army aviation digest - mar 1966

8/12/2019 Army Aviation Digest - Mar 1966

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M RCH 966GEST


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UNITED

DIRECTOR OF ARMY AVIATION ACSFORDEPARTMENT OF THE ARMYCol. Delbert L Bristol

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COMMANDANT U S ARMY AVIATION SCHOOLMaj Gen John J. Tolson III

ASST COMDT U. S ARMY AVIATION SCHOOLCol George W. Putnam Jr.

EDITORIAL STAFFCapt Frank A. Mariano Editor in ChiefFred M. Montgomery EditorRichard K. TierneyWilliam H. SmithDiana G. Williams

GRAPHIC ART SUPPORTH. G. LinnH. A. PickelD. l. CrowleyA. A. Akin

USABAAR EDUCATION AND LITERATURE DIVPierce l. WigginWilliam E CarterTed KontosCharles Mobius

ARMY AVIATION1GESJMARCH 1966 VOLUME 12 NUMBER 3Letters 1Mission Eliminate William H. Smith 2Off With the Bright On With the Dull 7Rattling Venomous Reptile 8Capt F. N. Olson and Capt H. W. PoseyWhat Price Standardization? 11Capt William E Volk and Lt Jack B SuttonNo Hits No Runs No Errors 14Lt Col Patrick N. DelavanKA-60 Camera 18New Enlisted Aviation MOS 22Capt Gerald E LethcoeMore Punch for Hueys 24Army Flight Instructor Capt Joel L. Hardy 25Togetherness Maj Russ Lewis and 28Lt George CoutoumanosAccidents on the Loose Capt Pierre V. Brunelle 3Basic Personal Survival Kit 3Capt Kenneth L. MattoxCrash Sense 36In Proud Remembrance Inside Back

Th e mission of the U. S. ARMY AVIATION DIGE T is to pr ovide infor mat ion of an operationalfun cti onal na tur e conce rn ing sa fety and ai rcraft accident p reve nt io n, training, main tenance , ope ratircscnrch and deve lopment , avia ti on medi cine. and oth er rela ted dat a.Th e DIGE T is an offic ial Departm ent of th e Arm y peri odica l published mont hly un de r th e superviof the Commandant, U. S . Army Aviation Schoo ' Views exp ressed h erein a re not necessaril y th oseDepartm ent of the Ar my or th e U. S . Army Aviat ion choo . Ph otos are U. S. Army unless oth erwspec ified. Materi al may be rep rinted provided credit is given to th e DIGEST and to the author, unoth e rwise ind ica t ed.Art icles, photos, and it ems of int erest on Ar my Av ia tion ar e in vit ed . Direc t commu nication s authized to: Edi tor. in Chief U .S . Army A viation Digest Fort Ru ck er Alabama.Use of fund s for p rintin g thi s publi cat i on has been approv ed by H eadquarters, Department ofArm y. 29 Dece mb r 19M.Activ e Army units rece ive di stribution under the pin po int di s tribution sys tem as ou tlin ed in AR 3120 ~ I a r < 62, and DA Circular 31057, 4 March 63. Comple te DA Form 124 and se nd directl y toAG Publications Center, 2800 Eastern Boulevard, Baltimore, ~ I d 2 220. For any chanl(e in distributrequirements, merely initiat e a revised DA Form 12-4.National Guard and Arm y Rese rv e un its submit requirements th ro ugh th ei r state ad ju tant s generalU. . Army Co rp s co mmanders respec tiv ely.f or th ose not e ligible for official d is tribution or who d sire personal copi e of the DIGEST , pai d ssc riptions, $4.50 domes ti c and 5.50 ove rseas , a re availabl e from th e up erintend ent of Doc uments, U.

Government Printing Office , Washington, D. C., 20402.


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Sir:I have beeit an avid reader of yourfine magazine for many years. Often Ithought of writing you about the wonderful job you are doing disseminatinginformation about our program. YourJanuary issue on Vietnam did the trick,and you are receiving the first letter I'veever written to an editor. Beginning withthe beautiful model on page one andstraight through to the moving scene ofthe soldier with the Vietnamese familyon the inside back cover, let me jl,lst sayCONGRATULATIONS for a job welldone

Sir:

CAPT M. BAMFORDDept o{ MaintenanceFort Rucker, Alabama

As the former Deputy 10 for U. S.Army Support Command, Vietnam Iwould like to congratulate you and yourstaff. on the outstanding January issue ofyour magazine.Having served in Vietnam, and having bummed as many rides from aviatorsas I did from all of you there, I feel avery close relationship to Army Aviation.My ability to travel the length andbreath of South Vietnam, and thus tellthe Army story, was dependent on theAt:my Aviation units, and, as in everything else, they came through with fiy-ing colors.Once again, congratulations on a reallyfine magazine and my best regards to mymany Army Aviator friends.

Sir:MAJ CHARLES P. MORNMPCInformation Officer

Captain Webster, author of article entitJed "Army's New Sidearm in November issue, is a good writer, However, theinformation regarding weapons he discussed is not accurate. He does not knowhis subject very well or he would knowthat with the hammer at half cock position the .45 automatic safety cannot beplaced on.Secondly, while the .45 caliber automatic as issued may not be the mostaccurate pistol, it is considered as accurate as the . caliber .38 special officialpolice, 4-inch barrel as issued by themilitary services and as reliable or moreMARCH 1966

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so under certain conditions. It wasproved many years ago by the UnitedStates Army that the .45 automatic wasmore reliable under dusty or muddy conditions than double action revolvers including the Colt new service model 1917and the Smith and Wesson models usedat various times by the military.With modern ammunition, misfires ineither type weapon are very remote. I tis granted that the individual has morechoice of ammunition in .38 caliber.However, a shot cartridge was issued inA5 automatic caliber for survival purposes. Disadvantage was it would notfeed through the magazine and had tobe loaded directly into the chamber. Itdoes contain more pellets and is bettersuited for hunting small game than the.38.I agree that the ,38 will probably bemore popular with air crews if for noother reason than it is lighter, but pleasekeep the facts straight.

Sir:

L T COL RALPH O. BENNETTChief, Avn Test DivU. S. Army Arctic Test CenterAPO US Forces 98733

Allow me to offer my congratulations,through your excellent publication, tothe person or persons responsible for the~ d o p t i o n of the .38 cal revolver to beauthorized to be issued to Army Aviationpersonnel. Also, I would like to offer afew comments on Captain Webster's finearticle Army's New Sidearm, I am expressing my personal opinions as a lifelong firearms enthusiast.First of all let me say that in Lieutenant Neverready's case, the issue .45automatic would be next to impossibleto handle, and in Lieutenant LTBA'scase, the issue .45 was so loose and illfitted that accuracy was hit-or-miss forthe average person, even under optimumconditions. Even the finely tuned targetautomatic gives no assurance againstjamming, I t only lessens the frequencyof such a malfunction,I agree wholeheartedly with Captain'Vebster's perference of the .357 magnumrevolver over the .45 or .38 special. The.357 magnum not only possesses greatershocking-, or knockdown power, but because of the interchangeability of arp.-munition (.357 or .38 spl.) it is a much

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more versatile, dependable, and valuableweapon , both defensively in hostile areas,and for survival in remote areas.N ow for the pros and cons of makeand model of the revolver to be issued,concerning the most important physicalfeature of the revolver, and I speak frompersonal experience.The sidearm illustrated in CaptainWebster's article appears to be one manufactured by Colt, and although I have agJ. eat respect for the fine weapons putout by this company, it has one seriousdrawback. The ejector rod, which is directly under the barrel when the cylinder is closed, is unprotected. I f for anyunavoidable or unfortunate reason thisrod is bent or sprung out of line, ejecting the fired cases and inserting newcartridges becomes a difficult and timeconsuming chore.Is it possible that the personnel of theSpecial Air Warfare Center have failedto take into consideration this very serious drawback, and have not taken intoconsideration . the revolvers made bySmith & Wesson which have a fully protected extractor rod . I f a man is flyingin combat, or if he is forced down farou t in the boondocks, he has enough toworry about without wondering whetheror not his s ~ r v i v l weapon is dependable, and whether it can stand possibleextremely rough usage.May I suggest that the fault that Ihave pointed out be given careful consideration and study by the Test andEvaluation personnel.

Sir:

l ILT JACQUES G, HOFFMANN,RET.100 James Dr., N.E.Sierra Vista, Ariz.The pat-on-the-back from Major Shiroin the Lette.rs section of the Decemberissue was well deserved.Being a monthly cover-to-cover reader,may I make a suggestion which I thinkwill make your layout even better? It'sthis. Print your articles on continuouspages thus avoiding the continued onpage 25" technique which detracts fromthe content. A good example is theSanta Learns About Flying article inthe December issue. Why continue on

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N

MissionlilllinateWilliam H Smith

I} I\ 11st OWNEIRCR FT

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ownwashfrom my rotor bl des fl ttened the rice st lks sl nded

MARCH 1966

1 knots. At this altitude andspeed signs of VC concentrationcould be seen all over the place.

When the Viet Cong found theyhad been discovered they openedfire. Immediately one of the Hueyswas hit. The pilot turned north,heading away from the thick vegetation. He was looking for acleared place to land. I decided toescort him down, hoping to e;etthe crew out before the VC couldreact.

The crippled ship headed for anearby rice paddy. In its last stageof growth, the rice was very high.When the helicopter settled in,its low silhouette was almost hidden from view.

I landed close by. Downwashfrom my rotor blades flattened therice stalks, making a beautifullycleared circle around my helicopter. In a few seconds the crewemerged from the tall rice. Theywere carrying their weapons andammunition so the VC couldn tget them.

In a normal opera tion, i f recovery ships can t get in, it isusual to destroy an aircraft whenit s down behind enemy lines.This keeps it from getting intoenemy hands. But in Vietnam thecommunists are many miles fromhome and have no means of transporting large items. For this reason I did not blow up the crippledship. f the VC discovered it theywould do the job for me. f theydidn t we might be able to comeback and take it to safety.

Removing all arms and ammu-nition is a must. f these can t beremoved quickly then the wholeaircraft must be destroyed.

After taking the crew to safetyI asked Ringo s permission to goto the southern area of operations.I took a wide detour around theVC concentration to conceal myaction.

I got there just in time. In thedistance a contingent of 24 heli-


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copters came into view, loadedwith troops. This was the first lift.Herding them into landing zoneI was the Viper platoon ofarmed Hueys.

The LZ was typical of the flatman;h country found in southernVietnam. It was very low-notmore than 10 feet above sea levelin its highest parts. During therainy season it probably floods.Right now it was mostly dry withonly a few shallow pools scatteredaround.

The whole area was coveredwi th high marsh grass. Aroundthe outer fringes was a line oflow scrub. Past the scrub was thearea of thick jungle vegetationthe ve had selected as their hiding place.As the troop ships came in andlanded, Viper s armed platoon circled overhead, firing on anythingthat moved. Some of the gun shipswere even firing when nothingmoved.

The landed troops encounteredno resistance until they were nearthe low scrub. Then the vestarted firing. Viper came in closerand intensified their fire, enablingthe rangers to continue movingtowards objective 2

About this time I noticed thatone of the Viper craf t was in trouble. It had apparently been hit.Feeling quite experienced in thisbusiness of rescuing downed crews,I headed in to help.

The crippled ship was settlingfast. It still had power but it wasapparent the pilot couldn't bechoosy about his landing area. Heheaded north, apparently hopingto clear the fighting area but finally settled in a cleared field within sight of the ve I landed quickly and the crew of the downedship ran over to get on board.Before leaving their ship, however, they removed all weaponsand ammunition.

Right after we lifted off, a mor-4

tar shell exploded ~ l o s by. In asecond another shell landed, thisone dead center of the downedHuey. The helicopter caught fireand was completely destroyed.

We made several passes over thenearby jungle but we never couldlocate the ve mortar. As soon asthey had done their dirty workthey stopped firing and hid.By the time we had dropped offour rescued crew and returned tothe southern operation area, thetroop ships had returned wi ththeir second load of rangers. Theylanded at about the same spot asthe first group and encounteredno resistance from the ve

But the communists were by nomeans keeping quiet. They wereconcentrating fire on the hatedAmerican aircraft. They had somehow decided that the little (radiorelay) Bird Dog flying high overhead was important. So they firedon it steadily and managed aftermany tries to get a hit. At thatdistance they couldn't do muchdamage and the little airplanemade it back to the nearby airfield. Before it was even out ofsight another radio relay ship wascoming to replace it.

Some ARVN rangers had beenwounded in the fighting. A medevac helicopter came in to takethem to the hospital. It was immediately taken under fire andhit. Before it had returned to thelanding strip two other helicopterambulances were replacing it.This time Viper gun ships keptthe VC in the immediate areaunder fire so they couldn't interfere.

After the second lift seven ofthe troop ships were released. Theremaining 17 picked up a thirdlift and air-landed them to reinforce the first two landings.

While on the ground one helicopter received a hit which causedhydraulic failure. However, it wasflown back safely and with minor

s the troops land (above), Viper s protecti

Troops met no resistance until they neared

U. S ARMY AVIATION DIGEST


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ircles overhead left) Photo Courtesy: Military Review

MARCH 1966

repairs was flying in a few days.With the landing of the third

lift the V C began pulling back.The southern force was able toneutralize objective 4 and seizeobjectives 5 and 6 The blockingaction had begun to take shape.

After the last lift six moreHueys were released. The other10 remained as standby. Thearmed aircraft rotated on stationto provide continuous suppressivefire for the rangers.

The action seemed to be progressing satisfactorily and thenorthern force began its push inearnest. As they were closing in onobjectives 3 and 7 the VC suddenly opened up with all theirweapons. They had consolidatedtheir posi tion and now seemeddetermined to resist.

In the southern area one corridor was not blocked by groundtroops. The gun ships had beenwatching it planning to close itif the VC tried to use it as anescape route. But now withcreased resistance it was necessarythat more gun ships be used tosuppress fire and the corridorcould not be closed properly withthe remaining available helicopters.

The ARVN commander decided to be safe and send a lift oftroops in to plug up area. Heasked for troop-carrying helicopters for this purpose.

Ten UH-1Bs that had been onstandby picked up the reserve element and landed them at LZ 2.These were the fourth and fifthlifts. Of course they were escortedby armed ships but there was nocounteraction by the VC. Uponlanding these troops moved toward objective 8 to tighten theenclosure around the Viet Congand seal off the last avenue ofescape.

In two hours objective 8 hadbeen seized. The northern forceentered the dense jungle to mop


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up the remaining Viet Cong andseize objectives 9 and 10. Theoperation was over and all aircraft were released.

The next morning the resultswere available. Seven ARVNrangers had been killed and 20wounded. Two American advisorswere wounded and one helicopterwas lost. All the wounded menwere evacuated by helicopter tothe nearest medical facility.

On the other hand the VietCong had taken a terrific beating.Some probably escaped in theheavy vegetation but most werekilled or captured. The ARVNcommander said he coun ted 51dead communists at the time ofthe report and the entire area hadnot been searched. The PW camp

held 61 captive VC and 58 suspects.Among the equipment capturedwere two 60-mm mortars one of

which was probably the weaponthat destroyed our aircraft. Alsocaptured were I BAR I smg 20rifles 5 carbines 18 60-mm roundsand 50 hand grenades.

We expended 65 000 rounds of7.62 and 350 2.75-inch rockets.The old man pointed out inhis report that the force airlifted

into the blocking position hadcome as a surprise to the communists. When they selected thejungle as a bivouac area theyapparently planned to retreatsouth if attacked by the superiorforce they knew to be a few milesnorth of them. This would havebeen possible except that the

edevac uey comes in to take wounded to hospital

blocking force got there first. Herecommended the use of aircraftto transport troops for such surprise movemen sAfter the action was completedwe turned our attention to theaircraft left in the rrice paddy. Iwas told to lead a repair partyand maintenance ship to the helicopter. The old man wanted therotor blade removed and thecrippled ship brought back to thefield if possible.

We found the helicopter exactly as we had left it. The repaircrew removed the blades strippedit of excess weight and the maintenance ship brought it back home.I rode shotgun but there wasnothing for me to do. The VietCong had been eliminated.



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N FRONTIER days, Indiansused to paint their faces withbright colored paint when theywere about to attack white settlers or another Indian tribe. Themodern day girl carries on thepractice of putting on war paintwhen she decides to take a poorunsuspecting male down the altartrail.

But Army Aviation is different.During periods of relative peace,when the Army is not fighting,Army aircraft put on the brightestpaints-olive drab gloss, high visibility red orange, glossy white andblack, and bright yellow lette ring.

This bright paint is not to impress the civilian population-although it does this too in a way.The main purpose of bright paintis so Army aircraft can be betterseen by the many other aircraft inthe air.But when the Army goes intoaction this bright paint becomesa liability. It is removed and thedull paint goes on. The aircraftcan't be seen easily and the operational life of the vehicle is extended.

With Army Aviation so activein Vietnam, the Army has decidedthat it's time to take off the brightMARCH 1966

paint and put on the dull. AllArmy CONUS aircraft are gradually being painted with lusterlessolive drab paint. New aircraftcoming from the factories are being painted with the lusterlessolive drab. Army aircraft in Vietnam have been using the dullpaint scheme for some time. Otheroverseas commands are beingasked to do the same.

In the new paint scheme, the

Offwiththerightnational insignia is removed andthe identifying Army or U. SArmy is dropped from tail rotorpylons, vertical stabilizers andwings. All other numbers andother lettering is in black lusterless paint. The only bright paintis a I-inch yellow band aroundemergency exits.

Training aircraft and those operating in the arctic continue touse bright colors as in the past.

On with the Dull

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Captain Frederick N Olsonand Captain H. W. posey

~ 7 ( a t t l i n gl enOlllOUSt< eptile

Y OU HAVE just contactedapproach control on an IFRflight to Atlanta, Ga. The weatheris reported to be 300 feet overcastand mile visibility, RVR 28.1. f you are equipped with afull component ILS, can youmake an approach?2. f you make the approachand do not break out of theclouds or gain visual contact, towhat altitude may you descend?

The weather is now reported tobe 400 feet overcast and * milevisibility, R VR 24.3. Can you make an approach?4. f you a.re not equipped

with a glide scope receiver, canyou make an approach? (Answerscan be found at end of article.)

f you are not sure of the answers to these questions, this flightcould become a RATTLIN G experience. f you guessed the answers and guessed wrong, thisflight could become as deadly asthe most VENOMOUS REPTILE. Persons who thoroughlyunder-stand reptiles can handlethem with confidence. f you understand RVR, you can handle itwith confidence.

What are RVV and RVR?RVV Runway Visibility Val-

ue) is the visibility along anidentified runway measured by aninstrument or by a human observer. Reported in fractions of amile, it represents the distance atwhich a da.rk object can be seenagainst the horizon during daylight, and at which a 25 candlepower light can be seen duringdarkness.

RVR Runway Visual Range)represents the horizontal distancea pilot will be able to see downthe specified runway from the approach end. Determined by instruments it is based on the sighting of high-intensity runway lights

SCHEDULED AIR CARRIERS PVT OPERATORS NON-SCHED AIR CARRIERSTRAIGHT-IN R WY 9L STRAIGHT-IN RWY 9L

ILS G/ S ONLY OUT LOC OM ILS COMP/ S OUT1) 1) S S

200-1 / 2 300- 3/ 4 400-3 / 4 300-3 / 4 400-1S Sor or or or or

RVR 24 RVR 40 RVR 40 RVR 40 RVR 50(1) NOTE: Private operators 300-3/ 4, RVR 40

8 U. S. ARMY AVIATION DIGEST


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or on the visual contact of othertargets, whichever yields the greatest visual range. The intensity ofrunway lights is controllable.Therefore the RVR readout is increased by the increased intensityof the Ifunway lights. This is theprimary advantage of an RVRreading as opposed to an R VVreading. By taking into accountthe penetrating capability of thehigh-intensity lights, an RVR reading represents a more realistic andaccurate indication of what theaviator will actually see when onthe runway.

Runway Visual Range is reported in hundreds of feet. Tosubstitute an RVR value for visibility, a pilot must know its mileage equivalent. RVR values andmileage equivalents are given below:

RVR MILEAGEEQUIVALENT

2,400 feet or RVR 24 Y mile4,000 feet or RVR 40 mile5,000 feet or RVR 50 I mile6,000 feet or R VR 60 1;4 mileWho may use Runway Visibility Range? All instrument rated

aviators may use R VR exceptthat holders of fixed wing standard instrument cards may notuse R VR when using scheduledair carrier minimums.

When may R VR or R VV valuesbe substituted for prevailing visibility?Whenevelf visibility is reportedas an RVR or R VV for the run-way to which an approach isbeing made, this visibility valuewill control the approach. Thisalso applies to takeoff. Thereforewhen R VR or R VV is reportedfor the runway to which an approach is being made or fromwhich a takeoff is being made, all

Capts Olson and Posey are withthe Department of Rotary WingTng} US VNS} Ft Rucker} AlaMARCH 1966

aviators will substitute this valuefor the prevailing visibility.For example, you are planning

to make a VOR approach withpublished minimums of 400-1.Weather is reported to be 400-with RVV reported as I mile. TheR VV would control and the approach could be made. On theother hand let's imagine you areplanning to make an ILS approach with published minimumsof 300- and RVR is reported as2,400. In this case you could notmake the approach because theR VR value is less than the visibility minimum for the approach.However, if an RVR or R VV valueis not available fO r that particularrunway, ceiling and prevailingvisibility minimums govern.

When may RVV or RVR besubstituted for ceiling and visibility?

RVV may never be substitutedfor ceiling and visibility. t maybe substituted for visibility only.

RVR may be substituted forceiling and visibility for straightin PAR and ILS approacheswhen RVR minimums are pub-lished for the approach and thereported RVR value equals or exceeds the published minimum. Insuch a case, an aviator may makethe approach to the publishedceiling minimums and completethe approach if he then has thelights in sight or is clear of theclouds.

For example, the ILS minimums at Dannelly Field, Montgomery, Ala., Runway 9, are200-Y2 RVR 24. The weather isreported to be 100 feet overcast,;4 mile visibility and RVR 24.The aviator may start the approach and descend to 200 feet.1 he has the lights in sight or isclear O f the clouds, he may complete the approach; otherwise hemust execute a missed approach.

On other approaches (ASR,VOR ADF) RVR may be sub-

stituted for visibility only.For RVR to be used as a sole

minimum on an ILS approachthe following aids and relatedairborrie equipment tnust be insatisfactory operating condition:

ILS localizer plus OM orLOM. Standard approach light sys-tem and condensor dischargelights.

All-weather runway markingor centerline runway lights.

High intensity runway lights.Why is it important for instru

ment rated Army Aviators to un-derstand RVV and RVR?R VV and R VR represent visibility along a particular runway.Frequently visibility along anyparticular runway will be eithermore or less than prevailing visibility. Since instrument approaches are not made to the entire airport area, it is obviousthat visibility along the approachrunway is of greatest interest tothe pilot.

Where RVR is published as asole minimum approaches can bemade in weather that would otherwise be prohibited. Further-more, it is presently planned thatRVR equipment will eventuallyserve each runway eqUIpped withan instrument landing system.

Military aviators are expectedto possess the highest degree ofprofessionalism. To maintain thisrespected position, it is essentialthat we have a thorough knowledge of the equipment and procedures now being used in avia-tion.Answers to questions: ..1. RfW standard, RjYf special-yes. F W special-yes; F Wstandard-no. .2. For holdero RjW standardRJW special, and F/W. special,200 feet. For holder o F;W t a n d ~ard, no approach.3. ' Same as answer 1.4. No.

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L TT RSContinued from page 1page 25? Newspapers do this to get people to turn to the pages with the advertisements but this obviously does notapply in our case Just a nit-pick forwhat it's worth.

Sir:

CAPT JAMES M. STURGEONTng Off, Libby AAFFort Huachuca, Ariz. 85613I 'm not an aviator but do, on occasion, read the Digest. Permit me to sayI think you are missing the boat with alot of people in the Army.We aren't being advised of all the potential in aircraft use. Let me illustrate:This past summer I put in two weeksevaluation duty at Camp Pickett evaluating some Ordnance Units, both Reserve and National Guard. One unit'scamouflage discipline was rather bad andthe thought occurred to me that a fly-over of the area for officers and keyNCOs in the unit would be informative.Believe me it wasA small point perhaps, but I'll betthere are NCOs and officers with 20years behind them who have never hadthe opportunity to check themselves outon their camouflage. The airplane drivers are over units every day but howmany of you have assisted the gravelpounders-but more importantly-techservice units in this one survival item?I'm sure you can come up with manyother items along this same line.

MAJ BE.RNARD M. SIEVERSHq & Hq Co, 2d Log CmdAPO San Francisco 96248 We invite comments in the form ofan article from "gravel pounders" andtech services." How about it'f-Ed

Sir:By courtesy of the Army Aviation Advisor, MAAG, Germany, I receive regularly a copy of the Aviation Digest.Being one of the first three German student officers who arrived at Fort Ruckeron January 1, 1956, to receive their helicopter training I am always looking forward for my monthly copy because thearticles are not only interesting but written with great skill and in a professionalmanner, especially the ones dealing withflight safety, accident prevention, etc.So, in reading my December 1965 copyI was .really glad to meet good old Capt

o r a ~ l O Frozzleforth again. By his wayof flymg I was a bit afraid it had beenthe late Horatio Frozzleforth but I amhappy to. see .him "still going strong.May I WIsh hIm good luck, even if hed o e ~ n t deserve it, he really needs it, ifhe S planning to draw his flight payany longer.At the conclusion of this letter may Ibe allowed to make a suggestion:Why not compile the stories of Ho-10

ratio Frozzleforth into a little bookletand give to all pilots at their graduation?I am sure it will not only be a souvenir of the time he was working hard tobecome a skillful, proficient andthoughtful pilot but besides the fun ofreading or rereading about Horatiosometimes 'it may call to his attentionthe fact that he too occasionally hasbeen sloppy, careless or overconfident.That certainly will make him think andremember him of the way this flyingshould be done, which maybe one daycould save his life and, even more important, the lives of others who trusthim. And that will be the true justification and reason to keep old Frozzleforth alive for the benefit of all theother aviators.

MAJ PETER H. NOLTEGerman Army AviationTruppenamt, InHRust5 KolnBruhler Str. 300Germany

Dear Major Nolte:Have no fear Frozzleforth is hereYour letter to the Editor-in-Chief of the

U. S. ARMY AVIATION DIGESTreached me just as I finished testifyingbefore a Flight Evaluation Board.Can you imagine it' They were ac-tually thinking about grounding theworld's greatest aviator I'm happy toreport that your testimonial helped tosway the board in my favor. Manythanks

Unfortunately, after my last accident,tleither the investigation board nor theexperts in the laboratory could determine what malfunction or failure causedthe aircraft to exhaust its fuel. I guesswe'll just have to chalk it up as undetermined. You'd think those chaps coulddo a better job with all the scientificgadgets they have these daysI think your suggestion about publishing my memoirs for young aviators isexcellent. What better way could theylearn the finer points of {lying' As soonas my busy schedule permits, I'll dashoff a few more thousand words of wisdom and have my agent approach thepu.blishers.

At present, I am temporarily assignedto the U. S. Army Board for AviationAccident Research while the Officers Assi.e:nment Division seeks a post worthyof my talents. As you can well imagine,many Army commanders are battlingfor my services. I may decide to accepta position in Vietnam if it offers a genuine challenge to my {lying ability.Meanwhile, cheers, andBest wishes,HORATIO FROZZLEFORTHCaptainWorld's Greatest Aviator

Sir:I enjoyed your December issue of theDigest as I have each previQus issue forthe past several years. Captain Lawson'sarticle Know Before You Go" is of particular interest to me. It is indeed aninteresting and thought provoking article. HQwever, I feel there are a cQupleof mistakes in it which need correcting.On pag.e 14 Captain Lawson states:The B-12 back-type parachute is usedin most Army aircraft fQr emergenCyjumping. The fact is very few Army aircraft carry parachutes pf any type. Inpractice majQr commanders take full advantage Qf their prerogative to waiveparachute requirements in ~ i r c r a f t undertheir commands, which is in accordancewith AR 95-1, .p. 11. A check Qf T t1-55F and TOE 1-75E indicates divisional aviation units aren't even issuedparachutes.This statement also tends to ihfer that"emergency jumping is commonplace.I'm sure a check. of the records atUSABAAR will reflec.t very few emergency jumps in the past several years.The article continues on p. 14 witha parachutt inspection checklist whichis outdated and inaccurate, i.e., B-12parachutes are nQW repacked every 120days and routinely . inspected every 30days. The correct checklist is found inTB 10-1600-200-20/1, Routine Inspectionof Parachutes, dated 8 December 1964.

Sir:

CAPT GEORGE R. CATRONOff Stu DetUSATSCHFort Eustis, Va. 23604

Let's be dQne with it A clear victorycan never be won and I don't like thiswandering around wondering whenwe're going to be hit llext and fromwhich directiQn. t ain't worth it. Resistance is widespread and throughoutthe world, overt and hidden in thedeepest recesses. It insidiously creepsintO every organization, eventually leaving us barren and without. The enemyis everywhere. Let's be rid of it. Stppthe fight and resign 0 ~ r s e 1 v e s to the fatewhich is inevitable. Let's take the disputed thing and laterally transfer itback to frQm, whence it came. Theystarted the whole darn thing anyway.Why did they let us have it in the firstplace? ObviQusly it was to promote dissensiQn among the group and keep usoff balance. CURSES WQuld that iteQuId never have been invented. I wishI 'd never seen onel I wish they'd nevermade one I never want to see oneagainlll Take the blasted flight suit, and. . . and . . . and . . . give it back tothe Air Forcellll Yiiiiiiiiiiii.

MAJ STEPHEN FARISH54th Avn CO . (AirMb1FW)APO San Francisco 96291U. S. ARMY AVIATION DIGEST


13/52

aptainWilliam E olk and Lieutenant Jack B SuttonAJOR DOBOY had had atypical day of operations inthe Mekong Delta. His airmobilecompany (light) had made a suc-cessful troop lift tha t morning

with no rounds taken. He creditedmuch of the success to his armedplatoon. Their eight Hueys haddone a fine job in engaging twoMARCH 1966

en route targets and softening upthe LZ.The major had monitored Lieu-

tenant Firebird's fire commandsthat Saturday morning. Lieu-tenant Firebird had used informalcommands on all the targets. Acou pIe of commands had beenFire team Blue, get those VC in

the rice paddy to your left rontand The LZ s dead ahead; goahead with your prestrike. Thesecommands followed the patternthat Lieutenant Firebird hadworked up, but what were the

o t h ~ armed platoons in the com-bat zone using? Each unit seemedto have its own SOP for engaging

11


14/52

12

tandardizedfire commandsfor alle helons ofcommandin tlte combatzone wouldenhancemissionaccomplishmentta.rgets and issuing fire commands,and each was a Ii ttle different.

After mulling the day s missionover, the major decided to call inLieutenant Firebird and CaptainFearless (op officer). They allwent to see the S 3 for a confer-ence on standardizing fire com-mands for all units in the combatzone. Suggestions were solicitedfrom other units and the staffingwas underway.

The final product on paper con-sisted of six elements: three man-datory and three optional. Alert,target description and target di-rection, and J ange would be themandatory elements. Direction ofattack and break, marking the tar-get and report and remarks wouldbe the optional elements.

Alert was selected in lieu ofwarning ordeJ . With the furiouspace of aerial gunnery target se-Capt Volk and Lt Sutton are withthe Rotary Wing IntermediateMaintenance Division Dept ofMaintenance Ft Rucker Ala.

U. S. ARMY AVIATION DIGEST


15/52

lection being the rule more oftenthan the exception, it just didn'tseem feasible to wait for Sendyour mission. This element included the call sign of the personordering the fire mission and thecall sign of the person to whomthe mission is assigned.

Target description followed thetried and proved methods of thecombat arms. Personnel targetswould be reported in number ofpersonnel and not squad, platoon,company, etc. (How many menare in an enemy platoon or company?) Any fortifications observedwould be reported here. f equip-ment other than small arms is inthe target area, report what type(artillery piece, 50 caliber ma-chineguns, armored personnel carrier, etc.)

Target direction and range wasto be given in relation to the attacking aircraft at the time thefire command is sent. Target direction would be the clock systemfor simplicity and expediency.Target range would be given tothe nearest quarter mile due tothe apparent speed of aircraft.

f given, the direction of attackwould be direction TO the targeton final approach. If this elementis omitted, the attacking echeloncommander will exercise his judgment in approaching the targetarea and breaking away.

It is apparent that a target neednot be marked after a salvo run.f a target was to be marked, the

sender would specify how it shouldbe done. f report to is omitted,it is understood that the attackingechelon will send the aftermissionreport to the sender.

Remarks will cover any additional instructions not given elsewhere in the command. Some examples suggested were: Save halfyour ammo, join another platoonafter attack, stand by for additional nre commands, report remaining fuel and ammo, returnMARCH 1966

for fuel and ammo resupply andreport return when 2 minutes out.This section would also allow theindividual commanders the flexibility of issuing orders most familiar to his aviators while in acombined ae.rial assault.

The fire command forma twasdrafted and distributed to aviatorsand gunners. The S-3 had scheduled four Hueys for weapons firing on the range and the stage wasset for the ever important stepfrom paper to operation.

Briefing was conducted at 0600.Takeoff would be at 0730 with theS-3 piloting a Bird Dog and MajorDoboy riding as observer with callsign Blue I. Captain Fearless hadcall sign Red and LieutenantFirebird was Red 2. Each was afire team leader wi th two H ueys.

The S-3 had set up simulatedpersonnel targets en J'oute to thegunnery range. When the firstpersonnel target appeared, theoperation was underway. MajorDoboy sent his fire command:Red 1 Blue I, fire command. Tentroops in rice paddy; 2 o'clock, 3miles. Attack south, break left;blue smoke. Join Red 2 after onepass.

Red 1 sighted the target andimmediately set up his pattern forattack. The attack was made anda blue smoke grenade dropped.He then joined Red 2 and senthis aftermission report.

Targets on the gunnery rangeweJ'e in sight now. The 8-3 hadplaced them along a treeline.Nlajor Doboy purposely steeredRed 1 and 2 abreast of the targets.Now to check reaction time withthe mandatory elements only. Thefire command was sent: Red 1 and2 Blue 1 fire command. Twentytroops in treeline; 3 0 clock fromRed 1 3Y2 miles. Attack now. (Ithad been deteJ'mined that the prowords ATTACK NOW would beused in the event that some elements were omitted from the fire

command). It was now up to thea ttacking echelon to engage thetarget in the most feasible man-ner. They came ou t of the sun.N ow for a final check. Immedi-ately after the fire teams pulledup from the target run, MajorDoboy sent anoth& fire command:Red 2 Blue 1 fire command. Estimate ten troops still firing; samelocation. Report ammo remainingafter attack. Attack now.

Red 2 engaged the target againand senth i s aftermission reportincluding the amount of ammoremaining.

All seemed to go well on the firing range. Now back to the hoochto discuss the feasibility of this,re command format for standard-

ization in the entire combat zone.Many questions came up in thehooch. With a little practice,would it take any longer to sendor receive this standardized firecommand than it would to use amore informal and individual unitprocedure? Couldn't this same firecommand be used through allechelons of command (airmobileforce commander to platoon leader, airmobile company commanderto fire team leader, etc.) ?

Would it assist or hinder communications procedures? Howmany personnel and how muchtime would be involved in train-ing aviators and gunners to receive and send this command?Should any element be added oromitted? Wouldn't each aviatorand gunner in a 100 ship assaultknow what to expect when a firecommand is sent? How well willit work in the heat of battle?These questions had to be answered if standardization was tobe implemented.

The Suppressive Fire Branchof the Department of Tactics,USAAVNS, Fort Rucker, Ala., isadopting this fire command foruse in training aviators in aerialgunnery.

13


16/52

14

COMMANDING an aviation company in combat is similar to managing a baseball team.Each mISSIOn like each game is important, butsuccess is determined by the total wins during theseason. The most effective way to keep the opponent s hits and runs to a minimum is throughcompany level combat intelligence.

The first problem is to find a good pitcher.Proper selection of an intelligence officer will giveyou many carefree hours in the club to devote toimproving the company s morale. In fact the clubis the best place to start looking. The extrovertregardless of rank, who imposes his will on thegroup and generally leads the festivities is thecharacter you want. Next you need a Pfc or Sp/4who will methodically copy and file information.He is going to be your highly mobile self-containedautomatic data processing machine. The first sergeant usually has two or three of these types ear

hisnuts and bolts outline for comp nylevel intelligence will help yourte m win lot of g mes

o RunsNo Hitso rrors

marked and held in reserve in case hisclerk gets sick. Now you need an intelligence sergeant. His qualifications need tobe those inherent to his rank, plus willingness to put in long hours and see that theclerk does the work.

That is the pitching staff. Here are thetools they need to do their work.The intelligence section needs an office

that can be secured. As a minimum theyshould have part of the operations officewith wall space for two maps. This officeshould be convenient to pilots when theyare getting ready for a mission. You wantevery aviator to become interested in yourmaps and get in the habit of checkingthem before each mission.

Another essential tool is the historicalcard file. The clerk will be primarily responsible for this file which will have a

card for each grid square on the map for yourarea of operation. This card file is the backboneof your system because enemy information willcome to you on a daily and weekly basis. Unlessyou establish a historical record of activity in agiven area you will find that you are reacting to athreat after the fact. Also when a record of enemyactivity builds up in an area you can be relativelysure that the threat will be constant.

Thus the cards should contain identification ofenemy units and date reported in that grid squalreand location of any installation such as trainingareas hospitals etc. When you have built a background on these cards you can determine an



17/52

HISTORIC L C RD FILE

enemy s area of operation and movements. For instance, in Vietnam anytime an aviation companyoperated west of My Tho they would run into elements of the 514th Battalion. This battalion had a

c ~ r c t e r i s t i c way of fighting, and special precautIOns were necessary.The primary source of informa tion for the historical card file is the Intelligence Summaries.

These ISUMs will contain a lot of information thatis not applicable to the aviation unit. The intelligence officer must read through each of these andcheck those items he feels should be transferred tothe card file. The clerk can then abbreviate theentry and record it on the appropriate card.

ISUMs should be available through normal channels. f you are not included in normal distributionget on your horse and fight until you get an orderlyflow of ISUMs. Every theatre has these though toget them sometimes requires rattling the boxes ofhigher headquarters. But when you show any intelligence type that you are interested in his business,he will clasp you to his bosom and flood you withinforma tion.

Tool three, the situation map, is the responsibility of the intelligence sergeant. It should show thelast reported location of known enemy units, usingthe conventional map symbol, and be dated, usingthe day/month method. The map should also showspot locations of known antiaircraft weapons.

Adjacent to the situation map should be theflight route planning map. This is one of the besttools you have to reduce the number of hits yourcompany will take, and should be the same scaleas the situation map. Each grid square will beCol Delavan is with the Combat Developments

ommand Special Warfare and Civil Affairs GroupFt e l v o i r ~ VaMARCH 1966

broken into four parts and will be coded withcolored pencil. The system as once used in Vietnam was:Black-no fly areaRed-ground fire received in the last 30 daysYellow-units located here have capability to de-

liver ground fireClear-no fire in the last 30 days and no knownuni s in the area.

This map should be reviewed and the squaresregraded once a month. The individual squares willbe continuously upgraded from yellow to red, etc.,as ground fire is ,reported by your crews. Thus youwill be able, at a glance, to plan the safest Hightroute from point A to point B by looking at thered and black checkerboards on this map.Next, the intelligence officer needs an orderof battle book. This will contain strengths andweapons for each known enemy unit. Regrettablyyou may have to chase this book down like youdid the ISUMs.

These five items (tools) are the nuts-and-boltshardware of company level intelligence. Here is themethod of putting the system in motion.

Have the intelligence officer go through all theold ISUMs he can find. He will use his judgmenton items that pertain to aviation, and the clerkposts each of the checked ent,ries to the historicalcard file in chronological order.

Enemy units reported in the last 30 days shouldbe posted to the situation map. Initially enemyground fire information may be difficult to find. fyour unit is new in the theatre, the intelligence

\N TELL\GENCESUMMAR\ES

CORPS

5


18/52

SITU TION M P5 C L

2 8

TNG RE20 /8

~ U N K12/8

~ 5 48

RMSl F CTORYtI 3 7

HOSPIT L5/8

e2 mm15 /a

officer can go to other companies and .record theirinformation. Often pilots who have been in thecountry a while will have a clear idea of wherehot areas are located but the information may not

FLIGHT ROUTE PL NNING M P

_ B lack no fly area

Red ground fire received in the last 3 daysYellow units located here that have capability to deliverUJ ground fireClear no fire in last 3 days and no known units in the area

6

have been recorded in any useable form. To startthe system you may have to rely on these warstories.Debriefing aircraft crews is the most importantsource of current information you have. This is the

main area where, as company commander, you maybe ,required to exert your influence. It must bemade absolutely clear to the intelligence officer, theoperations officer, and the crews that a debriefingwill be held after every mission. An exhausted,hungry Grew at 2100 hours is less than a coopera-tive group. But if you let them wait until tomorrowyou have sown the first seeds of failure for yoursystem. Soon the hit rate will go up and yourproblems will increase.

The best way to handle this debriefing is to havethe mission leader designate one of his pilots atthe beginning of the mission to ga ther informationduring the flight. Keep in mind, the advisors in thefield are an excellent source of information. Oftenthey will tell you things that don't get in ISUMsand their information will be the most current inthe theatre. Also, administrative flights, where thereare frequent stops at outposts, etc., are valuablesources of information. The pilot designated by theflight leader should milk them for all they areworth.

Then the in telligence officer takes all of this infor-mation and uses his judgment about what shouldbe recorded in the historical file, flight route mapor situation map. Most important, he stores thisinformation in his brain and it helps him make ajudgment for his briefings.

The inte lligence officer should also have a cockpit

ORDERf

B TTLE


19/52


20/52

~ ~ o@aJ j]] L l ~

O NE OF THE principal missions of the famed W orIdWar I Flying Coffins was to takeaerial photographs. These airplanes got their nicknames becausethey had the nasty habit of catching fire when an enemy bulletentered the fuselage. (There wasa serious design fault in the fuelsystem.)Despite this drawback, they weregood platforms for cameras; theymade possible the development ofaerial photography as a principalsource of information for militaryin elligence.

Today aerial photographs are aery important source of military

information. The U. S Army hasspent much time and effort in de-18

veloping the surveillance systemsthat go into its aircraft. Latest ofthese is the KA-60 forward looking 70 mm panoramic camera sys-tem. Installed in the OV-I observation aircraft, the KA-60 is nowbeing used in Vietnam. It shouldbe noted that this camera will notreplace the current KA-30 camerain Vietnam but will supplement itin order to improve the Mohawk'seffectiveness as an aerial surveillance platform.

Heart of the sys tern is an electronically controlled lightweightcamera which provides horizon-tohorizon coverage. This wide coverage is made possible by a doubledove scanning prism rotating in

fron t of the lens. The camera alsohas a fore and aft scan ability thatcan be used for damage assess-ment, pathfinding, etc.

The KA-60 is designed to takeup to 12 pictures a second, but inthe Mohawk the number has beenlimited to 2 or 4 a second. At1,000 feet altitude the system hasa 60 mile range.A good fea ture of the camera isits ability to take photographs invarious light conditions. It caneven take pictures in the predawnor postdusk periods of dimness orover snow-covered terrain that reflects sunlight. The camera has anautomatic exposure control assembly consisting of self-controlled



21/52

Above: Lawson Army Airfield, FortBenning, Ga., is seen in photo takenwith the KA-60. The camera gives anextreme, wide angle view with 350percent greater coverage than isobtainable with a frame camera.

Right: A look under the raised nosecone shows the KA 60 and its supportstructure. The camera is angled down20 from the airplane longitudinal axis.The support structure swings down toaid loading and unloading film.

Below: Peering through a Vshapedwindow the rotating prism allows thecamera to take 180 scan photographs.

M RCH 966

KA-60 panoramic surveillance system camera with cockpit controlpanel top right) and control unit bottom right)


22/52

light sensor and servo controlledshutter and diaphragm.

Enough film fits into the cam-era to take 300 frames. Unloadingand reloading take only a fewminutes. The film magazine is at-tached with quick disconnectclamps, and the support structureused to hold the camera swingsdown to facilitate loading andunloading. Film comes in 100 and250 foot rolls and requires Kodak

20

Another photograph taken with theKA-60. This s the VerrazanoNarrows Bridge between StatenIsland and Brooklyn The picture wastaken at 1 000 feet and includesFort Wadsworth and Staten Islandon the ~ f t and Fort Hamiltonon the right.

Plus X Aerecon perforated film.An aero exposure index of 80 isused.

Film may be developed usingordinary equipment by any SignalCorps photographic unit. How-ever, high speed developers espe-cially designed to match the sys-tem are available. This specialprocess is called Poro Mat. Theprocess uses a presaturated matwhich is squeezed against the film

for developing and fixing. Themethod is almost foolproof, as thedeveloping and fixing is doneautomatically and does not re-quire darkrooms and developingpans.Developing and fixing may bedone on the ground after the air-craft has landed or in the airwhile the pictures are being made.When the film is developed on theground by the Poro Mat process,



23/52

Opposite page: New York World s Fairgrounds and surrounding network of newhighways are shown in 1800 scan phototaken during {light test of KA-60 (F-415G)70 mm surveillance camera. Taken at1,000 feet, the wide angle forward oblique view includes the entire Fair complex. Tactical value of such photographsis obvious. Photo covers areas from Kennedy International irport to WhitestoneBridge.

negatives are available in 5 minutes and enlarged prints can beready in 6 minutes.To develop the film in the aira special inflight cassette is attached to the camera. The Poro

Mat web is mated with the filmand developing and fixing is doneas fast as the pictures are taken.

The operator may operate thecamera by autocycle or by pulse.n the autocycle metlJ.od the cam-

MARCH 1966

TECHNICAL CHARACTERISTICS KA-60 CAMERATypeCoverageMode of OperationCycle RateLensFormatFilm CapacityExposure timeExposure controlImage motion

compensationResolutionData recordingSize nominal)WeightPower

Reconnaissance, panoramic, rotary prism180 lateral; 40 fore and aftAutocycle or pulseI 12 cycles/sec autocycle)Below I cycle/ sec pulse)3 in /2.8 T / 3.32 1/ 4 in x lOin250 ft x 7 mm1/100 - 1/ 10,000 secAutomatic, self-containedOptional45 lines/mm LWARProvision for da ta annotation13 4/ 5 (H) x 13 3/ 5 W) x 6 2/5 L)26 Ibs28 VDC115 V AC, 400 cps

era takes a number of pictures persecond as desired. n the pulsemethod an intervalometer is setfor an infini te range of over a pping. n addition a special buttonallows the operator to take extraframes as desired without interfering with the other systems.To accommodate the KA-60, thenose of the Mohawk must bemodified. Armor plating is removed and the flak curtain rein-

stalled. Camera and support structure are placed behind a specialcow ling, and the rota ting prismlens peers through a V-shapedwindow. The camera is angleddown 20 from the airplane'slongitudinal axis. The supportstructure weighs 18 pounds andthe camera 26 pounds, making thesystem weight 44 pounds. f thePoro Mat developer is included,there is an additional 1 pounds.

21


24/52

YOU'RE WAY behind times ifyou still refer to that CH-37crewchief as a 677.10. Under theconverted MOS system this manis now a 67T20. Change 15 toAR 611 201, Manual of Enlisted:Military Occupational Specialities, called for all active duty enlisted men to convert to the newfive-character MOS structure between I through 25 July 1965.Propay tests in the new codesstarted in August.

One of the advantages of theELEMENTS OF MOS CODE

NewEnlistedviation

OSaptain Gerald E Lethcoe

conversion is that the new structure reduced the number of MOSsfrom 1350 to 950. Awarding skilllevel digits independent of theindividual's promotion skill willbe a great improvement for enlisted careerists. Under this program it would be possible for aPfc to hold as high as a 5 levelskill digit.

The new code retains the simple five-character structure buteliminates the decimal point anduses letter replacements in the6 s

third and fifth positions. For example, the old MOS 676.60 staffsergeant in CH-21 is now 67S40.The first character (number)represents the broad occupational

area into which military jobs areclassified. In combination with thefirst, the second character (number) identifies a career group.The third character (letter) identifies the specific military occupational specialty without regard tolevel of skill. In this position, Aidentifies the entry MOS with progressive alphabetical designationsfor more advanced skills.Skill level within the MOS isidentified by the fourth character.These levels are designated by thefollowing numbers:I-Apprentice (normally private

and Pfc)Journeyman (specialist)3- Advanced journeyman(specialist)4- Leader (any NCO E-7 or below)5- Supervisor (E-8 or E-9

Under this new system the highestskill level to be awarded a specialist will be advanced journeyman, and all noncommissionedofficers will be leaders or supervisors. An NCO cannot hold aspecialist MOS, but a specialist canhold an NCO 's MOS as secondary.

Fifth character of the code identifies special qualifications. In4 H

1st character 2nd character 3rd character 4th character 5th character(numeric) (numeric) (alpha) (numeric) (alpha)

OCCUPATIONAL AREA INITIAL CLASSI-FIcATIoNCAREER GROUP CAREER GROUP IDENTIFI-

CATIONMOS SPECIALTY IDENTIFICATIONSKILL LEVEL IDENTIFICATION OF LEVELS OF SPECIALIZATION AND

LEADERSHIPSPECIAL QUALIFICA- IDENTIFICATION OF PARACHUTISTS, SPECIAL FORCES, INSTRUC-TION TORS, LINGUISTS, Etc.

22 U. S. ARMY AVIATION DIGEST


25/52

most instances the MOS codes arefilled out to include 0 the lastcode position. However, in converting MOS codes for positionsor individuals, this position shouldbe changed to a special qualification identifier. These are used:S-Special Forces

P-ParachutistH -InstructorA-Technical intelligencepersonnel

R R e s ~ a r c h and DevelopmentDog handlerL-LinquistThus, as shown in the illustration, the staff sergeant CH-21 air

craft mechanic is also a qualifiedinstructor: 67S4H.V nder the new system the entire 670, aircraft maintenance,series was changed as follows, comparing the old code with the new:Old New670.00 Aircraft Mainte- 67AI0nance CrewmanBasic entry)671.10 Aircraft Mechanic 67B20

0-IA and V 6A672.10 Aircraft Mechanic 67C20V IA672.10 Aircraft Mechanic 67G20V-SD

672 2Q Aircraft Mechanic 67H20OV-I672.30 Aircraft Mechanic 67J20CV-2675.10 Aircraft Mechanic 67M20OH-13 and OH-23675.20 Aircraft Mechanic 67N20

Va l675.30 Aircraft Mechanic 67P20VH 19 and CH-34

676.10 Aircraft Mechanic 67S20CH-21677.10 Aircraft Mechanic 67T20CH-37678.10 Aircraft Mechanic 67V20CH-47Capt Lethcoe is section l e d e r ~

C H 2 1 ~ 47 s e c t i o n ~ Dept of Mainten a n c e ~ U S V N S ~ Ft u c k e r ~ AlaMARCH 1966

The 679 series will adopt the67Z designation. A rotary wingtechnical inspector who carried a679.50 MOS will be a 67W20. Hiscoun terpart, a fixed wing technical inspector, becomes a 67F20.These are the only two not carrying the 67Z combination.

Although the MOS structurechanges, the training program remains basically the same. As a newsoldier enters the aviation field heattends the 5-week basic entrycourse to work toward MOS67Al O V pon successful completion the new mechanic has threeassignment choices. He may go tothe field, or remain in the flow foradditional schooling and enter thein termediate fixed wing courseO-lA and V-6A or the irotarywing course OH-23 and OH-13) .V pon completion the mechanicmay go to the field or to one of

the advanced maintenance courses.Based on current data from thetraining officer in the Departmentof Maintenance, VSAAVNS, 46percent of the students finishingthe 67Al 0 course go directly tothe 67N20 course. Results havebeen very satisfactory, with theacademic attrition rate no higherthan normal. This deviation, bypassing the 67M20 course, hasbeen brought about by the increased emphasis on the VH-I inSou the as t Asia.

The addition of the CH-47 Chinook has brought about an additional program of ins truction inthe advanced maintenance field.

This new conversion has greatly simplified the MOS designationsystem. It should aid all personnelin recognizing the right man forthe job by his MOS.


26/52

orePunchfor

ueysU H-1BS and Ds will soon receive a shot in thearm to boost their performance. The Armyhas let a contract for an undisclosed number of apew engine developed by the Lycoming Division ofAVCO Corporation. Called the T53-l---13 the newengine is exactly the same size and spape and hasthe same engine mountings as the T53-L-Il nowbeing used but has a standard day ratipg of 1,400horsepower instead of 1,100 horsepower.

This increased horsepower should improve engine acceleration time and increase overall performance consideq.bly. At the same time the newengine is expected to reduce fuel consumptionwhile operating at turbine inlet temperatures lowerthan those of the L-ll.

More power is required to drive the compressor,so the new L-13 has two compressor driving turbines (N 1 instead of ope as in the L-II engine. Sincethere are two instead of one, their stages are Fghterand consume less fuel.

Two stages are also used in the power turbine(N 2 . They are fully tip shrouded with the blade

shrouds recessed into the nozzle cylinders.The exhaust defuser has peen modified to take

care of the two-stage turbine. However, it is still ofthe same basic mechanical design as in the L-ll,24

with the gas channel correspondingly increased toaccommodate the increased weight flow throughthe engine.Rotor speeds remain unchanged; only the power

is increased. Therefore the main bearings for thegas producer and power turbine system are thesame as in the r 1 engine.

The L-13 s 1,400 horsepower is a military ratingavailable for 30 minutes. Normal (maximum continuous) rating of the engine is 1,250 horsepower.When the L-13 is installed in an airframe limitedto 1,100 horsepower, the new engine can delive:r1,100 horsepower at sea level even when the tem

perature is 103 F. On a standard day, the 1,100horsepower is delivered as high as 10,000 feet. Fuelconsumption is reduced approximately 9 percentfrom that of the L-ll operating under similar conditions.

The L-13 is designed to use a minimum ofspecial tools. All turbine blades and compressorblades can be replaced in the field. The manufacturer says all hot section components should haveimproved reliability since the turbine temperatureis reduced and the turbine blades are more lightlyloaded.

Production is expected to start in August 1966and the first installed L-13 be in the field two orthree months later.



27/52

s A NEW instructor beginshis Method of Instructiontraining, one of the first and lastthings he will hear is, You havea lot to learn and each student isa different problem. This statement, however true, doesn't meana lot to the studerit instructor.But after he has finished Mal andtaught two or three groups of stuGents, the full impact of the meaning begins to come through tohim. Each student s a differentproblem, and the instructor mustlearn from the student as well asteach him.

When a new instructor beginsMal traihing he is essentially thesame as any other Army Aviator.His flying skill and experience isabout the same. He knows howto perform certain basic maneuvers. He can fly the Bird Doginto and out of short tactical fieldsunder maximum performance conditions. For all practical purposes,the student instructor is an average Army Aviator.

This same average Army Aviator further develops his flying skillby learning to fly the 0-1 from therear seat. He finds that he hasvery limited visibility, especiallyto the front. There is almost noreference to instruments and analtogether different control feel tothe a-I. These handicaps demandthat he fly more by feel of the aircraft and by reference points bothinside and outside the aircraft.

s the old saying goes, he mustlearn to fly by the seat of hispants. He must learn to performrom the rear seat the same basicmaneuvers and to operate the aircraft into and out of the sameshort tactical strips under maximum performance conditions. Hemust learn to fly from the rearseat with above average effectiveness as compared to a person inthe front seat. This in itself is nosmall accomplishment.

But this is not all that is re-MARCH 1966

quired to become a good instructor. He needs certain teachingtechniques that he must gainthrough classroom participation,the experience of other instructors, and later through his ownexperiences.

To be sure an instructor mustpossess qualities other than awider range of ability in flying theaircraft and his dependability inunexpected or unusual circumstances. He must possess a senseof responsibility, unending patience and determination, plus areasonably agreeable disposition.But these are obvious necessities.A person may possess all of these,be a splendid pilot, and still bea comparatively poor instructor.Why? P.rincipally because an instructor is dealing with human beings as well as aircraft. He mustknow both well.You can learn how to fly theail craf t with a high degree of skill

rmylightInstructor

aptain Joel L Hardy

and know your own capability aswe as that of the aircraft. Youcan know through training andexperience how not to exceedeither of these capabilities. Youmay possess the sense of responsibility, unending patience and determination, and an agreeable disposition. But these are items thatyou as the instructor have controlover. These are the dependable.But what about the undependables, the student?A good instructor, constantlylearning rom his students, willsoon realize that the complexityof human n t u r ~ has no limit. Heshould always ask himself, Whydo men react in the way they do?What kind of personality is this?What can I do to help him withhis problem? How can I win hisconfidence? Have I failed him inany way? Should I wash him out?

Most students will fall intothese categories: dull or alert,5


28/52

slow or rapid, lazy or diligent,bold or shy, and maybe a fewothers. But there are always thosewho can t be classified or pigeonholed so easily. No student is soreliable or his behavior so predictable that at one time or other hewon t do something completelyunpredictable. This is the thingthat keeps you, the instructor,ever alert and keeps instructIngfrom becoming a monotonous routine. These actions should be expected and should not cause alarmor sharp cri ticism on the part ofthe instructor.A good ins tructor will makesure that he has presented all thefacts clearly and that the studenthas understood all that is expectedof him in the maneuver. Then theinstructor should try to analyzethe student s performance to determine cause of the error.

Could it be that the student haslearned all bu t one of severalparts of a maneuver and is con-

. _. . - .. . .

26

centrating on that one part andletting the rest of his performancego to pot? f so, the instructorshould try to isolate this one factor and concentrate his instruction on that one phase.

Or could the instructor haveplaced too much emphasis on onepart of the student s performanceand neglected his overall performance? Could the student be physically ill? Is he taking any medication which may be detrimental tothe learning process or make himunfit for flying? Also the excessiveuse of alcohol influences learning,even though the user may be soberat the time.Is he fatigued, either physicallyor mentally? When a student istired his performance will becomeerratic. He will find it difficult todivide his attention and to concentrate on details. Some of themost common items which causefatigue are prolonged flights, tension, rough air, discomfort, ex-

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

lthough this article centerson the fixed wing instruc-tor most of the commentsalso apply to teaching ro-tary wing ight

cessive heat or cold, and aircraft noise and vibrations. In considering fatigue, the instructorshould also consider his own condition. Instructors who are tiredwill unconsciously accept progressively lower standards of perform-ance. Although this is not immediately apparent, it should beguarded against by all flight instructors.

Emotional stress definitely affects a student s ability to absorband retain instruction. This emotional stress could be the result offear, personality clashes betweeninstructor and student, poor progress, or personal problems notrelated to flying.

A thoughtful instructorshould never showimpatience tobring on ashort cut thatmight cause hisstudent to buy the farm

- ~ - - -. - ---.- - : ~ . - - - .,



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Professional rmy and ir Force en route air controllers inVietnam join forces to save lives and aircraft. Combiningfacilities has benefited both services.

TogethernessMajor Russ Lewis USAF Lieutenant George Coutoumanos U. S Army

I HAVE an O-IF on Fox Mikedeclaring an emergency, saidthe U.S. Army specialist speakingto the U.S. Air Force radar operator beside him. He's about onfive northeast of Soc Trang, enroute rom Saigon. Do you havehim on radar?

Roger, he's on the 090 radialfrom Can Tho at three-threemiles, said the Air Force sergeantbehind the scope. I have anotherairaraft in the vicinity. I'll diverthim to intercept and escort theO-IF into Soc Trang.Seconds later the O-IF crashlanded in a rice paddy still 10miles short of Soc Trang. But because of the professionalism andcooperation of Air Force andArmy en route controllers he was

promptly located by the interceptaircraft and the pilot was evacuated by a UH-IB helicopter tothe U. S Army Hospital at SocTrang.After notification that the pickup had been successful the Armyspecialist and Air Force sergeantquickly forgot the incident in thehectic J outine of everyday duties.

The pilot of the downed aircraft will not easily forget the fearof being down in hostile insurgentterritory with only a sidearm, orthe relief of seeing that Hueymoving in for the pickup. He isonly one of a growing list of aviators becoming increasingly awareof the positive control affordedaviators in the IV Corps area ofthe Republic of Vietnam.

As early as 1963 it was notedthat a more complete flight following service would be neededin IV Corps, particularly in theevent of a United States buildupto counter the increased insurgency. When the buildup did oc-cur it was decided to combine thefacilities of Delta Center, 4thPlatoon, I25th Aviation TrafficCompany, U. S Army, and PaddyControl, Detachment 3, 619 Tactical Control Squadron, U. S AirForce.

During July 1965, Delta Centercolocated with Paddy Control. Experience with this joint facilityshows that colocation brings significant advantages to both tactical air control and flight following uni s These gains can beg,rouped into three areas: air defense and flight following, emergencies, and equipment.

In the air defense and flight following category, identification isof most importance. With theArmy flight following facility(Delta Center) colocated with thecombat reporting post (PaddyControl) data is available on virtually all traffic in the area. There


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is less chance that a friendly air-craft will be given an erroneousunknown designation, requiringair defense action.

Flight following is improved bycombining flight strip flight fol-lowing with radar flight following.Thus Paddy Control is able dur-ing peak load periods when radarflight follows must be rejected toaccept requests for flight followingthat would otherwise be denied.Delta Center on the other hand isable to obtain radar flight follow-ing for aircraft entering weatheror other hazardous areas. Thiscan be done without requiringaircraft to work simultaneouslywith two different facilities. Inany flight following situation onecall from the aircraft is sufficientto alert both agencies.In an emergency situation thecolocation really shines. SinceDelta Center maintains locationdata on helicopter traffic, PaddyControl gains by having a poten-tial to react much more quicklyto a sudden emergency requiringrescue. On the other hand PaddyControl is in contact with tacticalstrike aircraft in the area, andMARCH 1966

:{ . : . : i : ~

t ~ ; ~ ; > ~ ~ ; ~

much less coordination is requiredto obtain air cover for downedaircraft and rescue operations.Since facilities and equipmentalfe colocated, it is possible withvery little effort to make certainpieces of communication equip-ment of each agency immediatelyavailable to the other on an emer-gency backup basis. At the Delta-Paddy facility, the Air Force hasbenefited by installation of theArmy s FM and single sidebandequipment. The Army has bene-fited by the fact that available AirForce equipment gives UHF andVHF equipment in depth.

These are the large benefits thatwere gained immediately by co-location. In addition other fringebenefits are being obtained as thecombined operation gains experi-ence in its new configuration. Notthe least of these is increased con-fidence of aircrews when they arerequired to make fewer Ifadio callsand channel changes to obtainfull flight following services. Allin all, colocation of Delta Centerand Paddy Control results in amore professional approach tohandling air traffic.

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ccidents theLOOS

Captain Pierre V BrunelleDepartment of Rotary Wing TrainingFort Rucker Ala

O NE MORNING in the dailyflight briefing the instructorpilots were asked for ideas regarding flight safety. The purpose wasto stimulate thought and encourage conferences among the IPs onaccident prevention.

Our safety discussion seemed tofall into the standard topics ofmaintenance and aircraft limitations, not to say that these areashave been overexplored. I thenremembered when CWO Smithchecked me out in the UH-I howhe stressed the point of having themain rotor blade tiedown securedin a safe manner.

At that point I asked CWOSmith to comment on securing30

loose items in aircraft. Thisseemed to be a discussion topic inwhich everyone desired to participate. Imagine a discussion wheneveryone is at the edge of his seatwanting to tell his story

CWO Smith gave his dissertation on how a M/ R blade tiedownblock hit a crewchief on the chinand then struck the pilot on hisneck. This all happened during ahard landing caused by a flameout; fortunately no one was seriously injured. Everyone at thebriefing now wanted to give hisstory on how loose equipment almost caused or did cause a personal injury or an aircraft accident.

An instructor who was a crew-

chief in a CH-21 six years ago toldof actions in the cargo compartment when the aircraft encountered turbulent weather on anapproach to a 4,000 foot pinnacle.His toolbox hit the compartmentwall and then landed on a passenger, causing a leg wound. Thetoolbox had been positioned underthe aircraft seat but not secured.

Another example involved anO-IE where a pair of mechanic'sdikes became wedged agains t theaileron control and caused loss ofaircraft control and death of thepilot.

This topic of loose objects inand around aircraft aroused myinterest, and I then ventured overto the USABAAR accident prevention section for some additional informa tion. Their da tashowed that since 96 injuriescaused by loose equipment totaled24 in rotary wing and 8 in fixedwing. A study of injury causationin 1,214 survivable accidents inArmy aircraft from July 1957 toDecember 1960 revealed 6 fixedwing and 32 rotary wing accidentswere caused by cargo compartment agents.Illustrated are two examples ofloose item hazards. The first example shows a clipboard wedgedagainst the cyclic and relief tube

orced landing in uey caused y loose bl


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bracket in a CH-21. The pilotwas making an approach to thefield and noticed that aft cyclicpull was difficult. He made a running landing with no injuries. Awriteup of cyclic control bindingwas made and maintenance investigation produced the clipboard s the cause. Quite embarrassing to say the least you mightsay. Loose objects have no placein aircraft.

The second example is illustrated by two pictures. The firstpicture shows a 2 x 4 x 3Y2block of wood in the DH-J baggage compartment. The secondpicture shows the wood blockwedged against the collective pitchbell crank. While on a dual training flight a simulated forced landing was initiated. On power recovery the pilot noticed thatproper rotor rpm could not bemaintained, so an actual forcedlanding was made without damage to the aircraft. All this wasdue to a haphazardly placed blockof wood.

The misplacement of tools isone outstanding hazard. At onemajor installation a static displayof loose hardware and tools foundin aircraft is maintained. The display included such items s a plastic mallet which struck the pilot

th t wedged against collective bell crank

on the head during aerobatics anda small boxend wrench which hadjammed the aileron controls.Needless to say the owners neverclaimed their tools.

The teaching point here is notto expound on carelessness but toact s a safety reminder. Safetyprecautions should be continuously observed beginning with a

thorough preflight and stressingconstant housekeeping measureswhile inflight. Even a small itemsuch as a cigarette lighter improperly secured can cause a needless injury or accident. This mayseem rather extreme but it isfood for thought. A loose objectin the aircraft might be yourdownfall too.

oose clipboard wedged between cyclic nd relief tube bracket created hazard


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rom th light surg on

P[ lasic PersonalSurvival it

Captain Kenneth L Mattox MC AMO

SURE, I KNOW there are approved survival kits,but have you ever tried to get one?"Unless you are in Vietnam, it's next to impossible to obtain a survival knife and personal survival kit."Yes, I picked up a large survival kit and my

aircraft had a first aid kit in it, but when theengine 'konked out' and I got my foot burned, Ifound nothing to treat the burn. Most of the contents had been removed."

"Have you ever flown rom Fort Rucker to theGeorgia coast, or to New Orleans? Have you flown

from El Paso to the West Coast? Where could youfind a worse survival environmen t?These comments are representative of quotes

from aviatOrrs during their hours of leisure andexpressive psychotherapy" with their friendlyflight surgeon.Survival equipment is a frequent subject for articles in this and other journals. Many hours have

been spent around the conference tables developing, analyzing and reanalyzing various merits ofthis or that survival kit. Tqese facts have emerged: Due to the present military buildup, personalsurvival kits are in short supply except in RVN.3

Individuals disagree as to the specific components desi.red for a given survival situation.

No general personal survival kit exists whichwould contain objects of use in every conceivablesurvival situation. Cost, space, and weight prohibitsuch an all inclusive pack.

Many aviators devise their own personal survival kit to include items of projected usefulness.The components of the self-made survival kits(as well as those commercially prepared) are tail

ored to fit specific projected needs. Generally, thecomponents can be grouped into the followingcategories:

Medicine and dressings-Usually more is includedthan is needed (an undershirt can serve as a tourniquet, dressing, etc.) .

Tools and equipment-It is impossible to include articles for every need. Include only thosei terns which are necessary to allow you to live offthe land.

Food-Bouillon cubes contain trace minerals andless than 10 calories. n about any area food isobtainable Furthermore, with water, you can gotwo weeks or more without food. Sugar, candy,coffee, and dehydrated soups add a factor of increasing morale but must be considered luxuryitems.Luxury items-These make the survival situationmore livable but are not actually necessary.As the individual who is attempting to return tocivilization must carry the weight of his clothing,boots, weapon, ammunition, maybe a ,radio, perhaps material salvaged from aircraft or along theroute, it is imperative that necessary equipmentand gear be as light as possible. In general, don't"walk out" carrying more than 25 pounds ga ossweight (this includes boots and clothing) .



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SURVIV L KITthe single mostimport nt inclosurein your surviv l ge r s yourw ll to survive

items, tools and equipment, and food, a long listis obtained. Derived from this list and from theauthor s personal preference, the following basicpersonal survival kit can be put together by anyoneuntil he can obtain one through supply channels.These suggested items do not represent Army policybut merely the personal preference of the authorand with full knowledge that each person tailorsto his own desires and needs.MEDICINE: Ritalin (A stimulant- stay awake pill.May use amphetamine.)

AS A- (may use Darvon) for headache and painLomotil-for diarrhea; other pills are availablefor this purposeSoap-hygiene and wound cleansingTetracycline eye ointment-may be used oncuts and chapped lipsTr benzalkonium-wound disinfectantInsect repellent-the VC can smell this up to1/ 2 mileWater purification tablets-have a shelf life (see

water purification tablets below)Salt tablets-can grind up and put on food although not as salty as common table salt.

Furacin ointment-for burns and chapped lipsDRESSINGS: Band-Aids, plastic tape, i room,small ace bandageEQUIPMENT: Matches (waterproof)

34

Magnifying glass (can use watch crystal filledwith water)

Mirror

Knife 2) -razor blades-carry hunting knifewith you

Fishing kitRotenone (fish poison-they float to top ofwater)Aluminum foil-folds flat-many functionsTwo or three birthday candlesNylon cord-snare, fishing line, etc.Chamois (sponge)-to gather dew and water

from other sourcesPlastic sheet, 4 square for solar still (drawdetails of snare trigger on plastic)[See AVIATION DIGEST, October 1965]Pliers (small, multiple utility)Condom 2) (water receptacles)CompassFlints (cigarette lighter type)Sewing kits (needle and thread)

MISCELLANEOUS:Small toothbrush and toothpasteSmall pencilToilet paper from C rationsYou will need help from your flIght surgeori to

obtain the drugs. You are cautioned that youshould not pilot an aircraft while taking Ritalinor Lomotil.

The personal basic survival kit is just that andits readiness is a direct function of its being keptup to date and in your flight suit. f you have toabandon a burning aircraft you have little time tofind and grab stowed gear. The items listed can becarried in a plastic soap dish.Most downed Army Aviators are rescued in lessthan an hour, BUT some have had to live off theland for weeks. It is hoped that you will never needthe information in this article. But you shouldremember

-SURVIVAL IS ALWAYS POSSIBLE-BE PREPARED-PREPLAN-MAINTAIN YOUR WILL TO SURVIVE

W TER PURIFIC TION T BLETSWidely distributed and used in the Armed Forces

is the well known water purification tablet-sometimes ,referred to as iodine tablets. These tablets arefreely distributed to individuals, and are found inindividual survival kits, large survival kits and seton the shelves of many dispensaries.

The threat of disease entering the body by wayof the mouth is great in areas which have no water



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purification program. This is an especially acuteproblem where night soil is used freely in the ricepaddies and other agricul tural endeavors. Diseaseswhich are a great threat include infectious hepatitis, bacterial enteritis, and amebiasis (causingvomiting and dysentery), various round worms,various tape worms and many others. Aviation personnel are frequently in situations where selfpurification of water is necessary.

f one trusts his health to the integrity of thepurification tablets, it is important that they servehim faithfully. The manufacturers recommend thatone tablet per canteen be used unless the water isespecially mirky in which case two tablets per canteen are to be used. After dissolving, a 30-minutewait is recommended before use of the water.

Water purification tablets (SN 6850-250-2620)have a shelf life of 5 years.In the summer of 1965 the Defense Medical Supply Agency assumed responsibility for storage of

water purification tablets. The following information was derived from their studies:

If the date of pack listed on the bottle is greaterthan 5 years, discard bottle completely.

f the date of pack is greater than 2 years, suspicion should be aroused as to full potency.

Likewise, i f the wax seal is broken, the tabletsmay have lost their potency. Do not use i the tablets are:Stuck together.Broken.Pulverized.

Color is changed appreciably. Color change should be interpreted as follows:

When manufactured tablet is steel gray andcontains 8 milligrams of titratable iodine.

When beginning to deteriorate, tablets fadetoward white and begin to lose titratable iodine.

When tablet is yellowish tan, approximatelyone-half of useful iodine is gone.When tablet is brown and flaky it is useless.Final deterioration color is deep iodine brown,

and tablet has absolutely no titratable iodine. f tablets are needed to purify water and onlyyellowish tan (one-half strength) and you do nothave access to new ones, then it is recommended

that you use twice as many as normal.Check the date of water purification tablets in

your possession.Another individual method of chemically purifyi ng wa ter is through the use of Chlorox or Purex(or other hypochloride solutions) . Straight Chlo

rox or Purex may be drunk without significantMARCH 1966

damage if necessary. Adding Chlorox or Purex to aquantity of water until the smell and taste is quiteheavy with the chlorine will render it safe i f youwait 30 minutes before use. Both the tablets andChlorox will render water cloudy due to a precipitate. Although looking like lemonade it is stillgood water.Occasionally an individual may find himselfwithout any means of chemical purification ofwater. In such an instance pure water should befound or attempts made to purify the water byphysical means. Examples and methods include:

Underground water (not an open weIll) if itcan be found.

Fresh seeping ground water-not as good asource as spring water because it can be contaminated with many diseases. Water extracted from plants as from certaintypes of cacti, water which has collected in bamboo stalks, etc. Remember that water from thesesources should be clear. f it is milky or mirky donot use it.

Rain water collected during a shower. Dew collected with a sponge or chamois. ,,yater derived from a solar still. Pass (filter) water through three feet of bam

boo that has been filled with sand. Pour (filter) water through a cloth that has

been filled with sand. (These last two methods willot necessarily remove the bacteria causing dysentery and cholera, or virus causing such diseases ashepatitis.) Boiling water for 30 minutes will kill mostdisease producing organisms.. Certain toxins, however, are unaffected by heat.

water purification by a chemical or physicalmeans has an unbearably disagreeable odor, charcoal from coals, ground up into a powder can beadded to the water to reduce the odor. Allow waterto stand for about 45 minutes before drinking toallow the charcoal to settle. However, you candrink this water immediately as charcoal is harmless and will he

army aviation digest - mar 1966

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