army aviation digest - feb 1984

8/12/2019 Army Aviation Digest - Feb 1984

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Contest

Basic

to

and the Aviator

To The Field:

C U [ ] ~ nl ine Be A Team

2

Bri ladier General ECommanderAviation Center

Alabama


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ouMAY HAVE noticed while holding thisissue that it seems lighter and thinner; in fact it

is. This month and some future months , the via-tion Digest will be reduced from the usual 48pages to comply with a directive to reduce printing costs . Another cost reduction measure isless use of color. Nevertheless, the igest staffwill continue to present readers with a quality ,professional periodical geared to keep you informed about current happenings and futuretrends concerning Army Aviation.

The lead article, Combat Aviation Management System by Captain William Chappell,describes this organization developed and testedby the 101 st Airborne Division (Air Assault).CAMS provides flexibility and responsiveness tothe combined arms team through centralizedcommand and control of air assault aviationassets . It is ideally suited to plan, execute andcontrol cross-FLOT operations.

CPT Ronald Buffkin gives his concepts aboutcourse subjects that should be addressed inCreating The Aviation Officer Basic Course. He

emphasizes the need for Aviation lieutenants tolearn combat critical tasks such as the ability tomake accurate, rapid tactical decisions; displayflexibility; provide leadership; know effectivehelicopter emergency procedures; and, haveskills in accurate tactical map reading. The Aviation lieutenant must be a combined arms officermore so than his counterparts in other branches;he needs to expertly understand the role of ArmyAviation when integrated with the other combatarms.

The AirLand Bat t le -An Opportunity to Excel reminds us that the next war may begin during the next hour, not in the future when furtheradvanced helicopters and other materiel comeinto being . As LTC Ollie Kennedy says, it will bea come -as-you-are war; so, we need to do withwhat we have, though the battle may involve conventional , nuclear or chemical weapons singularlyor in any combination.

FEBRUARY 1984

The 9th CBAA's Air-To-Air; A Rude Awakening by CW3s David Klindt and Victor Mustoe

relates lessons learned by the 3 5 Cav while training in air-to-air evasive maneuvers at the MarineAviation Weapons and Tactics School. The mostimportant tactic is not to be seen by proper useof cover and concealment.

Finally, we at the home of the new AviationBranch are conducting a contest to select abranch song. The song should be easily sung andadaptable to a marching arrangement. For moredetails, read Army Aviation Song Contest onpage 7

Major General Bobby J MaddoxCommander U S Army Aviation CenterFort Rucker AL

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Captain William S Chappellssistant S

101st Aviation Group Combat)101st Airborne Division Air Assault)

Fort Campbell, KY

TH COMBAT AVIATION Management System CAMS) has beendeveloped and tested to providecommand and control of aviationassets assigned or attached to the1 1

st Airborne Division AirAssault). CAMS provides flexibilityand responsiveness to the combinedarms team by establishing a centralized command and controlsystem for air assault aviationassets. All elements of CAMS arelinked by radio communications us-ing the combat aviation net CAN)figure 1), to provide reliable and

responsive aviation support for theAir Assault Division. CAMS ensures positive control of aviationassets at all levels of employment.

The base building block ofCAMS is the combat aviation teamCAT) located at maneuver com

pany level. The CAT consists of aqualified pathfinder with a radiowho is habitually assigned to thesame air assault rifle company commander. This repetitive associationdevelops the desired degree of teamwork required to integrate aviationexpertise at all levels of command.The CAT can mark and control landing zones, pick-up zones and provide technical expertise for riggingand slingload preparation.

At battalion level the combataviation party CAP) is structuredto assist the air assault infantry battalion commander in the use andcontrol of aviation elements. TheCAP consists of a combat-armsqualified aviator, normally a cap-

FEBRUARY 1984

FIGURE 1: Combat AviationManagement System Organization

3


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Commander

I II

I2 In te l l igence S3 Opera t ions Pa thf inders

Combat Avia t ionPar ty (CAPIombat Avia t ionTeam (CATI

IAir Defen ,e A rt i l l e ryI _ . _ . _ . _1_;:_ _1_-_ .i S3 A i r Opera t ions i

A i r Force l i a i s o n O f f i c e r i

I Fire Suppor t O ff i ce rI

. _ . _ . _ : ~ ; : : . i ~ ~ ~ . _ . _ . _ .

FIGURE 2: CACC Organization.

Il i a i s o n Off ice r s

FIGURE 4: Combat Aviation Management System Communication.

Combat Av ia t ionPar ty CA P I

C o m b a t Avia t ionTeam (CAT)

c ~ O ~ ~ t a n d~ ~ ~ ~1 1

fo m b a tAv i a t i o n

Cont ro l Center(CACCIJ,

O~ . J

0 III< J ; ~

f

C o m b a t . Avia t ionPar ty (CAPI

C o m b a t Avia t ionPar ty (CAPI

C o m b a t Avia t ionTeam (CATI

Assault Helicopter BattalionHeadquarters (CACC)

(Direct Support)

o 2 UH -60 assault hel icopter companieso 1 AH S attack helicopter company

operational control )

o AH - 1S a i r cavalry trooplopera t io nal control)

o CH - 47 medium l i f t platoon(operat i onal control)

o brigade av iation sectionoperational control)

o UH -60 air ambulance section(operat ional control)

D O H - 5 8 target acquisi t ion battery section(operat ional control)

o Pathfinders platoon(operat ional control)

FIGURE 3

C o m b a t A v ia t ionPar ty CA P )

C o m b a t Avia t ionPar ty CA P )

Combat Avia t ionTeam (CAT)

u sARMY AVIATION DIGEST


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tain, two pathfinders and a vehiclewith two radios. The CAP inter-faces with the fire support officer(FSO), the battalion S3 and S3 air,to ensure the integration of fire sup-port, aviation support and AirForce close air support. This pro-vides the necessary coordination toemploy aviation assets rapidly onthe battlefield at a decisive time andplace. The CAP also assists the in-fantry battalion S3 in preparingoperations orders and plans so thattactical operations planning can beconducted concurrently rather thanconsecutively. This saves time andensures that coordination has beenaccomplished to facilitate the time-ly employment of Army Aviation.The CAP normally will be assignedto the same maneuver battalion todevelop cohesion and respon-siveness with the battalion com-mander and his staff.

The next building block ofCAMS is the combat aviation con-trol center (CACC) (figure 2located at each maneuver brigadeheadquarters. The CACC serves toassist the brigade commander and

his staff with the integration ofArmy Aviation to support tacticaloperations. The Air Assault (ASSL T)Division normally will provide eachmaneuver brigade with a direct sup-port aviation battalion headquartersto assist in the command and con -trol of aviation assets task organizedto the brigade. The elements de-picted (figure 3 normally will betask organized under command ofthe assault battalion headquartersCACC.

These elements consistently sup-port the same brigade in all phasesof training and deployment exer-cises to further enhance cohesionbetween Army Aviation and groundcommanders. However, dependingon the situation, any aviation bat-talion in the division has thecapability to perform the CACCmission. The direct support aviation

FEBRUARY 1984

battalion commander manages theCACC and has overall responsi-bility for all aviation supportallocated to the brigade task force.This includes planning for tacticaloperations and logistics. The CACCmaintains radio communicationwith his battalion CAPs andthrough him to the company CATvia the combat aviation net. Addi-tionally, the CACC maintains com-munication with the combat avia-tion command post (CACP) (figure4 so that changes to aviation taskorganization can be accomplishedrapidly. The CACC also receives in-formation and requirementsnecessary for airspace managementin the brigade sector. He interfaceswith the brigade FSO, the air liaison

officer, the air defense liaison of-ficer and the brigade S2 S3elements.

To effectively manage the Com-bat Aviation Management Systemthe 101st Airborne Division (AirAssault) has developed the combataviation command post. The CACPis the focal point for airspacemanagement command and controlin the division tactical area ofresponsibility. The 101st AviationGroup provides the headquartersfor the CACP and is augmentedwith liaison officers from the divi-sion cavalry squadron, the attackhelicopter battalion and any ma-neuver aviation elements attached tothe division for a particular tacticaloperation. The CACP coordinates

FIGURE : Channels of Communication

Com ba t A v i a t i onCo mm an d Po st

ACP I

G3 Combat Aviat ion

A ir Fo rce Lia i s o n O ff icer . /Fire Su pp o rt n ~ Command Post CACP)

. . > Cur ren t p e r t ions and Int el l igenceG 3 A I O p er at io n s AirspaceD ,v,s ,on Chemica l Management

To ol A S , p p o d El o moo Element

l Air Defense ArtilleryAir Traffic Control rComba t Av i t i on

Control CenterCACe)

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with the corps airspace managementelement, fire support element, tactical air support element, assistantdivision air defense officer, G2/G3elements, CACCs and liaison personnel. The lOlst Aviation Groupcommander is responsible forestablishing the CACP.

The assistant division aviation officer (ADAO) is a special staff officer on the division staff, and he isnormally located in the CACP. Heprovides technical expertise to thedivision aviation officer and keepshim abreast of current and futuredivision operations. The airspacemanagement element (AME) (figure5

assists the ADAO in carrying outhis responsibilities and coordinatesthe use of all assigned division

airspace. The AME also serves asthe point of contact for the G3 onmatters pertaining to airspacemanagement, air defense and ArmyAviation. Under the CACP structure the AME is one of the primaryelements; the other primary elementis the current operations and intelligence (COl) section (figure 6).

The COl maintains current information on the status of aircraft, aircrews, night vision goggles and aviation forward arming and refuelingpoints to include ammunition andPOL fuel stockage qualities. Thecurrent operations element alsorecommends employment of divi

sion aviation assets, provides division level aviation planning andtargeting for future aviation opera-

FIGURE 6: Combat Aviation Command Post Organization.

6

Officer In Charge

Current Operationsand Intelligence

Intell igence3 Opera t i onsa va l ry Liaison Off icert tack Hel icopterLiaison Off icer

athf inderstandard i za t iona ~ t y

ogist ics

Airspace ManagementElement,

A r m y Aviat ion Element,Assis tan t Division

Air Defense Officerlight COOrdijotion CenterAirspace Manage 'mentElement interfaces with:. _. . . . . . . . . . . . . . . . _. .

G3 Air Opera t ions i -

l i r Force Liaison Off icer I- . .Fire Suppor t Element

I Ii Chemica l i- . 1 . . . . . . . . . -

tions, and provides aviation safetyand standardization expertise to alldivision aviation units. The intelligence (S2) section disseminatesintelligence data and aviationweather information to divisionaviation units.

The lOlst Airborne Division (AirAssault) has tested the CACP during division level exercises and continues to refine the command andcontrol procedures for aviationassets. In addition, future ex-periments with tactical automationof airmission briefings, airspacemanagement control measures andaviation asset status reporting,

under the auspicesof

the ArmyCommand and Control InitiativesProgram, hold the promise of realtime information flow and dramatically increased responsiveness.

The Combat Aviation Management System is a dynamic organization which facilitates the timely useof Army Aviation and is ideallysuited for planning, execution andcontrol of cross-FLOT (forwardline of own troops) operations. Thiscommand and control structure

enables the lOlst Airborne Division(Air Assault) to enhance themobility of maneuver and fire support units and assists the movementof supplies and equipment withinthe division. CAMS provides thecombined arms team with thefirepower and mobility to win onthe modern battlefield.

AIR ASSAULT



9/32

T E ARMY'S NEW Aviation Branchat Ft. Rucker, AL, is conducting acompetition to find its own song.

The ompetition is open to allpersons 18 years old or older.

The Aviation song should be easilyadaptable to marching arrangement formilitary bands at a standard cadence of120 beats per minute and would bepreferred in standard verse chorus,verse chorus format (no more than twomelodies). The song must be easilysung by an average, untrained voiceand be moderate in voice range.

The submission should be recordedon high quality cassette tape and thetape, along with full piano score andsketch score (lead line and chords)should be mailed to: Commander, U SArmy Aviation Center, ATTN: ATZQ-P,Ft. Rucker, AL 36362.

All submissions must be receivedby 5 p.m., 1 May 1984. The winnerwill be announced 15 June 1984.

The winner must agree to copyrightthe song and assign the unencumberedcopyright to the U S Army.

The winner of the ompetition willreceive a 250 U S Savings Bonddonated by the Ft. Rucker Chapter ofthe Army Aviation Association ofAmerica. The original sheet music,along with a photograph of the awardceremony, will be placed on display inthe U S Army Aviation Museum at Ft.Rucker. The winner will be providedwith travel expenses to and from Ft.Rucker.

In the event an acceptablesubmission is not received, a winnerwill not be selected.

For further information write theAviation Proponency Office, Ft. Rucker,AL 36362, or call commercial205255-6360 or AUTOVON 558-6360.

All nonwinning entries will bereturned.


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8

reating theVI TION OFFICERB SIC COURSE

The Aviation Officer Basic Course shouldprovide instruction concerning tacticsleadership and comb t arms operationswhile teaching technical skills required tomaster flying a helicopter.

Captain Ronald M Buffkinu s Army Infantry School

Fort Benning GA

I IS 0700 HOURS o 4August 1984 A group .of secondlieutenantsjrom the 13th Company,

.4th Battalion, TSB, Ft. Rucker,AL fills several rows o f bleachersin one corner of McNair Field. TheAlabama sun still hasn t burned allthe dew off the grass and greenblades stick to to the spit-shinedcombat boots o f he young officersas they fidget on the aluminumracks. The morning air is crisp andclean like the haircuts on the 30lieutenants now seated. A broadshouldered, muscular captain walksup to a small placard that reads,HINPROCESSING, A VIA TION

U.S. ARMY AVIATION DIGEST


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OFFICER BASIC COURSE andwaits for a flight of A HIPs to passlow over the field before he speaks.

HGood morning, lieutenants. Myname is Captain Bernie Rybolt. I'llbe your platoon trainer for the next8 weeks here at your A viation Officer Basic Course. It's my job toteach you the basics you'll need forIER Wand your first assignment ina combat aviation unit. The next 8weeks here will lay the foundationfor your career as n Army aviator.This is the 1st Platoon o f the 13thStudent Company. We're the attackplatoon. The 2d and 3d Platoonsare air cav and assault respectively.You'll be broken down into foursections o f seven aviators per section. You'l l be rotated through allleadership positions found in an attack unit to include section leader,platoon leader and assistant operations officer. Before we begin in-processing, I'd like to introduce my

assistant trainer, CW4 Bob Hill.A greying, tanned warrant officerwalks forward from the edge o f hestands. He slowly draws a long pufffrom a nonfilter cigarette perchedbeneath a just-within-regulationmustache. A pair of mirror finishedsunshades reflect the 30 officerscarefully measuring the of ficer nowbefore them. A star and wreath sitproudly above his aviator wings.

Assured that he has the undividedattention o f the class, he levels hiseyes at the young men and speakswith deliberate precision. liMy jobis to be your teacher. I want you tomake mistakes here before you getto real units. Our time is extremelylimited. You will spend all o f lightschool mastering the technical skillo f lying a helicopter. Here you willbegin learning to be a combataviator. The 8 weeks here will be

FEBRUARY 984

This article is the opinion of the autho r and does notreflect how the U S Army Aviation Center will conduct the Aviation Officer Basic Course

devoted to tactics, leadership andcombined arms operations. Some o fyou will not make it . . .

Recent decisions including theAviation Branch ImplementationPlan are making the above scene areality. With the creation of theAviation Officer Basic Course

(AOBC), planners at Ft. Rucker aretaking Army Aviation in the rightdirection. The AOBC will befollowed by 36 weeks of initial entry rotary wing (lERW) for a totalof 44 weeks of aviation intensivetraining. The total package will produce an Aviation lieutenant whounderstands and can apply ArmyAviation to the combined armsteam.

Army doctrine is clear on what abasic course is supposed to do. DA

Pam 600-3, Officer ProfessionalDevelopment and Utilization,states: The basic course providesinstruction related to the overallmission and function of the officer's specialty along with thetechnical instruction that providesthe detailed knowledge and requiredskills associated with his/herspecialty. , We now realize thatthere was no course that did this forthe Aviation lieutenant. TheAOBC, however, will meet the requirements of DA Pam 600-3 byteaching our lieutenants their role inthe combined arms scheme. Thequestion is, what exactly do wteach the newly commissionedlieutenant during those critical first8 weeks at AOBC? Recognizing thefact that the new lieutenant will notbe a rated aviator during AOBC,what program of instruction will

make best use of the 8 weeks atAOBC?

One possible model for the combat critical task that needs to betaught at AOBC can be gleanedfrom recent Israeli success with attack helicopter units in Lebanon.The summer issue of A R M YTRAINER featured an excellentsynopsis of Israeli lessons learnedregarding the training of attackhelicopter crews. The training

priorities they identified should beincorporated into our AOBC. Toquote A R M Y TRAINER, Theconflict demonstrated that certaintasks are critical to survive and winin battle, where operations oftenhad to be conducted amid the confusion of combat. These tasks are:

Accurate tactical map reading. Rapid tactical decisionmaking. Effective helicopter emergency

procedures.In sum, Israeli experience in the

Lebanon conflict stresses the needto make tactical training of attackhelicopter pilots simulate the confusing conditions of combat. Thetraining must also place greater emphasis on:

Leadership qualities. Flexibility. Ability to make accurate, rapid

decisions.' ,f you're an attack helicopter

sort-of-guy, you're probably saying, So what, I could've told youthat all those tasks are important.Well, right you are. The Israeli example reinforces what we've knownall along. t should be pointed outthat with the exception of the armedscout, Israel's attack helicopterunits are very similar to ours. Theyalso use the AH-IS and employ itlike we do. The Israeli DefenseForces are winners and they win on

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Creating theVI TION OFFICER

B SIC COURSE

the modern battlefield. They haveproven the effectiveness of attackhelicopters in a combined arms war.That is why it is particularly important that we institutionalize thesetraining priorities in our AOBCfrom the start.

Let's look at each of these attackaviator tasks separately and see howthey might be used to train aviatorsin the AOBC.

Accurate tactical map readingThe reports I've read coming out ofthe National Training Center at Ft.Irwin, CA, say that the failure ofunit leaders to read a map correctly

causes more tactical blunders thanwe'd like to imagine. Map readingis a vital skill for all aviators. Oneway to get our lieutenants wellgrounded in navigation skills is toteach them how to navigate, beginning in AOBC. Realistic practicalexercises in AOBC coupled withmaking students responsible fornavigation in IERW will help givethe lieutenants valuable experience.This experience will reduce trainingtime when they report to their first

unit.

Flexibility When the Israelisspeak of flex ibili ty, two phrasesfrom FM 100-5, Operations,come to mind. First, it says, Anorganization's flexibility is determined by its basic structure, equipment and systems. The second

1

aspect of flexibility addressed in FM100 5 says, Commanders who areflexible rather than mechanical willwin decisive victories. ' , Aviationunits are flexible by design. Whatwe have to teach our lieutenants ishow to be flexible on the battlefieldand the way to teach flexibility is toensure that they understand thedynamics of the battlefield. Theroles of all elements of thecombined arms team must bedeveloped to a greater degree inA viation lieutenants than in theirground counterparts. By providingthe understanding of how allelements fight and how Aviationcontributes, the AOBC can teachthe flexible mentality required onthe modern battlefield.

Effective helicopter emergencyprocedures Because actual flighttraining occurs after AOBC, detailed training in emergency procedureswill have to wait until IERW.However, emergency procedureshave been identified as a combatcritical task and the importance they

have to Aviation training could beintroduced in AOBC; a CombatEmergency Procedures block ofinstruction could be given duringAOBC. In a classroom environment, students would learn the importance of performing correctemergency procedures by studyingactual combat situations requiringimmediate emergency responses inorder to accomplish the mission.This block, although limited inscope, would provide motivation

for the students when they progressto IER W. As an initial introduction, it could provide the why tothe procedural training they'll get inIERW.

Rapid tactical decisionmakingHow do you teach the thought process that will produce sound tactical

decisions? Several methods are inuse at the Armor and InfantrySchools that could be modified forArmy Aviation. For example, a wargame of sorts developed for use athe 9th Infantry Division's HighTechnology Test Bed uses historicalexamples in a gaming format. Thisprogram is called What NowLieutenant? and basically posed atactical problem to the student bygiving him the situation faced by areal character in history. The situations are nonspecific enough so anot to allow the student to knowwhere the actual historical actiontook place. All scenarios were takenfrom true problems that faced acompany level leader in combat.After the student group consideredseveral solutions to the problem,one student would brief his solutionusing the terrain board. A groupleader, who is usually an experiencedcaptain, then briefs what actuallyhappened in history. The purpose inot to arrive at a school solution,as in many cases what happened inthe historical example did not conform to the leader's intended

results. The objec t is to have an experienced officer guide a group olieutenants through a tactical problem tha t requires future leaders ofsmall units to think about tactics.

For example, a typical scenariomight go like this: Your studentgroup in AOBC is assembledaround a large terrain board. Theterrain board looks like lush,tropical jungle. Six UH-l Hueys areat a small landing zone (LZ) on theterrain board. Your platoon trainer,

Captain Rybolt, tells you that forthis problem you're a section leaderin a combat support aviation company. Your section has the missionof inserting a rifle platoon on asmall LZ situated on a ridgeline2,300 meters southwest of an abandoned airstrip. This LZ was selectedbecause it was the only high groundthat could accommodate six heli-

U SARMY AVIATION DIGEST


13/32

copters. The company commanderof the rifle platoon was allowed adaylight overflight of the LZ theday before but neither you nor anyof your pilots accompanied theoverflight/recon. Bad weatherpostponed a first light assault on theLZ and it s now 0935 hours. Apreplanned arty prep has just liftedfires off the LZ and you, in the leadship, are inbound. As your skidstouch down, two of your aircraftare hit by heavy automatic weaponsfire with all troops still aboard. Therifle platoon leader, in your aircraft,was shot through the neck and sslumped over being attended to by

your crewchief. What are youractions?This scenario was adapted from

(Retired) Lieutenant General JohnJ. Tolson's fine book on the Vietnam War, Airmobility in Vietnam. The situation actually happened on 9 August 1967 during anair assault by the 2d Battalion, 8thCavalry of the 1 st Cav Division. Atthis point, the student lieutenantwould be faced with several dilemmas. Does he go ahead and land?

f you were in that situation, what

FEBRUARY 984

would you do? The LZ takes on anew dimension as you and yourfellow lieutenants discuss severaloptions. The platoon trainer rulesout some options based on his intimate knowledge of the problem.After several students justify whatthey would have done based ontheir study and instruction in tactics, the platoon trainer stops actionand reads what actually happenedin history. On 9 August 1967, theaviators continued the mission andplaced the platoon on the LZresulting in the battalion achievingits objective. You can be sure thatthis exercise stimulates thoughtabout

making tactical decisions. Its not intended to replace tactical instruction. It is, however, an excellent way to teach lieutenants howto fight.

Leadership The importance ofleadership in combat aviation s aneglected aspect of our training.What AOBC will have to do smake leaders out of our aviators. fyou've ever served under a truly

outstanding leader, you can ap-

preciate the difference it makes.Leadership s the key ingredient tofighting outnumbered and winning.Studies conducted of theWehrmacht's combat effectivenessduring World War II indicate thattheir superior leadership enabled theGerman small unit to remaincohesive and capable despite overwhelming odds. Military leaderships a learned skill. The successful

commanders of our Aviation unitstoday are leaders first and foremost.The AOBC must make leadershiptraining apriority.

There are several methods ofteaching leadership. The Leadership

Reaction Courses

in use by severalarmies to teach quick decisiveleadership under pressure. A variation on this theme for Aviationcould be made by the use of lowcost cockpit mock-ups with internalcommunications. All crew positionscould be manned by studentlieutenants and a selected leaderwould have to accomplish a task orreact to a situation requiring leaderinfluence. The student would thenbe evaluated by a cadre trainer and

critiqued on his performance.Another device that s currently

in use by Infantry Officer BasicCourse students at Ft. Benning,GA, s a counseling trainer. A videorecording device places the studentin a counseling situation where hemust select the correct responsefrom several options. The devicetakes the lieutenant through a seriesof situations requiring leadership tosolve the problems.

The leadership counseling devicewould stress leadership of the A viation warrant officer and his relationship to the combat aviation mission. It would place the lieutenantin a situation requiting his judgment, leadership and tact. For example, one video segment could beentitled Additional Duties andposes the problem to the studentlike this:


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Creating theVI TION OFFICER

B SIC COURSE

The video begins with a CW2walking in, having a seat and say-ing: Look, sir, the Old Man justgave me this DF appointing me asthe company crime prevention of-ficer and it just isn' t fair My jobis to fly, period. They don't pay meenough to have any additionalduties and anyway, additionalduties are a commissioned officer 'sjob. I've never had an additionalduty in the 2 years I've been here,I can't see starting one now. Atthis point the tape stops and thescreen displays the following:

Your response to the CW2 is:A. Don't bother me, Mister. I 've

got three additional duties myself.

f you'd stop your bellyaching andjust do it, we'd get along a lotbetter.

B. Look Bill, you know addi-tional duties aren't such a big deal.I hardly ever put any effort intomine. Just file the DF in the trashcan and if the Old Man ever asksyou about it, just tap dance.

C. Additional duties are part ofbeing an officer. They contribute tothe unit mission and play an impor-tant part in the development of allofficers. Crime prevention reallyhelps our soldiers and besides, theOld Man probably picked youbecause he knows you can betrusted."

The lieutenant then chooses aresponse and the tape continues.The incorrect responses, in this ex-ample A and B if selected wouldplace the lieutenant in further over

2

his head. The correct responsesolves the problem.

Another traditional means ofleadership development and con-fidence building is by the use of

Army schools such as Airborne,Ranger and Air Assault. All threecourses are demanding, challengingand geared to develop self-confidence that is so vital to smallunit leadership. Air Assault Schoolis uniquely suited to giving aviatorsan appreciation of Aviation applica-tion to specific tactical problems.The recent institution of an AirAssault School at Ft. Rucker givesadded opportunities for the Avia-tion lieutenant to develop as a pro-fessional. While Airborne andRanger training are of less func-tional value to the aviator than AirAssault, allocations for these twocourses could be made available togive selected lieutenants an oppor-tunity to attend.

Leadership is the key to winning.Even in a technology intensive com-bat arm like Aviation, leadership iscritical to the effectiveness of theunit. As General George S. Patton

so aptly put it: Wars may befought with weapons but they are

won by men. t is the spirit of themen who follow and of the manwho leads that gains the victory."

In sum, there are three guidingprinciples that should drive the for-mation of our AOBC. These prin-ciples should be posted on the wallof every office, department andbranch that has anything to do withdeveloping such a course.

First, the AOBC must stress com-bined arms. The Aviation lieutenantmust be a combined arms officermore so than lieutenants of anyother branch. A graduate of theAOBC has to understand the role ofArmy Aviation as it relates to Infan-try, Armor, Artillery and AirDefense. Second, the AOBC mustbe tactically oriented. Buildcredibility in from the start. Therealities of the modern battlefieldshould be as much a part of ourlieutenants' training as is the safeoperation of their aircraft. AOBCshould require them to provethemselves tactically competent.Third, the AOBC must be leader-ship dependent. t must produceleaders. In the long run, AOBC will

be judged by the quality of the of-ficers it gives to the A r m y . ,



15/32

The

AirLandBattle

The AirLond o t t l -An Opportunity to Excell

Lieutenant Colonel Ollie D Kennedy Jr.

LTC Kennedy was assigned to the Directorate o Train-ing Developments U S Army Aviation Center Fort RuckerAL when he wrote this article.

FEBRUARY 1984

A com bat zone where either or

both combatants have usedare using or have the capabilityto use conventional nuclear orchemical weapons singularly orin any combination to achievea military objective.

H E Y YOU THERE Yes, you with thesunglasses, large chronograph and star on your wings.Remember the good ole days of Army Aviation l ,500feet above ground level and the war was basically over.In a good month you could pick up four Air Medalsand 130 hours of flying out there hovering around at6,600 revolutions per minute (rpm) in the old B C,D or M model Huey. I want you to pay attention fora few minutes, and let's talk about the greatestchallenge you've had yet.

Remember the field manual about employing avia-tion in the high intensity environment? f that ap-peared to be the challenge, let's talk about the re lchallenge.

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CLARIFICATION OF BATTLEFIELD TERMS

Recently there has been aproliferation of terms that conceptually describe battlefields on whichmodem forces may be required tofight. A brief description of thoseterms follows:

The Integrated Battlefield is ageneric description of a battlefieldwhere either combatant has employed or could employ nuclear,chemical and conventional munitions, either singly or in combination.This definition has recently beenexpanded to include electronic anddirected energy weapons.

The Extended Battlefield deals

primarily with war in areas of theworld where there are large numbersof relatively modem, well-equippedforces who use Soviet style doctrineand tactics. Extended battlefield

describes the need to bring to bearthe full range of friendly capabilities,to include deepranging sensors andweapons, with the goal of collapsingthe enemy s will t o fight. Enemy unitsnot yet in contact are brought underdeep attack in order to destroy,disrupt and delay their scheduledcommitment to battle. The conceptrecognizes that the deep and theclosein battles are inseparable andmust both be prosecuted within thecommander s overall objectives.

irLand Battle ties together ideasfrom concepts for the Integrated andExtended Battlefields and appliesthem conceptually to the battlefieldvisualized for the 19805. The main

theme is to win through earlyinitiative of offensive action by jointair and land forces. The key tomodernization as set forth in theAirLand Battle Concept is based on

Division 86 materiel and forcestructure requirements. While fullimplementation of the AirLand BattleConcept is scheduled by 1986 manyof its ideas can be implementedtoday with current assets.

rmy 21, formerly known as theAirLand Battle 2000, is anevolutionary maturing of theprecepts of the AirLand Battle,describing trends and environmentfor the Army for the year 1995 andbeyond. The essence of this conceptis agili ty whereby the enemy s will tocontinue the conflict is collapsed bypresenting him with new tacticalsituations faster than he can react.This concept brings to fruition the

guidelines of the Concept BasedRequirements System wherebyconceptual notions dictate thedevelopment of systems and forcesnecessary for implementation.

The Air Land Battle is going to be the thing o f thefuture, but the future may be this afternoon. Sure,there are a lot of items down the pike that will help,but this may be a come-as-you-are w a r s o let s discussthe problems.

there s going to be an adequate supply of Kryptoniteon this integrated battlefield.

Up to this point we talked about the older (I hatethat term) aviator. But this discussion is just as important to you aspiring aviators without the wings onthe velcro-backed leather plate on the front of yourNomex flight suit. Yet, you are potentially going tohave to face this challenge immediately upon becoming an Army aviator.

First, let s attempt to settle on a definition. TheAir Land battlefield or the integrated battlefield s acombat zone where either or both combatants haveused are using r have the capability to use conven-tional nuclear or chemical weapons singularly or nany combination to achieve a military objective.

That should eliminate any ideas that this is a BuckRogers future concept. This is an historical and present day situation. The Army aviator and his aircraftplay an even more significant role in this environmentthan they have in the past. Like Superman we can, ina single bound, leap over the obstacles created bynuclear blast, radiation hot spots and chemically contaminated areas. But even Superman has to watch outfor Kryptonite, and let me tell you supermen that

14

Without getting into too much detail, let s thinkabout some of the problems peculiar to aviation and

possible solutions. s I said earlier, while this is achallenge, we can operate above the AirLand battlefield with some changes in ideas, techniques andtactics.

The idea of incorporating other than conventionalmunitions into battles as a routine matter is not new.FM 100-31, dated November 1951, discusses planningand consideration of enemy capabilities in tacticaloperations. The standing operating procedure was con-

U.S.ARMY AVIATION DIGEST


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sidered the appropriate place for guidance. f you feelthat no one would use anything other than conventional weapons because of the fear of the end ofmankind or for any other reason, let's think for aminute. Chemical munitions were used a great dealduring World War I and were very effective and efficient. The Soviet Union probably was punished theworst by these weapons, and its current capabilitiesfor offensive use and defensive protective capabilitiesindicate a lesson learned. ime magazine has reportedthat the Soviets have used some chemical agents inAfghanistan.

The United States is the only country in the worldthat has used an atomic weapon in warfare. The

monopoly the United States held35

years ago certainlydoes not exist today. f a conflict flares up at almostany place on earth, at least one of the belligerents willhave a nuclear capability. The number of nations withthis capability increases practically every year, andthere are no indicators that this trend will change. Sofar, most of our adversaries are rational either as individuals or collectively. But, what do we do if a country such as North Korea obtains a nuclear capability?All I am trying to point out is that all of the world'sbattlefields are integrated, and it's time we settleddown and prepared ourselves to operate on such a

battlefield.OK, now what do we face as aviators? We face an

environment where flash blindness and dazzle are aspossible as a summer afternoon rain shower at Ft.Rucker. The blast effect of nuclear fires will be a realhazard to anything up in the air. The radiation andheat effects will also change the air to a hostile environment at greater ranges than we're accustomed tooperating in.

On the chemical side of the house, we will be ex-posed to agent clouds and contaminated areas on theground. Can you imagine the effect of the CH-47 rotorwash on a loose dirt contaminated area?

We will be flying nap-of-the-earth, therefore anypersistent agent will be disturbed as we move throughan area. f we try to fly a few feet higher to avoid thechemical agents, we'll be greeted by the conventionalthreats.

The ZSU-23-4 and SA-7 will always be looking outto get you if you are anywhere near the forward line(\f own troops.

FEBRUARY 984

All of this sounds depressing, but the situation isfar from hopeless. We have equipment currently in theinventory that will help. Other items such as the

N I APR 139, chemical detectors, protective suits andmasks, etc. will give us assistance. There are a lot ofitems that will be available in the near future that willovercome most of our current problems in this environment. There are two more areas that we can dosomething about now and continue with in the future.These areas are training and attitude. Let's discusstraining first.

We can include the integrated battlefield in our institution and unit training even before new ArmyTraining and Evaluation Programs and doctrinal

manuals are distributed.We

aviators have alwaystaken pride in our ability to look forward and keepan open mind to new concepts. So, train with whatwe have now Put one pilot in the cockpit with the protective suit, mask, gloves and boots on. See what it'slike. Try both pilots in the synthetic flight trainingsystems with full MOPP 4 (mission oriented protection posture) gear on. Now, if you're beginning tothink that it can't be done, then you're at my nextpoint-attitude

A positive, can-do attitude is necessary to get thejob done. We can still do the job We will have to work

on some new techniques and procedures, but it canbe done. We've been fully accepted as a branch anda combat arm, and the integrated battlefield is goingto demand more from us for successful operations. Wehave to be ready right now with what we have. Thescenario for the next war could match our strategicrequirements of the 1980s; i.e., day I -deter, day2-fight, day 3-terminate successfully. So, let's trainnow with the people we support in the full integratedbattlefield scenario. Show them how our capabilitiescan help them overcome some of their dilemmas, butensure that they understand the additional constraintsplaced on us by analysis of this integrated threat potential. None of this is new; we have just always addressedthe nuclear, chemical and conventional separately.This is no longer acceptable So, let's get the 175 flightplan filed and get on with it.

Think of the potential war stories There I was, 90knots, 3 feet AGL, NUCS going off to my left, anagent cloud to my front and two Hind-Ds latched onmy tail.... f

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l coho l nd The viator

s MAINE GOES, so goesthe nation. That old maximheld true in 1884 when

Maine passed a prohibitionamendment to the State constitu-tion. Maine s experiment brought

6

prohibition to the forefront as apolitical issue in other localitiesas many other states and townspassed similar laws. t was 35more years, January 1919, beforethe Eighteenth Amendment to

the Constitution o the UnitedStates was passed (to become effective a year later). Manufac-ture, importation, exportation,transportation, or sale oalcoholic beverages in the United

u s RMY VI TION DIGEST


19/32

States and its possessions becamea violation of Federal l a w- a lawthat never worked because it wasto ' a great extent unenforceable.The amendment was repealed inDecember of 1933.

. The Army isn't attempting tobring back prohibition but it istrying to control abuse ofalcohol. There is a definite trendto get tougher on alcohol abuseand use of drugs and to holdpeople accountable for theiractions.

Alcohol abuse isn't a newproblem by any means but it is aproblem of increasing concern incivilian communities and to all ofthe military services. t affectsthe very young (there are actually

12-year-olds who go to schooldrunk or hungover) to the veryold. Ironically there's someevidence that as drug usedecreases, abuse of alcoholincreases.

There are 25,000 people killedin alcohol related automobile accidents every year. Public attention and outrage have influencedlawmakers and state after statehas enacted more stringent lawsagainst drunk drivers with

violators facing the prospect ofmandatory jail sentences in somecases. Arrests for drunk drivingincreased from 561,000 in 1969to 3 million in 1981.

Let's suppose that you are amoderate drinker and you seldomdrive after you've had a fewdrinks. Seldom doesn't countwhen the blue light flashes andyou're pulled over. Legal intoxication may be .10 of 1 percentblood alcohol content, but youcan be legally intoxicated with.05 if the arresting officerbelieves you are impaired. Youcan be charged with DUI andeven if it happens off-post, areport will go to your military installation. At the very least youwill lose the privilege of drivingon the post. Incidentally, itdoesn't matter if you're a soldier

FEBRUARY 984

or a DA civilian employee-itapplies to both.

In spite of the increase in arrests for drunk driving, you maybe one of the 1,999 drunk driverswho evade apprehension foreveryone arrested. You may beso lucky that you'll never be involved in an accident where achild, a mother, or maybe awhole family dies because youdrove after drinking. Your luckmay be so good, in fact, thatyou won't kill yourself in an accident. But do you want to depend on luck to determinewhether you have a future?

How about flying after drinking? f your reaction to thatquestion is a scornful, You got

ta be kidding, you've got theright idea. However , if you'restill relying on some catchynostrum like, 12 hours frombottle-to-thro ttle, you need toconsider some more facts.

In the first place, a bloodalcohol level of .05 while you areon duty can be grounds forcourt-martial. That's an exampleof how tough the Army is reallygetting. In addition, there are alot of variables that affect how

fast your body metabolizesalcohol. Before you assume 2hours is long enough-Howmuch did you drink? How largeare you? Did you drink on anempty stomach? The 12-hour rulewas intended for social drinking,not a night of buying rounds forthe boys. Just to be safe, you'dbetter add an hour to that 2 forevery drink you had. f you're areally hard drinker and you'resaying, A t that rate, I'll neverget in the cockpit, you're againgetting the right idea.

So you're a moderate drinker,you set your limits and you stuckto them. You had four drinks,went home at 2300 and it's earlyafternoon of the next day soyou're ready and able to fly,right? Maybe not. Drinking performance tests by researchers for

the National Swedish Road andTraffic Research Institute foundimpairment persists for at least 3hours after all the alcohol hasbeen metabolized and is still evident well into the next day- infact for as long as 24 hours.They also found that impairmentin driving performance had littleto do with the driver's feelings ofhangover effects.

No one has to point out toyou the skills required for flyingcompared to driving a car. Theeffect of alcohol on vision, reaction time, reasoning and judgment for vehicle operators ismUltiplied by the demands of thecockpit. Even when alcohol isnot a documented cause factor in

an aircraft mishap, who can saywhether an aviator'S slow reaction, faulty perception or error injudgment started with happyhour the night before?

One of the latest developmentsin the Army's crackdown onalcohol and drugs is a HQDAmessage, dated 3 Nov 83. Themessage, which incidentally applies to ground accidents as wellas aviation mishaps, clarifies useof biochemical test results from

accident participants andhighlights existing procedureswhich allow commanders toascertain fitness for duty whilealso obtaining evidence of drugor alcohol use by personsinvolved in accidents.

f a commander has areasonable suspicion that the servicemember used controlledsubstances or alcohol, he isauthorized by par. 3-16, InterimChange 102 to AR 600-85,Feb 83, to direct a fitness forduty examination. An order tosubmit to such an examination isa lawful order and violation maybecome grounds for disciplinaryand/ or administrative action.

The fitness for duty examination may include a completephysical or it may be limited tobiochemical testing of urine,

7


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l cohol nd The viator

blood and breath. Test resultsmay be used for reclassification,removal of security clearance,bar to reenlistment, removalfrom duty position, line of dutyinvestigation, report of survey,letter of reprimand, efficiencyratings, flight evaluation boardsand on the issue of separation inseparation proceedings. Resultsof such command directed ex-aminations for the purpose ofdetermining fitness for duty arecommon source information andthey are available for use by allwho have an official need.

Following an aviation mishapthere is a requirement for allcrewmembers and anyone else injured in the mishap to submit toa Type B aviation physical. Par.10-26g(3) of AR 40 501 specifiesthat a medical examination ofcrewmembers will be conductedif the slightest possibility existsthat human factors or medicalconsiderations have been instrumental in causing the mishap,

or these conditions should otherwise be investigated. The extraction of blood and urine samplesis part of the Type B examination procedure. A future articlewill describe how the taking andmaintaining of such samplesunder chain-of-custody will provide evidence to discipline ortake administrative action againstaviation personnel who use illegalsubstances or take non prescribedmedications.

f a commander does notdirect blood and urine testing ofan accident participant, accident safety investigating officialsmay direct testing whennecessary. Par. 1-9a, AR 385-40,1 Sep 80, prohibits the use ofsafety reports or their attachments as a basis for adversepersonnel actions. This prohibi-

18

tion applies to those documentsinitiated or prepared by accidentinvestigation officials.

Blood/urine samples are forwarded by medical officers to theArmed Forces Institute ofPathology (AFIP), or otherlaboratories, for testing fordrugs, carbon monoxide, poisonsand alcohol. Reports from testingare furnished to the submittingmedical treatment facility and tothe U.S. Army Safety Center.

Commanders and safety officials responsible for reportingArmy aircraft mishaps andground accidents should be awareof existing requirements to reportthe results of biochemical testingfor alcohol, illegal drugs, or selfmedication on accident reports.

Clarification contained in themessage will be included in thenext change to AR 385-40. POCat the U.S. Army Safety Centeris MAJ Karl Ivey, AUTOVON558-3960.

The Army is rapidly working

to change the hard-drinking,derring-do aviator image. Whenyou climb into today's hightechnology, million dollar plusaircraft you're expected to be aprofessional who follows procedures and regulations. Thatdoesn't mean your experiencedoesn't count or that you won'thave to be innovative on occasion to cope with emergenciesand situations that can't be

predicted. It does mean that youwill nave to make some conscious choices. One of these maybe between a bout of seriousdrinking versus having all ofyour faculties and skills honed tothe razor sharpness today's aircraft and today's Army demand.You've survived quite an attritionprocess just to become an Armyaviator and again every time youtake off on a mission. It's yourchoice-to be all that you canbe or another statistic.

dditional sourcesAlcohol and Marijuana Films

Released, Flightfax 23 Nov 83.Flight Plan to a Dead End-A

True Story, training film (VT)46-6295, running time: 17 min., 2sec. Stresses adverse physiologicaleffects of marijuana use ingeneral, with dramatic emphasison the degradation of mental andphysical abilities of aviation personnel to perform their jobssafely.

Alcohol, Aviators, andAccidents-A Problem of Attitude, training film (VT)46-6296, running time: 23 min.,13 sec. Dramatization of an actual aircraft accident case fromthe files of the Army SafetyCenter. This film stresses thedegradation of mental andphysical abilities of aviation personnel to safely perform theirduties because of the alcoholhangover.

The new aviation safety filmsdealing with marijuana andalcohol may be obtaint:d fromyour local Training andAudiovisual Support Center. .Every pilot, those peopleinvolved in maintenance, air traffic controllers and supervisors ofaviation personnel should seethese films.

U S ARMY AVIATION DIGEST


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Aviation

ProponencyOffIce

ARMY AVIATION personnel are, for the firsttime, playing a key role in developing personnelpolicies that directly affect their force structure,force management and individual professionaldevelopment.

A proponent is that individual or organization

assigned primary responsibility for providingrecommendations to the Department of the ArmyDA) concerning military professional e v e l o ~

ment and changes to. personnel managementpolicies. Proponents have been designated foreach occupational sReclalty in the Army. Thecommander of the U.S. Army Aviation Center hasbeen assigned the responsfblllty for Aiatlonspecial ty proponency_ This responsibili ty is carried out by the Aviation Proponency Ofrce.

Before October 1981, proponeney was a DAstaf f responsibility_ In the case of Aviation, the

deputy chief of staff for operations was the proponent. At that time, proponency only concernedcommissioned officers. The delegation of tllisresponsibility, wi th its inherent authority and Itsexpansion to include warrant officers andenlisted personnel, introduced a new way of getting things done-the Aviation ProponencyOffice.

The Aviation Proponency Office is responsibleto the Aviation School commandant for all Aviation Branch Officer Specialty Codes SC 15 and71), warrant officer military occupationalspecialties MOS series 100, 150 and 160) andcareer management field CM F) 67 and the soonto be established CMF 93. A study is ongoing toevaluate inclusion of CMF 28 in the AviationBranch.

An integral part of the Aviation proponencysystem is the Proponency Office at the AviationLogistics School ALS), Ft. Eustis, VA. Workingfor the deputy assistant commandant, ALS ex

FEBRUARY 1984

Major Bob ChristensenDeputy Chief , Aviation Proponency Office

U.S.

Army Aviation CenterFort Rucker , AL

ecutes personnel management and specialty proponent functions and responsibilities for theAviation Center for SC 71, the T position of15F, MOS 160 and CMF 67. The Logistics SchoolProponency Office coordinates actions in theseareas with the Aviation Center Aviation Pro

ponency Office.Through the Aviation Proponency Office, theAviation Center can incorporate Aviation relatedconsiderations into the life cycle personnelmanagement policies, programs and proceduresestablished subsequently by DA.

The Aviation proponent i s charged with gathering and evaluating information, identifyingissues, setting priorities, formulating alternatives, oordinating actions and obtaining improvement in each step of the life cycle personnel management process.

If you have suggestions or recommendationsin this area you may forward them to Commander, U.S. Army Aviation Center, ATTN: ATZQP, Ft. Rucker, AL 36362. After your suggestion

r information is analyzed, it may be broughtbefore the Aviation Proponency Committee as apotential initiative. Initiatives approved by thecommittee are developed into recommendedpolicy changes. Through this system, the Aviation community can better influence the futureof the Aviation Branch.

Commissioned of ficers, warrant officers andenlisted aviation personnel are now involved withdesigning their own personnel managementpolicies. If you have suggestions or concerns inthis area, write us.

The Aviation Proponency Office ensuresthat the proponent, the entire Aviation Schooland Aviation Logistics School, carries out itsresponsibility as the voice of the total Aviationforce.

19


22/32

PEARI S i : . - r _ _ _.. ._Personal Equipment And Rescue survival LovvcloNn

LSE SchoolThe Aviation Life Support Equipment (ALSE)

School is now 2 years old and is in full swing, continuing to conduct training courses in ALSE concerninginspection, maintenance and repair of the criticalequipment. Visits by staff personnel and members ofthe ALSE System Management Steering Council

revealed the dedication and determination of the enthusiastic instructors to give the type of quality training we have come to expect.

If you have any questions or need assistance in thearea of ALSE call AUTOVON 927-4462/2475.

LSE PamphletThe ALSE Pamphlet is finally in print and we hope

to have it mailed to you by the time you read this article. We apologize for the delay, but feel it will be worthit.

First id for the EyesSulfacetamide sodium ophthalmic ointment, USP,

national stock number (NSN) 6505-00-183-9419, islocated in aircraft, first aid kits, survival kits and survival vests. With such a wide distribution of thismedicine, here are some notes that might be ofassistance.

If the ointment has been frozen, thaw completelyat room temperature before u s n DO NOT HEATto hasten defrosting, this will result in the chemicalsseparating and may do more harm than good.

f the ointment has been heated, sitting in an aircraft in the hot sun, for instance, where thetemperature has exceeded 8 degrees F, check the ointment for separation or discoloration before using. Ifthere is separation or discoloration, DO NOT USE.

Before using, check the tube for expiration dateprinted in the yellow box on the bottom part of thetube or pressed into the metal crimped edge sealingthe tube.

2

Wille Garrett

photo by NoelKenyaAtkins

TSARCOM AVRADCOM ReorganizationU.S . Army Troop Support and Aviation Materiel

Readiness Command (TSARCOM) and the U.S. ArmyAviation Research and Development Command(AVRADCOM), St. Louis, MO, have reorganized intoU.S. Army Troop Support Command (TROSCOM)and U.S. Army Aviation Systems Command(A VSCOM) respectively. The DARCOM Project Office for Aviation Life Support Equipment is moving

to AVSCOM. We are physically moving to anotherbuilding with new telephone numbers. The address forPEARL is the same, however, our .new telephonenumber is AUTOVON 693-1218/1219. Maintenancequestions pertaining to ALSE should be directed toBoone Hopkins, John Abernathy or Jim Angelos,DRSAV-MCAPS, AUTO VON 693-3880.

Solar StillFor your drinking pleasure, the item at right was

condensed from AFM 64-5 and FM 21-76 survivalmanuals. Also, a fully illustrated article, Lit tle OleWatermaker Me " was carried in October 1965 Avia-tion Digest. A copy can be obtained by writing toEditor, Aviation Digest P.O. Drawer P, Ft. Rucker,AL 36362.

If you have a question about personal equipment orrescue/survival gear write PEARL DARCOM ATTN: DRCPOALSE 4300 oodfellow Blvd. St . Louis MO 63120 or call

AUTOVON 693 1218/9 or Commercial 314-263-1218/9.

u s RMY AVIATION DIGEST


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Solar Still

dirt to nchorpl stic sheet

pproxim tely 3 feet ~

dig out to pl cemoisture prod uce rs

~ - - . , . . . ,clear pl stic sheet

' - ' / - : . " \ ' \ - - ~ - ~ , , " , " ~b g or r tion c nover earphones

Dig a bowl-shaped hole in the soil about 4 inches indiameter and 2 inches deep. Add a smaller, deeper sumpin the center bottom of the hole to accommodate the con

tainer. If polluted waters, such as body waste, are to bepurified, a small trough can be dug around the side of thehole about half way down from the top. The trough ensuresthat the soil wetted by the polluted water will be exposedto the sunlight and at the same time that the polluted wateris prevented from running down around or into the container.If plant material is to be used, line the sides of the hole withpieces of the plant or its fleshy stems and leaves. Place theplastic film over the hole and put a little soil on its edgesto hold it in place. Place a rock no larger than your fist in thecenter of the plastic and lower the plastic until it is about15 inches below ground level. The plastic will now have theshape of a cone.

C UTION

Make sure the plastic cone does not touch theearth anywhere causing loss of water.

Put more soil on the plastic around the rim of the hole tohold the cone securely in place and to prevent water vaporlosses. Straighten the plastic to form a neat cone with an~ n g l of about 3 degrees so that the water drops will run

FEBRUARY 984

flight helmet

down and fall into the container in the bottom of the hole.It takes about one hour for the air to become saturated andstart condensing on the underside of the plastic cone.

The basic materials for setting up your own survival stillare:

A 6 x 6 foot sheet of clear plastic.Flight helmet, bucket or something to catch water.Flexible plastic tubing about 5 feet).You can manage without the plastic tubing, but it allows

you to drink water without removing the bucket from the hole. Because the plastic is slightly roughened drops of water

cling to it better than they do to ordinary plastic. Thus, watersticks to the plastic, runs down to the bottom and drops into the bucket instead of onto the ground.

It is possible to roughen the surface of other plasticssuch as Mylar with very fine wet or dry sandpaper.

Vapor should soon cloud the underside of the plastic

and drops should begin to trickle down toward the bucket.Do not expect to begin drinking water immediately. The leastyou should have in 24 hours is a pint; however, a quart or moremay be obtained.

The still may also become a possible source of food. Thewater container under the plastic att racts snakes and smallanimals, which crawl down the top surface of the plastic andthen cannot climb back out.

Now that you have read this item, go out and practic e theinformation. Substitute a bucket for your helmet.

2


24/32

9th Com bat Brigade Air A t t a c l ~

A Rude wakening



25/32

CW3 David P Klindt

3d Squadron 5th U.S.) CavalryFort Lewis WA

CW3 Victor D Mustoe

3d Squadron 5th U.S.) CavalryFort Lewis WA

FEBRUARY 984

TI FOLLOWING air-to-air war story actuallyoccurred, to which aviators of the 3/5 Cavalry canattest. t happened recently when the days were filled

with an underlying current of tensions as the scout gunteam worked in an entirely new and foreign environment. Unlike the wet and cloudy weather we were usedto at Ft. Lewis, W A, this area was hot and dry.The sun settling in the west made it hard to search therolling desert for the enemy. Adding to the anxiety wasthe fact that we were aware that threat aircraft wereworking the same area and had been sighted earlierin the day.

Our mission for the day was to perform a zone reconof a broad desert valley between the Cargo MuchachoMountain to the west and the Chocolate Mountains

to the east. We would be working to the southwest,directly into the sun. As my wingman and I approachedthe LD (line of departure) my mike cracked to life,

07, 08: We will be working the drainage to your 9o'clock, one ridge line over. Ready when you are.

Roger, try and stay abreast as we go for mutualsupport if we encounter any threat.

With that we moved into our respective terrainfeatures, and proceeded cautiously to the southwest.The ridge that separated my wingman from me hadnumerous saddles which allowed us to maintain eyecontact occassionally. We were approaching PL (PhaseLine) Alpha when I got the call, 07, we have a bogeyleft, o'cl ock, 4,000 meters coming in from thesouthwest; I just caught his rotor flash.

Roger, hold and hide and maybe he'll bypassyou.

I made a quick check of the armament switches toensure they were in the right position j ust in case I hadto use them as a last resort.

07, we are engaged He is rolling in on us, 2o'clock, 3,500 meters, we're going for maneuveringspeed.

I pulled in all available power and nosed the AH-lCobra over. I knew that if my wingman had learnedhis lessons well he would be doing the same and wouldstart jinking and maneuvering to engage the enemy andto set him up for me as soon as he had airspeed. Fromthe reported position of the bandit, I knew he mustbe coming up the same valley as my wingman, perfectpositioning for me to make a wing over attack.Through a break in the ridge, I caught a glimpse ofthe bandit, looming ominously on the horizon as he

3


26/32

A Rude Awakening ontinued

bore in with his attention seemingly riveted on mywingman.

Estimating the bandit' s closure rate would be tough,with the ridge between us; so luck was going to playin this engagement. I caught another glimpse of the bigugly chopper as it passed my 1 o'clock: Time to makemy pull-up.

"07, he's within range, hurry and make yourmove "My wingman was getting nervous, the tenor in his

voice climbing an oc tave or two. With the stick back,I traded airspeed for altitude. Popping up above theridge I found my target right where he needed to be,9 o'clock and 100 feet AGL (above ground level),oriented intently on my wingman. A hard left bankbrought me within position on the aggressor's tail andslightly above his flight path. At 300 feet distance hewould be hard to miss. I flipped my radio to channelthree and transmitted, "Guns, guns, guns; knock it

off; you're dead Silky."The Aggressor Cobra was flown by CW2 "Silky"

Glasgow and try as he did, he was not able to see uson his tail."

"Hey Bubbas, let' s knock it off for the day," saidMajor Lou Russo, our Marine instructor from MarineAviation Weapons and Tactics Squadron One. "Youguys are getting too good for us.

The incident related was just one of the many thatoccurred during our 1O-day short course in air-to-airevasive maneuvers at the Marine Aviation Weaponsand Tactics School at Yuma, AZ. Our days were packedwith classroom and airwork, all taught in thelanguage of Marine nautical terms: i.e. "por t" and"starboard." This course was attended by 11 aviatorsof the 3/5 Cavalry, 9th Cavalry Brigade (Air Attack).The trip and training were accomplished because ofthe realization that a chance encounter with enemyslow or fast movers is probable. Moreover, what doesa crewmember do if the enemy doesn't decide to leaveyou alone but instead attacks?

24

The U.S. Marines currently have the only schoolavailable and the trip proved to be well worth the expense. (See "Victory In Air-To-Air Combat, TheMarine Corps Way, July 1982 A viation Digest. Theschool started with ROE (rules of engagement). Theseare the rules that govern the safety paramete rs of theengagements. The capabilities, limitations and tactics

for enemy aircraft were discussed at great length. Themorning briefings included the following subjects: mission, flight planning, communications, weapons,weather, emergencies and special instructions. Theflights took off on schedule and were accomplishedas briefed. The missions started with basic turns andhow to lead and maneuver teams. The next step wasone vs. one (one helicopter versus one helicopter)teaching basic maneuvering techniques. After these

Two AH1s versus one OH58. The latter far right)is very difficult to detect.

U SARMY AVIATION DIGEST


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techniques were mastered, two vs. one, one vs. twoand one vs. one jet) were accomplished. Threeaviators were selected for additional training to becomeIPs instructor pilots) for evasive maneuvers. It'snoteworthy that aviators with all levels of experience,from 250 to 2,500 hours, attended the school and performed well. The primary consideration is that allaviators must be extremely competent in their aircraftand be able to feel it through the maneuvers.

The 3 5 Cav is attempting to t rain its aviators in selfdefense from enemy aircraft attacks. The program ofinstruction for the training includes: N I ALQ-I44 useand operation, APR-39 use and operations, look outdoctrine and standing operating procedures, rules ofengagement, tactics, maneuvers, threat aircraft-airdefense, target identification and range estimation, and

air-to-air gunnery. The flight periods include, turns,one vs. one, two vs. one, two vs. one free), one vs.one jet A-IO or F-15), two vs. one and gunnery withthe course lasting 5 days. Extensive use of the Red EyeGunnery simulation is expected to enhance our training. The training includes the development of tacticsto enable the Cav to still perform its mission and yetbe able to self-defend. The training already receivedhighlights the need to not be seen by proper use ofcover and concealment.

Some interesting points learned so far, are that themain rotor hub and yellow paint on the inside of thedog house opening in fuselage near the rotor) are major attention getters for the fast movers and the OH-58is next to impossible to see. The shortcoming of napof-the-earth and being engaged is that it takes up to20 seconds to accelerate to maneuvering speed. Twentyseconds is a long time in air-to-air with anotherhelicopter. These problems and several others are currently being worked out by this squadron.

This training is structured so as not to be anotherproblem for the commanders. Training time andmoney are paramount in the development of this training and we feel that a viable training program is athand. The skills learned are not perishable and willnot tie up the aviation training. A long, involved aircrew training manual program iteration schedule hasbeen avoided.

Anyone with aviation experience and a workingknowledge of Soviet aviation tactics must agree thata very real possibility exists for contact with enemyaircraft on the battlefield. Moreover, the U.S. AirForce will not have OO percent air superiority and the

FEBRUARY 984

aviation line units will be responsible for self-defense.Our most important tactic for self-defense is cover andconcealment. Only after all other possibilities are exhausted should an aircraft become engaged. The useof the N I ALQ-144 jammer and proper air-to-airmaneuvering will be necessary. These facts can nolonger be ignored by aviation leaders. From aircrewson up the line it must be understood and immediatelyresolved.

ABOUT THE AUTHORS

CW3 Klindt received his wings in August 1971 afterwhich he attended the AH-1G transition in Savannah,GA. He then was stationed with 33d FA ARA) at Ft.Sill, OK, for the following year. Af ter a short tour in Vietnam with D 17 CAV, Mr. Klindt was assigned to CTroop, 3d Squadron, 5th U.S.) Cavalry, Ft. Lewis, WA.Mr. Klindt served in this unit as the squadron aviationlife support equipment officer and search and rescuecoordinator until July 1975. He next went to Ft. Rucker,AL, for the AH-1, IPC, WOAC, TOW Course, Boot Strap,and the 6 weeks Air Force ALSE School at ChanuteAFB, IL. CW3 Klindt then PCSd to Germany to theUSAREUR Aviation and Standardization Board as theChief of the USAREUR ALSE Program. After 3 years

he returned to the 3d Squadron, 5th U.S.) Cavalry, Ft.Lewis, WA. Currently CW3 Klindt is the D Troop AH-1SMC) instructor pilot and the pOint of contact for air

to-air tactics.

CW3 Mustoe has been associated with Army Aviation since 1 August 1967. Upon graduation from flightschool he was assigned to the 11th ACR in Vietnam.Upon completion of this tour of duty he was assign edto the 349th AV Co, 16th AV Bat talion at Ansbach, Germany, serving as the unit s instrument instructor andsection leader in the CH-34s. Terminating service inFebruary 1970, he continued to be interested in avia

tion, acqui ring a private pilot license in fixed wing. Mr.Mustoe also served with the Wyoming ARNG. Actionduring this period included search and rescue operations during the Mount St. Helens disaster of 1980.Returned to active duty in September 1980 and served with the 3d Squadron, 5th U.S.) Cavalry at Ft. Lewis,WA. Rated in both the OH-58 and AH-1S he is activein instructing in the air-to-air section of D Troop.

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RS eport

elgium

enmark

Federal Republico Germany....Greece

~ ~celand

Italy

26

viation units that may be required tooperate as a joint national force shouldbe aware that the u s rmy has ratifieda N TO standardization agreement(ST N G 3628, Helicopter Tactical Refueling) that dictates the procedures fortactical refueling of helicopters. As asignatory to this agreement it is incumbent

upon Army Aviation units to abide by theterms of the STANAG. Units are encouraged to use this document as a guidefor the development of their standingoperating procedure (SOP).

Units which are subject to this agreement are encouraged to validate the content of the STANAG. I f it is determinedthat there are terms of the agreementwhich should be considered for changes,

a standard D Form 2028 should besubmitted.

ST N G 3628Helicopter Tactical Refueling

1. Aim. The aim of this agreement is tostandardize refueling procedures for rotarywing aircraft in a tactical environment.2. Agreement. Participating nations agree,consistent with availability of equipment,to apply the procedures outlined herein totactical refueling of helicopters.3. General. There is an essential require-

ment that data on the compatibility offuels, equipment and procedures bereadily available to member nations foreffective employment of helicopters during tactical operations. t is recognizedthat member nations have in use a widevariety of helicopters and equipmentwhich must be considered when im

plementing this standard.

4. Responsibilities. Normally, the supported force unit will arrange for providing the supporting helicopter unit withthe following:

a. POL products (based upon previouscoordination) .

b. Sites for refueling.c Security of POL products, associated

equipment and personnel.d. Fire fighting facilities.

5. Responsibilities. Where it is necessaryto pre-stock forward areas to providehelicopter refueling points, the suppor tedforce commander should arrange, throughthe appropriate logistical command, for thedelivery of fuel to the refueling points, andfor the equipment and personnel necessaryto pump the fuel from the storage con

tainer to the aircraft. The supported unit(Helicopter Crew) is responsible for supervising the safe refueling of the aircraft. Inthis effort, the helicopter unit commanderwill make recommendations to the support ground force commander regardingthe desired time, place and quantity offuel.

u s RMY VI TION DIGEST


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elicopter Tactical Refueling

Compatibility o Equipment Tacticalrefueling can be accomplished by the useof numerous types and combinations ofequipment. Although compatibility ofequipment does not exist among allmember nations six basic items necessaryare:

a. Fuel Reservoir.b. Fuel Pumpc. Filter Separator.d. Flexible Hose.e Fuel Nozzle.f Bonding and Earthing.

7 Refueling Two methods of refuelingare normally used:

a. ormal Refueling is a means ofrefueling helicopters with engines and allsystems not related to refueling inactiveand the aircraft vacated by all personnel.

b. Rapid Refueling is a means of refueling helicopters with engines running androtors running or stopped. Nonessentialsystems are switched off and where possible all passengers dismounted from thehelicopter before refueling is commenced.This method requires positive ground control of the aircraft movement standardizedrefueling equipment and techniques andcoordination between refueling personneland aircraft crews.

c Both methods of refueling may useopen or closed circuit refueling equipmentor systems.

d. As in-flight techniques develop inflight refueling may at times be used tactically in the future.

FEBRUARY 984

8 Operational Consideration o TacticalRefueling The purpose of tactical refueling is to provide a safe expeditious meansof refueling helicopters during an operation. The following factors should be considered when producing unit refuelingSOPs or regulations:

a. The need to adhere strictly to fire andsafety precautions.

b. Refueling points to conform to theprescribed requirements of landing areasfor day and night operations.

c Provision of the best disposition oflanding points to accommodate the typeand number of helicopters to be refueled.

d. Whenever possible a thorough briefing should be given to all crews prior torefueling.

e. Visual or R T intercommunicationsto be maintained throughout the refueling operation. No outside radio transmissions should be made while refueling.

f Individual responsibilities anddelineation of tasks to be clearly defined.

g. When colocated with a rearmingpoint protect against the danger of inadvertent detonation of one class ofsupply by the other.

h. When required designate a safedisarming area for malfunctioninghelicopter weapon system repair.

f this article has generated any questions orrequirements please contact Mr. Rush Wickerby writing: Commander U.S. Army AviationCenter ATTN: ATZQ-D-CC Ft. Rucker AL36362.

Netherlands

United mgdom

United States

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u . RMY

Directorate of Evaluation/Standardization S EPORT TO THE FIELD VI TIONST ND RDI Z T ION

STANDARDIZAT ONHIERARCHY

T HE EFFECTIVENESS of the U.S. Army Aviation Standardization Program is directly proportionalto those efforts made to establish good communications throughout the aviation standardization hierarchy. This means keeping everybody informed-up anddown the line, even to the smallest aviation unit andeven further, to each crewmember.

Granted, the Directorate of Evaluation and Standardization (DES), Aviation Center, has an open-doorcommunica tion policy and a worldwide aviation standardization evaluation and assistance mission. But alltoo often requests from the field for aviation standardization assistance are received or responded to withoutthe knowledge of intermediate commands and aviation standardization boards. Potentially, this couldallow the effectiveness of the Army's standardizationhierarchy to be undermined.

r u s . Army Aviation Policy Commitlee: 1.. _............. Proponent Aventy

Executiye s .cr. ta ty . ~ ~ ~ ~ ~ d n r0 ;, . o , Malor Command and Numbered ArmyEvoluo' ;on ond Aviation Standard ization CommitteeS'ondo,d ; ro ' ;on I

In,tallation and AreaAviation Standardization Commitlee

IArmy Aviator

DES welcomes your inquiries and requests to focus attentionon an area of major importance. Write to us at : Commander.U.S. Army Aviation Center. ATTN: ATZQ ES. Ft . Rucker . AL

Here is the message: You bet we want to provideaviation standardization support requested by units inthe field, but this effort must complement theestablished aviation standardization hierarchyemanating from the lowest level to the highest. Thisdoesn't have to slow down your request for standardization assitance. Just funnel your requests throughyour normal aviation standardization channels withan information copy to DES. DES will start the required action and informal coordination whileawaiting major Army command comments/concurrence. It is just good military business to keep your

next higher informed about your local standardization activities.

We are all in the aviation standardization businesstogether. To function properly and successfully, allelements in the hierarchy must, therefore, be kept informed. For your information, the accompanyingfigure broadly outlines the standardization hierarchy;keep all the levels informed.

The ultimate goal of the Department of the ArmyA viation Standardization Program is to improve combat readiness. Standardization, realistic training andaccidenf prevention are the means to that endThrough Flight Standardization Evaluation Teams'visits and Aviation Standardization and TrainingSeminars (ASTS), DES will provide training assistanceand gather feedback. Both evaluation and trainingassistance are equally important to our success instandardization.

Each member of our aviation team must be dedicated to excellence and high standards as we embarkupon fiscal year 1984. Aviation, the Army's newes

branch, and now a full-fledged member of the combined arms team, must put its best foot forwardthrough aggressive accident prevention p rograms anda strong commitment to improve individual and uniproficiency.

36362 : or call us at AUTOVON 55 8 3504 or commercial 20 5255 3504 . After duty hours call Ft . Rucker Hot Line. AUTOVON558 6487 or 20 5 255 6487 and leave a message

u s ARMY AVIATION DIGEST


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VI TION PERSONNEL NOT S

MEDIC LDISQU LIFIC TIONS

lieuten nt Colonel ob Vandel


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us rmy Communications Command

Te ACTION LINE

BE A TEAM PLAYER

Mr Kenneth S Arnoldu s Army ir Traffic Control ctivity

Aeronautical Services OfficeCameron Station, Alexandria, VA

THE MOST SERIOUS consideration in aviationsafety today is traffic congestion. At Newark recently,in foggy weather, we had to land 1 airplanes in 30minutes. That is a landing every 3 minutes and thatwas done without one plane bumping into another.

That quote comes from testimony before Congresson 30 April 1936, less than a year after the world'sfirst major midair collision in which 49 people diedin Moscow. I t also came less than a year after theworld's first "air traffic control" began operating atNewark airport. That first ATC system was theforerunner of a system which was to gr e w and keepairplanes apart successfully for 20 more years beforethe United States was to experience its first midair over

the Grand Canyon in June of 1956.Since the Grand Canyon catastrophe, we have established many additional safety programs and procedures such as areas of positive control at higheraltitudes, TCAs, TRSAs, MOAs and MTRs.

These are just a few of the safety enhancements integrated into our system since 1956, and all have contributed to the reduction of midair collision potential.However, 90 percent of the personnel in a cross section of the flying public answered "NO " when asked,"Do you think current safety procedures permittingboth commercial airlines and private aircraft to usethe same airspace are adequate?

The A TC system provides professional controllersto operate its control towers and GCAs. First class,mission-oriented equipment is provided to help thecontroller do the job. But, there is one additional element with which the controll er must deal the pi/ottThese two must work as a team at all times in orderfor the system to function as intended.

Every air traffic controller and pilot knows thedefinitions of air traffic, air traffic clearance and air

traffic control. The definition of "pilot in command"is stated as, "The pilot responsible for the operationand safety of an aircraft during flight time." f youknow the definition of "flight time," you will havea pretty good understanding of just when this need forteamwork between pilot and controller begins and howlong it lasts. (Ironically, the most disasterous midair??collision in aviation history occurred on the groundPerhaps you will recall the Tener ife calamity, or morerecently, the Madrid accident.) This teamwork ismanifested by the professional controller talking to theprofessional pilot. The controller is normally quitebusy, responding to several aircraft both on the airport and airborne. The controller needs air time todirect air traffic more than needing to be wished orwishing the pilot a "good morning."

Controllers need the pilot's information, sh6rt, accurate, and to the point, more than they need to havethe cockpit mike switch used as a "press to think"de vice. They usually need three items of information,and, from the professional pilot, that is what theyget-identification, position and request. What do the

pilots need from the controller? They need response,acknowledgement of the request and clearance-allwith proper phraseology to preclude the slightestpossibility o f misunderstanding.

Controllers can and will be as flexible as possibleto the pilot's requests. They know their area of responsibility and what is going on within it. They won't beworking the controller positions if they don't. So, ithe pilot has a special request, the controller will approve it if the situation allows. Remember though, thatthe controller provides A TC service to aircraft on afirst-come, first-served basis as circumstances allow.There are certain operational priorities that must be

observed, such as air evacuation flight and search andrescue aircraft, but regardless of operational priorities,the controller has the safe operation of all aircraftwithin the area as top priority.

Most people are afforded the opportunity to learnfrom their mistakes. Pilots and controllers may perish(literally or professionally) from their mistakes. Forthis reason, this team must exercise and maintain thehighest degree o f professionalism possible.

army aviation digest - feb 1984

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