Army Aviation Digest - Jan 1975

8/12/2019 Army Aviation Digest - Jan 1975

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UNITED 5 RMY VI TION

THE INSPECTOR GENERAL ANDAUDITOR GENERALLTG H. N. MaplesCOMMANDER, U. S. ARMYAGENCY FOR AVIATION SAFETYCOL Norman W PaulsonCOMMANDING GENERALU. S. ARMY AVIATION CENTERMG William J. Maddox Jr.

DEPUTY COMMANDING GENERALU. S. ARMY AVIATION CENTERBG Robert A. Holloman IIIEDITORU. S. ARMY AVIATION DIGESTRichard K. Tierney

ABOUT THE COVERAlthough beautiful, the view fromthe cockpit can spawn a lonelyfeeling. But uncertainties aremore than offset by the pres-ence of Army air traffic controllers. This issue covers the ATCoutlook with articles beginningon pages 2, 4, 6 and 8. Coverphotograph by CW3 Mike Lopez

JANUARY 1975 VOLUME 21 NUMBEManaging The Army ATC Mission, COL Lloyd J. PettyArmy Airspace Management, LTC Jody L. Williams . .Army ATC School, SSG Michael A. Mansfield . . ATMS MAJ Tommy W. Thornton . . . . . . . . . . . . . . . . . . . . . . . . . . .The United States Army Aeronautical Services Office (USAASO)

LTC David A. CarrollOPMS Questions & Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . .Views From Readers . . . . . . . . . .Standardization Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Army Aviation Hall Of Fame . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HElLFIRE, COL John B. Hanby Jr. . . . . . . . . . .1974 Roundup, William H. Smith. . . . . . . . . . . . . . . . . . . . . . . . . . .Winter Has A Special Meaning, Arnold R. Lambert . . . . . . . . . . . . . . .Pearl . . . . . . . . . . . . . . Airmobility Handbook-Better Believe It, Ted Kontos. . . . . . . . . . . . .Pilot-Error Accidents Aren t All Pilot, Darwin S. Ricketson . . . . . . . . .USAASO Sez . . . . . . . . . . .

The mission of the U. S. ARMY AVIATION DIGEST I. to provide Information of an 0r.etlonal or functional nature concerning safety and aircraft accident prevention, tra nlmaintenance, operation., research and development, aviation medicine and otherlated data.The DIGEST is an olllcial Department of the Army periodical publi.hed monthly undthe supervision of the Commanding General, U. S. Army Aviation Center. Views expressherein are not necessarily those of the Department of the Army or the U. S. ArAviation Center. Photos are U. S. Army unless otherwise 'peclfled. Material mayreprinted provided credit is given to the DIGEST and to the author, unless otherwindicated.Artieles, photos, and Items of Interest on Army aviation are Invited. Direct communition i. authorized to: Editor, U. S Army Aviation Digest, Fort Rucker, AL 36360.Use of funds for printing of this publication has been approved by The Adjutant Geral, Headquarters Department of the Army, 8 April 1974, in accordance with AR 310Active Army units receive distribution under the pinpoint distribution .y . tem as olined in AR 310-1. Complete DA Form 12-5 and send directly to CO AG Publications Cter, 2800 Eastern Boulevard, Baltimore, MD 21220. For any change in distribution requiments, Initiate a revised DA Form 12-5.National Guard and Army Reserve units under pinpoint distribution also should submDA Form 125. Other National Guard units should submit requests through their stadjutant general.Those not eligible for ollleial distribution or who desire personal caples of the DIGEcan order the magazine from the Superintendent of Documents, U.S. Government PrintOlllce Washington, D. C. 20402. Annual subscription rates are 15.70 domestic and 19overseas. Single caples are 1.20.


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cronymsUsed n This Issue

AAFIF: automated air facilities intelligence fileACSI: Assistant Chief of Staff for IntelligenceACSR: air crash search and rescueAD: Airspace DivisionAID: Aeronautical Information DivisionASCC: Air Standardization Coordinating Com-mitteeATC: air traffic controlATCA: Air Traffic Control ActivityCONUS: continental United StatesCOPCOM: Controllers Operations/ProceduresCommitteeCTO: control tower operatorDA: Department of the ArmyDARR: Department of the Army Regional Repre-sentativeDCSOPS: Deputy Chief of Staff for Operations,Headquarters, Department of the ArmyDMA: Defense Mapping AgencyFAA: Federal Aviation AdministrationFAR: Federal Aviation RegulationsFLIP: flight information publicationFORG: Flight Operations Requirements GroupGCA: ground controlled approachlAP: instrument approach proceduresICAO: International Civil Aviation OrganizationIGIA: Interagency Group on InternationalAviationIMC: instrument meteorological conditionsHSR: low altitude, high speed routesMAS: MilitaryAgency for StandardizationNATO: North AtlanticTreaty OrganizationNOTAM: notice to airmenSID: standard instrument departureSTAR: standard terminal arrival routesUSAASO: U. S. Army Aeronatucial ServicesOfficeUSACC: U. S. Army Communications CommandUSAFINO: U. S. Army Flight Information OfficeVFR: visual flight rules

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anaging

Colonel Lloyd J. PettyCommander U. S ArmyAir Traffic Control Act ivityFort Huachuca AZ

MORE THAN A YEAR agothe mission for exercising responsibility over the life-cycle functions of Army air traffic control wasassigned to Major General Jack A.Albright commander of the U. SArmy Communications CommandUSACC). The application of asystems approach to Army air traf

fic control ATC) was somethingI had worked for in the early 1960swhen I commanded the Army FlightInformation Office-now the U. SArmy Aeronautical Services OfficeUSAASO) .

It meant standardization of development and implementation forboth tactical and non tactical ATCcommunications-electronics systemsand facilities and the establishmentof policy and criteria for installationoperations and certification ofATC/ NAVAIDs equipment andsystems. From the economics standpoint alone the move offered theopportunity to eliminate the equipment confusion that had resulted inthere being more than 1200 com-

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The rmy T Mission

ponent items now in the systeII1New, improved and maintainableequipment will contribute to a farsafer ATC operation than nowexists.To ensure rapid response in accomplishment of this newly assignedmission for A TC, General Albrightdirected establishment of a specialstaff-level element, the Air TrafficControl Office ATCO) . In addition the Air Traffic Control Activity ATCA) , a field operatingelement, was approved by Headquarters Department of the Armyand was activated. Its mission is toimplement a systems approach to

ATC from concept developmentthrough the establishment of policyand procedures for the operationand maintenance of the ArmysATC systems.With USACC being responsibiefor the current Army airfield upgrade program, as well as being theprincipal proponent for combat development and user of Army ATC/N A VAIDs systems, it was felt thatsuch a staff/field element relation-JANUARY 1975

ship would be a most responsivemanagement concept for an elementof the Army that was in need ofimmediate improvement.The ATCO provides the interface with the USACC staff for coordination to ensure program management, i.e , budget, personnelacquisition and training, communications-electronics , A T C /NAV AIDs equipment standardization and acquisition. The staff officealso provides the interface with theU. S. Army Communications Systems Agency and the U. S. ArmyCOII1munications-Electronics Engineering Installation Agency, andmany others with responsibilities inATC.The ATCA , as a field element, isresponsible for planning and co-

ordinating for standardization purposes and for arranging installation,test and acceptance of fixed ATC/NAVAIDs systems. Additionally, itis responsible fot developing centralized policy and procedures forthe operation and management ofthe worldwide ATC/ NAVAIDsactivities assigned to the ArmyCommunications Command.

ATCA s mission also is to maintain monitorship of life-cycle functions or aviation ATC support,which includes ATC/ NAV AIDssystems, flight information and airspace contro]. We coordinated priorities for allocation of associatedcommand resources. In other words,we fight for our share of the menand money. With the departure of

Continued on p ge 5

U S . Army Communications CommandCommander

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M Jack A. lbright

U.S. Army ATC ctivityCommander

COL Lloyd J. PettyChief, ATC OperationsLTC Ronald J. Jarvis

U.S. Army Aeronautical ServicesOffice(Directorate)(Cameron Station, VA)Department of Army Regional RepsListed With AUTO VO N Numbersin Figure 2, Army AirspaceManagement, A Case For TheDARR : Beginning on Page 4

ATC OfficeChief, COL Lloyd J PettyDeputy, Mr Charles M Raphun

ATC Services Detachment,Europe

-

CDRLTC H Bourne

ATC Services Detachment,PacificCDR LTC D Ginter

ATC Services Detachment.- SoPanamaCDRJ. Mitchell

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A Case For The DARRRMY IRSP CE N GEMENTLieutenant Colonel Jody L Williams

DARR Southwest Region

Th'e Act puts F in charge and made theepartment of the rmy Regional Representative a key man

T HE A VAILABILITY of airspace, as is the case for othernational resources, has reached thecritical stage due to the increasingdemands for its use. Congress, having recognized the requirement tomanage and coordinate the use ofthis national resource, by PublicLaw 85-726, established the Fed- Army Areas

era Aviation Agency, subsequentlychanged to the Federal AviationAdministration FAA).Public Law 85-726, commonlyreferred to as The Act, assignsresponsibility to the FAA for thepromotion, regulation and safety ofcivil aviation and for safe and effi-cient use of airspace shared by both

FigureARMY / FAA AREAS AND OFFICES

civil and military aircraft. The FAAis charged with development andoperation of a common system forair traffic control ATe) andnavigation for both military andcivil aircraft. I t also controls theuse of navigable airspace of theUnited States and regulates bothcivil and military operations in such

DARR, FAA Regional Office_ __ _ FAA Regional Areas FAA Southern Region Also Covers Puerto Rico,Canal Zone, Virgin Islands and Swan Islands light Inspection Facilities Office FAA)

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airspace in the interest of safety andefficiency.The continental United States

(CONUS ) is subdivided into eightFAA regions (figure 1); each regional headquarters is responsiblefor carrying out the FAA s missionwithin its area. An Army office has

Figure 2DARR AUTOVON DIRECTORY-

Western RegionLTC Willie F DixonAUTOVON 898-3875

Southern RegionLTC Larry D. DotsonAUTOVON 431-1767

Eastern RegionLTC Albert L FournierAUTOVON 938-3696

Central RegionLTC Norman J HughesAUTOVON 886-3831

Southwest RegionLTC Jody L WilliamsAUTOVON 733-1424Great Lakes RegionSFC Claude L. Burdick temp)AUTOVON 551 -1501Northwest RegionCW3 Jack L. RobertsAC 206-767-2610

o c k ~ Mountain RegionCW3 Richard N. WoodwardAUTOVON 553-3795

*For additional l s t n ~ ssee AR 95-50, Appendix B

JANUARY 1975

been established at each of the FAAregional offices to provide an interface and to ensure that the Armyinterests are provided for and protected so that its mission can likewise be accomplished. These positions are called Department of theArmy Regional Representatives(DARRs). The DARRs are members of the Army working for theArmy.The DARR s mission in life isto provide local Army commanders with professional guidance inairspace matters and to present acoordinated Army position on airspace matters submitted to the FAARegional Office. Because of a recentreorganization within the FAA increasing the regional offices, theDARRs are not uniformly aligned.Currently, there are eight-fivestaffed by commissioned officersand three by warrant officers- allArmy aviators with considerableexperience (figure 2) . We have anE8 ATC noncommissioned officer(NCO ) at most regions and a civilian secretary.The DARR is an extension of theDepartment of the Army (DA) airspace executive agency, U. S ArmyComm unications Command(USACC), and performs duties appropriate to AR 95-50 and AR1 0-13. The D ARR is aligned in theCommunications Command structure as indicated in figure 3.The Communications Commandwas assigned responsibilities forArmy air traffic control and airspace management in July 1973 .Prior to that time the U. S. ArmyAeronautical Services Office

(USAASO) , a class II activityestablished in 1967 working underthe auspices of the Assistant Chiefof Staff for Force Development(ACSFOR) , was the agency dealing with the systems and publications required within the Army's airtraffic management scope. Some ofthe oldtimers remember USAASO'sforerunner as the U. S Army FlightInformation Office (USAFINO),which was under the chief signalofficer. To quote a phrase populartoday, We've come a long way,baby ; however, there is still a longway to go within the Air TrafficManagement System and theDARRs are playing a vital rolefor the Army in seeing that we getthere with everything intact.While it is not the intent of theFAA to take away airspace solelyfor general usage it does monitorthe use, and if the special use airspace is not properly used or continuously used it will inquire as tothe necessity of keeping it as such.Here the DARR can assist thecommander in the preparation ofthe restricted area utilization reportas required annually for justification. These reports are the recordof the use and type of use the restricted areas had for the previousyear and must be accurate. Seminarsfor airspace officers are being conducted periodically to give guidancein this respect. Due to a constantchangeover in personnel it is qnticipated that these will be continuedon a recurring basis.rn some cases the FAA will request a special Army/ FAA review

ontinued o n page 6Figure 3I US CC I

I ATC Off ice I Fort Huachuca, AZl l TC ActivityI Fort Huachuca, Z lll USAASO I Cameron Station, VA)II C RR I See figure 2)

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trainees destined to actually perform duties in theirrespective MOSs 93H, 93J, 93K) branch out totraining areas which concentrate on a particular MOS.Here students enter advanced training.In the advanced portion students begin hands-ontraining. Prospective control tower operators attendinstruction in control tower simulators where nearlyevery conceivable traffic situation s presented to them.Mistakes in the simulations are corrected as theyoccur, without casualties other than to the students'pride. After successful completion of this portion oftraining the control tower trainees move to field sitetraining where for ] 3 days-under strict instructor

supervision-they handle live traffic. Upon completionof this field training the students are familiar with theuse of Army equipment and control technique used ncontrolling live traffic. They are ready for assignmentto any Army ATC tower n the world. They haveearned control tower operator, MOS 93H.After passing the FAA CTO examination theJANUARY 1975

ground controlled approach GCA) 93J) studentsattend classes on the sighting and alignment of Armyradar equipment that they w ll be using to control airtraffic, both tactical AN -TPN 18) and fixed installation AN-FPN 40) radar.Upon completing the equipment block of instruction , the students move to the radar lab simulator (seephoto, page 7) , a computer-operated device which canprovide 40 simulated aircraft targets to 10 minilabs.As many as 40 students can be trained simultaneously.The radar simulator s a totally new concept n ATCtraining. It can duplicate any ATC radar situation thatcontrol1ers may encounter n a live facility. Studentsselected to attend the GCA 93J) or approach control93K) courses are given intensive training with thesimulator prior to controlling live traffic at field sites

n the Fort Rucker complex.From the radar lab GCA students advance to fieldsite training. Here under the watchful eyes of aContinued on page 7

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HE INCREASED densitiesand operational capabilities ofArmy aircraft have caused theArmy to reassess its need for anair traffic management system forthe combat area. The current system of air traffic control, as described in FM 1-60, consists of aseries of flight operation centers

FOCs) and flight coordinationcenters FCCs). Flight under instrument meteorological conditionslMC) with this system is limited,

at best , because controllers have information only on cooperating aircraft. They make decisions and baseclearances on position report dataprovided by aircrews.In 1973 the U. S Army AviationCenter at Fort Rucker, AL, soughta solution to the problem through astudy entitled, Study of Air TrafficManagement Systems for the ShortRange 1974-1978) and MidRange (1979-1986) Time Frames.

It was completed last May and provides the basis for the design ofair traffic management systemsATMS) to be developed for thefuture.Recent experience gained bystudying results of the 1973 MidEast war has confirmed the needfor aircraft to operate at terrainflight altitudes in forward areas tosurvive. Aircraft operations in the

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brigade area will be integrated intothe ground commander's schemeof maneuver. Flight following, whenrequired, will be with the aviationunit operations. In this area thestudy identified the need to providean instrument approach facility andto provide aircraft with a navigationand communication capability thatwm be effective at terrain flight altitudes to increase combat effectiveness both day and night under conditions of limited visibility.

In the division rear area the system must have the capability ofmoving aircraft under instrumentand visual meteorological conditions. And to prevent conflicts itmust interface with control systemsof other airspace users and ensuretimeliness of information exchange.The system envisioned for the1974-1978 time frame is shown infigure 1. Army air traffic in thecorps rear area wi1l be managed bythe FOC established by the corpsair traffic control unit. This facilitywill be col1ocated or in direct communication with the Air Force control and reporting center CRC).

Radar coverage of this area will beprovided by the CRC, when possible, with the corps FOC modifiedto accept both Air Force and Armyarea surveillance radar input. Thiswould assure the FOC of a surveil-

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The Army's present Air Traffic Management System (ATMS) isa manual operation consisting of a network of flight operationscenters (FOes) and flight coordination centers (Fees). Under thissystem the see and be seen principle is the primary hazardavoidance means. This requires constant vigilance by aircraftcrews since controllers can only provide alerting information, tocooperating aircraft based on position report data evaluation

lance radar capability when thesystem is connected with the AirForce CRC or when operating independently. This radar capability wi1lprovide greater safety, reduce congestion and delays, and providepositive identification and location.At division the FCC manages

IMC traffic; provides an extensionof communications of the FOC atcorps; and interfaces with local airfields, division tactical operationscenters and the Army air defensecommand post. t also providesvisual meteorological conditionsVMC) flight following when requested.To confirm activity in the airspace being managed and to expandthe system s coordination capacity,a surveillance radar capability is required. This could be added by remoting a radar scope from Armyair defense units or by providingthe FCC with its own surveillance

Figure 1

Major Tommy W ThorntonChief, Organization DivisionDeputy for DevelopmentsU S Army Aviation Center

radar. N ondirectional radio beaconsNDBs) will be used throughoutthe division to assist in IMC flightrouting and position determinationand reporting.For the short-range time frame aradar directed ground controlledapproach GCA) and an automaticdirection finder ADF) approachwill be provided, from division assets, by at least one airfield in thedivision area and wil1 include associated approach and departureoperations. In future operations the

FCC will be able to provide radarvectors to the tactical instrumentlanding system at these terminalfacilities.In the brigade area an instrumentapproach facility will be providedto allow aircraft entering the areafrom the rear under instrument conditions to let down to visual conditions to continue their mission. Thisapproach facility also will aid air-

TMS /Short Range Solutj NOB TWRlZ- ,'-- /oDD :WR /

F ~ ~ y/ C F ~ S >

craft returning to refuel and rearmunder marginal weather conditionsand will enable aircraft that enterunexpected instrument conditions torecover to visual conditions.Until a tactical instrument landing system is available, an ADFapproach using current equipmentwill be provided. The tactical instrument 1anding system is expected tobe provided at the division and brigade airfields in the 1979-1986 timeframe.The vast majority of the corpsaviation assets will be operating inthe forward areas. As a result ofagreements between the TacticalAir Command TAC), U. S ArmyTraining and Doctrine CommandTRADOC) and U S ArmyForces Command FORSCOM)these aircraft will be operating un-der procedural rather than positivecontrol. Operations in this area are

Continued on page

Figure 2


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The United StatesArmy AeronauticalServices Office (USAASO)

In 1973 USAASO (you-say-so) was transferred (mission,money and people) to the U. S. Army Communications Command (USACC) and became an office of the new Air TrafficControl Activity ATCA}-see Managing The Army ATC Mission, page 2. USAASO continues to provide services for airspace, air traffic regulation/procedures and aeronauticalinformation matters

Lieutenant Colonel David A CarrollAct ing Director USAASO

A T THE NATIONAL and international level, theFederal Aviation Act of 1958 places certain responsibilities upon the Secretary of Defense to assistthe administrator of the Federal Aviation Administration FAA). One of these responsibilities requires theSecretary of Defense to establish, by cooperative agreement with the FAA, suitable arrangements for timelyexchange of information pertaining to programs,policies and requirements directly related to the responsibilities of both parties.To assist in carrying out the Department of DefenseDOD) responsibilities, the Secretary of Defense issued a directive which provides for the designation ofDOD representatives to the FAA and the InteragencyGroup on International Aviation IGIA). t alsoassigns responsibilities and establishes internal DODcommittees, working groups and supporting elements

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to assist in carrying out these responsibilities.The Federal Aviation Act, the Presidential Memorandum and the DOD Directive led to the establishment of the DOD Advisory Committee on FederalAviation. This committee is a three-star level organization which coordinates DOD policy and providesnecessary interface with the FAA. The Army memberis the Deptuy Chief of Staff for Operations DCSOPS),Headquarters, Department of the Army.The committee is supported by two working groupst he Federal Aviation Working Group and the Working Group on IGIA matters. The U. S Army Communications Command USACC) is the Army member on the first group, and action is underway todesignate it as the Army member on the second.USACC members and alternate members of thesupporting elements, such as the Airspace Subgroup



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of the Federal Aviation Working Group and the various IGIA committees concerned with air traffic control(ATC) and associated equipment, are responsible forreviewing and evaluating each case received for action;identifying any effect on the Army; coordinating withother Army support elements or action agencies concerned; and preparing and transmitting Department ofthe Army (DA) comments, recommendations andproposals to action officers concerned.Just as USACC is the Voice of the Army,USAASO is the voice of the Communications Command at the Pentagon and fAA cqncerning airspaceand aeronautical information.USAASO has two functional divisions: AirspaceDivision (AD) and Aeronautical Information Division (AID).Airspace Division: This division is the USACCcommander's spokesman to the DOD and FAA onairspace matters. Specifically, the Airspace Divisionacts as the central DA coordinating authority for airspace/ATC procedural matters for all comppnents ofthe Army and the DA point of contact with the FAAon airspace/ ATC procedural matters.In coordination with other interested staff agencies,the division prepares and recommends plans, policiesand procedures pertaining to the establishment, utilization, modification, retention and revocation of Armyrequired controlled airspace and special use ;:tirspaceThe division directs, supervises and coordinates theexecution of approved Army plans, policies and procedures pertaining to the establishment, utilization,modification, retention and revocation of Army-required controlled airspace and special use airspace.It also directs, supervises and coordinates thepreparation of the Army position on all airspace/ ATCprocedural matters, both in support of Army requirements and in defense of Army interests against detri

~ e n t l proposals by other agencies. It coordinatesArmy airspace/ ATC procedural matters with othermilitary services and government agencies; furnishesDA staff membership on airsp;:tce boards, committeesand panels, as required; and advises and assists DAstaff agencies and Army field commands on airspaceand certain aviation matters.Although the FAA provides airways equipment andservices for both civil and military users, equipmentrequired solely for military purposes is the responsibility of the requiring military service. DA is responsible for planning and implementing equipment andsystems in support of Army aviation. However, in theinterest of economy and to avoid duplication of effort,the Federal Aviation Act of 1958 requires a free exchange of information on policies, requirements andprograms between DOD and FAA. Additionally, it isthe policy of the Army to ensure that new and im-

JANUARY 1975

proved materiel is standardized with other U. S. military services and allies to the extent practicable tofacilitate a working capability with these forces.The basic objectives are to assure operational compatibility between tactical systems and the nationalaviation system and to avoid unnecessary duplication.In addition to the need for U. S military equipmentto be operationally compatible with U. S nationalaviation standards, it is desirable for reasons of operational flexibility to configure military equipment forcompatibility with international civil aviation organization standards and recommended practices.

At the regional or local level USAASa has residentrepresentatives at the FAA regional offices with authority to negotiate at the regional level on behalf ofthe Army on all matters of mutmil interest involvingairspace. These representatives are called the Department of the Army Regional Representatives (DARRs)and are the subject of Army Airspace Management,A Case For The DARR on page 4.To summarize, the Airspace Division is directlyconcerned with supporting the Army's capability tofly within tactical and civil, domestic and internationalenvironments.Aeronautical Information Division: On a parallelwith the Airspace Division, AID implements the Communications Command's responsibility as spokesmanon aeronautical information policy and programs. Thesafe conduct of Army operations within the U. Snational airspace, as well as the airspace of foreignnations, demands a continuing flow of complete andcurrent aeronautical information. This includes monitoring changes occurring in the complex ATC environment as well as the operating status of airfield andsupport facilities. A small but enthusiastic staff of

ID makes sure it s here for preflight

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ohave a nice day or night) airborne

military and civilian aviation experts within AID isdedicated to the task of providing this essential service.The USACC spokesman role is effectively accomplished in the overseas area by Air Traffic ControlActivity detachments located in the Pacific (Hawaii),Europe (Heidelberg) and Latin America (CanalZone) .To ensure that Army aviation requirements areclearly defined, recognized and incorporated in pertinent flight products, AID maintains a cqp.tinuing liaison with all aeronautical agencies involved in policy,regulatory authority, operational doctrine and production.These include Department of the Army staff, FederalA viation Administration, Defense Mapping Agency

DMA) and the other U. S military department staffimplementing their respective air operational requirements. On the international level, AID provides representation and/or operational input to the Air Standardization Coordinating Committee (ASCC) , theNATO (North Atlantic Treaty Organization) MilitaryAgency for Standardization MAS) and the International Civil Aviation Organization which comprisethe major activities engaged in international air standardization effort.Continued liaison with other U. S military departments is accomplished through the all-service FlightOperations Requirements Group FORG) . Bothformal and ad hoc sessions of the group are conductedto discuss all problems affecting the design, format,technical content and standardization of DOD flightinformation publications FLIPs) relative to operational requirements and operating procedures. TheFAA provides representation to assist and assure input on the civil aviation aspects involved. A member12

of the DMA attends these sessions to advise on production implications and costs relative to requirements.This office led the tri-services development of operating procedures for the conduct of this essential coordination effort in FLIP matters. The group providesa forum to discuss the content and format of all products which convey regulatory ATC) and otheressential air operational data. The AID participationassures that the specific and often unique requirementsof the Army aviation mission are incorporated in theDOD FLIP.Effective operations cannot be accomplished on theground or in the airspace unless rules of the air andrelated data are complete, current and available to theuser. Both visual and instrument flight rules for navigation require adequate maps, charts and support datato help assure safety and mission accomplishment. Airfield layouts must be correctly depicted in standardformat for easy identification in flight and ground operations. This graphic clarification is essential wherecertain airfields have a high density of both fixed androtary wing operations. The staff closely monitors theformat of flight publications and charts to assure optimum usefulness for airborne operations and technicalcoordination. AID also negotiates with the FAA inestablishing rules and criteria for the design and production of standard instrument departure SID) ,standard terminal arrival routes STAR) and instrument approach procedures lAP).USAASO is participating in a DOD/tri-servicesproject to improve the current FLIP products. Theobjective of this joint effort is primarily to reduce airborne research and cockpit clutter by producing asingle source document to satisfy all airborne users.

We service wherever the Army serves



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This objective also is being addressed in the planningphase. As an example, in FLIP planning action isbeing taken to relocate or remove material consideredredundant or appropriate to service training directives.Prototype revised FLIP planning products have beenin the field for review and comment and were enthusiastically accepted. Future products will providecompact flight information documents for the cockpitand planning documents for preflight use that bridgethe gap between training manuals and require currentoperational knowledge. The latter will contain thosemore stable elements of information not necessary inflight and will be published less frequently at a considerable savings.Extending the single source theme, a prototypeterminal document, which combines airport data, lAPsand an expanded airport diagram (taxi chart) will beevaluated. In addition, all lAP booklets will be re-

D representationviewed to eliminate unnecessary procedures and addmany not now available. This division, as representative of the Department of the Army, will ensure thatthe selection criterion will fully meet the needs ofusers including the Army Reserve Components aviation activities.The basic task of ensuring the publication of essential operational data in the FLIP products is complemented with AID innovative contributions to theArmy aviation program. As an example, the AIDdeveloped the initial helicopter instrument approachprocedure criteria and associated charting criteria thusenhancing the capability of this unique aircraft typeunder instrument meteorological conditions IMC).Also developed was a special VFR arrival and departure chart booklet to facilitate helicopter operationsin high density traffic terminal areas in Europe. Thissystem establishes a standard format for future requirements in these terminal areas. As a further example,JANUARY 1975

Joint air standards with Army inputthe AID air traffic control expertise in the rotary wingarea is illustrated by the design and development of aspecial VFR (visual flight rules) helicopter route chartproduced to enhance safe and expeditious transit within the Washington, DC, high density traffic area.The AID input to the FLIP and chart productsnormally is confined to basic throttle pushing itemsinvolving operating status of en route and terminalfacilities. The AID, however, both in CONUS (continental United States) and especially through its oversea detachments is a major contributor to the DODautomated air facilities intelligence file AAFIF).Effort expended on this comprehensive data programwould seem to be superfluous to the needs of the average Army aviator as conveyed in the normal inventoryof flight products. The ready access, however, of theCommunications Command organization to a worldwide array of airfields owned, operated or tenanted by

Our direct line

RMY AVIAnONFLIGHT I FORMAnON

BULLETIN

o Iloou. oft .. . . . .Z VlllOl u , PI.

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Army aViation elements provides aq excellent opportunity to obtain data which can be used for staffplanning and contingency purposes. Thus, the Assistant Chief of Staff for Intelligence ACSI) hasturned to USAASO to fulfill this essential DOD commitment. t paid dividends when the Army aviationstaff recently required comprehensive data on selectedair facilities.AID has been active in the aviation safety area, too.

In coordination with ACSI we have participated in thedesign and development of q standard prototype aircrash search and rescue ACSR) map. This mapprovides an improved format and standard presentation for a grid map required by Army Regulations95-5 and 95-26. The map is a considerable improvement over the improvised and nonstandard graphicsproduced through airfield resources.

oCORRECTIOII

COMM C RD

oSUGGESTION oTERMINAl

Informal but informativeYou s e n d w ~ r e s p o n ~

oENr roUTE

We also are in the p u b l i ~ t i o n game on a diminutive but direct basis. In CONUS, USAASO-AID publishes a weekly bulletin containing current majornotices to airmen NOTAMs) and other pertinentoperational data. The bulletin, designated TechnicalBulletin Aviation-1 ( -o r TB AVN-1 ( - i smiddle-aged by Army aviation standards, as it hasbeen published continuously since 1956. The datapublished falls nto two classes: material which is of atemporary nature not s u i t b ~ e for more stable flightdocuments, and permanent changes and correctionscarried until published in the appropriate FLIP. TheNOTAMs provide both data submitted on Armyfacilities and those national NOTAMs which wouldadversely affect flying for Army trap.sient traffic. Theseinclude navigational aids NAVAIDs) outqges ofsignificant duration, airfield closures, fuel shortages,

14

LTC David A Carroll is the acting director ofthe U S Army Aeronautical Services Office.He is a grad. .ateof the U S Military Academyand the Command and General Staff College.He is fixed wing and rotary wing q u l i f i ~ d

instrument approach chart corrections and other essential items.The operational data published in the buUetin includes a number of regulars. The airfield directoryappears every month; the status of FAA publicationsis also monthly. The date of latest eciitions of VFRaeronautical charts is published quarterly. The statusof Federal Aviation Regulations FARs) is publishedneeded. The into-plane contract fuel locations arepublished annually, and r e p ~ b l i s h e d as a correctedlist upon accumulation of s ~ f f i c i e n t changes. The irregulars are legion, covering many aspects of Armyaviation interest but the main consideration is primarilyaddressed to o r r e t i o ~ of the FLIP. other printedmedia. 'In the area of cartography, AID is supporting thecurrent Army emphasis on pilotage to include thenap-of-the-earth NOE)-or terrain f l y i n g ~ o n c e p t .Recognizing that the Army mission may have to becarried out in certain world areas where NAVAIDs,radar and ATC agencies are virtually nonexistent, AIDhas been working with the DMA Topographic Command on the NOE cartographic project to assure thataeronautical detail of prime interest to the Army isincluded in all tri-service chart products. The divisionprovides memb'ership and service input into nationaland . international air cartographic standardizationworking groups to guarantee recognition and acceptance of the Army's chart requirements.Another USAASO service provides operationalpersonnel, Army aviators and any others involved inthe aviation program with a direct channel to the AIDeditorial staff. AR 95-14 authorizes direct contactwith USAASO on operational matters affecting flightinformation. Contact may be made by phone, directinformal letter or expedited by use of a Comm Card,which is a direct mail postcard and self-addressed toUSAASO or the oversea detachments. Army airfield

operations desk should have Comm Cards on hand.AID, since its inception in 1955, has been and remains in a unique and advantageous position in theaviation arena. This organization possesses a dualcharacteristic which permits direct interface with bothaviation staff as well as field operating elements. Thebenefits of this dual capability provide an improved requirements validation program as well as supplyingArmy aviation staff with the necessary technical expertise to represent DA on all matters relating to airtraffic and aeronautical information services.



17/52

ontinuedfrom pagethe Aviation Directorate of Headquarters Department of the Armyour responsibilities to serve as theArmy's principal point-of-contactfor airspace, enroute and terminalATC/NAVAIDs services, air traffic regulation, control and procedures, flight information, and related facilities and systems gainedeven greater significance.The Air Traffic Control Activity'sprincipal responsibilities are to serveas the Army's point-of-contact andprovide Department of the Armyrepresentation within the Department of Defense and liaison withother government agencies and international organizations in assignedmission areas.

The ATCA provides membershipon Federal Aviation Administration(FAA , Department of Defenseand Department of the Army committees, boards, councils and working groups, and administers theNational Agreement (NAT) 127 between Department of the Army andthe FAA. Also it directs the employment and monitors and coordinates the Army airfield ATC modernization program. Last but farfrom least it provides regional representatives to the FAA.Although the proof of our abilitymay not be visible for some time,the organization has the expertise todo the job and do it well. Of the 34aviators assigned, 8 are MasterArmy aviators. This we believe tobe a record and doubt that anyother Army aviation unit with asmany as 20 aviators can boast 50

percent of their assigned aviatorsholding Master ratings. Of the remaining 17, all but 3 are SeniorArmy aviators, and this works outto 530 years of rated experience forthe 34 aviators assigned-or anaverage of 15.58 yearsThe key to managing the ArmyATC/NAV AIDs mission is theATC master plan covering the 1977-1986 timeframe. t now is beingstaffed for submission to the Department of the Army.The purpose of this 10 yearmaster plan is to present the generalconcepts and major objectives formodernization of the Army's ATCsystems. The plan outlines the useof resources (men, money and materiel) during a 10 year span forthe operation, installation, modernization and implementation of asuccessful ATC/NAVAIDs andcommunications-electronics standardization program.The document addresses objectives to be accomplished in upgrading and controlling the airspaceutilization by the latest concepts inair traffic regulations, equipmentand equipment training, and thelatest Army FAA standards.It cites goals to be attained forpersonnel performance, facilitymanagement, maintenance techniques and the latest air traffic control developments during a specifictimeframe.The methods for providing aflexible and quick-reacting air traffic control capability to meet changing situations, latest technologicalrequirements, and operating techniques also are covered in themaster plan.The scope of the plan encompasses the guidance and direction toimplement, operate and maintain a

highly sophisticated air traffic control activity standardization program in such areas of responsibilities as centralized managementover the acquisition, installation,operation and maintenance ofworldwide air traffic control facilities and systems; upgrading of allArmy airfields to conform to thelatest Army/ FAA standards, to include personnel and equipment; andstandardization of air traffic controlfacilities/N A V AIDs flight information and supporting equipment.Other areas include maintenanceof air traffic control and NAVAIDsequipment on a near real-time basis;use and maintenance of ATC per~ o n n l data base and an on-the-jobATC training program for both military and civilian personnel; andproviding staff supervision overfacility improvement, developmentof new materiel and equipment,acquisition and installation to ensure timeliness of materiel meetingnational airways systems standards.General Albright has directedevery member of the Army Communications Command to supportthis new responsibility as a toppriority and to ensure that every action required is accomplished without delay.Worldwide there are some 1,500controllers dedicated to makingArmy ATC/NAV AIDs systems thesafest, most efficient and reliable inmilitary aviation history. All ofthem, with the full support of the30,000 men and women of theArmy Communications Command,are pulling together now but overallsuccess still depends on y ur support and cooperation. We need thefull dedication of v ryon associated with the Army aviation program.

Colonel Petty enlisted in the Army in February 1946 and was commissioned inMarch 1947 He received his wings in 1955 His military schools include theU S Signal School basic and advanced officers courses and the Command andGeneral Staff College He presently commands the Air Traffic Control Activity

JANUARY 1975 15


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RMY IRSP CE M N GEMENTontinued from page

team visit to the installation. Here,again, the DARR is present to coordinate the visit and assist the commander in reviewing his needs andensuring that the Army point ofview is known to the FAA for fullconsideration. Where conflicts arenot resolved at the regional level ,the DARR will inform USAASOand the matter will be tabled atthe Department of Defense/FAAWashington level for resolution ofdifferences.The DARR office also standsready to conduct an extensive onsite airspace utilization survey atinstallations so desiring this service.This can be a valuable tool for thecommander in evaluating the entireairspace posture of his instal1ationand assist him in managing his aviation assets. Requests for this service should be made to the U. SArmy Communications Command,ATTN: USACC-ATC-SD, FortHuachuca, AZ 85613, and the appropriate DARR will coordinateand participate in the survey.The DARR is guided by AR 95-50 as pertains to airspace responsibilities . He becomes the man behind the scene working for theArmy field commander to ensurethat Army airspace requirementsare fulfilled in the best interest ofthe Army. This involves screeningof each issue of the Federal Register for proposed rulemaking actionsthat will conflict with Army interests.

The DARRs deal with varioussegments of what is called specialuse airspace. These are defined asprohibited, restricted, alert, controlled firing or intensive studentjet training areas. Most military reservations have one or more of theseareas close by. More often than notthese become joint use and the controlling agency becomes the FAAwhile the military becomes the user.

16

The working arrangement of thistype operation permits the Armyusage of this area wherever it needsit, but releases it back to the FAAfor general use when not required.The DARR office, working withboth the FAA and the Army, assistsin the letters of agreement outliningthe procedures to be used in thesearrangements.

Airspace matters fall into twobroad classes: rulemaking and nonrulemaking. Rulemaking actions arethose relating to the designation,alteration or revocation of airspaceby a rule, regulation or order. Restricted areas, control zones andlike areas fall into this category.N onrulemaking relates to FAAfunctions of a less stringent natureaffecting airspace and includes airport alterations, equipment installations, etc. The FAA also conductsobstruction evaluations on whichdecisions are made but not referredto as nonrule cases. These latteritems are screened by the DARRoffice and forwarded to the affectedinstallation if it appears it will involve their areas of operation.Of significant importance is thetime element involved in the processing of rulemaking actions such asthe request for a temporary restricted area for a maneuver. A 6month leadtime is required for processing of rulemaking actions, butDARRs have, by working closelywith the FAA shortened this considerably when all the required information is available. Now, withthe requirement for environmentalimpact statements it is doubtful ifrush actions will be successful inthe future except in rare instances.There are many activities of atri-service and FAA/ military/ general aviation nature that are attended by the DARR . On a recurring basis at the center area ameeting is held for the purpose ofreviewing air traffic problems and

new proposals. As a member of thiscommittee the DARR ensures thatthe Army interests are known. TheDARR office also actively participates, through the use of the ATCNCO, in the Controllers' Operations/ Procedures Committee (COPCOM) which reviews and recommends the language and substancefound n the FAA Air Traffic Controllers' Handbooks 7110.8 and 9.This area encourages controller participation in the development ofATC procedures through the organized collection of views and reccmmendations of working level controllers.A review is made annually of thevarious low altitude, high speedroutes LAHSR). While the Armydoesn't fly in this dimension, it doesfly at the altitude 500 feet, 200-plus knots) that these routes traverse. The DARR reviews theexisting routes and monitors modifications and proposals for newroutes to ensure they will not interfere with existing Army trainingareas or impair air traffic activities.Information pertaining to theseroutes can be found in the Flightnformation Publication, SectionIIA.Basically, this has been an approach to the overall airspace management picture where the DARRplays an ever-increasing role as alink or better yet an extension ofthe Department of the Army airspace agency. The interests of theDARR extend to all matters whichsignificantly affect Army aviationor airspace interests within his geographic area. The DARR is providing this service in its entirety tocommanders. He is as close as aphone call (figure 2) and is ready,willing and capable of providingprofessional guidance toward fulfilling the Army mission in airspacemanagement. Know your DARRand use him



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RMY TC SCHOOLontinued from page

facility rated instructor they receive live aircraft training. With completion of this phase of training groundcontrolled approach students are awarded the MOS93J.After completing the FAA CTO exam approachcontrol 93K) students attend a 3-week course in conventional non radar approach control. In a lab environment they learn to separate aircraft vertically, laterallyand longitudinally through the correlation of time ,distance and speed. Here they are taught to use pilotposition reports , aircraft speed, altitude and designatednavigational aids to keep traffic moving, both inboundand outbound.Upon completion of this phase of training 93K students go to the equipment block of instruction. In thisportion of training (the same as with GCA students)they are introduced to the radar equipment to be usedto control air traffic in a tactical or fixed installationenvironment. From here the approach control studentsgo to the radar simulator to continue advanced approach control training in a radar environment. Afterthey have mastered all positions simulated in theradar laboratory, the students move into field trainingat HUB Control (the flight following center for theFort Rucker flight training area). Now training givenin a previously simulated environment is put to the

test with live traffic, under the supervision of a ratedand qualified instructor. With the completion of thisphase of training, students are awarded the approachcontroller, MOS 93K.In the near future an advanced tactical phase oftraining will be incorporated into all three programs ofinstruction of the Armys ATC School. This trainingwill ensure that Army ATC personnel are familiarwith the latest doctrine and equipment being used byunits in the field and its application in a tactical environment.The Army Air Traffic Control Sch091 has the capability and flexibility of adapting its ATC program tofit any requirement for air traffic control trainingrequested by any branch of the armed forces orcivilian agency. The adaptabili ty of the Army s ATCtraining program has effectively shortened the lengthof time required to achieve an FAA facility rating bynewly assigned controllers at a fixed installation. Thiscapability was reinforced recently as a result of training received at Fort Rucker by U. S Marine Corps airtraffic control personnel assigned to the Cherry Point ,NC, Radar Approach Control RAPCON).By al1 standards, the Army s air traffic control training program far exceeds any previous attempts in thisfield. The ATC School at Fort Rucker-justifiablyproud of the students it graduates--offers the highestquality of air traffic control training and uses the mostadvanced equipment and training techniques foundanywhere. ........

Supervised t raining at U B Control Fort Rucker s flight following center


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The "gates" flight pay system pro-vides that an aviator is entitled toreceive flight pay, whether he fliesor not, if he makes a specific gate.On the other hand, the aviator fail-ing to attain gate requirements ispaid flight pay only while perform-ing aviation duties. During this timeof increased cost awareness andemphasis on equal opportunitywhat rationale can explain this in-equity? I believe that it is an ac-cepted fact that a certain percent-age of aviators will f il to attaingates requirements because they areserving in either their primary oralternate specialty which may notbe aviation oriented at the time.Why the gate? Why not flight payfor flight duty?

The gate system was designed asa control measure to ensure a minimum utilization of aviators in operational flying positions. Another alternative of only paying flight payfor flight duty was considered, butit was rejected. The rationale as expressed in House Report 93-799 isas follows:

18

In overwhelming numbersjunior officers who have completed their training and arein the period when they aremaking career decisions toldthe committee that they wanteda continuous pay system wherethey would have some reasonable certainty as to the levelof income they could expect.The committee, therefore, con-

QU STIONSeluded that it would not berational to vote a retention incentive on a basis rejected bythose the incentive is designedto retain.

When there is a RIF (reduction inforce) a number of highly moti-vated officers are forced to leave theservice who would otherwise makea career of the Army. A t the sametime there are other officers remain-ing on active duty who would bewilling to leave the service volun-tarily if they could receive the ad-jus tment/ severance pay. Can thel w be amended to permit identi-fication of those willing to leave, ifpaid, then pay and release them inplace of those desiring to remain onactive duty? It appears that the costwould be the same and it wouldhelp the morale of everyone.While the suggestion sounds desirable it is in fact, unworkable. Allcontrol of numbers, quality, yeargroup content and branch balancesis lost. t would be extremely difficult to attain a given end strengthunder such a program as normallosses would be indistinguishablefrom RIF losses. Quality controland year group content control arethe biggest advantages of an involuntary RIF. In a voluntary program, there is a danger that highquality officers and junior officersin short year groups would be likelyto take advantage of the monetarypayment. However, there is anotherproposed program which wouldalJow officers to accrue monetarybenefits. A maior element of theDepartment of Defense legislativeproposal H.R. 12505, the retirement bill which was submitted toCongress on 28 March 1973) wasa provision which would provide

In ecember the DIGESTstarted a series featuringquestions on the OfficerPersonnel ManagementSystem OPMS). Answersare by the Office of theDeputy Chief of Staff forPersonnel, HQ, Department

monetary payments for personnelvoluntarily separated before becoming eligible for retirement. This legislation would provide equity payments for voluntary separatees withat least 10 but less than 20 years'service in the form of a monthlyannuity at age 60 equal to 21/2 percent of final year's average monthlypay times years of service.

Do future plans include provisionsfor inclusion of Army Medical De-partment officers in OPMS?No. OPMS was designed to applyto all the OPD (Officer PersonnelDirectorate, Office of PersonnelOperations) managed branches anddoes not include the Army MedicalDepartment, Judge Advocate Generals and Chaplains.

Newly rated aviators receive pin-point assignmen t from DAta avia-tion slots. Why can't other aviatorsbe assigned under a similar system-according to their needs-i.e.assigned to a post with orders speci-fying branch related or aviation re-lated assignment based on officer'sneeds for branch qualification or"gate" time? This would not leavethe aviator completely at the mercyof the postThe current OPD A viator Management System approved for implementation on 27 August 1974, provides for the inclusion of the follow-

U. S. ARMY AVIATION DIGEST


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NSWERSof the Army. If you havequestions send them to theEditor, U. S. ARMY AVIA-TION DIGEST, P. O DrawerP, Fort Rucker, AL 36360We will get an answer foryou as soon as possible

ing statements on assignment ordersas appropriate:1. This is a directed assignment toan operational flying position forinitial tour utilization. An officermay not be assigned against a nonoperational flying requirement without concurrence of DAPC-OPD(appropriate career branch).2. This officer is being assignedagainst an operational flying requirement in order to meet the provisions of the Aviation Career Incentive Act of 1974. Officers maynot be assigned against a nonoperational flying requirement withoutconcurrence of DAPC-OPD- appropriate career branch).3. This aviator is being assignedagainst a ground requirement andmay not be assigned against anoperational flying requirement without concurrence of DAPC-OPD(appropriate career branch).

Will assignments switch from theprimary to the secondary or willthey follow in a series of one or theother?The pattern of assignments an officer will receive will depend on hisbranch related specialty and the requirements in that specialty. A combat arms officer at the field gradelevel can look forward to severalassignments in his alternate specialty for each one he receives in hisprimary specialty. This would notbe true for a field grade officer with

JANUARY 1975

law enforcement as his primaryspecialty. The requirements in lawenforcement are such that the number of assets are significantly shortof the number of requirements. Forthis reason, a law enforcement officer will probably serve two or threeassignments in law enforcement foreveryone he serves in his alternatespecialty.

In the future will officers be promoted to field grade ranks on theirability or will age be a determiningfactor? A n example would be a 35year-old captain with 14 to 16years of service. What will be hischances of being promoted tomajor?Promotion to all officer grades willcontinue to be based on ability andefficiency with due regard being

given to seniority and age. Thisbasic philosophy is prescribed inTitle 10, United States Code. t isnot possible to determine thechances for promotion of a 35-yearold captain with 14 to 16 years ofservice. Each officer is judged incompetition with all other officersin the zone of eligibility. Those withthe best record of demonstratedperformance and indicated potential are recommended for promotionwithin the prescribed number indicated in the letter of instruction.

gorski s corner

I JUST LOV IT WHEN T H ~ I C.LAII \ TH Y VJ RTEMPORARlll/ M I S O R I E M T E ~ tNSTEAt Of JUST PLAni LOST.

19


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JEWSROE DERS

Sir:Mr. Harvey F. Jossen's article entitled Air-to-Air Combat was enlightening. He discusses an area thathas been paid nothing but lip servicein the past years. The article is especially interesting to me since I amresearching that same subject.At the present time, CPT Rick VanPelt and I are students in the ArmorOfficer Advanced Course. As a specialproject we are working for the ArmorTraining Task Force at Fort Knox andhave the mission to write trainingguidelines for air-to-air combat techniques. Our ultimate goal is to publisha training circular on the subject.

We would appreciate any informationthat may have relevance to the subject from our fellow aviators. As Mr.Jossen states, the possibili'ty is definitelythere for a helicopter versus helicopterencounter . The Soviet Bloc nations dohave an attack helicopter. It is indeeda formidable threat.The assistance of all aviators withinterest in the subject is greatly appreciated. Informa tion can be sent to eitherCPT VanPelt or myself at the sameFort Knox address.

Sir:

CPT Douglas H. MadiganArmor Training TaskForce (D.O.T.)U. S. Army Armor SchoolSinclair HallFort Knox, KY 40121

The article by Mr. Britt entitledThreat To United States AirmobileOperations (September 1974) was mostinteresting and informative. However,I believe he forgot to include a mostserious threat, perhaps the principalthreat to our helicopters-the Russian

MI-24 (HIND) armed helicopter. TheHIND is in production and might wellbe deployed in quantity at this time. I tis larger, faster and carries four timesthe armament load of current U. S.Army gunships.Mr. Harvey F. Jossen's article onAir-To-Ai r-Combat (July 1974) alluded to such a threat but I fear fewwill take him seriously. Consideringoverall aircraft performance capabilities and current U. S. Army helicopteremployment techniques e .g., NOE), anenemy armed helicopter is a much moredangerous threat than a tactical fighter.A book could be written on this subject but here a comment must suffice.In determining our courses of actionregarding helicopter operations ll theenemy capabilities must be considered,and that includes his use of armedhelicopters.I would hope that the appropriateArmy agencies are exammmg theseriousness of such a threat as wellas the need for an effective air-to-airweapon on our helicopters.

Sir:

LTC Vince Bailey (USA, Ret.)284 Whiting Pond RoadFairfield, CT 06430

A symposium on aircraft crashworthiness will be held 6-8 October1975 in Cincinnati, OH. The symposium is sponsored by the Office ofNaval Research, Army Air MobilityResearch and Development Laboratory, and the Air Force AerospaceMedical Research Laboratory in cooperation with the Federal AviationAdministration.The objective of the symposium is

to provide a forum for the exchangeof information on:

the need for crashworthy aircraft, the state-of-the-art of aircraftcrashworthiness design, testing, analysis and simulation, and significant crashworthiness researchand development.It is intended that the symposium willprovide a unique opportunity for aircraft researchers, designers, manufacturers and federal agencies to discussthe following aircraft crashworthinesstopics: injury criteria, occupant protection (e.g., seats,restraint systems), crash impact loading of aircraftstructures,

crashworthiness simulation andanalysis, and postcrash factors.Leading authorities will present lectures on the above topics. A hardbound proceedings will be provided toparticipants.For further information contacteither:Dr. R. HustonDepartment of Engineering AnalysisMail Loc #112University of CincinnatiCincinnati, OH 45221Dr. K SaczalskiCode 474Office of Naval Research800 N. Quincy StreetArlington, VA 22217Dr. W. PilkeyDepartment of Engineering ScienceSystemsUniversity of VirginiaCharlottesville, VA 22901Thank you for this courtesy.Dr. Walt Pilkey

20 U. S. ARMY' AVIATION DIGEST


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Sir:Reference: Major Roger J. Tancreti'sarticle "Strategic Deployment of the101st," October 1974. Your editorgoofed The lead photo shows a CH-47being loaded into the gaping jaws of aa C-5, not a C-141 [see photo at right].Roger's entire article concerning strategic deployment is timely and veryinformative. The 101st has demonstrated its ability to move via MACin a very smooth and professionalmanner. As a matter of fact, the 101sthas one of the best strategic movementplans and training programs for itsaviation units going of any of the unitsI have evaluated during the past ~years on United States Readiness Command sponsored joint training exercises in the BRAVE SHIELD, GALLANT HAND and BRAVE CREWseries.All of the units of the 1st CavalryDivision, 82d Airborne Division andthe 101st have made tremendous stridesin deployment procedures and techniques for aircraft and ground equipment. Many personnel have been trulyinnovative in their approach to solvingproblems associated with air movement,such as redesigning and prefabricationof ramp extensions, modification ofground handling wheels for UH-1s andAH-IGs, submitting proposed aircraftdesign changes, to include hard pointtiedown brackets for the AH 1 G tomake the job easier. Proposing changesin TOEs and tool set components, updating service publications to includenew techniques and procedures as aresult of what is actually being accom-

plished by the units in the field.I t behooves all of us wearing Armywings to have a detailed knowledgeof the techniques for deploying Armyequipment, particularly helicopters, inAir Force aircraft and to continue making recommendations and developingnew techniques, procedures and equipment to make the deployment jobeasier.

LTC Sylvester C. Berdux Jr.Evaluation-Doctrine Division, J5United States Readiness CommandMacDiIl AFB, FL 33608 Colonel, you'r e right . . . the photoon page 8 shows a CH-47 being loadedinto a C-5A. Thanks for bringing thisto my attention.-EditorSir:

I am interested in building theAVIATION DIGEST library in our

maintenance office. The back issues Ihave are limited and would appreciate your assistance in bringing ourAVIATION DIGEST library up to date.I f possible I would like to start thelibrary from 1 January 1972 to thepresent. Any assistance you could givewould be gratefully appreciated.L T Kenneth E. MehringerAssistant Maintenance OfficerHHC, 222nd A vn BnFort Wainwright, AK 99782 Those back issues available are inthe mail.LTC Glenn A. Brown's byline wasinadvertently omitted from his articleThe Interview" which appeared in theNovember 1974 DIGEST. ColonelBrown's article was used as a portionof USAAAVS' briefings under the titleThey Don't Care prior to its publication.

p ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - _ .- -viation Combat Development Ideas Invited- ,- - Have an idea to improve aviation? If so read this. associated with a time frame similar to the following: _: near - up to 1980; intermediate -1980-1985;- Current aviation combat development efforts, far -1 985-1 990. -- ,though extensive in scope and intensive in nature, You may say to yourself of an idea you have, _mayor may not encompass all aspects of future Someone surely has already thought of it. That- aviation needs. Should gaps exist in the aviation com- mayor may not be so if it has been thought of '- ,bat development effort, they could impact adversely it 's possible that the idea has not been presented for _

: on nat ional defense or as a minimum result in evaluation because others also assume that it is- crash studies and hurried programs that may recorded and under consideration. Therefore, if you -- - produce less than favorable results. have any thoughts related to aviation combat de- _In consideration of the above and aware that read- velopments, let us know. Write to: :: ers of the DIGEST have a common interest in the Commanding General :- future of U. S. Army aviation, request that you sub- U. S. Army Aviation Center _: mit your ideas concerning any facet of aviation- ATTN: ATZQ-D :: training, hardware, doctrine, tactics, equipment, Fort Rucker, AL 36360 :- countermeasures or o ther areas - to the address _: below. Concepts submitted wil l be more helpful if MG WILLIAM J. MADDOX JR. :- -- - ~ - - - , - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ' 'JANUARY 1975 21


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SITUAT'ION: You are being radarvectored for final approach.coursei n t e r c ~ p t i o n to ILS PRWY '14R atEfiPLEV AIRFIELD (see accompanying chart). The controller ~ e t o r syou to a point 6 NM nOrth northwestof the Omaha LOM at an altitude of2800 feet, then turns you to a head;ing,pf 160 degrees an (f clears youfor ;C the approach. The procedureturn altitude is 2900 f ~ e t and < ~ fsect9.Y a l t t ~ d e is' 360G'feet. 'What; altit de do you fly until intercepting

. the localizer cours ?xANSW:ER: F at 2800 feet until in-tercepting the localizer course., 7hencontinue approach -escendingto 2200 prior to the LOM. TM 11-2557-29, The Terminal Air TrafficContra. Manual, states that within 40 as an antenna, separate air-. ft rom prominent o b $ ~ r u c t i o n sshown q,. the radar spope Ii, a minirtPn ot three (3) miles and that vertical separation of aircraft above .aprominent obstruction, which ' is disp1a:y ed as alermanent echo, may bediscontinue after you obsent.e that ;the aircraft has p a s s e ~ it. AdequateobAlrUction clearance must be as-sU'r id before the contr ' r c Ieth aircraft fotan res cta ach. . . F

Final approach from holding pattern at LOMot Authorized . Procedure tum required

AL -3 04 (FAA )

MISSED APPROACHClimb 10 2800 on SEcou rse ILS di red toOMA VORTAC andhold.

MM

1420140437 (500-11700-27 17 (800 -2)

41 18N-9SoS4 W117

Index to the 1 974 u. S. ARMY AVIATION DIGESTA comprehensive subject index to the calendaryear 1974 issues of the DIGEST will be availableupon request in February 1975. Interestedreaders may request a copy of the index bywriting to:EditorU. S. ARMY AVIATION DIGESTP. O. Drawer PFort Rucker, AL 36360

OMAHA, NE BRASKAEPPLEY AIRFIELD

22 U S ARMY AVIATION DIGEST


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~ n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n ~~ ~i Army Aviation Hall Of Fame i~~ ~ ~~ ~~ ~~~ ~~ ~~~ ~~ This is the fourth article on ~

the seven inductees of the~ U. S. Army Aviation Hall of ~~ Fame. Articles featuring LTG

~ George Seneff GEN Hamilton ~~ Howze and LTG Harry Kinnard ~

follow in future issues.

~

TIEUTENANT General William tion of an airmobile logistical sys- ~~ L Beehler Bunker was commis- tern and was largely responsible for~ sioned in the Cavalry upon gradua- the Army's procurement of CV-2tion from West Point in 1934. Caribou aircraft. He was the force

~ Even though he never became rated behind the transfer of aviation ~~ as an Army aviator, in 1950 his maintenance proponency from the ~career became inextricably in- Ordnance Corps to the Transpor- ~volved with Anny aviation. He tation Corps and assembled a ~ authored a report to the Chief of strong nucleus of highly skilled ~ Transportation that convinced the aviators within the Transportation~ Anny of the intrinsic value of the Corps. In 1955 he assumed com- ~~ helicopter in logistical roles. This mand of the Transportation Supply ~resulted in largescale procurement and Maintenance Command where~ of cargo helicopters by the Anny he developed and established so- ~ and earned General Bunker the phisticated procurement and logis- ~appellation Father of the Heli- tics systems for Anny aviation. copter from his Army contempo- In later assignments as both Smiling during a cere- ~ raries. He accurately envisioned Comptroller and Deputy Com many in 1967 are Gen- ~ th . t t i I I eral Bunker and Bell ~~ every Impor an ogIs ca ro e manding General, Anny Materiel ~- f h I t t Hel icopter president~ 0 e ICOP ers as comp em en s 0 Command, General Bunker con- _E J . Ducayet. The oc- ground transport vehicles and es tinued to emphasize his strong be- casion was rollout of tablished the philosophical basis lief in the great importance of the 5 OOOth UH-1.~ for airmobile logistics. cargo helicopters to the success of

In his next assignment as Assist- airmobile logistics. He died in 1969 ant Chief of Transportation (Army while serving as Deputy Command- Aviation), General Bunker con- ing General, Army Materiel Com- tinued to work toward the perfec- mand. ~ n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n n


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ONTESTO NE WAY TO clear an areaheavily infested with snakes isto use a shotgun. You can stand offat a safe distance and the scatteringeffect of the shot leaves the 'snakewith little chance of escape.One way to clear an area heavilyinfested with hard point targets isto use a helicopter You can standoff at a distance and fire at a tankor other target. Unfortunately forhelicopters, there are no shotguntype armament available to killtanks and in this case the snakecan fire back.

t doesn't seem that a shotguntype weapon that will be effectiveagainst tanks will be developed forthe helicopter nor that any .meanswill be found to keep an' enemyfrom firing back. Therefore, an effort is being made to make the present type of armament more effective and to reduce the time thehelicopter remains vulnerable to enemy fire.The project is called HelicopterLaunched Fire 'and Forget HELL-FIRE) system. In its simplest de-

DESIGN TOR

scription, a laser beam is used toguide a helicopter fired rocket to atarget. Since the helicopter does nothave to guide the rocket, it is freeto hide or move out of range of enemy fire as soon as the launching iscompleted.The system has a means to detect, locate and identify a target;to designate the target by a codedlaser beam; to acquire and track thetarget; and to launch a missile froman airborne platform and guide itto the target. Command and controlcommunications links are also partof the system.HELLFIRE already has shownthat it can achieve high probabilityhits and can destroy or neutralize

stationary or moving hard targets.Its primary targets are armor-protected vehicles, tanks and similartrack-laying weapons systems. Secondary targets are all types of trackJaying or mechanized vehicles, pillboxes, bunkers and hard, fixed fortifications. A HELLFIRE missile isexpected to be able to destroYfPFdisable any tank in operation, ddr:

Colonel John B Hanby Jr.HELLFIRE Project OfficerRedstone Arsenal AL

MEL

FIRE ON


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IRy

jng ts fielded lifetime.The system is designed to operate from a helicopter independentlyor with a ground subsystem. Whenoperating independently it uses anairborne laser system to designatethe target and to guide the missile.When operating with a ground unitit uses a ground based laser.

HELLFIRE will be most effective when enemy armored forces arelocated at extended ranges. It probably will be used as an offensiveweapon even i the overall or supporting force is engaged in defensive operations.In making a smaller military forceequal to a larger, high hit-kill probability weapons must be used tocounter firepower superiority. Thehigh mobility of the helicoptermakes it a prime candidate as thelaunch platform. HELLFIRE missiles are being developed with theidea of giving the helicopter theneeded firepower to get the jobdone ..The advanced attack helicopter(AAH) wi1lprovide a stable,

manned, aerial weapons platformfor attacking ground targets. It willbe a two-placed helicopter with thenecessary controls for both the pilotand copilot/ gunner to fire the weapons systems and to fly the helicopter. Although the AAH will haveshort wings, they provide only limited lift and serve a primary function as attacking points for weaponssystems.The effective range of HELL-FIRE depends on the radius of action of the attack helicopter AH),plus the distance the missile cantravel with accuracy. HELLFIREis capable of destroying enemy armored vehicles at ranges significantlygreater than any other weapons systems organic to ground maneuverforces. Under favorable conditionsit can intercede and neutralize enemy tanks at ranges that make themincapable of effective fire on friendlyforces. HELLFIRE is expected tobe able to fill the anti armor gapbetween the deep support areas inwhich friendly tactical air engagesarmor and the area in which ground

The doctrine for employment of aircraft firing the HELLFIRE missilesystem calls for terrain flying to take advantage of the protectivecover it affords Photos and artist s concepts here are used onlyto llustrate the systems to our readers They do not reflect accuratetactical procedures Editor

AIRBORNE SELF CONTAINED


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Testfires he H LLFIR Missile

26

forces can use their own weaponsagainst armor.The full capabilities and limitations of the system are still beingexplored. The weapon delivery platform for the HELLFIRE systemmay either be an AH l HueyCobraor an AAH. The aircraft capabilitiesare those envisioned for an advanced aerial ' fire support systemand need not be associated with anyparticular pelicopt r; nonetheless, itcan be effectively fired when thehelicopter is flying in excess of 130knots and rapidly engage and disengage at critical times and places.t can be used against individualtanks or small groups or to concentrate a heavy volume of fire in a

single target ~ r e a ', t, is employablein a variety'< f situations and is responsive to virtually any commandand support relationship.The operational raaius of an AHin temperate zones, at altitudes upto 6,000 feet, with a medium fuelload and a full ordnance (missile) --load is more .than , t nauticalmiles. The radius may be extendedby a variety of techniques includingtradeoff between , uel and ordnance.This radius, however, may be decreased by atmospheric pressure,temperature and altitude that nor-mally influences helicopter flight Asa practical matter, the raaius is decreased proportioh'ately by hoveringflight, power changes and variationof course noted during nap-of theearth (NOB) fliglit.An attack helicopter can load,externally, more than six 'missilesof the type to be used. Currenthardware under test, is con,figuredfor up to 10 'l1lissile on the AH lJiueyCobra if the helicopter is notequipped with an airborne laserlocator designator. One missileshould be able to engage and destroy a hard point target with highs ngle-sh()t probability at mediumrange for moving targets and longranges f E statiQnary ' fargets. Depending on the situation, the heli-copter should be ,able to fire every

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1 to 10 seconds. The missile systemhas full capability at night and iscompatible with night vision equipment.The missile used is primarily ananti armor weapon controlled by aself-contained guidance system. Themissile homes in on a laser illuminated target. The tracker/seekersubsystem detects coded laser energy pulses to control the missile.Any laser energy detected which isnot compatible with the programedcoding is rejected. The system alsoprovides an indication to the firecontrol system of the helicopter thatthe missile has locked onto thereflected laser energy and thatlaunch is possible.

The launcher consists of thehousing, support rails, automaticsequencing unit and umbilical connections. t can launch a missileat the required rate of fire at anyaltitude and speed, with minimumeffect upon the helicopter.The HELLFIRE missile management system is in two parts: anairborne laser locator designator andthe ground laser locator designator.The purpose of the laser locatordesignator system is to detect thereflected laser energy returning froman illuminated target and use thesignals to align itself to the laserspot. The laser locator designator

system allows the aircraft to detectcoded laser pulses originating froma designator other than that aboardthe helicopter. The tracking systemuses the detected energy to provideinputs to an electromechanical control system which aligns the opticalsighting device and, therefore, thehelicopter s laser designator. Thelaser is slaved to the optics, with theline of sight LOS) to the illuminated target. This system allows thehelicopter to automatically acquiretargets illuminated by other designators and to participate in "handoff" operations. When the helicopteritself is acting as the designator, thetarget tracking can be either a manual or automatic operation. Theoptical sighting mechanism and thedesignator, which it aims, aremounted on a stable platform thatcompensates in some part for themotion on the helicopter. The abovecomponents are used on both theattack and observation helicopterplatforms. Locator designators onattack helicopters are used for selfcontained firepower while observation helicopters are the locatordesignator for target hand-off ordirecting support fires.The ground laser locator designator tracking system consists of alaser designator on a tripod mountusing an optical sighting device. The

Direct Hit Coming Up, BINGO

JANUARY 1975

_ ' .

laser designator is mechanicallyslaved to the sighting device. Theradiated laser energy is directedalong the LOS parallel to the optical path. Boresighting capabilityeliminates error due to parallax. Anelectromechanical interface betweenthe sighting/training device and thetripod mount makes it possible toprovide azimuth and elevation information, in digital form, to thelocator designator interface.The laser designator emits ahighly focused, minimally divergentbeam-coded laser energy pulse. Thepulse coding s selected by the designator operator as is the mode ofoperation. The designate modecauses repetitive output of energypulses, as long as the switch isactivated. The range finder modescauses the energy output only longenough to receive the reflected energy returning from the target; thismay be s little as a single pulse.An indication of the range to thetarget being illuminated is given inmeters on a visual readout deviceand is made available in digital formto the locator designator interface.The laser designator is slaved to theoptical sighting/training mechanismso that the LOS of the optics isequivalent to the LOS of the radiated laser energy.The HELLFIRE system stillmust undergo extensive developmental and operational testing in thenear future. The results should provide additional data which will answer unresolved developmentaloperational uncertainties and demonstrate the capabilities and per

i formance characteristics of the system.Upon successful demonstrationof the HELLFIRE system, it shouldbe no longer necessary for a helicopter to overexpose itself whendelivering fire against hard targetsand the Army will have anothersystem which will improve firepower, flexibility and survivabilityin a high air defense threat tacticalenvironment.

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William H. Smithtaff Writer

A RMY AVIATION went into1974 with a big first. A CH-54helicopter with a four-point suspension picked up a 20-foot Mil-Vancontainer, transported it, set it downand released it . . . all withoutground crew assistance. This is believed to be the first time this feathas been accomplished by anyone,anywhere with a helicopter. Theachievement made o s ~ i l ethrough the use of a container toplife device developed and built by28

The Boeing-Vertol Company under a contract with the U. S. ArmyAir Mobility R D LaboratoryAMRDL) , Moffett Field, CAThe demonstration took place atFort Eustis, VA, with help from acrew of the 355th Aviation Company.Members of the aviation unit whotook part in the tests were MajorP. J. Gruschetsky, commanding officer; CW3 D. I. Spivey, project

officer and pilot; CW4 H. Proctor,pilot; CW3 T. P. Hall, pilot; Sergeant R. Browning; and Specialist5 P. Parker. * ott *In February the responsibility foroperations, maintenance and upgrade of air traffic control navigational aids at Army airfields/hel.::'ports was assigned to the U. S.Army Air Traffic Control Activity(ATCA) at Fort Huachuca, AZ.The organization was given responsibility for the planning andcoordination of engineering and arranging for installation, tests andacceptance, operating and maintaining fixed air traffic control andnavigational aids systems throughout the Army.

Five and a half months later theA TCA celebrated its first anniversary having been established in July1973. The organization now has2,000 personnel operating andmaintaining towers and radar facilities which serve 94 airfields andheliports providing systems to support air traffic control, navigationalaids and safety for the Army's 10,-000 aircraft. In addition to dailyATC operations, controllers play avital role in helping pilots .out ofdangerous situations.Also in July tbe first air . rafficcontrol conference sponsored byA TCA was held. There were 45ATC personnel from throughout theworld brought together to pa.rticipate.The conference provided the firstopportunity for ATeA personnel todiscuss air traffic control trainingand standardization; airspace; procurement and maintenance of ATCequipment; administrative policies .and procedures; areas of responsibility; and a variety of other topics.

CH S4 using top lift device can pick-up, transport and release containerswithout help from a ground crew


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* * *Occasionally research in oneproblem can lead to the solution ofan entirely different problem. Thishappened with the camouflage experts of the Modem Army SelectedSystems Test, Evaluation and Review (MASSTER) at Fort Hood,TX.They were testing various materials to camouflage the distinctiveshape of a helicopter. They foundthat no matter what was tried, acamouflaged helicopter still lookedlike a helicopter, especially since itwas almost impossible to move itunder trees and other natural concealment.As a result, MASSTER is nowtesting different helicopter grouIldmoving systems and is examiningthe mechanical capabilities, the repair requirements, and safety andhuman factors involved in operatingeach system.

* * *An Army unit from Fort Hua'-chuca helped the National Aeronautics and Space Administration(NASA) and Lewis Research Laboratories to keep shipping movingin the St. Lawrence Seaway duringlast winter's ice floes.Two Army Electronic ProvingGround Mohawks equipped\vithside-looking airborne radar (SLAR)and a CH-4 7 carrying supportequipment worked in the area performing daily reconnaissance flightsover all of the waterways.The mission was to locate ice formations that V'ere obstructing shipping. The Mohawks' not only located the ice but also were able todetermine depth, character and eventhe age of the ice.The results were almost unbelievable even to the NASA experts whoare accustomed to the unlimitedhorizons of space. In spite of temperatures as low 'as minus 34 degrees, 30-knot winds, and sleet and

Army/NASA St. Lawrence Seawayice project OV-l 0 SLAR picturetop. White line is the flight path

J NU RY 1975

Colonel Lloyd J. Petty right), commander of ATCA, presents Major GeneralJack A. Albright, commanding general of the U. S. Army CommunicationsCommand, a certificate making him an honorary air traffic controller

Field wheels, one of six methods under test at MASSTER -used to move helicopters with engine off over rough,unimproved terrain as in forward combat areas

WINTER NAVIGATION SEASON PROGRAM~ , j , ~ : ; ~ -: h ~ t : . 4T .... I NASA I ARMY

- ,., A,


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ice the Mohawks kept a steadystream of data coming in.:I:The Iowa Army NationalGuard's 1105th Aviation Company(Assault Support Helicopter) ofDavenport came to the aid of the

U S Coast Guard.The Coast Guard had to build a68-foot marine navigation lighttower on Poverty Island, a denselyforested pile of rocks in LakeMichigan. When . they discoveredthat the usable water approacheswere too shallow to accommodate acraft large enough to carry construction materials, they had to find someother means of transportation.The only choice left was to airlift the 50,000 pounds of buildingmaterials and support equipment tothe island. A search for a suitablemode of air transportation led tothe Guard unit with its CH-47s.To avoid overflights of populated

Iowa ARNG CH-47 makes ft wheel onlylanding on offshore rocks during missionwith U. S. Coast Guard on Poverty Islandareas, the unit used a municipalpark as a pickup zone. On theisland a 40-foot by 60-foot landingzone had to be cleared before theGuardsmen could begin shuttlingexternal loads of equipment. Theloads included a cement mixer, electric welder, power generator, waterpump, 1,000 feet of water hose,6,000 pounds of bagged sand,gravel, cement and reinforcing rods,and all component parts of thenavigation tower and light.Six officers and three enlisted

men of the 222d Aviation BattalionFort Wainwright, AK, took aday,

Army Aviation Digest - Jan 1975

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Transcript of Army Aviation Digest - Jan 1975