Army Aviation Digest - Jan 1980

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JANUARY 19BO VOLUME 26 NUMBER

* *rigadier General Richard D. KenyonArmy Aviation OfficerODCSOPS, Headquarters,Department of the Army Major General James H. MerrymanCommander Brigadier General Carl H. McNairDeputy Commander

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

2 Blackhorse, COL Robert F. Molinelli andCPT Michael F. Russell3 Heavy Cav, LTC E W. Bill Cavanaugh Jr. andCPT David M. Mike Burnett4 Real Cav, LTC Kenneth E Kimes andCPT Ralph S. Reed5 Stud Cav, LTC James E Gauze andCPT Andrew M. Pekema6 Double Nickle, CPT Bobby L. Brown andLT Carlos Martoral20 Grandma Flies Again, LT David Vogels22 How Can I Get The Aviation Digest23 Views From Readers24 Keep That Tail Up27 Still No ELT Batteries28 Will You Be Ready?30 Inner Flying, MAJ Michael M. Jacobi32 DES Report To The Field: Simulated Emergencies;Professionalism And Mutual Trust34 Hurricane/Puerto Rico Army National Guard36 Scouts Out, CPT Craig Searfoss38 PEARL's42 Operation Snow Blow, CPT Alexander M. Lindsay45 The Threat: How To Fight Helicopters Soviet Style,CPT Carl E Daschke48 ATC Action LineInside Back Cover: Army's LT Hayes 1st Black Woman MiI-ilit ry Aviator In U.S. Forces, SP4 Robin DrewCover: This month's cover salutes the 6th Cavalry Brigade(Air Combat) and aptly depicts its mission to find and killenemy armor and mechanized forces. Illustration by LTDavid Deitrick

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inside coveRichard K. TierneyEditor

The mission of the U.S. rmy Aviation Digest USPS 415-350) is to provideinfmmati on of an operational, functional nature concerning safety and aircraftaccident prevention , training, maintenance, operations. researGh and development. aviation medicine and other related data.

This publication has been approved by The Adjutant General. HeadquartersDepartment of the Army . 23 February 1979. in accordance with AR 31Cl-1.

Active Army units receive distribution under the pinpoint distr ibut ion systeas outlined in AR 310-1 . Complete DA Form 12-5 and send d irectly to CDRAG Publications Center. 2800 Eastern Boulevard. Baltimore . MD 21220 . Foany change in distribution requ irements. initiate a revised DA Form 12-5.The Digest is an official Department of the Army period ical published monthlyunder the supervision of the Commanding General . U.S. Army Aviation Center.

Views expressed herein are not necessarily those of the Department of theArmy nor the U.S. Army Aviation Center . Photos are U.S. Army unless otherwisespecified . Material may be reprinted provided credit is given to the Digest andto the author. unless otherwise indicated.Articres. photos and items of interest on Army aviation are inv ited. Directcommunication is authorized to : Editor, U.S. rmyAviation Digest. P.O. Drawer p,Fort Rucker. AL 36362 .

National Guard and Army Reserve units under pinpoint distribution alsshould submit DA Form 12-5 . Other National Guard units should submit requests through their state adjutant general.Those not eligible for official distribut ion or who desire personal copiesthe Digest can order the magazine from the Superintendent of DocumentU.S. Government Printing Of f ice . Washington , DC 20402. Annual subscriptiorates are $17 .00 domestic and 21 .25 overseas .


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7th saUADRON 17thCAVALRY

4th SOUADRON 9 tbCAVALRY HEAVYCAV 34th SUPPORT BATTALION

E LCAV

T e 4 ' t e r d ~ f1 odaf, anti1 olllorrolt

55th SIGNAL COMPANY 1i SOUADRON 6tbCAVALRY

DOUR E ICKLE PlCHTI C M

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GLOSSARY-Page 7

LACKHORSE6thCAVALRY BRIGADElAIR COMBATOriented in the attack, the 6th CavalryBrigade provides the corps commandera decisive element to assu re a success-ful defense

Colonel Robert F. MolinelliandCaptain Michael F Russell

\Ir HE 6TH CAVALRY Brigade Air Combat)l l traces its roots to the spring of 1942, and theactivation of the 6th Tank Group, atCamp Bowie,TX. Redesignated the 6th Armored Group, theunitfoughtthrough Normandy, Northern Franceand Central Europe during World War II. It wasinactivated in 1952, and rested its colors for 23years. The 6th Group's courageous fighting spiritwas dest ined to arise again on 21 February 1975,at Ft. Hood, TX, in the form of the largest, mostmobile and effective armor killing unit in the freeworld.Now, 4 years old, after redesignation from the6th Air Cavalry Combat Brigade, which existedfrom May 1971 through February 1975, the 6thCavalry Brigade Air Combat) is equipped, man-ned and trained to find nd kill rmor nd mech- nized forces by eri l means in coordin tionwith the combined arms teamA major event in the evolution of this uniqueorganization was the appointment of the ArmyTactical Mobility Requirements Board (Howze) in1962. Objectives of the Board? Simple Evaluate

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JANUARY 198

GLOSSARY- Page 7

HEAVYCAYth SQUADRON/17thCAVALRYAttack helicopters capitalize on the element of surprise. Using natural cover andconcealment and standoff techniques,they ambush the enemy and retain theinitiative by ALWAYS ATTACKING, ATTACKING, ATIACKING . . . . AnonymousLieutenant Colonel E w Bill Cavanaugh Jr.andCaptain David M Mike Burnett

O NE OF THE MOST unique aviation units intoday s Army, the 7th Squadron (AttackHelicopter), 17th Cavalry-or Heavy Cav-as itis known in the Blackhorse Brigade, providesthe majority of antitank punch available in the6th Cavalry Brigade (Air Combat). The squadronhas 3 attack troops, each with 12 OH-58 Kiowascouts and 21 AH-1S Cobras (figure 1).With the organic troop aviation unit maintenance and the 34th Support Battalion s aviationintermediate maintenance, each troop can field 3platoons of 3 scouts and 5 Cobras (3:5 team mix)on a sustained basis with occasional surges up tothe maximum number of 63 Cobras (504 TOWs)within the Heavy Cav. The troop or squadron canmaintain continuous contact with the enemy usingthe one-third option (one team/troop in contact,one team/troop en route to or from contact , andone team/troop rearming and refueling).The squadron s internal support for the three

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GLOSSARY - Page 7

REALCAYth SQUADRON gthCAVALRY

The 4th Squadron (AIR), 9th Cavalry,Real Cav has done its part as the eyesand ears of the 6th Cavalry Brigade (AirCombat -the largest, most mobileand

Lieutenant Colonel Kenneth E KimesandCaptain Ralph S ReedHE 6TH CAVALRY Brigade (Air Combat) hasone air cavalry squadron, the 4th Squadron(AIR), 9th Cavalry, known in the brigade as the

Real Cav Squadron. It provides the traditionalcavalry capabilities of reconnaissance, securityand economy of force. Its mission and organization are shown in the figure on page 14.Each air cavalry troop is authorized 8 UH-1Huey; 9 AH-1 S Cobra; and 10 OH-58 Kiowa aircraft. Each also is authorized 40 Soldiers in aground reconnaissance platoon which conductspatrols, sets up ambushes or maintains observation posts. The ground platoon is equipped withnine motorcycles to extend its mobility on thebattlefield. Specially designed racks are mountedon the platoon's UH-1s for rapid transport of thescouts' motorcycles to the area of operation.The air cavalry squadron is a combat maneuverunit suited for an environment in which time iscritical or the mobility of the ground forces isrestricted by terrain. In the offense the squadroncan destroy enemy forces; secure key terrain(by observation or fire only); deprive the enemyof resources; demoralize, deceive and divert theenemy; and develop intelligence.In defensive operations the squadron cancontrol, preserve or protect terrain, installations,


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J NU RY 198

GLOSSARY- Page 7

STUDCAY4th SUPPORT B TT LIONTo provide forward support for the combat forces in battle is by far the most im

portant undertaking within the supportbattalion. All other elements within thesupport battalion exist to make it happen- FM 54-2.Lieutenant Colonel James E GauzeandCaptain Andrew M. Pekema

I T STANDS TO REASON that the Army's onlyseparate Cavalry Brigade (Air Combat) hasthe Army's most unique support battalion. The34th Support Battalion, Stud Cav, derives itsnickname from Webster's New ollegiate Dic-tionary which states in part, any of variousinfixed pieces projecting from a machine andserving chiefly as a support or axis.The Stud Cav is in reality a mini-DISCOM withone very distinct advantage over most conventional support commands: An organic assaultsupport helicopter company comprised of 16 CH-47C Chinook helicopters (figures 1 and 2).The mission of the 34th Support Battalion is toprovide brigade-level combat service supportexcept construction, COMSEC logistics andwater supply) to all organic and attached elementsof the brigade.The organization and mission are traceable to:the concepts partially tried and proven in Vietnam;philosophically and physically generated in theformation of the TRICAP Divison at Ft. Hood, TX;and finally, accepted in the authorization andformation of the Air Cavalry Combat Brigade,now the 6th Cavalry Brigade (Air Combat). The34th Support Battalion embraces basic established logistical support doctrine in organization,


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DOUBLENICKLEth SIGNAL COMP NY

Captain Bobby L. BrownandLieutenant Carlos Martoral

HIS COMPANY was constituted into theUnited States Army on 26 November 1943as the 55th Signal Repair Company and activateJ at Camp Cooke, CA on 20 December 1943. Itwas inactivated in April 1946 at Oahu, HI, butactivated again on 18 October 1950 during theearly stages of the Korea War in Puson, Korea.The 55th distinguished itself during the KoreanWar for its participation as part of the UnitedNation s Offensive, the Chinese CommunistForces Intervention and the First U.N. Counteroffensive.The unit again was inactivated and redesignated as the 55th Signal Company on 14 January1957 at Yokohama, Japan. Later that same yearthe company was reactivated and returned toKorea where it continued its outstanding communication operations until 25 April 1960, whenit was inactivated. The 55th again was activatedon 1 July 1965 at Korat, Thailand during theVietnam War for three years and inactivated oncemore in 1969. The 55th Signal Company or

Double Nickle made its present home at FortHood, TX when it was reactivated on 21 February1975 and has since been a proud member of the6th Cavalry Brigade (Air Combat).The mission of the 55th is to install, operatemaintain internal communication facilitiesfor the brigade headquarters and the supportbattalion headquarters and multichannel communication systems to the subordinate squadrons. Then it also provides communications security and direct support for all of the brigadesunits.The company is authorized 98 Soldiers including 3 officers; 1 warrant officer; and 94 enlisted., It consists of three platoons:6

Headquarters platoon with authorizedprovides command and control and performsessential support functions consisting of a supplysection; a motor and generator maintenancesection; a cryptographic maintenance directsupport agency which provides direct supportlogistics functions such as acquisition, distribution, accounting, inventory control and maintenance support of cryptographic equipment; andan air weather support section which when augmented by Air Force personnel provides aviationweather forecasts and briefings. A command operations platoon with 50people provides the brigade headquarters with:a manual telephone central office switchboard(AN/MTC-10); communication center and message center facilities (AN/MGC-17); multichannelterminals (AN/MRC-127); FM, AM/SSB and radioteletype communication facilities (AN/VRC-46,AN/G RC 1 06 , AN/G RC-142); radio wire integration (AN/GSA-7); and a radio retransmission capability (AN/VRC-49). The supportoperations platoon has 26 peoplewho provide the support battalion with: a manualtelephone central office switchboard (AN/TTC-

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29); a secure teletype and message center facility(AN/MGC-34); a communications center; radioteletype communications (AN/GRC-142); and aninternal FM radio section (AN/VRC-46).The communication system consists of: FM radio nets the primary means of command and control and includes a command net,an intelligence net, an administration/logisticsnet and a fire support net. Radio teletype nets which are the primarymeans of record communications between subordinate units and brigade headquarters includ-ing an operations/intelligence netand an administration/logistics net. Multichannel communications which provides point to point and common user telephonecircuits to subordinate squadrons and also ameans for a common user teletype circuit between brigade headquarters and the brigadesupport battalion. A communication center system affording acommon user secure teletype between main andtrains to provide record (hard copy) communications link. External communications are provided bythe 3rd Signal Brigade only when mission accomplishment for the Blackhorse Brigade may behindered due to equipment being in organizational or direct support maintenance.Like every other signal unit in the Army theDouble Nickle has its problems with communi-

cations. One is that the company is not organizedto have a relay capability for multichannel systemsand the other is that there is no back-up teletypeor radio teletype equipment authorized. But,these problems do not stop the Double Nicklefrom accomplishing the mission. We prideourselves because somewhere, somehow and someway we get our job done. There are times whenwe consider ourselves a " Special Forces unit" which we are in a way because we belong to theonly air cavalry brigade in the Army. The DoubleNickle is small, yet performs many of the missionsof a battalion-sized unit. We are considered bymany of our Signal colleagues in the Army to beone of the best. We are proud of this reputationin the 55th Signal Company Double Nickle

About The AuthorsCPT Brown assumed command of the 55th Signal Company

in August 1978. He was graduated from Texas A&M University in 1974 with a degree in engineering technology. Prior toserving a tour in Korea, CPT Brown attended the Signal OfficerBasic Course and the Rotary Wing Aviator Course. He servedas communications-electronics officer in a combat aviationbattalion and attack helicopter squadron before assumingresponsibility for the 55th.LT Martoral is a communications platoon leader with the6th Cavalry Brigade at Ft. Hood, TX He was commissionedby the Reserve Officer's Training Corps on 11 February 1977.L T Martoral has completed the Signal Officer Basic Courseat Ft. Gordon, GA and holds a bachelor's degree (English)from the University of Puerto Rico.

GLOSSARYACCB air cavalry o ~ COSCOM corps sur,port NATO North Atlanticbat brigade command Treaty Organi-ADA air defense artil- DISCOM division support zatlonlery command NOE nap-of-the-earthAM amplitude modu- OS direct support NORTHAG Northern Armylated FARE forward area re- GroupASP ammunition sup- fueling equip- ODCSOPS Office, Deputyply point ment Chief of Staff forBMMC brigade materiel FARPs forward arming Operations andmanagement and refueling Planscenter points OPLAN operations planBSA base support area FEBA forward edge of POL petroleum, oilsCBAC cavalry brigade the batt le area and lubricantsair combat FM frequency mod- RP reporting pointClass I sustenance ulated SPOE Security Plans andClass II clothing FSA forward support OperationsClass III POL area ElementClass III A package POL products GS general support SSB single side band(aviation related) HHC headquarters and TAA tactical assemblyClass IV construction headquarters areaClass V ammunition company TOC tactical opera-Class VII major end items JAAT joint air attack tionscenterC&GSC Command and team TOE table of organiza-General Staff km kilometer tion and equip-College MAAG Military Assistance mentCOM SEC communications Advisory Group TOW tube-launched,security MBA main battle area optically-track-CONUS Continental mm millimeter ed, wire-guidedUnited States TRICAP triple capability

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and destroy enemy forces, predominately armor-ed and mechanized y aerial combat power, incoordination w tm other com ined arms, as amember of the combined arms team.A mission statement and an organization donot constitute combat power. Proper training andcoordination must be at a peak for the unit to beready- ready for emergency deployment onshort notice. That deployment could be to anylocation in the world. Although preparation forall environments is a necessity, the BlackhorseBrigade has concentrated its attention on themid-intensity type of warfare expected on theEuropean battlefield. Several tests and evaluations have been conducted at Ft. Hood and elsewhere that lend credence to helicopter survivability. Tactics and techniques that have provensuccessful have been adopted by the brigadeand form the basis for current Army doctrine.During the last 4 years, units of the BlackhorseBrigade have practiced, with precise timing,loading in preparation for movement to distantlands. The practices are called emergency deployment readiness exercises. Each exercise isa complex test with one final question: Is the unitready for emergency deployment on short notice?All tests have relfected that the 6th CavalryBrigade is capable of meeting its deploymfentgoals. All organic units can move on short notice,set up and become fully operational within ashort time. During Reforger 76, Troop C 7thSquadron, 17th Cavalry moved TOE equipmentand personnel by ship and by air to Germany. Itconducted tactical operations while attached tothe 101 st Airborne Division (Air Assault)., To illustrate the brigade's deployment andoperational capabilities, consider the followingscenario:The Blackhorse Brigade has completed itsdeployment to Europe along with III Corps. Thescene opens in the summer after much politicalturmoil and tension between NATO and theWarsaw Pact forces. ;;Warsaw Pact launches a nonnuclear attack intothe Federal Republic of Germany. The expansionof the enemy is detected in sufficient time toallow the 6th Cavalry Brigade to deploy to aforward assembly area prior to the attack.Enemy elements gain much territory. However,NATO forces are able to maintain an acceptabledefense. Friendly intelligence sources determinethat the main thrust of the enemy attack will be ina sector where a high casualty rate already hasbeen realized. III Corps is directed to assumeresponsibility for this battle-ridden area.Taking up positions along the FEBA, III 'CorpsJANUARY 198

GLOSSARY - Page 7enters into a defensive posture. The mission giventhe 6th Cavalry Brigade is corps reserve. Thebrigade support area has been selected 200 kilometers behind the FEBA and the squadronsdeploy about 100 kilometers behind the FEBA.Such a distance might appear to be too great foraRY reserve force to react in sufficient time.However, this remoteness is not a disability because of the built-in mobility within the brigade.This distance can only aid in the brigade's security, and at the same time provide a centralizedemplacement from which to react quickly toattacks anywhere in the corps sector.The brigade as a combat maneuver unit is suitable for employment where time is critical andground forces are restricted by terrain trafficability. t can maneuver farther, faster and placemore armor-defeating firepower in a given areathan any other i k e s i z ~ d unit in the United StatesArmy. With such a trait, the 6th Cavalry Brigadecan provide any Army commander a fast-movingarmor-defeating force on a short notice.As the enemy attack continues, the corpscommander decides the main thrust of the enemyis along a divisional boundary. To conserve hisground combat maneuver elements, the corpscgmmander contacts the 6th Cavalry Brigadecommander: Support the defenses of the 2dArmored Division. Commit your forces in thisthreatened area, is his message.The 4th Squadron, 9th Cavalry is committed.The troops quickly aid in establishment of ascreen along the division's flank.While the enemy's troops come into initialcontact with the division's forward defenses, the4/9th Cav assists tbe division in locating andattriting the enemy. During this same time, the4/9th is able to precisely determine the width ofthe penetration. As the battle continues, it becomes evident that greater armor-defeating firepower is needed. This information is relayed tothe brigade comma'nder who commits one of thebrigade's attack helicopter squadrons-the 7thSquadron, 17th Cavalry.

Aided by scouts from the 4 9th Cav elementsof the 7/17th Cav quickly move forward, usingNOE flying techniques and pre-planned routes.Blocking positions are occupied by attack helicopters while the scouts establish alternateblocking and attack positions.As the penetration gains momentum, the brigade commander orders the 4/9th and 7 17th toconduct a cpordinated attack to curb the enemy'sthreat.A coordinated attack normally is accomplishedby using 75 percent of the available attack heli-9


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copters, which puts on station 11 .Cobras whichcan place 480 TOW missiles on targets. If thesituation becomes such that the brigade commander wants to surge the brigade, he can bycommitting 81 Cobras (63 from the 7/17 and 18from the 4/9) with 648 TOW missiles.The combined attacks of multiple attack helicopters at ranges from 2,500 to 3,750 metersconfuse the enemy. Enemy air defense weaponshave been degraded by multiple employment aswell as through the use of. NOE flying techniques.The enemy's efforts have been exhausted andthe penetration is halted. The enemy has sufferednumerous losses and caused l ittle damage to thefriendly defenses. Ground units have attackedand captured lost terrain.With the situation stabilized, the corps commander returns the brigade to corps reserve.

The 6th Cavalry Brigade returns to its tacticalassembly area. Upon arrival, the 34th SupportBattalion provides the resupply necessary to prepare the brigade for the next battle.Elsewhere in the Federal Republic of Germany,the enemy attack continues. The III Corps commander is advised that the corps to his southernflank isexperiencing heavy enemy pressure andhas requested reinforcements. III Corps receivesa warnIng grder: Be prepared to release the 6thCavalry Brigade as a reinforcement to the Southern Corps within 30 minutes after receipt of thiswarning order. Liaison is established with theSouthern Corps and upon receipt of the execution order, the attack squadrons and the airc valrysquadron depart the assembly area and refuelen route.From the base support area, one squadron willestablish a mobile forward support area within 1hour and 15 minutes of the movement order.Another squadron will have fuel available andready for operation within 2 hours. By leapfrogging the squadron forward support areas,the brigade can sustain itself during a longdistance move and arrive in a ready-to-fightposture. The brigade has the capability to susta initself logistically for 72 hours after commitment.A scenario of this nature clearly portrays thecapability of the 6th Cavalry Brigade in a hostileenvironment against a numerically superior threatforce. The brigade can deploy rapidly againstthe enemy and alter what appears to be anextremely adverse situation. Because it is highlymobile, the brigade can react quickly and relievethe pressure on friendly ground elements. Massing its firepower against an attacking enemy willproduce heavy losses and provide a more favorable force ratio for our armor-defending force.1

GLOSSARY - Page 7The ease in which the terrain is controlled bymassing firepower on enemy targets and thenshifting those fires to another location across thebattlefield is the key to employment of the brigade.Oriented in the attack, the 6th Cavalry Brigadeprovides the corps commander a decisive element to assure a successful defense. Usingscenarios similar to the one discussed above,the detailed combat actions of the attack andcavalry squadrons are discussed in articlesbeginning on pages 3 and 4.

About The AuthorsCOL Molinelli commanded the 6th Cavalry Brigade whenthis article was written. He is an Armor Basic Course andAviation Course graduate. He served with MAAG and later asaide-de-camp to the Chief of the Army Group-Iran. COL

Molinelli completed helicopter transition and the ArmorAdvanced Course after return ing to the U.S. He has servedtwo tours in Vietnam; commanded numerous units; was grad-k uated from C&GSC and the War College; and holds a master'sdegree. Prior to his present assignment, COL Molinelli wasChief of Combat Division, Requirements Directorate,ODCSOPS.

CPT Russell was the Public Affairs Officer of the 6th CavalryBrigade (Air Combat) when this article was written. He wascommissioned a first lieutenant after completing a tour inVietnam. He is an Armor Advanced Course graduate, holds abachelor's degree (professional aeronautics), and is a SeniorArmy Aviator. CPT Russell entered the Army in 1964; sincethen, he has held a variety of pOSitions includ ing executiveofficer, company commander and various staff positions.

(AIRCOllIYelterdsy, 1'0dsy, Slid 1'0lllorro,.,

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H YO YthSQUADRON/17thCAVALRY

continued from page 3line troops and headquarters is provided by aheadquarters troop. Each line troop can providethe massed fires of 168 TOW missiles againsttargets along a front from 1 to 3 kilometerswide and can sustain this firepower with thecombat service support of the 34th SupportBattalion (Stud Cav).With the air mobil ity provided by the Stud Cav'sorganic CH-47 Chinook aircraft, the Heavy Cavcan deploy laterally across the battlefield inexcess of 200 kilometers to reinforce ground units,stop an enemy penetration, exploit a friendlybreakthrough or strike deep into rear enemyareas. This multirole, helicopter squadron is avaluable asset to the ground commander in anytactical situation anywhere on the battlefield.To illustrate the deployment and use of attackhelicopters on the modern battlefield, a fictionalbattle situation is portrayed below. The brigadeis deployed to Europe (figure 2) before theinitiation of hostilities. The 7 17th Cav initiallylocates in the assigned sector of the major unitassembly area and, before the enemy attack,continues preparation for immediate operations.Upon completion of incountry processing, thesquadron moves each troop to tactical assembly

GLOSSARY Page 7areas in the vicinity of Hodenhagen. The squadron assumes a reserve mission and continuesJntensive maintenance on the aircraft and weap-o s systems. Each troop is in its own villagearea surrounding Hodenhagen and is furtherdispersed by separating platoon areas in theforests around the ir respective villages.The brigade is given the mission to quicklyreinforce I Allied) Corps in the vicinity of Braunschweig. The 4th Squadron (Air), 9th Cavalry(Real Cav) elements conduct a movement tocontact to find the enemy and fix the limits of thepenetration. Concurrently, Heavy Cav troopsrelocate to forward assembly areas in the Peinearea. Support elements within each troop set upforward arming and refueling points (FARPs)north of Hildesheim. Team leaders for each 3:5mix from the troop fly directly to the groundcommander 's location and receive a short butcomprehensive briefing on the enemy strengthdisposition and air defense capabilities, andon friendly unit and supporting ADA vehicleswhich are moving to the west. The commander isable to maintain radiO contact on an alternatefrequency that is occasionally free of interfer,ence. The Cobras engage the enemy with rockets'at ranges&up to 5 500 meters to destroy softta gets and to' daruage radar dishes and radioantennas. The teams move to alternate firing

HEAVV ,CAV

FIGURE 1

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positions after each engagement. The aircraftremain exposed for,only the absolute minimumamount of time to complete an engagement,remask and move.The lead Cobra signals the team leader that allCobras are 50 percent expended and the teamleader, after transferring control to that section sscout, returns to the second team assembly areato commit them to the battle.The second team arrives just as the f irst is expended and ready to return to the FARP. TheHeavy Cav maintains continuous pressure onthe enemy penetration in this manner and reduces congestion and waiting time in the FARP.Teams continue attriting and slowing the enemy.After reducing the enemy air defense umbrellaand destroying command and control vehicles,the Cobras are able to increase their effectiveness and maximize their kill ratios. The attackingtank forces continue to pour into the penetrationarea even though they are not gaining grounddue to the heavy losses inflicted on them by theattack helicopters.As the battle continues the 6th Cav Brigadecommander receives a mission to protect theWittingen-Wolfsberg area. To accomplish this,the commander task-organizes one air cavalrytroop and one attack troop under the 4 9thSquadron commander. Troop C is withdrawn from

FIGURE 2

2

the battle area to rearm and refuel in preparationfor its attachment to the 4/9th Cavalry Task F ~ r c eAlpha and Bravo Troops shift and redistributethe areas of responsibility along the penetrationto cover the gap left by the departure of CharlieTroop. Troop C assumes a stand-by posture inthe task force, waiting to be committed when the4 9th Cavalry elements detect an enemy armorassault.The battle in the Braunschweig area continuesas the Heavy Cav sustains its continuous pressureon the enemy penetration. Each return trip bythe teams finds the FARP a bevy of activity,crowded by CH-47s from the 34th SU POrt Battalion which are delivering JP-4 fuel, 20 mm,rockets and TOW missiles.As the enemy advance is blunted, and reinforcing friendly ground forces take up positions,the squadron is released from this mission andreturns to Hodenhagen, after rearming at Hildesheim. An hour later, the 4 9th Cavalry task forceis released from its mission and Charlie Troopreturns to the 7 17th Cavalry.The brigade is soon placed under the operational control of the U.S. V Corps in the Fuldaarea and prepares to deploy more than 200 kilometers to the south. The Heavy Cay sends liaisonpersonnel forward with the 34th Support Battalionelements to arrange refueling at Fritzlar and anadditional element departs for the Lauterbacharea, where the squadron sets up its new tacticalassembly area.At the same time, CH-47s from the 34th SupportBattalion lift the squadron s FARPs into Schlitz.The brigade liaison team arrives in the Fuldaarea and is briefed at lhe V Corps TacticalOperations Center. The Blackhorse Brigade is tobe integrated into the defense of the area fromFulda north to Bad Hersfeld on the northernflank of the 3d Armored Division s Combat Aviation Battalion. The V Corps Air Force liaison officerb.riefs the br igade liaison team on the success ofthe JAAT operations in the V Corps sector. Theliaison team returns to br ief the brigade and thesquadron commanders and the brigade commander issues a frag order for the conduct of thedefensive operation.Meanwhile, Alpha Troop arrives in the Lauterbach area and immediately disperses into platoonareas northwest of the town. Bravo and CharlieTroops arrive simultaneously and disperse to thewest and south. Their commanders and operations officers move to a prebriefed a rea wherethe squadron commander and squadron operations officer (after returning from the brigadeTOC) give a frag order to the attack troops. The

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GLOSSARY Page 7troop commanders repeat the process and the COSCOM trains in the Giessen area to resupplyteam leaders rendezvous with their teams in the FARPs.holding areas northwest of Fulda. They give a The quick reaction by the brigade in reinfprcingdetailed order outlining the battle plan. Special ~ h e V Corps blunted a major enemy attack. Theattention is given to the coordinating instructions, ~ i r Cavalry has performed its classic missioncode words and procedures for working with the with increased firepower. The attack helicopterA-10 airplanes during JAAT operations. The squadron has reinforced two separate armoredteams move out for their respective sectors along. forces in two ra pidly changing situations whichthe front stretching from Fulda to Bad H e r s f e l d . required quick, decisive and effective antitankImmediately upon arrival at the main battle fires more thanaQO kilometers apart. The Heavyarea, the Heavy Cav scouts begin identifying all Cav s highly mobile attack and scout helicoptersfriendly air defense weapons in thei r area. These complemented by A-1 0 aircraft and other mem-weapons are part of the combined arms tean bers of the combined arms team is the most in-and must be integrated into the defensive plan in vincible force o n the modern battlefield today,conjunction with the maneuver elements. Simul- when fully integrated as a maneuver element intaneously, the Real Cav (419th) moves out to find the ground commander s scheme of maneuver.and fix the enemy and to develop the situatiQ.l1.Concurrently, the Heavy Cav comes forward tejoin the 4/9th.By the time the A-10s call t ~ e j r first RP, allvisible air defense threat weapons and manycommand and control vehicles have been disabled or destroyed and the Cobras are systematically destroying tanks in thoir sectors. A-10sinitiate firing while the C o t r l ~ c o n t i n u e theirsuppressive fires from successive firing ppsilions.Both the A-1 Os and the Heavy Cav teams continueto rotate into the battle positions, while the RealCav screens the flanks. The FARP elements havedisplaced to their new locations a n d ~ h e 34thSupport Battalion elements have linked up with

ANUARY 198

About The AuthorsILTC Cavanaugh, a prior enlisted man, commanded the

17th Cavalry when this article was written. He has completednumerous courses, is an OCS graduate, and holds a bachelor sree in business administration and two masters one in

i ~ n c e and the other in military arts and science. LTCCavanaugh has served In { ~ J r l a m , Dominican Republic, Korea,and CONUS. Prior to aSSUming command of the 17th, LTCCavanaugh was Assistant, G-3/DPT Training Division, III Corpsd Ft. Hood.CPT Burnett is the Assistant S-3 (Operations and TrainingOfficer) of the 7th Squadron, 17th Cavalry. He was graduatedfrom Tulane Unlversity1n 1973. Prior to this assignment, CPT

Burnett was assigned to an attack battalion and a cavalrysquadron in Germany.

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RE L VthSQUADRON 9thCAVALRYcontinued from page 4forces, facilities or activities essential to thefriendly force mission. It also can gain time topermit concentration or movement of forceselsewhere; wear down the enemy as a prelude toattacking; force the enemy to mass and becomemore vulnerable to attack; or retain tactical,strategic or political objectives.The squadron can be employed as a combinedarms force with elements of armor, mechanizedinfantry or armor cavalry units under its operational control. Or, it can be under the operationalcontrol of a ground maneuver force.To best explain the air cavalry squadron scapabilities, a series of vignettes are portrayedbelow. While these scenarios are not based uponactual contingency plans, they do provide avehicle to present a perspective of how thesquadron could be employed under similar circumstances.The general situation is that the Real CavSquadron has been deployed to Europe duringthe enemy buildup prior to hostilities. The squadron assumes a reserve roll and tactically dispersesin an area near Hodenhagen.Jhe attack beginsat 0300 hours. By 120Q hours,NQRTHAG commander has determined thatthe enemy is attempting a breakthrough. Themomentum of the attack is such that secondechelon armored elements are threatening torupture the defense.The NORTHAG ground reserve cannot moveinto battle positions in support of the AlliedMission: T o perform reconnaissance and security, toengage in offensive, defensive and retrograde operations when required.

14

armored corps until about 1500 hours becauseof its location. At 1215 hours the 6th CavalryBrigade Air Combat CBAC) is given the missionof reinforcing I Allied) Corps in the vicinity ofBraunschweig. The brigade commander sendsthe 4th Squadron, 9th Cavalry forward to locatethe limits and flanks of the penetration.The 4th Squadron, 9th Cavalry deploys scoutteams to screen forward of the covering force.When enemy contact is made, the scouts provideearly warning and begin engaging the advanceenemy elements. By 1245 hours initial intelligence and information from the 4 9th recon elemants indicate that two tank divisions are leadingthe attack. This means that on an 8 to 10 kilometerfront there could be as many as 688 enemy tanksin the breakthrough area.Aeroscouts of the 4 9th direct long-rangeartillery and tactical air on the enemy. The 4 9thhands-off the enemy targets to its sister unit, the7 17th Attack Helicopter Squadron and to thefriendly ground forces. As the 4 9th withdrawsthrough the blocking force it screens gaps in thecovering force area or screens the blocking forceflanks. The 4 9th maintains contact and reportsany attempt to bypass. If a bypass attempt is discovered, the Cobras from the air Cay engage theenemy forces to fix them while the scouts call inartillery, direct tactical air support, and guide aheavy attack team to destroy the targets. By continually locating these bypass attempts the enemycan be effectively contained on a narrow frontand the attack slowed.Although enemy tanks continue to come, thedefenses have held. At this time, the 6th CBAC



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receives a frag order to protect a loosely defended area 33 kilometers wide between Wiltengenand Wolfsberg. The 6th Brigade commander taskorganizes one air cavalry troop and one attackhelicopter troop under the command of the 4/9thcommander for the mission.The air cavalry troop, having led the brigade inthe surge, had expended its TOW missiles andreturned to Hildesheim. There they rearmed withTOWs and 20 mm. A mobile FARP had been setup there with ammunition flown in by the brigade sorganic CH-47 Chinook.The commander of the 4/9th task force ordershis command to move to the new sector andassume the protect mission. There they providethe necessary reconnaissance and security.Should the enemy attempt to bypass the strengthened defenses of the North German plainsapproach, or the Helmstadt-Dortmund approach,and exploit the perceived gap, the 4/9th elementscould mass direct and indirect fires and availabletactical air on the threat.The squadron does not have organic indirectfire support assets, but does have a fire supportliaison officer to provide interface with supportedunits. Pilots and observers are well trained inforward observer procedures. This allows anyelement of the squadron to quickly tie in withsupporting artil lery units and tactical air, withoutthe attachment of observers. The squadron canrespond anywhere in the sector with minimum

delay and confusion, while maximizing u r v v -bility during target servicing.The terrain within this 33-kilometer sector isespeCially varied, offering flat marshlands andwooded rOiling hills. Squadron elements canwatch the battlefield around the clock. At nightthe air cav and attack helicopter teams can usenight vision goggles and artificial illuminationprovided by supp0r1ing artillery or mortars. Ifthese are not available, they can provide theirown illumination firing 2.75 inch flare rockets.At 1 530 hours ground reserves were movedinto battle positions ,reinforcing the I (Allied)Corps. The brigade, as a force multiplier, hassucceeded in its reinforcement. At 1630 hourselements of the 3rd Panzer Division move intothe sector between Wittengen and Wolfibergand relieve the 4/9th Task Force. The brigade isagain NORTHAG reserve and located near Hodenhagen.In the 3rd vignette, the 6th Brigade is directedto prepare to move to reinforce the U.S.V. Corps.Throughout the day the major thrust of the Warsaw Pact forces has directed toward the FuldaGap.JANUARY 198

GLOSSARY - Page 7Assuming the time now is 1800 hours, theproblems and difficulties of the mission are obvious. The squadron must move in excess of 200kilometers and effectively engage enemy armored forces-at night.The brigade is directed to execute. The leadair cav elements of the 4/9th move to Fulda. Thetime en route is 1 hour, 48 minutes.As the brigade headquarters moves into itsassigned sector and assumes operational controlof the remnants of two ground battalions, the aircavalry troops of the 4/9th establish contact withthe ground elements and are updated on the tactical situation. Simultaneously, scout elementsare identifying the boundaries and establishingcontact with adjacent units.The 4/9th air cav elements develop the situation and identi fy both the enemy battle dispositions and optimum approaches to the enemy and

b a n d o f f targets to the attack helicopter elements as they arrive at the battle area. Throughout the night, the battle is sustained by attackingand continually maneuvering to fire from theSbest location at maximum range. The synergist iceffects of the combined ,arms attrite the enemyadvance, stabilizing the FEBA at 0400 hours.The Real Cav Squadron has reacted quicklyand the V Corps blunts a major enemy attack.The squadron has reinforced two armored forcesmore than 200 kilometers apart in two rapidlychanging situations indicative of its flexibility,mobili ty and reaction capabilities.The 4th Squadron (AIR), 9th Cavalry,Real Cavhas done its part as the eyes and ears of the 6thCavalry Brigade (Air Combat -the largest, mostmobile a 1d effective tank killing un t in the freeworld

About The AuthorsILTC Kimes assumed command of the 4th Squadron (AIR).9th Cavalry, 6th Cavalry Brigade (Ai r. Combat) in August1978. He received his commission upon completing theInfantry Offi cer Candidate School in 1963. LTC Kimes is alsoa graduate of the Armor Off icer Advanced Course and C GSC.He holds two degrees-a bachelor s and a master s. Hisassignments include two tours in Vietnam and two in Germany.LTC Kimes-then a private-entered the Army in 1957. Sincethen, he has served in various command positions.

Since August 1978, CPT Reed has commanded A Troop.and Squadron S-1, 4th Squadron (AIR) 9th Cavalry, 6th CavalryBrigade (Air Combat). CPT Reed received a bachelor s degreeand commission from Arizona State Universi ty in 1973. He isalso a graduate of the Infantry Officer Basic and AdvancedCourses. Since entering the service, CPT Reed has heldpOSitions in various places to include commanding the Aeroweapons Platoon, A Company, 2d Aviation Battalion, 2dInfantry Division in Korea from 1976-77.

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S UDCAV4th SUPPORT B lT LIONcontinued from page 5equipment and employment of assets. However,as is the case with line squadrons of the 6thCavalry Brigade, it must be able to do the jobover an area of operations broader and deeperthan any ever assigned to a support activity inthe U.S. Army force structure.The 34th must be capable of supporting thehuge logistical appetites of squadrons that candeliver more firepower faster and farther thanany other organization of similar size. It must bestructured to handle communication and coordi-nation problems inherent to the brigade's modeof operation. And, even more important;JJ mustbe structured to communicate, coordinate andoperate more rapidly than any other supportorganization in the history of the United StatesArmy.To meet these requirements the 34th SupportBattalion is organized with expanded functionalcompanies to include: Headquarters and Head-quarters Company; Supply and Transport Com-pany; Ground Maintenance Company; Transpor-tation Aircraft Maintenance Company; and anAssault Support Helicopter Company. Withoutaugmentations, the 34th is authorized 51 officers,53 warrant officers and 957 enlisted for a total of1,061 personnel. It is envisioned that it would beaugmented with an administrative company con-sisting of 17 officers, 3 warrant officers, and 119enlisted when committed to a theater of opera-tions. Major functions performed by each unit ofthe 34th are discussed below: Headquarters and Headquarters Companyprovides personnel and equipment for commandand control of the battalion. Organic to the o m ~pany is the brigade materiel management andf

FIGURE 1

movement management control. The companyalso provides personnel services, finance andstandard installation division personnel systeminterface branches for limited administrative,personnel and finance support and a brigadedata center which lends automatic data proces-sing support for all logistics functions. Supply and Transport Company is the onlyorganization of its kind. It has 90 vehicles and280 personnel to support the brigade with groundtransportation and supply. This company providessupplies of class I II, III, iliA, IV V VII and unclassi-fied maps. When augmented for combat, it alsowould provide clothing exchange, bath support,graves registration support and central issuefacility support. . Maintenance Company provides direct sup-port maintenance and repair parts supply to thebrigade except for medical, photographic,COMSEC, aircraft avionics, aircraft armamentand automatic data processing equipment. (Themaintenance and repair of these supply itemsis provided by nondivisional units: The 55thSignal Company furnishes OS maintenance ofCOMSEC equipment.) The company maintainsan authorized stockage list of common repairparts to support the prescribed load list of unitsand its own OS requirements. It also provideslimited vehicle recovery to the brigade, operatesa direct x c ~ n g e service, maintains operationalreadiness float for selected items and providestechnical assistance and contact teams to aug-ment the maneuver squadron's capabilities. ircraf t Maintenance Company providesaviation intermediate maintenance support forthe brigade aircraft and associated systems, toinclude armament, and repair parts supply supportfor the brigade. It also operates a quick supplystore ~ e r v i c e for selected items; it maintains an

o p e r t ~ o n l readiness float for selected itemsSTUDCAV34th Support Battalion Command

~ ~ ~ , _

6

I ,I Medical Company I_____________



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FIGURE 2

and provides technical assistance. The companyfurther provides expertise for aircraft recovery Assault Suppor t Helicopter Company s CH-47s provide air transportation for personnel,supplies and equipment required by the brigade.The squadron FARPs are dependent upon theseaerial assets for class III and V support. Supportfrom the squadron trains to the FARPs is routinelyprovided by the Chinooks. Although the primaryrole of the CH-47 is logistical resupply, assetscan be committed for aircraft recovery, to supplement aeromedical evacuation capabilities (whenthe battalion is augmented with a medical company), and transporting tactical mission personnel.Now with that understandingof the organizationJANUARY 198

GLOSSARY Page 7

of the 34th Support Battalion, it s appropriate todiscuss the composition and concept of thebattalion meeting the brigade requirements incombat.The service support for the brigade consists ofa base support area and up to three forwardsupport areas (figure 3). The BSA is located inthe brigade trains area about 1 to 200 km behind the FEBA. The support battalion providessupply and maintenance services to the maneuver units in the FSA and maintains the bulk of thebrigade supply reserve in the BSA.The base location depend:; on the tactical situation, COSCOM s DS GS support units, terrain,security and the location of the main supply route.In short, it is located where it can best support

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the FSA and forward units. The movement of theBSA requires about 24 hours and involves moving900 tons of supplies and 160,000 gallons of fuel.It also should be ecognized that the brigade isdependent upon COSCOM for distribution ofclass III, lilA, and V for sustained operation incombat. The FSAs are operated in or near thesquadron trains which they support. The squadrontrains generally are located 40 to 60 km behindthe MBA. The FSA is operated by the maneuver

s q u a d ~ p n S-4 and is a temporary forward supportlocation which provides wholesale supply, services and maintenance support to combat forcesdeployed beyond the range of their organicsupport capability. The movement of the FSArequires about 14 hours and involves movingabout 80 tons of supplies and 20,000 gallons ofJP-4 aviation fuel.~ PQjnted out, the 6th Cavalry Brigade canperform a variety of missions in support of combatoperation. The remainder of this article addresseslogistical support to the Heavy Cav 7/17th andReal Cav 4/9th squadrons in the vignettes de-scribed in articles beginning on pages 3 and 4.Success in combat requires a team effort fromeach of the five companies within the 34th Support Battalion.Supporting he Battle The Stud Cav, havingestablished a BSA about 25 km west of Hodenhagen, is coordinating rear area protection planswith surrounding COSCOM units all the while

receiving and storing all classes of supplies.At 0600 hours the battalion commander issummoned to the brigade TOC and soon returnswith a Jtvarning order for his staff and companycommanders. Gentlemen, the brigade has beengiven the mission of reinforcing the I AllieGf)Corps in the vicinity of Braunschweig. I want toestablish an FSA that is capable of supporting a2-day operation. I have recommended to theReal Cav commander that his S-4 establish thetrains in the vicinity of Hannover. My S-3 willprovide You with the plan and overlays by 1000hours.The battalion S-3 begins immediate coordination with the brigade materiel management officerto ensure the availability of critical items of suppyto support this operation. The supply and transportation company is directed to pallatize tworearm loads of ammunition for two attack troopsand one air cavalry t roop for aerial resupply.Upon completion of the OPLAN the battalionS-3 coordinates with the brigade movementscontrol center for the dedicated use of five CH-47s to assist in establishing the FSA and combatunit FARPs.

8

The execution paragraph of the OPLAN provides the units with the following information:HHC provides rigging support and pathfindersto control air traffic in the BSA; Company A provides one tailorea mobile ASP capable of supporting both air cavalry and attack hel icopter troops,engineer support to establish the FSA, two 5,000gallon tankers and two 10,000 gallon JP-4 bladders; Company B is alerted to maintain a groundvehicle recovery team on 30-minute standby;Company 0 is tasked to provide three CH-47s toestablish theFARPs.Priority of support is to the Real Cav, initially.Company 0 also will provide two CH-47s tosupport the establishment of the FSA, on order.The order to execute the operation is receivedby the battalion S-3 at 1215 hours. Upon receivingthe implementing order, Company A moves tojoin the Real Cav S-4 in its TAA. Company 0launches two aircraft to haul fuelblivets and theFARE system from the 4/9th Cav TAA. The thirdhelicopter moves to the base ASP for loads ofpallatized ammunition.While the Real Cav S-4 closes into the FSAsite and establishes operations, a reconnaissancesection of the Real Cav has located a suitablesite for the FARP in the vicinity of Hildeshiem.The section's leader immediately directs theattack helicopters to maintain overwatch of thearea from fir ing posi tions below the treetops anddispatches an OH-58 Kiowa to return as an escortfor the ground reconnaissance squads, alreadyFEB. MBA)Air Cay ttack HelicopterFARP s FARP s

FIGURE 3

U.S. ARMY AVIATION DIGEST


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airborne in two UH-l H Huey helicopters. Theutility aircraft airlift the squads into the landingzone and the troops immediately establish adefensive perimeter around the area. Uponclearing the area, the team leader calls the CH-47s forward. The three Chinooks enter the areacarrying sling loads of fuel and ammunition. Utilityvehicles, trailers and personnel are internallyloaded in the first two aircraft. The slings are unhooked in the nearby treeline and the personneldisembark and rapidly set up the refuel and rearmpoints.The CH-47s depart the FARP site for the TAAof the Heavy Cav 7/17 to repeat a similar operation. The entire operation takes only 20 minutes;however, the pilots know they will return to relocate the FARP within the next 6 hours.Having established operations in the FSA, thetwo CH-47s dedicated for that mission are Slinging I.in supplies to sustain 2 days of operations. Company A has dispatched both 5,000 gallon tankersback to the BSA for another load.Meanwhile a frag order is received by thebattalion commander to prepare logistical supportfor a task force to protect an area between Wittengen and Wolfsberg. He determines that an additional FSA is not. practicable since the BSA isclose enough to provide responsive support forthis mission. He does, however, instruct CompanyA to prepare the other mobile ASP for deployment,if required.

Both operations were successful in bluntingthe enemy's attack and Allied troops have replaced the brigade's combat r:oops; boJh unitshave returned to their TAA.The brigade soon receives qrders placing itunder the operational control of the U.S.V Corpsin the Fulda area. This requires a move of morethan 200 kilometers to the south and necessitatesmoving the BSA.A battalion liaison officer from the BMMC)oinsthe brigade liaison team to effect predeploymentcoordination with the V Corps. Upon the returnof the brigade team, the battalion liaison officerbriefs the commander.ihe battalion commanderthen issues a frag order for the conduct of theoperation.All transportation assets of the battalion arerequired to move the personnel plus 3 days ofsupplies located in the BSA. The Real Cav S-4also is alerted to "dry up" the POL supplies in theFSA and move to a TAA in the viCinity of u t r -bach. The battalion S-3 publishes a movementorder requiring the Stud Cav tO move at 1800hours to join the V Corps COSCOM in the viCinityof Giessen.J NU RY 198

GLOSSARY-Page 7The night road march takes about 5 hours tocomplete. The battalion commander knows thatit will be nearly 14 hours before the BSA canfunction again. To preclude a logistical breakdown, he d irects Company 0 to assist the HeavyCav in establishing an FSA in the viCinity ofLauterbach and to provide them a 2-day supplyof rations, POLand ammunition. Additionally, hedispatches an advance party from the BMMC tocoordinate with VCorps COSCOM for throughputsupport to the FSA until the BSA is established.Having completed the move, the battalionrapidly establishes the base area and throughputsupport reverts from the FSA to the BSA. Onceagain, the Stud Cav is pOised for the next battle.The 34th Support Battalion's ability to providethe responsive logistical support to the combatunits is indeed the" Stud of this unique tankkiller brigade.

About The AuthorsLT Gauze assumed command of the 34th Support Battalionin December 1978. He is a Senior Army Aviator and a graduate

of Officer Candidate School and the Command and GeneralStaff College. LT Gauze completed flight training in 1960and entered active duty in 1961. Since then, he has served invarious command and staff assignments in Korea, Republicof Vietnam, United States, and Europe. LTC Gauze has alsocommanded both an aircraft maintenance direct supportgeneral support company and a medium helicopter company.

PT Pekema is the Assistant S-3 (Operat ions and TrainingOfficer) of the 34th Support Battalion. He received a directcommission in 1970, holds a bachelor'Sdegree and is a graduate of flight school and the Armor Offi cer Advanced Course.Since entering the service, CPT Pekema's assignments includescout section pilot (Vietnam), executi ve/opera tions officer inan assaulthe licopter company and battalion S-4 (Supply Officer).

O O l ror r f lliJOUt tAe lJjulejU l t Ollti tAe r l l fo / l

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In April 1969 UH-1 H 767 crashed in a dusty Vietnam landing zone, snapping its tail section. MAJ then 1LTClint Williams took this photograph from an AH-1 Cobra covering the airlift

THERE'S AN o ld bird downat 2nd Aviation Company whocould tell just about as many warstories as anybody in the 2nd Armored Division - if she could talk.They call her Grandma, and shestill gets around as well as ever,even after the operation.

Major Clint Williams, who tookover last June as aviation companycommander, recognized his oldfriend in October 1978. He was theassistant division aviation officerthen, and he had reported to HoodArmy Airfield at Ft. Hood , TX forsome refresher flying.I was flabbergasted , he remembers. I was flying with one of theinstruc tor pilots and he said, 'We'vegot 767 today.' I said, 'That soundslike the one that crashed in Viet-nam.'It was indeed the one that crashed in Vietnam. Grandma, you see,is a Huey- UH-IH helicopter No.66-0767, manufactured in 1966. AndMajor Williams had last seen her 9years earlier at a dusty landing zonenear Dau Tieng , her tailsectionalmost snapped in two.

Major Williams was then a first20

Grandmahe Vietnam VeteranFlies Again

Lieutenant avid Vogels2nd rmored Division

Fort Hood, TXlieutenant and flight section leaderfor the Killer Spades - B Company, 229th Aviation Battalion(A irlift) , 1st Cavalry Division (AirMobile) (the battalion is now stationed at Ft. Campbell, KY).

We were flying a 10-ship insertion into a tactical landing zone(LZ) out in the woods near IIICorps LZ Grant, he recalls. Itwas a big operation immediatelyaf ter Tet of 1969, in late April.That was the first lift going in, andaircraft 767 was number 10 in aflight of 10.

It go t kind of hairy sometimes

down at the bottom - there was alot of fire in the area. Grandmawas going into a hot LZ, it wasreally dusty and it crashed; that'sqll I can tell you. I don't think it washit-it wasn't written up as a combatloss due to enemy fire.Major Williams, who was the

gunner in an AH-1 Cobra coveringthe Hueys, says there were sixSoldiers (Infantry) on board in addition to 767's crew. One infantryman was crushed pretty bad (hesurvived), but none of the crewmembers were hurt, except for theirpride.



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The crew was picked up by thepreceding helicopter in the flight.and Major Williams' Cobra provided protection while a CH-47Chinook hoisted 767 out of theLZ. Major Williams also was ableto take some pictures of the extraction (they accompany this article).

It turns out that 767 was shippedto Corpus Christi. TX. for rebuild.Old Grandma, who had taken hershare of enemy bullets, was patchedup almost as good as new and sentto Ft. Benning, GA.

After another facelift, this timea normal rebuild, 767 arrived at Ft.Hood in September 1974. TheVietnam veteran has racked upabout 4,750 hours of flight time alltold.

I t must be a well-made helicopter, said Private First ClassRoger Wine, her crewchief in the2nd Aviation Company. It's theoldest bird we have.

The 13-year-old Grandma whowas wounded in action s still flyingher missions. And she doesn't looka day over 11.

A CH-47 Chinook extracts the battered uey from the landing zone.After taking this photograph MAJ Williams would not see the helicopteragain until 1978 at Ft. HoodToday UH-1 H 767 sits on the flight line of 2nd Aviation Company 2ndArmored Division at Ft Hood TX


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22

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Vi WSFRomRE DERS

Editor:My copy of the June 1979 issue of theDigest which I had squirreled awaywhen I recognized the picture at thetop of page 6 as one of my airplanes,and myself doing the hand-labor, againcame to my attention today. The finearticle by LTC Richards on Army aviation in Hawaii particularly inte rests me,because of some experiences I havehad there.In early 1945, the418th Field ArtilleryGroup, consisting of a group headquarters and two battalions of 240 mmhowitzers, then temporarily based atSchofield Barracks, came to the BigIsland for firing practice, since the areabetween the mountains Mauna Loa andMauna Kea provided the only areain the Islands where observed fire ofthose long-range weapons could beconducted. As air officer of the group,I was faced with finding a landing stripfor the six L 4 's organic to the groupand its battalions.

The group bivouacked at PohakuloaTraining Area, at the foot of MaunaKea, from which spot the howitzerscould fire onto the slope of MaunaKea, the area being uninhabited anddesolate. Terrain surrounding the areaoccupied by the group consisted principally of lava beds, hardly suitable foraircraft operations. A thorough reconnaissance, by vehicle as the six aircraftwere being reassembled at Lyman Field,Hilo, following shipment via LST fromOahu, disclosed that the only area suitable for an airfield anywhere near thegroup area was on land belonging tothe Parker Ranch. Working through

JANUARY 1980

the Hawaiian Department Engineers,arrangements were made to utilize asufficient space of the Ranch to constructa rudimentary airfield, with a runway,operations tent, maintenance / supplytent, and fueling facilities.

To construct the runway, a bulldozersimply leveled off a 500-yard strip ofthe surface , exposing a continuousstretch of fine volcanic cinders, whichwere compacted by a roller to form areasonably hard surface- at least satisfactory for the L-4s with their large,low-pressure tires. The runway startedat the 32 foot fence which formed theboundary between the government landand the Parker Ranch property , andextended exactly 500 yards. After completion of the runway, the group's aircraftflew up from Hilo and landed to activate the airfield.

Operating from the strip was interesting, to say the least. The field wasapproximately 6,300 feet above sea level.Flights to observe firing of the 240'sinvariably carried an observer as wellas the pilot. SOPs in effect dictatedthat both pilot and observer use backtype parachutes, sit on a seat-type foldedsurvival raft; and wear a Mae West lifepreserver, pistol belt with weapon andcanteen; and the communications equipment was an SCR-61O radio, designedfor a Jeep, but mounted behind therear seat. With such a load , the altitudeand frequent high temperatures meantthat the 65 h.p. Continental enginesreally had to do their best. Take-offsmade into the prevailing wind ensuredthat the pilot really sweated it out, andcounted any distance over 2 inches that

the wheels cleared the top wire of thefence as an unexpected bonus. Surprisingly, we never once went throughthe fenceIn January 1978 on a visit to theIslands, I drove from Hilo to Kona onthe Big Island, and passed the Pohakuloaarea, now a public recreation area, andshortly afterward came to BradshawArmy Airfield, where I stopped for'avisit and look-around. After trying toreorient myself after a lapse of about33 years, I realized that Bradshaw islocated perhaps a quarter or half a milecloser to the slope of the mountainthan the location of the 418th FA Group'sunnamed airfield, but the main runwayis exactly parallel to the original one.Just thought that you might like toknow that there was Army aviation onthe Big Island of Hawaii long beforethe 25th Division built Bradshaw ArmyAirfield.

Editor:

Henry S. Wann250 Nottingham RoadWilliamsburg , VA 23185

I am gathering information on thepros and cons of having enlisted pilotsin the military. Would appreciate hearingfrom anyone with opinions, referencesto pertinent articles and reports, etc.

Robert G. SchipfScience LibrarianUniversity of MontanaMissoula , MT 59812

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us RMY S nTY ClllnR

eep that tail upl

4 U S RMY VI TION DIGEST


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A NY MANEUVERperformed at nap-of-theearth (NOE) al tituderequires a great deal of precision.But based on past accidentexperience, if there s anyonesingle maneuver that every pilotflying NOE should master, it isthe NOE deceleration. In FY 79,three Huey accidents occurredduring NOE decelerations due toincorrect technique or ineffectivecontrol input.

Take for instance, a UH-l pilotand IP who were on an annualproficiency and readiness testflight. During the flight , the IPdemonstrated an NOE deceleration and then had the pilotperform two decelerations atabout 2 feet. The pilot appliedtoo much aft cyclic for theamount of collective pitchapplication , causing thehelicopter to pivot around themast rather than the tail rotor.The IP explained and demonstrated the maneuver again at about 5feet agl so the pilot could getmore of a sensation of altitudegain. At this time, the wind was1 knots gusting to 16 knots. TheIP then told the pilot to performanother deceleration. During themaneuver, the pilot again appliedtoo much aft cyclic for theamount of collective pitch andfailed to maintain sufficientaltitude for the tail rotor to clearthe ground. The helicopter spunright, and the IP reduced throttleto land. The tail boom, cross

JANUARY 1980

tubes, and left side of the aircraftwere damaged.In another case, an IP demonstrated an NOE decelerationduring NOE refresher trainingand the pilot performed two ofthem satisfactorily. The IPdemonstrated another NOE deceleration at a skid height of 1feet. The pilot again performedtwo maneuvers to the IP ssatisfaction but allowed the aircraft to unmask excessively. Thepilot was having some difficultyvisualizing the position of the aircraft from this altitude, so the IPallowed him to descend to 5 feetand perform the maneuver downwind. As the aircraft acceleratedthrough effective translational lift,the pilot slightly lowered collective in an attempt to keep thehelicopter from unmasking andabruptly applied aft cyclic. Thenose of the aircraft pitched

~ p w a r d rotating around the axis9f the main rotor instead of thetail rotor. Before the IP couldreact, the tail rotor struck theground and separated. Thehelicopter then turned right, hitthe ground again on the left skid,and rolled on its left side.A third accident occurredwhen an IP was demonstrating anNOE deceleration over downsloping terrain. While flying at analtitude of 5 feet and airspeed of15 to 20 knots, the IP slightlyapplied collective and aft cyclicto decelerate. Due to a slightdownslope of 3 degrees along theflight path , the IP misjudged the

Top figure shows wrongtechnique for NOEdeceleration ma neuverWhen the helicopter isrotated around the axisof the main rotor the tailboom goes down as thenose of the aircraft goesup This puts the tailboom into trees andother obstacles. Bottomfigure shows correctNOE decelerationmaneuver with theaircraft rotating aroundthe axis of the tail rotorinstead of the mainrotor. This raises thenose of the aircraft butkeeps the tail of theaircraft stationary andabove ground obstacles.

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IP did not have time to reactto an abrupt application of aftcyclic by the pilot. Tail rotorstruck ground and separated andHuey rolled on left side.effectiveness of the control inputand the distance between the tailrotor and ground. When the tailrotor hit the ground, the 90-degree gearbox separated , andthe helicopter spun and landedhard.Unlike a normal deceleration ataltitude in which the helicopterrotates around the axis of themain rotor, the helicopter mustrotate around the axis of the tailrotor during NOE due to thecritical height of the helicopterabove the ground or obstacles.This technique raises the nose ofthe helicopter but keeps the tailof the aircraft stationary andabove ground obstacles.

26

The correct way to perform anNOE deceleration below effectivetranslational lift is to increasecollective to maintain tail rotoraltitude and then apply aft cyclicto decrease airspeed or to cometo a complete stop. The amountof initial collective pitch willdepend on your forward airspeed,load , and how fast you want tostop.) As the helicopter comes toa halt , slightly apply forward

iew of damage to vertical fin aftertail rotor hit ground and 9O-degreegearbox separated.

cyclic to level the helicopter andthen red uce collective tomaintain the helicopter at thedesired NOE altitude.At airspeeds above effectivetranslational lift, an initial

increase of collective may not benecessary. In this case, apply aftcyclic first and then adjustcollective as necessary tomaintain tail rotor altitude. Inmost cases, a reduction ofcollective is necessary. Theamount of reduction will dependon how much and how fastairspeed is being reduced.

These procedures for NOEdeceleration apply to the Huey,Cobra, and Scou t helieopters.However, i the helicopter used asthe primary training vehicleduring initial training is not theone that will normally be flown , itis recommended that additionalNOE deceleration training begiven in the mission hel icopter.

5



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~ J f I ~S RMY S fllY CIIIIlR

JANUARY 1980

ARTICLE pertaining tothe emerKency locatortransmitter (ELT ) appearedin the PEARL section of theOctober 1979 viation DigestThis article stated that, accordingto the Air Force CoordinationCenter, the ELT is still one of themost effective means of locatingcrashed aircraft , despite falsealarms that are sometimesemitted. The Army Safety Centertotally agrees with this statementand supports the need for ELTs;but we are still faced with aproblem with the EL T batteries.

For instance , in February 1979,the Federal Aviation Administration (FAA) issued AirworthinessDirective (AD) 79-05-02 requiringthe removal of lithium sulfurdioxide (LiS02) batteries andELTs powered by these batteriesfrom all U.S. registered civilaircraft. This AD was promptedby reports of battery failuresresulting in explosions and violentventing of sulfur dioxide gas whichcould cause serious injury and / orloss of the aircraft.As a follow-on,USATSARCOM issued a safetyof-flight message DTG 281900Z

March 79) requiring removal ofELTs with these types of batteriesfrom Army aircraft. ELTs arecommercial , nonstandard itemswithout an NSN and are authorized in Army aircraft in Alaskaand Panama. The only aircraft inwhich ELTs are installed andauthorized worldwide is the C-l2.

Although FAA issued aTechnical Standard Order (TSO)for a commercial-type nonlithiumbattery for ELTs, a battery hasnot been manufactured or testedin accordance with the TSOspecification. Therefore, FAA hasextended Airworthiness Directive79-05-02 to March 1980 andrequires that all civilian aircraftbe placarded with the following:ELT inoperative due to batteriesbeing removed.

At the present time, the Armyhas aircraft flying around withoutELTs, which could mean thedifference between survival andnonsurvival of aircrewmembers.Unfortunately, there has been noknown progress in pursuing thedevelopment of a new battery forELTs. In the meantime, you willhave to depend on flares, thesignal mirror, and the survivalradio. : i

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Will you be ready?F YING HAS OFTEN beendescribed as hours of boredom punctuated bymoments of sheer panic - theresult of sudden surprises we callin-flight emergencies.In one year, Army aviatorswere involved in more than 2,600such emergencies. These resultedin 29 destroyed aircraft, 18 majoraccidents, 13 minor accidents, 21incidents, 121 forced landings,2,443 precautionary landings, and22 other type mishaps. Collectively these mishaps produced 50fatalities and 67 injuries. Costs fordamages and injuries totaledmore than 25 million.

Translated another way, thesestatistics tell us we can expect oneaircraft to be destroyed approxi--mately every 12.5 days; a majoraccident to occur every 20 days; aminor one, every 28 days; an incident, every 17.5 days; and aforced landing, every 3 days. Inaddition, we can look for morethan 6.5 precautionary landings tooccur daily. On the average, wecan expect Army aviators to beinvolved in 7.3 emergencies eachdllY or in one emergency every543 hours of flight. We canfurther expect one crewmember

Hard landing resulted when pilotattempted autorotation aftermisinterpreting self inducedcondition s tail rotor failure.

28

or passenger to be killed every 7.3days and one to be injured every5.4 days. And we can predict ourdollar costs to continue at anaverage rate of more than 69,000a day all as a result of in-flightemergencies.When you consider these statistics, two facts become obvious:First, in-flight emergencies arecostly in terms of both lives anddollars; and second, no one whoflies is immune to them.Are you knowledgeableconcerning your aircraft and itssystems? Are you aware of thesymptoms various problems willexhibit? Should you suddenly befaced with one or moresymptoms, will you be able toaccurately diagnose the problemand take immediate and propercorrective action? The followingpilots apparently couldn't:An AH-1 pilot on an NOEtactical training mission slowedhis aircraft and lost translationallift. To maintain his heading, heapplied full left pedal, butbecause of an overgross conditionthere was inadequate tail rotorthrust. The aircraft began to turnto the right. Believing theproblem to be mechanical tailrotor failure, the pilot initiatedemergency procedures byreducing throttle. When hesuddenly applied aft cyclic to missa sand dune, one main rotorblade struck the tail boom. Theaircraft came to rest with minordamage.While at a 300- to 400-foothover, an OH-6 began losing N2and turning slowly to the right.The pilot did not notice the loss

of N2 until t decreased through80 percent. Loss of N2 resulted inreduced antitorque control andthe aircraft began turning fasterto the right. Believing the aircraftwas settling with power, the pilotapplied forward cyclic but did notreduce collective pitch- anaction that would have alleviatedeither ineffective antitorquecontrol or settling with power.Consequently, the aircraftcontinued to descend whileturning at an accelerated rateuntil it hit the ground.An OH-58 pilot brought his aircraft, which was at a nearmaximum gross weight condition ,

The pilot of this OH 6 diagnosedo s ~ of N2 s settling with powerand applied forward cyclic but didnot educe collective pitch.

to a 5 to 60-foot hover (out ofground effect) in a 10- to 20-knottailwind. After initiating a turn tothe right, he found he could notstop the turn. Misinterpreting theself-induced condition of exceeding left pedal tail rotor authorityas tail rotor failure, the pilotclosed the throttle and attemptedan autorotation. Because the aircraft was operating within theavoid area of its height/velocitydiagram, a hard landing wasinevitable. The aircraft sustainedmajor damage on touchdown.



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Cobra sustained minor damage when pilot misinterpreted inadequatetail rotor thrust as tail rotor failure and reduced power.When the No.1 engine of a U-8F failed during climbout aftertakeoff, the pilot diagnosed the

problem as propeller governorfailure. He left the propeller inlow pitch and made a steep leftturn at near single-engine controlspeed, causing the aircraft to stall.The pilot managed to level theaircraft before it hit on a shoreline. Following impact, the aircraft continued forward into theocean and sank.

After the No.1 hydraulicsystem and master caution lightsof an AH-IG came on , the pilotdid not declare an emergency to

Instead o declaring anemergency to gain landingpriority AH 1 pilot tried torespond to order from tower tochange runways by hovering toparking ramp. oss of airspeedand aircraft control resulted indestroyed aircraft.

JANUARY 1980

gain landing priority. When towerpersonnel directed the pilot tochange landing runways, he responded by trying to hover to theparking ramp. This led to a loss ofairspeed and aircraft control. Theaircraft crashed and wasdestroyed.

When an OH-58 pilot made aslow, right, downwind turn at 100to 150 feet agl, he allowed the airspeed to decrease, causing theaircraft to lose effective translationallift. Instead of realizingthat the power required exceededthe power available, the pilotincorrectly thought the tail rotorhad failed. So he reduced collective pitch, closed the throttle andentered autorotation. The aircraftlanded hard, causing majordamage to the airframe.In contrast to these accidents ,the pilot of a CH-47 saved his aircraft by landing at the first flickerof the chip detector light. The aircraft was about a mile and a halfaway from the runway duringapproach for landing. The pilotnoticed the transmission chip detector light flicker and felt avibration. Without any hesitation,he made a precautionary landingrather than continue hisapproach , even though therunway lay just a short distanceahead. As the aircraft toucheddown, the transmission exploded

and the aircraft caught fire,causing major damage to the aircraft and to both main rotors. Sixpersons were aboard this aircraft.Had the pilot not been attentiveand seen the warning light flicker ,or had he ignored the warningand continued his approach sincehe was so near his destination,there is little doubt that theaircraft would have beendestroyed and all on board killed.How would you have fared inany of these situations? The onlygenuine solution to the problemof in-flight emergencies demandsthat you hope for the best whilestaying constantly prepared forthe worst. Your hope for thebest is justified by yourthoroughness in flight planningand performance of inspections,cockpit and operational checks;by strict adherence to regulationsand SOPs; and by staying constantly alert in the cockpit.Staying constantly prepared forthe worst embodies knowledge,skill and experience. You mustknow your aircraft and itssystems. You must be able toidentify symptoms and be able tocorrectly interpret them. Youmust know what corrective actionis demanded in any given situation. You must possess the skillnecessary to effectively apply correct techniques. Consequently,you need to appraise yourcapabilities and limitations in anhonest and thorough manner,then set about making anyimprovemen ts you have determined to be necessary.

f you don 't like suddensurprises when you fly preferringthe hours of boredom to themoments of sheer panic, thetime for personal appraisal and

preparation is now. It 's too late tobone up on TMs and operatorsmanuals and to practicetechniques after an emergency

o c c u r s ~S AIM SAflTY llnR

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The inner game can you afford to ignore it?

D WIGHT STONES seems tobe in a trance as he mentallyrehearses exactly how to clear thehigh jump higher than anyone everhas. It's haunting to watch. His eyesglaze over, his head weaves backand forth. It's obvious he is imagining running at the bar and followingevery step.Dwight runs 10 precise steps in acurve that brings him to a predetermined point in front of the bar andin one explosive jump he flows overthe bar to set a record that has beenbeaten only recently. How did hedo it?How does every great athleteachieve the ability that sets themapart from others? Disciplinemental and physicalMENTAL DISCIPLINE.Fear The inner game isn't new.Recently, successful books havebeen published about inner tennisand skiing. However, flying presentsa unique challenge. Of all human30

phobias, fear of flying may be themost universal. All aviators sufferanxious moments. Their fear is realand in some cases justified. Thisbasic fear must be conquered beforethe best characteristics of a goodlearning environment are achieved.-Everyone has a natural way oflearning. There s no secret method.We were born with the innate abilityto emulate others, and flying is notthe first time we've been thrust intoa strange and awkward world. Ourfirst breath must have been traumatic and swimming was no picnicfor some, but an aviator will neverforget soloing. We have to deal withimpediments to our natural learningabilities- in this case fear.Confidence The opposite of fearis confidence which is gained throughmore and more training. Trainingdone in the mind's eye is the mostoverlooked form. Many aviatorshave neglected to capitalize fully

MajorMichael M Jacobi

Flight CommanderLowe DivisionDepartment of Flight TrainingFort Rucker L

upon this mental skill called visualization.Imagination Research Quarterly

once reported on an experiment inmental practice to improve athleticskills. In one experiment studentswere broken down into three groupsand were tested at basketball freethrows. Thereafter, group 1 actuallypracticed throwing the ball everyday; group 2 did nothing; and group3 spent 20 minutes a day mentallyvisualizing that they were throwingthe ball at the goal. When theymissed they would imagine that theycorrected their aim accordingly.After 20 days all three groups wereretested and group 1 improved theirscore by 24 percent; group 2 hadno improvement; and group 3 whichdaydreamed, improved by 23 percent.Similar studies have been donewith darts and books have beenwritten about the power of imagina-



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tion. In football, there s skull practice and aviators at one time enjoyeda great deal of hangar flying.PHYSICAL DISCIPLINEGuidance System The aviatorthat takes the con troIs of an aircraft becomes a guidance system.This sytem s more complicatedthan those installed on any missile.t s imperative that the system be

programed to handle any situationit may encounter. It must programitself for any contingency, for unlikethe aircraft the pilot flies , peopleare thinking and emotional beings.They have the mental ability tounravel almost any emergency situation and apply corrective actionsthat will get them on the ground.

JANUARY 1980

People aren't machines; therefore ,corrective actions must be programed over and over to defeat theemotionalism of the moment andnot have a temporary retrieval problem with the computer.

me ency rocedures Thosethat can be practiced n the aircraftare practiced over and over. However, prudence precludes practicingmany of them and, in this respect,even the synthetic flight trainingsystem has its limitations. An aviatorcan't be expected to perform logically and instantaneously if theaviator - Hasn't mentally prepared forthese situations Hasn't daydreamed through

them again and again. Is equivical or unsure as whatto do n every situation.Visualization One key to visualization appears to be making yourimages as graphic as possible. Thismaximizes benefits and approxi-mates actual practice. In fact, actualcontraction of associated musclesoccurs.

Visualization cannot replacehands-on training. It's a supplement- use of imagination and memoryIt's a good method of building confidence , of being positive as to whatto do n any situation. f football 'sgreat running back Jimmy Brownnever played a game without it, canwe afford to ignore it? . . .

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U S ARMY

AVIATIONSTANDARDIZATION

Directorate of Evaluation / Standardization

RfP RT T T f fifLODES welcomes your inquirie s and requests to focu s attentio non an area of major importance. Write to us at: Commander.U.S. A rm y Aviation Center ATTN : ATZQ -ES Ft . Rucker AL3 6362 ; or call us at AUTOVON 558 -3504 or commercial 205255- 3504 After duty hours call AUTOVON 558 6487 or co m-mercial 205 255-648 7 and lea ve a message

Simulated mergenciesThe following question was addressed to DES: Mayan If insimulating flight emergencies in the UH-l, be permitted topull. circuit breakers, tum off generators or inverters, orbeep down the rotor rpm s long as he remains within theoperating limits of the aircraft?DES responded with its perception of IP ttitudes and methodswhen simulating flight emergenciesThe following letter is indicative of the predomin ntly favorableresponse to our STACOM in the 24 October 1979 issue of FLiGHT-FAX

Directorate of Evaluation and StandardizationUSAAVNCFort Rucker , Alabama 363621 In response to STACOM 49, UH-l Simulated Emergencies, I would hate to think thatthis question was asked by an IP SIP. This sounds like a question that may have been askedby an operational pilot who , after flying with an IP SIP who pulled circuit breakers, turnedoff generators and beeped down the rpm , was chewed out because he did not respondcorrectly to all simulated emergencies. Maybe this type of IP SIP was supposed to havedisappeared , but if you ask this question of pilots in the field , I'll bet you will find that thereare quite a few of these guys left.2 In my opinion , the IP SIP in the field is supposed to be there to evaluate , guide, help andcorrect the working pilot. f the IPs/ SIPs are doing their job on a day-to-day basis, thereshould be no problem in the pilots' handling simulated inflight emergencies. I think a lot ofpilots have the attitude that the IP is going to try to load them with emergencies until theybreak. This type of negative feeling on the part of pilots is , I feel , brought on by the IPsthemselves. In the SFTS the IPs can do much to eliminate the pilot's fear by explaining thesymptoms and corrective action to be taken before executing the emergency procedure. Tellthe pilot that he is going to experience a certain emergency and take away the fear ofuncertainty and apprehension that most of us feel when we are with an IP. The same thingholds true when we are flying the aircraft. Before a flight that will include simulatedemergency procedures , does the IP talk about these procedures , explain symptoms, how theaircraft will react and what corrective acti