Army Aviation Digest - May 1985

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MAY 1985

1 Doctrinal and Train ing PublicationsMG Elli s D. Pa rk er

2 Training the Aviation Soldier CPT L.D. Walke r6 ALSE Shop CW2 Eri k P. Feldmanis

VOLUME3

page 97 Rationalization, Standardization Interoperability,

Mr . Rush Wicke r9 ERADCOM - Flight Test Activity ,

CPT Greg Kaufmann16 Army Aviation Museum: AP-2E Neptune17 Night Air Has Less Lift CW3 Thomas M . Flyn nand CW3 El liot M. Ser page 618 Joint Tactical Deception , MAJ Bob Ashey , USAF20 PEARL S

2 DES Report to the Field: ASTS/BTT Update24 Aviation Personnel Notes: New Age Restrictions

and Service Obligation For Flight SchoolAttendance; Medical Disqualification DateRevised; Lieutenant Colonel Command Selection ;Enlisted Update

page 34HonoraSec6 TEAC Means Guaranteed Engine Performance

MAJ Steven L. Ochsner29 VA to Z, Nailing the Numbers Mr. Barry Sch i ff34 Threat: Spetsnaz The Hidden Enemy

CPT AI Holder38 Kill or be Killed, Part III: The Tactical Threat

Algorithm CW4 Wi l liam Yarlett44 Views From Readers

Major GCommander

Brigadier GArmy Avia

Brigadier GeAssisU.S . A

45 ATC Action Line: Flying In and Out of ControlledZones, Mr. Robert C. Cole Ri


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Major General Ellis D ParkerChief rmy viation Branch

octrinal and Training Publications

B EFORE ARMY Aviation became its ownbranch, proponency for doctrine, like proponencyfor systems, was spread throughout the Army. As aresult, doctrine and tactics for the employment ofAviation units had been neglected.

Another issue that faced all branches, butimpacted especially heavily on the Aviation Branch,was that of an unprecedented force modernization,both in terms of organizational change and newlydeveloped equipment and systems. The doctrine implications were there, but nothing had been done.

When we assumed doctrine responsibility, mostdoctrinal manuals were outdated, not in lin e withnew organizational structuring, or existed in titleonly. Since becoming the proponent, we have assembled and analyzed all of the manuals with the intentof reducing their numbers drastically through consolidation and outright deletion, and with addingnew ones, based on J-series organization.

We have also devised a new numbering system forour manuals. As you may have already noticed, all of

to-fight manuals. The manualPLOYMENT category are thAviation employment subjects rflight-re lated tasks.

The second category, FLIGHTsubcategories:

Techniques and ProcedurSeries 1-200 to 1-208.

ircrew Training ManualSeries 1-209 to 1-219.

Flight andbooks (instru1-220 to 1-229.

Meteorology (self-explanato1-239.

Navigation (instrument andto 1-249.

The third category, GENEpertains to all support subjects,training for Aviation personnesupport equipment.

The fourth category, HANDBpocket-size reference publicationspecific subjects addressed inlisted in the other categories.highlight the most important aslibrary and to provide you with athis category, you will find one o


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Although training to become an Aviation soldier is demandchallenging it also has its rewards. The Aviation Advan

Individual Training Course is presented in two phases bothare focused primarily on producing the total soldier. U

successful completion of the soldierization training outstanhighly motivated students may be selected to attend the Air

School and may help Army recruiters in the Hometown ReAssistance Program.

E MOTTO Above theBest has been the centerpiece forexcellence around which Aviationsoldiers have historically rallied. Inperpetuating professional excellence, the Aviation soldier has emerged as possibly the most technicallyproficient soldier in the Army.He has demonstrated his expertise and reliability in Korea, Vietnam, and, most recently, in Grenada. As we look forward with greatanticipation to the fielding of suchtechnological marvels as the 0 H-

The Aviation soldier s the totalsoldier. But, he arrives at this levelof total balance and excellence onlyafter months of arduous training.He starts, like everyone else, in basictraining learning the fundamentalsof being a soldier. Besides marching, saluting and marksmanship, hedevelops self-discipline and valuesconsistent with those of the Army.

Upon graduation from basictraining, he reports to the 4th Aviation Training Battalion, 1st Aviation Brigade AASL T) at Ft. Ruc

sergeant whilall civilian clthe unit areaprivately ownhas broughtprivileges thasoldier durindierization. Hless inspectioin-ranks), phyceremonies,demic classesArmy MainSystem, Arm


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. . . .A battalionchaplain providescounseling andguidance during aforced marchwater break.

Common tasktesting stationshowing first aidtasks top). andnuclear, biologicaland chemicaltasks center andbottom).

training commences at night with alO-kilometer forced march complete with ambushes nuclear bio

Soldiers return fireat the movementunder direct firetesting station.

Upon the conclusion of this pluralistic field training the soldier hasachieved the technical and tacticaldiers demonstrexcellence throprogram conti


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Steel Wa Lockers7125 00 T79 9531

LSEhopCOMMANDERS AT all levels are responsible toprovide Aviation life support equipment (ALSE) and

related training commensurate with their missions andoperat ional environments (AR 95-17, paragraph 1-4f) . .They also must establish and equip ALSE maintenanceshops, staffed by qualified ALSE maintenance personnelon a full-time or part-time basis.

To meet this responsibility commanders need to understand the ALSE program and its requirements.System Description

The Aviation Life Support System (ALSS) consists ofcomponents, techniques and training required to ensure aircrews and their passengers the best possible flight environment. Beyond providing for maximum functional capability of flying personnel through all environments experiencedduring normal missions, the ALSS also affords the meansto enhance safe and reliable escape, descent, survival andrecovery in combat and in emergency situations. To provide maximum support the commanders must have a welldesigned ALSE shop tailored to their individual needs. Thefollowing is a basic outline/checklist for developing an

tions and a maintenance woshould be centrally locatedability purposes.)SizeThe shop should be designeeded to guarantee a prodthe shop depends on the awhich in turn depends onassigned. Granted, the morefortable the shop. Howeveshop can be as adequate anShop DesignThe first step in settingwhether it will have a full-tcian. f a full-time techniciset up based on the technihours to issue equipment. Inbe sufficient to meet a unitcian is to be used, consideraon the number of crewreliminate congestion withintions have been determinedbegin.Shop Set-Up

Determine the area thshop. Select the proper stocabinets require adequate s

tain spare parts and test manner. Determine the numberused for the crewmembers' Determine the type omaintenance area. It is recshop be supplied with a refan air conditioner to cool mildew from moisture duritemperature should be mFahrenheit and 50 degrees

Determine the size ofThe maintenance area shotop) with locking drawerstrical plug outlets. The bengive sufficient work space


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Rati n I zationStandardization

IN TODA Y'S modernArmy, RSI - rationaliza-tion, standardization andinteroperability - ha s become a popular subject. Almostevery project, no matter whether itbe research and development or

the employment of forces, seemsto have some RSI impact. Unfor-tunately, many do not understandthe implications of RSI. Part ofthi s confusion can be found in themultitude of interpretations givento the term RSI.Before addressing what is required to comply with RSI regulations, an understandable definitionofRSI should be agreed upon.The regulation that governs RSI isAR 34-1. It describes rationaliza-tion as: Any action that increasesthe effectiveness of alliance forcesthrough more efficient or effectiveuse of defense resources commit-ted to the alliance. Rationalizationincl udes consolidation, reassignments of national priorities to

Interoperabi I tyRush Wicker

Directorate of Combat DevelopmentsU.S . Army Aviation Cent er

Fort Rucker ; A L

R lip service, turning quickly tohardware development or to services or supply matters. To the

.. Army, rationalization producesthe operational concepts; conceptswhich become the basis for joint.development of tactics, hardware,services, procedures organizationsor training systems. I f concepts arenot well thought out, then any attempt to achieve commonality issure to fail.

The S, standardization, isdefined as: The process by whichnations achieve the closest practicable cooperation among forces,the most efficient use of research,development and production resources, and agree to adopt, in the

broadest possib Common o

erational, admgistics procedur Common onical procedure Common,terchangeablenents, weapons

Common otical doctrine worganizational c

The major eardization is theoping, producinusing the samepons or hardwprocedures relaseems simple anUnfortunately,ob stacles to prevzation. Nationai s, cultural dployment, indutional politics ancomplicate thi s


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sidering these 1calities, it wouldappear that only the Soviet ap-proach of mandatory standardiza-tion will work; however, amongthe free and democratic nations,where total standardization maynot be likely, these obstacles mustnot be allowed to delay theachievement of an interoperableforce among nations.nteroperability is defined as:

The ability of systems, units, orforces to provide service to and ac-cept service from other systems,units, or forces and to use the ser-vices so exchanged to enable themto operate effectively together.Interoperability, by definition,deals with services that can be pro-vided or accepted by member na-tions. In the opinion of many, in-teroperability is the most promis-ing part of RSI, for often it can beobtained at little or no cost. For ex-ample, the common use of the 1 5millimeter tank gun by manyNorth Atlantic Treaty Organiza-tion NATO) forces allows com-mon ammunition servicing. Oneof the goals of an interoperableforce is to achieve operational in-teroperability; the ability to use thefirepower and the maneuver forces

Center at Ft. Rucker, AL providesrepresentation to the NATO Mili-tary Agency for StandardizationMAS), the Quadripartite Work-ing Group QWG), American,Britain, Canada and AustraliaABCA) Armies StandardizationProgram and the Air Standard-ization Coordinating CommitteeASCC). Within the MAS, stan-dardization agreements, com-monly referred to as STANAGs,are developed.Member nations of MAS haveagreed to incorporate STANAGsinto their nation's training mater-ial and doctrinal publications.

Another document that the MASforums produce is allied tacticalpublications ATP). These publi-cations differ from STANAGs inthat they contain much moredetailed information. The ATPcan be compared to the U. S. Armyfield manual. t is distributeddirectly to field units and schoolsfor implementat ion into field exer-cises and programs of instruction.The QWG, which includes re-presentation from ABCA, is re-sponsible for the development ofQuadripartite StandardizationAgreements QSTAGs) and con-

In aof staneach oeffortshare iequipmment oumentstions fing anequipmadaptaperiencing of mumentsduringimprovteropernationsAlthvelop aagreemlated afied andered three fby theeach oand Dabide bment antion iSuch a


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photos by U.S. Navy photographers at Lakehurst NJ .

Flight TestActivity

LTC Martin S. KleinerCommanderER DCOM Flight Test c tivityand ER DCOM viation Officer

EFTA s mission includes evtechnologies applicable to Army


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AS NOTED LASTmonth, the Electronics Researchand DevelopmentCommand (ERAD-COM) s composedof numerous laboratories charged with the develop

ment of new systems to -enhancethe combat capabilities of theArmy.Often, these new systems are developed using the newest technologies and capabilities within the respective spheres of research forwhich each laboratory s responsible. These new technologies aresometimes not proven for Armyapplications. When this s the case,concept exploration s required

through laboratory, or bread- 'board-level experimental proto-types. When these protypes are ofan Aviation-related nature, theERADCOM Flight Test Activity(EFTA) s called upon.

EFTA s an Aviation researchand development (R D) activitywhich operates at the concept exploration level of the materiel acquisition process. LTC Martin S.Kleiner, commander, EFTA, amplifies on his mission further:

Our job basically s to be available to the engineers on a 'walk in'basis. As they refine concepts theyhave in mind, they can come to usand ask, 'Will it work?' Remember, the items they bring to us areexperimental in nature and areused to determine feasibility and todevelop technical data. At thisstage, the item s configured onlyto demonstrate the technical prin

EFTA has been in existencesince at least 1918, and has hadother organizational designations(see page 12). After numerousmoves and name changes, EFTAnow finds itself located at theNaval Air Engineer Center inLakehurst, NJ. Along with the EFT A Flight Test Detachment located at Davison AAF, Ft. Belvoir,VA, EFTA provides technical expertise for:

Required aircraftmodifications Human factors engineeringadvice

Platesbo Detralowair CorenArschoncSys Elesurpo

Voi

Th i UH-1 H f lew at the maximum gross weigduct ing f l ight tests of a new mil l imeter wave radshould lead to improved p b i l i t i ~ s for terrain f l igof-the-earth.

The special TV camera for low l ight levels and twere two external modif icat ions performed to thisA special rack was installed with test diagnostic

for the mil l imeter wave radar test. Views f rom botwere displayed on the two monitors at top center.


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which was originally used for theSOTAS program and now is beingused to test the AN/ASN-132Integrated Inertial NavigationSystem for incorporation into theEH-60 QUICKFIX aircraft.

Data and noncommunications emitters(avionics)

Electro-optics Lasers Sensors Fuzes Searchlights Night vision devices.In addition to publicized works,classified projects are conducted

on a regular basis.To support such varied and nu

merous requirements, EFTA maintains a fleet of both fixed and rotary wing aircraft. The inventoryfluctuates with test requirements,but ranges from an 0-2 throughand RV-ID and from an NUH-IBwith autopilot and Microwave

frequency antennabelow) recently testedand now being used to

help test the AN/ARC-199 HF nap-of-the-

and extensive Aviation expertise.LTC Kleiner's trust in these pilotsis reflected in his attitude towardthem: My DAC pilots are thevery core of this activity. They represent significant levels of Aviationexperience - both military and civilian. With the military background they have, they are betterable to assist the engineers inachieving the goal of providingequipment which is useful to, andusable by, the aviator or soldier inthe field.

The DAC pilots have a long association with Army Aviation. Allhave served in the Active Army,and the majority of them continuethis association through the National Guard; three are retirees andonly one lacks Vietnam experience.

institutionalnot be foundcan address aprocess, undeprofiles to bstands the signfrom these prIt is importEFTA itself dsearch into nengineers brinfuture systemgineers are htheir ideasEFTA:

Plans thetions

Performsmodifica Plans andflight testual modmental an(DT OT

MAJ Ed CTraining andacts as the intneers whenrequirementstion to conduproject is perhportion of theneation of glished, identifand requiredtaining safetylection of propropriate exground, andflight test profparation to flytle as 5 hours

Once the cproven, EFT


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conduct of a test. Then, our quality assurance personnel, who areDACs, inspect the work to ensurethat the work performed is safe,professional and up to standards.In all cases, appropriate airworthiness releases are obtained fromthe Aviation Systems Command(A VSCOM) prior to any flighttests being performed. The maintenance capabilities of EFTA in theR&D field are noteworthy. Aircraft maintenance work can beperformed at all levels. This includes depot level work when necessary and authorized for a project. The prime example of this capability is the work being performed on the system testbed foravionics research, a JUH -60A. Theentire electrical, wiring and instrument systems were replaced during

ate maintenance under an intraservice support agreement in support of U.S . Army Forces Command, U.S. Army Training andDoctrine Command, West Pointand other organizations. This involves supporting about 155 aircraft. EFTA also is the depot-levelmaintenance faciiity for theURC-102 radio system. Also, theentire Army fleet of T-42s has undergone a depot level upgrade ofavionics. The last T -42 is currentlyundergoing this upgrade. All of thework was performed by EFTA.Even though EFTA's primaryplace in the R&D cycle is at the experimental prototype level, EFTApilots are regularly requested bythe project engineers to fly the DTndlor OT tests. Two recentlyconcluded examples of involve

often finds EFshelf items forinto military aSKD-2110 DSystem and themercial TACAOVIRV-I are quisition methformance of thsome misundother testers-LTC Kleiner Army Aviatlished testing personally coperiod of timecept to fieldiprobable dupwithin this cycconduct this tependently. Wwith aircraft,


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epo t level work waSystem Testbed for Avionicswas gut ted of i ts electricalallow the installat ion o f theADAS).

Before and after shots of enose section of the STAR arlevel TV camera can be seen

The photo at lef t shows twto transmit all f l ight data to thcamera also wil l be displayedstat ic instruments are undepanel. This work took well o


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photo courtesy of Beech Aircraft

n RU 21H with the GUARDRAIL Vsystem installed.largest customer is not even anERADCOM unit. It is the Avionics Research and DevelopmentActivity located at Ft. Monmouth,an A VSCOM activity. I wouldreiterate again that we exist to support the entire Army community,especially those U.S. ArmyMateriel Command R&D organizations oriented toward airborneeiectronic systems.Yet, being the commander ofEFTA brings with it another responsibility - being the ERADCOM Aviation Officer. It iscertainly a challenge wearing bothof these hats. While the good ofEFTA is always in my mind, thereare times when that conflicts withthe good of ERADCOM. Onearea, as an example, that sometimes conflicts is providing supportto a laboratory that is located outWest. They may need only 3 or 5flight hours, and due to the costsinvolved, we have to coordinatefor them to receive support froman Aviation unit in their vicinity.While I dislike losing business

tems being designed for Army 2and the AirLand Battle are nowcoming off of the drawing boardsand are moving into the R&Dphase. This feeling is reflected inLTC Kleiner's enthusiasm: Weare very excited as we start tovisualize the business heading ourway over the next 8 to 24 months.The R&D business is cyclic. Ourflying hours in the late seventiesand early eighties were high. Wewere flying projects such as CE-FLY LANCER, GUARDRAIL,QUICKLOOK, QUICKFIX andSOTAS. These systems are nowbeing fielded and we are not flyingany major projects, so our flyinghour program has dropped. Butthe ground time on our project aircraft has increased immensely asnew systems being readied forflight testing are installed andground tested. Right now, I havefour aircraft that have beengrounded for a year or more asprojects are installed. So we seeour flying hours will be starting toincrease in another year.I, like all other testers, am veryconcerned with the time it takes toget a new system fielded. That's

why my persosure my progood, reliableto the our cusneers. I wantand shortcomprototype lean item reacpeople can cassigned misshave to worbasic items thidentified anconcept devehave really imduring the pas

We [EFTment to the cthat he gets thbuy. We are suring that theleave us, are ther testing oram devoted toproduct develsoldier, usableof provensoldier.

This dedicasupport of this what the ERActivity is all

wo views of the EH 1 H SOTAS system.


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GO L- 2,500,000May 1985- 1,550,000cash and pledges

c - \ r ~ _ ~ v iatio 1US UMThis is a series about the Army Aviation Museum Foundation fund

drive. Currently, plans call for building a modern complex to houseyour Army Aviation Museum. Since last month additional donations

have been received. However, we still have a ways to go, as thebarometer above shows. f you would like to help build the ArmyAviation Museum s new home, you are invited to send a tax deductible contribution to: The Army Aviation Museum Foundation, Box610, Ft. Rucker, AL 363625000. f you desire additional information

call Mr. Ed Brown at (205) 5982508.

A Look At What s In Your MuThe Neptune was originally de

signated P2V, and was used by theNavy since 1947 as a land based patrol bomber. However, after addingtwo Westinghouse jet engines under thewings the designation was changedto P2V-SF (P-2E). Other modifications made to the Pwere, deletion of the armament systems, addition osurveillance gear that included lengthening the reand the Julie/Jezebel active and passive detectiowhich resulted in a new designation of SP-2E. Theprocured 12 SP-2E aircraft from the Navy and rethem to AP-2E after modifying the surveillance eqsuit the Army s needs. All 12 of these aircraft werethe 1st Radio Research Company (Crazycats) inBay, Vietnam and were used for long-range, hisurveillance missions. The AP-2E on display is one


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Night ir Has Less Liftor The PPC Card lW ust Be djusted fter SundownAlthough obviously done tongue-in-cheek, this article's message is one

which has Armywide application. The account of night flying brings outproblems encountered by Army aviators in a humorous yet familiarpresentation.

CW3 Thomas M FlynnUnit Instructor Pilot1st Infantry DivisionFort Riley KS

I N THE LONG history of ArmyAviation, pilots have confronted numerous perplexing aerodynamic phenomena, ranging from the basicBumblebees and helicoptersshouldn't fly, but they do, to Whydoesn't the rotor remain stationaryand the fuselage spin?"The following story is based on empirical data, gathered from the experiences of instructor pilots, whose students have concluded that night airmolecules are somehow different fromdaylight air molecules.Army aviators are highly skilled incomputing the performance data forthe UH-l Huey. Armed with littlemore than a sharp pencil and fullycharged pocket calculator, themodern-day air assault warrior bravelyconfronts chapter 7 of TM55-1520-210-10, recording grossweights from the Form 365-F (chapter6 of the same dash 10), weather data'\ obtained from base operations, andcalculated torque readings from trustycharts (figures 7-3, 7-4, 7-5, 7-6 and7-7). Having completed performance

CW3 Elliot M SerIndividual Ready ReserveSunrise L

configuration, gross weights andweather. Aha, I can hover that babyat the same torque as I did during theafternoon flight." Alas, our wingedwarrior meets with disappointment asthe craft hovers with 3 pounds oftorque more than the computedsetting. It can't be my calculations,and it certainly can't be my pilot

~ e c h n i q u e Therefore, the obviousconclllsion is night air has less lift. "Our aviator receives takeoff clearance, hovers out, still noting the extra3 pounds of torque. Maybe I miscalculated or misread the chart. (Note:Pilot observes Rule 1 - never admit amistake to the newly assigned copilot,Spot. ) The takeoff power wasright this afternoon, I'll go with that.Once again, our aviator has a date withdismay, as the torque gauge shows anextra 5 pounds of torque abovecomputed takeoff power. No way Icould have blown two calculations.Takeoff conditions were reported thesame from tower, so the obviousconclusion is night air has less lift. "Flying along on a routine night

air affects thdifferently thanHaving comaviator heads land, straight-barks the towe" ... PrelandiWe'll be dowaviator confidpilot. Five minulong final, our the closure raSurely there mOf course Niduce higher rmoleculesAfter crewrour aviator cogoggles flight person who mtwice (particulaviator makes out the previounight vision g(lP).The momentit to a hover,increasing collenotes the aircomputed torqWe're clearcheck completeOur aviator Would you boff at computething must be En route, taviator on howtude were mainjust like the ch

our aviator repTime to hcleared for straIP. Watch the thinks out loudNo problem

IP informs ouBut I though


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oint TacticaleceptionT his article is the third in a series about projects being deve

by the AirLand Forces Application Agency (ALFA). Created in 1ALFA's mission is to manage activities of the (Air Force) TacticCommand - (Army) Training and Doctrine Command team etoward development of improved doctrine associated with fAirLand Battle operations. The first article of the series, ALFA Acy, appeared in the March issue. The second, Joint Attack oSecond Echelon, was printed in the April issue. Copies ofarticles can be obtained by writing to Editor, viation DigestBox 699, Ft. Rucker, AL 36362-5000, or by calling AUTO558-6680.

TACTICAL deception (TD) has long been recognized as an important force multiplier. ALFA s currently writing a joint tactical deception (J -TD) pamphlet with participation from all four services.

The Defense Science Board final report on tacticaldeception in AirLand warfare,released in August 1983,states that while bothArmy and Air Force deception doctrine aresound, they lack guid-ance on how to achieveeffective joint decep-tion. It went on saythat, ... service jointtactical deception planning does not contain thenecessary information toeffectively plan and executejoint tactical deception, and it highlighted the needfor a single source joint document. Additionally, thecommander in chief, Readiness Command after

Composite Operational ReNavy's tactical deceptionchief, Atlantic Fleet). TDevelopment and Educatioalso agreed to participateTACCo

r

Aw

DOXThis pamphlet applies tolines a J -TD concept. It adat the joint force level and


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Major Bob Ashey US FTAC TRADOC irland Forces Applicat ion Agency

Langley Air Force Baser VA

draft. The work group also completed minor revisions to the pamphlet's structure and content.Chapter 1 is the general chapter, outlining tactical

deception doctrine. All four services are a lready similar in deception doctrine and this chapter combinesthem. It discusses TO's role in modern militaryoperations as a combat multiplier and identifies theenemy commander as the deception target. Thischapter also defines terms that may have a differentmeaning to each service.

Chapter 2, the threat chapter, addresses considerations a tactical deception planner should include inthe planning process . The chapter is unclassified andwritten to provide generic threat considerations andwill be useful to planners worldwide. To supportchapter 2, a classified Soviet threat appendix will beincluded in the pamphlet.Chapter 3 is the joint chapter. I t is the heart of thepamphlet and focuses on planning and conductingtactical deception at the component and joint force(JF) levels. It delineates responsibilities and considerations for the force commander and his staff.

er people who know of a deceptsecurity. Still, there loss ofavailable from a full TOSE staftablishes J-TO cooperation chcommander's staff and the stafnents.

Chapters 4 through 7 are thters. They are commonly struwho, where, when and how. vidual structure each serviceconducting deception operatiopeat of individual service dcontain enough detail to inforother operates and where intecan be made. In addition, dequipment within each serviceappendix.Since the March working gpiled the group's efforts intostaffed within the Fleet CompTwo, Tactical Air Command,Command, Marine Corps Deve


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PEARI. SPersonal Equipment And Rescue/survivgL Lowdot

ary akowski photo by CPT Karl Graef

Radio Pocket For SRU-21When you requisition theAN/PRC 90 survival radioyou should use advice coderequisitions on back orderporarily out of stock; otherbe returned as not economlocal purchase the item. Eipockets were to be in stock Canned Drinking WaterAre you experiencing pdrinking water under NSNyour requisitions being cathe Army Master Data Fanother NSN when this onerror we hope we have coanother NSN listed. ThatThere is a difference in unisecond item has a plastic liin stock and you should haThanks to Janis RaulersJackson, MS, for bringingComponents of Army Air(SRU-21/P and OV-I)

The following is a reprisage 85-2 dated 181130Z

Flare, foliage penetratiL 119) type M260, is prop

motor and will penetrate hple jungle canopy) and o1,200 feet. The flare does nout. This item is used by authorized pen-type flare f


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Survival components and their location as specified in appropriate supply catalogs and packing listsare mandatory. Use of locally authorized and or personal survival items is encouraged. However, theywill not replace or relocate mandatory components(reference AR 95-17, paragraph 2-9A) supply catalog(SC) 8465-90-CL-P02, 28 July 78 for SRU-211P,packing list 11-1-1783, 9 Jan 85 for SRU-211P; SC1680-97-CL-A07, 30 Jan 81 OV-l vest, packing list11-1-468, 17 Sep 84, OV-l vest.All aircrew personnel should become familiar witheach component and its location within the vest, inaccordance with AR 95-17, paragraphs 1-4, 3 3 and3-4.Point of contact for this action is James C. Dittmer, AMCPO-ALSE, AUTOVON 693-1219 or commercial (314) 263-1218.New Retest Date of Water Purification Tablets,IodineThe following is a reprint of ALSE message 85-3,211400Z February 1985, which concerns the retestingdate of water purification tablets, iodine, NSN6850-00-985-7166, manufactured by Van Brode Milling Company and Wisconsin Pharmacal. Do notconfuse this with ALSE message 84-4 with the samesubject.The water purification tablets are components ofArmy Aviation survival kits, survival vests and in-dividual first aid kits. .New retest date for water purification tablets,iodine, manufactured by Van Brode Milling Company, all lots manufactured during 1974. Subjectmaterial was tested and evaluated for serviceabilityand passed. Mark stock 'Retest December 1986citing Defense Personnel Support Center (DPSC)Project D850272XX as authority.

New retest date for water purification tablets,iodine, manufactured by Wisconsin Pharmacal, alllots with dates of manufacture May 1979 throughand including December 1980. Subject material wastested and 'evaluated for serviceability and passed.Mark stock Retest December 1986 citing DPSC

DPSC Project D850273XX. Plof older Van Brode water(manufactured in 1972 or edestroyed by DPSC message RCommon to all passed subjsion is applicable to bottles wand no rusting metal caps whicof poor storage handling condtions are limited to viewingevidence of powdering of tablebe broken. f the wax closure isare subject to air deteriorationunserviceable.Point of contact is Mr. Jamesmand, AMSAV-MCAPS, ACommercial 314-263-3889, or FPost and Screw Assembly, UsAssembly For Helmet, Flyer's

Post and screw assembly, NSis not part of the replaceme8415-01-057-3502, and must bItem is local purchase and is cfrom depot stock.Defense Personnel Supportfurnish a valid source of supplquantities due to the high cost otooling required; therefore, achave the post and screw assembply system. Upon completiontions, an effective date of supAdditionally, the acquisition AMDF will be changed from

D (stocked).In the interim, if unable to prtions (DD Form 1348-6) citing acolumns 65-66 should be mailedfense Personnel Support CeTSKR, 2800 South 20th Stre19101.The routing identifier codemarks cite: MIL-H-43925, D


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~ ~Directorate o Evaluation Standardization

R PORT TO THE FIEL

ASTS BTT UPDATE

SINCE THE last Aviation Standardization and Train-ing Seminar (ASTS) DES Report to the Field, pub-lished in the November 983 issue, many efforts have beenmade to improve our assistance oriented training program.One such improvement has been the addition of the tacticsand doctrine associated Branch Training Team (BTT) as aworking partner with the ASTS. But no matter what we doto improve the program, remember the ASTS/BTT alwayswill remain an assistance oriented team developed toimprove training, safety and standardization throughoutArmy Aviation.

The ASTS/BTT has been successful over the past 2 yearsin providing an update to field units on the latest develop-ments at the U.S. Army Aviation Center, Ft. Rucker, AL,as well as providing valuable feedback to the training anddoctrine developers at Ft. Rucker and Ft. Eustis, VA.

The ASTS/BTT is designed to be an extremely flexibleorganization and is available to Active Army, NationalGuard and Reserve units. Subjects covered, training con-ducted, length of the visit and team membership vary witheach visit, based on the specific request/requirements of theunit visited. The ASTS/BTT is intended to be for assistanceonly. Team members will not be evaluators but will act astrainers and instructors in their respective area. Thus farthe ASTS/BTT has visited these continental United States

Management Surveyor theevaluation/assistance visit. Tas early as possible, preferabthe fiscal year preceding the

Due to the DES worldwipower and fiscal resourceslimit. This prevents us frassistance or in providing maximize the effective manabe forced to visit an instrequested assistance only onthat once an ASTA/BTT isaffiliated Reserve Componcommand units/elements beensuring maximum benefitannual assistance visit.

About 3 or 4 months prinstallation should designatemally from the installation The installation POC willAviation Center POC from analyze its training situationto the POCo The POC willsubmit them to the AviationASTS/BTT visit have been


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general Aviation seminars (ASTS) following the next day.This method of employment allows the unit aviators to takeadvantage of the tactics, general Aviation seminars andcourtesy inspections without the times of the seminars orcourtesy inspections conflicting. A typical team might consistof the following:

Team Chief: Conducts seminars and discussions withunit commanders.Team Coordinator: Coordinates training assistance requirements with the visited unit s POC, forms the team andassigns subjects, coordinates with various agencies for subject matt er expert (SME) representation.Instruct ional Systems Research Evaluators : Collect datapertaining to the quality of instruction at Training and Doctrine Command schools through informal individual / groupinterviews and / or the administration of surveys/questionnaires.ALSE Representative: Conducts Aviation life supportequipment (ALSE) seminars and courtesy ALSE inspections.Avionics Representative: Conducts avionics seminarsand courtesy avionics inspections.Flight Records Representative: Conducts flight recordsand aircrew training manual courtesy inspections.Safety Officer: Conducts safety seminars/discussionsand courtesy safety inspections.POL Representative: Conducts courtesy petroleum, oilsand lubricants inspections.Maintenance Test Flight Evaluators (MTFE): ConductMTFE seminars and training flights.Standardization Ins tructor Pilots (SIP): Conduct Aviation related classes, aircraft specific discussions /s eminarsand training flights.Tactics SME: Provides current Aviation related tacticsand doctrine instruction, answers questions and providesother assistance as requested by the unit.

As stated above, the team composition will be based onthe unit s needs. MTFE, SIP and SME support would depend on the assistance requested by the unit.

Team membership is not limited to the Aviation Center.Regular team members are the MTFE and ALSE personnelfrom Aviation Logistics School. Other team members havecome from Ft. Lee, VA; New Cumberland Army Depot,PA; Army Materiel Command; and the U.S. Army Aeromedical Center, Ft. Rucker.

Units should request any assistance needed. The teamcoordinator will tailor the team to match the requested

sions or individual instruction. Possinclude:Performance pl;mning.Air-to-air doctrine update.Instrument flight rules and visual nigSpecific aerodynamic subjects (e.g., loeffectiveness.)Instructor pilot fundamentals.Aviation regulations (e.g., Army RegCurrent messages and standardizatioTest flight procedures.Threat briefing.Night vision goggles (NVG) mission pemployment.Tactics seminars.

This list is not intended to be all ian opportunity to request any assiaviators/ unit during the coordinavisit. Assistance requested will beavailable.

Flight training also can be requeconsist of tactical maneuver demomaintenance test pilot equivalenevaluation (the last two mentionedthe request of the unit commander)available and to present the maximto the maximum number of peoplebe kept to a minimum. For the moscraft can benefit only one or twoseminar can benefit more than a hrequested by the unit will be flown,remain on the academic instructio

A report on the unit wiH not be wany training flights conducted wirequested by the unit commander. Tform of questions that cannot bASTS BTT will be researched at tanswers will be forwarded directlyDES after-action report will be wimprove future visits. The after-aconly administrative and logistical ctrip. This report is forwarded to thin formationl files.

The ASTS BTT was the first Arprogram designed to improve Avia


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New Age Restrictions and Service Obligation ForFlight School AttendanceAs a result of issues concerning an aging aviatorforce in the Reserve Components, the Deputy Chiefof Staff for Personnel has directed age limitations

and increased service obligation for flight school attendance.Effective 1 July 1985, all Army attendees (Activeor Reserve Component) of the Initial Entry RotaryWing Course or the Warrant Officer CandidateRotary Wing Course must be at least 18 but not morethan 30 years of age upon entry into the course. Thispolicy will not apply to any individual currently approved or on orders for course attendance. Applicants now applying for flight school must meetthese age restrictions. Additionally, Army Reserveand National Guard applicants to flight school willnot be older than 27 years, 6 months at the time ofapplication. Reserve Component officers applyingfor the Civilian Aviation Accession Program underprovisions of paragraph 2-3, AR 600-105, may not beolder than 32 years of age. This restriction iswaiverable to age 35 upon the recommendation of aflying evaluation board and the approval of theChief, National Guard Bureau or Chief, ArmyReserve as appropriate.

dance. The revised servicapply to individuals curschool if they are to be schthe 1 October 1985 imple

The age restrictions aligram with those of the ohave age restrictions, aobligation permits effectiresources and a reasonabletraining dollar expended.Medical DisqualificationRecently, the Departmepolicy regarding the datefor Aviation service. Preventitlement to Aviation Caon the first day of the smonth of incapacitation.became medically incapacdate of medical disqualifment to ACIP was 1 NovThe revised policy ismedical incapacitation widay following a period ofon the date of incapacitat15 May 1985 date of medi


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Lieutenant Colonel Command SelectionCongratulations to the following aviators Theywill command Aviation battalions in fiscal year (FY)1986.

Combat BattalionsAnastasio, Michael AnthonyBailey, Robert BernardBallou, Justin Guy IIIBeauchamp, James Wayne

Butler, James MarionClontz, William RalphCross, Dennis DaleDallas, Michael DanaDally, Floyd EugeneDickens, William Phillip Jr.Edwards, Warren ChappelleFerguson, Bernard BorlandFucci, Joseph AnthonyGarrett, Thomas WilliamGibson, Emmitt EdisonHeath, Herman StanleyJohnson, Gregory ThomasKyle, David LeeMcCabe, Laurence William IIIMcGill, William Daniel IIMcGrory, James Charles Jr.McLendon, Walter HarrisMullendore, Lauren GreggNelson, Wayne ThomasRaho, Steven Andrew IIIRetta, Lawrence RolandTackaberry, Burt StewartTurpin, Johnny G.Whitehead, Erwin EugeneYacovitch, Paul Nicholas

Aerial Exploitation BattalionsKells, Thomas Johnston Jr.Mitchell, Richard Ronald

Air Traffic Control Battalions

Some statistical analysis regardiof the FY 86 lieutenant colonel cthat:

Mean year group was 1968.chosen from this year group Average age for combat armyears. Active Federal Commission

list:Least - 4 years, 1 montMost - 20 years, 9 montAverage - 7 years, 8 m

Military Education:War College Selectees/GrStaff College-Resident 420Staff College-Non-Reside

Civilian Education:Doctoral Degree 6Master Degree 349Bachelor Degree 2

Enlisted UpdateThe career management field (Cis now in place. The most visible

of E7. Previously, an E7 supervito be familiar with all aircraft intory. In the present system, ospecialize on one family of aircrafutility). This specialization wtechnical inspectors also. Aviatimilitary occupational specialty (technical inspection for each aircone MOS 67W that formerly dtions for all aircraft. The peri66-series soldiers for the Army which makes completion dateabout January 1986.


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TE C Means Guaranngine PerformanceWill the power you expect to havebe there to allow you to complete yourmission or to get you out of a tightsituation? t will i the maintenance testpilot has conducted a good turbineengine analysis check

Major Steven L. Ochsneru.s. rmy viation Logistics School

Fort Eustis V

WIT THE COMPLETION of the second yearsince the introduction of FM 55-44, StandardizedMaintenance Test Procedures, Army rotary wingmaintenance test pilots (MTP) worldwide have become well acquainted with the newly placed emphasison correct performance of maintenance test flighttasks.

ment and Readiness Comand National Guard Aareas, test flight standarimplemented and integrstandardization programAs with any Army proholds the key to its succenance test flight evaluatothe ability to conduct suation training programs,tic evaluations of test pflight program will be a the conduct of their trainDOES has conducted MComponents and will coActive Army duty instalthe Ft. Rucker, AL, Aving Team upon request.

Additionally, DOES iformation Bulletin whichunits. Finally, MTFEs cinstructor pilots SIPs)evaluation concept and astructive critique of thei


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Widespread discrepancies exist in the performance, analysis and recording of these checks.DOES has found cases where UH-ls have not had atopping check performed in more than 5 years,CH-47s in 3 years and AH-ls that have never had atopping check. In instances where DOES evaluatorsperform an engine topping as part of no-noticecheckrides, it is only rarely that engine performancemeets prescribed parameters. TE C perform ncend n lysis is consistently, the single we kest reof overall test pilot performance.

The requirement to do TEAC is stated in the engine and maintenance manuals for the UH-l, AH-land CH-47. Baselines are required when new enginesor fuel controls are installed, when major enginecomponents are removed or replaced or as otherwisestated in the respective engine or maintenancemanuals.The baseline TEAC actually involves two distinctparts. The first part involves several steps includingexhaust gas temperature EGT) testing, bleed air actuator checks, compressor inspections, verificationof engine performance indicating systems, and otherchecks to assure, as far as possible, the proper functioning of engine systems while still on the ground.The second part is the airborne topping check.During this check the engine power is stabilized at itsmaximum output and engine performance readingsare taken. These readings are compared with engineperformance charts and the data is used to adjust thefuel flow to ensure that the engine can deliver maximum rated power. Upon completing a topping checkthat meets the engine performance parameters, thedata is recorded on the DA Form 2408-15 with overprint for aircraft turbine engines and retained in theaircraft historical records.A second requirement for TEAC, the normalTEAC, occurs when engine performance becomessuspect, normally through high health indicator test(HIT) checks, or when the aircraft completes a phaseinspection as part of the general test flight. In eithercase, results are compared with the previously recorded baseline TEAC and troubleshooting is accomplished to identify faulty systems. Thus, throughverification of engine performance indicating

justed fuel control the engine mayliver the power computed on thening charts.As aircraft maintenance officeupon us to reestablish TEAC proAs a minimum, all of DA Form 24viewed and analyzed. Where recotopping checks have not beentended periods or where toppingnot meet prescribed parameters, thtopped as soon as possible. Test pinspectors should review publishanalysis and recording of toppshould conduct academic classesperiods on correct performanceFinally, maintenance officers shoaspects of TEAC are accomplisthis effort can we guarantee pilotpower they expect to have when mance planning data.There are a few items with regthat should be mentioned beforediscussion .

CH-47 TEAC by Major Steve OThe TEAC chart currently 55-1520-241-MTF in figure 5-17 a

Chart T55-L-ll with Fiberglassupon 245 rotor rpm and, thereforthe L-ll fiberglass blade chart pubof TM 55-1520-227-23-2. Fibe


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Turbine Engine nalysis Check ontinued

AH-l TEAC (by CW4 Ralph Winfrey)DOES is aware of the problem that exists with topping the T53-L-703 engine. A note in TM 55-2840-229-23-1, page 1-301, paragraph 1-117 states,Topping not required for T53-L-703 engines below30 degrees Centigrade (86 degrees Fahrenheit),and, subsequently, most units have disregarded thetopping checks completely. They are releasing an aircraft flyable without determining whether it will de-velop maximum rated power. .By completing the ground portion of the TEACand flying the aircraft to 10,000 feet pressure altitude,increase collective to maximum available power, the

MTP can verify that' the engine will produce maximum rated power. This is especially critical after afuel control replacement to verify correct trimmingof the newly installed fuel control.DOES is developing a procedure to determinemaximum power when weather and/or temperatureprevent com.pletion of a topping check. This procedure, to be called the maximum power performance check, should be completed and publishedat some future date. Until this procedure is published, MTPs should complete TEACs when requiredand at least attempt to top the engine.

involving accurately fillinblocks for N\, torque anThe numbers used in torque and EGT are thothe engine was actually tline TEAC, the required the actual N\, unless tperature is 30 degrees degrees Centigrade and bpercent is added to the acin the N \ required block. the N \ required block foTEAC until a new baseliThe only other time twhen compensated air temgrees Centigrade and abovand below for normal Tpercent is subtracted fromblock and the result insertrequired block. For normactual N \ figures should each other.For a baseline TEACcorded during topping. Afrom the EGT Adjustm55-2840-229-23-1 to the Etain the required EGT. Inperature and altitude at wtopped is corrected to sta

To perform a normal Tfactor from the EGT Adthe required EGT on thcompare the result to thThese two figures must btigrade. Record the EGTtual column and the corvious baseline in the reqTEAC.

f the N \ torque and E


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ATOZnail ng the numbUnderstanding V-Speeds- the keys to optimum aircraft performance -Reprinted from the AOPA PILOT, July 1984, Copyright Aircraft Owners and Pilots Associationall rights reserved.Although we realize that fixed wingaircraft make up a small percentage ofthe Army fleet, we felt our fixed wingaviators would find the information inthis article useful.

I THE EARLY days of aviation,when airplanes were slow and simple,pilots managed airspeed by interpreting the sound of flying wireswhistling in the wind. They wereadept at sensing when the machinewas about to stall or when airspeedwas so great that it threatened to rip orbreak something. In those carefreedays, a pilot had only two airspeedlimits to observe-too slow and toofast. Everything in between was fairgame.

As airplanes became faster andmore complex, seat-of-the-pantsflying became less reliable if not impossible. Pilots had to become moreprecise with their airspeed control.Advances in aerodynamic knowledgegave pilots a better understanding ofaircraft performance. This knowledgesoon was reflected in certification requirements that emphasized the needto determine an airplane's optimum

of these limiting airspeeds requires aknowledge of aerodynamics and aircraft performance, an attempt ismade here to simplify the conceptswithout sacrificing the importantoperational aspects.

When a designer begins to developa new aircraft, he knows about howfast it must be able to fly. This maximum airspeed is known as V 0 thedesign diving speed. In theory, the airframe is designed to withstand theaerodynamic forces at V 0 and be freeof flutter, control reversal andbuffeting.

Once the design evolves into hardware, the experimental test pilot mustdetermine if the airplane lives upto expectations. He does this by diving theairplane to Vo (in very smooth air)and - once there - attempts to verifythat flutter cannot be induced. Flutter is not difficult to detect. Eachpart of an airframe, especially the con

that it worsendestroyed evenas soon as flutt

Some aircrareaching V 0 bpower or excesthe test pilot dspeed possiblethe demonstratThose who arebusiness flyinglimited to V NEexceed speed.

Although ansafely at VNE, plimit because thof the airframe tolerance for turthan at slower spair, pilots capossibility of un


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the airspeed indicator.Many pilots wonder how landinggear or cowl-flap position can affect

stall speed. When underwing gear isextended, it forces some of the oncoming air to flow up and over theleading edge of the wing in the mannerof leading-edge flaps or slats, therebyreducing stall speed slightly (if at all).When open, sufficiently large cowlflaps can deflect downwards enoughair to produce lift, thereby supplemen ting the wings in carrying the load andreducing stall speed. Decreasinggross weight or moving the center ofgravity aft also decreases stall speed .The maximum -allowable V 50 forsingle-engine airplanes and many lighttwins is 61 KCAS (70 mph).

V 51 generally is regarded as theclean (gear and flaps up) stall speedas represented by the lower limit of thegreen arc of the airspeed indicator.But this is not always the case.Technically, V 51 s the stall speed in aspecified configuration . It could represent the stall speed with flaps in the

. akeoff position or with the aircraftconfigured in any of several differentways. It all depends on what is beingconsidered at the time. The clean stallspeed, therefore, is designated as V 51(clean). By itself, V 51 is meaningless .

Closely rei ated to V 50 is thereference speed, V F which FAArecommends as the final approachspeed. Since V F 1.3 t imes V 50, it iseasy to determine without anoperating handbook . Simply note theairspeed indicated by the low end ofthe white arc and increase it by 30 percent. For instance, a V 50 of 50 knots

first jet transport. During one particular takeoff attempt in a Comet, thecaptain raised the nose so high andprematurely that the resultant dragrise prevented further accelerationand l i ftoff. V MU tests subsequentlywere established to ensure that futuretransports could take off with the tailtouching the runway and maintain thisattitude until out of ground effect.Such a hazardous maneuver isrequired only during aircraft certifica tion trials and ordinarily should not beattempted .

Nailing TheNumbersV y, unlike V x, decreases withaltitude, something many pilots fail toconsider during prolonged or highaltitude climbs .

Although general aViation aircraftdo not undergo V MU testing, there arelessons to be learned from the Cometproblem . Inexperienced pilots flyingheavily loaded and frequently underpowered airplanes from high-densityaltitude airports often display impatience at the time and distance requi red to reach a safe takeoff speed.Consequently, they raise the noseprematurely. This adds considerabledrag and could prevent the aircraftfrom ever becoming airborne orclimbing out of ground effect. If condi tions are insufficient for acceleratingto a safe takeoff speed , it is best nottotake off at all.

and lifts offtakeoff speed.airborne at anVLOF rotationbecomes airbhigher than V Lcient.

The lowestplanes generathan V x, the spbest (or greatehowever, is noimplied by mspeed providewhen the aircmaximum-allowith the wing ftion. For moscreases with aknot per 1,000tion; it usually dtion in gross wewind increaseswind decreasewith wind.

The speed fois always fasteprovided only fconfiguration.as gross weighV x, i t decreasomething manduring prolonclimbs.

V y also is verwhich the liftairplane is at afore, is close tficient speed. Ltion, therefore,a reasonable sglide speed


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who prepare advertising brochures. Itrepresents the maximum speed inlevel flight with maximum-continuouspower. Ultralights are limited by FARPart 103 to a VHof 55 knots/63 mph.

The second is V c, the design cruising speed, which many pilots considerto be aircraft cruising speed . Butthis isincorrect; a given aircraft may cruiseslower or faster than V c. The designcruising speed is of concern only todesigners and is the greatest speed atwhich an aircraft must safely withstand the FAA s standard 50-fpsgust .There actually are several values ofV c for a given aircraft, but the lowestnormally is used to designate VNO themaximum structural cruising speed.This speed is of critical importanceto apilot and is indicated by the beginningof the yellow arc - or caution range- o :, the airspeed indicator.

When flying at V NO a pilot knowsonly that the aircraft can tolerate theFAA s mathematically defined,50-fps gust. Since a pilot has no wayof measuring gust intensity and sincean airplane s gust tolerancedecreases substantially when flyingbeyond V NO it behooves a pilot toavoid flight within the yellow arcwhenever turbulence is present or ex pected. Structural engineers concedethat most airplanes cannot safelywithstand some of the most severe

~ s t s nature has to offer . It is thepilot s responsibility to take overwhere the designer leaves off byavoiding such conditions in the firstplace or by penetrating severe turbulence at a relatively slow airspeed.

The vast majority of lightplanes

Depending on the airplane and thephilosophy of the manufacturer, VB(or a variant of it) may be deSignatedas the recommended turbulencepenetration speed to protect thestructure against 66 -fps gusts.

In addition to protecting the airframe as much as possible against turbulence, designers also must protectthe aircraft against structural loadsimposed by rapid and maximumdeflection of the flight controls. Thisprotection is available only when flying at or below V A the designmaneuvering speed.

Most pilots realize that rapid and fullup-elevator deflection when at orbelow V A causes the aircraft to stallbefore damaging load factors candevelop. But this fo rm of aerodynamicrelief cannot protect against the loadsimposed by rapid and full deflection ofthe ailerons and rudder. Instead, thestructl,.lre simply must be built strongenough to withstand such abusivecontrol application. When flying atspeeds above V A a pilot has no suchassurances and must be cautiousabout manhandling the controls. Thisis particularly applicable when flyingin turbulence because the combination of loads imposed by gusts andmaneuver ing is cumulat ive.Whenever in doubt about the struc tural integrity of an airplane, reduceairspeed as much as practical. (Consider also that V A usually decreasesas the gross weight of an aircraft decreases .)

During the des ,gn of an airplane, astructural engineer designs the flapsto be operated at a maximum airspeedof VF, the design flap speed. If the

flaps atresult insystemaircraftbe delpracticwhat le

Pilotspositivecategorfrom 3.are extelimit-loaGs to Oadvisabsubstan

Care tend orsistentlimum laIn mostrelativedoors tocraft, ththe geamay beaccelerlanding-ting thealso reqThe reV-speedmulti-enple, is speed wtive, (Tthat, upverse elability rotatingcated fside of t

An en


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on the other. Directional control is maintained by countering this asymmetrical condition with rudder (in thedirection of the operative engine). Ifairspeed is reduced, however, the rudder loses effectiveness. If airspeed isallowed to decrease below V MC evenfull rudder cannot prevent a yawtoward the dead engine.

It is extremely dangerous to fly amUlti-engine airplane at or belowV MC- especially during the takeoffphase. VMC is usually only 10 to 15knots higher th 3n a light twin's stallspeeds. A pilot who climbs out at orbelow VMC will face an uncontrollableyaw in the direction of a failed engine.If airspeed is allowed to dissipate, thisyawing can be accompanied by a stall.And this stall will be asymmetric. Theslower-moving wing - the one withthe failed en.9ine - will stall first, andthe thrust of the operating engine canmake the airplane enter a spin. Theseverity of these reactions is muchmore pronounced when the failedengine is the critical engine.

V MC usually is determined with thecritical engine inoperative (and itspropeller windmilling) and the remaining engine(s) producing takeoffpower. Also, the flaps are in thetakeoff position, the landing gear isup, and the cowl flaps are open. Theaircraft must be out of ground effect,banked no more than five degrees(toward the operative engine) and beloaded to the maximum-allowabletakeoff weight at the aft CG limit.

VMC obviously is not a constant. Itcan be reduced by moving the CG forward, feathering the propeller of theinoperative engine (to reduce drag on

VYSE and VXSE (the SE stands for.single engine) are the speeds for bestrate and angle of climb with the criticalengine inoperative and apply only toNormal-category twins. They areused in the same manner as Vyand V xand vary with altitude and grossweight. V and V 2are terms applicableto Transport-category mult ies,although they are sometimes appliederroneously to light twins. V is thetakeoff decision speed and is thespeed below which an engine couldfail and the airplane could be safelystopped on the runway . An enginefailure at a speed greater than Vmandates that a pilot continue thetakeoff roll with available power andaccelerate to V R It would be unwise toabort after V 1 because there may beinsufficient runway to stop theairplane. After rotation, the aircraftshould continue accelerating to V 2,the takeoff safety speed, whichshould be attained at approximately35 feet agl.

ailing TheumbersPilots occasionally

violate limitingairspeeds without

realizing it.The concept of V does not apply to

most propeller-driven twins becausethey cannot continue a takeoff roll andaccelerate on one engine. The pilot

way - unless thV SSE the safeAlthough V SSEcertification recept was demanufactureminimum speea proficient piable to lift off, and climb. (Thewell the aircraf

Although pilnot to violate loccasionally doThis is becausystems are no(especially whthan a few yeaother contamincraft's pitot-sairspeed indica

This should cthose who fly twindicators. Rastruments agrdiscrepancies o(Most pilots hatoward believinside of the inswho practicerecognize thatof different airc

Although FAstatic pressureof any aircraftstrument fl ightaccuracy withcalendar montment exists fosystem or theThose who wofaith in airspeedsider a bienni


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daylight and be prepared to road march to battlepositions. Not long afterward, Preskett receivedauthorization to break into his basic load, and thecommunity began implementing the noncombatantevacuation plan.

The troops sensed the urgency and tension, andtheir actions affected Captain Preskett in a way hehad not anticipated. They established their positionsQuietly and resolutely, then began checking andrechecking their weapons and gear. The young noncommissioned officers were particularly active andresourceful. Whatever doubts Preskett had of hisunit s combat readiness were gradually replaced by asense of pride. He realized that the key element inthis battle would be, as always, the human factor,and he rededicated himself to his soldiers welfare.But some things were going wrong. Division lostcommunications with corps for 3 precious hours during the alert sequence. One of the counterpart companies had been diverted from its LDA to secure anearby ammunition storage point (ASP) after asimilar ASP farther south had been attacked, andthere were rumors of some units in the division beingattacked by an unidentified terrorist organization.What Captain Preskett did not realize was that hisdivision, indeed all of North Atlantic Treaty Organization (NATO), was already the subject of an aggressive attack. Key command and control facilities,logistical centers, bridges and vulnerable combatunits were under attack by small teams of welltrained and skilled professional soldiers who were de-Naval Spetsnaz team member

termined that NATO would not rison to war unopposed.Bridges along the division s ro

garrison to initial battle positistroyed. The result was that whineuver battalions were able tosion artillery (DIV ARTY), the abattalion and the engineers werwould probably be 1 hours.Some units had been directly acould be organized for combat. the Aviation battalion had beenThe division s helicopters, neatlycentrated on parking ramps witrevetments, were attacked by 6 aircraft not destroyed by explowere machine-gunned. The attacka hit-and-run tactic - they camenot withdraw until the entire airfDuty personnel organized to and random unauthorized accesfor an aggressive and coordinatewere killed. A similar attack waDIVARTY, except the targets werammunition carriers.

In the first critical 24 hourPreskett s division was already lidiscreet safe houses, team leadersspecial operation force, known gnaz, met to congratulate themsenext missions.

Physical training in Spetsnaz units sconfidence building


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The Spetsnaz soldier is highly motiv ted and bove average in ment l andphysic l capabilities

Long ran

So who are the Spetsnaz? What is their mission?What threat do they pose to U. S. forces in generaland to Army Aviation in particular? An honest assessment of our capability to fight in Europe has toaddress this often overlooked dimension of high intensity warfare.

Spetsnaz is the name given to certain special opera-tions forces subordinate to Soviet military intelligence, or GRU. A Soviet Army can be expected tohave one company-sized unit of Spetsnaz forcesunder the control of its intelligence staff, and a Frontwould have a brigade. Additionally, there are independent Spetsnaz regiments retained under thecontrol of the GRU Central Apparatus of the SovietGeneral Staff. The Soviet navy also maintains aSpetsnaz force, sometimes known as combat swimmers. This organization is equipped with suchsophisticated hardware as midget submarines. Theirprime mission appears to be disruption of ports, har-

for various Spetsnaz combPrior to hostilities, Spe

mies or Fronts could be alines (or infiltrated in anywith the agent network alrcombat operations . AU.Europe could consider hisby an agent network contrthe event of war, a companaz forces could be target

Any attempt to describSpetsnaz force might consting something. Their trainas a part of their mission force s military and politan enemy s nuclear delivefacilities such as airfields,(command, control and cand air defense systems; an


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r.petsnaz forces undergo intensive hand to hand combat training.

areas and usually receive commissioned ranks.Once in a unit, the Spetsnaz soldier will spendabout half his time in the field. Spetsnaz training isas realistic as peacetime limitations permit and is conducted in an atmosphere of stiff competition. Training exercises include long, forced marches of 1,000

kilometers or more without the benefit of logisticalsupport or transportation while interior forces andKGB troops search for them. Spetsnaz forces oftenconduct mock attacks against government and military objectives, a practice which not only sharpenstheir skills but indicates the breadth of targets theyconsider.Spetsnaz units are rank-heavy and initiative isconsidered an essential leadership quality. Training isdemanding, and competition for leadership positionsis intense. The best recruits are selected for sergeant straining, and only the best sergeants are given leadership positions. The Soviets perceive that these forceswill operate independently and will have to rely ontheir own resourcefulness once behind enemy lines.In prioritization of targets, vulnerability wouldseem to be a key determinant. Vulnerability can beconsidered from two perspectives: the degree ofphysical security provided for a potential target; and,the intrinsic hardness of the target itself. This isespecially significant to Army Aviation. Helicopters

Soviet high perfothe type that coSpetsnaz forces.

nothing more than a single, unlit a half-dozen roaming guards irelatively inexpensive countermedouble chain link with lights anallow observation of the perimereaction force with preplanned pno one solution exists that woArmy airfield, and any solution into consideration the real-worldavailable resources and unit missvulnerability, however, should n

The probability of a Spetsnadecreases exponentially as surprisness is therefore a critical deterrehanced by accurate and timely inthuman intelligence), good operaing and an effective alert systeman aspect of this threat that is accept the fact that this thre t esubstantially reduce our combatnot take steps to counter itIt has been 3 weeks since the apany departed their LDA just amarched to their initial battle pobattle positions three times inSeventy-two hours after the aletense speculation, several terro


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This article is the third of a five-part serieabout the AH-64 Apache combat missionsimulator. Part I in the March issue introducedthe battleground. Last month Part II covered thweapons systems. Watch for Part IV,Instructional Features and Part V, The Futurin later issues. Anyone desiring copies of Parts and can obtain them by writing to EditorAviation Digest P.O. Box 699, Ft. Rucker A36362-5000, or by calling AUTOVON 558-66

AH 64 IA P ~ ~ r eombat MlSSiOll I


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Part III The Tactical Threat lgoriI N THE SUMMER of 1981, AH-64 Apachepilots and gunners gained firsthand knowledge

about Apache performance against a realisticthreat. During AH-64 operational test (OT) II at Ft.Hunter Liggett, CA, Apache crews fought a full yinstrumented red force of armor and antiaircraftthreat systems which employed actual Soviet tactics in combat scenarios. (See AH-64 and OT IIin the January 1985 ssue.)Lessons learned about the threat s tactics, lethality, acquisition probability, hit probability, andthe effects that meteorological, avionic and crewoperational variables had on the success or defeatof the mission proved to be invaluable. The train-

ing received by test participants,opportunity, now will becomApache pilots because of the Asion simulator (CMS).

CMS trained crews will experiewill fight in all types of weatherfire threat-destroying weapons. Tthinks, fights, and given the oApache. Previous articles in thduced the battleground and the smission and weapon systems. Thcle is the programing of the CMand destroy the Apache when thcorrect tactical decision.

CW WilliamOff ice of th e Project Manag

Naval TraininOrl ando,


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ENG GEMENTR NGE R TE OF FIRE

SPM4 SPM

Elements used in the Combat Mission Simulator

The quasi-intelligent threat is controlled by themaster tactics computer, which solves _equations resident in a tactical t h r e t ~algorithm to determine the moment athreat system acquires the Apache.The purpose of this computer is to compute instantaneously threat capabilities or lack of capability,probabilities of acquisition and probabilities of hitagainst the ownship helicopter. Data stored in modifiable lookup tables for each threat and used in thealgorithm include:

Threat basic ammunition load Rate of fire Rounds fired per engagement Muzzle velocity Engagement range Acquisition range Acquisition decay due to reduced visibility Effect on acquisition due to the use of backdrop

lects one of 15 preprogor has the capability tonario selection is made tfeature called target eng

The TEE establishes tquantity, location, movroute of travel and hosting the TEE, the instructhe parameters for tApache.Selectable paApache altitude, exposurelease of ownship weap

When a scenario begitrack of the rounds firedtion probability and theability. As long as the action probability is less thinstructor selected lethaltor, the algorithm will ceterrogating this vehicle aproceed to the next threahicle. The interrogation goes on many times per sin the computer providin

real-time update. Thethe ownship, the engaghow the engagement amined will be explained

The next acquisitioncomputation compares tmeteorological visibilitythe threat-to-Apacherange. This informationneeded to determine theacquisition probability ooptical-only threat systems.

The algorithm then tesall vehicles to determinethey have a shootdowncopters and trucks simulto shoot at the Apache a


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cquisition elements.Two additional eMS computers constantly deter

mine the line-of-sight LOS) between the Apache andall threat vehicles. This in- ..formation is required input to the threat algorithmand is used in the acquisition equation as ownshipexposure time. Buffers areused to avoid inconsequential breaks in LOS in II m_order to accurately record '"line-of-site events. Ex-posure time is the first factor used in the acquisitionequation. Should the minimum exposure time valuecontained in the threat table not be achieved, the ac-quisition event is terminated.

The second value factored into the acquisitionequation is ownship-tothreat range. Maximum ,

tinue to march" until the Apache irange and then shoot to kill.The third factor used in the acquequation is the ownship height ahigher the ownshipunmasks, the great-er its probability ofbeing acquired andhit. The rate atwhich the probability increases is affected still furtherby the existence ofbackground ter-rain, which adds tothe acquisitionprobability when nonexistent, andlighted versus lowering the probablighted.

On night missionswith aircraft lightingoff, the Apache is notacquired by opticalonly threats until itengages a threa t withone of its weapon systems. The ownship issubject to normaldaylight threat acquisitions if the crew failsto turn off the exteri-or helicopter lights.

Another importantfactor used in the acquisition and hitequations for the applicable threat systems isthe activation of ASE availablcrew-the radar warning receiver,jammers andchaff. Theclassified ef


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M 1 Abrams tank as seen in the AH 64 eMS.

range, height above mask, backdrop terrain usageand ASE use and assuming visibility, ammunition ordar kness have notprevented the computerfrom reaching this pointin the equation, the results are now comparedto the instructor selectedlethality threshold.When the results are lessthan the lethality threshold, the computer storesthe data on that threatand moves on to test thenext threat. Once theresults exceed the threshold, the turret or launcher of the associatedthreat vehicle is instruct-

ACQUISI-TION F CTOR> lETHALITY

F CTOR

STOPTEST NEXTVEHICLE

~ ; Jj ~ l . NOed to rotate toward the Apache. If the threat is mov-

threat in the threat lothe time between eactable, and these factoshots. f the theat is wview, the crew will obture of the threat mispropriate.

The algorithm, usinup table, computes thfired and at the resulvisual, motion and ausystems of CMS to simlate either a hit of theApache or a near missThe determination isbased upon the three fors of line-of-sight,

lethality threshold andst ructor inhibits (hitbelow.

Line-of-sight-Ifthe round was fired,miss. Lethality thresho

than the lethality thredirect a near miss. HIT Override-If

activated, the computThe near miss is diof the threat in close e

so that it will defi nitely get thecrew s attention.

f all three of theabove factors arefa lse, the threatround will impactthe Apache. Theimpact will affectvisual, motion anda ural su bsystems of the


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ZSU 23 4 as seen in the AH 64 eMS

M i 24 Hind as seen in the AH 64 Combat Mission Simulator.

turret to the forward position. If the threat was a moving target it will accelerate to its previously programed

th i s information for as many as 99 diThe threat in the AH-64 CMS s qu


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VIEWS FROM RE DERSEditor:The article on Aviation Employment in Defensive Operations was excellent. We'd appreciate it if you couldforward us the two previous articles,Special Purpose Operations andOffensive Operations.

Editor:

CPT(P) Russell J. GoehringFt. Leavenworth, KS

I would like to enlist the help of yourreaders in regard to anyone that mighthave a tape recording of combat flyingduring an assault on an LZ in Vietnam.What would be perfect is a recording offof the interphone that wouid have crew

We try to make these airshows moreof a history lesson than just a lot of aircraft flying by. With this in mind, arecording of this type would add aspecial touch. f his is not possi ble fromone of your readers, would there be apossibility of recording something likethis from an Army film taken during thattime?

Any help in regards to this would beappreciated. Walt Troyer

Airshow AnnouncerP.O. Box 61Sun Prairie, WI 53590608-837-8392

voices plus radio communications with Editor:the gun ships and lift ships. As a graduate of the Fixed Wing

The purpose of this recording is to Class 69-10 in July of 1969, and amake the Sunday airshow at the veteran of the Vietnam conflict, I haveOshkosh EAA convention as real as some very special memories about thepossible. The EAA and the Warbirds of 0 1 Bird Dog (previously designatedAmerica are planning a special salute to L-19).the Vietnam era veterans during the Sun - It is my desire to put together aday, 28 July, airshow. We are in the national or international association ofplanning stage of this show and have Bird Dog enthusiasts. The project isbeen promised participation by the progressing, but I can find preciousWisconsin Army Guard. We hope to little written about this tough littleput on a realistic show that would in- Cessna.clude four Cobras and eight Huey lift I can't begin to tell you howships. I important this project is, and can be. It

is ourBird Dand suas wel

Alsand fllocatetion wreferenPleseBird D

EditorPleaviati

below:Tra

Com1984AvW

tary1984Th

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Articles from the Aviation Digest requested in these letters have been mailed. Readers cprinted in any issue by writing to: Editor U.S. Army Aviation Digest P.O. Box 699, Ft


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u s rmy Information Systems Command

Te CTIONLINEFlying In and Out ofControlled ZonesTHERE ARE numerous symbols on an aeronauti- ,

cal chart. For the visual flight rules (VFR) only pilot,the symbolic representation for a control zone causesmuch confusion. In fact, many pilots will avoidpenetrating the dashed-line perimeter of the zonerather than risk breaking a rule or endangering theirsafety.The control zone has no significance except to remind you that instrument flight rules (lFR) trafficmay be operating in the vicinity and air traffic control (ATC) advisories are available upon request.Conrol zones are normally a circular area within aradius of 5 statute miles with extensions necessary toinclude instrument approach and departure paths.Control zones rise from the surface up to the base ofthe continental controlled area. Control zones thatdo not underlie the continental controlled area haveno upper limit. They are in continuous existence, unless otherwise noted on sectional charts and in theAirport / Facility Directory. Aerobatics are not permitted within control zones. The controlling author-ity s an operating tower or the appropriate ATCcenter. During instrument meteorological conditionsthese zones are reserved exclusively for the use oftraffic operating on an IFR flight plan or on a specialVFR (SVFR) clearance.

Otherwise, as noted above, the control zone demarcation can be ignored by pilots when VFRweather minimums for controlled airspace can bemaintained. One exception s ultralight operationswhich need prior permission to operate in a control

VFR aircraft cannot enter the zominimums are below VFR withouclearance from ATC. The ceilingmined by the certified weather obsrol zone and applies to all airportszone.When weather s less than VFR, a special VFR clearance from thfacility. Airports identified on semarks within the segmented perimfixed wing SVFR clearance. Copermitting, SVFR clearance will bethis will not delay IFR traffic. SVFprovided separation from IFR trafor instructed to make position repconditions at night, pilots and aircrequirements for instrument flightSVFR flights should not be takewho have little or no instrument enever flown without reference to tclearances do not authorize flight iless of the pilot's rating/ qualificlouds, which pilots tend to fly thclose up instantly, requiring complinstruments and ATC vectors. Orated pilots have become lost,crashed.SVFR departures for VFR-on-toreported cloud cover have a way offlights over extensive cloud layers.eventual fuel shortages or perhforcing a descent through or intosituation may worsen due to icinth understorms.

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Documents

Army Aviation Digest - May 1985