Army Aviation Digest - May 1988

8/22/2019 Army Aviation Digest - May 1988

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COLLECTIVE T R A J N ~ N GS YSTE.MSo APPROACH

MISSIONo I D E ~ \ \ F I C A T I O ~

Professional Bulletin 1-88-5

~ N A L . Y . s ' So OF TASkS

SU8j(.T MATTE Ro E.XPERTS tN PUT

Distribution Restriction : This publication approved for public release. Distribution is unlimited .


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PROFESSIONAL BULLETIN1-88-5 MAY 1988

1 Installation Compatible Use Zone Program, MG Ellis D.Parker2 Collective Training Enters A New Phase, Mr. CurtisFrazier7 Aerial Observers-An Integral Part of the Scout AttackTeam, CPT Jeffrey A. Crabb8 Aviation Officer Advanced Course, CPT Wade Johnson11 USAASO Sez, Mr. Dennis Newport12 Night Vision Flying Lessons Learned14 PEARL'S16 Joint Combat Airspace Command and Control Course,

MAJ Vernon M. Huggins18 AH-64, A Total System fo r Battle, Mr. John A. Moore andMr. Wendell W. Shivers31 DES Report to the Field: Aircra ft Armament

E ~ e r y b o d y ' s Business, CW3 Phillip W. Malone32 Aviation Personnel Notes: Temporary Flying DutyClearances; Shortages of NCO Logistics ProgramSoldiers in Career Management Field 6734 Focus on Training, CPT Randall N. Briggs36 Flight Engineer Instructors for CH-47s, MAJ Gary T.Greening38 Views From Readers40 Threat: Who's in That Other Cockpit? The SovietHelicopter Pilot, CPT Johnnie A. Ham44 What!? I'm Not Going to be Flying!?, MAJ Jeffrey R.Murray

Outside Back Cover: ATC Focus: The Air Traffic ControlAwards Program, MSG Paul J. DualeCover: The Army's new ARTEP Mission Training Plan(AMTP) is revolutionizing the aviator's approach totraining.' This month's lead article, "Collective TrainingEnters A New Phase," begins on page 2.

page 7

page 40

Major General Ellis D. ParkerCommanderU.S. Army Aviation CenterPatricia S. KitchellEditor

By order of the Secretary of the Army:Carl E. VuonoGeneral, U.S. ArmyChief of StaffOfficial:

R. L. DilworthBrigadier General, U.S. ArmyThe Adjutant General

The mission of the U.S. Army Aviation Digest profeSSional bulletin (USPS 415350)is to provide Information of an operational, functional nature concerning safety andaircraft accident prevention, air traffic control, training and doctrine, maintenance, operations, research and development, aviation medicine and other related data. Information contained In this bulletin does not change or supersede any information presentedin other official Army publications.

Rucker, AL 36362-5042, or by calling either AUTOVON 558-3178 or Commercial205-255-3178. Manuscripts returned only upon request.

The Digest is an official Department of the Army professional bulletin publishedmonthly under the supervision of the commander, U.S. Army Aviation Center. Viewsexpressed herein are not necessarily those of the Department of the Army nor the U.S.Army Aviation Center. Photos are U.S. Army unless otherwise specified. Use of themasculine pronoun is intended to include both genders unless otherwise stated. Matenalmay be reprinted provided credit is given to the Aviation Digest and to the author unlessotherwise indicated

Articles, photos and Items of Interest on Army Aviation are invited Direct communication is authOrized by writing Editor, US. Army Aviation Digest, P.O. Box 699, Fort

Second class postage paid at Daleville, AL, and additional mailing offices.Active Army units receive distribution under the pinpOint distribution system as out

lined in AR 310-2. Complete DA Form 12-5-R and send directly to CDR, AG Publications Center, 2800 Eastern Boulevard, Baltimore, MD 21220. For any change indistribution reqUirements, initiate revised DA Form 12-5-R.

National Guard and Army Reserve units under pinpOint distribution should submitDA Form 12-5-R. Other National Guard units submit requests through their state adjutant general.

Those not eligible for official distribution or who desire personal copies of the Digestcan order the magazine from the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402

POSTMASTER: Send address changes to Superintendent of Documents, U.S.Government Printing Office, Washington, D.C. 20402. ISSN 0004-2471.


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THE BLADES OF the observation helicopter kicked up a cloudof dust as the helicopter landedat the field site. As Captain Newbyrushed from the helipad, Sergeant FirstClass West greeted him, "What can Ido for you, sir?" he asked.CPT Newby, dressed in full fieldgear, brushed dust from his face withhis left hand and clutched the unit'sArmy Training and Evaluation Pro

gram (ARTEP) manual in his righthand. He answered with enthusiasm,"I'm here to see the battalion commander. Where can I find him?""Better than that, sir, I will take youto him, " ans wered SFC West. He escorted CPT Newby to the tacticaloperations center (TOC). The TOC, ageneral purpose medium tent, was abeehive of activity. Noncommissionedofficers and officers were updating

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maps, talking on radios and setting upequipment. In the rear of the tent stooda tall, slim man with a pencil and padin his hand. He moved toward CPTNewby, who immediately snapped toattention.Lieutenant Colonel Wise, extendinghis hand, greeted CPT Newby with asmile. As they shook hands, he spoke,"Wait here a minute, Captain, and Iwill show you around."

As CPT Newby waited, he relaxedand overheard the radio transmission,"Alpha zero six, this is Zulu zero six,over!" The words caught his attention.He walked over to the radio operatorand noticed that he looked at his padand checked off A company. He asked,"How's A company doing?" Theradio operator looked at CPT Newbysuspiciously. CPT Newby immediately identified himself, "I'm CPT

Newby, I'll be taking command of Acompany. "The operator smiled and replied,"OK, sir."LTC Wise called CPT Newby andmotioned for him to come to the rearof the tent where a group of officerswere gathered. LTC Wise introducedhim to the officers and then dismissedthe group.LTC Wise instructed CPT Newby tobe seated. CPT Newby sat on the edgeof his chair and listened attentively asLTC Wise began. "Glad to see you,Captain. I can see that you are readyto get started."

"Yes, sir," replied CPT Newby,holding up a well-worn copy of theunit's ARTEP manual. "I'm anxiousto get to my unit. I've been studyingthis ARTEP manual, and I'm going todo everything possible to help A com-

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COLLECTIVE T R A t N ~ N GS YSTEM S ~ N A L Y S I Soo APPROAC.H OF TASKSMISSION SV6JHT MAITRoo t O E ~ ' \ F I C A T I O N E.XPRTS INPUT

pany pass the ARTEP. "LTC Wise was slightly amused, buthis face also expressed concern.Without uttering a word, he walked toa file cabinet and returned with twodocuments. He gave them to CPTNewby and explained, "These areAMTPs, which means ARTEP Mission Training Plans. * This one is forthe company and this one is for the battalion. " CPT Newby sat back in hischair with a puzzled look on his face.In less than 30 minutes, his enthusiasm

and confidence had turned into confusion. LTC Wise continued, "Withthese documents, I can train my companies or the battalion at any giventime without expending excessiveresources. You see, Captain, collectivetraining has entered into a new phase. "He turned to the radio operator andsaid, "Have Sergeant West bring memyoId briefing charts."

"Yes, sir, " replied the radiooperator.CPT Newby was almost in a daze.He thought, "I've worked feverishlyresearching and analyzing the unit'sARTEP and now it's all changed."As he glanced through the manuals,he heard LTC Wise say with compas

sion, "By the look on your face, you' reconfused. Relax, the charts I've sentfor will help you."SFC West came into the tent carrying two charts. He placed them on theA-frame stand and explained, "Sir,these are the charts that we brought tofield; I have copies of the others atmy desk."LTC Wise instructed, "Prepare apackage for CPT Newby to take to his"(See Major General Ellis D. Parker's comments on this subject on page 1, Aviation Digest, December 1987.)

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unit when he leaves." He turnedtoward his briefing board and began toexplain the evolution of the Armytraining system to CPT Newby (figure1).CPT Newby's eyes focused on themission training plan (MTP). He couldsee the similarities and the differencesbetween the MTP and the old ARTEPand some of his confidence returned.He expressed relief, "I see theyhaven't thrown out everything!"LTC Wise stood back, pleased withhimself. "They are quite similar," hesaid. When he was sure that CPTNewby had finished reading the firstchart, he placed the second chart besideit (figure 2).

"You see, even though the conceptis new, the MTP does not hinder train-ing. It enhances it. You study thesecharts while I get a cup of coffee. WhenI get back, I will answer your ques-tions." LTC Wise picked up his cof-fee cup and walked to the front of thetent.

When LTC Wise returned 10minutes later, CPT Newby was look-ing at the first chart thoughtfully andasked, "Both charts seems to have thesame steps in different places. Justwhat are the specific differences?"LTC Wise thought for a minute, thenanswered, "UndertheoldARTEP, thestandards were too general. Thisresulted in wide variations of inter-pretation. The training and evaluationoutlines lacked detail and needed a roadmap to guide trainers and trainingmanagers in the 'how to,' in additionto the 'what to,' of collective trainingat each organizational level. "CPT Newby presented a listof ques-tions that he'd prepared. " Sir, " heasked, "how much time should I ex-pect to spend training my troops foreach mission?"

"There isn't any fixed time. The ac-tual time you will need depends uponthe difficulty of the task, the level ofproficiency of your company, and theamount of time and resources you havefor training. "CPT Newby was glad there was notime limitation and asked his next ques-tion, "This program seems to jump

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/

The Old ARTEP ChtlnICt.rl.tlca Diagnostic Multlechelon Cyclic R.petltlv. Build. on .trengths ldentlfl.nd correct.w k..... Ev.nt. orl.nted

" Soft" standards W.st. of resources No training program Units mayor may not berequired to d.monstrateproflcl.ncy It perrnlta muchv.rlatlonIn technique ndprocedure.

Th . Current Mlulon Training PI.n Ch.ract.rlstlcs Provide. structured but fl.xlbl . training program R.talna diagnostic approach Provide. discretional proflcl.ncy teat Off .. . precl.. st.ndard. Stand.rdlz.. k.y technlqu nd procedure. Orl.nt. on .... tl.' mlulona U .. resource flcl.ntly Provides training packag. for .ach echelon H I.ader training Emph.sIze. sustainment I. " u.. friendly"

FIGURE 1

right into collective training. Don't Ihave to lay a foundation by training in-dividual tasks first?"

"The only foundation you need is totrain the individual tasks that are in thecollective task you're training. ""But doesn't that mean that mysoldiers may not learn all the tasks inthe soldier's manual?""No," replied LTC Wise, "it justmeans that they won't learn them allat once. With this program, you train

the tasks needed for the mission, thenreinforce these tasks by using them toexecute higher level collective tasksand missions. It's a more efficient wayto train. "Ideas began to form in CPT Newby'shead, and he sat up in his chair. His en-thusiasm rose, ' 'I've read that I can getcredit for training. What does thatmean?""It means that training accomplishedin one mission can carry over into other

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FIGURE 2

missions. Once you have trained yourmen to execute a task to its standard,you don't have to train it again unlessit's been a long time since the previousexecution of that task or a performanceshortcoming has been detected. Inother words, the system 'gives credi t'for training already accomplished andavoids unnecessary duplication oftraining. There are several other thingsthat you have to consider, such as troopturnover and loss of key leaders, but

MAY 1988

battalioncompanyplatoonsquad

if a task isn't executed to standard,retrain it, regardless of when yourtroops were last trained. ", Does this mean that Idon't have totrain all the tasks that appear in a givenmission?"

"You've got it!" LTC Wise tappedhis pencil on the desk, " I f you'vetrained or executed a task recently andyour troops can do the task, thenthere's no need to retrain that task. Butremember, as you monitor and eval-

battalionMTP

companyMTP

platoonMTP

uate trammg, you may modify thetraining to meet your specific trainingneeds. For example, if you know thatyou can accomplish a specific task,recommend that training emphasis beplaced on some other task in which youare weaker. In other words, yourecommend modifications to the program based on your situation. This program is only 80 percent of the solutionto the tactical training problem. Youhave to provide the other 20 percent. "

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With his confidence and enthusiasmrestored, CPT Newby asked excited-ly, "In a nutshell , what do I have todo to make the program work?"LTC Wise concluded , " Do threethings. First, plan and supervise cur-rent training. Ensure that the trainingactivities for which you are responsi-ble are being carried out as they shouldbe . Second, plan your future trainingbased on the next critical wartime mis-sion and coordinate the resources youwill need. Third , evaluate as you go,modifying your training activities totake advantage of strengths and correctweaknesses. "

As LTC Wise finished briefing CPTNewby, he saw SFC West coming tothe back of the tent with a large manilaenvelope. "This is the package I pre-pared for CPT Newby, sir," he said.LTC Wise gave the envelope to CPTNewby. "These documents shouldhelp you establish a good training pro-gram, Captain. I am looking forwardto visiting your unit soon."SFC West said, " Pardon me for in-terrupting sir, but if CPT Newby hur-ries, he can get a ride on a helicopterthat will drop him off at his company'sfield site. "LTC Wise and CPT Newby shookhands, then CPT Newby departed theTOC. He left with a new understandingof collective training. The old, crum-pled unit ARTEP was left on the floorhal f covered with dust. , . . . ,


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AERIAL OBSERVERSAn Integral Part of the Scout Attack Team

AERIAL OBSERVERS (AOs)are certainly not new to Army Aviation, but the training programs and tactics being used are new. The AO getsto a unit with about 330 academic hoursand about 67 flight hours and is nightvisual goggles (NVG) qualified. He isvery competent and knowledgeable inhis military occupational specialty93B, but still lacks some of he essentialelements that ensure mission completion. These elements include experience, cockpit teamwork and tacticsthat effectively integrate the OH-58CKiowa and AH-64 Apache.I participated in one of the aerialobserver tests (Scout ll ) conducted atFt. Hunter- Liggett, CA, in 1984. Nowhaving them in an aeroscout platoon,there is no doubt that AOs are an integral part of the scout/attack team.Training for the AO really beginswhen he arrives at his new unit. Hereceives an initial evaluation ride todetermine his current level of proficiency. Then he is scheduled trainingflights until he progresses from readiness level (RL) 3 to RL 1. At this pointthe AO is ready to begin troop andsquadron level training. Let me em-

MAY 1988

Captain Jeffrey A. CrabbCaptain Crabb was assigned to1st Aviation Brigade, 1/13thAviation Regiment, U.S. ArmyAviation Center, Fort Rucker, AL,when he wrote this article.

phasize that it's really up to the platoonleader and the instructor pilot (IP) todecide how proficient the new AO willbe.Some weaknesses that I saw werewith AOs assisting in navigational aid(NAVAID) approaches. The AOshould understand N A V AID frequencies, minimum altitudes, decisionheight, procedure turn informationand missed approach point procedures.An excellent way to initially trainNAV AID publications and proceduresis in the synthetic flight trainingsystem. It allows the AO and the pilotto make mistakes and build confidencein one another at the same time. Thebest way to build this confidence andtrust is crew integrity. By keeping thesame crews together, they perform better and they know what to expect fromone another.Accurate navigation is probably themost important function an AO performs in the cockpit. He must be ableto navigate before any other aeroscoutmission can be accomplished.Another important training aspect isNVG. The 1st Squadron, 6th Cavalryconducts more than 50 percent of its

missions at night using the aviator nightvision system-ANVIS 6. It is important that AOs receive hands-on training with an IP not only in day, but atnight. AOs must be able to recover anaircraft from a disabled pilot, in combat, and fly to a rear area, regardlessof time of day or flight condition.Let me add that sustainment trainingis just as important as the initial training phase. To maintain that proficiencyAOs must be challenged continuously,should perform in the aviator environment and not serve as "crewchiefs thatfly. " Observers should be able to perform preventive maintenance dailys,but their primary job is to develop proficiency in combat operations, not inaircraft maintenance.Developing and implementing anAO training program is not an easytask. But without a plan, the end product will be determined only by what isput into it.What happens with the aerial observer program in the future isunknown. But in the meantime, theAOs in C Troop, 1st Squadron, 6thCavalry, are ready to meet the challenges that lie ahead. ~ " '

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Aviation OfficerAdvanced Course

Captain Wade JohnsonTask Force 41st Aviation Brigade (Air Assault)

U.S. Army Aviation CenterFort Rucker, AL

SO , YOU HAVE orders to the Aviation OfficerAdvanced Course (AVOAC). Heh! I bet you envisionyourself spending afternoons on the golf cql!,fse improving your handicap and long weekends on the sunnybeaches of Florida or frolicking with Mickey and Donaldat Disney World during the holidays.

Well, think again, Captain.Enter small group instruction (SOl). What? You say

you never heard of such an animal! No, it is not a newsystem on the light helicopter experimental. It is the new

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u. S. Army Training and Doctrine Command trainingmodel designed to provide a better quality environmentto enable the student to become more involved in the instruction. The model uses the mentor/facilitator conceptinstead of the platform one-to-many as the teaching tool.General

The A VOAC is a 20-week, lOO-training-day professional development course for captains designed to produce competent, combined arms, warfighting officers to

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perform as aviation company commanders and battalion/brigade staff officers. Major General Ellis D. Parker,commander, U.S. Army Aviation Center, Ft. Rucker,AL, directed the implementation of SGI at Ft. Rucker on12 May 1987 with A VOAC 87-4. It represents a revolutionary change in the way the Aviation Branch teachesits captains. Instead of the one-ta-many format, the learning process is being facilitated in small groups (1 teamleader for 12 to 16 students). All service schools are implementing SGI in their officer advanced course (OAC)with Ft. Rucker moving ahead at top speed.Command and Control

The A VOAC is organized under Task Force 4, 1st Battalion, 13th Aviation Regiment, 1st Aviation Brigade (AirAssault), into two student companies, each commandedby a senior major who has previously been in a commandposition. Each company has nine captain team leaders whoare responsible for about 60 percent of the course program of instruction. The selection criteria for the team

FIGURE 1: Primary blocks of Instruction.BLOCK LENGTH

Leadership 2 weeksDoctrinal base 4 weeks

Tactical thought process 5 weeksGround maintenance 1 week

A viation operations 4 weeksCombined arms operations(reinforced throughout) 2 weeks

Staff ride 1 weekAviation unit management 1 week

MAY 1988

leaders are senior captain, successful company command,advanced course and combined arms and services staffschool graduate and a previous overseas assignment.

The team leader and the student officer are assignedto the same command organization to foster the teambuilding process while ensuring academic excellence. Theteam leader is concerned with total development of thestudent officer and provides direct input for the studentacademic evaluation report (AER). This reinforces theleaders-as-mentors philosophy and eliminates the facultyadvisor program.Academics

The A VOAC is broken into eight primary blocks of instruction as shown in figure 1. There are 5 examinationsunder SGI as opposed to 22 under the old design. No whitebriefcases are given out to top students. All students compete against a 90 percent set standard. An officer willreceive "exceeded course standards" on his AER if 90percent is achieved in academics and communicative skillsand on the Army physical fitness test. The standard isdesigned to encourage cooperation and the sharing of allinformation that will benefit the whole class as well asthe officer's gaining unit when he departs Ft. Rucker(figure 2, page 10).

The course exposes the student to current events in aviation and the U. S. Army. Guest presentations are givenby Task Force 16Oth, the U.S. Army Space Agency,Army Engineering Test Pilot Program, Total Army Personnel Agency and the Directorate of Aviation Proponency. Every colonel on Ft. Rucker spends time in theAVOAC classroom sharing his expertise in a certain areafrom promotion boards to assignments as part of thestudents' officer professional development program.

An exchange program for 4 days with the Infantry Officer Advanced Course at Ft. Benning, GA, has been proposed to be conducted toward the end of the course duringbattle simulation. The exchange officers will provide input and perform as liaison officers from adjacent and higherheadquarters.Physical Training

Everyone will be placed on an athletic scholarship for20 weeks. Physical and mental conditioning is a top priority at the AVOAC. Physical fitness allows soldiers to function effectively in physical and mental work, training andrecreation, and still have energy to handle emergencies.

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. ; ; . . - .. > "",~ A v i a t i o n Officer Advanced Course'' t ~ , : :~ ,: . . . '\ ,

.; ' . ' . : t

Our program was developed around the five componentsof physical fitness, which are as follows:

Cardiorespiratory endurance Muscular strength Muscular endurance Flexibility Body compositionPhysical training is conducted at least four times a week

and is performed in small groups under control of the SGIteam leader. Three days are dedicated to the five components of physical fitness concentrating on cardiorespiratory endurance, muscular strength, muscular enduranceand flexibility.

The other days are used for team sports, battalion/brigade fun runs, 5- or 8-mile forced marches or negotiating the Air Assault School obstacle course. These activities are used to develop small group cohesion and totest the individual's total fitness.Communicative SkillsTo be a successful commander or staff officer, the of

ficer must be able to communicate effectively throughwritten and oral means. Students are constantly givingbriefings or presentations during class. This enables themto develop the skills and knowledge required to performin their next unit.

A major emphasis is placed upon being able to writeeffectively. Everyone must take and pass an English comprehensive examination. Those who do not meet the standards will take 20 hours of refresher training and retakethe examination.

Besides writing numerous operations orders, operationsplans and estimates, every student will write a summary,information paper, disposition form, staff study and anarticle for publication. These documents will reinforce thestudents' ability to communicate their intentions inwriting.Conclusion

The AVOAC is a tough and demanding course that produces a highly qualified combined arms officer who willperform above standards in his next unit. Students teach

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themselves with the SGI team leader to provide directionwhen required. The ultimate goal is to teach "how tothink" as opposed to "what to think."

We have raised our standards! Can you meet them?"SOLDIER ON!" ~FIGURE 2: Course highlights.

Tactical thought: Staff estimate process,orders preparation andbriefing.

Aviation operations: Integrated practicalexercises that Includecavalry, attack, assaultand brigade operations(tactiCS, maintenanceand logistics).

Field training exercise: Includes common tasktesting, land navigation,night operations andpistol qualification.

First battle: Total combined armsoperations: Studentsprepare, brief andexecute both ground andaviation uni ts In acommand post exercise.

Staff ride: As the course capstone,Integrates leadership,principles of war, tacticsand lessons learnedduring a 2-day study atthe Battle ofChickamauga, GA (19and 20 Sep 1863).

Total fitness: Traln-the-tralnerdoctrine; total fltnesaeducation and Individualtraining program.



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USAASOSEZ

Mr. Dennis Newportu.s. Aeronautical Services OfficeCameron Station, Alexandria, VA

How MANY OF YOU remember the headingabove? I f you have been around Army Aviation for morethan 12 years, you will recognize it as the title for themonthly articles submitted by the U.S. Army Aeronautical Services Office (USAASO). In August 1976, the nameof the column was changed from USAASO SEZ to ATCAction Line to relate more closely to the scope and objectives of the U.S. Army Air Traffic Control Activity(USAATCA).

The USAA TCA has moved to Ft. Rucker, AL, and isofficially a member of Army Aviation. To report air traffic control (ATC) items of interest, USAA TCA is nowpublishing a column entitled ATC Focus. USAASO willonce again publish this column to provide information onflight information publications, aeronautical charts, newor revised rules and regulations, pilot procedures and otherrelated operational matters.

What is the history of the USAASO? In 1954, the chiefsignal officer assumed responsibility for collecting,evaluating and disseminating all flight information for theArmy and the National Guard within the continentalUnited States. The U.S. Army Aviation Flight Information Office was established and began issuing TM11-2357, "Airwar Manual, " published by Jeppesen andCompany, to each aviator. By January 1957, flight information detachments had been established in Japan,Germany and Panama, giving the office worldwide re-

sponsibility for providing flight information to ArmyAviation elements.

In early 1964, it was determined that Army Aviationinterests could be served better if the flight informationoffice was placed under the Director of Army Aviation,Assistant Chief of Staff for Force Development. Thismove added additional functions and the office becamethe Department of the Anny executive agency on airspace,air traffic regulations, rules, procedures, related groundsupport facilities and systems, and aeronautical information. In September 1967, the reorganization was completed and the office was renamed the U. S. ArmyAeronautical Services Office.

In 1973, USAATCA was formed under the U.S. ArmyCommunications Command to centralize control of A TCpersonnel and equipment assets. The USAASO becamepart of USAATCA, retaining the functions to representthe Army on airspace, instrument procedures andaeronautical information at the national level.

The USAASO has been supporting Army Aviation formore than 30 years. We will continue to be your sourcetof brief, pertinent items on aeronautical services that sup-port your flight missions.We also publish the Flight Information BulletinTechnical Aviation X-XXXX each month to provide additional information regarding up-to-minute, aviationrelated issues. Many articles that have appeared in thiscolumn were based on inquiries, comments and constructive criticism from field aviation units. We solicit yourquestions, ideas and constructive criticism. Write us aninformal letter or send us a comment card (DA Form3588) to: Director, U.S. Army Aeronautical ServicesOffice, Cameron Station, Alexandria, VA 22304-5050.

USAASO invites your questions and comments and may be contacted at AUTOVON 284-7773.

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~ ~ ~ ~ = - - = t E < C D ~ ~ = - =u. S. ARMY SAFETY CENTER

Night Vision Flying Lessons LearnedWITH THE SUMMER months comes an increase in

flying hours, field training exercises and exposure to risk.Many hours will be flown in the high-risk, night tacticalenvironment with night vision devices (NVD).

Analysis shows that most NVD accidents from fiscalyear 1984 to the present have been caused by spatialdisorientation, flying too fast based on the visual cues andconditions present, wire strikes or failure to see otheraircraft.

Some lessons learned from a study of NVD accidentsinclude the following:

Adjustment of the NVD is critical. I f the tubes arenot adjusted properly to match the "spread" of acrewmember's eyes, optimum visual acuity and depthperception will be affected .

Well-defined procedures must be developed andfollowed before operating with PVS-5-, ANVIS- andpilot night vision sensor-equipped aircraft and crews inthe same training area. Each has different capabilities andlimitations that must be considered.

NVD routes and operational procedures must bevalidated for adequacy. Checkpoints are often "choke"points. Ensure procedures clearly define where aircraftare to be and the required communication. Ensure everyone who uses the area know the procedures and that nonNVD-equipped aircraft stay out. Always plan and developNVD areas and procedures based on the local conditionsand environment. What worked at the last place will notnecessarily work at the next place.

In most NVD-related accidents, the crew sensed orknew that everything was not right just before the accident occurred. The crew, or at least one member of the

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crew, was uncomfortable but, for some reason, did notlet this be known or thought the other crewmembers hadeverything under control. Communicate as a crew. I f anymember of the crew is uncomfortable, these feelingsshould be made known. Get out of the area, regroup andtry again if appropriate. I f crews are unsure how closeobstacles are or how close other aircraft are, they shouldassume they are too close and clearance is inadequate.Take corrective action.

Most wires cannot be "seen" with NVDs. When aircraft suffered wire strikes, crews were unsure or did notknow the exact location of the wires.

Low-ambient light conditions create a high signal ornoise ratio, or graininess in the goggles. The definitionof objects viewed by the pilot loses sharpness or contrast.This results in inability to see some obstacles, dependingon the backdrop of that object. This characteristic is stillpresent in newer generations of NVDs, although greatlyimproved. NVD flights under overcast conditions awayfrom populated areas have resulted in accidents becauseof this phenomenon.

Visual contrast is the most critical factor during NVDflight. Contrast matters little if altitude permits obstruction clearance and flight instruments are available toprevent disorientation. However, flights into, out of oraround areas of minimal contrast are hazardous. Propervisual scan techniques will aid, although in some situations they cannot prevent, spatial disorientation. Areasvoid of visual cues require a combination of internal andexternal viewing for orientation purposes. Highly skilledand properly trained crews with artificial lighting and thelatest generation NVDs can still become confused without



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adequate visual cues to relate movement. The 40-degree field of view tends to promote dis

orientation through tunneled vision. However, with proper visual cues, orientation can be maintained. Viewingoutside references through the -tubes is the only methodfor accomplishing most rotary wing tasks. I f available,radar altimeters aid in determining altitude but can beunreliable, depending on aircraft attitude and terrainbelow. Stationary visual cues or breaks of contrast provide the only reliable information. Sometimes it's as simple as having ground crews walk around in the snow,providing contrast through footprints. At other times, alow approach and dropping a few chemlights to providea landing area will help . Seeking areas of contrast is amust during approach or hover work. Excessive hoverheight can also induce disorientation . Distant visual cuesmake it difficult to detect direction and rate of movement. Ceiling and visibility are not the primary factors indetermining satisfactory conditions for NVD operations.Available ambient light, restrictions to visibility anddiscernible contrast are the primary factors for safelyemploying NVDs.

Rolling, featureless desert or sand dunes providehazardous NVD conditions requiring instrument light.

The urgency of certain emergencies while flying aidedor unaided requires immediate action by the pilot. Thesingle most important consideration is aircraft control.

Successful, safe NVD programs are generally thosein which commanders are involved and participate.

In most NVD-related accidents, the following circumstances were present:

Lack of contrast and visual cues. Lack of crew communication and coordination and

"total crew" training. Flying too fast based on visual cues and conditions

present. Lack of recent NVD flight experience. Inability to determine distance to obstructions. "Invisibility" of wires. Sensing that things are about to turn bad and failing

to take corrective action.Although the points in this article are by no means all-

encompassing for NVD flight, the lessons learned frompast accidents can help one operate more safely at night.

u.s. Army Class A Aviation Flight MishapsArmy Total CostNumber Flying Hours Rate Fatalities (In millions)

FY87 (through 15 April) 16 831,278 1.92 19 $36.9FY88 (through 15 April) 13 898,707* 1.45 29 $41.7

estimated

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PEARL!SPersonal Equipment And Rescue/survival LowdovvnALSEIAEROMED Evaluations

Headquarters, Army Materiel Command (AMC), aviation life support equipment (ALSE)/aeromedical(AEROMED) evaluations for AMC units will be conductedby and in conjunction with AMC aviation safety personnel visits. Unfortunately, these visits are mandated by theAviation Resource Management Survey (ARMS) regulation. The ARMS team from the AMC aviation safety office has been reduced from four to two members.Hopefully, this is only a temporary setback.BDU Flight SuitThe battle dress uniform (BDU) flight suit program isalive and well according to CPr Fahlsing at the Directorateof Combat Developments, Ft. Rucker, AL, and is proceeding on schedule. All test sites have been stocked and testingis underway (January through June 1988). Type classification is expected in October 1988, and about 2 years laterthe uniforms should be available for issue.FM 1-508-1Field Manual (FM) 1-508-1, "Maintaining ALSE," remains valid. The goal is to expand ALSE FM chapters toinclude needed reference information. Subsequent seriesmanuals will not be published. Reasons include a lack ofwriters at the Ft. Eustis, VA, ALSE school and a lack ofmoney for publication. But, more importantly, inspectionsrevealed that some personnel rely on FM 1-508-2, "Main-taining ALSE," for maintenance reference purposes. SeeMarch 1988 Aviation Digest, PEARL'S, Recission of FM1-508-2, for information on retaining this FM. Althoughconvenient, FM 1-508-2 was never intended to replace theappropriate equipment technical manual.ALSE Training Schools an d Classes

The following information pertaining to ALSE schoolsand classes is furnished:Fort Eustis ALSE School News and Classes

Recently, the TRADOC commander determined that theALSE specialists and ALSE supervisors courses would beeliminated effective 3 March 1988. These two courses havebeen replaced by the ALSE Technician Course, Number6OO-ASIQ2/4D-AS11F. This course is available to officers, enlisted and civilian personnel. The 500 seriesdesignations are the supervisor's course. The new classnumber, reporting and closing dates are listed below.

14

Class No. Reporting Date Closing Date10-88 31 March 1988 11 May 1988

503-88 31 March 1988 11 May 198811-88 14 April 1988 25 May 1988

504-88 14 April 1988 25 May 198812-88 28 April 1988 9 June 1988

505-88 28 April 1988 9 June 198813-88 12 May 1988 23 June 1988

506-88 12 May 1988 23 June 198814-88 30 May 1988 11 July 1988

507-88 30 May 1988 11 July 198815-88 14 June 1988 26 July 1988

508-88 14 June 1988 26 July 198816-88 28 June 1988 9 August 1988

Army Western Region ALSE/Survival School (AWRASS)The A WRASS is located at 6229th Reserve Forces

School, Building 614, Vancouver Barracks, WA 98661-3826. See February and April 1988 Aviation Digest,PEARL'S, AWRASS, for additional information. Inquiriesand more information about enrollment in the OverwaterSurvival Courses should be directed to the ALSE officerat Sixth Army, AUTOVON 586-3884/4133 or Commercial415-561-3883/4133.

1-6 May 1988 Basic Land Survival 8814SB10-11 May 1988 Overwater Survival 8815SW8-13 May 1988 Basic Land Survival 8816SB17-18 May 1988 Overwater Survival 8817SW14-19 August 1988 Hot Weather Survival 8818SH23-24 August 1988 Overwater Survival 8819SW30-31 August 1988 Overwater Survival 8821SW

NOTE: The uniform for this class is soft cap with flightsuit or BDUs. Survival vests must be worn to class andin the field. Writing materials are required in the field.ALSE Military Occupational Specialty

The manpower requirements criteria (MARC) studydocuments were approved by Headquarters, DA, on 22February 1988. See April 1988 Aviation Digest, PEARL'SMARC Study, for background information. ALSE repre-



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sentative for career management field 67, additional skillidentifier Q2, is Mr. Brown, AUTOVON 680-3121.

A copy of the above criteria will be published in the nextedition of the organization documentation update (ODU).The criteria published in the ODU should be used in thedevelopment of tables of organization and equipment(TOE) until Army Regulation (AR) 570-2, "MARCTables," is revised. It looks like we are finally on our way,we've kept the faith and ALSE will benefit by our "push."(The following items are reprinted from STACOM 126,27 January 1988, published in Flight/ax, 27 January1988.)NVG Training RequirementsWhat are the night vision goggles (NVG) currency training requirements?

A viators occupying tables of distribution and allowances(TDA) or TOE designated NVG positions, must completethe following to be considered current: Every 45 days, make no less than one NVG or dayvision goggles (DVG) flight of I-hour duration while occupying a crewstation that allows access to the flight controls. (Compatible visual flight simulator, using NVG, maybe substituted for DVG.)

Every 90 days, make no less than one NVG flight atnight of I-hour duration while occupying a crewstation thatallows access to the flight controls.

Meet continuation training requirements as outlinedin Field Circular (FC) 1-219, "Aircrew Training ManualNVG," paragraph 2-6.

Aviators not occupying TDA or TOE designated NVGpositions, but performing NVG duties at the direction ofthe commander, must complete the following to be considered current:

Every 45 days, make no less than one NVG or DVGflight of I-hour duration while occupying a crewstation thatallows access to the flight controls. (Compatible visualflight simulator, using NVG, may be substituted for DVG.)

Every 90 days, make no less than one NVG flight atnight of I-hour duration while occupying a crewstation thatallows access to the flight controls.

An aviator whose currency has lapsed must complete anNVG currency evaluation, conducted by an NVG instructor pilot (IP) or standardization instructor pilot (SIP), atnight at a minimum of I-hour duration. This flight mustbe done occupying a crewstation with access to the flightcontrols and all maneuvers listed under currency in FC1-219, table 2-4, must be evaluated.

Currency must be maintained in designated aircraft bymission, type, design and series. Therefore, an aviator whois NVG qualified, current in the UH-I Huey and is NVGqualified but not current in the UH-60 Black Hawk, mustcomplete a currency evaluation in the UH-60 as outlinedfor an aviator whose currency has lapsed before performing duties in the UH -60.NOTE: Aircraft are listed by mission, type, design andseries in AR 95-1, "General Provisions and Flight Regulations, " paragraph 3-8.

Aviators occupying TDA or TOE designated NVG positions and those aviators not occupying TDA or TOEdesignated NVG positions, but performing NVG dutiesdirected by the commander, must successfully completean annual NVG flight evaluation conducted by an NVGIP or SIP. This flight will be conducted at night with theexaminee occupying a crewstation with access to the flightcontrols. The minimum mandatory maneuvers will be inaccordance with (lAW) FC 1-219, table 2-4, listed understandardization evaluation.Are the 1.5 hours ofstatic cockpit of ynthetic flight training systems (SFTS) required for NVG refresher trainingand do they also count toward the 4.5 to 7.5 flight-hourrequirement?

Yes, the 1.5 hours of static cockpit of SFTS training arerequired for refresher training. They do not count towardtotal flight time.DVG Operations

Flights with the AN-PVS-5 series NVG and day visionfilters are authorized as follows:

DVG flights will be conducted using full faceplate(AN/PVS-5 series) goggles with day vision filters only.(NOTE: AN/PVS-5C NVGs are restricted from aviationuse.)

While conducting DVG flights both aviators must beNVG qualified. DVG flights will be conducted by oneaviator at a time; the additional pilot acts as a safety pilot.Both pilots must be qualified and current in the aircraft being flown. (The safety pilot does not need to be NVGcurrent.)

During qualification training, mission training and continuation training, DVG operations and time accrued maybe used lAW FC 1-219 and current directives.

At no time will night-aided flights be conducted usingfull faceplate goggles.

Modified faceplate goggles and the "GX-5" flip-upare not authorized for day use. ,

If you have a question about personal equipmentor rescue/survival gear, write PEARL'S, AMCProduct Management Office, ATTN: AMCPMALSE, 4300 Goodfellow Blvd.,.St. Louis, MO 63120-1798 or call AUTOVON 693-3573 or Commercial 314-263-3573.

MAY 1988 15


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JOINT COMBAT AIRSPACECOMMANDAND CONTROL

COURSEMajor Vernon M. Huggins, U.S.ArmyU.s. Air Force Air Ground Operations School

Hurlburt Field, FL

DUR ING THE ALLIED invasion ofSicily (July and August 1943),Army Major General George S. Patton Jr. ordered the beachhead at Gela,Sicily, reinforced by paratroopers. On11 July 1943, 2,000 Army airbornetroops were flown to the dropsite in144 C-47 aircraft. Good weather andadvanced notification to Allied naval 'and ground forces promised a relatively easy mission. Disaster struck, however, when a single machinegunnerstarted firing at the C-47s in the secondflight over the beach. Within minutesevery Allied antiaircraft gun on shoreand water was firing at the slow,vulnerable troop carriers. Gunners onthe destroyer U. S S. Beatty fired at oneC-47 even after it had been ditched inthe bay. Total losses included 81 dead,132 wounded and 12 missing paratroopers; and 7 dead, 30 wounded and52 missing airlifters.*This historical example is but one ofmany that highlights the importance ofour requirement to command and control (C2) airspace users essential in successful joint operations. As the numbers of airspace users increase and theircapabilities become more significant,the problem of adequately commanding, controlling and integrating theairspace users proportionately increases. Training is part of the solution tothis formidable problem, if we are toavoid a recurrence of disasters like the Shrader, Charles A. Amicide: The Problem of FriendlyRre in Modem War. Ft. Leavenworth, KS : U.S. ArmyCombat Studies Institute, 1982.

16

tragedy that occurred in Sicily.The U.S. Air Force (USAF) AirGround Operations School is developing a new course of instruction-JointCombat Airspace Command and Control (J-CACC). This course will trainselected officers and noncommissionedofficers to plan, coordinate, controland integrate airspace control procedures and techniques during jointcombat operations.J-CACC is coming, and-it is certainly needed. Although deconflictingjointairspace seems simple enough to keepaircraft and projectiles out of the.sameairspace at the same time, the actualpractice ofdeconflicting joint airspaceuse while enhancing combat operationsis extremely difficult. The decisionsmade to control airspace users, theamount of risk to accept, and thedissemination and implementation ofdecisions concerning airspace use arerecognized as enormous tasks for ourleaders. Tasks that must be accomplished for successful joint operations.In joint war fighting , the joint forcecommander will appoint an airspacecontrol authority (ACA). The ACAwill plan and coordinate airspace control matters and operation of the airspace control system.We must clearly understand the relationship and responsibilities of theArmy's airspace users to the ACA. JCACC will help us with this most important undertaking.

The J-CACC course will focus oncombat airspace C2 doctrine, tech-

niques and procedures necessary to integrate effectively airspace users intojoint combat operations. It will provideessential personnel with an understandingof fundamental airspace planning,coordination and execution performedat U.S. ground force echelons ofdivision and above. It also will provideU S. Air Force C2 elements associatedwith the Tactical Air Control Systemand the Combat Information SystemGroup. Emphasis will be placed on theplanning and day-to-day, minute-tominute adjustments needed to executeairspace plans to meet dynamic realtime mission requirements. This willinclude the information required tosupport decisionmaking, informationassessment and dissemination, as wellas systems and procedures used to implement airspace control orders thatwill be published by the ACA.The course normally will be taughtin 1 calendar week and is scheduled tofollow the Battle Staff Course (BSC),which is a prerequisite to attendance.I f you have attended BSC within thelast 2 years, you may attend the JCACC course with some refreshertraining provided 1 duty day before thestart day of the J-CACC course.Instruction consists oflectures, planning exercises, guided discussions andan execution exercise. Instruction encompasses all course objectives, andthe preparation for, and participationin the exercise requires the applicationof information and knowledge to coordinate and deconflict airspace used in



19/48

a joint theater of operation.Attendees should be assigned to positions that are directly involved in theplanning and execution of joint airspace use. Members of the airspacemanagement element at the tactical aircontrol center, airspace managementliaison section at the battlefield coordination element and the control andreporting center, Army airspace C2

MAY 1988

elements of corps and division and liaison personnel to tactical air forceelements are the target population ofattendees.- Quotas for Army students are controlled by Headquarters, V.S. ArmyTraining and Doctrine Command,ATTN: ATTG-MPS, AVTOVON680-3001, and Air Force students byHeadquarters, V.S. Air Force Military

Personnel Center, ATIN: DPMROP.The first class was scheduled for 16May 1988 and another class is scheduled for 29 August 1988. In FY 1989and subsequent years, five classes arescheduled after the completion of a BSC.J-CACC is COIning"and is needed.We must ensure the right people attend; increased combat effectivenesswill result. 1IGR'

17


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18

Mr. John A. MooreMr. Wendell W. Shivers

This article is the eleventh in a series on theAH-64A Apache aircraft and weapons systems.The systems addressed include the point targetweapon system and the area weapons system. Theinformation contained in this article shouldfamiliarize the reader with the AH-64A; however,it must not be used to operate or maintain theaircraft.



21/48

Point Target Weapon System (PTWS)The PTWS (figure 1) is the primary HMMS can be attached to each pylon,armament ofthe AH-64A for neutral- giving the AH-64A the capability of

izing tanks and other hard, point type carrying and employing 16 HELL-targets. FIRE missiles.PTWS Major CapabilitiesThe PTWS employs the HELLFIRElaser (LSR) guided missile (MSL). Thecapabilities are as follows: Day and night operations. Single and multiple launchsequences.

Line-of-sight and masked launches. Use of onboard, scout and/or remote designators.HELLFIRE Modular MissileSystem (HMMS)The HMMS consists of one launcherassembly and up to four HELLFIREmissiles loaded on the launcher. One

HMMS

HELLFIRE TermsLock-on before launch (LOBL). TheHELLFIRE laser seeker has acquiredand locked on to reflected laser energy,and is tracking the laser energy beforelaunch.Lock-on after launch (LOAL). TheHELLFIRE missile leaves the aircraftand the seeker acquires and locks-onto reflected laser energy while themissile is in flight.Autonomous designation. The aircraftprovides its own laser designation formissiles launched. The designationmay be done in either the LOBL orLOAL mode.

Remote designation. Targets are designated by another aircraft or grounddesignator. The designation may bedone in either the LOBL or LOALmode. The designator must not bemore than 60 degrees from the guntarget line. (The reflected laser energymay be insufficient for seeker acquisition/tracking.) The designator shouldnot be within a 20-degree fan fromthe aircraft to the target line.HELLFIRE MissileThe HMMS missile is available inthree configurations: dummy, trainingand tactical. All three missiles have thesame physical characteristics.

Weight-about 100 pounds.Length-64 inches.Diameter-7 inches.Wingspan-13 inches.

.. 01 - ~NORM ' ' ' 'L :: : ~ , , , . ~LASER '0\' F I " ~ ~

DIRtCT lOW lOf f ---L.--. HI

CPG MISSILE PANEL

FIGURE 1: Point target weapon system components.

MAY 1988 19


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Remote HELLFIRE Electronics(RIlE)

The RHE processes data from thefire control system to encode and modethe HMMS as setup by the aircrew. Itprocesses data from the missiles to thefire control system for action and/ordisplay.The RHE is powered and in a standby (STBY) condition whenever electrical (ELEC) power is on the busesand both the direct current ELEC andalternating current ELEC circuitbreakers are in.When either crewmember brings thefire control panel to the safe or armed(ARM) condition and places the MSLswitch to theONposition, the RHE willstart communications with the fire control system. Also, at this time, poweris applied to the launchers.Pilot's Missile PanelThis panel (figure 2) providesswitches to enable the pilot to controlmissile delivery mode and prioritychannel (CHAN) designation. It is located in the left console and is enabledwhen the pilot's fire control panel is ineither the safe or ARM condition andthe MSL switch is in the ON position.LOAL selector (SEL) switch. Thisswitch enables the pilot to select thedelivery mode for the missile system.Its operation is identical to the copilotgunner 's (CPG's) LOAL SEL switch.

LOAL MSL0C HIFIGURE 2: Pilot's missile panel.

20

LSR code switch. This three position,spring-Ioaded-to-center switch is enabled when the pilot places his MSLswitch in the ONposition when the firecontrol panel is in either the safe orARM condition. Activating the switchto either the UPPER (UPR) or LOWER (LWR) position establishes thatcode and quantity (QTY) setup (as seton the CPG's fire control panel) as thepriority channel; by default, the othercode and QTY becomes the alternatechannel. It also causes the RHE to readand respond to the LSR MSL switchpositions (CPG's fire control panel)and the CPG's MSL panel MODE andTYPE switch selections.I f the pilot actions the missile system, the PTWS will automatically

mode to the normal (NORM) fire delivery mode, overriding the CPG'sMSL panel MODE switch position.CPG's Missile PanelThis panel (figure 3) providesswitches to enable the CPG to controlmissile type selection, missile deliverymode, fire delivery mode and devicefunctions. It is located in the left-handconsole, and provides the CPG themeans to employ the PTWS againsteither autonomously or remotely designated targets in either the LOBL orLOAL mode or a combination ofboth.MODE SEL switch. This switchenables the CPG to select the fire

~TYPELASER@ RF/IRIRIS

LSR CODEUPPER@ ~OWER

delivery mode of the PTWS.STBY position. This position placesthe PTWS in the STBY mode, deselecting any selected missile(s) and de

p r i o r i t i z i n ~ the missile system.NORM position. With the MODEswitch in the NORM position, and thenprioritizing the missile system, themissile system will be placed in theNORM mode of operation.Ripple (RlPL) position. With theMODE switch in the RIPL position,and then prioritizing the missile system, the missile system will be placedin the RIPL mode of operation.Manual (MAN) position. With theMODE switch in the MAN position,and then prioritizing the missile system, the missile system will be placedin the MAN mode of operation. Whenprioritized, the RHE will default thepriority channel QTY selection to aQTY of one.Since the RHE will only select andencode one missile on the prioritychannel, reprioritizing the missile system will cause the RHE to re-encodethe missile seeker with the code of thedesignated priority channel.Built-in test cannot be conductedwith the MODE switch in this position.Placing the MODE switch in this position will terminate built-in test andplaces the missile system in STBY.TYPE switch. This switch enables theCPG to select the missile seeker to be

MODE MAN ~ORM RIPL AOVm ~ f A N LDA@ MSDIRECT LOW LDFF@ HI

~FIGURE 3: Copilot gunner's missile panel.



23/48

employed. The selection is validatedwhen the system is prioritized.Laserposition. This position specifiesthat laser seeker missiles are to belaunched. I f he TYPE switch is in thisposition, no laser missiles are present,and the system is prioritized, the message NO TYPE will be displayed.Radio frequency/infrared an d infra-red imaging seeker position. Thisgrowth position is for advanced (ADV)missile concepts.LOBL SEL switch. This switchenables the CPO to select the deliverymode for the missile system.

Ojfposition. This position selectsthe LOBL mode. In this mode, theseeker must be locked onto the reflected laser energy or the missile cannotbe launched . Direct (DIR) position. This position selects the LOAL mode with theDIR missile flight trajectory. In thismode, the missile may be launched ' 'inconstraints " (first trigger detent) or, ou t of constraints" (second triggerdetent). Low (LO) position. This positionselects the LOAL mode with the LO

missile flight trajectory. High (HI) position. This positionselects the LOAL mode with the HImissile flight trajectory . In this mode,

the missile also may be launched eitherin or out of constraints.MAN ADV DEVICE pushbutton.This button provides independent functions, dependent on the CPO's MSLpanel MODE switch.Laser Seeker

This seeker detects properly codedlaser energy and provides line-of-sightinformation to the missile autopilotand, while on the rail, to the RHE.The gyro-optics assembly is spun toprovide stability for the detector/preamplifier assembly , and has a 30-degree polar gimbal limit.The seeker has four operatingmodes .

Cage. The seeker is inhibited fromslaving or tracking until the gyros arespun up. Scan . The seeker is moved in apredetermined search pattern in theLOBL mode to help it acquire and lockon to a laser spot.

~ I , . g t ' n i U . l l H I = t ' r i ! jFIRE CONTROL

sn . MOC) "'C)""..ADS MMO

": 0 CHS

' A DS IIIVI fOf NA V

r---- SVSTEM -----,S,,"' Olf '

FIGURE 4: Copilot gunner's fire control panel.

MAY 1988

Slave. The seeker is positioned inresponse to a line-of-sight commandfrom the RHE. Track. The seeker is commanded

by the electronics assembly to maintain the reflected laser energy centeredon the detector/preamplifier assembly.CPG's Fire Control PanelThis panel (figure 4) provides theCPO the means to enable the PTWS;and selects missile quantities and codes,priority channel and laser countercountermeasures (CCM) .MSL switch. The MSL switch is enabled when the CPO's fIfe controlpanel is in either the safe or ARMcondition. Offposition. Places the RHE in theSTBY condition, deselecting all selected missiles and removing power fromthe launchers. On position . Enables the RHE to .respond to the CPO's MSL panelMODE switch, and causes power to beapplied to the launchers' HMMS.MSL UPR CHAN LSR CODE push-button switch. This eight-position,pushbutton switch has positions labeledA through H. It is used to select the alphabetic laser code corresponding tothe numeric code stored in that designated location within the fire controlcomputer that is to be used by one ofthe two missile channels.MSL UPR CHAN QTY pushbuttonswitch. This four-position, pushbuttonswitch has positions labeled 0 through3. It is used to select the QTY of missiles that will be encoded and spun-upwith the code selected by the MSLUPR CHAN LSR CODE pushbuttonswitch. I f he position 0 is selected, thesystem will default to one missileselected.MSL L WR CHAN LSR CODE push-button switch. This switch functionsidentically to the MSL UPR CHANLSR CODE pushbutton, except it willselect the alphabetic laser code to beused by the second missile channel.MSL L WR CHAN QTY pushbuttonswitch. This switch functions identicallyto the MSL UPR CHAN QTY pushbutton switch, except it will select theQTY of missiles that will be selected

21


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S S S SA A A AF F F Fif 'E

j

FOUR LAUNCHERS PRESENT IN AGO STATUS WITH ARM/SAFESWITCHES ALL IN SAFE POSITION

S S SSA A A AF F F FE' E E E

LAUNCHER 2 NOGO. LCHRS 1. 3 &4EITHER NOT INSTAllED OR GO STATUSWITH NO MISSILES PRESENT

INVENTOANDSTATUS

CHARACT

L

RA hrough

sR(Stlldy

S : S : F : F : 1 s s ss'A A: A : A - : - " ' : - : - - - : " - - : - . . : . . . . - J I - . . . : - - - : - - : - - - - " " ; " - ~ A A A A R(Fluhlng, F : LI FFFFi :'FL :'lE ' E E ET(Stlldy)

FOUR LAUNCHERS PRESENT. LCHR 2IN A NOGO STATUS. AND LCHRS1.3. AND 4 HAVE ARM/SAFESWITCH IN SAFE POSITION

ALL LAUNCHERS EITHER NOT INSTALLEDOR GO STATUS WITH NO MISSILES PRESENT T(flashing

FIGURE 5: Point target weapon system launcher status.

and spun-up with the code selected bythe MSL LWR CHAN LSR CODEpushbutton switch.CHAN SEL switch. This three-position switch is spring loaded to centerswitch that is enabled when the CPOplaces the MSL switch to the ONposition and the MODE switch is not in theSTBY position. Once enabled, activating the switch to either the UPR orLWR position establishes that code andQTY setup as the priority channel. Bydefault, the other code and QTY become the alternate channel. Either position commands the RHE to read andrespond to the LSR MSL switch positions and the CPO's MSL panelMODE and TYPE switch selection.

LSR MSL switch. This switch enablesthe CCM routine within the missile.PTWS Launcher StatusI fat least one launch station Oaunch

er electronics and pylon multiplex re-

22

mote terminal unit) is GO (figure 5),the following status may be displayedin the appropriate portion of he alphanumeric display (AND) 4 by 4 sectionfor all launch stations: The launcher electronics havefailed built-in test, the serial/digitaldata link between the pylon multiplexremote terminal unit and the launcherelectronics have failed, or the pylonmultiplex remote terminal unit hasfailed. The launcher ARM/SAFE switchis in SAFE position. It may be ARMby bringing either fire control panel upto ARM status, or by manually placing the switch to the ARM position. No display indicates launcher iseither not present o r the launcher statusis GO and no missiles are loaded onthat launcher.The AND 4 by 4 sections are dedicated for PTWS status/inventory displays; "ACTIONINO" the PTWS is

not necessary to enable the AND 4 by4 sections.Missile Status AND InventoryThe following characters will be displayed in the alphanumeric display 4by 4 section, based on the status of amissile. The single status charactersare displayed below the inventory orcode characters (figure 6). The multiple character status indicators use bothpositions.The status of all missiles is continuously displayed on the AND. Thetypes ofmissile failures that will prevent the missile displaying that statusfrom being launched are shown in figure 6.A variety of sight and weapon statusmessages can be displayed in the pilot'sand CPO's helmet mounted display.These will not be covered in this article, but are detailed in TM 55-1520-238-10, chapter 4.



25/48

DESCRIPTION

missile.seeker missile.

frequencylinfrared missile.of the laser missile in place of the ilL"

has been selected manually or by the RHEselection process.

encoded and ready for employment.priority channel missile that will be themissile.

locked on the appropriatelylaser spot and is tracking.priority channel missile that wiN be themissile.

rI L :1LMISSILE INVENTORY

2 RF IR MISSILES ((RI2 IRIS MISSILES III12 LASER MISSILES (ll

I: L : 1

I: I "L LI I'RL R::TIL : I - - - - - - - ~ - _ _ c _ ~ . .MISSILE STATUS

3 LASER MISSILES CODED "A" CODE AND TRACKING. NO 1NEXT TO BE LAUNCHED (LOBl) (flASHING TI "3 LASER MISSILES COOED "B" CODE AND READY (RI

MISSILE STATUS3 LASER MISSILES COOED "A" CODE . NO 1NEXT TO .E LAUICHED (LO., (FLASHING RI

I ; : ; ~ I

3 LASER MISSILES CODED ... .. CODE AND READY (RI

TYPICAL DISPLAY AFTER MISSILE 1 LAUICHEOMISSILE 2 NOW NEXT TO BE LAUNCHED (LOBU (flASHING TIMISSILE 11 HAS BEEN SELECTED AND IS BEING ENCODED (SITHE LASER DESIGNATOR AND LASER SPOT TRACKER AREBOTH CODED TO THE PRI CHANNEl (UPPERIAT LEAST ONE PRI CHAN MISSILE IS TRACKING LASER SPOTTHE TAOS IMAGE AUTO TRACKER IS TRACKING THE TARGET

ALPHA NUMERIC DISPLAY

STATUS STATUSCHARACTER DESCRIPTION CHARACTER DESCRIPTIONM The missile is unlatched on the launcher. NOTE:Missiles that reflect Ror T, steady or flashing,U on the same side of the helicopteras amissile thatis hangfiring will reflect this status for 6 secondsM The missile has failed builtin test or has been from onset of hangfire, and will be inhibited fromF detected as failed subsequent to builtin test. launch for this period of time.S The missile launch station detected as failed. M Missile launch sequence has aborted or missile hasF A misfired.T The pylon multiplex remote terminal unit cannot M Missile is in the process of hangfiring or hasF communicate with the selected missile. Once H hangfired.detected for one missile on a auncher, all missiles onthat launcher will reflect this status. This fault may be WARNING :MAor MHare valid indications of

cleared by cycling the MODE switch to STBY, then misfired/malfunctioning ordnance.Appropriateback to the des ired position. safety and ordnance disposal procedures will beaccomplished in accordance with the standingN Missile has been detected as not available, ow operating procedure.A coolant or hangfire in progress.

FIGURE 6: Missile status alphanumeric display inventory.

MAY 1988 23


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Missile Constraints SymbolsWhen the pilot" actions" the PTWS,constraint symbology (figure 7) will bepresented to the pilot. When the CPG, actions" the PTWS, constraint symbology will be present to both crewmembers.The symbology is used to indicatewhen all launch constraints have beensatisfied.Before satisfaction of launch constraints, the open or dashed out-ofconstraints box will be displayed. TheLOAL box represents 7.5 by 7.5 degrees; the LOBL box represents 20 by20 degrees. The weapon's trigger maybe pulled to the second detent to override performance launch constraints to

launch the missile; however, safetyconstraints cannot be overridden.The symbology is directional. The'pilot steers the helicopter toward thesymbology.When all constraints are satisfied,the box will go solid. The missileshould be launched at this time as thebox does not have to be around the target or line-of-sight reticle to meetconstraints.

D r--,I ILOBL I IL _ _ .JD r-,LOAL I IL_.JWITHIN OUT OF

CONSTRAINTS CONSTRAINTS

FIGURE 7: Missile constraintsymbols.

LASERCODE C

Laser Missile EngagementsThe laser missile engagements (figure 8) include the following firingmodes: Single fire, which is the launchingof one missile at one target, with onlyone missile in flight at any time. Rapid fire, which is the rapid firemode involving the launching ofmultiple laser missiles every few seconds using a single code. A single laser designator moves from one target to the nextas each kill is complete. RIPL fire, which involves multiple laser missiles coded with differentlaser codes. Targets are illuminated bytwo laser designators, one coded foreach missile channel. RIPL fire of themissiles is sequential, with the priority coded missile being launched first.

A TOTAL SYSTEM FOR BArrLE

LASER CODE A-i ta::x:::..a:,

LASER CODE A

PRIORITY LASER CODENONPRIORITY LASER CODELRFJD LASER CODE

FIGURE 8: Laser missile engagements.

24

ACA

REMOTEDESIGNATORLASER CODE C

LASER CODE C~



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Area Weapons System (AWS)The components of the A WS (figure9) and their locations on the aircraft areas follows: The Ammunition (ammo) Handling System (AHS) that includes:the magazine located in the ammo bay;the feed chute routed from the magazine, along the right side of he aircraft,to the gun; the return chute routed fromthe gun, along the left side of the air-

craft, to the magazine. The turret is mounted to theunderside of the aircraft, between thetwo crewstations. The gun is mounted into theturret. The turret control box (TCB)and gun control box (GCB) are bothlocated in the right forward avionicsbay (RFAB).

M230 AUTOMATIC GUN

The rounds counter/magazine 'controller is located behind an accesspanel in the left ammo feed mechanismfairing. Switches are provided for uploading/run and setting of the roundscounter.The Ammunition Handling SystemThe AHS (figure 10) stores andtransports XM788, XM789 and the

o G G G,. . . . - r:i i i lt : JROUNDS COUNTER/ MAGAZINE CONTROLLER

FIGURE 9: Area weapons system component locations.

FEED CHUTE AMMUNITION MAGAZINE

CONVEYOR

FIGURE 10: Ammunition handling system components.

MAY 1988 25


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f W D ~

FIGURE 11: Storage container layout.

FIGURE 12: Accelerator/merger assembly.mCTaO-HYOIlAULICsuvo VALVI

FIGURE 13: Carrier drive assembly.

ADENIDEFA families of 30mm ammo tal runs fore and aft and one return run The endless chains within the magazine receive power through a geartrainfrom the carrier drive. This power issupplied by the utility hydraulic system. The chains move in one directionduring firing and move in the oppositedirection for uploading.

to the gun. left to right.The "FLATPAK" magazine is located in the ammo bay and an ammoconveyer system is located within theleft and right FABs.The complete system has an estimated empty weight of 199.8 pounds, andwith a full complement of about 1,110rounds, weighs 1,054.5 pounds.The remaining 90 rounds are storedin the feed chute, giving a totalof 1,200rounds .

Storage containerThe storage container (figure 11)provides round storage and transport.There are 1, 110 rounds stored in abilevel ammo magazine. Round transport is by an endless chain ladder serpentine path consisting of 20 horizon-

26

Chain tensionerThis unit provides for 2 inches offorward and aft takeup in the chain. Italso provides for thermal expansion ofthe chain ladder with respect to thestorage container.The chain tensioner is located nearthe forward end of he storage container. It is comprised of a fixed (FXD)unit attached to the storage containertop and bottom, and a sliding unit thatincorporates the chain takeup feature.When the gun firing circuit is activated, the sliding unit is allowed to compensate for startup torque loads andsteady-state firing transients by moving back and forth while maintainingchain tension.

Accelerator IMerger AssemblyThe ammo within the magazinemoves at one-half the rate of the ammothat is traveling to the gun in the carrier. To feed ammo from the two-levelmagazine into the one-level carrier, anaccelerator and a merger assembly(figure 12) work together to transferammo to the 0 carrier drive assembly.The acceler'ator/merger receivesrounds alternately from the L WR andUPR magazine levels, merges therounds to the same level, accelerates



29/48

FIGURE 14: Gun components.

FEEDER SPROCKET

FIGURE 15: Index drive assembly.

the rate of the rounds movement, andplaces the rounds in the moving carriers (within the carrier drive unit).During uploading, this process isreversed.The accelerator/merger receivespower through a geartrain from thecarrier drive. It is located on the forward end of the magazine.Carrier Drive AssemblyThe carrier drive assembly (figure13) has several purposes as follows: Transfers rounds from the mergerassembly into the ammo conveyers or

MAY 1988

VERTICALDRIVESHAFT

to deliver rounds to the merger assembly during loading. Provides drive power for the storage container and accelerator/mergerassembly. Provides a boost for the ammoconveyer system. Provides a mounting point for theelectrohydraulic servo valve and the bidirectional hydraulic motor.The unit is attached to the front ofthe merger assembly by two lugs anda quick-release pin.The carrier drive assembly is comprised of an aluminum lightweight

housing to which an electrohydraulicservo valve and bidirectional hydraulicmotor are attached.Two quick-disconnect flex lines couple the electro hydraulic servo valve tothe aircraft's hydraulic power.The hydraulic motor drives in the direction and at the rate determined by theround c o u n t e r s / m a g ~ i n e controller.Ammo ConveyerThe ammo conveyer system moves the30 mm linkless ammo from the magazine to the gun.Ammo is moved out of the magazineinto the right F AB, passing through theright F AB to the turret and gun. Theempty carriers return to the magazinecarrier drive in the ammo bay by theleft FAB.The conveyer system consists of aseries of attached conveyer elements,FXD and flexible chutes, and two tensioner assemblies, one on each side ofthe magazine.The conveyer is driven by the guntransfer unit and the carrier driveassembly.Gun ComponentsThe major components of the gun(figure 14) are as follows:

Barrel assembly. The barrel is 42inches in length and weighs 35 pounds.Its life is 10,000 rounds. It is insertedinto the receiver, through the barrelsupport, and turned counterclockwiseto lock it into place. The barre l support is attached tothe front of the receiver; the barrel support supports the barrel at its midpoint. Recoil clamps are attached to thefront of the barrel support. These provide the front attaching point for therecoil adapters. Recoil adapters are attached to therecoil clamps and the turret saddle. Therecoil adapters provide recoil absorption during firing. A drive motor is attached to thefront of the receiver. It provides drivepower for gun operations. It is a3-horsepower motor turning at 11,500revolutions per minute. The receiver is the main frame ofthe gun. It provides mounting for other

27


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gun components, and mounts the gunwithin the turret.Index Drive AssemblyThe index drive assembly (figure 15)is attached to the receiver and ensuresproper operation of the gun feed/ejectsystem.The main function of he index driveassembly is to ensure proper operationof the gun feed rotor. The index driveassembly also transfers power from the

vertical drive shaft to the feed shaft. Itis mounted on the bottom rear of thereceiver.The index drive assembly receivesthe rounds from the ammo transferassembly, and with the help of therotor, places the rounds into the boltface. At the same time, it removes thespent case and ejects the case over-board. The vertical drive shaft alsoprovides drive power to the chain driveassembly.

Bolt and Carrier AssemblyThe bolt and carrier assembly (figure16) receive power from the electricmotor by the vertical drive shaft,through the drive gear. The chainmoves around the idler gears in thedirection shown.Attached to the chain is a slider. Thisslider rides in a channel in the bolt car-rier. As the slider moves aft, it pullsthe bolt carrier aft. As the slider movesacross, the slider moves within the

B O L T C A ~ t J

RAILS

~ L l D E R ~TRACK ASSEMBLY V ~ G PINFIGURE 16: Bolt and carrier assembly.

---- EXTRACT----------FIGURE 17: Firing cycle.

28

BOLT DRIVESLIDER

BOLTCARRIER



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channel. The bolt carrier remains stationary. As the slider moves forward,it carries the bolt carrier forward. Thisaction of the chain is where the namechain gun originated.The bolt is carried back and forth bythe bolt carrier. The firing pin is withinthe bolt. The gun operation is controlled by the GCB.Firing Cycle

Assuming a full magazine, full feedchute, properly timed and indexedweapon, we can follow a roundthrough a full firing cycle (figure 17).Once reaching the weapon, theround is handed of f from the transferhousing to the feed sprocket. Thesprocket carries the round to the rotor,and the rotor places the round firmlyinto the bolt face.The FXD round and the bolt nowmove forward into ramming position.Immediately before full forwardposition of the bolt carrier, the boltcontacts the face of the barrel. Then,through a cam in the bolt housing, the

bolt is forced to rotate, locking theround and bolt firmly in place.The rotation of the bolt exposes thefiring pin tip. Its point makes contactwith the round's primer completing theELEC circuit and igniting the primer.After the round has fired, the boltcounterrotates and starts moving rearward. The rotor moves one spent caseout of the bolt face and introducesanother new round. The spent case isnow ejected overboard to the right anddown from the weapon.Gun TurretThe gun turret (figure 18) is provided for carrying and positioning the gunin response to crewmember's line-ofsight.The turret is located on the underside of the fuselage between thecrewstations. It is mounted to thefuselage at four points. I f he landinggear collapses, the turret is guided intoa cavity between the crewstations byfour guides that travel within guiderails.

~ l i e g t ' i W q . : ' 4 ! ; " t t . i ! J

ELEVATIONSERVOVALVE

ELEVAT lON-ACTUATOR

RECOIL__ADAPTERMOUNTS

FIGURE 18: Gun target.

MAY 1988

~ - - A Z I M U T HSERVOVALVE

~ TURRET MOUNT~ GUIDE

\ \ - ELEVATION\ \" \ STOW SPRING

SADDLE

The turret uses utility hydraulicpower for operation and is controlledby the TCB through the unlock valve,the azimuth and elevation servo valves,the drive motor, the elevation actuatorand the elevation and azimuthresolvers.The stow spring enables the gun tostow if utility hydraulic power is lost.The gun slides into the saddle onguide rails, and is secured in placewhen the recoil adapters are attachedto the saddle using quick -disconnectpins. This mounting allows the gun tomove within the saddle in response torecoil forces.AWS OperationWhen a crewmember actions theAWS, the bus controller, through themultiplex system, provides the gunenable signal and pointing commandsto TCB.The TCB positions the turret inresponse to the pointing commands. I fthe turret position is within 0.5 degreesof the commanded position, the TCBenables the GCB.When the fire command is received,the GCB will cause the gun to start firing. This action will start to pull on theammo carriers on the right side of theaircraft, which is sensed by the tensioner assembly.The rounds counter/magazine controller monitors the tensioners and willcause the hydraulic motor, mounted onthe carrier drive, to drive in the direction to equalize the tensioner outputs.As each round is fired, the GCB,through the TCB, causes the roundscounter to count down one round. Thisinformation, rounds remaining, isdisplayed to the crewmember using theAWS.When the fire signal is removed, theGCB stops firing the gun. The gun willstop in the open bolt position. As thegun stops, the rounds' counter/magazine controller senses unequal outputsfrom the tensioners and causes the carrier drive motor to stop.When the action signal is removed,the TCB positions the turret to the stowposition, O degrees azimuth, + 11degrees elevation.

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AWS Uploading/DownloadingBecause of the weight of a fully loaded magazine, uploading a full magazine to replace an empty one is notrecommended. To upload the A WS,the feed system is run in reverse androunds are introduced into the AHSfrom the gun end of the chuting.To accomplish this , an uploader/downloader is provided (figure 19).

AWS MessagesI f the crew member actioning theAWS has the GUN switch in theNORM position, the line-of-sight reticle is also the rounds impact point. Allthe crewmember does is place the reticle on the target and pull the trigger.

If the GUN switch is in the FXD position, the cued line-of-sight reticlerepresents the calculated rounds impactpoint. Now the crewmember must maneuver the aircraft to place the cued

ELECTRONICTEST MODULE

line-of-sight reticle on the target, thenpull the trigger.The article has addressed capabilitiesand characteristics of the AH-64A

Mr. John A Moore is responsible forthe design, development andpresentation of training programs. Thisincludes light helicopter maintenancetraining as well as Apache maintenanceand aircrew training courses.He has more than 18 years ofexperience in aviation includinginstructional systems background inboth milit ary aviation and the aerospace

industry. He is a helicopter pilot in theNaval Reserve.Since joining McDonnell DouglasHelicopter Company In 1980, Mr. Moorehas held positions in both the LightHelicopter and Product SupportDivisions.

A ~ p u t The Authors

STORAGECONTAINER

FIGURE 19: Area weapons system uploading/downloading.

30

Apache weapons system in the subsystem ofPTWS and AWS. The nextarticle in the Apache series will addressthe status of Apache fielding efforts.

Mr. Moore received his Bachelor ofScience Degree in accounting fr\)mPennsylvania State University.

Mr. Wendell W. Shivers Is responsiblefor manpower personnel Integrationimplementation f or the AH-64 and LHXprograms. Since joining McDonnellDouglas Helicopter Company In 1983, hehas held positions in Apache alrcrewtraining, LHX Integrated logisticssupport projects and U.S. militarymarketing.Mr. Shivers has more than 10 years'experience In Army Aviation. He Is ratedIn the UH-1 Huey and AH-1 Cobraaircraft.



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u.s.MY

Directorate of Evaluation/Standardization ~ ~REPORT TO THE FIELD

Aircraft Armament-Everyone's BusinessCW3 Phillip W. MaloneDirectorate of Evaluation and StandardizationU.S. Army Aviation CenterFort Rucker, AL

RECENT CHANGES in readiness levels of aircraft armament systems have become a main concern for Department of the Army in 1988.

As operators, how many times have we heard this statement, "We're going to the range in 2 weeks, so let 's runup the aircraft and do a full armament systems check"?This check is usually done to give the armament shop timeto fix any discrepancies. Often aircraft have somethingwrong with them that require armament shop repair beforethe aircraft go to the range. A delay in the repair mayoccur because of the need to order parts. Coupled withother aircraft maintenance problems, training can be adversely affected by this delay.

This method of preparing for range firing is not conducive to good management or maintenance procedures.Armament system checks and maintenance should be conducted on a continuous basis whether the system is beingfired or not. In the long run, armament maintenanceworkload should be reduced since the armament systemsare constantly being used. These checks identify problemsin a timely manner, which allows the unit to take corrective action at the time the system is broken not later whenthe system is needed. It also reduces crisis management,thereby improving workflow at a time when it is neededto be the most efficient.

As the time to fire approaches, we must have operablesystems to support our range requirements, allowing allpilots a chance to fire the proper tables. Last -minute problems can make it difficult to meet training requirements.

Readiness of weapons systems also directly reflects onthe unit's ability to perform its wartime mission. Let'sface i t-we must be prepared for any type of conflict atany time. For this reason, these weapons systems must

be maintained in the highest state of readiness at all times.This level of preparation is essential to ensuring ArmyA viation and the Army remains a viable deterrent.

To reinforce our readiness capability, some positivesteps have been taken at the Aviation Center. The Directorate of Evaluation and Standardization (DES) nowevaluates aircraft armament systems during its worldwidevisits. DES identifies problem areas pertaining to armament system operations and maintenance procedures.Through these evaluations, commanders are able toreevaluate and adjust their programs to ensure theirweapons systems are ready to fight.

To improve the reliability of armament systems, theAH-l Cobra operator's manual and checklist have beenchanged to include a full armament systems check during run-up, instead of simply on an " as required" basis.AH-64 Apache manuals are currently being reviewed toadopt the same measures. These manuals and checklistswill mandate continuous checks as a matter of habit.

The next time your unit does battle drills, plan for alittle extra time for weapons systems checks. Then writeup the discrepancies noted. The armament shop cannotfix what they don' t know to fix. You, the operators, arein the best position to accurately determine if systems arefunctioning properly. Remember, a weapon system couldsave your life one day. Stop by the armament shop to makesure they understand your write-up and answer any question they may have about the faulty operation you encountered so they may repair it quickly.

Rest assured, the Army Aviation Center will continueto ensure the ground commander's most effective combat multiplier is onstation and ready to fight. Involvingthe entire chain of command is a must to ensure readinessof armament systems.We cannot stress enough the importance of cohesionbetween operators and maintenance personnel in identifying malfunctioning systems and repairing them Quickly to keep our fighting force number one. Aia=;

DES welcomes your inquiries and requests to focus attention on an area of major importance. Write to us at: Commander, U.S. ArmyAviation Center, ATTN: ATZQ-ES, F. Rucker, AL 36362-5208; or call us at AUTOVON 558-3504 or Commercial 205-255-3504. Afte r duty

hours call Ft. Rucker Hotline, AUTOVON 558-6487 or Commercial 205-255-6487 and leave a message.

MAY 1988 31


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AVIATION PERSONNEL NOTES

Temporary Flying Duty ClearancesThe commander, U. S. Army Aeromedical Center(USAAMC), Ft. Rucker, AL, has initiated a change

in aeromedical waiver policy that has a major impact at aviation unit level. In the past, local flightsurgeons had a very limited authority to recommendreturn to flying or air traffic control duties for aircrew members with disqualifying but potentiallywaiverable conditions. A revised Aeromedical Centerpolicy letter, published 1 September 1987, delegatesto local flight surgeons the authority to recommenda temporary waiver for all conditions except thosethat are generally not waiverable. The final medicalrecommendation still rests with the USAAMC commander. The Total Army Personnel Agency (TAPA)is still the final waiver authority. Aircrewmembersand commanders must understand that either of thoseauthorities may possibly reverse the local decision,based on further review of the medical condition orthe needs of the Army. Flight surgeons are being cautioned also against abuse of this new authority, andunit commanders must not exert improper commandinfluence on aeromedical recommendations. Overall,'this policy change is expected to enhance missioncapability significantly with no impact on flightsafety.

The conditions that generally are not waiverableare as follows:

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Alcoholism (as defmed in Army Regulation (AR)40-501, paragraph 4-24h). Arteriosclerotic vascular disease. Cancer (except a single episode of basal cellcarcinoma) . Cardio vascular accident and other significantcentral nervous system disorders (stroke).

Loss of consciousness (unexplained). Medically disqualified. Those who have beenmedically disqualified from aviation service(orders from Department of the Army (DA)

TAPA); i.e., pregnancy. Myocardial infarction (heart attack). Other conditions that obviously impair personalsafety, safe flight or mission completion. Seizure disorder. Significant visual disturbances to include acuity

uncorrectable to 20/20 or impaired depthperception.

Skull fracture or other significant head trauma. Substance abuse.A viators with medically disqualifying conditions

not listed above may be returned to temporary flying duty by the local flight surgeon and unit commander as long as the medical condition will not compromise personal health, aviation safety or missioncompletion.

Scholarship ProgramEach year, the George and Carol Olmstead Foun

dation awards scholarships to three outstanding Armyofficers--two U.S. Military Academy graduates andone officer commissioned from another source. Historically, the application and selection process beginsin August of each year and lasts a year.

Olmsted scholars spend 9 to 12 months at the Defense Language Institute in Monterey,

Army Aviation Digest - May 1988

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