BOEING

PROCEEDINGS•••Aerial refueling 1$ the latest of a growing list ofmission·expanding capabilities offered by BoeingVerlal's modernized CH·47D Chinook helicopter,The installallon of a 38·lool-lon9 telescoping fuelprobe permits (he CH·47D to hook up to a tankerairplane and be completely refueled in as little assix minutes,

(~toryonP.Jg~ J)

$20 million each month on average leaves Boe­ing Vertal in the form of payroll checks to com·pany employees, and through purchases of mate·rials and services from 1,700 suppliers located insoutheastern Pennsylvania"s Delaware Valley.

-.-,-i

Saving money for the taxpayers and the U.S.Army is one of the primary benefits of last year's$1.17·billion multiyear procurement (MYP) can·Iract awarded to Boeing Vertol for the moderniza·tion of 240 early model Chinook helicopters to theadvanced CH·470 standard.

(story on pdge 4)

Boeing Vertol and Sikorsky FormLHX Helicopter Program Office

REflECTING ON lHX - Boeing Vertol President Joseph Mallen and Army Vice Chief of Staff Gen. Maxwell R.Thurman examine adisplay case containing information regarding the Boeing Sikorsky LHX Team's current pro­gram efforts. The occasion was the 1985 Association of the U. S. Army convention head last fall in Washington, D. C.

Prospective employees of Boeing Verlol cannow dial (215) 522·2910 and listen to a recordedmessage that describes job skills being soughtand for which employment applications will be ac·cepted. Messages repeated on this 24·hour "jobhotline" will be updated regularly according tocurrent needs.

Keeping customers happy is the role of BoeingVerlol's Product Support Department. and it reoquires tireless efforts from hundreds of dedicatedBoeing employees to keep more than 1.200 Boe·ing helicopters Ilying efficiently and salely allaround the world.

(story on pdge8)

BOEING VERTOL and Sikorsky Aircrafthave made several significant accomplish­ments since joining forces last June to bid todevelop the U.S. Army's new LHX family oflight helicopters. The Boeing Sikorsky LHXTeam has selected its management andprincipal subcontractor teams and hasmade important progress in several techni·cal areas essential to the success of theLHX program

"Our teaming arrangement is workingvery well," said Boeing Vertol President Jo­seph Mallen "A prime example is the openexchange of engineering, manufacturingand product-support technologies now tak·ing place between Boeing Vertol and Si­korsky. This sharing will enable the BoeingSikorsky LHX Team to produce for the U.S.Army the most advanced and affordablelight helicopter system."

The U.S. Army's current LHX programplans are to procure at least 4,500 of theseadvanced helicopters in two versions, ascout/attack (SCAD aircraft and a utility ma­chine. The LHX is planned as a single­system replacement for the Army's currentfleet of 7,000 light helicopters that encom·pass 11 different models. Army plans are forthe LHX to feature several automatedadvanced-technology systems to aid the pi·lot in successfully performing any missionday or night, in adverse weather, while flyingat low altitudes. Requests for proposals toindustry will be issued by the Army during1987. First flight of the LHX is scheduled forSeptember 1991, with first deliveries begin­ning in July 1995.

According to Sikorsky President RobertZincone, "It is widely known that the key ele·

(conllnued on page 2)

(lHX Team continued from page 1)

ment in the Army's LHX procurement strat·egy is competition, which translates to lowcost. You can be certain that, despite LHXbeing a revolutionary aircraft, it will meet theArmy's low-cost initiatives. The Boeing Si­korsky Team is using low cost as one of itsmost important design parameters."

The Boeing Sikorsky Team's joint pro­gram office is operating under the directionof Louis S. Cotton, Sikorsky's LHX programmanager. William W. Walls, Boeing Vertol'Sdirector of LHX programs is deputy director.Technical director is James J. Morris of Boe­ing Vettol, and William A. Kuczynski of Si·korsky is deputy technical director. JohnHolden of Boeing is the team's business di­rector.

The overall work division assigns Boeingthe lead responsibility for avionicslelectronics and systems integration. Si·korsky will have lead responsibility for theairframe and related systems. Both firms,however, will participate in all phases of theLHXdesign.Eight principal subcontractors

According to William W. Walls, deputy di­rector of the Boeing Sikorsky Team, one ofthe highest priority tasks was to assemblean avionics team consisting of eight highlyqualified firms, most of which will work to­gether in pairs to codevelop major elementsof the LHX avionics syslem so that when thehelicopter reaches the production phase,these companies will provide the competi­tive multiple sources needed for the all­important components. "Our team of avion­ics companies covers the entire range oftechnologies critical to LHX. We are nowworking together to create the total systemthe Army needs for the 1990s and beyond,"Walls said.

These eight primary subcontractors andtheir responsibilities are-

2 TRANSITIONS

• Boeing Military Airplane Co.,Wichita, Kan. - systems engineering andavionics testbed integration.

• Collins Government Avionics Divi­sion of Rockwell International, CedarRapids, Iowa - cockpit multifunction con­trols and displays; high-speed data bus (WithHarris Corp.]; integrated communicationnavigation identification avionics (ICNIA)[with TRW).

BLACK HAWK BECOMES "LIGHT HAWK" - TheU.S. Army's Advanced Digital Optical Control System(ADOeS) research program reached a major milestoneon NOli. 7th when Ilighttesting began on the world'slirst lully Ily-by-light flight-control system. The SI·korsky UH-60A Black Hawk research helicopter,dubbed the "Ught Hawk, "was flown by AOOeSprime contractor Boeing Venol at its Wilmington, Del.,test 'acilily. Amuftialtis sidearm controfler is used bythe pilot for command inputs, which are transmitted tothe heficopter's rotor system solely by optical signalpaths instead 01 by mechanical linkages. The modifiedaircraft Incorporates much test equipment, includinga fow-speed omnidirectionaf airspeed system.

• Hamilton Standard Division ofUnited Technologies Corp. - digital flightcontrol avionics and wide-field-of-viewhelmet-mounted display.

• Harris Corp., Melbourne, Fla. - digi·tal map display and interface units couplingthe avionics computer to other aircraft sys­tems.

• Martin Marietta Aerospace, of Or­lando, Fla. - target acquisition and recog·nition system (with Westinghouse Electric];electro·optic sensors and pilot's night-vision[with Northrop Electro-Mechanical Divi­sion].

• Northrop Corp_ Electro-MechanicalDivision, of Anaheim, Calif. - electro-opticsensors [with Martin-Marietta].

• TRW Military Electronics Division,Redondo Beach, Calif. - ICNIA [with Col­lins Government Avionics Division]; very­h ig h- spe ed- integ rat ed- c i rcu it-(V HSIC)­based computers (with Westinghouse Elec·tric Defense Group].

• Westinghouse Electric DefenseGroup. Baltimore, Md. - target acquisitionand recognition system (with Martin Ma­rietta], and VHSIC-based computers [WithTRW)].

Since joining forces in June, the BoeingSikorsky LHX Team has begun critical R&Defforts in several key areas, including the ini·tiation of trade studies to determine the bestLHX configuration that also satisfies thenecessary ILS/RAM (integrated logisticssupporllreliability and maintainability) andcost requirements.

Boeing wind·tunnel testingBoth companies have started simulation

studies to define a low-workload cockpit andto determine the feaSIbility of a smgle-pilotSCAT helicopter. The team has also begunLHX wind-lunneltesllng. In November. Boe·ing and Sikorsky engineers successfullycompleted a five-week test of a one-sIxth·scale model 10 evaluate fuselage drag andstability characteristics. A second BoeIngSikorsky LHX model. a one·quarter·scalepowered model, also successfully com·pleted tests in Boeing Vertol's VISTOL wmdtunnel in December. This is the first of a se­ries of powered model tests 10 assess al·r·craft performance, flying qualities, vibrationand rotor loads.

In late December, Boeing Sikorsky reoceived a draft LHX Request for Proposal(RFP) for full-scale development from theArmy. Boeing Sikorsky is now reviewing thedraft RFP and is scheduled to return formalcomments to the Army by Feb. 7. Draft RFPsare new Defense Department initiative toenhance industry understanding of a pro·gram prior to its development.Complementary programs

Both Boeing and Sikorsky have reportedadvances in several mdependenl on-goingtechnical programs complementing theirjoint LHX efforts.ARTI

• In late July, Boeing Vertol completedflight testing of its Advanced RotorcraftTechnology Integration (ART!) vehicle to val­idate the design of a new fixed·base smgle­pilot simulator featuring a sidearm control­ler. This simulator is now operating at Boe·ing Vertol andwitl be used to model LHX mis·sian scenarios and measure pilot workload.ADDCS

• As the prime U.S. Army contractor inthe Advanced Digital Optical Control Sys­tem (ADOCS) program, Boeing has modifiedan Army/Sikorsky UH-60A Black Hawk Withthe world's first fully fly-by-light flight·controlsystem. The research helicopter. dubbedthe "Ught Hawk," made its first flight onNov. 7th. The aircraft fealures a multiaxissidearm controller linked through fiber·opticchannels to the helicopter's maIn rotor sys­tem. This technology is critical to achievingthe necessary survivability characteristicsrequired for the LHX.SHADOW

• An experimental research helicopter,buill by Sikorsky, using a standard S-76Awith a single-seat evaluation cockpit joinedto the aircraft's nose, is being readied forflight testing following shakedown flightsduring early 1985. Also known by its acro­nym SHADOW (Sikorsky Helicopter Ad·vanced Demonstrator of Operator Work­load), the helicopter is now being fitted withadvanced cockpit avionics to lest varioussingle-pilot cockpit concepts while in flight.Composites

• Sikorsky has also compleled flighttests of it's all-composite helicopter for theU.S. Army's Advanced Composite AirframeProgram (ACAP). The aircraft was designedand built by Sikorsky under an Army con­tract to demonstrate the feasibility of build­ing a helicopter with an all-composite air·frame that is lighter and stronger than asimilarly configured aircraft with a metal air·frame and skin. •

HISTORIC FLIGHT -On Aug. 4th, 1985, a Boeing Vertol CH·470 •'hooked up" to an He-130 tanker, and for the first time ever a U.S. Army Chinook was refueled in flight.

Aerial Refueling Gives CH-47D Unlimited RangeNow anytime, anywhere, U.s. Army Boeing CH-47Ds can take on 150 gallons offuel per minute, and be completely refueled in only six minutes.

WHEN YOU DON'T have lime to slop orcan't find a place for fuel. then call aheadand have it delivered - in flight. That makesgood sense, even for helicopters. And toprove it, Boeing Verlol tunded a program todemonstrate how well aerial refueling of theU.S, Army's new CH·47D Chinook can fur·ther expand its capabilities.

Boeing pilots Bob Gradle and LynnFreisner made 35 successful aerial hook·ups to a U.S. Air Force HC·130 lanker air·craft during six days of flight tests In earlyAugust.

"This latest demonstration of the CH·470's versatility can be added to the grow·ing list of Chinook multimission capabill'ties," said Stuart D. Dodge, Boeing Verlol'smanager of U.S. CH·47 military programs.Aerial refueling adds unlimited range to thehelicopter that serves 15 nations, and whichhas accumulated well over two million flighthours during the past 20 years," he noted.

"We were very pleased with the results,"said William P. Jones, Boeing Verto1's vicepresident of customer support and businessdevelopment. "The testing showed no han·dling or loading problems, nor exceptionalpilot skills required for aerial refueling of aChinook. The ease with which the tests wereaccomplished made it seem as if we'd been

doing this for a long time."These tests," Jones added, "also show

that self·deployabitity of the CH·47D canopen many additional ways for the en·hanced Chinook to support Army combatoperations...

Aerial refueling involves more than pok·ing one's nose into someone else's busi·ness. Much consideration must be given tothe flying qualities of the refueling aircraft,how it tlies in relation to the tanker, and thatadequate separation of the two aircraft canbe maintained. Tests showed the clear­ances between the CH-47D's rotor disc andthe helicopter's refueling probe, and be·tween the rotor disc and the HC-130's em­pennage. are greater than those offered byhelicopters currently capable of aerial re­fueling.

To begin a hookup, the Chinook's pilottirst extends the telescoping fuel probe,which is mounted on the helicopter's lowerright side, to its full 38-foot length. Then hemaneuvers the probe into the 48·inch-diam·eter paradrogue terminating the tanker's76·foot·long refueling line. Jet fuel can thenbe transferred at the rate of 150 gallons perminute, or fast enough to completely refuelthe h,elicopter in just six minutes.

The new fuel probe was fabricated by

Boeing Vertol's composite manufacturingcenter. It is made almost entirely of compos·ite materials, which further illustrates thecompany's ability to innovatively create air·craft components by using the most modernaerospace malerials.

"From a pilot's perspective, the hookupand fuel transfers went very smoothly," saidBoeing's Gradle. "The operations were allperformed using standard aerial refuelingprocedures, and the CH-47D's advancedflight-control system gave it excellent han'dling qualities and provided a very stableplatform behind the HC-130."

In addition to Boeing's Gradle andFreisner, pilots Robert D. Robbins and CW 4Patrick J. Sullivan from the U.S. Army's Avi·ation Engineering Flight Activity (AEFA),Edwards Air Force Base, Calif., and CW4Eddie J. Hill from Ft. Campbell, Ky., also par·ticipated. The CH·47D was leased from theArmy, while the HC·130 tanker came fromthe 6594th Test Group, Hickam Air ForceBase, Honolulu, Hawaii.

The tests were flown at 5,000 feet and ap­proximately 120 knots. The CH-47D was reofueled from hose and drogue units sus­pended from both right and left wings of theHC-130.•

TRANSITIONS 3

" ~.' ,''i..-.

" " --

ABC-TO-'O' FACTORY - Boeing Vertal is now under contract to modernize 328 U.S. Army CH-47 Chinooks 10 thenew D-model standard. A51. 17-b/llion five-year award for 240 of these helicopters stimulates the company's con­tinued investment in modern high-bay assembly areas, and in machinery and methods that raise productivity.

Management of the CH-47D program continues to savemoney for the taxpayers and the Army, making BoeingVertol a more efficient defense supplier.

TIME·SAVER - The U.S. Army's new CH·470 Chi­nook's ability to lilt heavier loads than its predecessorsallows heavy equipment to be carried intact, therebyavoiding costly disassembly and reassembly time_

Two years or 200 hoursLike politics, multiyear contracting also

involves "practicing the art of the possible,'"and the stability presented by a five-yearagreement makes it easier to do things thatwere once considered either not possible,or possible only with utmost difficulty. TheCH-47D MYP complies with the 1984 con­gressional mandate that major weapons

helicopters can be totally renewed.Modernizing helicopters begins by return­

ing the older aircraft to Boeing's Philadel­phia production line. where they're strippedto the bone. meticuously inspected and re­paired as necessary, modified, strength­ened and updated with advanced-tech­nology systems like those used in the UH-60Black Hawk or the AH-64 Apache, TheseChinooks emerge from the factory as CH­47Ds that are up to twice as productive astheir earlier brethren. And increased pro­ductivity is one of the reasons the Army canmeet its present and future medium-lillneeds with a smaller Chinook fleet.

"The five-year CH-47D MYP contract pro­vides an immediate savings of $123 1 mil­lion compared to a series of five separatecontracts negotiated and awarded annu­ally," Dodge said. "This savings is theequivalent of providing the Army with 32 D­models at no additional cost, enough heli­copters to outfit two aviation companies."Opportunity is the key word

If a single word could summarize the CH­470 program and its MYP contract, that oneword would most likely be opportunity -theopportunity to invest wisely, to manage skill­fully, and to save money both for the Armyand Boeing Vertol. "The multiyear programgives us a production base of 240 aircraftand provides us an opportunity to really beinnovative. And that's what multiyear is allabout - generating savings," Dodge said.

"The question is what kind of capital in­vestments can we make up front that will af­fect the nonrecurring costs and yield a sav­ings during this 240-aircraft production run?With 240 helicopters to produce, we have amuch broader base from which to recoverour expenditures while driving down thecost of the product.

"Now more than ever we have to chal­lenge the technology, the people, and thesystems to continually improve a product ofdemonstrated high quality. Boeing and Boe­ing's suppliers have to work hard to gener­ate the savings we've promised to theArmy," he said.

thereby completing deliveries of CH-4 70s tothe XVIII Airborne Corps, which is headquar­tered at Ft. Bragg.

"The helicopter's reliability. availability,and maintainability through its first 25,000hours has been very, very good. We've ex­ceeded the Army's availability standards,and we're doing significantly better thanwhat we projected 10 years ago for mainte­nance man-hours per flight hour, unsched­uled removal rates, and component mean­times between failures," said Stuart 0,Dodge. Boeing Vertol's manager of U,S. CH­47 military programs.

Dodge believes that everybody wins as aresult of program maturity and the multiyearcontract. "There are considerable pay­offs," he notes, "for the taxpayer, for theArmy, for Boeing Vertol and its employees,and for Boeing's suppliers and their employ­ees. The MYP program stabilizes employ­ment and extends many benefits to peoplehere in the Delaware Valley.".Old soldiers never die

The Chinook is a seasoned soldier. Dur­ing the 1960s and '70s Boeing Vertol built732 A-, B-, and C-models, which over theyears have accumulated nearly two millionflight hours, many 01 them flown in combatin Southeast Asia. But as these helicoptersgrow older, they become more and morecostly to maintain. just as your family auto­mobile does as it ages. But unlike your car,

IN APRIL 1985, Boeing Verlal was awardedthe largest contract in U.S. Army Aviationhistory - $1.17 billion over five years to pro­duce 240 CH·47D Chinook helicopters. Thismultiyear procurement (MYP) award fol·lowed four single-year contracts totaling$554 million, which earlier authorized build­ing and delivery of 88 D-model Chinooks.

As a result of these combined agree­ments, 328 of the Army's planned force of436 CH-47Ds are now under contract, andthe Chinook modernization program hasreached a point where Boeing manage­ment, in addition to meeting short-termschedule and delivery goals, is also broad­ening its efforts to seek out and implementnew efficiencies and cost savings.

Last April, as the MYP contract went intoeffect, the CH-47D's production rate in­creased to lour aircraft per month.

Through 1985 nearly 100 new Chinookswere delivered to operational units in Ken­tucky and Georgia, and to training facilitiesin Alabama and Virginia. This new fleet'sflight experience is climbing rapidly and willgather momentum during 1986 as full com­panies of D-models will be fielded to addi­tional operational units in North Carolina,Washington, Oklahoma, and Colorado. Ofspecial significance, the 196th Aviation Co.,82nd Airborne Division, Ft. Bragg, N.C., willreceive its complement of new CH-47Dsfrom Boeing Vertol in early January 1986,

Multiyear Contracting BuildsSavings for Chinook Customers

4 TRANSITIONS

BUSINESS DEVElOPERS - William P. Jones (seated, center), Boeing Vertol's newly named vice president ofcustomer support and business development, discusses strategy with Joseph A. McKeller (feft), manager of H·46/107 programs, and John F. Hayden (right), director of marketing. Looking on are J. Kenneth Hancock, direc­tor of product support (standing, left), Stuart D. Dodge (center), manager of U. S. CH·47 military programs, andWiJliam J. Grant (right), manager of CH-47D international programs.

my's experience. They can take advantageof all that development work and buy a heli­copter whose operational and support costsare fully known.

"There's also an affordability issue here.Many nations can't always afford to buy thequantities of aircraft they really require. Ofcourse, that's where the high productivity oftheCH-47D International Chinook can makea big difference. A handful of CH-47D Inter­national Chinooks can exceed a whole fleetof smaller, less-capable helicopters. It's aversatile multimission aircraft that's interop­erable with the U.S. Army and, if necessary,logistically supportable by the U.S. Army,"Dodge concluded.

As a direct result of multiyear contract­ing, the savings and benefits accrue to allChinook customers.•

programs; and Joseph A. McKeller, man­ager of H-46/1 07 programs.

Jones joined Boeing Vertol in 1950 andhas held various engineering and manage­ment positions. He has served as director ofhelicopter programs, manager for the U.S.Army CH-47 helicopter program, managerfor the Model 347 helicopter flight-researchprogram, manager of Far East technicalsupport operations, chief of flight test opera­tions, project engineer and design group en­gineer for the CH·47 helicopter, He is activein numerous military and civilian profes­sional organizations, including the NavyHelicopter Association and the MarineCorps Aviation Association, and is currentlypresident of the Philadelphia Chapter of theAssociation of the U.S. Army.•

changes can drive the cost of the productdown. So when it comes time to considerMYP 2. the Army will ask what was the per·formance 01 MYP 1? Its personnel will exam·ine the actual costs of building each partand will project subsequent orders based onthis history," Dodge noted.International customers benefit too

The Boeing CH-47D International Chi­nook is identical to the U.S. Army's Deltamodel in every respect except for customer­specified avionics and perhaps some smallinterior details.

"Anything we do to drive down the cost ofthe D-model makes its export version muchmore attractive in world markets," Dodgesaid. Another major benefit is that the CH­470 International Chinook is an aircrafttested and proven by the U.S. Army. Othercustomers can benefit by monitoring the Ar-

Jones Named Vice President;Heads Marketing Organization

\,

W,LLIAM P. JONES last fall was namedvice president of customer support andbusiness development of Boeing Vertol. Hisresponsibilities now include all activities re­lated to marketing and sales, customer re­quirements, production management, andcustomer support.

As Jones' duties expanded, so have thenumber of functional organizations report­ing directly to him, which more adequatelyreflects his objective to increase BoeingVertol's business base and strengthen itsnew product development. Those managersnow most closely associated with Jones'leadership are John F. Hayden, director ofmarketing; J. Kenneth Hancock, director ofproduct support; Stuart D. Dodge, managerof U.S. CH·47 military programs; William J.Grant, manager of CH-47D international

systems be covered by contractor warran­ties "We warrant a large number of primaryand secondary components for 200 flighthours or two years, whichever comes first.We spent a lot of effort looking at the reliabil·ity of components in the 'D,' which helpedus establish a fair and reasonable war·ranty," he said.Class 1 and 2 savings: 50% vs. 100%

At the heart of this savings drive are ValueEngineering Change Proposals, or VECPs.Some VECPs involve alternative ways ofproducing hardware and others involve de·veloping alternate sources or vendors "Wehave a whole program seeking alternatesources," Dodge said. "For example. we'renow developing a second source for engine­combiner transmissions This vendor will bequalified by early 1988 Competition fortransmissions and other components willhelp to flatten any future price escalations ,.

What happens when someone at Boeingor one of its many suppliers comes up with amoney-saving idea? Is it automatically im­plemented? That depends. Dodge explains

"If a cost·saving idea requires a changeto the contract. we have to present it to theArmy and tell them how many man-hours weproject it will save in building the aircraftThe Army will evaluate the proposal and itsimpact on aircraft going into the field. If it'sapproved, the Army gains one-half of thesavings and Boeing gets the other half."

But not all changes work this way."There's a regulation governing configura­tion control that says you can·t change theaircraft without Army approval. These alter­ations are submitted to the Army as ECP orVECP Class 1 changes. By contrast,"Dodge said, "we can do certain things at ourown volition, such as Class 2 changes, solong as we don't change the form, fit or func­tion of a part. Class 1 changes, which alterthe form, fit, or function of a part, require anECP or a VECP and any savings are splitfifty-fifty between Boeing and the Army.Class 2 changes, which do not materially al­ter components, can be implemented easilyand Boeing obtains 100 percent of the sav­ings.

"An example of a VEep change is how westrip paint from aircraft being inducted intothe production process We used to removepaint by using chemicals. but that required alot of environmental treatment. Now we usea technique similar to sand blasting but in·stead of sand, we use small particles of plas·tic. The paint comes off the aircraft fasterand more efficiently. It's safer. too.

"A Class 2 change involves how we makethings. Let's say we invest $1 in a multispin­die machine that allows us to cut three iden­tical parts simultaneously, whereas previ­ously we used a single-spindle machine toproduce just one unit at a time because ofthe lower production requirements prior tothe MYP award. For example, if it costs us$3 less to make parts and spares for 240MYP aircraft using the multispindle ma­chine, then that $3 gross savings minus the$1 machine investment yields a net $2 sav·ings to Boeing," Dodge said.

Potential savings are in MYP 2Class 2 changes represent an upside re­

ward for takinQ investment risks, from whichthe customer eventually benefits, "The Armydoesn't immediately reap the benefits otClass 2 actions, however, most Class 2

TRANSITIONS 5

Wherever Important Work Is Done,Boeing Helicopters are on the Job

.... CHINOOKS MEET IN SPAIN - Aformation flight passing the Spanish InfantryAcademy at Toledo marked the first official visit of a British Royal Air Force(RAF) helicopter unit to Spain. Last summer, two RAF Chinooks of No. 18Squadron from Gulersloh, West Germany, visited Colmenar, Viejo, the mainbase of Spain's Army Air Mobife Forces (FAMET). Earlier, two Spanish Chi­nooks from Colmenar visited Gutersloh as part of a squadron exchange,Spain's FAMET currently operates 12 Chinooks and has six more on orderfrom Boeing.

LHX SIMULATOR - A new fixed-base, single-pilot sim­ulator;s now in place and operating at Boeing Vertol'sflight simulation laboratory. The device, which fealUresa sidearm controller, will be used to model mission sce­narios and measure pilot workload for the U. S. Army'sproposed new light helicopfer (LHX). fn addition tostandard /light instruments. cathode-ray tubes in frontof the pilot monitor essential aircraft systems - electri­cal. fuel, hydraulics, engines. etc. - and can providestate of the art navigation and moving-map displays.Boeing Military Airplane Co.. Wichita. Kan" built thecockpit with help from Boeing Verlol engineers.

~KEEP A PHROG A PHLOAT - Developmental testing of rapidly in­flatable emergency-I/otation bags for U. S. Navy and Marine CorpsH-46 helicopters has been completed. When deflated, the bags fitinto tuselage panels measuring approximately 70 inches fang by32 inches high and from three to seven inches thick. The nextslage of the project will provide provisions for installing the sys­lem on all USN and USMC H-46s. Boeing will begin deliveringkits in late 1987. Marine Corps crews have nicknamed fhe H-46is "fhe Phrog" because of its resemblance to a certain greenaquatic animal.

. ...~ AFR ICAN FAM INE RELIEF - This fall, Boeing-built helicopfers were busily fighting famine in the Su­

~~~i:\,X2:l!l~ J dan, which is bordered on the north by Egypt and on the east by Ethiopia and the Red Sea. The task• was exacerbated by Sudan's extreme size, More than twice the size of Alaska, but with 40 times as

, many people, Sudan is the largest nation in Africa. In late summer, the U.S. Agency for fnternationalDevelopment (A. I. 0.) hired Columbia Helicopters Inc. (CHI), of Aurora, Ore., to transport Ihe food toisolated villages in the country's western provinces.

In early August, a USAF C·5 transport flew three CHI Boeing Vertolf07s, 20 pilots and mechan­ics, and 46,000 pounds of spare parts from Oregon to Khartoum, Sudan's capital. During their fOO­day stay in the country, the three f07s recorded a total of 2,600 flight hours and transported 7.5 mil­lion pounds of food and 1.3 million pounds of fuel, medical supplies, and miscellaneous eqUipment.A.I. D. officials indicated that the helicopter airlift was directly responsible for feeding 300. 000 peo­ple, many of whom would have died had they not received emergency assistance.

SHAKEOUT - 80eing's Model 360 technology demonstrator aircraft completed"shake tests "this fall while suspended by its forward and aft transmissions in aBoeing Verlol testing laboratory. The purpose was to verify the aircraft's dynamiccharacteristics and lune its vibration-isolation system. Prior to the year-end holi­days, the aircraft was scheduled to undergo structural proof/oad testing. TheModel 360 is a four-bladed helicopter designed for high-speed flight (200 knots)and is built primarily of composite materials. First flight is planned for late 1986.

MATING TIME - Splicing of the first of sevenCH·47D International Chinooks for Japanesemilitary forces occured on schedute at BoeingVertollast fall. These aircraft will soon beshipped to Kawasaki Heavy Industries, in Gifu,Japan. for completion and delivery in late 1986.Currenlly the Japanese Defense Agency plans toacquire atolal of 54 CH-47Ds, the bulk of whichwill be coproduced by Kawasaki from compo­nents fabricated by both Boeing Vertol and theJapanese company. Thirty-nine aircraft will goto the Ground Self-Defense Force and 15 to theAir Sell-Defense force, with deliveries sched·uled to continue into the 199Ds.

ANOTHER CLASS ACT - A Helikopter Service ....Boeing 234 demonstrated its superior heavy­lifting muscle last fall during a unique operationnear the Norwegian coastaf city of Stavanger.This tandem-rotor helicopter, which normallytransports oil workers to distant oilshare plat­forms in the Norwegian sector of the North Sea,was called upon to lift a 115-year-old woodenschoolhouse, weighing nearly 18,000 pounds,and move it to a new location nearly 20 milesaway. The Helikopter Service 234 lifted theschoolhouse tram its original location on an is­land north of Stavanger and placed it on thecampus of the city's university, where it will en­ter anew grade serving as a monument toNorwegian education and history.

6 TRANSITIONS TRANSITIONS 7

IT'S ALLIN THE TUBE - Ken Hancock, Boeing Vertol's director 01 product support (standing) and spares ordercontrol specialist Leo J. Milligan review the status 01 a customer's order.

Product Support: Dedicated PeopleKeep Boeing Customers HappyWhen new helicopters roll out, the doors open to yearsof service - from training and publications, to spareparts and on-site technical representation, and muchmore as Product Support takes over.

sioning and an uninterrupted flow of spareparts. sharply focused pilot and mechanictraining, and a continuing stream of relevantpublications that allow the customer to main­tain the aircraft as its builders intended.

Many of these functions could not be per­formed effectively without the aid of ad­vanced computer technology and in thisfield Boeing Vertol has invested heavily toachieve customer satisfaction. "We're theleaders in spare parts automation," Han­cock said. "We have the MechanizedSpares Management System [(MS)2], whichwe began designing in late 1977 and put intoaction in April 1981. (MS)2 is a new data­base technology designed speCifically to doautomatic ordering.

"Now anyone can sit at a computer termi­nal and punch in the customer'S order as wereceive it. If the part is to be manufacturedhere at Boeing, its production is automati·cally scheduled within seconds. If the partmust be purchased. (MS)2 kicks out a pur·chase requisition, again within seconds."Global responsibilities

Boeing Verlol supports over 1,200 air·craft around the world, which means thatwherever the helicopters go, Product Sup­port's field service people are sure to benearby. In early December, 40 technicalrepresentatives were scattered al some 20sites from Australia to Korea. from Englandto Spain, and numerous other locations.

Keeping customers' helicopters flying re­quires a constant flow of materials and com·munications from Boeing to its representa­tives in the field. But communications are atwo-way street and data collection is an im­portant aspect of field support. "The gather­ing and computer analysis of customer flighthours, component removal rates, aircraftavailability, regularity of operations, and soforth is vital in pinpointing trends," Hancocksaid.

Boeing Verlol has parts inventories stra·tegically positioned in Europe, in Alaska,and in the Far East, in addition to massivestores located at the company's headquar­ters in Philadelphia. This investment resultsIrom Boeing's global support responsibilityand from the company's pledge to meetAOG (aircraft on ground) situations with allpossible speed: AOG parts are ready forshipment within two hours of the calJ.lf partsare not on the shelf, they can be pulled fromproduction lines and readied for shipmentwithin six hours.

Hancock also explained that inventory isof prime importance to the military, and thatBoeing Vertol placed computer terminals atAVSCOM (the U.S. Army'sAviation SystemsCommand) headquarters in SI. Louis twoyears ago. "The Army can query our (MS)2system to determine the status of any partsorder, " Hancock said. ··such as when it wasplaced, its quantity, description, unit prices,current location. or If it has been shipped."

Other computer systems assist the Prod·uct Support Department in innovative ways.One example is the Verlol Automated Publi·cations System, or VAPS for short. VAPS istied in with the company's CAD/CAM(computer-aided design/computer·aidedmanufacturing) system and is all but revolu·tionizing the business of creating mainte­nance and technical publications. VAPSsaves a great deal of time and cost becausemany graphics do nol have 10 be redrawn tofit publications' formats.•

form welt, then it's not going to influencesales in the future - and that's our biggestjob - to make sure the aircraft performwell. Whether that takes the right technicalperson, or the right part, or the right publica·tion, we make sure it's there when needed.We have better than 97 percent on-time de­livery for all our spare parts."

In addition to supplying spare parts, thedepartment also prepares and prints heli­copter-maintenance publications; trainscustomers' flight and maintenance crews;and provides field service and technicalsupport, inventory management, overhauland warranty administration. and integratedlogistics support, to name a few of its mostimportant functions.Integrated logistics support

Integrated logistics support (ILS) is agood example of the complexity and depthof the department's activities.ILS covers sixproduct lines, each with a specific managerreporting to Ken Hancock. These six are theU.S. ArmyCH-47D, the international militaryCH-47D, the U.S. Navy and Marine Corps H­46 (and its Model 107 varient), the Boeing234, the V·22, and Ihe LHX.

ILS brings together for the customer anumber of essential services, such as engi·neering and technical support, initial provi·

NAPOLEON BONAPARTE once said thatan army marches on its stomach. That mayhave been true of 19th century armies, buttoday even Napoleon would agree that it'snol food upon which armies feed - it's pa­per. Sometimes, though, a leaner cuisine iscalled for, and in late 1985 Boeing Vertor'sProduct Service Department dished upsome electronic links that - for the firsttime in the history of military contracting ­permit Army purchasing specialists to orderhelicopter parts instantly by using computerterminals.The process strips weeks off nor­mal spares-procurement cycles and as­sures high levels of performance, productiv­ity, and efficiency.

Product support may mean many thingsto many people, but at Boeing Vertol i1means providing the highest level of servicepossible to a variety of customers aroundthe world. Its the one department wherecompany marketing and salesmanship col·lide with customer advocacy and ombuds·manship, and always the goal is the same­to give the customer what he wants when hewants it, and at a fair price.

Product support is irrevocably linked withthe company's future well·being. J. KennethHancock, Boeing Vertol's director of prod­uct support notes, "If the product can't per-

8 TRANSITIONS

BASKET CASE - •'Getting there is half the fun" could be the slogan of the repairmen riding beneath a Boeing 234as they fink up to a275,OOO-volt conductor spanning the River Usk in South Wales.

Four helicopter-borne workers shorten a powerlinerepair job 300 feet above a river from a full week'swork to an afternoon's chore.

British Airways 234 ProvidesThe Welsh a Rare Bit of Work would have increased costs by as much as

£40,000 a day.Savings - £200,000 plus

The alternative - lifting a four-man re­pair crew in a specially designed lightweightcradle and holding them to the conductor byhovering helicopter - reduced the task 10mere hours and reportedly saved more thantwice the estimated £100,000 spent on op­erating and training costs. The job was per­formed on Oct. 19th using a Boeing Vertol234 owned and operated by British AirwaysHelicopters (BAH). The BAH 234 was flownby Captains Peter Benson and Jim Miles, un­der the project leadership 01 BAH senior pi·lot. Capt Tim Jenkins It was the first Euro­pean test of a novel technique that providescustomers with an aerial elevator.

The Boeing 234's center cargo hook of­fers a maximum capacity of 28,000 pounds- but that is not why the big tandem-rotorhelicopter was selected, for the load it car­ried that day was barely 2,000 pounds. Whatmade the 234 especially attractive was itsrock-steady hovering ability combined withits capacity to continue flight on one engine,if need be. Equally important was BAH·spowerline construction and maintenanceexperience. For instance, last spring thecompany placed 520 electrical-trans­mission towers in Sweden in under 40 days[see Transitions, Summer 1985, p. 9].234 flight simulator used

The extra emphasis on safety requiredmany weeks of testing, including a full-scale"dry run" on an out-of-service 275,000-voltline near Inverurie, Scotland, just 12 milesnorthwest of BAH's Aberdeen headquarters.In addition to the test flying, BAH developedand evaluated special safety procedures in itsBoeing 234 flight simulator, all to satisfy theUnited Kingdom's Civil Aviation Authority(eM)

With full eM approval, the actualpowerline-repair flight took off from theUskmouth power station within sight of thedamaged line. In the cradle were three CEGBemployees and Brian Johnstone, the BAHcrewman supervisor who acted as radiomanlinking the team with the 234 's pilot. The cra­dle was not hung on the line. Instead the wirewas caught by two arms on the cradle andthen the helicopter maintained a light upwardstrain to hold the platform firmly in place. First­hand examination by the crew in the cradleduring the initial flight revealed other damagedareas, and by the end of the afternoon, foursets of preforms had been fitted to two con­ductors."We'll do it again"

John Glover, transmission manager for theCEGB's South Western region, said: "The daywent better than we had dared to hope. Confi­dence built up so fast that it was as if the tech­nique went from an experiment to a standardoperation all in the space of one afternoon.

"There were risks attached to running atrolley along a damaged line such as this. Wewould have had to load-test it, and if thatcaused the line to break, then the repair wouldbe very costly indeed.

"The entire cost of the flight has been morethan paid for by the savings we are making bygetting the job done quickly. We will certainlybe using it again." •

"

its home in the seaport city of Bristol.Twenty miles across the Bristol Channel isthe Welsh seaport of Newport, on the RiverUsk. And 300 feet above the river's watersstretches a 275,000-volt powerline whichwas in need of repair from damage causedby high winds.

The damage showed up as hot spots oninfrared film when the line was routinelyphotographed last year. The repairs werenot urgent and considered comparativelysimple, consisting of attaching reinforcingwire "bandages" called preforms to thedamaged conductor. The tricky part wasgetting to the problem. In one scenario,CEGB workers could have hauled a trolleyup an adjacent transmission tower and sentout along the affected line to effect repairs.But this action would have shut down theline for at least a week and required the re­routing of power on the national grid, which

GREAT BRITAI N'5 electrical·distributionnetwork differs little from those found in therest of Europe or in the United Stales. Mas­sive steel towers march across the land ­from Wales in the west and southwest to Es­sex in the east - from Dorset in the south toScotland in the north. Between these hugestructures are suspended wrist-thick wirescalled conductors, supplying homes andfarms and factories with that most conven­ient and essential of modern commodities- electricity.

In Great Britain, as elsewhere, powerlinemaintenance must be performed as swiftlyas technology and safety considerationspermit. Speed is essential. Service interrup­tions cost dearly in terms of money and sub­scriber complaints.

Power in South Wales is provided by theSouth Western Region of the Central Elec­tricity Generating Board (CEGB), which has

TRANSITIONS 9

PREFLIGHT RITE - While his crew chief awaits engine start. Lt. Col. Richard R. Walker, commander of the 159thAriation Assault Battalion, tOtst Airborne Division, Ft. Campbel" Ky., performs cockpit checklist procedures beforea routine training flight last faN. The t59th was the first Army unit to achieve CH·470 initial operational capability.

Those who fly the new Chinook at Ft. Campbell, Ky.,believe the officers and men at Hunter Army Airfield,Ga., are about to get what they deserve.

---

CH·47D HELPS ITSELF - The commander 01 the firstArmy unit to field the new Chinook says: ., The bestthing about the aircraft is that it is more reliable . ., Thatmeans the hel/copler will spend less time in the hangarand more time flying,

Col. Walker has dIscovered there are twoways to achieve a high degree of readiness:make sure aircraft are ready but eep themon the ground - or switch 10 alrcrafl ruggedenough to fly under a Wide vaflely of condi­tions without developing maintenance prob·lems. The CH-47D IS proving It can do thelaller. And with the balta lion about to sur·pass the 1O.000-flight-hour mark, Irs clearno one has been gelling D-models ready 10fly and then chaining them 10 the flight line.CH·470 and UH·60: proven partners

The CH-47D is so capable that it is beingexploited in selected combat assault opera·tions. "When the tactical mission requiresputting a large number of people on theground very quickly In an unopposed, or atleast initially unopposed, environment, theCH·47Ds have been successfully integratedinto UH-60 formations both day and night tomeet surge requirements effectively andrapidly," Col Walker said.

"Our experience shows that the CH·470and the UH·60 have many compatible mis­sions and Ihal the CH·47D can performevery miSSion the Black Hawk can," hesaid.

"The 'd' IS now a much more capable in­strument aircraft," Col. Walker noted. "IIhas a Doppler navigation system and radaraltimeters, along with a command instru·

- -

capability," said Col. Walker. "Our planningcriteria for the 'D' is 15.000 pounds. and wecan take that up to 19,000 or 20,000 pounds,and sometimes higher, depending upon theweather and altitude restrictions and onhow much fuel we need. If we have tobreech an obstacle, for example, we can ex·ceed 20,000 pounds as long as fuel wasreadily available.

"In addition 10 the gross-weight changes,the D-model's triple·hook system allows ex·ternal loads - such as 155·mm howitzersand bulldozers and so forth - to be carriedmuch faster because they are much morestable, Just how much faster they can becarried of course depends on the individualload. We've found. for example, that the 155howitzer is a good load at 80 knots on single­point sling. but on a double-point sting. it'sgood out to 120 knots," Col. Walker said.The key word is reliable

What really makes Col. Walker smile ­and is sure to please Maj, D'Amico and histroops - is the CH-47D's increased reliabil­ity. As Col. Walker puts it: "The best thingabout the aircraft is that it is more reliable.We've been flying it with internal extended­range tanks we've purchased locally and wecan now put six or seven hours of fuel in the'0'. And it's nice to know you can take 011with a very good expectation of flying five orsix hours without having something gowrong with the aircraft before irs time to re­fuet."

- ~-

-.- ~--

The CH·47D:Progress Worth Waiting For

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

MISSIONS WILL BECOME easier lor thepilots and soldiers who wililly and maintainthe new U.S. Army CH-47D Chinooks thatwere delivered in September to the' 32ndAviation Co.. 24th Inlantry Division, FI. Ste­wart and Hunter Army Airfield, Ga.

That's the message from the officers andmen of the 159th Aviation Assault Battalion,10151 Airborne Division (Air Assault), Ft.Campbell, Ky. The 159th was the first Armyunit to achieve initial operating capabilitywith the CH-47D, in February 1984. Twomonths later Lt. Col. Richard R. (Rick)Walker became the 1591h's commander.Since then the battalion has been flying itsD-model Chinooks wilh notable success andhas surpassed 10,()()() flight hours.More hooks, more lift; delivery P~Q

At Ft, Stewart, the 132nd, commanded byMaj, Phil O'Amico, unlil recently has beenflying A·model Chinooks, the earliest pro­duction version of this tandem-rotor aircraft.As the 132nd transitions to the newest 0­model Chinook, the men and women of thisbatlalion and the 24th Division will discovermany welcome improvements, Col. Walker,drawing from his 16 months experience op·erating the CH-47D highlights some of thesebenefits:

"The most obvious difference betweenthe D·model and the rest 01 the Chinook fleet- and it witt be especially obvious to Maj.D'Amico and the pilots of the 132nd - isthat they'll have a significantly greater lift

10 TRANSITIONS

Second Combat Unit ReceivesFull Complement of CH-47Ds

Born-again ChinookThe first of the new 16 CH-47Ds fielded to

the 132nd Aviation Co., Hunter Army Airfield(AAF) was the object of a formal deliveryceremony on a hot September morning inSavannah, Ga. Following service traditions,Maj. Gen. Andrew J. Cooley, commandinggeneral of the 24th Infantry Division, Ft. Ste­wart, and Hunter Army Airfield, handed overthe logbook of CH-47D SIN 84-24165 to Maj.Phillip J. D'Amico, commander of the132nd.

SIN 84·24165 - SamB aircraft, Rew life.SIN 84·24165 has a history almost as dis­

tinguished as the 132nd's. It had previouslybeen a CH·47A, then identified as SIN 64·13126, which was first delivered to the Armyin 1965. Over the next 19 years, this helicop·ter accumulated 3,554 flight hours, includ·ing 2,560 hours in combat in Vietnam, andits last assignment was with the 49th Trans·portation Co" Stockton, Calif.•

such mundane things as publications, train·ing schedules, and the stocking of spareparts and speciallools.

To those who fly and maintain the newChinook. the beauty of the CH-47D is morethan skin deep. Internally it's more ad­vanced. The aircraft incorporates mechani·cal systems that are of later design theneven the UH-60 Black Hawk or the AH·64Apache. These and other improvementsmake the CH·47D the Army's fastest heli­copter and enable it to carry the highest pay­loads althe lowest cost per ton per nauticalmile. So it would not be an exaggeration tosuggest that the 132nd's 16 new CH47Dshave the potential to do the work of 30 ormore older machines.

This promise of increased productivitywill have a profound effect on the 132nd aswell as other Chinook company com·manders. "Something tells me that the '0' isgoing to allow me to be three times as effec­tive," said Maj. Phillip J. D'Amico, com­manding officer of the 132nd Aviation Co."And that's good news, because a Chinookcompany commander has to be a total man·ager. Our training load is heavy - fromcommon·soldier skills up through pilot train·

(continued on page 12)

But by the end of 1985, the 132nd hadturned in the last of its CH-47As and had­for the second time in its existence - re­ceived another full complement of 16 brand­new Chinooks - this time the advancedCH-47Ds.

To some, such a changeover might ap·pear as uncomplicated as trading in lastyear's Chevy for this year:s model. After all,a Chinook is a Chinook, isn't it? Not quite.The Chinook's silhouette remains the same,but inside is another matter. Hundreds of in·ternal improvements make the CH-47D twoto three times more productive than the ear­lier models it replaces.

Because the CH-47D is a new machine,nearly everything at the operational level re­quires painstaking attention early on to as­sure the right people and the right elementsare at the right place when the new aircraftfinally arrives. These considerations include

The 132nd Aviation Co. is an experienced Chinookcustomer - but its commander anticipates tripleeffectiveness due to the large number of productenhancements built into this helicopter.H,STORY sometimes repeats itself in un·expected ways.

In late 1967, the U.S. Army's 132nd Avia·tion Co. received a full complement of 16new Boeing CH-47 Chinook helicopters.These were 8·models and in May 1968 theunit deployed from Ft. Benning, Ga., to ChuLai, Vietnam. During the next 42 months, the132nd's Chinooks took part in 12 major cam­paigns. flew 34,410 combat hours, trans·ported 200,125 tons at car90 and 925,898troops, and recovered more than 300downed aircraft.

Then, following a lour-and-a-half-yearperiod as a "zero strength" unit, the 132ndarrived at ilS new home at Hunter Army Air­field, Savannah, Ga" to support the 24th In­fantry Division (Mechanized) at neighboringFt. Stewart - but this time flying A-models,the oldest Chinooks in the Army's inventory.

•-CH-47D: "MANAGEMENT TOOL" - Maj. Philip J.D'Amico, commander 01 the 132nd Aviation CD., Ft.Stewart, Ga., believes the new CH-470 will ease theheavy management burden shared by alf Chinook com­pany commanders.

mentation system that integrates the in­strument-flying business and makes the joba lot easier for the pilot. Lower workload is abig benefit.

"The CH·47D's cockpit is also designedfor use with night-vision goggles and this al­lows us to fly most of our operations at night.Here at Ft. Campbell we do a considerablenumber of nighttime operations. About 20 to25 percent of our missions are flown underthe goggles, and that's how we're gOing tosurvive on the battlefield in the future.

"The CH·47D also has prOVISIons for sur·vivability equipment the M·130 flare dis·penser and the ALQ-156 missile·warning de­vice - and these two items together willalso give us an increased survivability capa·bility," Col. Walker said.Top marks from a top instructor

CW4 Bill O'Halloran is the 159th Battal­ion's Standardization Instructor Pilot andit's his job to train every new pilot cominginto the unit. Mr. O'Halloran echos Col.Walker's comments about the NVG cockpitin the CH·47D. "This thing is terrific. '. O'Hal­loran said, "you get very little glare off thewindshield with the NVGs. "

Additional training is an integral part ofconversion to CH-470 Chinooks. "Becausethe D·model is new," O'Halioran said, "ev­eryonewho comes to us must undergo a 10­hour D·model transition. which is normally afive·day program. Very. very few pilotscome to us NVG qualified, and so we mustput them through a 25·hour program whichtypically runs from 45 to 60 days. So rightaway every pilot receives 35 hours of dedi­cated training just to get the minimum quali·fication on the D·model - and that's a tre­mendous amount of training time.

"But the CH·47D is a tremendous ma·chine. With it we do everything faster ­multiple loads, multiple destinations - andloads ride better, too." 0' Halloran reported.Everything's better with the new AFCS

A visitor asks O'Halloran if there are anynoticeable differences in flight characteris­tics between the D-model and its predeces­sors.

"Oh, yes," O'Halloran said, "and you'llhear pilots talking a lot about that. The newAFCS is a big step up. The aircraft in turn isso much more stable and the increasedflight envelope on bank-angle limitations in·creases our ability to do everything better.Our maneuverability is going to make a bigdifference in combat in that survivability willbe enhanced through improved maneuver­ability with the D-model.·'

"Sure, there are some things that slow usdown right now, such as dual-hook configu·rations." O'Halioran said. "It takes uslonger to effect a hookup when flying withnight-vision goggles. It's difficult to hold theaircraft over the one spot under goggleswhen you have two hooks to load instead ofjust one. But we're working a solution to thatproblem.

"Everybody looks at Campbell to seewhat we're doing because we've got theequipment and we're doing things beforeother people. We've been talking to the pi­lots of the 132nd. They call us practicallyeveryday. We've sent them our NVG train­ing programs and they're going to sendsome of their instructors here and we're go­ing to train them. The 132nd's pilots havemany good things to look forward to,"O'Halioran concluded.•

TRANSITIONS 11

(132nd continued on page 11)

ing - and we also have a very complexmaintenance mission. So the more effectivewe can be with our personnel, the better wecan perform our jobS."

The training schedule emphasizes thefact that the CH-47D is a totally new maochine, and because of this it is essential thattraining must occur well in advance to syn·chnronize with the fielding of the helicopter.

"We train all our new mechanics by send­ing them to resident schools at Ft. Eustis,Va., or Ft. Gordon, Ga., or Ft. Rucker, Ala.And we began by sending people in Octoberand November of 1984 - almost a year be­fore we received our first new CH-47D," hesaid. Maj. D'Amico stressed that carefulplanning assured these newly qualified D­model mechanics woutd remain with the132nd for at least a year, even if a soldierhad already been with the unit for as long astwo years "Having well-trained people withthe right attitudes is essential. The attitudesof the soldiers in this company are superand always have been. I'm very proud ofthem," he said.

The 132nd is the second combat unit tofield the CH-47D. The first was the 159th Avi·ation Battalion, 101st Airborne Division (AirAssaull), al Ft. Campbell, Ky.

When asked how the 132nd's CH·47Dswill be utilized in supporting the 24th Divi­sion, compared to how Ft. Campbell'st59th's CH·47Ds support the 101st, Maj.D'Amico replied: "Our Chinooks have to beemployed in a different manner due to differ­ent tactics. The need for fuel and vehiclespare parts, for example, are a lot higherwithin a mechanized division such as the24th, which looks toward a faster movingbattlefield situation. It takes a lot more sup­port and a lot quicker support." •

Norway's Helikopter Service BuysThird Boeing 234 Airliner

MODEL CUSTOMER - Joseph Mallen, president of Boeing Vertol. holds amodel of a Boeing 234 in the livery atHelikopter Servic8, A. S., Norway's largest helicopter operator. With Mallen is Emil Gamborg, managing directorof HeJikopter Service, which purchased its third Model 234 from Boeing Vertolon Dec. 3, 1985.

HElIKOPTER SERVICE A.S., Oslo, ·Nor· enviable record of on·time performance,"way, one of the world's leading commercial said Boeing Vertot President Joseph Mallen.helicopter operators, purchased its third Hclikopter Service currently operatesBoeing 234 from Boeing Verlol on Dec. 3, three Boeing 234s to support Phillips Petro-1985. Helikopter Service has been using leum in the Ekofisk oil field, which is locatedthis particular aircraft under lease from approximately 165 nautical miles southwestBoeing Verlol since the summer of 1984 in of the Norwegian coastal city of Stavanger,regularly scheduled revenue-passenger where most of Helikopter Service's offshoreservice supporting oil and gas operations in support activities are located. In addition,the Norwegian sector of the North Sea. Helikopter Service Boeing 234s support op·

"Helikopter Service is a highly valued erations of the French oil company Elf Ac·customer who has successfully operated quitaine in the Heimdal gas field, which isBoeing 234s in the demanding North Sea located approximately 115 nautical milesmarket since July 1983, and with our northwest of Stavanger.•airliner-type helicopters, they have built an

12 TRANSITIONS Pr;r.ted Ir. U.S.A.