Army Aviation Digest - Apr 1974

8/12/2019 Army Aviation Digest - Apr 1974

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UNITED 5

DIRECTOR OF ARMY AVIATION, ACSFORDEPARTMENT OF THE ARMY

BG James H. Merryman

COMMANDANT, U. S. ARMY AVIATIONSCHOOL

MG William J. Maddox Jr .

ASST COMDT U. S. ARMY AVIATIONSCHOOL

BG James M. Leslie

EDITOR U. S. ARMY AVIATION DIGESTRichard K Tierney

ABOUT THE COVER

on the cover sets theissue Army aviation flight standardization

RMY VI TION1GES 1IIIIIiI.. .._APRIL 1974 VOLUME 20 NUMBERFlight Standardization ... Where Does It Begin? LTC Dick E RoachThe Army Aviator s Sheet Music. . . . . . . . . . . . . . . . . . . . . . . . . . ..NOE Is For lOHing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..Instrument Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..Worldwide Flight Standardization Program . . . . . . . . . . . . . . . . . . . .The Standardization Program At Fort Rucker . . . . . . . . . . . . . . . . . ..Aeromedic-Effective Communication and NOE Target Recognition . ..Philip M. Drumheller, DACHow To Get The DIGEST .. . .Fuel Effectiveness, MAJ Arthur R. Vaughn . . . . . . . . . . . . . . . . . . . .Hello Fort Rucker, CW4 Herbert M. WaterfieldViews From Readers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Safety In Numbers A New Twist, CPT John S. Martin . One And One Make Two . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..AIMS Altimeter . Write To Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..Pearl s .. .. . USAASO Sez . .. . .

The mission of the U S. ARMY AVIATION DIGEST Is to provide Information of an operational or fundional nature concerning safety and aircraft accident prevention, training,maintenance, operations, research and development, aviation medicine and other re lated data.The DIGEST Is an official Department of the Army periodical published monthly underthe supervision of the Commandant, U S. Army Aviation School. Views expressed hereinare not necessarily those of the Department of the Army or the U S. Army AviationSchool. Photos are U S. Army unless otherwise specified. Material may be reprinted provided credit Is given to the DIGEST and to the author, unless otherwise Indicated.Artiele., photos, and items of interest on Army aviation are Invited. Dlred communication I. authorized to: Editor, U S. Army Aviation Digest, Fort Rucker, AL 36360.This publication has been approved by Headquarters Department of the Army, 1September 1973.Active Army units receive distribution under the pinpoint distribution sy.tem as outlined In AR 310-1. Complete DA Form 12-5 and send directly to CO AG Publications Center, 2800 Eastern Boulevard, Baltimore, MD 21220. For any change In distribution require-ments, Initiate a revised DA Form 12-5. .National Guard and Army Reserve unit. under pinpoint distribution also should .ubmltDA Form 12-5. Other National Guard units should submit requests through their stateadiutant. general.Those not eligible for official distribution or who de.lre personal copies of the DIGESTcan order the magazine from the Superintendent of Documents, U S. Government PrintingOfIice Wa.hlngton, D C 20402. Annual subscription rate. are 13.40 domestic and 16.75overseas. Single copies 1.20.


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, ~ i < l f i , f 'M NTION T H ~ r m y Aviation S t a n c i ~ l a p t i o n P r O g r a mto aviation R.ople and i m m e d l . t i t h e ~ think of. _ t .: J ~ . , , l futorotations, 2 ~ J n u t e turns and o t h . ~ e's in the

~ ~ s the United States Army Avlat . . , Cenler. This is . ; : ~ - .~ 1 , part of the picture. See what Webster tias to say: , Y . ,; - ..

r l n g Into conf rmi ty with a standard." The w o ~ d ; " ( . r : } ~ : ~ ."standard" stands out. In other words, the standardization j a , ~program means standard as a level to achieve-and a ; , l [ % ~standard as an acceptable way to do things. But, even I more germane, and the most important aspect, is that thestandardization program applies worldwide-not only toaviators but also to crewchiefs, mechanics, safety off icers, f l ight surgeons - everyone connected with Armyaviation.A lot of people tend to back off from f l ight standardization. The word i tself seems to turn them off. Perhaps that'sb_cause they've ha some bad experiences in the pastwith local standardization programs. Or, often they justdo not understand standardization and then there's anatural tendency to shun it. But, we must turn this attitudearound Army aviation no longer consists of a couple ofL-4 l iaison airplanes in an Arti l lery battal ion. Today, complex Army aircraft have moved to center stage where theground combat forces depend heavily on them for mobil ityand firepower. This means we must be combat-ready andeffective - day or night, rain or shine.Such a situation cries out for a professional standardization program that cuts across all l ines one that encompasses training, safety, maintenance, tactics, aviationmedicine, logistics and every other facet of the groundcombat operation. Such a f l ight standardization programhas been worl{ed out and in effect for about a year in Armyaviation. I f i t 's new to you, don't back awa y from it. It 's thenew way of lifE. - professional l ife. So let's join it. Severalarticles in this issue of the DIGEST are intended to helpacquaint you with the significance of the emerging Armywide fl ight standardization program. Read these articlescarefully and when you come to grips with standardizationremember that you are on a two-way street. The f low of Iinformation goes out easily enough, but i t 's a l i t t le morediff icult to get the troops in the Arctic, Asia, the tropics,the deserts everywhere to complete the cycle andstart the . f low of information back. Your opinions andrecommendations are valued and needed to make thestandardization program fully effective. Send them to:Office of Standardization, U. S. Army Aviation Center,Fort Rucker, AL 36360. \ AJOR GENERAL WILLIAM J. MADDOX, JR.


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TH ERE ARE TWO laborator ies in which Army-wi e ~ H g ~ : : : : - . . . . _standardization can be developed to i ts ful lest potential.One includes Army aviation's technicians in the field; theother involves instruction in the student area. Standardization in both of these labs must be compatible.

Today, Army aviation encompasses many narrow specialties, all of which Army aviators and other specialistsmust have a handle on. The instructors depend on stan-d ardization to ensure that their students learn the natureand intent of these various specialt ies as they relate toother facets of Army aviation. This knowledge must threadi ts way unbroken into the f ield. There, Soldiers must usef l ight standardization to guard against modif icat ions toprocedures which are based on personal variations promulgated without test and trial. At the same t ime the technicians in the f ield lab always wil l be able to developimproved procedures. But these ideas wil l only strengthenthe Army-wide Flight Standardization Program i they areshared. Your ideas and recommendations should be sentto: Off ice of Standardization, U. S Army Aviation Center,Fort Rucker, AL 36360. BRIDADIER GENERAL JAMES M. LESLIE


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Flight Standardization . .Where oes It Begin?

7 c 0to 0

Lieutenant Colonel Dick E Roach

T HERE RE TWO primary opposing thoughtsconcerning the Army s budding Flight Stand-ardization Program.Critics contend that effective standardization on theflight line s possible only through command em-phasis of locally adapted programs.Proponents of the new program reject this conceptinsisting the current Standardization Program wasContinued on page 9

_ L _

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The ArJll,AViator s Sheet usic(The New Operators MaJluals)Any comments or recommendedchanges to the operator s manuals orthe crewmember s checklists shouldbe submitt.d to AVSCOM on DA Form2028. ll D Form 2028s received byVSCOM recommending changes toaircraft operating procedures are for-warded to the Aviation Cent.r wherethe recommended change is re-searched and evaluated before theyare included in the manual

William H Smith

N GREAT ORCHESTRA the musicians aregiven sheets of music to guide them through theintricacies prescribed by the composer. Without thismusic it would be impossible for more than two orthree musicians to play together.Similarly, aviators are given operator's manualsand checklists for a specific aircraft to guide them inthe operation of that aircraft. This is the aviator'ssheet of music.Operator's manuals and checklists are the officialdocuments governing the operation of the aircraftand the basis for standardization throughout theArmy.A major effort was made recently by the U. SArmy Aviation Systems Command AVSCOM) incoord.ination with the U. S Army Aviation Center,U. S Army Maintenance Management Center, U SArmy Electronics Command and other interestedactivities to revise the format of the operator's

m_anual -10) and checklist -CL). The new formatis designed to provide the user (Army aviators) withpublicatiorl.s that are more appealing and easier touse.

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t is anticipated that the operator's manual will beorganized in the following format:Chapter 1 IntroductionChapter 2 Aircraft and SystemsDescription and OperationChapter 3 AvionicsChapter 4 Mission EquipmentChapter 5 Operating Limits and RestrictionsChapter 6 Weight/Balance and LoadingChapter 7 Performance DataChapter 8 Normal ProceduresChapter 9 Emergency ProceduresAppendix A ReferencesGlossary Abbreviations and TermsIndex Alphabetical ListingAt first glance this may not seem to be a significantchange but on further investigation we should findthese improvements: Information pertaining to any given system willbe consolidated in one location rather than beingscattered throughout the manual.

U S ARMY AVIATION DIGEST


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The chapter on mission equipment will describeany system that is related to accomplishing the mission of that aircraft, such as mission avionics for theU-21 and OV-l; armament for the AH-l, UH-l andOH-58; and cargo handling for the CH-47 and CH-54. All performance data charts will be in one basicgraphic format. This means that the aviator has tolearn only one method of deriving performance information from the charts. In addition to the newformat, a significant amount of additionai infohnation is presented. Procedural steps that must be memorized by theaviator in order to respond immediately to an emergency will be underlined in the checklist for easyidentification. Standard terms and abbreviations will be usedthroughout and will be defined in the glossary ofterms in the back of the manual. Colors will be used where possible in order todepict more clearly aircraft performance and limitations.A letter of agreement between A VSCOM and the

APRIL 1974

TAKEOFF - NORMALCALM WINOS fLAI'S DEGREES TAKEOff ~ O W f l LEVEl H flO SURfACE

EXAMPLE VII

TOT LT IC.EOffOISTAHCEAEOU'''IEOTOCLEAI .. 50 fOOT QaST CLE . NOAEOU."'EDGfllOUNOIIOlL OISTAHCIE

OAT7O't' AfSSUI'IEALTITUOE7003flC; ROSSWE IGHTI7000LIIOIISTACLEHEIGHY50FT

Figu. 14-6, T.hoffNormM

TM 56-1510-204-10/6

III

Aviation Center at Ft. Rucker, AL, delegates to theAviation Center the responsibility for securing a consolidated coordination of any material affectingchapters 3, 4, 6 10 and 11 of the present aircraftoperator's manuals (-10) and the complete checklist(-CL). t is anticipated that the Aviation Center willcontinue to have this responsibility in the new format.In addition, the Aviation Center is responsible forproviding necessary assistance in the forinulation ofpolicies as they apply to the operator's manuals andchecklist specifications. .

The new military specification for operator'smanuals has been sent to the Department of theArmy through the U. S; Army Materiel Contmandfor approval. f approved, the first operator'S manualto appear in the new format should be available inabou t 9 mon.ths to 1 year.

The new operator's manuais will greatly improvethe Army aviator's "sheet music" and hopefully getus all in tune. All aviators are encouraged to submitany recommended changes to the operator's manualor the crewmember's checklist to A VSCOM on DAForm 2028. -....=*

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On the facing page an O 58 of the 7/1 st Cavalry Squadron reconsa road using the protective cover of vegetation . Below, cop ilot sview as the LOH proceeds among the trees during NOE at Ft. Knox,KY. The article discusses thoughts of the 7/1 st to be presen tedto the ASH Task Force wh ich will fly the NOE course shown here

NOE Is For LOH ingT HE 7 1s t A I R CAVSQUADRON at Ft. Knox,KY, is using its light observationhelicopters (LOHs) to orient members of the Advanced Scout Helicopter Task Force to the missionof the scout helicopter.The task force made up ofArmy aviators, aircraft designersand technical researchers has beenformed by the Department of theArmy to prepare the specificationsand designs for the advanced scouthelicopter (ASH) which will enterthe Army aircraft inventory s areplacement for the present LOH.The 7/ 1st Air Cavalry Squadron has developed a nap-of-theearth NOE) scenario to showthe ASH designers the mission ofthe scout helicopter. The cavalrymen believe the scout aircraft willbe their primary mission aircraft

APRIL 1974

CW3 Michael S Lopezohn Marusich

in the nap of the earth . . . theyenvision it s a vehicle to extendthe capabilities of the Cavalrycommander. The cav s scouts lookand observe through the trees andbrush. Like the Indian scouts ofold, the aerial scouts look for signof movement and usage. The scouthelicopter has to be designed toperform the scout mission to find,fix , track and report enemy movement.Lieutenant Colonel ArthurFinch, commanding officer, 7/1stAir Cav Squadron, pointed outthat most people think mud puddles are muddy. Scout's o differ-ent They re only muddy if they vebeen used. This and other scouttechniques are brought out duringthe orientation flight in which taskforce members receive demonstrations in low level flight, contour

flying and nap-of-the-earth. Theveteran scout pilots of the 7/1stfeel that the scout mission will bebasically the same s they flew nthe Republic of Vietnam . . . Withthe use of NOE techniques for helicopter survivability against a midto high-intensity threat.As the flight scenario continues,the ASH Task Force gets the feelfor the mission s the Air Cavscout performs a route reconnaissance through the northern portionof the Ft. Knox military reservation. The veteran scout aviatorspoint out the difference in manmade trails and those used by animals. They use masking techniquesto provide the helicopter with protection from enemy radar andobservation. They dont fly downthe road they are reconning butrather observe from the flanks7


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during the scenario they dismounttheir task force member/ observerto perform a ground reconnais-sance around a blind curve nearthe crest of a hill , and the taskforce member learns of the ease ofexiting and entering an aircraftover a collective pitch and cyclic.When they need to observe downa road, the Cav scout doesnt ex-pose his aircraft but maintains aterrain mask while observingthrou h the brush and trees.After making the ground recon,the scenario mission continues andthe scout recons the road from dif-ferent avenues of approach untilthe road ends and changes into atrail.Near the end of the mission thescout simulates receiving fire and

the task force members see theneed for a rapid acceleration to de-part the hostile area. In additionto the orientation the troops of the7/ 1st are working on scenarioswh ere the scouts find and identifytargets and vector AH l Huey-Cobra gunships of the troop intofiring positions . as well as movemembers of the troops with theliftships.While DIGEST staffers werewith the 7/ 1st, a contingent of in-structors from the U. S ArmyAviation Center at Ft. Rucker,AL , were being oriented to theASH orientation program. TheAviation Center currently has aprogram underway with all Armyaviation users to improve the flighttraining program.

CPT Tom Green, CO of Delta Troop,7 1 st, briefs COL James G Humphrys,Director of the Aviation Center'sDepartment of Graduate Flight Train-ing, about NOE at Ft Knox. Below,o kpit view of minimal NOE altitude


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The nnual WritAR 95-1 states: "Each Army aviator onflying status will successfully completethe Army Aviation Annual Written Examination each fiscal year in accordancewith AR 95-63."I t is that t ime of year again, the onet ime when all Army aviators have a co",;'mon goal- the successful o m p l e t i o . ~ f,the Army Aviation Annual Written

i n ~ t i o n . To many A r m y ~ v i ~ ' O,. n ..al writ is just another an .,:;, ,ent -a prerequisite . h a t a l ~ . ," t r ip to the f l i gh t surgeon, .,instrument checkride ensures the.exmonthly income. This i sne i ther ,t .. ~intent nor the purpose of the e x a m i l l a ~tion, so perhaps the name should 'bechanged to annual review.Once the Army aviator receives hiswings and departs the United StatesArmy Aviation Center at Ft. Rucker, AL,his formal aviation schooling becomes athing of the past. Sure, there are subsequent transition courses, but the basicfundamentals are gained during init ialf l ight training. The annual writ is intended as a review of these fundamentals"and as a means to acquaint th e . v i a t ~, with current regulations and r o c ~ ~ r e s 'The Army Aviation Annuall ,Wriination for 1974 has beend. ' form ' tht moder.,' itay aviator, of ,; ,he ' a t ~

, 'TCs, ,FMs, T M s a l l ~ D O DlaUcations ,and thus enhance, ,~ o f e s s i o n a l capabilities. The 1974 eX;-.mination incorporates many of , . hechanges found in the new AR95-1,

dated October 1973, and effective 1December 1973. The exam for the f irstt ime incorporates questions and procedures related toTC1-15 Nap-of-the-earthTraining dated June 1973 and AR 95-5,dated June 1966, and as in previousyears information found in AR 95-63,dated 13 July 1973; TM 1-300, datedJune 1963 with changes 1, 2, 3 and 4;and TM 1-225, dated 9 December 1968with change 1.

PRIL 974

The questions are derived primarilyfrom publications the aviator wouldhave access to while flying or planninga normal fl ight. The examination is presented, in part, as an actual f l ight withthe examinee being provided certain information and situations and then conducting a theoretical instrument f l ightfrom point A to point B. The r m a i n i t ~ r :of" "he examination is p r e s e n t e i t , , : ,rnanner similar to an oral 'examinatio. h general questions taken . f romth'epreviously mentioned r e f e r e l l c e s ~ ..'.:;The 1974 wri t is comprised of severalpublications. The Reference Data BOOa(-let (RDB) (pink this year in honor ofwomen being accepted into the ArmyAviation Program) is a consolidation ofpertinent extracts from FLIP, Section Iand Section II, .FR Supplement; VFRSupplement and Low Altitude Instrument Apprqach Procedures (VOL-8).Material preSented in the RDB to includethe approach charts is extracted fromthe 19 July 1973 issue o f FLIP. TheWashington Sectional Aeronauti"ca lChart and the FLIP en route low altitude(charts L-27 and L-28) are also u s e d a ~reference material.eCI,ona. Aeronautical C h a ~ ~ ~ . , d. ,P :.n ,.route low altitude ( c h ~ l '-28)., are also , used . as r e f ~ 1ial. ' ...... .

he study guide for this year's 'ex,.n a t i ~ n i s again presented in "pockeboOk" size, incorporating a ' one-time"; ,through feature. This programed textshould be completed prior to taking theactual examination.

An i tem analysis of the 1974 examinat ion reveals that approximately 50 percent of the examination is devoted toinstrument f l ight planning rules andregulations and 50 percent to visualf l ight rules nap-of-the-earth fl ight, Armyand FAA regulations, and weather questions. .- . I

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IIVorlclwicieFlightSt anclarclizat ionrogram

YES, THE WORLDWIDEflight standardization programis alive and kicking. R 95-63designates the U S Army Trainingand Doctrine Command as the responsible command for individualaviator training and related training literature. This responsibilityhas been further delegated to theU. S Army Aviation Center, Ft.Rucker, AL.The goal of the Army AviationStandardization Program is to enhance combat effectiveness, aviation safety and professionalismthrough standard procedures andtechniques to be used in operatingArmy aircraft. The Army flightstandardization is to be accomplished by implementing standardized policy and procedures throughstandardization boards by - - designating standardizationinstructor pilots (SIPs) at all levelsto ensure compliance with theestablished procedures. conducting periodic standardization flight examinations of allaviators. operating Army aircraft in accordance with standardized procedures and technical literature.So far, so good. But how is theprogram actually working?Standardization boards havebeen established and are becomingvery active, especially at the higherlevels of command. Within the pastfew months U S Army ForcesCommand (FORSCOM) has conducted a Flight Standardization

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and Training Conference to include personnel from all FORSCOM posts and units. In addition,the First, Fifth and Sixth Armiesalso have recently conductedArmy-wide standardization conferences. These conferences wereattended by personnel from theU S Army Reserves, NationalGuard and the active Army underthe Total Army Concept. TheAviation Center participated inthese conferences to assist in presenting the latest in doctrine, tactics and techniques.One aid used in the worldwidestandardization program is theworldwide standardization packetswhich were prepared at Ft. Ruckerto provide assistance to commanders in the administration of trainingfor Army aviators. t provides assistance in transition training bothfor pilots and instructor pilots andalso affords the aviator a handyreference booklet describing howto perform the normal maneuversencountered from day-to-day.Instructional material in thepackets relates to the current modelor models of one type aircraft andare sufficiently detailed to be utilized for refresher training, qualification training where authorizedand guidance in planning operational missions for the aircraft.A general description of the purpose and use of the publicationsincluded in the packets is containedin the accompanying articles.

Prepared by the Standardization DivisioDeputy for DevelopmentsU S rmy viation Center

one ids the

worldwidest nd rdiz tionp cket


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St anclarclizat ion At Fort Rucker

I N JUNE 1972 a letter was dispatched by the Department ofthe Army dealing with the ArmyA viation Standardization Program.This letter was not the first onthis subject and probably won t bethe last because the standardization program is a vital part of theArmy s safety effort. The specialsignificance of this letter is that itannounced a worl wi e ArmyAviation Standardization Program.Implementation of this programwithin the U. S Army AviationCenter (USAAVNC) meant thestart of the most comprehensivereview ever taken of trainingpolicies.The intent of this standardization program can be separated into

five distinct goals. The first-having a worldwide program-wasautomatically realized when theDepartment of the Army dispatched the letter. The second isbeing met at Ft. Rucker throughthe Ft. Rucker Flight Standardization Board, which provides standardization for all organizations atthe installation. The board held itsfirst meeting in October 1972.Prior to that time each organization at the post handled its ownstandardization witb little or nocoordination between units.

To date, 141 flight standardization boards have been establishedaround the world. They are in theactive Army, National Guard andArmy Reserves.The foundation of the entireprogram is based on maintainingthe quality and standardization ofinstructor pilots IPs), standardization instructor pilots (SIPs)and other Army aviators.The third goal requires all IPs

APRIL 1974

Prepared by the Standards BranchOffice of StandardizationDeputy for TrainingU S rmy viation Center

throughout the Army to be graduates of a formal IP course in thecategory of aircraft in which theywill be instructing.t was obvious that IPs trainedat Ft. Rucker could not be produced instantly and dropped intothe required slots throughout theworld. With this in mind an interimmeans was provided by which IPscould be granted equivalent stattlsto those trained at Ft. Rucker. Thisinterim means has by now givenway to the goal of having all IPsbe graduates of formal courses andidentified by additional ski11 identifiers and special qualification identifiers. Currently, Ft. Rucker offers

15 instructor pilot courses and onerotary wing instrument flight examiner course. All are being systemengineered in an effort to improvecontent and to ensure that theysupport the needs of operationalunits.The fourth goal requires allaviators to receive flight examinations on a periodic basis. AR 95-63, paragraph 1-18, requires thatan aviator maintain proficiency inall the maneuvers necessary forinitial qualification in the missiontype, design and series aircraft asprescribed in TC 1-34. He mustalso demonstrate this proficiencyto an IP or SIP at least once duringa 12-month period. The IPs andSIPs are required to demonstratetheir proficiency each 6 months.TC 1-34, Qualification Trainingin Army Aircraft, indicates theparticular maneuvers required foreach type aircraft and the FlightTraining Guide has detailed descriptions and the requirements foreach specific maneuver. f amaneuver is required for initial

qualification, it also is required onannual or semiannual standardization evaluations.TC 1-34 has been changed toprovide more guidance on pilottransition training and instructorqualification in various aircraftseries. The change also requiresaviation units with special equipment installed in helicopters toconduct training in the operationof that equipment prior to qualifying an aviator in the aircraft.Instructor pilots are checked onthe same basis as any other aviator.In addition, they are evaluated atleast once during each 6-monthperiod that they are authorized toconduct IP duties, when advancingto SIP status and after reportingto a unit prior to assuming IPduties.These additional checks providea means for the commander to

evaluate instructor performance inmethods of instruction, flight techniques and safety. Such evaluationsare the basis for quality control ofinstructor pilots.The standardization instructorpilot is the backbone of the eptireflight standardization program. Hemust be relied upon to ensure thequality and standardization ofother instructor pilots. For thesereasons flight examinations of hisperformance are of the utmost importance. The frequency of evaluations and purposes for which examinations are conducted are thesame as any other instructor pilot.SIP performance is a positive indicator of how aviators in the command are functioning.The fifth goal-that of all commands using a single source oftraining literature-is being

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according to thelight Training Guide

we shouldbe a ~ t o r o t a t i n g

/

2

reached through development anddistribution of USAAVNC standardization packets. Guidance forimplementation of this programstipulated that training materialsthat make up the standardizationpackets must fulfill training literature needs for aviator qualificationand instructor pilot qualificationfor each aircraft.The flight standardization packets consist of: Approved programs of instruction that specify course length,flight maneuvers and the scope ofacadeJl1ic subjects to be covered informal courses of instruction. Flight training guides that organize the entire course of instruction into training periods and givespecific guidance on how maneuvers are to be conducted in a training environment. The guides contain detailed descriptions ofmaneuvers and the tolerances andlimitations of each. These are intended to prepare an aviator toperform operational missions inthe aircraft. These guides areneither designed nor intended toreplace Department of the Armyoperator s manuals -10) or operator s and crewmember s checklists -CL) for specific aircraft. Lesson plans provide theacademic background materialnecessary to support flight t r ~ i n i n gThe training aids index in eachlesson plan lists 35 mm slides,mockups, training films and otheraids that are used in that course ofinstruction. Your unit may procure these aids by submitting a request through your supportingRegional Training Aids Center. Programed texts have beenprpvided for some aircraft to beused with or in lieu of lesson plans.These are self-teaching devices. Asnew and better programed textsare developed, they will be addedto the packets to supplement existing lesson material . A sample e x a ~ i n a t i o n is contained in the packet. t is to be

used as a guide in preparing testingmaterial locally to support the program of instruction. The packetexamination is not related to anyone aircraft. t is purely a guide forproper examination preparation. A standardized aircraft maneuver guide which provides thevi tor with mISSIon planningguidance, descriptions of maneuvers, how emergency proceduresmay be simulated and the pilot/crew evaluation checklist. Themaneuvers described in this publication do not restrict the aircraftto the specific airspeeds, rate ofclimb, etc., used in a training environment but allow the pilot toselect the performallce necessaryto accomplish an operational mis.-sion. The standardized maneuverguide stresses the use of the aircraftoperator s manual and checklistfor determining the performancecapabilities of the aircraft andamplifies the description of maneuvers contained in those publications. t is not designed to replacethe -10 or -CL. The pilot/crewevaluation section lists those areasin which an aviator may be evaluated during periodic standardization evaluations. The aviator is required to understand all normaland emergency procedures and tobe able to demonstrate those procedures during the evaluation.These packets are available onrequest through local standardization boards which in turn receivetheir supply from the Departmentof Army-Wide Training Support,USAAVNC, Ft. Rucker, AL36360. Flight standardizationboards are authorized to reprod\lceany material included in thepackets to meet local requirements.The ultimate goal will be the inclusion of standardization literaturein the Department of the Army sAdjutant General PublicationsSystem.

f discrepancies exist betweenthe operator s manual and anypublications in the packet, the op-

U. S. ARMY AVIATION DIGEST


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erator s manual will be used as thestandard. Any recommendedchanges to the standardizationpacket should be addressed to:Commanding General, U. S. ArmyAviation C e n t ~ r AT1N: ATSTT-OS, Ft. Rucker, AL 36360.The standardization program isdesigned to give Army aviation astandard by which all aircraft operations will be conducted. t iscontrolled by a local standardization board and relies heavily onschool qualified instructor pilots tokeep the program moving. The useof single source (USAAVNC) literature supporting the operator smanual ( 1 0) is important and conducive to flight standardization.

The Office of Standardization(OS) is responsible for the standardization program at Ft. Rucker.t directs the activities of the Quality Control and Standards Brallch.Standardization of worldwide publications js the function of theStandardization Division, Deputyfor Developments (DD).Computerized data is kept onall IPs at the Aviation Center. The

IP may check on his own performance through the performancegraphs maintained for all students.Each time 10 of his students complete their training, the graphs areshown to the IP who can thenevaluate his flight instruction.The student graphs also illustrate cumulative student data andthe IP s performance as a checkpilot if he performs evaluationduties. Careful a.nalysis of this datarrIaY reveal weak areas to the instructor for future self-improve

ment.The Quality Control Branch reviews individual files when IP orSIP orders are requested on thestudents to ~ n s u r e that all prerequisite qualifications have beenmet before orders are published.All pertinent recommendationsand other data are evaluated tohelp improve the program.The Standards Branch ~ o n s i s t s

APRIL 1974

of highly skilled, senior warrantofficers and Department of theArmy civilians with at least oneindividual qualified as an SIP ineach Army aircraft in the inventory. This branch conducts- All initial SIP and IP checkflights, which include IP equivalency evaluations for units otherthan those at the Aviation Center. All Aviation Center SIP semiannual evaluations. Ten percent of IP semiannualevaluations for the AviationCenter. Evaluation flights in conjunction with medical authorities to detennine physical capability ofpreviously medically groundedpilots. Postaccident and postincidentevaluations for the AviationCenter. Semiannual evaluation of theSynthetic Flight Training Systemand Link instructors. Flight test and evaluation ofproposed or established flight training maneuvers to ensure analysis isthorough and adequate to thetraining environment. Academic and flight linestandardization. Review of pertinent publications. Assistance visits to units 10

c a t ~ d at other installations in conjunction with the U. S. ArmyAgency for Aviation Safety (USAAAVS, U. S. Army Training andDoctrine Command (TRADOC)and U. S. Army Forces Command(FORSCOM).

Assistance visits at the requestof uijits.The Standards Branch is in

v o l v ~ in question-to-answer res e a r ~ h and analysis. Informationderived from the analyses is pub-1 i s h ~ d in regulations or circulars.The Office of Standardization hasthe responsibility for U. S. ArmyAviation Center (USAAVNC)Regulation 95-15, and other pub-

guessthis means

nobody s perfect

13


16/52

who islara Bow

anyhow i

14

lications pertaining to standardization.Problems that cannot be resolved are brought before the Ft.Rucker Flight StandardizationBoard. The OS chief is presidentof the board; the chief of theStandards Branch is secretary ofthe board. The OS also representsUSAAVNC at higher level standardization boards.There are seven areas of interestwhen OS makes assistance visits: Flight standardization boards. Publications. . Stanclardization instructor pilots, instructor pilots and individual aviators. Sequence of standardizationflight evaluation. Use of ~ i r c r f t checklists. Knowledge of aviation relatedsubjects such as the operator'smanual and the Flight TrainingGuide.When a request for an assistancevisit is received and approved, anitinerary is set up between. the teamchief and the various commanders.This itinerary lists the units to bevisited, aircraft types and aircraftscheduling. This gets the groundwork coorclination accomplishedbefore the team departs.Due to the time factor involvedthe itinerary is important and isfollowed as closely as possible. fa post has an installation flightstandardization section, this unitwill e the first to be visited.When checking with the flightstandardization boards some of thequestions asked are: Does the board have an adequate number of members? Does the combined boardmemben;hip represent all aircraftassigQed? Is a senior instrument examiner a member of the board? Does the board visit aU subordinate units? Does the board meet on aregular basis? Are minutes of formal meet-

ings published and disseminated? Is the board capable of conducting business when not in formal session?An that frequently willyield useful information about aunit is the status of its publications,The biggest problem with publications is the currency of publications. Questions asked about publications are designed to see if theyare up to date with the most recentchanges and if pertinent regulations and publications are availableto each aviator for easy reference.f pinpoint distribution is used, ailattempt is made to find out howeffective it is This question is usu,,:,ally answered when the basic pub

lications and changes are checked.IPs are asked if they areschool trained and if they possess a current instrument rating inthe category of aircraft in whichtheir IP duties are performed. 1 >flight records are researched to seethat orders are published authorizing the individual to performduties in the design, type, missionand series aircraft with which theyare working. They are monitoredto see that they have satisfactorilycompleted a flight and written examination by an SIP designated bythe local standardization board.And last, a query is made to besure that there are a sufficient number of IPs available for the required qualification training, examination and proficiency checks.SIPs are asked about their ownselection and utilization. Membersof the as team check to see thatthey have been placed on ordersafter successfully completing aflight and written examination byanother SIP designated by the localstandardization board.Individual aviators are surveyedto see if they are administeredperiodic flight examinations and ifthey are meeting currency requirements of regulations. Their recordsalso are pulled to see i aviator



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qualification training is in accordance with TC 1-34.To cover all major subject areasin standardization flight evaluations, the evaluation is conductedin four phases and in accordancewith AR 95-63, AR 95-1, TC 1-34

and the Flight Training Guide. Theconcern here is with IP and SIPflight evaluations.Phase one includes a comprehensive briefing by the SIP or IP.The examinee is briefed on what isexpected during the checkride andwhat he can expect from the SIPor IP. Items covered during thebriefing include procedures fortransfer of controls, actions foractual emergencies and proceduresfor simulated emergencies.Phase two is a discussion ofmajor subject areas taught to instructor pilots at the AviationCenter and contained in the various aviation publications such asthe operator s manual, InstructorPilot Handbook and Flight Training Guide. The areas discussed arefundamentals of teaching andlearning, effective teaching methods, aeromedical factors concerning flight instruction and aerodynamics useful for flight instruction.Other subjects reviewed are regulations and publications, operatinglimitations, emergency proceduresand maneuvers that cannot be performed due to existing conditions.Phase three includes a check ofthe preflight and runup procedures,inflight procedures and, after landing, engine shutdown and postflight. An inquiry is made to seethat the checklist is in a properbinder, that a current and up-todate checklist is in each i r c r f ~and that it is being used. As a portion of the inflight procedures anevaluation is made of the normal,advanced and simulated emergencytype maneuvers. A check is alsomade to see that the -12 and -13are filled out correctly.Phase four is the postflight critique in which the entire evaluation

APRIL 1974

is discussed and any questions thatmight have come up are resolved.The Flight Training Guide hasfour parts. The introduction basically explains what the FlightTraining Guide is all about. Thetraining sequence (flight syllabus)breaks the training down into flightphases or periods. The checkriderequirements are the four phasescovered earlier. The last part of theguide concerns the flight maneuvers. The training objective andmaneuver requirements are examined and an analysis of the common errors associated with thatmaneuver are also discussed.The Flight Training Guide isdesigned to be used for transitiontraining; it has been years in themaking and is continuously updated. The procedures containedin the guide provide for adequatesafety. f better ways to executethese maneuvers are found, DAForm 2028s should be submittedto: Office of Standardization,ATIN: Standards Branch, U SArmy Aviation Center, Ft. Rucker, L 36360.The team chief conducts an exitbriefing based on observations andrecommendations from the individual team members. Strongpoints also are noted and passedon to other units in Army aviationto assist and advance the standardization effort. Weak areas arenoted and recommendations forimprovement are offered. Theseobservations and recommendationsare probably the single most important part of the assistance visit.During the 35 visits made thisfiscal year it has been found that,in most units, the following problem areas exist: Publications-out of date ornot available. Checklists-used improperly,lack of knowledge, out of date,missing from the aircraft or not inproper binders. Proper sequence for standardization flight evaluation not being

used or administration of incomplete standardization evaluations. Lack of knowledge of aerodynamics and aviation related subjects. Lack of general knowledge ofoperator s manual. SIPs and IPs not using theFlight Training Guide for trainingbut using the Standardized AircraftManeuver Guide instead.Strict adherence to the ArmyA viation Standardization Programwill result in increased professionalism of Army aviation. The daysof the scarf in the slipstream andthe leather helmet have gone. Today s aviator must be professionaland wholeheartedly support the

standardization program if thereis to be a continued reduction ofaccidents. Safety and standardization are synonymous. . . .

concerning yourstan ride

you do haveweak point or 2or 3 or 4 or . .

15


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Effective Communication AndNOE Target RecognitionT HE COMPLEX DperatiDnsthat are anticipated fDr ArmyaviatiDn in future cDmbat requirea reliable electrDnic means Df Dm-municatiDn and accurate repDrtingDf target infDrmatiDn by the aviatDr Dr aerial Dbserver. In an atmDsphere Df nap-Df-the-earth (NOE)flight DperatiDns in a high air defense threat envirDnment, effectivecDmmunicatiDn will be extremelycritical tD coordinate, contrDI andmanage all maneuver and fire supp rt assets. RespDnsiveness (thekey tD missiDn accDmplishment) ,target acquisitiDn and target engagement will all depend n effective cDmmunicatiDn.During NOE flight , radiD Dm-municatiDns equipment line fsight limitatiDns may virtuallyeliminate all but cDmmunicatiDnbetween aircraft. FurthermDre, enemy jamming Df radiD communicatiDns, including line of sight, isa distinct pDssibility in future Dm-bat situations. In view of this, Dm-manders ShDUld cDnsider duringunit training the prDspect Df reductiDn Dr eliminatiDn Df radiDcommunicatiDns and provide fDrprearranged signals between aircraft such as smoke markers Draircraft lights. AnDther difficulty inradiD cDmmunicatiDn that ShDUldbe anticipated is that as many asfDur channels Df communicatiDnmay have tD be monitDred simultaneDusly.

NOE flight Dperations requireteamwork frDm start tD finish.NavigatiDn must be highly accurate tD maintain geDgraphic orien-16

Philip M Drumheller DACTraining Developments DepartmentDeputy for DevelopmentsU S. Army Aviation Center

tatiDn and the cDpilot must CDn-stantly inform the pilot of theterrain that they expect to encounter. Throughout the flight the pilDtdepends upDn crewmembers in hisaircraft and in other aircraft in thesame fDrmatiDn.RepDrting target infDrmatiDn accurately in future NOE flight DP-erations will be extremely critical.What might be repDrted as insignificant intelligence data actuallymay be the key tD identifying anenemy locatiDn that is a definitethreat tD friendly fDrces.ObservatiDns must be accurateif the data communicated is tD bedependable. HDwever, by summary Df past experience there usually is a tendency tD see what oneexpects tD see. When in a familiarsituatiDn this tendency helps tDfill in the missing pieces Df apicture. FDr example, if an aviatDrclDses his eyes after he is seated inthe aircraft he may be able tDvisualize exactly where each instrument n the panel is IDcatedwithDut difficulty. CDncentratiDn

n infDrmation stDred in his mindmakes this pDssible.

On the Dther hand, the aviatDrmay observe a cDlumn f unfamiliar enemy vehicles. He will nDthave a set Df experiences tDcDmpare these images with and hemay therefDre be unable tD CDr-rectly identify them (TM 1-380-3prDvides a mental set Df militaryobjects tD IDDk fDr). AlsD, an aviator making a recDnnaissanceflight might briefly Dbserve SDme-thing that he did nDt expect tD see.FDr example, the vehicles Dbservedmight be a part of a large bivouacarea that includes parked enemyattack aircraft instead Df just thecDlumn of unfamiliar vehicleswhich caught his attentiDn.

An observation statement canDnly be made during Dr after anDbservatiDn; f r example, At1400 hDurs 20 trDDps crDssed theriver. Observation statements alsDmust be limited tD the facts b-served. nference statements areexpanded, mentally processed evaluatiDns limited Dnly by the imaginatiDn of the communicatDr. AlsD ,observatiDn statements can bemade Dnly by the b server whileinference statements can be made

igure : The center circles appear to be ofdifferent sizes but they are the same size



19/52

AN AVIATOR'S MOST crit ical and sensit ive physiological capability is his vision.Not infrequently, those l icensed to f lycan st.al and slither through control ledairsp ce aided solely by their sense ofvision i ts acuity, color sensitivity,depth appreciation, dark adaptabil i tyand untold other integrative functions., . For man as an indiv,dual, the delights,the sheer thril l of flying are sufficient words need not, often cannot, describeor capture the experience.Men in combat cannot proceed alonein the pursuit of the enemy or objective the find, fix, f ight and finish of warfare demands teamwork. Certainly,teamwork requires communicat ion,usually communication in i ts highestform voice or speech signals. Man'sspeech is a complex physical and physiological process influenced by both hispsyche and the environment. His speechcharacter and pattern is so specific i tf ing.erp'rints his identiW-. Its character,i f studied closely and systematically,can even reveal emotional and physiological state - a facet recently examinedand reported by Russian scientists fromthe Moscow Academy of Science.Too often what we say is taken forgranted. Even more often we fail to carefully choose the words that might communicate our ideas or intentions mostclearly. In the combat environment thereis l i t t le t ime to know and emotionallyunderstand all the peoplewe so much

Provided by the Society 1u S. rmy Flight SurgeoJU

depend upon for our survival. Ii i addition,we seldom have the benefit of face-toface communication and even morefrequently this barrier is complicated bythe environmental stresses of vibrationand aircraft and communications noise.Even i f emotional strain or jest could becommunicated by transmission, i t isoften lost in the din.Communication is an art and a science.Both aspects need to be studied andpracticed in the aviation environment i fperformance will be maximized. The accompanying article may at f irst t ickleyour fancy. Let i ts approach lead you toserious thought and consideration aboutcommunications discipl ine. That's notradio silence, i t 's taking the care to communicate relevant and necessary infor.mation about the conduct of the mission.The article concludes with a return toimportant visual aspects of flying; thoseof visual search and target recognition.This l imited discussion will be coveredmore thoroughly, in future treatments ofthe aeromedical aspects of nap-of-theearth (NOE) flying. Visual search, targetacquisition and communication will certainly be as important as flying the aircraft in the next confl ict they will bethe keys to individual and unit survival.NICHOLAS,E. BARRECA, M.D.LTC, MC, SFSCommander, Army Aeromedical ActivityFt. Rucker, AL

by anyone who has the originalobservation information. inference statements can be assessed. Observing facial expressionsduring conversations discloseschanges in facial expressions,breathing, vocabulary, gestures,posture and other 'clues to thespeaker's mental state. You see thesame person but s01p.ething insidehim changes. In face-to-facecommunication situation each person may show a different personality at any moment and shift fromone mental state to another.

Figure 1 illustrates how an inference statement may be madethat m y not gree with the facts.f we decrease the number of in

ference t e m e n t s the probabilityof misti mmunication is reduced.6 s e r ~ ~ t i o n statements in essenceapproach reality (figure 2 whileinference statements are merelyguesses that may not be correct.I t is essential to know the difference between observation statements and inference statements sothat the degree of validity of theAPRIL 1974

Each of us has a background ofa particular set of experiences andemotions. Misunderstandings develop frequently because there isa gap between the world that wesee through our senses and the realworld that we are talking about.To help overcome this communication gap in face-to-face communication situations, we must besensitive to differences that exist inourselves and others and also recognize the mental state of communicators.

As stated in a previous article( Gestal t, Awareness, and theASI, January 1972 DIGEST ,Gestalt thinkers developed the17


20/52

Figure : The height of the hatappears to be greater than thewidth of the brim but these di -mensions are actually the same

notion that perception is entirelyan internal phenomenon. Based onthis idea, they formed a new areaof psychology known as transactional analysis. Eric Berne pointedout in Games People Play that thepremise of transactional analysis isthe existence of relationships between mental states, as opposed tothe existence of relationships between people. The basic termsused in making a transactional analysis to describe a state of mindare the terms parent, adult andchild (PAC). These terms do notindicate chronological age but indicate personality states that canbe easily recognized.In his book I m OK-You reOK, A Practical Guide To Trans-actional Analysis Thomas Harrisdescribes transactional analysis.Using the basic terms of parent,adult and child to describe themental states of each individual atransaction takes place when t h ~ ris a stimulus from one individual'sparent, adult or child position anda response from another individual's parent, adult or child position.Communication takes placewhen the stimulus and responsemake parallel lines (figure 3) andthe response is appropriate. Thesetransactions may be parent-parent,adult-adult, parent-child or theother possible combinations ofparent, adult and child. An example of a parent-parent complementary transaction is:Stimulus: That observer isjust no good."Response: "Right He neversees anything."

18

Communication is broken offwhen a crossed transaction occurs(figure 4 ). In figure 4 the stimulusis adult-adult: "Have you accomplished your task?" The appropriate adult response is: "No, Ihave not" or "Yes, I have." However, a flareup child-parent response such as You know I don'thave time enough to do it" is acrossed transaction. The only communication that is now possible ison the adult-adult subject of replacing this individual or a chi1d-parent discussion that is meaningless.Neurophysiological research hasshown that the brain functionspartly as a tape recorder that storesboth past experiences and the accompanying emotional feelings ofthose experiences locked together.In the first 5 years of our lives mostincoming information is recordedas received and used unquestioningly by our parent personality.This type of data has many do'sand don'ts. Verbal clues to theparent personality are words suchas no way," "always," "impossible," "never" and "ridiculous."The parent personality maybejudgmental and find fault. The

child personality is also developedin each of our personalities duringthe first 5 years. It records feelingsand events until 5 years of age.The child personality has greatcreativity and imagination; verbalclues are I can't," I want," "biggest," "greatest," and "best."Adult personality developmentbegins at the age of about 10months when the infant is able tomove around to encounter objectsin the real world. This is the firstopportunity for logical decisions.Figure 5 shows how the adult personality acts as a computer toevaluate and update the data received from all sources, make decisions and then store the updateddata. Examples of adult verbalclues are "why," "what" and"when." By calm thought and selfcontrol the adult processes dataand computes the probabilities essential to survival in the real world.For example, a pilot flying a helicopter processes a complex amountof data that is necessary for safeflight. The adult personality alsotriggers or activates the functioningof the parent and child mentalstates.Communication is a two-way

Stimulus

Response

Figure 3: Communication takes place whenstimulus and response make p r l lel l ines



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required by NOE flight. FM 1-80,Aerial Observer Techniques andProcedures, describes NOE visualsearch techniques. However, itshould be noted that some of thesereferences are based on visualcapabilities for previously definedNOE altitudes of between 50 to150 feet. This is not consistent withthe current definition of NOE andthus probably alters the expectedvisual perspective. Nevertheless ,certain estimates of expected visualperformance. rough or generalthough they may be, are desirable.Remember though, these estimatespertain to conditions of good visibility and reasonable contrast.Points to remember on NOEtarget recognition include-

Figure : ommunication is broken offwhen a crossed transaction occurs At NOE altitude there is onlya momentary observation of thetarget that does not allow sufficienttime to evaluate it for a completedescription. The range to the horizon is about 1,000 meters (3,300feet). Normally, over vegetativeterrain NOE altitude may allow a500 meter (1,500 feet) maximumwidth of field of vision. The nearerthe target, the shorter the time amoving and closing observer has torecognize it.

street with responsibilities for boththe sender and the receiver. Thesame words can be used in different ways and have different meanings, therefore, the situation andcontext of a message determine themeaning of that message. To evaluate information correctly the observer must be aware of the sourcesof his information. He must observe as many facts s possible andrealize the possibilities of errorwhen he originates or receives inference statements of false or outof -date assumptions.To avoid miscommunication,the sender should insist on a response from the receiver to ensurethat the message is understood. fthe receiver does not understandthe message, senses something iswrong or thinks there is anotherinterpretation of what is said, he

should ask the sender for clarifying information. The receiver canbe sure he understands the messageby restating it in his own wordsand then asking the sender if heaccepts this interpretation.For effective communicationduring NOE flight the aerial observer must think about what hewants to say before speaking. Then

PRIL 1974

all information should be given ina calm, clear, quick and concisemanner. t is important for the observer to be emotionally calm andto mentally remain in his adultstate (assuming an emotional orchild position may become contagious and jeopardize the successof the mission). The aerial observer also should be aware of thePAC position that may be assumedby others and, if possible, heshould maneuver them into theiradult stance (figure 6).The TM 1-380 series, AerialObserver Programed Texts,teaches how to observe, identifyand plot target locations on a mapin the very short amount of time

The best field of vision for thehuman eye is the cone or beamof foveal vision (preferred searchsegment of 5 degrees, TM 1-380-2). Therefore, look at the targetwith the center of your visual field,moving head and eyes together toretain acquisition.

Records unquestioned __ i i i i l i i ~ _ _information n t i l _ o f P _ ~5 years of age

DecisionsFigure 5: The adult personality functions as a computerto evaluate and update the data received

19


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strips reflect more light and appearlighter to the eye than similarlycolored surroundings. Extremelysmooth glass or metal surfaces mayshine in direct sunlight and areeasily detected by aerial observers.Points to remember on NOE effective communication include: Loss of line of sight radiocommunication may require prearranged communication betweenaircraft by visual signals ( smokemarkers or aircraft lights) . All potentially useful factsthat are observed should be reported (the whole picture is worthmore than merely the sum of itsparts) .Figure 6: The aerial observer should attempt

to hold communication at the adult level Inference statements shouldbe minimized and assessed for their

probable accuracy. Observations should be madefrom the aircraft with the sun behind the observer s position to prevent dazzling the eyes and to hinderenemy detection of the observationaircraft. An object may be difficult todetect due to the limitation of itscolor and or illumination contrastwith the background. The enemymay try to defend against color

clues and contrast by employingcamouflage. Large size targets such astanks or a 155 self-propelledhowitzer can be identified andrecognized reliably in clutter up toa maximum range of about 900meters (3,000 feet) with the unassisted eye. The maximum rangethat the eye can identify and recognize smaller targets such astroops is about 300 meters (1,000feet). As the distance to the targetincreases, the ability of the humaneye to recognize distinctive characteristics of the target decreases.

f detailed visual identificationcannot be made, familiarizationwith the outline, shape or form ofobjects will facilitate detection ofpotentially meaningful targets foridentification. For example, acamouflaged tank will probably be20

most easily recognized by its formor outline. Detailed vision of parts of anobject may disclose the object. Forexample, a partially hidden andcamouflaged tank may reveal sufficient details to allow recognition. An object s shadow may beeven more revealing to an observerthan the object itself. For example,bridges, vehicles and tents all havedistinctive shadows which areeasily recognized from the air. The position of an object inrelation to the surroundings oftenaids in detection, identification andrecognition. For example, enemyattack aircraft may be camouflagedin a bivouac area.Texture of the surface determines the amount of light reflected,absorbed or diffused. Rough surfaces such as grassy fields reflectlittle light and appear dark to theeye. Smooth surfaces such as air-

All communications shouldbe made with a calm, analytical,dult attitude.

The aerial observer must betrained to recognize and be familiarwith the enemy s assets to ensurethat he will accurately identifytargets. Observations of unidentifiable or unexpected targets shouldbe anticipated so that a single unusual object viewed will not mentally obscure the remainder of theentire scene to the observer.Communications must be limited to the facts observed withoutadditional imagined modifications.The observer needs to use the selfcontrol and logic of his dultmental state speaking calmly,clearly and communicate explicitfacts.Accurate target recognition andvalid communication of facts-both are prerequisites for successful NOE combat operations.

Mr Drumheller as technical publications writerhas been instrumental in the publication of severalaviation oriented Army field manuals and specialtexts While in the Army he was graduated fromthe Enginee Office r Candidate School and hasBachelor of Science degree from PennsylvaniaState University and Master of Forestry degreefrom Duke University The author has worked withelectronics and aviation for more than 20 y e r ~

U. S ARMY AVIATION DIGEST


23/52

OWT GET THE IGESTTHE U. S ARMY AVIATION DIGEST is an official Department of the Army monthly publication for thosehaving an interest in Army aviation. Official distribution of the magazine is handled by The Adjutant General.Active Army requests for both initial issue and revisions to an account are submitted on DA Form 12-5, Require-ments for Department of the Army Administrative Publications Other Than Regulations and Circulars. The completed 12-5 is submitted to theCommanding OfficerUSA AG Publications Center2800 Eastern BoulevardBaltimore, MD 21220

Detailed instructions for preparing the form and other pertinent information are provided on the back of the DAForm 12-5.National Guard and Army Reserve units under pinpoint distribution also should submit DA Form 12-5. Other Na-tional Guard units should submit requests through their state adjutants general.Air Force and Air Force auxiliary elements should use local funds and submit their requests for paid subscriptionsas outlined in the last paragraph.Navy and Marine Corps activities to include reserve units submit their requests to

Director, Navy Publications and Printing ServiceBuilding 157-2Washington Navy YardWashington, DC 20374Coast Guard units submit requests to

U S Coast Guard OSR-2/73)400 Seventh Street, S.W.Washington, DC 20590Official distribution is not made to civilian organizations. The editorial office of the AVIATION DIGEST does maintain a limited number of exchange subscriptions for other technical publications and house organs. Request for anexchange should be made by letter, inclosing a copy of the publication proposed to be exchanged, to the

EditorU S. ARMY AVIATION DIGESTP.O. Drawer PFort Rucker, AL 36360

Paid subscriptions for the AVIATION DIGEST are available from the Government Printing Office at $13.40 ayear for mailing to a domestic or APO address and $16.75 to a foreign address. Individual copies are $1.20 each.Make your check payable to the Superintendent of Documents and address your request to the

Superintendent of DocumentsGovernment Printing OfficeWashington, DC 20402

APRIL 1974 21


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T HE FUEL SHORTAGE isa major problem for theArmy today and will likely be sofor some time to come. An earlycasualty to the shortage could bethe Army aviation readiness andtraining missions unless steps aretaken to use every drop of fuel effectively.A reduction in flying hours aloneis not the answer. Such an approach would ,degrade both training and combat readiness. Instead,each commander with aviation assets must attempt to reduce fuelconsumption while still allowingmission accomplishment and combat readiness training. The individual aviators must wholeheart-

edly support the program.There are many procedures thatmay .be initiated at each level thatwill result in fuel savings withoutreducing missions or degradingtraining. The most important procedure is to use and rely on theaircraft performance charts foundin the operator s manuals (-1Osfor all flights. In addition, thereare numerous other actions thatshould be included in a fuel conservation program.When planning a flight select theaircraft that will accomplish themission most economically. Don tuse a UH-1 Huey if an OH-58 orother light helicopter can accomplish the mission.

Fuelffectiveness t o n s e ~ v e the resour es

Major Arthur R VaughnChief Standardization DivisionDeputy for DevelopmentsU S Army Aviation Center


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Reduce the gross weight of theaircraft to the minimum necessaryfor mission accomplishment by removing excess equipment, fuel,weapons and personnel.The old adage about the fuel leftbehind being of no use to the pilotis correct; however, excess fueldoes add considerably to the grossweight of the aircraft. Plan yourmission to include fuel consumption, adding that which is necessaryfor reserve, and then only carrythe amount of fuel needed to accomplish the mission.Another matter deserving attention is that of empty seats. Donot fly extra passengers-additional crewmembers and friendswho just want to go along for theride. They add weight which requires extra fuel consumption.However, don t fly with emptyseats when with a small adjustmentin your flight plan you can accommodate another passenger and inthis manner avoid another flightin the same general area.Flight scheduling should be ofutmost importance to commandersand operations officers s well asto individual aviators. Proceduresshould be initiated to keep ll whomay have a need to fly aware ofimpending flights. This will enableinterested personnel to arrange totake advantage of available seatsand reduce the possibility of anunnecessary flight being scheduledwith similar routing. This can beaccomplished by joint flight scheduling conferences and widely publicizing scheduled flights.Give your attention not only tothe inside of the aircraft but alsoto the outside. Reduce externalstores to the minimum; remove thearmament subassembly, mountsand fairing when they are not required for the mission. Anythinghanging on the outside of the aircraft not only adds weight but alsocreates drag. f it is not missionessential-get rid of it.APRIL 1974

Through proper planning muchcan be done to save fuel before theaircraft become airborne. f theweather is cold, preheat the aircraft to reduce warm-up time,especially if the aircraft has a reciprocating engine. Conduct yournavigation/ communication radiosand aircraft equipment checks byusing an auxiliary power unit whenone is available. Also, if possibleobtain your IFR clearance prior tostarting the aircraft. All aviatorsshould review and become familiarwith cockpit procedures to minimize run-up time.A great amount of fuel can alsobe saved by using sound hovertaxi procedures. Aircraft should beparked so that unnecessary taxiing

is eliminated. In an airplane, taxiwith minimum power and do notride the brakes. In helicopters withwheels, ground taxi instead ofhover taxi. In skid type helicopters,each pilot should strive to reducehover time to the minimum.Once airborne there are numerous other procedures that may beused to conserve fuel. f the flightis for combat readiness flying(CRF) minimums or where thetime airborne should be maximized, i.e., aerial observer training,use the maximum endurance airspeeds found in chapter 14 of theoperator s manual. These airspeeds will increase the time airborne while consuming the minimum amount of fuel. En route usethe maximum range airspeeds andthe optimum altitudes found inchapter 14 of the operator s manual. The maximum endurance airspeeds should also be used in allholding patterns.Where suitable make descentsby reducing power rather than byretrimming at cruise power conditions. While climbing or descending keep the aircraft in a cleanconfiguration, i.e., no flaps orspeed brakes.Limit the time of maximum performance operations to only that

necessary for proficiency.When flying the T -41 adhereclosely to the guidance on theplacard on the instrument panelregarding takeoff and climb fuelflow settings. With the T -42 obtainaccurate power and fuel flow settings from the horsepower calculator as soon as reaching cruisingaltitude.Aviators flying fixed wing aircraft should use minimum flapsettings (15 degrees or less) consistent with safety for approachesand landings when the field lengthwill permit this configuration. Inaddition, they may avoid use ofpropeller reversing where the runway length permits and try usingapproach flap setting for landingsinstead.

f an aviator finds it necessaryto use speed brakes when flyingthe OV-l, it is an indication thathe is wasting fuel. Plan airspeedreductions in advance in order tominimize the need for these brakes.In addition to these suggestionsfor reducing fuel consumptionthere are a few others that may beconsidered.Be like the bee, fly straight to

your destination. Planning so thatyour flight will be direct is easywith VFR and practical when fly-ing IFR. Request direct routingand en route vectors.Fly high. At a given power setting true airspeed increases withaltitude which means more milesper gallon of fuel. However, don tfly at an altitude where the speedgain is offset by unfavorable winds.In planning your flight, ask forwinds aloft and take advantage ofthose altitudes where favorablewinds exist.The above suggestions when putinto action will not decrease theflying hours of a unit but they willmarkedly reduce the amount offu l necessary to maintain training and combat readiness and helpto use every drop of fuel effec-tively.

23


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24

CW4 Waterfield is flightcommander ExaminerFlight Department of Grad-uate Flight Training Ft.Aucker AL

HELLO, Fort Rucker [ALl?I want to speak to someonein the Aviation School who isfamiliar with the examiner'scourse."I'm CW2 Righttonn; go ahead,I may be able to help you.""Well, I'm on orders to attendthe Rotary Wing Instrument Ex

aminer Course and I'd like toknow what to expect once I beginthe course.""What to expect? You must bejoking "What was that? Say again, FortRucker.""Uh, never mind, now to get toyour problem-I mean your question.

"After the usual in-processing atFort Rucker, you'll be briefed bythe commander of the ExaminerFlight concerning your trainingduring the 6-week course. In thisbriefing you'll hear such words as'appearance,' 'attitude,' 'motivation,' 'safety,' etc., and you'll beinformed of the structure of yourtraining. t will be conducted intwo stages. Stage I is the proficiency stage and consists of 29hours of hooded or weather flightincluding an end-of-stage checkride. Stage II is the student examiner stage which includes thefinal checkride. t is 31 hours. Theaircraft used for both stages is theUH-1H. At the conclusion of thisbriefing, you'll be released for theremainder of the day."Ground school classes will begin the next day. You'll attendclass for half a day and spend theother half flying. This schedule is

Hello dNumerous callsask the questio

CW

alternated weekly. One week you'llfly in the mornings, then the following week in the afternoons. Imight add, however, that these are'Texas-size' half-days."The ground school, I assureyou, is outstanding. Instrumentregulations and procedures aremeat and drink to the platform instructors and they can quote pageand paragraph in their replies toquestions. In addition, they willusually expound on the re sonswhy these regs and procedureshave been so established. They willalso listen sympathetically to yourproblems about flight instructors'acting up' or their adding thatwell-known 'color' to your gradefolder."But even with all this talentavailable to you, I want to interjecta note of caution. Although theground school is very complete,you are expected to be knowledgeable enough to pass an extensiveoral review and to fly an initial issuecheckride on your first scheduledflying day. In other ,words, don'texpect to be taught everything here- t h e course is too short for that.To quote one extremely qualifiedinstructor, 'This is a self-helpcourse.' You have to be interestedenough in the course to help yourself and gain supplemental knowledge on your own time."The flying portion of the coursevaries little from day-to-day. Thesenior class which is in Stage II, orexaminer stage, gives an instrumentrenewal or initial issue checkrideeach day to the Stage I students.Whether you pass your first check-



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Ruckerover the worldy the author

aterfield

ride or not, your instructor willmake his best determination orevaluation of your potentiality fortraining to reach the standards ofthis course within the time allotted.Some of the qualities he will consider in his evaluation are youraviation experience, instrumentknowledge, aptitude, judgment,control touch, initiative, motivationand, of course, your attitude.

"After successfully passing yourproficiency checkride at the end ofStage I, you will enter Stage II ofyour training and begin to administer the checkrides; ut yes-you are still being checked by theinstructor pilot and you'll probablysee PINK sometime during thisstage. It is possible for the examinee to pass his flight and the student examiner (you) to fail. Soyou see, there is no letting up or'cruising through' this course.

I encourage you to work withan instrument examiner at yourhome base prior to departing forFort Rucker. He will know besthow to prepare you to derive themaximum benefit from the course.As a minimum, you should refreshyourself in basic instruments, enroute work and approaches to include emergency panel preferablyin a UH-1H. This is necessary ifyou find it a constant struggle tofly the aircraft while under thehood because you'll be unable toplan sufficiently ahead of yourflight. Also, bone up on DODFLIPs, ARs 95-1 and 95-63 andthe FAR 9 series. f you muststruggle with procedure or regulations, you'll not be able to properlyAPRIL 1974

divide your attention between thatand flying the aircraft, don't yousee?""Yeah, I see, I see why we haveno examiners here. You guys washthem all out I think I'll call branchand get off these orders.""Hey, wait Don' t hang up. Ididn't mean to discourage you. Imerely wanted to put the coursein its proper perspective. It is a demanding course. You'll get about12 flights in each stage and thatdoes not allow time to make repetitive mistakes. But we're hereto serve the commanders in thefield and the United States Army.We will not graduate at any costbut when you're sent here we as-sume you are needed in support ofsome unit's mission performance

and we do our best to graduate youas a highly qualified instrumentexaminer who will help uphold theexacting standards of Army avia- . ~tion. 0-. ,,-"Wen, I hope I've answeredyour question to your satisfaction.We're looking forward to seeingyou soon. Hello Hello Hmmmm,wonder why he hung up?"

NOTE Many phone calls are received by the Examiner Flight forinterpretation of regulations. Werequest that you first contact yourlocal flight standardization board.If further assistance is needed callthe Office of Standardization FortRucker A UTOVON 558-3504.Personnel there will be glad toanswer any questions you may haveregarding the interpretation of regulations.

Hello HelloWonder why hehung up

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VR

JEWSROE DERS

Sir:am inclosing a copy of a letter [see

paragraph starting Members, AAAAbelow] submitted for open discussion atthe recent AAAA meeting in Washington . Apparently time did not permitfloor discussion so it was not broughtbefore the members. Also attached [seeparagraph starting Current Situationbelow] are my suggestions for possiblerevision of current regulations, whichhave submitted under the SuggestionProgram. This information was notsubmitted to AAAA .Request you insert [both] into VFR.Perhaps with enough reader responseand some changes (I'm sure there willbe some) all of us can benefit instead

of continue to live under this steadyerosion of Army aviation.MAJ James W. MouwU.S. Army Transportation SchoolFt. Eustis, V A 23604

Members, AAAA:1 With the realization that the new

AR 95-1 is still wet from the pressesand different basic missions requiresomewhat different flying programs between the services, inclosure 1 [see boxbelow] is attached to attempt to clarifyvastly different flying hour programswhich have evolved as a result of recentrestrictions on flight hours.

2 The basic questions that arise (and

I am sure you will be able to think ofmore), are as follows:a. Why can the USN log night hoodNH) to satisfy both night and instru

ment minimums concurrently, when thcUSA and USAF cannot? Think howmuch easier the scheduling of yourminimums would be if these were concurrent especially with the new 20hour annual night requirement.b. Why are those of us who haveless than 1500 hours limited to 80 hoursannual proficiency flying when both theUSN and USAF are limited to 100 annual hOllrs in a similar situation?c. Our night minimums have beenincreased to 20 hours annually- apparently to absorb the 5 hours night tactical training now required. Now that

FLIGHT HOURS COMPARISON-USA/USAF/USNMinimums (Maximums)

26

USAUSAFsUSN1f4

NightSemiannualInst Tactical7(13) 7(13)8 06 0

'total Night30(50) 2040 10 40 12

AnnualInst Tactical Total Source20 20 80(80, AR 95-1,20 Dec 7220 0 100 AFM 60-1,15 Jan 7312 0 100(110)2 Chap X OPNAV

Inst 3710.7F,27 May 71

NOTES: 1 For USN pilots in Category 1 which is those who are not both 45 years of age or more andwho have not held designations for 20 years or more.

2 USN pilots cannot fly over 110 hours annually in proficiency aircraft (logged as B time)however, they can log over 110 if in aircraft not specifically programed for proficiencyflying (such as with operational squadron).

3 USN pilots can also log night and instrument simultaneously to satisfy requirements.USA/USAF cannot.

4 A revision of 3710.7F, dated 13 Jul 72 states that Naval aviators will be required to continueto fly for proficiency until 15 years rated service at which time they may still fly if in anoperational flying billet.

S USAF regulations require a pilot to continue to meet proficiency flight requirements untilhe reaches 15 years and 3000 flying hours.



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our night mInImUmS are about twicethat of the other services, should we beasking ourselves if the training valueis worth the additional hazardous exposure?

d. Since Army aviators are now cutoff at 1500 hour s, unless in a flyingduty position, it logically follows thatthe USAF and USN must be in thesame position since the same rulesshould apply to them. The USN is required to fly for proficiency for 15years-hours are not stated. USAFregulations require that flight proficiency minimums be met until 15 yearsand 3000 flying hours. Why then arewe in the Army living with criteriawhich limit us to 50 percent of theother services flying hours. As moreand more of us phase out of aviation,what will happen to our skill base, ouraccident rate, and to Army aviation asan entity capable of rapid response toconflicts which threaten the UnitedStates?3 This is not written with the intentof sharp-shooting those who have donetheir very best for Army aviation. tis written to attempt to get all of usmoving toward correcting apparent inequities which contribute to the erosionof Army aviation.

4. We start ed Above the Bestlet's stay there.Current Situation: Reference FlightHours Comparison-USA/USAF/USN.Suggestion: 1 Permit the logging ofnight hood (NH) flight toward concur

rent satisfaction of night (20 hours) andinstrument (20 hours) annual flight minimums. Vastly easier scheduling ofminimums would result for aviators.2 Reduce the night time required

to 15 hours, as previously required.The increase of hazardous night flyingto a point roughly double that of theUSAF and USN is of questionablevalue.

3 Inaugurate a program wherebyaviation time flown on S (service)missions do ot have to count towardthe 80 hours maximum now allowablefor aviators (but can at the aviator'soption) in an under 1500 hours category. This, as in the USN, allows completion of minimums and flying timewith some latitude for those who mayfeel they need more flight time thanstrictly T (training) time allows. Thisis go'ing to result in (a) safer pilots, (b)less cost in the form of lives and accidents, and (c) a generally higher level ofproficiency and capability of Army aviation. This also allows for individualadjustment by the aviator if he is flying

APRIL 1974

fixed or rotary wing for proficiency.4 I realize that mission type willdictate a possible larger number of totalflight hours for USN and USAF aviators, but to say that they can continue tofly on a proficiency basis (unless assigned to an operational flying slot) forup to 15 years and 3 hours when theUSA is limited to 15 hours does not

realistically approach the problem ofaviator proficiency in the face of currentfund reductions. I propose a dual system for the USA in which aviatorswould be required to maintain minimums for 15 years r 3000 hours,whichever arrives first. Note that this isa substantial reduction over USAFminimums (15 years and 3000 hours)and probably approaches the time aUSN aviator would have at his 15 required years.RESULTS: f an honest effort ismade to upgrade our flying hour program to a par with the other services,

the USA will benefit by possessing asafer, better trained aviation skill basecapable of the rapid response necessaryin conflict. To continue to exist (live isnot the correct word) with a reducedprogram which cannot help but gradually erode Army aviation responsiveness and safety strikes a black mark onall who would answer sorry, but dueto funds limitations when asked torespond favorably to a more reasonableprogram in line with sister services. The following was received from theDirector of Army Aviation:

This is in response to your open letterto members of AAAA which comparesflying hour requirements of the Services.As stated in your letter, each militaryService has designed annual flight requirements based upon considerationspeculiar to that Service. For example,each Service's mission is unique andvastly different aircraft and tactics areemployed to support that mission. Youmay have noticed that AR 95-1 provides suggested training programs foroperational and proficiency aviatorswhich are designed to maintain highstandards essential for the performanceof continuous day and night operationsin a tactical environment. I am certainyou would agree that the recommendedArmy aviation training is not compatible, for example, with C 141 pilottraining in the USAF. Therefore, acomparison of annual flying hour requirements between the Services is notmeaningful.

Now, I would like to address specificareas of concern ment ioned in yourletter. On the surface, your recommendation to permit logging of night hoodappears appropriate since we recognizenight weather towards both instrumentand night minimums. However, it wouldnot be appropriate for an aviator to flyall night minimums under the hood.Therefore, we will evaluate your suggestion in light of combat readiness requirements to determine if an equitablesolution is feasible. Second, night minimums were increased to improveaviator efficiency in tactical night operations. As you know, the U.S. Armyis devoting a great deal of effort towarddeveloping greater proficiency in largeunit night operations. Naturally, Armyaviation must be prepared to supportthe Army's all-weather day and nightcapability. Our annual minimums areoriented toward that goal.Lastly, there is nothing magic aboutJ500 hours and 80 hours. In compliancewith Public Laws which set forth flyingcriteria for the Armed Services, Department of the Army has set what we feelto be the minimum flying limits necessary to maintain tactical readiness forall operational and proficiency aviators.It is recognized that some proficiencyaviators desire to fly more than 80hours per fiscal year; however, Department of Defense constraints prohibitproficiency aviators from flying more.For your information, we are introducing the Synthetic Flight Training System(SFTS-2B24) throughout the Army. tcan be anticipated that much of yourinstrument time will be flown in theseSFTSs as a cost effective and energysaving measure.

Your comments and interest in Armyaviation are appreciated. Feedbackfrom aviators like you helps us keepthe aviation program moving. Best ofluck in your present and future assignments.

Sir:

James H. MerrymanBrigadier General, GSDirector of Army Aviation

I am writing to try to obtain an articlewhich appeared in the AVIATIONDIGEST concerning CH-54 operationsin an arctic environment. I believe itwas published in 1971 or 1972. We haveno file copies here which go that farback.

Would appreciate any assistance youcould give in obtaining this particular

27


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issue of the DIGEST, or possibly acopy of the article itself.CW3 Richard T. Harrison343d Aviation Detachment (HH)APO Seattle 98731 The article entitled Arctic Test of theCrane appeared in the November 1969DIGEST. A copy has been mailed toyou.

Sir:Those of us who have been aroundlong enough remember restrictions onflying due to shortage of funds, butshortage of fuel-now that's a newproblem. Whose problem is it and what

is being done?To start with, all aviation units oractivities have an annual flight hourprogram. Due to the fuel shortage unitswill have their programs reduced. This

of course will save fuel, but now unitsfind it necessary to intensify their managing of remaining hours to completeminimums and essential missions.The job of managing the use of thislimited resource is now very important.

Each commander should ask what hisunit is doing. How good is its fuel conservation program? Is it achievingmaximum utilization of each gallonconsumed? Have all fuel economymeasures been implemented?There are many official actions beingtaken to limit the use of fuel. I wouldlike to recommend one method thatmight be overlooked. Everyone is familiar with fuel savings by reducingspeed of an automobile. Well. this alsoapplies to flying helicopters under certain conditions.Does your unit have a policy thatrequires certain VR-l flights be conducted at 54 knots indicated airspeed?Sound ridiculous? No, take a look atthe maximum endurance chart in theoperator's manual (TM 55-1500-202-10). Flying at power settings and speedindicated can save approximately 20percent fuel consumed by normal cruisepower. Of course, these power settingsare most efficient for minimum fuelconsumption per flying hour and doesnot relate to distance traveled, therefore, could not be applied to all typeflights. Most local flights made toachieve minimums could be conducted

under this method. This fuel savingmethod is most relevant to active Armyflight activities supporting ground dutypilots and reserve component flight unitswhere a high percentage of flying willbe for maintaining proficiency and toachieve minimums.28

Employment