Army Aviation Digest - Sep 1993

7/28/2019 Army Aviation Digest - Sep 1993

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Army

1993 Di9est

EARLY ENTRY-EPLOYABLECONCEPT FOR AVIATION _ _ _ : . ; E ~ ~ ~ _ 24-HOUROPERATIONS

AVIATION RESTRUCTURE INITIATIVEFOUNDA TlON FOR THE FUTURE

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LETHAL

WITHIN RESOURCES

1993

21stCentury

Bulletin 1-93-5 Distribution restriction: This publication approved fo r public release. Distribution unlimited


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Aviation DigestProfessional Bulletin1- 93 -5 September/October 1993

ARNG Aviation Training Sites:Total Army Partners,MG Dave Robinson3 Views From Readers7 U.S. Army Operational Concept for Aviation, COLCharles M. Burke andCN Donald C. Presgraves

14 Aviation Restructure Init iat ive-The Way to theFuture, LTC Rick Scales18 Future of the Anny's Cockpit Crash Protection, Mr.

Kent F. Smith24 The 160th SOAR(A) Sets Rotary-Wing EnduranceRecord, CN Michael 1. York28 The High--Capacity Air Ambulance,CN Jarres M.

Marotta32 Arming the OH-58D, COL John O. Benson34 The Anny Drawdown and Aviation Safety,CW3 Alfred

L. Rice36 Corps Air Cavalry Operations in the Deep Battle, CJYfWensley Barker39 Aviation Officers Should Be Commanding HeavyDivision Cavalry Squadrons,CN Howard E. Arey41 Aviation Personnel Notes: Warrant OfficerCareer Paths, CW5 Clifford L. Brown43 Aviation Logistics: Maintenance Test Flight: ADifferent Kind of Risk,MAl Russell M. Stansifer46 ATC Focus: Doing More With Less, Mr. Neal E.Johnson47 TEXCOM: The Improved Recovery Vehide, Mr.Wayne E. Hair49 Soldiers' Spotlight: Master Sergeant Promotion Board

Analysis, CSM Freely Finch Jr.The U.S. Army Aviation Digest is an official Department of theArmy professional bulletin (ISSN:0004-2471) (USPS415-350) publishedbimonthly under the supervision of the commander, U.S. Army AviationCenter. This publication presents professional information, but theviews expressed herein are those of the author not the Department ofDefense or its elements. The content does not necessarily reflect theofficial U.S. Army position and does not change or supersede anyinformation unless otherwise specified. Photos are U.S. Army unlessotherwise specified. Use of the masculine pronoun is intended to includeboth genders unless otherwise stated. Material may be reprintedprovided credit is given to the A viation Digest and to the author unlessotherwise indicated. Publication uses recyclable paper.This medium is approved for the dissemination of material designedto keep individuals within the Aviation Branch knowledgeable of currentand emerging developments within their areas of expertise to enhancetheir professional development. Articles, photos, and items of intereston Army Aviation are invited. Direct communication is authorized by

Cover: As Anny Aviation advances on the21st century, continued evolution ofdoctrine places more and more emphasis onthe role of aviation in the early entry of theForce Projection Anny ..The key tomaintaining the edge-in a downsizedmilitary-will come from technology and thestreamlined fielding of materiel. The leadarticle starts on page 7; a supporting articlestarts on page 14.

Major General Dave RobinsonCommander, U.S. Army Aviation CenterMajor Steven R. EisenhartExecutive Editor

Patricia S. KitchellEditorBy order of the Secretary of the Army :GORDON R. SULLIVANGeneral, U.S. ArmyChief of Staff

Official :MILTON H. HAMILTONAdministrative Assistant to theSecretary of th e Army05329

writing Editor, U.S. Army Aviation Digest, ATTN: ATZQ-PAO-AD,Fort Rucker, AL 36362-5042, or by calling either DSN 558-3178 orcommercial 205-255-3178. Manuscripts returned only upon request.Second class postage paid at Daleville, AL, and additional mailingoffices.Active Army, Army National Guard, and U.S. Army Reserve unitsreceive distribution as outlined in DA Pamphlet 25-33. To complete DAForm 12 -99 -R, enter form number 12-05-E, block number 0014, andquantity. Also use DA Form 12 -99-R for any change in distributionrequirements. Army units submit the form to their publications controlofficer.Personal copies of the Digest can be ordered from New Orders,Superintendent of Documents, P.O. Box 371954, PittSburgh, PA15250 -7954.POSTMASTER: Send address changes to U.S. GovernmentPrinting Office, Superintendent of Documents, ATIN :Chief, Mail ListBranch, Mail Stop: SSOM, Washington, DC 20402-9373.


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iW':r,:,"6 Major General Dave Robinson

ARNG Aviation Training Sites: Total Army Partners

T he national military strategyrequires our Army to deter aggression and, should deterrence fail,defend the nation's vital interests.The force must be capable of winning two major conflicts at nearlythe same time or participate in avariety of operations other than war.Office of the Secretary of Defense'sbottom-up review of military forcestructure proposes greater reli anceon reserve forces. As force structuredeliberations continue, the resultantforce will emphasize readiness,deployability, lethality, versatility,and sustainability within a constrained resource environment.

This regional crisis responsestrategy requires trained, ready,rapidly deliverable forces. With theCold War era now a historical remnant, the Army is challenged to develop capabilities to deal withnontradi tional roles and missionswhile transitioning to a continentalUnited States-based, power-projection Total Army. The ReserveComponent, both Army NationalGuard (ARNG) and the U.S. ArmyReserve (USAR), must maintain aforce structure capable of executingthe national military strategy.

This article addresses the role ofthe Reserve Component, specificallythe ARNG Aviation Training Sites(AATSs) and their contribution tothe Total Army. Army Aviation'swarfighting concept remains steadfast in complementing other combatsystems and, ultimately, achieves acombined arms synergism whichsupports the Army's modernizationobjectives. Maneuver in the third dimension expands the Army's versatility in achieving these objectives by enabling the Army to fightsimultaneously throughout the expanse of battle space and to quicklychange roles and missions as operations dictate. Clearly, the ReserveComponent must complement theActive force and be capable of performing these missions.

To prepare for our mission, aviation training and leader development strategy continues to emphasize individual, crew, and collectivetraining, and also includes initiatives to enhance combat effectiveness in spite of declining resources.Both Active and Reserve Component training bases provide vitalsupport to our training and leaderdevelopment strategy.

u.s. Army Aviation Digest September/October 1993

Total Army training and leaderdevelopment in aviation is a realitytoday. The Army's quality trainingstandards, as embedded in the institutions of the U.S. Army Trainin g and Doctrine Command(TRADOC), are the standard throughout aviation in the Total Army. Asmall pool of full-time reserve officers at the Aviation Training Brigade, Fort Rucker, Ala., teach students from all components of theArmy. In addition, the AATSs playamajor role in the Army's trainingsystem by augmenting FortRucker's capability to provide training opportunities for all aviationsoldiers.

There are two AA TSs in the forcestructure. They are the EasternAATS located at Fort IndiantownCap, Pa., tasked with utility, cargo,and fixed-wing training responsibilities, and the Western AATS located at Marana, Ariz., aligned withthe attack and aeroscout programs.The premobilization mission of theAATS is to conduct ARNG Aviationtraining and, where resourced, toprovide training for the USAR andActive Component units. The mobilization mission is to augment aviation


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training as an activity under the command and control of Fort Rucker.

The Eastern AATS, organized on 1August 1981, was an HQDA-supported, National Guard Bureau initiative designed to conduct ARNG individual aircrewmember qualificationand sustainment training focusingon mature aircraft systems. SinceAugust 1981, the training si te hasflown well over 50,000 aircraft flyinghours in support of flight trainingcourses and 200,000 hours of UH-lIroquois/AH-IF Cobra simulation.The training site provided instruction for over 6,100 formal coursestudents along with 44,000 regionalsimulator periods for ARNG, USAR,and Active Component aviators. TheEastern AATS is staffed entirelywith ARNG personnel in a fulltime military status.

In July 1991, TRADOC selectedthe Eastern AA TS as the testbedfor the first Reserve ComponentTraining Institution (RCTI) QualityAssessment Program. On 9 April1993, after a rigorous certificationprogram conducted by both the U.S.Army Aviation Center and Directorate of Evaluation and Standardization (DES), TRADOC fullyaccredited the Eastern AATS as anRCT!. The Eastern AATS is currently the only RCTI certified toconduct modemized aircraft qualification training and is conductingUH--{)O Black Hawk, CH-47D Chinook, U-21 Ute, C-12 Huron, C-23Sherpa, C-26A Metro 3, and C-26BMetro 23 qualifications. The Eastern AATS relocated fixed-wing operations as a detachment from FortIndiantown Gap to Clarksburg, W.Va., on 6 August 1992. Quality assurance for all training is provided by aDES cell co-located at the site that isunder the direct control of DES atFort Rucker.

During fiscal year (FY) 94, theEastern AA TS has been tasked toconduct military occupationalspeciality (MOS) transition courses2

for the 67N (UH-l), 67T (UH-60),and 67U (CH-47) MOSs plus theassociated basic noncommissionedofficer/advanced noncommissioned officer courses. Courses andfacilities have been coordinatedunder the auspices of RCTI, withcourses planned to start in October1993. Training seats for FY 94 arecurrently programmed at 584 quotas.

With the advent of the AviationRestructure Initiative, the EasternAA TS is rapidly phasing out ofmature aircraft systems (OH-58 NCKiowa, OH-6 Cayuse, and UH-l H)and transitioning to modernized airframes. However, the site has beentasked to retain a capability in theUH-IH for the near term. To supportmodernization, an upgrade of facilities is scheduled. A major construction project for a UH-60/CH-47simulator facility has been programmed. The Fort Ord, Calif., UH-60 simulator has been reallocated toth e Eastern AA TS at FortIndiantown Gap. Actions are underway to procure a CH-47 simulatordevice for the Eastern AATS.

The Western AA TS was officiallyorganized in October 1986 and iscompleting its fifth operational year.Official training started in March1987. Since that time, the WesternAATS has flown over 39,000 flightsimulator hours and over 35,000aircraft hours wi thout a Class A orB mishap. The Western AATStrained 1,534 flight, 1,788 simulation, 564 safety, and 940 nonflightstudents.

The Flight Simulation Divisionof the Western AATS provides AH-lCobra Flight Weapons Simulator(FWS) for AH-I units in the Southwestern United States and Hawaii.Since opening in May 1988, the FWSconsistently has been one of themost frequently used simulationdevices in the Army. The WesternAATS has a new simulator complexthat will house an AH-64 Apachecombat mission simulator, a UH-60

simulator, and possibly an AH-IFaircrew trainer.

:rhe Western AATS is completing the draft and final environmental impact statements (EISs) required for training site growth. TheEIS represents a major steppingstone towards Western AA TSex pansion. The EIS provides theframework for the master construction plan, expanded flying areas,and a dedicated helicopter gunneryrange of world--class caliber. A recordof decision in the EIS is expected byDecember 1995.

Presently, the cadre at the Western AATS is eagerly anticipatingth e completion of their PicachoStagefield. The new stagefield willpermit significantly increased training. Its construction is scheduledto be complete in the second quarterof FY 94. The Western AA TS israpidly becoming a linchpin inARNG attack helicopter unit sustainment training as well as a critical link for Total Army Aviationtraining with ties into the varioustactical training areas in the southwest. Quite possibly within the nextfew years, contingent upon thecompletion of Picacho Stagefieldand the EIS, the Western AA TScould become capable of conducting AH-l training for the Army andour allies.

As we restructure the TotalForce to accommodate future requirements in our changing world,Army Aviation will remain a majorcontributor to the combined armsteam. Our goal is to provide aflexible, trained, and ready forcecapable of operating across a broadcontinuum of operations. The ARNGAATSs are in sync with Army Aviation and are crucial players in TotalArmy readiness.



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VIEWS FROM READER

This view is a follow-Dn to the"Assignment: Fort Rucker" articlewritten by Major General (MG) DaveRobinson in the May/June 1993issue.

As a junior officer, I entered mytour at Fort Rucker, Ala., with concern and apprehension after hearing so many "horror" stories about"Mother Rucker" and the "Captain 'sCurse" of serving at Fort Rucker.Fortunately, times change and FortRucker is a far different place thanit was 5 years ago.Past images of substandard officers, overweight instructors, andnoncommissioned officers (NCOs)retired on active duty is just that, animage from the past. As quickly asthe personal computer has revolutionized the way Americadoes business, the Anny Aviation WarfightingCenter, has become an assignmentfull of opportunities for the junior

officer. Let me offer a personalexperience from a junior officer'sperspective.

After 25 months in the Republic ofKorea, I returned to Fort Rucker as afirst lieutenant to attend the Aviationofficer advanced course. Completelyreorganized, the advanced coursecompany cadre was no longer the"retirement community" for passedover captains. Instead, the instructors were the finest the Anny couldprovide: captains with one and twohighly successful commands, senioraviator wings, and a wealth of experience from Operations "Just Cause"and "Desert Storm." These officerswere extremely well versed in the tactical art of war. During my tenure inthe advanced course, I witnessedmany of these captains being promoted to major as they permanentlychanged station to their next assignment. This was a major transformation from what I could rememberfrom my flight school days. I wasbeginning to detect that the climateat Fort Rucker had definitelychanged.

u.s.Army Aviation Digest September/October 1993

After I completed the advancedcourse, Fort Rucker afforded me theopportunity to attend the combinedarms and services staff school.After I retunled to Fort Rucker, theopportunities continued. I completedthe UH-60 Black Hawk instructorpilot course and became a nightvision goggles (NVG) platoonleader. In this capacity, I continued to realize the transformationthat Fort Rucker had undergone.

Instead of the overweight andsomewhat complacent instructor pilots I could remember from yearspast, I found myself leading 17 ofthe most professional, dedicated,and technically competent warrantofficers, and 2 of the finest Department of the Anny civilians. This hadbecome the standard at Fort Rucker.I was proud to witness numerouschief warrant officer 2s (CW2s)being promoted to CW3 and myCW 3 being promoted to CW4.These officers had clearly demonstrated the potential to serve in positions of greater responsibility andwere making their positive mark on

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the hundreds of allied and foreignofficers they so superbly trained.

As they were permanentlychanging station from Fort Rucker,many of these officers were attending the instrument flight examiner course en route to their nextassignment; others were heading directly to the 160th Task Force; andsome, to full-time degree completionprograms. The opportunities thatFort Rucker had provided them wasenonnous. My image of Fort Ruckerwas continuing to grow to be verypositive.

During my 6 months as a NVGplatoon leader, I was promoted tocaptain and selected for a companycommand. Upon assuming commandof an advanced individual trainingcompany, I was overwhelmed by thededicated and professional soldiersassigned to Fort Rucker under mycommand. Drill sergeants and NCOswere leading from the front and contributing immeasurably to the technical training and soldierization ofour junior enlisted personnel. I wasnow convinced that Fort Rucker hadbecome a place where commissioned,warrant, noncommissioned, and enlisted soldiers were playing a significant role in the shaping of aviation'sfuture. Fort Rucker has definitely become a team, as MG Robinson said,.. ... now comprised of highly respected and successful aviation leaders; i.e., past brigade, battalion, andcompany commanders, warrant officers, and enlisted professionals whocome here for a single tour of duty tocontribute operational know ledgeand help shape the future across anumber of important areas."

I undoubtedly will look backfavorably on my assignment at the"Warfighting Center" and encourageall junior officers to seek an assignment at Fort Rucker.

4

CPT James R. SchenckCommander, B Company, I-13th

Aviation RegimentFort Rucker, Ala.

This letter is in response to theAviation Personnel Notes: "So YouWant to Go to Flight School?" articlein the May/June issue. Although theauthor can factually state the policy..that applicants must be under 29 toapply for flight school", it is anothermatter to justify that policy as goodpolicy by berating old aviators asbeing "long in the tooth." So, hereis a towel for drying that wet spotbehind the current policy's ears!

In 1981, the flight school class Iattended was a mix of young highschool to flight school kids and Vietnam veteran infantrymen. We allpassed the same physical trainingtest and flight physical. Our classhad the energy and fresh vision ofthe young soldiers that was tempered by the solid judgment andex perience of the older military personnel. After 4 years, the percentage of older servicemembers remaining in service was greater thanthe younger servicemembers whohad either left or had been releasedfrom the Army. The biggest return ontraining investment was with theolder servicemembers

The benefit of age and experiencein a unit can be illustrated by a fewmore examples. You must have thepeople who know how to set up the"general purpose (GP) mediums."Setting up a GP medium is not something you learn in flight school orread about in a manual. There aremany GP mediums not of the tentage variety. As a young warrantofficer I (WOI), I was glad for theexpertise of other WOls and W02swho knew how to se t up a GPmedium, how to set up an arms room,and how to run a supply room.Experience provided a lot of depthto the unit that would not havebeen there otherwise.

The key to becoming a good, dependable, and a well-rounded aviatoris developing sound judgment andmaturity. Often younger aviatorsneed the mentorship from their ownranks and usually from the older, career-minded, WOs in their ranks whohad life's experiences to draw from.The WO 1 may not always receivethat mentorship from senior warran ts in the unit. To the detriment ofthe branch, many units no longerhave senior warrants.

Ever wonder why Army Aviationdoes not have a "tail hook convention" problem? Could it be becauseolder aviators sometimes help keepyounger aviators in check? An olderchief warrant officer 2 (CW2), whohappens to be a grandfather, doesnot make for a good party animal.

Training assets easily can bewasted on young adults whose indecision about Army careers or poorjudgment when driving under theinfluence lead towards their fasttrack to civilian life. Older warrantsare not immune from poor judgment,but they generally have families andhave more to lose, which keeps themfrom slipping into the Htailhook convention" mode of thinking.I, for one, am proud of our "long inthe tooth" aviators-those leadingour Aviation Branch and those wholed young warrants in the trenchesteaching them from years of experience in infantry and artillery abouttactics and fieldcraft. Where wouldwe be without them? There are many"50-year old CW4 aviators" whohave died for our country. Has agebecome so nocuous in our societythat we use it as a barrier to keepservicemembers from serving theircountry in a branch they are willingto die for?

I am also proud for our youngaviators. We need the fresh perspective, experience, energy, and synergyfrom both groups. However, toestablish a policy based on age,which has not worked well for the



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other branches of service, is badguidance. Every young adult whosewayward, youthful folly cuts short apromising career, and the AviationBranch loses one serious- minded,mature, older adult focused onchoosing Anny Aviation as a career-albeit somewhat later in hislife.

The Aviation Proponency Office(APO) may elect to establish a policyto reduce the aviation force of olderaviators to avoid the Selective EarlyRetirement Boards and reductions inforce. If so, that should be so stated.But APO should not imply that thatpolicy is established because olderguys Call1Ot "cut the mustard" in acombat zone. There are maI1Y seniorWOs who would gladly aI1d proudlystep forward today to serve honorably as attack helicopter teaIn leaders in a combat zone.

CW3 Alfred L. Rice1-223d Aviation RegimentAviation Training BrigadeFort Rucker, Ala.

Opportunities are open in theMississippi Army National Guard(ARNG) for pilots and support personnel because of reorganizationof the target acquisition and reconnaissance company from OH-58Aand C to the OH-58D Kiowa Warrior.The 1st Battalion, 185th Aviation, islooking for all types of enl istedaviation military occupational specialties as well as qualified OH-58Dpilots or pilots who would like to transition into the OH-58D.

The 1-185th Aviation is split withunits located in both Tupelo and Jackson, Miss. Both areas have excellentjunior colleges in the local area aI1dmajor universities are just a short drive

from each location. Members of theMississippi ARNG are eligible for StateEducational Assistance as well as theMontgomery GI Bill and the StudentLoan Repayment Program.

The economic picture in Mississippi has been improving. The unemployment rate is well below the nationallevel and continues to improve.

You may be considering leavingactive duty in the near future, andwould like more information aboutthe opportunities the 1-185th Aviationhave to offer. I f so, contact CaptainKelly C. MacNealy atDSN 637-6185or commercial 60 1-680-8309.

Just wondering if you could get anofficial answer to the following question:

Why are commanders making theiraviators and crew members wear camouflage face paint while performingcrew duties?

I don't think there is any real justification for wearing it. Why in theworld would someone put on aNomex tlight suit and gloves toprotect them from various fire hazards and then put on flammable camouflage paint allover their face?

Curious!

When everything looks hopelessand no one seems able to help, who areyou going to call?

I would suggest you try the program integrator (PI) representative(listed on the next page) at the Defense Plant Representative Office(DPRO).

u.s.Army Aviation Digest September/October 1993

To help program managed systems,especially acquisition category 1 programs, the Defense Logistics Agency(DLA) established the position of PIs.Initially, the intent of the program wasto provide a focal point within theDPRO for the Program ManagementOffice (PMO) and functional personnel to obtain assistance. However, it isevol ving into a much larger supportprogram. The intent now is to providethe program manager (PM), PMO,and personnel in the functional directorates a full-time "team" of representatives (Progranl Support Tean1(PST)) within the contractor's plant.The PI and PST do more than justaI1SWer questions, attend meetings, andgenerally keep the PMO and functionalsinfonned. Their mission includes allthe above plus running down spareparts, assisting in tield maintenaI1Ceproblems, and just about anything elseour customers want. In addition, somePMs have asked the PI and PST tohelp with customers (Active, Reserve,and National Guard units) in solvingtheir problems.

The PST, headed by the PI, is madeup ofpersonnel from each of the majordisciplines found in a DPRO: engineering, quality, and contracting. Thesepersonnel assist the PIs in their supportof the customers and their programs.Each PST is tailored to tit the progranland its place in the acquisition lifecycle. For example, a program that isearly in development would have ahigher portion from engineering thanwould one nearing the end of its usefullife. Also it can be further tailored tomeet the desires aI1d special needs ofthe customer. In aU cases, the customer is the PMO and lor functionaldirectorates at the buying commandand, as stated, Active, Reserve, andNational Guard units. In reality, thecustomer that the PI deals with mostoften is the PM and his PMO.

Each PI should be working at thedirection of his or her customer andshould be seeking out "hidden" problems and helping highlight them to the

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CURRENT PIs Monitoring the contractor 's meetings on production, suspenses, and reports.PROGRAM (contractor)

APACHE. AH-64A (MMDC) Foreign Military SalesLONGBOW Apache (MMDC) 30mm Gun Fire Control Radar (MMAO)COMANCHERAH-66 (Joint)RAH-66 (Sikorsky)RAH-66 (Boeing)SPECIAL OPERATIONS AIRCRAFTMH-47E (Boeing)MH-60K Aviation Avionics Subsystem (IBMFederal Systems)KIOWA WARRIOR OH-58D (Bell)CREEK New Training HelicopterTH-67 (Bell)BLACK HAWK UH-60 (Sikorsky)CHINOOK CH-47D (Boeing)

contractor and the customer. Notethat I said to the contractor and thecustomer. The PI team should not bethe PM's spy in the plant. They mustwork with the contractor, gaininghis trust and confidence if they areto truly be able to provide thecustomer with timely and meaningful infonnation. They can help thecontractor solve problems,.especiallyones caused by lack of conullunications wi th the buying commandand the PMO. Their close proximity to the contractor allows them todevelop a good sense of what ishappening in the plant and how thecontractor will react to problems.The PI and/or the PST membersshould be attending contractor6

Name/Phone Number

Mr. DougGarm/602-891-3850CPT(P) Chip Winn/602-891-3383Mr. Ron Traejo/602-891-3079Ms. Susan Burke/602-891-3009Mr. Al Garcia/407-356-7427MAl Loren Peele1203-386--3877LtCdr Ed Bellini1203-386-4763Mr. Randy Kiem1215-591-8622

Mr. Bob Kellliedy/215-591-8538

The PI must balance between DPRO DLA objectives (e.g., doing the paperwork, personnel actions,etc.) and their customer'sobjectives (e.g., deliveringaircraft, reporting problems,doing engineering changeproposals, etc.). While theseactivities are not mutuallyexclusive, th e prioritiessometime conflict. A PI identifies these conflicts andworks with his managementand the customer to prioritize

Lt Dave Morgerson (Navy)/203-386-7967Mr. Cal Hobertl607-751-4386

team workload. This way, a PIhelps the PST and DPROmanagement focus collectiveattention on issues and concerns of the customer. The PIshould develop a close relationship with his or her customer and know his concerns. Obviously, these concerns may tluctuate and frequent adjustments should bemade. Phone calls are a necessity (regularly made, evenwhen you have nothing specific to talk about), but noth-

MAJ John Quackenbush/817-280-7500

MAJ John Quackenbush/817-280-7500MW Carl Allen/203-386-7295Mr. Don Tracy/215-591-8522

meetings, giving them more insightinto the contractor's managementtechniques, and providing the opportunity to be a conduit for thetransfer of information, both goodand bad, between the customer andthe contractor's management team.

Some examples of the types ofthings PIs are doing are -

Assisting the PMO in tracking!tracing of Government-furnishedequipment.

Monitoring warranty claims. Submitting military standard

requisitioning and issue procedures (MILSTRIP) requests andcontrolling MILSTRIP funds.

Coordinating corrective actionon quality deficiency reports.

ing beats a personal visit to a customer on his turf. Attending progran1management reviews, logistic programprogress reviews, integrated logisticsupport management team meetings,user conferences, etc., is a great wayfor a PI and team members to meet andget to know all elements of their customer, especially the end users-soldiers, sailors, marines, or ainnen in thefield.

The PI has been in the field for over2 years, and has made a significantimpact in the way most PMOs andfunctional directorates view the DPRO.It is the DPRO's intent to providebetter support to all our customers, notjust the PM and PMO. The PIs arethere for your use, try them and seehow they work out.

u.s. Army Aviation Digest September/October1993


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,..

u.s. ARMY OPERATIONALCONCEPT FOR

AVIATIONOurMission Is WarflQhting-

Colonel Charles M. BurkeDeputy Assistant CommandantU.S. Army Aviation Warfighting CenterFort Rucker, Alabama


Captain Donald C. PresgravesChief, Concepts Branch

Concepts and Studies DivisionDirectorate of Combat DevelopmentsU.S. Army Aviation Warfighting CenterFort Rucker, Alabama

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T he U.S. Army's Operational Concept forAviation describes the role of aviation inwar and operations other than war. Theconcept begins with a redefinition of missions to beperformed now that aviation has passed anothermilestone (aviation maneuver) in its evolution. Itdiscusses the application of the principles of aviationemployment in offensive and defensive operations,then compares corps and divisional levels of operation. Finally, it describes a notional campaign showing how aviation elements would be deployed into amajor regional contingency; how combat operationswould be conducted under a joint task force; and theactions that must be taken to prepare for redeployment following the cessation of hostilities.Evolution of Aviation Missions

Throughout much of its 50-year history, aviationhas been given the mission of supporting the operations of the ground commander (figure 1). Untilrecently, the attack helicopter was viewed as supportfor the infantry much in the same manner as tankswere used in the early stages of their development.Under AirLand Battle doctrine thinking began tochange. For the first time, combat aviation was

WW II Korea Vietnam

recognized as having the potential for actual maneuver by air. That potential has now been realized .

The modern attack helicopter has proven in combat that, using stealth and superior mobility as well asshock effect, it can perform many of the samemissions of the tank. Although not a replacement forthe tank, as an ai r vehicle, the helicopter can overcome some of the tank's limitations; i.e., gaining ahigh degree of battlefield observation, avoiding vulnerability in close terrain, easily crossing terrainobstacles such as rivers and swamps, and being ableto self-deploy.

Combat support aviation can now operate throughout the depth of the battlefield to support maneuverelements. The repositioning of dismounted infantryand artillery, provision of forward command andcontrol (C2) platforms, operation of intelligence andelectronic warfare (lEW) aircraft, battlefield movement of personnel and materiel, and evacuation ofcasualties from forward areas are all missions thathave been enhanced through modernized aircraft anda more offensive- minded doctrine.

Continued evolution of the doctrine places moreemphasis on the role of aviation forces in early entryof the Force Projection Army (figure 2). During a

DesertStorm

1972 Concept ofAttack HeloDemonstrated In

8

1950 Use of Helo forCargolMEDEVAC

1940's 1950's

Combat

1960's 1970's 1980's 1990'sFigure 1. Evolution of Aviation Missions

Reconnaissanceand SecurityAttackAir AssaultAir CombatSpecial Operations

Command & ControlAir MovementIntelligence &Electronic WarfareAeromedicalEvacuation



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More EfficientUse of StrategicMobility

Rapid Deployability StrengthensEarly Entry Forces

DecisivePotential in EarlyEntry of ForceProjection Army

Superior Maneuver Capability ComplementsEffectiveness of Mechanized Forces Added Dimensionon BattlefieldSteahh

Mobility . ), . " . '. ' ._ ' "... ~ ...- "

Firepower"'-''''.(''., .01''", .: " . < . . ...... . . .. :: ~ ; t : fShock Action {;

. :._ ..... ::.':t . ~ . : . : ~ l ! { : . ~ . : : . ~ ... : ~ : . : . ~ : ~ : : { f { .. : - . ~ < : z ~ ~ < ~ ~ ~ " i ~ ~ : : ; ~ . . : : ~ ; ' ) ~ ~ ~ ~ ~ ~ . . ; : 1 ~ ~ : : : , : ; . : ; , ~ ~ ~ ; . . : : ~ ~ ~ ~ < . ; i ~

Figure 2. Decisive Potential for Force Projection

strategic deployment to an actual or potential regionalconflict, self- deployment or early strategic air and/orsea lift of aviation forces could be decisive. Havingthe means for day/night and adverse weather reconnaissance and security at some distance from a lodgement area is crucial in the early days of the conflict.Attack helicopter forces, ready to fight early, maygive pause to a potential aggressor and thus providemore time to deploy forces. In case of open hostilities,attack aviation assets availab le in the theater early willprovide the commander one of his most lethal, flexible, and versatile means of destroying enemy forces.Self- deployed or airlifted combat aviation forces area decisive means of holding off strong attackingforces until strategic deployment of heavy groundformations can be executed.General Principles for Aviation

General principles for aviation provide the foundation upon which the Army's Operational Concept foru.s. Army Aviation Digest September/October 1993

Aviation Maneuver-to place theenemy in a position of disadvantage through the flexible application of combat power in the thirddimension.

Aviation rests. These principles derive from thePrinciples of War and the tenets of Army operations.While aviation forces break friction with the ground,they operate in the ground regime. They are mannedsystems, operating as units, employed as combinedarms, and using the terrain in the same fashion asground units . Although they offer some unique advantages to the commander-the ability to fight fromthe swamps, the tops of the forests, and the sides ofthe mountains - they are subjected to the same dy-

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AVIATION ...THE THIRD DIMENSIONFigure 3. Decisive Combat Power

namics of the battlefield and the same physics of landwarfare as ground combat units.

Aviation maneuver leverages these unique advan-tages to the benefit of the ground commander. Syn-chronizing aviation maneuver with ground maneuverby enhancing reconnaissance, providing security, andconducting attacks and counterattacks allows thefriendly force commander to increase the tempo of hisground operations, and to achieve a positional advan-tage in both time and space over his enemy (figure 3).Linked with deep fires, aviation maneuver offers theground commander the capability to influence eventsthroughout his area of operations. Only the U.S.Army currently possesses the capability to do this.The principles are as follows:

A viation operates in the ground environment, not tlleaerospace environment. This cardinal principle definesaviation's role as an element of landpower. Aviationis a component of the combined arms team, not theair component of the U.S. Army. Aviation's primarymission is to fight the land battle, secondarily tosupport ground operations. Aviation is comprised ofsoldiers, not airmen, and its battlefield leverage isachieved through a combination of observation, mo-bility, and firepower that is unprecedented in landwarfare. Aviation greatly multiplies the commander's10

ability to apply four fundamental Principles of War:Maneuver, Mass, Surprise, and Economy of Force.

Aviation expands the battlefield in space, time, andechelon. Expansion of the battlefield is necessary toenable the commander to seize the initiative at acritical point in the battle. Aviation expands theground commander's battlefie ld in three dimensions-principally, in space and time by extending the rangeat which direct fires and observed fires can be concentrated on the enemy and by expanding his reconnaissance and surveillance envelope beyond the effective range of other systems. Aviation expandsbattle space at each echelon to which it is assigned orattached, providing a capability where none exists oradding to capabilities extant.

A viation performs combat and combat support batik-field functions. Aviation's greatest contribution tobattlefield success is the ability it gives the com-mander to apply decisive combat power at criticaltimes, anywhere on the battlefield. This may be directfire from aviation maneuver units or the insertion ofoverwhelming infantry fires, delivered into combatby air assaul t.

Combat support missions are directed toward support of ground combat operations. This includes airmovement and aeromedical evacuation, whose pri-



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mary function is support of combat elements incontact with the enemy. Aviation does not performcombat service support battlfield functions except forthose designated aviation logistics elements responsible for the maintenance and supply of aviationcombat and combat support units.

The role ofcombat avilltion is to locate and destroyenemy ground forces and support elements. Aviationcombines the four elements of combat power-maneuver, firepower, protection, and leadership. Combat aviation (cavalry, attack, and air assault) combines maneuver and firepower at a rapid tempo andover great distances. Together with armor and infantry, combat aviation forms the nucleus of the Army'smaneuver forces whose mission is to close with anddestroy the enemy. All of the elements of combatpower must be applied within the context of combined arms operations.

Combat aviation is concentrated at division level.Combined arms battles and engagements are foughtby brigades and divisions. Division is the lowest levelat which all of the combined arms are normallyintegrated. The combination of infantry, armor, andcombat aviation is an habitual association at thedivision level. All three arms are required for deep,close, and rear operations throughout the course ofbattle. Therefore, combat aviation must be primarilyassigned to and employed by divisional aviation bri-gades, just as infantry and armor battalions areassigned and employed by their parent brigades.Aviation fights as units and must be given unit missions. In like manner, aviation units conducting avia-tion maneuver operations are given maneuver objectives rather than individual targets.

Combataviation is primarily employed against deeptargets and on flanks, secondarily in support ofgroundmaneuver elements in the close fight. The mobility andfirepower of attack helicopters are most effectivewhen concentrated against enemy flanks or againstarmor and artillery moving in the area beyond theforward line of own troops (FLOT). When coordinated with direct and indirect fires at the FLOT,surprise and disruption of all enemy forces will begreatest. When combat aviation is fighting in conjunction with ground maneuver elements in the closebattle, attack helicopters will minimize vulnerabilityand exploit the effect of surprise by operating ondifferent axes and from different battle positions thaninfantry and armor.

Combat aviation will be supported by all of thebattlefield operating systems (BOSs). As one of thedivision and corps commander's primary maneuverelements, combat aviation, like infantry and armor,u.s. Army Aviation Digest September/October 1993

will be supported by the other BOSs. Systems such asair defense, fire support, intelligence, and engineerare essential and must be synchronized early in theplanning process.

Combat support avilltion is primarily concentrated atcorps and employedat both the corps anddivision levels.Besides corps attack and cavalry units, general support, medium lift, and special purpose aviation units,which are not required routinely for division operations, will be primarily assigned to corps aviationgroups. They will be used for corps missions orallocated to divisions when required. A viation units are integrated into the combined armsdown to the level at which they will be employed.Aviation units cannot be effectively employed if theyare plugged into brigade or battalion operations on atask-order basis. This creates less than optimumresults. The division aviation brigade is the primarylevel of integration, and the brigade commander isresponsible for the operation of all divisional aviation.He will normally command and integrate reinforcingaviation units from corps. When aviation units areplaced under operational control of the other brigades, they will normally be "for a mission basis"and a liaison detachment should be placed at theground brigade command post to advise on aviationemployment.

Planning times for aviation and ground maneuverelements will be the same. Aviation units conductdeliberate planning within the same time parametersas the other maneuver elements. Airspace coordination, route clearances, and weather updates complicate the task for aviation staffs, but for effectivecombat operations, the standard is the same.Combat and Combat Support Missions

A viation Combat Missions. These missions are conducted by maneuver forces engaged in destroyingenemy forces by direct fire and standoff precisionweapons in combined arms operations as follows: Reconnaissance and security. The corps armoredcavalry regiment and the division cavalry squadronare primarily responsible for this mission, using theirorganic air cavalry units. Additional ground and at-tack helicopter units may be attached if needed fordeep reconnaissance or guard missions. For earlyentry forces in contingency operations, air cavalry isthe most effective element to conduct the reconnaissance and security mission. Counter-reconnaissanceon flanks and in rear areas is part of this mission.

Attack. The primary purpose of attack operationsis the destruction of enemy armored and artilleryunits. Attack helicopter assets are decentralized to

11


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divisions to the greatest possible extent. Attack units canconduct deep, independent operations or can be used inconjooction with groood maneuver ooits in the close battle.Attack ooits are most effective when used in mass incontinuous operations on the enemy's flanks and rear. Nightoperations will be the rule. Corps attack battalions can beused independently by the corps commander or placedWlder operational control of divisions.

-Air assault. Air assault is a form of maneuver and is,therefore. a combat mission. It is defined as the movementof friendly forces by helicopter over enemy territory wheneither the pickup zone (PZ) or the landing zone (LZ) isinsecureor only lightly secured. It is an important maneuverelement in both heavy and light divisions. In contingencyoperations, air assaults c;an assist heavy forces in overcom-ing obstacles, in the seizure of critical terrain and in followand support missions to preserve the momentwn of attack.For I ght forces, air assault is the primary means of rapidmaneuver. In some situations it can be the means ofdeployment directly into combat. Air assault security isprovided by air cavalry and attack Wlits employing bothfirepower and electronic jammers in coordination withconventional fire support suppression.

-A ir combat.Modem attack hel icopters are plentiful andseveral potential regional adversaries are known to possessthem. However, the threat of U.S. airpower and theenornlOUS training and sustairunent cost of hese helicoptersare likely to limit their battlefield effectiveness by threatforces. Nonetheless, U.S. armed reconnaissance and attackhelicopters must be prepared to encoWlter and destroythreat attack or support helicopters during operations. Aircombat is an integral part of he force commander's schemeof maneuver and may be controlled by either the aviationor ground maneuver force commander. Although it is aself-defense mission, air combat can occur during both offensiveand defensive operations. Air combat is inherent in aviation'smaneuver role in the reconnaissance and security, attack,and air assault missions and must be linked to the aviationC2 system. Air cavalry and attack helicopter Wlits will beassisted by other elements of the combined amlS in thedestruction of enemy helicopters.Combat Support Missions. Aviation combat support isthe operational support and sustainment provided to combatforces by aviation Wlits as follows:

-Commandand control. All arms and Services have aninternal C2 responsibility and aviation is no exception.Aviation also has an external C2responsibility to providehighly mobile airborne command posts to commanders atthe brigade, division, corps, and echelons above corpslevels. The communications suites in the C2aircraft must becompatible with the assigned command post mission.

- Airmovement. Air movement is the transrx>rt of combat,combat support, and sustainment assets throughout the12

battlespace. Air movement differs from air assault, whichis a maneuver operation. In air movements, aviation usuall yis not task organized with other combined amlS forces toengage enemy forces. This mission involves the movementof critical materiel, troops, and services into forward areaswhen time is short or ground lines of communications areinterdicted or congested. Air movement is a relativelyinefficient means to transport heavy supplies and equip-ment. Its use should be reserved to support major operationsin which air movement is essential for success.

-Intelligence and electronic warfare. lEW aircraft areorganic at corps and di vision levels but recei ve their missiontaskings from the G-2, not the aviation commander. Un-manned aerial vehicles may be assigned to aviation unitsbut may also get their mission taskings from an externalsource. For both operational and safety reasons, bothmanned and unmanned aerial lEW platfonns must operatewithin the A2C2 system.

-Aeromedical evacuation. In a Force Projection Armythat is expected to win wars with minimum casualties, rapidaeromedical evacuation takes on increased importance.Expanded battle space will require more reliance on airevacuation than surface means. Combat Search and Rescue(CSAR) is an integral mission that will be performed by medicalevacuation (MEDEV AC) assets. Like lEW, MEDEV AC iscontrolled operationally by an external authority. In thiscase, MEDEV AC is controlled by the evacuation battalionassigned to the medical brigade in the corps supportcommand. The mission of the air ambulance company is toevacuate wounded soldiers from as far forward as possibleto proper medical treatment facilities. MEDEVAC aircraftentering and transiting forward areas must operate withinthe A2C2 system.Operations

The primary focus of aviation is combat. Seldom, if ever,will military operations be conducted by a single Service.The Anny will act as part of a joint or combined force infuture operations. Complementary contributions of everycomponent add to the effectiveness of the Total Force.Aviation possesses inherent characteristics which guaranteethat it will play a significant, if not unique, role in alloperations across the range of mili tary operations. Properl yplanned and executed, operations by aviation elements canbe decisive at the tactical level and may make highlyimportant or even decisive contributions to opera-tional level success. For example, aviation can becritical to success in a drug interdiction mission.Simultaneously, on another battlefield, aviation forcescan deliver a decisive stroke in a deep operationallevel maneuver in a limited wa r confrontation.

Aviation maneuvers rapidly in the third dimensionof ai r space to bring decisive combat power to bear at



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. :;:;;- ..-...~

..\ \ .... ", -------_-" - ~. ; ~ : : , , , " , ... / '.

Figure 4. Expanded Battle Space

the critical point and time on the battlefield. Thiscapability expands the battlefield and reduces the timeneeded to move decisively against enemy forces(figure 4). A specific aviation unit could be foundperforming in deep, close, and rear operations on thesame day on the modern battlefield. Thus, it isrecognized that aviation's ability to operate in alldimensions of the battle space provides a degree offlexibility and agility that is not only unique, but bringsmaneuver warfare to a pinnacle of battle domi-nance.Capabilities for the Future

No longer can military operations be viewed in somechronological fashion. The winners of the future will beadaptive and adept in a world of increasing change and thetempo at which change occurs. Aviation is becoming thepreeminent force on the battlefield. As in Operation DesertStorm, the first weapons fired in the next crisis will probablycome from aviation, whether from land, sea, or selfdeployed forced entry.

The key to maintaining the edge in a downsized militarywill come from technology and streamlined fielding ofmateriel. Information technology, precision operationalu. S. Army Aviation Digest September/October 1993

capability, and innovative training are the avenues tocontinued land force dominance.

Battlefield digitization will allow commanders and operators of sophisticated systems to collect, understand, anddisseminate battlefield information and intelligence on aglobal scale. Advanced sensors, linked to shooters, willfacilitate precision strikes against short dwell targets andcenters of gravity while providing immediate battle damageassessment.

Distributed seamless simulations will create realisticsynthetic battlefields networking simulators, workstations,and instrumented combat vehicles on ranges and at trainingcenters across the globe. Maintenance and logistics support-ability will be designed into materiel to reduce logistic tailsand support extendedoperations in austere environments.

Interoperability among Services and with coalitionpartners will demand flexibility from avionics, to weapons,to munition compatibilities. Future aviatioosystemswill havemultifunction glass cockpits, automated crew functions,enhanced situational awareness, integrated survivabilitysuites, and on and on. All of these capabilities, and manymore yet to be defined, signal a clear message, today' swarrior must have his or her sights "locked-on" to thefuture. Above The Best! y

13


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,...

AVIATION RESTRUCTUREINITIATIVE-The Way to the Future

Lieutenant Colonel Rick ScalesAviation Restructure Initiative Team ChiefDirectorate of Combat DevelopmentsU.S. Army Aviation Warfighting CenterFort Rucker, Alabama

T he modernization challenge of configuring thefuture Anny to the Na-tion 's strategic interests is a significant task. The geopolitical situationhas changed dramatically in thepast 3 1/2 years, and the specter ofglobal nuclear holocaust is nowfading. Our Army is already evolving in both size and complexion tomeet the strategic demands of theemerging new world order. Evenwith all the dynamics of modernization there remains one constant-when the Anned Forces arecalled upon, they must be preparedto win quickly and decisively withminimum loss of lives.

Our national strategy and objecti ves mandate a global capability forrapid response to regional crises andthe projection of national power withforces based primarily in the UnitedStates. The Anny, in tum, must beready to meet military challengesfrom a number of potential adversaries who have locally diverse andworldwide aims and interests. Thecomplex and uncertain array of potential conflicts argues against large, rigidly structured, strategically unwieldymilitary fonnations. The forward deployment of large, heavy forces14

~ .poised for primarily large-scale con- tjattlefleld but must, instead, in-ventional warfare against pre-deter- vest in high technology forces thatmined threats is no longer a reality or can respond rapidly and have thea necessity. capability to mass fires in a timely

The Army is preparing to meet the manner.adversaries of tomorrow by develop- Aviation has met the challenge ofing forces that can be tailored and the new world order and is restructurtargeted quickly for specific re- ing its forces. Last year, Aviation besponses to a regional crises. In addi- gan a concerted effort to correct longtion, the Anny must be capable of standingdeficienciesanddesignaforceresponding to a variety of military that could rapidly respond to our naoperations other than war. Aviation is tional military strategy. The goals ofparticularly well suited for these type the redesign effort were to -operations. A flexible, focused re- Fix Anny of Excellence (AOE)sponse dictates an Army composed deficiencies.of soldiers and equipment that are Reduce logistics requirements.equally flexible and capable of quick, Drive down costs.effective reaction to protect the Retire old aircraft.Nation's global interests. Our recent Stay within the resource "box."operations in Grenada , Panama, As we began the redesign process,Desert Stonn, and Somalia demon- it was important to understand thestrate aviation forces provide unique evolution of the aviation force struccapabilities in an environment where ture over the past 15 to 20 years (figurerapid response, flexibility, mobility, 1). In 1975, the Aviation Requireand fire power are essential. ments to support the Combat Struc-

Fiscal realities remain a challenge. ture of the Anny (ARCSA) study IIIThe Army in 1996 will be nearly a third initiated the consolidation of aviationsmaller than the Anny of 1991, and within the division into units thatforce modernization must resolve the would provide the necessary comdichotomy of a peacetime economy mand and control (C2) to realize the fullversus warfighting return on invest- potential of Aviation. However, thesement. We can no longer afford to units proved to be too large and diffiinvest in large forces that mass on the cult to control.



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In the early 1980s. the Division 86redesign effort provided additionalC2 and leadership with the fielding ofthe Aviation Brigade. For the first time.Aviation was provided organizationsand force structure equal to that ofother members of the combined armsteam. Although the Division 86organizations possessed superiorwarfighting capability. this forcestructure was deemed unaffordable.

During the mid 1980s. under theAOE, existing force structure wasdecrement in a "salami slice" fashionto provide for the addition of fourArmy divisions. The continued use ofthe "salami slice" approach finallyrendered aviation forces too austere to support and maintain themselves and put at risk our ability toaccomplish the mission. Since 1988.several initiatives (Aviation SystemProgram Review (ASPR), Total AnnyAnalysis (TAA), ARCSA y, and Lessons Learned from Operation DesertStonn) were started to help alleviate

1824 PERS132 ACFT

existing deficiencies. However. nonewere adopted.

The first step in our analysis wasto examine AOE aviation with an eyetoward fixing that structure. Existingpersonnel deficiencies within AOEorganizations required our immediateattention. These deficiencies weregrouped into tw o categories:warfighting and logistics (figure 2).Twenty percent of the AOE deficiencies were focused in warfighting while80 percent were directed towards logistics. Within the warfighting area,emphasis was placed on providing for24-hour operations, enhancing C2 ,improving aviation life support equipment (ALSE), and increasing readiness. In addition, a general supportaviation battalion (GSAB) was designed for the heavy division. In thelogistics area, our focus concentratedon ensuring each unit was staffed at100-percent Manpower Requirements Criteria (MARC) and had adequate Class IIIN capability. Finally,

each heavy division was provided adivision aviation support battalion(DASB). These initiatives wouldhave corrected existing deficiencies at a cost of about 8,400 personnel spaces (figure 3). Providingthese spaces to aviation would haveoffered a solution to existing shortfalls; however, ou r guidance wasto fix Aviation deficiencies withinou r own resources.

The direction was now clear.Since we could not increase personnel, we must eliminate some of theequipment they operate and maintainto correct personnel shortfalls. Ourmethod was to identify aviation systems that contributed little or nothing to warfighting and reduce oreliminate them within the tables oforganization and equipment (TOEs).This would free up personnel spacesthat then could be converted tocorrect known cri tical personnelshortfalls described above. The Aviation Restructure Initiative (ARI) strat-

75ARCSA III2143 PERS168ACFT

985 ARMY OF EXCELLENC

1241 PERS73ACFT

loosl- = R ~ S C - = - A - V - - ' I

11990 ASPRIITAA991 1430 Pers125ACFT

G - ~ - U - ~ - ~ - ~ - R - E ~ -

Figure 1. Evolution of the aviation force structure lineage over the past 15 to 20 yearsu.s. Army Aviation Digest September/October 1993 15


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16

~LASS m I V (FARP OPNS).. -HEELEDVEHMAINTENANCEDIVAVNSPTBN

Figure 2. Two categories of deficiencies within AOE were warfighting and logistics.

DEFICIENCY COMPO COMPO COMPO TOTAL1 2 3HQ SUSTAINMENT 634 454 93 1181AVN UNIT MAINT 1101 761 181 2043

CLASS III 722 425 156 1303CLASS V 81 38 4 123

DASB 592 490 0 1082C2 PILOTS (AH-1) 21 33 0 54

AVN INTERMED MAINT 946 548 33 1527ASST CREW CHIEF 322 350 195 867

DUAL PILOTS (OH-58) -12 0 0 -12AUTO MAINT 41 22 18 81ALSE EQUIP 67 40 10 117TOTAL 4515 3161 690 8366

Figure 3. Existing deficiencies in AOE personnel spacesu.s.Army Aviation Digest September/October 1993


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egy was developed with the primarypurpose of correcting knownwarfighting deficiencies. One ofthe major study objectives was tobuild a fightable aviation force thatwill remain capable as we continueto downsize our Anned Forces. Initially, the ARI base was defined by theT AA 99 force and revised by the T AA01 force. It will again be revised as aresult of the Secretary of Defensebottom-up review. The bottom line iseach aviation unit remaining in theforce will be fully capable of conducting its warfighting mission.

CONSULTATIONSDOCTRINEDRAFT FM 100-5REGULATIONS

LESSONS LEARNEDSTANDARDIZATIONMODERNIZATION

-24 HROPS-CMDAVNBN-C 2_ READINESS

LOGISTICS-MARC-DASB-CLII!N

The ARI methodology concentrates on both warfighting an doperations other than war (figure4) . It is important to note one of themajor efforts within the study wasto take a detailed introspective lookwithin Aviation and identify thosewarfighting systems that did notsupport our mission. In all, over1,200 aircraft were identified forretirement as ol d and tacticallyobsolete . Additional efficiencies wereidentified when units were equippedwith only one type of aircraft. As a

Figure 4. ARI's methodology focuses on warfighting andnonwarfighting operations.

result and in concert wi th ourwarfighting mission, units were restructured around one type of aircraft (i.e., the AH-64 Apache attack battalion). With the redesignof homogeneous units, the aviation

- t v ~SAFETY UPGRADES MA1l!RJEL CIIANGESIMPROVE )t , ~ ~ .1_."

11;C1!NOUJ


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Future of the Army'sCOCKPIT CRASH PROTECTION

Kent F. SmithAerospace EngineerAviation Applied Technology DirectorateU.S. Army Aviation and Troop CommandFort Eustis, Virginia

The ProblemThe AH-l Cobra's engine fail-

ure occurred at 700 feet aboveground level (AGL) overwooded terrain.

The only suitable clearing wassome distance away and 30 degrees to the right of the initialheading. The pilot es-tablished the autorotation and realized hewould have to stretchhis glide a bi t to reachthe clearing, so he didso and began the finalflare.

Too Ii tle energy re-mained in the main ro-tor system to completely arrest the sinkspeed. The Cobra hi thard with just enoughenergy to collapse the skids. Thepilot is out quickly with minorinjuries. The copilot/gunner is afatality.

Why?

18

The above story is hypothetical, but based on actual crashdata. The answer to the question: There are many reasonssince helicopter crash dynamicsare fairly chaotic and unpredictable.

However, two themes repeat

themselves. They a r e -. The occupant was crushed by

localized intrusion of the heli-copter structure.

. The occupant's head or upper

torso con tacted rigid cockpi tstructure (the secondary impact).

In the Army's newer helicopters, good crashworthy designcriteria exist to prevent thefirst cause (Reference 1).Cockpits are designed to resista 4-G (unit of acceleration)

rollover load, with allthe load supported bythe forward 25 percentof the inverted fuse-lage. Other criteria pre-vent cockpit crushingdue to direct crash impact from al l directions.

The second cause,however, is far morechallengi ng since itusually involves howthe aviator uses his re-

straint harness, how he wasprepositioned at crash impact,and whether his inertia reel lockedproperly.

Introduction of crashworthy



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TABLE IMECHANISMS OF INJURY IDENTIFIED INSURVIVABLE CLASS A AND B MISHAPS

STRUCK BY/AGAINSTINT OBJ/STRUCT 128SEAT SEAT ARMOR 35CYCLIC 17EXTERNAL OBJECTI 31INTRUDING OBJECTCONSOLE 10INSTR PANEL 9CEILING 4DOOR 9WINDSHIELD 8LITTER 4COLLECTIVE 6FLOOR 6RESTRAINT 26UNKNOWN 37OTHERHELMET

(stroking) crewseats has al readyreduced the incidence of spinalinjuries due to the rapid onset ofaccel era tio ns in high -energycrashes.

Table 1, Reference 2, identifies the injury mechanismsbased on a survey of Armyhelicopter mishaps between1979 and 1985.

The table indicates that thenumber of occupant-structurecontact injuries exceeded ac -celerative injuries by a ratioof about five to one.

The ApproachThe Aviation Applied Tech

nology Directorate (AATD) ,U.S. Army Aviation and TroopCommand, Fort Eustis, Va., iscurrently performing researchto reduce the likelihood thataviators will be seriously injured

87

345 CAUGHT IN OR UNDBR 33AIRCRAFT 15INSTR PANEL 4RESTRAINT SYSTEM 7OTHER 7

BXPBRIENCBD/.XPOSBD TO 117EXCESS DECEL FORCES 71MUL TIPLE MECHANISMS 24FIREOTHER

THROWN FROII

UNKNOWN

TOTAL

by cockpit strikes.Th e goal is not merely to im

prove cockpits of future helicopters, but to develop systemswith retrofit potential.

Since most serious cockpit

strike problems involve the moreconfined cockpits , solutions ap -plicable to attack cockpits arebeing pursued first.

Some solutions being explored

418

AIRCRAFT 21

58

574

concentrate on reducing theaviator's head and upper torsoflailing motion in the event of acrash.Most rotorcraft accidents involve impacts where yaw angle

at impact is a factor.Therefore, solutions that

only reduce forward flailingwithout reducing lateral flail-ing do not address the totalproblem.

Better RestraintOne effort, "Army Cockpit

Delethalization," completedthis year, has produced areconfigura tion of the con-ventional 5-point restraint

now used in aircraft such as theUH-60 Black Hawk and AH-64 Apache.

Called the Trans TorsalRestraint Harness (TTRH), the

u.s. Army Aviation Digest September/October 1993 19


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- f!UPPER RESTRAINT LOADS (existing)y ~LOWER RESTRAINT LOADS (both)]fi gJ

UPPER RESTRAINT LOADS (TTRH)

36 L!SEXTENDED

SPRINGTRIGGER("G" SEHSORl

1.50 STROKE

1li1\} ~ m J T - - - K I I U R L ROLLERv---r--- CA/'I RELEASESTRAPLEFT UPPER RESTRAINT (TTRH) RIGHT UPPER RESTRAINTFigure 1. Trans Torsal RestraintHarness (TTRH) Geometry Figure 2. Automatic Strap RetractorTensioner (ASRT) Devicenew configuration (figure 1)uses the existing inertia reelstrap with a new collar assembly, through which pass left andright harness straps.The left harness strap is anchored to the existing left lapbelt attachmentpointon the seat.

From the anchor, a fixed strapsection connected to an adjusterand an adjustable strap proceedup the left side of the torso. Here,it passes over the left shoulder,through the collar assembly, behind the neck, and over the rightshoulder.

The strap terminates at theright-side quick release lug onthe rotary buckle. The right harness strap is a reflection of theleft.

Improved lateral restraintcomes from the fact tha t anyla teral movement places oneshoulder harness in directtension, loading the seat at the20

lap belt connection.Another product from this pro

gram is an Automatic Strap Retractor/Tensioner (ASRT). TheASRT is designed to pretensionthe inertia reel strap during thecrash sequence. The reason isto reduce or eliminate any spoolout of webbing from the inertiareel before its locking.

This would, in turn, decreasethe body motion and head flaildistance in all directions.

The ASRT (figure 2) is amechanical device attached tothe seat back through which theinertia reel webbing passes.

The ASRT is activated mechanically by crash G-forcesbefore the aviator's inertia loadsthe shoulder harness.I t retracts up to 6 inchesof slack from the shoulderharness strap and then twowedges lock about the webbing, "grabbing" the strap and

holding it in that position.Dynamic impact tests, using a

test sled, were performed witha 95th percentile dummy andAH-64 stroking crewseat in acockpit mockup (figure 3).

A 40-percen t red uction inoverall head displacement wasachieved using the TTRH andASRT as compared to thestandard AH -64 restraint (Reference 3).

The tests were conducted using impact severities as high as35 G and velocity changes of 41feet/second (ft/sec).

ConflictingRequirementsOne problem that ha s

emerged is the conflicting requirements to better restrainthe Army aviator in crasheswi thout interfering with hisfreedom of movement within



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the cockpit during flight.This could be especially criti-

ca l during air-to-air combatwhen the aviator may have touse quick movements to "checksix" for self-preserva tion.

What is a potential solution tothis si tua tion?

Draw from the advances inautomotive safety to design acockpit ai r bag system, acti-vated during the crash sequenceby a remote crash sensor.

This would allow the aviatorthe best of both worlds: nec-essary in-flight freedom ofmovement and having a superior cockpit restraint system

just when he really needs it!

Air BagsIn 1988, AATD began research

on the feasibility of cockpit airbags for Army attack helicopter cockpits.

In 1989, a Phase I Small Business Innovation Research(SBIR) contract was awardedto Simula, Inc., Phoenix, Ariz.

The jo b was to assess, throughcomputer studies, the manyvariables, such as air bag inflation and deflation rates; bagloca tion and geometry; and in-teraction of bags with an oc-

cupant in a stroking seat.Several designs were concep

tualized and hardware availability was confirmed.

During October-November1989, the U.S. Army Aeromedical Research Labora tory, Ft .Rucker, Ala., supplemented thiseffort.This lab used a demonstrationtest series of dynamic impactsusing Honda automotive air bagsand crash sensors in AH-1 andAH-64 cockpit mockups (Reference 4).

These tests were limited tothe use of a single forward airbag mounted to protect the

Figure 3. Naval Air Warlare Center Horizontal Accelerator

u.s. Army Aviation Digest September/October 1993 21


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Figure 4. Air bag application to attack helicopter cockpitoccupant from impacting theTelescopic Sighting Unit (TSU)on the AH-l or the OpticalRelay Tube (ORT) on the AH-64. Result s were encouraging.In December 1991, AATD initiated a Phase II SBIR contracteffort with Simula, Inc., to design, develop, and test an attackhelicopter air bag system.

Some of the designs to beconsidered (figure 4) use threebags per cockpit, all inflatingsimultaneously, giving the aviator instant protection againstboth forward and lateral crashloads.An early question to be answered in this program was, ifthe air bag system inadver tently deployed in flight, wouldthis impair the pilot'S abilityto fly the aircraft?This question demanded an22

answer early in the program.A series of 12 "in-flight"

deployments of a three-bag cockpi t was conducted in the copilot/gunner module of an AH-64Combat Mission Simulator(flight simulator).At the same time, Armyaviators were flying realistic, simulated missions with varying mission profiles.

These profiles included napof-the-earth (NOE) flight withobstacles as well as sudden,"quick-stop" maneuvers.The aircraft was nose-high,giving the pilot no terrain reference when the bags were deployed.

Four different pilots were usedas test subjects, each flyingthree simulated missions withbag deployments occurring (without his knowledge of when).

The results were better thanexpected (Reference 5).No aviators ever lost control,or even came close to losing

control of the aircraft.In some of the deployments, a

slight heading deviation wasnoted, but adverse effects onaircraft control did no t occur.The pilots consistently describedthe bag deployments as a"nonevent."

Figure 5 is a photo of thedeflated bags in the postdeployed position. Dynamic impact tests of an attack helicopte r cockpit mockup with a tailored air bag system arescheduled in the near future.

Results are expected to yieldsimilar dramatic reductions inhead/upper torso injury probability as those shown in automotive air bag testing.



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Figure 5. Deflated bags in the post-deployed position

ConclusionIt is becoming evident the

U.S. Army may again be poisedon the brink of applying a newlife-saving technology.

Just as the crashworthy fuelsystem of the early 1970s andenergy-absorbing seats of thelate 1970s led to dramaticreductions in aviator fatalities


and injuries, cockpit ai r bagscould hold the key to thefuture augmentation of ArmyAviation crash survival.

23


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Field Training Exercise:

THE 160THSOAR(A) SETSROTARY-WINGENDURANCERECORDCaptain Michael J. York2-160th Special Operations Aviation Regiment (Airborne)Fort Campbell, Kentucky

On 16 December 1992, the 2-160th SOAR (A) with theMH-47D Chinook (right photo) set an Army record for a

continuous, nonstop rotary-wing flight.The 2-l60th SOAR(A) com

pleted a l4.2-hour (hr), C630-nautical mile (run), nonstop deployment from Puerto Rico to Cam pbellArmy Airfield,FortCampbell,Ky.,as the culminating phase to a fieldtraining exercise.

The flight included 10.2 hrs andtwo in-flight refuelings using nightvision goggles. This article outlines the plarming, preparation, andexecution of this deployment.

A nonstop, rotary-wing deployment of this distance requires anenonnous amount of planning andpreparation. Furthermore, execution requires highly skilled, experienced aircrews.

Planners must consider routes,

fuel, weather, diplomatic clearances,crew scheduling, rest cycles, and enroute contingencies for starters.

Leaders ensure aircrews are trainedand helicopters are equipped andproperly maintained for such a longrange deployment. Finally, aircrewsmust skillfully and precisely executethe deployment according to the plan.

The 2d Battalion, located at FortCampbell, is staffed with highlyskilled, experienced planners andaircrews.

Several years ago, the U.S. ArmySpecial Operations Command, FortBragg, N.C., modified the MH-47DChinook aircraft with an aerial refuelcapability and compatible communications/navigation equipment.

These modifications were necessary to conduct the l5-hr, 1,630 runnonstop, overwater deploymentfrom Puerto Rico to Fort Campbell.

Armed with these resources, anda desire to demonstrate the unit'slong-range capability, the unit decided to take the challenge.

Planning a l5-hr, nonstop flightis a difficult, painstaking ordeal.The route must be plarmed to avoidno-fly areas, such as diplomatic andnoise sensitive areas, while arrivingat the destination in the most directway possible.

24 u.s. Army Aviation Digest September/October 1993


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The route should be planned at aconservative airspeed to allow forhead winds that will surely be encountered somewhere along the1 630 nm course. Extensive coordination must be made along the routeto deal with unplanned weather ormaintenance contingencies.In addition, the flight lead, withthe help of the flight surgeon, details the pilot and nonratedcrewmember rest schedule.Finally, the flight lead andthe maintenance officer plan fordowned aircraft recovery and

ai rcrew rescue.Among all other planning thatoccurs, aerial refueling planning re

quires the most attention to detail.The pilots accomplish a thoroughmap reconnaissance to determinethe best locations to conduct aerialrefueling with respect to winds, terrain, and fuel divert locations.

The aerial refueling tracks mustoccur before allowing a receiver aircraft to go below the minimum fuel"bingo" point.

The "bingo" point is a point thatdoes not allow the receiver aircraft


to make "feet dry ," if a joinup withthe tanker aircraft cannot be made.Preferably, this "feet dry" locationwill be to a place with fuel available.

In addition, the aerial refuelingtracks must allow for tanker flexibility to make the nextjoinup eitherearlier or later than was originallyplanned in the event of unanticipated ' winds.

The tanker aircraft, in this case anHC-130 from the 9th SpecialOperations Squadron out of EglinAir Force Base, Fla. , must havetime to conduct aerial refueling

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An Air Force HC-130 refuels two MH-47D helicopters over southeast Georgia.of its own from a KC-13S tankeraircraft.

Upon completion, the HC-130returns to meet the helicopters further down the route for the nextscheduled aerial refueling track.

Preparation for a lS-hr, nonstopdeployment in most Army Aviationunits would be an overwhelmingtask. However, 2-l60th SOAR(A)is trained and always ready for thistype of mission.

The unit set precedent when itdeployed over 12 hrs nonstop fromHurlbert Field, Fla., to Panama tosupport operation" Just Cause." Thisunit maintained the ability to accomplish this type of contingencydeployment ever since.

Although 2-l60th SOAR(A) istrained for long-range deployments,pilots and enlisted crewmem bers stillmust carefully check and preflightthe aircraft.

The enlisted crewmembers configure the aircraft to support crewrest and aircrew overwater rescue.In addition, the unit conducted anII-hr, nonstop rehearsal with twoaerial refueling tracks during thedeployment from Fort Stewart, Ga.,to Puerto Rico one week earlier.26

The unit conducted water survival and overwater, downedaircrew, rescue refresher trainingbefore the rehearsal. Therefore, withthe exception of the planning phase,preparation for the deployment wasonly a small hurdle to overcome.

Planning the deployment tookseveral days. The flight lead organized the pilots for the mission,eli vided the tasks to be accomplished,and coordinated the entire planningprocess.

Pilots conducted detailed mapstudies, checked climatology, andidentified fuel divert locations inthe Bahamas and in the Southeastern United States.

The battalion intelligence officercoordinated diplomatic clearances,and the flight surgeon recommendedthe crew rest cycle. Next, the flightlead coordinated the aerial refuelingtracks with the tankers.

Finally, the air mission commander and the flight lead wargamedthe contingencies and the chain ofcommand approved the final plan.

The deployment, as planned,would take IS hrs and require threeaerial refueling tracks. Each aerialrefueling track required I,SOO gal-

Ions (gals) of gas per aircraft for atotal of 4,SOO gals per track.

The three aerial refueling trackscombined required 13,SOO gals ofgas.

The flight surgeon deployed withthe MH-47Ds to monitor the aircrews. In addition, avionics, engine,and electric shop specialists deployed among the three aircraft witha maintenance test pilot to help wi then route maintenance contingencies.

As the planning and coordinationwere completed, weather and maintenance became the two biggestworries. Maintenance is always a consideration when dealing with helicopters, particularly when the routeis over water at night and 15 hrslong. However, the aircraft appearedto be in good shape.

Weather advisers forecasted goodweather for the first 12 hrs of theroute, including the first two aerialrefueling tracks. However, they alsoforecasted a frontal system over theextreme Southeastern United States.

The third aerial refueling trackwas scheduled to occur in southeastGeorgia. Based on the forecast, theconditions appeared to be marginalfor the third and final aerial refueling



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track.The flight lead planned the route

at an altitude of 500 feet (ft) and 115knots (kts) ground speed to allowfor a 20-kt head wind withouteffecting the overall time scheduleof the deployment.

The aerial refueling tracks required a I ,500-ft ceiling and 3 milesof visibility to effect join up with theHC-130. The rest of the route onlyrequired a 500-ft ceiling and 2 milesof visibility.

The final deployment briefingtook place at 2130 hrs (lo-cal) on 15 December 1992.The flight lead and air mis-sion commander stressedsafety, crew rest, en routecontingencies, and weather.

I f weather prevented thethird aerial refueling track,the flight would terminate insoutheastern Georgia wherethe helicopters would beforced to divert for fuel.

The 15-hr, nonstop deployment would fail. If thedeployment did fail, goodtraining and valuable experience would still be gainedfrom the planning and preparation that had gone into the

an additional 30 min.The flight arrived "feet dry" in

southeast Georgia nearly one hrahead of the original schedule. Theflight was on schedule to make thethird aerial refueling track.

The weather front had not yetreached the southeast Georgi a coast.However, there was alayerofgroundfog from the coast inland and theclouds from the frontal system werevisible on the western horizon.

Thankfully, the aircraft experienced no maintenance problems, and

have to split and continue to FortCampbell, individually, under instrument flight rules.

The unit had planned for this contingency, therefore, it was not a bigproblem. All three aircraft continued individually to the last checkpoint before reaching Fort Campbellwhere visual conditions were againencountered.

The flight rejoined and arrived atCampbell Army Airfield at 1135hrs (local) on 16 December, 14.2hrsafter departing Puerto Rico.

~o

deployment.Th e flight departed

Roosevelt Roads Naval AirStation, Puerto Rico, onschedule at 2327 hrs (local)

This refueling track began at Roosevelt Roads Naval Air Station, PuertoRico (not shown), to Fort Campbell, Ky. Each aerial refueling (AR)shows two dots to indicate where the crews began and ended theirrefueling operations.on 15 December 1992. The first 12hrs went as planned with the exception of the winds. The winds turnedout to be more favorable than expected.

Thus, the flight lead moved thesecond aerial refueling track ahead30 minutes (mins) from the originally planned time. The tanker responded to the 30-min bump and thesecond aerial refueling track occurred without incident.

The winds continued to be favorable, allowing the flightlead to movethe third aerial refueling track ahead

the crew rest rotation was workingas well as could be expected. Eachpilot and crewmember spent at least3 hrs sleeping in the back of theaircraft up to this point.

The tanker responded to the flightlead's request for the second 30-minbum p and the third aerial refuelingtrack also occurred without incident. All three aircraft now hadenough fuel on board for the finalleg to Fort Campbell.

As the ai rcraft departed the tankerand approached the frontal system,it became evident the flight would


The 14.2 hrs is an Army rotarywing record for a nonstop flight.The 2-160th SOAR(A) accom

plished this record, partly becauseofgood luck wi th weather and maintenance.

However, enough cannot be saidabout the efforts of all of the peopleinvolved and the valuable trainingaccom pli shed.

The confidence, knowledge, andexperience gained from planning andexecuting this deployment has al-ready paid great dividends in keeping this unit mission-ready.

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The High-CapacityCaptain James M. Marotta

Directorate of MEDEVAC ProponencyU.S. Army Medical Department

Fort Rucker, Alabama

The u.s. Army Medical Department (AMEDD), Fort Sam Houston, Texas, is developing new aircraft systems to improve medicalevacuation (MEDEVAC) support ontomorrow's battlefield. Alongside theUH-60Q (seeA viationDigest, January/February 1993, pages 43-44,"The New UH-60Q Black HawkMEDEVAC Helicopter," by Capt.Gregory D. Fix), another airframeinitiative is the high-capacity ai rambulance (HCAA). Operationalrequirements are being developedby AMEDD's Directorate ofMEDEVAC Proponency, FortRucker, Ala., to identify candidateairframe systems based upon needsfrom the Office of The SurgeonGeneral. This system must -

Be able to clear a 50-foot (15-meter) obstacle within 1,500 feet(500 meters) of takeoff or landingand stop within 1,500 feet (500meters) after passing over a 50-foot(IS-meter) obstacle with fullmission load.28

Be able to operate from anunim proved landing/takeoffarea witha California bearing ratio of 2 to 4.

Be able to transport at least 12litter patients or 15 ambulatorypatients or a combination.

Be self-deployable to all majorregional contingencies.

Have a cargo transport capability to move medical material in packaged quantities to forward medicalelements.

Be able to move forward surgical teams (FSTs) or other medicalteams forward to the ba ttle zone wi thassociated equipment and supplies.

Have a range exceeding 1,260nautical miles.These requirements open thearena

to aircraft that are fixed-wing,rotary-wing, and tilt-rotor or tiltwing airframes.

The need for an HCAA was firsthighlighted by the XVIII AirborneCorps, Fort Bragg, N.C., and the18th Medical Command, YongSan,Korea, by identifying the possible

use of a vertical and short take-offllanding (VSTOL) aircraft with acapability to evacuate and provideen route care for 12 to 18 patients.This concept was brought into playas a result ofoperational needs statements from field commanders who,during Desert Storm, identifiedsomeevacuation concerns. Doctrinal evacuation distances stretched beyond theeffective use of current rotary-wingaircraft in tenns of speed, range, andcapacity. Only a VSTOL aircraft,with the ability to take off and landon unimproved strips, would fulfillthis requirement. While evacuationhelicopters have proven most effectivein the forward battle areas, evacuation from divisional areas could beimproved greatly with the introduction of a VSTOL aircraft.

The HCAA will link divisionalmedical facilities, forward hospitals,and FSTs to medical treatment facili ties in the corps or further to therear. Thus greater distances willbe allowed between levels of care



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Air

MEDICAL PANEL(4UNITS)LrrTERLIFTCONTROLS

115 VAC 60HZ220VAC6OHZ

Ambulance

NOT SHOWN:OXYGEN GENERATION SYSTEM (MSOGS)ENVIRONMENTAL CONTROL UNIT (feU)FEATURES:12 UTTER PATIENT CAPACITY3 CREW MEMBERS

AIR METHODS CORPORACASAC212MEDICAL INTERIOR

=A i r M ~ l t n l ) l 1 ! JDENVER3130193

General plan for the medical interior of the high-capacity air ambulance. The configuration, designed byAirMethods Corporation, Denver, Colo., is based on the CASA C-212 airframe.u.s. ArmyAviation Digest September/October 1993 29


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30

This view from the cargo door shows the actual interior of the CASA C-212. Themedical interior configuration is based on the Air Methods Corporation design. Thehigh-capacity ai r ambulance, still in the design stages, features a 12-litter capacity.

The CASA C-212 medical nteriorairframe configuration includes power itter ifts anda medical equipment set.



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without increasing en route time.The HCAA will increase hospitaloperational time while decreasing thefrequency that resources are requiredto relocate hospitals. The HCAAalso will transport whole blood andblood products and provide QassVIII resupply (triservice) along withdisaster relief, humanitarian assis tance, an d na t ion-buildingoperational support.

Though the HCAA is still in thedesign stages, airframe development is being explored by theArmy National Guard Bureauwith the AMEDD's Directorateof MEDEVAC Proponency andthe U.S. Army Aviation Center(USAAVNC), Fort Rucker, Ala. Oneof the many airframe candidates isthe C-212, manufactured by CASA,Inc., of Chantilly, Va. The aircraftwas recently sent out to Air MethodsCorporationofEnglewood, Colo., todevelop a medical interior configuration for 12 litters and two medicalattendants. Most of the interior features-such as powered litter lifts,crew seats, and a medical equipment

cabinet-will be the same as theones in use on the UH-60Q "proofof-principle" aircraft. Other featureswill be an on-board oxygen generating system, environmental controlunit (ECU) for heating and cooling,and a solution warmer/cooler. Eachlitter position will have venting forthe ECU, individual lighting, and oxygen to provide more comprehensiveindividual care.

By using medical features andequipment like those found on theUH-60Q "proof-of-principle" aircraft, the U.S. Army can establish"continuity of care" throughout theMEDEVAC process. This key concept will improve survivability oftroops by integrating the care troopsreceive from the moment they areevacuated until they are transferredto hospital units.

The actual airframe for theHCAAwill be determined after the operational requirements are developed.The AMEDD is working jointly withUSA