army aviation digest - jun 1978

8/12/2019 Army Aviation Digest - Jun 1978

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Brigadier General Charles E. CanedyArmy Aviation OfficerODCSOPS, Headquarters,Department of the Army

Major General James C. SmithCommander

Brigadier General James H. PattersonDeputy Commander

page 6

page 15

Richard K. TierneyEditor

U.S. Army Aviation CenterFort Rucker, Alabama U.S. Army Aviation CenterFort Rucker, Alabama

1 AVNEC Report, MG James C. Smith2 AVNEC Part I: Standardization and Interoperability, LTCWayne B. Lunsetter and MAJ Ted D. Cordrey6 Tender Loving Care Summer For Nicads10 New Training Developments At The Aviation Center,COL Larry J. Baughman12 EPMS Corner: CH-47 Chinook Course, MAJ ThomasJohnston Jr. and CW2 James Wilke14 OPMS Corner: The Other Area-Additional Duties,CW4 Lloyd N. Washer15 Know The Threat16 That Common Summer Cold, What's Going On?17 Maintenance Of The SRU-21/P Survival Vest, CW2 DavidP Klindt20 The CH-47 Mobile Training Team Lessons Learned, CW2William R Steel23 You Wanna Hear From Me?24 The ilL-Plane Plan Air Assault 1/11 And The Long Wait,CW2 Jon F Langione26 Protection Of Medical Aircraft, COL Waldemar A. So f(Retired)30 Simulated Antitorque Training Proven Effective33 VFR And L Pilot And Acronyms36 Altitude Physiology Training-Yes Or No, MAJ Peter J.Edgette38 Airline Pilots & Gunslingers, CW3 Roger B. Rensvold40 DES Report To The Field42 The Aviation TEC Connection, 1LT Bruce G. Williamson45 General Ford Visits Rucker46 PEARL48 ATC Action Line

Inside Back Cover: Attack Helicopter User's Conference,LTC Joe MoffettBack Cover: Army's First Astronaut

ABOUT THE COVERYoung and strong at age 36, Army aviation celebratesits birthday on 6 June. The cover reflects some ofthe many areas in which Army aviation is involvedtoday. See page 35 for acronym meanings.Cover art by Fred Martin

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page 24

page 6

The mission of the U.S. Army Aviation Digest is to provide information of anoperational . functional nature concerning safety and aircraft accident prevention, training, maintenance , operations. research and development, aviationmedicine and other related data.

This publication has been approved by The Adjutant General, HeadquartersDepartment of the Army, 23 December 1975. in accordance with AR 310 -1.

Active Army units receive distribution under the pinpOint distribution systemas outlined in AR 310-1 . Complete DA Form 12-5 and send directly to CDR.AG Publications Center, 2800 Eastern Boulevard, Baltimore, MD 21220 Forany change in distribution requirements, initiate a revised DA Form 12-5.The Digest is an offiCial Department of the Army periodical published monthlyunder the supervision of the Commanding General , U.S . Army Aviation Center.

Views expressed herein are not necessarily those of the Department of theArmy nor the U.S. Army Aviation Center. Photos are U.S. Army unless otherwisespecified . Material may be reprinted provided credit is given to the Digest andto the author, unless otherwise indicated.

Articles, photos and items of interest on Army aviation are invited . Directcommunication is authorized to : Editor , U.S. ArmyAviation Digest Fort Rucker.AL 36362.

National Guard and Army Reserve units under pinpoint distribution alsoshould submit DA Form 12-5 Other National Guard units should submit requests through their state adjutant general.

Those not eligible for of ficial distribution or who desire personal copies ofthe Digest can order the magazine from the Superintendent of DocumentsU.S. Government Printing Office, Washington, DC 20402. Annual subscriptionrates are $1700 domestic and 21 .25 overseas .


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VNECR PORTMajor General James C SmithCommander U.S. Army Aviation Center

Fort Rucker, AL

s REPORTED IN the February March and May issues of the ig st an ArmyAviation Employment Conference (AVN EC) was hosted by the U.S. Army Avia-tion Center (USAAVNC) at Ft. Rucker, AL from 28 to 31 March. There were 29general officers and civilian equivalents together with more than 20 colonels attending the conference to discuss Army aviation employment doctrine and to prioritizeaviation systems currently under development. Results of the conference will beused to develop an appropriate agenda for the Army Aviation Systems ProgramReview (AAPR) currently scheduled for this December.Background presentations on the threat the scenario specialty 15, and rationalization, standardization and interoperability (RSI) the first morning set the stage forthe discussions in the four workshops. The first afternoon and the entire second daywere devoted to workshop efforts in arriving at conclusions and recommendationson the issues as well as prioritizing equipment. The workshop results were presentedand discussed in joint session on the third day. A summation and discussion of themost significant results in preparation for the AAPR occupied the last morning.

Judging from the enthusiastic participation and free-flowing exchange of ideas Iheard in the various workshops all of the attendees came prepared to offer their fullassistance in developing the direction to be followed in the continued advancementof Army aviation as a member of the combined arms team. Due to the intensiveefforts of the participants the goal of achieving a consensus on Army aviationdoctrine tactics and employment concepts and prioritization of equipment wasrealized.We at Fort Rucker will continue our efforts in conjunction with the other U.S. ArmyTraining and Doctrine Command (TRADOC) proponent centers to further study thoseareas requiring resolution at the AAPR. In the meantime we will move forward inacting on those recommendations from the AVNEC which can be implemented atthis time.The articles on the four study areas of the AVNEC begin on the next page with anarticle on standardization and interoperability. The July issue will cover How toFight-Offense and future issues will contain How to Fight-Defense and Armyaviation personnel and training problems.The AVNEC was a valuable experience for all concerned. It was especially valuableto theArmy aviation community since it provides us with a direction in which to ad-vance the state of the art knowing that we have the full support of the Army at large.I would like to express my appreciation to all participants who found time in theirbusy schedules to join us at the conference. With the aid of their guidance we canproceed with our efforts to ensure that Army aviation is capable of fulfilling its vitalrole in the combined arms team of the Army today and in the future. **


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AVNECPARTI% :

tandard iza t ion&I nteroperabi1 tyLTC Wayne B Lunsetter and MAJ Ted T Cordrey

Directorate of Combat DevelopmentsUS rmy Aviation Center

O NE OF THE major areas discussed during the action that increases the effectiveness of alliancArmy Aviation Employment Conference last March [North Atlantic Treaty Organization (NATO) 1 orcesat Ft. Rucker was Standardization and Interoper- through more efficient or effective use of defensability, specifically addressing the impact on the resources committed to the alliance. RationalizationArmy aviation community of recent congressional also includes consolidation , reassignments of nationaand Department of Defense emphasis on the RSI priorities to higher alliance needs , standardizationprogram. mutual support , improved interoperability or greateRSI - what is it and how will it affect Army aviation cooperation and applies to both weapons/ materiedevelopment programs, current equipment, concepts, resources and nonweapons military matters.doctrine , tactics and training? First, RSI is an abbrevi- Standardization is the process by which nationation for Rationalization Standardization nd Inter- achieve the closest practicable cooperation amongoperability. Policies and procedures for Army par- forces, the most efficient use of research developticipation in this program are outlined in Army Regula- ment and production resources, and agree to adoption 34-1 (Draft) dated 5 October 1977. on the broadest possible basis the use of:As defined in AR 34-1 Rationalization refers to any common or compatible operational, administra2 U.S. ARMY AVIATION DIGES


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tive and logistics procedures common or compatible technical procedures andcriteria common, compatible or interchangeable supplies,components, weapons or equipment common or compatible tactical doctrine withcorresponding organizational compatibilityFinally, Interoperability is defined as the ability ofsystems, units or forces to provide services to andaccept services from other systems, units or forcesand to use the services so exchanged to enable themto operate effectively together.While the term RSI only recently has come intoprominence, the program is by no means entirelynew. One facet which has been ongoing within NATOfor years is the preparation and ratification of Standardization Agreements (STANAGs) which are in mostcases procedural in nature. The STANAGs are quitespecific and are aligned in two basic categories- thosedealing with operations and those dealing with materiel.The U.S. has ratified about 550 STANAGs.A different level of understanding within NATO isachieved by development and ratification of AlliedTactical Publications (ATPs). The ATPs, which establish common doctrinal agreements, are much morebroad based than STANAGs. Other more recentefforts aimed at achieving common doctrinal agreement are the Training and Doctrine Command(TRADOC) - German Army staff talks leading todevelopment of concept papers. Concept papers(several have been signed by both nations to includeone on airmobile operations) are more specific thanATPs since it is easier to achieve agreement betweentwo nations than between all NATO nations.A basic difference is that the concept papers arenot binding for implementation whereas STANAGsand ATPs are when ratified. Nevertheless, any effortwhich leads toward common doctrine eases the problems of establishing common requirements and inturn facilitates equipment standardization.The recent limelight of the RSI program is theresult of two major factors. First, both the UnitedStates and other NATO members are becoming increasingly aware of the formidable and expandingthreat of the Warsaw Pact countries. RSI is seen as ameans through which the NATO alliance can furthersolidify its military deterrence against any WarsawPact aggression in Europe. Second, inflation and budgetary constraints on all NATO member defenseprograms are having major impact- impacts whichare increasing each year. RSI in this case is seen as ameans to reduce this effect.A more direct impetus for increased Army participation in RSI has been the increased emphasis it hasreceived from the Carter Administration and fromCongress. The so-called Culver-Nunn Amendment toJUNE 1978

Public Law 94-361 provides that, it is U.S. policy thatequipment procured for U.S. use in Europe shall bestandardized or at least interoperable with the equipment of other members of NATO.To ensure top level mnagement of Army RSI efforts,the Under Secretary of the Army and the Vice Chiefof Staff have been appointed as the NATO focalpoints for the Army Secretariat and the Army Staff,respectively. In August 1977, the Department of theArmy International Rationalization Office (DAIRO)was established within the Office of the Deputy Chiefof Staff for Operations and Plans. The DAIRO's mission is to support the Under Secretary of the Armyand the Vice Chief of Staff in meeting their responsibilities for NATO matters.

The Secretary of Defense has listed the followinghigh priority areas requiring the near future attentionof the NATO RSI program for resolution. RSI progressin these areas can be expected to provide both quantitative and qualitative increases in NATO's capabilityto deter the Warsaw Pact threat. The areas are: Command control and communications C3)systems. Cross-servicing of aircraft to include:Compatible ground support equipment (GSE).Compatible fuel and ammunition. Ammunition compatibility in all areas. Battlefield surveillance/target designation/acquisition systems. Standardization and interoperability of components and spares.The AVNEC Standardization and InteroperabilityWorkshop limited its discussion to six specific issuesaffecting the Army aviation community. Highlightedin the following paragraphs are the issues discussedand a summary of some of the conclusions/recommendations reached by the workgroup.The first issue focused on the impact of ATP 41,irmobile Operations (Final Draft) on current Armyaviation employment plans and concepts for the European environment. ATP 41 outlines common, agreedto procedures and concepts in the areas of organization, command and control, logistics, communicationsand training.

The workshop agreed tha t documents such as ATP41 provide general doctrinal information which establishes basic understanding but that more detailedoperational plans are required for each mission. Thekey to successful combined aviation operations inNATO in the near term was seen as development of athorough understanding of the organization, procedures and employment concepts 6f other nation tacticalunits by aviation commanders hnd their staffs. Thismust be supported by development of detailed operational procedures. The burden falls primarily uponUnited States Army Europe (USAREUR) with trans-3


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fer of th e acquired knowledge to Continental UnitedStates (CONUS) cente rs , schools and tactical units.Recommendations included expanded documentationof procedures which were developed, increased interoperability efforts within USAREUR, and assignmentto USAREUR of the primary responsibility for establishing inte rope rability requirements.he second issue addressed individual and unittraining requirements that would enhance accomplishment of Army aviatio n mission s in NATO operations ,focusin g primarily on operatio ns where aviation unitsare committed in support of other nation forcesWorkshop consensus was that identification of Warsaw Pact tanks and tracked vehicles is a prioritytraining requirement for all attack and scout helicopterpilots. Other agreements supported continued participation of CONUS avia tion units in Reforger exercises, language qualification for key aviation liaisonofficers in USAREUR , continued combined exercises, publication of a handbook addressing aviationsupport of non-U.S. forces, and inclusion of the aviation organization and concept of combined operationsin Europe in the training curriculum at TRADOCcenters and schools. Rec ommendations included: pract ice and refinement of procedures for aviationsupport of non-U.S. NATO forces by USAREUR; an annual tactical exercise without troops (TEWT)with non-U.S. NATO forces in Europe for key CONUSbased aviation unit commanders and staff officers,with subsequent briefings of active and reserve component aviation units in CONUS.he third issue investigated the adequacy of currentmanagement procedures designed to accomplish Armyaviation s standardization and interoperability goalsand proced ures.

Workshop membe rs concluded that more detailedpolicy and procedural guidance on RSI is required.They also saw the need for coordination with theArmy of the impacts on costs, schedules and systemperformance prior to making high level RSI commit-ments. There was agreement that USAREUR participation in RSI activities is mandatory and that impactson system performance required to reach agreementwith other NATO nations must be evaluated carefullyin each case.

Identification and prioritization of programs forRSI implementation together with clear policy andprocedural guidance by Department of Defense lDepartment of the Army were recommended. Alsorecommended were early involvement by the Armyin any RSI initiatives and a more active role forUSAREUR in RSI activities affecting the NATOcommunity.h e fourth issue reviewed procedural and equipment commonal ity requirements associated with crossservicing of Army aviation assets, focusing on both4

current and developmental items and programs.One conclusion was that U.S. helicopter forcesin NATO will be employed in joint and cl)mbinedoperations ; therefore a requirement exists for crossservicing equipment and procedures which permituse of facilities operated by other NATO nations. Aneed also was seen for operational testing to validateU.S / NATO forward area refueling and rearmingpoint (FARRP) concepts and procedures.

Workshop members also felt that the Army at largeneeds a better understanding of RSI , STANAGs andATPs. Recommendations included completion andratification of a STANAG for helicopter cross-servicing,testing of the FARRP concept , Department of theArmy emphasis on a ST N RSI education program, and that cross-servicing be stressed in USAREURexercises.he flfth issue focused on the commonality, standardization and interoperability requirements of Armyaviation target acquisition , designation and hand-off

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PAGE 4 TOP: Canada s CH 147 (CH-47C) ChinookPAGE 4 BOTTOM: French SA 342Gazelle fires the HOT missile

RIGHT: The Lynx s scheduled forBritish Army use late this year

BELOW: West German troops on maneuvers in Germany

capabilities. The group looked at both ongoing andplanned development programs and also current equipment, tactics and doctrine within the NATO allianceaffecting antiarmor equipment and concepts.The workshop participants concluded that U.S.Army aviation must be prepared to operate withNATO forces which are not equipped with high technology target acquisition/designation systems (TAOS).Noting doctrinal differences between nations in employinent of scout and attack helicopters, workshopmembers saw the need to focus on the understandingand practice of tactics and procedures to overcomethese differences through combined training exercises. They also agreed that NATO adoption of acommon TAOS package was the best solution to thetarget hand-off problem.

Recommendations were that NATO pursue acceptance of a common TAOS, fire control, and strikepackage (i.e., weapons and ordnance , and that jointcooperative development of follow-on TAOS beconsidered as technology advances.

he sixth issu investigated Army aviation command, control and communication (C 3) requirementsand procedures generated by participation in NATOoperations focusing primarily on cross-nation attachment of Army aviation units.

The consensus of the workshop was that C 3 is theJUNE 1978

most critical area to resolve in moving toward aviationcombat operations rationalization, standardizationand interoperability. Incompatibility of communications equipment and procedures must be resolvedwith near-term efforts concentrating on interfaceequipment and procedures and with mid/ long-termefforts concentrating on exploitation of commonspecifications and development of future C systems.

Members also saw the need for training in combinedarms team tactics and doctrine (theirs/ours). Workshop recommendations included assignment of toppriority to RSI efforts in the C3area with maximumemphasis on NATO resolution of near-term communications interoperability.The standardization and interoperability issues discussed at the employment conference relate directlyto the high priority items listed by the Secretary ofDefense. Although a relatively new aspect within theNATO alliance, RSI rapidly is becoming an integralcomponent of NATO operational planning. We mustcontinue to assume that the Warsaw Pact forces willhave numerical superiority in both personnel andequipment and that they will attempt to achieve theelement of surprise, particularly in the opening stagesof a conflict. RSI offers the NATO alliance an additional means through which this threat can be effectivelycombated and deterred.

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TENDER LOVING CARESUMMER FOR NICADS

Cd-1 fBJU S V S

T RADITIONALLY, SPRING is the season for lovers.And one creature we had better start showeringwith lots of attention and tender loving care is noneother than our nicad battery that has been so faithfulall winter long.But as changes of the seasons are a certainty, so arechanges in our battery s temperament. When theweather is cold, the nicad presents us with few, if any,problems. However, as the temperature rises, its idiosyncracies begin to reveal themselves and mishapsresult. During the past months of December andJanuary, USAAAVS received no mishap reports thatlisted nicad-battery-related cause factors. But in February, units submitted four such reports. In March,the number rose to 11; and we can be certain thesenumbers will continue to climb as hot weather becomes the norm - unless we take preventive measuresnow.

Not a new problem. Since 1971 more than 450 mishaps involving Army aircraft occurred because ofnicad battery failures of one type or another. Andwhile most of these failures resulted in precautionarylandings, some terminated in incidents and majoraccidents. Oddly enough , the cause factors and eventsleading to the mishaps of yesteryear are not muchdifferent from those of today.In June 1971 a battery fire occurred aboard an OV-1. The fire destroyed the aluminum bulkhead, severelydamaging the elevator bellcranks and forcing thepilot to eject. It was later determined that the batteryvent lines were restricted and that cell deteriorationhad resulted in an internal short circuit which triggeredthe fire.In May 1977 a battery fire occurred aboard anotherOV-l. Fortunately, the pilot was able to make a precautionary landing before major damage could result.In this instance, the cause was thermal runaway.Why do we continue to have the same types ofproblems year after year? Partly because of the natureof the nicad battery and partly because of ourselves.While we want to reap the benefits a nicad batteryprovides, we seem reluctant to accept the additionalresponsibilities that go with t responsibilities wedid not have with the lead-acid battery. The benefitsprovided by a nicad battery are numerous. However,unlike the lead-acid battery, the nicad is reluctant toreveal any symptoms of impending illness. We cancheck cell voltage, for example, but unless a cell is6

virtually dead, this action will not give us a true indication as to the battery s state of charge. In fact one ofthe advantages of a nicad is that it will deliver aconstant voltage until it approaches its dischargedstate.Similarly, we may check the specific gravity of theelectrolyte, but this action will not give us any moreclues to the battery s condition than the voltagecheck did. Unlike the specific gravity of the electrolytein a lead-acid battery, that of the nicad remains constan t regardless of the battery'S state of charge. Thisis because the electrolyte does not participate in anychemical reaction but merely serves as a conductor.Again this is but another advantage of the nicad inthat its ability to function in cold weather is not impaired by its state of charge. The fact remains that theindividuals who can determine the true condition ofour nicad batteries and ensure they will perform asintended are the personnel in our battery shops.While proper follow-up action is required by aircraftmaintenance personnel and pilots, make no mistakeabout it: What happens to a battery while it is in theshop will determine, in great measure , whether it willperform as intended or whether it is likely to fail atsome future time.Steps to take. The initial steps include a thoroughcleaning and inspection of the housing, cover, individual cells and all connectors. Any item deemedunserviceable is replaced, making certain that allconnectors are torqued by the book. Next, the capacityof the battery is restored in strict accordance withspecified procedures. Since the state of charge ofeach cell cannot be determined beforehand, anelectrical load is placed on the battery until all cellsare completely discharged. This action ensures everycell will be restored to its maximum capacity whencharged and that none will be at a higher (or lower)state of charge than others. To know when full capacityof the battery has been restored, the charging input ismonitored in current and time unitl the ampere hourcapacity has been reached. This procedure balancesthe cells and brings the battery to full capacity. Onefinal step remains- that of adjusting the electrolytelevel.

The plates in the nicad are porous and extremelyabsorben As cells are discharged electrolyte is absorbed into the plates and the level decreases. Chargingof the battery has the opposite effect, driving the



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o prevent incipient battery failure all con- Unlike standard method use of battery constant current discharge unit permitsnections must be torqued by the book all cells to be discharged to preselected termination voltage and battery capacitydetermined

Electrolyte levelcheck follows fullbattery charge

electrolyte out of the plates back into the cells. fwater is added when the battery is not fully charged,the cells may be overfilled. Consequently , the level ischecked after the battery has had time to rest andcool off following charging. f the cells should beoverfilled, excess electrolyte may spew out the vents.Potassium hydroxide (KOH) electrolyte used in thenicad battery has a high affinity for carbon dioxidepresent in the air, and will combine with it to formpotassium carbonate which can clog the vents. Shouldthis happen to a battery installed on an aircraft, theresult could be ruptured cells and fire or explosionduring flight. Even if vents do not become clogged,formation of potassium carbonate within a cell willderate both battery capacity and performance. Inaddition, excess electrolyte that has spewed out thevents can cause a short between individual cell connectors since the electrolyte is a conductor. This canresult in an imbalance in the charge of the cells andcan lead to severe gassing and overheating, particularlyduring subsequent charging by the aircraft electricalsystem.

Further, battery shop technicians must constantlyguard against battery contamination. Since the KOHelectrolyte of the nicad is a strong alkali , it becomesimperative that no tools or equipment used to serviceor test lead-acid batteries should ever be used on nicads. This is an extremely critical point as the KOHelectrolyte contamina tes easily whether in battery cellsJUNE 1978

or containers unless it is kept covered at all times.Even the fumes emitted by lead-acid batteries into theatmosphere can contaminate the nicad. Obviously,precautions to prevent contamination must be followed.Revised inspection checklist. How closely correctprocedures are followed in the battery shop willdetermine to a great exten t the useful life of the battery, and whether or not it is going to give us troublefree service. Again, the importance of by-the-bookmaintenance cannot be overemphasized. For example,while a technician can easily replace an individualcell, he must be careful to ensure the new cell is thesame type, has the same rating and was manufacturedby the same vendor as the defective one, and ifpossible, has the same general date as that of thebattery. That is how critical battery shop maintenanceof the nicad is Toward this end, USAAAVS recentlymailed units a revised nickel cadmium battery maintenance inspection checklist to replace the previousone published in the 7th edition of the Guide toAviation Resources Management for Aircraft MishapPrevention. This new checklist will be incorporatedin the 8th edition of the Guide when it is printed. Itserves as the best insurance available for batteryperformance as well as personnel safety. So, let'smake sure we comply with all its provisions. f you didnot receive a copy of the new checklist, write Commander, USAAAVS, ATTN: IGAR-PG, Fort Rucker,AL 36362, or call AUTOVON 558-4479, commercial(205) 255-4479.

Mechanics nd pilots. Although an efficiently operated battery shop is an absolute necessity for longevityand reliability of nicad batteries, the best efforts ofshop technicians can be negated by the actions ofmechanics and pilots. In addition to routine dutiessuch as insuring the battery is properly installed andsecured, and making certain the vents are clean andunobstructed, the mechanic has a most importantresponsibility- that of seeing the voltage regulator isprecisely adjusted and the electrical system is operatingproperly. I f the voltage regulator is set too high, battery overheating and loss of electrolyte may occur aswell as thermal runaway that can lead to battery

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TENDER LOVING C RE SUMMER x FOR NIC DSfailure and aircraft damage. This means BY-THEBOOK procedures must be followed. Recently onebattery failure was traced to an improperly adjustedvoltage regulator. The mechanic who performed thework relied on the voltmeter installed on the aircraftto make adjustments instead of using a precision instrument. Let's follow the recipe found in our TMsand not substitute ingredients.Finally, assuming battery shop and maintenancepersonnel have done their jobs properly, the fate ofthe battery now rests in the hands of the pilot. f hesubjects the battery to frequent and unnecessaryloads, such as repeated or prolonged ground startsand checking of electrical components when externalpower sources are authorized and available, then heis placing the battery on the road to destruction. Heatgenerated by battery drain is reinforced by heatgenerated during the charging cycle. Results can varyfrom battery overheating and spewing of electrolyteto clogged vents, thermal runaway and even to ruptureof cells and explosion.

f he must use the battery for these purposes thepilot should follow certain precautions such as performing a touch test before each start (if possible).This is done by touching the battery in a manner similar to that used by a housewife to check the temperatureof her iron. I f the battery case is too hot to hold a handagainst, then the battery should be allowed to coolbefore another engine start is attempted.In addition, the pilot should monitor the loadmeterperiodically during flight. I f it begins to read 10 to 20percent or more above the normal stabilized indication, he should suspect a battery problem. He shouldthen turn off the battery switch and note any changein load meter indication. f the indicator shows asharp decrease in load, he should leave the switch offand have the battery checked on landing.

Where do we stand? Although the responsibilitiesof shop technicians, mechanics and pilots have been

Shou ld 20-cellbattery be approved,conversion would be

made by adding asingle cell topresent battery with

no modification tohousing

Right- Following specific gravity and electrolyte level checktechnician reinstalls cell filler caps note protective glovesglasses and apron)

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presented in capsule form, we can readily see that theintegrity of our nicad batteries depends on the multiple actions of a variety of personnel. A breakdownin performance of any of these can lead to prematurebattery failures. But while proper maintenance andcare is our main weapon against battery problemstechnology has not been sitting still. Researchershave, for some time, been evaluating different typesof cell separator material. One which has been in useby a sister service is Permion. The substitution of thismaterial for cellophane appears extremely promisingas a means of extending cell life and eliminating orreducing battery failure caused by heat buildup. Testresults show a cell life increase before short-circuitingfailure of three to four times when cellophane separatormaterial is replaced with Permion. Another significantobservation made during battery tests was that hardshorting of cells containing cellophane separatorsfollowed quickly after the first indication of shorting.On the other hand, hard shorting of cells containingPermion did not occur for hundreds of cycles afterinitial shorting was noted. In actual service, thismeans that maintenance personnel have time to detectand replace failing cells before they short out andcause serious problems such as thermal runaway.In abuse tests, all cellophane cells failed after 80 to90 hours. Only random failures of Perm ion cells occurred and these after 700 to 800 hours. During con-tinuous overcharge tests, all cellophane cells failedwithin 5 days while Permion cells had only isolatedfailures after 260 days. And although Permion cellscost nearly twice as much as those containing cellophane , their use can effect an estimated annual savingsto the Army of more than 200,000 in battery costsalone because of the need for less freq uent cellreplacement.Perhaps the greatest drawback to the use of Permioncells is their loss of efficiency as temperatures decreaseto extremely low levels approaching minus 40 degreesF While research continues the cellophane cells inArmy aircraft batteries are currently being replacedwith those containing Perm ion. Given proper careand maintenance these batteries can be expected togive us increased reliability and safety.

The fate of two other proposals undergoing evalua-


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tion, as yet, remains undecided. One is the use of abattery monitor to warn the pilot of high battery temperatures and possible thermal runaway; the other isthe use of a 20-cell battery.In the case of the battery monitor, the use ofPermion cells which can withstand high temperaturesfor extended periods of time without breakdownprobably makes the need for such a warning devicequestionable. In addition, the device is not foolproofand false warnings can occur, particularly aboardaircraft operating in hot climates.The proposed use of a 20-cell battery has resultedin a division of opinion. By adding a cell to the present19-cell battery we can gain the advantage of a cooleroperating battery, particularly during charging cycleswhen heat build-up is great, lessening the chance of

uspect cells re pressure checked for le k ge while sub-merged in w ter

JUNE 978

cell failures and the possibility of thermal runaway.Further, modification requires no changes to the present battery housing, but simply the addition bf asingle cell. Tests conducted at the Army AviationCenter, Fort Rucker, have so far proved the conceptto be a sound one. This is bolstered by the fact thatthe majority of civil aircraft are using 20-cell nicadbatteries. However, the addition of an extra cellprevents the aircraft s generator system from chargingthe battery to its full capacity. While this would havelittle, if any, effect on batteries being used in warm orhot climates, it would decrease the efficiency of thosebeing used in extremely cold climates. This loss oflow temperature efficiency coupled with that inherentin Permion cells could pose problems to aircraftoperating in Arctic areas. This is especially true forArmy aircraft which, during normal operations, aresubject to numerous engine starts without the use ofexternal power sources. So, while the 20-cell concepthas not yet been given approval, the Army AviationCenter has been authorized to continue tests, usingthe new 20-cell Permion batteries.

Where do we stand? In a nutshell, we will be usingthe 19-cell Permion batteries which have proved theirsuperiority to withstand high temperature withoutsudden failures. and which have an average life fourtimes as long as those batteries equipped withcellophane insulators. Maintenance of these batteriesby shop technicians. proper voltage regulator adjustment of aircraft electrical systems, and correct batterymaintenance, care and use by mechanics and pilotsare as critical as ever for battery reliability. We shouldin no way relax our efforts in this vital area.Now, for one final bit of information. From TM55-1520-210-10 we have the following warning: Donot open battery compartment and attempt to disconnect or remove overheated battery. Battery fluidwill cause burns and overheated battery will causethermal burns and may explode.

This warning applies primarily to us. In short, ittells us to leave an overheated battery alone wh n nofire s present Along with this warning comes anotherborrowed from a sister service. Whi le this one pertainsprimarily to firefighting and rescue crews, we shouldall be aware of it. It reads as follows:While C02 is an acceptable fire extinguishingagent once a fire has developed, in no case shouldC02 be directed into a battery compartment to effectcooling or to displace explosive gases when there is

no ,fire. The static electricity generated by the discharge of the extinguisher(s) could explode hydrogen/oxygen gases trapped in the battery compartment.

Without a doubt the best remedy for nicad batteryproblems is prevention, and the prescription is readily available and easily administered: tender lovingcare- and lots of it. There is no danger from an overdose.

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ewTrainingDevelopmentst The viation Center

FM 7 4 0 ~ ~ H e l i c o p t e r Gunnery.This FM is a Fort Knox publication with Aviation Center input.The purpose was to combine material presently found in TC 1-4,Helicopter Gunnery and TC 17-

17, Gunnery Training For AttackHelicopters into a single helicopter gunnery manual. The manualis designed to improve the ~ b i l i t yof the attack helicopter crew toplace steel on target by mastering basic aircraft manipulation skillssuch as NOE/ navigation techniques,target detection and accurate rangeestimation. Draft FM 17-40 should

Colonel Larry J. BaughmanDirector of Training DevelopmentsU.S. rmy viation Center

Ft. Rucker L

Training iteraturebe in the hands of field units for Team. This Tactical Air Command/review by June 1978 with the final Training and Doctrine Commandprinted copy available by January (TAC/ TRADOC) How to Fight1979. publication will be available for field

TC 17-50-3- ~ ~ J o i n t Air Attack distribution this year, in November.Team Tactics. The Joint Air At- FM 1 5 5 ~ ~ F l i g h t Operations.tack Team is a combination of U.S. This publication supersedes FM 1-Army attack helicopter team, AH- 55, Guide for the Operation ofI and OH-58, and U.S. Air Force Army Airfields (1973). The scopeclose air support aircraft, A-10, op- of the revised publication waserating together to locate, engage broadened to provide general guidand destroy tanks and other armored ance to commanders and flight opvehicles. This manual describes the erations personnel in the area ofstructure, coordination and employ- flight operations activities in bothment considerations for the effec- the tactical and nontactical envitive operation of the Joint Air Attack - ronments.

ducational Television

PROGRESS CONTINUES in by TRADOC for distribution. Proproduction of the multisubject, duction has been completed onself-contained Training and Doc- NOE Unit 5, comprising three videotrine Command/ Forces Command tape programs in the subject area,(TRADOC/ FORSCOM) nap-of- Introduction to Terrain Flightthe-earth (NOE) TV Course. As Navigation. The three Unit 5 tapesreported previously, 23 productions are now at TRADOC for review.representing 70 percen t of the NOE Approval for distribution is exTV Course have been approved pected in the near future. Produc-

tion will soon begin in the TacticalMission Planning and Execution(Unit 9 and Combat Intelligence(Unit 6 subject areas. Preproduction planning and development isin progress on the remaining NOETV Course productions. All tapesin the NOE TV Course are to bedistributed by TRADOC to the

10 U.S. ARMY AVIATION DIGEST


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usual reCIpients of Category I(Armywide) productions.In another subject area of concernto Army aviators, development isunderway of an updated televisiontape demonstrating correct wearand maintenance of the SPH-4 helmet. To be produced in coopera-

tion with the U.S. Army Aeromedical Research Laboratory, thisproduction will replace the SPH-4TV tape now in use. Completion ofthe new tape will be reported in afuture issue of Aviation Digest

For information on other ArmyAviation Center video cassette pro-

grams, consult the Television VideoTape Catalog published by the ETVBranch. For a free copy, write:CDR USAAVNC ATTN:ATZQTD-TS- ETV, Ft. Rucker, AL 36362.f time limitations require an imme

diate response, please call Mrs. MaryTomlin, AUTOVON 558-4388.

Course DevelopmentsB ack Hawk Pilot Training. Be-ginning in November 1978 BlackHawk pilot training will commenceat USAAVNC. Training will beprovided to aviators assigned toBlack Hawk units and selected personnel requiring Black Hawk qualification in the performance of theirduties. The Black Hawk AviatorQualification and Instructor PilotCourses will include operator training of the new Lightweight DopplerNavigation System (LDNS). TheLDNS will be installed on all BlackHawk aircraft and is part of theCommand Instrument Systemwhich gives the Black Hawk its allweather capability.

High Speed Utility Rescue Hoist.In August 1978 the OperationalTest II for the new high speedutility rescue hoist will begin atUSAAVNC. This hoist will be usedin both UH-l and UH-60 aircraftassigned to medical units to extract personnel and equipmentfrom areas that preclude landing.The initial training will be confinedto those personnel conducting theoperation test.NBC Defensive Training. Soonto begin additions to nuclear, biological, chemical (NBC) defensivetraining in advanced individual

training (AIT) courses will includethe M58 Decontamination Kit andthe M 13 Decontamination/Impregnation Kit. Necessary changes toboth flight and nonflight programsof instruction (POls) will reflect anappropriate amount of training forall personnel enabling them to perform their military occupationalspecialty (MOS) duties in an NBCenvironment.

AN/APR 39. New equipmenttraining team scheduled to deployto Europe to commence trainingin June 1978 with Korea and Continental United States units scheduled upon completion of USAREURunits.NH/NVG Night Hawk/NightVision Goggle Instructor PilotCourse is presently at TRADOCpending approval. Work is continuing on an exportable training

package which will be finalizedupon approval of the resident course.CH47FS. The CH-47 AviatorQualification Course (2C-100C-B)now provides students with 8.0hours of CH-47 flight simulator(CH47FS) time. Work is underwayto increase this time based on experience data feedback from graduates.

Discontinued Courses. The fol-INQUIRIES

lowing resident courses have beendiscontinued at Fort Rucker: CH-54 Instructor Pilot 2C-F22 OH-6 Instructor Pilot 2C-F13 M-22 Gunnery 2C-F9 U-8 Instructor Pilot 2B-F14MITAC II. Or, the Map Inter-pretation and Terrain AnalysisCourse in its exportable TEC format, is in the final stages of production. MITAC II is an offshootof USAAVNC resident MITAC instruction. This course provides theaviator with the skills and knowledge to: Predict, from preflightstudy, which of the features shown

on a map will actually be visibleenroute and the probable physicalappearance of those features; detect and identify planned checkpoints when enroute; judgewhether or not other features thatyou see on the ground are likely tobe portrayed on the map; and ifso, quickly locate and identify themon the map.Distribution of MITAC II to active Army aviation units is scheduled for the latter part of the thirdquarter of fiscal year (FY) 78. Reserve component aviation unitsshould be in receipt of MITAC IIduring the fourth quarter of fiscalyear 78. _ .

For inquiries pertaining to the above write: Commander United States ArmyAviation Center ATZQ-TD Ft Rucker AL 36362 or call Training LiteratureAUTOVON 558 7120/7113; Educational Television AUTOVON 558 5408/6787; Course Developments AUTOVON 558 5216/2295.

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DCORNERt Enli/ted PeflOnnel m n semenl SY/temEcw CH 47Chinook CourseR ESIDENT TRAINING for the67UlO CH-47 Chinook) Helicopter Repair Course at the ArmyTransportation School, Ft. Eustis,VA, is saving as much as 15 percentin training time because of selfpaced instruction.

The 67U advanced individualtraining (AIT) utilizes the most upto-date training concepts and doctrine. The old conventional platform instruction was converted toself-paced by the personnel of the

Major Thomas Johnston JrandCW2 James Wilkeu.s Army Transportation Center

Fort Eustis VA

Army photos byDavid Byrd

Multiengine Helicopter Division ofthe school s Aircraft Repair Training Department.The course was first presented inthe self-paced format in early 1973.

Since then it has served as themodel for other courses within the

Training and Doctrine Command(TRADOC).Self-paced instruction is simplydesigning a block of instruction sothat students can proceed throughthat block at their own pace.Presently the course is brokeninto 16 phases, which include shopand classroom work. The student sprogress is measured in both a timeand point value, which determinesthe student s overall course averageand class standing.

Students of the CH 47 Chinook Helicopter Repair Course self-pace themselves using the sound on slide system

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The classroom hours are composed of the use of programedtexts, audiovisual programs andvideo tapes. The audiovisual programs use a sound-on-slide systemwhich is a versatile, cost-effectiveunit that allows the student to viewa slide and listen to recorded instruction.

Periodically , throughout eachclassroom portion of a phase, students are presented a self-evaluationto measure their own progress. Students also receive computer-assistedinstruction with the use of an enginesimulator.All classroom work is reinforcedwith hands-on training in the shopportion of the course. The studentis exposed to all systems and maintenance procedures. Included inthe shop instruction are the course'straining flights.

The first flight is an introduction.During this flight the student isgiven a brief description of the capabilities of the CH-47 and the importance of quality maintenance.The second flight gives the studentthe opportunity to perform as acrewmember in making all necessary inflight checks. A third flightprovides instruction on transportingexternal loads.

Throughout the course the student will take various written andshop evaluations. These are administered on a go-no-go basis.The student must score 100 percentto receive a go with the failuresrequired to review the material andretest.

This system has shown outstanding results. During a retention testdesigned and administered to a random sample of graduating studentslast year, students were shown tohave retained a very high degree ofcourse material.

Continual internal quality control allows supervisors to assessand recommend changes to thecourse as dictated by the needs inthe field. Instructors with the CH-47 committee have gained an average 1,775 flying hours in 121 2 yearsof aviation experience.

JUNE 1978

Students in the Chinook epair Course reinforce self pacedinstruction with hands on training during shop instruction

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5 CORNERE

Officer Petlonnel manasemenlSY/tem

Theo OTHER AreaAdditional Duties

ONE SUBJECT that invariably comes up whenrepresentatives of the Warrant Officers Divisionvisit posts around the world is that of additionalduties. This article is intended to define additionalduties as U.S. Army Military Personnel Center(MILPERCEN) sees them and to assure that the individuals know where their careers stand regardingadditional duties.Let's start out by defining additional duties. Theeasiest way to do that is by telling what they are not.An additional duty is not your primary duty as listedon your Officer Evaluation Report (OER). The dutyposition on an OER has a title and military occupa-tional specialty (MOS) taken from the tables of organization and equipment/tables of distribution and allowances (TOE/ TDA). Everybody should know wherethey are slotted in the organization and what theirprincipal duty is. If all else fails, go to your rater andask. That last statement is of course, flippant. Unfortunately, our experience shows that lack of communication within the rating chain is a commoncause of nicks on an OER.Based on the previous paragraph, additional dutiesthen, become the elsewhere area. They are vitallyimportant to career success. There are some additionalduties assigned to aviation warrants (maintenanceand safety are examples) that are warrant officercareer fields and really are full time jobs. Even thoughthese type jobs leave no time for flying (normally aprimary duty) they are important and must be donewell. Some jobs are part-time duties and often an individual will be assigned many of them. Examples ofthese are voting officer, fire marshal, awards / decora-tions, and a hundred or more tasks that could beadded here. Because they are not full time does notmean they are unimportant. You compete for promo-tion with all warrant officers, not just rated aviators.14

CW4 Lloyd N. Washerssignment Branch

Warrant Officers DivisionU S rmy Military Personnel Center

No job in the Army is unimportant. When yourboss assigns an additional duty it is because the jobneeds to be done and done well to make the unitfunction properly. If you get a job to do for which youhave no training or experience, here are a few thingsyou can do. Seek advice from warrants who are notaviators. If you get a supply job, find a supply technician761) and seek help. A maintenance technician (630)can help and advise on motor maintenance. AR 611-112 and DA Pamphlet 611-12 list all warrant MOSsand describes the duties and areas of expertise. Thereis a wealth of knowledge and experience availablethrough nonrated warrants. You also may enroll incorrespondence courses related to your additionalduties. The Army has literally thousands of thesecourses available. Go to the Education Center andseek them out. Additionally, talk to the officer who::\ssigned the job; ask for advice and help when youstart. Don t wait until the job has gone wrong or youhave failed an inspection. At that point it is too lateand you have hurt your unit and your own career.In closing, remember that it makes no difference,in career terms, what job you do as long as you do itwell. Your commander has a unit to run and can do itonly with your help. No matter how menial the taskseems or how it may eat up your time, the job isimportant. How well you do it is critical to yourcareer. Seek advice, counsel with your rater, andstudy all the books you can get your hands on. Youradditional duties may very well make the differenceswhen you are considered by the next Department ofthe Army Board. Z



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JUNE 1978

KNOW THT E T

The HindT he Soviet Mi-24 Hind armedhelicopter (above and at left)can carry eight combat equippedtroops into battle. But its wallopcomes from its armament-a 2mm nose machinegun; four antitankmissiles and four pods, each carrying 32 57 mm rockets.The Hind's main gun range is2,000 meters and it flies at 333 km/hr. It has a range of 49 to 537 km.For more information see: The Threat To United StatesAirmobile Operations, Sep 74igest Soviet Airmobile Tactics,April 77 igest Behind The Hind, April 77igest Air Combat Engagements,May 78 igest

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That Common Summer ColdWHAT SGOING ON

N EXT TO stormy weather and a rough checkpilot, the aviator's number 1 enemy may well bethe common cold. Even i you've been lucky and havenever been grounded by the sniffler, you 've probablyheard flight surgeons plead time after time: Don't lywith that cold "

There are some good reasons to heed their warning.First, the fatigue that accompanies a head cold candetract seriously from your overall efficiency. Youdon't work at your ground job as effectively when youhave a cold and you don't ly as effectively' either.Alertness, reaction time, and judgment are impaired.You wouldn't take off flying instrument flight rules(IFR) in a T-42 with rough running engines or in aUH-l with a faulty altimeter; then why sell yours lfshort on a preflight checklist? The machine won 'tperform any better than the aviator who flies it and anaviator with a cold cannot perform up to top standards.

Ear block is another painful reason for not flyingwith a cold. Under normal conditions the pressure ofthe air that fills the middle ear cavity is equalized withoutside atmospheric pressure. This happens becauseair passes freely from the outside into the nose, up theeustachian tube and then into the middle ear. f youhave a cold the tissue surrounding the opening of theeustachian tube becomes swollen and inflamed andthe passage of air may be blocked. The differencethat results between the pressure of the air in themiddle ear cavity and the atmospheric pressure of theoutside air accounts for the sensation of earache thatoften accompanies a common cold. Nonaviators canreach for aspirin, antihistamines or nose drops, all ofwhich act to decrease the tissue swelling and open upthe eustachian tubes. Pilots do not have this option . Ifan ear block develops suddenly at 6,000 feet, theflight surgeon won't be of much use to you.Most flight connected ear blocks occur on descentto landing. Although there may be a transient sensation of "pressure in the ears" on climbout, the pressureitself usually becomes sufficient to force the air outthrough the obstructed opening into the nasal cavity.The discomfort is then relieved quickly and automatically. Yawning or chewing gum has the added effects16

of stretching the tissue around the eustachian tubesand also aids in opening them.

f an ear block occurs at altitude, pain will result ondescent due to the relatively low pressure within theear compared to the increasing atmosphere the closeryou get to sea leveL

Under normal conditions a valsalva maneuver willprovide equalization of pressure, but the amount offorce you exert is limited and i the opening of theeustachian tubes is blocked by badly inflamed tissue,the valsalva will fail and ear block will result. A partia lvacuum develops behind the eardrum and the pain isexcruciating. Then, small vessels may burst, fillingthe middle ear with blood, and fluids from surroundingbody tissues will pass into the middle ear (seriousotitis). .Trying to land an aircraft under such circumstances,even with optimum weather and traffic, can be hazardous. Concentration is difficult. Communication maybe jeopardized because of ringing in the ears. Vertigocan result because of the closeness of the organs ofequilibrium which are located in the inner ear. Eveni fortune smiles, and you get the aircraft back safelyon the ground, you still face several visits to the flightsurgeon's office for treatment, and you run the additional risk of infection in the middle ear.You can see that the common cold can spell uncommon, noisy problems for pilots. The warning ofthe flight surgeon regarding the hazard of flying whenyou have a cold should not go unheeded.If on the other hand, you choose to ignore thesewarnings, and one day you feel that sudden, sharppain in your ear as you let down to land, here is a littletrick that may save the day, fuel permitting. Climb sothat trapped air in the middle ear is the same as theambient pressure. This should relieve the pain. Getyour bearings and try a very gradual let down, constantly "valsalvaing" all the way down.

f you're lucky enough to get out of it without complication, you just might find yourself someday reminding the other pilots, as they blow their noses andcough their way out the flight line-don't ly withthat coldU.S. ARMY AVIATION DIGEST


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D URING THE afternoon launch,on the way to the stagefield,the TH-55 Osage crashed into awooded area. Both men were shaken.The student was trapped in the aircraft, but the instructor was able tofree himself. Since neither of thecrewmembers had survival vests orproper signaling devices, the freedcrewmember had to walk out toget aid.

The instructor pilot had a sprainedankle, a sprained knee and a puncture wound in the right thigh. Nevertheless, he walked a mile and a halfover hilly, wooded terrain to getaid for his injured partner.

During this time the remainingcrewmember was trapped in thewreckage by the antitorque pedals,waiting for help to arrive. The trapped crewmember had to endurefuel dripping from the fuel cellonto his helmet and shoulders, whichcaused severe petroleum burns to10 percent of his body, To compound the problems, the studentwas forced to breathe the fumes ofdripping fuel for 1 hour. The student passed out from asphyxiation,but recovered after 4 hours of medical attention.The instructor had a duty timeloss of 40 to 50 days, while the student lost 9 weeks of duty time. Thelength of time for the instructor torecover was caused not only by theinjuries of the accident, but alsobecause he had to walk on his injured legs for such a long distance.JUNE 1978

aintenance ofthe SRU 21/PSurvival Vest

CW2 avid P KlindtFort Rucker L

The extended recovery time forthe student was due to the amountof time he was forced to breathethe toxic fumes.The locating of the wreckageand freeing of the student took justunder 1 hour and transporting himto the hospital took only 7 minutes.If the crew had been issued survivalvests with the proper signaling devices, they could have signaled theirposition and would have been rescued sooner. This in turn wouldhave reduced the injuries sufferedby both crewmembers. The question is, were the additional injuriesand suffering necessary?

Most crewmembers realize theimportance of the survival vest aswell as other pieces of survivalequipment. Few realize the importance of proper maintenance forthis equipment. This information isset forth by TM 55 680-317-23&P,

Army Aviation Survival Kits, andTM 11 -5820-800-12, Operator, Organization Manual/or the ANIPRC-90.

The following information is toillustrate what the U.S. Army Aviation Center at Ft. Rucker, AL hasdone to solve the problems withsurvival vests. Before the accidentI described there was a shortage ofnot only survival vests, but of thecomponents to put in them. Vestswere issued to crewmembers whowere lucky enough to receive themand that was the end of it. As awhole, no preventive maintenance

was performed on the vests asrequired by the TMs.

Because of this unfortunate ac cident, along with others, the needfor survival vests with proper signaling devices was recognized anda policy was issued by the commander. The commander's first indorsement to USAAVNC Standardization Board minutes of 9 Decem-ber 1976 states, S urvival vests shouldbe worn by at least one aviator onall single engine aircraft during alltactical, nap-of-the-earth (NOE) o rinstrument flights.

The minimum components to beinstalled in each vest are: strobelight, signaling mirror and PRC-90survival radio. In addition, I wouldrecommend that a first aid kit, asurvival knife and a pen gun also beincluded in the vest as minimumequipment. This policy is in compliance with paragraph 3-34, AR95-1, which states, Crewmemberswill wear survival vests with components when appropriate to themissions flown.

TM 55-1680-317-23&P requirespreventive maintenance and inspections to be performed on the SRU-211P by qualified personnel every90 days, with the only exceptionbeing the survival radio , which hasan inspection required every 30days. Required inspections andmethods to perform these inspections are given below. (NOTE: Thepersonnel to perform this maintenance can perform any level of

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SRU 21/Pmaintenance as long as the commander is satisfied with the . skilllevel of the personnel performingthe work . This skill level can beachieved from readihg the TMs tointerservice schools/ training. TheArmy may in the future have itsown formal schooling for life supportequipment.)

The survival vest, cloth portion ,is inspected for , holes, cuts, tears ,broken or loose stitching, defectiveslide and snap fasteners, torn ormissing fas tener tape, loops miSsingfrom loop adjustment webbing, looptape cord broken or missing, edgeand seam binding torn or cut, brokenor missing thong on slide fastener.The vest also is inspectedfor cleanliness and evidence of exposure topetroleum products.The first aid kit has a maximumservice life of 5 years, which iscomputed from the date of the firstinspection. Inspect ions will be every90 days, and all items in the kitmust not expire before the nextscheduled maintenance period. Thekit will be inspected for, case damaged, kit issue or inspection date ,individual medical items containersseal broken, crushed doxcyclinehyclate capsules, eye ointmentleaking , .broken case or face oncompass.

The SDU-5E strobe light is inspected for cleanliness and opera-tion. The battery is checked forpower level and to ensure the service life of 2 years will not be exceededbefore the next scheduled maintenance period. The power checkis performed with the use of theTS-2530/ UR battery tester. Thenext portion of the check is a functional check of the strobe light withthe battery installed. This is donein a dark room to check maximumpower of the strobe light. The strobeligh t should be stored in the vestbulb down and will be secured tothe vest with the cord provided.The PRC-90 survival radio istested every 30 days as req uired byTM 11-5820-800-12. This check includes checking of one radio toanother through the use of a radiotest set AN / PRM-32. The radio ischecked for both transmitting andreceiving capabilities. The battery,which has a shelf life of 2 yearsfrom the date stamped on its side ,must be tested for power, expectedlife and to ensure that the shelf lifewill not be exceeded before thenext scheduled inspection. The TS-2530/ UR with the battery test adapter MX -8801 will be used to checkthe PRC-90 battery.The signaling mirror will be in-

spec ed for scratches, chips, cracks,distortion, illegible operating instructions and broken or missinglanyard. This device will be securedto the vest by the use of the lanyardprovided.The survival knife will be inspected for , rust or corrosion, missing rivets, loose clevis, burrs onblades, cutting edge dull, punchblade dull and point is blunt. Alsothe knife should be secured to thevest by means of a thin nylon cord.This not only reduces the chanceof loss in a survival situation, butalso reduces accidental misplacement in day-to-day use of the vest.

The distress flares for the survival vest do not have any shelf life.Contrary to TM 55-1680-317-23&Pthis information will show up onthe next change to the manual.There are two types of flares in theinventory. The first being the oldtype, which can be identified because they are the screw in type ofprojectile. The newer flares are thejungle penetrating type. These projectiles are the press in type. Theonly additional caution that mustbe used when dealing with differenttypes of flares is that the firing pinmust be cocked before loading thescrew in type projectile.

About 471 survival vests are beingused at Ft. Rucker. With the shortage of vests and the lack of funds topurchase more, the vests were recalled from personal issue and consolidated at the three major trainingairfields. Because the vests were nowat Cairns, Hanchey and Lowe, itwas recommended that a life support shop be established at eachairfield to provide the proper maintenance for the survival vests. Theup-to-date vests could then be issuedalong with the aircraft keys whenthe flight manifests are submitted.This solution for ensuring that vestswere available and issued to allflights was put into effec t 9 monthsafter the policy was established bythe commander.The burden of aircraft and crew/passenger safety rests on the shoul-

18 u s ARMY AVIATION DIGEST


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22/52

CH 47obile Training TeamLESSONS LEARNED

W HEN BUDGETS are beingtrimmed, and in some caseseliminated, it is obvious that reduc-tions in expenditures become a matter of paramount importance. Butevery cloud has its silver lining. Atraining concept has emerged as aresult of limited funds and manpower availability for Reserve andNational Guard units.

For the first time in the history ofthe U.S. Army Reserve, the CH-47Aviator Qualification Course (AQC)has been condensed from 7 weeksand 2 days to 4 weeks. In additionto the reduction of course dura-tion, it has been conducted withinthe unit, using unit assets. Thisconcept of course condensationand newly added mobilization hasbeen tested within the 97th ArmyReserve Command, Fort GeorgeG. Meade, MD. The training con-cept has proven cost effective.However, as concepts develop, newand sometimes unique problemsemerge.

The accelerated version of theCH-47 transition course is indeedshorter. Nevertheless, it containsevery unit of instruction given inthe standard CH-47 AQC conductedat the Aviation Center. But, whenstudents complete the acceleratedcourse, they possess the m n mumknowledge and skills required to

20

CW William R teeleDirectorate of Training

U.S. rmy Aviation CenterFort Rucker L

conduct safe operations in the CH -47 qualification course. This particular problem area is due primarilyto the compression of the trainingsyllabus, and the subsequent reduc-tion in text information assimilation.A great increase in the studentfatigue factor, due to course com-pression , is an additional contributorto the reduction in information retention. Based on student's writtentests and flight examination results,the accelerated course graduate ob tains a comparable standard to theFt. Rucker course graduate afterabout 6 additional weeks and 15additional flight hours of unit training. The additional training normally can be acquired easily sinceReserve and National Guard unitsare primarily in a training status.But this training should not be considered as a replace men t for thepresent 7-week, 2-day course.

To ensure proper coordinationand preparation, standardizationinstructor pilots (SIPs) should beavailable at the unit at least 30 daysprior to the start of student training.These are the individuals whoprovide .fulltime assistance, super-vision and technical expertise tothe unit that will be conducting theaccelerated course.

Refresher training of the unit sinstructor pilots is the key factor to

successful completion of the mobiletraining team's mission. Instructorpilots must meet all requirementsfound in AR 95 1 and AR 95-63. fAviation Center instructors are usedexclusively, no additional trainingother than a local area orientationis required. I f unit instructor pilotsare used , refresher training shouldconsist of no less than 15 flighthours per instructor conducted overa time span of 10 training days (1.5hour syllabus per day), and 2 hoursof ground school instruction perflight training day. Each trainingmaneuver and concept will bepracticed and reviewed. Upon completion of the refresher trainingprogram, a flight evaluation wouldbe administered by the AviationCenter SIP.An important shortcoming of thismobile, accelerated training program is the standardization trainingof flight engineers and crewmem-bers. While the majority of crewmembers in the various field unitsare well standardized within theirrespective unit requirements, theynormally are no t qualified instructorsas are the CH-47 flight engineers atthe Aviation Center.

The unique situation creates atwofold mission to the flight instructor. Besides conducting studenttraining, the IP also must conduct



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The author was responsible for conducting the initial course of accelerated train-ing of pilots n the CH 47 Chinook helicopter conducted for the U.S. ArmyReserve. He currently s assigned to the U.S. Army Aviation Center Fort RuckerAL as the CH 47 Standardization Instructor Pilot Department of Flight Training.intensive crewmember training. Aminimum of 1 days prior to thestart of student training a coordina-tion/ standardization seminar shouldbe held with the attendance of allpersonnel that may be required toperform crew duties during thetransition course. During the con-duct of student training crewmem-bers should be encouraged to attendall aviator ground school classes asinvaluable refresher training maybe gained at this time.

Requirements for the CH-47 AQC

a s outlined in Training Circular1 34 should not be waived. t is ofparamount importance that studentsattending the accelerated qualification course meet both the require-ments of TC 1-34 and also theappropriate pilot currency require-ments per AR 95-1 and the AircrewTraining Manual. Additionally qualification students should have flown18 hours within the previous 12months.f a student lacks the requiredprerequisites and recommended

currency requirements marginal student progression through the accelerated course results. n most casesit is not possible to have a marginalstudent administratively set backto another class. Because of a maximum instructor to student load additional flight training for marginalstudents is extremely difficult ifnot impossible. f additional trainingwere possible marginal studentswould be required to fly or receiveadditional ground school instructionduring time periods not already

Routes and areas for external load operations should be reconnoitered thoroughly forsuitability and safety Training areas should be located away from populated areas to

minimize the environmental impact

JUNE 1978 21


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scheduled for tranSItIon training.This additional training would consume critical student study time.The student in the acceleratedtraining course is amassed with alarge amount of technical information in an extremely short period oftime. Any additional time availableto the student must be used forstudy and assimilation of text material. Also, it usually is not possiblefor students to acquire additionaltime off from their respective civilianoccupations should a course extension be required. Due to these factors, uniq ue to the Reserve components, marginal students may beconfronted with course elimination.This results in a subsequent degradation of mission accomplishmentand cost effectiveness.Because the accelerated qualification student is required to undergoabout 90 percent more flight trainingtime per day (based on the averagedaily training syllabus) than the vi-ation Center student, a ircraft servicing delays must not be allowed tobecome a factor in the red uction oftraining time. Even the slightestdelay causes an increase in the following flight training day s syllabus.The increase adversely affects student progression because of additional fatigue.Any increase in an already heavilyscheduled duty day for the studenthampers, or at least limits, the effectiveness of the mobile training team.Aircraft involved in the transitiontraining program must have thehighest priority for servicing requirements. The training unit also mustensure that air traffic control andcrash rescue facilities are opera-tional during the conduct of transition training.

Another disadvantage of this accelerated training course within theunit is the difficulty in obtainingsuitable training aids and trainingareas. A hard surface landing areamust be able to handle the maximumnumber of aircraft that will be conducting training at any given time.f this area is to be an establishedairfield, priority must be given to

AQC aircraft. Crash rescue equipment must be immediately availableso that all training maneuvers maybe conducted. An adequate waterlanding area needs to be established.This requires extensive efforts toensure that the water is free fromany contaminants which could damage the aircraft.A minimum of one confined landing area is required for each aircraftconducting student training at agiven time. This requirement ensuresthat student training during the advanced training (AT) stage is nothampered or delayed. Confinedareas should be located at such adistance as to prevent interferencebetween flight patterns required toconduct a reconnaissance, landingor takeoff from each area. Additionally, there is a need for an adequate pinnacle training area.

Operational areas for externalload operations, including routesto and from confined and pinnacletraining areas, must be established.All landing areas not at establishedairfields should be reconnoiteredthoroughly from both air and ground.Considerations for suitability andsafety are of prime importance.Training areas, whenever possible,should be established away frompopulated areas to minimize theenvironmental impact due to increased aviation activity.A classroom is required for theconduct of ground school instruction and daily flight briefings. tshould have proper lights and ventilation. It should be located so thatoutside interferences are kept at aminimum. Required equipment inthe classroom consists of the standard audiovisual equipment packageused at the Aviation Center.

The student does not have thebenefit of the elaborate trainingdevices used during the AviationCenter course. This increases theburden on the student to gain theneeded insights into system opera-tions and functioning characteristics.A variety of external loads alsois required during the conduct ofthe advanced training stage. These

loads must include as a minimum,one high density load (concreteblock), one low density load (conexcontainer) and one aerodynamicload (a salvaged fixed wing or rotarywing aircraft suitable for externalair transport). External loads shouldinclude a V ton truck, a 5/ 4 tontruck and a 105 mm howitzer.

Internal loads also are neededfor training. They should consist ofvehicle type loads to facilitate easeof loading and unloading. The number of internal loads and externalloads should be a minimum of onefor each aircraft expected to beflying in any training period.

Because of the course s compression the flight training syllabus mustbe conducted over a 6-day trainingweek. The addition of the extra training day provides the flexibilityneeded to meet the training syllabusand contend with a limited numberof no-fly days due to weather ormaintenance.

I feel that it is important to notethat during the conduct of this typeof training program within a unit,the unit s mission capability is severely affected. Without maximum aircraft availability required duringthe course of instruction the syllabuscannot be completed within theallotted time period, thus drasticallyreducing its cost effectiveness.

The CH-47 accelerated q ualification course should only be considered as an alternative in extremecases of inadequate manpower availability under the needed militaryoccupational specialty. Even underthese conditions, the acceleratedcourse should be used as a meansto facilitate Reserve and NationalGuard units in accommodatingmembers with civilian employmentabsences, and as an aid in recruiting efforts. With the continuing reduction in the number of experienced CH-47 pilots in active Armyunits, it is imperative that the CH-47 Aviator Qualification Course,conducted at the Aviation Center,be considered the standard methodof training CH-47 pilots.



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N LAST month s Digest MajorGeneral James C. Smith, Aviation Center commander, respondedto the first "You Wanna Hear FromMe' " comments (See the Digest

November 1977). Below are additional comments and MG Smith sreplies to t ~ e m (Future issues willcontain more comments and responses.)Dear General Smith:I believe that training could beenhanced if aviation maintenancewas accomplished by a militarymaintenance force according to procedures outlined in the appropriatetechnical manuals.

You make a good point. Werecognize the value of on-the-jobtraining at the Aviation Center. However, time and money restraints donot allow all the maintenance skillsneeded on the job to be taught here.The Aviation Center uses a civilian

JUNE 1978

ou wtlnntlIIell from m e ~

contractor to maintain the fleet oftraining aircraft and a great deal ofthis maintenance is accomplishedat night. The use of student aviationmaintenance personnel to maintainthis fleet of aircraft is not considereddesirable. The contract maintenanceis accomplished under pertinenttechnical manuals. f your commentpertains to the new C-12 fixed wingaircraft, the situation is altogetherdifferent. The recent procurementof C-12 aircraft places factory personnel on site to provide maintenance support as part of the procurement contract. The AviationCenter does train the 67N and 67Vaircraft maintenance personnel. TheTransportation School at Fort Eustis,VA is responsible for that careerfield. In all cases, the basis of maintenance training is the appropriatetechnical manual.

Thank you for responding,General Smith

Dear General Smith:The U.S. Army Aviation Center

is very knowledgeable on the provisions of ARs, DA forms and otherpaperwork which are needed forthe successful operation of an aviation unit. However, it is my opinionthat the training program for the7 P (Flight Operations Coordinator)category does not allow ample timeto com plete all portions of theprogram

We are faced with the old problem of not enough time in a singlecourse to teach everything we'd like.Therefore, all job tasks selected fortraining Soldiers in MOS 71P arenot taught in resident courses at theAviation Center. In AIT, for example, only those tasks which can bestbe taught at the Aviation Centerand those required by higher authority are taught. Those tasks thatcan be taught adequately throughself-teaching exportable training orformal on-the-job training programsare not taught in resident courses.The Aviation Center provides extension training programs which contain instructional material for training both those tasks taught in theresident courses and those selectedfor training in the field. Details onwhat is available and how it can beacquired are covered in the MOS71P Soldier's Manual and the Commander s Manual for MOS 71P. TheCommande r's Manual also gives specific information on where each taskof each skill level of the MOS is tobe taught. I would like to add thatas a result of recent comments fromthe field such as yours, the AviationCenter has implemented tactical environment training for the 71P. Thisincludes installationof radios andassociated equipment in groundvehicles.

Thank you for responding,General Smith

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ideas expressed in this article are the author s and do not nec-represent those of any Department of Defense Agency.

CW Jon F Langione8 d Aviation Battalion

Fort Bragg NC

I T WAS MARCH 1945. The Bulgehad been flattened and the SpaHorseshoe straightened. Nazi Ger-many was breathing its last as theAllies pushed from all sides.

n the Third Army sector onegreat obstacle stood in the path ofits lightning attack ; the Rhine River.Fortune had put the Seventh Armyacross, as the 9th Armored Divisioncaptured the Ludendorff railwaybridge at Remagen, but no suchluck for 'Lucky' Icode name forThird Army I

Third Army would have to as-

sault across the river, secure thebanks, bridge the river to bringsupplies and armor forward, andcontinue the fight. These were theorders, from General George Patton, to the XIIth and XXth Corps'commanders.

Four historic crossings were accomplished by Third Army. XXthCorps' 76th, 87th and 89th InfantryDivisions would cross at Boppardand St. Goar. Farther south the 80thInfantry Division of XIIth Corpswould cross at Mainz. South ofMainz the 5th and 90th InfantryDivisions were poised to assault theeast bank and the plan to do sowould involve the first planned airmobile assault in the history of warfare.

The 5th Infantry Division was selected to make the initial river crossing; the 90th Infantry Division would

follow. However, one battalion ofthe 5th Infantry Division was to beairlifted across to secure the eastbank against a reported buildup ofNazi forces near Oppenheim, thelocation of the assault.

General Patton's Artillery Chief,Brigadier General Edward T (Molly)Williams, conceived the idea of using90 L-4 light observation planes toperform an air assault on the eastbank with an Infantry battalion.Time to close on the objective wasestimated to be 3 hours. The planwas further developed to the pointof a fighter squadron from XIXthTactical Air Command being taskedto ly cover - the first gun coverassembled for an air assault opera-tion.The 5th Infantry Division's riverassault commenced at night and

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Air isault 1/11and the Long Waitwent so well and advanced so rapidlythat the l-plane Plan was scratched. The battalion designated to perform the air assault was tasked tocross by boat. Thus ended the firstairmobile operation. And the concept died with the Operations Plan(OPlAN).

Had the l-plane Plan takenplace the operation would have beenanother first for Third Army as wellas a first in the field of vertical envelopment. However, the air assaultwas cancelled and the idea shelved.Indeed, shelved for a long time.

Eighteen years later, Air AssaultI tested concepts (similar to thoseof General Molly Williams) whichwere recommended by GeneralHamilton H Howze's Army TacticalMobility Requirements Board. TheHowze Board's proposals resulted

JUNE 1978

in the 1st Cavalry Division (Airmobile) which was the first deployedto Vietnam; the 101 st Airborne Division (Airmobile), currently theArmy's only airmobile division; andthe 6th Air Cavalry Combat Brigade (ACCB) which still is active.Mid-intensity now is the bywor.d,as unconventional- formerly a fa-miliar byword- has all but beenerased. History has proven time andagain that U.S. Army forces canovercome any obstacle, even themselves.General Howze, who often iscalled the father of air assau lt. recently has questioned the aviationcommunity for its lack of direction.General Howze stated, in anotheraviation periodical, that not sinceAir Assault II has the U.S . Armycommissioned a board or test panel

on the scope of the Howze Board,Air Assault I or Air Assault II toseek a standard mission and directthe aviation community as thosetests did.

The fact remains that many lessons were learned from the Vietnamyears and from post Vietnam maneuvers and tests.

Therefore, as we celebrate the36th Birthday of Army Aviation thismonth, should not a board be formedto have a relook at the unconventional mission, as well as the conventional, mid-intensity role?

t has been 18 years since theHowze Board - coincidentally thesame amount of time between theL-plane Plan and Air Assault IIEighteen years between concept andadoption is a very long time - too

l o n ~ . , . . . . .

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Protection f Med'ica ircraft

Article 27 - Medical aircraft in areas controlled byan adverse Party1. The medical aircraft of a Party to the conflictshall continue to be protected while flying over landor sea areas physically controlled by an adverseParty, provided that prior agreement to such flightshas been obtained from the competent authority ofthat adverse Party.

2. A medical aircraft which flies over an areaphysically controlled by aI1 adverse Party without,or in deviation from the terms of, an agreement provided for in paragraph 1 either through navigationalerror or because of an emergency affecting thesafety of the flight, shall make every effort to identifyitself and to inform the adverse Party of the circumstances. As soon as such medical aircraft has beenrecognized by the adverse Party, that Party shallmake all reasonable efforts to give the order to landor to alight on water, referred to in Article 30, paragraph 1 or to take other measures to safeguard itsown interests, and, in either case, to allow the aircraft time for compliance before resorting to anattack against the aircraft.

COMMENT: Article 36 of the First 1949 Convention prohibits flights over enemy or enemyoccupied territory, thus making such overflighta breach of the Convention. Under Article 27 suchan unpermitted overflight results in loss of protection. Before taking the extreme measures of attacking an intruding medical aircraft, the partiesare required to order it to land or take other lessdrastic measures. The disposition of offending

26

Colonel Waldemar A. Solf US R e t i r ~ d )Office of The Judge Advocate GeneralWashington. DC

medical aircraft, their crews and patients is elaborated in Article 30.

The principal utility of the prior agreementprocedure prescribed in Paragraph 1 involves encircled areas, beachheads and established airheads.In such situations, scheduled medevac flightsthrough prescribed air corridors occasionally havebeen arranged in past wars.

Article 8 - Restrictions on operations of medicalaircraft1. The Parties to the conflict are prohibited fromusing their medical aircraft to attempt to acquire anymilitary advantage over an adverse Party. The pres

ence of medical aircraft shall not be used in anattempt to render military objectives immune fromattack.2. Medical aircraft shall not be used to collect ortransmit intelligence data and shall not carry anyequipment intended for such purposes. They areprohibited from carrying any persons or cargo notincluded within the definition in Article 8 (f). Thecarrying on board of the personal effects of theoccupants or of equipment intended solely to facilitate navigation, communication or identification shallnot be considered as prohibited.3. Medical aircraft shall not carry any armamentexcept small arms and ammunition taken from thewounded, sick and shipwrecked on board and notyet handed to the proper service, and such lightindividual weapons as may be necessary to enablethe medical personnel on board to defend themselves

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and the wounded, sick and shipwrecked in theircharge.4. While carrying out the flights referred to inArticles 26 and 27, medical aircraft shall not, exceptby prior agreement with the adverse Party, be usedto search for the wounded, sick and shipwrecked.COMMENT:a. Apart from the fear that the safety of medicalaircraft could not be assured against attack fromdistances which exceed the capability to recognizethe distinctive emblem, an important factor forthe limitations on protection of medical aircraft

under present law was concern over the securitythreat posed by abuses of protected status. Thissame concern was evidenced during the debateon medical aircraft in the 1972 Conference.b. The pattern of measures in the Conventionsintended to insure against abuse of medical protected status are:

1) Loss of protection when the threat to security is moderate. Thus, Articles 21, 22 and 35 ofthe First Convention simply provide for loss ofprotection if medical units are used to commit,outside their humanitarian duties, acts harmfulto the enemy.2) With respect to extremely dangerous threatsto security, however, the Conventions impose explicit prohibitions. Because of the threat to securityof warships, Article 34 of the Second Conventionprohibits the possession of secret codes by hospitalships. Articles 35 of the First Convention and 39of the Second Convention prohibit overflight ofenemy or enemy occupied territory. These explicitprohibitions imply that their violation is a breachof the Conventions, not merely a condition entailing loss of protection.c. Agreements on the basic protection of medical aircraft without the inflexible necessity of anagreed flight plan was achieved only by strengthening the conditions intended to insu