Army Aviation Digest - Sep 1982

8/12/2019 Army Aviation Digest - Sep 1982

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US RLS I SUPPORT ENTER

FORT R ~ g K ~ X 620577I L 36362 0577

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SEPTEMBER 1982 VOLUME 28 NUMBER 9*rigadier General Ellis D ParkerArmy Aviation OfficerODCSOPS, Headquarters,Department of the Army Major General Carl H McNair Jr.Commander Brigadier General Charles E TeeDeputy Commander

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12page 2 1416192224

page 22 25262831364044page 3

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

Army Aviation In latin America, Wallace H NuttingKnights Train For The Night, MAJ Frank L Carsonand CW3 Owen D ScruggsBattle l ine The Sky, MAJ Mark A IsonCH-47 Operations In Central And South America,CW4 John Robinson andCW3 Tom SusiMaintenance, Latin American Style, CPT G D MuseRotor-Induced WhiteoutPEARL'SReporting FinalRSI Report, Mr. Rush WickerHangar Talk: Aeronautical Equipment MaintenanceManagement Policies And Procedures, CW4 Kurt JPorter and CW3 RobertW LunauAviation Personnel NotesDES Report To The Field: U.S. Army Aviation

Standardization ProgramA lieutenant s Guide To The Aviation Warrant Officer,1LT Ronald M BuffkinForty Years Of Army Aviation, Part4: Armed Helicopters,Richard KArmy Aviation Systems Program Review 82, MG JohnW Woodmansee Jr.Pilot Error, Human Error,Views From Readers CInside Back Cover: ATC Action line: Lost Communications: Filing Fact Or Fiction, CW4 Peter CMcHugh

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Cover: A Chinook overflies the Panama Canal.Read the series about the diverse mission of the Honorable John O. Ma21 Oth CAB in Latin America beginning on page 2Illustration by Paul Fretts

Secretary of the ArRichard K TierneEditor

The mission of the U.S. rmy Aviation Digest USPS 415-350) provide This publication has been approved by The Adjutant General HeadquarDepartment of the Army 14 October 1981. in accordance with Army Regula310-1.information of an operational. functional nature concerning safety and aircraftaccident prevention. maintenance. operations. research and development.aviation medicine and other related data.

Department of the Army periodical published monthlyunder supervision the Commanding General. U.S. Army Aviation Cente r:Views expressed herein are not necessarily those of the Department ofthe Armynor the U.S. Army Aviation CenteL Photos are U.S. Army unless otherwi se specified. Use of the masculine is intended to include both genders unlessotherwi se stated. Material may be reprinted prov ided credit is given to the Digestand to the author unless otherwise indicated.

Articles. photos. and items of interest on Army Aviation are invited. Directcommunication is authorized to Editor. U.S. rmyAviati on Digest, P.O. Drawer PRucker. t 36362. Manuscripts returned upon request.

Active Army units receive distribution under the sysas in AR 310-1. Complete DA Form 12-5 and send directly to CDR,Publications Center, 2800 Eastern Boulevard, Baltimore, MD 21220. For change distribution requirements. initiate a revised DA FormGuard and Army Reserve units under pinpoint distributionsubmit DA Form 12-5. Other National Guard units should submit requests throtheir state adjutant general.Those not eligible for official distribution or who desire personal copiesDigest can order the magazine from the Superintendent of Documents, UGovernment Printing Office. Washington, DC 20402. Annual subscription raare 26.00 domestic 32.50 overseas.


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RMY AVIATION in Latin America is our featuredof this issue; and Lieutenant General Wallace H.

in chief , U.S. Southern Command,off with his perspective of our mission there.Theion element of the command is the 21 Othion Batta lion (CAB) of the 193d Infantry

igade (Panama) , long recognized as a super outfitmultifaceted operational as well as training mission.Major Mark A. Ison provides an overall look at theand coastal environment in which therates and the varied missions it performs" Battle Line the Sky. " He highlights the dailyrequirementsensure mission accomplishment. For instance, inin for the Night" we learn about a dedicatedper use of night v ision goggles

not be "an exercise in." The authors of this very informative article areOfficer CW3, Owen D. Scruggs and

jor Frank L. Carson.Likewise, the battalion 's Chinook crews are "constantlyand searching for new and different ways" toide ranging task of providing "CH-4 7 Operd South America ." Captain Dennis, CW4 John Robinson and CW3 Tom Susi havewith pride of their unit's efforts. While flightan everyday, so must maintenance be accomplishedsimilarly unique conditions. Captain G. D. Muse

put pen to paper to tell us about " Maintenance,American Style."

And for Army Aviat ion operations in the Southerneverywhere else-the admonitionsHawkins in "Pilot Error" apply across the board. His theme iswe have heard before, and it deserves articulationn: A great responsibili ty rests on us in the aviationresponsibility for safe, prudent operations.Hawkins then warns of the disasters thatwhen that responsibility is not fully accepted.Unfortunately, it is also timely and almost prophetican article deal ing with SSG Hawkins' topic ofsafety should appear in this, our final igestof fiscal year (FY) 1982. Through the end of

there have been 49 Class A aircraft accidents,crew or supervisory-or "human , the cited mishaps have resulted in 33an accident rate of 3.33 per 100,000

is our poorest year since we beganthe current classification system of Class A-Ets in 1977, with yet another month to be addedthose statistics As this issue goes to press in early, we have experienced ELEVEN moreing the FY 82 total to 60.For the third month in a row, I have directed theis co lumn to safety, or perhaps I

1982

should say the lack of it. While you may think it tediousor repetitious to hear it t ime and again, it is obviousthat the safety message and the concern it conveysstill has not gotten across. It is even more tedious andeven more distressful for me to read recurring reportsof needless accidents. Stop for a moment and realizethat if every individual involved had accepted theresponsibility of doing his or her job as professionallyas possible, at least 75 percent of our accidents wouldnot have occurred in these past 11 months Professionalism equates lives saved and equ ipment saved in ourcritical business of flying . Our duties as aviators maybe challenging and even on occasion risky, but ourtraining and our skills are commensurate with the tasksif properly appl ied and judiciously executed .Even this very day, a comprehensive aviation accidentprevention plan is being prepared at Department ofthe Army and will be disseminated to the field beforethe end of the month. I ask each and every member ofthe Army Aviat ion team to give it your total support-onthe ground and in the air. Make FY 1983 a banner yearfor safety. It can be so only with your support.Let me conclude by tell ing you of two very recentand welcome additions to the Aviation Center commandgroup: Colonel J Kitterman, formerly commander, 11 thAviation Group, U.S. Army Europe, is now the chief ofstaff, replacing Colonel Ben Pergerson who departsthis month to become the chief, Colonels Division,Military Personnel Center; Brigadier General ChuckTeeter who served last as the assistant divisioncommander of the 2d Infantry Divis ion in Korea is alsonow aboard as the deputy commanding general of theCenter.

My final word to you in FY 1982-let our theme be"Accident Free in '83 ."

Major General Carl H. McNair Jr.Commander, u.s. Army Aviation CenterFort Rucker, AL1


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rmy viation~ t i n merica

While the

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Lieutenant r ;; l,niCIil l:t1Wallace H I ll ''''u 1 eII

Command

execution.From the

U S ARMY AVIATION DIGES


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o DOUBT BOUT it, thes of the 114th Combat SupAviation Company (CSAC),Knights of the Air, have a challengIn the RePanama, they operate over

carpet of triple canopy jungle,elevations,into precipi tous hover-hole(LZs). Nights in Cenblacker than theblack hole. Add the

SER 1982

weather component, which is characterized by an 8 to 9 month monsoon or rainy season and a shorterdry season during which the skiesare clear but extremely turbulent.Year-round, almost every flight atterrain altitudes is a thrill.The normal mission of the Knightsconsists of airmobile operations insupport of the 193d Infantry Brigade,

the Jungle Operations TrainingCenter (lOTC) and the U.S. Army

ABOVE: Airmobile opera-tions are the word of theday when operating in thejungle, particularly againstguerilla forcesBELOW: Providing coverfire for airmobileoperat ions in Panamameans returning groundfire in a general directionas seeing a target throughtriple canopy jungle isabsolutely impossible

Major Frank L CarsonCommanderCW3 Owen D ScruggsStandardization Officer

114th Combat Support AviationCompany210th Combat Aviation Battalion193d Infantry Brigade Panama)Howard AFB, Panama

School of the Americas. The unitmust also be prepared to conductdisaster relief or civic action missionsthroughout Central and SouthAmerica. Perhaps the best way toconvey a feel for our mission is awar story.

There I was - 200 feet oversome of hemostunforgivingterrain in the world with so

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Army Aviation n ~ t i n Americamuch darkness around meswore I had been swallowedby a cow; and aground com-mander in back of my helicopter wanting to land in anLZ that I wasn't too crazyabout in the daytime All Ineeded now was for the rainto start againThe opportunity to excelstarted when we tried to findour little 'hover-hole." Thetrees around the LZ roseabout 60 to 8 feet on allsides making it impossibleto see the landing area untilthe aircraftwas directly overit. I was lucky and found itThe next problem was to es-tablish an approach thatwould allow the landing tobe made without having myentire life J1ash before myeyes We weren't so luckyhere, although nothing wasbroken.The takeoffwas prob-ably the easiest part of theentire ordeaLMaximumpow-er was applied until we feltw were above the barriers,then blackness forward, air-speed, return to the pickUpzone and start the whole gorymess over again.

As the above e X ~ l m l D l e de[)lct:s,' ~ . r > ~ ~ . . , used to an exer-

in terror. No matter howand hard we the nlP'nt-terrorsvndrclme persist.ed. In retros10ec:t.

ter at Ft. and we evenhad some on hand in the

late 1980 were still

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o r ~ ~ a n l Z e : d program for their inter . _ n , " ' ~ ' _ into our unit mission.

was no confidence in them.The in the 114th

CSAC came 1980 whenthe Forces Command c o m r n a I l d t ~ rsaid that the mission of aviation onthe modern battlefield delDerldedon total pn)tic:ierlcvskilled use of vision r t , , . , ' ,


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to the increased possibility ofthe objective area.Lights in the landing zones preproblem. t was not

if the LZ was in one of theen they were, they were poorly alignedpositioned. At other times theY would be set up properly but(soldiers holdings) when the aircraft was on shortour most

problem came from welling soldiers aiming flashlightsis a

especially uncomfortable - anderous-when landing in a singlehover-hole with an NVGd to your eyeball.Every unit's mission is a littleany unit embarkingan NVG training program mustprepared to use the scare and

technique to develop thetactics. The key tois totalthe commander,

and safety personscare andexercises the standardizationto meet regularly withNVG pilots in an attempt toideas and experiencesFrom those meetings and

ournt Night Training Program wasThe 114th CSAC program consistsq night visionAll personnel assignin

TC 1-135Aircrew Training Manual, UH-1,evaluated on night maneuvers.In Night Hawk training, the aver-

age pilot receives about 10 flighthours and 10 academic hours regardless of previous training. After qualification, aviators are continuallymonitored and evaluated to ensurethese skills do not deteriorate.The last, and most demandingphase of the program, is qualification in AN/PVS-SA night visiongoggles. Aviators complete requiredacademic instruction and normallyreceive about 15 hours of flight.

The first 10 hours of flight is normallyconducted in the traffic patternwhich perfects individual skills; theremaining flight hours are used toperform terrain flight operations inthe tactical training area.In order to maintain currency,pilots are required to fly a minimum8 hours quarterly, of which only 4may be flown using daylight filters.This increased currency requirement is necessary to ensure safeNVG operations in our environment.

Our primary mission is tacticalaviation support of the 193d InfantryBrigade; and since we are the onlyUH-l unit in Panama, we work veryclosely with the ground units. The114th's night training program qualifies aviators but it also opens newvistas for the supported units.All missions are conducted atterrain flight altitudes, under blackout conditions and complete radiolistening silence. A normal operationusually involves routes between 20and 40 kilometers with landingsmade at one or more single-shiplanding zones. Control is maintainedby a series of aircraft checkpointsalong the assigned route. Remainingon the assigned route and crossingcheckpoints at specified times isimperative for both safety and mission accomplishment. Convergingroutes are avoided and there isnormally a minimum 3-kilometerseparation between routes. All pilotsand crewmembers attend a debrief-

ing at the completion of everymission which allows any problemareas to be discussed and dealt withwhile the information is current andprovides input necessary to continually update SOPs and checklistsused during NVG operations.We constantly seek methods toextend the NVG capabilities of theunit. A recent operation, conductedwith a training battalion at the lOTCrequired the unit to insert troops toa defended rooftop about 15 meterssquare. The ground unit was to

perform a rescue operation andprepare for vertical extraction. Asecond aircraft was used to verticallyextract personnel off the same position. The entire operation was conducted in less than S minutes, duringthe hours of darkness, using nightvision devices. It was considered acomplete success and proved that,with sufficient training, very complicated special operations can beconducted using night vision goggles.The question was recently raisedas to what effect nuclear, biological,chemical (NBC) operations wouldhave on NVG equipped aviators. Inorder to find an answer, the standardization officer and another bravesoul conducted a training flight withAN/PVS-5As while wearing the M-24 protective mask. After 1 hour wedetermined that it was not as totallyoutrageous as many first believed.NBC operations are now part of thequalification and continuation trainingphases of the NVG program.The unit is gaining proficiencymonthly but has a long way to go.lt is significant, however, that the114th CSAC now routinely accomplishes night tactical troop insertionsand extractions into and out of jungleconfined areas and pinnacles usingNVG devices, meaning it has enhanced its survivability and effectiveness to the ground commanderduring the hours of darkness.

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photo by MSG Dave Goldie

The new JOES JungleOperations ExtractionSystem) extractionmethod developed by theJOT cadre now makes iteasier to rescue downedaviators from densejungles. The systemincorporates a standardSwiss rappelling seatand a regular trooprappelling rope, items thatare readily availablearound any infantry unittoday

ttic,tne

Major Mark A IsonOperations210th Combat Aviation Battalion193d Infantry Brigade (Panama)Howard AFB, Panama

sOME OF THE MOST challengintraining conditions and demanding flight standardin the Army these are what pilots of the 210Combat Aviation Battalion CAB) routinely facaccomplishing their missions in Panama.Located only 6 miles north of the equatoPanama encompasses varied types of terraiincluding sweeping hill country and peaks formeby extinct volcanoes that tower up to 7,000 feeMuch of the country is covered with thick, tripcanopy jungle that mostly offers only widely scatered, one ship landing/pickup zones LZ/PZ).is flanked by the Pacific and Atlantic oceans thare connected by the Panama Canal. The canincludes a series of large lakes and the ChagrRiver, which draws much of its water from tropicrain forests.Temperatures vary from the high 70s to thmid-90s, year round.Besides flying in relatively hot weather, thaircrews must also operate in two distinct seasonU.S. ARMY AVIATION DIGES


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rmy viation n ~ t i n mericarainy season, from April throughDecember, and dry season, calledsummer, from January throughMarch:The rainy season is characterizedby ground fog low ceilings, showersand heavy cloudbursts. Aircrews areoften required to fly hood or actualinstrument meteorological conditions (lMC) during single aircraftadministrative flights and duringtactical training missions going fromne ocean to the other. Multishipflights may either separate and flyIMC, or transit the canal area as alight by combining nap-of-the-earth,

and low-level flight.During the dry season, the tradeand extremelyns prevail, often

d-day throughout the operatingWind, smoke (most Pana8- to 12-foot high grassgrows during the wet season),

and bright sunlight are thet affectA common hazard during bothis birds. t is not unusual

or blueed parrots in formation flight.ghts of black buzzards in groupshundreds.These operational conditions set

am unique to the 210th CAB.be discussed.The primary mission is to support

ma Canal. Thosethe 3d Battalion, 5th Infantryone airborne rifle com

d the 4th Battalion (Mech),ial Forces Group

ER 1982

(Abn), and the Jungle OperationsTraining Center JOTC)-all organic to the 193d Infantry Brigade(Panama).

The 210th CAB also providesaviation support to: about 14 CONUS (continentalUnited States)-based infantry battalions tha t undergo 3 weeks of jungletraining annually at JOTC Latin American officers andsoliders who attend courses at theU.S. Army School of the Americas the Panama Canal Commission other U.S. agencies in Panama.Real-world mission support isalways up-front and often comesduring maximum support periods.An example of this diversificationwas during joint training exercise(JTX) Black Hawk IV, 1981 whenthe battalion was supporting twoOrganization of American Statesmissions, one in EI Salvador andHonduras some 700 nautical milesto the north with two UH-1 Hueyaircraft, and another in Ecuador/Peru some 2,000 nautical milesto the south, also with two Hueys.In addition, three UH-1s andone OH-58 Kiowa were deployedto Costa Rica for annual high altitudequalification training. As one cansee, this organization provides agreat variety of aviation support inan operational area the size of thecontiguous United States.

The battalion's secondary missionis to furnish aviation support fordisaster relief operations throughoutCentral and South America. Anexample would be the movementof personnel and critical suppliesto remote locations after a majorstorm or earthquake.

To accomplish its missions, the210th CAB is organized as shown

While Panama is largely low densejungle other areas of operation forIsthmus-based aviators can includethe Andes mountains in Peru whereoxygen is required just to sneakthrough the valleys

in the accompanying chart, a specialorganization that is tailored for themany OH-58, UH-1H, CH-47 Chinook and U-21/C-12 flights. Theannual flying hour program is budgeted for 12,130 hours.I stated earlier that flying inPanama is unique and that operational conditions set the stagefor a dynamic training program. Thisprogram applies to all crewmemberswho operate in and over the junglesof Panama.Training of newly assigned pilotsand crewmembers is planned in aseries of phases. Water training, amust because of the two oceans, alarge canal and several larger lakes,is conducted within the first 30 days

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CLOCKWISEFROM L FTABOVE When a map in Panamasays one bird LZ it means itSurvival and evasion r iriing given at Panama's JungleOperations Training Center for pilots and aircrews findsaviators mastering the art of propel ling a 7-man l i feboat in asemistraight lineThe JOTC aviator survival and evasion training is often thefirst time many young fliers have ever deployed their waterwings, let alone tried to swim with them onSomething simple, like opening a coconut, isn't so simple ifyou've never done It before. Aviators are exposed to this andnumerous other survival skills dur ing their 3-day survival andevasion training a t JOTC photographs by MSG Dave Goldie

after arrival. Unit training schedulesare followed for this instruction asdictated by appropriate aircrewtraining manuals.Specialized pilot and crew skillsare developed during mission training at JOTC. Examples are stabo,rappel, Night Hawk/night visiongoggles approaches and takeoffs from single-ship LZ/PZs, paradrop operations and helocastlwaterborne operations for CH-47 flightcrews.

The need for downed aircraftsurvival skiils is met with a twophase jungle survival training coursedeveloped by the 210th CAB andJOTC. It is the only course of itskind available today in the Army.(See Prepared to Survive, AviationDigest February 1982, pp. 42-44.)As a result of their training, avia-

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tors gain a healthy respect for thejungle and for the difficulties anuntrained or physically unfit soldiermight encounter in a rugged tropicalenvironment. More than that, theylearn that achieving establishedtraining standards will enable themto survive so they can fly again. Upto this point, training activitiesdiscussed have covered only a smallpart of the battalion's training program. Collective/individual trainingprograms are an unending process.The soldiers are taught the importance of tactical/ technical task proficiency on a continuing basis, i.e.,training is everything and everythingis training. Time being our mostprecious resource, the principles ofthe Battalion Training ManagementSystem are the key to a dynamictraining program. Hands-on, job re-

lated trammg integrated into thdaily work schedule, supervised bthe noncommissioned officer leadership, is a must. The soldiers othis battalion represent 4 differenmilitary occupational specialties anhave achieved an 88 percent SQT(skill qualification test) rate in fiscayear 1982.Flying and training in Panamare extremely demanding, but theare also fun. The 210th CAB has defined mission-defend the PanamCanal- which keeps us well-trainedready and able. I t also gives substance to the battalion s mottoBattle Line The Sky, and accountfor the 210th Combat Aviation Battalion's well deserved reputationthroughout the Army Aviation community, as well as Central and SoutAmerica.

u s ARMY AVIATION DIGEST


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- ___ __ . -..z.

Gi/ 47 Operations nentral outb mericaCaptain Dennis PatrickPlatoon LeaderCW4 John RobinsonOperations OfficerCW Tom SusiInstructor Pilot/Instrument Flight Examiner

3d Platoon, 242d Aviation Company210th Combat Aviation Battalion193d Infant ry Brigade Panama)Howard AFB, Panama

HE PANAMA CANAL, a man-made featurethrough which ships transition between theAtlantic and Pacific oceans, highlights theprimary area of operation for the 3d Platoon, 242dAviation Company. This independent CH-47 Chinookplatoon provides medium-lift helicopter support tothe 193d Infantry Brigade Panama) and to the variouscountries of Central and South America.

SEPTEMBER 982

There are 7 people assigned to the platoon, and ithas 8 Chinook helicopters. Each aviator and crewmember has to maintain a high level of proficiency inall realms of flight to accomplish missions rangingfrom tactical troop moves, resupply flights and artilleryraids to helocasting, aircraft recovery, mountain operations, sea rescue and civic action the majority ofwhich will be flown in high temperatures, with poorvisibilities and low ceilings.Many of the tactical support missions are performedat night during periods of marginal weather conditionsusing minimum lighting. In addition, most of themare into small, single-ship landing zones. To ensurethe safe, professional accomplishment of these flights,night flying and training have become a way of life forthe CH-47 pilot in Panama.Due to the tactical mission of the 193d InfantryBrigade Panama), the nature of the Panama Canalarea of operations and the political situation in andaround the Republic of Panama, it is not reasonableto envision armed conflict in Panama taking a conven-

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rmy viation n ~ t i n merica

Helicast resupply missions featuring supply-laden RB 15s being pushed from low flyingChinooks at fixed water locations are a muchopted for support technique used by deployedinfantry elements

tional form as in Europe. That is to say, there will inall likelihood be no main battle area and certainly noforward line of own troops. Therefore , the CH-47pilot in Panama can expect to work throughout theoperational area while the CH-47 pilot in Europewould operate primarily in the rear area. As a result ,the 3d Platoon routinely trains with the artillery andspecial forces working on artillery raids, paradropsand helocasting.

Helocasting is a unique mission the platoon conductsin conjunction with the Jungle Operations TrainingCenter and the Special Forces It allows a unitcommander the flexibility to air deliver 2 combatequipped troops and loaded IS-man rubber boat(RB-lS) into a water landing zone in an area whereconventional landing zones are not available. Tosuccessfully accomplish this, the pilot must maintaina constant 10-knot, 10-foot profile over the waterwhile the troops and boat exit the aircraft. Imaginethe excitement involved and the skill required to fly

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photo by MSG Dave Go ld ie

Personnel helicasts are a real test of Chinook flyingability. Holding the CH 47 1 to 15 feet off the waterat 15 knots long enough to launch a loaded RB 15followed on the same pass by squad members is notan art perfected on the first try

nap-of-the-earth down a winding river, identify thedrop zone, put the cargo in the river and departundetected in a CH-47 Helocasting is extremelyvaluable in the jungle environment of Central andSouth America.While tactical training is most important, the unitparticipates in other exercises and in various realworld missions. High altitude training, ranging from6,000 to 4 ,000 feet, is conducted annually in nearbyLatin American countries. Pilots and crewmembersbecome proficient in performing mountain approachesand landings at high gross weights under adversewind and turbulent conditions. This training enablesthe platoon to transport ground forces and equipmentto any location in Central or South America and hasproven essential to the successful completion of variouscivic action missions.As the 3d Platoon, 242d Aviation Company, is theonly medium-lift unit in the theater, its CH-47 helicopters are in high demand throughout Central and

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Once the LZ hazards were removed by the engineers a 210thCH-47 lifts the minidozer to another LZ in the jung le around FtSherman Panama

South America for such civic action missions. Thoseare often in remote areas which may require extendedflights over unpopulated areas with no fuel sources.Because of this requirement, the unit is authorized touse internally mounted auxiliary fuel tanks whichallow up to 7 hours of flight without refueling.

One mission to an area lacking the proper aviationsupport facilities was the recent support of theconstruction of a microwave transmitter in Pasto,Colombia. The unit delivered more than 80 externalloads to the summit of a 14 OOO-foot mountain, provingthe benefit of the auxiliary fuel tanks as well as theprofessionalism and talents of the crewmembers.In the recent past the Chinook pilots and crewshave been called upon to assist in disaster relief, carryfood and medical supplies to people in need and tocarry supplies and equipment to the Cuna Indians.The unit has also helped recover foreign aircraft andaided in the rescue of people and ships at sea.

The most recent civic action mission came as a

EPTEM ER 1982

result of the collapse of a bridge in David, Republic ofPanama. The 3d Platoon, 242d Aviation Company,was notified on Friday to ready an aircraft to supportthe reconstruction of the bridge, and Saturday morningthe aircraft departed. Completion of the missionentailed the moving of construction material over adistance of 50 miles and required the crew to spend 3days in David. That time and effort clearly demonstratedthe dedication of the United States to the promotionof goodwill throughout Central and South America.Pilots and crews of this unit are constantly learningand are searching for new and different challenges.Their professionalism, pride and can do attitudeensure success on any battlefield as well as the successof any future goodwill mission in Central and SouthAmerica. Let it be said that the 3d Platoon, 242dAviation Company, stands prepared and willing toprovide CH-47 support to anyone, anywhere-andthat it typifies the statement, ALL THINGS DONEWELL. - . , i

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rmyAviation in ~ t i n America

,/Uaintenance,~ t i n~ m e r i c nstyleCaptain G. D Muse

Executive fficer590th Transportation Aircraft Maintenance Company210th Combat Aviation Battalion193d Infantry Brigade Panama)Howard AFB, Panama

~ I I N G MAINTENANCE support for the210th Combat Aviation Battalion (CAB), the aviationelement of the 193d Infantry Brigade (Panama), canbe a unique and sometimes very frustrating experience.Principally, that is because many of the battalion ssupport missions take aircraft out of the PanamaCanal area, often well beyond the reach of normalmaintenance facilities. The 590th TransportationAircraft Maintenance Company A VIM) found thatunusual problems call for unusual solutions.Unlike their European, Korean or CONUS (continental United States)-based counterparts, the 210thCAB aircrews routinely cross international bordersto provide training, maintenance and logistic supportto countries throughout Central and South America.The 590th T AMC s maintenance responsibilities,however, do not disappear when aircraft cross beyondthe invisible borders. In fact, if aircraft go down formaintenance, the unit s problems are just beginning.

The first major obstacle is communications. The

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590th T AMC attempts to trouble shoot maintenanceproblems based upon whatever information is available. Although a small maintenance crew accompaniesunits when they leave Panama, it cannot carry enoughspare parts and equipment to cover every contingency.f a situation arises that is beyond the capabilities ofthe small maintenance crew, 590th TAMC specialtyteams go into action.These specialty teams were organized specificallyto handle out-of-country difficulties, and most have

at least one member who is a Spanish linguist. Allteam members are experts in their respective specialtiesand have sufficient experience to assist in other areas,adding up to an expert grouping of maintenancepersonnel that can react immediately whenever aquestionable maintenance problem arises. The maintenance officer gathers spare parts and equipmentdeemed necessary to ensure repairs are made expeditiously. Surprisingly, most repairs are completedwithout major delays or logistical requirements.



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Depending on the circumstances and the availability of transportation, maintenance specialty teamswill normally arrive onsite within 24 hours of theiriniJial notification. The 210th CAB has two fixed wingaircraft - a U 21 and a C 12 that are normally usedin these situations. On occasion, the U.S. Air Forcehas transported heavy equipment if a C-l30 is scheduledto fly to that particular country. In the event a helicopteris not repairable at the field site, a sling-load operationis initiated. f feasible, a CH-47 from the 210th CAB'sChinook platoon is tasked to sling the downed aircraftto a usable airfield. There the aircraft is repaired ordisassembled and returned to Panama aboard AirForce transport airplanes. Although that situationhas never occurred, the potential for it remains highbecause of the 210th CAB's out-of-country supportmission requirements.

The 590th TAMC is often required to providemobile training team (MTT) support to Latin Americancountries that possess aircraft similar to those operated

SEPTEMBER 1982

Mechanics pull a UH-1 outfor a tailrotor alignmentcheck at the 590th s hangarat Howard AFB, Panama

by the U.S. Army. These teams train the country'smaintenance crews and assist them in updating theirmaintenance procedures.

MTTs can vary from 1 day hit and run classes toextended training which can last for several months.The latter requires lengthy preparation as referencematerial, training aids and lesson plans must betranslated and bilingual instructors have to be used.The interesting thing about MTTs is that the trainerslearn so much from their counterparts. Of equalimportance is the rapport established and the enduringfriendships that result.Aviation maintenance support in Latin America ismore than having the right wrench. Soldiers in the590th T AMC have to be mechanics as well as diplomats,trainers, travelers and troubleshooters. That is whatmakes being part of a maintenance effort professionallyrewarding. It may not always be fun although mostof the time it s but it surely is exciting and interesting.

I

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m ~u s ARM SAnTY CENUR

ROTORINDU EDWHITEOUT

Winter presents manyhazards to helicopteroperations. One of thesewinter hazards which causesaircraft accidents each year isrotor-induced whiteout. Thefollowing two cases are typical.Four UH-IHs were on a troopinsertion mission. The formationprescribed was a diamondformation from liftoff until themission was completed. The flightplatoon leader received themission from the infantry platoon

4

leader with a request for animmediate departure. Thispermitted only a sketchy briefingand no time for flight planning.

The troops were loaded andthe aircraft took off. After 5minutes in flight, the pilot of thelead aircraft decelerated andbegan an approach toward thewood line of a large, open, snowcovered field. Both the pilot andcopilot PIC) of the No 3 aircraftwere surprised - the copilotbecause he did not recognize the

field ahead of them as the coordinates of the first LZ that had beenbriefed, and the pilot because hehad begun to overtake the leadaircraft before he realized leadwas decelerating in an approachwithout advance warning. TheNo 3 pilot was able to regain hisrelative position in the flight andmaintained that position almostuntil he landed.During termination of thelanding, rotor-induced blowingsnow developed, and the pilot lost

U S RMY VI TION DIGEST


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outside visual reference witheverything except the top of thetree line to his front. The copilot,looking down through the chinbubble on the left side, told thepilot he thought they weremoving backwards. The pilot didnot sense any backwardmovement but, almostsimultaneously, he saw the treeson the horizon tumble as theaircraft rolled right and came torest inverted.

The copilot jettisoned the dooron the left side of the cockpit andexited, followed by the pilot. Oneof the passengers seated on theleft side of the aircraft removedthe emergency window in thecargo door and exited, followedby the crew chief and the otherseven passengers. Two of thepassengers sustained minorinjuries.

Adequate time to plan themission was not given to the aircrewmembers. Although themission was received before thestart of the training exercise, finaldetails were not available untilthe morning of the mishap. Theflight leader, in his haste to meetthe requested departure time, didnot provide route of flight data oradequate time for the other pilotsto plot the coordinates beforetakeoff. When the flight leaderbegan a deceleration andapproach without warning to anarea that did not coincide withany of the map coordinates hehad given the flight, the rest ofthe flight was somewhatsurprised. Although the flightleader evaluated weather andperformance planning, time wasnot available for the others to dothe same. Radio silence wasimposed on the flight and analternate means of controlling theflight was not provided.Contrary to instructions in TC1-12 the flight leader led the fouraircraft in a close diamondformation to a landing in a snowcovered field, instead-of spacing

SEPTEMBER 982

them out at 15- to 30-second intervals. This resulted in enoughrotor-induced blowing snow forthe No 3 pilot to become disoriented. The flight leader wasnot aware of the instructions inTC 1-12.When the approach wasinitiated, the No 3 pilot used agreater than normal decelerativeattitude to regain and maintainposition in the formationthroughout the approach. Whenthe aircraft entered the rotorinduced blowing snow, it driftedto the rear once outside visualreference was lost by the crew.The copilot (PIC), concernedwith landing at the wrong LZ, wasengrossed in his map duringtermination of the landing anddid not initiate a go-around. Thepilots of the No 2 and 4 aircraftdid not land in the LZ after seeingthe blowing snow induced by thefirst aircraft.As an OH-58 and two Cobraswere taking off from a field site,visibility began to decreasebecause of light snow. Snowshowers and one-half mile visibilityhad been forecast. Fresh, loose snowabout 6 to 8 inches deep coveredthe ground. The IP in one of theAH-1s momentarily lost sight ofthe lead OH-58 during takeoffbecause of blowing snow andclosed his interval to 200 to 300meters. The two Cobras followedthe OH-58, with the weatherrapidly deteriorating.Crossing a ridge line and seeingheavy snow moving toward them,the OH-58 pilot said he was goingto make a right turn and return tothe takeoff point.As the IP of the No 2 aircraftcompleted his turn, he saw theOH-58 cross a powerline anddisappear from sight in the snowshower. The AH-1 IP had justdecided to land when the platoonleader, flying in the OH-58, calledto the pilots to pick a spot andland. The AH-1 IP picked whatappeared to be a level spot and

began his approach. On final atabout a 5-foot skid height, theaircraf t was completely engulfedin rotor-induced blowing snow.The IP became disoriented butcouldn t go around because of thepowerlines ahead of him. Heapplied aft cyclic to continue hislanding.The AH-1 hit the ground withthe right skid and then the leftskid and rolled over. The IP andpilot exited uninjured.

The IP was not new to winteroperations. He was well qualified,highly experienced, current andproficient in the type of flying hewas performing when theaccident occurred. The problemarose when the IP had to shoot adownwind approach to a snowcovered field. The rotor-inducedblowing snow cloud stayed withthe aircraft as it continuedforward. An upwind approachwill allow a pilot to stay ahead ofthe blowing snow cloud.The flight waited too late toland. The AH-1 IP was the mostexper ienced pilot in the flight andshould have advised the flightleader to land earlier when herealized the weather conditionswere deteriorating. A lack ofweather information concerningcloud tops and icing conditionsalso cont ributed to the accident.Without this information, the IPhad to rule out vertical helicopterinstrument recovery procedures.

The best way to prevent thesetypes of accidents is through awell organized unit trainingprogram. Pilots lose some of theirwinter flying proficiency duringthe summer months and shouldbe given refresher training onblowing snow conditions justbefore the first snowfall. Pilotsshould also be familiar withappropriate ATMs, FM 1-51 andDA Training Circular 1-12.Advance planning is still thekey to successful winteroperations.

5


18/48

PEARI. SPersonal Equipment And Rescue survival LowdovvnA New Look To AR 4 ~ t s ComingA serious recurring problem exists with securityand inspection of aviation survival kits containingdiphenoxylate hydrochloride (Lomotil) , a ScheduleV controlled substance. The provisions of paragraph3-5, AR 40-61, are usually applied by field activities,resulting in unnecessarily frequent and cumbersomeinspections; storage security requirements that areunrealistic; or, in some cases, removal of the substancefrom the kits in order to eliminate the problem. Thelatter action improperly denies downed aircrewsadequate protection from disabling diarrheal conditions; it also increases the aircrew's risk of potentiallyfatal dehydration, especially under conditions wherewater supplies are limited, such as desert environments.The following DA Form 2028 changes to AR 40-61h ve been recommendedPage 3-22, 23, paragraph 3-55a, line 1, change toread: a. An inventory of control led substances will beconducted monthly except, however, that controlledsubstances which are components of aviation survivalkits will be inventoried at the same time as the periodicinspection of such kits is conducted. RATIONALE:Survival kits are inspected every 90 days; inspectionevery 30 days for controlled substances is an unnecessary additional workload, particularly since the onlycontrolled substance is diphenoxylate hydrochloride(Lomotil).Page 3-23, paragraph 3-55a, add a new paragraph3) as follows: The inventoryofficer for Schedule V controlled substances in aviation survival kits will bethe aviation life supportequipment technician

who conducts the periodic inspection of thatkit. RATIONALE:Since aviation survivalkits contain no controlled substance otherthan Lomotil, whichhas no history of abuse,it is not necessary tohave a separateinventory officer.Carol Steinphoto by Reid Rogers

Page 3-23, paragraph 3-58, add a new paragraph asfollows: Para 3-58. Controlled medical items ascomponents of aviation survival kits. When controlledmedical items, Schedule V, are components of aviationsurvival kits, the kits will be issued and stored in themanner as if the kits did not contain a Schedule Vitem. At unit level, such kits will normally be in thepossession of personnel authorized or issued thosekits or will be secured in the same manner as prescribedfor other aviation life support equipment, such as alocked room, cage or individual locker. RATIONALE:Existing storage practices for survival kits have beenunnecessarily rigid and have interfered with properavailability of kits and of Lomotil to aircrew members.

Requisitioning Of Medical MaterielDefense Personnel Support Center (DPSC) advisedthe Commander, U.S. Army Medical Materiel Agency,Ft. Detrick, MD, that there have been increasingincidents of requisitions for medical materiel beingsent to DPSC by nonmedical, unauthorized requisitioners. Message, U.S. Army Medical Materiel Agency,SGMMA-SDR-B, 1816 )1Z May 82, advised this office,DRCPO-ALSE, and other addresses of AIG 7485,that AR 40-61, Chapter 3, requires requisitions formedical materiel be made by installation MedicalSupply Activities (IMSA). We are advising all ALSEusers to follow the procedures established in AR 40-61 as pertains to medical materiel. The SGMMASDR-B message states requisitions submitted frominappropriate sources will be rejected without action.Your assistance in this matter is appreciated. Point ofcontact is CPT Daley, AUTOVON 343-7161, or assistance can be requested by letter addressed to the U.S.Army Medical Materiel Agency, ATTN SGMMASDR-B, Ft. Detrick, MD 20783.

Could This e YouRecently a few graduates of the 5th Army ALSESchool did not provide complete addresses whereforwarding mail could reach them. Weare looking foraddresses of: Dominick 1 Rela, Army ArmamentResearch and Development Command (ARRADCOM)Dover, NJ; Willie L Tanner, 14th Co 1st BDE, Ft.

U S RMY VI TION DIGEST


19/48

Rucker, AL 36362; and Walter L Eagle, PO Box 623,Marathan, KS 66502. Please send a complete mailingaddress so we can send you your Associate Membershipin the ALSE system. Write to PEARL and yourcertificate will be sent post haste.Update on First Aid Kit InspectionMessage DASG-HCL 271820Z Oct 81, reiterateslocal interpretation of paragraph 10-7, TM 55-1500-328-25, erroneously limiting inspection respqnsibilityto post medical facility personnel. Inspection, marking,replacement of components, sealing, etc., may beaccomplished by unit aviation life support, medicalsupply or medical personnel provided local procedureshave been established and the necessary publications,quality control information, etc., are available. Theinstallation or o ther supporting medical supply personnel will provide assistance as required and ensureappropriate quality control information is disseminatedto supported units.Pistol Holster For SRU 21/P estDear PEARL recently I ordered an SRU-21/P survival vest nd it was delivered but it c me without theholster. Can you tell me what happened s previouslywe have been getting the holsters with the survivalvest?Glad you asked that, as we have been having anumber of inquiries from the field on this same subject.t seems as though someone submitted a suggestionto issue the vest without the holster as they thought it

would result in a cost avoidance. The OV-1 PistolHolder can be used and actually is easier to install asit is made of a cloth base. The national stock number(NSN) is 1095-00-208-7598 and it is authorized to besewn onto the SRU-21 P vest. The hip-type pistol holder NSN) 1095-00-716-0488) and the shoulder pistolholder NSN 1095-00-716-0934) are also authorizedand can be used providing they do not interfere withflying duties. Sorry for any inconvenience this mayhave caused you. Unfortunately, some configurationchanges are made that we are sometimes unaware ofand we are continually working toward closing the gap.ANIMQIA Oxygen TesterWe have received a number of inquiries pertainingto the availability of subject tester and how to orderit. First, the tester is authorized. Table 2-2 of TM 55-1660-243-12/TO 15X5-4-4-12 (Maintenance Instructionsfor the Oxygen Mask, Type MBU-5/P) lists the MQ-1oxygen mask tester as a required item of test equipmentfor the MBU-5/P oxygen mask. This is your basis ofauthorization. Since the item is not in the AMDF, itmust be ordered "off-line" from FPZ under NSN 6695-00-564-9500. f you are in the Army National Guard,

SEPTEMBER 982

you should consult your state USPFO (United StatesProperty and Fiscal Officer) concerning the funding,since a transfer of monies to the Air Force is involved.The contractor of the tester is Winding Specialist Inc.Mr. George Wells is the president and it is possible itcould be ordered direct but clearance would have tobe obtained from the Air Force through this office.Water Purification TabletsI know you have been hearing a lot about thesetablets, but we want to be sure you are kept apprisedon where we are in this area. You may never need touse them but should the occasion arise, you shouldhave the correct information. The Defense PersonnelSupport Center advised the following medicalmateriel was tested and found to be suitable for issueand use provided the unit has a good wax closure andshows no signs of physical deterioration. A retest of 2years has been established for the following lot: NSN6850-00-985-7166, water purification tablet, iodine,8MG, 50S, Van Brode Milling Company, 1311-727Oct 82 D80075 7SL. NOTE: Cite DPSC project numberas authority for extension of expiration date. SAILSABX 81Q0555. USAMMA will confirm this informationin DA SB 8-75 Series.Water Purification Tablet Serviceability TestingIn order to reduce the large number of individualpotency requests and tests performed by the Foodand Drug Administration (FDA), the Department ofthe Army will conduct an annual inventory of subjectmateriel. Activities are to report all lots which willexpire during the following year (reports will be sentto USAMMA, ATTN: SGMMA-LDT, Ft. Detrick,MD). Negative reports are not required. The reportwill contain the lot number (in sequence), quantity,manufacturer and expiration/retest date. Activitieswill be notified via SGMMA-LDT-Q message seriesand the DA SB 8-75 series of all lots undergoingtesting. Upon completion of the FDA tests, dispositioninstructions will be disseminated worldwide by theSGMMA-LDT-Q message series. For this first inventory, activities will provide, in lot number sequence,all lots which have expired or will expire prior to 31ecember 1982. Activities will no longer submitindividual requests for potency extension for the subjectitem.Hand Generated Flashlights Being EvaluatedAircrew cold climate survival kits, as originallyissued, contained a hand-generated flashlight as acomponent. The original flashlight was found to beinadequate during service test when used in Arctic/cold

7


20/48

PEARI Sregions and was removed from the kit. The new typeA 9 hand-generated flashlight appears to be an improvement over the original issue and the new flashlightwill be reevaluated when received by Natick Laboratories. We will keep you posted on the findings andresults. PEARL thanks you for your interest inpromoting ALSE.Unsuitable Earplugs

t recently came to our attention that the followingmedical materiel should be disposed of in accordancewith para 3-46, AR 40-61, under provisions of para2-28, AR 735-11 as unsuitable for issue and use:NSN

6515-00-442-4818

6515-00-442-4821

6515-00-467 -0092

NOMENCLATURERegular, InternationalOrange Triple Flange24S , NOTE : SAILS ABX81Q0606 thru 81Q061OSmall, Green , Triple.Flange, 24S SAILS ABX81Q0611 thru 81Q0616Large, Blue, TripleFlange, 24S, SAILS ABX81Q0617 thru 81Q 0620

MANUFACTURER, CONTRACT/LOT NO.PLASMED, INC.

DLA 120-78-0-4439DLA 120-80-C-4505DLA 120-80-C-4507DLA 120-80-C-5393OLA 120-80-M FB72All Lots

NOTE: This informa tion will be confirmed in OA SB 8-75 series.

Protection From Riot Control GrenadesAlthough this is another one of those grey areas,it is of such significant importance that we are includingit in PEARL in order to get the widest disseminationpossible. Riot control hand grenades, M47E3 1330-G922) and M4823 (1330-G932) red smoke grenadewere recently released from suspension and restrictedto training use only. These grenades do not meetsafety guidelines relative to eye injury; therefore,extraordinary safety precautions are necessary. Trainingexercises employing these items should be conductedonly when targeted personnel are wearing full faceprotection. The following eye protection is recommended as an interim measure. Face shield, plastic,riot control, NSN 4240-00-412-0512, see Appendix F,FM 19-15, and protective mask, M17/M17A1 with

eye piece outserts installed. A face shield or protectivemask alone will not provide the required level ofprotection. These items must be employed togetherin order to achieve adequate protection. Personnelinvolved in handling duds or hangfires must also weareye protection as specified above.Helmet, SPH-4 Spares For MK-896A HeadsetMicrophoneReference is made to the March issue of theAviationDigest PEARL article which alerted the field to availability of the new earphones. The following parts arenow available for requisitioning in accordance withTM 11-5965-279-13 and P, published 15 February1981 :SOURCE OFSUPPLY (RIC) NOMENCLATURE NSN

S9E Kit. Cord Assembly 5965-00-177-2897N32 Swivel Assembly 8475-00-117-4538S91 Screw. Machine 5305-00-616-8543S91 Washer, Lock 5310-00-579-5554S9E Plate, Jack Holder 5340-01-007-8366B16 Microphone Oynamic 5965-01-094-6574

CC7A / AICS9E Earphone H-143A/ AIC 5965-01-094-6602B16 Boom Assem bly 5965-01-094-6573B16 Cable Assembly Microphone 5965-01-094-6572S91 Grommet Earcup 5325-01-D96-1189S91 Grommet. Helmet 53 25-D1-096-1190

The above data has been coordinated with CECOM,Ft. Monmouth, NJ. Points of contact are:CECOM - Mr. B. Bluford, ATTN: DRSEL-LE-EA-3, AUTOVON 992-3812Army Support Activity-Ms. G. Lyles, ATTN:STSAP-SC, A UTOVON 444-2537DRCPO-ALSE-Mr. Tommy Vaughn ATTN:DRCPO-ALSE, AUTOVON 693-3307Correction to June 1982 PEARL'S on page 37:Under the heading SPH-4 Helmet, Repair of Components, the NSNs for Earcup Cushion Inserts wereincorrect. The correct NSN s are 8040-01-023-4173and 8040-01-023-4172.

If you have a question about personal equipment or rescue/surv ival gear write PEARL DARCOM ATTN: DRCPO-ALSE4300 Goodfellow Blvd. St. Louis MO 63120 or call AUTOVON 693-3307 or Commercial 314-263-3307

18 U S ARMY AVIATION DIGEST


21/48

REPORTING FIN LLateNews From rmy viation ctivities

FROM NEW H MPSHIREAir Medal Awarded. Captain John J. Weeden,Chief Warrant Officer, CW4, Ronald R. Boyle,Staff Sergeant Walter E Lessard and Staff Sergeant James E. Holub of the 397th Medical

Detachment, New Hampshire National Guard,Concord, have received the Air Medal for a rescuemission they flew in January. Governor Hugh J.Gallen made the presentations at a July ceremony.Receipt of the Air Medal is particularly significant during peacetime because it is normallyawarded in connection with conflict or operationsagainst an armed enemy.The four Guardsmen and thei r UH-1 Huey helicopter were dispatched to search for two iceclimbers who had been reported missing on MountWashington, an area marked in the winter byhigh winds and unpredictable weather.When the hikers were located, their rescuewas effected by the Army Aviation crew. WhileCPT Weeden and CW4 Boyle, as pilot and copilot,hovered the aircraft over the treetops in the faceof 30 to 40 mile-per-hour winds and blowingsnow, SSG Holub was lowered to the groundwhere he putfirst one and then the second injuredhiker on a litter. SSG Lessard operated the Jift tobring them into the helicopter. At one point, he

SEPTEMBER 1982

had to move outside the Huey and stand on theskids, using his feet to manipulate the lines inorder to keep the litter from tilting .At the awards ceremony, Gov. Gallen said,The courage and compassion these men exhibited during the extremely dangerous rescuemission last winter is an example to us all. Theyare a credit to the National GuardFROM KOREA

Fast Refuelers. Two units of the 17th AviationGroup (Combat) have developed helicopterrefueling systems that have cut normal set-uptime by more than 90 percent: one for the UH-1Huey by the 128th Aviation Company, 52d AviationBattalion, Camp Page, and one for the CH-47Chinook from the 271 st Aviation Company, 19thAviation Battalion, Camp Humphreys.Using elements of the forward area refuelingequipment, which are normally deployed to thefield separately and then set up, the quick reactionsystems are set up and palletized before deployment, cutting f ield set-up time from the normal4t? minutes to less than 3 minutes.Using a 600-gallon tank, the H uey system canrefuel three aircraft in about 6 minutes, adding 2

First Graduates. Chief Warrant Officer CW3, Michael E.Mullenix, left, and Captain RobertE. Payne, right, are the first ArmyNational Guard aviators to graduate from the Eastern ARNG Aviation Training Site, Ft. IndiantownGap, PA. With them is Major General Richard M. Scott, PennsylvaniaAdjutant General. Both graduatesattended the facility's 2-week U 21aviator qualification course. Theyare assigned to the Texas NationalGuard's Army Aviation SupportFacility in Austin. (Bob Foster, PAO ,AG's Office)

19


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Tank Zapper. An antitank missile streaks fromits launch tube during qualification tests of a mastmounted sight version ofthe airborne TOW missilesystem developed byHughes Aircraft Company.The system is mounted ona Hughes Hellcopters,lnc.,500MD Defender, as aresult of a joint effort between the two companies.

2

Equipped with the sight,the helicopter can hidebehind hills and trees toscout for ta rgets. Once atarget is spotted, the gunner can fire a TOW missile,exposing only the sight toenemy detection duringthe entire operation. Successful firing tests havebeen conducted recentlyin the United States andSweden

hours of flying time for each helicopter. TheChinook system, with two 500-gallon collapsibledrums, refuels both tanks of a CH-47 in about 10minutes, adding 3 hours' flying time. Both systemsare carried to forward areas by slingloading undera Chinook.Constraints placed on Army Aviation operationsin Korea by the lack of refueling points and theinaccessibility of many remote field locationswere the catalyst that spurred the developmentof the palletized configurations, according toMaster Sergeant James Neal of the 52d AviationBattalion. (EUSA PAO)

FROM FORT RU KERDaedalion Award. Members of the AeroscoutBranch, Hanchey Division, Department of Flight

Training, completed more than 17,051 accidentfree flying hours during fiscal year 1981. Thatrecord has earned them the Daedalian Foundation's Army Aviation Safety Trophy for AviationTraining Bases, meaning the Aeroscout Branchhas been adjudged to be the TRADOC aviationunit with the best flight safety record and aircraftaccident prevention program for the cited period.Captain John M Curran, branch commander,accepted the trophy from Brigadier General ChrisO Divich, commandant of the Air Force ReserveOfficers' Training Corps, Maxwell Air Force Base,AL. Also sharing in the acceptance were formerbranch commanders Major Robert K Jorgensenand Captain Bruce G McKenty.The promotion of aviation safety is one of theprimary missions of the Daedalian Foundation, anonprofit organization formed in 1934 and namedafter the character in G reek mythology who accomplished the first heavier-than-air flight.Graduation Speaker. Air Force Major GeneralWilliam J Mall Jr., commander, Aerospace Rescueand Recovery Service, Scott Air Force Base, IL,was guest speaker for the recent graduation of79 rotary wing aviator students.

Safety is the prime responsibili ty of crewmembers, and the greatest single drain on aviatorresources is the lack of aircrew discipline, hetold the newly rated hel icopter pilots. He added,It's your duty to adhere to proper aircrewdiscipline. True loyalty and crew coordinationrequire speaking up at the first sign of trouble.(USAAVNC PAO)Blades Needed. If anyone has blades for anyArmy helicopter that is not in the current inventory,the Army Aviation Museum needs them. Callcommercial 205-255-4507 or AUTOVON 558-

U.S. ARMY AVIATION DIGEST


23/48

4507 o r write the Army Aviation Museum, P.O.Box H Ft. Rucker, AL 36362. The currator willarrange for shipment of the blades.New Field Manual. FM 1-230, MeterologyforArmy Aviators, will be printed and distributed tothe field in the near future. It will supersede FM1-30 which was published in 1976.The new publication will provide Army Aviationpersonnel with the general meteorology principlesneeded to plan and coordinate daily operationsand will also be useful as a supplemental textand reference. It is divided into four parts: weatherprinciples and theory; weather hazards; polar,subpolar and tropical weather; and weather flightplanning. The two-column format will feature manyfull-color illustrations. (Brown, OTO x-7113)FROM TEXAS

Historical Data Needed. Many aircraft components received at the Corpus Christi Army Depotfor repair are not accompanied by the necessaryhistorical records. That costs additional manhoursand money to reclassify items and place them inspecial storage and to initiate reports of discrepancy.Records should be placed in the container'srecord receptable. If there is not such a receptacle,then records must be put in the container and itlabeled to reflect the record's location.Sending the historical records in a secure manner will get the item into the repair cycle andback to the unit in much less time.(SDSCC-QQA)FROM M RYL ND

Workshop. A Military Hearing ConservationWorkshop for personnel responsible for the imple- gmentation and maintenance of hearing conservation programs will be conducted 17 to 21 January1983 by the Army Environmental Hygiene Agencyin Edgewood. If( / )The course outline includes the following areas:physics of sound, anatomy and physiology of thehearing mechanism, physiological effects of noise, tfnoise measurement and analysis, hearing protective devices, engineering control of noise andaudiometric techniques.For enrollment, contact Ms. Donley, TrainingSection, commercial 301-671-4158 or AUTOVON584-4158. For more workshop information, contact the Hearing Conservation Branch, BioAcoustics Division (HSHB-OB), USAEHA, Aberdeen Proving Ground, MD 21010, commercial301-671-3797 or 3829, or AUTOVON 594-3797/3829. (HSHB-OB)

SEPTEM BER 1982

First One. Warrant Officer, W01, Janet M. Flowers is the first black femaleto graduate from the 9-month Warrant Officer Rotary Wing Aviator Courseat Ft. Rucker, AL. Shereceived her helicopterpilot's rating in August; andher first assignment as anArmy aviator is with the227th Aviation Battalion,1st Cavalry Division, Ft.Hood, TX

The original framed colored drawing of the 1st Aviation Brigade crest is now in brigade headquarters at Ft.Rucker, AL, where it is admired by the unit's commander,Colonel David J Allen. The drawing was sent to the ArmyAviation Center by the officer who had it designed, LieutenantGeneral George P. Seneff (Retired). As a brigadier general,he was the first commander of the 1 st Aviation Brigade fromMay 1966 to September 1967

21


24/48

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25/48

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26/48

Aeronautical Equipment MaintenanceManagement Policies And ProceduresTM 55-1500-328-25)

CW4 Kurt J. PorterCW Robert W. Lunau

Directorate o Evaluation and StandardizationU.S. Army Transportation CenterFort Eustis VA

1. How are maintenance test flights categorized?A Intermediate and operationalB. Periodic and majorC. General and limited

2. How are maintenance test flights numbered on the DA Form 2408-13?A. They are not numberedB. ConsecutivelyC. They are given a letter designation

3. A maintenance test flight is defined as: Aflight for which the primary mission is todetermineA. Limitations C. AirworthinessB. Capabilities

24

4. The correct method of indicating a satisfactorily completed maintenance operationalcheck in conjunction with the correctiveaction taken entry in block 18 of DA Form2408-13 is:A MOC OK 19 Jul82B MOC completed 19 Jul 82C. MOC accomplished 19 Jul 82

5. Under which of the following conditionswould you be required to perform a limitedtest flight?A Flight control linkage bolts replacedB Engine replacedC. Nonadjustable flight control linkagereinstalled -

6. Inspection/services/calibration of components on a calendar basis such as first-aidkits weight and balance and aircraft inventory etc. are considered to be what typeinspection?A Phased inspectionB. Acceptance inspectionC. Special inspection

7. Which of the following is the correct entryon DA Form 2408-13 showing satisfactory completion of a test flight?A Test flight OKB. Test flight completed 1100 hr 19 Jan82C. Aircraft test flown and released 19

Jan 82

8. Under which of the following conditionswould a general test flight be required?A. Following replacement of a flight control activatorB. When accepting an aircraft for a ferrymissionC. When a major repair has been performed on basic structure



27/48

9. What status symbol would be entered onthe DA Form 2408-13 when an aircraft'sintermediate, periodic or phased inspectionis due?A. Red XB. Red -

:)1Z tlll2d ' : ) 01:)1-Z tlll2d V 6

C. Red qZ tlll2d s 8qS tlll2d s L z tlll2d ': ) 9:)Z tlll2d s 'S

10. Under which of the following circumstancesmay inspection intervals be exceeded?A. When conducting a ferry missionB. When flying VIPsC. Actual operational e mergency

8- tlll2d V . ,q1 tlll2d ' : ) . 6S tlll2d V Zq1 tlll2d ' : ) I SH3MSNV

VI TION PERSONNEL NOTESCommand Selections

Headquarters, MILPERCEN, announced the namesof officers selected for lieutenant colonel-level command assignments in fiscal year 1983, The followingofficers have been named to command aviation relatedbattalions and squadrons in SC 15:

Aviation Troop CommandsJohnnie B. HlttCharles H. WebbWIlliam A. HallEdwin H. HenryRobert E. OakleyByron W. SmithMichael G. BallBillyJ. MillerJames M. ButlerWilliam D. Loftin

Key Personnel Changes

Bruce P. MauldinBill G. MurphyFloyd E. EdwardsRobert N. SiegleRobert D. KerrKenneth ChienTommie A. McFarlinRoy E. ChambersGerald L. Crews

Lieutenant Colonel Robert H. Vandel reported inJuly as chief, Aviation Plans/Programs Branch. ASenior Army Aviator, he most recently served aschief, Education and Training Branch at MilitaryPersonnel Center (MILPERCEN), Major Michael K.Jennings, Aviation Management Officer for SpecialtyCode (SC) 71 in Aviation Plans/Programs Branch,departed in June to attend Command and GeneralStaff College. His replacement is Major Samuel L.

SEPTEM BER 1982

DeLoach, a Master Army Aviator, who arrived fromthe Air Command and Staff College at MaxwellAFB, AL. Lieutenant Colonel Ronald Adams, formerlycommander of the 2d Combat Aviation Battalion,Korea, is now chief of the Aviation ManagementBranch.Special MILPERCEN Selection Board

A special MILPERCEN Selection Board convenedto consider 37 warrant officer aviator applicants foractive duty as an exception to the 10/20 policy. Ofthe 37 applicants, 14 were selected, These officersneed to apply for new aviation service orders inaccordance with AR 600-105, para 3-3 E.Unauthorized Use of Drugs and Alcohol Abuse byAviatorsA recent MILPERCEN msg dated 141345Z Jun 82,highlights the requirements of AR 600-105, AviationService of Rated Army Aviators, as it applies torequired actions against aviators who have beenidentified as using unauthorized drugs or as alcoholabusers. The purpose of the message is to seek aviationcommanders' compliance with these requirementswhich include: Imposing a nonmedical suspension Referring the case to a flying evaluation board

Notifying the flight surgeon Referring the aviator to the drug and alcoh91abuse program,

25


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u.S ARMY

Directorate of Evaluation StandardizationR PORT TO THE FIELD AVIATIONSTANDARDIZATION

u s rmy viationStandardization ProgramIN 1972, THE Chief of Staff of the Army, alarmed

at the number of accidents and their associated lossof materiel and human resources, tasked the Armystaff to implement a centrally managed worldwideArmy Aviation Standardization Program with a goalto improve uni t readiness, aviation safety and professionalism by using standard procedures and techniques.The Department of the Army (DA) Deputy Chief ofStaff for Operations and Plans (DCSOPS) has responsibility for this program which is managed by the U.S.Army Aviation Policy Committee.

The U.S. Army Aviation Center (USAAVNC), Ft.Rucker AL, is the proponent for the U.S. ArmyAviation Standardization Program. In this capacity,USAAVNC serves as the DA preparing agency forapplicable Army Aviation regulations and flight trainingand standardizat ion li terature. USAA VNC also conducts an active assistance and evaluation program foraviation training. This consists of flight standardizationteams which assess the flight standardization andproficiency of aviators, unit trainers (UTs), instructorpilots (IPs), standardization instructor pilots (SIPs),instrument flight examiners (IFEs) and maintenance

ACTIVE COMPONENTAviation StandardizationCommittee Hierarchy

u s Army AviationPolky ommiHee

test pilots throughout theArmy. These teams serveas an extension ofDCSOPS.When evaluating unitswithin major Army commands MA,COMs) in continental United States, theresults are provided asinput to the MACOMevaluation report. Annually,MACOM A,lation this information is con-Standardization Committees solidated and a report is

Installation A,iationStandardization CommitteeUnit CommanderSta ndardizalionInstructor Pilot

26

submitted through theMACOM to the DAAviation Officer. Outside continental United StatesMAC OMs are given anannual evaluation and thereport is submitted throughthe MACOM to the DAAviation Officer.

Commanders at all levels implement the U.S. ArmyAviation Standardization Program through aviationstandardization committees. It is through the activitiesof these committees that the goal of the U.S. ArmyAviation Standardization Program is achieved.

The first standardization committee level is theinstallation and area aviation standardization committee. These committees supervise and coordinatethe command implementation of the U.S. ArmyA viation Standardization Program and provide thecommander a continuous assessment of the program'sstatus. The chairman of this committee is the installation/area aviation officer.

The next committee level is the major commandand numbered armies aviation standardization committee. These committees monitor the implementationof the U.S. Army Aviation Standardization Program.They provide the command a continuing assessmentof the program. Subordinate installation/area aviationofficers, who are chairmen of their respective installation/area standardization committees, serve as votingmembers of these committees.

The last and highest committee level is the U.S.Army Aviation Policy Committee. The committeeconsists of the following voting members: Deputy Director of Requirements and ArmyAviation Officer, ODCSOPS (executive chairman) Director, Directorate of Evaluation and Standardization, USAA VNC (executive secretary)

Representatives from each MACOM and aviationelementThe U.S. Army Aviation Policy Committee recommends general policy for implementation of the U.S.Army Aviation Standardization Program. t reviewsactivities of subordinate aviation standardization committees and proposals affecting the capability of commanders to perform missions with aviation assets.The executive chairman, in coordination with thecommittee secretary, presents reports of Army AviationPolicy Committee meetings to the DCSOPS. Fromthese reports the DCSOPS forwards recommendationsto the Chief of Staff of the Army. Appropriate Armystaff agencies are tasked by the Chief of Staff toimplement those recommendations approved by thechairman.This multilevel committee system is designed toprovide problem solving groups composed of the best

U S ARMY AVIATION DIGEST


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qualified individuals to deal with aviation problems ateach command level. Normally, when problems areidentified by individual aviators, UTs, IPs, SIPs orIFEs at the flight line level, they are presented to theinstallation and area aviation standardization committeesecretary in writing. The committee secretary willforward the issue to members of the committee insufficient time (usually a minimum of 30 days) toallow each member to research and develop recommendations pr or to the next scheduled meeting.These committees are required to meet at least semiannually. When the committee meets, normally aI-day general assembly of all members, all issuesreceived by the secretary in time for proper staffingwill be placed on the agenda. Any interested membermay discuss an issue and make recommendations. Allrecommendations will be voted upon by the membership. Those recommendations approved by a majorityvote will be forwarded to the commander authorizedto convene the committee, for his approval ctnd implementation if approved. I f the recommendation exceedsthe authority or capability of the commander authorizedto convene the committee, he may elect to forwardthe issue to the next higher committee.Issues submitted to the major command and numbered armies aviation committees are processed inmuch the same manner as those of the installationand area aviation standardization committees. However,this committee only meets annually. I t is divided intospecialized work groups, i.e., safety, flight standards,to discuss appropriate issues. After all issues havebeen addressed by work groups, the members meet ingeneral assembly. In this assembly, the issues and thework group's recommendations are presented to allmembers for formal resolution. Recommendations ofthis committee are forwarded to the commandersauthorized to convene the committee for approval.Copies of the approved recommendations must begiven to each subordinate aviation standardizationcommittee. Those issues not resolved by the majorcommand aviation standardization committees areforwarded to the U.S. Army Aviation Policy Committeefor final resolution.The U.S. Army Aviation Policy Committee meetsannually in conjunction with the U.S. Army AviationTraining Symposium. The voting members meet in aweek-long session. During this meeting, the first Vdays are devoted to intensive work group discussionswhich develop recommendations for each unresolvedissue. Following the work group activity, the policy

DES welcomes your inquiries and requests to focus attentionon an area of major importance. Write to us at: CommanderU.S. Army Aviation Center ATTN: ATZQ-ES Ft. Rucker ALSEPTEMBER 982

U.S. Army AviationPoli,y Committ

FORSCOM AiationStandardization Committee

CONUSA A,iationStandardization Committee+c c c +c

State A,iation ARCOM/GOCOM A,iatio.Standardization CommiHee Standardization CommitteeUnit Commander Unit CommanderStandardization StandardizationInstruc:tor Pilot Instrudor Pilot

RESERVE COMPONENT viation StandardizationCommitteeHierarchycommittee voting members meet in formal session tovote on all issues presented for resolution. Recommendations approved by this committee are forwardedto the DCSOPS and the Chief of Staff. Upon approvalby the Chief of Staff, appropriate Army agencies aretasked to implement the recommendations.In 1981,78 issues reached the U.S. Army AviationPolicy Committee. Issues such as tactical instrumentcheckrides and aircrew training manual task requirements were addressed. Unique to last year's policycommittee meeting was the release of a messsageafter the meeting to all commands effecting theimmediate implementation of resolved issues. Thoseissues unresolved were tasked by the Chief of Stafffor accomplishment. It should be evident that anyissue that begins at the flight line and reaches theChief of Staff has been thoroughly dealt with alongthe way. t each level, a serious attempt is made toresolve the issue. If however, the issue cannot beresolved, it is forwarded promptly to the next highercommittee. In this channel, an issue can originate atthe lowest level, be addressed by experts at everycommand level and be implemented as a new policyor as a change to an existing policy in less than 1 year.This year's U.S. Army Aviation Policy Committeeis scheduled to meet 15 through 19 November 1982 atFt. Rucker, AL.


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u s ARMY AVIATION f IGEST


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A Lieutenant s Guide to theVI TION W RR NT OFFICER

First Lieutenant Ronald M. BuffkinB Company501st Aviation Battalion Combat)APO New York

S I N E VEBEEN a commissioned avia-tor, I've developed a great deal of respect for aviationwarrant officers. These men and women are truly thebackbone of professionalism in our aviation units. Inaddition to doing most of the flying, they are requiredto spend the majority of their careers in aviationwherein they possess a wealth of experience. I can sayI've learned a lot about aviation from most of thewarrants in my unit.There was, however, a serious lack of formaleducation and training in Officer Candidate School(OCS), my basic course and the initial entry rotarywing (IERW) course about the special breed of soldierknown as the aviation warrant officer AWO). Mostprecommissioning programs including Reserve Officers'Training Corps, the United States Military Academyand OCS offer little about the roles and functions ofwarrants, much less the AWO. Like most every levelSpecialty 15 aviator I attended a combat arms branchbasic course which was great training for being anInfantry platoon leader, but poor preparation for myfirst job as a combat aviation unit section leader. Thiscondition will become more typical as additional newlycommissioned aviators come into Army Aviation andalso with the restructuring of our combat aviationunits.The present IERW course produces fine aviatorsbut contains little time to devote to teaching lieutenantsand captains how to fight with and lead their aviationunits. Army Aviation has some of the most sophisticated

SEPTEMBER 1982

fighting equipment of any combat arm and its combatsoldier, the A WO, is probably the most highly trained,technically capable fighter in the world. These skilledsoldiers demand good, effective leadership. Filling aleadership position in an aviation unit poses uniquechallenges for the commissioned aviator. As ArmyAviation develops into a viable fighting force on themodern battlefield, time and effort will have to bespent training newly commissioned aviators how totrain, lead and go to combat with aviation units. Untilthat time, officers new to Army Aviation will have tolearn about A WOs on the job.While it's true that good officers can commandrespect and lead effectively in any environment, theycan still benefit from knowledge about the nature ofthe soldiers they will lead. A WOs are a valuable assetto Army Aviation and their retention in the futurewill be affected by the quality of leadership they seefrom their chain of command as well as the degree ofconcern they get from those junior leaders with whomtbey come into contact with daily. The following isintended as a primer for those lieutenants who willsoon find themselves as s,ection or platoon leaders inaviation units. This guide1s based on my observationsin a combat aviation unit and perhaps will aid inunderstanding the AWO.

UMister Is Not ~ ~ C h i e f . Even though myOfficer s Guide says that the warrant officer is addressedas Mister or Miss or Chief' as appropriate, theA WO does not prefer to be called Chief. It's a small

29


32/48

AVIATIONW RR NTOFFICER

point but the A WOs use this formality to distinguishthemselves from their nonrated contemporaries. Ifirst learned of this quirk at Ft. Rucker, AL, and it hassince proved to be a universal maxim for the A WOs.Rely On Their Expertise. Because of the amount oftime A WOs spend in aviation, they have the potentialto become veritable experts in Army Aviation. Theycan become skilled in the "nuts-and-bolts" of thebusiness to a greater degree than can commissionedaviators. Most experienced senior warrants are morethan willing to help a new aviator. They will notexpect you to know everything, but they will expectyou to ask them if you need help.Never Discuss Pay Or Privileges. With the passageof the 1982 Military Pay Bill, the inequality of flightpay, which has long been a sore spot with the A WO,has been corrected. Still, career recognition and otherdifferences between the commissioned and warrantaviator structure continue to be sources of irritation.I've learned that talk of who gets more payoropportunities for schooling can only make for frictionbetween the A WO and commissioned aviators. As aleader, the commissioned aviator cannot afford topart icipate in discussions of this type.

Treat Them As Officers. My TAC (training andcounseling) officer used to say, An officer is anofficer is an officer." This means that A WOs areextended the same privileges and respect as commissioned officers. To allow anything less is to detractfrom the important role the A WOs play in the Army.Their warrant from the Secretary of the Army makestheir status as equals clear.

Be A Leader. Commissioned aviators are leaders.It is not unusual for second lieutenants to be AMCs(airmission commanders) for a multiaircraft tacticalmission. Even though they may not have the flyingexperience level of the CW2s and CW3s in theirflight, they are in the position of leadership. Your

30

warrants will expect and demand that you lead byexample and make the type of quality decisionsnecessary to ensure safety and mission accomplishment.Develop Teamwork. Like all combat units, aviationsections and platoons are bonded by teamwork. Tofunction as an effective member of the combat arms,aviation teams and sections have to be cohesive fightingelements. It's easy to lose sight of this considering theamount of individual training needed to keep aviatorsproficient. In addition, having different levels of experience tends to keep the unit from operating as a team.Train like a team, fight like a team, win like a team

Set The Example Of Professionalism In Flying.Because the development of commissioned aviatorsis directed toward a different goal than is that of theA WOs, you may find yourself away from the s tickmore than you'd like. Remember that you're still anaviator and expected to keep informed and qualified.The quickest way to lose the respect of a CW3 orCW4 is to allow flight in very marginal weather or tootherwise disregard aviation safety.

Senior Warrants Tend To Stagnate. I thought Imight have been wrong on this one, but after talkingwith other lieutenants in my unit, I know I 'm not. Thechallenge is for aviation leaders to provide the kind oftraining and leadership that will stimulate the seniorwarrants to give their maximum effort. There's muchto be learned from senior warrants-allow them toshare the benefits of their experience with others.Leadership requires practical application betweenthe leader and those that are led. The right combinationplus competence with the tools of the trade (in ourcase, helicopters) will produce positive results.

What works with infantry and tankers may not beeffective with the A WOs. While the future leaders inArmy Aviation have their first exposure to the A WOswhen they report to their units, they don't need to relyon trial and error to develop the skills of leadingthem. A possible solution could be the addition ofblocks of instruction to precommissioning programs,branch basic courses and/or IERW courses that dealwith the role of the A WOs in aviation organizations.

The Aviation Center could also develop a correspondence program that deals with employment andleadership of combat aviation units. This self-containedinstruction would be aimed at newly commissionedaviators to provide them with an introduction to whatthey can expect in their new units. Perhaps even theWarrant Officer Career College, with its vast amountof talent and experience, could be tasked with definingthe skills needed in junior aviation leaders. In anycase, if Army Aviation is truly expected to developinto an effective member of the combat arms, urcombat leaders should be given the same preparfltiontoward aviation that the other combat arms providetheir lieu tenan s

U S RMY AVIATION DIGEST


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FORTY YEARS OF ARMY VI TIONpart :ARMED HELICOPTERS

Richard K Tierney Editor viation Digest

Vanderpool's Foolsrigadier General Carl 1. Hutton,_ _ . c o m m a n d e r o f t h e v i ~ t i o n School

< i at Camp Rucker, AL, In 1956, was~ aware of various armed helicopter experiments that had been conducted inthe Army since the Korean War.

In 1953, the 24th Infantry Division hadexperimented with a makeshift grenadelauncher on an H-13 Sioux. Also, the Ballistics Research Laboratory at Aberdeen Proving Ground, MD, unsuccessfully worked with2-jnch rockets fired from 5-foot tubes mountedon an XH-32 Hiller. Then, a Sky Cavalryexperiment was included in Exercise Sagebrush in 1955, with an unfavorable afteraction report written by nona via tionevaluators.

SEPTEMBER 1982

Discouraged at the reports he was receivingabout armed helicopter experiments, GeneralHutton decided to take matters into his ownhands. In June 1956, he asked Colonel Jay D.Vanderpool to take on a special project ofbuilding and testing weapons systems to beused on helicopters.

Although not an aviator, Colonel Vander-pool accepted the challenge wit }} muchenthusiasm because he had formed ideasabout arming helicopters from his experiences in World War II and Korea. He startedwith weapons left over from the unsuccessfulProject Able Buster which had concen

trated on arming fixed wing aircraft and onlybriefly considered helicopters before discounting them as poor performers.

The basis for General Hutton's actions wasa training memorandum from General31


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FORTY YEARS OF ARMY AVIATION Vanderpool's FoolsOtfJicers

CPT Stanley E BallentyneCPT Ernest L BoswellCPT Charles W JonesCPT John R Ford

LTGeorge F BlanchardLTThames M EconomosLT Robert A JonesLT Robert R ChedesterCWO Charles L Brameier

CWO John L LawlorCWO Cecil W WilliamsCWO Thearon M CrossCWO James D LombardCWO Lawrence C HammondCWO Clarence J. CarterCPT Howard A HuntsmanCPT John D Roberts

MSG L.O McDonaldMSG WJ QuinnSFC J.M BinghamSFC W.C CooperSFC J.H. GladsonSFC W. Jenkins

Enlisted MenSGT J.C JohnsonSGT H.M Mil lsSGT L.L. PrineSGT EE. SpaichlerCPL K GomboozCPL O.H. HaugheyCPL G.L. RobertsSP3 J.J. GrahamSP3 E Harris

PFC R P SomervillePFC H Wyatt Jr PVT RE AbbottPVT WE. CourseyPVT AC FordycePVT J w GarrettPVT H.E HillFC J. Rosado RodriquezSFC MR Sherrer PVT F JohnsSFC P.J. Soublet PVT S.H KmiecSFC A. Thompson SP3 A.E MasonSP3 MC Overman

PFC CW AyersPFC J.E Davis

PVT E.J. KonzelmanPVT DG LewisFC E VasquezSFC FE Weedon PVT R.J LongSP1 L.H Weeks PVT MR MendozaPVT D PorterGT AB Andrews PFC JB Elliott

PFC CJ. GahnGT RE CokerSGT R Gates

Brigadier General Carll Hutton SGT L Hopkins

Willard Wyman, commander of the Continental Army Command, directing the development of a highly mobile task force. In anexchange of correpondence, General Huttonobtained permission from General Wyman toproceed with his experiments with existinghelicopters. As Colonel Vanderpool observed,General Wyman did not tell us to use armedhelicopters, but neither did he tell us not to.Colonel Vanderpool started out with a fewhelicopters, a few rockets and no gunsights.

His biggest asset was a group of people(including wives) who believed in the armedhelicopter and who were willing to give uptheir evenings and weekends to go about thebusiness of arming the helicopter. They oftenhad working lunches and midnight snacksthat the wives prepared. Both General Huttonand Colonel Vanderpool shared the hours-and lunches or snacks. Those pioneers werecalled fool

Army Aviation Digest - Sep 1982

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