave high hopes for the 185th,"Major General (MG) John R.D'Araujo Jr., Director of the ArmyNational Guard, told several hundred participants at the Tupelo ceremony.

MG Dewitt T. Irby, a native Mississippian an d the U.S. Army'sProgram Executive Officer forAviation, said, "We are looking toyou soldiers to be the bridge thatgets us to future technology."

Also joining MG James H. Garner, Adjutant General of Mississippi, for the welcoming ceremony were Lieutenant GeneralWilliam H. Forster, MilitaryDeputy to the Assistant Secretaryof the Anny and a Mississippi native, and Mayor Jack Marshall.

So, the MSARNG's 1st Battalion,185th Aviation, enters a new era ofArmy aviation with a sophisticated,versatile aircraft, bearing the nameof an ancient warrior who foreverwrote hi s name and deeds intoAmerican history.

u.s. Army Aviation Digest January/February 1995 25


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Apache Force Deployment-South Carolina StyleLieutenant Colonel Mark V. RhettHeadquarters (Det 1) State Area Command andStaffSergeant Danny Brazell10Bth Public Affairs DetachmentSouth Carolina Army National Guard (SCARNG)

To paraphrase a famous AmericanCivil War general-the key to victory in combat is getting to thebattlefield the "first-est with themost-est."

The 1st Battalion, ISlst Aviation(Advanced Attack-Helicopter),SCARNG, believes the general mayhave been right. The AH64 Apacheattack helicopter unit also believesa quick response could be the keyto victory. That is why the unitplaces as much emphasis on its deployment methods and techniquesas any ARNG unit in the country.

During the past 2 years, the battalion has conducted five deployment training exercises using justabout every mode of transportationavailable: air, sea, and rail facilities.

A major reason the unit has decided deployment and loadout exercises deserve a proper amount oftraining time is that an Apache attack helicopter battalion can confront the enemy with the equivalentfirepower of an armored brigade.However a military transport airplane, such as the C-SA Galaxy, cancarry to the battlefront only one M-1 Abrams tank, while it can carrysix Apache helicopters.

Delivering the Apache to thebattlefront is quicker and less ex pen-

sive. The explosive firepower of theattack helicopter is available almostby the time the cargo ramp of theC-SA is lowered.

The ISlst began its loadout training in 1990 with a joint-deploymentexercise involving Canadian forces.Since then, the unit has conductedan extensive number of C-S loadoutexercises to rival any Apache unit.

Each of the deployment exercises,which are conducted above and beyond the members' normal individual weekend drill time, has involved one or more of the battalion'sfive companies, and has been specifically designed to introduce thebattalion's personnel to the complexities of tactical deployment.

One of the principal selling pointsof the loadout exercises for the ISlstis that the exercises can be done atits homebase at McEntire Air National Guard (ANG) Base, Eastover,S.C. For example, in July 1993, theunit prepared and loaded five AH-64 Apaches in the C-SA parked ona runway at the airbase, flew toMcDill Air Force Base, Tampa, Fla.;unloaded the equipment; took partin a livefire exercise; reloaded thenext day; and redeployed toMcEntire.

The unit did the same thing thissummer when it flew members of B

SCARNG OH-58,AH-64, and UH-60 awaiting loading on a C-5A atMcEntire ANGBase, Eastover,S.C.

and D companies to Dover, Del.;loaded the C-SA with three AH-64s, one OH-S8 Kiowa, and oneUH-60 Black Hawk; and redeployed to McEntire ANG Base.While at Dover, the unit memberstrained some full-time U.S. AirForce personnel in the loading techniques.

The fact that the unit has the capability to do this type of rapid andcost-effective deployment operation"in its own backyard" is a point it istrying to make to the Pentagon.Presently, the ISlst must move itsequipment to Fort Bragg, N.C., formobilization. This requirement maybe unnecessary, based on the effectiveness of the units deployment exercises.

Most of the deployment exercises,which can sometimes require up to2 months of planning, have involvedloading the unit's equipment on CSAs. But this year the battalion conducted an exercise in Jacksonville,Fla., where its Apaches wereonloaded to a surface cargo ship.

Such training exposes the I-IS 1stAviation to a variety of deploymentoptions. Also it helps the battaliondevelop the necessary familiarity,and working cohesion, with othermilitary and civilian loading units.

26 U.S. Army Aviation Digest Januasry/February 1995


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SCARNG AH-64being loaded on aC-5A out of Do-ver, Del.; notewooden ramps.

The ISIst's emphasis on loadout training has paid dividends. Based on the edict that practicemakes perfect, the unit can now load the equipment ofone of ts companies on a C-SA transport inabout 2 hours. Combine that fact with the unit's logistical ability to work "in its own backyard" andyou understand why the ISIst gives such credence to its motto, "Ready to Strike."


UH-60 and M882from 1/151 stSCARNG afterloading on a C-5Aat McEntire ANGBase, Eastover,S.C.

27


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The Allied Command Europe(ACE) Rapid Reaction Corps(ARRC), under the control of Headquarters, Baltic Approaches, conducted a multiphased command postexercise (CPX) during the month ofOctober 1994. The ARRC, a multinational Corps-size force, is organized to react quickly to counte r hostile forces threatening the ACE areaof responsibility. The Corps is highlymobile, equipped with extremely effective and modem weapons systems,and able to definitively effect a largeopposing force quickly and decisively. Th e ARRC was formed in1992. The exercise conducted in October was its first opportunity to worktogether as aunit.

ARNG AVIATION SUPPORTS NATO CPXMajor James Mulvehi ll

8-1, 419th Aviation Group (ATK)Florida Army National Guard (FLARNG)

ARRC's ability to alert and deploydesignated ARRC forces (divisionlevel) into a concentration area. Onthis particular exercise, the area ofoperations was situated in NorthernGennany, just below the country ofDenmark. The drill tested the abi

army aviation digest - jan 1995

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