Army Aviation Digest - Sep 1976

8/12/2019 Army Aviation Digest - Sep 1976

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UNITED

MG James C. SmithCOMMANDERU. S. ARMY AVIATION CENTERA major activity of the

U. S. Army Training and Doctrine CommandCOL Keith J. Rynott

COMMANDERU. S. ARMY AGENCY FOR AVIATION SAFETYA major activity of theInspector General and Auditor Generalof the U. S. Army

Richard K. TierneyEDITORU. S. ARMY AVIATION DIGEST

ABOUT THE COVERWhat does a aatellite have to dowith Army aviation? See page 1

RMY VI TION1GESJ4 SEPTEMBER 1976 VOLUME 22 NUMBE

r ~ : ~/ :: '\ .__0 .. ' .:..- :

: , ' . o,, '

Army A yiation Applications Of MeteorologicalSatelhtes, Willis L. Webb, Ph.D. Microwave Landing System, John G. Leyden How High The Moon How Bright The Night,

6 Garvin L. Holman, Ph. D. Outlook, MAJ David H. Price From Mission Order To Instrument Takeoff,CW2 Joel E. Warhurst Army Aviation Hall Of FameViews From Readers . . . . . . . . . . . . . . . . . . . . . . . . . . . ..The Pilot And The Weather Forecaster,1L T Richard H. Dickinson Air Traffic Controller Of The Year For 1976 . . . . . . .Operational Aspects Of Stress And Fatigue,.MAJ William C. Wood Army SERE Training Yes Or No, What, WhereAnd Who, CPT Ronald J. Jeffers Hey Blue Four, I Need Help, MAJ Charles Barr More Power To Youl, ClarenceJ. Carter Briefs That TeachPearl . ATC Action Line... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ft. Rucker ATC School Trains Ft. CampbellControllers, SFC Keith A. Ellefson andJohn C. Smith Back Co

The mis.lon of the U.S. ARMY VI TION DIGar is to .. ovlde informatlan ofor functional nature conc.rnlns. .of.ty and alrcroft accld.nt .. r.vention, training, m a i n t 4 no . . ation., rarch and develo .ment, aviation medicine and oth.r r .lated data.The DIGISr i. an official D ..artment of the Army . . . iodlcal ..ubli.heel monthly und . u . . vl.ion of the Commanding Gen.ral. U.S. Army Aviation Center. View. expre eIor. not nece . rlly tho of the D . . . tm.nt of the Armynor th.U.S. Army AviationPhotoe or . U.S. Army unl. . . oth.rwis . . . eHleei. Mat.rial may b . r .. lnted .. ovlded creegiv.n to the DIGar and to the author, unl. . . oth.rwis. indicated.Articl ..hoto., and it .m. of Int.r on Army aviation are Invited. Dir.ct communicatiauthorized to: 1,Iltor, U.S. Army Aviation Dlg , Fort Ruck.r, AL 36362.Thl. ..ublicatlon hOI be.n a ... oved by Th. Adiutant G.n.ral, H.a art . . . D.partm.the Army, 23 D.c.mb.r 1975, in accordance with AR 310-1.Activ. Army units r .c .iv . dl.tributlon under the .. npolnt distribution .y.tem a. outUnAR 3101. Com .. . t . DA Form 125 1Ind .end dlr.ctly to CDR AG Publications Cent.r, 2800. rn loul.vard, laltimore, MD 21220. For any chans.. In distribution requlr.m.nts, Initir .vi.ed DA Form 125.National Guard and Army R ve units under .. npoint distrlbutlori allO .hould .ubmiForm 125. Oth.r National Guard unit. .hould .ubmlt requ s through th.ir . ta t .g.n.ral.Tho.. not eligibl. for oHicial di.tribution or who de.ir sonal co . of the DlGaord.r the magazln. from the Su .erlnt.nd.nt of Docum.nts, U.S. Gov.rnm.nt Prlntins.Wa.hington, D.C. 20402. Annual .ub.cri . ion rat are 15.70 dom ic and 19.65


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PPLIC TIONS OF

L Webb Ph.D.h ief ical Satellite Techn ical Arearmy Atmospher ic Sciences Laboratory.S. rmy Electronics Command

1976 Refer to Glossaryo page 29

M ETEOROLOGICAL sate l-lites offer a new and highlyefficient means for acquiring de-tailed aviation weather informationfor Army pilot over any battle-field.

Th e U.S. Army is moving to ex-ploit this new spaceage technologyin support of bat t lefie ld re quirement for environmental in-formation . A new initiative wasbegun in J uly 1972 by th e Atmo sp her ic Science Laboratory atW hi te Sands Nl iss il e R ange. Theintent was to app ly the currenttechnological capabilit ies in thisnew spaceage technology to costeffective solutions of env ironmentalprob lems which the Army faces onthe batt lefield.

I wo dec ades of in vestigation bythe National Environmentalatellit e Service have demonstrated

that meteorologica l satellites canprovide g lob a l synopt ic observat ion s in a most efficient mode.Today m eteorologica l satellites areass uming a major role in the obser -vational effort required to supportthe glob al atmospheric observationand forecas t system. Initial studiesindic ate that dedicated synchronou s meteorological sate llitesin synchro nou s orbits (stationary toth e g round observer) can be focusedon mesoscale combat zones and pro-vid e cloud cover and vis ibility dataat I-minute intervalsA first input of meteorologicalsatell ite ac quired data into Armybattlefie ld operations currently isbeing evaluated as a result of aresearch an d development efforttit led SATFAL The SATF Ldeployment involves the use ofThe SMS Direct Readout Ground Station(DRGS) at White Sands Missile Rangeused by the tmospheric Sciences Laboratory to acquire the research datarequired to determine optimum rmyapplications. The 55-foot radomehouses a 25-foot diameter steerable antenna operating in the 1680 MHz band.The DCP in the foreground is designedto relay meteorological satellite observations from any point on the Earth s diskthrough an SMS satellite to the DRGS


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16:30 18MY75 l1A Z 0006 1640 ULL DISC IR1 I l I ff t . ~ 1 . I

1I

Visual p icture of the Earth s disk takenevery half-hour

DMSP meteorological satelliteVTPR data to replace balloonsondings in the 5 to 30 km altituderegion. Radioactivity dosage rateswill be calculated from a combination of balloonsondings from thesurface to 15 km and satellite datafrom 15 to 30 km with a resultings igni f ic n t r educ t i on inmeteorological personnel equipment and activity required to getthe basic environmental data on thebattlefield . The calculations will becarried out in a minicomputer at alocal SATCOM ground station andwill be totally user operated.

Army aviation now has the opportunity to use meteorologicalsatellite technology to findsolutions to its own unique weatherproblems. ASL scientists areanalyzing the totally new datawhich is being produced by threesynchronous meteorological satellites the first of which was launchedon 17 May 1974 from Cape Kennedy. These satellites give frequentcloud cover observations of particular locales for any region in theWestern hemisphere.The objective of this research effort is to provide Army Aviatorswith an up-to-minute knowledge ofthe cloud cover visibility andsevere storm situations over thefuture battlefield. Presentation willbe in an animated video mode afterreception of the data through asimplified version of the DCPalready developed for the SMSsatellites.

SMS spacecraft each weighabout 600 pounds and are spins t b i l ized at roughly 100revolutions per minute about a spinaxis set parallel to that of theEarth s rotational axis. From analtitude of 22 300 miles over theEquator a 16-inch telescope scans4-mile wide strips of the Earth fromwest to east starting at the NorthPole and working down to the

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South Pole in 1 821 rotations. Thisprocedure requires approximately20 minutes for a complete scan ofthe Earth s disk.

The 4-mi le wide strips are required to produce sufficient IRradiation on the satellite IR sensorsfor effective measurement of theEarth s surface and cloud toptemperatures. Visible sensors onthe other hand, are far more sensitive so that eight of these visiblesensors are stacked in the field ofview of the telescope and thusproduce data for one-half milestrips as the satellite scans. Thevisual picture of the Earth s diskthen, s composed of roughly 15000lines of data .

At the launch of SMS-1 the ASLat WSMR had the only ground station capable of receiving andrecording on film all of :he SMSdata. This station consists of a 25-foot diameter steerable antennawhich can receive the data from anSMS satellite and make visibleand/or infrared tapes and images.The visible image with .S-milemaximum resolution s producedon a 22 x 22-inch piece of filmwhich s rotated on a drum in theASL facility at precisely 10 timesthe rotation rate of the satellite.During each rotation while thesatell ite is faced away from theEarth the eight acquired sets of visi-ble data are burned onto the film intheir proper sequence through useof a small comp uter a laser and amobi le optical system.

The infrared data produced bythe SMS satellites are of primaryinterest to ASL scientists in theirstudies of Army bat t lefie l dapplications because they determine the presence of clouds andmeasure the altitude of the cloudtops.Severe storm systems invariablyextend to high altitudes where thea tmospher e is very coldSynchronous satellite systemsfacilitate observation of cloud top

ontinued on page 9SEPTEMBER 1976

lS:3018MY75 llA Z 0006 164 ULL DISC IRI


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F OR MORE THAN 25 yearsground controlled approach(GCA) has been the military smainstay for precision landingapproaches just as the instrumentland in g system (ILS) has been thestandard equipment at civil airports. But now a better system iscoming: the microwave landingsystem (MLS . The MLS is a new,common use civil/military electronic landing and approach guidancesystem designed to solve manytechnical and operational problemsexperienced by existing ILS andGCA installations. It can accomm odate the full range of aircraft typesand operate in a ll weather an denvironment al conditions figure 1,two sketches).

The day will come when MLS isinstalled at every major U.S. civiland military airport. When thatday comes- before the year 2000

~ D [ J W W[L 01 c ] D01 @

~ w ~ m mJohn G Leyden

Chief Public and Employee Communication DivisionOffice of Public AffairsFederal Aviation Administrationaccording to present plans-alltypes of military aircraft will beable to land at military airfields orat MLS-equ ipped civil airportsbecause all wi ll be using the same

FigureMLS: Service for All Users

kind of equipment. Everybody willbe lit era lly on the same wavelength , using the same type of electronic landing signals.U.S. efforts to create MLS beganin a big way in 1971 with publica-

r C_IV_I _ _ _ _ _ _ _ _ _ _ _ _ _ ~ ~ ~ _ = _ _ = _ ~ I -1 MIL lTARY - - - - - -AIRCRAFT REMOTE

4

SMALL AIRFIELDS MAJOR AIRPORTS CARRIERS TACTICAL SIT ES

- .

Several MLS configurations tailored to various airports and aircraftThe proposed configurations would differ in capability andtherefore in cost. They would range from a low-cost ICAOCategory I version for general aviation to a high-performanceCategory III version as well as versions for specialmilitary needsr VISI ILITY IY nm ___ .;

l :J \ Y nm _200ft .

100ft . tCAT I CAT II CAT III


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~ ~ o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o o ~The military s Tactical Microwave Landing System made its first major stepforward on 2 July 1976, with the award of the Design Definition Phase con- : :

: tract to Bendix and Texas Instruments. These manufacturers will submit :0: their recommended MILSPEC systems to meet the tactical operational :requirements of the services. The MILSPEC proposals will be evaluated and:i: a contract awarded that will move us into engineering development phase::: to produce the first hardware. The Army and the Marine Corps have beengiven the first priority in hardware development, because of similar opera- :;:. tional requirements. Future issues of, the IGEST will keep you informed .: with the progress of the tactical MLS as the program progresses :.. : : : : : : : : :::.

of the National MLS Develop- not only the U.S . but also Britain, poor performance in adversejointly by France, Germany and Australia. weather, signal interference from

Departments of Transportation This month an ICAO panel will nearby buildings and local terrain,Defense (DOD) and recommend to the full ICAO limitation to a single approach pathAeronautics and membership one of the MLS and radio frequency congestion

Administration NASA). An designs developed by these nations figure 2).group was as a new international standard Ground controlled approach

to implement the plan landing aid. Final ICAO selection systems, because they require aleadership of DOT s is scheduled for the first half of clear radar picture, can be ineffec-Administration 1977. The first NILS systems are tive at just the time they are neededFAA). expected to go into operation in most-in adverse weather. The

In 1972 the International Civil 1978. controller needs to see the aircraftOrganization (ICAO) MLS should solve the major target on his scope, but his task isn coordi nati ng efforts for problems which limit the usefulness made more difficult by trying to

an international of GCA and ILS. These include gu ide a target through areas ofMLS, a project involving Figure 2 ontinued on page 2

Landing Guidance Solutions and Realizable Benefits Via MLSGreater Sa fety

Less Frequency Lim i ted 2 Channels Available

BROAD APPLICATION ~ I I l h i ~ ~ All Types of Airports All Types of Aircraft

1976

Relatively Insens i tive to Weather Effects

Not Affected by T ides

ElevationPrecis ion Coverage

Less In terferencef rom Reflec. ing Objects

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How High theMoon- Hw Bright the Night?The author offers a practical method for rmy

Garvin L Holman Ph.DAviators and commanders to predict brightnesson cle r ni hts for tactical operations. dditionalu S rmy Research Institute Field Unit factors affecting the degree of illumination areFort Rucker L not discussed here; the intent is solely to providea relatively simple means to forecast brightness

Figure 1 Fraction of Moon illuminated 1976 T HERE ARE several sourcesD Y J N FEB M R APR M Y JUN JUL AUG SEP OCT NOV DEC of light in the night environ-ment that are important to the night

1 0.01 0.01 0.00 0.01 0.02 0.09 0.13 0.29 0.48 0.56 0.71 0.73 flying Aviator. TC 1-28 Rotary2 0.00 0.03 0.01 0.05 0.06 0.15 0.21 0.39 0.59 0.66 0.79 0.81 Wing Night Flight, describes these3 0.02 0.07 0.04 0.09 0.12 0.24 0.31 0.51 0.70 0.76 0.86 0.88 sources of light in chapter 3 The4 0.06 0.13 0.08 0.16 0.19 0.33 0.42 0.62 0.79 0.84 0.92 0.935 0.12 0.20 0.14 0.23 0.27 0.44 0.53 0.73 0.87 0.90 0.97 0.97 brightest source of natural illumi-nation is the Moon.6 0.19 0.28 0.21 0.32 0.37 0.56 0.64 0.82 0.93 0.95 0.99 0.99 ontinued on page7 0.27 0.37 0.29 0.42 0.48 0.67 0.75 0.90 0.97 0.99 1.00 1.00 Figure 28 0.36 0.46 0.38 0.52 0.59 0.77 0.84 0.95 1.00 1.00 0.99 0.989 0.45 0.56 0.48 0.63 0.70 0.86 0.92 0.99 1.00 0.99 0.96 0.95 Preparation of globe and paper strip10 0.54 0.65 0.58 0.73 0.80 0.93 0.97 1.00 0.98 0.97 0.92 0.90

11 0.64 0.75 0.68 0.83 0.88 0.98 0.99 0.99 0.94 0.93 0.86 0.8312 0.73 0.83 0.78 0.91 0.95 1.00 1.00 0.96 0.89 0.88 0.78 0.7513 0.81 0.90 0.86 0.97 0.99 0.99 0.97 0.91 0.83 0.81 0.70 0.6514 0.88 0.96 0.93 1.00 1.00 0.95 0.93 0.85 0.75 0.73 0.60 0.5515 0.94 0.99 0.98 1.00 0.98 0.90 0.87 0.77 0.66 0.64 0.49 0.4416 0.98 1.00 1.00 0.97 0.93 0.83 0.79 0.69 0.57 0.54 0.39 0.3317 1.00 0.97 0.99 0.91 0.87 0.74 0.71 0.60 0.47 0.44 0.28 0.2218 0.99 0.92 0.95 0.83 0.78 0.65 0.62 0.50 0.37 0.33 0.18 0.1319 0.96 0.85 0.88 0.74 0.69 0.55 0.53 0.41 0.28 0.23 0.10 0.0620 0.90 0.75 0.79 0.64 0.59 0.46 0.43 0.31 0.19 0.15 0.04 0.0221 0.82 0.65 0.69 0.53 0.49 0.36 0.34 0.22 0.11 0.07 0.01 0.0022 0.72 0.54 0.59 0.43 0.39 0.28 0.25 0.14 0.05 0.02 0.00 0.0123 0.61 0.43 0.48 0.33 0.30 0.20 0.17 0.08 0.01 0.00 0.03 0.0524 0.50 0.32 0.37 0.24 0.22 0.13 0.10 0.03 0.00 0.01 0.08 0.1125 0.38 0.23 0.28 0.17 0.15 0.07 0.05 0.00 0.02 0.05 0.16 0.1926 0.28 0.15 0.19 0.10 0.09 0.03 0.02 0.01 0.07 0.11 0.25 0.2827 0.19 0.09 0.12 0.05 0.04 0.01 0.00 0.03 0.14 0.20 0.34 0.3728 0.11 0.04 0.07 0.02 0.01 0.00 0.01 0.09 0.23 0.30 0.45 0.4729 0.06 0.01 0.03 0.00 0.00 0.02 0.05 0.17 0.34 0.40 0.55 0.5630 0.02 0.01 0.00 0.01 0.06 0.11 0.26 0.45 0.51 0.64 0.6631 0.00 0.00 0.04 0.19 0.37 0.61 0.74

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ARIESGHA rr VENUS-3.4GHA De c.38 26.2 148 54 523 3140 56.6 151 2443 27.0 153 5445 57.4 156 24 .48 27 .8 158 5450 58.2 161 2453 ' 28.6 163 53 523 3155 59.0 166 2358 29 .5 168 536059 917123 .63 30.3 1735366 00.7 176 2368 31.1 178 53 523 3271 01.5 181 2273 31.9 183 5276 02.3 186 22 .78 32.7 188 5281 03.1 191 2283 33.686 04.088 34.491 04.893 35.296 05.698

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) MOON l at . Moon - Diff .riseGHA Dec.89 45 S13 14 N92 10 12 7294 35 11 7097 00 10 6899 25 08101 50 07 6664104 15 513 06 62106 40 04 60109 05 03 58111 30 02113 55 13 00 56116 20 12 59 5452118 45 512 '58 50121 10 56123 35 , 55 45126 00 53 40128 25 52 35130 50 51 30

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10A daily page from the Air Almanac

Figure 4 tBrightness chart

SEPTEMBER 1976

MOON ALTITUDE IN DEGREES

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TIME CST)18 19 2 2 22 23 24 2 3 4 5

CDen...a:wmo-oo

C/w-eC

TIME GMT)Figure Brightness a lendar for October 976

ontinued from pageTC 1-28 suggests that a unit

make a light level ca lendar for eachmonth so that Aviators and com-manders can know in advance howbright any clear night will be . Thisarticle helps make accurate predictions of clear night brightnesses, using simple procedures and easi lyobtained man uals and equipment .

Aviators have been us ing aknowledge of the phases of theMoon to predict how bright thenight will be ever since night flying

8

began. A full Moon riding high inthe sky provides a bright night.Navigation, even at low tacticalaltitudes, can be carried out withonly a little more difficulty thanduring the day if the navigator iswe ll trained and proficient in nightoperations. The opposite extreme,no Moon up at all, results in a darknight and great difficulties innavigation, obstacle avoidance andflying the aircraft. These twopredlctions are easy to make and

req uire little special knowledge.Local newspapers give Moonphase, rise and set times. But , howabout more difficult cases involvingpartial Moons at different a ltitudesabove the horizon ?

The amou nt of moonlight fallingon a n area of operations on a clearni ght dep ends upon two major factors: The fra ct ion of the foon thatis illuminated. The altitude of the Moonabove the horizon.The larger the fraction of Moon illuminated , th e more light avai lableLikewise, the higher the Moon is inthe sky the more light available. Asan Avi a tor your operat ionalquestions are:

How do I find out the fractionof the Moon illuminated and Moonaltitude for any time in the nearfuture ? How can I put these two piecesof information together to predicthow bright the night will be?

Read on.The fraction of the Moon il

luminated is the easiest to get. AirForce weather detachments willhave a chart giving this informationfor every da y in the year. Just askthem for the chart. The chart for1976 is shown as figure 1. You caneasily see that .40 percent of theMoon will be illuminated on 29 Oc -tob er 1976, the day to be used as anexample.

The second piece of information,Moon altitude, is a bit more difficult to get. Moon altitude cannotbe simply charted on a daily basislike fract ion illuminated becausethe altitude depends on your location as well as the exact time ofnight in question. f you want toknow about current conditions,here and now, go outside and look.To help you estimate the angle ofthe Moon above the horizon useyour middle and index fingers. Thespread between the fingertips whenfully expanded form approximatelya 10-degree arc that can be used tomeasure the height of the Moon.

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Predict ing the avai lablemoonlight tomorrow night or onenight next month requires somespecial equipment. The first thingrequired is a copy of the AirAlmanac published by the UnitedStates Naval Observatory. f yourunit does not have one, the local AirForce weather detachment has onewhich you may be able to use. Forconvenience you will be better offorder ing your own fromSuperintendent , U.S. Naval Observatory, Washington, DC 20390.

The next special piece of equipment required is a globe of theworld r a calculator with trig functions. Let's see how to use the globemethod and then look into thecalculator method.

To prepare a globe for determining Moon altitude, cut a strip ofpaper about one-half inch wide andlong enough to extend a little morethan 90 degrees around the globe atthe Equator. Hold the strip aroundthe globe at the Equator with oneend at 0 degree Uust south ofGhana) and the other end to thewest beyond 90 degrees (close tothe Galopagos Islands). Mark offthe edge of the paper strip indegrees at 5-degree intervals from 0to 90 degrees. This gives you aruler for measuring distances onthe globe in degrees. With a chartpin or thumbtack, pin the strip ofpaper to the globe over your exactposition through the 90-degreemark on the strip (figure 2). Youare now ready to measure the angleof the Moon above the horizon fromyour location.

The next step requires findingthe location of the spot on Earththat the Moon is directly above onthe day and at the time of interest.Refer to the Air Almanac for thisinform ation. It is found on the dailypages in the column labelledMOON (figure 3). Turn to the dateof interest (29 October 1976) andtime of interest (2100 local, Ft.Rucker). The Air Almanac is set upfor Greenwich Mean Time (shownin the left-hand column of each

SEPTEMBER 1976

page labelled GMT) so the abovedate and time will be found in theAir Almanac at 0300 hours on 30October. The col umn labelledMOON gives the longitude andlatitude of the spot on the Earth theMoon is directly over. The GHAfigure is the longitude and for 0300on 30 October, it is 133 degrees 5minutes. The techniques we are using here do not require accuraciesof less than a single degree, so consider only the 133 degrees. Thismeans that the Moon is directlyoverhead of a spot on the Earth 133degrees west of the O-degreelongitude.

The second figure, labelled Dec,reads S 12 degrees 49 minutes andmeans that the Moon is about 2degrees south of the Equator.Locate 133 degrees longitude and2 degrees south on your globe.

~ i s is the spot the Moon is directly above. Measure the distancefrom your location in degrees (Ft.Rucker in our example) with thepaper strip to find how high theMoon appears. I measure 27degrees. Remember, 0 degree is thefree end of the strip and 90 degreesis pinned to your location on the globe. At this time the Moon willbe 27 degrees above the horizonfrom Ft. Rucker with .40 of it illuminated.

The second question, concerninghow to put these two pieces of information together to predictbrightness, easily is answered.Moon altitude and fraction illuminated are combined in thegra ph in figure 4 to tell youbrightness levels. Find the intersection of .40 and 27 degrees and notethe light level indicated. In our example it is HIGH. This was not anobvious conclusion since the Moonis less than half illuminated and notvery high above the horizon.Obviously, the night will not be asbright as it would if the Moon werefull and very high, but it will still bebright enough to be consideredHIGH.

Here are a few more thoughts

about measuring Moon altitude. fthe Moon's overhead location isbeyond the reach of your 90-degreelong paper strip, the Moon is notvisible at your location. t eitherhas set already or has yet to rise. fthe Moon's overhead location is at

degree or just 1 degree or 2degrees, it will appear right on thehorizon. The closer the Moon'soverhead position is to your location , the higher above the horizon itis. The extreme would occur if theMoon was directly overhead ofyour location. t would then be 90degrees above the horizon which iswhat the paper strip indicates sinceit is pinned to the globe at yourlocation at its 90-degree point.What is the opera t ionalsignif ic ance of the HIGH,MEDIUM, and LOW light levelsshown in figure 4? Roughly speaking a HIGH brightness level meansthat the Moon is bright enough sothat on a clear night most normaloperations, including terrain flightnavigation, can be performedwithout undue difficulty. This doesnot mean that it is bright as dayand no special procedures need betaken. Even on the brightest ofnights there is not enough lightavailable from the Moon to distinguish colors of objects on theground. Visual detection and identification of objects, wHether theyare ta rge ts obs tac les orcheckpoints, will be more difficultthan in the day. However, a wellt r a ined and dark-adaptedpilot/navigator team can fly safelyat night. Navigation, even over unfamiliar terrain, can be accomp li shed if the team haspreplanned -the flight in sufficientdetail. Normal maneuvers andobstacle avoidance cap be performed even at tactical low levelaltitudes if the crew is darkadapted arid does not fly at highspeeds.A LOW brightness level meansthat on a clear night there is so little

ontinued on page 9

9


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The author wrote Parts X XI and XII ofThe Army Aviation Story published inthe June, July and August DIGESTs

MAJ David H. Price

A RMED WITH THE vastcombat experience of today 'sAviators and the lessons and por-tents of the 1973 Middle East confEct, aviation planners have begunto reorient the Army 's flying forceto the mid-intensity (high threat)environment. Key Army leaders,both rated and nonrated, havetaken time to reflect upon theenemy threat and our capabilityto respond . The new FM 90-1 ,

Employment of Army AviationUnits in a High Threat Environment, and the IGEST s TacticsSampler are outstanding contemporary contributions to the Armycommunity as a whole and Aviators in particular.The focus on the high threat environment is well-placed. Althoughthere are several types of warspossible in the atomic age, the midintensity, nonnuclear situationseems to be the most appropriatescenario on which to orient theforce. To project our thinkiI1g andpreparation from the lower intensity Vietnam type combat intotoday's high threat environment isa definite but gradual, manageableprogression for both doctrinalplanners and operational Armyaviation units. In short, it is possible to prepare for such a war, and itis a good place to start .

Key issues: In dealing with thisnew orientation I will not try tosummarize the recent penetratingand articulate comments of manysenior commanders. I will address

1

Major Price now contributes hisconclusions regardingArmy Aviation

Kour key issues which, in my opinion , seem to be vital to the success.of the Army's endeavors in preparing for the new combat. From my

perspective the crucial issues seemto be :-institutional relationships- training philosophy- intensive flying- simplicityIn stitutional relationships: Armyaviation exists as an integralresource of the ground commander.Our institutional responsibility asaviation Soldiers must be one oftotal support. The Army owes aviat ion something in re turnhowever- the continued interest ofits ground arms in keeping aviationpart of the combined arms family.Integration of air and groundresources must be deliberate , innovative and challenging. In manyrespects it is up to the ground armsto keep it so, for it is after allground objectives which Armyaviation helps achieve .

On a broader scale the Armymu st strive to work out its problemswith the other services, particularlywhere the air clashes. In thiscrucial area roles and missionsbecome intertwined and wastefuloverlaps as well as dangerous voidsdevelop. Many of the differencesbetween Army and Air Force wereworked out in the air over theRepublic of Vietnam. Some of thesolutions found in battle have beeninstitutionalized. Others have not.

Lieutenant General Robert R .

Williams, in a recent issue ofARM r VIA TION pointed out thephilosophical clash which existsbetween centralized organizationslike the Air Force and decentralizedor g a nizations like the Army .General Williams ' discussion ofvoids is most relevant. A void allowed the birth and development oforganic Army aviation in 1942. Theattack helicopter owes its existenceto a void in the 1960s, and a significant void exists today in the shortrange tactical air t ransportbusiness.

Overlap in roles and missions iswasteful but voids between the services ' capabilities to provide vitalfunctions force the participants toplay catch-up football when thecrisis comes. Clearly, the nationalinterest must be foremost inallocating resources to certain functions. The responsibility for discovering and defining problemareas in air matters rests primarilywith Army Aviators.

Training philosophy: The shift tothe mid-intensity, high threat environment demands far more complex and intense crew training. Thedays of unlimited taxi service aregone. Nap-of-the-earth and nightformation flying are seriousbusiness. In combat both can bedeadly for the undertrained. Theaviation commander no longer candepend upon services renderedto the ground arms as all-inclusivesuccess criteria. f those under hiscommand are to be fully integratedinto the combined arms team , hemust see to their training . The aviation commander must be given thetime, money, resources and latitudewith which to train his unit. Thesenior commander with organica viation unit s assigned must realizethat he is responsible for theirreadiness, really responsible, andmust direct his command emphasisthereto.Safety guidelines must be studiedand restudied in light of concurrentdevelopments in states of trainingand equipment. It is not safe to fly



13/52

close to the ground and underwires. Accidents are going tohappen. We cannot afford to adopta punitive accident preventionpolicy. Army aviation, if it is goingto fight in and survive the first greatbattle of the next war, is going tohave to be ready. The unit that livesto fight another day will be the onethat is trained in a deliberate, disciplined, but aggre_sive manner.

ntense Flying The term midintensity is not descriptive of theflying in and around the FEBA(forward edge of the battle area) inthe battle situation so described.High threat is more accurate indepicting the most hostile environ

ment in which Army Aviators willhave ever been employed. Flyingwill be a highly intense experience.A brief 30-minute mission at theFEBA will in all likelihood be manytimes more volatile, demanding andfatiguing than the 10- and 12-hourdays in the cockpit in Vietnam.

The employment of at tackhelicopters in mass for example willrequire deliberate, thorough planning on the part of everyteammember. Aviator concentration on the team effort will be amore important factor than individual bravado, although , thelatter will still have a place. Crewfatigue will take a serious toll on thenumber of sorties available to theground commander.

The danger level will reach intense proportions. Violence in thefirst battle is liable to be muchgreater than we anticipate. Ourhelicopters are going to be shotdown in great numbers. Knowledgeof the overall ground planbeforehand, and the human capacity to take command and continuethe mission despite incalculableadversity, will force new andgreater demands on Aviators thanever before. The key to success inintense combat is intense training.Will we be ready?Simplicity The European typebattlefield will feature sophisticatedweapons and gadgetry. Command

SEPTEMBER 1976

and control will be overwhelminglycomplex. The flying commander'stask is to reduce complexity andconfusion by issuing simple orders.Individual judgments will be impaired by the noise and disorder ofubiquitous battle. The simpler theorder, the more likely it will becarried through to success.Simplicity also must be appliedto aviation technology. Mostbattlefield aviation tasks will nottake place in view of the enemy orin range of his direct fire weapons.The weapon requirements for anarmed helicopter providing securityin the rear area is vastly differentfrom those for attack helicoptersrequired to engage and defeattanks. f all our aircraft must beequipped to fight at the front, wemay price ourselves out of business.Then too, the more sophisticatedthe aircraft the more time it takes togain and maintain proficiency, andthat is before even beginning tactical training The Army helicopterfamily must contain simple,reliable vehicles for the lessdangerous support tasks, andquick, deadly machines at the cutting edge.Even though we focus on themid-intensity war, we should notbe naive enough to disregard theeverpresent potential for the outbreak of nuclear war. What is theprobability that tactical nuclearweapons would be used in thedefense of Europe? Can airmobileforces be effective in the nuclear environment? Can they even survive?Are Army helicopters candidatesfor massive concrete revetments?What would revetments do to the"live in the field" philosophy thatadvocates of organic aviation haveso long defended? These are thetypes of questions which beganswers, and the answers shouldcome from Army Aviators.

Certainl y, we cannot allowourselves to forget Vietnam. Theenemy, fresh on the heels of successin Southeast Asia and Angola, islikely to undertake new adventures.

Army aviation was among the firstin and last out in Vietnam. Wecould be so engaged again, if andwhen the Nation calls.A glance at our history revealsthat, for a Nation that loves peace,America has had many wars. Ourlongest period without major warcame between 1918 and 1941, during which time we shrank from ourinternational responsibilities andallowed tyrants to rise in bothhemispheres. The atomic age isfraught with the dangers of nuclearholocaust, but aggression continuesunabated. Peace is not at hand.The chances for conflict remaingreat. We must be ready.

The future of Army aviation inthe 1980s and beyond is bright, butnot without obstacles. The Nationwill spend only so much on defensein the period between wars. Wemust all do what we can to ensurethat we get the most out of ourbudget dollar. We must be readyfor combat on the battlefield we feelto be most imminent, but we mustnot neglect the other potential conflicts in our preparation. We are indeed entering a new era. The key tothat era is dedicated, deliberatepreparation and fresh, innovativethinking on the part of aviationSoldiers everywhere.

The Army Aviation Story [PartsI thru IX, June 1962 throughFebruary 1963; Parts X, XI andXII see June, July and August1976] from balloons to tankkillers,is a story of dedicated, professionalSoldiers who cared enough to flyABOVE THE BEST.

The one inescapable conclusionis that the airmobility concept isirreversible. The thousands ofofficers who have learned tothink and fight and live in threedimensions will never allowthemselves to be restricted totwo dimensions in the future.Airmobility will change andgrow, but it is here to stay.

LTG John J Tolson11


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rom Mission OrdeHE PORTION FROM mission notification through

instrument takeoff is by far themost important or-any instrumentflight. Regretfully it is the mostoften overlooked and understressedsection after an individual leavesflight school. A checklist will assist the pilot in completing a successful flight. The following pointscompile this checklist and arecovered with explanations wherenecessary.M SS ON The pilots should bebriefed at least 2 hours in advanceof the proposed departure time.This will allow time for completionof the points outlined in thischecklist.FLIGHT PLANNING

LIP Material and Regu-lations: A complete understandingof the FLIP publications with thelatest changes is a must. Up-to-datepublications usually can be foundin your local operations section.Ensure that your approach charts,IFR supplement, SIDs, etc., arecomplete and current. UnderstandAR 95-1, AR 95-63, FARs andlocal operating procedures.

Preflight Planning:Initial weather check Destination weather Requirement for, and selectionof an alternate General enroute forecast,winds aloft and freezing level Nearest available field (if taking off from a field with weatherbelow approach minimums)Route Planning: Availability of SIDs or radar

2

vectors Check preferred routes andNOTAMs Select route and check MEAs,MOCAs and MRAs Select best altitude(s) Compute for TAS andgroundspeeds Prepare DA Form 2283 orother type flight log as desired Compute ETE from T 0 toradio facility or initial approach fixserving destination airport Prepare DD Form 175, flightplan , for each leg as shown inGeneral Planning of the FLIPpublicationsDes tination study approachcharts for : Minimums for authorized approaches Transitions to final approachfix Field elevation Missed approach Radio frequency, UHF-VHF(approach control; tower; ground;clearance delivery) IFR supplement for fuel andother services that might be required at destinationFuel Computation Plan thefuel that you need for your flight byusing a unit-kept record of the aircraft s rate of consumption andconsumption derived from performance charts in the operator smanual. Ensure sufficient fuel tocomplete planned flight. Do not cutcorners in your fuel planning. No al t e rna te r equi red-destination to missed approachfix plus 45 minutes at normal

Points for aSuccessfulInstrumentlight

cruise. (Don t forget starting, taxiing, runup, dimb consumption andpossible ATC enroute delays.) Alternate required-destination to missed approach fix to alternate plus 45 minutes reserve at normal cruise If upon arrival at the destination airport, the required minimau.s . ARMY AVIATION DIGEST


15/52

o Instrument TakeoffCW Joel E Warhurst

Command PilotU S rmy viation Center

Refer to Glossaryon next page

does not exist a pilot may not commence approach. He may requestATC instructions to hold if theforecast is favorable and all alternate airfield requirements can bemetCOPILOT BRIEFING-Briefyour copilot by utilizing a briefingcard. f your unit does not have

1976

one the one shown in the box onpage 14 may be used with changesto suit your particular mission.175-1 WEATHER BRIEFINGAND FILING THE FLIGHTPLAN-After completing theabove procedures we can receiveour final weather briefing andcheck NOTAMs prior to completion of 175-1. Know weather conditions at the departing airport,enroute and at the destination airport. An understanding of the aircraft limitations in regard to turbulence and icing should be reviewed at this time if there is anydoubt in your mind. The flight planmay now be submitted to the appropriate clearance authority forapproval (if necessary) andtransmittal to FAA or appropriateflight service facility.PREFLIGHT AND RUNU P Acomplete preflight .utilizing the appropriate aircraft checklist is nexton the list of musts. here s noreplacement for the oral callout andconfirmation method during thepreflight and engine runup.RADIO CHECK-It is a fact thatthe radio check is part of the enginerunup section of the checklist but areiteration of this vital check is impl rtant. A standardized system willhelp to ensure that each radio isproperly working and set to the firstusable frequency. Proximity warning device ischecked in accordance with TM55-1520- 210-10 (if aircraft ISequipped) NA V monitor switch asdesired

Transponder checked formode A with selector switch inthe ON/NORMAL position.Deflect TEST switch and check forreturn light. Return to STANDBYposition and ensure that the propermode is set with the anticipatedcode w hen known ILS check: Check a localizerfrequency and ensure that you canreceive a reliable signal and thatthe course indicator is showing inthe proper sector VOR check: Check a VORfrequency and ensure that you canreceive a reliable signal. Completethe check with one of the prescribedVOR receiver checks in your localarea. Set course and frequency ADF check: Put FUNCTIONswitch in COMP mode. CheckBFO OFF. Check High BandMiddle Band, Low Band for allbands with No.1 needle pointing ingeneral station direction. Check atleast one band by displacing needle30 degrees left and right withLOOP lever. Set desired frequency VHF Emergency Transmitteror VHF Transmitter Receivershould be checked by calling ausable frequency The UHF radio can be omittedat this time because it will bechecked on your call to clearancedelivery ground or othersPRIOR TO INSTRUMENTTAKEO FF Re fe r to crewmembers' checklist.C O M P U T E FO R T H EIN ST R U ME N T T A K E O FF-Check to ensure that you arewithin the limitations of the aircraft

3


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INSTRUMENT FLIGHTCOPILOT BRIEFING

INTRODUCTION Determine copilot qualifications Uniform and equipment Type and ID of aircraft and equipmentCOPILOT S DUTIES Fly headings/track, airspeed andaltitude as assigned Tune and ID commo and navradios as requested Perform takeoff, leveloff and landing checks on request Record power settings, fuel andtimes as requested Copy all clearances, headings,altitudes, frequencies and other information received from controllers whenpilot is at controls Monitor aircraft instruments andcaution lights

Compute fuel and compare withpilot s On breakout and field in sight,

land A/C on appropriate runway Be prepared to execute a missedapproachOPERATIONAL PROCEDURES

Tran s f e r o f a i rc ra f t control-routine, emergency Alert for reported aircraft andVFR conditions

Mission Route of flight, approaches andalternate if required Weather : Takeoff , enroutedestination and alternate Approach brief ing

ID of approachMDA or DHTime from fix to fieldVeri fy missed approach

procedures Emergency Procedures: Engine,electrical and hydraulic. Assist withswitches and circuit breakers as re quired

envelope and that you have sufficient power in accordance withthe GO - NO GO plaque. A reviewof this s covered in the aircraft soperator s manual. First flight orjust for safety-employ engineHIT.

dex over takeoff heading (crosscheck magnetic compass) Transponder set to propermode and code Departure control frequencyset Recheck VOR frequency andfirst usable course set in the OBS

tion as instructed by ATC Set departure control frequency on request Turn pitot heat on, if aircraftencounters visible moisture Engine anti-ice on if appropriate (Caution: power limiteddue to increased EGT)E F O R E INSTRUMENT

TAKEOFF-Refe r to crewmembers checklist (double checksfor professionals). Check weather void time Recheck for attitude indicatorset Clock set to tower time Heading indicator set with in-

A/ C aircraftADF automatic direction finderATC air traffic controlBFO beep frequency oscillationCOMMO communicationCOMP compassDA Department of the ArmyDOD Department of DefenseDH decision heightEGT exhaust gas temperatureETE estimated time enrouteFAA Federal Aviation Adminis-

tration

4

Recheck ADF frequency forfirst usable stationCOPILOT S RESPONSIBILITYON TAKEOFF: Record takeoff time Record amount of fuel (compare at leveloff) Turn transponder to ON posi-

GLOSSARY

FAR FEDERAL Aviation Regula-tions

FLIP flight information publica-tions

HIT health indication testID identification/identifyIFR instrument flight rulesILS instrument landing systemLOOP refers to Loop antennaeMDA minimum descent altitudeMEA minimum enroute altitudeMOCA minimum obstruction clear-

ance altitude

f the preceding steps are incorporated in every instrument flight,along with pilot experience and athorough understanding of flightregulations and publications, youare well on your way to a ,successfulcomplet ion of any missionassociated with instrument flight.

MRA minimum reception altitudeNAV navigationNOTAM notice to airmenOBS . omnibearing selectorSID standard instrument depar-tureTAS true airspeedT / O takeoffUHF ultra high frequencyVFR visual flight rulesVHF very high frequencyVOR VHF omnidirectionalrange



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RMY VI TION H LL OF F ME

hief W arrant Officer CW 4)Michael J Novosel

D URING THE VIETNAM WAR, ChiefWarrant Officer (CW3) Michael JNovosel was a Dustoff pilot-that almostlegendary breed of helicopter flier whoserecord in rescuing wounded men duringbattle is one of the proudest chapters in theVietnam War.

He was credited with evacuating morethan 2,200 wounded persons and extracting some 5,500 wounded Soldiers andVietnamese in all. His 60 Oak Leaf Clustersto his Air Medal, his three DistinguishedFlyi ng Crosses and his Purple Heart denotea remarkable man.At age 48 he became the oldest member ofthe Army to win t he Medal of Honor, theaward being made for his repeated braveryin the face of heavy Viet Cong gunfirewhile he extracted 20

wounded South Viet-namese soldiers during 2 V desperate hoursof flying on 2 October1969.A lieutenant colonelin the Air Force Re-serve when the Viet-

nam conflict began to broaden in the early1960s, Novosel wanted to help in some way.Finding the USAF overstrength in its senior

1976

grades, he obtained 4 years military leavefrom his employer and joined the Armyaviation program in June 1964 as a warrantofficer.As a member of the Special Forces in 1965,he evacuated wounded civilians to hospitals

when the U. S intervened in the DominicanRepublic civil crisis.

Warrant Officer Novosel has dedicatedhis life to aviation, to the military servicesand to his country. This dedication sets himapart as a man, and makes him most worthyof induction into the Aviation Hall of Fame.

Chief Warrant Officer Michael J Novosel,now CW4, is presently assigned to the U SArmy Aviation Center where he serves asan instructor in the Warrant Officer SeniorCourse.

15


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19/52

air/ground systems were discussed. Ofnote was a paper presented on thelocation reporting system (PLRS).This system, which has completed a jointsouth ern Ca lifornia , presents

Army's problemknowing where everyone is on t he

the future.On the second morning the concurrent(NOE)

and airborne avionics. In the NOEpresentation s were given on A LowObstacle Warning System,

is sti ll in the study stage of developTactical Hover Under NOE Conwhich ~ s e d the problems ofering at night or during limited visibility

Evaluation ofV i ~ i o n Requirements for AAH/ ASH

attack helicopter/advanced scou tthe ongoing testing by

Laboratory to identify thecombination of night vision equipment

and beyond the AN/PVS-5 night viion goggles) for our future aircra ft. Otherat this session were Design forpresented by the H,uman Engineer

Laboratory; Target Location andSystems, dealing with thelightweight dopplersystem (LDNS) to help solve theof target loca tion, target handoffaircraft navigation; and the last presenwas The Measurement of Pilotin Manual Control Systems.At the airborne avionics session some ofsubjects addressed were Why Not Fly

? ; A Lightweight DopplerHelicopters ; and

aser Inertial Navigation System (LINS)Results.

The three afternoon concurrent sessionsAirborne Communications, Ad

Electronics Components andTest and Evaluation. Of par-

The VI TION IGESTmonthly wjnner shield wasi I , a d v ~ r t e n l y ommitted fromthe winning story in u g u s t ~A Good Safety Record Is NoAccident by CW2 Joe SAdams II. Our sincere apologyto the author.

1976

ticular interest were two presentations givenat the Airborne Communications session:NOE Communications and UHFSATCOM (Satellite Command) FM VoiceLink for NOE Missions. These two paperssignificantly illustrated the research anddevelopment community's awareness of thecommunications problem when flying NOEand are working on a solution.At the banquet guest speaker BG SamuelG. Cockerham , Project Manager for the Advanced Attack Helicopter, presented an outstanding summary overview of the AAHprogram.

The purpose of the symposium was to inform and update those individuals doingresearch and development in the field ofArmy aviation electronics with what otherGovernment agencies and the civilian industrial community are doing to help solvethe multitude of complex problems that faceArmy aviation. t was indeed a success.

Sir:

CW3 Chuck TideyProject PilotExperimental Vehicle for Avionics

Research (EVAR)Fort Monmouth, NJ

Reference your article on page 4, June1976 edition of the VI TION DIGESTOn June 14, 1976, the Army completed201 years of service to the Nation, not 200.

SPS Harold G. Flanagan2d Staff and Faculty Co.Fort Eustis, VA

Of course, you are correct. The DIGESTrecognized the Army's 200 years of service to the Nation in its June 1975 issue.

(Bel,pw left) General Robert A HollomanIII who presented The User's Viewspeaks with Colonel Lee M Hand,symposium chairperson. At right,Colonel w. E Crouch Jr. conveysAviation Electronics, A Systems View

Sir:The development of a crashworthy troopseat has resulted in a Department of theArmy Outstanding Research Development

and Technical Ach ievement Award for Mr.Joseph L. Haley Jr., a civilian emp loyee atFort Ru cker.BG Kenneth R. Dirks, [I OW MG ], commander of the U.S. Army Medical Researchand Development Command, Washington,DC, made the presentation at the U.S .Army Aeromedical Research Laboratory,where Mr. Haley is assigned.

During the presentation General Dirkspraised Mr. Haley as a recognized international authority in the field of aviation

c r ~ s h w o r t h i n e s s in crash inj ury researchand cited him for his extraordinary ac complishments and dynamic leadership inthe development of. safer aircraft. He alsonoted that the crashworthy troop seat wOL\ldreduce fatalities and eliminate inj uries andthat this was exemplary in the application ofengineering, a nd preventi ve aviat ionmedicine to conserve the fighting strength.Mr. Haley's troop seat absorbs energyand can face forward, back or to the side.The seat features highly unique and innovative load-limiting devices to weakencrash loads. t uses ceiling cockpit structures, nonrebounding open steel mesh seatpans, and other load-limiting devices neverbefore incorpor ated in suc h a comprehensivemanner.

Mr. Haley came to Fort Rucker from theAviation Safety Engineering Research(AYSER) Division of the Flight SafetyFoundation in Phoenix, AR, in 1969. Hefirst worked for the U. S. Army Agency forAviation Safety and primarily was concerned with aircraft crashworthiness. During thelatter part of 1972 and in 1973 he began hisdesign of the crashworthy troop seat.After transfer to his present assignment,

17


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BG Dirks presents the Outstanding Re-search Development and TechnicalAchievement Award to Mr. HaleyMr. Haley cont inu ed to work on development of the seat. This involved working withaircraft mockups and feasibility studies aswell as full-scale crash testing. A f wprototypes now are being used on Army aircraft .Presented by the Department of the Armyand Assistant Secretary of the Army forResearch and Development, Mr. Haley'saward is given for an outstanding or scientific or technical contribution by a Depart-ment of the Army civilian scientist workingin the Army 's research and developmentcommunity. It consists of an engravedbronze medallion, an engraved bronzeachievement scroll and a citation recognizing Mr. Haley's contribution to the invention, development and validation of acrashworthy troop seat. He was commendedfor an achievement that will reducefatalit i s and prevent injuries amongpassengers who are involved in helicopteraccidents.

COL Stanley C. KnappDirector, Bioengineering andLife Support DivisionU. S. Army Aeromedical ResearchLaboratoryFt. Rucker, AL

B BY BORN DURING M ST FLIGHTG UINNESS CAN add another record to the.book because of the delivery of a 4-poundbaby girl on a Ft. Carson Military Assistance toTraffic and Safety (MAST) helicopter at 8,000 feet,23 June, while enroute to Fitzsimmons ArmyMedical Center in Denver, CO.

This was the first time, in the United States, ababy has been delivered in a military helicopter.Private First Class Glenn Lewis, 124th Signal.Battalion, the baby's father, was on guard dutyarid didn't find out about the arrival until lateWednesday evening when the MAST crew returned from Denver.We had competent people aboard with some

of the best equipment available, there couldn'thave been any problems, MAST pilot, Kenneth B.Hogan convinced himself.The baby was delivered at 7:48 Wednesdayevening by Specialist 5 Tom Haverkorn andPrivate First Class Debra Kleinfelter. Both aremedics in the 571 st Medical Battalion at Carson.The contractions were 2 minutes apart whenwe left and before we got out of the city they wereat 1% apart, explained Haverkorn. The babywas 4 weeks premature and complications wereexpected.According to a Fitzsimmons spokesman themother is in good condition after the natural birthand Heather Ann is doing well.

(L) Happy parents PFC andMrs. Glenn Lewis look in ontheir baby in the incubatorbefore the baby's releasefrom Fitzsimmons(R) MAST crew and helicopter on which Heather Annwas born. (UoR) Hogan (P);Haverkorn and Kleinfelter(medics); Prince (CC); Schiltz(CP)


21/52

Continued from pageow igh The Moon

moonlight available that normaloperations can be conducted onlywith considerable difficulty andgreat caution, if at all. A typicalLOW night has no Moon at all andin a tactical area no artificiallighting. On a clear night the majorsource of ill umi nation is starlight.On a starlight night tacticaloperations become much more difficult. Navigators find it muchharder to see checkpoints, to distinguish forest from clearing, to discriminate draws, hills, saddles andother natural features, to detectfeatures on the ground such asroads and streams. Pilots find itmuch harder to detect and avoidobstacles, to perform maneuversconfidently close to the ground, andto maintain a reli?lhle horizonreference .

A MED IUM brightness levelmarks a transition from HIGH toLOW. It is a brightness level inwhich operations are more difficultthan in HIGH but not as difficultas in LOW. You should note,however, that a MEDIUM levelvery close to HIGH will not differ agreat deal from the lowerbrightnesses of HIGH. Likewise, ina MEDIUM brightness close toLOW, operations will become difficult as in LOW. An inspection ofa monthly brightness calendarfigure 5) shows that a MEDIUMbrightness level is present for only

z to 1 Y hours a night. This is arelatively short period when compared with the much longer periodsin which the night is HIGH orLOW.Notice that the discussion aboveassumes a clear night and little ar tificial lighting. Weather can makelarge differences in brightness. Anovercast can easily change theclassification of a HIGH night intoa MEDIUM or a LOW one. Artificial lighting can make the nightbrighter. A LOW night usually haslittle or no visible horizon, but if fly-

SEPTEMBER 1976

ing towards cultural lighting, ahorizon may be very bright.

Moisture or haze in the air canreduce visibility severely. It reducesvisibility by lowering the amount ofmoonlight reaching the ground, byreducing the level of the reflectedlight reaching your eyes, and byscattering light making shapes andoutlines fuzzier and more difficultto distinguish. The ease of conducting low level flights also depends onthe terrain being overflown. Takethis into account when planningnight missions.

With these limitations in mind abrightness calendar can be constructed as is recommended inchapter 3 of TC 1-28. Figure 5 issuch a calendar for Ft. Rucker forOctober 1976. Its construction iseasy as soon as you becomeproficient using the Air Almanacand a globe to answer the question,How high the Moon? For the

period of time between the end ofevening twilight and beginning ofmorning twilight, determine thebrightness level for every half hour.Mark these brightness levels on agraphic format as shown in figure5 As you begin constructing such acalendar you will notice that it isnot necessary to go through the entire procedure for each half hour.For example, once the brightnesslevel is HIGH you know it will remain HIGH that night until the.Moon drops lower in the sky. Howmuch lower can be estimated fromfigure 4 and a quick glance at itsprogress over the globe.

Now, for those that havecalculators with trig functions, hereis how to figure Moon altitude using your favorite hand-held electronic wizard. Simply plug the appropriate numbers into the following formula:

=ARCSIN [COS (GHALong)COS(Lat)COS(Dec)+SIN (Lat)SIN(Dec) JAlt - The height of the Moonabove the horizon in degrees

GHA - The longitude of the spoton the Earth the Moon isoverhead. This comesfrom the Air Almanac asin the globe procedure.

Long - The longitude of yourlocation

Lat - The latitude of your loca.tion. f your location isnorth of the Equator en ter the Lat as a positivenumber. f you are southof the Equator enter theLat as a negative number

Dec - The latitude of the spotthe Moon is overhead.Again, this comes fromthe Air Almanac. As withLat, a south Dec shouldbe entered as a negative

Below are the calculations for theexample above:Alt =ARCSIN [COS(133-86 )

COS(31)COS(-12)+SIN(31)SIN(-12,)JAlt =ARCSIN [(.68)(.86)(.98)+(.52)(-.21)JAlt =ARCSIN [.57-.11 JAlt = 7

Twenty-seven degrees is thesame estimate of Moon altitude wegot using the globe, and brightness3.gain is found using figure 4.

Whether you use a globe or acalculator along with the AirAlmanac, you can find How highthe Moon. Along with the fractionof the Moon illuminated and abrightness chart figure 4) you cananswer the question, How brightthe night? Clear night r i g h t n e ~ slevels can be determined for everynight months in advance andbrightness calendars figure 5) constructed. The planning of nighttraining exercises or tactical missions can be done in a more informed manner to maximize thevalue of. the operation. Weather,terrain and mission requirementsalso should be carefully consideredin night mission planning alongwith predicted brightness.

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Microwave Landing System C o n t i n u ~ d rom pageAzimuth Elevation

Runway

- - - I 20,000 ft.II=1.4 0Width

\::: +3 b r a ~ ~ ; ; ; ' ~ " ' I I I ; ' S i ; i i i 5 5 e ~ $ ~ ~ ~ W ' / T / ~ < +3F ~ l l i S _30 Runway 9nmi 2 nmi 3 nmiDesired

2 nmi

/ 3 nmi/ Desired The MLS signal would cover

', / a large volume of airspace to, / permit a broad choice of ap- ~ o o proach pathsCoverages Recommended Compared to ILS Coverage

heavy preCIpItation. Furthermore,it s becoming i ncreasingly difficultto maintain these aging precisionapproach radar systems because ofthe dwindling supplies of replacement parts and the high cost oftraining qualified operators. Also,GCA provides only a single, narrowfinal approach path.

The single approach path is oneof the major limitations of ILS. Aircraft flying ILS approaches mustline up with the runway severalmiles out and fly the straight-in ILSglide slope down to the concrete. Ineffect all the planes are channeled

2

Figure 3into the same groove (figure 3).

In addition ILS operates in theVHF (very high frequency) spectrum which means its signal ismuch more subject to interference,than the higher frequency MLSequipment. ILS has a total of only40 available channels which severely limits its future growth, especially in congested areas. Finally, dueto sighting limitations, it is notalways possible to install an ILSwithout first moving mountains (or

at least large hills). And, in manyplaces it isn t possible to install anILS at all.But now comes MLS with multiple approach paths, almost noproblem from terrain interferenceand adverse weather, far moreradio frequencies and the capability for quick assembly in rough conditions for tactical use (figure 4).Who could ask for anything more?The experts say that no onecan- and that s why the MLS isexpected to meet aviation needsinto the next century.

One of the principal advantages

U .S ARMY AVIATION DIGEST


23/52

Coverage VolumesFigure

of MLS is that it generates a signalthat acts like a wide mouth electronic funnel into which an aircraftcan enter and make almost anycurved or segmented approach tothe runway limited only by the performance of the aircraft and theavionics installed. These ap proaches can begin up to 40degrees to either side of the extended runway centerline and up to 20degrees on the initial glide slopefigure 5). The ability of aircraft tomake curved approaches with MLSwill give air traffic controllers much

A major advantage which the largecoverage volume affords is a varietyof approach paths to enable moreefficient use of airspace and noiseabatement procedures n option isthe additional coverage volume forback azimuthmore flexibility in managing incoming aircraft, permit them tokeep aircraft away from residentialareas for noise abatement purposesand help increase airport capacityfigure 6).Bec ause MLS operates in ahigher frequency range it is far lesssusceptible to signal interference.With some 200 channels availableMLS has almost unlimited growthpotential.By at least one measurement themilitary services promise to be oneof the biggest MLS customers.There are 20,000 aircraft in themilitary fleet and the maj ority ofthem , or their replacements in theyears ahead , probably will beequipped with MLS receivers. Thiscontrasts with commercial airlinerswhich today number only about2,500. But it also is expected that alarge number of the 160 000

Figure 7

Coverage ControlFigure 6general aviation aircraft ownerswill opt for the equipment. Thereare a great many military airfieldswhere MLS is likely to be installed.The Army intends to replace allGCAs, which today number 54 atfixed Army airfields, with an evenlarger number in tactical use. TheAir Force anticipates a need forsome 200 MLSs at more than 100Air Force bases-a number ofwhich have more than one GCA .And, the Navy and Marine Corpshave 54 air stations using GCA allof which will become MLS candidates. The Army plan furthercalls for installation of airborneMLS in its new fleet Utility Tac-

Typical Military Ground Station Configurations

-_ ..

Remotel Tactical

Aircraft Carrier

SEPTEMBER 1976 2


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tical Transport Aircraft System,Advanced Attack Helicopter). asthe avionics become available in theearly 1980s. Abouf 500 aircraft inthe existing Army fleet will beretrofitted the first year (1977),1,000 the second year, 1,500 morethe third year and 1,000 or moreeach year thereafter until the fleet isfully equipped with MLS avionics.Along with its implementationplans the Army has been testing aflight director display system thatcould be used with the MLS.The overall Department ofDefense MLS program calls for thedevelopment of a so-cal ledmilspec version of MLS. Thesewill be rugged, portable, easy-to

set-up ground units for tactical usein the field by the Army, Air Forceand Marines. Another MLS version will be designed for use on aircraft carriers (figure 7).

The U.S. MLS employs a timereference scanning beam (TRSB)technique that was chosen over theDoppler technique after a lengthycompetition involving as many assix companies. The final selectionfollowed an extensive evaluation ofthe two techniques involving some120 experts from Government, themilitary, industry and othernations, Then an MLS steeringcommittee composed of 17members- inc l uding two eachfrom the Army, Navy and AirForce-voted to recommend thetime-reference scanning beamsystem,Finally, early in 1975, an interagency MLS executive committee of DO D , DOT and NASArepresentat ives rat i f ied therecommendation, By this action theU,S. committed itself to submittinga scanning beam design to leAO.

Technical data in support of theU.S, design was submitted toleAO in December 1975 and asnoted a decision is expected in thefirst half of 1977. ML S, as its nameimplies, will operate at e bandin the microwave portion of theradio frequency spectrum (figure8),22

Figure 8Spectrum Allocation

The operating frequencies would be microwave in theC-band, with provisions for the use of Ku-band for the flaremaneuver if required), and for special military transportability requirementsO. lGHz

f ~ ~ - - ~ - - ~ ~ - r ~ + - - - - r ~ - , ~ ~ . n - - ~ ~ - . - . , , ~ + - fGHz lOGHz lOOGHz

300cm 30cm

The time-reference scanningbeam technique utilizes scanningbe ms which refers to the method ofsending out two fan radio beamsfrom the runway , one scanning side

BAND

3cm O.3 cm

to side, and the other up and down.Time-ref eren e means that equipment onboard the aircraft willmeasure the time differencebetween successive to and fro

I:igure 9

RECEIVEDSIGNALS >.(dB) U

MEASUREMENTTHRESHOLD(-4dB)

Time Difference Measurement40

TO SCANBEAM

FRO SCANBEAM

TIME DIFFERENCE (6T) MEASUREMENT ISDIRECTlY RELATED T AZIMUTH ANGLE 8



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Figuri 10Time-Multiplexed Function Signal Format

TIME

. PreamblesWTRSS employs a time-multiplexed signal format. Time multiplexing is used to separate the various angle and data functions; that is the transmissions from the various antennasare sequenced in time

sweeps of the scanning beams todetermine the plane's positionrelative to the runway centerlineand to a preselected glide path(figure 9). The TRSB employs atime multiplexed signal format.This means that the signals foraz imuth and elevation and additional functions like backcourseazim uth and elevation and auxiliary data , are all transmitted onthe same frequency in a certaintime sequence (figure 10).

In May 1976 FAA receivedground and air prototype equip-

ment built by Bendix and TexasInstruments. FAA expects to givetwo MLS airborne receivers each tothe Army, Navy, Air Force andMarines so that both FAA and themilitary services can collect data onMLS performance. The Army willfly its tests in an experimental UH -1B Huey equipped with flightdirector and a utopilot as well as ina UH-1 H helicopter and possiblya U-21 UTE (fixed wing aircraft).This supplementary data will begiven to ICAO for its consideration .FAA officials say they are

FigureMLS I LS Collocation

thinking positive. I f the U.S.design is selected by ICAO as theinternational standard, the MLSprototypes will be crucial todevelopment of production linesystems I f not the prototypes willbecome soph isticated electroniccurios.The coming of MLS will not immediately wipe out existing landingsystems. Installation of the firstMLSs in 1978 will usher in aperiod of 20 years or so in whichMLS gradually will replace ILSan d eCA. When decisions aremad e to replace nonprecisionTACAN (tactical a ir navigation)landing aids at specific locations,MLS will certainl y be the choice.In the years ahead eCA may wellcoexist with MLS at somemilit ary airfields until the entiremilitary aircraft fleet is converted to

airborne MLS receivers. On thecivil side FAA has a similar schemein mind-collocating MLSs withI LSs in many locations until theairlines fully convert to MLS(figure 11).No matter what nation wins theICAO competition, MLS eventually will be everybody's precisionlanding ai d And purely on itstechnical merits, MLS will do abetter job. ,

MLS-ILS collocation has been antiCipated. It will be many years before ILS is phasedout; meanwhile, MLS will become operational within the next 5 years. During the overlapping operational period, the two systems must coexist at many airports. Therefore,collocation problems have been investigated in depth and are considered

MLS AZ OmniDME

SEPTEMBER 1976

MLS

essentially solved

_ Approachi ----- Ugh: : / ~ t l l - - ~ ; - - ~ ~ r -. / / M LS SAZonitor IILS Gl ide Slope ' \ M '~ onltor ,

M LS E L Monitors

23


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FliGHt WE THER BRIEFING

DEWPOINT SFC WIND

CLIMB WINDS

T KEOFF LTN FCST

FLT

MINIMUM VISIBILITY T FLT LEVEL OUTSIDEc8 IN

INS TO

P )5S18tE TORIIIJDOS V NTY Rle


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PHENOMENAThunderstorms

FOR ROTARY WING FOR FIXED WINGWithin 10 NM nauti- Within 50 NM eithercal miles) either side side of route and loca-of route and location tion

TurbulenceNot associatedwith thunderstorms)Within 10 NM either Within 50 N eitherside of . route and side of route and ,000 feet of flight 5,000 feet of tug htlevel and location level and location

PrecipitationIcing Not associated withthunderstorms)

Same as with turbu- Within 10 NM eitherlence side of route ot flightand ,000 teet offlight level and lor :: -tionencountered some of the problemscreated by this lack of understanding. Usuall y problems come aboutbecause either the pilot or forecaster underestimates or overestimates the capabilities andlimitations of the other. Often thepilot or the forecaster is not awareof the regulations and requirementshat bind the other.

Some pilots, for example, thinkthat the forecasts put out at theirlocal weather station are preparedelsewhere, and all the forecasterdoes is pass on the information.But, all AF meteorologists aretrained for 9 to 12 months by AirForce as well as civilian institutionsin meteorological principals andforecasting techniques. Afterassignment to a weather detachment the forecaster must satisfactorily demonstrate proficiency tothe detachment commander beforebei ng p ermi tted to work thecounter alone. The pilot shouldhave a fair degree of confidence inthe forecaster's ability to formulateforecasts and to tailor them for thepilot's route of flight.

On the whole I have found thatrelationships between pilots andforecasters are good. Low flyingArmy pilots are more interested inthe weather than their high flyingAF counterparts and the AFmeteorologist appreciates havingsomeone who will listen. Mutual

26

res pect and good-natured teasingcharacterize the pilot to metroassociation.

When the friendly atmospherebreaks down it generally is a lack ofcommunication on the part of bothparties. Each should be aware ofthe other's problems. By increasingthe flow of information we shouldbe able to better understand ourproblems and thereby increase mission efficiency.By far, most errors involve DDForm 175-1. Since the forecastersees the same errors over and overagain, these become the mostirritating (except for the occasionalspouse or two who call up to findout if it will rain or not so they candecide whether or not to take thekids to the swimming pool).

Form 175-1 is a useful method oforganizing data and presenting it toa pilot in concise, coherent form.Like all forms and regulations,however, it cannot cover all contingencies and the pilot shouldlist en to the forecaster going overthe 175-1, since anything not notedon the form will be elaborated uponverbally.

To make the best use of the 175-1the pilot must understand it. Considering the number of weatherbriefings that a pilot receives, it isfrightening to know how manypilots cannot read or prepare a 175-1. Perhaps we should go through a

175-1 section by section and pointout chronic problem areas. See the .figure on page 25.Section I-Mission:Dest ETA: Enter the time of arrivalat your first stop, regardless of flighttime. Even if you are picking uppassengers at a helipad 5 milesaway from the airfield and thenproceeding on a 2-hour flight, yourdestination is the helipad.Acft/Number: Enter the type aircraftas well as the last four digits of itsserial number.Section II-Takeoff Data: Thereare generally no problems here.Section I1I-Enroute Data:Clouds At Flight Level As a matter ofinterest, "in and out" represents aflight through clouds between 1and 45 percent of the time.Minimum Ceiling This is the heightin feet above the ground.Maximum Cloud Tops MinimumFreezing Level: Enter the height inhundreds of eet above mean sea level.Thunderstorms; T u r b u l e n c e ~ Icing;Precipitation: Note that a pilot flying45 miles ahead of and parallel to aline of thunderstorms will have the

numerous" block checked in thethunderstorm part of section III,even though the forecaster doubtsthat the pilot will ever see one. Thisis one case in which it pays to listento the forecaster elaborate verballyon the 175-1. Naturally the sameproblem can occur in turbulence,icing and precipitation (figureabove).Section IV-Terminal Forecasts:Destination: As with the ETA thedestination is the first stop. Subsequent stops are entered in the"INTMED STOP" blocks. Manypilots find this confounding. In thiscase, the pilot is picking uppassengers in Richmond, V A, andflying on to Ft. Rucker.Cloud Layers The old symbols forcloud cover, D , I , E have recently been replaced with SCT,BKN and bvc, respectively.SFC Wind: u s ~ s spreads causeconsiderable confusion. "20G30"means the 1-minute average



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windspeed is 20 knots with peakgusts to 30 knots. It does ot meanthat the gust spread is 10 knots.The gust spread is the variation ofwinds peed between peaks and lulls.In this case the wind could drop to10 knots and gust to 3 for anaverage windspeed of 20 knots anda gust spread of 20 knots.Sect ion V Comm en ts R e -marks: There are generally noproblems here.Section VI-Briefing Record:

RCR Runway condition reading.oid Time The void time expires1 z hours after the time of the briefing. Don t get a weather briefing 2hours before your time of departure. No forecaster wants to go

through a 175-1 with a pilot onlyto have to repeat it later.Finally if there is something thatyou do not understand askquestions.

The pilot and forecaster both canbenefit from a close working

Tactical

relationship. By keeping each otherinformed of the other problems wecan bot h accomplish our missionsmore efficiently. The pilot shouldbe aware of the limits of theforecaster, yet still respect theforecaster as a professional capableof providing good weather advice.Further, the 175-1 is a useful form ifthe pilot understands it but it isnot the last word in pilot to metrocomm unications.

Reference TC 1-28

LightingoSINCE T 1-28, Rotary Wng Night Flight wasreleased to the field several inquiries havebeen made pertaining to the spacing betweenlights for the inverted V used in night operations.The spacing is not depicted on the drawing onpage 5-9. The recommended lateral separationbetween the two front lights is 14 paces. Thelinear separation between the front two lights andthe first light forming the stem is 14 paces. Thedistance between the two lights of the stem isseven paces. (See diagram at right.)The inverted V''' was developed by a studygroup conducting research on night flying techniques at the U.S. Army Aviation Center. TheAviators conducting the test found the invertedV to be an improvement over the standard T.Although both lighting configurations werepresented in T 1-28 the inverted V will becomethe standard tactical lighting configuration. Eachof the services has adopted the inverted V and itis anticipated that NATO will accept it as the international standard tactical light system.SEPTEMBER 1976

7o14

O ~ - - - - 1 4 - ~ O27


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Air TrafficControllerf he

YearFor 1976A noncommissioned officer credited with averting a possibledisaster o an aircraft with a one-star general aboard has beenselected as the U.S. Army Air Traffic Controller o the Year for1976. Sergeant Lewis who is dual facility rated is shownabove monitoring radar at the Kitzingen Army Airfield Detach-ment GermanyS TAFF SERGEANT Steven ALewis of the 14th Aviation Unit(Air Traffic Control) in Germany,was chosen Controller of the Yearfor 1976 from among some 1,700 air

traffic controllers worldwide. The14th Aviation Unit is an element ofthe 5th Signal Command, headquartered at Worms, Germany, asubcommand of the U.S. ArmyCommunica t ions Command(USACC).

The save occurred 13 March1975, shortly after SSG Lewis arrived at the Kitzingen Detachmentin Germany from Ft. Rucker,where he was an air traffic controlinstructor. A sudden change in theweather in the Kitzingen areacaused an Army Aviator operatingunder visual flight conditions tobecome disoriented . He was uncertain of his location and ice beganforming on the aircraft. SSG Lewis,on duty at the ground controlledapproach (GCA) facility, locatedthe aircraft and talked the pilotin- to a safe landing.

The flag officer aboard the air-28

craft, Brigadier General John K.Stoner Jr . , commander of the 2dSupport Command in Germany,commended SSG Lewis on his skilland professionalism and took thesergeant and his crew to dinner.The dinner was followed by a letterof appreciation and a certificate ofachievement from General Stoner.

On another occasion SSG Lewiswas able to avert an accident whena pilot called in that he was on anapproach to the Kitzingen field.SSG Lewis checked the GCA radarscreen and advised the pilot that hewas actually planning to land onHighway 8B. The incidentreemphasized the complaints bypilots that the Kitzingen runwaylights were being obscured by thebrighter lights in the city. Theproblem was resolved by varyingthe intensity of the runway lights,which contributed not only to aviation safety, but also to the energyconservation program.

Other accomplishments cited inSSG Lewis' nomination for theyear's top controller included:

In 'late 1974, when he becamechief of GCA at Kitzingen, the 14thAviation Unit was given the mission of directing all Army air trafficcontrol (ATC) in Germany. Thismeant that procedures, manualsand other ATC material were nolonger valid. SSG Lewis quicklybecame familiar with allied ATCmaterial, complicated Germanflight safety requirements andNorth At lantic Treaty Organiza-tion (NATO) directives. Hegrasped the intricate requirements,deleted superfluous material andcompletely revised the GCA train-ing manual for Kitzingen ArmyAirfield . The revised manual andprocedures, coupled with what wasdescribed as SSG Lewis' insightand grasp of the special needs of thelocal (apprentice) air traffic controllers, aided most of the traineesto quickly become facility rated. He became the first dual facility rated controller at the KitzingenDetachment in the past 2 yearsdespite the difficulty and delay involved since the Federal AviationAdministration (FAA) examinernot a member of the 14th Aviation Unit. After receiving his dualrating (tower approach control

ontinued o inside back cover



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SMS visible imagery produced by the WSMR DRGS at1747Z on 22 Jan 1976SMS infrared imagery produced coincident witn prevIousvisible image

Continued from page. Satellitesdynamics and thus provide the in-formation required to derive theweather which is going on below.This information is of particularimportance in area 'l such as enemyterritory where other sources of in-formation may be denied.

For example, it already is knownthat severe weather phenomenasuch as turbulence, rain, hail, tOr-nadoes, etc. occur primarily whenthe tops of storm clouds are des-cending . These phenomenagenerally are not in evidence whenthe cloud tops are building upward.Variations in the vertical motions ofsevere storm tops have periods onthe order of a few minutes, withoverall lifetimes of the storm ranging up to a few tens of minutes.These mesoscale motions are easilyobservable with SMS satellites. t isessential that observations beavailable at roughly 1-minute inter-vals in order to make the datauseful for Army aviation in thebattlefield areas .ASL studies of meteorologicalsatellite applications to Army avia-tion battlefield weather center ontwo projects titled SATSEE and" SATSTM ." SATSEE is designedto provide a minute-by-minuteSEPTEMBER 1976

Dr. Webb illustrates the thermal controlmechanism of the 1 OOO-pound DefenseMeteorological Satellite Program DMSP)vehicle. Two of these satellites are maintained by the Department of Defense insun synchronous polar orbits near 700km altitude to furnish data over any loca-tion at 6-hour intervals

knowledge of the cloud cover andvisibility over the entire battlefield,with emphasis on enemy territory.SATSTM will provide a knowledgeof the location, intensity and mo-tion of all severe storms in thebattlefield area. These data will beavailable to Army aviation usersover an animated video display inthe SATCOM ground stationsdeveloped for SATFAL.

Deployment of the SATSEE andSATSTM systems can be expectedto materially reduce the effort in-vested in reconnaissance to assurereasonable assessment of en-

vironmental conditions for Armytactical operationsGLOSSARY

ASL Atmospheric SciencesLaboratory

DCP Data Collection PlatformDMSP Defense Meteorological

Satellite ProgramDRGS Direct Readout Ground

StationIR InfraredNESS National Environmental

Satellite ServiceSATCOM Satellite Communication

AgencySA TFAL Nuclear Fallout Predic

tion Fro m Satellite DataSATSEE Meteorological Satellite Vis

ibility SystemSATSTM Satellite Severe StormObservational System

SMS Sy nchronous Meteorological Satellite

VTPR Vertical TemperatureProfile Radiometric

WSMR White Sands Missile Range* * *

Balloonsondings Observing physical ormeteorological conditionsMesoscale: When concerning dimensionsthis refers to about 1 to 100 kilometers;when concerning time it refers to about 1to 100 minutesSynch ronous meteorological satellitesThose satellites that appear stationary tothe ground observerSynoptic observations: Normal weatherobservations such as highs, lows , fronts,areas of rain , etc., over a broad area

29


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UR I NGWORLD WAR I little was knownabout and even less consideration was given to crewrest and flying fatigue. Consequently aircraft accidents rather than combat losses caused the majorityof aviator deaths. Chronic stress fatigue in World WarI led to a syndrome of isolation loss of appetite andpoor sleep which in many cases was followed by accidents and death.

World War II saw improved concepts of stress andfatigue with the need for and implementation ofregular R&R. This war saw the use of night fighterpilots on a large scale with the special problems andstresses of night flying and night air combat added tostresses of daytime flying. More sophisticated aircraftprolonged overwater flights and high density antiaircraft action further added to the ever-present stressesof flying in combat.

30

Major William C. Wood MDThe Vietnam conflict employed Army aviation inprolonged stressful conditions thus requiring increased emphasis on crew rest improved living conditions for aviation personnel and better operational

conditions whenever possible for aviators.Today, fatigue is still a cause of pilot-error accidents. The importance of stressful factors leading tofatigue and pilot error can only be estimated, but certainly must be one of the more important aspects to beconsidered in any unit aviation safety program. Unitcommanders, flight surgeons safety officers and allmaintenance personnel are urged to emphasize stressand fatigue factors in operational planning and in unitsafety programs. Lecture material on stress andfatigue is now incorporated in our nap-of-the-earth

< 3 ~ ~U S V S

U.s. ARMY AVIATION DIGEST


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ASPECTS OF STRESS AND FATIGUETABLE 2 . ~ S t r e s e s in Army A v ~ o t i o n

" J ,_ , ~ , - : ; , ' J f . : . 'AI*.ittldestresses (including' hypoxia)C H ~ n g e s in speed (acceleratio,,)Te,l 'percitJ,lre arid humidity changes andexi'l' ;mes . ' .

V i b r ~ t i o nCockpit e n v i ~ o n m e n t~ i r c r a f t h a n d l i ~ g and flight ~ b c u a c t e r s t i c s

V l e a t h ~ r a n d flying (including all IMC)1;;:0 /7 W h 0 ~ : .- 5c} ':-, ' ~ ,Ci.rcadicin rhythm changes

9.; Work/rest cyCl c h a "10:'" a ; n d a c c ~ m m o d a t' f .1 , ; i ,11: C;ommclltd responsibility

s e J f - i m p ~ s e d s t r e s s ~ s (diet, r e c r e ~ t i o n a lc t i v i t i ~ s , a l c ~ h o l abuse, smoking, drugs)

1 6 ~ Nap-of-the-ecirth fl'ying'~ < ; : ~ ; e , t ; . - ~ ) t / . , X " . . i c i p a t i o n ~ inadivityA liigh ~ c c i d e n t and aircraftJoss tCite

D ~ g ~ e e of aviato .. x p e ~ i e " c ei &'%., ,Degree of recognition, praise and rewards tot ~ e i.ndividualandto the unit

Laboratory studies show that NOE flying IS morefatiguing than standard rotary wing flying,There is no good measure for flying fatigue other

than that of decreased performance by the aviator.This again emphasizes how important it is for all persons involved in Army aviation to learn what to lookfor in the aviator to identify pilot fatigue.

Table 3, also an extract from the February 1976 article on "Fatigue, " lists signs and symptoms of fatiguein general. Table 4 is a listing of those signs and symptoms of flying fatigue which our aviators are beingaske

Documents

Army Aviation Digest - Sep 1976