army aviation digest - jul 1971

8/12/2019 Army Aviation Digest - Jul 1971

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UNITED

OF ARMY AVIATION ACSFOROF THE ARMY

William J . Maddox Jr. U . S. ARMY AVIATION SCHOOLAllen M . Burdett Jr .

COMDT, U. S. ARMY AVIATION SCHOOLHubert S. Campbell Jr .STAFF

K. Tierney, EditorEdward A. Bickel

GreeneJohn H . Zwarensteyn

Mike LopezMike Sheley

H . SmithMcGowan

R. HarpS. Wallace

ARTS SUPPORTHarry A . PickelDorothy L. CrowleyAngela A. Akin

U . S. ARMY BOARD FOR AVIATIONRESEARCH

COL Eugene B. ConradAND GRAPHICS DIV

ierce L. Wiggin, ChiefE. Carter

MabiusR. ThompsonW . Windham

Cover art byF. Jorda n,Guard Bu u

T S ARMY AVIATION

29

1GESJJULY 1971 VOLUME 17 NUMBER 7The One Army TeamArmy Reserve AviationCharlie and Danny's Write-InInstrument CornerOur Backbone Of Defense-

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Reserve Component Aviation 10First Plateau 12The Armed Helicopter Story-Part I: The Origins 14Maintenance Matters 18Build A Career With U. S. Army Reserve Aviation 20The Air Medical Evacuation System Concept 22Aeromedic-Army Aviation Medicine and

The Flight Surgeon 26The ARNG Aviation Story 29Two Midairs: Enough To Last A Lifetime 32NG Choppers Support World Cup Ski Competitions 34The Girls 36Collateral Investigations Of Army Aircraft Accidents 38Pearl's Personal Equipment And

Rescue/Survival Lowdown 41Statistically Speaking 46Take Off The Ring-Not The Finger 49What Can We Do About

Maintenance-Caused Mishaps 58U SAASO Sez 64Annual Writing AwardsI Am Your Worst Enemy Inside BackBack Cover

. . . . . . . , . . . . . . . . . . . of the c : -ncr- t .. . . . . . , . , . . . . . . . . . .. he , . , or the U. s. ,. ,. . . . . . . . . . . . . . . . .., ie . . . . . . . . . . creellt . . . . . to tile

..... _ . . . . . . Ie outhorind to. 1eI1_. U. S 1-. .. the , . , . 1 0cfeIMt0 1970............... . . . ile . . . . . . . . . . . . . . . . . . . . . . . . . _ ovII1McI III 310.1. C ..... DA r-eo, I PuWiaaIIaIII c:.... _ ............... ....._. MtJ. 21220. For ony . . . .1 '0 DA ...... Uu pi d t DA ...... 12-4. Other NatJ.oI.... dhIrlllwlloa or ....... ... .-a ...... of tile DIGEST. pold IUbleriP -. 0....... .... .. . .JO _ . _ _ ow. froa tile .... .........o.-ts. U. s. aov.m-t Pri 0IIIce. Waeh


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T o d a y ~ :ond in the future, the act ive Army alone cannot p r o v i d ~ :the Army's share o f a balanced mi l i tary force that wil l ensure.our nation's survival. Mr. Melvin R. Laird, Secretary of Defense,

: ~ ~ c : k n o w l e d g e d this lack of capab i l i ty of the act ive services whenhe made the fo l lowing statement: "Guard and Reserve units andindividuals of the Selected Reserves wil l be prepared to be the init ia l and pr imary source for augmentat ion of the act ive forces inany future emergency requir ing a rap id and substant ial expansionof the act ive forces." This role of the Army Reserve Componentstakes two forms: to fi l l the ranks o f act ive Army units by the addi -t ion o f t rained individuals, and to provide addi t ional combat ,combat support and combat service support units to augment act ive Army forces.

One o f the most impor tant aspects o f this augmentat ion is in thef ie ld o f Army aviat ion. Force balance and TOE standardizat ionbetween the act ive structure and Reserve Components is now anobtainable goal. As a result of this balance and standardizat ion,and to some degree cost, a signi f icant part o f the Army's avia t ioncapabi l i ty will be mainta ined in the Reserve Components. Theseaviat ion elements are an integral part of the tota l Army requirements for future contingencies, therefore, Reserve Component av iat ion must have the same operat ional readiness as act ive Armyaviat ion. Each o f us, whether act ive Army, Nat ional Guard or ArmyReserve, has a par t to play in the achievement o f this degree o freadiness. The chal lenge is great, but with team effort from al l i tcan be met.

l i eu tenant General W . R. PeersChief, Office o f Reserve ComponentsHQ, Depar tment o f the Army

H ONE RMY TE M.:s ,_ ....E WAR in the Re-

~ J l i : . : b . " ~ l i C ofO,e(tilftg::';l'Jif)Wn, some

will be 111 8 d . ~ ; $ ,armed forces of"States. One change .reduction in the sizeactive Army. Another . chantwill be an increase in the cQm-bat capability of the Army sReserve Com ponents-theArmy National Guard (ARNG)and the Army Reserve (USAR).

The active Army is'd r 0 p pin g in s t r engstructure fo)m;.;the 1men and 1 9 , : ~ 4 1 l s i o n s i t f1. f.flfl:196869 A ~ : : ~ ; : c u r r e n tindicate t h . f ~ h e Armyhave f e w e r . ~ : Army soidiers overs. : ; ~ : l h , : ; t h e future.Because o f ~ t ; h e s e . factors agreater degre e of reliance willbe plact d on the ReserveCom ponents. Every effort isnow being made to step up


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training of Reserve Componentunits and to improve theircapability to respond to newcontingency missions.EquipmentA key factor in improved

readiness is training equipment. In the past there havebeen shortages of equipmentavailable to the Reserve Components. Some units have nothad enough equipment to initiate training, let alone obtainthe desired level of readiness.At today's prices it would takeabout 4 bil l ion worth ofequipment to properly train allReserve Component units.Currently, there is about 2Y2billion in equipment onhand.To further darken the picture,1 billion of this is contingency and training equipmentwhich is not satisfactory foruse in combat; therefore, itwould take about 2 to 21;2billion to provide enough deployable equipment to theReserve Components just togive them the capability ofconducting meaningful training.

Although this dismal situation has existed for a numberof years, relief is now in sight.With the slowdown in the warsome of the equipment thatwas going to Vietnam can nowbe issued to the Reserve Components. For example, in 1970Reserve Component units wereissued 300 million worth ofequipment. This is more thandouble the amount received inany recent year. When finaltotals are counted it appearsthat more than 600 millionworth will have been receivedduring 1971. In 1972 and beyond the quantity of equipment provided to the ReserveComponents should be evengreater.Airmobile CapabilityIt is most desirable to have

an Army with as complete anairmobile capability as possiblewithin the constraints of budget and manpower resourcesavailable. Consequently, inJuly 1970 General William C.Westmoreland, Army Chief ofStaff, approved a ReserveComponents plan that will result in one-third of the Army'sairmobile capability being inthe Army National Guard andthe Army Reserve.

AircraftIn July 1970 the ReserveComponents had about 900old, obsolete aircraft. In manycases the aircraft were olderthan the pilots flying them.Additionally, there were manyfixed wing substitutes for rotary wing aircraft. In the lastyear the situation has beengreatly improved. A number ofCH-34s, OH-13s, OH-23s, UH-1s, CH-54s, CH-47s and OV-1shave been issued and more areon the way.

StructureAt this time the NationalGuard and the Army Reserveare converting to G/H seriesTOEs and concurrently adopting a new aviation structure.By the end of 1971 it is expected that the Reserve Components will have 2 CH-54Flying Crane companies, 6 CH-47 Chinook companies and 16 .assault helicopter companies-5 of the assault companies willbe in infantry divisions and therest will be separate. In addition to these 24 companies,there will be a wide variety ofother aviation elements including air ambulance companiesand medical evacuation detachments. All told, it is expected that there will be over2,300 aircraft authorized inReserve Component units.Aviation PersonnelTo fly these aircraft Reserveunits will need over 4,000 avia-

tors; there are now about3,000 aviators in the units.Since flight training is expensive-it takes about 50,000to train an aviator-the Reserve Components are recruiting Army aviators who arebeing released from activeduty. This source of aviatorsreduces strain on the budgetand provides pilots who, forthe most part, are combat veterans.As a part of the recruitingprogram, a team of three officers visited most of the majorinstallations within the Continental United States during1970 to explain the NationalGuard and Reserve aviationprograms to active Army aviators nearing release. The teamspoke to 800 aviators whowere scheduled for releasefrom active duty. Of this group6 said they would not join, 350said they were definitely goingto join and the rest said theywere interested. During 1970and through March of this year750 Army aviators joined theReserve Components aftertheir release from active duty.Many units are already filled,however, some still have vacancies for qualified aviators.Obviously aviators are onlypart of the story. Rapid improvement in readiness is alsodirectly dependent on enlistedaviation personnel, therefore,the same degree of emphasisis being given to enlistment ofexperienced enlisted men. Initial indications are that thisportion of the recruiting program will also be very successful.

One ArmyThe Reserve Componentshave come a long way in thepast couple of years, but stillhave a long way to go toachieve the degree of readiness required. However, withU S ARMY AVIATION DIGEST


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THE KEYTO YOUR FUTURE


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Major General J. Milnor RobertsChief rmy ReserveDepartment of the rmy

EfficiencY . . . austerity olar-theSe words signifythe neW Army era. The phasedown of the acti e Army isplacing greater emphasis on Army Reser e units to proIde necessary support in a wide range of missions.Army Reser e a iation has accepted this increased reosponslbility and is mo lng rapidly forWard to de elop programs of high professional character. This is all part ofthe Army s attempt to do more with lesS. It representsa significant opportunitY for prior ser lce a iators to continue their I\.rmy careers while the Army also benefitsfrom its huge training in estment. The entire programis designed to pro ide a future one I\.fmy Team

A RMY AVIAnO In the \1.S. ArmY Reserve Is currentlYundergoing a metatUorphoslS 01significant nature. After years 01operating ...tth antiquated equiPtUent ..,vere shortages 01 aviatorsand a strUcture that was not Inaccord with that 01 the activeArmy. the Army Reserve aviationpror.r&tU Is etUerging to an era 01tUOdern equlptUent adequatenutUbers of trained aviators and astructure which Is In keeping wltb

tlte latest ArmY avlat\OD organl ..tional concepts and doctrine\1ntil recently tlte Army Re-


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TH K YT YOUR FUTUR

erve was authorized aviationas ets in 123 units with approximately half in the form of aviation sections, detachments orstaffs organic to nonaviationunits such as training divisions ,U. S. Army Reserve command ,artilIery group and other miscellaneous battalion and companyize units. The other half of thevi t ion sse ts were inpure aviation unit : one headquarters and head

quarter company , aviation battalion ,

th ree br igade vi t ioncompanies ,

two corps aviation companies,

two escort aviation companies,

one s s u l t v i t i oncompany, one air ambulance company

and one air traffic control company.This structure is now in the

process of being revised and6

unit are being converted to theG&H series TOE. Much of

the change with regard to thepure aviation units i underway ;the remainder wilI be completedby the end of the fiscal year1972.

Approximately half of theaviation assets will tilI be nnonaviation unit , the same asbefore ; however , the number ofsuch units wilI be increased from

2 to more than 130. A fewunits that now have aviationelements will lose them. Otherunit that do not now have aviation wilI gain aircraft or aviatorsor both.

The pure aviation structurewilI consist of three as ault heli-copter companies , three assaultupport helicopter companies ,three helicopter ambulance detachments and one air trafficcontrol company . In addition ,the brigade aviation companieswilI be lost and the three ArmyReserve brigades wilI gain aviation ections as part of brigade

headquarters and headquarterscompany.

Modernization of the Reserveaircraft fleet has been started.Until last year the fleet was lim-ited to 23 aircraft-O-l s , U-6s ,a YU-9, OH-13s and OH-23s , allof them old, weary and besetwith maintenance difficultie . InOctober of 1970 the infusion ofnewer types and models of aircraft was initiated with i ue ofthree UH-l s to the 157th Brigade Aviation Company. Inputof new aircraft will continue until the end of FY 1973 when thefleet wilI be enlarged to approximately 400 UH-ls , CH-47 andLOHs. Some of the older models such as the U-lO and U-6will remain with the Army Re serve for a few more years , butIt hoped that they too will bereplaced at some point in thenot-too-distant future.

As the Re erve converts tothe new structure , the area or ganizational maintenance shop(AOMS) sys tem will be ex-

U. S. ARMY AVIATION DIGEST


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panded and organic direct support maintenance capability willbe added. This will assure theReserve of the capability to keepthe increased numbers of aircraft in a state of operationalreadiness.The Army Reserve aircraftmaintenance plan envisions atotal of 33 AOMS, which represents a substantial gain from thepresent 18. This will requireapproximately 500 full time technicians compared to the present81. These technicians will be ina dual status, filling an ArmyReserve aircraft maintenanceposition in a TOE/TDA unit andalso working fulltime as a technician.Plans are also being made toutilize aviation unit maintenancepersonnel in the AOMS systemduring regular unit assembly per iods, thus providing valuabletraining to these personnel andat the same time some maintenance assistance to the AOMS.In addition, AOMS will be usedas training vehicles for aircraftmaintenance companies.

Although it is planned thatmost of the direct support aircraft maintenance will be accomplished in Army Reserve unitsand facilities, active Army activities will continue to providegeneral support and depot aircraft maintenance.

As the Reserve aviation structure is revised, so also is theaviator authorization. Under theprevious structure 744 aviatorswere authorized in Army Reserve TOE/TDA units. To accommodate aviators who wererotated to nonaviation assignments for career developmentand limited numbers of Individual Ready Reserve aviators, amaximum of 372 additional aviators could be retained on flightstatus. As of this writing 831aviators are authorized in ArmyReserve TOE/TDA units with aJULY 97

final authorization of 875 projected when structure changesare complete. With the additional authorization for flight status for aviators in nonaviationpositions, and those in the Individual Ready Reserve, the ArmyReserve aviation program of thenear future will accommodate1,313 aviators on flight status.A viator shortages that haveplagued the Reserve over thepast decade are being eliminated. This is being accompl ished by recrui t ing priorservice aviators and by recruiting personnel for initial entrytraining. Personal and letter contact is constantly being madewith aviators recently releasedfrom active duty to interest themin keeping active in aviation byjoining an Army Reserve unit.This allows the prior serviceaviator to continue his careerwith Army aviation while, at thesame time, the Army is benefiting from its training investment.

Additional incentive for recruiting aviators was provided inNovember of last year when 24additional paid flight training periods were authorized for ArmyReserve avia tors and crewmembers assigned to TOE/TDApositions. This authorization alsoprovided for increased individualproficiency as well as the capability for more unit training.

The results of these recruitingefforts have been gratifying. On5 March 1971 the Army Re

serve had 711 aviators on flightstatus or assigned with flight status orders pending.

It is fully expected that by theend of this year with continuedrecruiting the Army Reserve willachieve the objective of fullaviator strength in TOE/TDAunit aviation positions.

This new posture will increasethe efficiency of training andsupport operations involvingArmy aviation. In the past the

capability to conduct unit aviation training and to support fieldexercises of aviation and nonaviation troop program units wasseverely limited by the lack ofaircraft and the fact that thoseon hand were not suitable forsuch exercises. The Reserve willnow be able to participate muchmore fully in this type of jointtraining since the equipment andpersonnel will be available tosupport it. This will have a tremendous impact upon the morale and readiness of both Reserve aviators and the ArmyReserve as a whole.

Another development closelyrelated to this can also be foreseen. The Army Reserve aviation program will playa growingrole in mutual support operations with the active Army andother components. Reserve aviation units will be capable of furnishing support to the activeArmy to include training exercises, large scale maneu vers and awide range of missions to satisfytransport, air delivery, courierand other day-to-day aviationrequirements.

The Army Reserve is movingahead rapidly into a full-fledgedmodern aviation program. It willbe a program of high professional character which will en a b l e a c h i e v em e n t a n dmaintenance of the higheststandards of operational readiness. Army aviation units willplay a key role in the Army'sability to do more with less asit strives to meet its commitments in an austere budget situat i o n The a c t i v e Armyphasedown, while releasingequipment and aviators to theReserve, will also bring with itincreased responsibil i t ies toachieve and maintain a readinessposture required not only formobilization but also in day-today service on the One ArmyTeam.


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Chorlie ond f onnys Write-InD

ear Danny: We have beendiscussing power limita

tions on the TH-13. Chapter 7 ofthe dash 10 has us confused.Would you set us straight?

CW2 JugDanny 's answer: Glad to. Achange to chapter 7, paragraph7-12 of TM 55-1520-226-10 is inthe mill but you need not wait touse this information. Takeoffpower is limited to a 5-minuteduration at 270 horsepower witha maximum continuous power of220 hp 26.7 inches Hg MAP sealevel to 20,000 feet . For example,you may use 270 hp for 5 minutes. f at the end of that timeyou still require the use of powerabove 220 hp, you must reduce to

220 hp momentar i ly- then youmay increase power up to 270 hpfor another 5 minutes. There isno limit as to how many timesyou may do this bu t -do not exceed oil or cylinder temperaturelimits at any time. To avoid confusion, paragraph 7-12b on page7-4 of the dash 10 will be deletedon the change.Dear Danny : Recently while reviewi ng weight and balance procedures on the U-21A I cameacross this stopper which iscausing me some concern. Referto TM 55-1510-209-10/1 , chapter12 , section IV , page 12-10. Whatis the significance of the stainstepped lines starting at 7,400pound s , listing percent of MAC

INSTRUMENT ORNER

ARE WE ALL speaking the same language? What do the following words mean to you while flying IFR?Cruise a word used instead of the word maintain in anATC clearance to indicate to a pilot that climb to and descentfrom the assigned altitude may be made at his discretion, and

is authorization for the pilot to proceed to and make an approach at the destination airport. Reference DOD FLIP, section I, page 1-13, dated 1 Sep 70.

Radar contact-the term air traffic controllers use toindicate tha't an aircraft is identified on the radar display andthat radar service can be provided until radar identification islost or radar service is terminated, and that when the aircraftis informed of radar contact i t automatically discontinuesreporting over compulsory reporting points. Reference DODFLIP, section I, page 1-16, dated 1 Sep 70.

Straight in approach an instrument approach whereinfinal approach is begun without first having executed a procedure turn. Reference DOD FLIP, section I, page 1-16, dated 1Sep 70.

Have any questions for the Instrument Corner? Send them to Editor, U. S. ARMY AVIATION DIGEST; ATTN: InstrumentCorner; Department of NRI; U. S. Army Aviation School; FortRucker, Alabama 36360.

and moment? I have been toldby others that this is a precautionary area and moments fallingwithin these parameters shouldbe used only in an emergency .What do you say?

CPT M.M.C.Danny's answer: Good questionM.M.C. and here's what we say.The forward CG limit is 12.3percent MAC for all weights below 7,400 pounds then tapers to23.2 pe rc e n t MAC a t 9 6 5 0pounds. The aircraft CG limitsfor all weights is 32.5 percentMAC, therefore, any total mo ments falling within the stainstepped lines you refer to arewithin the CG limits and can beused safely. f a flight is startedwith the percent MAC fallingbetween these lines may we suggest checking the landing CG limits very closely, especially duringa low fuel load condition.

Dear Danny: While thumbingthrough the U 1 A Pilot's Handbook, TM 55-1510-205-10, I noticed the manual has it downthat the cylinder head temperature gauge thermocouple is located under the rear spark plugof number 1 cylinder. But in myTM 55-1510-205-20 it says thethermocouple is on the rear ofnumber 2 cylinder. I think thedash lOis incorrect and shouldbe corrected.

SSG V. R .Danny's answer: You are correctSarg, the dash 10 is in error. Thethermocouple should be locatedunder the rear spark plug ofnumber 2 cylinder when theP W engine R1340-59 or 61 isins ta l led on t he U-IA. Thisconnection should appear in

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Change 1 when published.Dear Danny: In researching theAH-IG operator s manual I findthat the pilot s reflex sight iscalled the XM-73, but I can tfind the nomenclature for thesight at the gunner s sighting station. Can you help me?

CPT G. A. H.Danny s answer: According to U.S. Army Weapons Command,Frankford Arsenal, Philadelphia,Pa., the correct nomenclature for

that station is: sighting station,aircraft turret XM-2S. We ll seethat the dash 10 reflects this information in the future.Dear Danny: Please clarify howto read the L 1 takeoff and landing chart, figure 14-3A page 14-4A TM 1510-202-10. It shows amaximum headwind of 20 knotsand a maximum of 24 knots fora 35-degree crosswind both arewithin the recommended area onthe chart. This does not seem tobe valid inasmuch that you could

take off and land with a highercrosswind than headwind.

CPT R.G.D.Danny s answer: Right you are,Captain, the chart you refer todoes indicate that you could takeoff or land with a stronger crosswind from 35 degrees than wouldbe permissible with a direct headwind. A publication change request has been submitted toUSAA VSCOM to correct thiserror and the new chart shouldlook something like this.


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Our Backbone of DefenseRESERVE OMPONENT AVIATION

GETTING OUT SOON? fcomm erc i l v i t i ondoesn't appeal to you or won'tfit in with your future plans,don't hang up your wings without thinking about this. Thesame joys of flying plus someextra money may be yours ifyou sign with a National Guardor Reserve unit. t may be thatyou have already considered thisas a possible course of actionbut discarded it for various reasons. As a gunship pilot thethought of an OH-13T might nothave coincided with your idea ofgood flying, or if you were crewchief on a Chinook, you mightnot have been enthralled withthe mental picture of bouncingaround the skies in a CH-37. Butyour past impressions are rapidly losing validity.

t is true that in recent yearsReserve Components have hadto operate with a small numberof obsolete aircraft and the resulting low personnel fill. f thisis all you've heard, it's no wonder that the picture of Reserveor National Guard units appearsto be something less than bright.But a change is in the making.No longer will these units haveto labor under such handicaps.Reserve Component aviation isnow on the upward swing withan indepth modernization program.

Within the past year issueshave included the OV -I Mohawk, UH-I Huey, CH-47 Chinook and CH-54 Tarhe. Also, alarge number of CH-34 helicopters have been added to the inventory; however, these willprobably be phased out as addi-1

ajor Gerald E Lethcoe Jrtional Hueys are issued. Futureissues wiJ] include more of thepreviously mentioned aircraftplus U-8 airplanes, gunships andOH-6/0H-58 helicopters, culminating in issue of full TOE authorizations within the next 2Y2years. As a result of the issue ofthese aircraft to over 280 unitsauthorized aircraft, every statein the nation will have someReserve Component aircraftwithin it.

The issue of first line aircraftand the need for an unusuallyhigh degree of readiness in aviation units prompted the initiationof a special Reserve Componentaviation recruiting program inMarch 1970. This program isgeared to encouraging aviationpersonnel leaving active duty toaffiliate with a Guard or Reserveunit. This was not an attempt bythe Reserve Components to lurethe active Army aviator, but tourge him to seriously considerthe benefits of Reserve Component aviation duty and his cont inued contr ibut ions to thedefense of the nation upon separation.

Benefits to the individual areboth immediate and long rangein nature. Benefits realized immediately would not only provide supplementary monthlyincome but also enable continued association with Army aviation while pursuing a civiliancareer. There are many variablesinvolved when computing pay,but in general a married captainwho is rated and has over 4years active service can supplement his income about 2,800annually.

Long range benefits includecontinued promotions and a sizable retirement income. A CW3with 22 years of active and Reserve Component duty couldreceive over 200 per month after age 60. An E-8 with 26 yearsof active and Reserve Component duty could also receiveapproximately 200 per monthafter age 60, depending on retirement points earned.Now if the mental picture haschanged and you would like toknow more about the ReserveComponents, follow these guidelines.

You may apply for a positionin either a unit of the Army National Guard or of the ArmyReserve. Here's how and when:Before being released fromactive duty, contact the ReserveComponent aviation recrUItIngprogram project officer at yourlocation. He will normally be anaviator himself. His office willprobably be with either the G-Ior the Director of Personnel andCommunity Affairs. After theinterview you should begin tocompile your records and initiatea request for assignment to aReserve Component unit. Yourpersonnel section should be ableto assist with the administrativedetails. To expedite matters, ifyou are planning to join a Guardunit forward a copy of DA Form23-76 (Notification to the StateAdjutant General of ReleaseFrom Active Duty) to the Adjutant General of the state inwhich the selected unit is located. t would be advisable tomake a true copy of DA Form23-76 and maintain this with



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Don t Hang em UpNational Guard and Reserve units offerexciting, new aviation opportunities

your personal 201 file. You alsowill need a current Class II flightphysical, DD Form 214 (ArmedForces of the U . S. Report ofTransfer or Discharge) and acopy of your original rating or -der along with your flight rec-ords.

f the only questions thatlinger in your mind are Whereare the units located? and Willit be as simple and convenient as itsounds? write to the Editor, u.S. ARMY AVIATION DIGEST. FortRucker Alabama 36360. He willforward to you a i t of ArmyReserve and National Guardaviation units in your state,along with a list of their author-ized equ ipment and slo tsInterested? Do it write now . . .e:.JULY 1971


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t training is only the first step in becomingIn aviator with a National Guard unit. Manytedious but rewarding hours of work lie aheadfor professionalism pervades a period of training to polish those newly acquired techniques

AVING COMPLETED thein i t ial phases of Armyflight training, the newly designated Army National Guardaviator is, of course, justifiablyproud of his considerable accomplishment. He is confidentof his ability to handle any of

/the myriad maneuvers andmissions he encountered inthe 9-month training period hehas just completed.

Now for the question of whatawaits our new aviator in hisfirst assignment in a NationalGuard aviation unit. If the situation he is confronted with issimilar to that in Delaware, he

finds himself on a facility suchas Greater Wilmington Airportwhich handles no less than600 general, commercial andmilitary flights daily, ranging intype from a civilian student sfirst solo to a DC-8 shootingILS approaches.Since our aviator will nolonger be flying under the control of a mil i tary tower, heneed now be concerned withthe civilian tower facility andthe flight service stations inthe local f lying area. In allprobability he will also be transitioned into an aircraf t inwhich he has no flying time.


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If all of this is not enough tooccupy the hours of his firstweekend drill, there are alwaysthe National Guard regulationsgoverning aviat ion and localpolicies to be learned.

In anticipation of the arrivalof newly designated aviators,the National Guard aviat ionsupport faci l i ty commanderhas prepared a well-organizedtransition training program utilizing additional flying trainingperiods and equivalent trainingfor unit assemblies conductedin the previous 60 days

The program must be flexible enough to be implementedin such a way as to permit theaviator to return to his civilianoccupation as quickly as possible.I n the in i t ial briefing thetrain ing syllabus is outl inedalong with a description of themission of the aviation supportfaci l i t ies. Throughout thetraining period a safety f irstpolicy is repeatedly stressed.After a get-acquainted flight,the new aviator embarks on astudy program adequate inlength to familiarize him withappropriate Army NationalGuard and FAA regulations, aswell as local flying policies. Atall times during this study period experienced members of

the Stlpport facility are available for questioning or generaldiscussion. After familiarization with the regulations hasbeen accompl ished, f l ightplanning is expla ined andpracticed in conjunction withsectionals and descriptions ofthe local flying area

Of course, maintenance isan important part of any flyingprogram and in this area sev-eral hours are devoted to acquaint ing the aviator withmaintenance personnel andprocedures to preclude thepossibil i ty of any misunderstandings that could otherwisearise. During this phase discussion of the maintenancel ibrary and technical manualsis helpful preparation for acomprehensive operator'smanual examination which isadministered at some t imeprior to the completion of thetraining program.

To take advantage of thefirst weather day a tour of theairport, including the controltower and weather reportingfacilities, was arranged. Whileon this tour the new aviatormeets the people upon whomhe will rely for many vital ser-vices

During all of these phasesthere are flight training peri-

ods, or perhaps they couldmore accurately be describedas fl ight evaluation rides. Eachman e u ve r tau g h t n fl i g h tschool is demonstrated to aninstructor pi lot (lP), who inturn makes suggestions toimprove the technique of thenew aviator. In total the flightportion of the transition training covers 25 hours, at least12 of which is with the IP.Dual time may be extended bythe IP or upon request fromthe new aviator who may wishto improve his skills or learnnew maneuvers. The checkride, which is a prerequisite tothe aviator being cleared foroperational flights, may extendover several flying periods oreven several weeks Each flightmaneuver is formally gradedby the IP.In addit ion to the formalt raining periods provided,much can be learned from themore experienced aviators whohave come into the Delawareu nit f rom the active Army,Navy, Air Force and MarineCorps

General ly the new aviatorsoon learns he has not finishedhis aviation education, butwith graduation from f l ightschool has just reached thefirst plateau. . J l . t j l


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The Armed elicopter StoryPart I The Origins

Lieutenant olonel harles O riminger


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The Army planned for arming Sikorsky s R-5s in theearly 1940s with a 20 millimeter gun in the nose

Interest in arming helicopters began as early as 1940with Sikorsky's development ofthe R-5 helicopter. In 1942 theU. S. Army studied the designof a 20 millimeter cannon installation in the nose of the R5, but th is program wasdropped with the creation of aseparate U. S. Air Force in1947. The British purchasedSikorsky's R-5s in 1942 withthe idea of equipping themwith radar and depth chargesand placing them aboard merchant vessels to provide protection from submarines. TheGermans also considered theuse of helicopters as convoyprotectors and deployed KL-281s, the Flettner synchrocopter, with convoys. The U. S.Navy made an evaluation ofthe helicopter as a weaponsplatform in 1945 to drop torpedoes and depth charges, butthe project was abandoned atthe end of the war. In 1950the U. S. Army and Bell Helicopter Company experimentedwith mounting a bazooka on anOH-13 helicopter and the U. S.Marine Corps conducted testsusing the helicopter as a weapons platform around 1951.However, on the whole therewas not a great deal of highlevel support avai lab le toarmed helicopter advocates.

The first armed helicopter incombat was probably devisedduring the Korean War whenthe helicopter received i tsbaptism of fire in the early1950s. Aviators are known tohave fired their weapons fromULY 1971

the open doors of helicopters.These were not the first at tempts to arm helicopters, butthey reflect the spirit behindthe armed helicopter's evolution.

The Army's need for a suppre s s i v e fi r e s y s t e m f rhelicopters became apparentwhen it deployed UH-19s inKorea in 1952. Interest wanedsomewhat with the end of thewar, but their potential remained in the minds of many.In 1953 the 24th InfantryDivision in Japan experimentedwith a m keshi f t grenadelauncher mounted on an OH-13. At about the same timethe French found a need inAlgeria to exper iment wi thmachine guns mounted in thedoors of helicopters. In theUnited States the Ball ist icsResearch Laboratory, Aberdeen Proving Ground, Md.,equipped a YH-32A withlauncher tubes for 2-inch rockets. The project, known asSally Rand, was designed to

determine the potential of astripped-down helicopter in an

armed role. Tests were conducted using 5-foot tubeswhich produced a dispersionfrom 8 to 14 mils, and thenwith 10-foot tubes which resulted in a 4 to 8 mils dispersion. This helicopter neverbecame part of the Army'sinventory.A sky cavalry experimentwas inc luded in Exerc iseSagebrush in 1955. The af

teraction report was written bynonaviation evaluators andturned out to be unfavorable.Thus, the armed hel icopterreceived a setback. Discouraged by these events BrigadierGeneral Carl I Hutton, commandant of the U. S. ArmyAviation School at Ft. Rucker,Ala., and a believer in the future of the armed helicopters,took the matter into his ownhands and st r ted exper i ments.

Thus, the real developmentof helicopter armament systems had its beginning in 1956at Ft. Rucker. In June GENHutton asked Colonel Jay D.Vanderpool to take on a spe-

15


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cial project. This special pro-ject was the fabrication andtesting of weapons systems tobe used on Army helicopters.COL Vanderpool was assignedto and later became Directorof the Combat DevelopmentsOffice which was attached tothe aviation school. (This organization later was to becomethe U. S Army Combat Devel opments Command AviationAgency.)

GEN Hutton, who many con sider to be the father of thearmed helicopter, began thehelicopter armament experi-ments without the approval ofhis superiors for a fear, basedon previous experience, thatthe project would not be ap-proved . He foresaw the use ofthe helicopter as a means toincrease the mobility of theground soldier and the needfor the helicopter to have aground fire suppression capa-bility during airmobile as-saults. He felt if the enemycould be made to keep hishead down, his fire would notbe nearly so strong and accu rate as when the helicoptercould not return the fire. He16

L eft: Bell Helicopter andthe Army experimentedwith mounting a bazooka on anOH-13 Sioux in 1950. Below:The 24th Infantry Division experimented with this makeshiftgrenade launcher on an OH-13in Japan in 1953. Right: Project Sally Rand equippedthis Hiller YH -32A with launchertubes for 2-inch rockets todetermine the potential of astripped down armed helicopter


19/58

envisioned helicopters designed strictly as weapons sys-tems.

GEN Hutton, now deceased,commanded the aviat ionschool from June 1954 untilJune 1957 when he departedfor an assignment in Europe.There he became involved withthe development of the armedhelicopter for Seventh Army.He was followed as commandant of the aviation school byMajor General Bogardus S.Cairns from June 1957 to De-cember 1958, and by MajorGeneral Ernest F. Easterbrookf rom June 1959 to March1961. Both of these generalscontinued to energetically pursue the work GEN Hutton hadstarted, following it through tothe successfu I development ofhelicopter systems.COL Vanderpool, now ret ired, wasn't an aviator buthad formed previous ideasabout arming helicopters inWorld War \ and Korea. Heaccepted GEN Hutton's challenge with much enthusiasmand began work immediately.COL Vanderpool started withweapons left over from the ill-

ULY 97

fated projects Able Busterand Baker Buster whichevaluated armed l ight aircraftas tank killers. The men hegathered were dedicated, ingenious and imaginative experimentors. Hampered by thelack of funds, facilities andeven official encouragement,they developed the prototypesfor a new family of weaponsand established doctrine forthe i r employment . The i rachievements were t ruly re matkable considering theydeveloped these systems without formal research and develo p m e n t or e v a l u a t i o nassistance. GEN Hutton's enthusiasm was demonstrated byhis weekend and evening presence at armament work andtest sessions.

In January 1956 GEN Hutton's chance came to get hisfoot in the U. S. Army Continental Army Command's (USC O N A R C c o m m a n d i n ggeneral 's door. USCONARCpublished Training Memorandum Number 13, dated 4 June1956. Th is memorandumemphasized the need for newconcepts in mobility and flexi-

ble organization, and taskedcommanders with conductingexper imenta t ion in theseareas. GEN Hutton wrote a letter to General W. G. Wyman,commanding general, USCONARC on 27 June 1959 statingthat his solution to the mobility problem was to put theground soldier into aerial vehicles.GEN Hut ton also recommended tha t indust ry betasked with the developmentof a fighting aerial vehicle. Inthe same letter he asked forpermission to experiment withexisting helicopters organizedinto tactical formations in order to run problems similar tothe ones outlined in TrainingMemorandum Number 13.

In a letter of 13 July 1956GEN Wyman approved therequest and asked tha t abroad pia n be coord inated withthe U. S. Army Infantry Schoolat Ft. Benning, Ga. and besubmitted to him. It was withthis spark of encouragementthat the forging of the U. S.Army's current airmobile unitsbegan. (Next month-Par t IIVanderpool's Fools )

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Prevention Of Contamination: Donot use tape to seal fuel or oilopenings. Some tape adhesive issoluble in fuel or oil and canreadily cause contamination ofthe fuel or oil. (Reference: TM55-1520-218-20, change 5, sectionII, paragraph 5-24)ARC-54 Transmitter: In Vietnamwe experienced many difficultieswith our ARC-54 transmittersbecoming inoperative. We foundthat the cause of this was moisture getting into them overnight.Solution was to let the radiowarm up for several minutesbefore transmitting.FOD Again Turbine engine FODis a nasty word with most maintenance and crew personnel.Sometimes it is a subject thathas been overplayed and sometimes we are just plain tired ofhearing about FOD.

In most cases FOD is an unnecessary waste of many man-

aln enanceS KEEP YOUR

EYES OPEN FORALL TH T DOESNOT BELONG

Difficulty breathing

hours. Many aviation companiesfail to maintain a high standardof aircraft availability because ofFOD. Worst of all is the injuriesand death to crew members because of power loss or enginefailure caused by FOD.

With the large turnover ofmen, both aviators and maintenance personnel, it behooves allcareer personnel to continuallyeducate newly assigned personnel and establish control measures to reduce and eliminateFOD.

During a periodic inspectionturbine engines are inspected forFOD; if FOD is present the engine is repaired or replaced. Theproblem normally occurs duringthe 100-hour period while theaircraft is being flown betweenperiodic inspections. The pilot,using the applicable dash 1 operator s manual to preflight hisaircraft, receives little or no

guidance on how to detect FOD.Usually the only check he performs is to ensure that the engine air intake is clean and freefrom obstruction. While the aircraft is on the ground is the timeto determine if FOD is present;don t wait until during flightwhen it can show up throughloss of power or an engine failure.

Wise commanders and maintenance officers who want theirunits to be the best will neverachieve their goals without establishing standard operatingprocedures to detect and eliminate FOD. The key to preventing engine FOD is the informedaircraft commander and crewchief because of their daily contact with the aircraft.

How many death certificatesfrom aircraft accidents in justthe past few years should haveindicated cause of death FOD?



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Would y u believe

Read That TM ThoroughlyWhen performing maintenancealways check for CAUTION andWARNING blocks in the TMyou are using. Remember , sometimes these important blocks arelocated at the end of the section.By knowing what is in theseblocks can help prevent accidental damage to the item or partbeing worked on.Troubleshooting The AircraftD.C. Generator Circuit A problem which usually causes a greatdeal of colorful adjectives andunnecessary changing of components is failure of the D.C. generator circuit. The mind of themaintenance technician and thedrain on the supply system canusually be eased by the following simple check at the mysterious gadget known as the reversecurrent relay (RCR):

On a properly functioning

JULY 97

rs

generator system all terminals onthe RCR will indicate 28 voltswhen tested.f 2 to 4 volts are indicatedat the Gen terminal of theRCR , the problem is in the shuntfield circuit. This circuit beginsat the Gen terminal , passesthrough the voltage regulatorand re-enters the generator onterminal A.

f zero volts are indicatedat the Gen terminal , the troubleis in the generator or the mainarmature lead.

f 28 volts are indicated onthe Gen terminal and zero voltson the SW terminal , the trouble is in the switch circuit.

f 28 volts are indicated atthe Gen and SW terminals , allother RCR terminals should alsohave 28 volts. f this is not thecase , the fault lies in the reversecurrent relay.Fueling Talk Fuel control main-

tenance begins with fueling ofthe aircraft. Check that the fuelavailable is the correct type ,then make certain that the fuelnozzle is clean. Cover the exposed portion of the finer porton the aircraft. Inspect the inletfilter and the pump dischargeand servo filters in accordancewith the applicable manuals.Upon completion of fueling wipeoff all spilled fuel and replaceand secure the finer cap on theaircraft. Doublecheck to makesure that the filler cap has beenreplaced and secured properly.Tail Rotor Tip Caution shouldbe exercised when removing andinstalling tail rotor drive shaftingon the UH-l series helicopters.Make sure they are placedwhere they will not get bent orstepped on. Check to ensure thatthe inserts are not loose and thatall balance weights are installed.


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D URINGTHE PAST year

concurrent with the phase-down of the Vietnam conflict increasing attention has beenfocused upon the U. S . ArmyReserve aviation program. Wehave started realigning our struc-ture to conform to that of theactive Army; we are moderniz-ing our aircraft fleet a processthat will be complete by July of1973; and we are concentrating

2

u s rmy DReserve 101 IIviation II

Lieutenant Colonel rthur E Magary

on bringing our units up to fullaviator strength.What does all of this mean toyou ? f you are leaving the ac -tive Army to settle down in yourown community raise your chil-dren there and pursue a civiliancareer it can mean a great deal.f you are an Army aviator it

can mean a secondary career inthe Army Reserve a career thatpays off in additional money

retirement benefits and the satis-faction of maintaining contactwith the aviation world whilecontinuing to use your talents inthe service of your country.

One of the major benefits tobe realized from service with theReserve is retirement at age 60with an annuity guaranteed forlife. By virtue of your activeservice you have made a sizableinvestment in your retirement


I[I [[


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A strong foundation is the essence of any structureThe U S Army Reserve Aviation Components can sup-ply the tools and materials of your trade You possessthe skills The cornerstone is set; make a wise decision

annuity that can be protected byremaining active in the Reserveuntil you have attained a minimum of 20 qualifying years ofservice. Army Reserve retirement annuities are based upon acombination of active and inactive duty service. You will receive 2.5 percent of your basepay at the time of retirement foreach year of active duty and anadditional percentage for inactive duty training. Thus , if youhave 4 years of active duty, youhave already established at least1 percent of your retirementannuity. With credit for activeReserve participation and shorttours of active duty for training,at the end of 20 qualifying yearsof service your annuity at age 60should be approximately 18 percent of your base pay at thetime of retirement. Should youelect to continue beyond 20years your earned annuity willgrow correspondingly.

Age 60 may seem too far inthe future to worry about whenyou are in your twenties. However, those of us who have beenaround for a while can assureyou that the years have a habitof passing rapidly when you arein the process of establishingyourself in a community andraising a family. And , unless youtake advantage of your youth toestablish security for the socalled golden years, you mayrealize too late that the ship hassailed without you.

Another point of interest toponder when considering retirement is the fact that to assure aninsurance annuity equal to yourReserve retirement annuity atthe same age, you would have topay in more than $200 a monthJULY 1971

from age 25 to the date of yourretirement.You should a lso ons iderother benefits to accrue from retirement from the Army Reserve. These include stationprivileges, civilian medical carebenefits in which the governmentpays the major portion of thecost and travel space available for you and your dependents on overseas flights operatedby the Military Airlift Command.

As you are building for yourultimate retirement, you will bereceiving the pay and allowancescommensurate to your grade.Army Reserve aviators assignedto TOE/TDA units are authorized 48 paid Reserve duty training assemblies per year plus 24additional paid flight training periods and 15 days annual training. For each Reserve dutytraining period, usually of 4hours duration, you will receive1 day's base pay plus a day'sflight pay, and for the 15 daysannual training you will receivefull pay and allowances. For aW -2 with over 4 years of servicethis would amount to more than$2,350 per year , or enough topay for a medium-priced automobile in 2 years.

The Reserve will give you theopportunity to keep flying and toremain abreast of your contemporaries on active duty. All ofthe aviators that I have knownbecame aviators because of adesire to fly; rarely have I metone who did not wish to keep onflying. The Reserve is now beingissued new aircraft. Soon ourinventory will be comprised ofLOHs, UH-ls and CH-47s. As aReserve aviator you will be able

to remain current in these aircraft and to keep increasing yourproficiency as an aviator. As amatter of interest , proficiencyrequirements for Army Reserveaviators are the same as thosefor active Army aviators: 80hours of flying time per yearwith 20 hours of instrument orhooded flight, 15 hours of nightflight and 20 hours of crosscountry. Although you do nothave to maintain an Army instrument rating, we do encourage it. Additionally , you will berequired to successfully complete the annual Army aviationwritten examination and to maintain Class II flying physical status.

The Reserve aviator who joinsan active Reserve unit does notincur any additional obligationother than active participation aslong as he belongs to the unit. fconditions are such that it is notpossible for him to maintain anactive status , he may of his ownprerogative be reassigned to theIndividual Ready Reserve immediately.

Finally, as an Army Reserveaviator you would be contributing substantially to the defenseof the nation. With the phasedown of the active Army, increasing reliance is being placedon the Reserve. To meet thechallenge of this responsibilitywe must maintain a full complement of aviators and keep ouraviation elements at a high stateof readiness. Your training andexperience will assist in fulfillingthis mission. Therefore, I urgeyou to retain this capability inthe service of your country byremaining active in the U. S.Army Reserve. liiiiIF

21


24/58

THE IR mEDIC LEV CU Tion SYSTEm conCEPT

UPPOSE FOR a moment youare driving west to California. As you pass through a

lonely section of the desert , yousee a car spouting steam from aruptured radiator. t appears tobe unoccupied but suspiciouslybent and crumpled. As a humanitarian you decide to stop andinvestigate the possibility of anaccident.

You open the door and findthe driver slumped over thesteering wheel, obviously seriously injured. You rememberseeing a town about 20 milesback down the road and a roadsign ahead says that it is 30miles to the nearest town in thatdirection. Having had a first-aidcourse you realize it is best notto try to move the injured man,so you make him as comfortableas possible and then drive backto the nearest town to securehelp.

It's a long, frustrating driveback and when you phone thehospital you ' re told the onlyambulance is in use but as soonas it is free it will follow youback to the scene of the accident. Finally a 1949 station wagon with beacon pulls up andyou are on your way.

Back at the accident sight thepatient is extracted and theambulance races off into the dis-22

CW Robert E Cline

tance. You watch, fearing that itis too late to save the injuredmotorist.

This fictitious incident is anexaggeration certainly, but it is afact that similar tragedies dooccur every day.

During the last 20 years thenumber of motor vehicles in theU . S. has t r ip led from 31,-000 ,000 to ,000 ,000. The negative result of this fact is thatmotor vehicle accidents are theprimary cause of accidentaldeath in this country . The lossof life resulting from these accidents exceeds 50,000 personsannually and is expected to in-crease to about 100,000 per yearby 1980. This tragic crippling ,loss of life and waste of materialresources emphasizes the urgency for the establishment ofprograms which will reduce accidental deaths. t is this need towhich responsible people andgovernments must respond.One of the more significantresponses has been experimentation with an air medical evacuation system. This air ambulancesystem is based on facts andfigures which have been compiled as a result of two decadesof successful medical evacuationprocedures employed in combatby t he a rmed forces TheArmy's experience indicates that

air evacuation of wounded hasbeen the most significant factorin reducing the death rate perhundred wounded from 4.5 inWorld War II to less than 2.6 inthe Republic of Vietnam. InVie tnam 90 percen t of thewounded are evacuated by helicopter directly to surgical facilities. Today, civilian agenciesare starting to experiment withhelicopter medical evacuationsystems to see if they are economically sound for their purposes.A 17-month experiment withhelicopters as a 24-hour-a-dayvehicle in Lakewood, Calif. , ledthe Los Angeles County sheriffto state , For rescues and otheremergencies there 's nothingthat can compare with the helicopter. Many people would bedead if it weren ' t for our helicopters.

In June 1967 members of theengineering faculty and studentsat Arizona State University initi-ated a systems analysis studyinvolving the use of helicoptersfor immediate emergency medical care and transport of motorvehicle accidents to facilities.The analysis resulted in a recommendation for the developmentof an air medical evacuation system (AMES) to serve with thestate of Arizona.



25/58

An experiment related toAMES is underway in Nebraska.These experiments promise toexpedite treatment even more bybringing the hospital's expertiseto the victim almost as soon ashe is aboard the helicopter. Thekey is telemetering signals of thepatient's vital functions and bodily condition via transducers andradio to a central computer at amedical center. In 1968 it wasstated by Kenneth F. Kimball,M. C. FACS: Although only 6months old, Nebraska's Opera-

tion Sky-Aid already has establ ished tha t hel i copter andtelemetry offer new opportunities for conservation of humanlife .

Also, in Los Angeles two scientific studies funded by theDepartment of Transportation'sNational Highway Safety Bureauwill consider the role of helicopters in surveying emergencymedical care. A parallel development with these aerial ambulance services is the building offacilities at the hospitals surrounding Los Angeles.

A Michigan commerical ambul ance ope r a t o r Supe r i o rAmbulance Service of Wyandotte, is operating what is believed to be the only commercialhelicopter ambulance at cost tothe patient comparable to groundservice. The service answers anaverage of 1 calls a week atdistances up to 100 miles.A Nebraska operation justconcluded a I-year test withnominal Department of Transportation funding using UH-19Army National Guard helicopters.

i ~ . . /

JULY 1971 23


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A combined Ohio State Medical College , National Guard andHighway Patrol operation hasmade 5 evacuations and rendered air assistance on about 35calls in 5 months.I n Jacksonville , Fla. , the citycounty government has signedwhat is believed to be the firstagreement in the nation with theU. S. Navy to utilize Navy helicopters to answer accident calls.

The California Highway Patrolhas purchased three FairchildHiller FH-1100 helicopters because of nearly instant ambulance conversion capability.

Trinity Hospital in Minor, N.D. , obtained its own helicopterambulance in 1969 and has had

good results with it.These are just a few of the

many programs now in progress.How successful were they? Aspokesman from the Ohio StateMedical College operation put itas well as anyone: I f you arewilling to accept as a criterion ofsuccess that three people arealive today who would not havebeen without this service, thenit's been successful.

How did the cost of air ambulance compare to ground ambulance service? Costs average outto about the same because of theshorter mileages involved flying .In some cases a 100-mile groundroute has been shortened to 45by air. Helicopter operating

costs vary according to the makeand model of helicopter employed but the rough averagecost is estimated around $113.50per hour.

At this point I would like toleave the facts and figures behind, to some extent, and movein a more subjective line ofthought. Let's consider an Armyaviator just prior to expirationterm of service. On an averagehe will have between 2 and 4years of experience and between1,000 and 2,000 hours of flighttime. (Of course these numbersvary to some degree betweenwarrant and commissioned officers.) Considering that militaryobligation for aU S. citizen is 6


27/58

THRNGVI TION

STORY

HE ARMY National GuardARNG) structure now con

sists of 8 combat divisions, 28brigade level organizations, 70group headquarters, 163 battalions, 128 battalion headquartersunits and other supporting units.Total ARNG budgetary strengthis 400,000 while actual strengthis 404,750. The ARNG has 3,052units of which 2 are aviationgroups, 2 are aviation battalionheadquarters, 53 are aviationcompanies and 3 other unitshave aviation sections.

The majority of Army Guardaviators received their wingsfrom active Army schools; asmall percentage are formerNavy Air Force or MarineCorps pilots. Five hundred thirteen combat experienced prioractive-duty aviators joinedARNG during 1970

ARNG pilots are probablyqualified in more aircraft thantheir active duty counterpart dueto diversified types of aircraft inthe Guard. The Guard aviator

29


28/58

meets the same requirement asdo active duty pilots in flyingtime, annual written examinationand annual physical examination. He has more rigid flightrequirements for aircraft currency in that he is required to flya minimum of 1 hour and makeat least five landings each monthin each aircraft in which he ismaintaining currency, regardlesshow many hours he has in thecraft. The ARNG aviator participates in 48 unit training assembl ies a n d 15 d a y s a n n u a ltraining , as well as performing24 additional flying training periods during a training year.

Authorization for aviators inthe ARNG totals 3,412. Onboardare 1,239 rotary wing aviators ,313 fixed wing aviators and 1,005dual qualified for a total strengthas of 3 March 97 of 2,557aviators. This is an increase of685 aviators in calendar year1970. In July 1969 initial flighttraining was reopened to theARNG. Of even greater importance, the Guard is enjoyingtremendous success at recruitingactive Army aviator returnees.As mentioned earlier , the ARNGhas a variety of aircraft, mostlysubstitutes for authorized equipment. Total aircraft authorized is2,220 with 944 total on hand as of3 December 1970.

The Guard received its firstOV-l Mohawks 28 January 1970in Georgia and a number ofthese are now flying regularly inthe Georgia ARNG. The CH-54Flying Crane is in the inventoryin heavy helicopter units in Kansas and Alabama. The deliveryof UH-l Hueys began last October and will continue throughFY 73.

Aircraft on the near horizonfor the ARNG include the OH-6Cayuse, OH-58 Kiowa, CH-47Chinook and U-I0 Helio Courier. The overall plan is to havemodern TOE aircraft in selected

30

priority units in FY 72 and allunits have ull training requirement by FY 73 .

T h e founda t ion for theGuard s acciden t preventionprogram and for management ofaviation resources is the fulltimeGuardsman-technician program.Each state has an Army aviationsupport facility and an Armyaviation flight activity for largerstates. These are located at central airfields to provide supervision of flying and supervision ofthe aircraft maintenance program.

The Guard has eliminatedwhat some like to call cow pasture flying where aircraft werefarmed out to outlying units forperiods of time with little or nosupervision of aviator activityand no supervision of aircraftmaintenance. This close supervision of fixed base facilities enhances the Guard s capability tosupport the ground commanderwith aviation. The major aviation unit or units are usuallycolocated with the facility . Air-craft assigned units of the stateare located and maintained atthese facilities. The fulltime air-field commander, a Guardsman,is assis ted in standardization ,safety and maintenance by otherfulltime Guardsmen.

Instructor pilots are authorized based on aviator density ,while aircraft maintenance personnel are authorized accordingto type and number of aircraft.Operation and training are theresponsibility of the aviation unitcommander. Supervision andsupport are provided by Guardfulltime fixed base operations.The Guard has three transportation aviation repair shops. Theseshops are located at Groton,Conn.; Springfield, Mo.; andFresno, Calif., and accomplishaircraft maintenance on activeArmy, ARNG and USAR aircraft as satellite shops to New

Cumberland , Red River andSharpe Army Depots. The shopspay their own way with low costmaintenance production and , atthe same time , provide deployable general support aviationmaintenance battalions for theactive Army.

Another advantage of thefacility /activity system , particularly with the Guard s currentinventory of aircraft, is betterutilization of equipment: unittraining, support missions andAFTP flying. The NationalGuard is assigned, by law, adual mission. Its State mission isto provide in its inactive dutystatus , units organized , trainedand equipped to provide for theprotection of life and propertyunder the command of the s tate.Its Federal mission is to provideunits organized, trained andequipped to meet the wartimerequirements of the Federalgovernment.In providing support for thestate and community , ARNGaviation performs a variety oftasks One program whichstarted slowly but is gainingsupport rapidly is use of ARNGaircraft to fly medical evacuationtype missions. Several states aretaking part in evacuating victimsof highway accidents and relatedmissions. ARNG aviation unitshave provided support in mis-sions dealing with civil disturbance. But by far the longest listof support is found in what canbe termed special activities. Tolist all missions the ARNG unitshave taken part in would takesome time . . . just a quick listincludes:

Special Activities: RNG AviationOhio ARNG aviation medi-copter received SikorskyWinged HS Award for medicalevacuation of highway acci-dent victims. Jointly the OhioHighway Patrol and Ohio State



29/58

The CH-S4 Flying Crane has joined the inventory as a medium-lift helicopter in the Kansas and Alabama National GuardsUniversity hospital staff havesuccessfully evacuated morethan 50 persons since the pro gram started in November1967.South Dakota R NG aircraftwere used for more than 70flying hours to assist Civil Defense in bringing relief to areaparalyzed by blizzard. Theyflew search missions deliveredfood delivered medical supplies and evacuated i l l whoneeded hospita I attention.Over 80 inches of accumulatedsnow in another situation,created a potential flood hazard as warmer weather ap proached. SDARNG flew 116missions for 217 hou rs assisting Civil Defense, Corps ofEngineers and highway department in locating trouble spots.Oklahoma Flying commandand control, ARNG aircraftassisted in evacuating an entiresmall Oklahoma town threatened by derailed gas-filledtank car.JULY 97

Wisconsin The governor initiated the Friend in the Skyprogram a highway accidentassistance program whereR NG aviation assisted the

highway patrol in reducinghighway fatalities.Michigan Sikorsky Winged SAward presented to M IAR NGfor performing mercy mission.An ARNG UH-19 was used tofly in a doctor to treat a snowbound elderly woman for pneumon i and ev en tu l l yevacuated her to a hospital.Rhode Island For 6 consecutive days a R IAR NG helicopterpilot searched for a lost retarded boy. He located the boyand directed land parties tothe area when he was not ableto land.Missouri Highway patrol aircraft crashed with three onboard; MOARNG notified andimmediately dispatched a UH-19 and crew. At the crashscene and during the flight tothe hospital the Vietnam expe-

rienced crew chief administered first aid.

Certainly there are problemsyet to be solved but the Guardintends to solve them. The air-craft forecast looks great. How-ever until these aircraft areonstation the Guard is limited bya mixed bag of inadequate ob-solescent substitute aircraft.The logistics and training man-agement problems presented bythe modernization of its aviationforce while military expendituresare being reduced is a tremen-dous challenge readily acceptedby the Guard. The Guard sobjective is to achieve at leastthe same level of readiness persupported flying hours as do ac-tive Army units. By providingARNG aviation support of ac -tive Army commanders theGuard achieves double valuewith its training support dollars.With continued support of theArmy and the states the Guardaviation force will be a combat-ready force.

3


30/58

woMidairs n o u ~THERE WAS excitement in the air as we atechow in the mess hall after the briefing. Intelligence had learned from reliable sources that aViet Cong battalion would be camping in a certainvillage in the Republic of Vietnam for 24 hours .We and our sister helicopter company were tosupport a South Vietnamese battalion on a combat assault in the middle of a moonless night.

Although we had worked hand-in-hand with oursister company many times, it had never been atnight. We were nervous: it was going to be darkand crowded up there.

At 2100 hours I left my hootch to preflight myCharlie model UH-I gunship for the second time .We weren't taking any chances. The mission timewas scheduled for 2200 hours, so we were due tocrank at 2130 hours. I remember feeling gratefulfor my competent crew chief as I completed thepreflight the ship was in good condition.

Each gun platoon sent two heavy fire teams tothe AO (area of operations). We capped the areafor 1 minutes and found it to be cold. The slickswere called in for the first insertion. At this pointthere were 35 helicopters in a two grid-squarearea: two heavy fire teams, two flights of slicks,one searchlight ship (commonly called Firefly),plus numerous command and control ships. Thecommand and control (C C) ships ranged fromcompany level to ground commander.

32

CW Ra

The mission itself started off extremely well:the pathfinder team s went into the landing zones(LZs) with good timing and coordination, and thes licks had gotten the skeleton crews into the unlighted LZs without receiving any fire or havingany accidents. With the recon men on the groundthe slicks were formed back into flights and departed to pick up the troops.

Meanwhile the gunship pilots were dodgingburned out flares as they orbited, waiting for thatunwanted red flash of tracers to appear. A fixedwing flareship was somewhere up above droppingflare canisters . Flares are beautiful while burning

they light up an area with such an intensitythat it is easy to detect any ground movement.But they are a definite hazard when they burnout. Floating lazily toward the ground they arealmost undetectable until you're right on top ofthem or until you hear a banging noise as they hitthe rotor blades. We gave those canisters plentyof room .

The first lift of troops was on short final for theLZs when the anticipated radio call came: Theflight s receil ing fire.

We followed the hose of red tracers to the vil-lage . The AK (automatic machine gun) fire wasnot very intense, so we let go with a couple ofbursts of the minigun.

The object of the mission was to get on the

U . S. ARMY AVIATION DIGEST


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o ast Lifetimeground, surround the village and capture it TheLZs were situated so that we were cutting theenemy off from his escape route into the woods.Other side avenues of escape were blocked byrice paddies.

The minigun quieted the AK and we receivedonly sporadic fire throughout the night. The mission progressed nicely and it looked like wewould be home by 0 100 We all knew thatthere would be hot chow and cold beer waiting,and we were doing our best to make things gosmoothly and quickly.

At last came the welcome radio call from flightlead that the pickup zone (PZ) was clean and thatthe last insertion was in the air.

Two of our best pilots were flying lead andwere doing an excellent job. Both had less than30 days left incountry. As the flight came in onshort final for the LZ there was a tremendousexplosion, followed by a terrified voice screamingover the radio "Midair Midair Lead hashad midair collision "

After several minutes of stunned confusion anaircraft check was made to determine who hadcollided with lead. One of the C&C ships hadgiven a light fire team (LFT), not associated withthe mission, permission to reconnoiter the AO.The wingship in the LFT had apparently not seenthe flight and the two aircraft collided.

JULY 1971

The other aircraft immediately broke off andstarted to orbit outside the area. Two slicks weresent in-fi rst to make a low pass over the burningwreckage, and then to land and drop troops tosecure the area. One of the pilots on the groundconfirmed everyone's fear, There are no survivors.

The slicks finished up their job and returnedhome, while my ship and one other remained towait for a CH-47 Chinook come with fire buckets to put out the fire As we circled we could seethe ammo on the crashed ships exploding andsending tracers out into the darkness. The glow ofthe fire threw unwanted light onto the scene.When the Chinook arrived the fire was quicklyextinguished. There was nothing else that couldbe done until morning, and since it was almost0400 we returned home. Although extremely fa tigued, no one slept much that night.I have only been in aviation 3 years and havewitnessed two midair collisions. The reasons forboth were the same: an aircraft being in an areawhere it didn't belong and inattention.

I've related this story because witnessing twomidairs is enough to last a lifetime enough tomake me constantly aware of and alert to thedangers involved flying in crowded air space. fonly a little of this feeling gets through to others,my article will have been worthwhile.

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N hoppers SupportWorld up Ski

ompetitionsI F YOU RE A SKI buff thenyou d surely enjoy the as signment 12 members of the112th Medical Company (AirAmbulance), Maine Army National Guard, undertook this pastFebruary.For 3 days these men stood byto provide emergency aeromedevac support for the World CupSki Competitions at SugarloafMountain, Kingfield, Me. Offi-cials for the event had asked forsupport from the Maine ArmyNational Guard. After approvalhad been received from the Na tional Guard Bureau in Washington, D. C., the wheels were setin motion to support the event.Finally, with everything inreadiness two CH-34 Choctawhelicopters and five vehicles pi-loted and driven by two officers,three warrant officers and sevenenlisted men departed Bangorfor Sugarloaf Mountain.

Upon arrival at their destination the Guardsmen establishedoperations at the first-aid roomlocated in the mountain baselodge. The aircraf t were stationed approximately 60 meters

Guardsmen of the 112th MedicalCompany Air Ambulance), MaineArmy National Guard, practiceloading a patient aboard theirChoctaw helicopter during thatunit's support of the World CupSki Competitions at SugarloafMountain, Kingfield, Maine

JULY 1971

Major Albert J. White Jr.from the base lodge in an areaestablished as a helipad.

In the event of an injury to acompetitor the plan was for theNational Ski Patrol to bring theinjured competitor to the medical aid room in the base lodge.Then, based upon the extent andnature of the injury, a determination would be made whetherto perform treatment at the aidstation or medevac the victim toa hospital where the necessarytreatment could be performed.

There were many injuriessuffered by competi tors , bystanders and noncompeti t iveskiers during the 3-day operation; however, none were serious enough to require helicopterevacuation. Frostbi te , brokenarms and legs, sprains to allparts of the body and cuts whichrequired sutures were prominentamong the injuries treated.

This mission performed by the112th Medical Company (AirAmbulance) served a dual purpose in that it enabled the unitto provide emergency aeromedevac support and, at the sametime, conduct a field trainingexercise. There were no idlehours for the men as they heldclasses on techniques of loadingand unloading casualties on theCH-34 helicopters, cold weathercare of casualties, cold weathersurvival of downed aircraf tcrews, use of aircraft equipmentin preparation for cold weatheroperations, emergency first aid

In cold weather climate and duties of the flight crew duringaeromedical evacuation.

As the temperature held at orbelow the zero mark the maintenance crews obtained someoutstanding on-the-job trainingwhile working on the aircraftunder severe winter conditions.

In addition to the training accomplished, a radio relay mission was provided to a flight ofFI04 aircraft from Loring AirForce Base during the openingceremonies as the F 104s zoomedoverhead in a flyby.

During the 3-day period several practice helicopter medicalevacuations were flown utilizingGuardsmen and civilian medicalpersonnel. The flights providedpractical field training whichprepared the Guardsmen for asmooth-running operation in theevent an actual evacuation became necessary.A snowstorm that approachedon the final day fo rced theMaine Guardsmen to departSugarloaf Mountain by noon.After their return to Bangor,maintenance was performed onall equipment.

An evaluation of the missionrevealed two important points: The present equipment as signed can accomplish coldweather medical evacuation.

Participating personnel aret r ined and re dy for coldweather medical evacuation operations.

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EY, DOROTHY. I see you finally made itback. How did it go today?""Don' t ask, Henrietta One more day like thisand my tail boom will fall off "

"What happened?""You know that LZ up by the cliff with the

overhanging ledge?""Yes, I 've been in there lots of times. It 's bigenough for three of us."

I t isn't if you have the pilot I had today. He'sdownright dangerous As if pulling all I had to getme stopped wasn't enough, he wanted to take thewhole LRRP team out at once. ""He didn't ?"

"He sure did f I hadn't been keeping a littlein reserve, we'd never have made it out. As itwas, we cut some tree limbs and it sure didsmart "

Henrietta's chin bubbles sagged and she heaveda long sigh. "It seems they're getting worse in-stead of better. By the way, Dorothy, have theyfixed that crack in your hydraulic line yet?"

"Are you kidding? They haven't found it yet. fI don't get a good preflight soon, I'll never makeit to my next PE. ""You mean it's getting worse?""My pressure's lower than it was yesterday and

I ache with every control movement. I squeezedsome fluid out this morning, hoping the pilot orcrew chief would see it. As usual, all they had ontheir minds was coffee and a quick departure."

"Yes, I know how it is. My engine deck hasn'tbeen cleaned in three days and my air filter formore than a week. It 's gotten so I can hardlybreathe There's a rock in my filter and if it getsloose, it'll raise cain with my compressor blades.I kept trying to warn the pilot I was clogged up,but he never looks at the oil temperature gauge. "

"Doesn' t your engine inlet filter light comeon?"

"Not since my crew chief cut the wire when itgot in his way. He'll regret it one of these dayswhen my engine ups and quits."

"Yes, dear, and it'll serve him right ""Hey, look who's coming "It 's that floozy from down the line. Watch

out, she'll blow sand on us. See how she's twist-ing her tail?"

I wish I had a crew chief as good as hers.""Yes, wouldn't it be heaven to get greased ev-

ery day and washed at least once a week? Lookhow he keeps her shined And her makeup is al-ways perfect "

"We should all be so lucky ""That 's the breaks, honey. I wish we could

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have been assigned to that company.""By the way, why did you take the old man to

battalion today?"I 'm not sure. He was reading the reports on

Elaine's engine failure all the way there. It musthave been a bad accident. He was terribly upsetwhen he io t aboard to come home."

This story was writteny a member o arecent rmy viation SafetyOfficers ourse at the

University o Southern California

THG IR



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"Dorothy, did you hear what happened toLouise?"

"No, dear, what?""She's spending tonight in that LZ in the jun

gle ""She is? Isn't that dangerous?""Yes, but her crew didn't have their minds on

SJULY 1971

their jobs and put her down on a stump. Her control cables were broken "

"How awful When do you suppose she'l1 getout?"

I heard one of the pilots say she'd be hookedout tomorrow. "

"Hey, who's that?""Where?""Over by Charlene, the gunmoll."I don't know. I've never seen him before."

"Me either. Look, he's coming over here,carrying a clipboard and he's writing somethingon it. I f he gets close, see if you can find outwhat it is. "

I f he'd just turn around-there , I can make itout. I t says something about a prevention survey."

"Prevention survey , indeed Around here? Idon't believe it Henrietta , you're pulling myskid. ""No, Dorothy, that's what it says. He hasCharlene down for still having live ammunition inher guns and he ' s putting me down for needingwindow replacements. I do wish he'd look at mydeck. Look , he's going to He's writing up myfilthy filter. Oh , wish could get hold of thatpaper. I'd fill it up "

"Who is this guy?""He must be the new aVIatIOn safety officerheard the crews talking about. He's supposed tohave been through some big school back in thestates. ""What's this survey he 's making about?""He's making a list of everything that's not likeit should be for our health. "

"Oh, dear, he ' s leaving and he didn't see mycracked lines. I 'm afraid that'll be the last we seeof him .

"Probably." Henrietta yawned . "Good night ,Dorothy , sleep well. "

"Same to you, Henrietta. have a rock undermy skid and it hurts."

"Can't you wiggle around and slip off?""No, that idiot pilot put me down right on top

of it. think my skid shoe's broken."Their voices quieted , the misery-laden helicop

ters creaked and groaned in the chilly night wind.Up the hill in a shack, a lone man sat hunchedover a table , busily writing his report from noteshe had taken. Leaning back, he yawned, stretchedhis arms and rubbed his eyes. Softly, he said tohimself , "There, that's finished. We'll find outtomorrow if the old man will buy the recommendations. I f he doesn ' t, he's in for more embarrassing trips to the battalion CO "

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THE PURPOSE OF collateral investiga tion s ofArmy aircraft accidents, as listed in ARs 95-5,Chapter 8; 95-30, paragraph 7f(2); and 385-40,paragraph 4-5b, is clearly distinct from that ofsafety investigations. Safety investigations areconducted on y for accident prevention , while collateral investigations are conducted to compileaccident information which can be used for purposes other than accident prevention. More specifically , collateral investigations are conductedto:

Provide witness statements and factual information, together with findings and recommendations,that may be released outside the Department ofthe Army to persons directly concerned with theconsequences of accidents.

Determine if any culpability is invol ve d to establish a basis for administrative or judicial proceedings concerning punitive or co mpensatoryactions, claims and entitlements . Conversely, coll te r l i nves t ig t i ons l so d e t e r m i n enonculpability. This determination is importantfor clearing surviving crew members, establi shingeligibility for death gratuities, etc . This positiveaspect should be emphasized to witnesses.

Collateral investigations will be conductedwhen:

An accident results in death or serious injury toany pe rson, military or civilian, on the ground orin the aircraft.An accident causes substantial damage to military or civilian property. This does not includethe aircraft.

An accident may lead to crimina l prosecution ofmilitary personnel in military or civilian courts.

An accident may lead to civil litigation against

military personnel in civilian courts .An accident may lead to disciplinary or admin

istrative action against military personnel.A com mander, for any other reason , thinks acollateral investigation should be made .Commanders , as board convening authorities,should consult their staff judge advocates if theyneed clarification about the necessity for conducting collateral investigations. Generally speaking,this is directly related to the seriousness of anaccident. The more serious an accident, thegreater is the necessity for a collateral investigation.

The composition of collateral investigationboards is largely within a commander s discretion.At minimum , the board will be composed of onecommissioned officer who is currently on flightstatus and equal or senior in grade to the operator(s) of the aircraft involved. f equal in grade ,he must be senior by date of rank. He may appoint additional personnel to the board for technical assistance. No specific AR prescribescollateral board composition. This suggestedcomposition is based on AR 15-6, par I 3b, 3c 1)and 3c(4); and AR 385-40, par 4-4d(l)(a) and d 2) .

Members of a safety investigation board willnot be as s igned to a board conducting a collateralinvestigation of the same accident, and collateralboard members may not attend the safety investigation board proceedings (AR 95-5, Chapter 8, parc, d).

Collateral investigation boards should followthe general investigative procedures described inAR 15-6. The following requirements are particularly important:

In every case in which the conduct, status,

Collateral Investigationsof rmyircraft ccidents

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OLL TER L


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efficiency, character , fitness , pecuniary liability orrights of any individual are to be investigated ,that individual will be afforded a hearing (par6 1 ) .

An individual under investigation may havecounsel (change 1 to par 8) .Testimony from witnesses should be taken un-

der oath (par 12).Before eliciting statements from a witness , he

should be reminded of his Article 3 (UCMJ) orFifth Amendment rights (par 13).

Witness statements should be taken verbatim(par 9 1)).

SP4 David D. KoskiOffice for lans and perations

U RFindings based on all investigation informationwill be routinely made (par 19-21), and recommen-

dations based on those findings should normallybe made (par 22).

Additional procedural precautions are containedin ARs 95-5 and 95-30. These are:Safety investigation board members should not

be called as witnesses before a collateral boardunless absolutely necessary to obtain vital infor-mation. f called as witnesses, they must not divulge privileged testimony , their opinion based onthat testimony nor the safety board s findings orrecommendations (AR 95-30, change 1 to par

Commanders as board conveningauthorities should consulttheir staff judge advocates i theyneed clarification aboutthe necessity for conductingcollateral investigations


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COLLATERAL INVESTIGATIONS7f 3) d)). These restrictions apply to any otherperson who may have knowledge of the substanceof a safety investigation report.

Collateral board members may not attend safetyinvestigation board proceedings (AR 95-5, Chapter8, par d).

Witnesses may not appear before a collateralboard until they have been released by the safetyinvestigation b oard (AR 95-5, Chapter 8, par e).As stated before , the ARs do not provide col-lateral investigation procedures. However, it isrecommended that safety investigation proceduresdetailed in AR 95-5, Chapters 9-12 , be generallyfollowed for collateral investigations. However,special attention must be given differing require-ments, such as how to take witness statements,for the two types of investigations. Since safetyinvestigation reports are privileged (AR 95-5, par6-2) , no portion of them can be released to collat-eral boards. However , a safety board may releasea list of its witnesses to a collateral board and thecollateral board need not necessarily duplicateeverything the safety board has done . For instance, if an accident causes a death and thesafety board conducts medical evaluations in ac-cordance with AR 95-5, Chapter 12, the collateralboard will usually be able to get this informationsimply by interviewing the doctor who did thework for the safety board. The collateral boarddoes not need to appoint its own doctor to dupli-cate medical investigations already performed,unless, for some reason, the investigating doctorcannot respond to collateral board questions. Thecollateral board may also request photographicprints from negatives held by the safety investiga-tion photographer (AR 95-5, par IO-2c 2) b) and11-3). It may also request an ARADMAC tear-down analysis report (AR 95-5, par 11-5).

A collateral board is free to go beyond thescope of a safety board s investigation. For exam-ple, it can send additional aircraft parts for analy-sis, take more photographs, question morewitnesses, etc.

There is no collateral report format specifically

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outlined in ARs. It may vary with the complexityand severity of the accident. However, a thor-ough collateral report should contain the followingdocuments in the approximate order listed:

Cover letter, transmitting the report from theboard president to the board convening authority.

Completed DA Form 1574 (Report of Proceed-ings by Investigating Officer).Narrative summary of accident and backgroundfacts relevant to it (e.g., pertinent personnel andaircraft records), including a summary of findingsand recommendations.

Supporting documents, attached and properlytabbed for ease of reference and identification.Examples of these are:

Special orders designating board members.Extracted pages containing ARs pertinent to the

crash.Photographs of the crash site and the wreckage.

Below each photo, enter a caption containing thephoto number, a reference identifying the crashphotographed and a short explanation of what thephoto illustrates.

Comp

army aviation digest - jul 1971

Documents